43141-044: Civil Aviation Development Investment Program … · 2016-06-16 · June 2016 PNG: Multitranche Financing Facility - Civil Aviation Development Investment Program (Tranche

Resettlement Due Diligence Reports

Project Number: 43141-044

June 2016

PNG: Multitranche Financing Facility - Civil

Aviation Development Investment Program

(Tranche 3)

Prepared by National Airports Corporation for the Asian Development Bank.

This resettlement due diligence report is a document of the borrower. The views

expressed herein do not necessarily represent those of ADB's Board of Directors,

Management, or staff, and may be preliminary in nature. Your attention is directed to the

“terms of use” section of this website.

In preparing any country program or strategy, financing any project, or by making any

designation of or reference to a particular territory or geographic area in this document,

the Asian Development Bank does not intend to make any judgments as to the legal or

other status of any territory or area.

Table of Contents

B. Resettlement Due Diligence Report

1. Madang Airport Due Diligence Report

2. Mendi Airport Due Diligence Report

3. Momote Airport Due Diligence Report

4. Mt. Hagen Due Diligence Report

5. Vanimo Airport Due Diligence Report

6. Wewak Airport Due Diligence Report

4. Madang Airport Due Diligence Report.

I. OUTLINE FOR MADANG AIRPORT DUE DILIGENCE REPORT

1. The is a Due Diligent Report (DDR) that reviews the Pavement Strengthening Upgrading, & Associated Works proposed for the Madang Airport in Madang Province (MP). It presents social safeguard aspects/social impacts assessment of the proposed works and mitigation measures.

II. BACKGROUND INFORMATION

2. Madang Airport is situated at 5° 12 30 S, 145° 47 0 E in Madang and is about 5km from Madang Town, Provincial Headquarters of Madang Province where banks, post office, business houses, hotels and guest houses are located. The airport serves the people of Madang and provides for air transport services with its daily flights into the provinces and has been of importance for tourism, the Ramu Nickel Mine (RNM), RD Tuna Cannery and Pacific Marine Industrial Zone (PMIZ), amongst other business entities.

3. Madang province receives between 2000 and 4400 mm per annum and it may be greater during the period of December to October. Madang is one of the large province in Papua New Guinea with a land mass of approximately 29,000 km2 and its elevation ranges from sea level to over 4000m and corresponding temperature ranges from 23 – 300

C.

4. The existing bitumen runway is 1,580 metres long with a width of 45 metres and is aligned northeast/southwest along the Biliau Lagoon area. The airport land is at low elevation about 10 m ASL and is 5 metres to the coastline covering a total land area of approximately 11 hectares (Ha).

5. Madang airport is one of the main wartime airports that were used by the Americans during the Second World War (WWII). The Madang airport is located within the Madang Urban Local Level Government (MULLG) area and there are two others in the Madang District, Ambenob and Trans Gogol.

6. A combination of approaches were employed to gather and compile information specifically to deal with this Due Diligent Report and more generally to conduct project preparatory safeguards due diligence work, assess impacts on indigenous peoples, and evaluate involuntary resettlement options.

7. The facilities in the existing Madang Airport include the terminal building, terminal, hangers and offices operated by Air Niugini, Travel Air, PNG Air and Heli Niugini. The latter has a fleet of helicopters such as Russian built which provides services to the mining, petroleum and other business houses in Madang and the rest of Papua New Guinea. Madang Airport’s sewerage system is a standalone system (septic tanks) and is not connected to the main sewer line.

III. PROPOSED UPGRADE WORKS

8. The proposed airport redevelopment is designed to bring the facility to a level of development to fully meet international airport safety standards. The upgrading of Madang Airport is to facilitate a safety-compliant domestic airport suitable for F100 aircraft operations or equivalent. CADIP will be the implementation agency (IA) to manage and supervise the works and ensuring the works are in compliance to ADB Safeguards Policy (2009).

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9. Scopes of works are pavement strengthening of the existing runway, taxiway and apron; construction of lined drains and associated works. These includes the construction of a new airport terminal and a market with water tanks, public toilets and a security fence will be upgraded close to the terminal area.

A. Aircraft Pavements and Associated Airside Works

a) Repairs to existing Runway, Taxiway and Apron pavements;

b) Strengthen existing Runway including turning nodes each end;

c) Strengthen existing 3Nos.stub Taxiways and parallel Taxiway including fillets;

d) Strengthen existing main Apron;

e) Construct new Apron;

f) Construct new Taxiway;

g) Construct new full strength Shoulders 3.0m wide each side of existing Runway;

h) Construct new full strength Shoulders 5.0m wide each side of existing Taxiways;

i) Construct new full strength Shoulders 5.0m wide to main apron;

j) Supply and apply prime and three coat (10mm/7mm/Sand) bituminous seal surfacing all aircraft pavements including shoulders;

k) Construct new RC Concrete Pads (2Nos. 24m x 12m) on F100 aircraft parking bays;

l) Supply and place 100mm topsoil including grassing of all flank areas of Rwy, Twy and Apron; m) Supply and apply temporary and permanent aircraft pavement line markings;

n) Apply fuel resistant membrane ('MasterSeal II TM') on 2 x Dash 8 aircraft parking bays;

o) Widen Flight Strip to 150m wide; and

p) Improvements to existing drainage system on the airside including construction of new pipe drain and grated entry pits, and Open Unlined Drains;

B. Landside Works, Airfield Lighting and Electrical Works, and Associated Works

a) Upgrade airfield lighting including electrical reticulation, testing and commissioning;

b) Relocate and adjust existing PAPI Lighting system including concrete base footings, trenching, electrical reticulation, inspection pits, flight test and commissioning;

c) Design and construct new ARFF station including access road at northern side of Runway;

d) Supply and deliver to site 160Nos. Cone Markers (80 White, 40 Yellow & 40 Red & White);

e) Supply and deliver to site 4Nos. Unserviceability Crosses painted white;

f) Supply and install 2Nos. Wind Indicators

g) Construct 1No.Signal Circle;

h) Design and construct new terminal Building;

i) Provision of new Devan sewerage system;

j) Supply and installation of new Palisade Security Fencing;

k) Construction of new carpark and access road

l) Construct new Power House including electrical reticulation;

m) Supply and install 2Nos.150kVA Generator set including electrical reticulation;

n) Construct 1 x 3 Bedroom Timber Framed Standard H65 House on high post with storeroom underneath in NAC compound for NAC Safety Officer’s Residence;

o) Supply and deliver to site 1 x M95 Kubouta 4WD 80HP Diesel Tractor with Canopy and 1 x Heavy Duty 2.40m dia Superior LX240 Slasher complete with connections to link to Tractor including Trailer and Hay Bailer; and

p) Construct 1 x lockable 4 bay Shed for Tractor, Slasher, Trailer and Hay Bailer;

q) Construct new Airport Market with Security Fencing and gates including power supply, water tanks, and public toilet, carpark and security lights.

Note: Allowance is made for other miscellaneous works including General and Preliminary items.

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10. All these works will be on NAC land within Madang Airport boundary lines that is demarcated for aerodrome by provincial and national government. Refer to annex 1 for the copy of Schedule 1 stipulated in the Civil Aviation Act 2000, showing list of national airports, including Madang airport, that NAC owns and has the obligatory right to improve, develop, maintain operate or manage.

IV. DESCRIPTION OF AFFECTED ASSETS, CROPS/TREES AND PEOPLE.

a) Affected Assets

11. All proposed civil works for the Tranche 3 Madang Airport Pavement Strengthening and Associated Works are going to be implemented within State owned land. There will be no physical displacement of people or assets on the NAC property.

b) Crops and Trees

12. There is no impact on economical trees or food crops gardens within the perimeter of Madang Airport. The proposed land for development is vacant and on existing airport facilities.

c) Number of affected Persons (APs)

13. There is no person living within the Madang airport boundary. Therefore, there’ll be no physical displacement of people or assets on the property. The land is a state land belonging to NAC and will be used for civil works improvement projects.

d) Involuntary Resettlement (IR)

14. IR is not required since there will not be any APs; displacement of people, assets and economical / food crops within the airport zone according to ADB Safeguards Policy (2009).

e) Indigenous People (IP)

15. There will be no direct impact on IP as defined in the ADB’s Safeguard Policy Statement (2009). Generally the people in Madang are homogenous and belong to wider ethnic groups in Madang that do not distinguish as indigenous or vulnerable. The traditional villagers living nearby Madang airport do not distinguish themselves as unique or peculiar nor separate from the main stream society in terms of language, culture or tribal obligations but regarded as Madang people. They are involved in socio-economic activities like marketing of betel-nut and narcotics, cooked garden food, fried/dried/fresh fish sales. A handful of them are wage earners working in Government, Private and Public sector. They have access to basic health services and other public amenities within the town area.

V. MEASURES TO MINIMISE OR MITIGATE LAND ACQUISITION

16. In order to minimize and mitigate the need to acquire additional land and the impacts

this can have on the communities within the vicinity of the airport, the CADIP has adopted

various measures, including ensuring that the Madang Airport civil works conforms to these

in the following:

a) The engineering design has minimized the need to have additional land to meet basic engineering safety requirements.

b) The proposed associated works will be within the declared aerodrome boundary or legal easements belonging to NAC.

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c) The construction of the market is also within the NAC state owned land.

d) NAC shall liaise with the Madang Provincial Administration (MPA) to address land acquisition matters (if applicable) in timely manner. MPA Division of Lands and Physical Planning (PLPP) in an agency in provincial government department that deals with any land issues and matters relating to land within the Province.

VI. CONSULTATION, DISCLOSURE AND GRIEVANCE REDRESS

17. Consultation was done with two groups of people. The first consultation was between NAC, MPA and other relevant authorities. The second consultations activities were between NAC, MPA and the local communities living nearby the Madang airport, refer to table 1 below and photos of meetings in annex 2. The EA have consulted all parties from GoPNG, NAC, ADB, MPA and the nearby communities and in strong confidence of their support and the amount of information that is going out to the stakeholder/communities well in advance prior to the implementation of CADIP tranches.

Tranche 3

Airport

Project

No. of

Stakeholders

consultation

No. of

Consultation

with nearby

communities

Period of which

consultation

takes place

Remarks

Madang 6 – 7 3 2010 – 2015 Refer annex 2 for pictures

Ta le 1: Nu er of stakeholders’ a d o u ities’ consultation between 2010 and 2015.

