SECTION 6 FORMULATION OF AIRPORT MASTER
REHABILITATION PLAN
Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
SECTION 6: FORMULATION OF AIRPORT MASTER REHABILITATION PLAN
6.1 Confirmation on Airside Separation Requirements
1) Existing Airside Separation Distances
At the existing Nadzab airport, separation distance between the runway center line and the parallel taxiway centerline is approx. 213 m, and the parallel taxiway centerline and the apron taxiway centerline is approx. 180 m. Distance between passenger terminal building and apron is approx. 6.5 m and apron depth is approx. 85 m as illustrated below.
85000 Apron Depth Baseline 6350 77500 7500 173600 213300 20135 150000 Runway Strip
Apron TW Apron Stand Parallel TW Runway B737-800 B737-800 B737-800 B737-800 Terminal
Figure 6.1-1 Existing Separations between Facilities
2) Examination of Airside Separation Distance Requirements
Examination as to whether the site conditions allow layout of the runway, parallel taxiway, apron edge taxiway, aircraft parking stands and the passenger terminal building with adequate separation distances for the instrument approach runway accommodating the design aircraft in accordance with ICAO Annex 14, has been carried out. The design aircraft (combination of aircraft simultaneously operational) are as follows: B737-800 on the apron edge taxiway and B737-800 or smaller parked on the apron or vice versa; B777-200 on the apron edge taxiway and B737-800 parked on the apron or vice versa; and B777-200 on the apron edge taxiway and B777-200 parked on the apron for the long-term.
Result of the examination is as follows: i) The separation distance between the existing runway and parallel taxiway is 213.3m which is more than enough to meet ICAO requirement for Code 4E (182.5m). ii) The distance between the existing parallel taxiway centerline and the existing passenger terminal building is approximately 265m. In between the parallel taxiway and terminal building, an apron edge taxiway, aircraft parking stand and an area for GSE and piping need to be provided to accommodate simultaneous operation of B777-200 in the long-term. The minimum distance for this requirement in accordance with ICAO are as shown below:
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Distance between a parallel taxiway to an apron edge taxiway; 80m. Distance between an apron edge taxiway and B777-200 parked on a stand; 47.5m. Length of B777-200 parked on a stand; 64m. Area for GSE and piping; 25m. Total; 216.5m < 265m.
123000 Apron Depth 25000 111500 128450 213300 64000 47500 11500 min distance is 80m 150000 Runway Strip
Apron TW Apron Stand Parallel TW Runway B777-200 B777-200 B777-200 Terminal
Figure 6.1-2 Confirmation on Airside Separations for Simultaneous Operation by B777-200
Therefore, it can be concluded that, from airside separation distance viewpoint, aircraft parking stands and an apron edge taxiway capable of accommodating B777-200 simultaneously can be developed phase by phase starting from those capable of accommodating B737-800 simultaneously or simultaneous operation by B737-800 and B777-200.
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
6.2 Location of New Passenger Terminal Building and New Apron
As the existing passenger terminal building (PTB) is old and narrow, the proposed new passenger terminal building needs to be developed as soon as possible, but without adversely affecting operation of the existing terminal and apron.
With regard to the location of proposed new passenger terminal, there could be two options as shown below: Develop the new terminal to the west of the existing PTB (Option A);and Develop the new terminal to the east of the existing PTB (Option B).
New PTB Location Option A New PTB Location Option B Existing PTB Existing PTB
Existing apron Existing Apron Demolish existing apron Construct new apron of Construct new apron for and construct new cement concrete propeller-driven aircraft cement concrete apron pavement
Construct new apron taxiway of cement concrete pavement Construct new apron taxiway of cement concrete pavement
Reinforce Reinforce Reinforce Reinforce existing existing existing existing taxiway taxiway taxiway taxiway
Option A Option B
Figure 6.2-1 Alternative Location of New PTB Options
Table 6.2-1 shows comparison of two options. The Option B is more advantageous than Option A in terms of the efficiency and economy in construction and future expansion, among others, and therefore has been chosen as the preferred option.
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Table 6.3-1 Comparison of Two New PTB Location Options Option A Option B Summary New PTB is to be located almost equidistant New PTB is to be located to the east of the from the apron edges, offering shorter existing PTB so that new terminal walking distance for passengers. construction would not obstruct operation of the existing terminal. Phasing and As the existing and new PTB are horizontally New PTB may be constructed independently Construction overlapped, the construction work needs to be from existing PTB. Period phased and longer time period required. Future The existing control tower could be an Ample area is available on both sides of the Expansion obstruction for future expansion of new PTB. new PTB for future expansion. Utilization of Part of existing PTB may be utilized as Existing PTB may be utilized as tentative Existing PTB tentative cargo terminal in the short-term but cargo terminal in the short to medium-term. needs to be demolished in the medium-term Further utilization in the long-term may for PTB expansion. require refurbishment which could be costly. Car Park Existing car park may be utilized, but it needs Additional car park will need to be developed significant rehabilitation and cost saving in front of new PTB. would be minimal. Aircraft Part of existing apron will need to be Operation of existing apron would not be Parking Apron demolished and new concrete pavement affected by construction of new PTB and constructed, which could prevent efficient and apron. smooth operation of PTB and apron. In The existing apron can be maintained as is addition, new apron pavement, at least (rehabilitation required) and utilized in future. equivalent to the demolished part, needs to be constructed, resulting in additional cost. Advantage This option could offer shorter walking Minimum adverse impact on operation of distance to passengers existing PTB and apron and no obstruction embarking/disembarking the aircraft on the for future expansion to both sides. apron. Existing PTB may be utilized as tentative cargo terminal. Disadvantage This option is time consuming and more Walking distance of passengers on apron costly in construction. would be longer, but provision of canopy Future expansion could be hindered by the could mitigate this problem. existing control tower. Conclusion Not preferable. Preferred option.
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
6.3 Runway Extension
As discussed in Subsection 5.4.1, extension of the runway may be required in future to accommodate medium to long-haul international flights. The runway length requirement together with direction of runway extension should be carefully examined in close cooperation with Air Niugini and other operating airlines as precise examination on the one-engine failure aircraft operation can only be made by the operating airlines.
6.4 Layout of Other Major Facilities
1) Cargo Terminal Building
At present, air cargo handling is being carried out inside the existing passenger terminal. Upon completion of the new passenger terminal construction, the existing passenger terminal may be converted to the cargo terminal building as it has adequate space to meet forecast future cargo demand (short to medium-term).
In the long-term, a new cargo terminal building will need to be constructed to accommodate both domestic and international cargo demand. As majority of the air cargo will still be transported by passenger aircraft, the new cargo terminal building should be located close to the passenger aircraft apron. Possible location of the new cargo terminal building would be to the western side of the existing passenger terminal (cargo terminal in the short-term) where a new terminal may be developed while maintaining the cargo terminal operation.
2) Control Tower
It has been proposed to utilize the existing control tower after refurbishment in the short-term, however the tower is already 40 years old and a new control tower will be required in future. Possible location of the new control tower could be to the west of the existing tower near the existing rescue and fire-fighting station. Attention should be paid to ensure meeting line-of-sight requirement to the future extended runway end.
3) Rescue and Fire-fighting Station
It has been proposed to construct a new rescue and fire-fighting station to ensure level of protection and timely response in case of emergency. Proposed location of the new rescue and fire-fighting station is in the eastern side of the exiting station where a direct access to the runway via Taxiway B is achievable.
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
4) NAC Administration Building
It has been proposed that a new NAC Administration Building complete with monitoring, communication and control system should be built near the existing administration building in order to ensure safe and efficient airport operations.
6.5 Airport Master Rehabilitation/Development Plan
Figure 6.5-1 shows proposed short-term Nadzab Airport Master Rehabilitation Plan, and Figure 6.5-2 shows proposed short-term Terminal Facilities Rehabilitation Plan.
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Administration Building Circulation Road & Carpark New Cargo Building (Renovation) New Passenger Terminal Building HIGHLAND HIGHWAY
Refurbishment of Control Tower Strengthened Pavement New Fire Station Rehabilitated Pavement for Maintenance Perimeter Fence
Perimeter Road NEW OPERATIONS BUILDING NEW NEW WATER CHLORINATOR BUILDING Access Road rehabilitation TOWER NEW WELL No.1 ACCESS ROAD
NEW PUMPHOUSE NEW CAR PARKING ACCESS ROAD YARD FOR TRACK NEW NEW SUBSTATION NEW FIRE SUBSTATION NEW CARGO BUILDING NEW TERMINAL BUILDING NEW STATION (RENOVATION) WASTE WATER TREATMENT CONTROL TOWER GSE New Substation park 20.00 New Waste Water Treatment Facility 64.00
Ex. Apron Overlay for rehabilitation 101.50 New Apron construction 26.00 11.50 Ex. Apron Overlay for strengthening 330.00 88.00 33.50 New Taxiway construction New TW 5.00 5.00 15.00 15.00
TW-A(1) 23.0 23.0 TW-A(3) TW-A(4) 5.00 TW-A(2) 5.00 SALS installation 23.0 23.0 (both sides) TW-D 46.8 74.7 TW-B TW-C
VOR/DME 72.0 45.00 45.00 72.0 Taxiway Overlay Taxiway Widening & Overlay 74.7 46.8 Taxiway Overlay 700.0 Runway Widening & Overlay
GRAVEL PIT
Figure 6.5-1 Short-term Nadzab Airport Master Rehabilitation Plan (Not to Scale)
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
50 200 N 0 100 BUILDING LAYOUT PLAN
2500
Figure 6.5-2 Nadzab Airport Short-term Terminal Facilities Master Rehabilitation Plan
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SECTION 7 PRELIMINARY DESIGN
Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
SECTION 7: PRELIMINARY DESIGN
7.1 Existing Topography
Topographic survey on the project site was conducted from May to July 2014 to obtain topographic map at Nadzab Airport including the access road.
1) Existing Topographic at Nadzab Airport
Existing topography at Nadzab Airport is around 62 to 77m above MSL and generally is sloping from north to south downward at approx. 0.4 %.
2) Runway
The runway gradually slopes from west to east downward at about 0.3%. The elevations of the western and eastern ends of the runway are approx. 72.9m MSL and 66.0m MSL respectively.
Existing runway transverse slope is single cant downward to southeast direction by 1.5 %.
Existing open ditch is located approx. 320 m away from the runway 27 threshold in the eastern side of the runway.
3) Taxiways
a) Parallel Taxiway-A & D
Parallel Taxiway A & D is generally inclining from west to east similarly to the runway, and its elevations is higher than that of the runway by about 2 m. Transverse slope of the Parallel Taxiway A & D is center crown shape and at 1.5 %.
b) Stub Taxiway-B & C
In order to collect and discharge rain water through open ditch located along northern side of the runway, the longitudinal slopes of Stub Taxiway B & C are downward to the open ditch.
4) Apron
Existing apron is inclining downward from north to south and elevation is approx. from 74.5 m to 72.4 m.
Existing elevation at the new apron area is approx. from 71m to 73.2 m and there is existing open ditch nearby new apron area. The new apron area is generally inclining from north to south.
5) Passenger Terminal Area
Passenger terminal area is approx. from 72.5 m to 73.3 m and grading from west to east. There is an existing open ditch in the terminal area. 7-1
Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
7.2 Runway, Taxiways, Apron and Other Civil Works
7.2.1 Longitudinal Profile Planning
1) Runway
The longitudinal slope of the existing runway is approx. 0.3% downward from west to east. In accordance with ICAO Annex 14, longitudinal slopes for runway where code number is 3 or 4 should not exceed 1 %, and also longitudinal slope change between two consecutive slopes should not exceed 1.5 %. The transition from one slope to another should be accomplished by a curved surface with a rate of change not exceeding 0.1 % per 30m (minimum radius of curvature of 30,000m). With regard to a distance between slope changes, the distance between the points of intersection of two successive curves should not be less than: - a) the sum of the absolute numerical values of the corresponding slope changes multiplied by the value 30,000m where the code number is 4, - b) 45 m whichever is greater.
Preliminary runway longitudinal slope based on above requirements is shown below.
No 0+00 No 3+00 No 4+20 No 5+40 No 7+20 No 8+00 No 9+00 No 9+80 No 10+40 No 11+20 No 12+60 Matchline A No 14+20 No 15+40 No 17+20 No 18+40 No 20+00 No 21+40 No 24+40
72.706 72.467 72.160 i=-0.098% 71.635 74 i=-0.202% 71.393 i=-0.257% 71.031 70.781 i=-0.292% 70.590 70.407 i=-0.300% i=-0.365% 69.917 i=-0.311% 69.453 72 i=-0.327% 69.028 i=-0.212% i=-0.357% i=-0.287% 69.420 i=-0.356% 68.034 i=-0.338% 67.475 70 i=-0.322% 67.020 i=-0.349% i=-0.325% 66.170 i=-0.283% 68
No 0+00 No 3+00 No 4+20 No 5+40 No 7+20 No 8+00 No 9+00 No 9+80 No 10+40 No 11+20 No 12+60 Matchline A No 14+20 No 15+40 No 17+20 No 18+40 No 20+00 No 21+40 No 24+40
72.706 72.467 72.160 i=-0.098% 71.635 74 i=-0.202% 71.393 i=-0.257% 71.031 70.781 i=-0.292% 70.590 70.407 i=-0.300% i=-0.365% 69.917 i=-0.311% 69.453 72 i=-0.327% 69.028 i=-0.212% i=-0.357% i=-0.287% 69.420 i=-0.356% 68.034 i=-0.338% 67.475 70 i=-0.322% 67.020 i=-0.349% i=-0.325% 66.170 i=-0.283% 68
Figure 7.2.1-1 Longitudinal Section for Runway
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
2) Taxiways
In accordance with ICAO Annex 14, the longitudinal slope of a taxiway should not exceed 1.5 % where the code letter is C or more. The transition from one slope to another slope should be accomplished with a rate of change not exceeding 1 % per 30m (minimum radius of curvature of 3000 m).
7.2.2 Cross Sectional Planning
1) Runway
A single cant of 1.5 % from north to south downward has been adopted as the transverse slope of existing runway. ICAO Annex 14 states “To promote the most rapid drainage of water, the runway surface should, if practicable, be cambered except where a single cross fall from high to low in the direction of the wind most frequently associated with rain would ensure rapid drainage”. On the existing runway surface, it provides a full length of grooving to foster rapid drainage of the surface water from the runway, hence it appears to consider a measure of rapid drainage function, even though there is no documental back ground for the use of a single cant slope for runway.
Examination has been carried out following two (2) cases such as, a) a single cant with 1.5 % slope and, b) center crown shape in term of the average overlay thickness and expected construction periods for overlay works on the runway. For the purpose of this examination, the same longitudinal section was adopted, and minimum overlay thickness was set to 12cm, which was obtained as the minimum pavement thickness requirement by preliminary pavement analysis.
90.0 Table 7.2.2-1 Comparison of Single90.0 Cant and Center Crown Slope a) Case-1 A Single Cant b) Case-2 Center Crown Shape Av. Overlay Thickness 15 cm 47 cm Construction Period 60 days 170 days （2438mx30mx0.15x2.35/480） (2438mx30mx0.47x2.35/480) Sta2+00 80.0 80.0
5% 2.5% 1.5% 5% 2.5%
DL=70.0 DL=70.0
Figure 7.2.2-1 Cross Section for Single Cant and Center Crown of Runway
Based on the above examination, a single cant slope for the runway should be selected as practical measure in this project. In addition, 5% slope at the beginning of runway strip has been 7-3
Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
adopted. Typical cross section of the runway is illustrated below.
5% 2.5% 1.5% 5% 2.5%
Figure 7.2.2-2 Typical Cross Section for Runway
2) Taxiways
The existing taxiways are center crown shape, and their transverse slope is 1.5%. According to ICAO Annex 14, transverse slope for a taxiway should not exceed 1.5% where the code letter is C, D, E and F, and therefore, transverse slope for the existing taxiways satisfies the requirement. Taking into consideration of increase of overlay volume when transverse slope is changed, application of the same transverse slope with the existing one is considered appropriate. Typical cross sections of the taxiways are shown below.
2.5% 1.5% 1.5% 2.5% 5% 5%
Figure 7.2.2-3 TW-A Typical Cross Section Sta. 6+53.668
2.5% 1.5% 1.5% 2.5% 5% 5%
Figure 7.2.2-4 TW-C Typical Cross Section Sta. 1+00 7-4
Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
3) Apron
ICAO Annex 14 recommends that maximum slope on an aircraft stand should not exceed 1 %. In addition, it is required to have sufficient function to prevent water accumulation on the surface.
7.2.3 Other Facilities
1) Airside Drainage Facilities
There are existing open ditch drainage systems at northern side of the runway and parallel taxiway-A, and pipe culverts at the intersection of taxiways and the existing open ditches.
According to ICAO Annex 14, minimum separation distance between taxiway centerline and object is stipulated as follows.
Table 7.2.3-1 Design Criteria for a Taxiway
Code Letter
A B C D E F
Minimum Separation Distance bet. TWY 16.25m 21.5m 26m 40.5m 47.5m 57.5m Centerline to Object
Based on the topographic survey, the existing open ditch located northern side of the parallel taxiway-A is within the area any object shall not be located (26m from taxiway center line), therefore removal of the existing open ditch needs to be undertaken.
In addition, the existing pipe culverts at the intersections between taxiways and the existing open ditches need to be reinforced for the design aircraft.
2) Circulation Road and Car Park
The number of access vehicles during the peak hour in 2026 and 2031 has been estimated at 240 and 280 (two way) respectively. Considering the capacity of single lane and the estimated peak-hour access vehicle traffic, one (1) lane for each direction of the circulation road is sufficient, however, in preparation for happening of accident and possible blockage of the lane, two (2) lanes should be provided for circulation road as safety measure. It should be noted that additional lanes must be provided in front of the passenger terminal building for weaving, unloading/loading passengers.
As for pavement structure for the circulation road and car park, less than 100 numbers of heavy traffics per day has been adopted considering relatively small traffic volumes based on site condition and heavy traffic mixtures. Based on Japan Road Association Manual, typical road and 7-5
Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
car park pavement structure is identified as below.
Design traffic volume; Less than 100 numbers of heavy traffic per day
Sub grade CBR; 6 %
Sub-base course thickness; 150mm
Base course thickness; 100mm
Asphalt surface course thickness; 50mm
Current circulation road system has not adopted one way direction system, and there are parking lots for registered vehicles in front of the passenger terminal building inducing mixed vehicle flows and traffic jam even small traffic volume. In order to avoid mixed traffic flows, it is preferable to adopt oneway circulation road system. Following figure shows proposed circulation road system.
To Access road To Access road
To Terminal Carpark Circulation Road To Terminal, To cargo carpark, road AccessTo To Terminal, To cargo carpark, Both direction road To Carpark To Carpark & Cargo To Carpark & Cargo To Access road
To Cargo To Terminal To Terminal, carpark, cargo YARD FOR TRACK Terminal Curve
NEW CARGO BUILDING NEW TERMINAL BUILDING (RENOVATION)
Figure 7.2.3-1 Layout for Circulation Road and Carpark
3) Access Road
The existing access road has two (2) lanes (one lane for each direction) connecting the Highland Highway and Nadzab Airport. Some part of the access road near the airport is provided with gutter drainage system, however, no drainage system has been provided to the rest of the access road. Therefore, drainage system for the access road should be installed in this project.
In addition, for the purpose of maintenance, single layer (50 mm) of asphalt overlay has also been provided.
4) Perimeter Road and Fence
Reconstruction of perimeter road with 3 m width for each direction should be carried out with sub-base, base and sealed asphalt layer. Furthermore, the perimeter fence should also be provided. Typical cross section and layout for perimeter road and fence are illustrated below.
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Perimeter Fence Perimeter Road
3.0 3.0
Figure 7.2.3-2 Typical Cross Section for Perimeter Road and Fence
PERIMETER FENCE
PERIMETER ROAD
PERIMETER FENCE PERIMETER ROAD PERIMETER FENCE
PERIMETER ROAD
VOR/DME
SALS SALS 700.0
PERIMETER ROAD
PERIMETER FENCE
Figure 7.2.3-3 Perimeter Road and Fence Layout
7.2.4 Pavement Structural Planning
1) Aircraft Movements
According to the air traffic forecast, the forecast daily aircraft movements are as summarized below.
Table 7.2.4-1 Forecasted Daily Aircraft Movements Aircraft 2021 2026 2031 B737-800 4 6 10 70-Seater 14 16 14 ATR72 18 18 20 F50 6 6 6 BN 6 8 10 Total 48 54 60 Source: JICA Survey Team
2) Design Period
20 years design period has been adopted for pavement structural planning as standard value described in Advisory Circular published by FAA. 7-7
Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Based on the forecasted daily aircraft movements shown above, design day ratio, growth rate and expected rate of runway usage, future aircraft movements have been estimated as shown below. With regard to its growth rate from 2032 to 2040, average of that of from 2021 to 2026 and from 2026 to 2031 has been adopted.
Table 7.2.4-2 Estimated Aircraft Movements during Design Period
Daily Aircraft Movements Annual Aircraft Movements B737-800 70-SeaterATR72 F50 B737-800 70-SeaterATR72 F50 Total
2021 4 14 18 6 1,568 5,208 6,570 2,190 15,536 2022 5 15 18 6 1,734 5,356 6,570 2,190 15,850 2023 5 15 18 6 1,900 5,504 6,570 2,190 16,164 2024 6 16 18 6 2,066 5,652 6,570 2,190 16,478 2025 6 16 18 6 2,232 5,800 6,570 2,190 16,792 2026 6 16 18 6 2,400 5,948 6,570 2,190 17,108 2027 7 16 19 6 2,785 5,970 6,935 2,190 17,880 2028 8 16 19 6 3,170 5,992 6,935 2,190 18,287 2029 9 15 20 6 3,555 5,649 7,300 2,190 18,694 2030 10 15 20 6 3,940 5,671 7,300 2,190 19,101 2031 10 14 20 6 3,958 5,326 7,300 2,190 18,774 2032 11 15 21 6 4,341 5,701 7,665 2,190 19,897 2033 13 15 21 6 5,089 5,713 7,665 2,190 20,657 2034 14 15 21 6 5,472 5,725 7,665 2,190 21,052 2035 15 15 21 6 5,855 5,739 7,665 2,190 21,449 2036 16 15 22 6 6,238 5,753 8,030 2,190 22,211 2037 18 15 22 6 6,986 5,769 8,030 2,190 22,975 2038 19 15 22 6 7,367 5,783 8,030 2,190 23,370 2039 21 15 22 6 8,113 5,797 8,030 2,190 24,130 2040 23 15 23 6 8,859 5,811 8,395 2,190 25,255 20-years Total 87,628 113,867 146,365 43,800 391,660 20-years Departure 43,814 56,934 73,183 21,900 195,830 Prevailing wind 80% 35,051 45,547 58,546 17,520 156,664 Average departure 1,753 2,277 2,927 876 7,833 per year
Source: JICA Survey Team
3) Sub-Grade CBR
Aeronautical Information Publication for Nadzab Airport has declared the strength of the runway pavement as PCN 30/F/B/X/U. Category “B” means that subgrade CBR value is medium range from 8 to 13.
The geotechnical investigation report conducted by NAC in 2012 suggested that subgrade CBR values for the runway, taxiway and apron at the depth of 1.2 to 1.5 m below should be as summarized below.
Table 7.2.4-3 Subgrade CBR Value Runway Taxiway Apron Recommended Design Subgrade 13 10 14 CBR Value at 1.2-1.5 m Depth
Source: Geotechnical Report by NAC in 2012
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Therefore, subgrade CBR value of 10 % for the runway, taxiway and apron has been selected for their pavement structures. However, for the circulation road and carpark, lower subgrade CBR value has been adopted based on the result of soil investigation conducted in July 2014 in this Survey.
For rigid pavement calculation, subgrade k-value needs to be input. The relationship between CBR value and k-value is shown below. K-value of 55 MN/m3 has been obtained using the chart.
55
Figure 7.2.4-1 Relationship between CBR Value and k Value Source: JCAB Design Manual
4) Existing Pavement
The existing runway pavement was constructed in the middle of 1970’s for Fokker F28 aircraft. According tothe drawings stored at Nadzab Airport, thickness of the existing base and sub-base courses of the taxiways and apron are 150 mm and 300 mm respectively. In 2012, structural overlay with 50 mm asphalt surface course was carried out on the runway, taxiways and apron.
NAC conducted geotechnical investigation at Nadzab Airport in 2012. This geotechnical investigation was one of the scopes of the CADIP programs. The geotechnical investigation included core sampling from the existing runway pavement and a hand auger or mechanical auger to a depth of 1.5 m or refusal. The geotechnical investigation report suggested that the existing runway pavement consists of 85 to 95 mm of asphalt mixture, more than 600 mm thick base and sub-base courses.
In reviewing above information, assumed existing runway, taxiway and apron pavement structure is illustrated as follows.
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Existing Runway, Taxiway & Apron Pavement
Asphalt Surface Course t=50mm Asphalt Surface Course t=20mm
Base Course t=150mm
Sub-Base Course t=300mm
Figure 7.2.4-2 Typical Section of Existing Runway, Taxiway and Apron Pavement
5) Pavement Thickness Required
Since several types of aircraft wheels gear such as triple dual tandem for Boeing 777 has been utilized by airlines, Federal Aviation Administration (FAA) has developed computer program in order to obtain pavement analysis of different wheel gears. FAARFIFLD is the program developed by FAA for analysis of pavement thickness for several types of wheel gears. For preliminary pavement thickness design, FAA RFIELD Pavement Design Program has been adopted.
For the aircraft input data, there is no list for 70-Seat (Q-400) class, ATR72 and F50 types of small aircraft, hence substitutions have been made based on the wheel gear type and gross weight of the aircraft.
Based on the above 1) through 3), preliminary pavement thickness calculations have been made. The overlay thickness for the runway has been added 10 mm for application of grooving. The results of the pavement thickness calculations are attached to appendix. Typical pavement structures are shown below.
Overlay Pavement for Runway Widening Runway Pavement
Overlay t=120mm(10mm for grooving) Asphalt Surface Course t=60mm(10mm for grooving) Asphalt Surface Course t=50mm Asphalt Binder Course t=60mm Asphalt Surface Course t=20mm Asphalt Treated Base t=130mm Base Course t=150mm Base Course t=150mm
Sub-Base Course t=300mm Sub-Base Course t=190mm
Apron Pavement Overlay Pavement for Taxiway Widening Taxiway Pavement Overlay t=110mm Concrete Slab t=320mm Asphalt Surface Course t=50mm Asphalt Surface Course t=50mm Asphalt Surface Course t=20mm Asphalt Binder Course t=60mm
Base Course t=150mm Asphalt Treated Base t=130mm Cement Treated Base t=150mm Base Course t=150mm
Sub-Base Course t=300mm Base Course t=250mm Sub-Base Course t=190mm
Figure 7.2.4-3 Typical Section of Runway, Taxiway and Apron Pavement 7-10
Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
7.2.5 Cost Reduction
Cost reduction measure for civil works has been examined. With regard to shoulders for a runway, ICAO Annex 14 recommends that “runway shoulders should be provided for a runway where code letter is D or E and runway width is not less than 60 m.”, “the runway shoulders should extend symmetrically on each side of the runway so that the overall width of the runway and its shoulders is not less than 60 m where the code letter is D or E”.
Nadzab airport will accommodates scheduled flight of Code C aircraft and occasional diverted flight of Code E aircraft after completing the developments. In consideration of the limited frequency of the diverted code E aircraft, provision of runway shoulders might be over investment, and provision of runway shoulders for code C aircraft are not stipulated by ICAO Annex 14.
As for taxiway shoulders, taxiways remained to 15 m, treated surface shoulders with 5 m wide are provided, while shoulders for taxiways widened to 23 m is not provided as occasional divert flight of B767/B777/B787 engines remained above the pavement.
Table 7.2.5-1 summarizes above the examination results.
Table 7.2.5-1 Summary of Cost Reduction No Item Cost Reduction (Million Yen) 1 Runway 1-(1) Runway Shoulders 500 2 Taxiways 2-(1) Taxiway A(2) & A(3) Shoulders 150 2-(2) Taxiway B Shoulders 50 2-(3) Taxiway C Shoulders 96 Total 797 (1 PGK=48.2 Yen)
7.2.6 Construction Program and Schedule
1) Aircraft to be in Operation during Construction
Construction works at Airfield, especially runway, require careful attention to ensure operational safety while keeping airport in operation for the social and economic benefits. At the same time, construction works need to be efficient. Nadzab Airport is currently utilized by the following aircraft on scheduled flight basis, and the aircraft are expected to be in operation during the construction period. The characteristics of the aircraft are summarized below.
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Table 7.2.6-1 Characteristics of Expected Aircraft to be used during Construction
Max. Wing Span Length Wheel Wheel Outer Max.Take-off Height (m) Landing Engine Seat (m) (m) Base (m) Track (m) Track (m) Weight (kg) Weight (kg) ATR72-500 27.05 27.17 7.65 10.77 4.10 22,500 22,350 Propeller 68-74 Q-200 25.90 22.30 7.49 - - 16,466 15,649 Propeller 37-39 Q-300 27.40 25.70 7.49 - - 19,505 19,051 Propeller 50-56 Q-400 28.40 32.80 8.30 13.94 8.80 9.60 29,257 28,009 Propeller 68-78 F50 29.00 25.25 8.32 9.70 7.20 7.87 20,820 20,030 Propeller 46-56 2 Engine F100 28.08 35.53 8.51 14.01 5.04 45,810 39,915 97-109 Jet
2) Required Take-Off Length
Construction works on the runway requires careful consideration to the operational safety of aircraft. From economical viewpoint, possibility of daytime work for easy and efficient construction should be fully taken into account. In line with this, necessary take-off runway length for each type of aircraft has been advised from Air Niugini as shown below.
Table 7.2.6-2 Required Take-Off Runway Length Type of Aircraft Required Take-Off Runway Length (m) Fokker F100 1,500 Bombardier Q400 1,460 Bombardier Q300 1,060 Bombardier Q200 860
Source: Air Niugini
3) Minimum Pavement Width for 180 Turn
Because of the locations of taxiways B & C, operating aircraft is required to turn 180 degrees for taking-off during the airfield pavement works. Required minimum pavement width for 180 degree turn for F100, Q400 and Q300 is as follows. (Note. As manufacturer’s characteristics data for Fokker F100 are not available, those of DC-9-32 was used as substitution.)
Figure 7.2.6-1 180 Degrees Turn
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Table 7.2.6-3 Minimum Pavement Width for 180 Degree Turn
Fokker F100 Q400 Q300 Minimum Pavement Width 22.9 25.7 22.63 for 180 Degrees Turn (m) Source: Manufacturer’s Characteristics
Table 7.2.6-4 Size of Fokker and DC 9-32 Wing Span Length (m) Height (m) Wheel Base Wheel Track (m) (m) (m) Fokker F100 28.08 35.53 8.51 14.01 5.04 DC 9-32 28.44 36.36 8.5 16.22 5.0 Source: Manufacturer’s Characteristics
4) Runway Construction Procedure
Expected runway construction procedure has been examined based on the following prerequisite conditions:
Keeping Nadzab Airport operational; Fokker F100 should be the critical aircraft during construction of the runway; and 100-m margin is applied for required taking-off runway length for safety consideration.
Following two options have been examined as presented below.
Table 7.2.6-5 Comparison of Runway Construction Options
Case Option 1 Option 2
Phase-1 300(Night) 538 (Daytime) Schematic 2438 838 (Work area) Phase-1 300(Night) 538 (Daytime) 2438 Phase-2 838 (Work area) Diagram 538(Daytime) 300(Night) 2438 838 (Work area) Phase-2 538(Daytime) 300(Night) 2438 838 (Work area) Phase-3 2438 381 (Daytime) Phase-3 2438 762 (Night) Phase-4 2438 381 (Daytime)
Merit - Workability is higher than case-2 because - Intermediate runway construction is of day work construction carried out at nighttime, so operation limitation would be minimized Demerit - Construction at intermediate of runway is - Construction period would be larger than carried out at daytime, aircraft to be case-1 because of night work operated would be limited Judgment Fair Good
Based on the above comparison, the Option 2 has been selected for runway construction procedure in this Survey.
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
5) Runway and Taxiway Works
Runway and taxiway construction consists of overlay, widening and shoulder works. Typical cross section of the runway and taxiway are shown as follows.
5% 2.5% 1.5% 5% 2.5%
Figure 7.2.6-2 Typical Cross Section of Runway
2.5% 1.5% 1.5% 2.5% 5% 5%
Figure 7.2.6-3 Typical Cross Section of Taxiway without Widening
2.5% 1.5% 1.5% 2.5% 5% 5%
Figure 7.2.6-4 Typical Cross Section of Taxiway with Widening
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
The pavement work at the middle portion of the runway should be conducted during the night time, and that portion should be opened at day time for aircraft operation. Any excavations along the runway made during widening work should be backfilled and compacted to 15 cm in depth from the surface and should be applied asphalt emulsion in order to prevent foreign object from scattering. Working time for the night time has been examined based on flight schedule of March 2014. According to the flight schedule, the first flight is scheduled to arrive at 06:00 am and the last flight to depart at 18:00 pm. One hour before and after asphalt laying has been given to confirmation of runway clearance and existence of another flight, site preparatory works and cleaning, demobilization works. Typical daily asphalt work cycle at night work would be as listed below.
18:00-19:00 Confirmation of runway clearance and existence of another flight 19:00-20:00 Mobilization and site preparatory works 20:00-04:00 Asphalt laying and compaction works 04:00-05:00 Cleaning and demobilization works 05:00-06:00 Margin
[Mobilization and Site Preparatory Works] i) Mobilization of equipment and man power; ii) Setting up of tower lights and generator set; iii) Setting up of runway warning signs; iv) Clearing of the area to be paved using truck power broom; v) Survey and setting of stake and string line guide for control of thickness of asphalt mix being spread by the asphalt finisher; vi) Cutting and milling of transition joints (minimum thickness: 30 mm); vii) Hauling and disposal of milled asphalt materials; viii) Application of tack coat;
[Asphalt Laying and Compaction Works] i) Delivery of asphalt mix on site from staging area; ii) Laying of asphalt mix using 2 to 8 meter wide asphalt finishers; iii) Compaction of newly placed asphalt mix; iv) Material sampling/testing and temperature monitoring and control on site; v) Cutting/milling of existing asphalt layer to make transition joints between new and existing asphalt layers at runway and taxiway (minimum thickness of transition joint: 30 mm);
[Clearing and Demobilization] i) Application of temporary runway marking; ii) Clearing and cleaning of site area; 7-15
Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
iii) Demobilization of equipment and man power; iv) Final inspection prior to opening of the runway to traffic; and v) Removal of runway warning signage.
It is noted that electrical works such as cabling, installation of runway edge lights can commence before the asphalt works. In addition, temporary runway edge lights for existing runway width can be installed for the operations during the construction period.
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Table 7.2.6-6 Typical Night Work Procedure of Asphalt Overlay Work
WORKING HOURS Activities 1 2 3 4 5 6 7 8 9 10 10 20 30 40 50 60 10 20 30 40 50 60 10 20 30 40 50 60 10 20 30 40 50 60 10 20 30 40 50 60 10 20 30 40 50 60 10 20 30 40 50 60 10 20 30 40 50 60 10 20 30 40 50 60 10 20 30 40 50 60 Civil Work Activities Mobilization and Site Preparatory Works 1 Mobilization of equipments and manpower 2 Setting up of tower lights generator set 3 Setting up of runway warning signage's 4 Cleaning of the area to be paved using truck power broom 5 Survey and setting of stake and string line guide 6 Cutting and milling of starting transition joints and existing marking 7 Hauling and disposal of asphalt milled materials 8 Application of tack coat Asphalt Laying and Compaction Works 1 Delivery of asphalt materials on site from staging area 2 Laying of asphalt material using 2-8m wide asphalt finisher 3 Compaction of the newy paved asphalt 4 Temperature monitoring and control of newly paved asphalt 5 Material testing and sampling on site 6 Cutting and milling of ending transition joints Hauling and disposal of asphalt milled materials and application of tack 7 coat Clearing and Demobilization Works 1 Application of temporary pavement markings 2 Clearing and cleaning of site area of any debris 3 Demobilization of equipments and manpower 4 Final inspection of the runway prior to opening to traffic 5 Removal of runway warning signage's
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
In order to attain expected capacity of asphalt concrete overlay work at day work, required asphalt plant capacity is approx. 60t/h with asphalt storage silo. It is very much critical for asphalt mixture to take control of the temperature to be good quality of asphalt pavement and continuous material supply especially for construction of intermediate runway portion. Nadzab Airport is located approx. 35 km from Lae city, and it takes around one (1) hour by a general vehicle such as sedan. In case off-site asphalt plant would be used for asphalt pavement works, some difficulties mentioned above might arise. Therefore, limited usage of off-site asphalt plant is recommended. Hence, on-site asphalt plant nearby Nadzab Airport would be considered as appropriate measure. Assumed equipment for asphalt pavement work is shown below.
Table 7.2.6-7 List of Expected Construction Equipment for Asphalt Pavement Work No Equipment Specification Number
Asphalt Plant 60t/h 1
Asphalt Storage Silo 120t
1 Asphalt finisher Width 8m 2
2 Tire roller 8-20 t 2
3 Tandem roller 8-10 t 2
4 Macadam roller 10-12t 2
5 Motor Grader 3.7m 3
6 Dump truck As required for transportation of asphalt mix from asphalt plant to site. 7 Milling Machine 2
8 Small cleaner with rolling 1 brush
9 Small wheel loader 1
10 Tack coat distributor 1
12 Water distributor 1
13 Tower light
14 Survey equipment 1set Source: JICA Survey Team
6) Apron Construction
Constructions of the the apron compose of new apron construction and existing apron overlay work. Location of the new apron is next to and eastern side of the existing apron. For apron construction, it is required that airport should continue to be in operation without influence as much as possible.
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
With regard to the construction time, new apron and existing apron overlay construction could be carried out at day time, because of the location where not to affect airport operation.
Assumed equipment for cement concrete pavement and base course is as follow.
Table 7.2.6-8 Assumed Machinery for Cement Concrete Pavement Work No Machinery Specification Number Concrete Plant 50 m3/h 1 1 Concrete spreader 3.0m-7.5m 7.5m 1 2 Concrete finisher 3.0m-7.5m 3.0m~7.5m 1 3 Vibrator 2 4 Inner vibrator 3.0m-8.5m 3.0m~8.5m 1 5 Concrete leveler 3.0m-7.5m 1 6 Motor Grader 3.7m 1 7 Macadam roller 10-12t 1 8 Tire roller 8-20t 1
To fulfill expected capacity of cement concrete pavement at day work, required concrete plant capacity is approx. 40m3/h. Considering the usage of concrete for structural frame body for passenger terminal building at the same time, higher concrete plant capacity would be needed, hence, 50m3/h capacity of concrete plant would be selected. Nadzab Airport is located approx. 35 km from Lae city, and it takes around one (1) hour by a general vehicle such as sedan. When the concreting work proceed on site, it is critical for quality that a short of supply of concrete happen. In addition, it is important to take control of quality of concrete plant under the Contractor’s responsibility. Hence, on-site concrete plant nearby Nadzab Airport would be considered as appropriate measure.
Typical daily work procedure of cement concrete pavement is shown as follows.
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Table 7.2.6-9 Typical Daily Work Procedure of Cement Concrete Pavement WORKING HOURS Activities 1 2 3 4 5 6 7 8 10 20 30 40 50 60 10 20 30 40 50 60 10 20 30 40 50 60 10 20 30 40 50 60 10 20 30 40 50 60 10 20 30 40 50 60 10 20 30 40 50 60 10 20 30 40 50 60 Civil Work Activities Mobilization and Site Preparatory Works 1 Mobilization of equipments and manpower 2 Setting of form and rail 3 Preparation of joints, mesh 4 Preparation of concrete machinery 5 Comfirmation of base surface and joints Concrete Laying Works 1 Delivery of concrete materials on site from staging area 2 Laying of concrete material using 3-7.5m wide concrete finisher 3 Elevation and flatness monitoring and control 4 Material testing and sampling on site 5 Curing 6 Joint cutting and application of joint sealer (Previous concreting area) Clearing and Demobilization Works 1 Clearing and cleaning of site area of any debris 2 Demobilization of equipments and manpower 3 Final inspection of site
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
7) Daytime Work and Nighttime Work Area at Runway, Taxiway and Apron
When runway construction procedure has been selected, taxiway construction would be adhering to the runway construction accordingly. Existing taxiway system consists of the parallel taxiway and four (4) number of stub taxiways, and therefore, flexible aircraft operation could be achivable even during the construction period. Approach surface limitation for landing and take-off operation should also be taken into consideration. Approx. 300m from middle portion at the both end runway construction phases are necessary to be carried out in nighttime.
Possible runway, taxiway and apron construction at daytime and nighttime have been examined and schematic procedures are shown below.
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Daytime Daytime Nighttime Nighttime
SALS SALS SALS SALS
(1) (4)
Daytime Daytime Nighttime Nighttime
SALS SALS SALS SALS
(2) (5)
Daytime Daytime Nighttime Nighttime
SALS SALS SALS SALS
(3) (6) Figure 7.2.6-5 Day Work and Night Work Area for Runway and Taxiway
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
8) Construction Capacities
Construction capacities for asphalt pavement and cement concrete pavement based on JCAB are shown below.
Table 7.2.6-10 Construction Capacity Work Items Unit Daily Progress Remarks Mobilization day - 30 days allocated for mobilization Overlay t/day 480 Production capacity of asphalt plant Subbase for widening m2/day 580 Work capacity of tire roller Base for widening m2/day 580 Work capacity of tire roller ATB for widening m2/day 540 Work capacity of asphalt finisher Asphalt surface for m2/day 540 Work capacity of asphalt finisher widening Base for shoulder and m2/day 2,000 Work capacity of tire roller New TW Asphalt surface for t/day 480 Production capacity of asphalt plant shoulder and New TW CTB m3/day 300 Production capacity of concrete plant Concrete slab m3/day 300 Production capacity of concrete plant Curing of concrete day - 30 days allocated for concrete curing Source: JICA Survey Team
9) Summary of Construction Quantities
Preliminary construction quantities for pavement by area and items are listed below.
Table 7.2.6-11 Summary of Construction Quantities
Work Item Facility unit Q’ty Remarks 1. Airfield Works Overlay Runway m2 75,000 Av. thick=150mm, 26,500t Taxiway-A(1), (4) m2 27,400 Av. thick=170mm, 11,000t Taxiway-A(2), (3) m2 8,800 Av. thick=170mm, 3,600t Taxiway-B m2 10,100 Av. thick=180mm, 4,300t Taxiway-C m2 9,400 Av. thick=180mm, 4,000t Taxiway-D m2 3,800 Av. thick=170mm, 1,600t Existing Apron m2 5,800 Av. thick=150mm, 2,100t (strengthened) Existing Apron m2 28,100 Av. thick=90mm, 6,000t (rehabilitation) Runway Surface & Widening m2 41,000 Thick=120mm, 11,600t Binder Runway Base-1 m2 41,000 ATB, thick=130mm, 12,600t Crushed agg. thick=150mm, Runway Base-2 m2 41,000 6,200m3 Crusher run, thick=190mm, Runway Sub-base m2 41,000 7,800m3
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Taxiway Surface & m2 13,500 Thick=110mm, 3,500t Binder Taxiway Base-1 m2 13,500 ATB, thick=130mm, 4,200t Crushed agg. thick=150mm, Taxiway Base-2 m2 13,500 2,100m3 Crusher run, thick=190mm, Taxiway Sub-base m2 13,500 2,600m3 New Apron Cement Slab m2 6,900 Thick=320mm, 2,200m3 Base-1 m2 6,900 CTB, thick=150mm, 1,100m3 Crushed agg. thick=250mm, Base-2 m2 6,900 1,800m3 Shoulder Asphalt seal m2 24,900 Thick=20mm, 1,200t Taxiway A(1), (4) Crushed agg. thick=180mm, m2 20,500 and D Base 3,700m3 Crushed agg. thick=190mm, Taxiway B Base m2 2,700 500m3 Crushed agg. thick=280mm, Existing Apron Base m2 1,800 500m3 GSE Road & Asphalt Surface & m2 3,800 Thick=80mm, 800t Park Binder Crushed agg. thick=230mm, Base m2 3,800 900m3 Perimeter Road Asphalt Surface m2 50,500 Thick=20mm, 2,400t Crushed agg. thick=100mm, Base m2 50,500 5,100m3 Crusher run, thick=100mm, Sub-base m2 50,500 5,100m3 2. Landside Work Circulation Asphalt Surface m2 5,900 Thick=50mm, 700t Road Crushed agg. thick=100mm, Base m2 5,900 600m3 Crusher run, thick=150mm, Sub-base m2 5,900 900m3 Access Road Asphalt Overlay m2 17,500 Thick=50mm, 2,100t
10) Preliminary Construction Schedule
Preliminary construction schedule for the civil works has been examined based on the work volumes, capacities and number of machinery, workable rate of 50% considering of historical precipitation observation data obtained from National Weather Service. Historical average monthly precipitation, number of days more than 10mm per day of precipitation and calendar day/ workable day and calendar day/workable day have been as follows.
