Tribhuvan International Airport

Initial Environmental Examination

August 2020

NEP: South Asia Subregional Economic Cooperation Airport Capacity Enhancement Project Airport Capacity Enhancement Project - Tribhuvan International Airport

Prepared by the Ministry of Culture, Tourism and Civil Aviation, Government of Nepal for the Asian Development Bank.

CURRENCY EQUIVALENTS (as of 8 July 2020)

Currency unit – Nepalese rupee (NPR) NPR1.00 = $ 0.008370 $1.00 = NPR 119.48

ABBREVIATIONS

ACEP - Airport Capacity Enhancement Project ADB - Asian Development Bank BOQ - Bill of Quantities CAAN - Civil Aviation Authority of Nepal CSC - Construction Supervision Consultant DoA - Department of Archaeology EIA - Environmental Impact Assessment EMP - Environmental Management Plan EMoP - Environmental Monitoring Plan EPA - Environmental Protection Act GBIA - Gautam Buddha International Airport GoN - Government of Nepal GRM - Grievance Redress Mechanism GRC - Grievance Redress Committee IA - Implementing Agency IEE - Initial Environmental Examination IFC EHS - International Finance Corporation Environmental Health and Safety ITB - International Terminal Building MoFE - Ministry of Forests and Environment MoPE - Ministry of Population and Environment OHS - Occupational Health and Safety PPC - Project Preparatory Consultant PMU - Project Management Unit PPEs - Personal Protective Equipment/s PPTA - Project Preparation Technical Assistance REA - Rapid Environmental Assessment SASEC - South Asia Subregional Economic Cooperation SEMR - Semi-annual Environmental Monitoring Report SPS - Safeguards Policy Statement (ADB) TIA - Tribhuvan International Airport WHO - World Health Organization

WEIGHTS AND MEASURES

ºC - degree Celcius cm - centimeter dBA - decibels A km - km ppm - parts per million

GLOSSARY

Bikram Sambat (B. S.) – Nepalese calendar year that runs from mid-April to mid-April. Unless otherwise stated, year ranges written in the form 2015/016 denote a single calendar year.

NOTES

i.) The fiscal year (FY) of the Government ends on 15 July. FY before a calendar year denotes the year in which the fiscal year ends, e.g., FY2020 ends on 15 July 2020.

ii.) In this report, "$" refers to US dollars unless otherwise stated.

This initial environmental examination is a document of the borrower. The views expressed herein do not necessarily represent those of ADB's Board of Directors, Management, or staff, and may be preliminary in nature. 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.

TABLE OF CONTENTS

EXECUTIVE SUMMARY ...... i I. INTRODUCTION ...... 1 A. Overview of the Sector Development Program ...... 1 B. SDP Investment Components ...... 1 C. TIA investment Components Overview ...... 1 D. Rationale of the IEE ...... 2 E. Objectives of the IEE ...... 3 II. POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK ...... 3 A. Nepal’s Legal Framework and Regulatory Requirements for the Project ...... 3 B. Initial Environmental Examination ...... 11 C. Asian Development Bank Policies ...... 12 III. PROJECT DESCRIPTION ...... 12 A. TIA Investment Component ...... 13 B. Associated Facilities ...... 16 C. Proposed Implementation Requirement ...... 19 IV. DESCRIPTION OF THE ENVIRONMENT ...... 20 A. Physical Environment ...... 20 B. Biological Environment ...... 29 C. Socioeconomic Environment...... 30 V. ANALYSIS OF ALTERNATIVES...... 32 A. With and Without Project Scenario ...... 32 B. Alternatives ...... 34 VI. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES ...... 35 A. Introduction ...... 35 B. Beneficial Impacts and Benefit Augmentation Measures ...... 35 C. Adverse Impacts during Pre-construction Stage ...... 36 D. Adverse Impacts during Construction Stage ...... 36 E. Impacts during Operation Stage ...... 47 F. COVID 19 pandemic Risk and Management Issues ...... 49 G. Climate Change Impacts and Risks ...... 51 H. Indirect, Induced and Cumulative Impacts ...... 64 VII. ENVIRONMENTAL MANAGEMENT PLAN ...... 65 A. Plan for Mitigation Measures - Environmental Management Plan ...... 65 B. Institutional Arrangement ...... 65 C. Environmental Monitoring Program ...... 81 D. Estimated EMP Budget ...... 90 VIII. PUBLIC CONSULTATION, PARTICIPATION AND INFORMATION DISCLOSURE ...... 91 IX. GRIEVANCE REDRESS MECHANISM ...... 94 X. CONCLUSION AND RECOMMENDATIONS ...... 96

ANNEXES ...... 97 ANNEX 1 – RAPID ENVIRONMENTAL ASSESSMENT CHECKLIST ...... 98 ANNEX 2 – NOISE QUALITY GUIDELINES ...... 103 ANNEX 3 – AIR QUALITY GUIDELINES ...... 105 ANNEX 4 – NEPAL’S DRINKING WATER QUALITY STANDARDS AND WATER QUALITY FOR IRRIGATION ...... 106 ANNEX 5– PROBABLE CONSTRUCTION MATERIALS QUARY SITES / BORROW AREAS ...... 107 ANNEX 6– GUIDELINES FOR WORKERS’ SAFETY DURING CONSTRUCTION ...... 108 ANNEX 7– SAMPLE INSPECTION CHECKLIST ...... 110 ANNEX 8– ENVIRONMENTAL COMPLIANCE AUDIT REPORT ...... 115 ANNEX 9– LIST OF PERSONS WHO PARTICIPATED IN CONSULTATION ...... 168 ANNEX 10 - PHOTOGRAPHS ...... 171 ANNEX 11– ENVIRONMENTAL MONITORING REPORT OUTLINE ...... 172

LIST OF TABLES

Table 1. Review of Environmental Acts, Regulations and Guidelines ...... 3 Table 2. Estimated Quantity of Local Construction Materials ...... 19 Table 3. Plant and Equipment Required ...... 20 Table 4. 24-hour Baseline Air Quality Monitoring Results ...... 24 Table 5. Noise quality data of Fire Station Area ...... 25 Table 6. Noise quality data of Contractors’ Camp of Runway Extension ...... 26 Table 7. Noise quality data of Gairigaun Settlement Location ...... 27 Table 8. World Bank Noise Guideline Values/standards ...... 28 Table 9. Results of Water Quality Tests ...... 29 Table 10. Tribhuvan International Airport, 10 years Air Traffic Movement (2009-2019) ...... 30 Table 11. Population Distribution by Project affected Municipality and Wards ...... 31 Table 12. Checklists of Construction of Hangar Aprons and Parallel Taxiway at TIA ...... 38 Table 13. Typical noise levels of principal construction equipment (Noise Level in db (A) at 50 Feet) ...... 42 Table 14. Emission Sources and Emission Rate ...... 47 Table 15. Major Project Works at TIA, Nepal ...... 51 Table 16. GCM Estimates of Temperature and Precipitation Changes for Nepal ...... 56 Table 17. Prevalent Natural Hazards and Risk Levels ...... 59 Table 18. Environmental Management Plan – TIA Investment Component ...... 68 Table 19. Environmental Monitoring Plan for TIA ...... 83 Table 20. Applicable Limit Values for Environmental Quality Monitoring Parameters ...... 87 Table 21. Estimated Cost for Environment Protection Measures ...... 90 Table 22. Estimated Cost for Environmental Monitoring by EMU (Construction Stage) ...... 90 Table 23. Summary of Cost for EMP Implementation ...... 91

LIST OF FIGURES

Figure 1. Satellite View of TIA ...... 2 Figure 2. Existing TIA Masterplan with Investment Components ...... 2 Figure 3. Layout of Hangar Apron Area and Parallel Taxiway ...... 14 Figure 4. Drainage Layout of Hangar Aprons and Parallel Taxiway...... 15 Figure 5. Project site and the project’s area of influence ...... 15 Figure 6. Layout Plan of TIA Improvement Works and Tentative Location of Contractors’ Camps ...18 Figure 7. Land use Map of Kathmandu Metropolitan City (Source: KMC Profile, 2018) ...... 21 Figure 8. Locations of Air, Noise and Water Quality Tests at TIA ...... 23 Figure 9. Distribution of PM10 Concentration at Selected Locations of the Project Area ...... 24 Figure 10. Distribution of PM2.5 Concentration at Selected Locations of the Project Area ...... 25 Figure 11. TIA Improvement Layout Plan ...... 33 Figure 12. Modified Koppen-Geiger Climate Classification Map of Nepal ...... 54 Figure 13. Monthly Average Temperature and Precipitation for TIA by Location ...... 55 Figure 14. Projected Changes in Temperature and Rainfall at Kathmandu, Nepal, relative to Reference Period 1986-2005 ...... 57 Figure 15. Tribhuvan International Airport ...... 63 Figure 16. Organization Arrangement for EMP Implementation ...... 67 Figure 17. Grievances Resolution Steps and Processes ...... 95

EXECUTIVE SUMMARY

1. There is a growing international passenger’s demand in Nepal. With the only international gateway in Tribhuvan International airport (TIA) and handling about half of the country’s domestic air traffic, there is a need to increase the capacity of the Nepal civil aviation sector to meet the growing demand. The Government of Nepal is developing the Gautam Buddha International Airport and the Pokhara International Airport as national pride projects. On completion in about 1-2 years' time these airports will share part of international air traffic at TIA.

2. The Government of Nepal has applied for a loan from the Asian Development Bank (ADB) for Airport Capacity Enhancement Sector Development Program (SDP) to support the following components:

(i) Program Component – Civil aviation sector reforms in restructuring the Civil Aviation Authority of Nepal (CAAN); (ii) Investment Component – Provide project financing for improvement of airport facilities at Tribhuvan International Airport (TIA) and Gautam Buddha International Airport (GBIA) in Lumbini.

3. The SDP investment components comprise the following:

(i) TIA Parallel Taxiway Extension (ii) TIA Hangar Aprons (iii) GBIA T2 Terminal

4. For TIA, the existing parallel taxiway will be extended beyond the current exit taxiway E, by as section of taxiway J spaced at 172.5 m from runway center line that meets ICAO, Code E compliance. connect the existing international apron to the end of runway 02. The taxiway extension covers 1140 m up to the runway end 02. The parallel taxiway will include associated link taxiways K and L. The parallel taxiway will run along the existing cargo building area situated at the base.

5. Two hangar aprons are also proposed for construction in the east side of the airport. The first hangar apron will have parking capacity for two Code C and three Code E aircrafts. The second hangar apron, to be located at the south side, will have parking capacity of 3 Code C aircrafts and 4 fixed wing aircrafts.

6. For the IEE study, the direct impact area includes the TIA compound and extending 100 meters outside the boundary of the airport. Indirect impact area includes ward 32 of Kathmandu Metropolitan City (KMC) and wards 8,9 of Kageshwari Manahara Urban Municipality.

7. The construction of TIA improvement works will be 3 years. Award of TIA components contract is estimated to be first quarter of 2021.

8. These investment components shall be subject to review, including but not limited to, revised demand forecast, reviewed scope of work, reviewed engineering design and specifications, revised cost estimates, implementation arrangement, implementation schedule and procurement packages. Due diligence will be conducted on these components including environmental and social safeguards, economic and financial analysis.

9. The environmental assessment was carried out within the framework of Nepal’s policy on environment, climate change, aviation, tourism, land acquisition, labor, child labor prohibition, and other applicable regulations. The institutional capacity of Civil Aviation Authority of Nepal (CAAN) was also assessed. The assessment was also carried out following SPS 2009 and other applicable international environmental agreements. Under Nepal regulations, the proposed project does not fall within the threshold set in the National Legislation of the Government of Nepal, EPA – 2019 and EPR – 2020 Clause G, Schedule 2 (pertaining to Rule 3), Tourism Sector, 2. Extension of the areas of the existing airports. The project is also governed by the standards and recommended practices of International Civil Aviation Organization (ICAO) concerning air navigation, prevention of unlawful interference and facilitation of border-crossing procedures for international civil aviation. The project has been classified as Category B under ADB SPS because the potential adverse environmental impacts are site-specific, few if any of them are temporary, and mitigation measures can be designed readily.

10. The elevation of the project site is 1,339 meters above sea level (masl). There are no unique, fragile or difficult topography, elevations and slope characteristics in the proposed project area. Existing land use pattern around the project site is completely built up area. The project site lies at the interface of Kalimati and Gokarna formations consisting of slightly consolidated sediments. It also consists of light to brownish grey, fine laminated and poorly graded silty sand with intercalation of clay of variable thickness. Nepal is a seismically active country lying between collisions of the Indian and Eurasian plates and moving continuously resulting in frequent and often devastating earthquakes within the region. According to the National Building Code of Nepal, the Kathmandu Valley falls under the Seismic Zone "A", or under high seismic prone zone.

11. There are four dominant seasons in the valley: winter, spring, summer and autumn, with approximately three months for each season. The range of temperature is below 0oC in winter and reaches more than 30oC in summer. The Kathmandu Valley experiences four distinct seasons: pre-monsoon, monsoon, post-monsoon and winter. The rainy season is from June to September when 80% of the rainfall occurs. The annual basin rainfall in the project area averages about 1900 mm of which 80% rain falls between June and September during the monsoon.

12. The project site has no major rivers in its close vicinity. Bagmati River flows at around 0.5 km north of TIA. There is no historical record of floods, nor known flood hazards, near the project area. There is well developed municipal drainage system around the project area. TIA has own drainage system for the airport, which drain out to Bagmati River on the north and Manhara River on the east.

13. The construction of embankments of TIA investment component (hangar aprons and parallel taxiway) will require about 1.6 million cubic meters of fill materials for soil and backfill. Moreover, about 210,000 m3 of plant produced aggregates will be required for asphalt and concrete pavement works. The contractors will be required to get these materials from approved sources.

14. As project site is situated within urban area of Kathmandu Metropolitan City, there is no forest in project site and its periphery and the floral diversity is not significant in the area. No clearance of vegetation of floral significance is required in the project site.

15. The impacts will be both beneficial and adverse. Beneficial impacts will be enhanced, whereas adverse impacts will be avoided, minimized or compensated using proper mitigation measures. Adverse impacts will be generated mostly during construction phase that will affect among others, land use, soil, quarry sites, air quality, noise level, water resources, construction iii

camps, flora and fauna, aquatic ecology, and community and occupational health and safety. The project is also anticipated to be affected by the ongoing COVID 2019 pandemic, as well as climate change risks.

16. The main findings of this IEE indicate that the impacts that will arise from TIA Hangars Apron Construction, Parallel Taxiway Extension & Associated Works will be minimal and contained within the project site. The proposed TIA Improvement Works project do not lie in any environmentally sensitive area, and the project will not have major adverse environmental impacts. Those predicted adverse impacts are of low significance and short-term, as well as of reversible in nature. The project requires large quantities of different type of construction materials such as fills for embankments, cement, sand, aggregate, steel reinforcement, etc. No significant impact has been anticipated in the biological environment. Limited open space shall be converted into built up area. The beneficial impacts that come with the improvement of TIA will enhance tourism industry and regional economy supporting improved quality of life of the people. Large numbers of workers will be required to construct the hangar aprons and parallel taxiway. Local people will get direct employment as workers, which will significantly contribute to improving their livelihood. The benefits from the proposed investments are more significant and long-term compared to the adverse impacts, most of which can be mitigated or avoided.

17. The EMP including monitoring plan has been formulated to eliminate or reduce the abovementioned negative impacts and enhance the positive impacts during pre-construction, construction and operation stages of the proposed improvement works. The Environmental Management Plan (EMP) including Environmental Monitoring Plan (EMoP) has been formulated to eliminate or reduce the abovementioned negative impacts and enhance the positive impacts during pre-construction, construction and operation stages of the proposed improvement works. Total budget for implementation of EMP is estimated at approximately USD 84,725.00 (including social enhancement measures cost). A Grievance Redress Mechanism will be set up in this project.

18. The IEE will be revised once detailed design and additional baseline studies have been completed. The approved IEE will be disclosed on ADB and CAAN websites. Environmental safeguard conditions, as reflected in this IEE, will be included in the draft loan agreement. The project will ensure that the proposed mitigation measures, including occupational and community health and safety will be included in the contract document and implemented accordingly.

I. INTRODUCTION

A. Overview of the Sector Development Program

1. There is a growing international passengers demand in Nepal. With the only international gateway in Tribhuvan International airport (TIA) and handling about half of the country’s domestic air traffic, there is a need to increase the capacity of the Nepal civil aviation sector to meet the growing demand. The Government of Nepal is developing the Gautam Buddha International Airport and the Pokhara International Airport as national pride projects. On completion in about 1-2 years' time these airports will share part of international air traffic at TIA.

2. The Government of Nepal has applied for a loan from the Asian Development Bank (ADB) for Airport Capacity Enhancement Sector Development Program (SDP) to support the following components:

(i) Program Component – Civil aviation sector reforms in restructuring the Civil Aviation Authority of Nepal (CAAN) (ii) Investment Component – Provide project financing for improvement of airport facilities at Tribhuvan International Airport (TIA) and Gautam Buddha International Airport (GBIA) in Lumbini.

B. SDP Investment Components

3. The SDP investment components comprise the following: (i) TIA Hangar Apron (ii) TIA Parallel Taxiway Extension (iii) GBIA Terminal 2

4. These investment components shall be subject to review, including but not limited to, revised demand forecast, reviewed scope of work, reviewed engineering design and specifications, revised cost estimates, implementation arrangement, implementation schedule and procurement packages. Due diligence will be conducted on these components including environmental and social safeguards, economic and financial analysis.

C. TIA investment Components Overview

5. As part of the Capacity Assessment and Design Review assignment, this report outlines the investment components review at TIA; Hangar Apron, and Parallel Taxiway Extension. They are to be constructed in the existing TIA site. The extents of works are demarcated in Figure 2.

Figure 1. Satellite View of TIA

Source: Google Earth

Figure 2. Existing TIA Masterplan with Investment Components

D. Rationale of the IEE

6. The project is environment category ‘B’ in accordance with ADB’s Safeguard Policy Statement (SPS), 2009 warranting an initial environmental examination (IEE). IEE identifies the environmental issues to be considered at project planning and design stage. The IEE report covers the general environmental profile of the study area and includes an overview of the potential environmental impacts and their magnitude on physical, ecological, economic, and social and cultural resources within the project’s influence area during design, construction, and operation stages.

E. Objectives of the IEE

7. The main objective of the IEE is to identify impacts from the project implementation on physical, biological, socio-economic, and cultural environment of the project area, and to propose measures to avoid, minimize, mitigate, and compensate such impacts. The specific objectives of the proposed IEE are to:

(i) Establish baseline data of the proposed work area, (ii) Identify major issues that may arise as a result of the proposed works on bio- physical, socioeconomic and cultural environment of the project area, (iii) Recommend practical and site-specific environmental mitigation and enhancement measures, and prepare and implement environmental monitoring plan, and (iv) Confirm that IEE is sufficient for the proposed work.

II. POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK

8. This chapter presents a review of the international agreements and commitments, existing institutions and legislations relevant to the project in Nepal and at the national and state levels in Nepal. The environmental assessment processes are based on environmental regulations and guidelines of Government of Nepal and ADB SPS 2009 requirements.

A. Nepal’s Legal Framework and Regulatory Requirements for the Project

9. GoN has adopted various acts, regulations and guidelines to ensure environmental safeguards in their development investments. These legal documents were reviewed during the preparation of this IEE. Relevant legal provisions are briefly presented in Table 1.

Table 1. Review of Environmental Acts, Regulations and Guidelines SN Legal Provisions on Description Environment Protection

Constitution and National Development Policies 1 The Constitution of Nepal, Article 25 (2) of the constitution has mentioned that the 2071 BS (2015 AD) state shall acquire legal private property only for public interest, and Article 25 (3) has mentioned that compensation shall be provided for such acquired property on the basis of compensation as prescribed by law. Article 30 (1) has mentioned that every citizen has the right to live in a clean and healthy environment. Under state policy, Article 51 (f) clause (2) has mentioned that state is to develop balanced, environment friendly, quality and sustainable physical infrastructure, while according priority to the regions lagging behind from development perspective, and clause (3) mentions that state is to enhance local public participation in the process of development works. Article 51 (g) explains about applying appropriate minimization or mitigation measures for negative impact on nature, environment or biodiversity.

SN Legal Provisions on Description Environment Protection 2 The Approach Paper of the 15th Plan (BS 2076/77-2080/81) The Approach Paper of the on environment has, inter alia, considered EIA as an th 15 Plan (BS 2076/77- integral part of infrastructure development, and committed 2080/81) to make report approval process transparent and easy, and allocate certain percentage to minimize impacts-generated risks (NPC, 2019). The 15th Plan has a vision to make Nepal prosperous through the sustainable use of water resources and emphasizes, inter alia, on watershed management effective. Furthermore, the Plan has an objective of increasing productivity, production and environmental services from forests, biodiversity and watershed. It has the working policy of, inter alia, integrating bio-engineering as an integral part of infrastructure and development projects. The Plan has planned to ensure compensatory plantation through the Nepal Forest Agency (Nigam), which is established in early August 2019. 3 Civil Aviation Policy, 2006 It recognizes that the expected growth of tourism industry is not possible without the development of a competent, strong and easily accessible air-transport; make air services strong and effective to draw tourists and help national economy by earning foreign currency. All services related to safe, efficient and regular air-transport and airport management shall be termed as vital service. It encourages private sector participation in national air transport sector. Civil Aviation Authority of Nepal is responsible for the construction, operation and management of airports and provision of air navigation services in the country. So, it is not possible for CAAN to meet the entire demands of infrastructure development with its internal resources only. In this regard, Civil Aviation Policy, 2006 has made provision of private participation for the development of airports and related infrastructure. This provision has paved way to promulgate CAAN Infrastructural Framework Construction and Development 4 Nepal Tourism Policy, 2008 GON’s general tourism policy is based on twin objectives: improving quality of tourism industry and reputed placement of tourism in international markets. To fulfill these objectives, partnership between the Government and private sector stakeholders is felt necessary. The Nepal Tourism Board is the bridge between public and private sectors. It facilitates government-private partnership and develops tourism products and marketing. The policy stresses participation of private sector in development and expansion of tourism activities. The policy aims for the improvements of air transport in order to enhance the safe tourism in the county. The policy emphasizes the development of village tourism. 5

SN Legal Provisions on Description Environment Protection 5 National Environment Policy, This Policy has objectives of mainstreaming environmental 2019 concerns in all aspects of development, and ensuring environment conservation and sustainable management of natural resources. It calls, inter alia, for compliance with the environmental standards; implementation of environment- friendly technologies; control activities related to disposal and/or discharge of polluted water, sewage and wastes into river; internalize environmental aspects in development projects; mitigate adverse impacts and augment beneficial impacts of development projects on the environment and society and commits to carry out environmental monitoring and auditing (MoFE, 2019). 6 Climate Change Policy, 2019 The Policy has a goal of contributing to socio-economic prosperity of the country by developing climate-resilient society. The Policy has the objectives of advancing capacity on climate change adaptation, developing ecosystems resiliency, promoting green economy by adopting low carbon economic development concept, mobilizing national and international finance, making the information service effective, mainstreaming or internalizing climate change into relevant policy, strategy, plan and programmes, and also mainstreaming gender and social including in climate change mitigation and adaptation programmes. On water resources and energy sector, the Policy calls for ensuring energy security by promoting multiuse of water resources and low carbon energy production, including use of energy efficient technologies. It also calls for selecting environment-friendly locations for the construction of hydroelectricity and irrigation infrastructures and use of climate-friendly technologies, and adopting measures to mitigate adverse impacts in river ecosystem while producing hydroelectricity (MoFE, 2019b).

Acts, Regulations, and Rules 1 Environment Protection Act, Any development project, before implementation, shall 2019 conduct environmental assessment of required level. Approval of the reports and environment clearance will be provided by a competent government agency as identified by the Act. The Act restricts polluting activities and authorizes the Government for monitoring and enforcement. The Act has provision of compensation to affected parties from environmental impacts and punishment to polluters. 2 Environment Protection EPR and its schedules provide step-wise requirements to Regulation (EPR) 2020 be followed while conducting Summary IEE, IEE and EIA. It also obliges proponent to timely consult and inform the public on the contents of the proposal and findings of summary IEE, IEE and EIA. EPR also requires the proponent to collect comments and suggestions regarding the proposal through public notice pasted at local offices and “public hearings”. Proponent has to submit

SN Legal Provisions on Description Environment Protection recommendations of concerned stakeholders in the environmental management plan of EIA/IEE. It also guides on format of summary IEE, IEE and EIA and process of summary IEE, IEE and EIA approval by concerned ministry and the Ministry of Forests and Environment. 3 Soil Conservation and The Act empowers the Government to declare any area as Watershed Conservation Act, a protected watershed area. It also outlines essential 1982 parameters for proper watershed management (including both rivers and lakes) and prohibits activities such as excavation of soil, sand, boulders, and diversion and storage of water and logging that trigger soil erosion and landslide. It also authorizes to implement land use planning system, shift any existing settlement, industry, and acquire necessary lands in the conserved watershed area. Maximum penalty measures for violators include a fine of NRs.1, 000 or imprisonment for 1 year, or both. 4 Land Acquisition Act, 1977 The Act (in Sections 3 and 4) specifies procedural matters of land acquisition and compensation. GoN can acquire land at any place in any quantity by giving compensation pursuant for the land required for any public purpose or for operation of any development project initiated by government institutions. 5 The Labor Act, 2017 The Labor Act, 2017 has replaced the previous Labor Act, 1992. The Labor Act has enacted to make provisions for the rights, interest, facilities and safety of workers and employees working in enterprises of various sectors including construction industries (Section 85). The Act has regulated eight hours per day and forty eight hours (Section 28) per week as working hours. Similarly, overtime related issues as well provisioned (Section 30), which allows 4 hours per day and 24 hours per week. The overtime wages is also continued to be one and half time of his/her ordinary rate of wages (Section 31). The Act has made a condition that where twenty or employees are engaged, employer entails to constitute (section 74) a Safety and Health Committee. Similarly, the Act provisioned that where ten or more employees are engaged in the entity, employer entail to constitute the Collective Bargaining Committee (Section 116). The Act requires engagement of outsource employees (Section 58) can be hired for specific or prescribed work in entity by the Ministry by publishing a notice in Nepal Gazette upon recommendation of Central Labor Advisory Council (CLAC). 6 Child Labor Prohibition and Section 3 of the Act prohibits a child from engaging in work. Regulation Act, 2001 Sub-clause 1 of the clause 3 states “nobody shall engage in work a child who has not completed fourteen years of age as a labor and sub-clause 2 states “nobody shall engage a child in a risk-full occupation or work set forth in the Schedule”. Section 4 states “child not to be engaged in 7

SN Legal Provisions on Description Environment Protection work against his/her will by temptation or fear or pressure or by any other means”. 7 The Labor Rules, 2018 Rule 16 of the Labor Rules provides flexibility to the Employer to determine the work hours. The Employer can determine the work hours on the basis of the nature of the work of the entity. The notice of the work hours however, should be given to all the Employees. The Labor Rules also provides that the Employer may put the Employee to work on rotation based on nature of its work. It seems that the Labor Rules envisages putting the Employee in different shifts. The Labor Rules requires the Employer to provide additional rest period for certain female Employees. The Employer should provide half an hour additional time for female Employees (a) who has baby below 3 years for breast feeding, and (b) who is pregnant. The Labor Rules specifically require the Employer to pay the salary to the Employee for weekly off. The Labor Act also authorizes the Ministry of Labor to specify the Employer who should pay the salary to the Employee through banking channel. Similarly, Labor rule also states about Occupational Safety and Health policy “Employers are required to maintain an occupational health and safety policy. The policy should cover different measures in accordance with the entity’s nature of business. The policy should be drafted in a way which includes provisions related to arrangements Employee’s safety and security, Employee’s health, probable accident in workplace, precautions to be taken while operating devices and machines in workplace and precautions to be taken while using chemical substances. The Labour Act shall be followed in all the works carried out under the Project. 8 Nepal Civil Aviation Act 1958, Civil Aviation Act, 1958 under clause 4 (a) explicitly spells and Civil Aviation Regulations, that any area can be delineated and designated as airfields 1996 specifying its borders on gazette. The statutory civil aviation regulations were introduced under the Civil Aviation Act, 1959. Nepal obtained ICAO membership in 1960. CAAN was established as an autonomous regulatory body on 31 December 1998 under the Civil Aviation Act, 1996. CAAN has its prime goal to ensure flight safety and sustainability of civil aviation, and has responsibilities of constructing, operating and maintaining airports. 9 Nepal Tourism Act, 1978 The Act facilitates to increase tourist arrival in the country and encourages tourists and their handling agents in Nepal to minimize environmental intact during their visit. The Act also shows serious concerns about visitors’ health, facilities and welfare, and empowers the Government to generate tourism revenue and establish plowback mechanism for tourism infrastructure development. 10 Nepal Tourism Board Act, The Nepal Tourism Board was established in 1998 to 1996 promote public-private partnership in tourism to maximize

SN Legal Provisions on Description Environment Protection benefits from developing Nepal as a premier holiday destination with a definite brand image. The Board is promoting in domestic and international markets. The Board gets funds collected as tourist services fee TSF) from air travelers upon their returning from Nepal, and thus keeping the Board financially independent. Currently, the Board collects NRs. 500 TSF per person. The Board chaired by MoCTCA Secretary constitutes 11 members with four government representatives, six private sector representatives and the chief executive officer. 11 Water Resources Act, 1992 The Act intends to ensure rationale utilization, conservation, management, and development of water resources in the country. Sections 18, 19 and 20 concerns water quality standards, water pollution and adverse effect on the environment. The Act also envisages that all the water resources either falling on the alignment of the project components or located near the project components sites must be investigated for the probable impacts on the services provided by them. 12 Water Resources Regulations, The Regulations require measures are taken to conserve 1993 aquatic life and water environment for mitigating socioeconomic effects of project in concerned area. All water resources either falling on alignment of project or located near project site must be investigated for the probable impacts on the services provided by them. Guidelines, Work Procedures and Programs The Guidelines provide guidance to project developer on 1 National Environmental integrating environmental mitigation measures, particularly Impact Assessment on the management of quarries, borrow pits, stockpiling of Guidelines, 1993 materials and spoil disposal, operation of the work camps, earthworks and slope stabilization, and location of stone crushing plants. 2 Procedure with Standard for As per Section 72 (K) of the Forest Act (2049), GoN has the Use of National Forests for published this Procedure on 3 September 2019 to provide National Priority Project, 2019 forest area for national priority projects. The Procedure obliges the concerned Ministry to avoid forest area, to the extent possible, by conducting study on feasibility and alternative. If the project needs national forests, it should select alternative that ensures minimum use of forest area or cutting of minimum trees to construct/implement the project. The Procedure details out the processes and specifies documents required by MoFE to process for forest area issuance for the project. The concerned Ministry should submit documents related to justification of the need for national forest area, project license, approved programmes with detailed project report, feasibility and alternative study report, and approved IEE or EIA report or environment management plan to process for issuance of forest area. As this is the national priority project without alternative to forest area, the Government may use this 9

SN Legal Provisions on Description Environment Protection Procedure to provide a small part of national forest area for project construction (http://mofe.gov.np/downloadsdetail/ 2/2018/43993951: accessed on 15 September 2019). This Procedure also provisions to provide land or money as compensation (Schedule 1). It also elaborates provisions on afforestation, environment and forest products management and requires compensatory plantation @ 1:10 [Chapter 4, # 17 (3) of the Procedure], manage for 5 years and handover to concerned Forest Office after 5 years of plantation and maintenance. 3 NAPA has been instrumental in mainstreaming climate National Adaptation Program change in development planning. It has developed a of Action (NAPA), 2010 framework for adaptation program, and has identified key adaptation needs, existing adaptation practices, and options for developed projects, including infrastructure. 4 The National Ambient Air Quality Standards, 2003 enforced Nepal Vehicular Emission by GoN has set quality standards for seven parameters: Standards, 2000 TSP, PM10, sulphur dioxide, nitrogen oxide, carbon mono- oxide, lead and benzene for the maintenance of the ambient air quality. The project during its Construction and operation will have to comply with the set standards for the ambient air quality. 5 National Standard for Sound Quality is established as per National Standard for Sound Rule 15 of Environmental Protection Rules, 2054. The Quality, 2012 maximum limit of sound for city and residential area is 55 decibels for daytime and 50 decibels for night hours. Whereas for the industrial area, the maximum limit of sound is 75 decibels for daytime and 70 decibels for night hours. Further, for the peace zone, the maximum limit of sound is 50 decibels for daytime and 40 decibels for night hours. 6 National Ambient Air Quality Standard is established for National Ambient Air Quality various parameters such as TSP, PM10, Sulphur Dioxide, Standard, 2012 Nitrogen Dioxide, Carbon Monoxide, Lead, Benzene, PM2.5 and Ozone. The standard states that the maximum concentration stated for averaging time of 24 hours for TSP, PM10, Sulphur Dioxide, Nitrogen Dioxide, and PM2.5 and the maximum concentration stated for averaging time of 8 hours for Carbon Monoxide and Ozone should be under standard limit for at least 95% duration for one fiscal year and should not exceed maximum concentration for 18 days in 365 days. No any parameters shall exceed its maximum concentration limit for two consecutive days within one year. 7 National Drinking Water Nepal's Drinking Water Quality Standards came into force Quality Standards, 2006 in Nepal after its publication in then Ministry of Physical Planning and Works, Nepal Gazette (B.S. 2063/03/12). The standards provide the maximum concentration limits of

SN Legal Provisions on Description Environment Protection fifteen physical parameters, ten chemical parameters and two micro germs for drinking purpose. 8 IFC-WB EHS General The General EHS Guidelines contain information on cross- Guidelines, 2007 cutting environmental, health, and safety issues potentially applicable to all industry sectors. Requirements on environmental, health, and safety issues during construction of proposed TIA improvement project. 9 IFC-WB EHS Guidelines for The EHS Guidelines for Airports contain information on Airports cross-cutting environmental, health, and safety issues potentially applicable to the operation of commercial airports. The document does not include activities associated with aircraft operators including aircraft maintenance activities, which are covered by the EHS Guidelines for Airlines. The EHS Guidelines for Airports are designed to be used together with the General EHS Guidelines document, which provides guidance to users on common EHS issues potentially applicable to all industry sectors.