18. Main project related concerns raised during the consultations were (i) subcontracting opportunities between landowners and the main contactor (ii) providing semi-skilled to skilled personnel from the locals to the contractor (iii) first preference for employment opportunities under the project (iv) environmental impact must be implemented properly with due diligence and adherence (v) in light of anticipated compensation issues, rather, provision of sustainable community development incentives rather than cash compensation such as bore water, mini aid post at Biliau, Ulufun Island, Jetty construction for nearby Balam community accessibility to town via boat. Priority will be given to employing surrounding communities and locals including women, where feasible, during construction. 19. Civil Society Organization (CSO) and Non-Government Organization (NGO) will be engaged by NAC and the contractor to carry out awareness on HIV/AIDs and sexually transmitted diseases during construction. They will also be involved in awareness for communicable diseases to the surrounding town communities. NAC will also continue existing collaboration with CSO, NGOs to talk to mothers in regards to the utilization of the mini market to be established and NAC and CSOs will carry out awareness to the general public on Airport Safety Regulations.

A. Consultations with Affected Communities

20. On site investigation revealed that there are no anticipated, or perceived problems for the nearby communities. The Pavement Strengthening and Associated Works will concentrate in the existing airport facility only. There will be no direct impact on individual or community outside the airport corridor, thus no consultation directly with AP. CADIP and NAC will facilitate consultation to disseminate or doing awareness campaigns on regular routine on airport safety regulations. CADIP will also work closely with the MP Authorities

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and NGO’s and facilitate awareness on road safety, HIV/AIDS and other communicable diseases, provide mothers on the airport market rules and regulations. CADIP will also make available pamphlets and brochures to communities on airport safety regulations.

B. Disclosure

21. In compliance with ADB requirements, CADIP will publicly disclose the DDR and other safeguards documents for CADIP tranche 3 projects on ADB website for public viewing Also CADIP will made available airport safety documents in English, the official government language in Papua New Guinea, in a readily accessible location within the airport area. A summary brochure will also be prepared in Tok Pisin for distribution in the airport area.

22. Where indigenous people or a linguistic group requires translation assistance, CADIP will ensure that a translator made available, and/or translation of information materials are made available. This will be done in a manner to ensure full consultation with and information disclosure to communities regarding the policies and procedures of the NAC.

C. Grievance Redress

23. There is no displaced person for the Madang pavement upgrading works; hence it is not expected for major grievances to be brought forward, particularly on land acquisition matters. However, a grievance redress mechanism is in place for this Program, should the need arise.

24. CADIP with the support from the Madang Provincial Administration (MPA) will establish a Grievance Redress Committee (GRC) comprise of CADIP, MPA, Madang Town Authority (MTA), NAC, NGO and if need be a reputable community representative from the surrounding community. The grievance committee will ensure gender equality and appoint a women representative.

25. In Papua New Guinea, the Land Disputes Settlement Act (LDSA) establishes procedures that have, as a first step, a mediation process whereby a designated mediator meets with the disputing parties to resolve grievances. CADIP will adopt this mediation process. This grievance redress process will be established involving the Provincial Administration and its’ relevant personnel including appropriate local leaders or chiefs, community leaders as Community Liaison representatives (CLR). This person will be the first step for parties to clarify and mediate potential issues.

26. Issues brought to the CLR will be resolved within a timely manner. The mediator must meet with the disputing parties to resolve grievances between 2 -14 days and grievance will be brought to the attention of the GRC. The response will be in writing or through the CLR as feedback to be communicated back to the grieving parties.

VII. MONITORING AND EVALUATION

27. The internal monitoring mechanism of the NAC will monitor any unanticipated social and environmental impacts during implementation and prepare for corrective action where required. Regular project monitoring and evaluation will be done by CADIP during preparation, implementation and project completion. CADIP will prepare and submit a six monthly safeguards monitoring and evaluation report to ADB and NAC.

VIII. OVERALL FINDINGS

28. This sub-project will not cause any physical and economic displacements. All works will be undertaken within state land on existing airport facility. An RP is therefore not

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required for this project. During the fieldwork initial consultations and initial interviews with MPA, NAC, Madang Town Authorities confirms that there are no properties (assets) and people located on within existing airport boundary. An Indigenous Peoples Plan is also not required for this sub-project.

29. However, if there will be any persons to be physically and/or economically displaced following detailed engineering design then a Resettlement Plan will be prepared. The scope of impacts and compensation and entitlement requirements will be assessed and consultation with affected persons will be undertaken. CADIP shall adopt the principle that all compensation for affected assets will be paid at replacement cost based on current market prices. The office of the Valuer General will verify and approve (i) all compensation rates whether established through negotiation or according to GoPNG schedules and, (ii) the total amount of compensation to be paid.

30. Where indigenous people or a linguistic group requires translation assistance, CADIP will ensure that a translator is provided to ensure the particular group has full understanding of the safeguards requirements of the project and any pertinent issues such as NAC safety standards.

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ANNEX 1: SCHEDULE 1, CIVIL AVIATION ACT 2000, NATIONAL AERODROMES.

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ANNEX 2: COMMUNITY AND STAKEHOLDER CONSULTATION.

Photo A: Tranche 3 project focus group discussion for local woman, Biliau & Ulufun

Village, Madang, Madang Province. Notice youth participation during project

discussion, 2015.

Photo B: open dialogue with Biliau & Ulufun village community, Madang, 2015.

B.

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Photo C: Mr. Isaac Nicholas, Madang Airport Manager (standing) chairing the

meeting at Ulafun and Biliau Village, Madang, 2015.

Photo D: (top and bottom): Tranche 3 project awareness & open group discussions

with village leaders (seated) and other community members, Ulafun Village,

Madang, 2015.

D.

5. Mendi Airport Due Diligence Report

I. OUTLINE FOR MENDI AIRPORT DUE DILIGENCE REPORT

1. The is a Due Diligent Report (DDR) that reviews the Pavement Upgrading and Strengthening & Associated Works, Construct New Terminal Building, Tractor shed, Car park, Electrical works and Associated Works proposed for the Mendi Airport in the Southern Highlands Province (SHP). It presents social safeguard aspects and social impacts assessment of the proposed works and mitigation measures.


2. Mendi Airport is located at an elevation of 5 495 ft. (1 675m) above sea level at 06o 08’ 51.86” S and 143o 39’25.79”E close to Mendi River. It is located alongside the Mendi town with surrounding shopping centre, banks, bus stop, main market, Provincial Government & Administration offices, post office, business houses, hotels and guest houses. 3. The Airport land is flat with gentle <2% slope running the length of runway from north to south. Limestone peaks to the West and Mount Giluwe to the East flank the airport. 4. Open unlined drains (OUD) runs parallel to the main runway on both sides outside of the 30m flight strip. About 10 meters offset from the end of runway 35, a drain runs through towards one side of the fence. Most of the area is vegetated with turf grass. Mendi Airport’s facilities sewerage system connects to the main sewer line. 5. The airport existing bitumen runway is 1,344 m long asphalt surface and is aligned at a north – south fronting. The airport land is on reworked volcanic slope with well drained soils. All of the aerodrome area is bound by airport hangers, residential and office buildings. Nearly all of the unpaved airport land is covered with turf grass. 6. The airport boundary is fenced with picket fence materials. The proposed fencing project is to replace the existing picket fence with Palisade fence following the current aerodrome boundary. 7. Existing facilities inside Mendi Airport include the terminal building owned and operated by Air Niugini, Southwest Air with their hanger, Medical Supply distributor storehouse, airport guesthouse, a hardware shop and NAC Safety Officers house. There is a main runway, two taxiways and an apron. Southwest fuel depot and office is next to the Air Niugini Terminal. 8. Southern Highlands has a very cool temperatures ranging from 7-24 °C with high-altitude areas regularly experiencing crop-damaging frosts just as it occurred recently on July 2015 around some part of SHP. Climate change phenomena has altered the temperature lately to a recorded average of 23.18oC (daytime) and 12.43oC (night time). Average annual precipitation is 2,894 mm (113.95 inches) which is high. Least wet months as May to July, associated with the south-east monsoon, although heavy tropical rains can occur throughout the year. 9. Mendi town is the centre of predominantly coffee industry and vegetables produce making most of the income for the locals. Most small holder coffee producers sell to coffee buyers along the road side and also at Coffee Factory Depots (CFD). Pyrethrum industry has been promising but the viability of export market has not given the opportunity for local market exposure.

10. Mendi has a population of about 56,000 people (estimated in 2013). Population density is 21.3 persons/km2. About 51% of the populations are male and 49% female. 11. The Highlands Highway passes through the town and is used by trucks and Public Motor Vehicles (PMV). Besides that, it serves the general travelling public who often crowed the streets and shops. Mendi has the Huli and Duna Wigmen with their famous traditional dress which attracts overseas tourists. Locals have ventured into operating lodging and accommodation business. Fast food, public vendor and garden produce marking are the main source of household revenue. Rising of pig is essential form of protein and monetary value in terms of bride price payment and compensation. 12. Education institutions like Mendi School of Nursing, Mendi Secondary and others are located within the township. SHP has a team participating in the annual PNGs National Rugby League Digicel Cup completion. Their Provincial pride rugby league team, Mendi

Muruks, occasionally hosts intercity rugby league challenges in Mendi. The rugby teams from other centres are travelling into the province to compete for the prestigious Digicel Cup. 13. Most people living in Mendi Township and airport area work at the business houses and government offices and therefore there is substantial movement of cash around the township. The airport is a conduit for air travel to Port Moresby. 14. A combination of approaches was employed to gather and compile information to deal project preparatory safeguards due diligence work, assess impacts on indigenous peoples, and evaluate involuntary resettlement options.


15. The proposed airport pavements strengthening and associated works is designed to bring the facility to a level of development to fully meet airport safety standards. 16. The upgrading of Mendi Airport is to facilitate a safety-compliant regional international airport suitable for QF400 series aircraft operations or equivalent.

Scope of works for the aircraft pavement and associated airside works includes the following;

(i) repairs existing runway, taxiway and apron pavements;

(ii) strengthen existing runway (1340m long x 30m wide);

(iii) strengthen existing taxiway a & b including fillets;

(iv) strengthen existing apron (223m x 48m);

(v) runway extension by 100m to give 1440m full runway length;

(vi) construct new half strength shoulders 1.5m wide on each side existing runway;

(vii) construct new half strength shoulders 5.0m on each side of taxiway a & b including

fillets;

(viii) construct new half strength apron shoulders 3.0m wide;

(ix) supply and apply prime and three coat (10mm/7mm/sand) bituminous seal surfacing;

(x) construct new stopway (60m long x 30m wide) at both ends of runway;

(xi) construct new resa (90m long x 90m wide) at both ends of runway;

(xii) supply and place 100mm topsoil including grassing all flank areas of runway, taxi way

a & b, apron;

(xiii) supply and apply aircraft fuel resistant membrane on 2nos.aircraft parking bays;

(xiv) supply and apply temporary and permanent aircraft pavement line markings;

(xv) improvements to airfield drainage systems including construction of outline; underline

drain on either side of runway strip and reconstruction of pipe culverts and headwalls;

and

(xvi) these activities have been abbreviated and the detailed scope of works will need to be

referred to for verification.

