for: louis berger in association with runji & partners · 2.3.1 kenya airports authority act...

Environmental and Social Impact Assessment Study Report (Reviewed Version)

Proposed Phase 1 of the Green Field Terminal Building Project at JKIA

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Kenya Airports Authority (KAA) Louis Berger in association with Runji & Partners

Client: Kenya Airports Authority (KAA) Department: Environment Division Country: Kenya Assignment: Environmental and Social Impact Assessment for the Proposed Phase 1 of the

Green Field Terminal Building Project at JKIA Project Category: 1 Report Title: Environmental and Social Impact Assessment Report (Review Version) Reviewed by: Harrison W. Ngirigacha.

For: Louis Berger in association with Runji & Partners

Signed: _____________________ Date: _______________ Harrison Ngirigacha (MSc. WERM, BSc. Chem.) Registration No. of Lead EIA Experts: 027

Name and Address of Proponent: The Managing Director, Kenya Airports Authority, P. O. Box 19001, NAIROBI. KENYA

Tel.: 020-6611000, 822111, 6612000 Signed: _________________________ Date: _____________________



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Table of Contents

NON-TECHNICAL SUMMARY .......................................................................................................................... 7

CHAPTER 1: INTRODUCTION ................................................................................................................... 16

1.1 KENYA AIRPORTS AUTHORITY ................................................................................................................... 16 1.2 JKIA UPGRADING PROJECTS .................................................................................................................... 16

1.2.1 Project Package 1 (P1) .................................................................................................................. 16 1.2.2 Project Package 2 (P2) .................................................................................................................. 16 1.2.3 Project Package 3 (P3) .................................................................................................................. 17 1.2.4 Project Package 4 (P4) .................................................................................................................. 17 1.2.5 Proposed 2

nd Runway .................................................................................................................... 17

1.3 THE GREEN TERMINAL PROJECT .............................................................................................................. 18 1.4 THE ESIA REVIEW ..................................................................................................................................... 18 1.5 GENERAL ESIA REVIEW APPROACH......................................................................................................... 19

1.5.1 ESIA Guidelines .............................................................................................................................. 19 1.5.2 Baseline Conditions ........................................................................................................................ 20 1.5.3 Consultation Meetings ................................................................................................................... 20 1.5.4 Documentary Review ..................................................................................................................... 20 1.5.5 Environmental and Social Assessments ..................................................................................... 20 1.5.6 Reporting .......................................................................................................................................... 21

CHAPTER 2: POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK .............................................. 22

2.1 INTRODUCTION ........................................................................................................................................... 22 2.2 POLICY ANALYSIS ...................................................................................................................................... 22

2.2.1 The Constitution of Kenya ............................................................................................................. 22 2.2.2 Kenya Vision 2030 .......................................................................................................................... 23 2.2.3 Kenya Airports Authority Mandate ............................................................................................... 23 2.2.4 Transport Policy .............................................................................................................................. 23 2.2.5 National Environmental Action Plan (NEAP) .............................................................................. 24 2.2.6 National Policy on Water Resources Management and Development ................................... 24 2.2.7 Sessional Paper on Environment and Development ................................................................. 25 2.2.8 The National Biodiversity Strategy ............................................................................................... 25 2.2.9 Wildlife Policy .................................................................................................................................. 25 2.2.10 The Land Policy .............................................................................................................................. 25 2.2.11 KAAs Policy on Gender Mainstreaming ...................................................................................... 26 2.2.12 KAAs Policy on Disability Mainstreaming.................................................................................... 26 2.2.13 KAAs Corporate Social Responsibility Strategy ......................................................................... 26 2.2.14 International Civil Aviation Organization (ICAO) ........................................................................ 27 2.2.15 ICAO Annexes................................................................................................................................. 27 2.2.16 International Air Transport Association (IATA) ........................................................................... 28

2.3 LEGAL ANALYSIS ........................................................................................................................................ 28 2.3.1 Kenya Airports Authority Act (Cap. 395) ..................................................................................... 28 2.3.2 The Kenya Civil Aviation Act, (Cap. 394) .................................................................................... 29 2.3.3 The Civil Aviation Act Legal Notice No. 21 of 2013 ................................................................... 29 2.3.4 Environmental Management and Coordination Act (1999) ...................................................... 30 2.3.5 EMCA Regulations ......................................................................................................................... 31 2.3.6 Occupational Safety and Health Act No. 15 of 2007 ................................................................. 33 2.3.7 The Factories and Other Places of Work (Fire Risk Reduction) Rules, 2007 ....................... 34 2.3.8 The Occupational Safety and Health (Building Operations and Works of Engineering

Construction) Rules 1984 ............................................................................................................................... 36 2.3.9 Work Injury Compensation Benefit Act 2007 .............................................................................. 38 2.3.10 Water Act, 2002 .............................................................................................................................. 38



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2.3.11 Water Rules ..................................................................................................................................... 39 2.3.12 Public Health Act (Cap. 242) ......................................................................................................... 39 2.3.13 Physical Planning Act (Cap 286) .................................................................................................. 39 2.3.14 Energy Act, 2006 ............................................................................................................................ 40 2.3.15 Electricity Power Act, No. 11 of 1997 .......................................................................................... 41 2.3.16 Urban Areas and Cities Act of 2011 ............................................................................................. 41 2.3.17 Public Roads and Roads of Access Act, Cap 399 ..................................................................... 42 2.3.18 Use of Poisonous Substances Act Rev. 1983, Cap 247 ........................................................... 42 2.3.19 Traffic Act, Cap 403 ........................................................................................................................ 42 2.3.20 The Standards Act, Cap 496 ......................................................................................................... 42 2.3.21 Building Code 1997 ........................................................................................................................ 42 2.3.22 Penal Code, Cap 63 ....................................................................................................................... 42 2.3.23 The Antiquities and Monuments Act, 1983, Cap 215 ................................................................ 43 2.3.24 Wildlife Conservation and Management Amendment Act of 1989, Cap 376 ......................... 43