International Environmental Agreements 1 World Heritage Parties to ensure the protection and conservation of the Convention, 1978 cultural and natural heritage situated on territory of, and primarily belonging to, the State. The project will help the Government of Nepal comply with this agreement. The project has been selected ensuring that it will not negatively impact cultural and natural heritage at the project sites. 2 Convention on Wetlands of Parties to conserve and wisely use wetlands (i.e., International Importance maintaining their ecological character) as a contribution Especially as Waterfowl towards achieving sustainable development locally and Habitat (Ramsar Convention), throughout the world. 1987 The project will help the Government of Nepal comply with this agreement. The project components are not located in wetlands and other protected areas of the country. 3 Convention on Biodiversity, Parties to require the environmental assessment of projects 1992 that are likely to have significant adverse effects on biological diversity with a view of avoiding or minimizing such effects. The project will help the Government of Nepal comply with this agreement. The project will not impact biodiversity in the country. 4 UN Framework Convention on Parties to take precautionary measures to anticipate, Climate Change, 1992 prevent or minimize the causes of climate change and mitigate its adverse effects. The project will help the Government of Nepal comply with this agreement. The project will ensure implementation of 11

SN Legal Provisions on Description Environment Protection its EMP as measure to minimize the causes of climate change. 5 Basel Convention Parties to, among others, minimize the amount and toxicity on the Control of of hazardous waste generated, manage the hazardous and Transboundary other wastes they generate in an environmentally sound Movements of manner and as close as possible to the source of Hazardous generation. Wastes and their The project will help the Government of Nepal comply with Disposal, 1996 this agreement. The project will ensure implementation of its EMP as measure to avoid or minimize the generation and disposal of hazardous wastes. 6 ILO Convention, 1969 ILO Convention No.169 is a legally binding international instrument, which deals specifically with the rights of indigenous and tribal peoples. Article 4 of the Convention calls for special measures to be adopted to safeguard the persons, institutions, property, labor, cultures and environment of these peoples. In addition, the Convention stipulates that these special measures should not go against the free wishes of indigenous peoples. The Convention recognizes these differences, and aims to ensure that they are protected and taken into account when any measures are being undertaken that are likely to have an impact on these peoples. The Convention requires that indigenous and tribal peoples are consulted on issues that affect them. It also requires that these peoples are able to engage in free, prior and informed participation in policy and development processes that affect them. Article 7 of Convention No. 169 states that indigenous and tribal peoples have the right to “decide their own priorities for the process of development as it affects their lives, beliefs, institutions and spiritual well-being and the lands they occupy or otherwise use, and to exercise control over their economic, social and cultural development”.

B. Initial Environmental Examination

10. Government of Nepal statutory requirements for environmental assessment, whether it is EIA or IEE, for any type of development activities is detailed in the EPA-2019, EPR-2020. Under the act, it is also made mandatory to suggest and recommend suitable mitigation measures for the control and management of the environmental impacts ensuring minimum deterioration due to project implementation. Implementation of the environmental management plan (EMP) and environmental monitoring program is also considered important under the act.

11. Environment assessment requirements are clearly defined and explained including the scope of IEE study for the projects in the National Legislation of Government of Nepal, EPA-2019 and EPR-2020 Clause G which states that under Schedule-2 (Pertaining to Rule 3), Tourism Sector: 2. Extension of the areas of the existing airports, requires IEE.

12. The proposed improvement works does not fall within the threshold mentioned in the Schedule 2, Rule 3, and clause G 2 of EPR, 2020, as the proposed improvement works are planned within the TIA premise, hence the proposal does not require IEE as per GoN regulations.

C. Asian Development Bank Policies

1. ADB Safeguard Policy Statement (2009)

13. The safeguard areas of the ADB include safeguard areas that seek to avoid, minimize, or mitigate negative environmental and social impacts, including protecting the rights of those likely to be affected or marginalized by the development process (ADB, 2009).

2. Three Key Safeguard Areas

14. ADB’s safeguard policy framework consists of three operational policies on: (i) the Environment, (ii) Indigenous Peoples and (iii) Involuntary Resettlement. All three safeguard policies involve a structured process of impact assessment, planning, and mitigation to address the adverse effects of projects throughout the project cycle. The safeguard policies require that impacts are identified and assessed early in the project cycle; plans to avoid, minimize, mitigate, or compensate for the potential adverse impacts are developed and implemented; and affected people are informed and consulted during project preparation and implementation.

3. Project Category

15. Category A Projects: Projects with potential for significant adverse environmental impacts. An environmental impact assessment and a summary EIA (SEIA) are required to address significant impacts.

16. Category B Projects: Projects judged to have some adverse environmental impacts, but of lesser degree and/or significance than those for category A projects. An initial environmental examination and a summary IEE are required to determine whether or not significant environmental impacts warranting an EIA are likely. If an EIA is not needed, the IEE is regarded as the final environmental assessment report.

4. ICAO’s Norms and Standards

17. International Civil Aviation Organization (ICAO) is an agency of the United Nations. It develops principles and techniques of international air navigation and fosters planning and development of international air transport to ensure safe and orderly growth.

18. ICAO Council adopts standards and recommended practices concerning air navigation, prevention of unlawful interference and facilitation of border-crossing procedures for international civil aviation. It defines protocols for air accident investigation followed by transport safety authorities in countries signatory to the Convention on International Civil Aviation, commonly known as the Chicago Convention. Nepal is enlisted under 9N category as per ICAO aircraft registration prefix lists.

III. PROJECT DESCRIPTION

19. Both Tribhuvan International Airport (TIA) and Gautam Buddha International Airport (GBIA) are existing and operational airports in Nepal. The Ministry of Culture, Tourism and Civil 13

Aviation (MoCTCA) is the executing agency (EA) and the Civil Aviation Authority of Nepal (CAAN) is the implementing agency (IA) for the proposed improvement works for the two airports. The Project has two major components: (i) relocation of hangars to the eastern part of TIA, and (ii) construction of a parallel taxiway J between taxiway E and end of runway. The details on the two components are presented in the following subsections.

A. TIA Investment Component

20. Tribhuvan International Airport is the main gateway for international air travel in Nepal. The salient details of this airport are shown in Annex-1 of this report. Started in 1951, the airport has gone through succession of improvements. Major improvements of the airport have been undertaken by ADB funded programs and projects since the eighties.

21. A master plan update of the airport was carried out by CAAN in 2009, which identified a number of projects for phase improvement of infrastructure and CNS facilities of the airport. Air Transport Capacity Enhancement Project, funded by ADB undertook Phase 1A of this master plan, which included a 300-m runway extension towards 02 to improve runway safety area towards runway 20; extension of existing International Terminal Building to provide additional space for departure gate lounge and arrivals; construction of new parallel taxiway at Code E separation and international apron on north-west side of the airport.

22. Further review of 2009 master plan of TIA was carried out by CAAN through assistance of Transport Project Preparatory Facility (TPPF). Air Transport Project Preparatory Consultant under TPPF carried out preparation of updated Masterplan 2016 and detail design of air side and land side infrastructures needed for ultimate development of TIA by 2028. Taking into account of planned infrastructures for ultimate development, maximum runway capacity will attain 42 aircraft movements per hour in mixed mode operation on runway 02 enabling 187,000 aircraft movements per year.

23. To enable capacity enhancement of runway and create space for additional international apron, the following infrastructure improvements are selected as part of TIA investment component of proposed Airport Capacity Enhancement Sector Development Program (SDP):

(i) Parallel Taxiway extension towards runway end 02; (ii) Hangar Apron for preparation to relocate Nepal Airlines Hangar and Nepal Army Hangar

1. Parallel Taxiway

24. As per the design of ATPPC, the parallel taxiway (designated as Taxiway J) will connect the existing international apron to the end of the runway 02. Its position at 172.5m of the runway centreline will be in accordance with latest amendment to ICAO Annex 14 (amendment 14). It will entail modification to existing access taxiways D and E and creation of new access taxiways K and L.

Figure 3. Layout of Hangar Apron Area and Parallel Taxiway

25. However, for portion of parallel taxiway between international apron and exit taxiway E, relocation of existing aviation fuel station of Nepal Oil Corporation will require relocation to maintain 172.5 m separation from runway. Hence CAAN has decided to construct parallel taxiway J starting from taxiway E. Between taxiway E and taxiway L, the length of taxiway J will be 1140 m. Because of constraints of land and topography, retaining wall is required almost all along this length of taxiway J. In original design RCC retaining wall was proposed, which is now revised with reinforced earth wall up to 24 m high.

2. Hangar Aprons

26. Two hangar aprons are proposed for construction in the east side of airport. The Hangar Apron #1 will be constructed complementing with Buddha hangar. It will encompass existing other maintenance establishments in the area. The apron will have parking capacity for two Code C and three Code E aircrafts. The existing access taxiway Q will be improved to Code C standard. A new access taxiway P of Code E standard will be constructed aligned at right angle with runway.

27. The Hangar #2 is proposed located at the south side of existing deep well of water supply and radar station. It will necessitate high fills to be supported by retaining works. The apron will have parking capacity of 3 Code C aircrafts and 4 no of fixed wing aircrafts (MI 17 type). It will be lined with runway by an access taxiway R.

28. The runway side strips will be improved complementing these hangar aprons and associated taxiways. For this section of existing airport perimeter will be relocated. The improvement of runway side strips will contribute to further drainage improvement of the airport.

3. Drainage

29. As per the design report (ATPPC, 2017), the design of drains for hangar aprons and parallel taxiway are based on 10-year storm event in order to be consistent with the existing drainage system of TIA. In between runway and taxiways, or in the runway strip, surface drainage is accomplished by grassed swale with regularly spaced catch basins. The spacing of the inlets in those areas have been computed based on the transverse slopes of the swale, its longitudinal 15

slope, and the rainfall data. The precast concrete grated channels have been proposed in design considering the most constraining channel (in terms of runoff to evacuate) for each area.

Figure 4. Drainage Layout of Hangar Aprons and Parallel Taxiway

30. In design, two types of drains have been proposed in case of parallel taxiway: (i) a new side drain between runway and parallel taxiway after exit taxiway E, which will be a part of runway side strip development and (ii) subsurface drains in reinforced earth (RE) wall. The runway side drain will be connected to existing outlet to Manohara River, while subsurface drainage of RE wall will be connected to existing outlet drainage of Cargo Building area.

Figure 5. Project site and the project’s area of influence

Directly Affected Area

Indirectly Affected Area

B. Associated Facilities

1. Quarries and Borrow Pits

31. It is estimated that embankment fill of about 1.6 million m3 is required for the construction of embankments of Hangar Aprons and Parallel Taxiway. Since huge quantity of fill material will be required for the construction of above airport infrastructure; a single source of material will not be sufficient and more sources will require exploring, investigating and used, as appropriate.

32. A material sourcing study conducted in 2018 (ATPPC) has identified potential fifteen (15) material sites (Annex 5), which are located in Kathmandu, Lalitpur, Bhaktapur and Kavre districts. Generally there is no established quarry of fill materials such as for boulder, sand or aggregates etc. In practice, it is seen that soil materials arising from quarry of sand and land development (by private developers) constitute fill materials. These fill material quarries belong to private lands or governments lands outsourced for extraction of sand and soil.

2. Construction Sites and Access and Contractor's Facilities

33. Because of location of hangar aprons sites in the east side of TIA, Kandaghari-Shivabasti section of outer perimeter road will serve as the main route for transportation of construction materials, plants and equipment by the contractor. This road section will also provide access to the construction sites of hangar aprons and contractor's facilities. Beyond, this road section is linked with Bagmati river bank roads through airport RFF road and with Arniko Highway through Jadibuti-Kandaghari road. The contractor's facilities will be located at designated areas available along the base within the airport fence boundary. Because of two discrete sites, the Contractor may need two areas to establish such facilities. It is understood that CAAN will select and provide designated areas free of cost for the establishment of contractor's facilities (office, plant, equipment yard, material storage, labour camps/dormitories etc.) within the airport boundary.

34. The access from Ring Road (Tinkune) will be more convenient for parallel taxiway site because of its location on the west side of runway. It is understood from CAAN that area of ongoing contractor's facilities of A04 (international apron and parallel taxiway) under ATCEP could be partly shared to the contractor of parallel taxiway. The contractor may require more area to adequately establish facilities. For this, CAAN may consider other open spaces available close to the site within the airport boundary.

3. Power requirement, water supply, and spoil disposal sites

35. Power requirements. Power will be required for operation of plants (asphalt, concrete batching), equipment maintenance yards, electrical supplies for office, laboratory, labour camps/dormitories, staff housing etc. Similarly, power will be needed for site work depending upon nature of work and working time (e.g. night time). The power supply for stationery use will be through government power grid. The contractor will need suitable arrangement of power off take such as transformer. For site work, power supply will be by standby generators.

36. Water supply requirement. Quality water will be required for the construction of works. In general city water supply will not be sufficient with consideration of large amount of water requirement in construction. Hence, the contractor will have option of water supply from private suppliers (e.g. water tankers) and extraction of groundwater by installation of deep well at contractor's yard.

37. Spoil disposal sites. The Contractor will have to make arrangement for probable spoil disposal sites and included in the Contractor’s Environmental Management Plan (CEMP) which needs to be approved by the Supervision Consultant.

Figure 6. Layout Plan of TIA Improvement Works and Tentative Location of Contractors’ Camps

C. Proposed Implementation Requirement

1. Cost Estimate of TIA Investment Component

38. As per design prepared by CAAN, the total cost estimate of construction of Hangar Aprons and Parallel Taxiway is NRs. 9382.49 million.

2. Materials Requirement

39. Major construction activities will include earthworks for embankments, pavement, retaining structures and drainage. Raw materials used for the proposed improvement works of the airport construction will have fills, cement, aggregates (sand, gravel, boulders), borrow soils, tiles, paints, varnish, and mild steel rods, deformed steel bar and reinforcement bars for concrete reinforcement, etc.

Table 2. Estimated Quantity of Local Construction Materials A. Hangar Aprons Component S. N. Type of Material Quantity Unit 1 Soil (5% and 15% CBR) 991,910 m3 2 Sand 36,647 m3 3 Coarse Aggregates 139,136 m3 4 Cement 36,128 ton 6 Reinforcement Steel 1,839 ton B. Parallel Taxiway at TIA S.N. Type of Material Quantity Unit 1 Soil (CBR 5% and 15%) 580,807 m3 2 Sand 4,454 m3 3 Coarse Aggregates 68, 930 m3 4 Cement 4,157 ton 5 Granular material for technical backfill 332,465 m3 Source: Design documents prepared by CAAN

3. Labour Requirement

40. It is understood that project construction period will be approximately 36 months followed by 1-year defect liability period. During the construction period, about 114,400 person days of skilled and 663,545 person days of unskilled labours will be required for hangar aprons and parallel taxiway construction works.

4. Plant and Equipment Requirement

41. Major plants requirements will include asphalt plant and concrete batching plant. Various types of construction equipment such as excavator, loader, grader, asphalt and concrete pavers, rollers, tippers, etc. will be required for the construction works.

Table 3. Plant and Equipment Required Quantity (Hour) S. N. Type of Equipment Hangar Parallel Total Hours Aprons Taxiway 1 Excavator 2,216 1,316 3,532 2 Backhoe Loader 6,409 14,852 21,261 3 Grader 5,721 4,986 10,707 4 Roller 25,224 39,635 64,859 5 Tripper Truck1 2,974 7,425 10,399 6 Water Browser 1,740 734 2,474 7 Asphalt Plant 390 975 1,365 8 Asphalt Paver 1,952 4,873 6,825 9 Concrete Mixer 42,755 2,816 45,571 10 Vibrator 17,814 1,173 18,987 Source: Preliminary Design Report, 2020

5. Study Area and Study Area Delineation

42. For the consideration of IEE study, the areas which are within 100 m from the boundaries of the TIA have been defined as the Zone of Influence (ZoI). Among this, the areas which are within 50 m distance from the project site are considered as Direct ZoI whereas the areas beyond the Direct ZoI and up to 100 m distance are considered as Indirect ZoI. Indirect ZoI includes ward 32 of Kathmandu Metropolitan City (KMC) and wards 8, 9 of Kageshwari Manahara Urban Municipality (KMUM).

6. Project Implementation Schedule

43. Construction period of TIA improvement works (Hangar Area and Parallel Taxiway Extension) will be 3 years and 1-year DLP. Award of TIA components contract is estimated to be first quarter of 2021.

IV. DESCRIPTION OF THE ENVIRONMENT

A. Physical Environment

1. Topography and Land Use

44. The present proposal is construction and operation of Hangar Aprons and Parallel Taxiway at TIA located in Kathmandu Metropolitan City. The elevation of the project site is 1,339 meters above sea level (masl). There are no unique, fragile or difficult topography, elevations and slope characteristics in the proposed project area.

45. Existing land use pattern around the project site is completely built up area. As it lies within the urban area, other form of land use such as farmland, forest or protected areas are not identified. Thus, the overall scenario of land use within the direct impact area is described as below.

Figure 7. Land use Map of Kathmandu Metropolitan City (Source: KMC Profile, 2018)

2. Climate

46. A temperate climate prevails in Kathmandu valley. There are four dominant seasons in the valley: winter, spring, summer and autumn, with approximately three months for each season. The range of temperature is below 0oC in winter and reaches more than 30oC in summer. The Kathmandu Valley experiences four distinct seasons: pre-monsoon, monsoon, post-monsoon and winter. The rainy season is from June to September when 80% of the rainfall occurs. The annual basin rainfall in the project area averages about 1900 mm of which 80% rain falls between June and September during the monsoon.

3. Geology

47. The project site lies at the interface of Kalimati and Gokarna formations consisting of slightly consolidated sediments. It also consists of light to brownish grey, fine laminated and poorly graded silty sand with intercalation of clay of variable thickness.

4. Seismicity

48. Nepal is a seismically active country lying between collisions of the Indian and Eurasian plates and moving continuously resulting in frequent and often devastating earthquakes within the region. Nepal has experienced catastrophic earthquake damages in 1934, 1988 and recently in 2015. Recent tremors of earthquake having epicentre at Barpak of Gorkha and Sindhupalchok in 2015 and its aftershocks caused loss of several thousands of peoples and damaged tremendous value of infrastructure. According to the National Building Code of Nepal, the Kathmandu Valley falls under the Seismic Zone "A", or under high seismic prone zone.

5. Water Resources

49. The major rivers flowing in the Kathmandu district are the Bagmati River, Bishnumati River, and Manohara River. The length of Bagmati River within Kathmandu Valley is 28 km. The Bishnumati, Manohara, Dhobikhola, Nagmati and Balkhu rivers are the main tributaries of the Bagmati River. The Bagmati River is also important from the religious point of view. One of the most famous temples of the Hindus (the Pashupati Nath Temple) is located on the banks of the Bagmati River.

50. The principal drainage system of the Kathmandu valley is Bagmati River and its associated rivers. The project site has no major rivers in its close vicinity. Bagmati River flows at around 0.5 km north of TIA. There is no historical record of floods, nor known flood hazards, near the project area. There is well developed municipal drainage system around the project area. TIA has own drainage system for the airport, which drain out to Bagmati River on the north and Manhara River on the east.

6. Air, Noise and Water Quality

51. Baseline Air and Noise Levels. Baseline air and noise levels were measured at three locations along the project area from 2nd to 4th August, 2020. Parameters monitored for air quality include total suspended particulates (TSP), PM10, PM2.5, NOx, CO and SO2.

52. Methodology. In consultation with CAAN Project Officials the following three (3) sampling locations were selected for baseline air, noise and water quality monitoring/tests (Figure 8): 1. Fire Station at TIA – proximity to proposed Hangar Apron #1 2. Contractor Camp of Runway Extension – proximity to proposed Parallel Taxiway "J" 3. Gairigaun Settlement Area – adjacent location of TIA

a. Air Quality Monitoring

53. A 24-hour air quality monitoring of selected sites was performed for air quality parameters such as PM10, PM2.5, NOx and SOx for investigating baseline air quality of the project area. High Volume Air Sampler was used to measure the PM10 concentration present in the ambient atmosphere of the monitoring sites whereas combined air sampler (Low Volume Air Sampler) was employed to measure the PM2.5 concentration. Chemical absorption methods particularly West Gaeke and Griess-Saltzman were employed to measure the concentration of SOx and NOx from the ambient atmosphere.

54. Depending on the size of the particles the suspended particles were collected in different parts of the equipment based on aerodynamic principle. The fresh glass filters and the sampling cups were conditioned properly keeping them inside the silica gel desiccator (24hours). The weight of the unexposed cups/filter papers was taken after complete conditioning. Tarred filter paper and cups were fitted into the equipment and ambient air was drawn with constant flow for the desired times. The exposed filter papers and cups were conditioned again following the same procedure used for the unexposed filters/cups. Concentration of the different sizes dust particles were calculated from the weight of the dust collected at different points of the equipment.

Figure 8. Locations of Air, Noise and Water Quality Tests at TIA

55. The air sample was bubbled in a fixed flow through the TCM and sulfanilic acid absorbing solutions to absorb the SOx and NOx respectively present in the ambient atmosphere. The TCM was reacted with PRA dye to produced pink color where the intensity of color developed was measured at 548 nm to quantify the concentration of SOx in the air. Oxides of nitrogen reacts with the absorbing solution (sulfanilic acid solution) to produce pink color complex, the absorbance of which is measured by spectrophotometer at 550nm to quantify the concentration of NOx in ambient atmosphere.

Table 4. 24-hour Baseline Air Quality Monitoring Results Sampling Monitoring Observed Concentration (µg/m3) Location Date PM10 PM2.5 NOx SOx CO Fire Station at 2nd - 3rd TIA Aug 2020 67.5 12.1 0.24 <1.0 ND (<1000)

Contractor's 2nd - 3rd Camp of Aug 2020 82.8 33.6 0.72 <1.0 ND (<1000) Runway Extension Gairigaun 3rd - 4th Settlement August 96.4 45.2 0.93 <1.0 ND (<1000) 2020

NAAQS 120 50 80 70 10000 ND – Not Detected

Figure 9. Distribution of PM10 Concentration at Selected Locations of the Project Area 3 Observed Concentration of PM10 at different locations (µg/m ) 140

120

100

0 Fire Station at TIA Contractor' s Camp Gairigaun

Observed Vlue(µg/m3) NAAQS Limit

Figure 10. Distribution of PM2.5 Concentration at Selected Locations of the Project Area 3 Observed Concentration of PM2.5 at different locations (µg/m )

0 Observed PM2.5 Concentration (µg/m3) NAAQS Limit Fire Station at TIA Contractor' s Camp Gairigaun 56. Air quality data of the project area reveals that the dust particles of the diameter of equal or smaller than PM10 and PM2.5 are of particular concern as both of them can enter into the human respiratory system and can impair the human health. The observed concentrations of both PM10 3 3 and PM2.5 were found well within their NAAQS specified limit of 120 µg/m and 50 µg/m , respectively (Figures 9 and 10). The concentration of gaseous pollutants especially of SOx, NOX and CO was found fairly below than their maximum permissible limits set by NAAQS.

b. Noise Quality Monitoring

57. The noise quality monitoring involved the measurement of intermittent noise pressure levels at certain interval of time. The intermittent noise level was monitored using real time noise monitoring devices. The intermittent noise levels at the interval of every two hours were recorded for the period of 10 minutes. The noise meter was calibrated properly before taking measurements. The intermittent sound pressure levels recorded were treated properly to quantify various noise quality features.

58. The noise quality monitoring was carried out for 24hr in each selected location. The intermittent noise pressure levels of different time zones were measured especially at the interval of every one hour. The noise quality data obtained from different locations is presented in the Tables 5 to 7. Table 5. Noise quality data of Fire Station Area Monitoring Location: Fire Station Monitoring Date: 2-3 August 2020

Observed values Parameters at different time Leq L5 L10 L50 L95 Lmax Lmin zones (dBA) Day Time Observed Values 7:00 AM 52.2 57.6 52.8 46.1 43.2 63 41.8 8:00 AM 51.9 55.7 52.1 44.8 43 63.4 42.2 9:00 AM 56.5 62.2 58.7 52.8 45.7 72.5 43.6 10:00 AM 60.5 66.3 63.7 55.8 51.2 76.6 49.2 11:00 AM 64.6 67.8 65.2 60.8 53.7 78.4 51.1 12:00 PM 66.5 73.2 70.8 57.3 52.7 80.1 52 13:00 PM 53.8 56.6 53.6 51.6 50.1 68.9 49.5

14:00 PM 66.3 74.5 69.2 57.4 54.4 80.5 53.3 15:00 PM 60.3 64.9 63.4 58.9 54.7 68.4 53.4 16:00 PM 59.5 64.3 63.6 55.9 49.3 66.3 48.4 17:00 PM 59.3 64.9 63 56.9 50.4 69.4 49 18:00 PM 62.3 67.4 66.2 59.3 53.1 72.6 47.6 19:00 PM 48.2 51.4 48.7 46.1 44.8 62.6 44 20: 00 PM 48.6 52.6 48.9 45.5 44.3 64.3 43.7 21:00 PM 50.7 56.7 53.7 46.5 44 64.4 43.6 Ld 60.9 (Day Time Average) Night Time Observed Values Observed values Parameters at different time Leq L5 L10 L50 L95 Lmax Lmin zones (dBA) 22:00 PM 49.8 55.3 51.8 45.6 43.7 62.9 41.8 23:00 PM 49.4 54.8 50.9 45.3 43.2 63 41.4 00:00 PM 49.2 55.1 50 44.7 43.1 61.8 40.9 1:00 AM 48.4 54.4 49.8 44 42.8 59.6 40.2 2:00 AM 48.6 54.5 49.6 43.8 41.9 60.2 40.5 3:00 AM 49.2 55.3 50.1 44 42.1 61 41 4:00 AM 50.1 56.2 51 44.7 42.9 62.2 42 5:00 AM 51.1 56.8 51.7 45 43.3 65.8 42.8 6:00 AM 51.6 56.4 52.5 45.1 42.7 61.9 41.9 Ln 49.8 (Night Time Average) Ldn = 60.5 dBA

Table 6. Noise quality data of Contractors’ Camp of Runway Extension Monitoring Location: Contractors’ Camp Monitoring Date: 2-3 August 2020

Observed values at Parameters different time zones Leq L5 L10 L50 L95 Lmax Lmin (dBA) Day Time Observed Values 7:00 AM 51.9 54.4 52.0 43.3 41.1 62.9 41.4 8:00 AM 50.3 53.7 51.4 42.8 41.0 66.1 40.5 9:00 AM 51 53.9 52.1 43.7 41.6 65.0 42.2 10:00 AM 48.2 54.7 48.4 39.5 37.3 63.7 38.0 11:00 AM 55.6 54.7 51.8 46.9 44.6 71.1 45.4 12:00 Noon 61.9 67.7 62.1 54.1 52.9 77.4 51.7 13:00 62.3 68.1 62.2 57.1 54.5 77.2 53.5 14:00 58.4 64.2 58.4 53.2 50.6 73.3 49.6 15:00 64.0 70.9 63.8 52.2 46.6 79.8 41.3 16:00 60.5 67.7 65.0 52.1 43.2 73.2 41.0 17:00 49.8 55.0 52.7 46.8 42.4 63.2 41.1 18:00 46.9 52.9 51.9 42.5 41.3 63.2 41.0 19:00 47.4 51.0 50.3 46.3 41.5 63.2 41.3 20: 00 47 52.8 49.5 45 43.3 63.2 41.5 21:00 50.3 55.4 52.2 45.4 42.3 63.2 41.5 Ld 57.7(Day Time Average) Night Time Observed Values Observed values at Parameters different time zones (dBA) Leq L5 L10 L50 L95 Lmax Lmin 22:00 PM 48.6 54.1 48.4 41.6 35.1 61.6 30.7 27

23:00 PM 43.2 54.8 43.5 38.1 35.0 58.1 30.8 00:00 PM 44.6 54.1 45.7 37.0 33.1 57.6 31.4 1:00 AM 44.7 53.9 45.6 39.8 35.1 55.3 33.3 2:00 AM 42.2 54.0 42.9 37.5 33.9 57.0 31.0 3:00 AM 41.9 53.9 42.5 36.8 34.4 54.2 33.0 4:00 AM 42.3 55.3 42.6 36.3 31.3 56.3 30.5 5:00 AM 45.8 54.4 45.9 37.3 35.0 56.7 32.3 6:00 AM 49.1 54.9 49.0 43.0 37.9 64.2 36.8 Ln 45.5 (Night Time Average) Ldn = 57 dB

Table 7. Noise quality data of Gairigaun Settlement Location Monitoring Location: Gairigaun Settlement Monitoring Date: 3-4 August 2020

Observed values Parameters at different time Leq L5 L10 L50 L95 Lmax Lmin zones (dBA) Day Time Observed Values 7:00 AM 58.9 61.2 58.8 53.5 50.4 75.6 48.2 8:00 AM 61.3 67.3 66.0 57.7 52.0 78.1 51.6 9:00 AM 72.9 71 68.0 63.7 57.4 88.2 55.1 10:00 AM 75.4 78.1 73.2 68.7 57.6 97.3 55.1 11:00 AM 65.1 68.2 66.3 63.1 55.3 97.3 48.4 12:00 PM 63.8 71.2 68.1 61.4 53.6 98.4 55.6 13:00 PM 74.3 76.2 72.1 65.1 59.4 95.2 54.8 14:00 PM 69.9 72.7 68.5 58.3 54.5 82 52.2 15:00 PM 68.5 75.7 73.2 63.8 57 82 52.2 16:00 PM 64.7 69.4 67.5 63.4 54.6 82 52.2 17:00 PM 66.1 70.1 68.1 64.1 58.6 97.3 48.4 18:00 PM 65.2 67 65.9 62 54.4 97.3 48.4 19:00 PM 63.4 63.4 66.6 61.6 54.2 97.3 48.4 20:00 PM 65.1 69.7 67.8 59.7 52.8 97.3 48.4 21:00 PM 77.4 74.2 70.3 65.9 57.6 97.3 55.1 Ld 70.7 (Day Time Average) Night Time Observed Values Observed values Parameters at different time Leq L5 L10 L50 L95 Lmax Lmin zones (dBA) 22:00 PM 60.5 62.4 58.5 51.6 50.1 65.1 45.2 23:00 PM 58.4 60.5 57.3 52.4 50.1 62.3 45.2 00:00 PM 55.6 58.3 52.1 48.6 45.3 60.1 40.3 1:00 AM 56.3 58.7 53.5 47.2 44.3 60 40.1 2:00 AM 51.4 55.2 50.6 45.3 42.1 58.1 38.2 3:00 AM 48.6 51.8 45.7 43.1 40.8 52.7 35.3 4:00 AM 42.9 45.9 40.4 37.2 35.5 50.8 35.3 5:00 AM 45.8 50.1 42.9 38.7 35.8 55.8 34.1 6:00 AM 52.8 54.5 51.9 44.2 43.6 65.3 42.1 Ln 55.33 (Night Time Average) Ldn = 69.4 dB

Note:

Leq = Equivalent Noise Pressure level. L5 = Noise pressure level which remains equal or above that at five percent of the time. L10 = Noise pressure level which remains equal or above that level at ten percent of the time.

L50 = Noise pressure levels which remains equal or above that level at fifty percent of time. L90 = Noise pressure level that remains equal or above that at ninety percent of the time. L95 = Noise pressure level that remains equal or above that at ninety five percent of the time Lmin = Minimum noise pressure level detected. Lmax = Maximum noise pressure level detected. Ld = Day time average equivalent noise pressure Ln = Night time average equivalent noise pressure Ldn = Day and Night Sound Level

59. The noise quality data tabulated in Tables 5-7 shows that the day night noise pressure levels of these location vary from 57 dBA-70 dBA. The highest level of noise was detected from the Gairigau Settlement area which is located along the Koteshowr-Gaushala road having high traffic density. The lowest daytime equivalent sound pressure level was detected from Contractors’ Camp area with low vehicular movement and open space.

60. The noise quality data observed from this monitoring reveals that the prevalent noise pressure levels in all locations were found fairly below maximum permissible sound pressure level of 85 dBA set by national standard for workplace environment. However, the baseline equivalent noise pressure level in all three locations was found enough to create annoyance (WHO, community noise standard) whereas the 24-hour equivalent noise pressure levels detected from Gairigaun Settlement area and Fire Station at TIA area were found enough to cause speech interference as well. It is also to note that, noise from aircraft movements were limited to occasional chartered air flights, as TIA remained closed for regular domestic and international air flights caused due to COVID-19 pandemic. Hence, noise quality data may not be representative due to this situation.

Table 8. World Bank Noise Guideline Values/standards World Bank GON Receptor Daytime Night time Daytime Receptor (average) 7:00-22:00 22:00-7:00 Ldn, dBA Residential 66.28 Old Residential Area 55 45 Institutional; educational 62 New Residential Area Commercial Cum Industrial 72.75 Residential Area Commercial Cum Tourist 70 70 69.25 Commercial Area 74.36 High Traffic Area Silence Zone None None None None

c. Monitoring of Water Quality

61. Three water samples from the project area were collected and tested to verify the existing water quality of the project area. Two water samples were collected from dug well at Gairigaun (groundwater) and Khahare (surface water). The third sample was drinking water sample collected from water supply jar. The results of water quality test are presented in the Table 9.