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Table 7.2.6-12 Historical Monthly Precipitation and Number of Days more than 10mm per day
400 2009 2010 2011 2012 2013 Av. Jan.4 6 2 10 9 6.2 350 Feb5 6 5 1 5 4.4 300 Mar7 5 3 5 4 4.8 2009 250 Apr3 4 5 1 5 3.6 2010 May3 2 2 5 5 3.4 200 2011 Jun No data 3 4 4 2 3.3 150 2012 Jul 10 9 6 1 3 5.8 100 2013 Aug2 4 1 11 2 4.0 Sep2 6 4 4 7 4.6 50 Oct3 4 1 2 6 3.2 0 Nov1 2 3 1 4 2.2 Jan. Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Dec5 4 10 No data 5 6.0
Source: National Weather Service Note: No data have been obtained from National Weather Service at Jun 2009 and Dec 2012
Table 7.2.6-13 Calendar Day / Workable Day Month 1 2 3 4 5 6 7 8 9 10 11 12 (1) Impossible Working Day (More than 10mm rain) 6.2 4.4 4.8 3.6 3.4 3.25 5.8 4 4.6 3.2 2.2 6 (2)Saturday & Sunday 9 8 9 8 10 8 8 10 8 9 9 8 (3)National Holiday 101101111003 (4)Lap of (1) & (2) -1.8 -1.3 -1.4 -1.0 -1.1 -0.9 -1.5 -1.3 -1.2 -0.9 -0.7 -1.5 Number of Calender day 31 28 31 30 31 30 31 31 30 31 30 31 Workable Days 16.6 16.9 17.6 18.4 18.7 18.6 17.7 17.3 17.6 19.7 19.5 15.5 Workable Ratio 0.54 0.60 0.57 0.61 0.60 0.62 0.57 0.56 0.59 0.64 0.65 0.50 Calendar day / Workable day 1.87 1.66 1.76 1.63 1.66 1.61 1.75 1.79 1.70 1.57 1.54 1.99 Av. Calendar day / Workable 1.71 day
Preliminary construction schedule for the civil works is shown below.
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Table 7.2.6-14 Preliminary Construction Schedule for Civil Works
Daily Days Work Items Quantity Progress Required 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 0.Temporary Works 1) Batching Plant Concrete Batching Plant/Trial Mix Asphalt Batching Plant/Trial Mix 2) Site Preparation 1.West RWY & TWY-A(1) 1) Mobilization 2) Overlay 16,400 t 480 70 3) Widening Earthworks & Subgrade Preparation Subbase Course 12,600 ㎡ 580 50 Base Course 12,600 ㎡ 580 50 ATB 25,200 ㎡ 540 100 Asphalt Pavement Surface 25,200 ㎡ 540 100 4) Simple Shoulder Earthworks & Subgrade Preparation Base Course 24,300 ㎡ 2,000 30 Sealed Asphalt Pavement Surface 600 t 480 10 5) Others Lots 6) Drainage Works 2.East RWY & TWY-A(3),(4), TWY-D 1) Mobilization 2) Overlay 15,200 t 480 70 3) Widening Earthworks & Subgrade Preparation Subbase Course 14,800 ㎡ 580 60 Base Course 14,800 ㎡ 580 60 ATB 25,200 ㎡ 540 100 Asphalt Pavement Surface 25,200 ㎡ 540 100 4) New TWY Earthworks & Subgrade Preparation Subbase Course 6,300 ㎡ 2,000 10 Base Course 6,300 ㎡ 2,000 10 ATB 2,000 t 480 10 Asphalt Pavement Surface 1,700 t 480 10 5) Simple Shoulder Earthworks & Subgrade Preparation Base Course 10,800 ㎡ 2,000 20 Sealed Asphalt Pavement Surface 300 t 480 10 5) Others Lots 6) Drainage Works Lots 3.Middle RWY 1) Mobilization 2) Overlay 8,100 t 480 40 3) Widening Earthworks & Subgrade Preparation Subbase Course 11,500 ㎡ 580 40 Base Course 11,500 ㎡ 580 40 ATB 22,900 ㎡ 540 90 Asphalt Pavement Surface 22,900 ㎡ 540 90 4) Strip Earthworks & Subgrade Preparation 5) Others Lots 4.TWY-A(2) & TWY-B & TWY-C 1) Mobilization 2) Overlay 10,300 t 480 50 3) Widening Earthworks & Subgrade Preparation Subbase Course 12,400 ㎡ 580 50 Base Course 12,400 ㎡ 580 50 ATB 24,800 ㎡ 540 100 Asphalt Pavement Surface 24,800 ㎡ 540 100 4) Simple Shoulder Earthworks & Subgrade Preparation Base Course 5,400 ㎡ 2,000 10 Sealed Asphalt Pavement Surface 200 t 480 10 5) Others Lots 6) Drainage Works Lots 5.Apron 1) Mobilization 2) Existing Apron Overlay 8,000 t 480 40 3) New Apron Earthworks & Subgrade Preparation Base Course 13,800 ㎡ 2,000 20 CTB 1,100 ㎥ 300 10 Concrete Pavement Surface 2,300 ㎥ 300 20 4) Strip Earthworks & Subgrade Preparation 5) GSEShoulder Earthworks & Subgrade Preparation Base Course 7,500 ㎡ 2,000 10 Asphalt Pavement Surface 900 t 480 10 6) Others Lots 6 Perimeter Road & Fence 1) Mobilization 2)Pavement Subbase Course 49,700 ㎡ 2000 50 Base Course 49,700 ㎡ 2000 50 Sealed Asphalt Pavement Surface 2,400 t 480 10 3)Fence 8,740 m 7.Circulation Road & Carpark 1) Mobilization 2) Circulation Road Earthworks & Subgrade Preparation Subbase Course 7,600 ㎡ 2,000 10 Base Course 7,600 ㎡ 2,000 10 Asphalt Pavement Surface 900 t 480 10 3)Others Lots 8.Access Road 1)Mobilization 2)Overlay 2,100 t 480 10 3)Drainage Works Lots 9. AGL Works Lots
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
7.2.7 Availability of Basic Materials for Pavement Works
1) Aggregates Interview survey of the past overlay experience at Nadzab Airport was carried out on 10 September 2014 visiting engineers who participated in the works at the time of the overlay works. Followings are the findings.
Overlay work (5 cm thick) was conducted by Shorncliffe Construction Company in 2002 in order to accommodate larger aircraft such as Fokker F100, Bombardier Q400 etc. The runway, taxiways including the parallel taxiway and apron were strengthened by the asphalt mixtures. Materials for asphalt pavement were procured from Rabaul in New Britain Island. The source of aggregate for asphalt pavement was “Warangoi River”. The aggregates were brought over by barge from Rabaul. The aggregates were crushed on the site. Busu river sand was used as the fine aggregate. The reason why coarse aggregates were brought from Rabaul was that the strength of aggregates near Nadzab area did not meet the strength requirement specified in Australian standard according to hearing from the engineer.
2) Visit to Possible Aggregate Suppliers The interview survey was carried out further visiting some possible aggregate suppliers informed by the above engineer. The contractors we have visited are listed below.
Table 7.2.7-1 Possible Aggregate Suppliers Name Position Contact Person 1 Shorncliffe (1967) Limited Chief Executive Officer Mr Alfred Yau 2 Dekenai Construction Operation Manage Mr Dave Howell 3 Cameron Construction Managing Director Mr Peter Cameron 4 Ready Mixed Concrete PNG General Manager Mr Graeme Brown 5 R & Sons Construction LTF Managing Director Mr Thomas Pisimi Source: JICA Survey Team
After visiting above companies, the specifications obtained from NAC, which had been used for another airport project, were sent to them to examine availability of the materials for sub-base course, base course, asphalt pavement, concrete pavement and concrete for building structures.
3) Summary of Findings from Possible Aggregate Suppliers
JICA Survey Team received replies from the suppliers, and there is possible aggregate source named “Gabensis” from their replies. Summary of the suppliers replied and the location of “Gabensis” are shown below. 7-27
Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Table 7.2.7-2 Summary of Findings Name Findings 1 Shorncliffe (1967) Limited No reply 2 Dekenai Construction No reply 3 Cameron Construction Cameron construction submitted the possible aggregates source named “Gabensis” where meet specifications with some test results for references. 4 Ready Mixed Concrete PNG Ready mixed concrete PNG submitted their price list, however, those aggregates are satisfied with only for concrete for building use. 5 R & Sons Construction LTF No reply
Source: JICA Survey Team
Nadzab Airport
18km
Lae city 25km
Gabensis
Figure 7.2.7-1 Location of Possible Aggregate Source
Source: JICA Survey Team
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
7.3 Aeronautical Ground Lights (AGL)
7.3.1 Scope of AGL Rehabilitation
The scope of AGL rehabilitation at Nadzab Airport is summarized in Table 7.2-1.
Table 7.3.1-1 Summary Scope of AGL Rehabilitation for Nadzab Airport Activity New Replacement As is Facility
Precision Approach Path Indicators (PAPI) － － X
Cable for PAPI － X －
Runway Edge Lights (REDL) － X －
Runway Threshold Lights (RTHL) － X －
Runway End Lights (RENL) － X －
Runway Threshold Identification Lights (RTIL) － － X
Turn Pad Edge Lights (TPEL) － X －
Taxiway Center Line Lights (TCLL) － － X
Taxiway Edge Lights (TEDL) X － －
Taxiway Guidance Sign (TXGS) X － －
Simple Approach Lighting System (SALS) X － －
Apron Floodlight － X －
Wind Direction Indicator Lights (WDIL) － X －
Aerodrome Beacon (ABL) － － X
Cable for ABL － X －
CCR for PAPI － － X
Cable for CCR PAPI － X －
CCR for REDL, TEDL & SALS X － －
AGL Interface Panel － X －
AGL Control & Monitoring Panel － X －
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
7.3.2 Aeronautical Ground Lights Works
General requirements of the Aeronautical Ground Lights (AGL) are summarized in Table 7.3.2-1 and layout plan of AGL is shown in Figure 7.3.2-1.
Table 7.3.2-1 General Requirements of Aeronautical Ground Lights GENERAL REQUIREMENT ITEM DESCRIPTION REMARKS REDL Landing and Taking off Aids RTHL/ RENL/TPEL Landing and Taking off Aids TEDL Assist to pilot toward RWY or Apron AGL TXGS Assist to pilot toward RWY or Apron SALS Operation with Instrument Approach toward RWY 09 & 27 Apron Flood Operation while Aircraft parking WDIL Assist to pilot shown wind direction for RWY 09, 27 & Center
1) Simple Approach Lighting System
SALS operating with VOR/DME shall be assisted a pilot visually for contribution to safe approach during unstable weather condition or night time.
The controller shall be able to carry out the lighting alignment depending on weather conditions from the remote control console at the VFR room and from the local control console at the control room in the power house.
2) Runway Edge Lights
Before the pilot prepares for landing or taking off, Runway Edge Lights, Runway Threshold lights and Runway End Lights shall be operated by controller during unstable weather condition or night time.
All the lights are same circuit of power distribution and the controller shall be able to carry out the lighting alignment depending on weather conditions from the remote control console at the VFR room and from the local control console at the control room in the power house.
3) Taxiway Edge Lights
The Lighting system shall be assisted to aircraft passing through the taxiway during unstable weather condition or night time.
The controller shall be able to carry out the lighting alignment depending on weather conditions from the remote control console at the VFR room and from the local control console at the control room in the power house.
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4) Apron Floodlights
All floodlight fittings shall be specifically designed for apron floodlighting to provide sufficient illumination on the surface of the apron as stated in Chapter 13 of Aerodrome Design Manual Part 4, Visual Aids of ICAO.
The apron floodlighting will comprise of a mixture of high pressure sodium lamps and metal halide lamps. The controller shall be able to carry out the lighting alignment depending on weather conditions from the remote control console at the VFR room and from the local control console at the control room in the power house.
5) Taxiing Guidance Signs
The lighting system is compose of illuminated mandatory instruction signs and illuminated information signs. The illuminated mandatory instruction signs are usually located near intersection of taxiway and runway and most of the illuminated information signs are located near Apron area and Taxiway.
All the lights are same circuit of power distribution as Taxiway Edge Lights and the controller shall be able to carry out the lighting alignment depending on weather conditions from the remote control console at the VFR room and from the local control console at the control room in the power house.
6) Wind Direction Indicators Lights
The two illuminated wind direction indicators shall be assisted to pilot choosing the direction of RWY while preparation for landing or taking off.
The cone shall be aviation orange and white in color and designed to give clear indication of the wind direction and wind speed when viewed from a height of not less than 300 m.
7) Monitoring and Control System
The remote control and monitoring system is composed of operation console, display and lighting control terminal for control of all the airfield lighting, apron floodlighting and taxiing guidance signs, except the signaling lamp at the control tower.
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Carpark Circulation Road
APRON 420m x 85m
WDIL PAPI
SALS SALS PAPI WDIL
General Aeronautical Ground Light Layout
SYMBOL ABREVIATION LIGHTS SALS PAPI REDL REDL TPEL RTHL RENL TEDL TXGS WDIL ABN AFL
Figure 7.3.2-1 Layout Plan of Aeronautical Ground Lights
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7.4 Building Works
7.4.1 Passenger Terminal Building (PTB)
The design concept of the new PTB should reflect the idea of convenience for passengers by using a PBB. To achieve this, the departure lounge and minimum sundry functions should be brought onto the upper floor, while respecting the basic idea that all the terminal functions should be concluded within the ground floor. The terminal should serve both for the international and domestic flights and be carefully planned to accommodate future expansion as well. The target year of the new PTB is set as 2026 while the physical size of the building is to be designed for the year 2031 demand in order to avoid unnecessary construction for expansion and minimize the future limitations on accommodating the demand increase.
7.4.1.1 Location Plan
The new PTB should be located next to the existing PTB with enough extra space between them for future expansion. Once the new PTB would start its operation, the existing PTB could be converted to an exclusive cargo terminal. It should be preferable to have the new PTB next to the existing from the operational stand point. The following shows the layout plan of the terminals. (Figure 7.4-1)
Figure 7.4-1 Location Plan
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7.4.1.2 Floor Planning
Key areas/functions of the new PTB are considered as follows;
1）Check-in Lobby The check-in lobby shall be located on the east side of the ground floor. To avoid the congestion at the counters, the check-in lobby should be shielded off by glass screen wall and allowing only the actual passengers to enter the space. In case of the future expansion, the space can be expanded towards the east. a) Check-in counter Based on the demand prediction for the year 2026, eight check-in counters for the domestic flights, and six counters for the international flights should be installed, with the sufficient queuing space in front of them. The required number of check-in counters would vary according to the allocation scheme either each airline company has own counter exclusively or the counters are shared by multiple airlines. Extra space along the counter should be prepared to allow the future expansion of counters.
2）Departure Lobby Departure lobby should be centrally located in the PTB to be utilized by all the customers including departing passengers, arriving passengers, sending-off visitors, and welcoming visitors. Also, concessions should be placed in the departure lobby for light meals and shopping.
3）Departure Lounge The departure lounges should be located in the central area of the PTB on the ground and the first floor. The departure lounge for international flights should be located on the first floor. As for the domestic flights, the flights with the aircrafts for which PBB can be used should use the first floor lounge, and the others without the PBB boarding should use the ground floor lounge. When it will need to be expanded, the first floor lounge can be extended towards the east and the west.
4）Baggage Claim The international and domestic baggage claims should be located next to each other on the west side of the ground floor. Each baggage conveyer should have enough length to handle a middle size aircraft capacity. Future expansion can be accommodated by expanding the area towards the west.
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5）Authority Offices (CIQ area) a) Inspection Booth There should be three emigration inspection booths and four immigration booths, and a quarantine inspection booth before reaching the immigration booths. Enough queuing space should be allocated in front of the booths. Also, two custom check booths should be located in front of the exit to the arrival lobby. There should be enough queuing space in front of the booths, taking enough distance from the baggage conveyer. Next to the booths, there should be enough space to install a X-ray detector for the inspection in the future. b) CIQ Office Space The offices for the custom, the immigration, and the quarantine, should be located near its inspection area. According to the demand forecast, international flights will not be operated daily in any near future. Which means that the CIQ staff is assumed to come to the airport when international flights arrive rather than staying at the PTB all the time. c) Testing Facility The facilities for medical testing and treatment will not be needed as the testing for pathogen is assumed to be conducted at different location. d) Staff Parking The staff parking for CIQ officers should be prepared on the west side of the PTB, as they are assumed to commute to the airport when international flights will operate at Nadzab airport. e) Future Expansion The booth area should be designed to allow easy future expansion as the number of required inspection booths is expected to increase according to the number of passengers and international flights.
6）Passenger Service Facility Following facilities should be created to increase the service level of the new PTB. a) Airline Lounge There is the lounge for Air Niugini in the existing PTB. There should be airline lounges in the new PTB as well, designed according to the requests by each airline company. The airline lounges can be located on both the ground and first floor as the departure lounges are located on both floors. b) VIP Lounge A lounge should be allocated for VIPs as a waiting space when they use Nadzab airport.
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7）Security The following security measures should be considered. a) Drop-off Baggage Inspection The drop-off baggage should be inspected with a X-ray detector on the conveyer behind the check-in counter. Dubious baggage should be taken off the conveyer by the security staff for re-inspection. b) Carry-on Baggage Inspection The security inspection of carry-on baggage should be conducted at the entrance of departure lounge, with a X-ray detector for carry-on baggage and with a walk-through type metal detector to locate metal objects on passenger. Two sets of the detectors should be furnished; one set for the domestic flights and the other set for the international. For future expansion, space for an extra detector should be prepared in the security inspection area. c) Inspection of Staff The area separation between the restricted area and the unrestricted area shall be easily identified. The entry to the restricted area should be controlled by doors with electrical lock. Also the staff should be inspected with handheld metal detectors before entering the restricted areas such as the apron. 7-36
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8）Universal Design The new PTB should aim to create an environment in which everybody can use the facilities comfortably, including the seniors and the handicapped with different needs. The floor plan should be simple enough for users to intuitively recognize the current location and the sense of direction. Even though the details of each design should be studied in the next design stage, the following shows some of the general intent based on the principles of universal design. a) Passenger Access The corridors that the passenger uses should have enough width and no bumps for wheelchair maneuvers. b) Toilet At least one handicap toilet booth should be installed in each area. c) Information counter As for the information counter in the concourse area, the height of the counter should be designed so that wheelchair users can approach comfortably.
9）Airline Offices The airline offices should be located on the south side of the ground floor check-in counters. For future expansion, they can be extended towards the east along with the check-in counter extension.
10）Concession /Shops In the current PTB, there are a restaurant, two retail shops, and rent-a-car counters as concessionaires. The level of service, however, does not seem satisfactory for the customers. Expansion of concession area should be considered in the new PTB to raise the level of the service for passengers and to increase the revenue other than the aviation fees. a) Non-restricted Area The retail shops selling souvenirs, the drugstores carrying daily goods, and the restaurants/cafes should be considered in the non-restricted area for the passengers, the people for send-off, and the visitors.
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC b) Restricted Area The concessionaires in the departure lounge where only ticketed passengers can access are assumed to be cafés for light meal and souvenir shops in the domestic lounge. Duty-free shops should be added for the international lounge.
The space for concessions should be started minimally because of the uncertainty on the frequency of the visitor use. It can be expanded as the demand increases. Extra space for the future expansion should be included in the initial design.
11) Mechanical Rooms a) HVAC Mechanical Room There is no HVAC mechanical room in the current PTB because a package type air conditioner is installed in the departure lounge and split type air conditioning units are installed in the airline office area. The new PTB should adopt the air conditioner unit with ducts system and will need a HVAC mechanical room. The mechanical room should be planned for the easy exchange of equipment in the future, and in the way not to impede the future expansion of the terminal. Also, the chiller for air-conditioning should be located on the roof of PTB so that the chilling water piping cost would be reduced, and the chiller including the mechanical room below will be more accessible for maintenance. b) Electrical Room The electrical room should be centrally located in the PTB with the sufficient floor area. Distribution panels should be installed in the electrical room to distribute the power throughout the PTB.
With the considerations of the above mentioned items from 1) to 11), the following shows a possible floor plan. (Figure 7.4-2, 7.4-3)
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Figure 7.4-2 New PTB Ground Floor Plan 7-39
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Figure 7.4-3 New PTB First Floor Plan 7-40
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7.4.1.3 Passenger Access Planning The following shows a proposed access flow in the passenger processing area.
1) Domestic flight
2) International Flight
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The next plan shows the passenger access flows in the processing area. (Figure 7.4-4, 7.4-5)
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Figure 7.4-4 Passenger Access Flow _ Ground Floor 7-43
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Figure 7.4-5 Passenger Access Flow _ Ground Floor 7-44
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7.4.1.4 Building Design
1) Exterior Design Nadzab airport is expected to become number two international airport in PNG. Also, it is functioning as a hub airport for domestic flights in the country. The airport is expected to symbolize the current thriving environment of PNG towards the future, with the image of modernization and soar that airports can be associated with. As a gateway to PNG, the terminal building should be clad with the country’s respectful tradition and culture, and express the indigenous character that the locals can be proud of.
Scheme-A：High-reaching Roof towards the Sky inspired by aircraft wing design The design feature of this scheme would be the tall roof inspired by aircraft wing design over the entire PTB, and the top of gable end would be raised and pulled outward to inspire the excitement of departure and the soar towards the sky. The interior is filled with the natural light through the high bay windows.（Figure 7.4-6 to -10）
Figure 7.4-6 Scheme-Ａ Exterior Image _ Landside
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Figure 7.4-7 Scheme-Ａ Exterior Image _ Airside
Figure 7.4-8 Scheme-Ａ Exterior Image _ General
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Figure 7.4-9 Scheme-Ａ Elevations
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Figure 7.4-10 Scheme-Ａ Sections
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Scheme B：Image of Uplift This scheme shows the elegantly curved roof rising from the curb side to the airside, expressing the uplift feeling to the sky. The comfortable departure/arrival lobby is filled with the natural light from the skylights on the roof (Figure 7.4-11 to -15）.
Figure 7.4-11 Scheme-Ｂ Exterior Image _ Landside
Figure 7.4-12 Scheme-Ｂ Exterior Image _Airside 7-49
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Figure 7.4-13 Scheme-Ｂ Exterior Image _General
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Figure 7.4-14 Scheme-Ｂ Elevations
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Figure 7.4-15 Scheme-Ｂ Sections
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Scheme C：Contextual Modern Design This scheme shows a sophisticated modern exterior design with minimized ornamental treatments. The height of building follows the internal function and the gradual height change reflects the silhouette of surrounding mountains. The contextual relationship helps the terminal quietly reside in the rich natural environment. The interior is filled with natural light through the curtainwalls and high bay windows. (Figure 7.4-16 to -20）
Figure 7.4-16 Scheme-C Exterior Image _ Landside
Figure 7.4-17 Scheme-C Exterior Image _ Airside 7-53
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Figure 7.4-18 Scheme-C Exterior Image _ General
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Figure 7.4-19 Scheme-C Elevations
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Figure 7.4-20 Scheme-C Sections
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2) Interior Design The interior design of new PTB should be as such to enhance the excitement of journey. The large open space of the terminal with the characteristic roof structure exposed to the interior would contribute towards that purpose. Also, traditional and cultural forms and patterns can be woven into the design to engrave PNG impression to visitors.
7.4.1.5 Finish Material
Although the material procured in PNG is preferable, after the interviews with local contractors, importing qualified material should be a viable option to reduce the construction cost, for currently the majority of construction material is imported. Similar PTB projects, such as Jacksons airport in Port Moresby and the latest Mt. Hagen airport, can be referenced as examples for the interior and exterior material selection.
1) Consideration to the Environment Attention to the natural environment should be paid in the material selection as well. Nadzab airport is located inland, and any severe saline corrosion on the existing facilities was not observed. Hence, special protections against salt pollution can be deemed unnecessary. The material, however, needs to have high durability against humidity as Nadzab area has large amount of precipitation throughout a year with high humidity.
2) Applicable Construction Material The following shows possible material for the new PTB. Exterior: Corrugated metal panel, Exterior metal cladding, Concrete block, Aluminum window, etc. Interior: Gypsum board, Calcium silicate board, Flexible board, Ceramic tile, Porcelain tile, Vinyl floor tile, Tile carpet, etc.
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7.4.1.6 Special Equipment
The following items should be carefully considered as the special equipment for an efficient PTB.
1) Baggage Handling System ・ Departure baggage handling system There should be two conveyer lanes to carry the baggage dropped off at the check-in counter to the airside baggage handling area; one for domestic flights and the other for international flights. They can be commonly used by all the airlines.
・ Arrival baggage handling system Direct feed type conveyers, one for the international and one for the domestic, should be installed. The length of conveyer is estimated according to IATA ADRM reference, and should be 23m for the domestic flights and 39m for the international.
2) Flight Information and Common Ticketing System The central monitoring system of the flight information, the common ticketing system, the conveyer system, the entry control, and the security camera information have been considered to be adopted in Mt.Hagen airport, yet the details have not been decided. The decision of installation of these systems for Nadzab airport, and its detail should be studied in the next design phase, referencing the outcome of Mt. Hagen project.
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7.4.1.7 Structural Design
The structure, including the foundation, of the new PTB shall be designed with careful attention to the safety against storms and earthquakes, the constructability, the cost, and the durability.
1) Foundation Design According to the site survey boring data mentioned in Section 3, enough bearing capacity of the soil was confirmed in the vicinity of the new PTB proposed location. Hence, the spread foundation should be optimum system considering the cost and construction period.
2) Building Structure As for the building structure, steel construction is deemed appropriate at this point considering the following concerns; a) External Forces Nadzab is located inland and the saline corrosion of existing steel structure was not observed at the site survey. As the local metrological data indicate that the area is considered as relatively less affected by violent storms due to its low latitude, a regular wind resistance capability should be deemed appropriate. b) Long span Structure It should be preferable to have a structural system that enables long spans to create the bright open lobby. c) Constructability After visiting the local construction sites and the interviews with the local contractors, it can be assumed that they are capable of such large steel structure construction. d) Cost For RC structure, the steel rebar would be imported from the third country, whereas the concrete could be supplied by local plants. For steel structure, the cost of material would be higher than RC construction as it would need to be imported in its entirety and also be delivered to the site. The construction period, however, would be shortened, and the total cost difference would be small.
The selection of the steel and the RC structure should be determined in the next design stage after reviewing the more detailed cost comparison.
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7.4.1.8 Building Service System Design
1) Electrical / Communication System Design a) Power Supply The main power for the new PTB should be supplied via the substation to be constructed nearby to the east of the new PTB. The high voltage 22kV electricity provided by the power company needs to be lowered to 415V at the transformers prepared for the individual building of the PTB, the fire station, the administration building, and the cargo building. The lowered power is supplied through the distribution panel for each building (Figure 7.4-21,-22). b) Power Generator Backup power generators should be installed in each substations; one system for the control tower and the other for the PTB and other buildings. The power generators should cover 100% of the capacity with two 1,000kVA generators for the system for the PTB and other buildings, and with two 350kVA generators for the system for the control tower. The detailed capacity needs to be studied during the next design stage. c) Communication System Telephone lines can be fed from the existing connection point in the west side of airport, and connected to the MDF in each electrical room of the PTB, the control tower, the fire station, and the administration building (Figure 7.4-23). d) Fire Alarm System The occurrence of fire should be detected and announced by the smoke detectors, the heat detectors, and the fire alarm bells installed in each building. Also it should be relayed to the main alarm system in the fire station via the system panels in each building (Figure 7.4-24). e) Security Camera (CCTV) System The new PTB should be monitored from the monitoring room in the administration building with the security cameras installed throughout the PTB (Figure 7.4-25).
2) Mechanical System Design a) Ventilation and Air Conditioning The new PTB should adopt the air conditioner with ducts system (Figure 7.4-29). The system should be designed to reduce the cooling load of the large open lobby space as much as possible.
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Water Supply The water should be pumped from the wells at two locations and stored in the new elevated water tank. It should be supplied with the pressure created by the elevation of the tank. (Refer to 7.5 Utility Works for the system.)
Drainage The soiled and drained water should be collected and treated at the water treatment plant before releasing to the open trench in the airport. (Refer to 7.5 Utility Works for the system.)
Fire Protection Indoor fire hydrants should be installed to fight the fire at each building. The hydrant water should be pressured at the fire water tank and the pressurization should start at the same time the fire hydrant valve is opened.
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220V WHM CT.PT MUTC TR-7150KVA 22KV-415V Out goi ng Generator Digital Control Panel Control Digital Generator Over Change Panel Automatically WHM Inc omi ng MDB-4 Fire Station Administration Station Fire Fire Station, Administration MDB LBS HSG 1,000KVA 1,000KVA Generator 2sets 50% WHM OIL Tank OIL 240V Generator Capacity : 75% Operation for Load 100% : Capacity Generator Operation 75% Time WHM CT.PT MUTC TR-3450KVA 22KV-415V Out goi ng Inc omi ng MDB-3 LBS HSG Oil Tank Capacity : 24hrs x 2day Operation Capacity Capacity 2day Operation x : 24hrs Capacity Tank Oil by 22KV PNG Power Company Pumps, Station Sub Cargo Machine Out`Lighting, WHM CT.PT MUTC LBS HSG AHUFans 240V WHM CT.PT MUTC TR-2700KVA 22KV-415V Out goi ng CWP-1,2 Inc omi ng MDB-2 Terminal Building Electrical Sub Station Power Receiving and Outgoing system Flow Diagram Terminal Building MDB LBS HSG RT-1 RT-2 240V WHM : Watt Hour Meter Meter Hour Watt : WHM LBSLoad : Fuse Breaking Gear Switch Voltage High : HSG Transfer Current : CT Power : PT Transfer Controller Multi : MUTC WHM CT.PT MUTC TR-1400KVA 22KV-415V * * * * * * Out Out goi goi ng ng IncInc omiomi ng ng MDB-1 Lighting Consent LBS HSG
Figure 7.4-21 PTB Power Feed-in Diagram
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90Kw Cargo Building Building WH Building Cargo CNS 150Kw system Sub Sub 50Kw Station Electric Electric MDB-3450KVA AGL AGL 170Kw System Control Tower Control Fire Fire 78Kw Pump Hydrant Hydrant Another MDB-1100KVA MDB-2200KVA MDB-3200KVA Pire HydrantPump Pire Room Station Sub Fan 75Kw Lighting consent Air Con` Air ment 168Kw Equip Equip Terminal s s Heater Hot water Hot ExhaustFan Air Air 52Kw Units Units handling handling 415V Main Feeder System Flow Diagram 2 2 MDB-2700KVA 51Kw Pump Pump Water Chilled Chilled CWP-1 CWP- -2 RT Unit 300Kw Chilling -1 Fan RT Unit 300Kw 61.5Kw Chilling Lighting Lighting Air Con` Con` Air Consent Administration Administration MDB-4150KVA WH MDB-1400KVA Fan * Should select the cable sizes by total voltage down to below 2% 353Kw 58.5Kw Lighting Lighting Lighting Lighting consent Air Con` Con` Air Consent Outdoor Fire Station Fire Terminal Building Terminal Building Terminal Building Terminal Building Terminal Building Terminal Building Terminal Building Terminal
Figure 7.4-22 415V Main Feeder System Flow Diagram
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Office (3) Office Terminal Building Building Terminal Office (1) Office Cargo Building Cargo AGL Office (1) (1) Office AGL Watching Room (1) Room Watching Air Line Office (4) Office Line Air Watching Room (1) Room Watching Electrical Sub Station Sub Electrical Building Station Fire Air Line Office (6) Concession (9) (9) Concession (6) Office Line Air (1) Office NAC (1) Office Police (1) Room VIP (1) Office Customs (1) Office Immigration Lounge Card (2) Lounge Departure (2) Corridor Boarding Control Tower Building Tower Control (1) MDF MDF MDF MDF 1Line 1Line 1Line 4Line 13Line Telphone System Flow Diagram TEL and Internet 22 Line 22 and TEL Internet MDF1Line :Hand Hole Office (4) (4) Office Administration Building Administration (1) Room Monitoring * Existing Terminal Box Terminal Existing
Figure 7.4-23 Telephone System Flow Diagram
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Detector 400 pcs 400 Detector Alarm Bell 20 pcs pcs 20 Bell Alarm Terminal Building Building Terminal Detector 10pcs 10pcs Detector Cargo Building Cargo Detector 80pcs Detector Detector 15 pcs 15 Detector Detector 15pcs Detector Electrical Sub Station Sub Electrical Building Station Fire Control Tower Building Tower Control Main Fire Alarm Indication Panel Indication Alarm Fire Main 4point 2point 8point 20point 31point 35point 22point 25point 3point Fire Alarm System Flow Diagram Fire Hydrant Pump Hydrant Fire Room 2point :Hand Hole Detector 26 pcs pcs 26 Detector Administration Building Administration * * Fire alarm zoning should be based on the fire alarm bell quantity.
Figure 7.4-24 Fire Alarm System Flow Diagram
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(4point) (2point) (1point) (2point) (1point) (1point) (15point) (1point) (4point) Total (15point) Total Terminal Building DepartureLobby Check Security Domestic Check Security International (1point) (1point) Immigration Concession Departure Lounge International Departure Domestic Lounge (2point) Lounge A/L VIPRoom Claim Baggage Domestic Lobby Arrival Domestic (2point) (2point) Lobby Arrival International Counter Check-in Domestic (2point) (2point) Counter Check-in International Concession Terminal Booster Booster Terminal Claim Baggage International (2point) CCTV System Flow Diagram TV Synchrnous Axial Cable 10C x 3 x 10C Cable Axial Synchrnous TV Administration Building Central Monitoring TV Monitoring Central Modem * CCTV system is central monitoring system in the administration building
Figure 7.4-25 CCTV System Flow Diagram
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Total (81) Total Terminal Building Building Terminal (2) Corridor Dording Cargo Building Cargo Check-in Counter (17) (17) Counter Check-in AGL Office (2) (2) Office AGL Watching Room (5) Room Watching Airline Office (20) Office Airline Watching Room (1) Room Watching Electrical Sub Station Sub Electrical Building Station Fire Customs Office (5) (5) Office Customs Control Tower Building Tower Control Airline Office (30) Concession (9) (9) Concession (30) Office Airline (5) Office NAC (5) Office Police (5) Office Immigration (1) Lounge Card Modem Departure Lounge (2) (2) Lounge Departure Modem Sub Modem Sub Modem Sub Modem Sub Modem Sub LAN System Flow Diagram :Hand Hole Sub Modem Sub Office (20) (20) Office * Administration Building Administration (5) Room Monitoring
Figure 7.4-26 LAN System Flow Diagram
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* Public adress system should use individual buildings amplifier system Terminal Building Ceiling Mounted Speaker Airline Office (6) Concession (9) Check-in Counter (2) Police Office (1) NAC Office (1) Customs Office (1) Immigration Office (1) Card Lounge (1) Departure Lounge (2) Boarding Corridor (2) Total (26)
Amplifier and with sound attenuator
Cargo Building Ceiling Mounted Speaker Air Line Office (4) Administration Building Wall Mounted Speaker Cargo Handling Area (5) Ceiling Mounted Speaker Monitoring Room (1) Office (4) Amplifier and with sound attenuator Maintenace Room (1) Amplifier and with sound attenuator
Control Tower
Ceiling Mounted Speaker Office, Watching Room (4)
Amplifier and with sound attenuator
Fire Station Ceiling Mounted Speaker Office, Watching Room (8) Wall Mounted Speaker Garage (1)
Amplifier and with sound attenuator
Figure 7.4-27 TVPublic System FlowAddress Diagram System Flow Diagram
* TV System should use individual buildings antena system
Electrical Sub Station AGL Office (1)
Terminal Building Airline Office (6) Police Office (1) NAC Office (1) Customs Office (1) Immigration Office (1) Departure Lounge (2) Arrival Lobby (2) Total (14)
Administration Building Cargo Building Monitoring Room (1) Airline Office (4) Office (1)
Control Tower Building Watching Room (1) Office (1)
Fire Station Building Watching Room (1) Office (2)
Figure 7.4-28 TV System Flow Diagram
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Figure 7.4-29 PTB HVAC system
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7.4.2 Cargo Terminal Building
Currently cargo is handled at the both ends of existing PTB. After the completion of new PTB and the transfer of passenger terminal functions, the existing PTB can be renovated to expand the cargo handling capabilities. Existing PTB has approximately 2,600 ㎡ of floor area, and the required area to accommodate the expected cargo demand is approximately 1,500 ㎡. Hence, only partial area needs to be renovated. (Figure 7.4-30)
1) Renovation of Cargo Terminal Building The existing cargo handling space at the both ends should be utilized by arranging related offices around the both ends. The central part should be left as is and closed off as future expansion space in case of further demand increase. For Air Niugini who handles the most among the currently operating cargo airlines, their current handling space should remain at the west end of the terminal. The east end of the existing terminal should be allocated to the offices and cargo handling spaces of the other airlines. (Figure 7.4-31)
2) Floor Planning
a) Cargo Handling Area The access to the airside in the cargo handling area can be remained open as is, considering the current operation and the minimal stormy weather, as long as the curb side is secured with gates. Also, the installation of scale pit to weigh the dropped-off cargo needs to be considered according to each airline’s request during the next design stage.
b) Toilet Toilets exclusively for Air Niugini should be furnished in the west area due to its operation size. For other airlines, common use toilets should be designed in the east side.
c) Others The existing airside departure lounge can be easily demolished as it is a separate structure from the main building. The demolition would be necessary to accommodate the new cargo handling space.
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㎡ Renovation Area:1540 Renovation
Figure Figure 7.4-30 Renovation Area
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Figure 7.4-31 Renovated Cargo Terminal
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EAF-4 EA 4,000CMHEA PNG PNG Cargo Storage EA 375CMHEA AC-3 16.7Kw PNG PNG Cargo Office EAF-3 DG EAF-9 DG EA 450CMHEA Electric Room NCA NCA Cargo Handling EA 400CMH EA NCA NCA Toilet-1 DG EAF-8 EA 250CMHEA AC-2 11.4Kw TA TA Cargo Office EA 400CMH EA DG EAF-2 DG EAF-7 Toilet-1 NCA EAF-6 Cargo Building Air Conditioning and Ventilation Flow EAF-11 DG EA 3,100CMHEA ANG ANG Cargo Storage NCA Cargo Handling Cargo NCA ANG Toilet-2 490CMH EA EA 750CMHEA EA 250CMHEA AC-1 11.4Kw AC-4, 5 18Kw NCA NCA Cargo Office ANG Cargo Office DG EAF-1 DG EAF-5 EAF-10 490CMH EA DG ANG Toilet-1 ANG
Figure 7.4-32 Air Conditioning and Ventilation Flow
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7.4.3 Administration Building
The new administration building should be located to the east side of the existing building, considering the locational relationships to the facilities to be managed. As the utility facilities such as electricity and water supply will be upgraded, a central monitoring system should be installed at the administration building to facilitate the management and operation. Office spaces should be allocated to the size of each administration team of NAC and PNGASL. Also the functions such as meeting room and break room should be furnished. The detailed office sizes should be studied in the next design stage. The existing building is moderate single story creating pleasant environment with the surrounding landscape. The new building should be similar single story to follow the predecessor.（Figure 7.4-33, 34）
Figure 7.4-33 Administration Building Plan
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Figure 7.4-34 Administration Building Elevations・Sections
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EAF-1 1,100CMH EAF-2 1,750CMH DG DG Toilet Electrical Room Corridor 500CMH 400CMH 500CMH 400CMH 200CMH 200CMH 300CMH 300CMH DG DG DG DG DG DG DG DG 2 Office- 2,600 CMH Office-1 Office EA 2,900 CMH 2,900 EA Manager Room -2 Room Manager CMH 1,900 SA CMH 1,600 RA Rest Room Rest Manager Room-1 Manager SA 1,900 CMH 1,900 SA CMH 1,700 RA SA 1,900 CMH 1,900 SA CMH 1,600 RA Maintenance Room Maintenance SA 1,900 CMH 1,900 SA CMH 1,700 RA Meeting Room Meeting Monitoring Room Monitoring CMH 3,260 SA CMH 2,860 RA SA CMH 2,100 RA SA 2,600 CMH 2,600 SA CMH 2,100 RA SA 2,600 CMH 2,600 SA CMH 2,100 RA SA VD VD RA
SAF-1 VD SAF-2 VD 1,425CMH 1,425CMH V V OA OA 30KW 30KW PAC-1 PAC-2 Administration Building Air conditioning System Flow Diagram R R RR RR 50% Capacity 2 sets COMP'
Figure 7.4-35 Air Conditioning System Flow Diagram
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7.4.4 Rescue and Fire-fighting Station
1) Fire Station Concept The new fire station should be located to face the runway directly to facilitate the dispatch of vehicles in case of emergency.
The number of garage should be increased as an emergency vehicle is planned to be added in the near future.
As for the floor planning, a waiting room and bed room for six people should be designed as a working team is assumed to consist of six staff. Three teams of the six take turns on their shifts for 24 hour operation. Also the storage needs to be designed to hold firefighting equipment for six fire fighters.
The monitoring room should be located on the first floor facing the apron with the cantilevered bay windows to secure the view of the entire runway.
The garage should be closed with electrical overhead doors to protect the vehicles during storms. Also a new elevated water tank should be installed to facilitate the refill process to the pumper.
Plan, Elevations, and Sections are shown below (Figure 7.4-36, -37, -38）
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Figure 7.4-36 Rescue and Fire-fighting Station Plans (Above:1st floor, Below: Ground floor)
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Figure 7.4-37 Rescue and Fire-fighting Station Elevations
Figure 7.4-38 Rescue and Fire-fighting Station Sections
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400CMH EAF-2 600CMH EAF-3 700CMH EAF-1 DG DG Toilet Storage Corridor 300CMH 130CMH 200CMH 140CMH 100CMH 130CMH 200CMH 100CMH DG DG DG DG DG DG DG DG CMH 1,250 SA 1,390 CMH 1,390 SA 1,290 CMH RA SA 1,390 CMH SA 1,190 CMH RA SA 2,830 CMH SA 2,730 CMHRA SA 2,100 CMH SA 1,960 CMH RA SA 1,390 CMH SA 1,260 CMH RA SA 1,040 CMH SA CMH 840 RA SA 1,120 CMH RA SA CMH 700 SA CMH 300 RA SA 2,080 CMH SA 1,780 CMH RA Sleeping Room Sleeping Room Manager Meeting Room Meeting Day Room Day Watch Room Watch Room Meeting Locker Room Locker Director Room Director Office SA VD VD RA
SAF-1 SAF-2 VD VD 2,000CMH 2,000CMH VD VD OA OA Fire Station Air conditioning System Flow Diagram 30KW 30KW PAC-2 PAC-1 R RR R RR 50% Capacity 2 sets COMP' COMP'
Figure 7.4-39 Air Conditioning System Flow Diagram
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7.4.5 Control Tower
1) Control Tower Renovation Concept The paint work for the exterior steel structure should be reapplied to protect the structural integrity and extend the life of building. (Table 7.4.5-1)
As for the interior, the ceiling that partially fallen off needs to be replaced in its entirety, as well as the lighting fixtures. Also the HVAC system should be replaced in its entirety as it has become worn out. The following figure shows the power supply system to the control tower. (Figure 7.4-40)
As for an assessment of the structural integrity against earthquakes, structural drawings and calculations need to be restored by conducting a detailed survey of the existing structure, as there are no original information regarding the structure. In the survey, the welding and deterioration of each steel member needs to be tested. It shall be decided in the detailed design stage if the above mentioned survey and the assessment need to be conducted.