The landside works, airfield lighting and electrical works, and associated works include the following;

Design and Construct New Terminal Building

(i) construct 1 x 3-bedroom timber framed standard h65 house on high post with

storeroom underneath in NAC compound for NAC safety officer’s residence;

(ii) construct new lockable 3 bay shed for tractor, slasher, trailer and hay bailer;

(iii) supply and deliver to site 1 x m95 kubota 4wd 80hp diesel tractor with canopy and 1 x

heavy duty 2.40m dia superior lx240 slasher complete with connections to link to

tractor including trailer and hay bailer;

(iv) supply, deliver, install and commission a new petro cube 6300l diesel fuel tank

including accessories;

(v) construct new generator shed;

(vi) supply and install new 40kva genset including electrical reticulation;

(vii) supply and deliver to site 90no. cone markers (40 white, 30 yellow & 20 red & white);

(viii) supply and deliver to site 4nos.unserviceability crosses painted white;

(ix) supply, deliver and install 2nos.new wind indicators;

(x) construct new 1no. signal circle;

(xi) construct new airport market with security fencing and gates including power supply,

water tanks, and public toilet, car park and security lights;

Note: allowance is also made for other miscellaneous works including general and preliminary

items.

IV. DESCRIPTION OF AFFECTED ASSETS, CROPS/TREES AND PEOPLE.

a) Affected Assets

17. All proposed civil works for the project will be implemented within the existing Mendi airport on state (alienated) land. The land belongs to NAC and within NAC land boundary; there are no people, private properties, economic or food crops or any tree plants that has economic value are located within the airport.

b) Number of Affected Persons (APs)

18. There is no displacement of assets or people as the land belongs to NAC and it is vacant. The majority of people around Mendi belong to tribal groups and most live on their traditional lands outside the NAC boundary.

c) Involuntary Resettlement (IR)

19. IR is not required since there will not be any affected person(s); displacement of people, assets and economical / food crops within the airport zone according to ADB Safeguards Policy (2009).

d) Indigenous People (IP)

20. There will be no direct impact on the Indigenous People (IP) as defined by the ADB’s Safeguard Policy Statement (2009). Generally, the people in Mendi are fairly homogenous in terms of ethnic composition. While there are tribes/clans in the surrounding area (i) they are the dominant population in the local areas; (ii) their institutions are not separate from mainstream society and (iii) they are not vulnerable. The areas surrounding the project area is well developed with buildings and roads. Majority of the people near the project are involve in socio-economic activities like marketing of betel-nut and narcotics, cooked garden food, fresh vegetables, baked breads or scones. A handful of them are wage earners working in Government, Private and Public sector. They have access to basic health services and other public amenities within the town area.

e) Crops and Trees

21. No economical crops or trees will be affected. Otherwise all around is fairly grown with grass. Gardens (Sweet Potato and Corn) for the locals are scattered and are at least 5 – 6 meters away from the airport boundary fence line. The gardens won’t be affected.

V. MEASURES TO MINIMIZE AND MITIGATE LAND ACQUISITION

22. All scope of works shall be undertaken on NAC land and therefore there is no land acquisition/Resettlement is required. Refer to annex 1 for the copy of Schedule 1 stipulated in the Civil Aviation Act 2000, showing list of national airports, including Mendi airport that NAC owns and has the obligatory right to improve, develop, maintain operate or manage. 23. To alleviate and mitigate the land acquisition and associated impact to communities, CADIP has adopted various measures; including ensuring that the Mendi airport civil works conforms to these in the following:

a) The engineering design has minimized the need to have additional land to meet basic engineering safety requirements. The design ensures that the project is within scope and within the NAC aerodrome land.

b) Fencing will follow the declared aerodrome boundary basically replacing or aligning the existing fence line.

c) Upgrading of the market will also be done within the NAC land.

d) NAC shall liaise with the SHP Administration and PLO to address project related grievances and land matters. NAC will pursue the matter independently as part of its operational matter and not letting it become an impediment to the airport upgrade.


24. Consultation was done with two groups of people. The first consultation was between NAC, SHPA and other relevant authorities. The second consultation activities were between NAC, and the local communities living nearby the Mendi airport refer to table 1 below and photos of meetings in annex 2. The EA have consulted all parties from GoPNG, NAC, ADB, SHPA and the nearby communities and in strong confidence of their support and the amount of information that is going out to the stakeholder/communities well in advance prior to the implementation of CADIP tranches.

Tranche 3 Airport Project

No. stakeholders’ consultation

Date(s) for stakeholders consultation

No. of consultation with nearby communities

Date(s) for communities consultation

Remarks

Mendi 1 8/11/2015 1 9/11/2015 Refer annex 2 for pictures

Table 1: Number of stakeholders’ and communities’ consultation, 2015. 25. Main project related concerns raised by the nearby communities is for spin off benefits such as (i) employment opportunities under the project, (ii) supplying of vegetables to contractors’ camp site kitchen, and (iii) providing catering and cleaning service for the contractor. Priority will be given to employing surrounding communities and locals including women where feasible during construction. 21. Civil Society Organization (CSO) and Non-Government Organization (NGO) will be engaged by NAC and the contractor to carry out awareness on HIV/AIDs and sexually transmitted diseases during construction. They will also be involved in awareness for communicable diseases to the surrounding town communities. NAC will also continue existing collaboration with CSO, NGOs to talk to mothers in regards to the utilization of the mini market to be established and NAC and CSOs will carry out awareness to the general public on Airport Safety Regulations.


27. On site investigation revealed that the project will have no anticipated or perceived problems for the nearby communities.

B. Disclosure

28. In compliance with ADB requirements, CADIP will disclose the DDR after seeking approval from ADB. DDR and/or other information booklets will be made available in English, the official government language in Papua New Guinea, in a readily accessible location within the airport area. A summary brochure will also be prepared in Tok Pisin for distribution in the airport area.

29. Where indigenous people or a linguistic group requires translation assistance, CADIP will ensure that a translator is provided, and translation of Project information through community awareness programs in relation to gender, HIV/AIDS & STDs, social-environmental safeguards and so on will be available.


30. Given that there are no APs and assets to be affected; no IR, no land acquisition, it is not expected for major grievances, particularly on land acquisition matters. However, there will be a grievance redress mechanism for this program to be established. CADIP with support from the SHPA will establish a Grievance Redress Committee (GRC) that will facilitate and handle all grievances that will pop up (if any) during the project preparation, implementation and completion. The grievance committee will ensure gender equality and allow for women representative as well.

31. All grievances that could not be redressed by CLO and CADIP will go through the GRC and response will be given within 14 days after receiving the grievance. The response shall be in writing communicated through the CLO. EA will ensure all grievances are recorded and captured in monthly, quarterly and annual reports that will be submitted to ADB and NAC.

32. In Papua New Guinea, the Land Disputes Settlement Act establishes procedures that have, as a first step, a mediation process whereby a designated mediator (e.g. CLO) meets with the disputing parties to resolve grievances. CADIP will adopt this mediation process. This grievance redress process will be established involving the Provincial Administration comprising its’ relevant personnel including appropriate local leaders or chiefs, community leaders as Community Liaison Representatives (CLR). This process will be the first step for parties to clarify and mediate potential project related issues.

33. Issues brought to the designated officer (in PIU or the CLR) will be resolved within a timely manner with the closer liaison of the mediator in this case will be an appointed personnel of Sandaun Provincial Administration whom must meet with the disputing parties to resolve grievances between 2 – 14 days.

VI. MONITORING AND EVALUATION

34. The internal monitoring mechanism of the NAC will monitor any unanticipated social safeguards impacts during implementation and propose for corrective actions where necessary. The CADIP will monitor and measure the progress of implementation of environment and social safeguards and provide periodic monitoring and evaluation reports to ADB. CADIP will submit semi-annual safeguards monitoring reports and will document monitoring results, identify necessary corrective actions and reflect them in the corrective action plans to be implemented thus in compliance with ADB SPS (2009).

VII. OVERALL FINDINGS

35. This sub-project will not cause any physical and economic displacements and all works will be undertaken within government-owned lands. A Resettlement Plan is therefore not required. During the fieldwork consultations for the project, initial interviews with members of the Provincial Administration and nearby traditional landowner groups confirmed that no properties/crops will be affected so no compensation is applicable. This sub-project will also not require an Indigenous Peoples Plan.

36. However, if there will be any persons to be physically and/or economically displaced following detailed engineering design then a Resettlement Plan will be prepared. The scope

of impacts and compensation and entitlement requirements will be assessed and consultation with affected persons will be undertaken. CADIP shall adopt the principle that all compensation for affected assets will be paid at replacement cost based on current market prices. The office of the Valuer General will verify and approve (i) all compensation rates whether established through negotiation or according to GoPNG schedules and, (ii) the total amount of compensation to be paid.

37. Where indigenous people or a linguistic group requires translation assistance, CADIP will ensure that a translator is provided to ensure the particular group has full understanding of safeguards requirements of the project and other pertinent issues such as NAC safety standards.



Photo A: Tranche 3 Focus group consultation with youths at North

Kagua, Mendi Town, Southern Highlands Province, 2015.

Photo B: Notice a local woman group representative participating in the

discussions and decision making, 2015.

Photo C: Interviewing nearby airport market vendors, North Kagua, Mendi,

Southern Highlands Province

D.

C.

Photo D: Consultative Meeting with Representative of Southern Highlands

Provincial Administration. Barksy (Project Officer, CADIP, NAC) Discussing

with Mr Ambe Keleli D/Pa– Corporate Services – Southern Highlands

Provincial Administration (SHPA)

6. Momote Airport Due Diligence Report.

I. OUTLINE FOR MOMOTE AIRPORT DUE DILIGENCE REPORT

1. This is a Due Diligent Report (DDR) that reviews the Runway Extension, Pavement Upgrading, New Terminal Building & Associated Works proposed for the Momote Airport in Manus Province. It presents social safeguard aspects and social impacts assessment of the proposed works and mitigation measures at Momote airport.