Table 9. Results of Water Quality Tests Observed Values S. Parameters Well Water Khahare N. Drinking Water (ground water) (surface water) 1. pH at 26oC 5.5 6.2 6.3 Electrical Conductivity 2. 40.7 307 18.1 (µmhos/cm) 3. Turbidity (NTU) <1 <1 <1 4. Total Dissolved Solids, (mg/l) 27.2 201.4 12.3 5. Total Suspended Solids, (mg/l) <1 <1 <1 6. Total Hardness as CaCO3 (mg/l) 20 160 8 7. Total Alkalinity as CaCO3 (mg/l) 23.9 133.84 21.5 8. Sulphate, (mg/l) <1 27.6 <1 9. Iron (mg/l) <0.05 0.20 0.13 10. D. O., (mg/l) 7.8 6.7 6.7 11. BOD5, (mg/l) 0.5 3.0 2.2 12. E. coli. (cfu/ml) Nil Nil Nil

62. Analysis of water quality data reveals that the various water bodies of this project area were found virtually free from physical, chemical and microbiological contamination. The water samples collected from all three sources were found exhibiting good level of dissolved oxygen and found free from organic load and other toxic contaminations. These water samples were also found free from microbiological contamination, which make them safe to use for drinking. However, these water samples were found slightly acidic in nature.

7. Materials Requirement and Sourcing

63. The construction of embankments of TIA investment component (hangar aprons and parallel taxiway) will require about 1.6 million cubic meters of fill materials for soil and backfill. Moreover, about 210,000 m3 of plant produced aggregates will be required for asphalt and concrete pavement works. The contractors will be required to get these materials from approved sources. Depending upon quality and quantity, these materials will be sourced from approved quarries and aggregate crusher plants located in various areas of Kathmandu Valley and adjacent districts. Previous study of material sourcing conducted for A04 work under ATCEP has shown that materials arising from quarry of sand and land development (by private developers) constitute fill materials. Mostly, such fill material quarries belong to private lands or government land outsourced for extraction by private contractors. That study covered about 15 material sources located within 10 to 26 km distance from TIA in Kathmandu, Lalitpur, Bhaktapur and Kavre districts. Those fifteen sites identified are indicative only. Contractor needs to confirm the material sources prior to commencement of construction.

64. Baseline study of water quality and aquatic ecology, and river morphology of identified sources of fill materials for soil and backfill and aggregates will be conducted prior to extraction and transport of the materials to TIA.

B. Biological Environment

1. Vegetation

65. As project site is situated within urban area of Kathmandu Metropolitan City, there is no forest in project site and its periphery and the floral diversity is not significant in the area. No clearance of vegetation of floral significance is required in the project site.

2. Terrestrial Fauna and Birds

66. As the area is surrounded by settlements from all directions, fauna diversity is not significant in the area. The different animals recorded in and around the site are Calotes species (garden lizard), Rattus rattus (house rat), Musmus culus (house mouse). Besides this, varieties of butterflies and insects are also found in the area. Different birds found in the area are Streptopelia species (dove), Columbia livia (rock pigeon), Passer domesticus (house sparrow) and Corvus splendens (crow). None of these species are endangered under International Union for Conservation of Nature (IUCN) or protected under GoN.

C. Socioeconomic Environment

1. Necessity of TIA Capacity Improvement

67. According to 2017 survey data, Tribhuvan International Airport (TIA) serves 3.8 million international passengers as a single gateway airport in Nepal. The international passenger flow is increasing more than double within last ten years. There were 1.8 million international passengers flown in 2008. It also serves as the largest domestic airport for 2.4 million passengers because most of the domestic flights are operated from this airport handling a total of 33,362 international and 93,097 domestic flights annually in 2017. It is envisaged on the basis of current evolution of air traffic and passenger flow, domestic and international as well, will be increased at 3 to 5 % in the next ten years. Though the increment in air traffic is obvious but the existing TIA facilities needs to be improved and strengthened in order to meet the required demand in the future. The air traffic movement data of TIA for period of 2009 to 2019 is presented below.

Table 10. Tribhuvan International Airport, 10 years Air Traffic Movement (2009-2019) Aircraft Movement Passenger Movement Cargo Movement, ton Year International Domestic International Domestic International Domestic 2009 15701 76191 2027147 1377868 15349 4384 2010 19417 79900 2436558 1554701 14022 3693 2011 22792 79260 2700027 1583845 13486 4399 2012 23320 70877 2925117 1575059 14230 3415 2013 23619 69076 3140302 1542604 17499 3672 2014 27208 68563 3511647 1450538 9626 4240 2015 26563 65865 3217162 1364048 24511 4375 2016 27118 73776 3510742 1757566 20348 3951 2017 33362 93107 3887845 2451390 20666 4114 2018 33933 95580 4342486 2847752 20552 3683 2019 32439 91816 4138563 3179479 7548 3113 Source: CAAN

2. Use of Kandaghari-Shiva Basti Road

68. The contractor will be using various public roads for transportation of construction materials, including Kandagharai – Shiva Basti Road. This road section will be extensively used for the transportation of materials, plant, equipment, labour and personnel for the execution of works contract of hangar aprons. The road is dual lane and surface is partly blacktopped and 31

partly concrete paved. CAAN has partly funded the improvement of this road. This is a public road serving the people of Gothatar area (Khahare, Mantar, Namgyal, Binayak Chowk, Shiva Basti) of ward no 8 and 9 of Kageswori Manahara Municipality (KMUM).

69. Maintenance of this road including traffic and road safety management will be vital while using for the construction route of Hangar Aprons. It is considered that this aspect will be addressed in the works contract of this investment component.

3. Socio-cultural Status

70. According to 2011 census, total population of Kathmandu Metropolitan City is 975,453 and that of project affected wards 8 and 9 is 10,738 and 40,371, respectively with 2,773 and 10,417 households, respectively. Gender-wise, population distribution is estimated at 52.47% male and 47.53% female for the municipality; and 51.40 % male and 48.60% female for ward 8 and 52.70 % male and 47.30 % female for ward 9, respectively.

Table 11. Population Distribution by Project affected Municipality and Wards Population Average Sex Municipality/ Wards Household Total Male Female HH Size Ratio Kathmandu Metropolitan 254,292 975,453 511,841 463,612 3.84 110.40 City Direct Impact Area Ward 8, KMC 2,773 10,738 5,519 5,219 3.87 105.75 Ward 9, KMC 10,417 40,371 21,277 19,094 3.87 111.43 Indirect Impact Area Ward 32, KMC 20,792 76,299 40,530 35,769 3.67 113.31 Ward 8, Kageshwari 1,386 5,750 2,902 2,848 4.15 101.90 Manahara Municipality Ward 9, Kageshwari 3,558 13,600 6,855 6,745 3.82 101.63 Manahara Municipality Source: District Development Profile of Nepal, CBS, 2011

4. Land Use

71. Existing land use pattern around the project area is completely built up area. As it lies within the urban area, other form of land use such as farmland, forest or protected areas are not identified.

5. Physical and Cultural Heritage

72. The Pashupatinath Temple, located at ward 8 is a famous fifth century Hindu temple dedicated to Lord Shiva (Pashupati). On the banks of the Bagmati River, Pashupatinath Temple is the oldest Hindu temple in Kathmandu. The temple is a UNESCO World Heritage Site. Shivaratri, or the night of Lord Shiva, is the most important festival that takes place here, attracting thousands of devotees and sadhus. Heritage sites of ward 8 are Pashupati, Bhandarkhal, Guheswari, Biswarup, Tamreswar Mahadev, Mritunjaya Mahadev, Jaya Bageswari temple, Sundhara, Jaya Bageswari, Seto Dhoka, next to Siphal Chaur. Festivals celebrated on ward 8 include Trisul Jatra, Gangamai Jatra, Ropai Jatra, Gai Jatra, Khadga Jatra, Teej Guheswari Jatra.

73. The major festivals observed in the ward 8 are Shivaratri, Teej festival, Bajreswari Peeth Jatra, Batsaleswari Jatra, Trishul Jatra, Gai Jatra and Ropain Jatra. This ward is where Pashupatinath, one of the holiest Hindu shrines in the world is situated. Besides this World Heritage Site, there is the temple of Guheswari and a host of other temples, shrines, rest houses and stone water fountains. On the east of this sacred land lies the old runway of Tribhuvan International Airport, on the west Siphal Dhoka, in the north Gurumarg Kailash and Gaurighat Khariko Bot, and in the south lies Ward No. 9. Ram Mandir at Battisputali is its most important heritage site of ward 9. Devotees gather here in large numbers each year during Chait Dasain to offer worship in a brilliant ceremony. Besides Ram Mandir, the ward has Venkatesh Mandir and Ganesh Mandir at Sinamangal. Ramnawami, Chaite Dasain, Krishnastami and Bisket Jatra are some of the festivals celebrated in these wards.

V. ANALYSIS OF ALTERNATIVES

A. With and Without Project Scenario

1. Parallel Taxiway

74. Tribhuvan International Airport has a single runway (length 3050 m) and a parallel taxiway (length 1625 m) and five exit taxiways. The exiting parallel taxiway starts at 0+200 of runway end 20 and ends at exit taxiway E.1 The existing parallel taxiway is at 109 m separation from runway centre line. In existing situation the runway capacity is not optimized in absence of full parallel taxiway. The extension of parallel taxiway to runway end 02 will enhance the capacity of runway. A preliminary study of runway capacity conducted during ATCEP shows that extension of parallel taxiway can increase runway capacity by about 40%. In the investment component of SDP, the existing parallel taxiway will be extended beyond exit taxiway E, by taxiway J spaced at 172.5 m from runway center line meeting Code E compliance.

1 Existing runway length is 3050 m; it is undergoing 300 m extension at the south end (i.e.02). 33

Figure 11. TIA Improvement Layout Plan

2. Hangar Aprons

75. As per TIA Master Plan (2016-2028), it is a priority to extend the capacity of international apron to cater to the projected traffic. CAAN is constructing new international apron along with parallel taxiway (at Code E compliance). This will have a capacity to park 5 Code E and 8 Code C or 2 Code E and 14 Code C aircrafts. The existing international apron will be converted to domestic apron. Hence, additional international apron will be needed, which is proposed as Phase 2 international apron in above Master Plan. To create space for construction of Phase 2 apron, existing hangars of Nepal Airlines and Nepal Army will require relocation. The locations of these hangars will be in the east side of airport as shown in Figure 11. above.

76. The development of these hangar aprons will provide base for the construction of new hangars. In case of Hangar Apron #1 (proposed for Nepal Airlines), it will provide apron and taxiway links for other hangars in the area and access to helipad. Hence this will enhance to facilitate parking and maintenance of aircrafts and helicopters. The development of area for Hangar Apron#2 will be dedicated development of the area for future facility of TIA. This can be used for construction of Nepal Army hangar or other hangars as needed.

77. Implementation of the works of Parallel Taxiway and Hangar Aprons will have some insignificant changes in land use and environmental impacts. The project design integrates environmental principles in construction as good engineering practices. Mitigating measures have been formulated on the basis of feedback from stakeholders. In addition to good engineering

practices, the following special mitigation measures have been worked out as part of the environmental management plan (EMP):

(i) Development of vegetative buffer in the periphery of TIA to minimize air and noise pollution impacts from the airport, (ii) Improvement of environmental quality at the airport through provision of better basic services related to water, sanitation and waste management, and (iii) Provision of mitigation measures by contractor to address construction related impacts during construction of works.

78. To ensure effective implementation of the mitigation measures as per the EMP, an action plan with provision of capacity development support has been designed. Environment mitigation or protective measures have been developed on the basis of least-cost analysis. Best option has been chosen after a careful analysis. Detailed lifecycle cost estimates of the selected EMP options and related capacity building support have been included in the project cost and economic analysis.

3. Borrow Areas and Quarries

79. The 15 borrow areas and quarries as sources of fill materials for soil and rock materials were identified through a study under ATCEP. Most of these operating borrow areas and quarries in Kathmandu, Lalitpur, Bhaktapur and Kavre districts belong to private lands or government land outsourced to private contractors.

B. Alternatives

80. The development of infrastructures is guided by the master plan of TIA. The facilities are planned and designed based on purpose and utilization complementing the overall development and operation of the airport.

1. Location of Parallel Taxiway

81. The location of the parallel taxiway is within the proposed area of TIA thus requiring no land acquisition. No relocation of existing facilities will be required for the construction of planned section of Parallel Taxiway (i.e. taxiway J). The parallel taxiway will run along the Cargo Building area at the base. The design has considered appropriate retention structures to safeguard the embankment construction of parallel taxiway and Cargo Building area. No impact on land use is foreseen; rather the development will enhance the landscape and aesthetics of area.

82. The parallel taxiway will be linked to the runway and aprons through link taxiways E, K and L. No other alternative site is available for the location of Parallel Taxiway.

2. Location of Hangar Aprons

83. The locations of sites for hangar aprons are allocated in the master plan and their locations are fixed. They are planned and designed to optimize available space and facilities. No relocation of existing facilities will be required except few temporary maintenance establishments in the proposed area of Hangar Apron #1. In case of Hangar Apron #1 (i.e. Nepal Airlines) the requirements of earthworks are rather limited, because the topography is relatively plateau. In case of Hangar Apron #2, deep filling is needed for embankment because of depressed topography. It will require heavy retaining structures up to 16.5 m height. 35

3. Borrow Areas and Quarries

84. As the construction work in TIA requires the sourcing of large quantities of aggregate and fill materials, specifically the taxiway retaining wall, there is a high risk and responsibility for the contractor of securing filling materials, just like what happened in ATCEP. Although the contractor will have various alternatives to choose from 15 locations of aggregate and fill materials, CAAN may need to consider sharing responsibility to secure the supply of filling materials.2

VI. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES

A. Introduction

85. The impacts will be both beneficial and adverse. Beneficial impacts will be maximized with promotional measures, whereas adverse impacts will be avoided, minimized or compensated using proper mitigation measures. Table 12. provides a summary of the key negative impacts and the mitigation measures proposed. As can be seen from the table, a number of potential adverse impacts have been identified. However, the significance or extent of the impacts are mostly minor and will be short term as they are associated with the construction stage impacts.

B. Beneficial Impacts and Benefit Augmentation Measures

86. The construction stage of the hangar area and parallel taxiway extension works at TIA will have beneficial impacts on social environment as private land acquisition is not required as the proposed improvement works will be implemented in the existing land of TIA area.

87. During construction stage significant increase in income of local people is expected as local unskilled, semi-skilled and skilled persons will gain direct or indirect employment during construction stage. Since the immigration of work force during construction stage is very negligible, the social impacts on demography, literacy, health care, transport facilities and cultural aspect are expected to be insignificant.

88. The relatively short-lived economic impacts of the construction stage are likely to be experienced in local area for the duration of construction stage as workers make everyday purchases from local traders in nearby areas. This is likely to give a short-lived stimulus to the shopkeepers/traders that will disappear as soon as the construction is complete. Noticeable, flow- on economic impacts will be experienced in other sectors of economy as a result of purchase of construction materials and the payment of wages and salaries to the personnel engaged in the works.

89. During the construction of the hangar aprons and parallel taxiway and other associated work, about 114,402 man-days of skilled and 663,545 man-days of unskilled workers will get direct employment opportunity for about three year, which will have beneficial impact on the socioeconomic conditions of the area. Therefore, overall positive impacts are anticipated on socioeconomic environment during construction phase. Furthermore, local skilled, semi-skilled and unskilled labourers will get indirect employment also during the construction stage. Several other opportunities for locals will be available in terms of supply of construction materials & machinery, vehicles and other essential commodities, petty contracts, etc.

2 ADB. August 2020. Project Completion Report: Loan and Asian Development Fund Grant to Nepal for the Air Transport Capacity Enhancement Project. Manila.

90. Benefit augmentation measures: Following benefit augmentation measures will be implemented:

(i) Preference will be given to locals for direct and indirect employment opportunity; (ii) Local suppliers for equipment and construction materials will be given preference; (iii) Local transporters will be preferred for transportation of materials and equipment; (iv) Recommend the contractor to employ local people by giving priority to women and vulnerable groups (v) Ensure equal wages to male and female for equal amount and type of work (vi) Promote use of local materials, particularly consumables items.

91. During operation phase parallel taxiway will increase the capacity of runway, which will enhance operational efficiency of the airport. This will create positive impact by increasing air flights and passenger movements and more revenue generation from airport. The improvement will open additional direct and indirect job opportunities in the area and region. Further, it will attract more and more tourist, commercial and developmental activities in the area. Therefore, positive impacts are anticipated on socio-economic environment during operation phase after extension.

C. Adverse Impacts during Pre-construction Stage

92. The pre-construction stage will involve completion of necessary legal formalities with respect to environmental clearances, site surveys/design and bidding of hangar aprons and parallel taxiway extension and other associated works. The proposed construction work and other associated works will require equipment and machinery, requisite skilled, semi-skilled manpower & labour. The supervision and project management will be undertaken by Construction Supervision Consultant employed by Project Office-TIA, Civil Aviation Authority of Nepal.

D. Adverse Impacts during Construction Stage

1. Impact on Physical Environment

a. Impact on Land Use

93. Impact. About 24 ha of existing airport land will be converted into hangar aprons and parallel taxiway and associated. Since the entire lands of TIA are for airport development, conversion of above land into infrastructure facilities will not cause any impact on productivity. Hence, no land use change is anticipated. All the lands of TIA belong to CAAN and already having various physical infrastructures. The environmental compliance audit report is in Annex 8.

94. Mitigation Measure. Landuse change from the barren to an infrastructure facility will be permanent. The Project will convert only essential land with impervious infrastructure. Other remaining lands will remain as open area with greenery, which will contribute to groundwater recharge.

b. Impact on Soil and Top Soil

95. Impact. The land in the airport has more or less flat profile; therefore the additional earthwork involved in levelling the land will be minimal. Topsoil from green vegetative land may be lost if not properly collected, stored and later used in garden or lawn. A significant quantity of 37

earth will be generated from excavation, which will be used in construction of embankments for hangar aprons and parallel taxiway. This impact will be direct, site specific and of low significance.

96. Mitigation Measure. The topsoil from borrow areas, areas of cutting and areas to be permanently covered will be stripped to a specified depth of specifications and safely stockpiled in storage area located away from water course and drainage areas. Such stockpiled topsoil will be returned to cover the disturbed area. Leakage of fuel, lubricants and chemicals on soil will be avoided by storing them on impervious surface with proper peripheral drainage. Grit chamber and oil sump will be provided in the chemical storage area to collect and remove waste material and oil before discharging water into natural drainages. The existing retention pond could also be utilized for sediment control. Spoil generated during construction will be used in reclaiming low- lying areas.

Table 12. Checklists of Construction of Hangar Aprons and Parallel Taxiway at TIA Significance of Environmental Type Impact

Project Potential environmental resource impacts Remarks Phase None Major Minor Medium Adverse Beneficial

Disruption to drainage pattern x x Land development may create minor impact Loss of terrestrial or freshwater ecology x No loss of forests and/or aquatic ecology; no impact Encroachment into precious ecological area x No precious ecological issues; no impact Blockade of natural drainage x x Cutting/Filling and construction site preparation would create natural drainage blockade during rainy season, minor impact Worker accident x x Irregularly may occur in construction period, minor impact Safe drinking water and Sanitation hazard x x Concentration of labor force create unhygienic condition, medium impact Noise/vibration hazard x x Piling, stone crushing and equipment installations may create noise, moderate

impact Construction Traffic congestion x x Carrying/transportation of construction Stage materials will create traffic congestion Dust Emission x x Cutting/filling, stockpiling of construction material and traffic movement may create dust emission, minor impact Surface water pollution x Storm water discharge from the site, minor impact Solid waste management x x Improper management of construction debris and solid waste may pose risk to the surrounding population, minor impact Occupational health & safety of workers x x Health & safety of workers at site may pose to risk in some cases, minor impact Building site security x x Improper site security may pose risk to the children or community, minor impact 39

Significance of Environmental Type Impact

Project Potential environmental resource impacts Remarks Phase None Major Minor Medium Adverse Beneficial

Employment opportunity x x Major employment opportunity during construction, medium positive impact Impact of COVID 19 pandemic x x Workers at site may be susceptible to risk of COVID 19, major impact Pollution from liquid discharge x No liquid discharge from the project, domestic sewage and stormwater should be disposed through septic tank and storm water drains respectively, no impact Pollution from solid waste x x Minor domestic solid waste may generate; minor impact Air quality x Air pollution; Moderate impact Noise hazard x Noise generation is expected; high impact. Operation Traffic congestion x No traffic congestion: no impact Stage Renewable energy option x x Solar panel may be installed at the roof of the building may save energy and CO2 emission Employment x x Medium employment opportunity during operation Spread of Communicable Disease through Air x x Risk of spread of communicable diseases like Travel cholera, typhoid, smallpox, yellow fever, SARS, COVID-19 by means of air travel. Major impact

c. Landslides and Soil Erosion

97. Impact. Soil erosion of slope may occur under heavy rain.

98. Mitigation Measure. Turfing of embankment slopes shall be done all along the elevated/filled areas combined with appropriate engineering methods. Suitable measures including construction of retaining wall, bio-turfing shall be taken to control the soil erosion.

d. Operation of Quarry Sites

99. Impact. Unplanned quarrying in stream beds may change river morphology and cause flood induced disasters. Further, unregulated quarrying along the stream may increase suspended solids in water hence impairing the water quality. This impact will be direct, of medium significance, site specific and long-term.

100. Mitigation Measure. The contractor will only procure materials for the Project from licensed operating borrow pits / quarries, or obtain written permission from landholders, municipality and district coordination committee under the Local Government Operation Act, 2017 prior to securing materials from quarries and borrow pits. The contractor will ensure that the operation of quarries and borrow pits will not lead to involuntary acquisition. The contractor will operate quarries and borrow areas with proper environmental management plan with closing and landscaping measures. Borrow areas required for the Project will be from approved borrow areas, and the borrow area locations will avoid productive agricultural lands and the lands vulnerable to flooding. All lands temporarily used as borrow pits will be restored. Adequate safety precautions will be ensured during transportation of quarry material from quarries to the construction site. Vehicles transporting the material will be covered to prevent spillage. If quarry is operated by the contractor, it shall get clearance from the Supervision Consultant (SC) for safe operation based on quarry operation plan and closing plan.

e. Impact on Air Quality

101. Impact. Potential sources of air pollution during the construction stage include: dust emission from earth works; emissions from the operation of construction equipment and machines; fugitive emissions from vehicles plying on the road; fugitive emissions during transport of construction materials; air pollution from combustion of hydrocarbons particularly from the hot mix plants, and localised increased traffic congestion in construction areas. The dust particles are expected to settle soon and will not be carried over long distance. The contractor will schedule the transport of construction materials and movement and idling of vehicles to lessen air emissions. Fuel storage will not be allowed in the construction camp. Instead, vehicles will secure fuel supply outside the airport compound. The contractor must operate generator equipment in accordance with GoN air quality guidelines and IFC Environmental Health and Safety (EHS) Guidelines. The impact due to dust nuisance is likely to be direct, of low significance, confined to construction area (which is away from settlement), and short-term (during construction).

102. Exhaust from project vehicles and equipment during construction phase may result in marginal increase in the levels of SO2, NOx, SPM, CO, and unburnt hydrocarbons. It may, therefore, be deduced that construction activities may cause changes in the suspended particulate matter levels locally. The impact will, be reversible, low significance, local and short term in duration.

103. Mitigation Measures.

(i) Good engineering practices will be adopted along with use of good quality fuel and regular maintenance of equipment and vehicles. (ii) Water sprinklers will be used to suppress dust particles in construction area and at dust generating equipment. (iii) Material transportation and dust generating construction activities will be scheduled to avoid impacts to communities living nearby the area. (iv) Batching plants will be sited at least 500 m away from settlements and opposite to direction of wind. The plants will be fitted with appropriate smoke abatement measures (v) Construction materials will be covered during transportation or at storage sites. (vi) Workers will be provided with face mask and goggles to protect from dust particles.

f. Impact on Noise Levels

104. Impact. During the construction stage, noise will be generated from various sources. Some major sources of noise generation during construction stage of hangar aprons and parallel taxiway construction and other associated work are listed below:

(i) Generation of noise during movement of vehicles carrying materials and loading & unloading activities, (ii) Generation of noise from construction machines, pavers, concrete mixer, compactor, rollers and other construction machines, (iii) Generation of noise from vehicle movement. (iv) Generation of noise during concreting, and pavement, etc. (v) Noise from the mechanical operations at the site. (vi) Generation of noise from DG sets at works site.

105. All the abovementioned sources at the proposed construction activities will be intermittent and would be experienced occasionally. It may also be noted that, most of the construction activities will be carried out only during the daytime. The impact due to noise nuisance is predicted to be direct, of low significance, confined to construction area, and short-term.

106. Mitigation Measures

(i) Temporary construction facilities such as labour camps, vehicle maintenance workshop and earth moving equipment shall be located away from settlements and other sensitive areas as far as possible. (ii) Silencers shall be installed to construction equipment and machinery and maintained properly. (iii) Equipment and machinery with lower sound power levels shall be selected for the use. (iv) Protection devices such as ear plugs or ear muffs shall be provided to the workers during period of operating high noise generating machines. (v) Noise levels shall be measured to ensure the effectiveness of mitigation measures. (vi) Construction activities shall be carried out during the day time only. (vii) Noise barriers such as earth mounds or walls of wood, metal that form a solid obstacle between the road and roadside community shall be used, especially in the schools and hospitals.

Table 13. Typical noise levels of principal construction equipment (Noise Level in db (A) at 50 Feet) Clearing Structure Construction Particulars Noise Levels dB (A) Particulars Noise Levels dB (A) Bulldozer 80 Crane 75-77 Front end loader 72-84 Welding generator 71-82 Jack hammer 81-98 Concrete mixer 74-88 Crane with ball 75-87 Concrete pump 81-84 Concrete vibrator 76 Excavation and Earth Moving Air compressor 74-87 Bulldozer 80 Pneumatic tools 81-98 Backhoe 72-93 Bulldozer 80 Front end loader 72-84 Cement and dump trucks 83-94 Dump truck 83-94 Front end loader 72-84 Jack hammer 81-98 Dump truck 83-94 Scraper 80-93 Paver 86-88 Grading and Compaction Landscaping and clean-up Grader 80-93 Bulldozer 80 Roller 73-75 Backhoe 72-93 Truck 83-94 Clearing Structure Construction Paving Paver 86-88 Dump truck 83-94 Truck 83-94 Paver 86-88 Tamper 74-77 Dump truck 83-94 Source: U.S. Environmental Protection Agency, noise from Construction Equipment and Operations. Building Equipment and Home Appliance. NJID. 300.1. December 31, 1971

g. Impact on Water Resources and Quality

107. Impact. The major source of water pollution during construction will be from spillage of chemicals and oil/lubricants, washing of vehicles in water bodies, cement slurry from construction sites, and open defecation by workers. Excavation and exposed surface may cause extensive erosion and sedimentation in the river. The impact on water quality is predicted to be direct, of low significance, confined to construction area, and short-term.

108. Mitigation Measure. Seepage and spillage of chemicals, oil and lubricants will be avoided by storing them on impervious surface with proper drainage. Grit chamber, oil interceptor and oil/water separator will be used to remove pollutants and oil from wastewater before discharging them in natural drainage. Collected sanitary wastewater effluents should be managed according to the recommendations for wastewater management in the IFC General EHS Guidelines. Water conserving technologies will be used during construction. Washing of project vehicles in water bodies will be restricted. Water will not be pumped from Bagmati River, and extraction of groundwater for construction and during operational use will be controlled. Construction materials shall be stockpiled on impervious surface with surrounding drainage away from natural drainage to avoid them reaching in Bagmati and other water bodies. Sanitation facilities (soak pits/septic tanks) will be provided for disposal of sewage generated by the work force from labor and construction camps.

h. Stockpiling of Construction Materials

109. Impact. Storage of construction materials may be an eye sore if not managed and stored properly. Material may also get leaked or washed to water bodies polluting the aquatic 43

environment. Uncovered aggregates may be blown by wind and cause dust nuisance in the area. The impact will be direct, of low significance, confined to construction area, and short-term.

110. Mitigation Measures. Construction materials will be kept on an impervious surface with dyked enclosure and catch drains around them. Diesel and other fuels will be stored in separate dyke enclosures. Wherever possible, hazardous raw materials to be substituted by non- hazardous materials, e.g. cleaning solvents can be replaced with film-free biodegradable cleaners, usage of non-chlorinated strippers instead of strippers containing methylene chloride and substitution of water-based paints for oil-based ones. Separate storage of waste paints and thinners, contaminated rags and brushes to facilitate recycling and reuse. Rags will be laundered for reuse. Haphazard disposal of construction materials will be strictly prohibited. Vehicle maintenance area will be designed to prevent contamination of groundwater by accidental spillage of oil.

i. Handling of Construction Materials

111. Impact. Handling of construction materials, particularly chemicals, will always pose risk to workers handling these. Any leakage or spillage may enter into soil and water body, thus contaminating water and damaging productivity of soil. The impact on water quality is predicted to be direct, of low significance, confined to construction area, and short-term.

112. Mitigation Measures. All workers employed on mixing asphaltic material, cement and concrete will be provided with protective footwear and protective goggles. Workers, who are engaged in welding works, would be provided with welder’s protective eye-shields. Workers engaged in stone breaking activities will be provided with protective goggles and clothing and will be seated at sufficiently safe intervals. The use of any toxic chemical will be strictly prohibited in accordance with the manufacturer’s instructions. The Engineer will be given at least 6 working days’ notice for approval of the proposed use of any hazardous chemicals. A register of all toxic chemicals delivered to the site will be kept and maintained up to date by the contractor. The register will include the trade name, physical properties and characteristics, chemical ingredients, health and safety hazard information, safe handling and storage procedures, and emergency and first aid procedures for the product.

j. Closure of Construction Camps

113. Impact. The contractor is required to properly remove all temporary structures built for operation of construction and workers camps. While doing so, the land will be brought back to original state. The impact is predicted to be direct, of medium significance, confined to construction area, and short-term.

114. Mitigation Measures. Contractor will prepare site restoration plans, which will be approved by the Supervision Consultant (SC). The clean-up and restoration operations are to be implemented by the contractor prior to demobilization. All construction zones including camps, crushers, batching plant sites and any other area used/affected by the project will be left clean and tidy, at the contractor's expense, to the satisfaction of the SC. All the opened borrow areas will be rehabilitated and SC will certify in this regard.

2. Impact on Biological Environment

a. Impact on Flora and Fauna

115. Impact. The project area does not have significant patch of forest and wildlife, and is characterized by tropical type of vegetation, and the proposed expansion will not result in cutting of any trees. The impact on flora and fauna is predicted to be insignificant.

116. Mitigation Measure. Efforts shall be made to minimize the damage to existing greenery/vegetative area. Damage to such area shall be limited to the immediate need for hangars/aprons and taxiway construction. To compensate this green cover loss and maintain the aircraft safety from bird's hazards, develop similar green cover at the north end of TIA and the area between airport and Bagmati River.

b. Impact on Aquatic Ecology

117. Impact. Impact on riverine aquatic ecology may occur from construction induced water pollution in Bagmati River and the extraction of borrow and filling materials from identified sites. However, such impact is predicted to be minimal as the Kathmandu Valley Rivers are not a rich habitat of fish and other aquatic flora and fauna. The impact on aquatic ecosystem is predicted to be direct, of low significance, confined to construction area, and short-term.

118. Mitigation Measure. The Project will (i) adopt construction method that minimizes discharge of cement slurry, earth or construction chemicals into the water bodies; (ii) protect measures for construction activities around Bagmati River; and (iii) restrict washing of vehicles in water bodies.

3. Socio-economic and Cultural Environment

a. Land Acquisition and Compensation Issue

119. Impact. No land acquisition required. The construction will be within premises of TIA.

120. Mitigation Measures. None

b. Occupational Health and Safety

121. Impact. Huge number of workers will be working in the Project, and may include both national and foreign workers. They will be directly exposed to risks of occupational injury or accident, including risks from dust, gaseous emission, noise, and vibration. The workers will be staying in labor camps that can be prone to unsafe and unhygienic conditions if not maintained properly. The impact is predicted to be direct, of high significance, local, and short-term.

122. Mitigation Measures. The contractor will arrange proper camping facility with rooms with good ventilation, natural light, fan, and mosquito net. The contractor will give priority to employ local workers, particularly poor and vulnerable people, which will reduce the need of establishing labor camp. Clean drinking water supply, toilets and solid waste management system will be availed to the workers in their camps. The contractor will (i) restrict use of firewood for cooking and heating and will supply kerosene or gas in the mess of workers; (ii) supply food items to the camps giving priority to local products; (iii) ensure all the workers will follow a safety plan approved by the SC; (iv) supply safety gears to all the workers depending on their nature of work, and make mandatory to use them; (v) keep firefighting facility and first aid box in camps and work sites with 45

facility of a health assistant; (vi) make arrangements with local hospital in case of emergency; and (vii) arrange adequate security with fencing and lighting around camp sites and material storage areas to ensure that unauthorized people and animals do not enter in the area and get exposed to the potential hazards of construction activities.

c. Socially Undesirable Activities

123. Impact. The workers may use alcohol and other forms of intoxication, gambling, quarrel with locals, disrespect local culture and religion, and may promote socially undesirable activities in and around the project area. The impact is predicted to be direct, of medium significance, local, and short-term.