Table 7.4.5-1 Control Tower Renovation Scope Summary
Item Renovation scope
Steel Structure Reapply paint to extend the life of steel.
Ceiling in Control Room Replace with new ceiling in its entirety.
Light fixture in Control Replace with new fixtures in its entirety. Rm.
HVAC Replace with new HVAC system in its entirety.
Doors Replace the rotten condition doors.
Steel grille Reapply paints to protect from rust.
Security grille door New security grille door at the entry shall be installed.
Windows The windows missing glass in the stair case shall be replaced.
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Generator Digital Control Panel Control Digital Generator Over Change Panel Automatically 350KVA 350KVA Generator 2sets 50% TR-6 200KVA CNS Out goi ng 220V Inc omi ng UPS 70KVA 10m3 OIL Tank OIL Generator Capacity : 75% Operation for Load 100% : Capacity Generator Operation 75% Time 22KV-415V 220V 22KV-415V AGL Out goi ng Inc omi ng Control Tower MDB 220V TR-4100KVA 200KVA TR-5 22KV-415V Out goi ng CT.PT MUTC Oil Tank Capacity : 24hrs x 2day Operation Capacity Capacity 2day Operation x : 24hrs Capacity Tank Oil by 22KV PNG Power Company WHM Other Consent, Lighting, Air Con` Air Lighting, Inc omi ng HSG LBS Control Tower Electrical Sub Station Power Reciving and Outgoing system Flow Diagram WHM : Watt Hour Meter Meter Hour Watt : WHM LBSLoad : Fuse Breaking Gear Switch Voltage High : HSG Transfer Current : CT Power : PT Transfer Controller Multi : MUTC * * * * * *
Figure 7.4-40 Control Tower Power Feed-in Diagram
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7.4.6 Substation The power for each building should be supplied through new power substations. Two substations should be constructed, each for different operator; one for the PTB, the cargo terminal, and the fire station which are managed by NAC, and the other for the control tower which is managed by PNGASL. One can be located on the east side of the PTB, and the other can be on the west side of the control tower. Also, an aviation lighting management facility can be located next to the substation for the control tower. High voltage receiving panel, transformer, low voltage receiving panel, and emergency power generator should be installed in each substation. Two generators, each holds 50% capacity, need to be installed to back up the entire power needed in case of break down. （Figure 7.4-41, -42, -43）
The exterior finish of the substation needs to be considered to protect the equipment from the natural environment and to lengthen the working life of the equipment. Also, proper HVAC system should be installed for the equipment to operate correctly as the room temperature rises due to the heat generation of equipment in the room such as high/low voltage receiving panels.
The grille filter of the air intake for generator room in the existing substation has been clogged due to the lack of proper maintenance, and enough opening for supply air is not secured. It could result in the overheating of generators. Proper opening methods need to be studied to reduce the risk for the new substation.
The installation of high voltage power line to the substation needs to be requested to the local power company. The final location of the substations should be determined during the detailed design phase after the coordination with the power company.
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Figure 7.4-41 Substation Plan (For the PTB)
Figure 7.4-42 Substation Plan (For the Control Tower)
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Figure 7.4-43 Substation Elevation/Sections (For the PTB)
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Terminal Building Electrical Sub Station Air Conditioning and Ventilation Flow
EAF-1,2 EAF-3 EA 3,000CMH EA 1,400m3/hr Electrical Switch Gear Room Generator Room EA 2,800CMH AC-1-1,2 8.72Kw Air Intake Grille for Generator Cooling OA 15,000CMH
Control Tower Electrical Sub Station Air Conditioning and Ventilation Flow
EAF-1
EAF-2 EAF-3 AGL Equipment Room Control Room Office Electrical Switch Gear Room EA 2,240CMH EA 125CMH EA 1,680CMH Air Intake Grille AC-2-1, 2 23Kw AC-3 6.3Kw AC-4 5.3Kw AC-1-1, 2 13Kw
DG
EAF-5 EA 2,000CMH EAF-4 Generator Room Toilet EA 125CMH Air Intake Grille for Generator Cooling OA 75,000CMH
DG
Figure 7.4-44 Air Conditioning and Ventilation Flow
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7.5 Utility Works
The utility infrastructure needs to be upgraded to accommodate the passenger increase, the construction of new PTB, and other upgrades of airport functions. The following shows the details of system that needs to be upgraded as shown in Section 5.
1) Water Supply System In order to solve the insufficient water pressure of the existing elevated water tank, a new elevated water tank should be constructed at least 30m high with automatic well pump system. As the existing well is far from the site, a new well should be created closer to the elevated water tank as the water consumption would increase with the new PTB. The new water supply system is indicated. (Figure 7.5-1)
2) Fire Hydrant As shown in Section 5, in order to solve the problem of starting of the existing fire water pump, the piping should be a pressured wet pipe system with the pressure water tank, which would be automatically triggered by the fire hydrant valves located at each building. Also, a water tank for fire fighting vehicles is needed next to the fire station in order to facilitate the fire water refill process for the vehicle. The existing 400 cubic meter tank should be converted as the make-up water tank, and new pumps and piping should be installed. The new fire hydrant system is shown in the following diagram. (Figure 7.5-2)
3) Waste Water Treatment Facility To improve the existing waste water treatment system of simple underground decomposition and sedimentation septic tanks, the waste water from the new PTB should be treated with the aerobic bacteria aeration system. The BOD of the discharge would be reduced to 60ppm. Then, the disinfected water can be discharged to the close storm water open ditch. (Figure 7.5-3)
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Figure 7.5-1 Water Supply System
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Fire Station Fire Cargo Building Cargo Tower Control Electrical Sub Station Sub Electrical Terminal Building Terminal Indoor Hydrant Box 2set Box Hydrant Indoor 1set Box Hydrant Outdoor Outdoor Hydrant Box 1set Box Hydrant Outdoor Indoor Hydrant Box 15set Box Hydrant Indoor 6set Box Hydrant Outdoor 4set Box Hydrant Indoor 2set Box Hydrant Outdoor 2set Box Hydrant Indoor 1set Box Hydrant Outdoor 125A 80A 125A 150A 100A 80A 65A 100A 80A 100A 65A 80A OutdoorHydrant OutdoorHydrant OutdoorHydrant OutdoorHydrant OutdoorHydrant 150A 100A Outdoor Hydrant 65A 80A Troble Signal to Administration Building Administration to Signal Troble Panel Control To: Water Supply Main Pipe Pipe Main Supply To:Water Administration Building Administration Indoor Hydrant Box 2set Box Hydrant Indoor 1set Box Hydrant Outdoor 150A Fire Hydrant Piping System Flow Diagram Pressure Tank 500L Tank Pressure Back-up Supply for Pump Water 750L/min 35m 8.25Kw x x 150A 100A Test Piping 100A Piping Test Jockey Pump 100L/min 65m 3.75Kw x x HydrantPump 22.5Kw 1,000L/min 65m x x 400m3 Existing Fire Water Tank Water Fire Existing Make-up Water Supply Make-up Water 80A Level Control Water Valve 80A
Figure 7.5-2 Fire Protection Pump System
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100A to Gutter to 100A and Pump Disinfection Pit Control Panel Control Operation Alternative Pump Pit Aeration Compressor Room Building Administration to Trouble Signal Discharge BOD 60mg/L BOD Discharge Septic Tank 4,000 Person 4,000 Tank Septic Submersible Pump Submersible 1.125Kw 15m 100L/minx x Sewer Water Inlet Pipe Inlet Water Sewer Toilet 1 1 Toilet Toilet 8 Toilet Toilet 4 Toilet Toilet 1 Toilet Toilet 1 Toilet Fire Station Fire 150A Slop 1/150 Slop 150A Cargo Building Cargo Control Tower Control Terminal Building Terminal Electrical Sub Station Sub Electrical 100A 100A 100A 100A 150A 100A Slop 1/200 Slop 100A Slop 1/100 Slop 1/200 Slop 100A 100A Slop 1/200 Slop 100A 1/200 Slop 100A 125A Slop 1/150 Slop 125A Sewer Water Piping System Flow Diagram 100A Slop 1/200 Slop 100A 100A : Pump Pit Size 1.5m 1.5m 2mH : x Pump x Size Pit :Manhole Toilet 1 Toilet Administration Building Administration
Figure 7.5-3 Waste Water Treatment System
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Figure 7.5-4 Layout Plan for Electrical Works
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Figure 7.5-5 Layout Plan for Water
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Septic Tank Septic 2 lines 2 Terminal Building Terminal Sub Station Sub Electrical Sub Station Station Sub Electrical Cargo Building Cargo Terminal Building Terminal Control Tower Electrical Tower Control Fire Station Building Station Fire Control Tower Building Tower Control Power Supply By Electrical Electrical By Supply Power ２２Ｋ ２２Ｋ 33 lines 33 lines 8 lines 8 5 14 lines 14 19 lines 19 12 lines 12 12 lines 12 :Hand Hole :Pump Pit Signal Trouble Component :Basic Cable Signal, Power Interlock Source, Power,Signal Trouble Interlock, 14 lines 14 External Cabling System Flow Diagram 10 lines 10 Fire Hydrant Pump Fire Room Trouble Signal Trouble Power Signal Trouble Source, ines l 11 7 lines 7 9 lines 9
Power Source, Interlock Signal, Trouble Signal Trouble Signal, Power Interlock Source, 3 lines 3 NewWell Existing No,1 Well Existing Elevated Water Tank Water Elevated Administration Building Administration
Figure 7.5-6 External Cabling System Flow Diagram
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7.6 Eco-Airport Measures
“Eco-airport” is a concept promoted by Japanese government to enhance the creation of a better and sustainable environment in the airport and its peripheral area. There should be many ways to achieve the concept, however, for the improvement of the facilities under this project, the following measures should be considered towards the realization of an “eco-friendly airport”:
1) Natural Light The lighting energy should be aimed to be reduced by utilizing the natural light into the interior while maintaining the proper luminance in the departure and arrival lobbies of the new PTB.
2) Low Emissivity Glass Low-E glass has two layers and is applied with a special metal coating. This type of glass has a high heat insulation effect as compared with a pair of ordinary glasses. As a result it can reduce the cooling load. In this Project, the appropriate usage of the low-E glass should be studied for the exterior wall of the new PTB.
Source：JICA Survey Team Figure 7.6-1Low-E Glass Diagram
3) LED Lighting Fixture Lighting fixtures utilizing LED have many advantages, such as low electricity consumption, low heat generation, long life, and high credibility, as compared with conventional fixtures. It is why this lighting system is broadly adopted in airports in Japan. When used in an office, the total number of LED lighting fixtures tends to be more than that of ordinary lighting fixtures to obtain the same brightness. Therefore, LED lighting should be adopted in small and low-ceiling rooms such as toilets in order to utilize its advantages.. 7-94
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4) Lighting Switch Control An automatic lighting switch turns on/off the light fixture according to the presence of people in the room. It should be installed in the rooms such as bathrooms where occupants are not constant so as to reduce the electricity consumption.
5) Rainwater Recycle The abundant rainwater on the roof can be collected at the basement and used for toilet flushing and landscape irrigation. The following shows the system diagram.
6) Water Efficiency It should be aimed to reduce the water consumption by adopting the flush valve with sensors that prevents over-flushing and breakdown in lieu of regular flush valve for toilets.
7) Inverter Control In the HVAC system for the PTB, the inverter can reduce a large amount of cooling load by controlling the amount of air flow when the air conditioner is not in operation. In the HVAC system for the PTB, each air-conditioning unit will cover different area separately, hence, the units that cover the area not used can be shut down to reduce the operation costs. At the same time, the motor power and the cooling load can be reduced by controlling the amount of outside air intake with the inverter controller at the fan motor of outside unit.
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Elevated Tank Water Inlet Water Tank Elevated Inlet Water Tank Elevated Inlet Water Tank Elevated Chang-over Valve Inlet Water Tank Elevated Domestic 25A 20A Domestic International International Domestic Water Closet, Urinal Closet, Water Departure Lobby Toilet Lobby Departure Toilet office Line Air Urinal Closet, Water Baggage Claim Toilet Claim Baggage Urinal Closet, Water Baggage Claim Toilet Claim Baggage Urinal Closet, Water 32A 32A 32A 32A 32A Garden Faucet 6sets/With Valve, SUS 304 Box 304 and Key SUS Valve, Garden6sets/With Faucet Domestic Elevated Tank Water Inlet Water Tank Elevated Inlet Water Tank Elevated Inlet Water Tank Elevated Inlet Water Tank Elevated International Toilet Immigration Water Closet, Urinal Closet, Water Water Closet, Urinal Closet, Water Arrival Lobby Toilet Lobby Arrival Urinal Closet, Water Airline office Toilet office Airline Urinal Closet, Water Departure Lobby Toilet Lobby Departure 50A 50A 50A 50A 32A 80A 65A 65A First Floor First Ground Floor 80A Elevated Tank Water Inlet Water Tank Elevated Float Switch Float Pump 1.5Kw 2sets 25m Submersible x 100L/min x x Trouble Signal to Administration Building Administration to Signal Trouble PumpPanel Control Alternative Operation Alternative Terminal Building Rain Water Piping System Flow Diagram Rain Water tank Water Rain Required Toilet Water Toilet Required 3,500Person x 25L = 8,750L/day = 25L x 3,500Person Garden Faucet 6 x 15L/min x 60 = 5,400L = x 60 15L/min x 6 Faucet Garden Screen Pit Screen
Rain Water Inlet RainWater
Figure 7.6-2 Rain Water Piping System
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7.7 Cost Reduction Following measures were taken as an effort to reduce the project cost.
1) Careful Examination of the new PTB concept The concept of PTB was reviewed in light of the demand forecast and the future aircraft selection. The terminal was deemed to be basically one story with minimum facilities on the first floor, judging from the proper operation viewpoint. It should be noted there have been requests of full 1.5 story PTB and the passenger boarding bridge from the local airlines.
As a result, the required floor area of the PTB was reduced from 10,500 ㎡ to 9,950 ㎡.
The cost effect of the floor area reduction was calculated with the unit cost (estimated from Mt.Hagen Airport construction cost) multiplied by the reduced floor area. 550（10500-9950）㎡ｘ Approx.465,000 yen＝255,750,000 yen（Incl. indirect costs）
2) Reduction of Scope Area in Cargo Terminal The area to renovate in the existing cargo terminal was carefully reviewed by calculating the required cargo handling floor area from the future cargo handling forecast.
According to the calculation, the required floor area is approximately 1,300 ㎡ for the target year 2031, hence the renovation area was reduced to approximately 1,500 ㎡. The reduction of scope area is about 1,000 ㎡, as the existing cargo terminal has about 2,500 ㎡ of total floor area.
The cost reduction of the scope change is calculated as follows; 1,000 ㎡ x 75,000 yen/ ㎡ (estimated from Mt.Hagen Airport construction cost) = 75,000,000 yen（Incl. indirect costs）
Table 7.7-1 summarizes the above mentioned items, showing 330,000,000 yen cost reduction as a whole. Table 7.7-1 Result of the Cost Reduction Cost Reduction No. Item (100 million yen)
(1) Review of the new PTB concept 2.55
(2) Reduction of Scope Area in Cargo Terminal 0.75
Total 3.30
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The following table shows the estimated construction costs for the buildings mentioned in this section. The construction costs of architectural works are estimated with the unit price of airport construction in PNG. The unit price was estimated in reference to the construction contract amount of Mt.Hagen airport project. The square meter unit price is applied to the current floor area to estimate the cost for each building. As for the electrical and mechanical works, the costs are estimated in reference to the similar sized project costs in the neighboring country.
Table 7.7-2 Construction Cost Estimate in Kina PassengerTe CargoTermi Admini-stra FireStation SubStation Control Utility rminal nal tion Tower
89,576,942 1,301,334 3,773,665 4,548,940 3,612,857 364,797 1,132,280 Architecture
Electrical 2,953,060 605,718 684,297 243,511 8,305,692 159,712 4,233,200
Mechanical 7,512,707 473,418 458,646 356,665 518,672 394,061 6,959,284
Other Items 103,734 41,494 20,747 20,747 20,747 0 94,212
※ Price Inflation 10,014,644 242,196 493,736 516,986 1,245,797 91,857 0 (10%)
Total 110,161,089 2,664,161 5,431,091 5,686,850 13,703,765 1,010,427 12,418,976 ※Price inflation from the time of the bid for the Mt.Hagen project (2012) to the present was added, except for the Utilities costs that are estimated using present quotes.
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7.8 Construction Logistics
The construction logistics and proceedings for the new PTB and the renovation work for the existing facilities should be carefully planned.
1) New PTB a) Construction Temporary Yard There is no obstructive existing facility around the site, hence, enough yard space for the construction can be obtained. The following facilities with proper sizes should be needed.
i. Construction Site Office etc. The construction site is approx. 45km away from the local city of Lae. Considering the traffic situation, it would take about one hour for the workers to drive from the city. It should be preferable to have accommodation and dinning functions on site.
ii. Material Stock Yard The container stock yard for the steel transferred from the port of Lae should be prepared. One 40 feet container per 10 tons of steel can be used to estimate the space needed. Also the stock yard for the steel rebars with the assembly yard should be furnished.
iii. Concrete Batch Plant There are a few concrete batch plants in Lae, however, the time of transfer to the site is not accurately predicted due to the unstable traffic situation from the city. It should be preferable to have a batch plant on site also from the viewpoint of quality control and sufficient supply. b) Steel Erection Logistics The heavy machinery to erect the steel works for the new PTB can be attained in the local market according to the local contractors. As for the erection on the apron side, some coordination with the civil works would be needed. For example, the work of the new pavement where the heavy machinery for the steel erection maneuvers should be executed after the erection to prevent damages on the new pavement.
2) Cargo Terminal The renovation work at the both ends of the terminal needs to be executed while maintaining the operation of the existing terminal. Also, the construction logistics should be considered concerning about the noise and the passage of dollies.
3) Control Tower The construction works of the exterior painting and the interior renovation of VFR room needs
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to be executed at night, when there is no flight, to maintain the airport operation. The scaffolding for the exterior paint works should be carefully erected not to obstruct the operation.
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Table 7.8-1 Construction Schedule
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 △Ground Breaking △Completion 【Passenger Terminal】 Floor Area 9500㎡ 1F Site Preparation Exterior Scaffolding New S-Structure Temp. Fencing and Passage Elevatior/Escalator １Ｆ ：9,500 ㎡ Exterior Finish □Assumptions: -No vertical shoring needed for excavation. Roofing Roof Finish/Related MEP -GL-1m excavation around the columns and grade beams -No caissons/piles needed. Erection Water Proofing -Steel structure to sit on grade beams. Roof Parapet Inspection -4 days off per 4 weeks 1 Ｆ Atrium Scaffolding Atrium Scaffolding Removal
Atrium Ceiling Finish/MEP Fabrication (8 mo.) Exporting (2mo.) △Steel Order Floor Slab Excavation/Grading Backfill Interiorl Finish/MEP Foundation Foundation/Grade Beam Testing/Commissioning Landscaping
【Admin. Building】 Exterior Scaffolding Floor Area：630㎡、1Ｆ Erection Roofing New S-Structure Excavation/Grading Backfill Exterior Finish Inspection Foundation Floor Slab １Ｆ Interiorl Finish/MEP
□Assumptions: Testing/Commissioning 【Fire Station】 -No shoring needed for excavation. Exterior Scaffolding Floor Area：700㎡ 2Ｆ -GL-1m excavation around the columns and grade beams ２F Shell Exterior Finish Inspection -No caissons/piles needed. New RC Structure Excavation/Grading Backfill １ＦShell Ｒoof Parapet Testing/Commissioning -Steel structure to sit on grade beams. Foundation １Ｆ Slab Interior Finish/ MEP -4 days off per 4 weeks -Trying not to overlap the excavation work and structural works. 【Substation １＆２】 Exterior Scaffolding Floor Area：７４０㎡ １Ｆ Fabrication (4 to 5 mo.) Erection RＦSlab Testing/Commissioning New RC Structure △Steel Order Excavation/Grading Backfill Exterior Finish Inspection Foundation １ＦSlab １Ｆ Interior Finish/ MEP
【Pump Room, and Others】 Site Preparation Exterior Scaffolding Fire Hydrant Pump Room/Elavated Water Tank Inspection Waste Water Treatment Bldg.
【Cargo Terminal】 Floor Area：1,500㎡、1Ｆ Site Preparation Inspection Remodel □Assumptions: Remodeling -Keep using the existing cargo functions while the construction. Testing/Commissioning
【Control Tower】 Floor Area：70㎡、H=20m Site Preparation Remodel Exterior Scaffolding InspectionScaffolding Removal Exterior Painting ＶＦＲ Room Ceiling
【Infrastructure】 Preparation Work / Main Feed Line Work Passenger Terminal Area Admin. Bldg. Area Cargo Terminal Area Control Tower Area Fire Station Area 【Others】 Site Office/Batch Plant/Stock Yard etc. Site Office Removal
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SECTION 8 PORJECT IMPLEMENTATION PROGRAM
Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
SECTION 8: PROJECT IMPLEMENTATION PROGRAM
8.1 Proposed Project Implementation Scheme
8.1.1 General Project Implementation Scheme
It has been proposed that Nadzab Airport Rehabilitation Project should be implemented in close cooperation between the Government of Papua New Guinea (GPNG) and the Government of Japan (GJPN) through extension of Japanese ODA Loan; more specifically Special Terms for Economic Partnership (STEP) through Japan International Cooperation Agency.
STEP was introduced in July 2002, with a view to raising the visibility of Japanese ODA among citizens in both recipient countries and Japan through best use of advanced technologies and know-how of Japanese firms. STEP covers 100% of the eligible portion of the project cost mainly consisting of the consultant service cost and construction cost including the physical and price contingencies. For extension of STEP, GPNG and GJPN will exchange Notes Verbal (E/N), and GPNG and JICA will conclude a Loan Agreement (L/A). The cost for the Project Implementation Unit (PIU) as well as taxes and duties should be borne by the Government of Papua New Guinea and/or National Airports Corporation (NAC).
Exchange of Notes Government of Japan E/N (GJPN)
Government of Papua New Guinea (GPNG)
Loan Agreement Japan International Cooperation Agency (L/A) (JICA)
Proposed Type of Yen Loan Own Fund of NAC Budget of GPNG Special Terms for Economic Cooperation (STEP)
Cost of Project Cost of Taxes and Cost of Construction Works Cost of Consultant Services Implementation Unit Duties excluding Taxes and Duties excluding Taxes and Duties (PIU)
Terms and Conditions of STEP - Covers 100% of eligible project costs. - Interest rates of construction: 0.1% - Interest rate of consulting services: 0.01% - Repayment period: 40 years - Grace period: 10 years
Figure 8.1-1 Proposed General Project Implementation Scheme for the Project
8.1.2 Summary Description of STEP
Summary description of STEP is as follows:
Papua New Guinea is one of the eligible countries for STEP; Airport sector is one of the eligible sectors for STEP on condition that Japanese technologies and/or equipment are substantially utilized; STEP loan can cover 100% of the total project cost (eligible portion only); 8-1
Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Condition for procurement is Japan tide; A company of Papua New Guinea may participate in the project as a JV Partner of the construction contract with Japanese Lead Partner; A company of Papua New Guinea may also participate in the project as a JV Partner of the consulting services contract with Japanese Lead Partner on several conditions; Not less than thirty percent (30%) of the total price of contracts (excluding consulting services) financed by a STEP loan shall be accounted for by goods from Japan and services provided by a Japanese company(ies).; A manufacturer in Papua New Guinea invested by one or more Japanese companies may be regarded as Japan origin on several conditions; and A manufacturer in developing countries other than Papua New Guinea invested by one or more Japanese companies may also be regarded as Japan origin on several conditions.
For more detail, refer to “Operational Rules of Special Terms for Economic Partnership (STEP) of Japanese ODA Loans dated May 9th 2013, by JICA attached hereto.
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
8.1.3 Categorization of Project Scope into Eligible and Non-eligible for JICA-financing
Rehabilitation and improvement of the airport facilities at Nadzab Airport will be covered by JICA financing. With regard to the improvement and extension of Erap River embankment, it is to be implemented by any authorities of Papua New Guinea such as the Department Works who should in general be responsible for flood protection issues. However, such institutional framework has not yet been formalized in Papua New Guinea, and to be included in the scope of the Project. Considering budget limitation of JICA financing, it is considered reasonable to assume that such work should be implemented utilizing local fund, either of NAC or any other Authorities concerned if any. Categorization of eligible/non-eligible JICA-financing project scope is as follows: [Eligible Scope] i) Widening and pavement reinforcement of the existing runway; ii) Widening and pavement reinforcement of the existing taxiways B, C, A(2) and A(3); iii) Pavement rehabilitation of the existing taxiway A(1) and A(4) as well as the existing apron; iv) Construction of new 23-m wide stub taxiway for B737-800; v) Construction of new apron for mixed use of B737-800 and B777-200; vi) Road and car park for the new terminal facilities; vii) Improvement of the storm water drainage facilities; viii) Improvement of the aeronautical ground lights,; ix) Access road; x) Perimeter road and fence; xi) Construction of the new passenger terminal building; xii) Refurbishment of the existing passenger terminal building for cargo handling; xiii) Construction of the new administration building and rescue and fire-fighting station with procurement of one unit of fire fighting vehicle; xiv) Refurbishment of the existing control tower; and xv) Improvement of utilities. [Non-eligible Scope] i) Improvement and extension of Erap River embankment (1st phase, 2nd phase-a and 2nd phase-b).
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
8.1.4 Expected Ratio of Goods and Services from Japan
1) Civil Works
Although Papua New Guinea is an oil-producing country, bitumen for asphalt concrete pavement needs to be imported from abroad. There is a 100%-subsidiary of Japanese company in Singapore, selling oil related products and there could be an opportunity for the contractor to purchase the bitumen from such company and could be regarded as goods and services from Japan. There is also a 100%-subsidiary of Japanese company in Lae producing and selling the cement in construction field in Papua New Guinea. Cement to be used for the concrete pavement and cement treated base course in the civil works are expected to be goods and services from Japan. Also, because construction machinery in PNG is quite expensive, major construction machinery for pavement works could be brought in from Japanese and be regarded as part of the goods and services from Japan. In addition, overhead for Japanese main contractor is to be included in the Japanese goods and services.
In conclusion, items shown in Table 8.1-1 are expected foreign currency ratio in relation to the civil works, which amounted to PGK 64 million (JPY 3,071 million), accounting for approximately 37.6% of the total civil works cost (JPY 8,166 million).
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Table 8.1-1 Expected Foreign Currency Ratio in Civil Works Component No Items Description Assumption Assumed Cost (‘1000) 1 Asphalt Asphalt Pavement 5.8% of asphalt PGK36,211 Bitumen content (JPY 1,745,377) Total 81,400t Specific gravity 1.03 7.9 PGK/liter (based on quotation) Asphalt Treated 5.0% of asphalt PGK6,443 Base Course content (JPY 310,539) Total 16,800t Specific gravity 1.03 7.9 PGK/liter (based on quotation) 2 Cement Cement Concrete 350kg/m3 PGK 237 Pavement Total 2,200m3 (JPY 11,431) PGK 308/t (based on quotation) Cement Treated 5% of weight of CTB PGK 40 Base Course Total 1,100m3, (JPY 1,919) 2.35t/m3 PGK 308/t (based on quotation) 3 Major Plant, finisher, 6 % of pavement cost PGK 8,541 Construction compaction Total pavement cost (JPY 411,662) Machinery machine etc. PGK 142,345 thousand 4 Overhead Administration cost 7.22% of total civil PGK 12,232 work cost (JPY 589,585) Total civil work cost PGK 169,419 thousand Total PGK 63,704 (JPY 3,070,513) 1 PGK = 48.2 Yen
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
2) Building and Utility Works
The common labor for the building architectural works could be locally obtained in PNG. The material and equipment that need to be imported from overseas are assumed to be Japanese product. As for cement, it could be purchased from 100%-subsidiary of Japanese company in Lae and be considered as a Japanese product. According to the interviews with the local contractors, the majority of building construction material needs to be imported from the overseas except limited items, such as concrete and asphalt.
The allocation between the material and the labor in the architectural works could be assumed 7 to 3 according to similar projects. Then, the 70% of construction cost could be assumed as the material cost, which can be also assumed as Japanese product, as mentioned above, and the 30% is considered as the labor cost, and the local services.
As for the Electrical and Mechanical works, the labor portion of cost would be empirically higher than that of architectural works, because of the special skills needed for the job. The ratio of the material to the labor for those works is assumed as one to three. The construction cost estimated from the Mt. Hagen project could be allocated according to the above ratio. Also, the special equipment, such as baggage handling system, and metal detectors, is assumed 100% Japanese goods and services.
As the result, the following table summarizes the costs that could be considered as Japanese goods and services for the building works. The amount could be summed as PGK 89.12 million (JPY 4,295 million yen), and be approximately 59.0% of the building works construction cost (JPY 7,282 million yen).
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Table 8.1-2 Goods and Service in Architectural Works expected to be Japanese origin No Category Item Assumption Estimate (‘1000) 1 General Employer's 27.86 % of Employer's and PGK 7,218 Requirements and Engineer's Engineer's Facilities cost (JPY 347,894) Facilities Total Employer's and Engineer's Facilities cost PGK 25,910 thousand Project 39.20 % of Project PGK 2,149 Equipment Equipment cost (JPY 103,576) Total Project Equipment cost PGK 5,482 thousand 2 Architectural Architectural 69.96 % of Architectural cost PGK 45,079 and Utility Works Total Architectural cost PGK (JPY 2,172,783) Works 64,439 thousand Electrical Works 75.0 % of Electrical cost PGK 12,889 Total Electrical cost PGK (JPY 621,245) 17,186 thousand Mechanical 75.0 % of Mechanical cost PGK 12,506 Works Total Mechanical cost PGK (JPY 602,746) 16,675 thousand Additional Item 100% of Additional Item cost PGK 302 Total Additional Item cost (JPY14,541) PGK 302 thousand 3 Special Passenger 100% of Passenger Boarding PGK 2,000 Equipment Boarding Bridge Bridges cost (JPY96,400) Total Passenger Boarding Bridges cost PGK 2,000 thousand Elevator and 100% of Elevator and PGK 4,650 Escalators Escalators cost (JPY224,130) Total Elevator and Escalators cost PGK 4,650 thousand Baggage 69.99% of total Baggage PGK 2,223 Handling System cost (JPY107,138) System Total Baggage System cost PGK 3,176 thousand Security Check/ 100 % of Security System PGK 100 Metal Detector cost (JPY4,820) Total Security System cost PGK 100 thousand Total PGK 89,116 (JPY 4,295,273) 1 PGK = 48.2 Yen
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
3) AGL Works
Most of the aeronautical ground lights installed in and after 2010 at Nadzab Airport were products of ADB Airfield Solutions. No Japanese AGL product has been installed at Nadzab Airport. According to a recent airport project experience, approximately 67% of the cost for cable ducts for AGL has been proposed as Japanese origin item (named Japanese manufacturer is Furukawa Electric Industrial Cable Co., Ltd.). Based on this percentage, it has been assumed that 65% of the estimated underground cable and ducts would be eligible as Japan origin in addition to the overhead of 7.22% of total AGL works. The share of Japan origin obtained for AGL works was 17.95% as shown in Table 8.1-3.
Table 8.1-3 Assumed Japan Origin of AGL Works Construction Cost Share of Japan Origin Amount of Japan Item (JPY ‘1000) Overhead Material/Labor Total Origin (JPY ‘1000) SALS 40,681 7.22% 0 7.22% 2,937 Runway Lights 118,331 7.22% 0 7.22% 8,543 Taxiway Lights 169,809 7.22% 0 7.22% 12,260 Other Lights 18,413 7.22% 0 7.22% 1,329 Apron Flood Lights 84,688 7.22% 0 7.22% 6,114 Underground Cables and Ducts 121,319 7.22% 65% 72.22% 87,617 Control & Monitoring System 111,438 7.22% 0 7.22% 8,046 Training & Spare Parts, etc. 70,517 7.22% 0 7.22% 5,091 Total 735,196 - - 17.9% 131,937
4) Procurement of Fire Fighting Vehicle
It has been assumed that Japan origin of the procurement of one Fire Fighting Vehicle accounts for 95% of the total cost (total cost: JPY 120 million, amount of Japan origin: JPY 114 million).
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
5) Total
Total amount and share of Japan origin components are JPY 7,612 million and 46.7% as shown in Table 8.1-4
Table 8.1-4 Total Amount and Share of Japan Origin Estimated Construction Cost Estimated Amount of Japan Share of Japan Origin in Item (JPY million) Origin (JPY million) Construction Cost (%) Civil Works 8,166 3,071 37.6 Building & Utility Works 7,282 4,295 59.0 AGL Works 735 132 17.9 FFV*1 120 114 95.0 Total 16,303 7,612 46.7 FFV: Fire Fighting Vehicle
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
8.2 Project Implementation Schedule
Assuming that STEP Loan is the source of fund for the Project and given the required lead time period for the financial arrangement and procurement processes, following project implementation schedule may be envisaged:
Project appraisal by JICA; early 2015 followed by prior notification by Japanese Government to Papua New Guinean Government on extension of Japanese ODA Loan. Exchange of Notes (E/N) and Loan Agreement; first half of 2015. Selection of design and supervision consultant by NAC including concurrence by JICA; from middle of 2015 to early 2016. Commencement of the consulting services; early 2016. Design and tender documentation by early 2017. Selection of the contractor from first half of 2017 to early 2018. Construction works for 30 months from early 2018 to the second half of 2020, followed by 12-month defect notification period.
Figure 8.2-1 shows the project implementation schedule.
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
2014 2015 2016 2017 2018 2019 2020 2021 2022 Period 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4
1 Loan Arrangement 7 months 1 JICA FF Mission 2 JICA Appraisal Mission 3 Pledge of JICA/STEP Loan 4 Exchange of Notes 5 Loan Agreement
2 Selection of Consultant 8 months 1 Shortlisting of Consultants 2 Preparation of RFP 3 Issuance of RFP 4 Proposal Submission 5 Evaluation of Technical Proposal Concurrence by JICA 6 Evaluation of Financial Proposal Concurrence by JICA 7 Contract Negotiation 8 Award of Consultancy Contract 9 Signing of Consultancy Agreement 10 Advance Payment/ Mobilization
3 Consultancy Services 65 months 1 Design and Bid Documentation 12 months 2 Assistance in Bidding 12 months 3 Construction Supervision 30 months 4 Maintenance Supervision 14 months
4 Selection of Contractor 12 months 1 Advertisement 2 Issuance of Bid Documents 3 Pre-bid Conference 4 Bidders' Bid Preparation & Submission 5 Technical Evaluation w/ Bidders' Clarification JICA concurrence 6 Financial Evaluation w/ Bidders' Clarification JICA concurrence 7 Letter of Acceptance 8 Preparation of Performance Security 9 Contract Signing 10 Employer's Financial Arrangement 11 Advance Payment 12 Mobilization of Contractor
5 Construction Contract Period 42 months 1 Construction Period 30 months 1.1 Temporary Works 1.2 Pavement & AGL Works 1.3 Passenger Terminal Building Works 1.4 Cargo Terminal Building Works 1.5 Other Buildings Works 1.6 Utility Works 1.7 Others 2 Defect Notification Period 12 months Figure 8.2-1 Project Implementation Schedule
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
8.3 Project Cost Estimate
8.3.1 Preconditions
The total project cost has been estimated based on the following preconditions:
Exchange rates used; US$=JPY 108.1 and PGK=JPY 48.2. Base year of the construction and consulting service costs; 2014. Price escalation of the foreign and local currency portion: 2.0% for the foreign currency portion and 9.9% for the local currency portion respectively. Physical contingency for the construction cost assumed to be 10% and consulting service cost 10% respectively. Rate of Project Management Unit (PMU) has been assumed to be 3% of the total construction and consulting service costs. Interest rate of Yen Loan for the construction works; 0.1%. Interest rate of Yen Loan for the consulting services; 0.01%. Front end fee is 0.20% of JICA Finance Portion. Rate of the GST and Corporate Tax to be 22%. Rate of the import duty, to be reimbursed or borne by NEC, has been estimated to be 5% of the total construction cost as shown below. Total Rate of Amount of Amount of Foreign Portion Description Amount Import Duty Import Duty ‘1000 PGK ‘1000 PGK ‘ 1000 JPY % ‘1000 JPY Construction Equipment for Civil Works - - 454,000 10.0 45,400 Employer’s & Engineer’s Facilities 25,909 7,218 348,000 40.0 139,157 Project Equipment 5,481 2,149 103,576 3.1 3,211 Architectural Works 64,418 45,078 2,172,782 31.% - 25% 323,844 Sanitary &Plumbing Works 16,673 12,505 602,745 20% 120,549 Power Supply System 17,185 12,889 621,245 20% 124,248 Special Equipment 9,925 8,973 432,488 20% 86,498 Amount of Import Duty payable by NAC - - - - 842,907
Estimated Amount of Import Duty Total Construction Cost Estimated Combined Rate of payable by NAC Import Duty JPY 842,907 thousand JPY 16,303,087 thousand 5.3%
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
8.3.2 Construction Cost and Consulting Service Cost
1) Construction Cost
The total construction cost estimated in Section 7 is summarized in Table 8.3.1.
Table 8.3-1 Estimated Total Construction Cost Foreign Portion Local Portion Converted Total to Item (JPY 1,000) (PGK 1,000) JPY (‘1,000) PGK (‘1,000) Civil Works 3,070,485 105,716 8,165,996 169,419 Building and Utility Works 4,296,258 61,942 7,281,878 151,076 AGL*1 Works 441,079 6,102 735,195 15,253 Procurement of FFV 114,041 124 120,018 2,490 Eligible Portion for JICA Financing 7,921,863 173,884 16,303,087 338,238 Non-eligible Portion (Erap River) 0 11,622 560,180 11,622 Total Construction Cost 7,921,863 185,506 16,863,267 349,860 Note. *1 AGL: Aeronautical Ground Lights, *2 FFV: Fire Fighting Vehicle
2) Consulting Service Cost
It has been assumed that NAC would employ a consultant for the design, preparation of the bid documents, assistance to NAC in the bidding as well as the construction supervision including the defects notification period. Draft Terms of Reference (TOR) for the consulting services is attached hereto.
The estimated staff-months and billing rates for the foreign professional staff: Pro (A) and local professional staff: Pro (B) as well as the support staff are summarized in Table 8.3-2. The estimated consulting service cost is JPY 1,060,199 thousand and PGK 22,319 thousand and the combined total cost is JPY 2,135,960 thousand.
Table 8.3-2 Assumed Billing Rates and Estimated Staff-months for Consulting Services Average Estimated Staff-Months Required Staff Billing Rates D/B A/B C/S & M/S Total Pro (A) JPY 2,895,000 99.0 25.0 220.5 344.5 Pro (B) PGK 30,000 88.0 9.0 205.5 302.5 Support Staff PGK 362,000 96.0 48.0 439.0 583.0 Notes: D/B; Design and Bid Documentation, A/B; Assistance in Bidding C/S & M/S; Construction Supervision and Maintenance Supervision (during defects notification period)
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
3) Cost for Dispute Board
It has been assumed that a Dispute Board (DB) consisting of three members would be organized and the cost therefor has been estimated to be approximately JPY 114 million based on the following assumption: i) Construction period; 30 months. ii) Referral fee; US$ 3,000 per month during the construction period and US$ 2,000 during the defects notification period. iii) Daily fee; US$ 3,000. iv) Air fare; US$ 7,000 per trip. v) Frequency of site visits; 3 times a year. vi) Working days in a Site Visit; 5 days. vii) Assumed number of referrals during the construction period; 3 times. viii) Period of Defects Notification Period; 12 months.
Half the cost of DB (on the side of NAC) should be covered by Yen Loan, while the other half to be borne by the Contractor.
4) Estimate of Total Project Cost
Based on the estimated cost and schedule of the consulting services and construction works, the total project cost has been estimated as shown in Table 8.3-2. Estimated total project cos is JPY 36,527 Million consisting of the following:
[Eligible for JICA financing] i) Construction cost including DB cost and contingencies; JPY 24,520 million. ii) Consulting services cost including contingencies; JPY 3,034 million. iii) Interest during construction; JPY 123 million. iv) Front-End-Fee; JPY 55 million. v) Subtotal eligible for JICA financing; JPY 27,734 million. [Non-eligible for JICA financing] i) Improvement and Extension of Erap River Embankment including contingencies; JPY 989 million. ii) Administration (PMU cost); JPY 856 million. iii) GST & Corporate Taxes; JPY 6,400million. iv) Import Duty; JPY 548 million. v) Subtotal non-eligible for JICA financing; JPY 8,794million. [Estimated Total Project Cost: JPY 36,527 million.
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Table 8.3-2 Estimated Total Project Cost for Rehabilitation of Nadzab Airport
Item Total (Million JPY) 2014 (Million JPY) 2015 (Million JPY) 2016 (Million JPY) 2017 (Million JPY) 2018 (Million JPY) 2019 (Million JPY) 2020 (Million JPY) 2021 (Million JPY) 2022 (Million JPY) 2023 (Million JPY) FC LC Total FC LC Total FC LC Total FC LC Total FC LC Total FC LC Total FC LC Total FC LC Total FC LC Total FC LC Total FC LC Total A. ELIGIBLE PORTION Ⅰ) Procurement / Construction 9,695 308 24,520 0 0 0 0 0 0 0 0 0 0 0 02,617 78 6,378 4,190 133 10,621 2,885 96 7,518 3 0 3 0 0 0 0 0 0 Package-1: Civil Works 3,070 106 8,166 0 0 0 0 0 0 0 0 0 0 0 0 877 30 2,333 1,316 45 3,500 877 30 2,333 0 0 0 0 0 0 0 0 0 Package-2: Building and Utility Works 4,296 62 7,282 0 0 0 0 0 0 0 0 0 0 0 01,114 16 1,888 1,909 28 3,236 1,273 18 2,158 0 0 0 0 0 0 0 0 0 Package-3: Aeronautical Ground Lights Works 441 6 735 000000000000 170 2 283 204 3 339 68 1 113 0 0 0 0 0 0 0 0 0 Package-4: Procurement of Rapid Intervention Vehicle 114 0 120 000000000000 19 0 20 0 0 0 95 0 100 0 0 0 0 0 0 0 0 0 Dispute Board 57 0 57 000000000000 18 0 18 21 0 21 16 0 16 3 0 3 0 0 0 0 0 0 Base cost for JICA Financing 7,979 174 16,360 0 0 0 0 0 0 0 0 0 0 0 02,198 49 4,542 3,450 76 7,097 2,329 50 4,719 3 0 3 0 0 0 0 0 0 Price Escalation 834 106 5,931 0 0 0 0 0 0 0 0 0 0 0 0 181 22 1,257 359 46 2,559 294 38 2,115 0 0 0 0 0 0 0 0 0 Physical Contingency 881 28 2,229 0 0 0 0 0 0 0 0 0 0 0 0 238 7 580 381 12 966 262 9 683 0 0 0 0 0 0 0 0 0 Ⅱ) Consulting services 1,264 37 3,034 0 0 0 0 0 0 279 6 588 160 3 309 259 8 631 339 11 861 186 7 545 42 1 100 0 0 0 0 0 0 Base Cost 1,060 22 2,136 0 0 0 0 0 0 243 5 476 137 2 239 217 5 449 279 6 575 150 4 335 33 1 61 0 0 0 0 0 0 Price Escalation 89 11 623 0 0 0 0 0 0 10 1 58 8 1 42 18 2 124 29 4 208 19 3 160 5 1 30 0 0 0 0 0 0 Physical Contingency 115 3 276 0 0 0 0 0 0 25 1 53 15 0 28 24 1 57 31 1 78 17 1 50 4 0 9 0 0 0 0 0 0 Total (Ⅰ+Ⅱ) 10,959 344 27,555 0 0 0 0 0 0 279 6 588 160 3 309 2,876 86 7,009 4,529 144 11,482 3,071 104 8,063 45 1 103 0 0 0 0 0 0 B. NON ELIGIBLE PORTION a Procurement / Construction 0 21 989 00000000000003 150 0 14 659 0 4 181 0 0 0 0 0 0 0 0 0 Package-5: Improvment & Extention of Erap River Embankment 0 12 560 00000000000002 93 0 8 373 0 2 93 0 0 0 0 0 0 0 0 0 Base Cost for non-JICA Financing 0 12 560 00000000000002 93 0 8 373 0 2 93 0 0 0 0 0 0 0 0 0 Price Escalation 0 7 339 00000000000001 43 0 5 225 0 1 71 0 0 0 0 0 0 0 0 0 Physical Contingency 0 2 90 00000000000000 14 0 1 60 0 0 16 0 0 0 0 0 0 0 0 0 b Land Acquisition 0 0 0000000000000000000000000000000 Base Cost 0 0 0000000000000000000000000000000 Price Escalation 0 0 0000000000000000000000000000000 Physical Contingency 0 0 0000000000000000000000000000000 c Administration Cost 0 18 856 0 0 0 0 0 0 0 0 18 0 0 9 0 4 215 0 8 364 0 5 247 0 0 3 0 0 0 0 0 0 d GST & Corp.Tax 0 133 6,400 0 0 0 0 0 0 0 3 132 0 1 70 0 33 1,607 0 56 2,721 0 38 1,847 0 0 23 0 0 0 0 0 0 e Import Tax 0 11 548 0 0 0 0 0 0 0 0 14 0 0 8 0 3 144 0 5 226 0 3 154 0 0 2 0 0 0 0 0 0 Total (a+b+c+d+e) 0 182 8,794 0 0 0 0 0 0 0 3 164 0 2 87 0 44 2,115 0 82 3,970 0 50 2,429 0 1 29 0 0 0 0 0 0 TOTAL (A+B) 10,959 527 36,349 0 0 0 0 0 0 279 10 752 160 5 396 2,876 130 9,124 4,529 227 15,452 3,071 154 10,492 45 2 132 0 0 0 0 0 0
C. Interest during Construction 123 0 123 000000000000707 17 0 17 25 0 25 25 0 25 25 0 25 25 0 25 Interest during Construction(Const.) 122 0 122 000000000000606 17 0 17 25 0 25 25 0 25 25 0 25 25 0 25 Interest during Construction (Consul.) 2 0 2000000000000000000000000000000 D. Front-End Fee 55 0 55 0 0 0 0 0 0 55 0 55 000000000000000000000 GRAND TOTAL (A+B+C+D) 11,138 527 36,527 0 0 0 0 0 0 334 10 807 160 5 397 2,882 130 9,131 4,546 227 15,469 3,096 154 10,517 70 2 157 25 0 25 25 0 25 E. JICA finance portion incl. IDC (A + C + D) 11,138 344 27,734 0 0 0 0 0 0 334 6 643 160 3 310 2,882 86 7,016 4,546 144 11,499 3,096 104 8,088 70 1 128 25 0 25 25 0 25
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SECTION 9 PROJECT IMPLEMENTATION ORGANIZATION
Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
SECTION 9: PROJECT IMPLEMENTATION ORGANIZATION
9.1 Need of Project Implementation Unit (PIU)
Proposed scope of Nadzab Airport Rehabilitation Project consists of the airfield pavement works, aeronautical ground lighting works, building works, mechanical and electrical works, etc. involving many engineering disciplines. Contract management and administration are also important functions for project implementation. In order to ensure smooth and efficient implementation of the Project, a team of Project Implementation Unit (PIU) should be organized by NAC staff on full-time and/or part-time basis with assistance of professional consulting firms.