2. Manus Province comprises approximately 2000 km2 islands to the far north of Papua New Guinea (PNG). It is the smallest province in the country, both in land area and population. Manus Island is the largest island in the province and is dominated by hills and the mountain peaks of Mt. Dremsel, Mt. Tapalow and Mt. Chayer. The coastal areas include limestone plains, swamps, and flood plains. 3. There is a causeway between Los Negros and Manus Island that connects the provincial airport at Momote to Lorengau. Rambutyo, Lou and Baluan islands southeast of Manus Is. have mountainous interiors surrounded by narrow limestone plains. Most of the remaining islands in the province are small raised coral limestone plains located close to Manus Is. Four groups of islands, however, are distant from Manus Is. The Aua-Wuvulu Islands are 400 km to the west, the Ninigo Group is 280 km to the west, the Hermit Islands are 170 km to the west, and the Kaniet Islands are 200 km to the northwest of Manus Island. 4. Manus Province is also unique in that it has only one district which is Manus. There are twelve local Level governments (LLG) which oversees 127 wards. The Momote airport is one of the main wartime airports that were used by the Americans during the Second World War (WW2). The Momote airport is located within the Los Negros Rural LLG. 5. A combination of approaches were employed to gather and compile information specifically to deal with the DDR as stated above and more generally to conduct project preparatory safeguards due diligence work, assess impacts on indigenous peoples, and evaluate involuntary resettlement options.

6. The runway has an asphalt surface measuring 1870-metre-long by 45 metre wide and a taxiway leading into the apron and the terminal area. 7. Momote Airport is situated at S 020 03’43.45” and E 1470 25’27.90” at an elevation of 4 metres ASL. It is located on flat plain with both ends of the runway ending near seaward. The substrate of the island is either directly volcanic or from uplifted coral limestone. The runway is built on a coronus material. Unpaved areas are covered with grass and scattered shrubs along the proposed fence line and wild pandanus species, and terrestrial mangrove species outside of the proposed fence line.

8. Adjacent to the terminal is the National Weather Service facilities and an abandoned shell depot that was used as aviation fuel service. The airport market is about 100 metres north-east from the terminal and Carpark area. The market is entirely dependent on the flights coming in and going out of Momote airport. NAC compound is located about 500 metres south-west opposite the terminal area. The nearest settlement is about a kilometer

from the airport. Momote Airport’s sewerage system is a standalone system (septic tanks) and is not connected to the main sewer line. Water supply through the terminal facilities is only through tanks (collected rainwater). 9. Manus Township is called Lorengau which is approximately 20 kilometres from Momote airport. People travel between the town and the airport mainly through a sealed Momote-Lorengau Highway. People living around the nearby islands travel by boat. Average annual rainfall is 3,382 mm (133 in) and is somewhat seasonal, with June–August being the wettest months.


10. The proposed airport redevelopment is designed to bring the facility to a level of development to fully meet international airport safety standards. The upgrading of Momote Airport is to facilitate a safety-compliant regional international airport suitable for F100 aircraft operations or equivalent. 11. Scope of works will mainly be the Supply and Installation of Hot Dip Galvanized Steel Palisade Fencing, Gates and accessories including associated earthworks and drainage works. In addition, a market with water tanks, public toilets and a security fence will be upgraded close to the terminal area.

IV. DESCRIPTION OF AFFECTED ASSETS, CROP/TREES AND PEOPLE

A. Affected Assets

12. All proposed civil works for the Project 2 Momote airport Fencing Project are within State owned land. There will be no affected assets or demolition of permanent residential structures or any displaced person or assets as stated in ADB’s Safeguard Policy Statement (2009).

B. Crops and Trees

13. There is no economical crop or useable trees within the Momote Airport land. The proposed land to be developed for runway extension is covered with grassland; and for the new terminal area is scattered shrubs and terrestrial mangrove trees which are of no use to people who already has trees in their own traditional land outside Momote airport boundary.

C. Number of APs

14. The project will concentrate within the Momote Airport boundary. Therefore, there is no AP to be accounted for in this project development.

D. Involuntary Resettlement (IR)

15. IR is not required since there will not be any affected person(s); displacement of people, assets and economical / food crops within the airport zone according to ADB’s Safeguard Policy Statement (2009).

E. Indigenous People (IP)

16. There is no direct impact on Indigenous People (IP) as defined in the ADB’s Safeguard Policy Statement (2009) hence there is no need for Indigenous People’s Plan (IPP). Generally, the people around Momote Airport are homogenous and belong to wider ethnic groups in Manus that do not distinguish them as indigenous. The traditional villagers living outside the Momote Airport do not distinguish themselves as unique or peculiar nor separate from the main stream society in terms of language, culture or tribal obligations. They are regarded as Manus people and associated themselves to all other Manus Islanders without any distinct difference. This project will not directly affect them.

V. MEASURES TO MINIMISE OR MITIGATE LAND AQUISIITON

17. All scope of works shall be undertaken on aerodrome or State land and therefore there is no acquisition of land. Refer to annex 1 for the copy of Schedule 1 stipulated in the Civil Aviation Act 2000, showing list of national airports, including Momote airport, that NAC owns and has the obligatory right to improve, develop, maintain operate or manage. 18. In order to minimize and mitigate the need to acquire additional land and the impacts this can have on the communities within the vicinity of the airport, the CADIP has adopted various measures, including ensuring that the Momote Airport civil works conforms to these in the following:

a) The engineering design has minimized the need to have additional land to meet basic engineering safety requirements;

b) Fencing will follow the declared aerodrome boundary basically replacing or aligning the existing fence line.

c) Upgrading of the market is done within the NAC state owned land. d) NAC shall Liaise with the Provincial Administration to address land acquisition matters

(if applicable) in timely manner.


19. Consultation was done with two groups of people. The first consultation was between NAC, MPA and other relevant authorities. The second consultation activities were between NAC, and the local communities living nearby the Mt Hagen airport refer to table 1 below and photos of meetings in annex 2. The EA have consulted all parties from GoPNG, NAC, ADB, MPA and the nearby communities and in strong confidence of their support and the amount of information that is disseminated to the stakeholder/communities, well in advance prior to the implementation of CADIP tranches.

Tranche 3 Airport

Project

No.

stakeholders’ consultation

No. of consultation

with nearby

communities

Date(s) of

consultation

Remarks

Momote 4- 5 2 2013 - 2015 Refer annex 2 for pictures


20. Main project related concerns raised by the nearby communities is for spin off benefits such as(i) first preference for employment opportunities under the project, (ii) subcontracting with the main contractor, (iii) local woman group participation, and (iii) contractor to extract

gravel from their gravel site. Priority will be given to employing surrounding communities and locals including women where feasible during construction. 21. Civil Society Organization (CSO) and Non-Government Organization (NGO) will be engaged by NAC and the contractor to carry out awareness on HIV/AIDs and sexually transmitted diseases during construction. They will also be involved in awareness for communicable diseases to the surrounding town communities. NAC will also continue existing collaboration with CSO, NGOs to talk to mothers in regards to the utilization of the mini market to be established and NAC and CSOs will carry out awareness to the general public on Airport Safety Regulations.

a. Consultations with Affected Communities

21. On site investigation revealed that there is no anticipated or perceived problem for the communities with the installation of Momote airport security fence & associated Works. Since there is no displacement of people, the consultation was minimal and through Manus Provincial Administration and Town Authorities. CADIP will also make consultation with the communities living outside the Momote Airport through their local representatives to provide labour hire and also to inform the communities on increase in traffic when implementation works began.

b. Disclosure

22. To comply with ADB requirements, CADIP will publicly disclose the Due Diligence report following NAC and ADB approval. DDR and/or other information booklets will be made available in English, the official government language in Papua New Guinea, in a readily accessible location within the airport area. A summary brochure will also be prepared in Tok Pisin for distribution in the airport area. 23. Where indigenous people or a linguistic group requires translation assistance, CADIP will ensure that a translator is provided, and translations of information materials are made available. This will be done in a manner to ensure full consultation with information disclosure to APs and communities on the policies and procedures of the NAC.

c. Grievance Redress

24. There is no displaced person for the Manus pavement upgrading works; hence it is not expected for major grievances to be brought forward, particularly on land acquisition matters. However, a grievance redress mechanism is in place for this Program, should the need arise. 25. CADIP with the support from the Manus Provincial Administration (MPA) will establish a Grievance Redress Committee (GRC) comprise of CADIP, MPA, Manus Town Authority (MTA), NAC, NGO and if need be a reputable community representative from the surrounding community. The grievance committee will ensure gender equality and allow for women representative. 26. In Papua New Guinea, the Land Disputes Settlement Act (LDSA) establishes procedures that have, as a first step, a mediation process whereby a designated mediator meets with the disputing parties to resolve grievances. CADIP will adopt this mediation process. This grievance redress process will be established involving the Provincial Administration and its’ relevant personnel including appropriate local leaders or chiefs, community leaders as Community

Liaison representatives (CLR). This person will be the first step for parties to clarify and mediate potential issues. 27. Issues brought to the designated mediator (CLR in this case) will be resolved within a timely manner. The mediator must meet with the disputing parties to resolve grievances between 2-14 days. Response will be in writing or through the CLR as feedback to be communicated back to the grieving parties.


28. The internal monitoring mechanism of the NAC will monitor any unanticipated social safeguards impacts during implementation; and propose for corrective actions where necessary. The CADIP will monitor and measure the progress of implementation of environment and social safeguards and provide periodic monitoring and evaluation reports to ADB. CADIP will submit semi-annual safeguards monitoring reports and will document monitoring results, identify necessary corrective actions and reflect them in the corrective action plans to be implemented thus in compliance with ADB SPS (2009).


29. This sub-project will not cause any physical and economic displacements and all works will be undertaken within government-owned lands. A RP is therefore not required for this project. During the fieldwork consultations for Momote Airport, initial interviews with members of the Provincial Administration confirmed no asset, properties, crops, trees or people will be affected so no compensation is applicable. This sub-project will also not require an Indigenous Peoples Plan. 30. If there will be any persons to be physically and/or economically displaced following detailed engineering design, then a Resettlement Plan will be prepared. The scope of impacts and compensation and entitlement requirements will be assessed and consultation with affected persons will be undertaken. The CADIP adopts the principle that all compensation for affected assets will be paid at replacement cost based on current market prices. The office of the Valuer General will verify and approve (i) all compensation rates whether established through negotiation or according to GoPNG schedules and, for Momote Airport, (ii) the total amount of compensation to be paid. 31. Where indigenous people or a linguistic group requires translation assistance, CADIP will ensure that a translator is provided to ensure the particular group has full understanding of safeguards requirements of the project and other pertinent issues such as NAC safety standards.

APPENDIX 1: SCHEDULE 1, CIVIL AVIATION ACT 2000, NATIONAL AERODROMES

APPENDIX 2: COMMUNITY AND STAKEHOLDER CONSULTATION.

Photo A

A.

Photo A & B: Tranche 3 Project awareness and meeting with the community

leaders of communities surrounding Momote airport, Manus, Manus

Province.

C.

Photo C: Notice a local woman groups representative (in dark blue shirt and

black hat sitting far back) participating in the discussions and decision

making, 2015.