2.4 INTERNATIONAL GUIDELINES ..................................................................................................................... 43 2.4.1 ICAO Environmental Guidelines ................................................................................................... 43 2.4.2 International Air Transport Association (IATA) ........................................................................... 44 2.4.3 The AfDB Environment and Social Safeguards ......................................................................... 44 2.4.4 Integrated Safeguard System (ISS) ............................................................................................. 44 2.4.5 Project Categorization .................................................................................................................... 45 2.4.6 Key Environmental and Social Components .............................................................................. 46 2.4.7 Environment and Social Impact Assessments ........................................................................... 47 2.4.8 AfDB Guidelines on Cooperation with Civil Society Organization ........................................... 48 2.4.9 AfDB Policy on Poverty Reduction ............................................................................................... 48

2.5 INTERNATIONAL TREATIES AND CONVENTIONS ......................................................................................... 49 2.5.1 Convention Concerning the Protection of World Cultural and Natural Heritage ................... 49 2.5.2 Vienna Convention for the Protection of the Ozone Layer ....................................................... 49 2.5.3 Montreal Protocol on Substances that Deplete the Ozone Layer ........................................... 49 2.5.4 The Basel Convention .................................................................................................................... 49 2.5.5 Kyoto Protocol ................................................................................................................................. 50

2.6 INSTITUTIONAL FRAMEWORK REVIEW ....................................................................................................... 50

CHAPTER 3: PROJECT DESCRIPTION ................................................................................................... 51

3.1 CURRENT AIRPORT STATUS ...................................................................................................................... 51 3.1.1 Passenger Terminal 1 .................................................................................................................... 51 3.1.2 Cargo Terminal ............................................................................................................................... 51 3.1.3 Landside ........................................................................................................................................... 51 3.1.4 Airside ............................................................................................................................................... 52 3.1.5 Aircraft Pavements ......................................................................................................................... 52

3.2 PROPOSED GREEN FIELDS TERMINAL ...................................................................................................... 52 3.2.1 Development Principle ................................................................................................................... 52

3.3 THE PROJECT JUSTIFICATION ................................................................................................................... 53 3.4 GREEN FIELD TERMINAL PROJECT BACKGROUND ................................................................................... 53 3.5 PROJECT LOCATION ................................................................................................................................... 54 3.6 DESCRIPTION OF THE GFT DEVELOPMENT .............................................................................................. 54 3.7 GFT DEVELOPMENT PHASES .................................................................................................................... 57 3.8 DESIGN PRINCIPLES .................................................................................................................................. 59

3.8.1 Conceptual Features ...................................................................................................................... 59 3.8.2 Architectural Design ....................................................................................................................... 60 3.8.3 Surface Transport ........................................................................................................................... 61 3.8.4 Service Areas .................................................................................................................................. 61 3.8.5 Environmental Guiding Principles ................................................................................................ 61 3.8.6 Amenities ......................................................................................................................................... 62 3.8.7 Aircraft Related Design Concepts ................................................................................................ 63



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3.9 PROJECT IMPLEMENTATION PERIOD AND ESTIMATED BUDGET ............................................................... 63 3.10 THE TERMINAL LAYOUT ............................................................................................................................. 64

CHAPTER 4: DESCRIPTION OF PROJECT ENVIRONMENT: ............................................................... 66

4.1 OVERVIEW .................................................................................................................................................. 66 4.2 TOPOGRAPHY AND DRAINAGE ................................................................................................................... 66 4.3 GEOLOGY AND SOILS ................................................................................................................................. 66 4.4 WATER RESOURCES .................................................................................................................................. 67 4.5 ECOLOGICAL SETTING ............................................................................................................................... 67 4.6 CLIMATIC CONDITIONS ............................................................................................................................... 70 4.7 AIR QUALITY ............................................................................................................................................... 70 4.8 NOISE AND VIBRATIONS ............................................................................................................................. 71

CHAPTER 5: SOCIAL SETTING ................................................................................................................ 74

5.1 ADMINISTRATIVE SETTING ......................................................................................................................... 74 5.2 POPULATION DISTRIBUTION ....................................................................................................................... 74 5.3 HUMAN SETTLEMENT ................................................................................................................................. 75 5.4 LAND TENURE AND USE ............................................................................................................................. 76 5.5 ECONOMIC FEATURES ............................................................................................................................... 76 5.6 HEALTH AND SAFETY ................................................................................................................................. 77

5.6.1 General ............................................................................................................................................. 77 5.6.2 Security ............................................................................................................................................ 77 5.6.3 Fire Safety ........................................................................................................................................ 78

5.7 INSTITUTIONAL PRESENCE ......................................................................................................................... 78 5.8 TRAFFIC MOVEMENTS ................................................................................................................................ 79

5.8.1 Air Traffic .......................................................................................................................................... 79 5.8.2 Surface Traffic ................................................................................................................................. 79 5.8.3 Passenger Movements .................................................................................................................. 80 5.8.4 Goods Movements ......................................................................................................................... 80

5.9 CROSS CUTTING ISSUES ........................................................................................................................... 81 5.9.1 Public Amenities ............................................................................................................................. 81 5.9.2 Poverty Aspects .............................................................................................................................. 81 5.9.3 HIV/AIDs .......................................................................................................................................... 81 5.9.4 Gender Aspects .............................................................................................................................. 81 5.9.5 Youth ................................................................................................................................................ 81 5.9.6 Persons with Disability ................................................................................................................... 82

CHAPTER 6: PROJECT ALTERNATIVE ANALYSIS .............................................................................. 83

6.1 INTRODUCTION ........................................................................................................................................... 83 6.2 SITE ALTERNATIVES ................................................................................................................................... 83 6.3 TECHNOLOGY ALTERNATIVES.................................................................................................................... 83 6.4 DESIGN ALTERNATIVES.............................................................................................................................. 84 6.5 THE “NO-PROJECT” ALTERNATIVE ............................................................................................................ 84

CHAPTER 7: ANTICIPATED IMPACTS AND MITIGATION MEASURES ............................................. 85

7.1 IMPACTS TRIGGERING ISSUES ................................................................................................................... 85 7.1.1 Construction Phase ........................................................................................................................ 85 7.1.2 Operations Phase ........................................................................................................................... 85

7.2 IMPACT AREAS ........................................................................................................................................... 86 7.3 CONSTRUCTION IMPACTS .......................................................................................................................... 86

7.3.1 Solid Waste Generation ................................................................................................................. 86 7.3.2 Liquid Wastes .................................................................................................................................. 87 7.3.3 Surface Drainage ............................................................................................................................ 88 7.3.4 Air Quality ........................................................................................................................................ 89