124. Mitigation Measures. The Project will (i) restrict movement of workers out of camp after certain hours in the night; (ii) restrict use of alcohol and gambling in the camp; (iii) supply water, daily consumable items and communication facility in the camp so as not to create additional pressure on the local services; (iv) show respect to local tradition and culture; (v) prepare a code of conduct for all project staff, orient them and monitor that these are effectively followed by all; (vi) assign a public relation officer to keep close and regular consultation and coordination with local communities; and (vii) regularly follow up and monitor on workers behaviour and take appropriate action in case of lapses.

d. Properties of Archaeological Importance

125. Impact. The Pashupati area is one of the most holy shrines of Hindus all over the world. Kathmandu Valley area is rich in ancient time relics and archaeological artefacts. There could be possibility of unearthing some structures while excavating foundation of structures, and damage them knowingly or unknowingly. The impact is predicted to be direct, of high significance, local, and long-term.

126. Mitigation Measures. The contractor will take reasonable precautions to prevent workers or any other staff from removing and damaging any such article or object and will, immediately upon discovery thereof and before removal, inform the SC of such discovery and carry out the Engineer’s instructions for dealing with these, awaiting which all work will be stopped 100m all directions from the site of discovery. The Engineer will seek direction from the Department of Archaeology before instructing the contractor to recommence work on the site.

e. Gender and Child Labor

127. Impact. Gender discrimination may occur as the contractor may not be sensitive towards gender equity. For sake of low wage, contractors may use women and sometimes child as labor. The construction area may not be gender friendly with required facilities. The impact is predicted to be direct, of high significance, local, and long-term.

128. Mitigation Measures. The contractor will ensure to (i) provide equal wage to male and female for similar nature of work; (ii) restrict use of child below 16 years of age in labor work (as per the ILO Core Labour Standard); and (iii) provide female friendly construction environment with separate toilet for women, suitable work categorization for women, and recovery room during sickness.

f. Health and Sanitation

129. Impact. During the construction stage, health and sanitation related impacts may occur due to the influx of workforce from other parts of the project area. Large number of workforce can became a burden to the existing infrastructures. Insufficient sanitation facilities may create dirty and unhygienic condition in the work camps. Built up toilets may be drained out to water bodies or even in drainage channels. This may lead to public nuisance, contamination and cause diseases. Proper management will be required for bio-degradable and non-biodegradable wastes generated in camps and project sites. Unmanaged waste may induce health hazard by spreading communicable disease as the area is hot and humid. In such environment, bacterial and vector disease could spread beyond control. The impact is predicted to be direct, of medium significance, local, and long-term.

130. Mitigation Measures. The contractor will ensure to (i) provide sufficient number of toilets in camps and work sites for both male and female; (ii) dispose construction debris at designated spoil disposal site; and initiate garbage collection system by establishing bins at places in the construction area.

g. Infection of STDs and Other Communicable Diseases

131. Impact. Workers with increased income may get indulged in prostitution and unsafe sex, which may not be socially acceptable to local people. Such undesirable activities may lead to possibilities of transmission of infectious diseases like STDs, HIV/AIDS etc. The impact is predicted to be indirect, of high significance, local, and long-term.

132. Mitigation Measures. The contractor will (i) restrict alcohol, gambling and socially undesirable activities by workers living in labor camps; (ii) arrange awareness program to the workers and local communities on STDs and HIV/AIDS; (iii) erect posters on safety practices to prevent from STDs; and (iv) distribute free condoms to workers as a part of educating them.

h. Impact of COVID 19 pandemic

133. Impact. The employers have a duty to reduce workplace risk of epidemic to the lowest reasonably practicable level by taking preventative measures. The contractor must work with any other contractors sharing the workplace so that everybody's health and safety is protected.

134. Mitigation Measures. Preventive measures for working safely during COVID 19 pandemic may include:

(i) Increasing the frequency of hand washing and surface cleaning. (ii) Keeping the activity time involved as short as possible. (iii) Using screens or barriers to separate people from each other. (iv) Using back-to-back or side-to-side working (rather than face-to-face) whenever possible. (v) Reducing the number of people each person has contact with by using ‘fixed teams or partnering’ (so each person works with only a few others).

135. In light of COVID-19 pandemic, the contractor will abide with all applicable health and safety measures based on the Department of Health Services’ advisory, WHO guidelines and ADB guidance notes. In addition, the contractor will prepare detailed health and safety plan, including emergency response and preparedness plan and procedures. 47

136. Finally, if people must work face-to-face for a sustained period with more than a small group of fixed partners, then it will be needed to assess whether the activity can safely go ahead. No one is obliged to work in an unsafe work environment.

E. Impacts during Operation Stage

1. Impact on Physical Environment

a. Impact on Air Quality

137. Impact. Air quality may deteriorate from exhaust of aircraft engines during landing and take-off cycle. The emissions may contain unburnt hydrocarbons (HC), carbon monoxide (CO), oxides of nitrogen (NOx), and soot and sulphate particles. Based on the flight movement data of 2011, fuel consumption was 315mt/day and CO2 emission was 985.5mt/day in Nepalese sky. Air pollution by suspended particulate matter, NOX, SO2 and CO will be generated from the operation of 5 MW DG set used as the standby captive power plant in case of the power supply failure. Air emissions will also generate from the operation of vehicular traffic at the airport, which will be mainly CO, HC and NOx.

138. Prediction of impacts on air has been carried out employing mathematical model based on a steady state Gaussian plume dispersion model designed for multiple volume and point sources for short-term modelling developed by the United States Environmental Protection Agency (USEPA) is as provided below.

Table 14. Emission Sources and Emission Rate Sources Emission Rate of Pollutants (g/s) SO2 Nox CO HC Aircraft 8.0 17.6 96 62.4 DG Set 2.94 3.1 -- -- Vehicular -- 1.3 7.6 2.1 Total 10.94 22.0 103.6 64.5 Source: USEPA

139. About 25% of the emissions in case of SO2 and NOx are found from diesel generators, which would not be operating continuously. Hence, incremental contribution in case of these compounds during normal working of the airport without generators would be limited to 3.1 and 6.05 g/m3, respectively, which are not significant to contribute to environmental pollution. Based on the predicted concentrations and the post project concentrations of various pollutants, it can be inferred that air impact from pollution will be direct, of low significance, local and long-term for short periods only.

140. Mitigation Measures. The Project will (i) encourage use of lead free and less pollutant gasoline; (ii) try to introduce more efficient and direct Air Traffic Services (ATS) route, direct Standard Arrival Routes (STARs), continuous descend approach; (ii) adopt improved air traffic flow management (ATFM) to avoid unnecessary holding of aircraft on ground and air; (iii) maintain vehicles and generators regularly; (iv) shut down combustion engines when not in use; (v) provide adequate buffer zones where pollution concentrations is highest (diesel generator and vehicle parking areas); (vi) plan suitable green belt around the airport to reduce impact of air pollution; and (vii) allow within the airport premises only those vehicles with green sticker confirming to emission standard.

b. Noise Nuisance

141. Impact. Aircraft movement will be the major source of noise pollution from the operation of TIA. Noise will also be generated from vehicular movements in and around the airport, but will be confined mostly to the airport boundary in comparison to aircraft noise. Hence, noise from aircraft movement at the international airport was assessed through dispersion modelling. Impact from noise will be direct, of high significance, local and long-term, but every incidence will last for short period only during landing and taking-off by the aircrafts.

142. Mitigation Measures. The Project will (i) adopt the ICAO suggested measures to reduce noise; (ii) develop regulations to avoid developments in the air funnel zone enforced by CAAN in coordination with the municipality; (iii) declare airport as horn restricted area; (vi) use noise dampening materials such as thin rubber/lead sheet for wrapping the work places like compressor room, DG room; and (vii) provide ear plugs for persons working in noisy areas to reduce noise impacts.

c. Impact on Water Resources

143. Impact. Water requirement of the existing airport is largely met by extracting groundwater. The extraction of ground water may not result to any long-term impact on the groundwater reserve. Impact on water quality will be direct, of low significance, local and long-term.

144. Mitigation Measures. The project will (i) take proper care not to extract water in excess of recharge rate; (ii) promote use of water efficient systems in its facilities; (iii) if required, adopt roof-top rain harvesting system.

d. Wastewater Management

145. Impact. Wastewater generated may pollute water bodies and shallow groundwater if discharged without treatment. The impact is predicted to be indirect, low significance, local and long-term in nature.

146. Mitigation Measures. The airport management will ensure that (i) wastewater is treated by augmenting existing septic tank; (ii) oil and grease interceptors are installed at wastewater outlets from plants and maintenance yards; (iii) proper drainage for storm water along airport drainage system; (iv) low flow fixtures and appliances are used for reduced water consumption such as low flush water closets and cisterns and photo-sensitive taps.

2. Impact on Biological Environment

a. Impact on Ecology

147. Impact. The baseline flora and fauna show the area with no wildlife habitat. Common birds are found in the area. Presence of birds around airport increases hazard of bird hit by aircrafts while landing and take-off. Keeping away birds by using hazardous poisonous pesticides to kill insects on which bird come to feed may kill them and other aquatic and terrestrial lives. The impact will be indirect, of medium significance, local and long term.

148. Mitigation Measures. The airport management will be careful to use non-hazardous measures to keep birds away from the airport area by good management of solid waste and control of pest in the field. Spraying of poisonous pesticide will be discouraged, which may kill 49

rodents, reptiles and amphibians of the area. The poison may also affect aquatic lives if washed to water bodies.

3. Impact on Socioeconomic Environment

b. Solid Waste Management

149. Impact. Solid waste generated from the proposed improvement works of TIA would comprise sludge generated from STP, separated oil from plants operation, garbage/food waste from restaurants. The impact will be direct, of high significance, local and long-term.

150. Mitigation Measures. Solid waste from the airport is currently collected in bins located at various points within the airport. The solid waste is treated in the incinerator plant of the airport.

c. Spread of Communicable Disease through Air Travel

151. Impact. Spread of communicable diseases through air travel is an issue already recognized by ICAO, WHO, and World Aviation Communities. ICAO requirements, standards and recommended practices (SARPs) guide for public health emergencies (PHE) preparedness. Article 14 of the Chicago Convention states that each contracting state agrees, to take effective measure to prevent spread of communicable diseases such as cholera, typhoid, smallpox, yellow fever, SARS and COVID-19 by means of air travel.

152. Mitigation Measures. The airport management will (i) follow ICAO provision and international health regulation 2005. Considerations for public health and social measures in the workplace in the context of COVID-19, 2020 of WHO to prevent, protect, control, and provide a public health response to the international spread of disease in ways that are commensurate with and restricted to public health risks, and which avoids unnecessary interference with international traffic and trade; (ii) prepare airport emergency plan including arrangements with hospitals for emergency treatment; and (iii) establish emergency operation center at the airport.

d. Firefighting Facility

153. Impact. Proper and standard emergency firefighting and rescue facility is required in an international airport. The emergency may occur due to outbreak of fire in terminal, or due to crash landing of aircrafts. Standard operation procedure is required to be followed.

154. Mitigation Measures. TIA has category IX Rescue and Firefighting (RFF) facility.

F. COVID 19 pandemic Risk and Management Issues

1. Working Safely during COVID-19 (Construction Stage)

155. The Contractor shall assess COVID-19 risks in workplace and plan and implement preventative measures by keeping work place in safe and hygiene conditions. The workplace will consist of Contractors facilities including office, laboratory, plants, equipment yard, material stock yard, labour camps/dormitories, and construction sites.

a. Risk Assessment

156. The Contractor shall carry out an appropriate COVID-19 risk assessment related to the execution of contract.3 This risk assessment shall be done in consultation with the Employer, TIACAO, and workers. The people who do the work are often the best people to understand the risks in the workplace and will have a view on how to work safely. In risk assessment the Contractor should have particular regard to whether people doing the work are especially vulnerable to COVID-19.

b. Prevention & Mitigation

157. The contractor will abide with all applicable health and safety measures based on the Department of Health Services’ advisory, WHO guidelines and ADB guidance notes. The contractor will prepare detailed health and safety plan, including emergency response and preparedness plan and procedures. The Contractor will have a duty to reduce workplace risk to the lowest reasonably practical level by taking appropriate preventive measures. The Contractor will decide which actions he would take, just as for other health safety and health related hazards and translate this into specific actions including how it is organized, operated, managed and regulated. When considering how to apply these actions, the Contractor shall take into account of Employer and Consultant's staff, sub-contractors, suppliers and other contractors and other people, as well as his employees so that everybody's health and safety is protected. In the context of COVID-19 this means working through these steps in order:

(i) Creation of awareness on COVID-19 risk and prevention measures; (ii) Increasing frequency of hand washing and surface cleaning in every work place; (iii) Making every reasonable effort to comply with the social distancing guidelines set out by the government (keeping people 2m apart wherever possible. Social distancing applies to not just the place where people spend most of their time, but also entrances and exits, break rooms, canteens and similar settings; (iv) In situation where the social distancing guidelines cannot be followed in full, in relation to a particular activity, take all the mitigating actions possible to reduce the risk of transmission between the persons.

158. Further mitigating actions include, but not necessarily limited to:

(i) Staggering arrival and departure times at work to reduce crowding into and out of work place, (ii) Increasing the frequency of hand washing and surface cleaning (ensure hand washing upon arrival), (iii) Keeping the activity time involved as short as possible, (iv) Using screens or barriers to separate people from each other,

3 The following guidelines, among others, provide guidance in the preparation of project level COVID 19 risk assessment: (i) World Health Organization, 2020. Considerations for public health and social measures in the workplace in the context of COVID-19. Geneva. Available here: https://www.who.int/publications- detail/considerations-for-public-healthand-social-measures-in-the-workplace-in-the-context-of-covid-19; (ii) HM Government, 2020. Working safely during COVID-19 in construction and other outdoor work. Guidance for employers, employees and the self-employed. (iii) The Canadian Construction Association, 2020. COVID 19 Standard Protocols. Available here: https://www.cca-acc.com/wp-content/uploads/2020/04/CCA-COVID-19-Standardized-Protocols-for- AllCanadian-Construction-Sites-04-16-20.pdf 51

(v) Using back-to-back or side-to-side working (rather than face-to-face) whenever possible, (vi) Reducing the number of people each person has contact with by using ‘fixed teams or partnering’ (so each person works with only a few others), (vii) If people must work face-to-face for a sustained period with more than a small group of fixed partners, then assess whether the activity can safely go ahead. No one is obliged to work in an unsafe work environment, and (viii) Using signage such as ground markings or being creative with other objects to mark out 2m to allow controlled flows of people moving throughout the site.

2. Working Safely during COVID-19 (Operation Stage)

159. Interim guidance on operational considerations for managing COVID-19 cases or outbreak in aviation industry shall be followed during operation of the airport.

G. Climate Change Impacts and Risks4

1. Background

a. Introduction

160. For a landlocked country like Nepal, an effective network of land and air transport is critical for moving people and goods to, from, and within the country. In terms of air transport, Nepal is currently served by an array of airports, comprising of one international airport, the Tribhuvan International Airport (TIA) in Kathmandu, and 53 smaller airports spread across the country, including Gautam Buddha International Airport (GBIA) located in the Terai region.

161. The Government of Nepal plans to improve the civil aviation sector which is vital to the country’s economic development by addressing current challenges and deficiencies such as low handling capacity that limits aircraft landing and take-offs and insufficient parking slots at aprons particularly during peak hours. Besides a host of other issues such as inefficient airside facilities and overcrowded terminal buildings are also to be improved to meet the increased air traffic demand which is projected to increase further in course of time.

162. The Civil Aviation Authority of Nepal (CAAN) plans to invest in infrastructure enhancement projects in key airports to create an enabling environment in support of Nepal’s long-term economic prospects. The proposed project for which an ADB loan has been requested will develop airport capacity at the Tribhuvan International Airport (TIA) in Kathmandu and the Gautam Buddha International Airport (GBIA) in Lumbini. The proposed project entails extension of taxiway and construction of domestic apron areas at TIA. The project thus entails the following major (civil) works as outlined below.

Table 15. Major Project Works at TIA, Nepal Tribhuvan International Airport (TIA) (A) Construction of Hangar Aprons and (B) Extension of Parallel Taxiway towards Runway-02 Associated Works End and Associated Works 1. Embankment construction with earth retaining 1. Embankment construction with reinforced earth structures wall / earth retaining structures

4 Source: Climate Risk and Vulnerability Assessment (2020) of Nepal SASEC Airport Capacity Enhancement Project.

2. Construction of rigid pavement for hangar 2. Taxiway pavement construction with subgrade, aprons subbase course, base course and asphalt 3. Supply installation testing and commissioning concrete of apron flood lighting system 3. Supply installation testing and commissioning of 4. Taxiway pavement construction with taxiway lighting system subgrade, subbase course, base course and 4. Associated perimeter road construction asphalt concrete 5. Associated drainage construction 5. Supply installation testing and commissioning 6. Runway and taxiway side strip of taxiway lighting system 7. Water supply system 6. Associated access road construction 8. Airport security fencing 7. Associated drainage construction Source: Section-6; Employer’s Requirements, Bidding Document for Procurement of Works, CAAN

b. Understanding of Climate Change and Risks

163. Today, scientific evidence shows that the warming of the global climate system is unambiguous; global average temperatures are higher than they were in past centuries and they continue to increase. As a result, seas and oceans are warming, polar ice caps and high Himalayan glaciers are melting, sea levels are rising, and there are more varied and extreme weather patterns. Climate change5 refers to a statistically significant variation in either the mean state of the climate or in its variability, persisting for an extended period (typically decades or longer). Climate change may be due to natural internal processes or external forces, or to persistent anthropogenic changes in the composition of the atmosphere or in land use.

164. According to International Center for Integrated Mountain Development (ICIMOD), a premier international organization based in Nepal, the warming trend in the Himalayas is higher than the global average, which is a cause for concern. Depending on future global warming and the climate change trends in various regions of Nepal, transportation modes and related infrastructure assets could be affected by one or several simultaneous changes in climatic conditions. Climate change impacts are expected to manifest in more severe consequences arising from increased frequency and intensity of weather events.

165. Airport assets and operations are directly exposed and are sensitive to many different types of natural hazards and events some of which are highly likely to be exacerbated with climate change. In other words, events that used to be rare occur more frequently and as such it is imperative for any investment project to be aware of the risks and prepare for resilience at the onset of a project design. In Nepal, risks posed by extreme events such as extreme heat, floods, landslides, glacial lake outburst floods (GLOF) and landslide dam outburst floods (LDOF), cyclonic disturbances and thunderstorms, etc. are observed to be on the rise and these hazards possess the potential to severely impact the general livelihood and economy of Nepal.

c. Climate Change Policy of Nepal6 - Goals, Targets and Key Provisions

166. The main goal of 2011 Climate Change Policy of Nepal is to improve livelihoods of the general populace by mitigating and adapting to the adverse impacts of climate change, adopting a low-carbon emissions socio-economic development path and supporting and collaborating in the spirit of the country’s commitments to regional and international agreements related to climate change.

5 World Meteorological Organization (WMO), http://www.wmo.int/pages/prog/wcp/ccl/faq/faq_doc_en.html 6 Climate Change Policy, (Approved by Government of Nepal, 2011), unofficial translation. 53

167. The Climate Change Policy adopts a two-pronged approach, viz. adaptation and mitigation to address adverse impacts of climate change. However, the policy has given thrust on adaptation, stating that Nepal has to implement adaptation programmes. The climate change policy does not explicitly mention or outline procedures on “mainstreaming climate change adaptation” in development planning; nonetheless, projects and programmes are required to take into consideration climate change in all activities related to development planning and programmes. The following broad priorities and programmes are envisaged to achieve the national climate change goals and objectives:

(i) Climate adaptation and disaster risk reduction; (ii) Low carbon development and climate resilience; (iii) Access to financial resources and utilization; (iv) Capacity building, local participation and empowerment; (v) Research; (vi) Technology development, transfer and utilization; and (vii) Climate-friendly natural resource management.

d. ADB Requirement

168. Since 2010, ADB has defined its priorities for action that include assisting developing member countries (DMCs) in climate-proofing of projects to ensure their outcomes are not compromised by climate change and variability or by natural hazards in general. Today climate- related disasters such as floods, storms, droughts, and heat waves are on the rise worldwide. In the long run, climate change is bound to produce more severe hazards and threats to infrastructure, and therefore tackling climate change impacts involves strengthening and or improving upon current standards and practices aimed at building resilience to looming changes due to a warming planet.

169. A climate risk management approach has been adopted by ADB in an increasing significant number of investment projects recognizing that development is about lasting benefits. A climate risk and vulnerability assessment (CRVA) is mandated to be undertaken during the project preparation phase that examines climate change events and risks and, and ensuing technically and economically feasible adaptation measures are given due consideration in the design of various components of a project. Based on the level of climate change risks for the project and the adaptation measures incorporated in the project design, the associated climate change adaptation costs need to be determined. In essence, the CRVA is a collaborative process aimed at informing project teams and stakeholders about future climate risks that can affect the performance of an investment project.

2. Climate, Observed Trends and Climate Change

a. The Baseline Climate

170. Nepal is a topographically complex country situated in the Himalayan mountain range that exhibits an extremely wide range of climates within a short latitudinal distance, ranging from tropical in the south to alpine in the north. A recent climate zoning study7 focusing on scientific station network design, as well as for studies examining the effects of climate change in terms of shifting climatic boundaries and vegetation in highly sensitive environments, has identified Nepal

7 New Climate Classification of Nepal, Ramchandra Karki, et al; Published 2015, Theoretical and Applied Climatology; https://www.semanticscholar.org/paper/New-climatic-classification-of-Nepal-Karki, Talchabhadel/332f11d1c04be5a8c02b011e41d01a7e2cf18528

into at least eight distinct climatic zones as indicated below. Nepal’s extreme range of climatic zones demonstrate the geo-physical complexity and diversity of the country.

Figure 12. Modified Koppen-Geiger Climate Classification Map of Nepal

Source: New Climate Classification of Nepal

171. By the above classification, the TIA investment projects fall in Cwa climatic zone in Kathmandu. The climate zone Cwa is a temperate climate type. The differentiation in the climatic zones identified above can be appreciated in terms of the differences in monthly average temperature and precipitation regimes given in the baseline climate diagrams below.

172. The baseline climate for Kathmandu showing typical climate patterns and expected conditions (temperature and precipitation) are presented below. The diagrams are derived from Meteoblue8 and is said to be based on 30 years of hourly weather model simulations. The simulated weather data have a spatial resolution of approximately 30 km and may not reproduce all local weather effects, such as thunderstorms, local winds, or cyclones.

8 MeteoBlue, a meteorological service created at the University of Basel, Switzerland, in cooperation with the U.S. National Oceanic and Atmospheric Administration and the National Centers for Environmental Prediction. www.meteoblue.com 55

Figure 13. Monthly Average Temperature and Precipitation for TIA by Location

b. Observed Average Temperature and Precipitation Trends

173. The following paragraphs on observed climate trends of Nepal are information drawn from a June 2017 publication9 by the Department of Hydrology and Meteorology of the Government of Nepal that analyzed available climate data from 1971 to 2014. The observed trends have been analyzed for maximum temperature and minimum temperature and precipitation with data collated from 92 climate stations scattered throughout the country. For the whole country of Nepal, both the annual maximum temperature trend and the annual minimum temperature trend were observed to be significantly positive, having increased at 0.0560C/year and 0.0020C/year, respectively. Both at district and physiographic levels, seasonal and annual maximum temperature trends demonstrated a pattern in relation to altitude with negative trend or small positive trend in lower altitude districts/regions and larger positive trend in higher altitude districts/regions. The trend analysis revealed that the Terai region exhibit lowest positive trend (0.036oC/year) and the High Himalayas has the highest positive trend (0.072oC/year) which indicated an increase in maximum temperature with elevation.

174. Significant precipitation trends were observed only in few districts of Nepal in pre-monsoon and in monsoon precipitation, whilst winter and post-monsoon precipitation trends were insignificant in majority of the districts. In physiographic regions, only pre-monsoon precipitation showed significant positive trend in the High-Himalayan region. In other seasons precipitation trends were insignificant in all physiographic regions.

175. The number of annual rainy days (rainfall greater than 1mm in a day) showed positive trend in almost all districts and where 12 districts show significant positive trend at 95% confidence level. There are three districts that show significant negative trend in the number of rainy days though. District level trends of very wet days (days with annual daily rainfall >95th percentile) showed decreasing trend in most of the districts, with 17 districts indicating significant negative trend at 95% confidence level. Only two districts indicated significant increasing trend at 95% confidence level.

9 Observed Climate Trend Analysis of Nepal (1971-2014), Government of Nepal, Ministry of Population and Environment, June 2017.

c. Trends in Daily Climatic Extremes of Temperature and Precipitation in Nepal

176. Daily temperature data for 36 years (1971 to 2006) and the precipitation data for 46 years (1961-2006) of Nepal were analyzed for trends using specially designed software RClimDex10. The network of stations was chosen to encompass all climatic zones of the country as far as possible.

177. General increasing trend were observed in the temperature extremes. Most of the temperature extreme indices showed a consistent different pattern in the mountainous and the Terai belt. The trend is of relatively higher magnitude in mountainous region. Extreme warm days (percentage of days when maximum temperature >90th percentile) were observed increasing significantly in majority of the districts including warm spell duration (annual count of days with at least 6 consecutive days when maximum temperature > 90th percentile).

178. The precipitation extremes showed increasing trend in total and heavy precipitation events at most of the stations. 73% of the stations exhibited increase in the annual count of days when precipitation was greater or equal to 50 mm. Trend analysis of monthly maximum 1-day precipitation showed that 65% of stations exhibited increasing trend at most of the stations. The results are significant in the sense that there is circumstantial evidence of likely more intense precipitation in future. The cited report notes complex processes in precipitation extremes, but at the same time heeds that there is indication that more weather-related extreme events like floods, landslides can be expected in future.

d. Future Climate Projections

179. In an old 2003 OECD study of climate change for Nepal11, over a dozen general circulation models (GCMs) developed since 1995 indicated significant and consistent increase in temperatures for the years 2030, 2050 and 2100 across the various climate models run on IPCC B2 SRES scenario. Increases in temperatures were somewhat larger for the winter months than the summer months. Climate models also projected an overall increase in annual precipitation. However, the study notes that given the high standard deviation the results for annual precipitation should be interpreted with caution. The signal however is somewhat more pronounced for the increase in precipitation during the summer monsoon months (June, July and August). The GCM projections are shown below.

Table 16. GCM Estimates of Temperature and Precipitation Changes for Nepal Temperature change (°C) Precipitation change (%) Year mean (standard deviation) mean (standard deviation) Annual DJF JJA Annual DJF JJA Baseline Average 1433 mm 73 mm 894 mm 2030’s 1.2 (0.27) 1.3 (0.40) 1.1 (0.20) 5.0 (3.85) 0.8 (9.95) 9.1 (7.11) 2050’s 1.7 (0.39) 1.8 (0.58) 1.6 (0.29) 7.3 (5.56) 1.2 (14.37) 13.1 (10.28) 2080’s 3.0 (0.67) 3.2 (1.00) 2.9 (0.51) 12.6 (9.67) 2.1 (25.02) 22.9 (17.89)

10 Trends in Daily Climatic Extremes of Temperature and Precipitation in Nepal; S.K. Baidya et.el. Journal of Hydrology and Meteorology, Vol. 5, No. 1, March 2008 11 Development and Climate Change in Nepal: Focus on Water Resources and Hydropower, Organisation for Economic Co-operation and Development (OECD), 2003 https://www.oecd.org/env/resources/19742202.pdf

180. In the above paragraphs, the climate change projections for Nepal has used B2 scenario from among a family of emissions scenarios called the SRES scenarios (Special Report on Emissions Scenarios) that formed the basis for the IPCC’s (Inter-Governmental Panel on Climate Change) assessment reports prior to 2007. The B2 scenarios represent continuously increasing but slow rate of population growth and intermediate levels of economic development.

181. A recent set of scenarios, called Representative Concentration Pathways (RCPs), has been developed and they are referred to as pathways or time-dependent forcing projections that could potentially be realized with multiple socioeconomic scenarios. In particular, they take into account climate change mitigation policies to limit emissions. The scenarios are designated by approximate radiative forcing relative to the pre-industrial period and are categorized as: RCP2.6, RCP4.5, RCP6 and RCP8.5. The RCP2.6 scenario peaks at 2.6 W/m2 by around 2100, and requires strong mitigation of greenhouse gas concentrations in the 21st century. The RCP4.5 and RCP6.0 scenarios stabilize after 2100 at 4.5 W/m2 and 6.0 W/m2, respectively. The RCP8.5 scenario is the closest to a ‘business as usual’ scenario of fossil fuel use, or the worst case.

182. The World Bank Climate Change Knowledge Portal12 (CCKP) supports analysis of climate change using multi-model ensembles (collection of large number of systems which are macroscopically identical but microscopically different), that represent the range and distribution of the most plausible projected outcomes of climatic variables. The CCKP employs the Coupled Model Intercomparison Project, Phase 5 (CMIP5) model with data presented at a 1°x1° global grid spacing and provides options to visualize climate variables and indices for different timeframes, statistics, and emission scenarios.

183. For the TIA improvement project, the climate variables of interest that the project civil works design team may have a premonition to look at are future outlooks on: (a) projected change (anomaly) in daily maximum temperature (Tmax), and (b) projected change in daily maximum precipitation, i.e., largest single day precipitation per month or year relative to a reference period. The diagrams presented in Figure 14 are the taken from CCKP and only two RCP scenarios viz. RCP4.5 (medium-low emissions) and RCP8.5 (high emissions) for the project locations are presented in figure below.

Figure 14. Projected Changes in Temperature and Rainfall at Kathmandu, Nepal, relative to Reference Period 1986-2005

Scenarios Kathmandu (at TIA location 27.690N 85.350E) ) ) RCP 4.5 RCP Projected Projected Change inChange Emissions (Medium-Low (Medium-Low

12 World Bank Climate Change Knowledge Portal (CCKP), https://climateknowledgeportal.worldbank.org/country/nepal/climate-data-projections

RCP 8.5 RCP Scenario) (High Emissions (High Emissions

2005) - RCP 4.5 RCP Emissions) (Medium-Low (Medium-Low

RCP 8.5 RCP Scenario) Rainfall (compared to 1986 to Rainfall(compared Projected Change in Maximum Daily Daily Maximum in Projected Change (High Emissions (High Emissions

2059 - RCP 4.5 RCP Emissions) Emissions) (Medium-Low (Medium-Low

2005) for 2040 2005) - RCP 8.5 RCP Scenario) Scenario) (compared to 1986 (compared to (High Emissions (High Emissions Projected Change in Maximum Daily Rainfall Rainfall Daily Maximum in Projected Change

Source: World Bank Climate Change Knowledge Portal (CCKP) [8] 59

e. Climate Risk and Vulnerability Assessment

184. A web tool ThinkHazard13 highlights the likelihood of different natural hazards such as river flood, urban flood, water scarcity, extreme heat, wild fire, earthquake, cyclone and coastal flood (with risk levels categorized as very low, low, medium and high), and provides guidance and recommendation on how to reduce the impact of these hazards. The hazard levels provided in the tool are said to be based on published hazard data, provided by a range of private, academic, national and public organizations.

185. Table below is a summary of levels of risks posed by relevant natural hazards prevailing in Bagmati Region where TIA is located. The hazard levels and guidance given in the table do not replace the need for detailed natural hazard risk analysis and/or further deliberation.

Table 17. Prevalent Natural Hazards and Risk Levels Bagmati Region Natural Hazards Risk Category (1) Landslide High (2) Wildfire High (3) Earthquake Medium (4) Extreme Heat Medium (5) Urban Flood Low (6) Cyclone Low (7) Water Scarcity Low (8) River Flood Low Interpretations & Recommendations for Hazards of Interest in Project Locations (1) Extreme Heat: – Classified as Medium for Bagmati based on modeled heat information. This means that prolonged exposure to extreme heat, resulting in heat stress, is expected to occur at least once in the next five years. – Project planning decisions, project design, and construction methods must take into account the level of extreme hazard (2) Urban Flood and River Flood – Urban flood and River Flood susceptibility is classified as LOW for Kathmandu region based on modeled flood information currently available. – This means that there is a chance of more than 10% that potentially damaging and life-threatening urban floods occurrences in the coming 10 years. – Project planning decisions, project design, and construction methods should take into account the level of flood hazard in the project location

f. Project Assets - Exposure and Sensitivity to Climate Hazards

186. Two major types of climate related risks to transport infrastructure are those driven by long-term changes in temperature and precipitation. Extreme weather events either as a result of natural variability or arising from anomalies of a future climate under global warming have the potential to accelerate deterioration of infrastructure. The improvement of the TIA entails various civil structures and associated installations (Ref: Table 11), all of which are exposed and thus vulnerable to elements of nature and where structural integrity and functional efficiency of project assets rest on the ability to stand the test of time.

13 A web-based on-line tool called ‘ThinkHazard!’. Developed for informational purposes by the Global Facility for Disaster Reduction and Recovery (GFDRR); http://thinkhazard.org/en/report/175-nepal .

g. Vulnerability to Extreme Temperature

187. Climate change studies outline future changes in terms of climatic averages e.g., mean maximum temperature, mean minimum temperature, mean daily maximum precipitation, mean sea level rise, etc. for future time slices. However, many practical problems in infrastructure design require knowledge of the behavior of extreme values. In particular, the infrastructure we depend upon for food, water, energy, shelter and transportation are sensitive to changes in climate extremes rather than averages. That is to say, sensitivity is less to the mean weather conditions than to extremes.