Photo D: Tranche 3 Project meeting and discussion with the Mr. Andrew

Posong, Provincial Administrator, Manus, Manus Provincial Government

(MPG), 2015

7. Mt. Hagen Due Diligence Report.

I. OUTLINE OF THE DUE DILIGENCE REPORT

1. This is a Due Diligent Report (DDR) that reviews the Runway Extension, Pavement Upgrading, & Associated Works proposed for the Kakamuga Airport at Mt. Hagen in the Western Highlands Province (WHP). It presents social safeguard aspects/social impacts assessment of the proposed works and mitigation measures.


2. WHP covers an area of 8,500 km², and has a population of 440,025 inhabitants according to National Census (2,000). Mt. Hagen is the main commercial centre for WHP. It is amongst the densely populated provinces in PNG. Tea and coffee are grown in WHP. Mount Wilhelm, the tallest mountain in Papua New Guinea, is on the border of the Western Highlands. The fertile Waghi Valley is in the Western Highlands Province. 3. Mt Hagen airport is located at 05°49 36.44 S 144°17 45.10 E, approximately 1,600 meters above sea level in the Waghi Valley. It is one of the largest airports in the country. It is 13 kilometers northeast of the township of Mt. Hagen. The airport is situated within the boundaries of two catchments with the Rau Creek flowing into the Waghi River approximately 2 kilometres southeast from the facility. The general topography of the area is flat to gently sloping with much defined natural water channels. Much of the area used to be swamp lands before filling works were undertaken for the airport construction. 4. The Kakamuga Airport is the second largest airport in PNG and is a significant hub for operations to the other provinces and provides limited international services for the highlands region. The proposed airport redevelopment is designed to bring the facility to a level of development to fully meet international airport safety standards and provide the runway and apron capability to accept unrestricted operations of Fokker 100 aircrafts. 5. The airport generally drains to the east to southeast via open grassland channels parallel to the runways. Runoff from the facility mainly goes to the Ramba Ora Creek which is a tributary of the Rau Creek on the northern side and unnamed tributary of the Kamininga Creek on the southern side. Mt. Hagen Airport’s sewerage system is a standalone system (septic tanks) and is not connected to the main sewer line. 6. The proposed project area lies on volcanic material dominated by volcanic breccia, agglomerate and tuff of varying age and structure. In between these volcanic derived ridges and slopes are recently deposited gravels and silts in narrow river valleys 7. Subsistence agriculture dominates the Highlands’ regional economy. In the Province almost all of the area below the effective upper limit of cultivation 2,400masl) is a mosaic of gardens, crops (especially cold European vegetables, Coffee, tea and Pyrethrum), grasslands and shrub-lands, groves of useful hardwood timber trees (especially Casuarina and Eucalyptus species) and patches of re-growth forest. Cash crops, mainly English/Irish Potatoes and Pyrethrum, are also grown in commercial amounts. 8. At lower elevations subsistence agriculture is based on high-intensity cultivation of sweet potato, although there are many areas of moderate-intensity cultivation. Gardens are generally planted on a continuous basis using compost and mounding to maintain productivity. English Potato is an important supplementary food crop. Sweet corn and taro is also cropped. Drainage, composting and mounding maintain the productivity of the land; and gardens are often left fallow for several years after the yields reduce

9. The nearby forests provide timber, vines and bamboo for the local population to construct dwellings and for craft work. Pandanus species in the higher areas yield crops of nuts each year. Coffee plantations are present near the periphery of the existing airport. 10. Regarding diseases, HIV/AIDs and related diseases are higher in Western Highlands, West Sepik, Western, and Morobe Provinces and the NCD; areas where population concentration and pressures on the natural environment are highest.


11. Mt Hagen Airport is a significant domestic and international hub for connections to other five highlands provinces and internationally through the re-introduction of international flights to Australia. The airport will be a potential port for transition and handling of goods, services and tourism. The proposed airport redevelopment is designed to bring the facility to a level of development to fully meet international airport safety standards. 12. Main scope of works will mainly include strengthening of the existing pavements and widening of the runway strip from 90m to 150m that is sufficient for F100 aircraft operations or equivalent aircraft. Runway works will also include the construction of a new 60m stopway at the eastern end as well as a 90m x 90m Restricted Easement Safety Area (RESA) at both runway ends.

Scope of works for the Aircraft Pavement and Associated Airside works includes the following; i. Repairs to existing aircraft pavement (Runway, Taxiway & Apron); ii. Strengthen existing Runway (2100m X 30m) including turning nodes at each end; iii. Strengthen existing Apron, iv. Strengthen existing 3 x Stub Taxiways and 1 x Parallel Taxiway; v. Construct 3.0m wide full strength Shoulders to existing Runway both sides and to Turning

Nodes both ends; vi. Reconstruct RESAs each end to match raised Runway and Stopway surfaces; vii. Construct 5.0m wide shoulders to Apron, Parallel Taxiway and 3No. Stub Taxiways; viii. Construct Ramp at intersection of main Runway and Cross-wind Runway; ix. Bituminous surfacing to new and strengthened pavements. Prime and 3 x coat (10mm/7mm

and sand) hot bitumen seal; x. Widen Runway Strip to 150m wide; xi. Supply and place 100mm topsoil including grassing of all flank areas; xii. Construct 2 x concrete wheel pads for F100 aircraft parking bays; xiii. Construct 3 x concrete parking pads (24m X 16m x 0.3m) for 1 x B737 and 2 x F100 aircraft

parking; xiv. Provision of an isolated parking bay xv. Supply and apply aircraft fuel resistant membrane on 5 x aircraft parking bays; xvi. Supply and apply temporary and permanent aircraft pavement line markings; and xvii. Provide improvements to airfield drainage systems including construction of OUD either side

of widened runway strip and reconstruction of pipe culverts and headwalls. These activities have been abbreviated and the detailed scope of works will need to be referred to for verification. The Landside Works, Airfield Lighting and Electrical Works, and Associated Works include the following;

i. Adjust levels to PAPI both ends including flight testing and commissioning; ii. Provision of Apron Flood Lighting iii. Provision of a new over flow parking area for 20 parking spaces, iv. Design and Construct New Air Traffic Control Tower v. Design and Construct New Two bay RFF Fire Station & Training Ground, vi. Construction of a 4 Bay workshop, vii. Supply and delivery of potable/mobile flood light viii. Construct 1 x lockable 4 bay Shed for Tractor, Slasher, Trailer and Hay Bailer;

ix. Supply and deliver to site 1 x M95 Kubota 4WD 80HP Diesel Tractor with Canopy and 1 x Heavy Duty 2.40m dia Superior LX240 Slasher complete with connections to link to Tractor including Trailer and Hay Bailer.

x. Construct 1 x 3 Bedroom Timber Framed Standard H65 House on high post with storeroom underneath in NAC compound.

xi. Construct 4 x 3 Bedroom Timber Framed Standard L40/96 House on high post in NAC compound.

xii. Supply and Deliver to Site 160No. Cone Markers (80 White, 40 Yellow & 40 Red & White). xiii. Supply and Deliver to Site 4 x Un-Serviceability Crosses painted white. xiv. Supply, Deliver and Install 2x New Wind Indicators xv. Construct 1 x Signal Circle, All NAC operational buildings shall be constructed at the Northern

side of the Aerodrome. This includes the workshop, Tractor shed and the Contractor’s depot.

Note: Allowance is also made for other miscellaneous works including General and Preliminary items.

IV. DESCRIPTION OF AFFECTED ASSETS, CROPS/TREES PEOPLE

a) Affected Assets

13. All proposed civil works for the Tranche 3, Kagamuga Airport Pavement Strengthening & Associated Works Project are within State owned land. There will be no physical displacement of assets or property.

b) Crops and Trees

14. No economical crops or trees will be affected. Otherwise all around the aerodrome is fairly grown with lawn grass. Plots of Gardens (Sweet Potato and Corn) and coffee plantations are scattered at least 10m meters away from the airport boundary fence line. The gardens, crops and coffee trees won’t be affected.

c) Number of Affected Persons (APs)

15. There are no APs within the Kagamuga airport boundary. There will be no physical displacement of people or assets.

d) Involuntary Resettlement (IR)

16. IR is not required since there will not be any APs; displacement of people, assets and economical / food crops within the airport zone according to ADB Safeguards Policy (2009).

e) Indigenous People (IP)

17. There will be no direct impact on Indigenous People (IP) as defined in the ADB Safeguards Policy (2009). Generally, the people in Mt. Hagen are homogenous and belong to wider ethnic group in WHP that do not distinguish them as indigenous or vulnerable. The traditional villagers living nearby Kagamuga do not distinguish themselves as unique or peculiar nor separate from the main stream society in terms of language, culture or tribal obligations but regarded as Hagen people. 18. The areas surrounding the project area is well developed with buildings and roads. Majority of the people near the project are involved in socio-economic activities like marketing of betel-nut and smokes, fresh vegetables, baked breads or scones. The airport existing market has been upgraded with well improved toilet and waste collection facilities under the New Terminal Building Project – CADIP tranche 1. The market serves vendors and local woman to market their fresh garden produce. Handful of the local community is

wage earners working in Government, Private and Public sector. They have access to basic health services and other public amenities within the town area.

V. MEASURES TO MINIMISE OR MITIGATE LAND AQUISIITON

19. All scope of works shall be undertaken on aerodrome or State land and therefore there is no acquisition of land. Refer to annex 1 for the copy of Schedule 1 stipulated in the Civil Aviation Act 2000, showing list of national airports, including Mt Hagen airport that NAC owns and has the obligatory right to improve, develop, maintain operate or manage.

20. To alleviate the land acquisition and associated impacts this can have on the communities within the vicinity of the airport, CADIP has adopted various measures; including ensuring that the Mt. Hagen airport civil works conforms to these in the following:


b) NAC shall liaise with the WHPA to address project related grievances and land matters. NAC will pursue this matter independently as part of its operational matter and not letting it become an impediment to the airport upgrade.

c) All airport pavements strengthening and associated works will be done as much as possible within the current airport boundary.


21. Consultation was done with two groups of people. The first consultation was between NAC, WHPA and other relevant authorities. The second consultation activities were between NAC, and the local communities living nearby the Mt Hagen airport refer to table 1 below and photos of meetings in annex 2. The EA have consulted all parties from GoPNG, NAC, ADB, WHPA and the nearby communities and in strong confidence of their support and the amount of information that is going out to the stakeholder/communities well in advance prior to the implementation of CADIP tranches.

22. Consultation, disclosure and grievances redress have been on-going with the WHPA since the inception of the completed new airport terminal building project under tranche 1 of CADIP and will be maintain through this proposed airport pavement upgrading works in tranche 3. Tranche 3

Airport

Project

No.