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7.3.5 Noise and Vibrations ...................................................................................................................... 89 7.3.6 Ecological Settings ......................................................................................................................... 90 7.3.7 Health and Safety ........................................................................................................................... 91 7.3.8 Social Impacts ................................................................................................................................. 93 7.3.9 Vehicular Traffic .............................................................................................................................. 94

7.4 OPERATIONS IMPACTS ............................................................................................................................... 94 7.4.1 Waste Management ....................................................................................................................... 94 7.4.2 Surface Drainage ............................................................................................................................ 96 7.4.3 Impacts on Air Quality .................................................................................................................... 97 7.4.4 Noise and Vibrations ...................................................................................................................... 98 7.4.5 Health and Safety ........................................................................................................................... 98 7.4.6 Surface Transport ........................................................................................................................... 99 7.4.7 Land Use .......................................................................................................................................... 99 7.4.8 Ecological Features ...................................................................................................................... 100 7.4.9 Energy ............................................................................................................................................ 101 7.4.10 Social Aspects ............................................................................................................................... 101 7.4.11 Economic Issues ........................................................................................................................... 102

CHAPTER 8: SUMMARY OF STAKEHOLDER AND PUBLIC CONSULTATIONS ............................ 103

8.1 STAKEHOLDERS ANALYSIS ...................................................................................................................... 103 8.2 KENYA WILDLIFE SERVICE ....................................................................................................................... 103 8.3 KENYA CIVIL AVIATION AUTHORITY ......................................................................................................... 103 8.4 JKIA ADMINISTRATION............................................................................................................................. 104 8.5 KENYA AIRWAYS ...................................................................................................................................... 105 8.6 CARGO MANAGER .................................................................................................................................... 105 8.7 FOCUS GROUP DISCUSSIONS AND PUBLIC MEETINGS ........................................................................... 106 8.8 CONCLUSION ............................................................................................................................................ 107

CHAPTER 9: OUTLINE ESMP .................................................................................................................. 109

9.1 ESMP OBJECTIVES ................................................................................................................................. 109 9.2 KEY MANAGEMENT FACTORS .................................................................................................................. 109 9.3 RESPONSIBILITIES .................................................................................................................................... 110 9.4 ESMP IMPLEMENTATION COMMITTEE .................................................................................................... 110 9.5 REPORTING .............................................................................................................................................. 110 9.6 ESMP MATRIX ......................................................................................................................................... 111

CHAPTER 10: MONITORING CAPACITY PLAN ...................................................................................... 117

10.1 REQUIREMENTS ....................................................................................................................................... 117 10.2 SKILLS AND KNOWLEDGE......................................................................................................................... 117

10.2.1 The Contractor(s) .......................................................................................................................... 117 10.2.2 Kenya Airports Authority (KAA) .................................................................................................. 117 10.2.3 Supervising Consultant ................................................................................................................ 118 10.2.4 Project Auditor ............................................................................................................................... 118

10.3 INSTITUTIONAL LINKAGES ........................................................................................................................ 118 10.4 MONITORING CAPACITY BUILDING .......................................................................................................... 119

10.4.1 Recruitments ................................................................................................................................. 119 10.4.2 Safeguards Briefing ...................................................................................................................... 120 10.4.3 ESMP Review ............................................................................................................................... 120 10.4.4 Monitoring Tools ........................................................................................................................... 120

10.5 MONITORING ACTIONS OUTLINE ............................................................................................................. 120

CHAPTER 11: CONCLUSION AND RECOMMENDATIONS ................................................................... 122

11.1 CONCLUSIONS .......................................................................................................................................... 122 11.2 RECOMMENDATIONS ................................................................................................................................ 122



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ANNEXES: ........................................................................................................................................................ 124

List of Figures FIGURE 1: AERIAL VIEW OF THE AIRPORT ....................................................................................................................... 54 FIGURE 2: LONG TERM MASTER PLAN FOR GFT ............................................................................................................. 58 FIGURE 3: PHASE 1 AND 2 IMAGE OF THE GFT ............................................................................................................... 58 FIGURE 4: PHASE 1 AND 2 LAYOUT WITH ACCESS ROADS .................................................................................................. 59 FIGURE 5: PHASE 1 OF GFT DEVELOPMENT (WITH BOUNDARIES) ....................................................................................... 60 FIGURE 6: PHASE 1 OF GFT COMPONENTS LAYOUT ......................................................................................................... 64 FIGURE 7: PASSENGER PROCESSING AND CONCEPTUAL DEPARTURE MOVEMENT .................................................................. 65 FIGURE 8: PASSENGER PROCESSING AND CONCEPTUAL ARRIVAL MOVEMENTS ...................................................................... 65 FIGURE 9: SAMPLE ECOLOGICAL FEATURES .................................................................................................................... 68 FIGURE 10: EMERGENT ECOLOGICAL HABITATS ALONG THE MAIN DRAINAGE ......................................................................... 69 FIGURE 11: NOISE PREDICTION CONTOURS PROJECTED TO 2030 ......................................................................................... 73 FIGURE 12: PUBLIC CONSULTATION MEETING AT KATANI ................................................................................................. 106 FIGURE 13: PROJECT MONITORING ORGANISATIONAL STRUCTURE ..................................................................................... 119 List of Tables TABLE 1: CONCEPTUAL FUNCTIONAL LINKAGES AROUND GFT .............................................................................................. 55 TABLE 2: HISTORICAL AIR QUALITY DATA ......................................................................................................................... 71 TABLE 3: BASELINE NOISE DATA ..................................................................................................................................... 72 TABLE 4: ADMINISTRATIVE UNITS AROUND JKIA ................................................................................................................ 74 TABLE 5: POPULATION DISTRIBUTION AROUND JKIA .......................................................................................................... 74 TABLE 6: PASSENGER TRAFFIC HANDLED AT JKIA .............................................................................................................. 75 TABLE 7: POPULATION DENSITY JKIA ADMINISTRATIVE AREAS/NEIGHBOURHOOD ................................................................... 75 TABLE 8: SURFACE TRAFFIC TRENDS (2013 – 2014) .......................................................................................................... 80 TABLE 9: SOLID WASTE PREDICTIONS .............................................................................................................................. 95 TABLE 10: SUMMARY OF KEY INFORMANT INTERVIEWS AND PUBLIC CONSULTANCY ............................................................. 106 TABLE 11: CONSTRUCTION PHASE ACTIONS .................................................................................................................. 111 TABLE 12: OPERATIONS PHASE ACTIONS ...................................................................................................................... 114 TABLE 13: ESMP MONITORING PARAMETERS .............................................................................................................. 120