188. By Table 17. , the risks by extreme heat is classified as medium for Bagmati region where Kathmandu is located The baseline annual mean maximum temperature is about 320C for Kathmandu as depicted in Figure 13, and by Figure 14, climate change projections for TIA under RCP4.5 (medium-low emissions scenario) for 2020-2039 horizon is around 1.50C above current levels. The highest ever-recorded temperature14 during the period 1968-2018 for TIA at Kathmandu is 36.60C on 7 May, 1989.

189. Pavements: Airport runways and taxiways commonly comprise of flexible pavement (termed ‘flexible’ because they are intended to deform vertically under load and then rebound to their original shape and level when the load is removed) that is constructed in several layers. The performance of the pavement is critical to the safe operation of aircraft and as such airport pavements have more stringent requirements than road and other pavements. Pavement performance are influenced by a host of factors such as: (i) environment factors including climate change, (b) load factors, (c) structural design factors, (d) construction factors, and (e) maintenance factors. Flexible pavement life is most sensitive to total pavement thickness, the CBR (the bearing capacity of the underlying layers) and aircraft gross weight.

190. Note: The International Civil Aviation Authority (ICAO) has developed international Standards and Recommended Practices (SARPs) to facilitate and improve air safety and efficiency, and aerodrome requirements which includes airport pavements. The latter concerns design, evaluation and maintenance of pavements and reporting of bearing strength which the Civil Aviation Authority of Nepal (CAAN) would be fully aware of as the project implementing agency. With reference to climate change, ICAO’s ‘Climate Adaptation Synthesis Report15, advises anticipation of adaptation to impacts of climate change to ensure a reduction in the magnitude of consequences of climate change. According to ICAO, adaptation to climate change may take the form of specific actions or projects, and adaptation strategies will need to incorporate climate risks into their future planning, such as for airport development, and design.

191. High temperatures and prolonged periods of heat waves are a cause of concern impacting runway and taxiway pavement integrity causing surface failures by softening, and aircraft traffic- related rutting and cracking. It is also recognized that oxidation and the action of UV radiation cause excessive hardening of the asphalt close to the pavement surface and the material becomes brittle over time. Higher temperatures are known to speed up oxidation process that make the pavement material more vulnerable to cracking and diurnal temperature fluctuations generate thermal tensile stresses that cause crack initiation and propagation.

14 Department of Hydrology and Meteorology, Government of Nepal, Climate Files; http://www.dhm.gov.np/uploads/climatic/727801496Annual%20Extreme%20Temperature.pdf 15 Climate Adaptation Synthesis Report, 2018; https://www.icao.int/environmental-protection/Pages/Climate- Adaptation.aspx 61

192. The top exposed ‘surface’ layer is usually composed of strong, durable, and impermeable asphalt which is a conglomerate mixture of coarse and fine aggregates, bitumen, fillers, and probably some additives. The material that holds asphalt together is bitumen which is liquid at high temperature and a brittle solid at low temperature. A bituminous surface treatment known as the seal coat forms a protective wearing surface and also acts as waterproof layer to protect underlying layers. The level of exposure of the bitumen film to the atmosphere, the ultraviolet radiation levels and the temperature of the surface causes the bitumen to oxidise, becomes more brittle, eroded and loses the ability to adhere the aggregate materials together.

h. Vulnerability to Extreme Precipitation

193. Precipitation extremes is one of the major factors that trigger natural disasters such as floods and landslides. Sec II(C) earlier mentioned that precipitation extremes showed increasing trends at most of the met stations of Nepal, and also the majority of the stations exhibited increase in the annual count of days with precipitation ≥50 mm. The annual extreme rainfalls ever- recorded16 during the period 1968-2018 for TIA at Kathmandu is 177 mm on 23 July 2002.

194. Pavements: Beneath the surface layer of a flexible runway / taxiway pavement are other layers termed as the base, subbase and subgrade with various thicknesses and material composition. The base layer is the principal structural component of the flexible pavement and has the major function of distributing the imposed wheel loadings to the pavement foundation, the subbase and subgrade. The base is usually composed of strong free-draining manufactured materials, the subbase of moderate strength, free-draining natural materials and the subgrade can be naturally-occurring (in situ soil) or improved material.

195. It is known that moisture can have a significant detrimental effect on the performance and bearing capacity of pavement structures. Excess moisture presence in pavement structures combined with heavy wheel loads usually result in accelerated pavement distresses. This in return will accelerate crack propagation in the top surface layer which will then allow for surface water infiltration to the pavement layers below. Further, water table may rise to the pervious base or subbase during exceptionally wet season or it may be high enough to supply capillary water to base and subbase in considerable quantities. Although there may not be significant damage caused by short-duration exposure to extreme precipitation, the highly likely increased frequency and intensity of extreme precipitation events expected with climate change can lead to the increased rates of damages.

196. Flooding: The impacts of flooding on the operation of an airport take many forms, the most obvious of which is the disruption of air traffic. Even if a runway is clear of water, damage to airport infrastructure such as landing lights, radar and navigation installations and communications networks will also inhibit the passage of aircraft. Flooding of airport terminals, emergency power installations and inter-terminal transport routes will also disrupt operations and shut down airports. Further, flooding of access roads and transport networks surrounding the airport can also lead to down-time for an airport. This in itself can cause severe economic losses in terms of passenger and freight traffic.

197. Table 13 that describes prevalent natural hazards in the project locations of interest assigns risks of flooding as ‘low’ with a mere 10% chance of occurrence of potentially damaging

16 Department of Hydrology and Meteorology, Government of Nepal, Climate Files; http://www.dhm.gov.np/uploads/climatic/1181103799ANNUAL%20EXTREME%20RAINFALL.pdf

and life-threatening floods in 10 years. However, flood hazard can differ dramatically over short distances, and as such the local disposition and sensitivity of the project needs to be checked against existing flood hazard information from concerned agencies.

i. TIA - Vulnerabilities

198. The CAAN is aware about the extent to which climate stressors have affected their current airport operation and maintenance and as such possess substantive information, knowledge and views to mitigate / adapt to climate vulnerabilities. Although climate change has the potential to produce new kinds of hazards and threats in future, a first step in climate proofing involves tackling current climate impacts by strengthening and or improving upon the already known deficiencies. Thus, for more detailed understanding of the credible risk vulnerabilities in the TIA project location, several questionnaires were prepared and sent to CAAN and to the project design team.

199. The proposed project at TIA entails extension of taxiway and construction of domestic apron areas and these entail numerous civil constructions as outlined in Table 11. The following discussions are project-specific.

200. Pavement Distress: Civil works Item B (2) of Table 11 pertains to extension of taxiway where a completely new pavement structure is to be constructed. Airport runway / taxiway pavements have more stringent requirements than other pavements as the risks posed by pavement distress can be grave since the performance of the pavement is critical to the safe operation of aircraft. Besides adhering to ICAO guidelines for pavement design concerning pavement thickness and bearing strength, additional concerns with regards to impacts of extreme high temperatures and by increased moisture on pavement layers needs careful consideration. The composition and physical properties of pavement materials, the grade of bitumen, quality control and quality assurance specifications, compaction techniques and workmanship all come into play if climate change risks are to be minimized.

201. River Flooding: Observations of the general landscape of the TIA (Figure 15) reveals the airport to be located on fairly elevated ground relative to the general topography of Kathmandu city. The main river passing through Kathmandu ‘Bagmati’ has a history of overflowing its banks and flooding the city during monsoon but is reported to have no impact on the airport as primarily due to its distance from the river course and the elevated topography of the airport. It is well known that the dynamics of riverine flooding vary with terrain.

202. Surface Water Runoffs and Drainage: A large area of TIA is composed of impervious surfaces and heavy precipitation events can lead to surface water runoffs and accumulation of water in certain areas resulting in localized flooding problems particularly if drainage conditions are inadequate to accommodate. Currently, the runoffs from the airport facilities including runways and taxiways are conveyed to perimeter stormwater drains. In a questionnaire delving in current deficiencies in TIA drainage system, the hydraulic capacity of the storm drains is considered ‘just adequate’ and in fairly good condition requiring very little maintenance.

203. The TIA project proposes new constructions such as rigid pavements for hangar aprons, flexible pavements for new taxiway, perimeter roads and associated drainages. All these add up to the impervious area and whose effluents including rainfall runoffs would eventually lead to the perimeter storm drains. This has the high probability of overwhelming the current stormwater drains.

Figure 15. Tribhuvan International Airport

Source: https://www.google.com/search?q=Tribhuvan+Internaltional+Airport+Kathmandu&tbm

204. Other Concerns: such as: (a) treatment of stormwater, is it freely released thus impacting those urban dwellings situated in its flow path outside the airport perimeter; or some mechanisms such as stormwater and effluents treatment are provided to prevent this from happening, etc.

205. For Nepal, a rainfall intensity of 350 mm in 48 hours is considered as high intensity rainfall (Sharma 1988). In addition, rainfall exceeding 70 mm per hour is considered as cloudburst rainfall (Gyawali 2011).

3. Proposed Adaptation Actions and Costs

206. Adaptation. Adapting to climate change involves adjusting to actual (current) and to expected future adverse impacts with the goal to reduce vulnerabilities to climatic risks. Climate change is likely to modify actual risk levels and therefore challenge design guidelines and procedures for the operation and maintenance of the airport infrastructure. For existing infrastructure, adaptation measures can be considered as part of planned maintenance or repairs. The measures should be chosen to ensure that adequate safety is achieved during the (remaining) service life of the structure.

207. Climate change adaptation can be seen as a combination of short-term and long-term measures. For relatively short life-cycle assets, long-term climate changes may be viewed as less challenging since the life cycle is shorter than the time it takes for significant changes in temperature or precipitation to occur. However this concept may not apply for airports which are very sensitive to even the minutest form of disruption. Also too, short life-cycle assets are bound to face and must withstand extreme weather events during its design life, and hence needs to be adequately designed for structural integrity to withstand any adverse impacts.

208. Short term climate change adaptation measures call for improved maintenance practices, such as:

(i) Preventive Maintenance management where visible deteriorations of the airport runway / taxiway pavements in the forms of asphalt pavement cracks, ruts, potholes and deformations and drainages are monitored regularly and remedied immediately before they have a serious impact on the safety of the airport.

(ii) Adaptive Maintenance management that plans incremental adaptation actions to be implemented over short timescales based on gradually increasingly reliable knowledge of climate change impacts. This takes care of climate change impacts iteratively and reduces the risk of committing to expensive investment at the beginning of the project cycle.

209. The airport capacity enhancement tasks at TIA envisage construction of numerous structures (Table 11). Here in the following paragraphs, only those climate sensitive structures such as pavement and drainage that are critical to the overall function of the airport are discussed.

210. Two major types of climate related risks to transport infrastructure are those driven by long-term changes in temperature and precipitation. Extreme weather events either as a result of natural variability or arising from anomalies of a future climate under global warming have the potential to accelerate deterioration of infrastructure. The TIA project entails various civil structures and associated installations, most of which are vulnerable to extreme climate events and where the structural integrity and functional efficiency of project assets rest on the ability to endure the test of time. The following are the proposed adaptation measures for TIA.

211. Pavement Bitumen: Bitumen is one of the most important constituents of an asphalt mixture and directly relates to the performance of pavement. Experience has shown that penetration grade bitumen such as 40/50, 60/70 and 80/100 all tend to harden within a short time. With improvements in bitumen manufacturing technology in the region in recent decade, viscosity grade bitumens are available and are increasingly put to use as paving bitumen to meet varying maximum temperature stresses and that has greatly improved workability, deformation resistance and potential hardening in service.

212. Drainage. A 10-year frequency has been adopted in the current project drainage design to reduce the likelihood of flooding of airport facilities instead of 5-year flood frequency.

4. Costs of Climate Change Adaptation Measures

213. For the TIA pavement works, the VG30 is recommended in lieu of the penetration grade 80/100 (or equivalent viscosity grade VG20) considering climate risks and vulnerabilities. The increase in cost is about 86,212 USD from the baseline cost, or about 2.76% increase above BAU. For drainage, the increase in cost as a result of 16% increase in hydraulic capacity is about 6.57%, or equivalent to 53,625 USD. The total incremental costs due to adaptation measures amount to 139,836 USD. Details are in the Climate Risk and Vulnerability Assessment (CRVA) Report.

H. Indirect, Induced and Cumulative Impacts

214. Indirect impacts include adverse and/or beneficial environmental impacts which cannot be directly traced to a project activity but can be causally linked. Induced impacts are adverse and/or beneficial impacts on areas and communities from unintended but predictable developments caused by a project, which may occur later or at a different location. Cumulative impacts, on the other hand are combination of multiple impacts from the project, other proposed projects and unanticipated future projects that may result in significant impacts that cannot be expected in case of a stand-alone project.17

17 ADB. 2012. Environment Safeguards, A Good Practice Sourcebook Draft Working Document. ADB, Manila. 65

215. Some of the potential indirect or induced impacts during operation phase includes increased economic activities arising from increase in passenger movements, traffic congestion on adjacent roads, and community health and safety impacts such as vehicular accidents within the airport’s influence areas due to increase in transport activities.

216. Cumulative impacts, which are expected with the completion of parallel runway and aprons include, among others, the increase in air emission due to increased aircraft movement and ground-based vehicles, resulting in deterioration of air quality of the airshed. Other cumulative impacts include decrease in the use of resources such as water and energy, because of increased demand of the airport.

VII. ENVIRONMENTAL MANAGEMENT PLAN

A. Plan for Mitigation Measures - Environmental Management Plan

217. The Environmental Management Plan (EMP) is prepared to facilitate effective implementation of recommended mitigations measures with defined roles and responsibility for implementation and monitoring, regulatory compliance requirements, stages of implementation with location, timeframe and costs. The mitigation measures are proposed to eliminate or minimize the identified impact associated with design, construction and operation stages of the project, to acceptable level by adopting the most feasible options.

218. The identified impacts are insignificant and are related to clearing operations of site, setting and operation of construction site, materials sourcing, and transportation of materials, air and noise pollution due to construction activities and operation of construction equipment, tree cutting, and shifting of utilities. Appropriate mitigation measures are identified for all construction and operation activities. An Environmental Management Plan (EMP) is presented in Table 18.. The EMP is an integral part of the tender document for the project which shall be available to contractor at the time of bidding.

B. Institutional Arrangement

1. Relevant Institutions

219. Different national agencies are playing pivotal role in development of transport and tourism. The agencies involved in the implementation of the Project and clearance of environmental assessment document are following:

(i) Ministry of Culture, Tourism and Civil Aviation (MoCTCA) (ii) Civil Aviation Authority of Nepal (CAAN) (iii) Asian Development Bank (ADB) (iv) Ministry of Forests and Environment (MoFE) (v) Nepal Tourism Board (NTB)

220. MoFE is the apex body for formulating environmental policy, acts and rules and their enforcement. The EPR has delegated authority of EIA approval to MoFE and IEE approval to the concerned ministry, i.e. MoCTCA in case of this IEE report.

2. Organizational Arrangement

221. In the previous ADB project for TIA, and as reflected in the Project Completion Report of the Air Transport Capacity Enhancement Project18, CAAN was the project executing agency responsible for providing policy, technical guidance and interagency coordination. Within CAAN, a project coordination unit (PCU) was established, which was responsible for overall project management, including (i) consultant selection, (ii) procurement, (iii) withdrawal applications, (iv) environmental and social monitoring, and (v) maintaining project accounts and completing loan financial records for auditing. The PCU was led by the CAAN deputy director general of the Air Transport Planning and Development Directorate, who was assisted by a procurement officer, environmental and social officer, chief project accountant, and assistant project accountant. A project implementing unit (PIU) was also established to implement the project components, manage consultants’ activities, monitor contractors’ progress, manage finance and account, organize capacity development programs and prepare progress reports. PIU was led by a full- time project director.

222. The PCU and PIU conducted weekly progress meetings to assess implementation progress, identify potential issues, and formulate action plans. They also handled procurement and contract management; financial management and audit; construction supervision and quality control; safeguard measures; and loan covenant compliance. The PCU and PIU staff gained experience through the project implementation and the capacity development program. The institutional arrangement was generally adequate to deliver the project outputs and to achieve the required project outcome.

223. To further strengthen the institutional capacity of CAAN in terms of environmental safeguards implementation, a separate Environmental Management Unit (EMU), composed of environmental specialist (focal person), sociologist, and other safeguard related staff, will be established in the project to monitor EMP implementation, coordinate with safeguard and technical team on safeguards compliance, and undertake corrective measures, document environment monitoring details, and report progress. Sole responsibility of overall implementation of environment safeguarding lies with MoCTCA, whereas CAAN and TIA are responsible for compliance monitoring of the EMP.

224. As recommend in the project completion report of ATCEP, and to address the risk of assigning the responsibility of sourcing of large quantities of aggregate and fill materials to the contractor, CAAN should consider sharing responsibility to secure the supply of filling materials.19

225. ADB will review the project performance against MoCTCA's commitments as agreed in the legal documents. The extent of ADB's monitoring and supervision activities will be commensurate with the project’s risks and impacts. Monitoring and supervising of social and environmental safeguards will be integrated into the project performance management system. ADB will monitor projects on an ongoing basis until a project completion report is issued.

18 ADB. August 2020. Project Completion Report: Loan and Asian Development Fund Grant to Nepal for the Air Transport Capacity Enhancement Project. Manila 19 Ibid. 67

Figure 16. Organization Arrangement for EMP Implementation

Ministry of Culture, Tourism and Civil Aviation

Civil Aviation Authority of Nepal

Project Office at TIA

Project Design Project Implementation Environmental Management Unit Team Team

Staff

 Environment Specialist (focal person)  Sociologist  Other safeguard related staff

Table 18. Environmental Management Plan – TIA Investment Component

SN Environmental Issues Mitigation Measures Responsibility Extent Nature Duration Magnitude Reversibility

1 Design and Pre-construction Phase 1.1 Blockade of natural D M SS LT R Adequate cross section capable of holding highest storm flows in Design Consultant/Project drainage pattern of the the area will be designed. Office-TIA site

1.2 Landuse change D M SS LT IR Built up area will be avoided from acquisition. Attempts will be made Design Consultant/Project to accommodate facilities within the existing TIA land. Office-TIA

1.3 Demolition of existing D M SS ST IR All community infrastructures will be avoided, to the extent possible, Contractor/Supervision structures (Building, during design. Consultant Airside Pavement (PCC, asphalt, shoulder), service roads, Chain-link fence, drain) 2 Pre-construction Activities by Contractor 2.1 Location selection, and The construction camps will be located at least 500m away from Contractor/Supervision layout of construction settlement at identified sites, and at least 1,000m away from Consultant camps drainage channels

2.2 Water availability and The contractor will be responsible for arrangement of clean drinking Contractor/Supervision arrangement for drinking water in every workplace for the whole construction period. Consultant and construction Sufficient supply of construction water will be arranged with storage purposes facility without giving any pressure on community supply.

2.3 Identification/selection of Location of spoil disposal sites will not be located within designated Contractor/Supervision spoil disposal sites environmentally sensitive zones and the concerned SC engineer Consultant will certify the location. 69

SN Environmental Issues Mitigation Measures Responsibility Extent Nature Duration Magnitude Reversibility

2.4 Quarry and borrow areas Contractor shall identify the potential source of construction material Contractor/Supervision selection such as aggregates, and other materials in the area. CAAN to share Consultant / CAAN responsibility in facilitating securing of construction materials.

Contractor to give priority to procure aggregates from crusher plants holding government license.

2.5 Batching plant location Batching plants will be located sufficiently away from habitation Contractor/Supervision within the airport premises. Consultant

2.6 Labour employment and Contractor will be encouraged to employ local labour for Contractor/Supervision gender bias in selection construction activities. Consultant

A standard wage rate without gender bias will be established.

2.7 Demolition of existing  Haphazard disposal of demolition wastes will be strictly Contractor/Supervision structures (Building, prohibited Consultant Airside Pavement (PCC,  Waste Container will be kept inside the construction site for asphalt, shoulder), segregation of waste which will be given to door to door waste service roads, Chain-link collection organization. fence, drain)  Prior to the start of construction, the existing infrastructure should be dismantled, broken into chips and stored in the designated area by skilled technicians/labors properly.  All materials should be carried out by the dump trucks and reused to the extent possible or dumped at designated approved locations.  Any hazardous materials or wastes such as lead acid batteries etc. must be disposed off carefully either by selling to waste recycling agents or disposed only in legally designated locations. 3 Construction Stage

SN Environmental Issues Mitigation Measures Responsibility Extent Nature Duration Magnitude Reversibility

Physical Environment 3.1 Impacts on land Use D M SS ST IR The Project will convert only essential land with impervious Contractor/Supervision infrastructure. Other land will be developed in open green and Consultant pervious areas as garden, open area, and right of way of the runway, which will remain as groundwater recharge area.

3.2 Impact on Soil and Top D L SS LT R  The topsoils from areas of cutting and areas to be permanently Contractor/Supervision Soil covered will be stripped to a specified depth of 150 mm, and Consultant stored in stockpiles.  The stockpile will be designed such that the slope does not exceed 1:2 (vertical to horizontal), and the height of the piles is to be restricted to 2m.  The stockpiles will be covered with gunny bags or tarpaulin. The contractor will ensure that the topsoils will not be unnecessarily trafficked either before stripping or when in stockpiles. Such stockpiled topsoils will be returned to cover the disturbed area. 3.3 Landslide and Soil D L SS LT R  Turfing of embankment slopes shall be done all along the Contractor/Supervision Erosion elevated/filled areas combined with appropriate engineering Consultant methods.  Suitable measures including construction of retaining wall, bio- turfing shall be taken to control the soil erosion. 3.4 Operation of D M SS LT R  Adequate safety precautions will be ensured during Contractor/Supervision Quarry/Borrow Sites transportation of quarry material from quarries to the Consultant construction site.  Vehicles transporting the material will be covered to prevent spillage. The contractor will operate as per the Engineer’s direction and satisfaction. 71

SN Environmental Issues Mitigation Measures Responsibility Extent Nature Duration Magnitude Reversibility

 Borrow pits operation will be done without major impact to river morphology. 3.5 Impact on Air Quality D L L ST R  Contractor prepares a Health and Safety Plan and gets Contractor/ Supervision approval from Supervision Consultant Consultant  Controlling speed of vehicles transporting materials to work areas;  Maintaining and regularly checking serviceability of vehicles;  Vehicles and equipment to be switched off (rather than idling) when not in use;  Works will be undertaken during daylight hours in coordination with the TIA management. No noisy activities undertaken at night or on public holidays; and  Vehicles transporting loose materials and stockpiles to be covered with tarpaulins. Work site and vehicles to be watered- down if generating dust. 3.6 Impact on Noise Levels D L SS ST R  Temporary construction facilities such as labour camps, vehicle maintenance workshop and earth moving equipment shall be located away from settlements and other sensitive areas as far as possible.  Silencers shall be installed to construction equipment and machinery and maintained properly.  Equipment and machinery with lower sound power levels shall be selected for the use.  Protection devices such as ear plugs/ or ear muffs shall be provided to the workers during period of operating high noise generating machines.

SN Environmental Issues Mitigation Measures Responsibility Extent Nature Duration Magnitude Reversibility

 Noise levels shall be measured to ensure the effectiveness of mitigation measures.  Construction activities shall be carried out during the day time only.  Noise barriers such as earth mounds or walls of wood, metal that form a solid obstacle between the road and roadside community shall be used, especially in the schools and hospitals. 3.7 Impact on Water D M SS ST R  Seepage and spillage of chemicals, oil and lubricants will be Contractor/Supervision Resources and Quality avoided by storing them on impervious surface with proper Consultant drainage.  Grit chamber and oil interceptor will be used to remove pollutants and oil from wastewater before discharging them in natural drainage.  Washing of project vehicles in water bodies will be prohibited. Construction materials shall be stockpiled on impervious surface with surrounding drainage away from natural drainage to avoid them reaching in Bagmati River and other water bodies.  Sanitation facilities (soak pits/septic tanks) will be provided for disposal of sewage generated by the work force from labor and construction camps. 3.8 Stockpiling of D L SS ST R  Land for the stockpiling of construction materials will be suitably Contractor/Supervision Construction Materials selected such that it does not occupy private land/affect Consultant agricultural land without first obtaining written permission from land owners. 73

SN Environmental Issues Mitigation Measures Responsibility Extent Nature Duration Magnitude Reversibility

 Stockpiles susceptible to erosion by wind and water should be covered with tarpaulins and for large stockpiles, it should be enclosed with side barriers and also covered when not in use. The site should be cleaned promptly after completion.  Construction debris should be disposed at designated spoil site only, far away from water resources and efforts should be made to minimize such waste as far as possible through reuse, reduction, and recycling concepts. 3.9 Handling of Construction D L SS ST R  All workers employed on mixing asphaltic material, cement and Contractor/Supervision Materials concrete will be provided with protective footwear and protective Consultant goggles. Workers, who are engaged in welding works would be provided with welder’s protective eye-shields.  Workers engaged in stone breaking activities will be provided with protective goggles and clothing, and will be seated at sufficiently safe intervals. Toxic chemical will used in accordance with the manufacturer’s instructions.  The Supervision Consultant shall be given at least 6 working days’ notice of the proposed use of any chemical.  A register of all toxic chemicals delivered to the site will be kept and maintained up to date by the contractor. The register will include the trade name, physical properties and characteristics, chemical ingredients, health and safety hazard information, safe handling and storage procedures, and emergency and first aid procedures for the product. 3.1 Closure of Construction D M SS ST R  Contractor will prepare site restoration plans for approval by the Contractor/Supervision 0 Camps Supervision Consultant. The plan will be implemented by the Consultant

SN Environmental Issues Mitigation Measures Responsibility Extent Nature Duration Magnitude Reversibility

contractor prior to demobilization. Upon completion of the works, all temporary structures will be cleared away, all rubbish cleared, excreta or other disposal pits or trenches filled in and effectively sealed off and the site left clean and tidy, at the contractor’s expense, to the entire satisfaction of the Supervision Consultant.  Residual topsoil will be distributed on spoil disposal area, barren areas as identified by the Supervision Consultant in a layer of thickness of 75mm-150mm with proper turfing and vegetation. 4. Biological Environment 4.1 Impact on Flora and The Project will (i) plant trees at the periphery and garden of the Contractor/Supervision Fauna airport in order to increase green cover in the area; (ii) restrict the Consultant Insignificant workers in killing or harassing of birds and wildlife; (iii) securely fence the construction area; and (iv) use non-destructive methods to keep birds away from the TIA area.

4.2 Impact on aquatic ID L SS ST R The Project will (i) adopt construction method that minimizes Contractor/Supervision ecology discharge of cement slurry, earth or construction chemicals into the Consultant water bodies; (ii) protect measures for construction activities around Bagmati River; and (iii) prohibit washing of vehicles in water bodies.

5. Socio-economic and Cultural Environment 4.1 Occupational health and D H SS ST R  The contractor will give priority to employ local workers, Contractor/Supervision safety particularly poor and vulnerable people. Consultant  The contractor will arrange proper camping facility with rooms with good ventilation, natural light, fan, and mosquito net. 75

SN Environmental Issues Mitigation Measures Responsibility Extent Nature Duration Magnitude Reversibility

 Clean drinking water supply, toilets and solid waste management system will be availed to the workers in their camps.  The contractor will (i) restrict use of firewood for cooking and heating and will supply kerosene or gas in the mess of workers; (ii) supply food items to the camps giving priority to local products; (iii) ensure all the workers actor will prepare and implement a safety plan approved by the Supervision Consultant; (iv) supply safety gears to all the workers depending on their nature of work, and make mandatory to use them; (v) keep firefighting facility and first aid box in camps and work sites with facility of a health assistant; (vi) make arrangements with local hospital in case of emergency; and (vii) arrange adequate security with fencing and lighting around camp sites and material storage areas to ensure that unauthorized people and animals do not enter in the area and get exposed to the potential hazards of construction activities.  The contractor will abide with all applicable health and safety measures based on the Department of Health Services’ advisory, WHO guidelines and ADB guidance notes.  The contractor will prepare detailed health and safety plan, including emergency response and preparedness plan and procedures. 4.2 Socially undesirable D M L ST R The Contractor will (i) restrict movement of workers out of camp Contractor/Supervision activities after certain hours in the night; (ii) restrict use of alcohol and Consultant gambling in the camp; (iii) supply water, daily consumable items and communication facility in the camp so as not to create

SN Environmental Issues Mitigation Measures Responsibility Extent Nature Duration Magnitude Reversibility

additional pressure on the local services; (iv) show respect to local tradition and culture; (v) prepare a code of conduct for all project staff, orient them and monitor that these are effectively followed by all; (vi) assign a public relation officer to keep close and regular consultation and coordination with local communities; and (vii) regularly monitor on workers’ behavior and take appropriate action on defiers.

4.3 Properties of D H L LT IR The contractor will take reasonable precautions to prevent workers Contractor/Supervision Archaeological or any other staff from removing and damaging any such article or Consultant Importance object and will, immediately upon discovery thereof and before removal, inform the Supervision Consultant of such discovery and carry out the Supervision Consultant’s instructions for dealing with these, awaiting which all work will be stopped 100m all directions from the site of discovery.

The Supervision Consultant will seek direction from the Archaeological Department before instructing the contractor to recommence work on the site.

4.4 Gender and child labor D H L ST IR The Project will ensure to (i) provide equal wage to male and Contractor/Supervision female for similar nature of work; (ii) restrict use of child below 16 Consultant/Project Office- years of age in labor work (as per the ILO Core Labour Standard); TIA and (iii) provide female friendly construction environment with separate toilet for women, suitable work categorization for women, and recovery room during sickness.

4.5 Health and sanitation D M l ST R Provide sufficient number of toilets in camps and work sites for both Contractor/Supervision male and female; dispose construction debris at designated spoil Consultant 77

SN Environmental Issues Mitigation Measures Responsibility Extent Nature Duration Magnitude Reversibility

disposal site; and initiate garbage collection system by establishing bins at places in the construction area.

4.6 Infection of STDs, and ID H L LT R The Contractor will (i) restrict alcohol, gambling and socially Contractor/Supervision other communicable undesirable activities by workers living in labor camps; (ii) arrange Consultant diseases awareness program to the workers and local communities on STDs and HIV/AIDS; (iii) erect posters on safety practices to prevent from STDs; and (iv) distribute free condoms to workers as a part of educating them.

4.7 Impact of COVID 19 ID H L LT R Mitigating measures include: Contractor/Supervision pandemic  Increasing the frequency of hand washing and surface cleaning. Consultant  Keeping the activity time involved as short as possible.  Using screens or barriers to separate people from each other.  Using back-to-back or side-to-side working (rather than face-to- face) whenever possible.  Reducing the number of people each person has contact with by using ‘fixed teams or partnering’ (so each person works with only a few others). 5 Operation and Maintenance Stage 5.1 Impact on Air Quality D L L LT R  Encourage use of lead free and less pollutant gasoline;  Try to introduce more efficient and direct ATS route, direct STARs, continuous descend approach;  Adopt improved air traffic flow management (ATFM) to avoid unnecessary holding of aircraft on ground and air;  Maintain vehicles and generators regularly;  Shut down combustion engines when not in use;

SN Environmental Issues Mitigation Measures Responsibility Extent Nature Duration Magnitude Reversibility

 Provide adequate buffer zones where pollution concentrations is highest (diesel generator and vehicle parking areas);  Plan suitable green belt around the airport to reduce impact of air pollution; and  Allow within the airport premises only those vehicles with green sticker confirming to emission standard. 5.2 Noise Nuisance D H L LT R • Adopt the ICAO suggested measures to reduce noise; • Develop regulations to avoid developments in the air funnel zone enforced by CAAN in coordination with the municipality; • Declare airport as horn restricted area; • Use noise dampening materials such as thin rubber/lead sheet for wrapping the work places like compressor room, DG room; and • Provide ear plugs for persons working in noisy areas to reduce noise impacts. 5.3 Impact on Water D M L LT R • Take proper care not to extract water in excess of recharge TIA/CAAN Resources rate; • Promote use of water efficient systems in its facilities; • If required, adopt roof-top rain harvesting system. 5.4 Wastewater IN Lo L LT R • Collection of waste water and treatment of waste water in TIA/CAAN Management Sewage Treatment Plant (STP); • Efficient operation of STP will be ensured. • Avoid spillage of fuel and lube oil and storing them on concrete floor. • Solid waste collection and disposal as per Solid Waste Management Rule 2013. 79

SN Environmental Issues Mitigation Measures Responsibility Extent Nature Duration Magnitude Reversibility

• Regular testing and analysis of treated waste water from STP to ensure effectiveness of STP and compliance of discharge standards. 5.5 Impact on ecology IN M L LT IR • Compliance of all standards prescribed by the ICAO during TIA/CAAN operation of aircrafts by preventive maintenance and monitoring; • Proper traffic management plan will be prepared to ensure that there is no traffic congestion at in front of new terminal building. It will help in reduction of vehicular emissions from the airport. • Ground vehicles at the airport will be maintained and have a “Pollution Under Control” certificate; • Development of greenery and landscaping at the airport for improving ambient air quality. • Monitoring of ambient air quality/ source emissions will be carried out as per monitoring plan. 5.4 Solid Waste D H L LT IR • Solid waste from the airport is currently collected in bins located TIA/CAAN Management at various points within the airport. • Third party collects the waste and transports to municipal waste disposal site. These measures will be continued. • The vehicles transporting waste will be adequately covered to prevent spillages during transportation; collection bins will be regularly sprayed with disinfectants; and sludge will be dried and reused as soil conditioner in the garden or agriculture field. 5.5 Spread of (i) Follow ICAO provision and international health regulation 2005. TIA/CAAN Communicable Disease Considerations for public health and social measures in the through Air Travel workplace in the context of COVID-19, 2020 of WHO to prevent, protect, control, and provide a public health response to the

SN Environmental Issues Mitigation Measures Responsibility Extent Nature Duration Magnitude Reversibility

international spread of disease in ways that are commensurate with and restricted to public health risks, and which avoids unnecessary interference with international traffic and trade; (ii) Prepare airport emergency plan including arrangements with hospitals for emergency treatment; and (iii) establish emergency operation center at the airport. 5.6 Firefighting Facility TIA has category IX RFF facility TIA/CAAN

Note:

Nature D = Direct ID = Indirect Magnitude H = High M = Moderate L = Low Extent R = Regional LC = Local SS = Site-specific Duration LT = Long-term (more than 20 years) MT = Medium-term (3-20 years) ST = Short-term (less than 3 years) Reversibility R = Reversible IR= Irreversible 81

C. Environmental Monitoring Program

226. The environmental monitoring program (EMoP) is prepared with the aim to monitor the environmental performance of environmental management plan. The EMoP is planned with the focus on following objectives:

(i) To assess the effectiveness of mitigation measures proposed (ii) To assess the change in environmental quality during construction and operation stage with respect to before the project scenario. (iii) To assess compliance to regulatory requirements (iv) To monitor the status of corrective action taken in case of deviation from the planned measures or regulatory requirements.