No. of consultation

with nearby

communities

Date(s) of

consultation

Remarks

Mt. Hagen 10 - 13 3 2009 - 2015 Refer annex 2 for pictures


23. Main project related concerns raised by the nearby communities is for spin off benefits such as (i) employment opportunities under the project, (ii) subcontracting under the main contractor, (iii) local woman group participation, and (iii) providing catering and cleaning service for the contractor. Priority will be given to employing surrounding communities and locals including women where feasible during construction. 24. Civil Society Organization (CSO) and Non-Government Organization (NGO) will be engaged by NAC and the contractor to carry out awareness on HIV/AIDs and sexually transmitted diseases during construction. They will also be involved in awareness for communicable diseases to the surrounding town communities. NAC will also continue existing collaboration with CSO, NGOs to talk to mothers in regards to the utilization of the

mini market to be established and NAC and CSOs will carry out awareness to the general public on Airport Safety Regulations.

a) Consultations with Affected Communities

25. On site investigation revealed that there are no anticipated, or perceived problems for the communities with the upgrading of the runway within the current airport. There is no community or person residing within the airport where the proposed works going to take place. However, CADIP, NAC and project committee have consulted the communities living outside through awareness campaigns.

b) Disclosure

26. In compliance with ADB requirements, CADIP will publicly disclose the Due Diligence Report (DDR). DDR and/or other information booklets will be made available in English, the official government language in Papua New Guinea, in a readily accessible location within the airport area. A summary brochure will also be prepared in Tok Pisin for distribution in the airport area.

27. Where indigenous people or a linguistic group requires translation assistance, CADIP will ensure a translator is available and translation of project information through community awareness programs in relation to gender, HIV/AIDS & STDs, social-environmental safeguards and are available during implementation.

c) Grievance Redress

28. Given that there are no APs and assets to be affected; no IR, no land acquisition for the project, it is not expected for major grievances to be brought forward, particularly on land acquisition matters. However, a grievance redress mechanism is in place for this Program, should the need arise. 29. All grievances that could not be redressed by Community Liaison Officer (CLO) and CADIP will go through the GRC and response will be given within 14 days after receiving the grievance. The response shall be in writing to be communicated through the CLO. EA will ensure all grievances are recorded and captured in monthly, quarterly and annual reports that will be submitted to ADB and NAC. 30. In Papua New Guinea, the Land Disputes Settlement Act establishes procedures that have, as a first step, a mediation process whereby a designated mediator meets with the disputing parties to resolve grievances. CADIP will adopt this mediation process. This grievance redress process will be established involving the WHP Provincial Administration comprising its relevant personnel including appropriate local leaders or chiefs, community leaders as Community Liaison Representatives (CLR). This process will be the first step for parties to clarify and mediate potential project related issues. The grievance committee will ensure gender equality and allow for women representative as well. 31. Issues brought to the designated officer (in PIU or the CLR) will be resolved within a timely manner with the closer liaison of the mediator in this case will be an appointed personnel of WHPA whom must meet with the disputing parties to resolve grievances between 2 – 14 days.


32. The internal monitoring mechanism of the NAC will monitor any unanticipated social safeguards impacts during implementation and propose for corrective actions where

necessary. The CADIP will monitor and measure the progress of implementation of environment and social safeguards and provide periodic monitoring and evaluation reports to ADB. CADIP will submit semi-annual safeguards monitoring reports and will document monitoring results, identify necessary corrective actions and reflect them in the corrective action plans to be implemented thus in compliance with ADB SP monitoring requirements (2009).


33. This sub-project will not have any physical or economic displacements and all works will be undertaken within the aerodrome land owned by the government. A Resettlement Plan is therefore not required. During the fieldwork consultations for the project, initial interviews with members of the WHPA, NAC and nearby traditional landowner groups confirmed that no properties and crops will be affected so no compensation is applicable. This sub-project will also not require an Indigenous Peoples Plan. 34. However, if there will be any persons to be physical and/or economically displaced following detailed engineering design then a Resettlement Plan will be prepared. The scope of impacts and compensation and entitlement requirements will be assessed and consultation with affected persons will be undertaken. CADIP shall adopt the principle that all compensation for affected assets will be paid at replacement cost based on current market prices. The office of the Valuer General will verify and approve (i) all compensation rates whether established through negotiation or according to GoPNG schedules and, (ii) the total amount of compensation to be paid. 35. Where indigenous people or a linguistic group requires translation assistance, CADIP will ensure that a translator is provided to ensure the particular group has full understanding of the safeguards requirements of the project and other pertinent issues such as NAC safety standards.



Photo A: Tranche 3 Project meeting with the Provincial Administration

Executives, Provincial Administrators Office, Mt Hagen, Western Highlands

Provincial Government (WHPG), 2015

Photo B: Open discussion for the project is chaired by Mr. Joseph Neng

(seated at front desk), Provincial Administrator, WHPG, 2015.

8. Vanimo Airport Due Diligence Report.

I. OUTLINE OF THE DUE DILIGENCE REPORT

1. The is a Due Diligent Report (DDR) that reviews the Pavement Upgrading, Runway Extension & Associated Works proposed for the Vanimo Airport in the West Sepik Province (WSP). It presents social safeguard aspects/social impacts assessment of the proposed works and mitigation measures.


2. Vanimo Airport is located at S 020 41’ 38.08” E 1410 18’ 13.15” at an elevation of 3.05 metres as stretched across the Daumlinge Bay on the south east and the Vanimo Harbour on the north western side. It is flat with 0% slope and is approximately about a kilometre east of Vanimo, the provincial capital of WSP.

3. The geology and topography of the area consists of raised limestone with coastal plains forming the northern point where the Sandaun Provincial Administration (SPA) headquarters is located. The airport is in close proximity to the beach on both sides and located in the Central Business District (CBD).

4. There are open and unlined drains at the edge of the south eastern runway into the Daumlinge Bay. The perimeter of the runway is also receiving runoff from the adjacent Malol swamp area that contains Kapiak compound. This runoff drains also to the north western end into the Vanimo harbour along the lined drain. There is also a collapse of the lined drain which prevents effective runoff into the harbour. Unsealed areas of the facility are relatively well grassed although the low relief provides the potential for sea water intrusion under the runway area and this creates soft surfaces. The Kapiak compound consists of settlers with some working in Vanimo.

5. The total annual rainfall is from 1800 to > 4000 mm with the highest during the period of December to October. Vanimo and Sandaun province is dominated by logging activities and the easily accessible timber species near the coastal areas have been harvested and the area cleared with secondary growth established.

6. The existing bitumen runway is 2,006.7 metres and is aligned northwest/southeast fronting and almost parallel to Daumlinge bay. The airport land is within 15 metres of the main road that leads into Vanimo (Angriffs) on the North Western end while it is 10 metres to the east of Daumlinge Bay on the South Eastern end and has a perimeter of 4660.6m covering a total land area of approximately 28 hectares.

7. Vanimo Airport’s sewerage system connects to the main towns’ sewerage system and the water tanks at the airport terminal may not cater for the influx of passenger and NAC staff needs.

8. The airport runway and immediate fly-over areas are not fully fenced. There is perimeter fencing around the terminal area to the lined drain draining to the Vanimo harbour and on the eastern side for about 1800 m. Three areas along the eastern side within the 1800 m fence area were cut by trespassers. The terminal building besides Air Niugini has offices for the National Airports Corporation (NAC) and Immigration. Adjacent to the terminal building is a large building rented out by a logging company. To the left of the Apron area are three hangers and two small buildings operated by Sunbird Aviation, North West, TNT and the Catholic Mission.

9. The airport hangars for Sunbird Aviation and the Catholic Mission cater for transportation and material storage and housing for a light aircraft. There is no Inter-oil fuel depot here in Vanimo and the small aircrafts have their own fuel drums for refuelling while Air Niugini aircrafts travel to Wewak to refuel. The Apron in front of the main terminal drains directly on the eastern side into the open grassed area which often pond up and floods onto the apron. Sub soil drainage structures are needed to allow for the runoff into the lined drain to the northwest. To the east of the apron area is the Defence Force area taking up to 1730 m liner length or so while the western side of the runoff has settlers that live along the perimeter of the fence.


10. Vanimo Airport is one of the major airports in Papua New Guinea, and is a significant domestic hub for connections to other provinces as well as potential port for transition and handling of goods, services and tourism from Indonesia and/or Asia. The proposed airport redevelopment is designed to bring the facility to a level of development to fully meet international airport safety standards.

11. Main scope of works will mainly include runway lengthening and strengthening at the western end by 293m x 30m to give 1,900m total runway length sufficient for F100 aircraft operations or equivalent aircraft. Runway works will also include the construction of a new 60m stop-way at the eastern end as well as a 90m x 90m Restricted Easement Safety Area (RESA) at both runway ends.

Scope of works for the Aircraft Pavement and Associated Airside works includes the following;

i. Extend Runway by 293m x 30m wide to eastern end to give 1900m overall length including new turning node;

ii. Construct 3m wide Shoulders to extended Runway both sides; iii. Bituminous surfacing to new and strengthened pavements. Prime and 3 x coat

(10mm/7mm and sand) hot bitumen seal; iv. Construct Stop way at end of extended runway. v. Construct Runway End Safety Area (RESA) unsealed at extended runway end; vi. Supply and apply temporary and permanent aircraft pavement line markings; and vii. Runway Strip grading, top soiling and grassing within 90m width on extended end; viii. Improvements to airside drainage system including construction of open unlined drains. These activities have been abbreviated and the detailed scope of works will need to be referred to for verification. The Landside Works, Airfield Lighting and Electrical Works, and Associated Works include the following;

i. Design and construct New Terminal Building. ii. Construction of New Car park. iii. Supply and Install Security Fence on Runway Extension area

Note: Allowance is also made for other miscellaneous works including General and Preliminary items.

IV. LAND ACQUISITION & RESETTLEMENT

12. The proposed upgrading and extension works will go beyond the existing airport runway which will require additional 200m of land. The land area required is on State land and was allocated by Sandaun Provincial Lands and Physical Planning (PLPP) and SPA for Aerodrome. It is an undeveloped area currently used as a rubbish dump (town waste disposal landfill area). Refer to annex 1 demarcating Vanimo town boundary showing the undeveloped vacant State land at the south-east end of the existing runway proposed for runway extension.

13. PLPP Department allocated the portion of land for aerodrome and SPA, Provincial Lands and NAC has implemented the process of acquiring this undeveloped State land for the proposed upgrading works for ‘public’ purpose. Survey has been completed. Rezoning and amalgamation with a new legal description of the existing aerodrome land and proposed additional aerodrome land is in progress and will be given to NAC.

14. There is no AP and no displacement of households or semi-permanent to permanent structures within the area required for the proposed upgrading works. No IR will be anticipated. IPP and Land Acquisition and Resettlement Plan (LARP) are not required.