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Non-Technical Summary

Introduction

The initial design capacity of JKIA was to serve about 2.5 million passengers per year but over the years this capacity has been overshot to over 6.5 million passengers per year. The aircraft movement (ATM) has also increased to reach over 72,700 aircrafts per year and is predicted to reach over 195,000 aircrafts per year by the year 2030. The current cargo handling capacity is estimated at 252,000 tons having increased by over 50,000 tons over the last 7 years alone. The number of flights handled at the airport has also increased by almost 45% in 7 years. The above scenario calls for intervention measures to meet the current demand and provide for future growth. The interventions proposed are expected to increase the efficiency and capacity of the airport. The improvement could also hasten attainment of the Kenya Vision 2030. The government of Kenya is focused on upgrading and expanding aviation infrastructure, particularly at the JKIA. Investments at JKIA, the regional aviation hub, are one of the key activities towards Kenya Vision 2030 goals. Expansion of the facilities at JKIA has been geared towards enhancing capacity with the expansion programme partly involving development of a 2nd Runway with a matching new terminal. The new terminal is the proposed Green Field Terminal (GFT). Policy, Legal and Administrative Framework

Development activities have the potential to damage the natural resources upon which the economies are based. The Environmental Impact Assessment is a useful tool for protection of the environment from the negative effects of developmental activities. There are many environmental problems and challenges in Kenya today. Among the cardinal environmental problems include: loss of biodiversity and habitat, land degradation, land use conflicts, human animal conflicts, water management and environmental pollution. This has been aggravated by lack of awareness and inadequate information amongst the public on the consequences of their interaction with the environment and the policy and legal provisions for compliance. Provisions of the national regulations on environmental conservation implies that the Kenya Airports Authority has a legal duty and responsibility to operate the airport sustainably and to comply with the established environment management regulations and should not compromise on the environmental health and safety requirements. This position enhances the importance of this ESIA and subsequent implementation of the ESMP developed therefrom. The key national laws that govern the management of environmental resources in the country will also be integrated throughout the construction and subsequent operations. Note that wherever any of the laws contradict each other, the Environmental Management and Coordination Act 1999 prevails. Among the policy and legal provisions include the following; Policy Framework

(i) The Constitution of Kenya (ii) Kenya Vision 2030 (iii) National Policy on Water Resources Management and Development (iv) National Environmental Action Plan (NEAP) (v) Sessional Paper on Environment and Development (vi) The National Biodiversity Strategy (vii) The Land Policy

Legal Framework

(i) Kenya Airports Authority Act (Cap. 395) (ii) The Kenya Civil Aviation Act, (Cap. 394) (iii) The Civil Aviation Act Legal Notice No. 21 of 2013 (iv) EMCA Regulations



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(v) Environmental Management and Coordination Act (1999) (vi) Occupational Safety and Health Act No. 15 of 2007 (vii) The Factories and Other Places of Work (Fire Risk Reduction) Rules, 2007 (viii) The Occupational Safety and Health (Building Operations and Works of Engineering

Construction) Rules 1984 (ix) Work Injury Compensation Benefit Act 2007 (x) Water Act, 2002 (xi) Water Rules (xii) Public Health Act (Cap. 242) (xiii) Physical Planning Act (Cap 286) (xiv) Energy Act, 2006 (xv) Electricity Power Act, No. 11 of 1997 (xvi) Urban Areas and Cities Act of 2011 (xvii) Public Roads and Roads of Access Act, Cap 399 (xviii) Use of Poisonous Substances Act Rev. 1983, Cap 247 (xix) Traffic Act, Cap 403 (xx) The Standards Act, Cap 496 (xxi) Building Code 1997 (xxii) Penal Code, Cap 63 (xxiii) The Antiquities and Monuments Act, 1983, Cap 215 (xxiv) Wildlife Conservation and Management Amendment Act of 1989, Cap 376

Development Partners Safeguards African Development Bank (AfDB) has established an Integrated Safeguard System (ISS) for comprehensive projects review and ensuring a cross the board perspective of environmental and social linkages. Integrated Safeguard System (ISS) encompasses into five number (5NO) operational safeguards listed below

Operational Safeguard 1 (OS 1) being the overall safeguard addressing environment, social and climate change issues. It also acts as the guiding principle in the project categorization process,

Operational Safeguard 2(OS 2) that provides the focus on involuntary resettlements, land acquisition, displacements and compensation factors for populations and related economic aspects,

Operational Safeguards 3 (OS 3) addressing aspects of biodiversity and ecosystems for conservation and sustainability including water resources,

Operational Safeguard 4(OS 4) focuses on pollution prevention especially in regard to wastes and hazardous materials,

Operational safeguard 5 (OS 5) is designed to take care of labour issues, health and safety concerns of projects.

On the analysis of the above safeguards, projects are categorized follows

(i) Category 1: bank operations likely to cause significant environmental and social impacts

(ii) Category 2: bank operations likely to cause less adverse environmental and social impacts than category 1

(iii) Category 3: bank operations with negligible adverse environmental and social risks

(iv) Category 4: bank operations involving lending to financial intermediaries Project Description and Justification

Jomo Kenyatta International Airport serves as a hub of most airlines operations in the region including Kenya Airways, British Airways, Virgin Atlantic, KLM, Emirates, Qatar, Ethiopian Airlines and South African Airways among others. The airport was designed and constructed in