227. As Executing Agency (EA), CAAN is responsible for ensuring environmental protection in project activities, whereas project office as implementing agency (IA) is responsible to implement EMP. The IA will conduct baseline monitoring, compliance monitoring and impact monitoring as guided by the GoN provisions and safeguard policy requirement of ADB.

1. Baseline Monitoring

228. A baseline monitoring will be conducted on basic environmental parameters in the area surrounding the proposed project before construction begins, if construction could not begin within three years of the IEE baseline data collection. The baseline monitoring will include but not limited to (i) changes in land use pattern; (ii) changes in vegetation pattern; (iii) increased infrastructure and other services; (iv) demographic and cultural status of the area; and (v) air, water, and noise quality.

2. Compliance Monitoring

229. A periodic sampling method or continuous recording of specific environmental quality indicators or pollution level will be monitored to ensure if (i) mitigation requirements and specifications are included in the design; (ii) adequate budget for implementation of prescribed mitigation measures and monitoring is included in project cost; (iii) mitigation and monitoring requirements in tender document and contract agreement are incorporated; and (iv) contractor complies with the mitigation measures during construction work.

3. Impact Monitoring

230. The impact monitoring detects the changes in environmental parameters and estimates inherent variation within the environment, establishes long-term trends in the natural system, and derives conclusions by making comparison against a standard or target. Impact monitoring will thus include monitoring of (i) construction related safety measures; (ii) loss of vegetation and compensatory plantation; and (iii) likely impacts of the project on environmental and socioeconomic resources.

231. The environmental monitoring program is prepared with the aim to monitor the environmental performance of environmental management plan. The EMoP is planned with the focus on following objectives:

(i) To assess the effectiveness of mitigation measures proposed

(ii) To assess the change in environmental quality during construction and operation stage with respect to before the project scenario. (iii) To assess compliance to regulatory requirements (iv) To monitor the status of corrective action taken in case of deviation from the planned measures or regulatory requirements.

232. The environmental monitoring as indicated in the environmental monitoring plan is envisaged to be conducted once during pre-construction stage, and quarterly during the construction phase for air, water, noise and vibration, borrow areas and quarry sites, and construction sites and construction camps. Weekly monitoring will be conducted for other parameters, or when there are complaints. Once a year monitoring will be done during operation phase until disclosure of project completion report. Table 19 shows the environmental monitoring plan while Table 20 indicates the applicable limit values for environmental quality monitoring parameters.

233. The project office with support of the SC will be responsible for carrying out the environmental monitoring at the project location. A monitoring plan with monitoring indicator and frequency of monitoring is given below. 83

Table 19. Environmental Monitoring Plan for TIA Environmental Standards/ Performance Responsibiliti Monitoring Parameters Location Schedule Component Guidelines Indicator es Pre-Construction Stage Physical Environment

Air quality TSPM, PM10, NOx, SO2, TIA surrounding; National Ambient Air Quality Monitoring report Once prior to Supervision CO2, CO Project sites Standards (NAAQS) for TSP, construction Consultant WHO Air Quality Guidelines (2005) for other parameters Water quality BOD, Turbidity, pH, E. Bagmati River Nepal Water Quality Monitoring report Once prior to Supervision Coli, TSS, Oil and Guidelines for the Protection construction Consultant Grease Receiving creeks / of Aquatic Ecosystems; WB – rivers or other IFC EHS Guidelines 2007 Drinking water quality bodies of water National Drinking Water parameters where identified Quality Standards (NDWQS) borrow and quarry Aquatic ecology and materials will be river / creek morphology sourced Noise and vibration Intensity measurement TIA surrounding; WB – IFC EHS Guidelines Monitoring report Once prior to Supervision Project sites 2007 construction Consultant

Land use pattern Land use pattern, Project area - - Once prior to Supervision soil/slope stability construction Consultant

Biological Environment Avian species Types of avian species TIA area - - Once prior to Supervision construction Consultant

Socioeconomic and Cultural Environment

Demographic Population and Project affected Once prior to Supervision characteristics household including wards - - construction Consultant caste, ethnicity and gender Religion, culture, Rituals, religion Project affected Once prior to Supervision and festivals wards - - construction Consultant

Environmental Standards/ Performance Responsibiliti Monitoring Parameters Location Schedule Component Guidelines Indicator es Cultural and Temples, historical sites Project affected Once prior to Supervision religious wards - - construction Consultant monuments Construction Stage

Air quality TSPM, PM10, PM2.5, Campsites, National Ambient Air Quality Should be the Quarterly Supervision NO2, SO2, CO Kandaghari – Shiva Standards (NAAQS) for TSP, same as baseline Consultant Basti Road section WHO Air Quality Guidelines before start of (2005) for other parameters construction Water quality BOD, pH, E. Coli (total Bagmati River; Nepal Water Quality Should be the Quarterly Supervision coliform bacteria), TSS, Drinking water at Guidelines for the Protection same as baseline Consultant oil and grease construction sites of Aquatic Ecosystems; WB – before start of IFC EHS Guidelines 2007 construction Drinking water quality National Drinking Water parameters Quality Standards (NDWQS)

Aquatic ecology and Receiving creeks / river / creek morphology rivers or other bodies of water where identified borrow and quarry materials will be sourced Noise and vibration (1 hr Leq dB(A)) TIA area, Quarry WB – IFC EHS Guidelines Should be the Quarterly Supervision sites 2007 same as baseline Consultant before start of construction Borrow Areas and Location, drainage Borrow areas, Site observation, discussion Visual Quarterly Supervision Quarry Sites condition, siltation, quarry sites location with workers and local people observation Consultant erosion, spoil management, etc. Construction Sites Proper siting of food At Storage area Monitoring of: Check sanitation/ Quarterly Supervision and Construction stalls, camp sanitation and construction 1. Storage Area drainage and Consultant Camps facilities camps 2. Drainage arrangements standards of 3. Sanitation in Construction camp sites and Camps bring up to level of satisfaction of SC 85

Environmental Standards/ Performance Responsibiliti Monitoring Parameters Location Schedule Component Guidelines Indicator es Storage of fuel, oil, Regular site inspections At work sites and Visual observation No spills, Weekly as Supervision bitumen, etc. to ensure material is construction camp. leakages applicable to Consultant stored within bunded schedule of area. Visual inspection works and on of spill kit for receipt of any completeness and complaints. accessibility. Vehicle and Regular inspections to At and near work Visual observation No accidents Weekly Supervision pedestrian safety check that TMP is sites occurred; no inspection as Consultant implemented correctly complaints applicable to (e.g. flags and received schedule of diversions in place) and works and on workers wearing receipt of any appropriate personnel complaints. protective gear. Inspections to ensure signs and fences restricting access are in place and pedestrian diversion routes clearly marked (whether for access to a building or home or particular route). Occupational Health Inspections to ensure At work sites Site observation No OHS related Weekly Supervision and Safety workers have access to accidents inspection as Consultant and are wearing (when applicable to required) appropriate schedule of personnel protective works and on equipment (e.g. for receipt of any handling hazardous complaints. materials). WB/IFC Guidelines have been implemented.

Environmental Standards/ Performance Responsibiliti Monitoring Parameters Location Schedule Component Guidelines Indicator es Employment Number of people TIA area ILO Core Labour Standard No complaints Quarterly Supervision employed Consultant Male/female population supported by involved in construction Contractor works, salary scale, child labour Solid waste Waste management Construction sites; Waste Management Rules, No scattered Weekly Supervision management system Camp sites 2013 solid waste Consultant Operation Stage

Air quality TSPM, PM10, PM2.5, NO2, TIA area National Ambient Air Quality Within national Once in a year TIA/CAAN SO2, CO Standards (NAAQS) for TSP, standard WHO Air Quality Guidelines (2005) for other parameters Water quality BOD, pH, E. Coli (total TIA drinking water Nepal Water Quality Within national Once in a year TIA/CAAN coliform bacteria), TSS, Guidelines for the Protection standard oil and grease of Aquatic Ecosystems; WB – IFC EHS Guidelines 2007 National Drinking Water Quality Standards (NDWQS) Noise level Intensity measurement TIA area WB – IFC EHS Guidelines Within national Once in a year TIA/CAAN 2007 standard

Waste Disposal Biodegradable/non- TIA area Solid Waste Management Solid waste being Once in a year TIA/CAAN biodegradable waste Rules, 2013 collected and taken to approved disposal site (e.g. landfill) Wastewater Proper disposal of TIA area WB – IFC EHS Guidelines No sewer Once in a year TIA/CAAN management wastewater 2007 overflows CAAN = Civil Aviation Authority of Nepal; SC = Supervision Consultant; TIA = Tribhuvan International Airport.

Table 20. Applicable Limit Values for Environmental Quality Monitoring Parameters Environmental Monitoring Averaging Applicable Limit/ Unit Standards / Guidelines Component Parameters Period Guideline Value Air quality TSPM 24-hour 230 µg/m3 Nepal’s Ambient Air Quality Standard 3 PM10 24-hour 50 µg/m WHO Air Quality Guidelines (Global Update 2005) 3 PM2.5 24-hour 25 µg/m WHO Air Quality Guidelines (Global Update 2005) 3 NO2 24-hour 80 µg/m Nepal’s Ambient Air Quality Standard 1-hour 200 µg/m3 WHO Air Quality Guidelines (Global Update 2005) 3 SO2 24-hour 20 µg/m WHO Air Quality Guidelines (Global Update 2005) 10-minute 500 µg/m3 WHO Air Quality Guidelines (Global Update 2005) CO 8-hour 10,000 µg/m3 WHO Air Quality Guidelines (Second Edition 2000) Water quality Wastewater BOD 30 mg/l WB - IFC EHS Guidelines 2007 pH 6-9 pH WB - IFC EHS Guidelines 2007 E. Coli (total 400 MPN/100 ml WB - IFC EHS Guidelines 2007 coliform bacteria) TSS 50 mg/l WB - IFC EHS Guidelines 2007 Oil and Grease 10 mg/l WB - IFC EHS Guidelines 2007 Drinking water

National Drinking Water Quality Turbidity 5 (10)** NTU Standards (NDWQS) National Drinking Water Quality pH 6.5-8.5* Standards (NDWQS)

Environmental Monitoring Averaging Applicable Limit/ Unit Standards / Guidelines Component Parameters Period Guideline Value National Drinking Water Quality Color 5 (15)** TCU Standards (NDWQS) Would not be National Drinking Water Quality Taste & Odor objectionable Standards (NDWQS) Total Dissolved National Drinking Water Quality 1000 mg/l Solids Standards (NDWQS) Electrical National Drinking Water Quality 1500 μc/cm Conductivity Standards (NDWQS) National Drinking Water Quality Iron 0.3 (3)** mg/l Standards (NDWQS) National Drinking Water Quality Manganese 0.2 mg/l Standards (NDWQS) National Drinking Water Quality Arsenic 0.05 mg/l Standards (NDWQS) National Drinking Water Quality Cadmium 0.003 mg/l Standards (NDWQS) National Drinking Water Quality Chromium 0.05 mg/l Standards (NDWQS) National Drinking Water Quality Cyanide 0.07 mg/l Standards (NDWQS) National Drinking Water Quality Fluoride 0.5-1.5* mg/l Standards (NDWQS) National Drinking Water Quality Lead 0.01 mg/l Standards (NDWQS) National Drinking Water Quality Ammonia 1.5 mg/l Standards (NDWQS) National Drinking Water Quality Chloride 250 mg/l Standards (NDWQS) National Drinking Water Quality Sulphate 250 mg/l Standards (NDWQS) National Drinking Water Quality Nitrate 50 mg/l Standards (NDWQS) 89

Environmental Monitoring Averaging Applicable Limit/ Unit Standards / Guidelines Component Parameters Period Guideline Value National Drinking Water Quality Copper 1 mg/l Standards (NDWQS) Total Hardness 500 mg/l National Drinking Water Quality Standards (NDWQS) Calcium 200 mg/l National Drinking Water Quality Standards (NDWQS) National Drinking Water Quality Zinc 3 mg/l Standards (NDWQS) National Drinking Water Quality Mercury 0.001 mg/l Standards (NDWQS) National Drinking Water Quality Aluminum 0.2 mg/l Standards (NDWQS) National Drinking Water Quality Residual Chlorine 0.1-0.2* mg/l Standards (NDWQS) National Drinking Water Quality E-Coli 0 MPN/100ml Standards (NDWQS) Total Coli form 95 % in sample MPN/100ml National Drinking Water Quality Standards (NDWQS) Noise Noise level, Daytime (07:00- 70 One-hour WB - IFC EHS Guidelines 2007 industrial/commer 22:00) LAeq (dBA) cial Nighttime (22:00 70 One-hour WB - IFC EHS Guidelines 2007 – 07:00) LAeq (dBA) Noise level, Daytime (07:00- 55 One-hour WB - IFC EHS Guidelines 2007 residential, 22:00) LAeq (dBA) institutional, Nighttime (22:00 45 One-hour WB - IFC EHS Guidelines 2007 educational – 07:00) LAeq (dBA)

D. Estimated EMP Budget

234. Cost for implementation of EMP is estimated, which will be included in the project cost.

1. Cost of Mitigation Measures

235. Mitigation cost does not include cost required for engineering construction works, which will be included in civil works bill of quantities (BOQ). Other costs for implementing EMP measures are presented below.

Table 21. Estimated Cost for Environment Protection Measures Total Cost SN Particulars Unit Cost (NRs) Remarks (NRs) Greenery improvement of surrounding 1 environment; tree plantation as Lump sum 300,000.00 vegetative means of sound barrier. Sign board on safety and HIV/AIDS, 2 Lump sum 300,000.00 COVID 19 awareness Contractor’s 3 Insurance of workers BOQ Occupational Health and Safety Contractor’s 4 measures BOQ Based on Social DDR (It Skill development training for affected will be based 5 5,000,000.00 persons on Training Need Assessment) Miscellaneous environment protection 6 500,000.00 measures Total 6,100,000.00

2. Environment Monitoring Cost

236. Environmental monitoring activities will be conducted by a Environmental Management Unit (EMU) formed within Project Office at TIA. Estimated cost for monitoring by the Project is provided below.

Table 22. Estimated Cost for Environmental Monitoring by EMU (Construction Stage) SN Description Unit Quantity Rate(NRs) Total Amount 1 Personnel Environmental specialist (focal M/M 18 125,000.00 2,250,000.00 person of SD, intermittent involvement for project period) Sociologist (intermittent M/M 6 100,000.00 600,000.00 involvement for project period) Other experts as and when M/M 6 100,000.00 600,000.00 required 91

SN Description Unit Quantity Rate(NRs) Total Amount Support staff for supporting Lump sum Lump sum 300,000.00 SD Subtotal (A) 3,750,000.00 2 Office establishment month 18 _ CAAN will provide office space 3 Furniture _ CAAN will share the facilities 4 Office supplies/ consumables Lump sum 200,000.00 5 Facilitation cost for inter- Lump sum 300,000.00 agency monitoring team (transportation, per diem) Subtotal (B) 500,000.00 Total (A+B) 4,250,000.00

3. Summary of EMP Implementation Cost

237. Table below presents the summary of cost for implementation of EMP.

Table 23. Summary of Cost for EMP Implementation SN Activities Estimated Cost (NRs) 1 Environmental protection measures 6,100,000.00 2 Environmental monitoring 4,250,000.00 Total 10,350,000.00

VIII. PUBLIC CONSULTATION, PARTICIPATION AND INFORMATION DISCLOSURE

238. This report has been prepared with an application of specific methods and procedure. A desk study of the final design of TIA investment component and drawings was undertaken before field visit.

239. A field visit of TIA along with a transect walk of the project sites (i.e. Hangar Aprons, Parallel Taxiway) was conducted by Environment Specialist and Social Development Specialist and assisted by Deputy Team Leader. Before site visit, a consultative meeting was held with relevant CAAN officials. Likely environmental and social impacts were identified during the field observation and discussed with CAAN officials. Since the time was suffered with lockdown due to COVID-19 pandemic, live consultation with the neighboring community was not possible thus telephone consultation was made with the key respondents like Ward Chair of the Ward no. 32 of Kathmandu Metropolitan city, and knowledgeable persons representing local communities of ward no 8 and 9 of Kageshwari Manohara Municipality.

240. As part of IEE of TIA IC consultation meetings were organized at the offices of affected wards i.e. Ward number 32 of Kathmandu Metropolitan City (KMC) and Ward numbers 8 and 9 of Kageshwari Manahara Urban Municipality (KMUM) on 24th July 2020. This was facilitated by the representative (Civil Engineer) of Air Transport Capacity Enhancement Project/CAAN and Environment Specialist and Social Development Specialist of TA Consultant (ADPI/GEOCE) in

the presence of ward chairpersons, ward members, public and local knowledgeable persons. Information about the proposed improvement works of TIA IC and environmental considerations were shared in the meetings. The meeting also suggested to reduce disturbances to the local community due to movement of construction materials transporting vehicles, equipment and machinery, waste disposal, noise, dust pollution etc. which needs to be paid proper attention and if construction performed at night time. The list of people who attended the meetings is shown in Annex 9.

241. Main concerns explored and discussed in these meetings are summarized as below: (I) Ward Office, Ward Number 32, Kathmandu Metropolitan City, 1. Appreciated description of the proposed TIA investment component by the participants; 2. Impact from using Kadaghari – Shiva Basti road for construction materials transportation and other construction related activities by contractor; 3. Heavy trucks and tippers will damage the existing road by which vehicle accident may occur, small vehicles like cars and motorbike will have a problem to ply comfortably. 4. Suggested to maintain coordination with the concerned ward offices at different stages of construction. 5. Suggested to minimize the direct influence of noise, dust, spoils and other construction associated hindrance to the local people. 6. Pollution control, avoid the road accident, fix time for materials transporting truck and tipper operation, maintenance of greenery around the perimeter area will be successful if the communities also acknowledge to take part.

(II) Ward Office, Ward no. 9 (Gothatar), Kageshwori Manahara Urban Municipality

1. Impacts on perimeter roads due to continuing construction Projects at TIA.

242. There were no impacts of perimeter road construction in this area, but the overflow of airport rain water from nearby Buddha Air hangar disturbed the Kadaghari - Shivabasti road as it cause dirt and mud spill on the road. The noise generated from the heavy machine used for construction disturbed the adjoining area which is in height. Similarly there is air pollution from helicopter since the helipad is nearby this settlement.

2. Impact from the using Kadaghari – Shiva Basti road by contractor for transporting materials

243. Damage of road, dust and noise pollution, probability of accident and traffic jam since this road has long connectivity in the interior parts of the neighborhoods on the east side of TIA. Transporting construction material covering the truck, regular maintenance of road, demarcation of Khahare (local stream) and gully control through retaining walls, pollution and dust control are the measures to mitigate the adverse impact.

3. Adverse impact by carrying construction materials through public roads besides Kadaghari Shiva Basti road

244. Traffic congestion and obstacle to the pedestrians is anticipated adverse impacts of the plying of material carrying vehicles. The outlet of airport drain is just nearby the Khahare area that sometimes erodes the edges of road formation and community land.

4. Foot path construction, zebra crossing, bus stop, streetlight 93

245. Grievances are being amicably addressed by CAAN. All grievances are conveyed through local political representatives to CAAN to give prompt decision to sort out all issues in time. Best task was observed during the time of overflow of drain water from the airport to the community that CAAN corrected immediately all construction works and paid compensation to the affected families.

246. General Suggestions. Provision of safety measures such as footpath construction, installation of traffic lights, speed control of vehicles, regulating tipper and loaded truck plying time, river training and management to control road cutting by the Khahare flood.

(III) Ward Office, Ward No 8, Kageshwori Manahara Urban Municipality

1. Impacts on perimeter roads due to construction Projects at TIA.

247. There is no direct connection with the outer perimeter road in this ward but having been a long chain of transport system (from Jorpati, Kathmandu to Surya Binayak, Bhaktapur) traffic jam has been observed time and again in the Kadaghari to Baudha road section.

2. Impact from the use of Kandaghari – Shiva Basti road by contractor

248. It is reported that there will be a high chance of traffic congestion.

3. Adverse impact by carrying construction materials through public roads besides Kadaghari Shiva Basti road

249. Noise, dust and air pollution as adverse impacts can be envisaged on the basis of past experiences. The beneficial impacts as temporary employment for the local labor force during construction and maintenance of public road will serve the local people for easy movement.

Information dissemination from CAAN to the local community:

250. Public related issues mostly construction of perimeter roads were put to the Ward Office by CAAN. The stakeholders put their opinion to improve social benefits and to reduce adverse impacts with CAAN personnel through peoples’ representatives. General information about the project was published in different national daily newspapers. Interactive meeting and consultation with affected people were held time and again initiated by CAAN. People are well informed about the ongoing projects and have no grievances.

251. Grievances are being amicably addressed by CAAN. All grievances are reported through local peoples’ representatives that forced CAAN to give prompt decision to sort out all issues in time. Best task was observed during the time of overflow of drain water from the airport to the community that CAAN corrected immediately all construction works and paid compensation to the affected families.

Suggestions:

252. The road safety measures such as footpath construction, installation of traffic lights, speed control of vehicles, regulating tripper and loaded truck plying time, Khahare (local stream) river training and management to control road cutting by the occasional Khahare flood.

253. It is essential that CAAN's project office of TIA investment component (i.e. Project Office TIA) will conduct public consultation prior to construction and regular consultation meetings during construction with the concerned stakeholders including local communities in the neighborhood. The project will update the project status and address environmental issues if found during construction and will apply the measures of solution.

254. CAAN's project office of TIA investment component of SDP will continuously disclose information among the community people throughout the project implementation. The contractors will be abiding with the social responsibilities to comply social safeguard measures.

255. The IEE report of the proposed improvement works at TIA will be disclosed on the ADB website. It will also be disclosed on CAAN’s website for public information and suggestions. CAAN, through its supervision consultant will prepare biannual environmental monitoring reports during construction and annual environmental monitoring reports during operation phase. These reports will be sent to ADB for disclosure on their website. Recommended outline of the environmental monitoring report is in Annex 11.

256. During project implementation in order to avoid all types of adverse impacts and to compliance monitoring regular interagency consultation will take place. The project office will organize consultative meeting to review the compliance monitoring progress and to disseminate information to the concern stakeholders.

IX. GRIEVANCE REDRESS MECHANISM

257. The Grievance Redress Mechanism (GRM) of the project will receive, evaluate, and facilitate the resolution of affected people’s concerns, complaints, and grievances related to the implementation of the project. During the construction period, grievances could be addressed in following manner. (i) First level. The first level and most accessible and immediate contact for the fastest resolve of grievances are the contractor, and supervision consultant (SC) on site. Prior to construction of any works, the representative of project will inform local community to about the Project. If any complaints arise during implementation, the contractor, consultant can immediately resolve the complaint on site. The contractor may seek the assistance of the consultant's safeguards specialists (the environmental specialist or social safeguards specialist) to resolve the issue. Any person with a grievance related to the project works can contact the project office to file a complaint. It is anticipated that the project office will have a social safeguards focal person to field and resolve complaints. The safeguards focal person will document the complaint, and immediately address and resolve the issue within 1-2 days, if the complaint remains unresolved at the field level. The safeguards focal person will fully document the following information: (i) name of the person; (ii) date complaint was received; (iii) nature of complaint; (iv) location; and (v) how the complaint was resolved. (ii) Second level. If the grievance remains unresolved; the safeguard specialist of SC will forward the complaint to the safeguards focal person of the project office. The person filing the grievance will be notified by SC safeguards focal person that the grievance was forwarded to the project office. The project office will address the grievance. Grievances will be resolved through continuous interactions with affected persons, and the project office will answer queries and resolve grievances 95

regarding various issues including environmental or social impacts. Corrective measures will be undertaken at the field level by the project safeguards focal person within 7 days. He/she will fully document the following information: (i) name of the person; (ii) date complaint was received; (iii) nature of complaint; (iv) location and (v) how the complaint was resolved.

(iii) Third level. In the event that a grievance is not addressed by the contractor, SC, project office, the affected person can seek legal redress of the grievance to higher authority or even in the appropriate court. The GRM however does not prevent affected persons from seeking legal redress at any time.

Figure 17. Grievances Resolution Steps and Processes

Grievances

1-2 days st 1 Level Grievances Contractor, SC Grievance Redressed

Not Redressed

2nd Level Grievances Project Office 7 days TIA Grievance Redressed

Not Redressed

3rd Level Grievances Higher Authority/ Court of Law

Note: CAAN = Civil Aviation Authority of Nepal, SC = Supervision Consultant, TIA = Tribhuvan International Airport.

X. CONCLUSION AND RECOMMENDATIONS

258. The findings of environment assessment of TIA Investment Component (i.e. hangar aprons and parallel taxiway) indicate that impacts are unlikely to cause any significant environmental impacts. Most of the impacts are likely to occur during construction stage, are temporary in nature, and can be mitigated to minor to negligible residual impacts.

259. The sites of hangar aprons and parallel taxiways have been selected based on master plan of TIA. The sites are located in the existing lands of TIA owned by CAAN. The sites are not near any protected or sensitive areas or of any historical or archeologically protected areas. Similarly, there is no need for cutting of trees.

260. Considering that the proposed site is not environmentally sensitive and scale and scope of work are confined and limited, the project is categorized as Category B as per ADB Environmental Assessment Guidelines, 2003 and Safeguard Policy Statement, 2009. No categorization is made under environmental legislation of Nepal, since these small areas do not require any environmental clearance in accordance to Environment Protection Act, 2019 and Environment Protection Rules, 2020.

261. The impacts identified are mostly related to demolition of existing structures for relocation; land clearing for site works;, shifting of utilities; establishment of contractors temporary facilities such as office, laboratory, plants, equipment yards, labour camps/dormitories, material storage areas; occupational health and safety; dust and noise emission; disruption of utilities; generation of construction debris, and transportation of materials. All identified impacts are either eliminated or minimized through design consideration and suitable mitigation measures.

262. The EMP including monitoring plan has been formulated to eliminate or reduce the abovementioned negative impacts and enhance the positive impacts during pre-construction, construction and operation stages of the proposed improvement works. The EMP including EMoP has been formulated to eliminate or reduce the abovementioned negative impacts and enhance the positive impacts during pre-construction, construction and operation stages of the proposed improvement works. Total budget for implementation of EMP is estimated at approximately USD 84,725.00 (including social enhancement measures cost).

263. The beneficial impacts of the project comprise creation of employment opportunities, increase in economic activities, and enhancement of landscape of airport.

264. Based on the findings of this study, the following items are recommended:

(i) Ensure that the proposed mitigation measures including occupational and community Health & Safety will be included in the contract document and implement accordingly. (ii) With incorporation of the updated baseline data, the EMP will need to be updated during finalization of detailed design of the proposed improvement works. Adequate mitigation measures are proposed for implementation in the form of an environmental management plan which will be implemented during construction. Contractor will be required to comply with the EMP.

265. Considering that this project is not under any category under GoN and category B under ADB SPS, this IEE is sufficient as the environmental assessment for this project. Other than updating the EMP during detailed design, no further detailed studies are required. 97

ANNEXES

98 Annex 1

ANNEX 1 – RAPID ENVIRONMENTAL ASSESSMENT CHECKLIST

AIRPORTS Country/Project Title: Nepal: Airport Capacity Enhancement Sector Development Program (SDP) Sector Division: ADB, Nepal Resident Mission, South Asia Regional Department TIA in Kathmandu and GBIA in Bhairahawa1

Screening Questions Yes No Remarks A. Project Siting Is the project area adjacent to or within any of the following environmentally sensitive areas? . Cultural Heritage Site √ TIA TIA is an existing airport with no additional land acquisition involvement. Pashupatinath Temple area is the immediate north-west vicinity of TIA, but the airport does not offer any impact to this heritage site. Pashupatinath Temple is located at about 1 km north-west from TIA. GBIA Lumbini, the birthplace of Lord Buddha and a world heritage site is about 20 km away from GBIA. . Protected Area √ No protected area (wildlife sanctuaries, national parks, ecological parks, reserved forests, or other protected areas) is located close to any of the two airports. . Wetland √ . Mangrove √ . Estuarine √ . Buffer Zone of Protected Area √ . Special Area for Protecting √ Biodiversity B. Potential Environmental Impacts Will the project cause……….

1 The investment components of SDP include Nepal Airlines and Nepal Army Hangar Aprons at TIA and new Terminal T2 at GBIA. Annex 1 99

Screening Questions Yes No Remarks . Encroachment on precious ecology √ TIA resulting in loss or damage to In case of TIA, there will be no terrestrial or aquatic habitats (e.g., encroachment on precious ecology. wetlands or sensitive or protected GBIA areas)? In case of GBIA, there is no precious ecology in close vicinity of the airport site. . Encroachment on historical/cultural √ No historical/cultural monuments are monuments or areas? located close to any of the airports. . Decrease in value of land in the area √ TIA due to noise and other nuisances In case of TIA, public are accustomed such as traffic congestion and to the airport. Locals indicated that land degradation of environmental prices are in increasing trend. aesthetics? GBIA The land price is in an increasing trend due to the upgrading of GBIA to an international standard. Price has almost quadrupled in the vicinity of airport since last three years. CAAN has acquired lands for development of GBIA as per the Master Plan. The land acquisition process in part where new Terminal T2 will be located is on-going and almost in final stage.  Dislocation or involuntary √ TIA resettlement of people? In TIA no land acquisition involved. Hence, no dislocation or involuntary resettlement issue is involved. GBIA In GBIA, no dislocation or involuntary resettlement issue is involved.  Disproportionate impacts on the √ poor, women and children, IPs or other vulnerable groups?

100 Annex 1

Screening Questions Yes No Remarks  Noise and vibration disturbances? √ TIA At TIA, settlements are at considerable distance, but some noise and vibration disturbance still will be there for fringe settlements along Outer Perimeter Road. The road ultimate linked with Kandaghari – Shiva Basti Road, which runs along east side of TIA will serve as the main route for transportation of construction materials and equipment and access to the Hangars Aprons sites. GBIA At GBIA, the nearest settlement is at least 200 m distance of the airport. Other settlements in the east, west and south are about 1 km away from the airport The ambient noise level is likely to increase during construction phase but it will be confined to short distance and temporary in nature.  Short-term ecological disturbances √ Not significant, and will be confined to such as soil erosion, water quality construction site. deterioration (surface and Air pollution due to dust generation groundwater), air pollution, noise and from transportation of construction vibrations from construction materials, earth work and gaseous equipment? emissions from construction vehicle/equipment movement is anticipated. Water pollution from discharges at construction camp and soil contamination from maintenance activity of construction equipment is anticipated. However, these impacts are likely to be of temporary nature and can be mitigated with appropriated measures  Creation of slum communities √ No slum communities were created following airport construction? around TIA and GBIA due to their construction.  Risks and vulnerabilities related to √ Not significant, and is confined to occupational health and safety due construction site, and workers camp. to physical, chemical, biological, and The contracts will be ICB and the site radiological hazards during project will be managed as per requirements construction and operation? prescribed in contract agreement.  Communicable disease hazards? √ Low risk and can be mitigated.  Accidental disruption of utilities? √ Few utilities will require relocation. Annex 1 101

Screening Questions Yes No Remarks  Traffic congestion at airport access √ TIA and exit? In case of TIA, Ring Road is the only access for public. The sites will be accessible from Ring Road (for parallel taxiway) and outer perimeter road (for Hangars Aprons). There will be certain traffic congestion on Ring Road, but this can be mitigated with construction traffic management (e.g. time card for transport of construction materials). GBIA In case of GBIA, the site of T2 will be accessible from Bhairahawa-Lumbini Road, hence no traffic congestion at airport access which is a dedicated route from urban road in Bhairahawa.  Short-term air quality degradation √ due to dredging-related operations?  Noise and vibration due to aircraft √ TIA take-off and landing? It being highly trafficked operational  airport noise and vibration due to aircrafts and take-off cannot be avoided at TIA. GBIA Noise and vibration due to aircrafts will increase with operation of international flights when the airport will start operation. However the airports require aircraft to follow noise abatement procedure which establishes noise-preferable routes.  Social conflicts if workers from other √ TIA regions or countries are hired? In case of TIA there are no affected households. GBIA In case of GBIA, preference will be given to engage workers from affected households, as appropriate.  Large population influx of √ construction causes increased burden on social infrastructure and services (such as water supply and sanitation systems)?  Hazards to traffic on highways near √ No such situation exists at either of the airport due to proximity of planes airport taking off and landing?