Figure 9.1-1 shows CADIP project implementation organization established by NAC. The team consists of two major functions under Project Director; technical as well as policy and corporate affairs.
The technical function consists of: NAC’s technical staff such as civil engineers, procurement specialist, CNN/ATM engineers, rescue and fire-fighting specialists and CAD operators; and Design and supervision consultant’s professional staff.
The policy and corporate affairs function includes: Finance, social safeguard (most likely in charge of social consideration matters), economic and policy analysis; and Logistics, administration and general supporting.
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Project Director (CADIP)
Secretary
Deputy Project Director Deputy Project Director (Technical) (Policy & Corporate Affairs)
Design & Supervision Civil/Contract Finance Finance Logistics Civil Engineer Consultant Engineer Specialist Specialist Manager Manager
Design & Procurement Social Social Administration Contract Civil Engineer Specialist Safeguard Safeguard Clerk Engineer
Design & Documentation Civil Engineer Civil Engineer Economist Economist Support Staff Engineer
Procurement Environmental Environmental CAD Operator Civil Engineer Handy Man Engineer Specialist Specialist
Pavement CNS/ATM CNNS/ATM Policy Analyst Policy Analyst Driver Specialist Engineer Engineer
Construction & Rescue & Fire- Rescue & Fire- Maintenance fighting fighting Driver Supervisor Specialist Specialist
Cleaner
Legend
Design & Supervision Full-time NAC Staff Part-time NAC Staff Consultant
Figure 9.1-1 CADIP Implementation Organization of NAC as of 2011-2013 (Source: NAC)
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
9.2 Proposed Project Implementation Unit for Nadzab Airport Rehabilitation
A team consisting of NAC staff as well as design and supervision consultant similar to CADIP PIU should be organized for smooth and efficient implementation of Nadzab Airport Rehabilitation Project as proposed in Figure 9.2-1.
Project Director (NARP)
Secretary
Deputy Project Director Administrator (Technical)
Design & Contract and Legal Advisor Supervision Environmental Administration Procurement Accountant and Financial Consultant Specialist Officer Specialist Specialist Manager
Civil and Administration Contract Architect Structural Clerk Specialist and Environmental Engineers Quantity Specialist Surveyor
Electrical and Mechanical Electronic Support Staff Engineer Structural Engineer Architects Engineer
Rescue and Fire Fighting CAD Operators Electric and Mechanical Specialist Electronic Engineer Engineer
Civil Engineers CAD Operators
Aeronautical Ground Support Staff Llighting Engineer
Legend
Full-time Design & Part-time Design & Full-time NAC Staff Part-time NAC Staff Supervision Consultant Supervision Consultant
Figure 9.2-1 Proposed PIU for Nadzab Airport Rehabilitation Project
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SECTION 10 OPERATION AND MAINTENACE AFTER
IMPLEMENTATION
Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
SECTION 10: OPERATION AND MAINTENANCE AFTER IMPLEMENTATION
National Airports Corporation (NAC) is a state-owned enterprise established under the Civil Aviation Act as amended. NAC evolved from airport division function of the former Civil Aviation Authority (CAA) through NEC approved Civil Aviation Authority Reform Program that separated the regulatory functions from the commercial functions of former CAA. NAC owns and operates 22 national airports including Port Moresby/Jacksons Airport and Nadzab/Lae Airport. NAC was registered in October 2009 and started its operation on 1st April 2010. Organization, staff force as well as budget and financial situation of NAC are presented hereunder. Trustee shareholders of NAC are the Minister for Treasury and Finance as well as Minister for Civil Aviation.
10.1 Existing Organization of NAC
Figure 10.1-1 shows the current organizational structure of NAC. Under Managing Director & CEO of NAC, there are six major functional organizations consisting of:
i) Corporate services; ii) Finance; iii) Operations; iv) CADIP Project; v) Commercial; and vi) Strategic Planning and Development.
Corporate services are responsible for employee services, organizational development and legal affairs, while Finance is in charge of payroll and accounting. Under Group General Manager of Operations, there are five sections in charge of the airport operations; namely Port Moresby International Airport (PMIA), regional airports, aviation security, rescue and fire-fighting services as well as engineering services. CADIP Project is the project implementation organization for Civil Aviation Development Investment Program financed by ADB. Commercial group is in charge of business development, land administration and NAC’s property management. Although Strategic Planning and Development Unit exists on the organizational chart, no staff belongs thereto according to NAC’s Staff Listing as of October 2014. According to National Transport Strategy (NTS), no substantive change is envisaged to NAC’s institutional structure over the period of NTS.
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
NAC Board
Managing Director & CEO
Company Secretary Executive Secretary & Executive Officer
Internal Audit Unit
Group General Strategic Planning General Manager Director CADIP General Manager Finance Manager Manager & Development Corporate Services Projects Commercial Operations Unit
General Manager General Manager Regional Airports PMIA
AVSEC Policy & Compliance Chief Fire Officer Consultant
Engineering Services
Figure 10.1-1 General Organizational Structure of NAC as of 2011-2013 (Source: NAC)
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
10.2 NAC Staff Force
As of October 2014, NAC has a staff of 417 as shown in Table 10.2-1. Regional airports accounts for the largest share of 41.2%, followed by Port Moresby/Jacksons Airport (40.3%) and NAC Headquarter (18.5%). Among the regional airports, Nadzab Airport has the largest number of staff (45)*note. According to NAC officer in charge of the human resource development, current NAC’s capability for capacity building is still limited and NAC has been dispatching about 10 staff annually to Singapore Aviation Academy to participate in the training courses in airport operation in particular safety, security, facility and equipment maintenance and engineering. *Note. Although it is stated in the table as of October 2014 that number of staff of Regional Airport Nadzab is 45, actual number of staff of Nadzab Airport was 38 according to the NAC Nadzab. See item 10.5 below.
Table 10.2-1 NAC Staff Force Category Division/Section Number of Staff Share Managing Director's Office 6 1.4% Commercial 13 3.1% Finance 13 3.1% Information Technology 6 1.4% Headquarter AVNET 7 1.7% Human Resource 7 1.7% Regional Airports-HQ 16 3.8% Civil & Engineering 9 2.2% Subtotal 77 18.5% Rescue and Fire-fighting PMIA 41 9.8% Aviation Security PMIA 49 11.8% Customer Services PMIA 25 6.0% Port Moresby Maintenance & Safety PMIA 26 6.2% International Airport PMIA Office 9 2.2% Facilities & Technical Support PMIA 18 4.3% Subtotal 168 40.3% RA Momote 5 1.2% RA Nadzab 45 10.8% RA Mt. Hagen 13 3.1% RA Tokua 31 7.4% RA Madang 24 5.8% RA Goroka 12 2.9% RA Wewak 6 1.4% RA Vanimo 2 0.5% RA Kavieng 4 1.0% RA Hoskins 5 1.2% Regional Airports RA Buka 4 1.0% RA Gurney 6 1.4% RA Girua 3 0.7% RA Kundiawa 1 0.2% RA Wapanamanda 1 0.2% RA Tari 2 0.5% RA Mendi 2 0.5% RA Kiunga 3 0.7% RA Daru 2 0.5% RA Kerema 1 0.2% Subtotal 172 41.2% Total 417 100.0% Source: NAC
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
10.3 Profit and Loss of NAC
Table 10.3-1 shows the profit loss statements of NAC from 2010 to 2013. The revenues from operation, which accounted for more than 95% of the total revenues, have almost doubled in 3 years from PGK 46,341,263 in 2010 to 91,136,153 in 2013. The aeronautical charges, consisting of the landing charge, terminal facility charges, airport security charges and aircraft parking fees, accounted for 74% to 89% of the total revenues. The total expenses increased by approximately 70% from PGK 52,675,955 in 2010 to PGK 89,780,339 in 2013. As a result, NAC operated at loss from trading in 2010 and 2012 and the accumulated operating loss from trading as of the end of 2013 was PGK 4,400,436. However, NAC received grants from the Government of Papua New Guinea, Australian Aid, Esso Highlands and Air Niugini, especially in an amount of PGK 45,335,357 in 2013 and the operating profit before income tax in 2013 was PGK 49,804,669. These grants are for capital investment program for NAC. The amount received from PNG Government in 2013 for example was for Port Moresby/Jacksons International Airport Terminal Upgrading Project (ongoing). Table 10.3-1 Profit and Loss of NAC
Items 2013 2012 2011 2010 REVENUES OPERATIONS Landing Charges 28,773,105 26,169,152 19,701,235 15,588,828 Terminal Facility Charges - International 17,410,014 10,716,475 5,563,100 4,348,991 Terminal Facility Charges - Domestic 16,652,003 9,648,193 12,980,565 14,259,115 Airport Security Charges 13,931,034 8,431,958 6,324,644 7,925,680 Aircraft Parking Fees 374,883 0 0 0 Subtotal of Aeronautical Charges 77,141,039 54,965,778 44,569,544 42,122,614 Share of Aeronautical Charges in Total Revenues 81.8% 74.3% 74.4% 88.7% Lease Rental - Commercial 13,543,679 17,095,423 11,970,609 3,930,239 Capital Lease (Amortised) 451,435 413,101 1,188,691 288,410
Revenue from Operations 91,136,153 72,474,302 57,728,844 46,341,263 Add: Other Income Airport Access Passes 710,102 554,310 0 0 Fuel Flow Fees 393,417 430,802 239,729 250,273 Interest Received - IBD 18,377 40,574 34,432 56,256 Lease Preparation Fees 38,150 0 0 0 Proceeds from Disposal of Fixed Assets 6,940 69,050 60,388 55,500 Recoveries 1,863,412 131,605 894,214 408,283 Others 83,100 271,320 941,448 352,960 3,113,498 1,497,661 2,170,211 1,123,272
TOTAL REVENUES 94,249,651 73,971,963 59,899,055 47,464,535
LESS: EXPENSES Finance & Administration 41,279,383 34,303,139 26,366,930 24,363,098 Operations 48,500,956 45,238,648 31,620,629 28,312,857
TOTOL EXPENSES 89,780,339 79,541,787 57,987,559 52,675,955
Operating Profit/(Loss) from Trading 4,469,312 (5,569,824) 1,911,496 (5,211,420) Accumulated Profit/(Loss) from Trading (4,400,436) (8,869,748) (3,299,924) (5,211,420)
Add: Non Operational Income Grants - PNG Govt 37,000,000 4,500,000 0 2,500,000 Grants - AusAid/TSSP 5,332,012 125,637 0 6,763,545 Grants - Esso Highlands 3,003,345 0 1,057,950 9,107,830 Grants - Air Niugini 0 540,000 0 0
45,335,357 5,165,637 1,057,950 18,371,375 Operating Profit/(Loss) before Income Tax 49,804,669 (404,187) 2,969,446 13,159,955 Source: NAC
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
120,000
100,000
80,000 Others
60,000 Non-Aernautical Revenue
40,000 Aeronoutical Revenue
20,000
0 2014 2013 2012 2011 2010
Figure 10.3-1 Revenues of NAC
120,000
100,000 Others Safety & Secutity 80,000 Utilitiy 60,000 Maintenance Others 40,000 Financial 20,000 Personnel
0 2014 2013 2012 2011 2010
Figure 10.3-2 NAC’s Expenses by Item
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Table 10.3-2 shows estimated cash flow of NAC based on the profit and loss statements. In 2010 and 2012, the net cash flow was negative but in 2013 the revenues from landing charges, terminal facility charges and airport security charges increased significantly and a net surplus of PGK11,709 thousand was achieved and hence the accumulated surplus turned to positive.
Table 10.3-2 Estimated Cash Flow of NAC (‘1000 PGK) Item 2010 2011 2012 2013 Revenue 47,609 60,423 76,299 97,869 Operating 47,465 59,899 73,972 94,250 Depreciation 144 524 2,327 3,620 Expense 52,532 57,463 77,215 86,161 Surplus (4,923) 2,960 (917) 11,709 Accumulated Surplus (4,923) (1,963) (2,879) 8,829
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
10.4 Balance Sheet of NAC
Table 10.4-1 shows balance sheet of NAC as of the end of 2013. The non-current assets consisting of property, plant and equipment as well as work in progress more than doubled in 2013 and the net assets (total assets minus total liabilities) reached PGK 65,529,885.
Table 10.4-1 Balance Sheet of NAC as of 31 December 2013
KINA 2013 2012 2011 2010
CURRENT ASSETS Cash on Hand & at Bank 11,805,766 3,772,769 4,452,341 6,779,615 Fixed Term Deposit - IBD 0 2,285,175 2,138,860 2,086,611 Trade Debtors 13,391,304 11,244,867 7,752,070 7,225,321 Other Debtors & Prepayments 2,211,463 877,888 1,564,873 143,862 Inventory 1,829,754 1,203,378 1,002,815 0 Loan - Related Company (ACDL) 10,641,866 6,858,125 0 0
Total Current Assets 39,880,153 26,242,202 16,910,959 16,235,409
NON-CURRENT ASSETS Property, Plant & Equipment 34,026,788 13,545,511 11,193,548 1,674,765 Work in Progress 33,364,941 18,888,079 12,406,489 13,423,434 CAA Balances 0 0 6,435,145 3,360,192
Total Non-Current Assets 67,391,729 32,433,590 30,035,182 18,458,391 Total Assets 107,271,882 58,675,792 46,946,141 34,693,800
CURRENT LIABILITIES Secured Loan - ANZ Bank 2,520,000 2,520,000 2,220,000 1,596,000 Leases - ANZ Bank 150,924 168,100 168,100 168,100 Trade Creditors 4,976,791 8,879,665 5,618,256 5,132,365 Other Creditors & Accruals 3,481,526 332,222 4,631,720 1,131,111 Funds Received in Advance 336,435 336,435 336,435 278,961 Business Withholding Tax 640,512 393,982 494,930 81,454 Provisions 1,177,822 827,822 715,322 698,606 GST Payable/ (Refundable) (2,452,455) 134,313 (821,933) (287,476)
Total Curent Liabilities 10,831,555 13,592,539 13,362,830 8,799,121
NON-CURRENT LIABILITIES Secured Loan - ANZ Bank 9,889,854 9,353,618 4,870,807 4,032,778 Leases - ANZ Bank 352,786 0 82,851 218,098 Other Creditors & Accruals 5,209,366 4,079,204 4,079,204 0 Funds Received in Advance 14,255,553 14,752,131 7,247,962 7,453,761 Grants Balance 1,202,883 1,173,084 1,173,084 1,030,085
Total Non-Current Liabilities 30,910,442 29,358,037 17,453,908 12,734,722 Total Liabilities 41,741,997 42,950,576 30,816,738 21,533,843 NET ASSETS 65,529,885 15,725,216 16,129,403 13,159,957 Source: NAC
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
10.5 Operation and Maintenance of Nadzab Airport
1) Organizational Structure
Figure 10.5-1 shows operation and maintenance organization of NAC Nadzab Airport. Under an Operations Manager, four major operational functions are being provided; Logistic Support & Administration, Technical Services, Ground Services and Emergency Services.
Operations Manager
Logistic Support & Technical Services Ground Services Emergency Services Administration Response Team
Airport Safety & Other Service Airport Inspector Ground Rescue and Fire- Providers Security Services (Northern/Highlands) Maintenance fighting Services (Police, Fire, Services Health)
Technical Services: Technical Services: Mechanical Electrical
Figure 10.5-1 Nadzab Airport Operations Structure 2011-2013
2) Current Staff Force
Currently there are 38 personnel stationed at Nadzab Airport, consisting of the following: Administration: one manager, one administrator and five utility persons, total seven (7); Pavement and ground; two senior officers, three junior officers and four ground men, total nine (9); Electrical maintenance; one senior officer and one junior staff, total two (2); Mechanical maintenance; three senior officers, total three (3); Aviation security; one supervisor and six officers, total seven (7); Rescue and fire-fighting service (category 6; ten officers (10); In total thirty eight (38) staff.
3) Budget for Operation and Maintenance NAC Nadzab estimates required amount of annual budget for submission to NAC Headquarter (HQ). NAC HQ allocates PGK 10,000 to NAC Nadzab for immediate use such as for minor repair and purchase of spare parts. NAC Nadzab should submit necessary documents including evidences to NAC HQ for approval. Once PGK 10,000 has been spent all, it is to be replenished by NAC HQ. In case a major problem arises, NAC Nadzab investigates the situation to find out any 10-8
Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
cause thereof as well as countermeasure. NAC Nadzab request three competent suppliers/contractors to submit their quotations and report to NAC HQ. NAC HQ makes further investigation as necessary and appoints specific supplier/contractor for repair based on the quotation submitted to NAC Nadzab. It normally takes two weeks from occurrence of a major problem to start of repair.
4) Current Issues NAC Nadzab only has PGK 10,000 for immediate use to repair minor problem, while it normally takes two weeks until a fund from NAC HQ is made available for repair of a major problem. It is considered necessary to allow NAC Nadzab immediate use of more funds to deal with major problem efficiently and swiftly. Fund to carry out a preventive maintenance for NAC Nadzab is not available. It is to be noted that the existing facilities and utilities are too old and outdated to accept a preventive maintenance. Gaps in the field experiences between the senior and junior staff seem to be quite big. Senior staff have accumulated their experiences but rarely had chances to transfer their experience and knowledge to junior staff. As a result, there should be significant difficulty in handing down of the experience and knowledge from generation to generation. No training program is available for NAC Nadzab staff even in case new equipment such as PAPI is installed at the airport. As nearly 40 years have passed since construction of majority of the airport facilities, no spare part is available any more.
5) Recommendations As several types of new plants as well as electrical/electronic/mechanical systems are to be installed at Nadzab Airport under the proposed rehabilitation/development project, NAC Nadzab staff force should be properly expanded and strengthened so that the rehabilitated/developed Nadzab Airport is to be efficiently and smoothly operated and maintained. Recruitment and training of the staff force is imperative for expansion and strengthening of technical capability of NAC Nadzab staff so that they would be capable of preventing occurrences of major problems through day to day monitoring and maintenance, but once any problem arises investigating any causes of the problem and finding out practical solutions. In particular the training opportunities to be provided by the Contractor during the project implementation should be prioritized to the NAC Nadzab staff that will be in charge of the actual monitoring, maintenance and repair of the facilities, plants and systems at Nadzab Airport. 10-9
Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Furthermore, periodical training for the staff to be familiar with the latest technical information of the facilities/plants/systems and maintenance/repair technique should be provided. Availability of maintenance tools and spare parts is of utmost importance to properly maintain and repair the equipment and systems. As a part of the project scope, spare parts necessary to maintain the equipment/systems for two years generally will be provided. Thereafter, adequate amounts of NAC’s annual budget should be allocated to ensure that necessary spare parts, maintenance tools and materials can be purchased in a timely manner. Practical maintenance manuals, in conformity with those provided by the manufacturers upon completion of the project, should be prepared and preventive maintenance works should be implemented on the day to day basis. Appropriate budget necessary to carry out the day-to-day preventive maintenance works should be appropriated to Nadzab Airport so that the airport staff is able to spend the budget as necessary and as appropriate. Considering the newly installed plants, equipment and systems, the staff force at Nadzab should be strengthened.
6) Staff Force Requirements Nadzab Airport is expected to become the second international airport in Papua New Guinea and the alternate airport for Port Moresby International Airport. To play such an important role, staff force at Nadzab should be so strengthened that Nadzab Airport will be able to accommodate non-scheduled international aircraft operations 24 hours a day, and following staff force strengthening would be required: The Airport Manager should be assisted by an Assistant Airport Manager to be ready for emergency 24 hours a day; Accountant should be stationed to properly manage the budget account of NAC Nadzab; For Pavement and Ground, Electrical and Mechanical services, two senior officers and four junior officers (1 personnel each, 3-shift plus 1 reserve) should be stationed to be ready for emergency 24 hours a day; For newly installed Information/Communication services, two officers and four junior officers should be added; For the aviation security as well as the rescue and fire-fighting services, two supervisors as well as 18 officers (6 personnel each, 3-shift) should be stationed.
Table 10.5-1 summarizes the proposed staff force strengthening for Nadzab Airport as the international alternate airport.
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Table 10.5-1 Proposed Staff Force Strengthening for Nadzab as International Alternate Airport Number of Staff Discipline Category Remark Current Proposed Manager 1 1 Assistant Manager 0 1 Administration Administrator 1 1 Accountant 0 1 Utility Personnel 5 6 Senior Officer 2 2 Pavement and Junior Officer 3 4 1 personnel, 3-shift plus 1 Ground Grounds men 4 4 Senior Officer 1 2 Electrical Junior Staff 1 4 1 personnel, 3-shift plus 1 Senior Officer 3 2 Mechanical Junior Officer 0 4 1 personnel, 3-shift plus 1 Senior Officer 0 2 Info./Com. Junior Staff 0 4 1 personnel, 3-shift plus 1 Aviation Supervisor 1 2 Security Officer 6 18 6 personnel, 3-shift Supervisor 0 2 RFF Services Officer 10 18 6 personnel, 3-shift Total 38 78
7) Category of Rescue and Fire-fighting Services The current largest aircraft is F100 (Length is approx. 36m) operating approximately 700 movements in the busiest consecutive three months, and the current aerodrome category for rescue and fire-fighting is 6 which needs to be upgraded to 7 to cater for B737-800 class aircraft (L=39.5m). Minimum number of rescue and fire-fighting vehicles is two (2) for both category 6 and category 7. Even though operations of diverted B767/B777/B787 should be accepted at Nadzab Airport in future, the expected frequency is less than 700 movements for three months and the level of protection may be 7.
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SECTION 11 ECONOMIC AND FINANCIAL ANALYSIS
Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
SECTION 11: ECONOMIC AND FINANCIAL ANALYSIS
11.1 General Assumptions
11.1.1 Objective of Analyses
1) Economic Analysis The objective of Economic Analysis is to evaluate whether the implementation of the Project would be viable from the viewpoint of the national economy. For the economic appraisal of Nadzab/Lae Airport Rehabilitation Project (the Project), the following three conventional indicators of the project’s economic worth have been examined:
i) Economic Internal Rate of Return (EIRR); the rate at which the discounted economic benefits and costs of the project will be equal. This is the principal measure of a project’s worth to society. ii) Economic Net Present Value (ENPV); the value is defined as the sum of the stream of future net economic benefits (benefits less costs) discounted back to the present value at a social discount rate. iii) Benefit Cost Ratio (BCR or B/C); the ratio between a project’s discounted streams of the benefits and costs.
The Economic Internal Rate of Return (EIRR) is defined as follows:
Where T: Last year of the project life Ct: Annual cash flow of the economic cost for this project at the year t Bt: Annual benefit from the alternative project at the year t R: Economic Internal Rate of Return (EIRR)
2) Financial Analysis The objective of Financial Analysis is to evaluate whether or not the implementation of the project is feasible and viable for the project executing body under its financial circumstances. For the financial appraisal of Nadzab/Lae Airport Rehabilitation Project, the following three conventional indicators of the project’s financial worth have been examined:
i) Financial Internal Rate of Return (FIRR); the rate at which discounted revenues and expenses of the project will be equal.
11-1 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
ii) Financial Net Present Value (FNPV); the value is defined as the sum of the stream of future net revenues discounted back to the present value at a financial discount rate. iii) Benefit Cost Ratio (BCR or B/C); the ratio between a project’s discounted streams of revenues and expenses.
The Financial Internal Rate of Return (FIRR) is defined as follows:
Where T: Last year of the project life Cft: Annual cash flow of the financial expense for this project at the year t Bft: Annual cash flow of the financial revenue for this project at the year t Rf: Financial Internal Rate of Return (FIRR)
11.1.2 With Project Case and Without Project Case In order to figure out the economic benefits /financial revenues, it is normally focused into the difference in economic/financial productivity between the case with implementation of the Project (With Project Case) and the case without implementation of the Project (Without Project case). The expected return of the Project should be evaluated as incremental benefits/revenues attributable to improvement of the facilities. Consequently, benefits/revenues and costs/expenditures should be compared between the two cases as discussed below.
i) With Project Case The Project will be implemented and the airport capacity will be expanded to cope with air traffic demand up to 2026 (718,000 domestic passengers). Furthermore, new air traffic demands of international flights operated from/to overseas and divert flight from Jacksons/Port Moresby International Airport will occur in Nadzab/Lae Airport.
ii) Without Project Case No investments will be made on the existing facilities. Capacity limit of the existing airport has been set at 350,000 domestic air passengers, and it has been assumed that thereafter in the domestic passenger traffic would not increase any more.
From a viewpoint of domestic air passenger traffic demand, the difference between With Project Case and Without Project Case is shown in Figure 11.1-1.
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thou. 1,400
1,200 Capacity of New Facilities (in 2026)
1,000 Commencement of Service
800 With Case
600 ( Passenger Traffic Demand for Benefits )
400
Without Case (Capacity Limit)
200
0 2000 2005 2010 2015 2020 2025 2030 2035 2040 2045 2050
Figure 11.1-1 With/Without Domestic Air Passenger Traffic Demand for Benefits Estimate
11.1.3 Annual Air Traffic Demand for Economic and Financial Analysis Future annual air traffic demand at Nadzab/Lae Airport is calculated on the basis of air traffic demand forecast.
Table 11.1-1 Forecast Future Air Traffic Demand Annual Passengers ('000) Annual Cargoes (MT) Annual Aircraft Movements CY Domestic International Total Domestic International Total Domestic International Total Actual 2010 264 2011 280 2012 296 Forecast 2021 600 17 617 4,900 150 5,050 17,520 206 17,726 2026 718 20 738 5,100 180 5,280 19,710 318 20,028 2031 858 40 898 6,300 350 6,650 21,900 524 22,424
1) Annual Air Traffic Demand of Without Project Case and With Project Case
i) Without Project Case Capacity limit of the existing airport is set at 350,000 domestic passengers and no increase in traffic is assumed. ii) With Project Case Capacity limit of the domestic facility is set at 718,000 domestic passengers in 2026 and no increase in traffic after that is assumed. With regard to the international passengers however, as the new international passenger handling area will be able to accommodate future international passengers even after 2026 (weekend flights will spread out to daily in future) no capacity limit of the international facility was not set.
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Based on the above considerations, annual air traffic demand of Without Project Case and With Project Case has been calculated as shown in Table 11.1-2 and Table 11.1-3.
Table 11.1-2 Comparison of Annual Air Traffic Demand between Without Project Case and With Project Case
Without Case With Case Without Case Annual Air Passengers ('000) Annual Air Cargoes (MT) Annual Aircraft Movements Domestic Aircraft Movements Annual Annual Annual CY Passengers Cargoes Aircraft ('000) (MT) Movements Domestic International Total Domestic International Total Domestic International Total
2021 350 3,165 3,515 600 17 617 4,900 150 5,050 17,520 206 17,726 2022 350 3,165 3,515 624 18 641 4,940 156 5,096 17,958 228 18,186 2023 350 3,165 3,515 647 18 666 4,980 162 5,142 18,396 250 18,646 2024 350 3,165 3,515 671 19 690 5,020 168 5,188 18,834 272 19,106 2025 350 3,165 3,515 694 20 714 5,060 174 5,234 19,272 294 19,566 2026 350 3,165 3,515 718 20 738 5,100 180 5,280 19,710 318 20,028 2027 350 3,165 3,515 718 24 742 5,100 214 5,314 19,710 360 20,070 2028 350 3,165 3,515 718 28 746 5,100 248 5,348 19,710 402 20,112 2029 350 3,165 3,515 718 32 750 5,100 282 5,382 19,710 444 20,154 2030 350 3,165 3,515 718 36 754 5,100 316 5,416 19,710 486 20,196 2031 350 3,165 3,515 718 40 758 5,100 350 5,450 19,710 524 20,234 2032 350 3,165 3,515 718 42 760 5,100 368 5,468 19,710 552 20,262 2033 350 3,165 3,515 718 44 762 5,100 387 5,487 19,710 582 20,292 2034 350 3,165 3,515 718 47 765 5,100 408 5,508 19,710 612 20,322 2035 350 3,165 3,515 718 49 767 5,100 430 5,530 19,710 644 20,354 2036 350 3,165 3,515 718 52 770 5,100 453 5,553 19,710 676 20,386 2037 350 3,165 3,515 718 55 773 5,100 478 5,578 19,710 710 20,420 2038 350 3,165 3,515 718 58 776 5,100 502 5,602 19,710 740 20,450 2039 350 3,165 3,515 718 60 778 5,100 525 5,625 19,710 770 20,480 2040 350 3,165 3,515 718 63 781 5,100 547 5,647 19,710 800 20,510 2041 350 3,165 3,515 718 65 783 5,100 568 5,668 19,710 828 20,538 2042 350 3,165 3,515 718 67 785 5,100 588 5,688 19,710 856 20,566 2043 350 3,165 3,515 718 70 788 5,100 608 5,708 19,710 884 20,594 2044 350 3,165 3,515 718 72 790 5,100 628 5,728 19,710 912 20,622 2045 350 3,165 3,515 718 74 792 5,100 648 5,748 19,710 940 20,650 2046 350 3,165 3,515 718 77 795 5,100 668 5,768 19,710 966 20,676 2047 350 3,165 3,515 718 79 797 5,100 687 5,787 19,710 992 20,702 2048 350 3,165 3,515 718 81 799 5,100 706 5,806 19,710 1,018 20,728 2049 350 3,165 3,515 718 83 801 5,100 725 5,825 19,710 1,044 20,754 2050 350 3,165 3,515 718 85 803 5,100 743 5,843 19,710 1,070 20,780
11-4 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Table 11.1-3 Comparison of Annual Aircraft Movements by Aircraft Type between Without Project Case and With Project Case
Without Case With Case Domestic Passengers ('000) Domestic Aircraft Movements Domestic Aircraft Movements International Aircraft Movements Nadzab/Lae - Port Moresby CY Total 70-seater ATR72 F50 BN Total B737 70-seater ATR72 F50 BN Subtotal B737 70-seater Subtotal
2021 4,774 3,832 2,190 1,278 12,074 1,460 5,110 6,570 2,190 2,190 17,520 108 98 206 17,726 2022 4,774 3,832 2,190 1,278 12,074 1,606 5,256 6,570 2,190 2,336 17,958 128 100 228 18,186 2023 4,774 3,832 2,190 1,278 12,074 1,752 5,402 6,570 2,190 2,482 18,396 148 102 250 18,646 2024 4,774 3,832 2,190 1,278 12,074 1,898 5,548 6,570 2,190 2,628 18,834 168 104 272 19,106 2025 4,774 3,832 2,190 1,278 12,074 2,044 5,694 6,570 2,190 2,774 19,272 188 106 294 19,566 2026 4,774 3,832 2,190 1,278 12,074 2,190 5,840 6,570 2,190 2,920 19,710 210 108 318 20,028 2027 4,774 3,832 2,190 1,278 12,074 2,190 5,840 6,570 2,190 2,920 19,710 230 130 360 20,070 2028 4,774 3,832 2,190 1,278 12,074 2,190 5,840 6,570 2,190 2,920 19,710 250 152 402 20,112 2029 4,774 3,832 2,190 1,278 12,074 2,190 5,840 6,570 2,190 2,920 19,710 270 174 444 20,154 2030 4,774 3,832 2,190 1,278 12,074 2,190 5,840 6,570 2,190 2,920 19,710 290 196 486 20,196 2031 4,774 3,832 2,190 1,278 12,074 2,190 5,840 6,570 2,190 2,920 19,710 308 216 524 20,234 2032 4,774 3,832 2,190 1,278 12,074 2,190 5,840 6,570 2,190 2,920 19,710 326 226 552 20,262 2033 4,774 3,832 2,190 1,278 12,074 2,190 5,840 6,570 2,190 2,920 19,710 344 238 582 20,292 2034 4,774 3,832 2,190 1,278 12,074 2,190 5,840 6,570 2,190 2,920 19,710 362 250 612 20,322 2035 4,774 3,832 2,190 1,278 12,074 2,190 5,840 6,570 2,190 2,920 19,710 380 264 644 20,354 2036 4,774 3,832 2,190 1,278 12,074 2,190 5,840 6,570 2,190 2,920 19,710 398 278 676 20,386 2037 4,774 3,832 2,190 1,278 12,074 2,190 5,840 6,570 2,190 2,920 19,710 416 294 710 20,420 2038 4,774 3,832 2,190 1,278 12,074 2,190 5,840 6,570 2,190 2,920 19,710 432 308 740 20,450 2039 4,774 3,832 2,190 1,278 12,074 2,190 5,840 6,570 2,190 2,920 19,710 448 322 770 20,480 2040 4,774 3,832 2,190 1,278 12,074 2,190 5,840 6,570 2,190 2,920 19,710 464 336 800 20,510 2041 4,774 3,832 2,190 1,278 12,074 2,190 5,840 6,570 2,190 2,920 19,710 480 348 828 20,538 2042 4,774 3,832 2,190 1,278 12,074 2,190 5,840 6,570 2,190 2,920 19,710 496 360 856 20,566 2043 4,774 3,832 2,190 1,278 12,074 2,190 5,840 6,570 2,190 2,920 19,710 512 372 884 20,594 2044 4,774 3,832 2,190 1,278 12,074 2,190 5,840 6,570 2,190 2,920 19,710 528 384 912 20,622 2045 4,774 3,832 2,190 1,278 12,074 2,190 5,840 6,570 2,190 2,920 19,710 544 396 940 20,650 2046 4,774 3,832 2,190 1,278 12,074 2,190 5,840 6,570 2,190 2,920 19,710 558 408 966 20,676 2047 4,774 3,832 2,190 1,278 12,074 2,190 5,840 6,570 2,190 2,920 19,710 572 420 992 20,702 2048 4,774 3,832 2,190 1,278 12,074 2,190 5,840 6,570 2,190 2,920 19,710 586 432 1,018 20,728 2049 4,774 3,832 2,190 1,278 12,074 2,190 5,840 6,570 2,190 2,920 19,710 600 444 1,044 20,754 2050 4,774 3,832 2,190 1,278 12,074 2,190 5,840 6,570 2,190 2,920 19,710 614 456 1,070 20,780
Annual air passengers by nationality (Papua New Guinean passengers/Foreign passengers) to be used in Economic Analysis have been calculated as shown in Table 11.1-4 based on the visitor survey data from “VISITOR SURVEY REPORT 2011” (PNG Tourism Promotion Authority, refer to item 6) of 2.1.1).
11-5 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Table 11.1-4 Comparison of Annual Air Passengers by Nationality between Without Project Case and With Project Case
Without Case With Case Domestic Passengers ('000) Domestic Passengers ('000) International Passengers ('000) Nadzab/Lae - Port Moresby others Nadzab/Lae - Port Moresby others Brisbane Cairns CY Papua Papuan Total Papua Papua Total Total New Foreigner Subtotal New New Foreigner Subtotal New Foreigner Foreigner Guinean Guinean Guinean Guinean 2021 262 23 284 66 350 448 39 487 66 553 12 5 17 2022 262 23 284 66 350 466 40 506 113 619 13 5 18 2023 262 23 284 66 350 484 42 526 117 643 14 5 18 2024 262 23 284 66 350 501 43 545 122 666 14 5 19 2025 262 23 284 66 350 519 45 564 126 690 15 5 20 2026 262 23 284 66 350 537 46 583 131 714 15 5 20 2027 262 23 284 66 350 537 46 583 131 714 18 6 24 2028 262 23 284 66 350 537 46 583 131 714 20 8 28 2029 262 23 284 66 350 537 46 583 131 714 23 9 32 2030 262 23 284 66 350 537 46 583 131 714 26 10 36 2031 262 23 284 66 350 537 46 583 131 714 29 11 40 2032 262 23 284 66 350 537 46 583 131 714 30 12 42 2033 262 23 284 66 350 537 46 583 131 714 32 13 44 2034 262 23 284 66 350 537 46 583 131 714 33 13 47 2035 262 23 284 66 350 537 46 583 131 714 35 14 49 2036 262 23 284 66 350 537 46 583 131 714 37 15 52 2037 262 23 284 66 350 537 46 583 131 714 39 16 55 2038 262 23 284 66 350 537 46 583 131 714 41 17 58 2039 262 23 284 66 350 537 46 583 131 714 43 18 60 2040 262 23 284 66 350 537 46 583 131 714 44 18 63 2041 262 23 284 66 350 537 46 583 131 714 46 19 65 2042 262 23 284 66 350 537 46 583 131 714 48 20 67 2043 262 23 284 66 350 537 46 583 131 714 49 21 70 2044 262 23 284 66 350 537 46 583 131 714 51 21 72 2045 262 23 284 66 350 537 46 583 131 714 52 22 74 2046 262 23 284 66 350 537 46 583 131 714 54 23 77 2047 262 23 284 66 350 537 46 583 131 714 56 23 79 2048 262 23 284 66 350 537 46 583 131 714 57 24 81 2049 262 23 284 66 350 537 46 583 131 714 59 25 83 2050 262 23 284 66 350 537 46 583 131 714 60 25 85
11-6 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
11.1.4 Other Assumptions
1) Standard Price Benefits and costs are estimated at the constant price as of 2014 in Papua New Guinean Kina (PGK).
2) Commencement of Service The new facilities are expected to become operational in 2021.
3) Project Evaluation Period The project evaluation period is assumed to be 30 years upon commencement of the operations in 2021 until 2050.
4) Discount Rate The discount rate to calculate NPV has been estimated 10% by referring to lending rate in PNG.
Table 11.1-5 Actual Lending Rate in Papua New Guinea
2010 2011 2012 2013 2013 Q3 2013 Q4 2014 Q1 Lending Rate 10.45% 10.81% 10.82% 10.13% 9.82% 9.72% 9.80% Source: Economic Indicators, IMF
11-7 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
11.2 Economic Analysis
11.2.1 Estimate of Economic Costs
1) Project Implementation Costs The estimated project implementation cost is as shown in Table 11.2-1. The cost consists of the construction cost, consulting service cost and other related costs such as physical contingencies and PIU (administration cost) but excluding the price escalation, interest during construction and taxes.
Table 11.2-1 Project Implementation Costs for Economic Analysis (PGK '000) 2016 2017 2018 2019 2020 2021 Total Eligible Portion 10,990 5,549 116,767 180,822 120,079 1,504 435,711 Construction Cost 0 0 94,224 147,236 97,912 54 339,426 Consulting Services 9,881 4,965 9,324 11,930 6,959 1,256 44,315 Contingency 1,109 584 13,220 21,656 15,208 195 51,970 Non-Eligible Portion 1,514 193 4,456 7,556 5,131 64 18,915 Construction Cost 0 0 1,937 7,748 1,937 0 11,622 PIU (Admin. Cost) 366 193 4,456 7,556 5,131 64 17,766 Others 1,148 0 0 0 0 0 1,148 Total Project Cost 12,505 5,741 121,223 188,378 125,210 1,569 454,625
SCF (Standard Conversion Factor) has been assumed to be 1.00 considering actual figures of SCF in the past ranges from 0.98 to 0.99 as shown in Table 11.2-2.
Table 11.2-2 Actual Standard Conversion Factor (SCF)
(PGK Million) 2010 2011 2012 2013 Imports 9,576 10,034 9,912 12,142 Exports 15,602 16,376 13,181 13,337 Import Duties 189 281 223 257 Export Tax 174 211 180 212 SCF (Standard Conversion Factor) 0.99 0.98 0.98 0.98 Source: Bank of Papua New Guinea
2) Operating Expenses The operating expenses of new facilities have been estimated by referring to actual budget of NAC.
11-8 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
a) Administration Cost Administration cost is assumed as fixed cost and has been calculated as total of personnel cost and other administration cost.
b) Personnel Cost (Without Project Case) Present personnel cost in Nadzab/Lae Airport has been calculated on a basis of budget of NAC in 2014 as follows: NAC’s total personnel cost was PGK 33.4 million; Total number of NAC employee was 417; Number of NAC employee at Nadzab was 45; Ratio: 10.8%; and Estimated personnel cost of Nadzab (without case) was PGK 3.6 million.
Table 11.2-3 NAC - Staff Listing by Division/Airport as of October 2014
(Oct. 2014) Category Number of Staff Share Headquarter 77 18.5% Port Moresby International Airport 168 40.3% Regional Airports Nadzab/Lae Airport 45 10.8% Tokua Airport 31 7.4% Madang Airport 24 5.8% Mt. Hagen Airport 13 3.1% Goroka Airport 12 2.9% Wewak Airport 6 1.4% Gurney Airport 6 1.4% Momote Airport 5 1.2% Hoskins Airport 5 1.2% other 11 airports 25 6.0% Subtotal 172 41.2% Total 417 100.0% Source : National Airports Corporation (NAC)
11-9 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Table 11.2-4 NAC - Budget for The Year 2014 Item Budget (PGK '000) Revenues 107,150 Land Charges 29,500 Terminal Facility Charges 38,600 Airport Security Charges 16,400 Others 22,650 Expennditures 104,002 Finance and Administratio 46,985 Salaries and Other Personnel Expensies 30,900 Others 16,085 Operations 57,017 Maintenance (subtotal) 14,995 Civil Works 5,700 Building Works 3,235 Others 6,060 Electricity, Water, Sewerage and Garbage 11,250 Safety Levy - CASAPNG 3,200 Security Levy - CASAPNG 5,100 Others 22,472 Gross Surplus 3,149 Source : National Airports Corporation (NAC)
c) Personnel Cost (With Project Case) Personnel cost in With Project Case has been calculated as follows: Assumed number of employee after rehabilitation of Nadzab is 92; and The estimated personnel cost of without case was expanded by ratio of the number of staff: PGK 3.6 million multiplied by 92/45=PGK 7.4 million. d) Other Administration Cost Other administration cost in both Without Project Case and With Project Case has been calculated based on the ratio between the other administration cost and personnel cost of 2014 total NAC budget as follows: Budget for personnel cost (NAC 2014): PGK 33.4 million; Budget for other administration cost: PGK 16.085 million; Ratio: 48.16%; Estimated other administration cost in Without Project Case: PGK 1.734 million; and Estimated other administration cost in With Project Case: PGK 3.564 million.
e) Operating Cost Operating cost is assumed as variable cost and has been calculated as total of utility cost (Water/Electricity/Garbage/Waste Water cost) and other operation cost. Growth rate of operation cost in future is assumed to be equal to the growth rate of air passenger forecast.