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1978 and its capacity is now stretched to beyond its design capacity as a consequent of steady growth of the aviation sub-sector in Kenya. It is predicted that in the coming years, Kenya Airports Authority plans to extend the existing terminal building refurbish the existing runway. However, the development and growth of air traffic in Kenya will require urgent consideration of Green Fields Passenger Terminal (GFT) and an additional runway to meet the long term capacity desires. This expansion is supported through the National Airports Master plan Final Report prepared in 1993. The proposed Greenfield Terminal (GFT) is expected to increase the capacity of JKIA from the current 6 million passengers per year to about 18.5 million passengers annually by the year 2030. The Greenfield Terminal project will encompass putting up among other components a central processing area, a transit hotel, landside retail centers, arrivals and departures plaza, access road, car parking, access taxiways, Ground Service Equipment (GSE) and bus parking areas. The location of GFT (for which foot print, apron, taxiways, taxi lanes and access roads) has to be studied in reference to the orientation of the existing Runway and also the proposed 2nd Runway. The Kenya Airport Authority development plan report for the Greenfield Terminal proposes various scenarios in order to meet the immediate and future traffic needs as well as being fully compliant with international standards in terms of environment, aviation safety and security. The objective of this ESIA is to provide an evaluation of the proposed development and ensure that project will be in compliance the air transport demands, environment requirements and investment opportunities

Description of the Project Environment

JKIA area and the surrounding areas is within a low lying dry plains to the southeastern of Nairobi City influenced by the Athi Plains of Machakos and Kajiado areas. It is characterized with shallow black cotton soils, sparse vegetation cover (mainly grass and acacia tree species and scattered shrubs and exotic trees introduced through settlements and economic activities in the last few years). The immediate areas do not have significant surface water sources but are generally well drained due to the gentle slope to the southeastern direction towards the Athi River basin. It experiences generally low rainfall and generally slightly elevated temperatures all year around. In general the brief setting is as follows; Topography and Drainage Jomo Kenyatta International Airport area is characterized by mild undulating flat terrain with a general slope towards the southeast with a general drainage pattern influenced by Athi River basin. There are no natural permanent surface water bodies in the immediate neighbourhoods. Geology and Soils Jomo Kenyatta International Airport forms part of the Athi plains rise from an altitude of about 1500m at Athi River located about 8 Km south east of present area to about 1,800m above sea level further west in the faulted region near Ngong. The project area is mainly underlain by volcanic rocks, tuff and metamorphic rocks. Parts Jomo Kenyatta International Airport and the Nairobi National Park between Bushy Vale and Rocky Valley show the Nairobi phonolite separated from the underlying Mbagathi phonolitic trachytes by some thickness of a few feet of dark grey tuff, which belongs to the Athi Tuffs and Lake Beds Series. The soils around the JKIA airport are black clays referred to as black cotton soils described as being high to extremely high plasticity clays, silty clays or silty clays with sand. Water Resources With no surface water sources within the vicinity of JKIA, the airport is served water from the Nairobi Water and Sewerage Company (NW&SC) Ltd water supply and from the 7No. boreholes around the airport grounds. The NW&SC domestic mains, along the Outer-ring road supply water, through a 200mm pipeline, into an 8,300m3 storage tanks. Of the 7No. Boreholes around



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the airport, 4 have been fully operational and 3 are newly constructed and in the process of commissioning. Ecological Setting The airport is within a mixture of industrial and human settlement area and there is notable absence of natural vegetation following intensive social and economic driven land use changes. Apart from short withered grass and newly planted exotic trees, there is no significant vegetation cover on and around the existing airport side, a suitable setting for aviation operations. Climatic Conditions The climate within JKIA identifies with that of the greater Nairobi region; a tropical city located about 140km south of the equator and approximately 500km west of Indian Ocean coast. The area is characterized with a semi-humid climate that is highly influenced by semi-aridity on the east (towards the Machakos) and southern (towards Kajiado) directions. The rainfall is bi-modal with two rainy seasons from March to May (long rains) and from mid-October to mid-December (short rains) with an average annual mean rainfall of about 1,080mm per year. The minimum and maximum temperature ranges from 12oC to 28oC with annual mean temperature of about 19oC.

Project Alternatives

The Green Fields Terminal was found necessary to meet the emerging capacity deficiency at JKIA as it exists today. The selection of the site location was determined by among other factors, the relative orientation in respect to the existing Terminal 1, the existing Runway as well as the proposed 2nd Runway. Taxiing distance from the runways to the terminals is a major consideration by the airline operators due to the associated fuel costs. Other alternative factors considered included;

(i) Site Alternatives (ii) Technology Alternatives (iii) Design Alternatives (iv) The “No-Project” Alternative

Potential Impacts and Mitigation Measures

Development of the GFT will involve the construction of a new terminal building and installation of associated facilities among them passenger processing equipment, operation areas and offices, amenities (water, power, sanitation, drainage, etc.) and security. In addition, it will also provide pavements including aprons and accessing taxiways, access roads for vehicles and foot paths for pedestrians. The terminal will be situated on a space of land on which there was no other development before. The proposed terminal structures is expected to have localized direct impacts and only limited linkage impacts to other parts of the airport and the surroundings. Development on the locations will not disrupt any of the existing activities and land use around the airport including vehicle parking, aircraft parking, ground support operations and people movement at the respective areas. The key issues associated with the project include; Construction Phase Factors anticipated influencing impacts during the construction process.

(i) Safety and comfort of the airport users and workers including safe people movements, efficient accessibility by the fire rescue services during construction

(ii) Provision of amenities and services to the new terminal building (water, sanitation, power, drainage, waste flow-paths, etc.),

(iii) Linking the new terminal with other facilities and the whole airport grounds.



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(iv) Temporary disruption of safety movements, especially fire rescue operations, (v) Employment opportunities for the local youth. (i) Sourcing and extraction of construction materials with potential effects to the material

sources and adjacent areas, (ii) Deliveries and storage of construction materials to the project location including

potential damages to the access roads, social disruption and air pollution, (iii) Potential competition over water with other users including the airport operations and

neighbouring dependants, (iv) Relocation of functions and activities to the new terminal, e.g. parking slots, service

lines, etc.,, (v) Environmental quality associated with the construction activities including waste

generation and management, emissions and management, noise, (vi) Social and economic disruption including noise and air pollution from construction

trucks, (vii) Disruption of airport operations in the immediate neighbourhoods and/or associated

services sharing, e.g. water supply, (viii) Waste disposal including spoil earth and residual construction materials with potential

linkage to environmental quality. Operations Phase

(i) Safety and comfort of the airport users, support personnel and property, safe people movement and efficient access by fire rescue services is also a factor for consideration,

(ii) Improvement on health factors including natural air circulation, temperatures, humidity, potential slips and falls, climbs and descents (staircases and lifts or escalators) to mention a few,