102 Annex 1

Screening Questions Yes No Remarks  Risks to community health and √ safety due to the transport, storage, and use and/or disposal of materials likely to create physical, chemical and biological hazards during construction and operation?  Community safety risks due to both √ accidental and natural hazards, especially where the structural elements or components of the Project (e.g., runways) are accessible to members of the affected community or where their failure could result in injury to the community throughout construction, operation and decommissioning? Considering nature of impacts as defined above, the project is classified as Category “B” as per ADB Environmental Assessment Guidelines, 2003and Safeguard Policy Statement, 2009.

Annex 2 103

ANNEX 2 – NOISE QUALITY GUIDELINES Ambient Noise Level Limits (in Leq dB (A), Nepal) Typical Range of Ldn, Environmental Setting Average Ldn, dBA dBA High Traffic Area 64-86 74.36 Old Residential Area 59-73 66.28 New Residential Area 48-69 62.00 Commercial Cum Residential Area 69-75 72.75 Commercial Cum Tourist Area 59-76 69.25 Source: Nepal Health Research Council, 2003 Guideline values for community noise in specific environments

Time LAmax Specific LAeq Critical health effect(s) base fast environment [dB] [hours] [dB]

Outdoor living area Serious annoyance, daytime and 55 16 - evening Moderate annoyance, daytime and 50 16 - evening Dwelling, indoors Speech intelligibility and moderate 35 16 annoyance, daytime and evening Inside bedrooms Sleep disturbance, night-time 30 8 45 Outside bedrooms Sleep disturbance, window open 45 8 60 (outdoor values) School class Speech intelligibility, disturbance of 35 during - rooms and pre-schools, information extraction, message class indoors communication Pre-school Sleep disturbance 30 sleeping 45 Bedrooms, indoors -time School, playground Annoyance (external source) 55 during - outdoor play Hospital, ward Sleep disturbance, night-time 30 8 40 rooms, indoors Sleep disturbance, daytime and 30 16 - evenings Hospitals, Interference with rest and recovery #1 treatment rooms, indoors Industrial, Hearing impairment 70 24 110 commercial, shopping and traffic areas, indoors and Outdoors

104 Annex 2

Time LAmax Specific LAeq Critical health effect(s) base fast environment [dB] [hours] [dB]

Ceremonies, Hearing impairment (patrons:<5 100 4 110 festivals times/year) and entertainment events Public addresses, Hearing impairment 85 1 110 indoors and outdoors Music through Hearing impairment (free-field value) 85 #4 1 110 headphones/ Earphones Impulse sounds Hearing impairment (adults) 140 #2 - - from toys, fireworks and firearms Hearing impairment (children) - - 120 #2 Outdoors in Disruption of tranquillity #3 parkland and conservation areas Source: WHO, 1999

Annex 3 105

ANNEX 3 – AIR QUALITY GUIDELINES

AMBIENT AIR QUALITY STANDARDS (NAAQS) FOR NEPAL

106 Annex 4

ANNEX 4 – NEPAL’S DRINKING WATER QUALITY STANDARDS AND WATER QUALITY FOR IRRIGATION Maximum Concentration Group Parameter Unit Limits Turbidity NTU 5 (10)** pH 6.5-8.5* Color TCU 5 (15)** Taste & Odor Would not be objectionable Total Dissolved Solids mg/l 1000 Electrical Conductivity μc/cm 1500 Iron mg/l 0.3 (3)** Manganese mg/l 0.2 Arsenic mg/l 0.05 Physical Cadmium mg/l 0.003 Chromium mg/l 0.05 Cyanide mg/l 0.07 Fluoride mg/l 0.5-1.5* Lead mg/l 0.01 Ammonia mg/l 1.5 Chloride mg/l 250 Sulphate mg/l 250 Nitrate mg/l 50 Copper mg/l 1 Total Hardness mg/l 500 Calcium mg/l 200 Zinc mg/l 3 Chemical Mercury mg/l 0.001 Aluminum mg/l 0.2 Residual Chlorine mg/l 0.1-0.2* E-Coli PN/100ml 0 Micro Germs Total Coli form MPN/100ml 95 % in sample Notes: * These standards indicate the maximum and minimum limits. ** Figures in parenthesis are upper range of the standards recommended. Source: Ministry of Physical Planning and Works (Nepal Gazette (B.S. 2063/03/12)

Annex 5 107

ANNEX 5– PROBABLE CONSTRUCTION MATERIALS QUARY SITES / BORROW AREAS Approx Approx. Approx Area of Total Assumed Available S. Name of Location1 Distance Land Qty. Utilizatio Quantity No. Quarry (Km)2 (sq. (cum) n factor4 (cum) m.)3 Janagal-10, 1 Banepa 26 38,500 600,000 0.8 480,000 Banepa 2 Duwakot A 12 62,500 100,000 0.6 60,000 Duwakot-1, 3 Duwakot B Changunarayan 12 80,000 750,000 0.6 450,000 4 Duwakot C 12 62,500 300,000 0.6 180,000 Tinpiple Tinpiple-3, 23 5 22,500 1,000,000 0.7 700,000 Tarkeshwor Chisapani-3, 6 Chisapani 18 12,500 250,000 0.7 175,000 Tarkeshwor 7 Gokarna A 9 10,000 150,000 0.6 90,000 8 Gokarna B 9 12,500 250,000 0.6 150,000 Gokarneshwor 9 Gokarna C 9 12,500 50,000 0.6 30,000 10 Gokarna D 9 20,000 300,000 0.6 180,000 11 Thulodhik-1 Thulodhik Kageshwori- 13 20,000 200,000 0.6 120,000

Manohara 12 Indrayani Indrayani-9, 13 20,000 300,000 0.6 180,000 Shankarapur 13 Ghumarchowk-8, Ghumarchowk Shankarapur 19.5 10,000 600,000 0.6 360,000 /Bajrayogini (Sankhu) 14 Dukuchhap A Dukuchhap-2, 20 75,000 1,000,000 0.5 500,000 Godavari 15 Dukuchhap B Dukuchhap-2, 20 50,000 1,000,000 0.5 500,000 Godavari Total 6,850,000 3,795,000 Source: TIA –Air Transport Project Preparatory Consultancy (ATPPC), Detail Design Draft Material Sourcing Report, 2018

1 Municipality 2 Distance from A04 area including 1 km extra assumed for approach and haulage roads inside construction area and sources. 3 Although the land areas were available in the beginning mentioned as above, certain extractions of material were already done for other projects. Hence only remaining quantity is estimated herein. 4 Depending upon site and terrain condition, type of material available, utilization factors are assumed for the sake of estimation of possible quantity of material that can be supplied from the quarries.

108 Annex 6

ANNEX 6– GUIDELINES FOR WORKERS’ SAFETY DURING CONSTRUCTION Stage and Nature of construction Safety measures expected to be taken by S. Hazard the Contractors and Site Engineers No. 1 Excavation in soft, loose and slushy The Excavation beyond 1.5m to 2m to be soil above 2m depths caving or done in steps of minimum 500mm offsets collapsing of sides. and also planking and strutting should be done. 2 Excavation in slippery area (water Try to dewater the area and spread logged) -the labour may fall or minimum 150mm thick sand layer to avoid machinery on site may slip. slipping 3 Scaffolding – Fall of work–man, This is a very common negligence on the supervision staff part of labour doing scaffolding work. 4 Ladders - The horizontal member The ladders should be strong enough to breaks and the person falls. bear the weight of a labour with materials on Sometimes the top face just rests on head. As for as possible a hand rail should wall and the whole ladder tilts causing be provided at one end. The horizontal an accident. member should be preferably fixed with bolt & nuts or strong nails. When the ladder is placed across a wall the top portion should be tied firmly to a strong support so that the ladder does not move laterally. 5 Dismantling – Dismantled materials When work of demolition is to be taken up may fall on passer-by or the person the area should be closed for all outsiders. engaged in dismantling work may fall The workers engaged in demolition should due to slipping or fall on persons wear safety belts. Helmets must be worn by working below. all the workers engaged in dismantling work. 6 Electrical connections/ cables etc., - The work in such position must be executed HT / LT electric wire passing near the under the strict supervision of a responsible slab structure – while bending, lifting Foreman or a Supervisor. or tying reinforcements the bar benders may sustain electric shock, fatal injury. 7 Electric- connections/cables, etc., - Before taking up the work all available cables below ground may get drawings should be studied, local enquiry to punctured during excavation & thus be made to know the position of cables and electrocute the labour working. work in such area should be got executed Similarly when connecting is in under strict supervision of an experienced progress the punctured cable may Foreman or a supervisor. prove to be fatal to the labour. 8 Construction machinery – Concrete The Mixers with hopper should be operated mixers – Safety precautions. A mixer by an experienced mixer operator and such with hopper tried to be operated by a mixers should not be allowed to be handled helper could not release brake in time by a helper or a labour. thus causing injury to the person near hopper – sometimes fatal one. 9 Bar bending work – Helpers of bar This is a very bad practice. The helpers benders to follow short cut method, should bring the rods to ground with help of throw surplus steel pieces from top lift or rope and pulley. Annex 6 109

Stage and Nature of construction Safety measures expected to be taken by S. Hazard the Contractors and Site Engineers No. floors to ground and may cause fatal injuries.

110 Annex 7

ANNEX 7– SAMPLE INSPECTION CHECKLIST

Site Inspection Checklist

Project Name: Date: Location: Municipality/Ward:

Monitoring/Inspection Findings Comments/Clarifications Questions

1. Supervision and Yes No NA Management On-Site a. Is an EHS supervisor

(Contractor) available? b. Is a copy of the

SEMP available? c. Are daily toolbox talks

conducted on site? 2. The Facilities Yes No NA a. Are there a medical

and first aid kits on site? b. Are emergency

contact details available on-site? c. Are there PPEs

available? What are they? d. Are the PPEs in good

condition? e. Is there firefighting

equipment on site? f. Are there separate

sanitary facilities for male and female workers? g. Is drinking water

supply available for workers? h. Is there a rest area for

workers? i. Are storage areas for

chemicals available Annex 7 111

and with protection? in safe locations? 3. Occupational Health and Yes No NA Safety a. Are the PPEs being

used by workers? b. Are excavation

trenches provided with shores or protection from landslide? c. Is break time for

workers provided? d. How many for each

type of collection vehicle is in current use? 4. Community Safety Yes No NA a) Are excavation areas

provided with barricades around them? b) Are safety signage

posted around the sites? c) Are temporary and

safe walkways for pedestrians available near work sites? d) Is there a record of

treated wastewater quality testing/measurement? 5. Solid Waste Management Yes No NA a. Are excavated

materials placed sufficiently away from water courses? b. Is solid waste

segregation and management in place? c. Is there a regular

collection of solid wastes from work sites?

112 Annex 7

6. Wastewater Management Yes No NA a) Are there separate

sanitary facilities for various types of use (septic tanks, urination, washing, etc.)? b) Is any wastewater

discharged to storm drains? c) Is any wastewater

being treated prior to discharge? d) Are measures in

place to avoid siltation of nearby drainage or receiving bodies of water? e) Are silt traps or

sedimentation ponds installed for surface runoff regularly cleaned and freed of silts or sediments? 7. Dust Control Yes No NA a. Is the construction

site watered to minimize generation of dust? b. Are roads within and

around the construction sites sprayed with water on regular intervals? c. Is there a speed

control for vehicles at construction sites? d. Are stockpiles of

sand, cement and other construction materials covered to avoid being airborne? e. Are construction

vehicles carrying soils and other spoils covered? f. Are generators

provided with air Annex 7 113

pollution control devices? g. Are all vehicles

regularly maintained to minimize emission of black smoke? Do they have valid permits? 8. Noise Control Yes No NA a) Is the work only taking

place between 7 am and 7 pm, week days? b) Do generators

operate with doors closed or provided with sound barrier around them? c) Is idle equipment

turned off or throttled down? d) Are there noise

mitigation measures adopted at construction sites? e) Are neighboring

residents notified in advance of any noisy activities expected at construction sites? 9. Traffic Management Yes No NA a) Are traffic signage

available around the construction sites and nearby roads? b) Are re-routing signage

sufficient to guide motorists? c) Are the excavation

sites along roads provided with barricades with reflectors? d) Are the excavation

sites provided with sufficient lighting at night?

114 Annex 7

10. Recording System Yes No NA a) Do the contractors

have recording system for SEMP implementation? b) Are the daily

monitoring sheets accomplished by the contractor EHS supervisor (or equivalent) properly compiled? c) Are laboratory results

of environmental sampling conducted since the commencement of construction activities properly compiled? d) Are these records

readily available at the site and to the inspection team?

Other Issues:

Prepared by: Name, Designation and Signature Annex 8 115

ANNEX 8–ENVIRONMENTAL COMPLIANCE AUDIT REPORT

CONFIDENTIAL DOCUMENT TIA INVESTMENT COMPONENT – ENVIRONMENTAL COMPLIANCE AUDIT REPORT

2020-08-28

Project: TA-9873 NEP Review of the Investment Component under the proposed Sector Development Program (38349-030) at TIA and GBIA ...... Ref.: 20NP040001-RV-000-G-RPT-013 ...... Phase: Design Review ...... Facility: General ...... Discipline: General ...... Design Package: NA ...... Rev: A...... Status: Issue for approval ......

Unless otherwise expressly stipulated in the contract applicable to the project in reference (the “Project”), intellectual property rights on ADP Ingénierie’s creation are granted to the Client for the purpose of the Project only. Any copy, modification, reproduction, or disclosure to third parties of the whole or part of the information herein, otherwise than for the Project, shall be subjected to ADP Ingénierie’s prior written authorization. ADP Ingénierie shall keep the right to utilize and publish material related to the Project, including but not limited to any picture, image, photographs, drawings of the Project design, for the purpose of its own commercial references. Any such publication or distribution of the documents made by the Client shall explicitly bear ADP Ingénierie’s name and the documents shall be referred to as a creation of ADP Ingénierie. The working methods and know-how used by ADP Ingénierie for the provision of the services shall always remain its exclusive intellectual property.

Reference Sheet

To: Asian Development Bank Address: 6 ADB Avenue, Mandaluyong City, 1550 Metro Manila, Philippines

Issued by: ADP Ingénierie Address: Orly Zone Sud Bâtiment 641 91204 ATHIS MONS CEDEX FRANCE

Tel.: Fax:

Website: Contact:

Document history

Date Revision Author Comments Approval

28 Aug 2020 KARKI Shiv Shanker Issue for approval JOUANIN Xavier Environment Specialist Team Leader

Name Position Signature Date

Prepared by KARKI Shiv Shanker Environment Specialist 28 Aug 2020

Checked by SINGH Narayan Deputy Team Leader 28 Aug 2020

Approved by JOUANIN Xavier Team Leader 28 Aug 2020

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Summary

1 - Introduction 121 1.1 Purpose of the report 121 1.2 Scope and Methodology 122 1.3 Project Description 122 1.4 Project Implementation Arrangement 123 1.5 Project Implementation Status 123 1.6 TIA Investment components under SDP 128 1.7 Scale of Proposed Intervention of TIA IC 128 1.8 Status of Existing Facilities to be affected at TIA 129 2 - Summary of Environmental Monitoring 132 2.1 Environmental Monitoring 132 2.2 Summary of Inspection Activities 133 3 - Summary of Social and Resettlement Monitoring 134 4 - Consultation 135 4.1 Public/Stakeholder Consultations during Implementation of ATCEP 135 5 - Compliance with Grant Agreement, Project Administration Manual, Work Contract Agreement and EMP 137 5.1 Compliance with Grant Agreement and Project Administration Manual 137 5.2 Compliance with Work Contract Agreement 138 5.3 Compliance with EMP 139 6 - Conclusions and Recommendations 141 Annexes 142

Acronyms & abbreviations

ADB – Asian Development Bank

ATCEP – Air Transport Capacity Enhancement Project

ATPPC - Air Transport Project Preparatory Consultant

BOQ – Bills of Quantity

CAAN – Civil Aviation Authority of Nepal

CNS/ATM-Communication, Navigation and Surveillance/Air Traffic Management

CSC- Construction Supervision Consultant

DDCS – Detail Design and Construction Supervision

EMR-Environmental Monitoring Report

ICB-International Competitive Bidding

IEE – Initial Environmental Examination

ITB – International Terminal Building

NCB - National Competitive Bidding

PT - Parallel Taxiway

RFFS – Rescue and Fire Fighting Services

SDP – Sector Development Program

SPS – Safeguard Policy Statement

TIA - Tribhuvan International Airport

TIA IC – Tribhuvan International Airport Investment Component

TOR – Terms of References

TWY – Taxiway

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USD – United States Dollar

1 - Introduction

1.1 Purpose of the report

The objective of this environmental safeguards compliance audit report (ECAR) is to assess compliance of the Air Transport Capacity Enhancement Project (ATCEP) with the Asian Development Bank’s (ADB’s) Safeguards Policy Statement (SPS), 2009. ATCEP was implemented from December 06, 2010 to December 31, 2018 under ADB loan and grant [ADB Loan No 2581-NEP (SF) & Grant No 0181-NEP (SF). Since then works of ATCEP are under implementation by CAAN using own resources.

This type of report is prepared annually and disclosed on ADB’s website as per the requirements of the loan agreement. Furthermore this compliance report also fulfils ADB’s SPS requirement on safeguards compliance audit for projects with existing facilities/activities when preparing an Additional Financing (AF) project. During project preparation, it was assessed that ATCEP did not lead to significant environmental impacts. It was categorized as “B” for environment. An Initial Environmental Examination (IEE), which included an Environmental Management Plan (EMP) was prepared during project preparation (i.e. TA- NEP-7031: Preparing the Civil Aviation Airport Project) in 2009 and implementation of this EMP has been carried out during the implementation of ATCEP.

In case of ATCEP, this report: (i) evaluates the progress of the implementation of the environmental management plan (EMP), (ii) evaluates the progress of the implementation of the social impacts mitigation measures; (iii) detects non-compliances and recommends corrective actions, and (iv)identifies unanticipated impacts and recommends necessary mitigation measures.

The report also outlines the effects on the existing facilities of TIA in the implementation of TIA IC under the proposed SDP. Such effects will induce removal, relocation of those facilities either temporarily or permanently for the construction of infrastructures – Hangar Aprons and Parallel Taxiway (extension to runway end 02) proposed under TIA IC. The mitigation of environmental impacts such as due to demolition and waste disposal of such existing facilities are already addressed in the Environment Management Plan of IEE study of TIAIC. The cost of environment management is incorporated as a line item of BoQ of respective works contracts of hangar aprons and parallel taxiway extension.

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1.2 Scope and Methodology

This report is prepared based on field investigations and observations of ongoing ATCEP work sites, enumeration and assessment of existing facilities to be affected by TIA IC of SDP and the review of various documents, amongst others:

 Project Administration Manual (PAM)of ATCEP  Loan and grant agreements of ATCEP  Safeguard Policy Statement (SPS) 2009,  IEE report of TA-NEP-7031: Preparing the Civil Aviation Airport Project for ATCEP  Contract Agreements (CAAN and contractors) of ATCEP  Annual Environment Monitoring Reports on Social and environment safeguards of Air Transport Capacity Enhancement Project (ATCEP) concerning TIA improvement  Consultant's Completion Report, Detail Design and Construction Supervision, ATCEP, August 2017  Project Completion Report, ICB-02, ATCEP, April 2016  CSC Weekly Progress Reports of ATCEP related to ongoing works (i.e. NCB-01, 02, 03 & ICB-01R)

1.3 Project Description

Air Transport Capacity Enhancement Project, referred to as ATCEP (or project) is a succession of ADB’s long standing assistance to air transport development and improvement in Nepal. The project purpose was to: enhance safety and capacity at Tribhuvan International Airport and provide basic safety improvement at three remote domestic airports at Lukla, Rara and Simikot; and to contribute to improved institutional capacity of Civil Aviation Authority of Nepal.

The project was aimed at reconfiguration and upgrading of TIA's airside and landside infrastructure comprising construction of some 1,400 meters of new parallel taxiway and link taxiways, 300 meters of runway extension and construction of runway end safety area towards 02 end, new international apron (about 80,000 m2), CAT I precision approach light; expansion and reconfiguration of international terminal building and an uninterrupted power supply system for essential airfield and security area lights. The safety improvement at TIA was enhanced through upgrading of CNS/ATM equipment including ATC automation and rescue and firefighting service (to Category 9). Basic safety improvement has been provided at three remote domestic airports, which include a visual approach guidance system and abbreviated precision approach path indicator at Lukla airport, and runway threshold identification and runway end lights, air traffic control equipment, and meteorological equipment at Simikot and Rara airports.

The project also supported to improve overall sector management by implementing a 3-year capacity development program for the Civil Aviation Authority of Nepal (CAAN). Accordingly, CAAN's organizational and management capacity will be strengthened by updating the existing regulations, developing a strategy to adapt the regulatory framework based on international standards, improving human resources development, upgrading the financial and management information system, implementing a systematic maintenance program, and identifying viable opportunities for private sector participation for future airport infrastructure development and maintenance. This will help to develop proposal for restructuring of CAAN into separate entities of regulator and service provider. The outcome

The project cost of ATCEP was US$ 92 million jointly funded by US$ 80 million loan/grant of ADB and US$ 12 million of GoN. The infrastructure and equipment under investment cost are the major elements comprising 80 percent of the total project cost. Combining both loan and grant cumulative contracts awards are 90.98%. The contracts included consulting services for detail design and construction supervision and capacity development of CAAN and infrastructure work (ICB-01) and CNS and ATM equipment (ICB-02), all procured by international competitive bidding. Under ADB funding, the project was implemented from December 6, 2010 to December 31, 2018.

1.4 Project Implementation Arrangement

A project coordination unit (PCU) is established within CAAN to implement the Project (i.e. ATCEP). The PCU led by CAAN's Deputy Director General of the Air Transport Planning and Development Directorate is the project coordinating director. The PCU, as single point of contact, is responsible for overall project management including environment and social monitoring.

Two Project Implementation Units (PIUs) - one each for the infrastructure and capacity development components—are responsible for the day-to-day monitoring and execution of the respective project component, including (i) managing the activities of consultants, (ii) monitoring contractors' progress, and (iii) preparing progress reports. The PIU for infrastructure is led by the project director of the TIA Improvement Project Directorate as the full-time project manager assisted by engineers.

The PIU for capacity development was led by a full-time project manager, assisted by an assistant project manager and four focal persons for the main capacity development aspects of (i) financial management and accounting, (ii) human resources, (iii) law, policy and institutional reform, and (iv) airport development planning and private sector coordination. The capacity development component was completed in 2018.

The project procured the services of Design and Construction Supervision of infrastructure and Capacity Development of capacity development components of ATCEP. After services of DDCS, the project has procured the services of Construction Supervision Consultant for construction supervision of remaining works of ATCEP. The remaining works are those repackaged into 3 NCB and 1 ICB contracts after termination of ICB-01 contractor in December 27, 2016.

1.5 Project Implementation Status

The detail design of project was carried out for the following infrastructures at TIA and 3 domestic airports (Lukla, Simikot and Rara) (Table 1):

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Table 1: Details of Design Works of ATCEP ICB-01: Airside Infrastructure & Landside Terminal Improvement at TIA, Simikot & Rara Airports Component A- Airside Infrastructure A01, Nepal A02, Nepal A03, Runway A04, A05, Drainage Army Hangar Airline & Extension to 02 International System Area Domestic Apron & Airlines Hangar Parallel Taxiway Area A06, Power A07, Airfield A08, Sewage A09, Water A10, Incinerator Supply P1/P2 Lightings Treatment Supply System Facility and Generator System A11, Foam A12, Ancillary Tender Works Component B-Landside Terminal at TIA B01, B02, Domestic B03, Generator B04, Sub-station B05, Substation International Terminal House P1 P2 Terminal Building B06, Pump Building – House expansion and reconfiguration Component C-Rara & Simikot Airport C1 Works at Simikot & Rara Airports C01, Simikot C02, Rara Airport Airport ICB-02: Supply and Installation of CNS/ATM Equipment at TIA & Lukla Airport Component D- CNS/ATM Equipment at TIA D01, Voice D02, VHF D03, D04, Renovation D05, Communication Communications Meteorological of VFR Room Replacement Control System Equipment of Consoles (VCCS) D06, ATC Automation System Component E- Airfield Lightings at Lukla Airport E01, Visual E01, A-PAPI Approach Guidance System Source: DDCS, Consultant's Completion Report, August 2017 The layouts of infrastructure components of TIA are shown in Figure 1.

Figure 18 – Layouts of Improvement Works at TIA under ATCEP On the basis of available budget, the design works were prioritized in particular for ICB- 01 package. Accordingly, the works of infrastructure improvement and CNS/ATM were procured. The salient details of ICB-01 and ICB-02 contracts are as shown in Table 2. Table 2: Salient Details of ICB-01 and ICB-02 Contracts, ATCEP Particulars ICB-01 ICB-02 Contractor Constructora Sanjose S.A. EMTE Sistemas S.A.U. Rona de Poniente 11, 28770 Tres Principe de Vergara 131, 28002 Cantos, Madrid, Spain Madrid, Spain Original Contract NRs 3,813,131,016.43 + US$ 18,168, €1,997,941.00, US $ 15,000 and NRs. Price 426.01 55,019,848.00 (including PS) (including provisional sum: NRs €2,257,673.33, US $ 16,950 and NRs. 108,000,000+US$2,500,000) 62,172,428.24 (including PS+VAT) Commencement 17th March, 2013 17th September 2012 of Contract Original contract 17th March, 2013 to 15th March, 2016 17th Sep, 2012 to 10th Dec 2013 period (1095 days) (450 days) Extension of time 16th March, 2016 to 31st May, 2017 11th Dec 2013 to 31st March 2014 Revised contract 17th March, 2013 to 31st May, 2017 17th Sep, 2012 to 31st March 2014 period (1691 days) (561 days) Completion of Termination by Employer (GCC 15.2) 16th March 2014 Contract effective from December 27, 2016 Defects Liability NA 17th March 2014 to 7th September Period 2015 , Formal handover of equipment: Feb, 2017

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Final Contract Valuation at Date of Termination (GCC €2,335,440.95 and Price 15.3) NRs.57,389,260.28 NRs 163,512,757.60 & US$ (- €2,634,872.94 and NRs 986,162.67) 64,734,718.75 (including VAT) Progress 16.85% (Physical) 100% (Physical & Financial) 15.93% (Financial) Source: DDCS, Consultant's Completion Report, August 2017 After termination of ICB-01 contract, the remaining works were divided into 4 packages for construction. Of 4 packages, 3 NCB packages were redesigned and bid prepared by DDCS, ATCEP and 4th ICB package was redesigned based on updated TIA Master Plan by ATPPC. These 3 NCB packages are as follows:

 NCB-01: Runway Extension and Associated Works at TIA Existing Runway 02/20 to be extended towards south (02) by 300 meter plus 367 meter for Runway Strip and Runway End Safety Area (RESA). Main works include earthworks, drainage, pavement, airfield ground lights (AGL), internal perimeter (service) road, access road to ITB, etc.

 NCB-02: International Terminal Building Expansion & Reconfiguration and Associated Works at TIA - Construction of ITB Expansion (total expansion area: 3,841.89 sqm) inclusive of new Gate Lounge (Departure Gates)-1,980.34 m2, Arrival Bus Station-427.04 m2, Additional Baggage Claim Area- 1,434.51 m2; - Reconfiguration of existing ITB at airlines Check-in area, relocation of Check-in Security Screening Area, Passenger Lounge, Immigration and Custom Area; - Installation of Baggage Handling System at Departure Check-in area, Airport Security System, Flight Information Display System and Associated MEP works

 NCB-03: Utility Works at TIA - New sewage treatment system comprising of sewer line, manholes and septic tank - New Deep Wells (about 300 meter depth),treatment plant, piping system, pump house - Incinerator facilities

Similarly, the ICB package is

 ICB-01R: International Apron, Parallel Taxiway and Associated Works at TIA - It includes development of new international apron and parallel taxiway (at 172.5 m separation from runway centerline). It will require about 2 million cum of fill for embankment construction and aprons, taxiways, drainage, AFL, AGL etc.

The salient details of ICB-01R and NCB-01, NCB-02 and NCB-03 contracts are shown in Table 3.

The photographs in Annex-4 depict existing situation of construction sites of ICB-01R and NCB-01, NCB- 02 and NCB-03 contracts.

Table 3- Project Implementation Status

Packages Contractor's Name Work's Name Weekly Conclusion ICB-01R M/s China National Aero- International Apron, Parallel Taxiway and Contractor has not mobilized due to COVID-19 pandemic. Technology International Associated Works at TIA Engineering Corporation, Contract Amount: NRs. 7,048,189,124.98 Time lapsed =NA China Cumulative Schedule = NA Actual progress = NA Financial Progress =NA NCB-01 M/s KALIKA - TUNDI (JV) Runway Extension and Associated Work at TIA Well Progress in works, Time elapsed: 107.04%

Contract Amount: Revised cumulative schedule is 85.85% and cumulative actual progress is 84.43% NRs. 844,400,231.20 Revised Contract Amount as per VOD-01: NRs. Financial Progress of works is 83.43% 953,595,348.32 NCB-02 M/s SHARMA - PRERA - ASHISH International Terminal Building Expansion & Slow progress due to poor contract management (JV) Reconfiguration and Associated Works at TIA 128.20% time lapsed as per approved EOT-01

Revised cumulative schedule is 100% and cumulative actual progress is 56.16% as per approved EOT-01 Contract Amount: Financial Progress of works is 59.52% inclusive of advance payment of materials NRs. 770,672,320.75 on site (GCC 89). NCB-03 M/s ASHISH - PRERA (JV) Utility Works at TIA Slow progress due to poor contract management.

138.41% time lapsed as per approved EOT-01

Contract Amount: Revised cumulative schedule is 100 % and cumulative actual progress is 70.24% as NRs. 192,286,741.00 per approved EOT-01 Financial Progress of works is 58.72% inclusive of advance payment of materials on site (GCC 89). Source: CSC Weekly Progress Report (July 19-August 01, 2020), ATCEP

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1.6 TIA Investment components under SDP

Investment components at TIA includes: Hangar Apron, and Parallel Taxiway Extension. They are to be constructed in the existing TIA site. The extents of works are demarcated in

Figure 2.

Figure 19 - Existing TIA masterplan with investment components demarcation

1.7 Scale of Proposed Intervention of TIA IC

To enable capacity enhancement of runway and create space for additional international apron, the following infrastructure improvements are selected as part of TIA investment component of proposed Airport Capacity Enhancement Sector Development Program (SDP):

o Parallel Taxiway extension towards runway end 02 and associated works o Hangar Aprons (HA #1 and HA # 2) development for relocation of existing facilities for space for future facilities (e.g. new international terminal, international apron, etc)

Parallel Taxiway

As per the design of ATPPC, the parallel taxiway (designated as Taxiway J) will connect the existing international apron to the end of the runway 02. Its position at 172.5m of the runway centreline will be in accordance with latest amendment to ICAO Annex 14 (amendment 14) for Code E. As per design of ATPPC, it will entail modification to existing exit taxiways D and E and creation of new access taxiways K and L.

However, for portion of parallel taxiway between international apron and exit taxiway E, relocation of existing aviation fuel station of Nepal Oil Corporation will be required to maintain 172.5 m separation

TA-9873 NEP REVIEW OF THE INVESTMENT COMPONENT UNDER THE PROPOSED SDP (38349-030) AT TIA AND GBIA TIA INVESTMENT COMPONENT - DRAFT ENVIRONMENTAL COMPLIANCE AUDIT REPORT CONFIDENTIAL DOCUMENT ISSUE FOR APPROVAL from runway. Hence CAAN has decided to construct parallel taxiway J starting from taxiway E. Between taxiway E and taxiway L, the length of taxiway J will be 1140 m. Because of constraints of land and topography, retaining walls are required almost all along this length of taxiway J. In original design RCC retaining wall was proposed, which has been revised by CAAN with reinforced earth wall that will rise up to 24 m high.

Hangar Aprons Two hangar aprons are proposed for construction in the east side of airport. The Hangar Apron #1 lies complementing with Buddha hangar, but this will encompass a number of existing maintenance establishments and helipad requiring relocation or removal. As per design, the apron will have parking capacity for two Code C and three Code E aircrafts. The existing taxiway will be improved as Taxiway Q to Code C standard. A new link taxiway P of Code E standard will be constructed aligned at right angle to connect the Hangar Apron #1 with runway.

The Hangar #2 is proposed to be located at the south side of existing deep well of water supply installation and radar station. It will necessitate constructing high embankment supported by retaining works. The apron will have parking capacity of 3 Code C aircrafts and 4 no of fixed wing aircrafts (MI 17 type helicopters). It will be linked with runway by an access taxiway R. The east side runway side strips will be improved in the areas complementing these hangar aprons and associated taxiways. For this section, the existing airport perimeter requires relocation. The improvement of runway side strips will contribute to further drainage improvement of the airport. Table 4 shows scale of proposed intervention of TIA IC.