11-10 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
i) Utility Cost (Without Project Case) Present utility cost at Nadzab/Lae Airport has been calculated based on the budget of NAC in 2014 as follows: Without project case; the total water and electricity as well as garbage and sewage cost of NAC (PGK 11.25 million) was allocated to Nadzab based on the ratio of personnel (10.8%); PGK 1.2 million.
ii) Utility Cost (With Project Case) Utility cost in With Project Case has been estimated based on the cost of Without Project Case, which is to be adjusted based on the spaces of the existing and proposed major airport facilities (see Table 11.2-5 below) as follows: Estimated utility cost of Without Project Case: PGK 1.2 million; Ratio of the existing and proposed airport facilities area: 1.42; and Estimated utility cost of With Project Case: PGK 1.2 million multiplied by 1.42= PGK 1.7 million.
Table 11.2-5 Comparison of Area between Existing Facilities and New Facilities
Area (m2) Ratio Existing Facilities Building 4,000 (Without Case) Runway 74,310 Apron 59,200 Taxiway 35,700 Total 173,210 1.00 New Facilities Building 10,771 (With Case) Runway 114,840 Apron 65,740 Taxiway 55,460 Total 246,811 1.42
f) Other Operating Cost Other operating cost in both Without Project Case and With Project Case has been calculated on the basis of budget of NAC in 2014 for the cost of electricity/water/garbage/sewage and the other cost as follows: Ratio of the costs of electricity/water/garbage/sewage and the others in 2014 NAC budget: 2.00; Estimated the other cost of Without Project Case: PGK 2.4 million; and Estimated the other cost of With Project Case: PGK 3.4 million.
g) Maintenance and Replacement Cost Maintenance and replacement cost is assumed as fixed cost and estimated as follows.
11-11 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
i) Without Project Case Present maintenance and replacement cost in Nadzab/Lae Airport has been calculated on the basis of budget of NAC in 2014 as follows: The total maintenance cost of NAC in 2014 has been allocated to Nadzab based on the ratio of total and Nadzab personnel as shown in Table 11.2-6.
Table 11.2-6 Maintenance Cost of Existing Facilities
Total of NAC Share of Nadzab/Lae (PGK '000) Nadzab/Lae (PGK '000) Civil works 5,700 600 Building works 3,235 10.8% 300 Others 6,060 700 Total 14,995 1,600
ii) With Project Case Maintenance and replacement cost in With Project Case has been calculated on the basis of estimated preliminary construction cost as follows: The annual maintenance and replacement cost will be 1.0% of the total construction cost in the first five years, which will increase to 2.0% from sixth to tenth years and 3.0% thereafter; and The estimated maintenance and replacement costs are shown in Table 11.2-7.
Table 11.2-7 Maintenance Cost of New Facilities
(PGK '000) First 5 years Second 5 years after 10th year (2021-2025) (2026-2030) (after 2030) Ratio to Construction Cost 1.0% 2.0% 3.0% Civil works 1,694 3,388 5,083 Building works 1,511 3,022 4,532 Others 177 355 532 Total 3,382 6,765 10,147
11.2.2 Estimate of Economic Benefits
From the view point of national economy, following five items have been quantified as the economic benefits attributable to implementation of the project in this analysis: Saved loss of business opportunities for PNG nationals due to travel cancellation; Saved loss of consumption by foreign tourists due to visit cancellation; Saved loss of aeronautical charges payable by air passengers; Saved loss of domestic and international cargo trade opportunities; and Saved loss of diverted flights operating cost by local airlines.
11-12 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
1) Saved loss of Business Opportunities for PNG Nationals due to Travel Cancellation Overflowed Papua New Guinean passengers at Nadzab/Lae Airport in Without Project Case, in particular the business travelers, would lose travel opportunities. A travel by boat is the only alternative which is considered not appropriate for business travelers, and their business opportunities would be lost. Such losses are relieved in With Project Case and calculated as economic benefits. In this study, the passengers who would lose travel opportunities are assumed to be equal to the ratio of population in Lae District to population of Morobe Region (22.1 % in 2011; see Table 11.2-8) and the value of travel opportunity has been assumed to be equal to the air fare (see Table 11.2-9).
Table 11.2-8 Population Ratio of Lae District to Morobe Region (2011) Population Share Morobe Region 674,810100.0% Lae District 148,93422.1% Source : National Statistics Office (NSO)
Table 11.2-9 Average Domestic Air Fare (including TFC and ASC)
(Oct. 2014) Route Retail Price Origin Destination (PGK) Nadzab Port Moresby ANG One-way 357.03 (LAE) (POM) Operation Round 675.10 APNG One-way 325.00 Operation Round 650.00 Average One-way 340.53 Round 662.17 Others Popondetta One-way 385.00 (PNP) Round 770.00 Goroka One-way 235.00 (GKA) Round 470.00 Madang One-way 325.00 (MAG) Round 650.00 Hoskins One-way 360.00 (HKN) Round 720.00 Rabaul One-way 455.01 (RAB) Round 910.01 Manus Island One-way 420.00 (MAS) Round 840.00 Average One-way 335.29 Round 670.58
Based on above consideration, the benefit has been quantified as follows: Share of the business travelers in the total overflowed passengers: 22.1%;
11-13 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Average air fare (excluding TFC and ASC) between Nadzab and POM: PGK 642.2; and Average air fare (excluding TFC and ASC) between Nadzab and others: PGK 650.6.
2) Saved loss of Consumption by Foreign Tourists due to Visit Cancellation Overflowed foreign air passengers at Nadzab/Lae Airport in Without Project Case would not able to visit Morobe area and some of them would cancel the travel to PNG and/or visit other countries. A part of the effects has been quantified as loss of consumption by foreign tourists to be relieved as economic benefits in With Project Case. In this study, the number of foreign passengers who would not change their destination to other city/region inside PNG and thus cancel their travels has been assumed to be equal to ratio of business purpose visitors to total visitors (43.7 %; see Table 11.2-10) on the basis of actual visitor data from “VISITOR SURVEY REPORT 2011” (PNG Tourism Promotion Authority).
Table 11.2-10 Purpose of Visitors to Lae Area
Purpose Number Ratio Business 174 43.7% Holiday 48 12.1% VFR 39 9.8% Education 13 3.3% Church Work 18 4.5% Others 9 2.3% MICE 3 0.8% Work 94 23.6% Total 398 100.0% Source : VISITOR SUREVEY REPORT 2011 (PNG Tourism Promotion Authority)
Average consumption by foreign visitor has been assumed as follows based on the data shown in Table 11.2-11 on the basis of actual visitor data from “VISITOR SURVEY REPORT 2011” (PNG Tourism Promotion Authority) PGK 11,600 per head for Australian national; PGK 15,400 per head for the other nationals; and Ratio of the economic effect to total consumption by foreign visitor: 40%.
11-14 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Table 11.2-11 Average Consumption by Foreign Visitor (PGK) Expenditure per visitor Number of Average consumption Daily Average length Total vistors to 2011 2014 expenditure of stay expenditure Lae Area price price (*) Australia 620.5 15.80 9,803 124 9,803 11,600 New Zealand 305.0 28.24 8,613 15 Germany 594.3 26.45 15,718 40 UK 772.2 20.41 15,761 17 Other EU 560.4 26.24 14,708 37 USA 831.3 18.17 15,104 17 13,075 15,400 Canada 779.7 17.66 13,769 0 Japan 754.0 12.52 9,440 34 (*) revised by Other Asia 509.9 22.35 11,398 88 GDP deflator Others 962.1 17.26 16,603 26 Total / Average 656.1 18.38 12,056 398 12,056 14,200 Source : VISITOR SUREVEY REPORT 2011 (PNG Tourism Promotion Authority)
3) Saved loss of Aeronautical Charges from Air Passengers Overflowed international and domestic air passengers at Nadzab/Lae Airport in Without Project Case would not be able to travel to/from Morobe area and some of them would cancel their travels. A part of the effects has been quantified as losses of terminal revenues from air passengers which would be realized as economic benefits (operator’s benefit) in With project Case. In this study, the benefits have been calculated as TFC (Terminal Facility Charge) and ASC (Airport Security Charge) to be paid by air passengers as shown below: Airport charges are as shown in Table 11.2-12.
Table 11.2-12 Airport Charges (NAC)
Rate (PGK) notes Airport Landing Charge (ALC) 15.98 per MTOW (MT) per departing/arriving passenger Terminal International Passenger 60.00 15% of this charge is a safety levy Facility for CASAPNG Charge per departing/arriving passenger (TFC) Domestic Passenger 10.00 10% of this charge is a safety levy for CASAPNG per departing/arriving passenger Airport Security Charge (ASC) 10.00 10% of this charge is a security levy for CASAPNG (note) MTOW : Maximum Take Off Weight CASAPNG : Civil Aviation Safety Authority of Papua New Guinea
4) Saved loss of domestic and international cargo trade opportunities Overflowed domestic and international cargoes at Nadzab/Lae Airport in Without Project Case
11-15 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
would lose trade opportunities and almost all of them would not be transported by other modes or routes. The losses would be realized in With Project Case and calculated as one of the economic benefits. In this study, the value of trade opportunity has been assumed to be equal to the air fare (see Table 11.2-13 and Table 11-2.14).
Table 11.2-13 Average Domestic Air Cargo Fee
Route Cargo Fee Frequency Origin Destination (PGK/kg) Share Nadza (LAE) Port Moresby (POM) 3.30 57.2% Popondetta (PNP)4.502.0% Goroka (GKA) 5.80 13.6% Madang (MAG) 5.606.9% Koskins (HKN) 4.30 10.4% Rabaul (RAB) 5.756.9% Manus Island (MAS) 5.103.0% Weighted Average 4.15 Source: Air Niugini
Table 11.2-14 Average International Air Cargo Fee Export Import (PGK/kg) (PGK/kg) Foods 5.35 5.00 Clothes 7.08 5.72 Chemical 6.61 5.00 Ceramic 6.73 5.00 Metal 5.92 5.73 Mechanical 6.83 6.24 Average 5.59 Source: Air Niugini
5) Saved loss of Diverted Flights operating cost by Local Airlines The diversion of Jacksons/POM International Airport in Without Project Case has been flying to Cairns/CNS Airport in Australia as there is no international alternate airport in Papua New Guinea, and the airlines need additional costs to operate the diversion as well as accommodate passengers at Cairns. The needless additional costs to operate the diversion of local airlines are calculated as economic benefit as summarized below: Operating cost of divert flight form Jackson/POM International Airport to Cairns/CNS Airport has been assumed to be equal to 90 % of average sales of air ticket (10 % is assumed as net profit ratio) as shown in Table 11.2-15; Annual number of divert flights has been assumed as 2 (round flight) through interview with Air Niugini; and B787-8 (315-seater) has been assumed to be the type of diverted aircraft with average load
11-16 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
factor of 60%.
Table 11.2-15 Assumption of Divert Flights from Port Moresby
Without With Project Project Case Case Altenate Airport of Port Moresby Cains Nadzab/Lae Aircraft B787-8 Seats Number 315 Average Load Factor 60.0% Average Round-Trip Fare (PGK) 1,138 662 Sales (per round flight) (PGK '000) 215125 Profit Rate 10.0% Operating Expenses 194 113 (per divert flight) (PGK '000)
11.2.3 Result of Economic Analysis
The result of Economic Analysis for Nadzab/Lae Airport Rehabilitation Project is summarized in Table 11.2-16 and calculation sheet is shown in Table 11.2-17.
Table 11.2-16 Result of Economic Analysis Indicators Calculation Economic Internal Rate of Return (EIRR) 15.7 % Economic Net Present Value (ENPV) PGK 235,776,000 Benefit Cost Ratio (BCR) 1.59
11-17 Operating Profit / Loss
Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
- -
1.59
-10,147 -10,147
-96,280 -96,280
10.0%
-180,745 -180,745
-260,162 -260,162
-334,530 -334,530
-403,845 -403,845
235,776
Accumulation
-5,741 -5,741 -18,246
-12,505 -12,505 -12,505
-127,488 -127,488 -466,545
-197,368 -197,368 -339,057
-123,442 -123,442 -141,688
EIRR = EIRR 15.7%
(B) - (C) - (B)
Balance
NetCash
(PGK '000) (PGK
(B)
Total
= (i)+(ii)+(iii)
98,760 112,934 99,333 274,654
94,578 108,433 94,934 175,321
90,394 103,930 90,534 80,387
86,210 99,426 86,133
81,756 94,176 84,465
77,303 88,929 79,418
72,848 83,679 74,368
68,391 78,427 69,315
63,938 73,179 62,699
( ( iii )
155,139 173,643 155,005 2,986,405
152,918 171,251 152,679 2,831,400
150,646 168,805 150,300 2,678,720
148,319 166,298 147,862 2,528,420
145,931 163,727 145,361 2,380,559
143,507 161,117 142,821 2,235,198
141,063 158,485 140,261 2,092,377
138,614 155,848 137,697 1,952,116
136,173 153,219 135,141 1,814,419
133,751 150,611 132,607 1,679,278
131,184 147,847 129,919 1,546,671
128,481 144,936 127,088 1,416,752
125,659 141,898 124,130 1,289,665
122,717 138,731 121,045 1,165,535
119,676 135,456 117,854 1,044,489
116,832 132,394 114,876 926,635
114,170 129,527 112,092 811,759
111,673 126,837 109,485 699,667
109,330 124,313 107,043 590,182
107,127 121,939 104,751 483,140
102,944 117,437 103,734 378,388
Sub-Total
162
162
162
162
162
162
162
162
162
162
162
162
162
162
162
162
162
162
162
162
162
162
162
162
162
162
162
162
162
162
Benefit - Cost Ratio (BCR) Ratio Cost - Benefit
Net Present Value (ENPV) (PGK '000)(ENPV)Value (PGK Present Net
Condition of DiscountRate of Condition
Cost
Flight
Divert
Saving of Saving
Trade
Relief to Relief
Opportuity
National Economic Benefits Economic National
Foreign
Relief to Relief Consump.
Travel
Papuan
Relief to Relief
Opportunity
( ( ii )
Sub-Total
(PGK '000) (PGK
4,487 4,487 24,456 118,334 12,186
4,442 4,442 24,456 116,215 12,085
4,396 4,396 24,456 114,047 11,981
4,349 4,349 24,456 111,826 11,875
4,302 4,302 24,456 109,547 11,766
4,253 4,253 24,456 107,234 11,655
4,204 4,204 24,456 104,902 11,543
4,154 4,154 24,456 102,565 11,431
4,104 4,104 24,456 100,235 11,320
4,055 4,055 24,456 97,924 11,209
4,004 4,004 24,456 95,474 11,091
3,949 3,949 24,456 92,895 10,968
3,893 3,893 24,456 90,202 10,839
3,835 3,835 24,456 87,394 10,705
3,773 3,773 24,456 84,491 10,566
3,716 3,716 24,456 81,778 10,436
3,662 3,662 24,456 79,238 10,314
3,610 3,610 24,456 76,855 10,200
3,562 3,562 24,456 74,620 10,092
3,516 3,516 24,456 72,519 9,990
3,435 3,435 24,456 68,525 9,800
3,353 3,353 24,456 64,532 9,610
3,270 3,270 24,456 60,540 9,420
3,188 3,188 24,456 56,546 9,230
3,105 3,105 24,456 52,553 9,040
2,917 2,917 22,888 49,866 8,840
2,728 2,728 21,319 47,182 8,641
2,540 2,540 19,751 44,494 8,441
2,352 2,352 18,183 41,805 8,241
2,164 2,164 16,614 39,120 8,042
Others
109,318 109,318 710,166 2,443,457 311,555 4,855 3,470,033 3,927,432 2,986,405
Benefit
Cargo
Termial
Revenue Non-Aeronoutical Revenue Non-Aeronoutical
EIRR Calculation Sheet EIRR
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0 0 0
Revenue
Terminal Pssenger 17
-
9,504
8,897
8,291
7,684
7,077
14,017
13,891
13,762
13,630
13,495
13,357
13,219
13,080
12,942
12,805
12,659
12,506
12,346
12,179
12,007
11,846
11,695
11,553
11,421
11,296
11,059
10,822
10,585
10,347
10,110
( ( i )
348,081
Sub-Total
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0 0
Table 11.2 Table
Others
Airport
Charge
Security
Aeronoutical Revenue Aeronoutical
Charge
Facility
Termnal
000000000000000
000000000000000
000000000000000
000000000000000
000000000000000
Airport
Charge
Landing
5,741
12,505
(C)
Total
127,488
197,368
123,442
0
0
0
0
0
9,711 9,711 2,125 4,102 3,277
9,511 9,511 1,981 3,858 3,058
9,311 9,311 1,837 3,614 2,840
9,111 9,111 1,692 3,369 2,622
(PGK '000) (PGK
18,637 18,637 2,270 7,667 4,080
18,572 18,572 2,270 7,560 4,062
18,505 18,505 2,270 7,450 4,042
18,436 18,436 2,270 7,338 4,022
18,367 18,367 2,270 7,223 4,002
18,296 18,296 2,270 7,106 3,982
18,224 18,224 2,270 6,989 3,961
18,152 18,152 2,270 6,871 3,940
18,078 18,078 2,270 6,753 3,919
18,004 18,004 2,270 6,636 3,899
17,927 17,927 2,270 6,513 3,877
17,849 17,849 2,270 6,383 3,854
17,768 17,768 2,270 6,246 3,830
17,686 17,686 2,270 6,105 3,805
17,602 17,602 2,270 5,958 3,779
17,518 17,518 2,270 5,821 3,755
17,435 17,435 2,270 5,693 3,732
17,352 17,352 2,270 5,573 3,711
17,270 17,270 2,270 5,460 3,691
17,188 17,188 2,270 5,354 3,672
13,703 13,703 2,270 5,152 3,637
13,601 13,601 2,270 4,951 3,601
13,498 13,498 2,270 4,749 3,566
13,396 13,396 2,270 4,548 3,530
13,294 13,294 2,270 4,346 3,495
O&M
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Cost Cost
1,569 8,911 10,480 1,548 3,125 2,404
5,741
12,505
468,113 472,914 941,027 65,921 172,514 109,646
127,488
197,368
123,442
Investment
CY
2029
2028
2027
2026
2025
2024
2023
2022
2021
2020
2019
2018
2017
2016
9
8
7
6
5
4
3
2
1
0
0
0
0
0
30 2050
29 2049
28 2048
27 2047
26 2046
25 2045
24 2044
23 2043
22 2042
21 2041
20 2040
19 2039
18 2038
17 2037
16 2036
15 2035
14 2034
13 2033
12 2032
11 2031
10 2030
Year
Total Order
11-18 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
11.2.4 Sensitivity Analysis
Sensitivity analysis of the EIRR on negative side has been made as shown in Table 11.2-18.
Table 11.2-18 Sensitivity Analysis of EIRR
Cost \ Benefit- 20 % - 10 % +/- 0 % + 20 % 10.6% 12.0% 13.3% + 10 % 11.7% 13.1% 14.5% +/- 0 % 12.8% 14.3% 15.7%
The results shown in Table 11.2-18 suggest that, even if the cost overruns by 20 % and the revenue falls short of 20 %, the EIRR is over 10 % which has been evaluated to be highly viable from the view point of national economy.
11-19 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
11.3 Financial Analysis
11.3.1 Estimate of Financial Costs
The financial costs of the Project consist of the following:
1) Project Implementation Costs The estimated project implementation cost is as shown in Table 11.3-1. The cost consists of the construction cost, consulting service cost and other related costs such the physical contingencies, PIU (administration cost) and taxes but excluding the price escalation and interest during construction.
Table 11.3-1 Project Implementation Costs for Financial Analysis
(PGK '000) 2016 2017 2018 2019 2020 2021 Total Eligible Portion 10,990 5,549 116,767 180,822 120,079 1,504 435,711 Construction Cost 0 0 94,224 147,236 97,912 54 339,426 Consulting Services 9,881 4,965 9,324 11,930 6,959 1,256 44,315 Contingency 1,109 584 13,220 21,656 15,208 195 51,970 Non-Eligible Portion 4,551 1,807 42,707 76,449 48,583 593 174,690 Construction Cost 0 0 1,937 7,748 1,937 0 11,622 PIU (Admin. Cost) 366 193 4,456 7,556 5,131 64 17,766 Tax 3,036 1,614 36,314 61,145 41,515 529 144,154 Others 1,148 0 0 0 0 0 1,148 Total Project Cost 15,541 7,355 157,537 249,523 166,725 2,098 598,779
2) Operating Expenses The same operating expenses estimated for the economic analysis have been used in the financial analysis.
11.3.2 Estimate of Financial Revenues
The Financial revenues of the Project consist of the following:
1) Aeronautical Revenues The aeronautical revenues are calculated based on the current aeronautical tariff system (see Table 11.2-12).
a) Airport Landing Charge (ALC)
Revenue from Airport Landing Charge ＝ Σ(ALC Rate x MTOW(i) x AAM(i) /2)
11-20 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Where ACL Rate: PGK 15.98 / MTOW MTOW (i): Maximum Take Off Weight of Type (i) Aircraft (MT) AAM (i): Annual Aircraft Movement of Type (i) Aircraft
Table 11.3-2 MTOW and ALC by Aircraft Type TypeSeatsMTOW ALC/landing number(MT)(PGK) B737-800 158 79.01,263 70-seater 75 41.7 667 ATR72-500 72 22.5 360 F50 58 20.8 333 BN-2B 9 3.0 48
b) Terminal Facility Charge (TFC)
Revenue from Domestic Terminal Facility Charge ＝ TFCd Rate x ADP
Revenue from International Terminal Facility Charge ＝ TFCi Rate x AIP
Where TFCd Rate: PGK 9.00 / domestic passenger TFCi Rate: PGK 51.00 / international passenger ADP: Annual Domestic Air Passenger AIP: Annual International Air Passenger
c) Airport Security Charge (ASC)
Revenue from Domestic Airport Security Charge ＝ ASC Rate x ADP Revenue from International Airport Security Charge ＝ ASC Rate x AIP
Where ASC Rate: PGK 9.00 / passenger ADP: Annual Domestic Air Passenger AIP: Annual International Air Passenger
d) Other Fees and Charges Other fees and charges have not been taken into account in this analysis as NAC has no definite tariff for other items.
2) Non-Aeronautical Revenues The revenues have been estimated on a basis of budget of NAC in 2014.
11-21 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
a) Passenger Terminal Revenue and Cargo Terminal Revenue It has been assumed that the passenger terminal revenue and cargo terminal revenue are included in other revenues because NAC has no definite tariff for those.
b) Other Revenues Other revenues in Nadzab/Lae Airport have been calculated on the basis of budget of NAC in 2014 as follows:
Other Revenue in Nadzab/Lae Airport = EAR x OIb / ARb = EAR x 29.7 %
Where EAR: Estimated Aeronautical Revenue in Nadzab/Lae Airport in 1) above OIb: Other Income in total NAC Budget (PGK 22.650 million) ARb: Aeronautical Revenue in total NAC Budget (PGK 76.2 million)
11.3.3 Result of Financial Analysis
The result of Financial Analysis for Nadzab/Lae Airport Rehabilitation Project is summarized in Table 11.3-3 and calculation sheet is shown in Table 11.3-4. As shown Table 11.3-3, FIRR has been estimated as -28.2. Major reasons behind incalculable is the enormous amount of construction cost against small amount of operating revenue. It is considered necessary for the executing agency to minimize the construction cost and maximize expected revenues in order to recover the expected loan for implementation of the Project.
Table 11.3-3 Result of Financial Analysis Indicators Calculation Financial Internal Rate of Return (FIRR) -16.8 Financial Net Present Value (FNPV) PGK -419,763,000 Benefit Cost Ratio (BCR) 0.16
However, in case of excluding investment cost from financial cost, NAC will be able to cover the operating costs by operating revenues after opening new facilities (see Table 11.4-5).
11.3.4 Sensitivity Analysis Sensitivity analysis of the FIRR has not been able to carry out because the FIRR in base case has been estimated to be incalculable.
11-22
(PGK '000) (PGK Expenditure Expenditure Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
- -
0.16
10.0%
-608,091 -608,091
-609,037 -609,037
-609,852 -609,852
-610,533 -610,533
-611,078 -611,078
-611,484 -611,484
-611,750 -611,750
-599,528 -599,528
-600,815 -600,815
-601,846 -601,846
-602,619 -602,619
-603,135 -603,135
-603,395 -603,395
-606,412 -606,412
-608,808 -608,808
-610,582 -610,582
-419,763
Accumulation
-23 -23 -611,870
946
815
681
545
406
265
121
773
516
259
-166 -166 -611,847
-306 -306 -611,682
-455 -455 -611,376
-613 -613 -610,921
-778 -778 -610,308
-950 -950 -609,529
-1,133 -1,133 -608,579
-1,300 -1,300 -607,446
-1,454 -1,454 -606,146
-1,595 -1,595 -604,691
-1,725 -1,725 -603,096
-1,843 -1,843 -601,371
-1,566 -1,566 -611,735
-7,355 -7,355 -22,896
-15,541 -15,541 -15,541
FIRR = FIRR -16.8%
-608,091 -608,091
-169,003 -169,003 -610,169
-258,513 -258,513 -441,166
-159,757 -159,757 -182,653
(B) - (C) - (B)
Balance
NetCash
(PGK '000) (PGK
0
0
0
0
0
(B)
Total
= ( i ) + ( ii )
0
0
0
0
0
( ( ii )
Sub-Total
Benefit - Cost Ratio (BCR) Ratio Cost - Benefit
Net Present Value (FNPV) (PGK '000)(FNPV) (PGK ValuePresent Net
Condition of DiscountRate of Condition
0
0
0
0
0
4,487 4,487 19,583
4,442 4,442 19,387
4,396 4,396 19,186
4,349 4,349 18,982
4,302 4,302 18,773
4,253 4,253 18,561
4,204 4,204 18,345
4,154 4,154 18,129
4,104 4,104 17,913
4,055 4,055 17,698
4,004 4,004 17,473
3,949 3,949 17,236
3,893 3,893 16,990
3,835 3,835 16,735
3,773 3,773 16,468
3,716 3,716 16,218
3,662 3,662 15,980
3,610 3,610 15,757
3,562 3,562 15,545
3,516 3,516 15,345
3,435 3,435 14,991 1,287
3,353 3,353 14,631 1,030
3,270 3,270 14,272
3,188 3,188 13,912
3,105 3,105 13,553
2,917 2,917 12,728 3,017
2,728 2,728 11,907 2,396
2,540 2,540 11,086 1,774
2,352 2,352 10,264 1,153
2,164 2,164 9,443
109,318 109,318 477,090
Others
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0 0
Cargo
Termial
Revenue
Non-Aeronoutical Revenue Non-Aeronoutical
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Revenue
Terminal
Pssenger
(PGK '000) (PGK
0
0
0
0
0
9,812
9,179
8,545
7,912
7,279
15,096
14,944
14,790
14,632
14,471
14,308
14,142
13,975
13,808
13,643
13,469
13,286
13,097
12,901
12,695
12,502
12,319
12,147
11,983
11,829
11,556
11,279
11,002
10,725
10,448
( ( i )
367,772
Sub-Total Revenue
IRR Calculation Sheet Calculation IRR
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0 0 F
Others 4 -
3
0
0
0
0
0
Airport
Charge Security
Table 11. Table
0
0
0
0
0
Aeronoutical Revenue Aeronoutical
Charge
Facility
Termnal
0
0
0
0
0
Airport
Charge
Landing
7,355
15,541
(C)
169,003
258,513
159,757
Total
0
0
0
0
0
(PGK '000) (PGK
9,711 9,711 2,433 4,102 3,277
9,511 9,511 2,262 3,858 3,058
9,311 9,311 2,091 3,614 2,840
9,111 9,111 1,920 3,369 2,622
18,637 18,637 3,349 7,667 4,080
18,572 18,572 3,323 7,560 4,062
18,505 18,505 3,298 7,450 4,042
18,436 18,436 3,272 7,338 4,022
18,367 18,367 3,246 7,223 4,002
18,296 18,296 3,221 7,106 3,982
18,224 18,224 3,192 6,989 3,961
18,152 18,152 3,164 6,871 3,940
18,078 18,078 3,136 6,753 3,919
18,004 18,004 3,108 6,636 3,899
17,927 17,927 3,079 6,513 3,877
17,849 17,849 3,050 6,383 3,854
17,768 17,768 3,020 6,246 3,830
17,686 17,686 2,991 6,105 3,805
17,602 17,602 2,957 5,958 3,779
17,518 17,518 2,925 5,821 3,755
17,435 17,435 2,893 5,693 3,732
17,352 17,352 2,863 5,573 3,711
17,270 17,270 2,832 5,460 3,691
17,188 17,188 2,802 5,354 3,672
13,703 13,703 2,766 5,152 3,637
13,601 13,601 2,727 4,951 3,601
13,498 13,498 2,687 4,749 3,566
13,396 13,396 2,647 4,548 3,530
13,294 13,294 2,607 4,346 3,495
O&M
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2,098 8,911 11,009 1,750 3,125 2,404
7,355
Expenditure Expenditure
15,541
612,267 472,914 1,085,181 85,612 172,514 109,646
169,003
258,513
159,757
Investment
CY
2029
2028
2027
2026
2025
2024
2023
2022
2021
2020
2019
2018
2017
2016
9
8
7
6
5
4
3
2
1
0
0
0
0
0
30 2050
29 2049
28 2048
27 2047
26 2046
25 2045
24 2044
23 2043
22 2042
21 2041
20 2040
19 2039
18 2038
17 2037
16 2036
15 2035
14 2034
13 2033
12 2032
11 2031
10 2030
Year
Total Order
11-23 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
11.4 Repayment Plan of Yen Loan
11.4.1 Statement of Profit and Loss
Examination of profit and loss of Nadzab/Lae Airport after implementation of the rehabilitation project has been made on the basis of financial expenses and financial profit estimated in the Financial Analysis. The cash flow has been examined for 40 years from 2016 taking into account of the repayment period of expected Yen Loan. Expected terms and conditions of Yen Loan are summarized in Table 11.4-1.
Table 11.4-1 Precondition of JPY Loan (JICA STEP Loan） Loan Agreement 2015 年 Interest for construction works 0.1 % Interest for consulting services 0.01% Maturity Period 40 年 Grace Period 10 年 Source: JICA
Depreciation has been calculated based on the following indicative rates (see Table 11.4-2) under Prime Cost Method.
Table 11.4-2 Indicative Rates used in Prime Cost Method Item Indicative Rate Construction 3.0 % Equipment 10.0 % Motor Vehicle 20.0 % Source: Papua New Guinea Tax Guide 2012
Statement of profit and loss has been prepared as shown Table 11.4-3. The profit after-tax profit is equal to pretax profit because NAC is a national enterprise. Following the result, profit after-tax will be continue to be negative from the first year of the project (2016) to the out year of calculating depreciation (2054) and accumulated deficit in 2060 has been estimated almost PGK 337 million.
11-24 Revenues
Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Total
- -
-337,281 -337,281
-338,276 -338,276
-339,198 -339,198
-340,047 -340,047
-340,820 -340,820
-341,518 -341,518
(PGK '000) (PGK
Profit / Loss
Accumulated
-3 -3 -5
-2 -2 -2
995
922
848
774
698
621
-517 -517 -1,018
-359 -359 -501
-137 -137 -142
-2,662 -2,662 -342,140
-9,170 -9,170 -339,478
-9,269 -9,269 -330,308
-9,369 -9,369 -321,039
-9,469 -9,469 -311,671
-9,572 -9,572 -302,201
-9,677 -9,677 -292,629
-9,783 -9,783 -282,953
-9,892 -9,892 -273,169
-9,946 -9,946 -101,011
-8,451 -8,451 -49,365
-9,070 -9,070 -40,914
-9,673 -9,673 -31,843
-10,002 -10,002 -263,277
-10,114 -10,114 -253,276
-10,225 -10,225 -243,162
-10,336 -10,336 -232,936
-10,444 -10,444 -222,601
-10,559 -10,559 -212,157
-10,680 -10,680 -201,598
-10,806 -10,806 -190,918
-10,937 -10,937 -180,112
-11,076 -11,076 -169,175
-11,203 -11,203 -158,100
-11,320 -11,320 -146,897
-11,427 -11,427 -135,577
-11,525 -11,525 -124,151
-11,615 -11,615 -112,626
-10,137 -10,137 -91,065
-10,329 -10,329 -80,928
-10,521 -10,521 -70,599
-10,713 -10,713 -60,078
-10,275 -10,275 -22,171
-10,877 -10,877 -11,896
-337,281 -337,281
After-Tax
( ( viii=vi-vii)
Profit / Loss
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Tax
( ( vii )
Corporate
-3 -3
-2 -2
995
922
848
774
698
621
-517 -517
-359 -359
-137 -137
-2,662 -2,662
-9,170 -9,170
-9,269 -9,269
-9,369 -9,369
-9,469 -9,469
-9,572 -9,572
-9,677 -9,677
-9,783 -9,783
-9,892 -9,892
-9,946 -9,946
-8,451 -8,451
-9,070 -9,070
-9,673 -9,673
-10,002 -10,002
-10,114 -10,114
-10,225 -10,225
-10,336 -10,336
-10,444 -10,444
-10,559 -10,559
-10,680 -10,680
-10,806 -10,806
-10,937 -10,937
-11,076 -11,076
-11,203 -11,203
-11,320 -11,320
-11,427 -11,427
-11,525 -11,525
-11,615 -11,615
-10,137 -10,137
-10,329 -10,329
-10,521 -10,521
-10,713 -10,713
-10,275 -10,275
-10,877 -10,877
-337,281 -337,281
Pre-Tax
Plofit / Loss
( ( vi=iii+iv-v )
0
0
0
0
0
0
0
3
2
17
35
52
69
86
104
121
138
155
173
190
207
224
242
259
276
293
311
328
345
362
380
397
414
431
449
466
483
500
518
518
518
518
517
359
137
10,596 ( ( v )
Expenses
Non-Oper.
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
( ( iv )
Revenue
Non-Oper.
Non-Operating Profit / Loss
0
0
0
0
0
995
922
848
774
698
621
-2,662 -2,662
-9,153 -9,153
-9,234 -9,234
-9,317 -9,317
-9,400 -9,400
-9,486 -9,486
-9,573 -9,573
-9,663 -9,663
-9,754 -9,754
-9,846 -9,846
-9,941 -9,941
-9,531 -9,531
-9,706 -9,706
-9,881 -9,881
-7,950 -7,950
-8,553 -8,553
-9,155 -9,155
-9,757 -9,757
-10,036 -10,036
-10,129 -10,129
-10,220 -10,220
-10,317 -10,317
-10,421 -10,421
-10,530 -10,530
-10,644 -10,644
-10,765 -10,765
-10,875 -10,875
-10,975 -10,975
-11,064 -11,064
-11,145 -11,145
-11,218 -11,218
-10,055 -10,055
-10,230 -10,230
-10,360 -10,360
Total
-326,685 -326,685
( ( iii=i-ii )
0
0
0
0
0
29,767
29,712
29,656
29,598
29,540
29,480
32,625
38,973
38,911
38,847
38,783
38,717
38,650
38,582
38,512
38,442
38,370
38,297
38,224
38,150
38,073
37,994
37,914
37,831
37,747
37,663
37,580
37,498
37,415
37,334
35,374
35,272
35,169
35,067
34,964
31,880
31,680
31,480
31,280 31,080
of Nadzab/Lae Airport of Nadzab/Lae ( ( ii )
Subtotal
1,422,134
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Others
0
0
0
0
0
0
0
0
0
0
0
Expenditure
Depreciation
0
0
0
0
0
Operating Expenses
Expenditure
Maintenance
0
0
0
0 0
Statement of Profit and Loss and of Profit Statement
Operating Expenditure 3
-
0
0
0
0
0
Operating Profit / Loss
Expenditure
Administration
0
0
0
0 0
Table 11.4 Table
( ( i )
Subtotal
0
0
0
0
0
Others
0
0
0
0
0
Operating Revenue
TFC & ASCTFC
0
0
0
0
0
6,253 19,198 5,311 30,763 10,964 8,657 10,147
6,231 19,092 5,311 30,634 10,964 8,601 10,147
6,209 18,984 5,311 30,504 10,964 8,545 10,147
6,187 18,873 5,311 30,372 10,964 8,488 10,147
6,165 18,761 5,311 30,238 10,964 8,429 10,147
6,144 18,647 5,311 30,102 10,964 8,370 10,147
6,122 18,530 5,311 29,963 10,964 8,309 10,147 3,205
6,097 18,412 5,311 29,821 10,964 8,248 10,147 9,615
6,073 18,292 5,311 29,676 10,964 8,185 10,147 9,615
6,049 18,170 5,311 29,531 10,964 8,122 10,147 9,615
6,024 18,047 5,311 29,383 10,964 8,057 10,147 9,615
5,999 17,921 5,311 29,231 10,964 7,992 10,147 9,615
5,973 17,792 5,311 29,077 10,964 7,925 10,147 9,615
5,947 17,661 5,311 28,919 10,964 7,856 10,147 9,615
5,922 17,525 5,311 28,758 10,964 7,787 10,147 9,615
5,896 17,388 5,311 28,595 10,964 7,716 10,147 9,615
5,868 17,249 5,311 28,429 10,964 7,644 10,147 9,615
5,840 17,111 5,311 28,262 10,964 7,572 10,147 9,615
5,811 16,972 5,311 28,095 10,964 7,498 10,147 9,615
5,783 16,835 5,311 27,930 10,964 7,424 10,147 9,615
5,755 16,690 5,311 27,756 10,964 7,347 10,147 9,615
5,725 16,536 5,311 27,573 10,964 7,269 10,147 9,615
5,696 16,376 5,311 27,384 10,964 7,188 10,147 9,615
5,666 16,210 5,311 27,188 10,964 7,106 10,147 9,615
5,633 16,037 5,311 26,982 10,964 7,021 10,147 9,615
5,601 15,876 5,311 26,789 10,964 6,938 10,147 9,615
5,569 15,725 5,311 26,606 10,964 6,855 10,147 9,615
5,538 15,584 5,311 26,434 10,964 6,772 10,147 9,615
5,507 15,451 5,311 26,270 10,964 6,690 10,147 9,615
5,478 15,326 5,311 26,116 10,964 6,608 10,147 9,615
5,442 15,089 5,311 25,843 10,964 6,506 6,765 11,140
5,402 14,852 5,311 25,566 10,964 6,403 6,765 11,140
5,362 14,615 5,311 25,289 10,964 6,301 6,765 11,140
5,322 14,378 5,311 25,012 10,964 6,198 6,765 11,140
5,282 14,141 5,311 24,735 10,964 6,096 6,765 11,140
5,109 13,679 5,142 23,930 10,964 5,896 3,382 11,638
4,938 13,216 4,973 23,127 10,964 5,696 3,382 11,638
4,767 12,754 4,804 22,325 10,964 5,496 3,382 11,638
4,596 12,292 4,635 21,523 10,964 5,296 3,382 11,638
4,425 11,830 4,466 20,720 10,964 5,096 3,382 11,638
227,409 658,119 209,922 1,095,449 438,545 290,200 355,150 338,238
Airport
Charges
CY
2060
2059
2058
2057
2056
2055
2054
2053
2052
2051
2050
2049
2048
2047
2046
2045
2044
2043
2042
2041
2040
2039
2038
2037
2036
2035
2034
2033
2032
2031
2030
2029
2028
2027
2026
2025
2024
2023
2022
2021
2020
2019
2018
2017
2016
Total
9
8
7
6
5
4
3
2
1
40
39
38
37
36
35
34
33
32
31
30
29
28
27
26
25
24
23
22
21
20
19
18
17
16
15
14
13
12
11
10
Year Order
11-25 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
11.4.2 Free Cash Flow
Statement on the receipt and disbursement of fund and statement of free cash flow in Nadzab/Lae Airport has been made on the basis of the statement of profit and loss as shown in Table 11.4-4. According to the result, it will be necessary for the Government of Papua New Guinea to subsidy repay the loan on behalf of NAC from the first year of repayment of JPY loan (2025) to the out year of repayment (2054) and accumulated amount of subsidy in 2060 will be almost PGK 826 million. However, in case of excluding investment cost from NAC expenditure, accumulated surplus has been estimated to be positive during calculated period and it will be not necessary to subsidy by the Government of Papua New Guinea as shown in Table 11.4-5.