(iii) Better waste management and support facilities to the new terminal areas (iv) Improved environmental quality associated with operations (noise, emissions, waste

generation and management), (v) Increased operations volumes (flight, passenger, surface traffic, workers numbers,

etc.) and so the improved economic opportunities, Public Consultations and Public Disclosure

An extensive stakeholder’s engagement focused on preparing the JKIA community to the project as well as overall growth of KAA at the project area. These meetings provided the opportunity for KAA to present details about the project and outline general plans for growth and to gather input on issues of concern. The consultation team conducted one to one meetings and telephone interviews with service provided and communities living around the airport. In conclusion the following points were raised by the stakeholders:

(i) The stakeholders within the JKIA and outside were concerned on the potential elevation in noise levels with the predicted growth in air traffic at JKIA. Thus, adequate mitigation measures should be put in place,

(ii) The capacity of terminal 1 is reducing and the GFT will complement in addressing the project passenger capacity towards the year 2030,

(iii) Safety measures should be put in place during the construction stage of the GFT to ensure that fire and other accidents are mitigated or to allow for fast response to emergency situations

(iv) Key negative impact will result from the construction phase of the project thus adequate mitigation measures should be put in place

(v) The construction materials and design of the GFT should be of noise proof to shield the occupants and airport users from the effect of aircraft noise,



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(vi) Relationship between KAA and neighbouring communities is strained and measures need to be put in place to ensure good neighbourliness as the airport expands in capacity and population increasing,

(vii) All stakeholders agreed that the project is an important investment for the country ESMP Outline

The GFT is designed to world class standards and to meet best practices in environment, social and economic terms. On the environmental front, the project is geared towards energy use reduction, water saving, natural lighting, natural aeration, waste reduction and safety focus, hence the GREEN FIELD TERMINAL. The ESMP has been developed under this report to provide a tool for ensuring integration of environmental and social recommendations into the project implementation and operations thereafter. The tool is based on the following key items;

(i) The environment and social issues identified as critical, (ii) Identified linkages (positive or negative) on the issues with respect to the proposed

GFT (iii) Considered management actions for specific sections of the GFT. This aspect is

flexible to allow modifications and expansion through the construction specific ESMP (iv) Apportionment of responsibilities to the key players including the Contractor, KAA,

Supervision, Operators and other stakeholders as appropriate, (v) Cost estimates for the management actions are provided, but the actual costs will be

defined under the Construction ESMP, (vi) The plan also identifies key indicators that will determine the success or failure of the

ESMP integration through the project implementation. Contractors’ Environment Expert(s) are identified for the GFT project to oversee environment and social management aspects including the construction activities and commissioning while KAAs Environmental Division is charged in overseeing the compliance during post-construction operations. Upon completion and commissioning of the terminal, it will be necessary to establish appropriate operational guidelines on environment and social linkages to enable KAA identify critical issues and appropriate actions towards minimizing associated internal and external conflicts such as wastes disposal, noise and vibrations, emissions and safety risks among others. Other responsibilities will include the following;

(i) KAA will be responsible for coordination activities and liaisons, particularly in regard to the natural resources on site (relocation of the wildlife), construction, quality control and social issues during the project implementation. This may partly be achieved through the Supervision,

(ii) The stakeholders will be responsible of overseeing that the implementation of the environmental management plans is undertaken.

(iii) Constant consultation with the Kenya Civil Aviation Authority (KCAA) and other operators such as Kenya Airways, Ground Support Services providers, Cargo Handlers, Immigration Department, Kenya Revenue Authorities among others shall be ensured at all times.

Institutional Capacities and Strengthening plan

The responsibility is, therefore, shared among the Contractor, KAA, Supervision and Stakeholders during the construction period while KAA takes the bulk of responsibility during the operations. In order to ensure effective integration of the recommendations of the ESMP into the project, monitoring capacity would be required in all levels of the project implementation such as to include skills and knowledge, information, equipment, human resources and financial support. The responsibilities are distributed among;



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(i) The Contractor(s) (ii) Kenya Airports Authority (KAA) (iii) Supervising Consultant (iv) Project Auditor

The Environmental Division within KAA structure is represented at the airport by a Regional Environmental Officer (stationed at JKIA) who would oversee the implementation of the project. The Environmental Officer will work with the Contractor and the Supervision Consultant for the implementation of the environmental and social management plan (ESMP). The capacity building will be achieved through;

(i) Monitoring Capacity Building (ii) Recruitments (iii) Safeguards Briefing (iv) ESMP Review (v) Monitoring Tools

Monitoring Parameters

Issue Monitoring Parameters Expected Output

Responsibility

Physical Environment

Drainage management Drainage outfalls

orientation

Drainage systems that are compatible with the land use features in the airport

integrated drainage system matching the existing network

Drainage outfalls fitted with surface runoff stabilization and settlement.

Contractor Supervision Consultant

Spoil management and disposal

Construction debris and scrap materials

Wastes from construction camp sites

Other waste management and disposal

Approval of spoil disposal sites by NEMA (appropriate environmental assessments submitted),

Disposal of spoil in accordance with regulations and conditions on signed agreements,

Waste management in accordance with NEMA Waste Management Regulations


Materials sites management (restoration plans)

Access road corridor finishing (rehabilitation/restorations)

Materials sites rehabilitation plans and implementation strategy

Access road reserve landscaping and beautification plans


Air quality Water quality Noise and vibrations

Air sampling and measurements schedules

Water sampling and analysis schedules

Noise measurements schedules from construction activities


Biological Environment

Vegetation cover Ecological features Aquatic features

(wetlands)

Rehabilitation and restoration plans for materials sites and spoil disposal areas

Conservation strategies


Social Aspects

OHS and Public Safety Emergency and Security HIV/AIDS Health and Sanitation Waste Management

Compliance with established regulations

Provision and operations of wellness center for the workers (and the public if necessary)

Operations of HIV/AIDS Measures

Contractor



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Responsibility

Displacements of people Employment and income

generation opportunities Accessibility to homes,

services and institutions

Training, Awareness and prevention programmes for the workers

Implementation of ESMP recommendations

Consultations with neighbouring residents

Supervision Consultant

Conclusions

1. The Green Field Terminal is to implemented in phases due to its magnitude. This ESIA

report has been prepared for Phase 1 of the project.