V. DESCRIPTION OF AFFECTED, ASSETS CROPS/TREES AND PEOPLE.

a) Affected Assets

15. The proposed civil works will extend another 200m from the existing runway but on vacant State land demarcated for aerodrome by Vanimo Provincial Lands and Physical Planning Board and Provincial government. There will be no affected assets or demolition of permanent residential structures, displacement of people or loss of cash/food crops. There is an old town dumpsite that cater for town waste disposal but that has been relocated by the Vanimo town authorities to a new location few kilometres away from the airport. The land is now vacant and here marked for Aerodrome. CADIP will monitor and work closely with SPA and VTA to ensure ADB SP (2009) requirements are met when there are any safeguards issues that may appear.

b) Number of Affected Persons (APs)

16. There will be no APs or displacement of people or assets for the proposed runway extension. Hence, RP and IPP will not be applicable.

c) Involuntary Resettlement (IR)


d) Indigenous People (IP)

18. There will be no direct impact on the Indigenous People (IP) as defined by the ADB’s Safeguard Policy Statement (2009). The people from Vanimo do not distinguish themselves as Indigenous as they belong to the wider community of Sepik’s that leave in the province.

19. The areas surrounding the project area is sparsely developed with buildings and roads. Majority of the people near the subproject are involve in socio-economic activities like marketing of betel-nut and cigarette, cooked garden food, fresh vegetables, baked breads or scones. A handful of them are wage earners working in Government, Private and Public sector. They have access to basic health services and other public amenities within the town area. The airport civil works and extension however, will not affect their normal operations or affecting them in any way rather it will bring in services like employment for youths and women and new terminal facilities and increase runway.

VI. MEASURES TO MINIMIZE OR MITIGATE LAND ACQUISITION

20. In order to avoid the need to acquire additional land particularly customary land and the impacts this can have on the landowners, occupiers/settlers and their food gardens within the vicinity of the proposed upgrading works area, the CADIP has adopted various measures to ensure that the Vanimo Airport civil works conforms to the following:

(i) Apply engineering design that will avoid the need to have additional land to meet basic engineering safety requirements.

(ii) NAC to liaise with the Sandaun Provincial Government, Provincial Lands Office, and the Department of Lands & Physical Planning to address land clearance matters in a timely manner. NAC to pursue this independently as part of its priority.

(iii) All airport pavements strengthening and associated works will be done as much as possible within the current airport boundary. Runway extension shall also be done inside State land.

VII. CONSULTATION, DISCLOSURE AND GRIEVANCE REDRESS

21. Consultation was done with two groups of people. The first consultation was between NAC, SHPA and other relevant authorities. The second consultation was between NAC, and the local communities living nearby the Vanimo airport refer to table 1 below and photos of meetings in annex 2. The EA has consulted all parties from GoPNG, NAC, ADB, SPA and the nearby communities and in strong confidence of their support and the amount of information that is going out to the stakeholder/communities well in advance prior to the implementation of CADIP ranches.

Tranche 3 Airport Project

No. of stakeholders’ consultation

Date(s) for stakeholders consultation

No. of nearby communities consultation

Date(s) for communities consultation

Remarks

Vanimo 4 – 5 2013-2016 2 28/9/2015 Refer annex 2 for pictures

Ta le 1: Nu er of stakeholders’ a d o u ities’ consultation between 2013 and February 2016.

22. Consultation with relevant stakeholders like Vanimo based NAC, WSP Government and Administration, surrounding communities outside the project boundary are on-going as in tranche 2, and will be maintained through to the Tranche 3 proposed works. As per consultative

meetings and correspondence with SPA, PLPP, VTA, all works will be on existing airport land. Several consultative meetings were held between Provincial Administration, former traditional landowners of the airport, surrounding business houses and communities. Consistent support for the project is always maintained.

23. Main project related concerns raised by the nearby Pewi Settlement and communities is for spin off benefits such as (i) employment opportunities under the project, (ii) local woman and youth group participation, (iii) supply of water tanks and a water bore installation, and (iii) providing catering and cleaning service for the contractor. Priority will be given to employing neighboring communities and locals including women during construction.

24. Civil Society Organization (CSO) and Non-Government Organization (NGO) will be engaged by NAC and the contractor to carry out awareness on HIV/AIDs and sexually transmitted diseases during construction. They will also be involved in awareness for communicable diseases to the surrounding town communities. NAC will also continue existing collaboration with CSO, NGOs to talk to mothers in regards to the utilization of the mini market to be established and NAC and CSOs will carry out awareness to the general public on Airport Safety Regulations.


25. On site investigation revealed that there are no anticipated, or perceived problems for the communities with the upgrading of the runway within the current airport. There is no community or person residing within the airport where the proposed works going to take place. However, CADIP, NAC and project committee have consulted the communities living outside through awareness campaigns.

B. Disclosure

26. In compliance with ADB requirements, CADIP will publicly disclose the DDR following NAC and ADB approval. DDR and/or other information booklets will be made available in English, the official government language in Papua New Guinea, in a readily accessible location within the airport area. A summary brochure will also be prepared Tok Pisin for distribution in the airport area.

27. Where indigenous people or a linguistic group requires translation assistance, CADIP will ensure a translator is provided, and translation of project information through community awareness programs in relation to gender, HIV/AIDS & STDs, social-environmental safeguards and are available. This will be done in a manner to ensure full consultation with and disclosure to APs and communities regarding the requirements for land acquisition, as well as the policies and procedures of ADB and GoPNG as applied to NAC.


28. Given that there are no APs and assets to be affected; no IR, no land acquisition for the project, it is not expected for major grievances to be brought forward, particularly on land acquisition matters. However, a grievance redress mechanism is in place for this Program, should the need arise.

29. In Papua New Guinea, the Land Disputes Settlement Act (LDSA) establishes procedures that have, as a first step, a mediation process whereby a designated mediator meets with the disputing parties to resolve grievances. CADIP will adopt this mediation process.

30. The EA will also establish a Grievance Redress Committee (GRC) through the PMU of CADIP. It will include the NAC, SPA, VTA, and appropriate stakeholders including appropriate local leaders or chiefs, Community Representatives (CR). The grievance committee will ensure gender equality and allow for women representative as well.

31. Issues brought to the attention of Community Liaison Officer (CLO) will be resolved immediately within a timely manner at community level with assistance from SPA and CADIP. In the event of grievances that cannot be resolved through mediation at the local level will be brought to the GRC and response will be provided within a week or two depending on the nature of grievances. This project will not have any displacement of people, property or crops/livestock’s therefore it is anticipated, there will be no grievances. But if there is any grievance relating to contractual works or noise or dust or any environment issues, the GRC will handle all grievance and provide response without delay.

32. Where indigenous people or a linguistic group requires translation assistance, CADIP will ensure that a translator is provided to ensure the particular group has full understanding of the safeguards requirements of the project.

VIII. MONITORING AND EVALUATION

33. The internal monitoring mechanism of the NAC will monitor the impact on social safeguards during project implementation and propose for corrective actions where necessary. The CADIP/NAC will monitor and measure the progress of implementation of environment and social safeguards and provide periodic monitoring and evaluation reports to ADB. CADIP will submit semi-annual safeguards monitoring reports and will document monitoring results, identify necessary corrective actions and reflect them in the corrective action plans to be implemented thus in compliance with ADB SPS (2009).

IX. OVERALL FINDINGS

34. This sub-project will not have any physical or economic displacements and all works will be undertaken within the aerodrome land owned by the government. A Resettlement Plan is therefore not required. During the fieldwork consultations for the project, initial interviews with members of the SPA, NAC and nearby traditional landowner groups confirmed that no properties and crops will be affected so no compensation is applicable. This sub-project will also not require an Indigenous Peoples Plan.

35. However, if there will be any persons to be physical and/or economically displaced following detailed engineering design then a Resettlement Plan will be prepared. The scope of impacts and compensation and entitlement requirements will be assessed and consultation with affected persons will be undertaken. CADIP shall adopt the principle that all compensation for

affected assets will be paid at replacement cost based on current market prices. The office of the Valuer General will verify and approve (i) all compensation rates whether established through negotiation or according to GoPNG schedules and, (ii) the total amount of compensation to be paid.

36. Where indigenous people or a linguistic group requires translation assistance, CADIP will ensure that a translator is provided to ensure the particular group has full understanding of the safeguards requirements of the project and other pertinent issues such as NAC safety standards.

ANNEX 1: VANIMO TOWN BOUNDARY.

Figure A: Vanimo town boundary, National Gazettal No.56 1-6-1988, showing the undeveloped vacant state land (indicated in

red circle) at the south-east end of the existing airport runway proposed for runway extension (source: PLPP, Vanimo, WSP).


Photo A: Tranche 3 project consultation with members of Sandaun Provincial Administration Executives, Vanimo, West Sepik Province, 2014.

Photo A: Open discussion for Tranche 3 Vanimo airport project awareness with

nearby settlers of Pewi Settlement, Ward 5, Vanimo Urban LLG, Sandaun

Province, 2015.

Photo B: Consultation in the presence of community leader (seated in front) at

Pewi Settlement, Ward 5, Vanimo Urban LLG, Sandaun Province, 2015.

9. Wewak Airport Due Diligence Report.

I. OUTLINE FOR DUE DILIGENCE REPORT

1. This is a Due Diligent Report (DDR) that reviews the Pavement Strengthening Upgrading, & Associated Works proposed for the Wewak Airport in East Sepik Province (ESP). It presents social safeguard aspects and social impacts assessment of the proposed works and mitigation measures.


2. Wewak Airport is situated at 03° 35 01.78 S 143°40 09.07 E in Wewak and is about 1.5km from Wewak Town, Provincial Headquarters of ESP where banks, post office, business houses, hotels and guest houses are.

3. The airport serves the people of Wewak and provides for air transport services with its daily flights into the provinces and has been of importance for tourism, the South Seas Tuna Corporation (SSTC), and Cocoa and Copra based businesses as well as other rental and hotels, motels and tourism destinations, amongst other business entities.

4. Wewak province receives between 1800 and 4400 mm per annum and it may be greater during the period of December to October. Wewak is one of the large province in Papua New Guinea with a land mass of approximately 43,700 km2 and its elevation ranges from sea level to over 3000m on the Torricelli and Prince Alexandra Range and corresponding temperature ranges from 23 – 300 C.

5. The existing bitumen runway is 1,595 metres long with a width of 45 metres and is aligned northwest/southeast along the Boram Bay. The airport land is at low elevation at 6 m ASL and is 350 metres to the coastline covering a total land area of approximately 10 hectares.

6. The airport land is flat (0 degree) running the length of runway from North West to South East. There are lined drains running parallel of the runway on both sides and these drain water down to the north western and south eastern ends where these reach tributaries of Boram Creek and Pukpuk Creek respectively. Grass is well maintained as with the other major airports in Papua New Guinea, although there is shrubs forest to the right of the taxi way and the hangers and terminal area.