11-26 Operating Profit / Loss
Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Total
- -
-821,468 -821,468
-822,463 -822,463
-823,385 -823,385
-824,234 -824,234
-825,008 -825,008
-825,706 -825,706
-242,436 -242,436
-245,004 -245,004
-246,969 -246,969
Surplus
(PGK '000) (PGK
Accumulated
995
922
848
774
698
621
2,568
1,965
1,363
-2,423 -2,423 -248,332
-8,231 -8,231 -24,983
FreeFlow Cash
-18,601 -18,601 -826,327
-18,700 -18,700 -807,726
-18,799 -18,799 -789,025
-18,899 -18,899 -770,226
-18,999 -18,999 -751,328
-19,102 -19,102 -732,328
-19,207 -19,207 -713,226
-19,314 -19,314 -694,019
-19,422 -19,422 -674,705
-19,532 -19,532 -655,283
-19,644 -19,644 -635,751
-19,756 -19,756 -616,107
-19,866 -19,866 -596,352
-19,974 -19,974 -576,486
-20,089 -20,089 -556,512
-20,210 -20,210 -536,423
-20,336 -20,336 -516,213
-20,467 -20,467 -495,877
-20,606 -20,606 -475,410
-20,733 -20,733 -454,804
-20,850 -20,850 -434,071
-20,957 -20,957 -413,221
-21,055 -21,055 -392,264
-21,145 -21,145 -371,209
-17,950 -17,950 -350,064
-18,142 -18,142 -332,114
-18,334 -18,334 -313,972
-18,526 -18,526 -295,638
-18,718 -18,718 -277,112
-15,958 -15,958 -258,394
-62,737 -62,737 -245,909
-57,244 -57,244 -82,227
-16,752 -16,752 -16,752
-821,468 -821,468
-100,945 -100,945 -183,172
Annual
Surplus
3,252
8,228
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
16,750
218,199
320,938
189,430
Total
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
621 621
4,859 4,859
3,864 3,864
2,941 2,941
2,093 2,093
1,319 1,319
5,896 5,896
3,329 3,329
1,363 1,363
26,285 1,357,433
Carried
Balance
Forward
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Payable
Dividend
Expenditures
0
0
0
0
0
0
0
0
0
0
0
0
0
0 0 and Free Cash Flow in Nadzab/Lae Airport in Nadzab/Lae Flow Cash and Free
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145 (JPY Loan)(JPY
und Repayment
F
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Investment
621
1,319
1,363
3,252 3,252
8,228 8,228
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
19,145
16,750 16,750
218,199 218,199
320,938 320,938
189,430 189,430 Total isbursement of isbursement
D
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
621
3,864 4,859
2,941 3,864
2,093 2,941
1,319 2,093
3,329 5,896
1,363 3,329
Brought
Balance
Forward
0
0
0
0
0
0
0
0 0 eceipt and eceipt
R
2,423
8,231
18,601
18,700
18,799
18,899
18,999
19,102
19,207
19,314
19,422
19,532
19,644
19,756
19,866
19,974
20,089
20,210
20,336
20,467
20,606
20,733
20,850
20,957
21,055
21,145
17,950
18,142
18,334
18,526
18,718
10,061 5,896 19,145
16,752
or Subsidy
he he Own Fund
T
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
68
Revenues
155,979 62,737
220,352 100,945
132,323 57,244
JPY LoanJPY
0
0
0
0
0
0
0
0
0
0
0
3,205
9,615
9,615
9,615
9,615
9,615
9,615
9,615
9,615
9,615
9,615
9,615
9,615
9,615
9,615
9,615
9,615
9,615
9,615
9,615
9,615
9,615
9,615 9,615
Statement on Statement
11,140
11,140
11,140
11,140
11,140
11,638
11,638
11,638
11,638
11,638
338,238 508,722 826,327 21,427 1,357,433 756,797 574,351
Expenses Depreciation 4
-
-3 -3
-2 -2
995
922
848
774
698
621
-517 -517
-359 -359
-137 -137
-2,662 -2,662
-9,170 -9,170
-9,269 -9,269
-9,369 -9,369
-9,469 -9,469
-9,572 -9,572
-9,677 -9,677
-9,783 -9,783
-9,892 -9,892
-9,946 -9,946
-8,451 -8,451
-9,070 -9,070
-9,673 -9,673
-10,002 -10,002
-10,114 -10,114
-10,225 -10,225
-10,336 -10,336
-10,444 -10,444
-10,559 -10,559
-10,680 -10,680
-10,806 -10,806
-10,937 -10,937
-11,076 -11,076
-11,203 -11,203
-11,320 -11,320
-11,427 -11,427
-11,525 -11,525
-11,615 -11,615
-10,137 -10,137
-10,329 -10,329
-10,521 -10,521
-10,713 -10,713
-10,275 -10,275
-10,877 -10,877
-337,281 -337,281
Plofit After-Tax
Table 11.4 Table
CY
2060
2059
2058
2057
2056
2055
2054
2053
2052
2051
2050
2049
2048
2047
2046
2045
2044
2043
2042
2041
2040
2039
2038
2037
2036
2035
2034
2033
2032
2031
2030
2029
2028
2027
2026
2025
2024
2023
2022
2021
2020
2019
2018
2017
2016
Total
9
8
7
6
5
4
3
2
1
40
39
38
37
36
35
34
33
32
31
30
29
28
27
26
25
24
23
22
21
20
19
18
17
16
15
14
13
12
11
10
Year Order
11-27 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
0
0
0
0
0
- -
9,636
8,787
8,014
7,316
6,694
6,151
5,689
5,309
5,010
4,796
4,667
4,625
4,673
4,812
5,043
5,370
5,790
6,304
6,909
7,611
8,417 9,332
11,553
10,558
10,361
11,511
12,771
14,131
15,580
17,111
13,326
Surplus
(PGK '000) (PGK
Accumulated
0
0
0
0
0
42
-48 -48
995
922
848
774
698
621
543
462
380
298
215
129
910
-139 -139
-231 -231
-326 -326
-421 -421
-514 -514
-605 -605
-702 -702
-806 -806
-915 -915
1,609 18,714
1,434 17,105
1,260 15,671
1,085 14,411
3,688 12,416
3,085 8,728
2,483 5,642
1,881 3,159
1,278 1,278
-1,029 -1,029
-1,150 -1,150
-1,260 -1,260
-1,360 -1,360
-1,449 -1,449
-1,530 -1,530
-1,603 -1,603
FreeFlow Cash
Annual
Surplus
0
0
0
0
0
Total
0
0
0
0
0
9,636 9,636
8,787 8,787
8,014 8,014
7,316 7,316
6,694 6,694
6,151 6,151
5,689 5,689
5,309 5,309
5,010 5,010
4,796 4,796
4,667 4,667
4,625 4,625
4,673 4,673
4,812 4,812
5,043 5,043
5,370 5,370
5,790 5,790
6,304 6,304
6,909 6,909
7,611 7,611
8,417 8,417
9,332 9,332
8,728 8,728
5,642 5,642
3,159 3,159
1,278 1,278
11,553 11,553
10,558 10,558
10,361 10,361
11,511 11,511
12,771 12,771
14,131 14,131
15,580 15,580
17,111 17,111
18,714 18,714
17,105 17,105
15,671 15,671
14,411 14,411
13,326 13,326
12,416 12,416
354,981 354,981 11,553
Carried
Balance
Forward
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Payable
Dividend
Expenditures
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0 0 and Free Cash Flow in Nadzab/Lae Airport in Nadzab/Lae Flow Cash and Free und
F
(JPY Loan)(JPY
Repayment
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Investment
0
0
0
0
0 1,278
isbursement of isbursement Total
D
0
0
0
0
0
0
9,636 10,558
8,787 9,636
8,014 8,787
7,316 8,014
6,694 7,316
6,151 6,694
5,689 6,151
5,309 5,689
5,010 5,309
4,796 5,010
4,667 4,796
4,625 4,667
4,673 4,625
4,812 4,673
5,043 4,812
5,370 5,043
5,790 5,370
6,304 5,790
6,909 6,304
7,611 6,909
8,417 7,611
9,332 8,417
8,728 12,416
5,642 8,728
3,159 5,642
1,278 3,159
10,558 11,553
10,361 9,332
11,511 10,361
12,771 11,511
14,131 12,771
15,580 14,131
17,111 15,580
18,714 17,111
17,105 18,714
15,671 17,105
14,411 15,671
13,326 14,411
12,416 13,326
343,428 354,981
Brought
Balance Forward
eceipt and eceipt
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0 0 R
he he or
T
Subsidy
Own Fund
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0 Revenues
( Reference : Excluding Investment Cost from NAC Expenditure) NAC from Cost Investment : Excluding ( Reference
JPY LoanJPY
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0 0 Statement on Statement
Expenses 5
-
Depreciation
0
0
0
0
0
42
-48 -48
995
922
848
774
698
621
543
462
380
298
215
129
910
-139 -139
-231 -231
-326 -326
-421 -421
-514 -514
-605 -605
-702 -702
-806 -806 -915 -915
11.4
1,609
1,434
1,260
1,085
3,688
3,085
2,483
1,881
1,278
-1,029 -1,029
-1,150 -1,150
-1,260 -1,260
-1,360 -1,360
-1,449 -1,449
-1,530 -1,530
-1,603 -1,603
11,553
Plofit After-Tax
Table Table
CY
2060
2059
2058
2057
2056
2055
2054
2053
2052
2051
2050
2049
2048
2047
2046
2045
2044
2043
2042
2041
2040
2039
2038
2037
2036
2035
2034
2033
2032
2031
2030
2029
2028
2027
2026
2025
2024
2023
2022
2021
2020
2019
2018
2017
2016
Total
9
8
7
6
5
4
3
2
1
40
39
38
37
36
35
34
33
32
31
30
29
28
27
26
25
24
23
22
21
20
19
18
17
16
15
14
13
12
11
10
Year Order
11-28 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
11.5 Operation and Effect Indicator
11.5.1 Quantitative Effect
1) Operation and Effect Indicator Air Traffic Demand in Target Year Air Traffic Demand After 2 years of After 5 years of Indicator in Base Year commencement commencement ( CY 2014 ) (*1) of service of service ( CY 2023 ) (*2) ( CY 2026 ) (*3) Annual Air Passengers (‘000) 360 666 738 Domestic Passengers (‘000) 360 647 718 International Passengers (‘000) - 18 20 Annual Air Cargoes (MT) 2,900 5,142 5,280 Domestic Cargoes (MT) 2,900 4,980 5,100 International Cargoes (MT) - 162 180 Annual Aircraft Movements 10,600 18,646 20,028 Domestic Aircraft Movements 10,600 18,396 19,710 International Aircraft Movements - 250 318 Divert Flight from POM International Airport - 2 2 (*1) Estimated by JICA Study Team based on actual flight schedule and air traffic forecast (*2) Target Year (CY 2023) : Implementation year for JICA post evaluation of The Project (*3) Target Year (CY 2026) : Target year for airport facility master plan
2) EIRR and FIRR
a) EIRR Economic Internal Rate of Return (EIRR) has been calculated as 15.7 % based on follow terms.
i) Economic Costs a) Implementation costs The implementation costs of the Project on the basis of preliminary construction cost estimate. The cost has been composed from construction cost and other relation costs except price escalation, interest during construction and taxes. b) Maintenance costs c) Operating costs
11-29 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
ii) Economic Benefits a) Saved loss of business opportunities for PNG nationals due to travel cancellation b) Saved loss of consumption by foreign tourists due to visit cancellation c) Saved loss of aeronautical charges from air passengers d) Saved loss of domestic/international cargo trade opportunities e) Saved loss of diverted flights operating cost by local airlines
iii) Evaluation Period: 30 years from the first year of commencement of the operations (2021).
b) FIRR Financial Internal Rate of Return (FIRR) has been estimated as -16.8 % under follow terms. However, in case of excluding investment cost from financial cost, NAC will be able to cover the operating costs by operating revenues after opening new facilities.
i) Expenditures a) Implementation costs The implementation costs of the Project on the basis of preliminary construction cost estimate. The cost has been composed from construction cost and other relation costs except price escalation and interest during construction. b) Maintenance costs c) Operating costs
ii) Revenues a) Aeronautical revenues b) Non-aeronautical revenues
iii) Evaluation Period: 30 years from the first year of commencement of the operations (2021).
11-30 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
11.5.2 Qualitative Effect
Follows effects are expected through implementation of the Project:
a) Improvement of airport safety and airport security; b) Making airport operations more efficient; c) Reducing airport congestion; d) Increase of CS (Customer Satisfaction); e) Development of economic, social and cultural activities in Morobe area and PNG; and f) Increase international/global competitiveness of Papua New Guinea.
11-31
SECTION 12 ENVIRONMENTAL IMPACT AND SOCIAL
CONSIDERATION
Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
SECTION 12: ENVIRONMENT AND SOCIAL CONSIDERATION
12.1 Baseline of the Environmental and Social Condition 12.1.1 Natural Environment Nadzab airport is located 45km northwest from Lae central city area along the Highlands highway. Surrounding area is generally flat with savannah grassland and Erap River to the west of the airport. In recent years, the flood of Erap River has become a problem in surrounding areas including Nadzab airport. The mitigation measures for the airport are studied in the survey (See Section 13 for details). The climate of Nadzab is categorized in the tropical monsoon and classified into rainy season (from November to April) and dry season (from May to October). Annual average temperature is 35 degrees C in day-time and 24 in night-time at coasts, and 28 in day-time and 14 at highlands. Regardless of the classification between rainy season and dry season, rainy season differs according to the region. The annual rainfall differs from 1,200 to 9,000 mm excessively according to the region. The average temperature and rainfall are shown in the figures below. There is neither designated natural conservation area nor identified rare species in the airport land and the vicinity.
12-1 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Source: World Weather Online Figure 12.1- Annual Average Temperature
Source: World Weather Online Figure 12.2- Annual Average Rainfall
12-2 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
12.1.2 Social Environment According to the national census on population and housing in 2011, the population of Morobe province, in which Nadzab airport is located, is 675 thousand which is equivalent to 9.3% of national population of PNG. Morobe province is classified into 9 districts, 33 LLG (Local Level Government) and 547 wards. The population of Huon Gulf district, in which Nadzab ward is located, is 78 thousand (16 thousand households), Wampar Rural LLG is 52 thousand (11 thousand households).
According to the “National Gazette No.28” issued by Department of Lands and Physical Planning (DLPP), existing Nadzab airport land with large estate of 1,030 hectares is registered as a declared aerodrome land belongs to the State (Portion No.397) in 1979. There are no designated areas as cultural and historical heritage in the vicinity of the airport but there is a large scale chicken farm to the south of the airport.
*White broken line: Declared airport land boundary Source: Google Earth Figure 12.3- Land use in the vicinity of Nadzab airport (Satellite Photograph)
12-3 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
12.2 Legislation and Institution for Environmental and Social Considerations 12.2.1 Laws and Regulations The relevant laws and regulations regarding environmental and social consideration are shown in the table below. There are no effluent standards such as Air quality, Water quality, Noise and Vibration in PNG. Therefore, NAC refers WHO standards for their implementation. Table 12.1- Laws and Regulations No. Law and Regulations Year 1 The Environment Act 2000 2000 2 Environment (Prescribed Activity) Regulations 2002 2002 3 Environment (Fees and Charges) Regulation 2002 2002 4 Environment (Permits and Transitional) Regulation 2002 2002 5 Environment (Procedures) Regulation 2002 2002 6 Environment (Water Quality Criteria) Regulation 2002 2002 7 International Trade (Fauna and Flora) Regulation 1982 1982 8 National Parks Act 1982 1982 9 Conservation Areas Act 1978 1978 10 Civil Aviation Act 2000 2000 11 Guidelines for Conduct of EIA*1 & Preparation of EIS*2 2004 12 Notification of Preparatory Work in Level-2 and Level-3 Activities 2004 13 Guidelines for Submission of an Application for an Environment Permit to Discharge Waste 2004 14 Technical Guidelines for Noise, Air and Water & Land Discharges 2004 15 Guidelines for Preparation of Environmental Inception Report 2004 16 Land Act 1996 1996 17 National Land registration Act 1977 1997 *1: Environmental Impact Assessment, *2: Environmental Impact Statement Source: JICA Study Team
12.2.2 Classification of Environmental Permit and Procedure for Permit
On the Environment（Prescribed Activities）Regulation 2002 in accordance with Environment Act 2000 of PNG, the prescribed activities are classified as Level 1, Level 2 (Category A or Category B) and Level 3 activities according to the content, the scale and the location. The fees for environmental permit are designated by the activity level in the Environment (Fees and Charges) Regulation 2002. The contractor shall pay the prescribed fees during their construction period and the operator/administrator shall pay the fees during their operation period in accordance with the regulation. The activities are designated their environmental permit procedures as follows.
1）Level 3 On the regulation, the level 3 activities, which are developed with large-scale or in the environmental conservation area (e.g. Manufacturing and processing, Forest harvesting and land clearance, Mining and extraction), are prescribed in the sub-category 14 to 21. The level 3 activities are required Environmental Impact Assessment (EIA) procedure including Advance notice, Public hearing, Public consultation to acquire the environmental permit shown in the figure below.
2）Level 2 On the regulation, the level 2 activities which have the potential to cause environmental harm are classified into 2 categories as follows.
12-4 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC a) Level 2A The level 2A activities, which are developed with small-scale, are prescribed in the sub-category 1 to 3 (e.g. Petroleum Exploration, Mineral exploration and Mining, Minor Forest Activities) and these are assumed as low potential activities on environmental impact. These are exempted some environmental procedures with DEC (e.g. Advance notice, Public hearing, Public consultation). After application, these are approved in 30 days at the earliest unless additional requirement from DEC is required. b) Level 2B The level 2B activities, which are developed with medium-scale, are prescribed in the sub-category 4 to 13 (e.g. Manufacturing and chemical processes, Activities involving petroleum or chemicals, Forestry and production of timber products) and these are assumed as high potential activities on environmental impact. The level 2B activities are required all procedure to acquire the environmental permit even though the procedure is simplified some processes shown in the figure below. After application, these are approved in 90 days at the earliest unless additional requirement from DEC. But these can be classified as level 3 activities through the discussion in the environmental council in case that the activities include new industrial development or production process, designated areas on international treaty or agreement, and serious high potential on environmental impact.
3）Level 1 The level 1 activities, which are assumed the development with very low risk, are all activities that are not prescribed as level 2 or level3 activities. These are not required any procedure to acquire environmental permit.
The upgrading and rehabilitation of existing airport is not listed as Level 2 and Level 3 of the “Prescribed Activities”. However certain associated project activities commonly associated with upgrading and improvement works such as earthworks, surfacing, discharge of waste water, establishment of borrow pits, sourcing and extraction of aggregate materials from surface water courses are Level 2 activities that may require an environmental permit depending on the duration and scale of those activities. For Nadzab Airport, impacts that will arise from the Airport upgrading works will be minimal and generally insignificant as construction works are within the confines of the declared aerodrome land area. The project can be classified as Level 2A because the potential adverse environmental impacts are site-specific, few if any of them are irreversible, and mitigation measures can be designed readily. Adherence to best engineering practices during rehabilitation/ reconstruction and implementation of the environmental management plan (EMP) will avoid or adequately mitigate all of the rehabilitation/ reconstruction-related impacts.
12.2.3 Gap from JICA Environmental guideline To compare the above mentioned category of the prescribed activities with “Japan International Cooperation Agency, Guidelines for Environmental and Social Considerations (effective from April 2010, hereinafter referred to as JICA Guideline)”, the level 3 activities in PNG are corresponds to category A*1 activities of JICA guideline, which is required EIA . The level 2 activities in PNG are corresponds to category B*2 activities of JICA guideline, which is required IEE. The level 1 activities in PNG are corresponds to category C*3 activities of JICA guideline, which is not required any environmental procedures. This project can be classified as level 2A and category B as mentioned above. Therefore, JICA study team conducts environmental and social surveys at the IEE level in accordance with TOR. JICA study team also prepares drafts of mitigation measures including avoidance, minimization, and compensation as well as drafts of monitoring plans and of institutional arrangements for environmental and social consideration.
*1 Category A: Proposed projects are classified as Category A if they are likely to have significant adverse impacts on the environment and society. Projects with complicated or unprecedented impacts
12-5 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC that are difficult to assess, or projects with a wide range of impacts or irreversible impacts, are also classified as Category A. These impacts may affect an area broader than the sites or facilities subject to physical construction. Category A, in principle, includes projects in sensitive sectors, projects that have characteristics that are liable to cause adverse environmental impacts, and projects located in or near sensitive areas. *2 Category B: Proposed projects are classified as Category B if their potential adverse impacts on the environment and society are less adverse than those of Category A projects. Generally, they are site-specific; few if any are irreversible; and in most cases, normal mitigation measures can be designed more readily. *3 Category C: Proposed projects are classified as Category C if they are likely to have minimal or little adverse impact on the environment and society.
Source: Department of Environment and Conservation Figure 12.4- Flowchart of Environmental Permits (Level 1 to Level 3)
12-6 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Source: Department of Environment and Conservation Figure 12.5- Flowchart of Environmental Permits (Level 2)
Source: Department of Environment and Conservation Figure 12.6- Flowchart of Environmental Permits (Level 3)
12-7 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
12.2.4 Environmental Government Organization The organization which has jurisdiction over EIA is DEC (Department of Environment and Conservation). Environment council in which environmental bureau belongs to has the authority to make a final decision. EIA Branch and Environment Permit Branch under Regulatory Services Division are in charge of EIA and environmental permit. The organization chart of DEC is shown in the figure below.
Source: Department of Environment and Conservation Figure 12.7- Organization Chart of DEC
12.2.5 Scope of Environmental Permit Controlled by DEC The EIA of project development includes not only natural environmental issue, environmental pollution and social environmental issue but also involuntary resettlement of land acquisition. DEC has jurisdiction over only environmental permit. On the other hand, Department of Lands and Physical Planning (DLPP) has jurisdiction over the permit of involuntary resettlement on land acquisition separately.
12.2.6 Land Ownership in PNG Land ownership in PNG is classified as 2 categories, a) Government Land and b) Customary Land.
1) Government Land Government land means land other than (a) Customary land that is not leased by the customary owners to the State; or (b) Land held by a person other than the State for an estate greater than an estate for a term of years; or (c) Land that is the subject of a State lease or a lease from the State under any other Act; or (d) Land reserved from lease or further lease under the Land Act 1996.
2) Customary Land Customary land is owned or possessed by an automatic citizen or community of automatic citizens by
12-8 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC virtue of rights of a proprietary or possessory kind that belong to that citizen or community and arise from and are regulated by custom.
12.2.7 The Organization of Land Ownership The organization which has jurisdiction over land administration, register, survey, and evaluation is Department of Lands and Physical Planning (DLPP). DLPP has the branches in charge, also includes Physical Planning and Mapping Bureau.
12-9 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
12.3 Analysis of Alternatives Two (2) alternatives of Option 1 and Option 2 were studied on upgrading and rehabilitation of the passenger terminal building. These impacts that will arise from the airport upgrading works will be minimal and generally insignificant as construction works are within the confines of the declared aerodrome land area. The potential adverse environmental impacts are site-specific, few if any of them are irreversible, and mitigation measures can be designed readily. These impacts on the alternatives are expected at almost the same level even though it differs according to the terminal layout and construction duration. From functional viewpoint, the Option 1 covers the minimum required scope to ensure achievement of the project targets with limited operational flexibility while the Option 2 would be able to offer almost full flexibility in the aircraft operations. With regard to the cost, the difference in the estimated construction costs for both Options is PGK 8.054 million (JPY 387 million) only. Although the forecast frequency of B737 class aircraft in 2026 is still low, it is considered very much desirable to allow unidirectional ground movements of all the scheduled aircraft on the runway and parallel taxiway for safety and efficiency of future Nadzab Airport. Therefore, the Option 2 has been chosen as the proposed scope of the runway, taxiways, aprons as well as AGL and related facilities of Nadzab Airport Rehabilitation Project. (See Section 5.5 for details) Zero option in case the project will not be carried out brings negative impacts which prevent not only air travelling passenger and cargo traffic development but also commercial distribution and sales channels development due to insufficient passenger terminal capacity against increasing air traffic movement in near feature even though negative impacts on natural and social environment are not expected. It is the most reasonable option with the lowest environmental and social negative impacts to utilize the existing airport for further airport development in this region.
12-10 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
12.4 Scoping The scoping result of the project evaluated from the point of view of environmental and social consideration is shown in the table below. Significant negative impacts by the project are not expected from the result. The negative impacts are mainly pollution during construction phase. The pollution during operation phase (e.g. air pollution, water pollution, aircraft noise and waste) is also expected by increasing airport user from upgrading and rehabilitation of existing airport. On the other hand, the positive impacts are expected to bring local employment creation during construction phase and local economic revitalization during operation phase. Furthermore, upgrading and rehabilitation of terminal building brings positive impacts on landscape around Nadzab airport. Noise pollution after upgrading and rehabilitation of the airport will be assessed by aircraft noise counter diagram.
Table 12.2- Scoping Result Rating No. Impacts Cnst. Op. Description of the Rating *1 *2 1. Pollution 1.1 Air pollution Construction Phase: Negative impacts are expected on air pollution due to work of the construction equipment. B- B- Operation Phase: Negative impacts are expected on air quality due to emission from aircrafts, the ground support equipment, and vehicles from/to the airport associated with increasing air and car traffic movement. 1.2 Water pollution Construction Phase: Negative impacts on water pollution due to temporary water pollution by concrete works, civil works, and waste water from lodgings. B- B- Operation Phase: Negative impacts on increasing waste water due to increase of air traffic movement and passenger associated with upgrading and rehabilitation of the airport. 1.3 Waste Construction Phase: Negative impacts on waste due to building waste materials by concrete works, civil works, pavement works, and waste from lodgings. B- B- Operation Phase: Negative impacts on increasing waste due to increase of air traffic movement and passenger associated with upgrading and rehabilitation of the airport. 1.4 Soil Contamination Construction Phase: Negative impacts are expected on soil contamination by fuel outflow from construction equipment. B- B- Operation Phase: Negative impacts on soil contamination by fuel outflow from aircraft due to increase of air traffic movement associated with upgrading and rehabilitation of the airport. 1.5 Noise and vibration Construction Phase: Negative impacts on noise pollution due to work of construction equipment. B- B- Operation Phase: Negative impacts on air noise pollution due to increase of air traffic movement associated with upgrading and rehabilitation of the airport. 1.6 Ground subsidence D D Activities which cause this issue are not expected. 1.7 Odor Construction Phase: Negative impacts on odor due to water pollution by concrete works B- D and civil works. Operation Phase: Negative impacts are not expected. 1.8 Sediment quality D D Negative impacts on this issue are not expected. 2. Natural environment 2.1 Protected area The project site and the surrounding area are not designated as national park and protected D D area. 2.2 Ecosystem Negative impacts are not expected since there is no rare species in the airport site and the D D surrounding area. 2.3 Hydrology D D Activities which cause this issue are not expected. 2.4 Topography and geology D D Activities which cause this issue are not expected. 3. Social environment 3.1 Involuntary resettlement Involuntary resettlement is not expected since the project can be carried out in the airport D D site. 3.2 The poor D D Negative impacts are not expected since the project can be carried out in the airport site. 3.3 Indigenous and ethnic people D D Negative impacts are not expected since the project can be carried out in the airport site. 3.4 Local economy such as Construction Phase: Positive impacts specified for local employment creation are employment and livelihood expected. B+ B+ Operation Phase: Positive impacts specified for local economic revitalization and employment are expected due to increase of air traffic movement associated with upgrading and rehabilitation of the airport. 3.5 Land use and utilization of Negative impacts are not expected since the project can be carried out in the airport site. D D local resources 3.6 Water usage D D Negative impacts are not expected. 3.7 Existing social Construction Phase: Negative impacts specified for degrading user's convenience due to infrastructures and services traffic of the construction equipment. B- B- Operation Phase: Negative impacts specified for influence to car traffic movement are expected due to increase of the airport user. 3.8 Social institutions such as Negative impacts specified for this issue are not expected since the project can be carried social infrastructure and out in the airport site. D D local decision making institutions 3.9 Misdistribution of benefit and Negative impacts are not expected directly since the project can be carried out in the D D damage airport site. 12-11 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
3.10 Local conflict of interests Negative impacts are not expected directly since the project can be carried out in the D D airport site. 3.11 Cultural heritage D D There is no cultural heritage in the airport site and the surrounding area. 3.12 Landscape Construction Phase: Negative impacts are expected especially for the landscape around the passenger terminal building. B- B+ Operation Phase: Positive impacts are expected especially for the landscape around the upgraded passenger terminal building by the traditional architectural concept with the airport users and the neighborhoods. 3.13 Gender D D Negative impacts are not expected since the project can be carried out in the airport site. 3.14 Right of children D D Negative impacts are not expected since the project can be carried out in the airport site. 3.15 Infectious diseases such as Construction Phase: Infectious diseases are possible to be spread due to inflow of HIV/AIDS B- D construction workers into the local community. Operation Phase: Activities which causes this issue are not expected. 3.16 Labor environment Construction Phase: Construction work environment needs to be considered. B- D (including work safety) Operation Phase: Activities which causes this issue are not expected. 4. Others 4.1 Accidents Construction Phase: Construction accidents and traffic accidents need to be considered. B- B- Operation Phase: Traffic accidents need to be considered. 4.2 Cross boundary impacts and Construction Phase: Cross boundary impacts and climate change are not expected since climate change the construction works are limited in the airport site. D D Operation Phase: Cross boundary impacts and climate change are not expected since the project is not included large-scale development. *1 Construction Phase, *2 Operation Phase Rating A+/-: Significant positive/negative impact is expected. B+/-: Positive/negative impact is expected to some extent. C+/-: Extent of positive/negative impact is unknown. (A further examination is needed, and the impact could be clarified as the study progresses) D: No impact is expected. Source: JICA Study Team
12-12 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
The TOR of environmental survey which is drafted in accordance with the above described scoping result is shown in the table below.
Table 12.3- TOR of Environmental Survey (draft) No. Impacts Items Methods 1. Pollution 1.1 Air pollution ①Current status of the management ①Survey on existing documents ②Current condition in the site ②Interview, Survey on similar projects ③Impact during construction phase ③Confirmation of construction condition (e.g. content, method, duration, area, route of construction equipment) ④Confirmation of existing facility management ④Impact during operation phase 1.2 Water pollution ①Current status of the management ①Survey on existing documents ②Current condition in the site ②Interview, Survey on similar projects ③Impact during construction phase ③Confirmation of construction condition ④Impact during operation phase ④Confirmation of existing facility management 1.3 Waste ①Current status of the management ①Survey on existing documents ②Current condition in the site ②Interview, Survey on similar projects ③Impact during construction phase ③Confirmation of construction condition (e.g. location of offices and lodgings) ④Impact during operation phase ④Confirmation of existing facility management 1.4 Soil contamination ①Current condition in the site ①Interview, Survey on similar projects ②Impact during construction phase③Impact ②Confirmation of construction condition (e.g. content, during operation phase method, duration, area, route of construction equipment) ③Confirmation of existing facility management 1.5 Noise and vibration ①Confirmation of the standard ①Survey on existing documents, similar projects ②Current impact ②Counter diagram (2014) ③Future impact ③Counter diagram (2026, 2031) 1.7 Odor ①Current condition in the site ①Interview, Survey on similar projects ②Impact during construction phase ②Confirmation of construction condition (e.g. content, method, duration, area) 2. Social environment 2.7 Existing social ①Impact during construction phase ①Confirmation of construction condition infrastructures and ②Impact during operation phase ②Confirmation of traffic condition around the airport services 2.12 Landscape Impact during construction phase Confirmation of construction condition
2.15 Infectious diseases such as Impact during construction phase Confirmation of construction condition (e.g. location of offices HIV/AIDS and lodgings), Survey on similar projects 2.16 Labor environment Confirmation of the relevant law Survey on existing documents (including work safety) 3. Others 3.1 Accidents ①Impact during construction phase ①Confirmation of construction condition (e.g. route of construction equipment) ②Impact during operation phase ②Confirmation of traffic condition around the airport 3.3 Stakeholder meeting To be held accordingly DEC, NAC, the other relevant organization etc. Source: JICA Study Team
12-13 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
12.5 Environmental Impact Assessment 12.5.1 Initial Environmental Examination (IEE) IEE was carried out based on the result of survey on existing documents, interview to stakeholders and site surveys etc. According to the result, significant negative impacts by the project are not expected. The negative impacts are mainly pollution during construction phase. The pollutions during operation phase (e.g. air pollution, water pollution, aircraft noise and waste) are also expected by increasing airport user from upgrading and rehabilitation of existing airport. But the impacts that will arise from the airport upgrading works will be minimal and generally insignificant as construction works are within the confines of the declared aerodrome land area. The potential adverse environmental impacts are site-specific, few if any of them are irreversible, and mitigation measures can be designed readily. Adherence to best engineering practices during rehabilitation/ reconstruction and implementation of the Environmental Management Plan (EMP) will avoid or adequately mitigate all of the rehabilitation/ reconstruction-related impacts. The IEE result is shown in the table below. The Rating of IEE is re-assessed evaluation which is revised from the Rating of Scoping in consideration with the survey shown in the table 12.3.
Table 12.4- IEE Result Rating of Rating of Scoping IEE No. Impacts Description of the Rating Cnst. Op. Cnst. Op. *1 *2 *1 *2 1. Pollution 1.1 Air pollution B- B- B- B- Construction Phase: Negative impacts are expected on air pollution and dust due to work of the construction equipment. But the impacts are limited locally and temporarily since large-scale construction works are not included. Operation Phase: Negative impacts are expected on air quality due to emission from aircrafts, the ground support equipment, and vehicles from/to the airport associated with increasing air and car traffic movement. EMP such as promoting utilization of low emission vehicle will adequately mitigate all of the impacts. 1.2 Water pollution B- B- B- B- Construction Phase: Negative impacts on water pollution due to temporary water pollution by concrete works, civil works, and waste water from lodgings. But the impacts are limited locally and temporarily since large-scale construction works are not included. Operation Phase: Negative impacts on increasing waste water due to increase of air traffic movement and passenger associated with upgrading and rehabilitation of the airport. EMP such as promoting utilization of low emission vehicle will avoid or adequately mitigate all of the impacts. 1.3 Waste B- B- B- B- Construction Phase: Negative impacts on waste due to building waste materials by concrete works, civil works, pavement works, and waste from lodgings. EMP such as waste to the designated final disposal site out of the airport after temporarily stocked at the existing disposal yard in the airport will avoid or adequately mitigate all of the impacts. The existence of a toxic substance in the waste shall be considered when disposed at the final disposal site. Operation Phase: Negative impacts on increasing waste due to increase of air traffic movement and passenger associated with upgrading and rehabilitation of the airport. EMP such as periodic waste management inspection will avoid or adequately mitigate all of the impacts. (Although currently the waste is disposed into the trench established in the previous war time, the incineration facility shall be installed in the airport area in the future.) 1.4 Soil Contamination B- B- B- B- Construction Phase: Negative impacts are expected on soil contamination by fuel outflow from construction equipment. Operation Phase: Negative impacts on soil contamination by fuel outflow from aircraft due to increase of air traffic movement associated with upgrading and rehabilitation of the airport. EMP will avoid or adequately mitigate all of the impacts. 1.5 Noise and vibration B- B- B- B- Construction Phase: Negative impacts on noise pollution due to work of construction equipment. EMP will avoid or adequately mitigate all of the impacts. Operation Phase: Negative impacts on air noise pollution due to increase of air traffic movement associated with upgrading and rehabilitation of the airport. EMP will avoid or adequately mitigate all of the impacts. 1.6 Ground subsidence D D D D Activities which cause this issue are not expected. 1.7 Odor B- D B- D Construction Phase: Negative impacts on odor due to water pollution by concrete works and civil works. But the impacts are limited locally and temporarily since large-scale construction works are not included. Operation Phase: Negative impacts are not expected. 1.8 Sediment quality D D D D Negative impacts on this issue are not expected.
12-14 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
2. Natural environment 2.1 Protected area D D D D The project site and the surrounding area are not designated as national park and protected area. 2.2 Ecosystem D D D D Negative impacts are not expected since there is no rare species in the airport site and the surrounding area. 2.3 Hydrology D D D D Activities which cause this issue are not expected. 2.4 Topography and geology D D D D Activities which cause this issue are not expected. 3. Social environment 3.1 Involuntary resettlement D D D D Involuntary resettlement is not expected since the project can be carried out in the airport site. 3.2 The poor D D D D Negative impacts are not expected since the project can be carried out in the airport site. 3.3 Indigenous and ethnic people D D D D Negative impacts are not expected since the project can be carried out in the airport site. 3.4 Local economy such as B+ B+ B+ B+ Construction Phase: Positive impacts specified for local employment employment and livelihood creation are expected. Operation Phase: Positive impacts specified for local economic revitalization and employment are expected due to increase of air traffic movement associated with upgrading and rehabilitation of the airport. 3.5 Land use and utilization of local D D D D Negative impacts are not expected since the project can be carried out in resources the airport site. 3.6 Water usage D D D D Negative impacts are not expected. 3.7 Existing social infrastructures B- B- D D Construction Phase: Negative impacts specified for degrading user's and services convenience due to traffic of the construction equipment. EMP such as improvement of construction material transport method will adequately mitigate all of the impacts and traffic congestion is not expected. Operation Phase: Negative impacts specified for influence to car traffic movement are expected due to increase of the airport user. But traffic congestion is not expected since the car traffic from/to the airport will be managed properly by the access road improvement project. 3.8 Social institutions such as D D D D Negative impacts specified for this issue are not expected since the project social infrastructure and local can be carried out in the airport site. decision making institutions 3.9 Misdistribution of benefit and D D D D Negative impacts are not expected directly since the project can be carried damage out in the airport site. 3.10 Local conflict of interests D D D D Negative impacts are not expected directly since the project can be carried out in the airport site. 3.11 Cultural heritage D D D D There is no cultural heritage in the airport site and the surrounding area. 3.12 Landscape B- B+ B- B+ Construction Phase: Negative impacts are expected especially for the landscape around the passenger terminal building. EMP such as barricading around construction site will adequately mitigate all of the impacts. Operation Phase: Positive impacts are expected especially for the landscape around the upgraded passenger terminal building by the traditional architectural concept with the airport users and the neighborhoods. 3.13 Gender D D D D Negative impacts are not expected since the project can be carried out in the airport site. 3.14 Right of children D D D D Negative impacts are not expected since the project can be carried out in the airport site. 3.15 Infectious diseases such as B- D B- D Construction Phase: Infectious diseases are possible to be spread due to HIV/AIDS inflow of construction workers into the local community. EMP will avoid or adequately mitigate all of the impacts. Operation Phase: Activities which causes this issue are not expected. 3.16 Labor environment B- D B- D Construction Phase: Construction work environment needs to be (including work safety) considered. EMP such as development of medical system and industrial health management in compliance with the laws and the regulations will avoid or adequately mitigate all of the impacts. Operation Phase: Activities which causes this issue are not expected. 4. Others 4.1 Accidents B- B- B- B- Construction Phase: Construction accidents and traffic accidents need to be considered. UXO (Unexploded Ordinance) clearance works should be considered by the contractor prior to and during earthworks since Nadzab airport was once used as air base during the past wars. EMP in compliance with the related regulations will avoid or adequately mitigate all of the impacts. Operation Phase: Traffic accidents need to be considered. But negative impacts are not expected since the car traffic from/to the airport will be managed properly by the access road improvement project. 4.2 Cross boundary impacts and D D D D Construction Phase: Cross boundary impacts and climate change are not climate change expected since the construction works are limited in the airport site. Operation Phase: Cross boundary impacts and climate change are not expected since the project is not included large-scale development. *1 Construction Phase, *2 Operation Phase Rating A+/-: Significant positive/negative impact is expected. B+/-: Positive/negative impact is expected to some extent. C+/-: Extent of positive/negative impact is unknown. (A further examination is needed, and the impact could be clarified as the study progresses) D: No impact is expected. Source: JICA Study Team
12-15 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
12.5.2 Aircraft Noise Prediction (1) Standards for Airplane Noise Level As for noise level coming from airplanes, it is necessary to evaluate its cumulative effect. However, there is no standard for evaluating such in PNG. Therefore, the environmental Japanese standards for airplane noise level with Lden (Level day-evening-night) was applied for the evaluation on the survey. Table 12.5- shows the ambient noise standard coming from airplanes in Japan. Table 12.5- Ambient noise standard coming from airplanes in Japan Category of Area Standard I： Exclusively residential area Lden57 or lower II： Environmental conservation area except the category I Lden62 or lower Legend: Ministry of Environment 1973.12.27 No. 154, Revised 2007 No. 114 Area I and Area II were designated based on the land use plan. Area I includes exclusive residential area. Area II includes all environmental conservation areas such as commercial and industrial areas excluding Area I. Since there is no such land categories in the PNG and the area is mainly composed of agricultural land and residential area, the Area II standard is applied to analyze the noise level along the airport.
(2) Noise Contour In order to examine the negative impact from the airplane noise in the future, noise contour was prepared. As it was described, the noise level for the noise contour is Lden 62 (solid line), which is the standard for the Area II type. In addition, the noise contour of Lden 57 (broken line), which is the standard for the Area I type, was drew as a reference. The noise contour in 2014 (blue line) which was prepared based on the present fight schedule and the noise contour, which was prepared based on the demand forecast in 2026 (yellow line) and 2031 (red line), is shown in Figure- 12.8. Conditions for preparing the noise contour are shown in Appendix C. The noise contour is stretched from the both ends of runway beyond airport boundary. In comparing the contour in 2014, 2026 and 2031, the area over Lden 62 contour is spread out from the extended line of the both ends of runway. It is, however, the severe negative impact on the local residents is not predicted since the area is mostly inside of the airport property land. As for the area over Lden 57, which is shown as a reference, some areas spreading out from the extended line of the both ends of runway are outside of the airport property land, however, it is confirmed that the western area from the airport land is used for government facilities (owned by Department of Primary Industry: DPI), and the eastern side mostly includes agricultural land but partly includes residential area in Customary land. According to the result, significant negative impact by the aircraft noise for the chicken farm located in the south of the airport, currently located more than one (1) kilometer away from the airport boundary, is not expected. As for “Nadzab Central” to be developed in the landside of the airport property land for strategic gateway to the highlands, significant negative impact by the aircraft noise for the allocated area which is introduced in the master plan is not expected but it is desirable to consider the impact when the facility plan in the proximity of the airside is developed.
12-16 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
1. Evaluation Value 2. Reference Value Lden 62dB Lden 57dB （Solid Line)（Broken Line) Current 2014 Current 2014 Forecast 2026 Forecast 2026 Forecast 2031 Forecast 2031
*White broken line: Declared airport land boundary Source: JICA Study Team Figure 12.8- Contour on Aircraft Noise in 2014, 2026 and 2031
12-17 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
12.6 Environmental Management Plan As the specific construction and operational activities are not yet fully defined for the project at this stage, the Environmental Management Plan (EMP) given here provides only a general outline of the mitigation measures and monitoring that will be undertaken for the project. It will be necessary to prepare a more detailed EMP during the detailed engineering design phase of the project which needs to be incorporated into the conditions of construction contract so that the Contractor shall properly implement EMP to mitigate negative impacts associated with airport development works. An EMP developed to cover the expected impacts for the upgrading and rehabilitation of Nadzab Airport is described in the table below.
12-18 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Table 12.6- Environmental Management Plan (Construction Phase) 1. Construction Phase No. Impacts Possible Effects Mitigation Measures Implementing Supervising Cost Organization Organization *1 1. Pollution 1.1-a Air Pollution Dust due to construction works ・Barricading around construction site Contractors PIU*2 NIL ・Sparkling water to control dust
1.1-b Increase of emission gas due to ・Installment of low environmental load type construction Contractors PIU*2 NIL operation of construction equipment equipment ・Inspection and maintenance of construction equipment ・Process planning and management ・Improvement of construction material transport method 1.2-a Water pollution Water pollution due to construction Installation of pollution diffusion preventive device Contractors PIU*2 USD works 15,000 1.2-b Effluent of human waste from lodgings ・Sanitation management on kitchen and toilet, and Contractors PIU*2 USD in construction site 45,000 installment of drainage ・Restoration of lodging sites after completion of construction works 1.3-a Waste Waste due to construction works Waste at designated final disposal site out of airport Contractors PIU*2 USD premises 30,000 1.3-b Effluent of human waste from lodgings ・Sanitation management on kitchen and toilet, and Contractors PIU*2 Included in construction site in 1.2-b installment of drainage ・Restoration of lodging sites after completion of construction works 1.4 Soil Contamination Dust due to construction works Inspection and maintenance of construction equipment Contractors PIU*2 NIL 1.5 Noise and vibration Noise and vibration due to operation of ・Barricading around construction site Contractors PIU*2 NIL construction equipment ・Installment of low environmental load type construction equipment 1.7 Odor Water pollution due to construction Installation of pollution diffusion preventive device Contractors PIU*2 Included works in 1.2-a 2. Natural Environment 3. Social Environment 3.12 Landscape Negative impacts for landscape around ・Barricading around construction site Contractors PIU*2 USD passenger terminal building due to 10,000 construction works ・Landscaping and re-vegetation 3.15 Infectious diseases Increase of Infectious diseases due to Training on infectious diseases for construction workers Contractors PIU*2 USD such as HIV/AIDS inflow of construction workers into local 9,000 community
12-19 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
3.16 Labor environment Increase of accidents and diseases due to ・Development of medical system Contractors PIU*2 USD (including work inappropriate labor environment 45,000 safety) management ・Industrial health management 4. Others 4.1-a Accidents Increase of accidents due to ・Safety apparatus for construction workers Contractors PIU*2 USD inappropriate construction management 45,000 ・Compliance with traffic regulations ・Development of risk management plan
4.1-b Risk of explosion by UXO (unexploded ・Investigation for explosive substance detection in the Contractors PIU*2 USD ordnance) buried underground in the war 25,000 time development area (In case the substance is detected, immediately stop work and raise safety awareness for all workers, operators and nearby residences. Barricading around UXO site with installation of dangers sign/no trespassing. Liaise with specialized UXO disposal organization for safe removal. Comply with standard practice of managing explosive substance.) *1 Costs quoted are estimates and will be finalized upon completion of Detailed Design (to be included in Bill of Quantities) *2 PIU: Project Implementation Unit
12-20 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Table 12.7- Environmental Management Plan (Operation Phase) 2. Operation Phase No. Impacts Possible Effects Mitigation Measures Implementing Supervising Cost Organization Organization *1 1. Pollution 1.1 Air Pollution Increase of emission gas from aircraft, ・Promoting for installment of low environmental load NAC*2 DEC*3 NIL ground support equipment, and vehicles from/to airport associated with equipment with airlines increasing air and car traffic movement ・Lowering air pollution on ground support equipment ・Expanding public transportation of airport access ・Promoting utilization of low emission vehicle ・Reducing emission gas in overall airport facility (e.g. Solar power generation system, LED lighting) 1.2 Water pollution Inappropriate management of effluents Installation of pollution diffusion preventive device, as NAC*2 DEC*3 USD associated with increasing airport necessary 5,000 demand 1.3 Waste Inappropriate management of wastes ・Periodic waste management inspection NAC*2 DEC*3 USD associated with increasing airport 5,000 demand ・Promoting 3Rs (Reduce, Reuse, and Recycle) with airlines and tenants 1.4 Soil Contamination Increase of fuel outflows from aircrafts Periodic inspection on maintenance and operation of NAC*2 DEC*3 USD and ground support equipment aircrafts and ground support equipment 5,000 associated with increasing airport demand 1.5 Noise Increase of noise from aircrafts ・Promoting for installment of low noise aircrafts NAC*2 DEC*3 USD associated with increasing air traffic 5,000 movement ・Establishment of buffers between airport and nearby residential areas 2. Natural Environment 3. Social Environment 4. Others *1 Costs quoted are estimates and will be finalized upon completion of Detailed Design (to be included in Bill of Quantities) *2 NAC: National Airport Corporation, *3 DEC: Department of Environment and Conservation
12-21 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
12.7 Environmental Monitoring Plan A general Environmental Monitoring Plan to cover the program is presented in the table below. The Monitoring Plan focuses only on impacts of the project that are likely to need attention and which will be incorporated into the final EMP after detailed design. A baseline survey will be conducted by the Contractor prior to commencement of construction works. The Environmental Monitoring Plan includes the main elements, including the Construction and Operations Phase of the project.