2. The proposed Green Field Terminal has been designed based on environmental

principles taking into consideration sustainable energy use, water and waste

management best practices. This justifies the terminal name “Greenfield”

3. Impacts associated with the GFT development are generally internal. The facility is

located wholly on the airport land and will cause not direct displacement of people,

institutions or economic activities. Livestock keepers noted herding on the airport

grounds do not reside in the area. Phase 1 project also has no direct interaction with

surface natural drainage, external air quality and noise levels.

4. There will be limited ecological impacts on the wildlife dispersing into the airport grounds

searching for fodder, water and refuge. This disruption will be associated with reduced

grazing area, truck movements and influx of workers into the area. The area, however, is

not a sensitive habitat as confirmed by KWS and that the wildlife can be relocated,

5. Development of the Green Field Terminal is one among numerous improvement projects

at JKIA. It, therefore, adds into the overall cumulative and residual impacts to the airport

and its surroundings including;

Noise levels arising from increased air traffic activities. The impacts are, however,

limited going by the indications of the noise maps projected to 2030,

The overall waste generation and categories will increase with an expanded

passenger volumes and required support services,

With additional hard surfaces, more storm water will be generated demanding

higher drainage capacity,

While appreciating the “green technologies” at the new terminal, overall airport

facilities has the potential for higher emissions including carbon,

6. The Green Field Terminal is designed to enhance utilization of renewable energy (for

lighting, aeration, air conditioning, etc.). This is a step towards complying with carbon

emissions reduction.

7. There is lack of information to the surrounding communities in regard to the project and

how it relates to their welfare. This situation has lead to misunderstanding and hostility

towards the project.



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Recommendations

1. Integrate the principles of Green Field Terminal Design on the whole airport to the extent

possible. This will enhance moderation of environmental costs around JKIA but also

position the airport on benefiting from carbon reduction initiatives.

2. The Contractor(s) will be furnished with the ESMP developed under this report as well as

the ESMP guidelines developed for JKIA. This will provide them with a basis to develop a

project specific ESMP for integration into the works. Along with that, the Contractor(s) will

engage an Environmentalist approved by the Client to support in the implementation of

the ESMP through the construction period.

3. It is recommended that operations of the GFT be integrated into the existing framework

of JKIA to the extent possible. On this front, the GREEN principles in the GFT terminal

design should be extended to the entire JKIA operations,

4. KAA should urgently consider providing a full fence on the eastern side to keep out

migrating wildlife into the airport. Thereafter, liaise with KWS on modalities of safe

relocation of the remnant wildlife to Nairobi National Park.

5. The Contractor to fence off the site to keep off local intrusion by grazing livestock and

wildlife in the short term.

6. It will be necessary to provide a Community Liaison Desk to continuously address social

concerns associated with the GFT project and other improvement activities around JKIA.

This desk will be management by KAA.



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Chapter 1: Introduction

1.1 Kenya Airports Authority Kenya Airports Authority (KAA) is an autonomous organization established in 1991 through an Act of parliament (The Kenya Airports Authority Act, Cap. 395) through the State Corporation Act and was structured to be headed by a Managing Director (as the Chief Executive Officer) who works under the instructions from a Management Board.. There are seven other line General Managers for various functions driving the organization including Finance, Projects and Engineering Services, Human Resources Services, Security Services, Marketing and Business Development, Information and Communication Technology, Procurement and Logistics. The Organization is charged with the umbrella responsibility of providing and managing a coordinated system of airports and aerodromes in the country. The organization provides facilitative infrastructure for aviation services within and Kenya and the rest of the world. With its head office at JKIA, KAA is in-charge of support infrastructure and services for JKIA itself, MIA, WAP, EIA, Kisumu, Malindi, Manda and various other aerodromes around the country including airstrips in certain tourist destinations. Among KAAs mandates is to ensure provision of environmentally sustainable infrastructure backed with a consistent and structured approach to environmental matters associated to development projects and operation activities. It places a responsibility over KAA to ensure that her projects follows due diligence through an in-house evaluation process that is guided by the national, regional and international guidelines. Jomo Kenyatta International Airport (JKIA) is Kenya’s largest airport facility and the busiest airport in East and Central Africa and also serves as a major cargo centre for both inbound and outbound goods. JKIA is located in Embakasi, a suburb to the south-east of Nairobi, Kenya. . Other than Kenya’s leading airline, Kenya Airways, the airport serves as a hub for other major airlines including British Airways, Virgin Atlantic, KLM, Emirates, South African Airways, Egypt Air and other African airlines. 1.2 JKIA Upgrading Projects The airport is currently undergoing various improvements and modernization projects to guarantee a world class experience and services to all its visitors and users. Among these projects include; 1.2.1 Project Package 1 (P1) Package 1 involved upgrading of systems through development of the following;

(i) 170,000m2 new aircraft apron and parking area with 14No. Remote Stands (both contact and remote stands) to serve the ring-terminal and the new Terminal 1A),

(ii) Upgrading of the sewerage system covering 14km of gravity truck to Ruai main trunk feeding to Dandora Sewerage works (from pumped system) and approximately 10km of internal sewers,

(iii) Upgrading of cargo apron involving construction of 4No. large bodied cargo aircrafts parking bays complete with fuel hydrant system, construction of access road, construction of cargo car park, dualling of the cargo access roads from Airport North and associated drainage works.