7. The facilities in the existing Wewak Airport include the terminal building, NAC offices terminal and hangers and offices operated by Air Niugini, Travel Air, PNG Air and Missionary Aviation Fellowship (MAF). The MAF has allowed the Samaritan Fellowship to operate its water plane up the Sepik River to cater for sick and injured persons. There is a helicopter company that provides services to the mining, petroleum and other business houses in the ESP. Wewak Airport’s sewerage system is a standalone system (septic tanks) and is not connected to the main sewer line.


8. The proposed airport redevelopment is designed to bring the facility to a level of development to fully meet international airport safety and security standards. The upgrading of Wewak (Boram) Airport is to facilitate a safety-compliance of NAC on domestic airport suitable for F100 aircraft operations or equivalent.

9. Scopes of works are pavement strengthening of the existing runway, construction of lined drains and associated works. These includes the construction of a new airport terminal and a market with water tanks, public toilets and a security fence will be upgraded close to the terminal area. All these works will be on NAC land and there are no structures or settlers in the vicinity of the proposed works.

A. Aircraft Pavements and Associated Airside Works a) Repairs to existing aircraft pavement (Runway, Taxiway & Apron); b) Strengthen existing Runway (2100m X 30m) including turning nodes at each end; c) Strengthen existing Apron, d) Strengthen existing 3 x Stub Taxiways and 1 x Parallel Taxiway; e) Construct 3.0m wide full strength Shoulders to existing Runway both sides and to Turning

Nodes both ends; f) Construct 3.0m shoulders to extended Runway both sides; g) Construct 3.0m shoulders to existing Runway both sides; h) Construct Stopway at extended runway end; i) Prime and two-coat bituminous spray seal (10mm/7mm) and sand overcoat to constructed

pavements including shoulders; j) Construct Runway End Safety Area (RESA) unsealed at eastern end of extended runway;

and k) Widen Flight Strip from 90m to 150m including top soiling and grassing;

B. Landside Works, Airfield Lighting and Electrical Works, and Associated Works

a) Installation of New PAPI Landing Aid System at both ends of the runway including concrete base footings, trenching, electrical reticulation, inspection pits, flight test and commissioning;

b) Install Airfield lights to runway extension including testing and commissioning; c) Install Apron and Carpark Floodlights; d) Construct Terminal Car park extension including kerb, gutter and storm water drainage; e) Construct Power House including electrical reticulation; f) Supply and install 2 x 150kVA Generator set including electrical reticulation; g) Construct 1 x 3 Bedroom Standard H65 House on high post with storeroom underneath in

NAC compound for NAC Safety Officer’s Residence; h) Construct 1 x lockable 4 bay Shed for Tractor, Slasher, Trailer and Hay Bailer; i) Supply and deliver to site 1 x M95 Kubouta 4WD 80HP Diesel Tractor with Canopy and 1 x

Heavy Duty 2.40m dia Superior LX240 Slasher complete with connections to link to Tractor including Trailer and Hay Bailer; and

j) Construct new Airport Market with Security Fencing and gates including power supply, water tanks, and public toilet, carpark and security lights.

k) Supply, deliver, install and commission a new Petro Cube 6300L Diesel Fuel Tank including accessories

Note: Allowance is made for other miscellaneous works including General and Preliminary items.

10. All scope of works shall be undertaken on aerodrome or State land and therefore there is no acquisition of land. Refer to annex 1 for the copy of Schedule 1 stipulated in the Civil Aviation

Act 2000, showing list of national airports, including Mt Hagen airport that NAC owns and has the obligatory right to improve, develop, maintain operate or manage.

IV. DESCRIPTION OF AFFECTED ASSETS, CROPS/TREES AND PEOPLE

A. Affected Assets

11. All proposed civil works for the Tranche 3 Wewak Airport Pavement Strengthening and Associated Works Project are within State owned land. There will be no physical displacement of assets, property or demolition of permanent residential structures.

B. Crops and Trees

12. The airport civil works and other associated works will not affect economical crops or trees. All works will confine within the existing NAC boundary.

C. Number of Affected Persons (APs) 13. There is no AP within the works area. There will be no physical displacement of people or assets on the property. The land is a vacant state land belonging to NAC and will be used for civil works improvement projects.

D. Involuntary Resettlement (IR)


E. Indigenous People

15. The proposed civil works on Boram Airport in Wewak project implementation will not affect the Indigenous People (IP) since there are no person(s) living within the airport area. It will not have any impact on the Indigenous People (IP) as defined by the ADB’s Safeguard Policy Statement (2009). The people from Wewak are part of the wider ES community and tribal groups. The Wewak tribe is homogenous, mostly Melanesian like other parts of ESP and those living in Wewak are regarded as Sepik people.

V. MEASURES TO MINIMIZE AND MITIGATE LAND ACQUISITION

16. In order to minimize and mitigate the need to acquire additional land and the impacts this can have on the communities within the vicinity of the airport, the CADIP has adopted various measures, including ensuring that the Wewak Airport civil works conforms to these in the following:


b) The proposed associated works will be in the declared aerodrome boundary or legal easements belonging to NAC.

c) The construction of the market is within the NAC state owned land.

d) NAC shall Liaise with the Provincial Administration to address land acquisition matters (if applicable) in timely manner.


17. Consultation was done with two groups of people. The first consultation was between NAC, ESPA and other relevant authorities. The second consultation activities were between NAC, and the local communities living nearby the Wewak airport, refer to table 1 below and photos of meetings in annex 2. The EA have consulted all parties from GoPNG, NAC, ADB, ESPA and the nearby communities and in strong confidence of their support and the amount of information that is going out to the stakeholder/communities well in advance prior to the implementation of CADIP tranches.

Tranche 3 Airport Project No.


No. of

consultation

with nearby

communities

Date(s) of

consultation

Remarks

Wewak 10 - 13 3 2009 -2015 Refer annex 2 for pictures


18. On site investigation revealed that there are no anticipated, or perceived problems for the communities with the Pavement Strengthening and Associated Works Project in Wewak airport. 19. Main project related concerns raised by the nearby communities are for spin off benefits such as (i) employment opportunities under the project, (ii) subcontracting under the main contractor, and (iii) local woman group participation. Priority will be given to employing surrounding communities and locals including women where feasible during construction.

20. Civil Society Organization (CSO) and Non-Government Organization (NGO) will be engaged by NAC and the contractor to carry out awareness on HIV/AIDs and sexually transmitted diseases during construction. They will also be involved in awareness for communicable diseases to the surrounding town communities. NAC will also continue existing collaboration with CSO, NGOs to talk to mothers in regards to the utilization of the mini market to be established and NAC and CSOs will carry out awareness to the general public on Airport Safety Regulations.

A. Disclosure

20. In compliance with ADB requirements, CADIP will publicly disclose the Due Diligence Report approved by NAC and ADB. DDR and/or other information booklets will be made available in English, the official government language in Papua New Guinea, in a readily accessible location within the airport area. A summary brochure will also be prepared in Tok Pisin for distribution in the airport area.

21. Where indigenous people or a linguistic group requires translation assistance, CADIP will ensure a translator is provided and translation of information materials will be made available. This will be done in a manner to ensure full consultation with and disclosure to communities regarding safeguards requirements of the project and the policies and procedures of the NAC.

B. Grievance Redress

22. There is no AP at Wewak airport pavement upgrading works. It is not expected for major grievances to be brought forward, particularly on land acquisition matters.

23. In Papua New Guinea, the Land Disputes Settlement Act establishes procedures that have, as a first step, a mediation process whereby a designated mediator meets with the disputing parties to resolve grievances. CADIP will adopt this mediation process. This grievance redress process will be established involving the Provincial Administration and its’ relevant personnel including appropriate local leaders or chiefs, community leaders as Community Liaison representatives (CLR). This person will be the first step for parties to clarify and mediate potential issues between 2-14 days upon receipts of the complaint.

24. CADIP will established a Grievance Redress Committee which consists of representatives from the ESPA, NAC, Wewak Town Authorities (WTA), and CADIP, NGO and community representatives. The grievance committee will ensure gender equality and allow for women representative as well. This GRC will address any other land, environment or social issues that may arise during the project implementation.


26. The internal monitoring mechanism of the NAC will monitor any unanticipated social safeguards impacts during implementation and prepare for corrective actions where required. Support and independent monitoring will be evaluated by CSOs and NGOs engaged under the project. Regular project monitoring and evaluation will be done by CADIP during preparation, implementation and project completion. CADIP will prepare and submit a six monthly progressive safeguards monitoring and evaluation report to ADB and NAC.


27. This sub-project will not cause any physical and economic displacements and all works will be undertaken within government-owned lands. A Resettlement Plan is therefore not required. During the fieldwork consultations for Wewak Airport, initial interviews with members of the Provincial Administration and NAC staff at Wewak Airport confirmed that no properties/crops or person(s) will be affected so LARP, IPP and compensation will not be required. This sub-project will also not require an Indigenous Peoples Plan. 28. However, if there will be any persons to be physically and/or economically displaced following detailed engineering design then a Resettlement Plan will be prepared by EA. EA will ensure the scope of impacts and compensation and entitlement requirements will be assessed and consultation with affected persons will be undertaken. The CADIP adopts the principle that all compensation for affected assets will be paid at replacement cost based on current market prices. The office of the Value General will verify and approve (i) all compensation rates whether established through negotiation or according to GoPNG schedules and, for Wewak Airport, (ii) the total amount of compensation to be paid. 29. Where IP or a linguistic group requires translation assistance, CADIP will ensure that a translator is provided to ensure the particular group has full understanding of the safeguards requirements of the project and other pertinent issues such as NAC safety standards.



Photo A: Tranche 3 Project discsion with Boram Village Councillor, Mr Makon,

Wewak, 2015. Dr. John (in safety reflector vest) doing the note taking with

Mr Herman (Wewak, NAC rep) intepretimng in local language.

Photo B. Locals from the airpot market community after consultation during

Tranche 3 project meeting, 2015.

C.

Photo C: Meeting and interviewing Boram community memebers at the

nearby DCA compound, Wewak Airport, during the Tranche 1 fencing

project in 2013. Notice woman involvment in discusiosn and decision

making.

Photo D: Tranche 3 project consultative meeting with Provincial Executives

and proejct committee members, West Sepik Provincial Government, 2015

D.

Photo E: Tranche 2 project consultative meeting with West Sepik Provincial

Government Executives, ADB and CADIP NAC representatives in 2014.

Seated in front is the former Provinal Administrator, Mr Otto Ganai.

43141-044: Civil Aviation Development Investment Program … · 2016-06-16 · June 2016 PNG: Multitranche Financing Facility - Civil Aviation Development Investment Program (Tranche

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