12-22 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Table 12.8- Environmental Monitoring Plan (Construction Phase) 1. Construction Phase No. Impacts Mitigation Measures Parameters to be Standards Location Duration Frequency Implementing Supervising monitored *2 Organization Organization 1. Pollution 1.1-a Air Pollution Periodic air quality 1. Sulfur Dioxide Air quality Along airport Construction Monthly Contractors PIU*1 inspection 2. Nitrogen Dioxide standards of period 3. Total Suspended WHO*7, IFC*8 Particulate 1.1-b Barricading around Whether to be installed N/A Construction Beginning of Once Contractors PIU*1 construction site or not site construction period 1.1-c Sparkling water to Whether to be carried N/A Construction Construction Daily in dry Contractors PIU*1 control dust out or not site period season 1.1-d ・Installment of low Status of mitigation N/A Construction Construction Monthly Contractors PIU*1 measures site period environmental load type construction equipment ・Inspection and maintenance of construction equipment ・Process planning and management ・Improvement of construction material transport method 1.2-a Water pollution Periodic water quality 1. Temperature Water quality At the end of Construction Monthly Contractors PIU*1 inspection 2. pH standards of drainage in period 3. BOD *3 WHO*7, IFC*8 the airport 4. DO *4 5. Oil and Grease 6. Total coliform count 7. TSS *5 8. TDS *6 1.2-b Installation of Status of mitigation N/A Construction Beginning of Once Contractors PIU*1 pollution diffusion measures site construction preventive device period 1.2-c Sanitation Status of mitigation N/A Construction Beginning of Once Contractors PIU*1 management on measures site construction kitchen and toilet, and period installment of drainage 1.2-d Restoration of lodging Status of mitigation N/A Construction End of Once Contractors PIU*1
12-23 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
sites after completion measures site construction of construction works period 1.3-a Waste Waste at designated Status of mitigation N/A Construction Construction Monthly Contractors PIU*1 final disposal site out measures site period of airport premises 1.3-b Sanitation Status of mitigation N/A Construction Beginning of Once Contractors PIU*1 management on measures site construction kitchen and toilet, and period installment of drainage 1.3-c Restoration of lodging Status of mitigation N/A Construction End of Once Contractors PIU*1 sites after completion measures site construction of construction works period 1.4 Soil Inspection and Status of mitigation N/A Construction Construction Monthly Contractors PIU*1 Contamination maintenance of measures site period construction equipment 1.5-a Noise and Periodic noise Ambient noise Noise level Along airport Construction Monthly Contractors PIU*1 vibration measurement standards of period WHO*7, IFC*8 1.5-b Barricading around Whether to be installed N/A Construction Beginning of Once Contractors PIU*1 construction site or not site construction period 1.5-c Installment of low Status of mitigation N/A Construction Construction Monthly Contractors PIU*1 environmental load measures site period type construction equipment 1.7 Odor Installation of Status of mitigation N/A Construction Beginning of Once Contractors PIU*1 pollution diffusion measures site construction preventive device period 2. Natural Environment 3. Social Environment 3.12-a Landscape Barricading around Whether to be installed N/A Construction Beginning of Once Contractors PIU*1 construction site or not site construction period 3.12-b Landscaping and Whether to be carried N/A Construction End of Once Contractors PIU*1 re-vegetation out or not site construction period 3.15 Infectious Training on infectious Whether to be carried N/A Construction Construction Monthly Contractors PIU*1 diseases such as diseases for out or not site period HIV/AIDS construction workers 3.16 Labor ・Development of Status of mitigation N/A Construction Construction Monthly Contractors PIU*1 environment measures site period (including work medical system safety) ・Industrial health management 4. Others
12-24 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
4.1-a Accidents ・Safety apparatus for Status of mitigation N/A Construction Construction Monthly Contractors PIU*1 measures site period construction workers ・Compliance with traffic regulations ・Development of risk management plan 4.1-b Investigation for Whether to be carried N/A Construction Beginning of Once Contractors PIU*1 explosive substance out or not site construction detection in the period development area
*1 PIU: Project Implementation Unit, *2 Specific sampling stations will be defined during the conduct of the baseline survey before commencement of construction works,*3 BOD: Biological Oxygen Demand, *4 DO: Dissolved Oxygen, *5 TSS: Total Suspended Sediments, *6 TDS: Total Dissolved Solids, *7 WHO: World Health Organization, *8 IFC: International Finance Corporation (World Bank)
12-25 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Table 12.9- Environmental Monitoring Plan (Operation Phase) 2. Operation Phase No. Impacts Mitigation Measures Parameters to be Standards Location Duration Frequency Implementing Supervising monitored *3 Organization Organization 1. Pollution 1.1-a Air Pollution Periodic air quality 1. Sulfur Dioxide Air quality Along Operations Semi-Annual NAC*1 DEC*2 inspection 2. Nitrogen Dioxide standards of airport 3. Total Suspended WHO*8, IFC*9 Particulate 1.1-b ・Promoting for Status of mitigation N/A N/A Operations Yearly NAC*1 DEC*2 measures installment of low environmental load equipment with airlines ・lowering air pollution on ground support equipment ・Expanding public transportation of airport access ・Promoting utilization of low emission vehicle ・Reducing emission gas in overall airport facility (e.g. Solar power generation system, LED lighting) 1.2-a Water pollution Periodic water quality 1. Temperature Water quality At the end Operations Semi-Annual NAC*1 DEC*2 inspection 2. pH standards of of drainage 3. BOD *4 WHO*8, IFC*9 in the 4. DO *5 airport 5. Oil and Grease 6. Total coliform count 7. TSS *6 8. TDS *7 1.2-b Installation of Status of mitigation N/A N/A Operations Yearly NAC*1 DEC*2 pollution diffusion measures preventive device, as necessary 1.3-a Waste Periodic waste Status of mitigation N/A Stockyard Operations Yearly NAC*1 DEC*2
12-26 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
management measures for solid inspection waste 1.3-b Promoting 3Rs Status of mitigation N/A N/A Operations Yearly NAC*1 DEC*2 (Reduce, Reuse, and measures Recycle) with airlines and tenants 1.4 Soil Periodic inspection on Status of mitigation N/A Apron and Operations Yearly NAC*1 DEC*2 Contamination maintenance and measures parking operation of aircrafts area for and ground support ground equipment support equipment 1.5-a Noise Periodic noise Ambient noise Operations Semi-Annual NAC*1 DEC*2 Noise level Along measurement standards of airport
WHO*8, IFC*9 1.5-b Promoting for Status of mitigation N/A N/A Operations Yearly NAC*1 DEC*2 installment of low measures noise aircrafts 1.5-c Establishment of Status of mitigation N/A N/A Operations Yearly NAC*1 DEC*2 buffers between airport measures and nearby residential areas 1. Natural Environment 2. Social Environment 3. Others *1 NAC: National Airport Corporation, *2 DEC: Department of Environment and Conservation, *3 Specific sampling stations will be defined during the conduct of the baseline survey before commencement of construction works,*4 BOD: Biological Oxygen Demand, *5 DO: Dissolved Oxygen, *6 TSS: Total Suspended Sediments, *7 TDS: Total Dissolved Solids, *8 WHO: World Health Organization, *9 IFC: International Finance Corporation (World Bank)
12-27 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Table 12.10- Environmental Monitoring Cost (Unit Price) No. Impacts Indicator Parameters Monitoring Frequency Planned Area of Equipment Requirements and Cost of Monitoring Monitoring Cost (Monthly Cost) 1 Air Quality 1. Sulfur Dioxide Monthly during construction period 2 stations 1 unit of PM10 Portable US$500 2. Nitrogen Dioxide Semi-annual during operation period US$2,500 (including transport and 3. Total Suspended lab analysis) Particulate 1 unit of Gas analyzer Portable US$2,000 2 Water Quality 1. Temperature Monthly during construction period 1 Station 1 unit of Portable water quality US$600 2. pH Semi-annual during operation period analyzer (including transport and 3. BOD *1 US$2,000 lab analysis) 4. DO *2 5. Oil and Grease 6. Total coliform count 7. TSS *3 8. TDS *4 3 Noise Ambient noise Monthly during construction period 2 stations 1 unit of Noise meter US$400 Semi-annual during operation period US$500 (including transport and lab analysis) *1 BOD: Biological Oxygen Demand, *2 DO: Dissolved Oxygen, *3 TSS: Total Suspended Sediments, *4 TDS: Total Dissolved Solids
12-28 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
12.8 Frameworks 12.8.1 Responsibilities and Authorities for Implementation of Mitigation Measures Effective implementation of the Environmental Management Plan (EMP) requires an institutional setting, framework and information flows. The National Airport Corporation (NAC) as the implementing agency will be responsible for the construction phase and operation phase of the project. The responsibility for implementing the environmental management and monitoring plan will be a joint cooperation between the Contactor and NAC. A Project Implementation Unit (PIU) will be established within the NAC and an International Environmental Specialist (IES) and Environmental Officer (EO) will form part of the PIU. The PIU will be responsible for the daily implementation of the project. The Contactor will be responsible for the implementation of the EMP and producing monthly EMP monitoring report to NAC. NAC will assess the Contractors’ monthly monitoring report and carry out a quarterly audit to ascertain the Contactor’s compliance to construction contracts (including EMP measures and provisions), state and health of the nearby environmental resources, and the effectiveness of the mitigation measures and complaints. An audit report will be prepared for the contactor to execute corrective actions or mitigation measures for impacts where appropriate.
12.8.2 Coordination and Dialogue with stakeholders Regular dialogues during all phases (detailed design, pre-construction, construction and commissioning and operation of the facility) of project implementation will be undertaken by all parties concerned with the stakeholders and communities within the vicinity of the proposed development. This will ensure that information will be fed back to the stakeholders and communities relevant to the project implementation and that issues and concerns of the affected people and communities will be streamed back to the Design Consultants (DC), Construction Supervision Consultants (CSC), National Airport Corporation (NAC), International Environmental Specialist (IES) and Environmental Officer (EO), etc. Recruitment of local labor should form part of the community involvement process where practical.
12.8.3 Cost for Environmental Management Plan The estimated costs for the EMP that covers environmental mitigation and environmental monitoring plan during the project term (30 months) for construction period and 1 year for assistance period in the start-up of facilities and operation) are estimated at $281,500 covering environmental mitigation at $219,000 and environmental monitoring at $62,500. The EMP amount is equivalent to approx. 0.2% of the total project cost. The annual costs for the EMP on the operation phase are estimated at $23,000. The costs will be part of the NAC budgets after completion of the project. Monitoring equipment procured by the contractor under the contract will be used by the contactor and NAC during the construction period. After construction, the ownership of the equipment will be transferred to NAC for use during the operational phase of the project. The summary is shown in the table below.
12-29 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
12.8.4 Method of Payment The contractor is subjected to payment upon submission of monthly environmental monitoring reports and also implementation of corrective actions. The method of payment will be a ration or based on percentage as determined by NAC and the contractor.
12-30 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Table 12.11- Summary of Environmental Management Costs Cost for Monitoring [B]*1 Cost for (USD) Sub Total Phase Mitigation Measures [A]*1 Remarks Equipment Monthly Sub Total [A]+[B] (USD) Item [C] Monitoring [D]*2 [C]+[D] Air Quality 4,500 17,500 22,000 30 months Water Quality 2,000 21,000 23,000 1. Construction 199,000 Noise Level 500 14,000 14,500 258,500 Sub Total 7,000 52,500 59,500 [E] Air Quality 0 1,000 1,000 1 year Water Quality 0 1,200 1,200 2. Operation 20,000 Noise Level 0 800 800 23,000 Sub Total 0 3,000 3,000 [F] Sub Total Grand Total Sub Total 219,000 7,000 55,500 62,500 [E]+[F] 281,500 *1 Costs quoted are estimates and will be finalized upon completion of Detailed Design Phase (to be included in Bill of Quantities). Costs will be incorporated in total construction cost. *2 Cost inclusive of equipment, transport, and laboratory analysis for Baseline survey before commencement of construction works, 34 months of construction period, and 1 year of assistance period in the start-up of facilities and operation.
12-31 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
12.9 Stakeholder Meetings As described previously, this project which is assumed as low potential activities on environmental impact (Level 2A) is exempted some environmental procedures with DEC (e.g. advance notice, public hearing, and public consultation). However, official and unofficial meetings were held separately with some relevant stakeholders (e.g. government organizations, airport operation companies, airlines, and chamber of commerce and industry) to proceed this survey appropriately. The purpose of these meetings is shown as follows. Providing information of the project Gathering information of the natural and social environment in the surrounding areas Opinion hearing concerning the business of the stakeholders Environmental mitigation measures of the stakeholders Opinion hearing concerning maximization of the benefits on the natural and social environment by the business of the stakeholders These meetings were carried out on the style shown as follows. Official meeting with government organizations and airport operation companies Interview to airlines and private business operators Interview to airport users etc. The outline of the meetings is shown in the table below. But there was no opposing view through the meetings.
12-32 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Table 12.12- Outline of Stakeholder Meetings Category Stakeholder Major Topics Contents of Discussion ・Overview of the project Government Organization DOT project and gathering opinion for the project ・Classification on the project and gathering opinion for the project environmental permit of DEC the project (Category 2A) the natural and social environment in PNG ・Confirmation of the project and gathering opinion for the project legislation and institution for environmental and the natural and social social considerations in National Airport NAC, POM environment in PNG PNG Corporation ・Gathering information of CADIP* ・Site survey for airport facilities ・Site survey for airport project and gathering opinion for the project facilities ・Site survey for natural and NAC, LAE the natural and social social environment in the environment in the surrounding areas of surrounding areas of Nadzab airport Nadzab airport PNGASL, POM ・Site survey for aeronautical PNG Air Services project and gathering PNGASL, LAE opinion for the project navigation facilities Air Niugini ・Requests for the project project and gathering Airline Airlines PNG opinion for the project ・Future plans of their business Travel Air their business ・Requests for the project project and gathering Chamber of Commerce and Private Business Operator opinion for the project ・Future plans of their Industry in Lae City business their business Airport user, POM ・Interview to airport user ・Passenger’s trend from/to Airport User Airport user, LAE the airport *CADIP: Civil Aviation Development Investment Program
Source: JICA Study Team
12-33 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Photo-1 Meeting with NAC in Nadzab Airport Photo-2 Meeting with DEC in Port Moresby Source: JICA Study Team
Figure 12.9- Stakeholder Meetings (Photo)
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SECTION 13 EFFECT OF FLOOD FROM ERAP RIVER
Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Section 13: Effect of Flood from Erap River
This report is a summary of on-site study on the effects of flood from Erap River.
13.1 Surrounding Terrain and Previous Floods The Nadzab Airport is located on the alluvial fan on the left bank of the Erap River. The Erap Bridge and the Highlands Highway crosses the alluvial fan at its apex.
The Erap River flowing south among the mountain, extends 5.8km to the vicinity of the airport; altitude difference 60m (gradient just over 1.0%); flows further 6.2km; altitude difference 36m (gradient 5.8‰) before joining the Markham River. As the gradient of the bed slope decreases downstream, it is presumed that the river channel ran east and west of the current channel closer to the location of the airport. When looking closely at the satellite image on Google Earth, traces of the location of river channels in the past can be identified on both side of the banks of the current channel.
As official record of floods that affected the airport in the past were unavailable, it was found through interviews with stakeholders that the most memorable flood happened in early 2000. In this flood, western edge of the airport was inundated by 30cm of water, however, runway and key facilities remained above water. The banks of Erap River have since overflown every 2~3 years, however, only areas close to the banks were inundated by water 30~50cm in depth, and for a short period of the time before subsiding at the end of the rain. Flood water tends to run down and inundate along the Erap River, as the alluvial terrain is inclined to the southward direction with gradient of 6‰ as opposed to east-west gradient of 2‰.
1:100,000 survey map published by the Mapping Bureau and elevation data from Google Earth was referenced in addition to the on-site study and the survey data by NAC of the airport’s surrounding. Photo 13.1-1 and 13.1-2 shows current state of the Erap River channel.
Photo 13.1-1: The Erap Bridge Photo 13.1-2: Bank of the Erap River close to (12km upriver from Markham River) the Airport
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Erap Bridge
⇐ Overflow from here in 1974
Cacao Plantation
Chicken Farm
Confluence at Markham River 0 1 2 km
Figure 13.1-1: The State of the River Channel and the Airport Mapping by JICA Study Team on satellite photograph obtained from the Google Earth 13-2
Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
13.2 Erap River Catchment Area and Rainfall Main specifications of the Erap River system are as follows:
Length ；62km 1) Maximum Elevation of the River System ；3,638m 2) Average Flow ；31 ㎥/sec 3) Catchment Area ；485.6 ㎢ 1) Source ；Sarawanget Renge Confluence ；Markham River River Location ；Morobe Province
The weather observation facility in the Nadzab Airport records rainfall every 3 hours for 12 hours during the daytime. Record from the past 5 years is presented below. The average annual rainfall was 1,832mm, with minimum annual rainfall of 1,589mm in 2012, and maximum annual rainfall of 2,046mm in 2013. Seasonal trend shows comparatively low rainfall in May to June, and September to November. The maximum rainfall was 90mm/day, recorded in July 2009 and 2010.
mm
400
350
300 2009
250 2010 2011 200 2012 150 2013 100 2014 50
0 1 2 3 4 5 6 7 8 9 10 11 12 Month
Figure 13.2-1: Changes in Rainfall since 2009
Figure 13.2-2 is a diagram of the river system, divided by the watershed. The catchment area is 485.6 ㎢. Although rainfall and catchment area are of common scale, examples of river which runs down 3,600m of elevation in approximately 62km (average gradient of 5.8%) can be found in steep stream.
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Catchment Area 485.6km2
Nadzab Airport
0 1 2 3 4 5km
Figure 13.2-2: Watershed of the Erap River system 13-4
Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
13.3 Current State of the Embankment and its Effect Currently, only north-west of the runway is covered by an embankment extending 1,300m along the airport. The embankment ends at an access road to the Erap River, and extends further south for 260m. However, only the aforementioned 1,300m is functional, as the latter mentioned 260m of embankment lacks in height, and river water encroaches from the access road. The embankment is constructed of soil dug from area in front of the embankment, and has no special cover against erosion. Location of the embankment is shown in Figure 13.1-1, and typical cross section is shown in Figure 13.3-1.
approx, ～ 2.5 3.0m
EL＋2.0～2.5m
EL±0.0m Embankment
Photo13.3-1: Existing Embankment (the Figure 13.3-1: Typical Cross Section of the Current
glass land to the right) Embankment
As already mentioned, upper stream of the Erap River runs straight down from Erap Bridge with steep gradient of approximately 1.0%, with channel stable for the past decades. However, downstream, with shallower gradient, the channel have been reported to have moved westward at 6.0km up the river from the current confluence with the Markham River in 1943, and 3.6km up the river in 19713)（See Figure 13.1-1）. Flooding of the surrounding area have also been reported 1) in 1956 and in 1974, however, improvement of disaster prevention capacity of this scale far exceeds the scope of the Airport Development Project. It is favorable that a master plan covering both erosion control further upstream of the river and the flood control downstream of the Erap Bridge is developed and implemented as necessary, should improvement of flood control is determined necessary as the Erap River basin develop in the future.
The current location and the height of the embankment has provided protection for the airport against flooding since its construction in 1975, and is considered sufficient for the airport to maintain its function. However, there is no record of particular maintenance works being done since. In order to compensate for the weakness of the structure of the embankment and to improve disaster prevention capacity, it is desirable that these embankments are reinforced by following concepts.
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Main causes of the disaster for river embankments can be categorized into; i) sliding failure due to increased wet surface inside the embankment by penetration of river water; ii) piping failure due to increased osmotic pressure by seepage water in the foundation; iii) erosion by the river flow (flood); iv) destruction by external force such as an earthquake5).
Reinforcing methods such as “Widening of the Embankment Body” or “Build Waterproofed Layer in the Embankment Body” etc. can be considered to prevent failures against i) and ii) above by improving resistance against penetration of water. Economic efficiency and workability must also be considered along with the importance of the reinforcement to select or combine methods of reinforcement. For the embankment in concern, “Widening of the Embankment Body” which can be implemented using locally sourced materials and economically efficient is appropriate.
Furthermore, the “Widening of the Embankment Body” can also improve on the embankment’s capacity (time) against iii) erosion by the river flow (flood). In interviews conducted in the study, it was noted that the time and height of inundation was short time and no more than several tens of cm. Should the “expansion of the cross section” be insufficient, method to improve its protection capacity by covering the surface with “Gavion” using stones from the river could also be employed.
Fragility of the embankment against iv) destruction by external force such as an earthquake could also be compensated by the “Widening of the Embankment Body”.
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
13.4 Proposed Embankment Construction (example) To enhance the disaster prevention capacity of Nazab Airport facilities, improvement and extension of the existing embankment is proposed as shown in Figure 13.4-1. In this figure, with consideration to the surrounding geography, three phase construction is proposed. Section III b shown in the figure is an alternative alignment for III a.
Figure 13.4-1: Example Phasing of Embankment Improvement Mapping by JICA Study Team on satellite photograph obtained from the Google Earth
Probability of a 50 year flood peak (Q50) in the vicinity of the airport, which is estimated by KOICA in
1993, is 1,300m3/sec. Probability of a 100 year flood peak (Q100) in the vicinity of the airport is not mentioned in the report, however, in consideration of Q50 and Q100 at the Erap Bridge, which estimated in the same report as 1,200 m3/sec and 1,350 m3/sec respectively, it can be assumed that Q100 in the vicinity of the airport is approx. 1,500 m3/sec or less.
The “Cabinet Order Concerning Structural Standards for River Management Facilities, etc” issued by The Minister of Land, Infrastructure, Transport and Tourism (MLIT) in Japan, specify minimum requirement for the dimension of the embankment. Under this order, the dimension of the embankment should be designed in accordance with the flood peak volume. In case the designed flood peak volume is 500 m3/sec ~ 2,000 m3/sec, the minimum required width of the top embankment is 4m, free-board is 1m or more above estimated flood elevation, and the embankment slope is less than 50% gradient. 13-7
Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
The embankment which is planned by the NAC has a top width of 6m, a free-board of 2m or higher, and a slope is less than 33% gradient, fulfilling the minimum requirement stated in the above mentioned order, and therefore can be considered to be safe.
The embankment slope is planned at 33% gradient, however 67% gradient is adopted for the back slope of the 1st Phase embankment (1,300m length) as the space behind the slope where the maintenance road and the navigation aid (BOR) at the end of the runway is located is limited. 67% gradient for the back slope is steeper than the requirement in the above mentioned order, however flooding will not approach from behind the embankment, therefore this gradient will provide enough safety.
Photo 13.4-1: Navigation Aid (BOR) located at the end of the runway
Due to widening of the embankment, the width itself provide enough stability against erosion, however an erosion protection sheet is laid on the frontal slope for the purpose of protection which will also encourage vegetation. Usually, such protection sheet is temporarily secured in its place during the construction using bamboo pegs, however, for this project the edges of the sheet will be embedded 30~50cm under the ground to avoid wind blowing it off. The sheet will go up to 50cm below the height of the embankment. Figure 13.4-2 shows typical improvement section in the 1st Phase.
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
1st phase（Improvement） Non-woven erosion prevention sheets 6.000 1.803 0.500 2.500 9.487
7.906 3.0 1： 3.606 1 Embankment ：1.5 1.5 3.000 1： 1.500
0.500 2.000
：1.0 1
11.000 0.500 0.500 Excavation
Figure 13.4-2: Typical Cross-Section in the 1st Phase (Improvement；1,300ｍ)
2nd phase-a,b（NeW）
Non-woven erosion prevention sheets 6.000
0.500 9.487 9.487
7.906 1： 1：3.0 Embankment 3.0 3.000 0.500 1.500
：1.0 1
24.000 0.500 0.500 Excavation
Figure 13.4-3: Typical Cross-Section in the 2nd Phase-a, b and 3rd Phase-a, b (Alternative of 3rd Phase-a)
Table 13.4-1 shows the rough construction cost for each phase.
Table 13.4-1 The Rough Construction Cost for Each Phase Phase Improve/ New ；Length Rough Construction Cost 1st Phase Improvement ；1,300ｍ PGK 4,427,000 2nd Phase-a Newly Constructed；1,140ｍ PGK 5,859,000 2nd Phase-b Newly Constructed； 260ｍ PGK 1,336,000 3rd Phase-a Newly Constructed；2,000ｍ PGK 10,278,000 (3rd Phase-b) (Newly Constructed；1,400ｍ) (PGK 7,503,000) Remarks；3rd phase-b is an alternative of 3rd phase-a, which proposed from economic point of view.
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
References；
1) “The Feasibility Study on the Nadzab Airport Redevelopment Project in Papua New Guinea (Draft Final Report)”, Korea Consultants International, 1993, Korea International Cooperation Agency 2) Topographic Survey Map, Series T601, 1;100,000 “No. 8284 Nadzab” and “No.8285 Sarawaget”, Royal Australian Survey Corps, 1992, National Mapping Bureau PNG 3) “Recent crevassing of the Erap River, Papua New Guinea”, M.J. Knight, 1975, Australian Geographical Studies vol.13 4) Drawings, “Lae (Nadzab) Airport P.N.G. Road & Site Works” Department of Works, Commonwealth of Australia, 1973 5) “Inspection and Maintenance Manual for Small and/or Medium Sized River Dike (Draft)”, 2004, Japan Institute of Country-ology and Engineering 6) “Structural Study and Design Manual for River Dike（Revised）”, 2012, Japan Institute of Country-ology and Engineering 7) Web Site, “Measures for Reinforcement of Embankment (Hard Measures)” Ministry of Land Infrastructure, Transport and Tourism, Shikoku Regional Development Bureau
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Attachment
Attachment A-1 Pavement Thickness Calculations Attachment A-2 STEP Rule Attachment A-3 Draft Terms of Reference Attachment A-4 Environmental Checklist Attachment A-5 Monitoring Form Attachment A-6 Conditions of Aircraft Noise Prediction
Attachment A-1 Pavement Thickness Calculations
Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Attachment A-1 Pavement Thickness Calculations
Table -1 Pavement Thickness Calculation for Overlay Area Strengthened to B737
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Table -2 Pavement Thickness Calculation for Widening Area to Cater for B737
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Table -3 Pavement Thickness Calculation for New Apron for B777-200
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Table -4 Pavement Thickness Calculation for New Apron for B787 (for Reference)
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Attachment A-2 STEP Rule
May 9th, 2013 Japan International Cooperation Agency
Operational Rules of Special Terms for Economic Partnership (STEP) of Japanese ODA Loans1
1. Eligible Country Countries eligible for Japanese ODA loans and tied aid under the OECD rules2.
2. Eligible Project (1) Projects eligible for STEP are those listed in the following sectors and fields, and, at the same time, for which Japanese technologies and/or equipment are substantially utilized. [Sectors and Fields] Bridges and tunnels Ports Airports Urban mass transit system Oil/gas transmission and storage facilities Urban flood control projects Communications/broadcasting/public information system Power stations/power transmission and distribution lines Trunk roads/dams (limited to projects that substantially utilize Japanese anti-earthquake technology, ground treatment technology, and rapid-construction technology) Environmental projects (limited to projects that substantially utilize Japanese air-pollution prevention technology, water-pollution prevention technology, waste treatment and recycling technology, and waste heat recycling and utilization technology) Medical equipment Disaster prevention system/equipment (2) Even if a project does not fall into the sectors and fields listed above, application of STEP to the project could be positively considered as long as the project substantially utilizes Japanese technologies and/or equipment.
1 The descriptions with an underline in this document are in principle applied only to the projects pledged by the Government of Japan on or after April 1st, 2013. 2 Under the current terms and conditions of Japanese ODA loans, countries that belong to the income category of “Least-Developed Countries,” “Upper-Middle Income Countries,” and the Heavily Indebted Poor Countries (HIPCs) are not eligible. 1
3. Interest Rate and Repayment Period Interest rate and repayment period of STEP loans are determined in such a way that satisfies the OECD rules on tied aid.
4. Coverage Ratio STEP loans can cover up to 100% of the total project cost.
5. Procurement Conditions (1) For goods and services The prime contractor shall be either of the following34. (a) A Japanese company5. Specifically, the company must satisfy all of the following conditions: (i) The company shall be a juridical person incorporated and registered in Japan; (ii) The company shall have its appropriate facilities for producing or providing goods and services in Japan; and (iii) The company actually conducts its business in Japan. (b) A Joint Venture (JV) composed of a Japanese company(ies)6 and a company(s) in a recipient country. Specifically, the JV must satisfy all of the following conditions: (i) The lead partner shall be a Japanese company; (ii) The total share of work7 of Japanese partners in the JV is more than fifty percent (50%) of the contract amount; and (iii) The partners except Japanese partners shall meet all of the following conditions. - The partners shall be juridical persons incorporated and registered in a recipient country or Japan. - The partners shall have their appropriate facilities for producing or providing goods and services in a recipient country or Japan.
3 Nonetheless, subject to the consent of the Government of Japan, the bilateral tied condition (i.e. not only Japanese companies but also companies in a recipient country are eligible for a prime contractor) may be applied to a certain bidding package(s) once it becomes evident that no Japanese company is expected to bid for such bidding package(s), as a result of (i) the information session for Japanese companies (see 7. below), (ii) prequalification or (iii) bidding. 4 The procurement condition for sub-contracts is general untied. 5 The same definition will be applied in other items of this document, except the definition of the Japanese company for consulting services stipulated in 5.(2) below. 6 “A Japanese company(ies)” stipulated here includes “a consolidated subsidiary of a Japanese company in a foreign country” as defined in (c) below. 7 The share of work usually refers to the ratio in the total contract amount stipulated in a JV agreement. 2
- The partners actually conduct their business in a recipient country or Japan. (c) A consolidated subsidiary of a Japanese company in a foreign country8 (“the company”). Specifically, the company must satisfy all of the following conditions: (i) The company shall be a subsidiary company whose financial statements are required to be included in a consolidated financial statement of a Japanese company (as a parent company) by the Financial Instruments and Exchange Act of Japan and related ministerial ordinances9; (ii) The company shall be incorporated and registered in a country where it is located; (iii) The company shall have its appropriate facilities for producing or providing goods and services in a country where it is located; and (iv) The company actually conducts its business in a country where it is located. (2) For consulting services The prime contractor shall be either of the following. (a) A Japanese company. Specifically, the company must satisfy all of the following conditions: (i) A majority of the subscribed shares of the company shall be held by Japanese nationals; (ii) A majority of the full-time directors of the company shall be Japanese nationals; and
8 Qualification of such consolidated subsidiary is strictly examined in exactly the same manner as in the case of a Japanese company in (a) or a JV in (b) above. 9 According to the article 8 of the “Ordinance on Terminology, Forms and Preparation Methods of Financial Statements, etc.,” which stipulates the rules regarding how to make a financial statement required by the Financial Instruments and Exchange Act of Japan, in the event that company A has a relationship with company B that meets either of the following, company A is defined as a parent company of company B, while company B is defined as a subsidiary company of company A (please note that the following descriptions are just a summary, not a precise definition). - A majority of the voting right of company B is held by company A. - The share of the voting right of company B held by company A is between 40% and 50% (both inclusive), and any of the following is met. (a) A majority of the voting right of company B is held by company A and one or more companies that have close relationship with company A. (b) A majority of the board members of company B is those who used to be employees of company A. (c) There exists a contract(s) that substantially determines company B’s policy on important financial matters etc. (d) A majority of the funding of company B is financed by company A (including guarantees). (e) There exists any other fact by which company A is assumed to dominate decision making in company B. - A majority of the voting right of company B is held by company A and one or more companies that have close relationship with company A, and either one of (b) to (e) above is met. 3
(iii) The company shall be a juridical person incorporated and registered in Japan; (b) A Joint Venture (JV) composed of a Japanese company(ies) and a company(ies) in a recipient country. Specifically, the JV must satisfy all of the following conditions: (i) The lead partner shall be a Japanese company; (ii) The total share of work10 of Japanese partners in the JV is more than fifty percent (50%) of the contract amount; and (iii) The partners except Japanese partners shall meet all of the following conditions. - A majority of the subscribed shares of the partners shall be held by nationals of a recipient country or Japan. - A majority of the full-time directors of the partners shall be nationals of a recipient country or Japan. - The partners shall be juridical persons incorporated and registered in a recipient country or Japan.
6. Country of origin of goods and services procured under STEP loans (1) Ratio of the goods and services to be procured from Japan (“the Ratio”) (a) Not less than thirty percent (30%) of the total price of contract(s) (excluding consulting services) financed by a STEP loan shall be accounted for by either (i) goods from Japan and services provided by a Japanese company(ies), or (ii) goods from Japan only, depending on the nature of the project. (b) Either (i) or (ii) above is applied to a project financed by a STEP loan in accordance with the following criteria. (i) Project in which advanced technologies and/or know-how of Japanese companies are identified in services (e.g. construction methods, etc)11. ⇒ Both goods from Japan and services provided by a Japanese company(ies) can be included in the Ratio (i.e. (i) is applied). (ii) Project which consists mainly of the installation of goods or plants and in which Japanese technologies can be identified in such goods or plants12. ⇒ Only goods from Japan can be included in the Ratio (i.e. (ii) is applied). (c) If there are more than one (1) contract for goods and services financed by a STEP
10 See footnote 7. 11 (Example) Tunnels, ports, concrete bridges, trunk roads, dams, sewerage systems, urban underground headrace tunnels, public information systems, hydroelectric power, and geothermal power, etc. 12 (Example) Communications/broadcasting facilities, wind/solar/thermal power generation, oil/gas transmission and storage facilities, waste treatment sites, waste incineration plants, steel bridges, urban mass transit systems, urban flood control projects, power transmission and distribution line, etc. 4
loan, the minimum ratio of the goods (and services) to be procured from Japan is determined separately by each contract so as to meet the Ratio stipulated in (a) above as a project as a whole. (d) When a main item(s) that should be included in the Ratio can be specified before the bidding, JICA will make reasonable efforts to ensure that such item(s) is explicitly specified as the goods to be procured from Japan in the bidding document, provided that such action is not against the considerations of economy and non-discrimination among bidders eligible for procurement contracts, etc. (2) Rules for calculation of the Ratio (a) Goods The price of the goods can be included in the Ratio13 when the final assembly (in the case of machinery etc.) or the final refinement/processing (in the case of material etc.) of the goods are carried out either in Japan or by the company that meets either of the following conditions14. (i) A manufacturer in a recipient country invested by one or more Japanese companies. Specifically, the manufacturer must satisfy all of the following conditions: - Not less than ten percent (10%) of the shares of the manufacturer are held by a single Japanese company, and the proportion of the shares held by the Japanese company mentioned above (or the company having the largest share among Japanese companies if more than one (1) Japanese company meet the condition stated above) is the same as or greater than that of the shares held by any company of a third country15; - The manufacturer shall be a juridical person incorporated and registered in a recipient country; - The manufacturer shall have its appropriate facilities for producing or providing goods and services in a recipient country16; and - The manufacturer actually conducts its business in a recipient country. (ii) A manufacturer in a developing country other than a recipient country invested
13 The cost of the rent or purchase of construction machineries can also be included in the Ratio, as long as they are procured from a Japanese company or a company stipulated in either of (i), (ii) or (iii) below. In addition, in the case of a contract for designing/development and production of an IT system, the costs associated with not only production of hardware but also designing/development and production of software attached to the hardware and setting up of the system can be included in the Ratio, as long as these works are done by a Japanese company or a company stipulated in either of (i), (ii) or (iii) below. 14 “The final assembly” and “the final refinement/processing” refer to a process of the production that generates a certain added value. 15 In the calculation of the shares held by a Japanese company(ies), the shares held by a consolidated subsidiary of a Japanese company in a foreign country (as defined in 5.(1)(c) above) can also be counted as the shares held by a Japanese company. 16 It includes a case where such facilities for producing or providing goods and services are leased from other company, instead of being owned by the manufacturer as its own assets. 5
by one or more Japanese companies. Specifically, the manufacturer must satisfy all of the following conditions: - Not less than one-third (1/3) of the shares of the manufacturer are held by a single Japanese company, and the proportion of the shares held by the Japanese company mentioned above (or the company having the largest share among Japanese companies if more than one Japanese company meet the condition stated above) is the same as or greater than that of the shares held by any company of a third country17; - The manufacturer shall be a juridical person incorporated and registered in a country or area on DAC List of ODA Recipients effective at the time of conclusion of the loan agreement for the STEP loan; - The manufacturer shall have its appropriate facilities for producing or providing goods and services in the country where it is located18; and - The manufacturer actually conducts its business in a country where it is located. (iii) A consolidated manufacturing subsidiary of a Japanese company in a developed company (“the manufacturer”). Specifically, the manufacturer must satisfy all of the following conditions: - The manufacturer shall be a subsidiary company whose financial statements are required to be included in a consolidated financial statement of a Japanese company (as a parent company) by the Financial Instruments and Exchange Act of Japan and related ministerial ordinances; - The manufacturer shall be incorporated and registered in a country other than that on DAC List of ODA Recipients effective at the time of conclusion of the loan agreement for the STEP loan; - The manufacturer shall have its appropriate facilities for producing or providing goods and services in a country where it is located19; and - The company actually conducts its business in a country where it is located. (b) Services Among the services provided by a Japanese company(ies) and a consolidated subsidiary(ies) of a Japanese company in a foreign country20, the following costs can be included in the Ratio: (i) Direct costs (travel expenses for engineers, design expenses, outsourcing expenses [but only when a Japanese company receive orders];
17 See footnote 15. 18 See footnote 16. 19 See footnote 16. 20 As defined in 5.(1)(c). 6
(ii) Indirect costs (site office overhead [salaries, travel expenses, transportation expenses for engineers, insurance and guarantee expenses payable to Japanese companies, etc.], direct supporting costs [freight expenses, preparation expenses, project safety expenses, technical administration expenses, etc.]; and (iii) General administrative expenses21.
7. Others (consultation with Japanese companies in the process of project formulation) JICA will conduct consultation with Japanese companies for a candidate project to be financed by a STEP loan, with a view to promoting more appropriate formulation and prompt implementation of the project as well as to promoting more active participation of Japanese companies, if JICA conducts preparatory survey(s) for the project. Such consultation shall be conducted in two stages as specified below. (1) Prior to the commencement of a preparatory survey. ⇒JICA will hear, through documents, the opinions from Japanese companies about the scope of the survey, and reflect them in the scope when appropriate. (2) During the implementation of a preparatory survey. ⇒JICA will organize an information session for Japanese companies (currently organized just before the appraisal), in which the opinions from the Japanese companies are heard with regard to the scope of the detailed design, construction method to be applied, type of contracts to be adopted, construction plan, bid packages (including a bid package(s) for which the bilateral tied condition is propose to be applied), etc. JICA will take such opinions into consideration in the subsequent phases of the project formulation and implementation. For a candidate project for which JICA does not conduct a preparatory survey, the consultation process mentioned above will not be applied. In such a case, the information session will be held just before the appraisal as has been the case.
END
21 The rate is determined based on the rate that is applied to the general administrative expenses of a contract whose construction cost exceeds JPY 3 billion in accordance with the relevant guidelines issued by Ministry of Land, Infrastructure and Transport of Japan. The rate has been 7.22% since October 2006. 7
Attachment A-3 Draft Terms of Reference
Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Terms of Reference (ToR) for Design and Supervision Consultant for the Works under Nadzab Airport Redevelopment Project (Draft)
Chapter 1. Background The Government of the Independent State of Papua New Guinea (hereinafter referred to as “GoPNG”) has received a loan from the Japan International Cooperation Agency (hereinafter referred to as "JICA") to finance the Nadzab Airport Redevelopment Project (the “Project”), which is to upgrade the existing Nadzab Airport to accommodate scheduled operations of B737 class aircraft for both domestic and international services as well as to handle diverted aircraft such as B767, B777 and B787 as an alternate airport of Port Moresby Jacksons International Airport. The Project comprises the following components: Construction Works with Japanese ODA financing a) Widening and/or strengthening of the existing runway, taxiways and apron; b) Construction of new taxiways and apron; c) Improvement of aeronautical ground lights; d) Construction of new passenger terminal building, administration building as well as rescue and fire- fighting station; e) Refurbishment of the existing passenger terminal building for future cargo handling; and, f) Refurbishment of the existing control tower g) Construction of utilities and substation. Construction Works with the GoPNG Budget a) Embankment for protection from Erap river flooding GoPNG intends to use part of the proceeds of the loan for eligible payments for consulting services for which this ToR is issued. The Project is expected to be completed by August 2021. Location of the Project is Nadzab Airport, approximately 35km to the northwest of Lae City in Morobe Province. Executing agency of the Project is National Airports Corporation (hereinafter referred to as “NAC”). Project Preparatory Survey (Feasibility Study) Report prepared by JICA is available at NAC headquarters upon written request. PNG Air Services Limited will carry out CNS/ATM upgrading works at Nadzab Airport separately from this Project.