Table 4 - Scale of Proposed TIA Improvement Works (B) Extension of Parallel Taxiway towards Runway-02 End and (A) Construction of Hangar Aprons and Associated Works Associated Works 8. Embankment Construction with earth retaining 9. Embankment Construction with reinforced earth wall / earth structures retaining structures 9. Construction of Rigid Pavement for Hangar Aprons 10. Taxiway Pavement Construction with subgrade, subbase 10. Supply installation testing and commissioning of apron course, base course and asphalt concrete flood lighting system 11. Supply installation testing and commissioning of taxiway 11. Taxiway Pavement Construction with subgrade, lighting system subbase course, base course and asphalt concrete 12. Associated Perimeter road construction 12. Supply installation testing and commissioning of 13. Associated Drainage construction taxiway lighting system 14. Runway and Taxiway Side strip 13. Associated access road construction 15. Airport security fencing 14. Associated Drainage construction

1.8 Status of Existing Facilities to be affected at TIA

The following are the existing facilities going to be affected by the investment components of SDP at TIA. This will cause relocation, removal of these existing facilities for the construction of Hangar Aprons and Parallel Taxiway at TIA.

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Hangar Apron #01

 Equipment Shed in the North of RFFS  Canteen on the East side of RFFS  CAAN building, yards and hangars of domestic airlines (Yeti, Shree, Kailash, Fishtail, Altitude Air, Manang Air, etc)  Helipad (on west side of cross-runway strip, which is existing taxiway to helipad, Buddha Air and maintenance yards on east side of TIA). It is learnt that CAAN is considering temporary relocation of helicopter operation to area of remote domestic apron (on south of fire station. Hangar Apron #02

 Security building on the north side  Existing temporary facilities of ICB-01 contract Parallel Taxiway Extension to 02

 Part of perimeter road constructed in runway extension 02 area under ICB-01 & NCB-01 of ATCEP  Part of runway side drain constructed in runway extension 02 area under ICB-01 & NCB-01ATCEP  Inner fence of runway  Existing perimeter road (between Taxiway E and new perimeter road)  Security Post constructed in runway extension 02under ICB-10 of ATCEP  Buildings (security dormitories)  MET equipment installed under ICB-02 of ATCEP Figure 2 shows part of infrastructure constructed in runway extension 02 that are going to be affected by proposed Parallel Taxiway 'J' extension to runway end 02.

A photo documentation of existing facilities to be affected by TIA IC works is presented in Annex-4. Section of Runway Side of 02 extension area to be affected by Parallel Taxiway of TIA IC

TA-9873 NEP REVIEW OF THE INVESTMENT COMPONENT UNDER THE PROPOSED SDP (38349-030) AT TIA AND GBIA TIA INVESTMENT COMPONENT - DRAFT ENVIRONMENTAL COMPLIANCE AUDIT REPORT Proposed Service Road CONFIDENTIAL DOCUMENT ISSUE FOR APPROVAL

Figure 2 – Part of facilities constructed under ATCEP to be affected by Parallel Taxiway 'J'

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2 - Summary of Environmental Monitoring

2.1 Environmental Monitoring

Environmental monitoring is the essential aspect of environmental safeguard. Through environmental monitoring, both ADB and CAAN can gather information to: i) assess the implementation of the environmental management plan (EMP) progress by establishing compliance status, ii) identify and take corrective actions of the non-conformances, iii) identify unanticipated impacts and implement necessary mitigation measures, and iv) provide evidence to support enforcement of penalty provisions of the contract to deter non-compliance.

Environmental monitoring and its annual disclosure is an ADB requirement for environmental category B projects like ATCEP. Environmental monitoring is part of project implementation process to be complied by both ADB and CAAN. However, preparation and submission of the annual monitoring report is the responsibility of the CAAN while supervision to provide guidance is the role of ADB.

EMP implementation records in the form of monthly or quarterly checklists were maintained by the contractor and cross checked by the environment safeguards focal person of the consultant at the site level. Based on these checklists and site observations, consultant prepared annual monitoring reports and submitted them to the Project Director who further forwarded the reports to CAAN and ADB for disclosure.

Environmental Monitoring for air quality, water quality and noise and vibration is observed manually. As effect of dust pollution is adverse to the operation of air flights compliance is critical to the sites such as runway extension (A03), embankment fill for international apron and parallel taxiway (A04).

Independent and joint inspections are carried out by the consultant as part of monitoring of Contractor's implementation of environmental management plan. Interviews with the construction personnel and workers were conducted in addition to visual inspection, while a facility walkthrough around the campsite, generally following the flow of construction materials are conducted. The Contractor's records are also reviewed to confirm site findings.

Reviews of monitoring reports submitted by the Contractor are conducted by the consultant to ensure continuous compliance and allow expedient identification on non-compliances and their mitigation. Any non-compliances of EMP were notified to the Contractor for required improvement to ensure compliances. The performance of implementation of EMP is evaluated on regular basis. This is also discussed with the Contractor in progress meetings. The findings of environmental monitoring of EMP

TA-9873 NEP REVIEW OF THE INVESTMENT COMPONENT UNDER THE PROPOSED SDP (38349-030) AT TIA AND GBIA TIA INVESTMENT COMPONENT - DRAFT ENVIRONMENTAL COMPLIANCE AUDIT REPORT CONFIDENTIAL DOCUMENT ISSUE FOR APPROVAL implementation is reported in Monthly Progress Report and also summarized in the Quarterly Progress Report.

The method of measurement for 'environmental management cost at TIA' are BoQ items of respective contracts and this required monthly environmental checklist, which include above parameters and their status of compliance with EMP. 2.2 Summary of Inspection Activities

Monthly reviews of monitoring reports submitted by the Contractor were conducted by the Consultant to ensure continuous compliance and allow expedient identification on non-compliances and their mitigation.

On-site facility inspections were conducted by the Consultant to validate monthly reports submitted by the contractor, assess the adequacy of the mitigation measures being carried out, and emphasize enforcement presence. The rounds of camp and on- site inspections were made using the Checklist developed for the Project. This checklist covered the aspects of regulatory compliance and mitigation measure implementation. The inspections were led by the Consultant supported by Contractor. These on-site inspections focus on active construction fronts and construction camp. Interviews with the construction personnel and workers were conducted in addition to visual inspection, while a facility walkthrough around the campsite, generally following the flow of construction materials were conducted. The Contractor’s records were also reviewed to confirm site findings.

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3 - Summary of Social and Resettlement Monitoring

Involuntary Resettlement

No land acquisition and resettlement was required as all works under ATCEP were carried out within the existing lands of TIA, and domestic airports (Lukla, Rara and Simikot). Hence, no impact was found on involuntary resettlement.

Indigenous People

No indigenous people were identified therefore no specific action was foreseen. Therefore, no impact was found on indigenous people.

The summary of social and resettlement monitoring is presented in Annex 2.

4 - Consultation

4.1 Public/Stakeholder Consultations during Implementation of ATCEP

Public and stakeholder consultations were carried out during the implementation of ATCEP. One such consultation that was carried out for TIA improvement works is reproduced in Table 5, which is sourced to records of the project.

Table 5: A Public consultation during ATCEP implementation (source ATCEP)

Project Air Transport Capacity Enhancement Project (Loan No. 2581-NEP(SF) & GRANT NO. 0181-NEP(SF) Subject Various Issues raised by locals with regard to Outer Perimeter Road and others Date June 30, 2014 Venue Meeting Room, TIAIP-PD, Sinamangal, Kathmandu Participants:

1) Mr. Okil Kumar Chimauriya, Officiating Project Director, TIAIP-PD chaired the meeting. He elucidated various issues raised by the community (as listed).

2) Issues: a) Noise pollution due to operation of Aggregate Crushing Plant (ACP) established by the Contractor of ICB-01 b) Dust emission and deterioration of road surface caused due to transportation of materials to/from ACP c) Alleged selling of aggregates produced at ACP to outside. d) Complimentary infrastructures (blacktopping of Kadhaghari-Gothatar section) e) Encroachment of outer perimeter road, stream erosion f) Grant for Government School at Gothatar VDC, Ward No 1 g) CAAN to arrange trust to compliment social development in affected areas of Gothatar VDC h) Local employment opportunity

3) Summary of discussions:

3.1 Issues (a), (b) and (c) are related to ICB-01 Contract under ATCEP. The Employer and Consultant explained that the issues to ACP and road maintenance are addressed under Environment Management Plan (EMP) and Traffic Management and Temporary Road Plan (TMP) of ICB-01 Contract. The following notes were recorded to make this more specific and effective:

 The Contractor will be instructed to arrange operation schedule and other measures in order to minimize noise pollution of ACP.

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 The Contractor will be instructed to take extra attention for maintenance of Kadaghari-Road section pertinent for Contractor’s Yard. This will include water spraying (3-4 times/day), repairing potholes and camber maintenance of gravel road surface, side drain clearing, vehicle movement planning, installation of road safety signs, educate and monitor the drivers to maintain safe driving.  Allegation of selling aggregates produced at ACP will be investigated. Priority is for the ATCEP and next to other works at TIA.  Implementation of Environment Management Plan will be monitored strictly. 3.2. Issues (d), (e), (f), and (g) will be undertaken by CAAN as much as possible. The following points were recorded:

 CAAN has made budget provision for blacktopping of 1.2 km section of Kadaghari-Gothatar Road. Besides bituminous pavement, the work will also include drainage improvement and stream erosion control.  The matter related to school is already at CAAN Management. 3.3. Issue (h). It is the responsibility of the Contractor to manage labours for construction works. Locals may approach the Contractor for the employment, as appropriate.

3.4 Process of consultation will be continued among the locals and the airport to enable better understanding and coordination on related issues. Periodic meeting will be helpful.

Attendance Record Name Position ADB Nepal Resident Mission Deepak Bahadur Singh Environment Officer Tribhuvan International Airport Improvement Project, Project Directorate, CAAN Okil Kumar Chimauriya Officiating Project Director, ATCEP Dipendra Shrestha Deputy Manager Engineer: Japan Airport Consultants, Inc-GEOCE Consultants (P) Ltd Keizo Yamada Acting Team Leader/CRE Narayan Singh Deputy Team Leader Prem Raj Lohani Resident Engineer (Airside) Community 8 persons (including 3 females) representing the local community

5 - Compliance with Grant Agreement, Project Administration Manual, Work Contract Agreement and EMP

5.1 Compliance with Grant Agreement and Project Administration Manual

The environmental and social safeguard requirements are explicitly provided in the Grant Agreement (GA) between the ADB and the Government of Nepal (GoN); whereas the Project Administration Manual (PAM) describes how the project shall be implemented. Summary safeguard compliance status with GA and PAM is provided in the following sections. The detailed safeguard compliance with the GA and PAM are provided in Annex 1.

In accordance with ADB’s Environmental Assessment Guidelines, the Project is classified as Category B, and requires initial environmental examination (IEE). According to GoN, Environment Protection Act/Rule 1997, expansion of airports requires environmental clearance by the concerned ministry – i.e. Ministry of Culture, Tourism and Civil Aviation (MoCTCA) in case of ATCEP. The Project is not expected to have any significant adverse environmental impacts due to the proposed improvement program at the airport. Improvement works are within the existing boundaries; hence potential impacts from improvement works are primarily confined to the construction stage and are temporary in nature. The impacts during operation stage are also minimal and are primarily related to operation and maintenance of aircrafts, and operation of incinerator plants. All of the identified impacts could be mitigated with minor or negligible residual impacts and can be reduced to acceptable levels by implementing the Environmental Management Plan (EMP).

Under changes made in scope of Project by CAAN and ADB at the inception stage, the improvement works of ATCEP were entirely focused to Tribhuvan International Airport (TIA). The supply and installation of CNS & ATM equipment at TIA was completed under ICB-02 contract. Thus the implementation of EMP is required only for the improvement works at TIA under Contract Package ICB-01 and subsequently in contract packages, NCB-01, 02 and 03 and ICB-01R as described earlier.

The Project has registered overall fair performance in implementing environmental management of the Contract Packages. There were no major civil works related to contract package ICB-02 except minor foundation works for hand holes for cables, and

20NP040001-RV-000-G-RPT-013  2020-08-28 137/182 138 Annex 8 stands and platforms for erection of equipment, which were carried out in controlled manner and did not cause any adverse environmental impacts. In case of ICB-01 contract and then NCB-01, 02 and 03, the works had have been carried out as per approved EMP. Hence, construction related environmental impacts were mitigated in the implementation of the works.

1. Environment

The Project complied with the environmental provision set forth under the grant agreement (GA) and the project administration manual (PAM). IEE and EMP were prepared in accordance with the ADB’s Safeguard Policy Statement (SPS) 2009. The GoN granted the project approval before the award of the works contract. All relevant provisions from the EMP were incorporated into the works contract.

2. Social – Involuntary Resettlement

The Project is classified as category C in accordance with ADB’s Safeguard Policy Statement (SPS) 2009. No private land was needed to be acquired for Tribhuvan International Airport works and works in three domestic airports (Lukla, Simikot and Rara) since the construction activities were undertaken within the airport boundaries. So there were no involuntary resettlements or resettlement plan or indigenous people's plan required to be prepared. Hence only due diligence was carried out. Overall, the Project complied with safeguard measures for prevention of involuntary resettlement provisions of the GA and PAM.

3. Labour Standards and Occupational Health and Safety (OHS)

The project complied with the relevant national and international labour standards as required by the GA and PAM for airports improvement works. For TIA, it is being complied with as the construction works are ongoing.

Occupational health and safety provisions such as first aid kits, emergency medical services, safe drinking water, adequate shelter, toilet facilities, cooking fuel, etc. were provided. No child labour was engaged for the project activities. The specific clauses on labour and OHS are incorporated into works contract. 5.2 Compliance with Work Contract Agreement

The environment management cost for the implementation of Environmental Management Plan (EMP) was incorporated in the Bill of Quantities (BOQ) of ICB-01 contract and subsequent contracts (i.e. NCB-01, 02 and 03 and ICB-01R). In particular, environmental protection requirements of the Contract works are specified in Division 10 100, 8.0 of Specifications, Volume 1/5, Section 10 000 General Requirements. With consideration of this and Environment Protection Act, 1997 of Nepal, Environmental Management Plan (EMP) has been developed and established to minimize adverse impacts on environment during execution of Works. Most of environmental parameters are concerned to water and air quality, soil quality, noise and vibration levels, because of location of works within active airport. Others include occupational health and

TA-9873 NEP REVIEW OF THE INVESTMENT COMPONENT UNDER THE PROPOSED SDP (38349-030) AT TIA AND GBIA TIA INVESTMENT COMPONENT - DRAFT ENVIRONMENTAL COMPLIANCE AUDIT REPORT CONFIDENTIAL DOCUMENT ISSUE FOR APPROVAL safety, biological environment, socio-economic. The EMP is structured into sections - contractor’s organization (indicating persons with environmental responsibilities), company environmental policy, staff awareness, environmental compliance, preventive action and mitigation measures, contaminated buildings and land procedures, corrective action procedures, communication pathways, and environmental monitoring.

The effective implementation of EMP is highlighted in Section 4.18 of the General Conditions of Contract, ‘Environment Protection’ which requires “The contractor shall take all reasonable steps to protect the environment (both on and off Site) and to limit damage and nuisance to people and property resulting from pollution, noise and other results of his operations. The Contractor shall ensure that emissions, surface discharges and effluent from the Contractor’s activities shall not exceed the values stated in the Specification or prescribed in applicable Laws.”

The supervision and monitoring of implementation of the EMP was included in the scope of services of the Detail Design and Construction Supervision (DDCS) consultant. This activity also included monitoring unanticipated impacts during construction stage, immediately informing CAAN, and recommending mitigation measures. 5.3 Compliance with EMP

The Environmental Management Plan (EMP) for the project was provided in Chapter 5 of the IEE report of 2009 which was also made as an integral part of the contract document. As per the EMP, environmental management activities were categorized to be implemented during the pre-construction, construction and operational stages. The summary of EMP compliance status for each airport is provided in the following sections.

1. Pre-construction Phase

The Project complied with the EMP by implementing the environmental management activities of the preconstruction phase.

2. Construction Phase

The activities such as transportation of construction materials; vegetation clearance and tree felling; earthworks and excavations; waste disposal; Labour and OHS; HIV/AIDS; and acquisition of structures have been carried out as stated in the EMP. Therefore, these activities under the EMP have been fully complied with by the Project.

The status of EMP implementation of ICB-01 and mitigation compliance are summarised as below (Table 6):

Table 6 – Summary of EMP Implementation Status

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Environmental Mitigation SN Issues/parameters Status of Implementation Compliances

1. Air Quality 1.1 Dust emission control Dust emission control complied in airport Fair (vehicular, plant) construction sites; dust control complied in crusher plant yard. 1.2 Construction materials Public roads are used in transportation of construction Fair transportation, demolition materials. Access roads to fill material quarries were constructed and/or maintained. 1.3 Gaseous emission (vehicles, Gaseous emission from construction equipment at site Fair construction equipment) is controlled by providing timely servicing and maintenance. The Contractor operated transporting vehicles from various rental companies/suppliers. The transporting vehicles (tippers, trucks) were partly meeting the requirements. 1.4 Gaseous emission (hot mix The Contractor installed a new hot mix plant fitted Fair plants) with dust control device. 2. Noise and Vibration 2.1 Increase in noise level due to Less noise impact as construction equipment are Fair construction activities, maintained. Noise partly caused in crusher plant, but vehicles and earthmoving day time operation minimized the impact. The Contractor did not operate crusher plant after September 27, 2015. 3 Soil Quality 3.1 Loss of soil productivity due to Mostly, soil borrow areas are privately owned lands, Not applicable borrowing of earth and loss of either barren or minor cultivable. The land owners sell soil cover soil materials for land development for commercial purpose. The Contractor did not operate any fill quarries exclusively on its own. 3.2 Landslide and Erosion control Due to controlled exploration borrow areas are not Good protection prone to landslide. Rain wash of bare cut slopes cause rills and minor erosion in filled slopes of embankment. Temporary drainage measures are effective to check/protect erosion. Cross drains were adequately flowing even during monsoon. 3.3 Contamination of soil due to Waste contamination is not seen caused at sites. Fair waste (liquid and solid) and discharge of construction camp 3.4 Extraction of Ground water Groundwater extraction in construction camp and Good sites is managed. 3.5 Sewage Disposal Waste from construction camp, site offices is Fair managed. 3.6 Spoil Management Spoil areas are well managed. Fair 4. Water Pollution Control 4.1 Surface Runoff Managed at sites with temporary drainage Good 4.2 Ground water Controlled ground water extraction Not Applicable 4.3 Boring and Drinking water Borings for drinking water are separate. Not Applicable Concrete Batching Plant and Adequate drainage management of plant site is Fully complied 4.4 Asphalt Plant provided Source: EMR, ATCEP

6 - Conclusions and Recommendations

According to field observations and investigations as well as review of the project related documents, the overall environmental and social safeguards measures have been satisfactorily implemented for TIA. For TIA since the construction works are ongoing, the safeguard issues are being implemented.

Minor issues of spoil disposal management were noted at Incinerator site and land clearing for construction of arrival bus station at Arrival Gate Area of ITB expansion. The reason to this is due to suspension of site activities caused by COVID-19 pandemic as confirmed with the project officials.

There are no corrective actions as such required in environment management of TIA improvement works under ATCEP.

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Annexes

Annex -1 – Status of Compliance with Loan and Grant Covenant

Reference in Status of No. Covenants Financing Compliance Agreement Project Execution Arrangements 1. Project Coordination Unit and Schedule 5, Being complied. Project Implementation Units Para. 1 to 7 The Beneficiary shall designate CAAN as the Project Executing Agency. CAAN shall establish and maintain a Project Coordination Unit (PCU) that carries responsibility for overall project management and two Project Implementation Units (i.e. PIU-Infrastructure and PIU- Capacity Development) for respective components. The PIUs will carry day-to-day responsibility for execution and monitoring of respective project components. CAAN shall keep the PCU and PIUs equipped with adequate office space, facilities, equipment, support staff and MIS for the entire duration of the Project. General Project Implementation Matters 2. Counterpart Funds and Financial Schedule 5, Being complied. Sustainability Para 8 and 10 a) The Beneficiary shall make available or shall cause CAAN to make available, all counterpart funds for timely and effective implementation of the Project, including any funds required to make land available for the Project, to mitigate unforeseen environmental and social impacts and to meet additional costs arising from design changes, price escalation in construction costs and/or unforeseen circumstances;

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b) CAAN shall maintain a debt service coverage ratio of at least 1:3. 3. Operation and Maintenance of Schedule 5, Being complied. Project Facilities Para. 11 CAAN shall develop and implement a year-round program for preventive and routine maintenance of the Project facilities. Beneficiary and CAAN shall ensure that the sufficient funds are provided to meet the operation and maintenance of these facilities on annual basis. 4. Environmental Safeguards Schedule 5, Being complied The Beneficiary shall ensure, and Para 12 cause CAAN to ensure that: a) the Project is carried out as per the project design and construction and operations comply the applicable laws and regulations of the Beneficiary, the Safeguard Policy and the IEE including the EMP; b) the environmental mitigation measures specified in the EMP are incorporated in bidding documents and contract agreement; c) Works contractors are closely supervised to ensure proper implementation of mitigation and management measures; d) Quarterly progress reports include a summary assessment on implementation of EMP and relevant mitigation measures; e) Monitoring report on EMP implementation and measures adopted to address environmental issues, if any are prepared and submitted annually to ADB. 5. Land Acquisition, Resettlement and Schedule 5, Being complied. Indigenous Peoples: Para. 13 and14 The Beneficiary shall ensure, and cause CAAN to ensure, that: (a) the Project does not require resettlement or land acquisition;

(b) the Project does not affect indigenous peoples; (c) in the unforeseen event that the Project does require resettlement or land acquisition or affects indigenous peoples the Project complies with the applicable laws and regulations of the Beneficiary, the Safeguard Policy, and agrees to any amendments to the Project agreement and financial agreement reflecting the compliance requirements. 6. Labor Law and Social Protection Schedule 5, Being complied. and Gender Para 15, 16 The Beneficiary shall ensure, and and 17 cause CAAN to ensure, that the Works contractors: (a) comply with all applicable labor laws and regulations; (b) do not differentiate wages between men and women for work of equal value; (c) do not employ child labor; (d) eliminate forced or compulsory labor; (e) eliminate discrimination in respect of employment; (f) provide appropriate facilities for women and children in construction campsites; (g) to the extent possible, employment of local poor and disadvantaged persons for construction purposes; and (h) disseminate information on worksites on the risks of sexually transmitted diseases and HIV/AIDS for those employed during construction. 7. Anticorruption and Transparency Schedule 5, Being complied. a) The Beneficiary and CAAN shall: Para. 18 to 20 (a) comply with ADB's Anticorruption Policy (1998, as amended to date) and

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acknowledge that ADB reserves the right to investigate directly, or through the representative, any alleged corrupt, fraudulent, collusive or coercive practice relating to the Project; and (b) cooperate with any such investigation and extend all necessary assistance for satisfactory completion of such investigation. b) CAAN will request National Vigilance Center (NVC) to appoint auditors acceptable to ADB to perform technical audits on the Project.

Annex - 2 – Involuntary Resettlement Planning Status

(Reporting Period: 2011-2019) Name of Does Does ADB Does Does IR sufficient S. Name of Subprojec approved required Remark screening planning budget No. Project t Category IR planning institution s carried out document allocated document set-up prepared for IP/IR 1. (Reporting Period: 2011-2016) Air Transport Not Not Not Capacity Not No √ B applicabl applicabl applicabl Enhancement applicable impact e e e Project 2. (Reporting Period: 2017-2019) Air Transport Not Not Not Capacity Not No √ B applicabl applicabl applicabl Enhancement applicable impact e e e Project Source: ATCEP

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Annex - 3 – Status of Environmental Safeguards during Implementation Stage

Air Transport Capacity Enhancement Project Status of Environmental Safeguards during Implementation Stage

(Reporting Period: 2011-2019)

Compliance to Environmental Management Plan*

Noise and

Air Quality Soil Quality Water Pollution Control Vibration

Management Preservation & Landslide and Management to Management of Management of Spoil Surface Run-offGround water Boring and Concrete Wheel washing Site Facilities

Gaseous

Dust EmissionConstruction in noise level rehabilitation to Erosion control avoid extraction of Sewage DisposalManagement Drilling Water Batching and water

emission Gaseous

Control materials due to avoid loss of soil protection contamination of Ground water Asphalt Plant

(Vehicles, emission (Hot Contract (Vehicular, transportation, construction productivity due to soil due to waste

construction mix plants) Plant) demolition activities, borrowing of earth (liquid and solid) S. No. Equipment)

vehicles & and loss of soil and discharge of

earthmoving cover (compliance construction

(compliance in in %) camp

(compliance in %)** (compliance (compliance in(compliance(compliance in (compliance in %)** (compliance in (compliance in (compliance in(compliance in (compliance in(compliance in(compliance in(compliance in

(Compliance in %)**

in %)** %)** in %)** %)** %)** %)** %)** %)** %)** %)** %)** %)** %)**

(Reporting Period: 2011-2016)

1 ICB-01 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100

2 ICB-02 NA NA NA NA NA NA NA NA NA NA NA NA NA NA NA NA 100

(Reporting Period: 2017-2019)

1 NCB-01 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100

2 NCB-02 100 100 100 NA 100 100 100 100 100 100 100 100 100 100 100 100 100 3 NCB-03 100 100 100 NA 100 100 100 100 100 100 100 100 100 100 100 100 100

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Compliance to Environmental Management Plan* Grievances

Biological Environment Socio-economic Minimize Compensatory Afforestation Occupational Health and Safety Community structures are Nos of grievances No of grievances No of cutting down (1:25) compensated / reconstructed documented resolved grievances Contract of trees (progress in % of total estimated under Corrective work)*** processing EMP Action Plans compliance S. No. Target (Nos.) Replanted Safety Gears Labors are Labor and work Community Community are prepared reporting is Remarks (Nos.) are sufficient insured camps are healthy Structure 1 Structure 2 and maintained and used (Y/N) (Y/N) and have sanitary implemented (Y/N) facilities (Y/N) (Y/N)

(Reporting Period: 2011-2016)

1 ICB-01 Y NA NA Y Y Y Y Y Y Y Y Y Y Contract terminated by Employer in Dec, 2016. Involved minor civil works for installation of 2 ICB-02 NA NA NA Y Y NA NA NA NA NA NA Y Y Equipment. ICB-02 Contract already completed.

(Reporting Period: 2017-2019)

3 NCB-01 NA NA NA Y Y Y Y Y Y Y Y Y Y Construction works continued 4 NCB-02 NA NA NA Y Y Y NA NA NA NA NA Y Y Construction works continued 5 NCB-03 NA NA NA Y Y Y NA NA NA NA NA Y Y Construction works continued

Note: * Add field as guided by EMP; ** Write percentage of compliance in a scale of 100%; NA: "Not applicable", this denotes for the reporting period. Annex 9 151

Annex - 4 – Site Photographs

Existing Facilities to be affected by development of Hangar Apron #01

Photo 20: Equipment Shed in the North of RFFS facility to be relocated, removed.

Canteen to be removed

Photo 21: Canteen on the East side of RFFS to be relocated, removed.

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Kailash Helicopter Shree Airlines Hangar

Manang Air Operation

Photo 22: Operation building, Yards and Hangars to be relocated, removed for the development of Hangar Apron #1

Fishtail Air Operation

CAAN office

Yeti Airlines Hangar Shree Airlines Hangar

Photo 23: Operation building, Maintenance yards and airlines hangars to be relocated, removed for construction of Hangar Apron #1 Annex 9 153

Altitude Air Operation

CAAN Office

Simrik Air Operation

Photo 24: Operation building, yards and Hangars to be relocated, removed for Hangar Apron#1

Altitude Air Operation

Fishtail Air Operation and Equipment yards

Simrik Air Operation

Photo 25: Operation building, yards and hangars to be relocated, removed for Hangar Apron #1. No effect to Buddha Hangar.

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Photo 26: Distant ground view of proposed Hangar Apron #01 area, Buddha Hangar not affected by this development

Photo 27: Existing helipad (on west side of cross-strip) to be affected by development of Hangar Apron #01. The helipad will need to be temporarily relocated for operation of helicopters. Annex 9 155

Photo 28: Ground view of existing cross-runway strip/taxiway, proposed to be developed as Taxiway Q as part of development of Hangar Apron #01.

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Existing Facilities to be affected by development of Hangar Apron #02

Security Quarter

Photo 29: Existing building on north side to be removed for development of Hangar Apron #2.

Photo 30: Existing temporary facilities and stockyard to be removed for development of Hangar Apron #02.

Annex 9 157

Distant view of proposed Site of Hangar Apron #02

View of Kandaghari-Shivbasti road, main access for construction of Hangar Aprons Photo 12: Existing temporary facilities to be removed for development of Hangar Apron #02 Existing Facilities to be affected by development of Parallel Taxiway

Photo 13: A view of airport perimeter road constructed under ATCEP, partly to be affected.

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Existing Fence to be removed

Photo 14: View of existing inner Fence and Perimeter Road from south end

Existing Fence to be removed

Photo 15: Existing inner Fence and service road along proposed Parallel Taxiway 'J' to be removed for its construction.

Annex 9 159

Buildings to be removed

Photo 16: Buildings (security dormitories) to be removed near proposed Taxiway K

Drain to be demolished near Taxiway E

Photo 17: Existing airport drain south of Taxiway E

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The runway side drain and Security post constructed as part of runway extension 02 will be affected by construction of Taxiway K

Photo 18: Existing runway drain - North from proposed Taxiway K

Another view of runway side drain

Photo 19: Existing Drain South from Proposed TWY K

Annex 9 161

Equipment to be relocated

Photo 20: Airport equipment to be relocated for west side strip development as part of PT

Tentative position of proposed reinforced earth wall

Photo 21: Cargo Building and N-S side slope of land form along proposed PT 'J' ICB 01R- International Apron & New Parallel Taxiway

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Part view of area

Photos A1 & A2: Views of site for construction of International Apron & new Parallel Taxiway on north-west part of TIA

Annex 9 163

NCB 01: Runway Extension 02 at TIA

Photo A3: Construction of runway extension towards 02. The runway is complete, but CAT I and AFL works are remaining

Photo A4: Turnpad of runway 02 extension

NCB 02- Expansion… of International Terminal at TIA

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Arrival Gate Area

Photo A5: On-going construction in Arrival Gate Area. Debris in area for arrival bus station (works under TIACAO) awaiting disposal

Departure Gate Lounge

Photo A6: New Departure Gate Lounge for expansion of International Terminal Building Annex 9 165

NCB 03 – Utility Services at TIA

Photos A7 & A8: Incineration Plant. Installation of certain equipment and commissioning of plant is remaining.

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Photo A9: Collection Chamber of Incinerator Plant. Disposal of construction waste is waiting.

Photo A10: Segregation Chamber of Incinerator

Annex 9 167

Photo A11: Pump House

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ANNEX 9– LIST OF PERSONS WHO PARTICIPATED IN CONSULTATION

Consultation Meeting #1, Kathmandu Metropolitan City Ward no. 32 Office (Date: 24 July 2020) Participants 1. Ms. Sita Bishunkhe Member: Kathmandu Metropolitan City Ward no. 32 2. Mr. Hari Prasad Neupane Chairperson: Koteshwor Purano Sinamangal Upbhokta Samiti 3. Mr. Jayaram K.C. Project Affected Person 4. Mr. Hari Bahadur Basnet, Local leader Affected Person Consultation Meeting #2, Kageshwori Manahara Urban Municipality Ward no. 9 Gothatar (Date: 24 July 2020) Participants: 1. Mr. Kundan Khadka : Chairperson of Ward no. 9 2. Mr. Ram Hari Gotame: Member of Ward no. 9 3. Ms. Sara Purkuti: Community member 4. Mr. Bhuwan Dahal : Community member 5. Ms. Sita Karki; Community member

Consultation Meeting # 3, Kageshwori Manahara Municipality Ward no. 8 Gothatar (Date: 24 July 2020)

Participants: 1. Mr. Shreekrishna Chapagain; Chairperson, Kageshwori Manahara Municipality Ward no 8 2. Mr. Ashalal Shrestha, Member: Kageshwori Manahara Municipality Ward no 8 3. Mr. Ishwor Dahal: Public Representative (local)

Participants from CAAN and TA Consultant

1. Mr. Prabhu Ram Thapa, Civil Engineer, CAAN Representative 2. Mr. Shiv Shanker Karki, Environment Specialist, TA Consultant (ADPI/GEOCE) 3. Prof. Bhanu Timseena, Social Development Specialist, TA Consultant (ADPI/GEOCE)

Annex 9 169

Photos of Public Consultation

Consultation at Ward 32 office, Kathmandu Metropolitan City

Member of Ward No 32 expressing her views

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Interaction with Kageshwari Manohara Urban Municipality Ward 9 Chairman and Member

Consultation at Ward 8 office, Kageshwari Manohara Urban Municipality

Annex 10 171

ANNEX 10 - PHOTOGRAPHS

Part view of Hangar Apron #1 site Buddha Hangar and others existing facilities

A potential location for contractor's yard A view of Parallel Taxiway site

Proposed site of Hangar Apron#2 Part of Kandaghari-Shivabasti Road

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ANNEX 11– ENVIRONMENTAL MONITORING REPORT OUTLINE

1. Introduction 2. Incorporation of environmental requirements into project contractual requirements 3. Summary of environmental mitigation and compensation measures implemented 3.1 Compliance Status with National/ State /Local Statutory Environmental Requirements 3.2 Compliance Status with Environmental Loan Covenants 3.3 Compliance with EMP 4. Summary of environmental monitoring 4.1 Approach and Methodology for environmental monitoring of the project 4.2 Compliance Inspections a. Summary of inspection activities b. Compliance to mitigation measures c. Effectiveness of mitigation 5. Key Environmental Issues 5.1 Key issues identified 5.2 Corrective actions implemented 5.3 Next steps 6. Conclusion and recommendations