Chapter 2. Objectives of Consulting Services The consulting services shall be provided by an international consulting firm in association with national consultants (hereinafter referred to as "the Consultant") in compliance with Guidelines for the Employment of Consultants under Japanese ODA Loans, April 2012. The objective of the consulting services is to achieve the efficient and proper preparation and implementation of the Project through the following works: 1
Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC a) Detailed design b) Preparation of bidding documents and assistance in bidding procedures b) Construction supervision including defects notification period c) Facilitation of implementation of Environmental Management Plan (EMP) and Environmental Monitoring Plan (EMoP) d) Technology transfer
Chapter 3. Scope of the Consulting Services The scope of the Consulting Services is composed of i) Detailed Design, ii) Preparation of Bidding Documents and Assistance in Bidding Procedure, iii) Construction Supervision, iv) Facilitation of Implementation of Environmental Management Plan (EMP) and Environmental Monitoring Plan (EMoP), and v) Technical Transfer. The Consulting Services shall cover all facilities to be constructed with Japanese ODA loan and detailed design of facilities to be constructed with the GoPNG budget. (1) Detailed Design
The Consultant shall; a) Review and verify all available primary and secondary data collected during the JICA’s preparatory survey for the Project; b) Carry out all the required engineering surveys and investigations such as topographical survey, hydrological survey, geotechnical survey, material availability survey, etc., as applicable to the concerned project components. c) Prepare detailed work plan, progress reports and implementation schedule for the Project to ensure effective monitoring and timely project outputs, and regularly update the same; and d) Prepare the detailed design of the Project in sufficient detail to ensure clarity and understanding by NAC, the Contractor and other relevant stakeholders. Designs should be in conformity with Standards and Recommended Practices of the International Civil Aviation Organization (ICAO) and other internationally accepted standards. The detailed design will, as a minimum, include construction drawings, detailed cost estimates, necessary calculations to determine and justify the engineering details for the Project, associated contract documentation to include detailed specifications, bill of quantities (BOQ) and implementation schedule for the Project. Such detailed specifications will contain those in relation to i) quality control of plant materials and workmanship, ii) safety, and iii) protection of the environment. The detailed design shall be prepared in close consultation with, and to meet the requirements of NAC and will be incorporated into the detailed design report to be submitted for approval of NAC. The Consultants shall make appropriate consideration of gender in the design and construction of the project facilities. (2) Preparation of Bidding Documents and Assistance in Bidding Procedures
The Consultant shall; a) Prepare bidding documents in accordance with the latest version of Standard Bidding Documents under Japanese ODA Loans for Procurement of Works (October 2012) together with all relevant specifications, drawings and other documents; 2
Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
b) Prepare bidding documents which includes i) clauses stating that the Contractor is to comply with the requirement of the Environmental Management Plan (EMP) and “JICA Guidelines for Environmental and Social Considerations” (April 2010) (JICA Environmental Guidelines), ii) the specification clearly stipulating the safety requirements in accordance with the laws and regulations in PNG, relevant international standards (including guidelines of international organization), if any, and also in consideration of “the Guidance for the Management of Safety for Construction Works in Japanese ODA Projects” (September 2014), iii) the requirement to furnish a safety plan to meet the safety requirements, iv) the requirement for the personnel for key positions to include an accident prevention officer, and v) the requirement to submit method statements of safety to NAC and the consultant at the construction stage. c) Define technical and financial requirements, capacity and/or experience for PQ criteria taking into consideration technical feature of the Project; d) Prepare PQ documents in accordance with the latest version of Standard Prequalification Documents under Japanese ODA Loans; e) Assist (name of Executing Agency) in PQ announcement, addendum/corrigendum, and clarifications to the applicants’ queries; f) Evaluate PQ applications in accordance with the criteria set forth in PQ documents; and g) Prepare a PQ evaluation report for approval of the PQ evaluation committee. h) Assist NAC in issuing bid invitation, conducting pre-bid conferences, issuing addendum/corrigendum, and clarifications to bidders’ queries. i) Assist NAC in evaluating bids in accordance with the criteria set forth in the bidding documents. In such evaluation, the Consultant shall carefully confirm that bidders’ submissions in their technical proposal including, but not limited to, site organization, mobilization schedule, method statement, construction schedule, safety plan, and EMP have been prepared in consistent with each other and meet requirements set forth in applicable laws and regulations, specifications and other parts of the bidding documents; j) Prepare a technical bid evaluation report and price bid evaluation report for approval of NAC; k) Assist NAC in contract negotiation by preparing agenda and facilitating negotiations including preparation of minutes of negotiation meeting; and l) Prepare a draft and final construction works contract agreement. (3) Construction Supervision The Consultant shall perform his duties during the construction period in accordance with the civil works contract to be executed between NAC and the Contractor. FIDIC MDB Harmonized Edition (2010) complemented with the Specific Provisions as included in the Standard Bidding Documents under Japanese ODA Loans for Procurement of Works will be applied to the civil works of the project. In this context, the Consultant shall; a) Act as the Engineer to execute construction supervision and contract administration services in accordance with the power and authority to be delegated by the Employer; b) Provide assistance to the Employer concerning variations and claims which are to be ordered/issued at the initiative of the Employer. Advise the Employer on resolution of any dispute with the
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Contractor; c) Issue instructions, approvals and notices as appropriate; d) Provide recommendation to the Employer for acceptance of the Contractor’s performance security, advance payment security and required insurances; e) Provide commencement order to the Contractor; f) Assess adequacy of all inputs such as materials, labor and equipment provided by the Contractor; g) Check and approve the Contractor’s method of work, including site organization, program of performance, quality assurance system, safety plan, method statements of safety, and environmental monitoring plan so that the requirements set forth in the applicable laws and regulations, the specifications or other parts of the contract are to be duly respected; h) Regularly monitor physical and financial progress, and take appropriate action to expedite progress if necessary, so that the time for completion set forth in the contract will be duly respected by the Contractor; i) Explain and/or adjust ambiguities and/or discrepancies in the Contract Documents and issue any necessary clarifications or instructions. Issue further drawings and give instructions to the Contractor for any works which may not be sufficiently detailed in the contract documents, if any; j) Review and approve the Contractor’s working drawings, shop drawings and drawings for temporary works. Also review and approve, if any, design prepared by the Contractor for any part of the permanent works; k) Liaise with the appropriate authorities to ensure that all the affected utility services are promptly relocated; l) Carry out field inspections on the Contractor’s setting out of the works in relation to original points, lines and levels of reference specified in the contract; m) Organize, as necessary, management meetings with the Contractor to review the arrangements for future work. Prepare and deliver minutes of such meetings to the Employer and the Contractor; n) Supervise the works so that all the contractual requirements are met by the Contractor, including those in relation to i) quality of the works, ii) safety and iii) protection of the environment. Confirm that an accident prevention officer proposed by the Contractor is duly assigned at the project site. Require the contractors to take appropriate remedies if any questions are recognized regarding the safety measures; o) Supervise field tests, sampling and laboratory test to be carried out by the Contractor; p) Inspect the construction method, equipment to be used, workmanship at the site, and attend shop inspection and manufacturing tests in accordance with the specifications; q) Survey and measure the work output performed by the Contractor verify statements submitted by the Contractor and issue payment certificates such as interim payment certificates and final payment certificate as specified in the contract; r) Coordinate the works among different contractors employed for the Project; s) Modify the designs, technical specifications and drawings, relevant calculations and cost estimates as may be necessary in accordance with the actual site conditions, and issue variation orders 4
Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
(including necessary actions in relation to the works performed by other contractors working for other projects, if any); t) Carry out timely reporting to the Employer for any inconsistency in executing the works and suggesting appropriate corrective measures to be applied; u) Inspect, verify and fairly determine claims issued by the parties to the contract (i.e. the Employer and Contractor) in accordance with the civil works contract; v) Perform the inspection of the works, including Test on Completion, and to issue certificates such as the Taking-Over Certificate, Performance Certificate as specified in the contract; w) Supervise commissioning and carry out tests during the commissioning, if applicable; x) Provide periodic and/or continuous inspection services during defects notification period and if any defects are noted, instruct the Contractor to rectify; y) Prepare as-build drawings for the parts of the works constructed in accordance with the design provided by the Employer. Check and certify as-built drawings for the parts of the works designed by the Contractor, if any; and z) Prepare an operation and maintenance manual for the works constructed in the Project. Check and certify operation and maintenance manual for the parts of the works designed by the Contractor, if any (4) Facilitation of Implementation of Environmental Management Plan (EMP) and Environmental Monitoring Plan (EMoP) The Consultant shall; a) Update EMP as appropriate; incorporate necessary technical specifications with detailed design and contract documentation; b) Assist NAC in preparation of Notification of Preparatory Works for Level 2A Activities; Application for Environmental Permit; Environmental Management Plan in accordance with EIA/IEE and the conditions stated in Environmental Permit for the Project; c) Assist NAC in dissemination and explanation of additionally confirmed and identified environmental issues to public/stakeholders including holding public/stakeholders consultations; d) Assist NAC in obtaining the Environmental Permit from DEC (Department of Environment and Conservation) in accordance with the planned implementation schedule; e) During the preparation of bidding documents, clearly identify environmental responsibilities as explained in the EIA/IEE and EMP; f) Assist NAC in providing guidance and review of the Construction Environmental Program to be prepared by the Contractor in accordance with EMP, relevant plans and JICA Environmental Guidelines and to make recommendations to NAC regarding any necessary amendments for its approval; g) Assist NAC to supervise and implement the mitigation measures identified in the EMP; h) Monitor the effectiveness of EMP and negative impacts on environment caused by the construction works and provide technical advice, including a feasible solution, so that NAC can improve situation when necessary; 5
Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
i) Assist NAC in monitoring the compliance with conditions stated in the Environmental Permit and the requirements under EMP and JICA Environmental Guidelines; j) Assist EAC in preparation of the answer to the request from JICA’s advisory committee for environmental and social considerations if necessary k) Assist NAC in the capacity building of NAC staff on environmental management through on-the-job training on environmental assessment techniques, mitigation measure planning, supervision and monitoring, documentation and reporting; (5) Technology Transfer The Consultant shall carry out the technology transfer as an important aspect in design and supervision works. The Consultant shall provide the opportunity to NAC officers and staffs to be involved in the working team of the Consultant during the design, contract administration and supervision works for their capacity building wherever possible. If requested by NAC, the Consultant shall brief and demonstrate the survey and design procedure, the construction supervision and contract management process and procedures. The Consultant shall assist NAC and its staff to build their capacity as a part of on the job training under the Project.
Chapter 4. Expected Time Schedule The total duration of the consulting services will be 54 months followed by 12 months of defects notification period. The implementation schedule expected is as shown in the table below. The Consultant shall commence the services within 14 days of receipt of the Notice to Proceed.
Duration in Key Activities Expected Period Months Detail Design and Preparation of Bidding Documents Mar. 2016 - Feb. 2017 12 Assistance in Bidding Procedures Dec. 2016 – Feb. 2018 15 Mar. 2018 - Aug. 2020 Construction Supervision of Civil Works 30 Defect Notification Period Sep. 2020 - Aug. 2021 12
Chapter 5. Required Personnel The Consultant shall perform his services in cooperation between the international consultant – Professional (A), and national consultant – Professional (B). Professional (B) can be either PNG professional or professional from developing countries. The Consultant shall ensure that his key personnel have high qualifications, sufficient experience, good command in the English language, good health and reasonable age. (1) Qualification of Key Team Members The qualification of key Team Members is shown in the table below:
Designation Qualification Professional qualifications with at least 25 years of experience A-1 Project Manager in similar fields, including 10 years of airport project management.
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Professional qualifications with at least 15 years of experience A-2 Chief Civil Engineer in similar fields, including 5 years of airport projects. Professional qualifications with at least 15 years of experience A-5 Chief Architect in similar services, including 5 years of airport terminal projects. Chief Structural Professional qualifications with at least 15 years of experience A-7 Engineer in similar field, including 5 years of airport terminal projects. Chief Professional qualifications with at least 15 years of experience A-8 Mechanical/Hydraulic in similar fields, including 5 years of airport project. Engineer Chief Electrical Professional qualifications with at least 15 years of experience A-9 Engineer in similar fields, including 5 years of airport project. Professional qualifications with at least 15 years of experience A-10 Chief AGL Specialist in similar fields, including 5 years of airport project. Chief Contract Professional qualifications with at least 15 years of experience A-11 Administrator/QS in similar fields, including 5 years of airport project.
Consultant may propose other experts and supporting staffs required to accomplish the tasks outlined in the TOR. It is the Consultant’s responsibility to select the optimum team and to propose the professionals which he believes best meets the needs of NAC. (2) Job Description of the Respective Personnel Detailed information on the major tasks and duties each key member of the construction supervision team is provided in the following table:
Consultant’s Staff Major Task and Duties Foreign Professionals – Pro A Lead, direct and integrate all tasks and deliverable listed in the A-1 Project Manager above Chapter 3: Scope of Consulting Services Engage in civil engineering expertise for the above Chapter 3 A-2 Chief Civil Engineer (1), Chapter 3 (2), Chapter 3 (3) (b, c, f to z). Assist all tasks/ duties of Chief Civil Engineer, and act on his A-3 Senior Civil Engineer behalf during his absence. Engage in construction material adequacy for the above A-4 Chief Material Engineer Chapter 3 (1), Chapter 3 (3) (b, c, f, I, n, o, s, t, u, v). Engage in all architectural expertise for the above Chapter 3 A-5 Chief Architect (1), Chapter 3 (2), Chapter 3 (3) (b, c, f to z). Assist all tasks/ duties of Senior Architect, and act on his A-6 Senior Architect behalf during his absence. Chief Structural Engage in all structural expertize for the above Chapter 3 (1), A-7 Engineer Chapter 3 (2), Chapter 3 (3) (b, c, f to z). Chief Engage in all mechanical expertize for the above Chapter 3 (1), A-8 Mechanical/Hydraulic Chapter 3 (2), Chapter 3 (3) (b, c, f to z). Engineer Chief Electrical Engage in all electrical expertise for the above Chapter 3 (1), A-9 Engineer Chapter 3 (2), Chapter 3 (3) (b, c, f to z). 7
Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Engage in AGL expertize for the above Chapter 3 (1), Chapter A-10 Chief AGL Specialist 3 (2), Chapter 3 (3) (b, c, f to z). Engage in documentation, quantity survey and administrative Chief Contract A-11 matters for the above Chapter 3 (1), Chapter 3 (2), Chapter 3 Administrator/QS (3) (b to e, h, i, k, m, q, r, t, u, x). Environmental A-12 Engage in environmental expertise for the above Chapter 3 (4). Specialist Engage in construction safety expertise for the above Chapter 3 A-13 Safety Officer (3) (c, g, k, n, r, u). Local Professionals – Pro B Assist all tasks/ duties of Project Manager, and act on his B-1 Deputy Project Manager behalf during his absence. Assist all tasks/ duties of Chief Civil Engineer, and act on his B-2 Civil Engineer behalf during his absence. Assist all tasks/ duties of Chief Civil Engineer and Chief B-3 Civil/Material Engineer Material Engineer, and act on his behalf during their absence. Assist all tasks/ duties of Chief Architect, and act on his behalf B-4 Architect during his absence. Assist all tasks/ duties of Chief Structural Engineer, and act on B-5 Structural Engineer his behalf during his absence. Mechanical/Hydraulic Assist all tasks/ duties of Chief Material Engineer, and act on B-6 Engineer his behalf during his absence. Assist all tasks/ duties of Chief Electrical Engineer, and act on B-7 Electrical Engineer his behalf during his absence. Contract Assist all tasks/ duties of Chief Contract Administrator, and act B-8 Administrator/QS on his behalf during his absence. Environmental Assist all tasks/ duties of Chief Environmental Specialist, and B-9 Specialist act on his behalf during his absence.
(3) Estimated Total Man-months Estimated total man-months of Consultant’s staff to be assigned are 344.5 for Professional A, 302.5 for Professional B, and 583 for Supporting Staff.
Chapter 6. Reporting Within the scope of consulting services, the Consultant shall prepare and submit reports and documents to NAC as shown in the following table. The Consultant shall provide electronic copy of each of these reports.
Category Type of Report Timing No. of Copies General Inception Report Within 1 month after 10 commencement of the services Monthly Progress Report Every month 10
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Category Type of Report Timing No. of Copies Quarterly Progress Report (for Every 3 months 10 submission to JICA) Project Completion Report (for Within 3 months after 10 submission to JICA) completion of the project Design and Basic Design Report 3 months after 10 Preparation of commencement of the Bidding services Documents Detailed Design Report 12 months after 10 commencement of the services Draft Bidding Documents 8 months after 10 commencement of the services Final Bidding Documents 12 months after 10 commencement of the services Assistance in Technical Evaluation Report 1 month after opening of 10 Bidding Technical Bids Procedures Financial Evaluation Report 1 month after opening of 10 Price Bids Quality Control Report Every month 10 Construction Before the commencement As-built Drawings 5 Supervision and of the Test on Completion Defects Operation and Maintenance Before the commencement Notification 5 Manuals of the Test on Completion Period One (1) month after Construction Supervision Report substantial completion of 10 the construction works One (1) month after Brochure of the Project substantial completion of 500 the construction works Training Training Plan At appropriate timing in 10 accordance with the Inception Report Training Execution and Within 1 month after 10 Evaluation Report training Facilitation of Environmental Monitoring Every quarter during 10 implementation of Report construction Environmental Environmental and Social At the end of the Project 10 Management Plan Safeguard Evaluation Report (EMP) and Environmental Monitoring Plan (EMoP) 9
Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Chapter 7. Obligations of the Executing Agency A certain range of arrangements and services will be provided by the Executing Agency to the Consultant for smooth implementation of the Consulting Services. In this context, NAC will; (1) Reports and Data Make available to the Consultant existing reports and data related to the Project; (2) Office Space and Vehicles Provide an office space in the Headquarters of NAC with necessary equipment, furniture and utility during design and tender stages. The Consultant’s requirement for office space, including necessary equipment, furniture and utilities, should be clearly stated in the proposal with its rental cost for the case where NAC would be unable to provide such facilities; Provide a field office with laboratory for use of the Consultant during construction supervision and defect notification period (to be included in the construction contract); and, Provide vehicles for use of the Consultant during construction supervision and defect notification period (to be included in the construction contract); (3) Access Permit to Nadzab Airport Issue access permits necessary for the activities of the Consultant at Nadzab Airport in connection with the Services; (4) Cooperation and Counterpart Staff Appoint counterpart officials, agent and representative as may be necessary for effective implementation of the Consulting Services; (5) Assistance and Exemption Use its best efforts to ensure that the assistance and exemption, as described in the Standard Request for Proposal issued by JICA, will be provided to the Consultant, in relation to: Work permit and such other documents;
Entry and exit visas, residence permits, exchange permits and such other documents
Clearance through customs;
Instructions and information to officials, agent and representatives of the Borrower’s Government;
Exemption from any requirement for registration to practice their profession;
Reimbursement of the amounts equivalent to GST payable by the local consultants.
Privilege pursuant to the applicable law in the Borrower’s Country.
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Attachment A-4 Environmental Checklist
Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Attachment A-4 Environmental Check List Environmental Yes: Y Confirmation of Environmental Considerations Category Main Check Items Item No: N (Reasons, Mitigation Measures) 1 Permits and (1) EIA and (a) Have EIA reports been already prepared in official process? (a) N (a) (b) and (c) This Project is classified as "Level 2A" activity by Explanation Environmental (b) Have EIA reports been approved by authorities of the host (b) N the PNG-DEC, which is classified as "Category B" project by the Permits country's government? (C) N JICA. Accordingly, the IEE is conducted and reported based on (c) Have EIA reports been unconditionally approved? If (d) N the PNG-DEC regulation and JICA guidelines for environmental conditions are imposed on the approval of EIA reports, are the and social considerations. conditions satisfied? (d) There are no other environmental permits required. (d) In addition to the above approvals, have other required environmental permits been obtained from the appropriate regulatory authorities of the host country's government? (2) Explanation to (a) Have contents of the project and the potential impacts been (a) Y (a) This project which is assumed as low potential activities on the Local adequately explained to the Local stakeholders based on (b) Y environmental impact (Level 2A) is exempted some Stakeholders appropriate procedures, including information disclosure? Is environmental procedures with DEC (e.g. advance notice, public understanding obtained from the Local stakeholders? hearing, and public consultation). However, official and unofficial (b) Have the comment from the stakeholders (such as local meetings were held separately with some relevant stakeholders residents) been reflected in the project design? (e.g. government organizations, airport operation companies, airlines, and chamber of commerce and industry) to proceed this survey appropriately. The contents of the project and the potential impacts have been explained to the above mentioned stakeholders in the process of conducting the IEE. Project awareness was disseminated and understanding was obtained from those stakeholders. But there was no opposing view through the meetings. (b) The comment from the above mentioned stakeholders was incorporated into the report. Regular dialogues during all phases (detailed design, pre-construction, construction and commissioning and operation of the facility) of project implementation will be undertaken by all parties concerned with the stakeholders and communities within the vicinity of the proposed development. This will ensure that information will be fed back to the stakeholders and communities relevant to the project implementation and that issues and concerns of the affected people and communities will be streamed back to the Design Consultants (DC), Construction Supervision Consultants (CSC), National Airport Corporation (NAC), International Environmental Specialist (IES) and Environmental Officer (EO). (3) Examination of (a) Have alternative plans of the project been examined with (a) Y (a) Two (2) alternatives of Option 1 and Option 2 were studied on Alternatives social and environmental considerations? upgrading and rehabilitation of the passenger terminal building.
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Environmental Yes: Y Confirmation of Environmental Considerations Category Main Check Items Item No: N (Reasons, Mitigation Measures) These impacts that will arise from the airport upgrading works will be minimal and generally insignificant as construction works are within the confines of the declared aerodrome land area. The potential adverse environmental impacts are site-specific, few if any of them are irreversible, and mitigation measures can be designed readily. These impacts on the alternatives are expected at almost the same level even though it differs according to the terminal layout and construction duration. From functional viewpoint, the Option 1 covers the minimum required scope to ensure achievement of the project targets with limited operational flexibility while the Option 2 would be able to offer almost full flexibility in the aircraft operations. With regard to the cost, the difference in the estimated construction costs for both Options is PGK 8.054 million (JPY 387 million) only. Although the forecast frequency of B737 class aircraft in 2026 is still low, it is considered very much desirable to allow unidirectional ground movements of all the scheduled aircraft on the runway and parallel taxiway for safety and efficiency of future Nadzab Airport. Therefore, the Option 2 has been chosen as the proposed scope of the runway, taxiways, aprons as well as AGL and related facilities of Nadzab Airport Rehabilitation Project.(See Section 5.5 for details) Zero option in case the project will not be carried out brings negative impacts which prevent not only air travelling passenger and cargo traffic development but also commercial distribution and sales channels development due to insufficient passenger terminal capacity against increasing air traffic movement in near feature even though negative impacts on natural and social environment are not expected. 2 Pollution (1) Air Quality (a)Do Air pollutants, such as Sulfur Oxides (SOx), Nitrogen (a) Y (a) Negative impacts are expected on air pollution and dust due to Control Oxides (NOx) and dust, etc., contained in emissions from vehicle, work of the construction equipment on the construction phase. including airplanes, airport and related facilities comply with the But the impacts are limited locally and temporarily since large- country’s effluent standards? Is there a possibility that the scale construction works are not included. emissions from the project will cause areas not to comply with the Besides, negative impacts are expected on air quality due to country’s ambient air quality standards? emission from aircrafts, the ground support equipment, and vehicles from/to the airport associated with increasing air and car traffic movement on the operation phase. EMP such as promoting utilization of low emission vehicle will adequately mitigate all of
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Environmental Yes: Y Confirmation of Environmental Considerations Category Main Check Items Item No: N (Reasons, Mitigation Measures) the impacts. (2) Water Quality (a) Do pollutants, such as Suspended Solids (SS), and oils (a) Y (a) Negative impacts on water pollution due to temporary water contained in effluents comply with the country's effluent pollution by concrete works, civil works, and waste water from standards (BOD, COD etc.)? Is there a possibility that the lodgings on the construction Phase. But the impacts are limited effluents from the project will cause areas not to comply with the locally and temporarily since large-scale construction works are country's ambient water quality standards? not included. Besides, negative impacts on increasing waste water due to increase of air traffic movement and passenger associated with upgrading and rehabilitation of the airport on the operation phase. EMP such as promoting utilization of low emission vehicle will avoid or adequately mitigate all of the impacts. (3) Wastes (a) Are wastes generated from the airports and other project (a) Y (a) Negative impacts on waste due to building waste materials by facilities properly treated and disposed of in accordance with the concrete works, civil works, pavement works, and waste from country's regulations? lodgings on the construction phase. EMP such as waste to the designated final disposal site out of the airport after temporarily stocked at the existing disposal yard in the airport will avoid or adequately mitigate all of the impacts. The existence of a toxic substance in the waste shall be considered when disposed at the final disposal site. Besides, negative impacts on increasing waste due to increase of air traffic movement and passenger associated with upgrading and rehabilitation of the airport on the operation phase. EMP such as periodic waste management inspection will avoid or adequately mitigate all of the impacts. (Although currently the waste is disposed into the trench established in the previous war time, the incineration facility shall be installed in the airport area in the future.) (4) Soil (a) Has the soil in the project site been contaminated in the past? (a) N (a) Negative impacts are expected on soil contamination by fuel Contamination Are adequate measures taken to prevent soil contamination by outflow from construction equipment on the construction phase. On leakage of fuels? the other hand, negative impacts on soil contamination by fuel outflow from aircraft due to increase of air traffic movement associated with upgrading and rehabilitation of the airport on the operation phase. EMP will avoid or adequately mitigate all of the impacts. (5) Noise and (a) Does noise from aircraft comply with the country's standards? (a) N (a) There are no standards in the country on the noise from Vibration (b) Is there a possibility that noise and vibrations from various (b) Y aircraft. PNG refers the Australian standard for aircraft noise sources, such as airport user’s vehicles and vehicles for airport (ANEF) but requires monitoring for compliance with WHO/IDC
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Environmental Yes: Y Confirmation of Environmental Considerations Category Main Check Items Item No: N (Reasons, Mitigation Measures) operations will adversely affect ambient noise levels? If impacts standards for ambient noise. are anticipated, are adequate noise mitigation measures (b) Negative impacts on noise pollution due to work of considered? construction equipment on the construction phase. Besides, negative impacts on aircraft noise due to increase of air traffic movement associated with upgrading and rehabilitation of the airport on the operation phase. EMP will avoid or adequately mitigate all of the impacts. (6) Ground (a) In the case of extraction of a large volume of groundwater, is (a) N (a) Activities which may cause this issue are not expected. Subsidence there a possibility that the extraction of groundwater will cause subsidence? (7) Odor (a) Are there any odor sources? Are adequate odor control (a) Y (a) Negative impacts on odor due to water pollution by concrete measures works and civil works on the construction phase. But the impacts are limited locally and temporarily since large-scale construction works are not included. On the other hand, negative impacts are not expected on the operation phase. 3 Natural (1) Protected (a) Is the project site located in protected areas designated by the (a) N (a) The project site and the surrounding area are not designated as Environment Areas country's laws or international treaties and conventions? Is there a national park and protected area. possibility that the project will affect the protected areas? (2) Ecosystem (a) Does the project site encompass primeval forests, tropical rain (a) N Negative impacts are not expected since there is no rare species forests, ecologically valuable habitats (e.g., coral reefs, (b) N and ecologically valuable habitats in the airport site and the mangroves, or tidal flats)? (c) N surrounding area. (b) Does the project site encompass the protected habitats of (d) N endangered species designated by the country's laws or international treaties and conventions? (c) If significant ecological impacts are anticipated, are adequate protection measures taken to reduce the impacts on the ecosystem? (d) Is there a possibility that the amount of water (e.g., surface water, groundwater) used by the project will adversely affect aquatic environments, such as rivers? Are adequate measures taken to reduce? (3) Hydrology (a) Is there any possibility that alteration of drainage system due (a) N Activities which may cause this issue are not expected. to the constructions of airports and related facilities will adversely (b) N affect surface water and groundwater flows? (b) Do the facilities affect adversely flow regimes, waves, tides, currents of rivers and etc. if the project facilities are constructed on/by the seas?
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Environmental Yes: Y Confirmation of Environmental Considerations Category Main Check Items Item No: N (Reasons, Mitigation Measures) (4) Topography (a) Does the project require the large scale change of (a) N Activities which may cause this issue are not expected. But and Geology Topographic / geographic features? (b) Y construction surplus soil shall be disposed to the designated final (b) Is there a possibility that civil works, such as cutting and (c) Y disposal site out of the airport after temporarily stocked at the filling will cause slope failures or landslides? Are adequate (d) N existing disposal yard in the airport. measures considered to prevent slope failures or landslides? (c) Is there a possibility that soil runoff will result from cut and fill areas, waste soil disposal sites, and borrow sites? Are adequate measures taken to prevent soil runoff? (d) In the case of offshore projects, is there any possibility that the project will erode natural beaches? 4 Social (1) Involuntary (a) Is involuntary resettlement caused by project implementation? (a) N No resettlement is needed since the project will occur entirely Environment Resettlement If involuntary resettlement is caused, are efforts made to minimize (b) N inside airport land thus avoiding any residential areas. the impacts caused by the resettlement? (c) N (b) Is adequate explanation on compensation and resettlement (d) N assistance given to affected people prior to resettlement? (e) N (c) Is the resettlement plan, including compensation with full (f) N replacement costs, restoration of livelihoods and living standards (g) N developed based on socioeconomic studies on resettlement? (h) N (d) Are the compensations going to be paid prior to the (i) N resettlement? (j) N (e) Are the compensation policies prepared in document? (f) Does the resettlement plan pay particular attention to vulnerable groups or people, including women, children, the elderly people below the poverty line, ethnic minorities, and indigenous peoples? (g) Are agreements with the affected people obtained prior to resettlement? (h) Is the organizational framework established to properly implement resettlement? Are the capacity and budget secured to implement the plan? (i) Are any plans developed to monitor the impacts of resettlement? (j) Is the grievance redress mechanism established? (2) Living and (a) Is there any possibility that the project will adversely affect the (a) Y (a) Negative impacts on noise pollution due to work of Livelihood living conditions of inhabitants? Are adequate measures (b) N construction equipment on the construction phase. Besides, considered to reduce the impacts, if necessary? (c) N negative impacts on aircraft noise due to increase of air traffic (b) Is there any possibility that the project causes the change of (d) N movement associated with upgrading and rehabilitation of the land uses in the neighboring areas to affect adversely livelihood of (e) N airport on the operation phase. EMP will avoid or adequately
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Environmental Yes: Y Confirmation of Environmental Considerations Category Main Check Items Item No: N (Reasons, Mitigation Measures) local people? mitigate all of the impacts. (c) Is there any possibility that diseases, including infectious (b) (d) Negative impacts specified for degrading user's diseases, such as HIV will be brought due to immigration of convenience due to traffic of the construction equipment on the workers associated with the project? Are adequate considerations construction phase. EMP such as improvement of construction given to public health, if necessary? material transport method will adequately mitigate all of the (d) Is sufficient infrastructure (e.g., roads) available for the project impacts and traffic congestion is not expected. Besides, negative implementation? If the existing infrastructure is insufficient, is a impacts specified for influence to car traffic movement are plan developed to construct new infrastructure or improve the expected due to increase of the airport user on the operation existing infrastructure? phase. But traffic congestion is not expected since the car traffic (e) Is there any possibility that the airports and other project from/to the airport will be managed properly by the access road structures will cause a sun shading and radio interference? improvement project. Negative impacts specified for Land use and utilization of local resources, Water usage, are not expected. (c) Infectious diseases are possible to be spread due to inflow of construction workers into the local community on the construction phase. EMP will avoid or adequately mitigate all of the impacts. On the other hand, Activities which causes this issue are not expected on the operation phase.
(e) Activities which cause this issue are not expected. (3) Heritage (a) Is there a possibility that the project will damage the local (a) N (a) There is no cultural heritage in the airport site and the archeological, historical, cultural, and religious heritage? Are surrounding area. adequate measures considered to protect these sites in accordance with the country's laws? (4) Landscape (a) Is there a possibility that the project will adversely affect the (a) N (a) Negative impacts are expected especially for the landscape local landscape? Are necessary measures taken? around the passenger terminal building on the construction phase. EMP such as barricading around construction site will adequately mitigate all of the impacts. On the other hand, Positive impacts are expected especially for the landscape around the upgraded passenger terminal building with the airport users and the neighborhoods on the operation phase. (5) Ethnic (a) Are considerations given to reduce impacts on the culture and (a) - Negative impacts are not expected since the project can be carried Minorities and lifestyle of ethnic minorities and indigenous peoples? (b) - out in the airport site. Indigenous (b) Are all of the rights of ethnic minorities and indigenous Peoples peoples in relation to land and resources respected? (6) Working (a) Is the project proponent not violating any laws and ordinances (a) Y Construction work environment needs to be considered on the Conditions associated with the working conditions of the country which the (b) Y construction phase. EMP such as development of medical system project proponent should observe in the project? (c) Y and industrial health management in compliance with the laws
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Environmental Yes: Y Confirmation of Environmental Considerations Category Main Check Items Item No: N (Reasons, Mitigation Measures) (b) Are tangible safety considerations in place for individuals (d) Y and the regulations will avoid or adequately mitigate all of the involved in the project, such as the installation of safety impacts. On the other hand, Activities which causes this issue are equipment which prevents industrial accidents, and management not expected on the operation phase. of hazardous materials? (c) Are intangible measures being planned and implemented for individuals involved in the project, such as the establishment of a safety and health program, and safety training (including traffic safety and public health) for workers etc.? (d) Are appropriate measures taken to ensure that security guards involved in the project not to violate safety of other individuals involved, or local residents? 5 Others (1) Impacts during (a) Are adequate measures considered to reduce impacts during (a) Y Mitigation measures on the negative impacts from construction Construction construction (e.g., noise, vibrations, turbid water, dust, exhaust (b) Y activities are prepared as the Environmental Management and gases, and wastes)? (c) Y Monitoring Plan. The construction contractor will be responsible (b) If construction activities adversely affect the natural for carrying out the mitigation measures based on the EMP. The environment (ecosystem), are adequate measures considered to staff in the PIU established in the NAC will monitor and reduce impacts? supervise the contractor's mitigation activities. (c) If construction activities adversely affect the social environment, are adequate measures considered to reduce impacts? (2) Monitoring (a) Does the proponent develop and implement monitoring (a) Y The construction contractor will be responsible for carrying out program for the environmental items that are considered to have (b) Y the mitigation measures based on the EMP. The staff in the PIU potential impacts? (c) Y established in the NAC will monitor and supervise the (b) What are the items, methods and frequencies of the (d) Y contractor's mitigation activities. monitoring program? Budget on environmental monitoring will be secured under the (c) Does the proponent establish an adequate monitoring administration cost. Monitoring form addressing items to be framework (organization, personnel, equipment, and adequate monitored, monitoring site and monitoring frequency is prepared. budget to sustain the monitoring framework)? The monitoring form will be finalized during the Detailed Design (d) Are any regulatory requirements pertaining to the monitoring Phase. report system identified, such as the format and frequency of reports from the proponent to the regulatory authorities? 6 Note Reference to (a) Where necessary, pertinent items described in the Roads, (a) N Reference to checklist of other sectors is not relevant to the Checklist of Other Railways, and Bridges checklist should also be checked (e.g., (b) N Project. Sectors projects including large areas of deforestation). (c) N (b) If the airport is constructed on the sea, pertinent items described in the Ports and Harbors checklist should also be checked (e.g., projects including installation of power transmission lines and/or electric distribution facilities).
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Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Environmental Yes: Y Confirmation of Environmental Considerations Category Main Check Items Item No: N (Reasons, Mitigation Measures) (c) Where necessary, pertinent items described in the Forestry Projects Note on Using (a) If necessary, the impacts to trans-boundary or global issues (a) N (a) Cross boundary impacts and causing factors of climate Environmental should be confirmed, if necessary (e.g., the project includes change issues are not expected since the construction works are Checklist factors that may cause problems, such as trans-boundary waste limited in the airport site on the construction phase. treatment, acid rain, destruction of the ozone layer, or global Besides, Cross boundary impacts and climate change are not warming). expected since the project is not included large-scale development on the operation phase. 1) Regarding the term “Country's Standards” mentioned in the above table, in the event that environmental standards in the country where the project is located diverge significantly from international standards, appropriate environmental considerations are required to be made. In cases where local environmental regulations are yet to be established in some areas, considerations should be made based on comparisons with appropriate standards of other countries (including Japan's experience). 2) Environmental checklist provides general environmental items to be checked. It may be necessary to add or delete an item taking into account the characteristics of the project and the particular circumstances of the country and locality in which it is located.
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Attachment A-5 Monitoring Form
Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Attachment A-5 Monitoring Form
If environmental reviews indicate the need of monitoring by JICA, JICA undertakes monitoring for necessary items that are decided by environmental reviews. JICA undertakes monitoring based on regular reports including measured data submitted by the project proponent. When necessary, the project proponent should refer to the following monitoring form for submitting reports.
When monitoring plans including monitoring items, frequencies and methods are decided, project phase or project life cycle (such as construction phase and operation phase) should be considered.
1 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
I．Construction Phase
1. Permit
Monitoring item Monitoring results during report period Remarks Responses/Actions to Comments and Guidance from Government Authorities
2. Pollution
2-1 Air Quality (Emission Gas/Ambient Air Quality) Item Measured Measured Country’s Reference to Remarks (unit) value value standards global (Measurement (Mean) (Max) standards point, Frequency, Implementation phase) Sulfur Dioxide n/a 125 Location: Along SOx (24 hour airport 3 (μg/m ) average) Frequency: 50 Monthly (Annual Duration: Average) Construction WHO, IFC period Nitrogen n/a 150 Dioxide NOx (24 hour (μg/m3) average) 40 (Annual Average) WHO, IFC Total suspended n/a 70 particulate (24 hour PM10 average) (μg/m3) 20-50 (Annual Average) WHO, IFC
Monitoring item Monitoring results during report period Remarks Barricade around construction site Location: Construction site Frequency: Once Duration: Beginning of construction period Sprinkle water to control dust Location: Construction site Frequency: Dairy in dry season Duration: Construction period ・Installment of low environmental Location: Construction site load type construction equipment. Frequency: Monthly ・Inspection and maintenance of Duration: Construction construction equipment. period ・Process planning and management.
2 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
・Improvement of construction material transport method.
2-2 Water Quality (Effluent/Wastewater/Ambient Water Quality) Item Measured Measured Country’s Reference to Remarks (unit) value value standards global (Measurement (Mean) (Max) standards point, Frequency, Implementation phase) Temperature n/a 23-25 Location: At the (℃) WHO, IFC end of drainage in Hydrogen Power n/a 6.5-9 the airport Frequency: (ｐＨ) WHO, IFC Monthly Biological n/a 25-30 Duration Oxygen Demand WHO, IFC Construction period (mg/l) Dissolved n/a 6* Oxygen WHO, IFC (mg/l) *not less than Oil and Grease n/a 10* (mg/l) WHO, IFC *no oil films Total coliform n/a 400 count WHO, IFC (mpn*/100ml) *most probable number Total Suspended n/a 50 Sediments WHO, IFC (mg/l) Total Dissolved n/a 50 Solids WHO, IFC (mg/l)
Monitoring Item Monitoring results during report period Remarks Pollution diffusion preventive device Location: Construction by contamination preventing film. site Frequency: Once Duration: Beginning of construction period Sanitation management on kitchen and Location: Construction toilet, and installment of drainage. site Frequency: Once Duration: Beginning of construction period Restoration of lodging sites after Location: Construction completion of construction works. site Frequency: Once Duration: End of construction period
2-3 Waste Monitoring Item Monitoring results during report period Remarks Waste at designated final disposal site Location: Construction out of airport premises. site Frequency: Monthly Duration: Construction period Sanitation management on kitchen and Location: Construction
3 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC toilet, and installment of drainage. site Frequency: Once Duration: Beginning of construction period Restoration of lodging sites after Location: Construction completion of construction works. site Frequency: Once Duration: End of construction period
2-4 Soil Contamination Monitoring item Monitoring results during report period Remarks Improvement of construction material Location: Construction transport method. site Frequency: Monthly Duration: Construction period
2-5 Noise and vibration Item Measured Measured Country’s Reference to global Remarks (unit) value value standards standards (Measurement (Mean) (Max) point, Frequency, Implementation phase) Noise level n/a 1. Residential, Location: Along (dBA) Educational Areas airport 55 Frequency: (Daytime) Monthly 45 Duration: (Night time) Construction 2. Industrial, period Commercial Areas 70 WHO, IFC
Monitoring Item Monitoring results during report period Remarks Barricade around construction site Location: Construction site Frequency: Once Duration: Beginning of construction period Installment of low environmental load Location: Construction type construction equipment. site Frequency: Monthly Duration: Construction period
2-6 Odor Monitoring item Monitoring results during report period Remarks Pollution diffusion preventive device Location: Construction by contamination preventing film. site Frequency: Once Duration: Beginning of construction period
3. Social Environment
3-1 Landscape Monitoring Item Monitoring results during report period Remarks
4 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Barricading around construction site Location: Construction site Frequency: Once Duration: Beginning of construction period Landscaping and re-vegetation Location: Construction site Frequency: Once Duration: End of construction period
3-2 Infectious diseases such as HIV AIDS Monitoring Item Monitoring results during report period Remarks Training on infectious diseases for Location: Construction construction workers. site Frequency: Monthly Duration: Construction period
3-3 Labor Environment (including work safety) Monitoring Item Monitoring results during report period Remarks ・Development of medical system. Location: Construction site ・Industrial health management. Frequency: Monthly Duration: Construction period
4. Others
4-1 Accident Monitoring Item Monitoring results during report period Remarks ・Safety apparatus for construction Location: Construction site workers. Frequency: Monthly ・Compliance with traffic regulation. Duration: Construction period ・Development of risk management plan Investigation for explosive substance Location: Construction detection in the development area site Frequency: Once Duration: Beginning of construction period
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II．Operation phase
1. Pollution
1-1 Air Quality Item Measured value Measured value Country’s Reference to Remarks (unit) (Mean) (Max) standards global (Measurement standards point, Frequency, Implementation phase) Sulfur Dioxide n/a 125 Location: Along SOx (24 hour airport 3 (μg/m ) average) Frequency: 50 Semi-Annual (Annual Duration: Average) Operations WHO, IFC Nitrogen n/a 150 Dioxide NOx (24 hour (μg/m3) average) 40 (Annual Average) WHO, IFC Total suspended n/a 70 particulate (24 hour PM10 average) (μg/m3) 20-50 (Annual Average) WHO, IFC
Monitoring Item Monitoring results during report period Remarks ・Promoting for installment of low Frequency: Yearly Duration: Operations environmental load equipment with airlines. ・Lowering air pollution on ground support equipment. Expanding public transportation of airport access ・Promoting utilization of low emission vehicle. ・Reducing emission gas in overall airport facility (e.g. Solar Power generation system, LED lighting)
1-2 Water Quality Item Measured Measured Country’s Reference to Remarks (unit) value value standards global (Measurement (Mean) (Max) standards point, Frequency, Implementation phase) Temperature n/a 23-25 Location: At the (℃) WHO, IFC end of drainage in Hydrogen Power n/a 6.5-9 the airport WHO, IFC Frequency:
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(ｐＨ) Semi-Annual Duration: Biological n/a 25-30 Operations Oxygen Demand WHO, IFC (mg/l) Dissolved n/a 6* Oxygen WHO, IFC (mg/l) *not less than Oil and Grease n/a 10* (mg/l) WHO, IFC *no oil films Total coliform n/a 400 count WHO, IFC (mpn*/100ml) *most probable number Total Suspended n/a 50 Sediments WHO, IFC (mg/l) Total Dissolved n/a 50 Solids WHO, IFC (mg/l)
Monitoring Item Monitoring results during report period Remarks Pollution diffusion preventive device Frequency: Yearly by contamination preventing film, as Duration: Operations necessary Periodic waste management inspection Location: Stockyard for solid Frequency: Yearly Duration: Operations Promoting 3Rs (Reduce, Reuse, Frequency: Yearly Recycle) with airline and tenants. Duration: Operations
1-3 Soil Contamination Monitoring Item Monitoring results during report period Remarks Periodic inspection on maintenance Location: Apron and and operation of aircrafts and ground parking area for ground support equipment. support equipment. Frequency: Yearly Duration: Operations
1-4 Noise Item Measured Measured Country’s Reference to global Remarks (unit) value value standards standards (Measurement (Mean) (Max) point, Frequency, Implementation phase) Noise level n/a 1. Residential, Location: Along (dBA) Educational Areas airport 55 Frequency: (Daytime) Semi-annual 45 Duration: (Night time) Operations 2. Industrial, Commercial Areas 70 WHO, IFC
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Monitoring Item Monitoring results during report period Remarks Promoting for installment of low noise Frequency: Yearly aircrafts. Operations Establishment of buffers between Frequency: Yearly airport and nearby Duration: Operations
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Attachment A-6 Conditions of Aircraft Noise Prediction
Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC Attachment A-6 Condition of Aircraft Noise Prediction
Target Year 2014, 2026, 2031 Runway Length 2,439m Type of Airplane Light Jet: B737-800 Regional Jet: F70, F100 Propeller: DHC8-Q400, F50, ATR72 Small Aircraft: BN-2A Ratio of Runway Use RWY09 80% RWY27 20% Descent Gradient RWY09 2.50° RWY27 2.50° Traffic Volume As shown in the following table
1 Preparatory Survey on the Project for Nadzab (Lae) Airport Rehabilitation JICA Independent State of Papua New Guinea NAC
Traffic Volume for Aircraft Noise Prediction
Arrival B737-800 F70 F100 ATR72 DHC8-Q400 F50 BN-2A Total Time (Light Jet) (Regional Jet) (Regional Jet) (Propeller) (Propeller) (Propeller) (Small) 2014 2026 2031 2014 2026 2031 2014 2026 2031 2014 2026 2031 2014 2026 2031 2014 2026 2031 2014 2026 2031 2014 2026 2031 Day 07:00～19:00 2 4 7 6 6 9 10 12 5 3 4 2 4 5 25 25 29 Evening 19:00～22:00 0 0 0 Night 22:00～07:00 1 1 1 1 2 2 2 2 Total 0 3 5 0 8 7 8 0 0 0 9 10 12 0 0 5 3 4 2 4 5 27 27 31
Departure B737-800 F70 F100 ATR72 DHC8-Q400 F50 BN-2A Total Time (Light Jet) (Regional Jet) (Regional Jet) (Propeller) (Propeller) (Propeller) (Small) 2014 2026 2031 2014 2026 2031 2014 2026 2031 2014 2026 2031 2014 2026 2031 2014 2026 2031 2014 2026 2031 2014 2026 2031 Day 07:00～19:00 3 5 7 6 8 9 10 12 5 3 4 2 4 5 27 26 30 Evening 19:00～22:00 1 1 0 1 1 Night 22:00～07:00 0 0 0 Total 0 3 5 0 8 7 8 0 0 0 9 10 12 0 0 5 3 4 2 4 5 27 27 31
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