1.2.2 Project Package 2 (P2) A new multifaceted Terminal 1A on the south-western end of existing terminal (Terminal 1) and comprises of an airside pier such as to cover about 6,568m2 having a total gross floor area 17,575m2. Package 2 also comprised development of a multi-storey car pack with 60,566m2 area for 1,500 cars. Additional parking areas were also to be developed on the landside to



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accommodate about 4,900 vehicles. The project also included landscaping, fencing and drainage system complete with oil interception provisions. 1.2.3 Project Package 3 (P3) This package may also be referred to as the in-fills intervention. The alteration and expansion of the existing facilities and forecourts serving Terminals 1A, 1B, 1C and 1D that will include buildings on areas currently used as parking to increase the terminal floor area by over 23,000m2. The renovations were also to include modernization of international arrivals, additional air bridges are among other physical restructuring that are being envisaged under this intervention project. However, design details for this package have not been provided. 1.2.4 Project Package 4 (P4) This project involved upgrading and rehabilitation of airside pavements such as to include rehabilitation of the existing, improvement of the existing taxiways, additional rapid exit taxiways and rehabilitation of sections of the apron pavements. The interventions also involved upgrading of the ILS (including the runway centre line) and signage systems. In addition, the drainage and perimeter fencing would also be rehabilitated. Pavements Rehabilitation (P4a): This package involved rehabilitation of about 600,000m² of airfield pavements and upgrading of the shoulders of the existing taxiways and the main runway 06/24. This included the development of 3.1km of new taxiway sections comprising of 80,000m² of new pavement areas across the airfield including about 1km extension of Taxiway G to provide full parallel access to runway 24 and better optimize the configuration and efficiency of the airfield system. Overall the pavements included;

(i) Rehabilitation of the Runway (ii) Rehabilitation of the Taxiways (iii) Review of Drainage System (iv) Aprons (v) Access Roads

Remote Stands (P4b): The work to be executed under the development of Remote Stands comprises the construction of passenger apron and remote aircraft parking spaces for JKIA international airport. The Remote Stand and Associated Facilities are anticipated to cover approximately 67,500m² while the passenger apron will cover approximately 48,000m². Drainage system will be provided for the new taxiways and remote stands while the existing ones will be cleared of vegetation and debris. Other interventions will include realigning the perimeter fence and additional control gates to allow for the additional Remote Stands and associated taxiway and associated components. 1.2.5 Proposed 2nd Runway The 2nd runway is located at JKIA to the southeast of the existing passenger terminal and runs parallel to the existing runway 06/24 (It will therefore be referred to as RWY 06R/24L while the existing runway will be RWY 06L/24R). The runway is proposed to lay on Coordinates 01º21’ 19.81”S and 36º 55’ 03.89”E for the 06R threshold. The 2nd runway is oriented such as to run parallel with the current runway. It is placed on a 60º – 240º orientation. The runway pavement edge will be 2.85km south of the existing runway pavement edge with a westward displacement of about 1.75km. The physical runway corridor is wholly within the JKIA grounds with the closest distance from the boundary being about 300m. The 2nd runway will comprise pavement 45m wide and 5.5km long with shoulders, drainage and taxiways.



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1.3 The Green Terminal Project The passenger traffic at the Jomo Kenyatta Airport is expected to grow to the Year 2020 traffic of 12.7 million passengers per annum (3,339 passengers in the planning peak hour) and Year 2030 traffic of 28.8 million passengers per annum (6,792 passengers in the planning peak hour). The Government of Kenya, through the Kenya Airport Authority, has embarked on a plan to expand JKIA by building the new Greenfield Terminal (also referred to as Terminal 3) and associated aircraft pavements (aprons and access roads) to handle the expected increased traffic flow. The main objectives of the Green Fields Terminal project are to:

(i) To provide immediate capacity as required by the air-traffic forecasts. (ii) To provide an efficient terminal for hub operations. (iii) To enhance revenue for the authority. (iv) To enhance the safety and security of airport operations.

1.4 The ESIA Review

JKIA is progressively undergoing upgrading for the improvement of services and infrastructure. The improvement projects are varied and spread out the entire airport grounds. As the airport’s progressive improvements move on separately, there is an accumulation of impacts both positive and negative. For purposes of the improvement sustainability, corrective and prevention measures for the cumulative environmental and social impacts will need to be gradually quantified and integrated in the respective projects gets implemented. The proposed Green Fields Terminal (GFT) is one among these improvement projects. The site preparation activities including fencing and excavation works were approved by NEMA through a variation ESIA Licence No. 0016665 on the Improving the Physical Conditions of Exisiting Pavement on the Airside of JKIA. Subsequently, an Environmental and Social Impact Assessment Project Report was carried out on the Greenfield Terminal was undertaken and submitted to NEMA under Ref. No. NEMA/EIA/SR/264 and on which an EIA License NEMA/EIA/PSL/366 was issued by NEMA for the project (copy in annex). The African Development Bank (AfDB) has expressed desire to support the project through co-financing with the Government of Kenya. To facilitate this process, it became necessary to review of the ESIA Report to meet the requirements of the AfDB Environment and Social Safeguards. The review process made the following general observations to address;

(i) While the project is GFT, there are a number of references to the 2nd runway that creates confusion to the reader. The same confusion seem to arise among the public consulting with the stakeholders and the public,

(ii) The report spirit seems to imply a serious impact on the neighbourhoods, internal ecological/biodiversity (migrating wildlife) and reportedly some Maasai Settlers on the site. In-fact the actual situation is different since the project is wholly internal and at the moment there are no settlements on the airport grounds. There are no sensitive ecological habitats at the airport grounds since the wildlife migrates there temporarily in search of fodder, water and refuge. KWS has confirmed this and indicates relocation can be done subject to availability of resources. Investigations, however, had to be undertaken to ensure no residual impacts in this regard,

(iii) Presentation of the design concepts should be clear and be guided by the design report and drawings,

(iv) The policy, legal and institutional framework required review, especially in regard to presentation of the AfDB environmental and social safeguards,

(v) A clear analysis of impacts and associated mitigation measures is required specifically focused on the GFT. Along with this, cumulative impacts should be analyzed considering that GFT is part of the wider improvement process of JKIA.



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(vi) The ESMP should be reviewed to indicate clear guiding principles, responsibilities, management factors and a specific matrix outlining the issues, management actions, timeframes, responsibilities, timeframes, cost estimates and monitoring (as per the AfDB guidelines.

(vii) The stakeholders and public views will need to be organized and verified. This also applies to ground verification and consultations with the Client's Design Engineers on the current status of the project implementation.

(viii) A review of other ESIA study reports at JKIA will be required to ensure harmony in mitigation actions and avoid conflicts.

(ix) Finally, the overall organization of the document is required for flow and coordinated reading.

1.5 General ESIA Review Approach

1.5.1 ESIA Guidelines The EIA regulations (Kenya Gazette Notice No. 56 of 13 June 2003) provide the following issues for coverage in a full environmental impact assessment study;

(i) A comprehensive description of the proposed project including its objectives, preliminary designs (availed by the Client), proposed implementation (from the feasibility or other report) and anticipated by-products among others,

(ii) Description of the project area such as to cover the location, environmental setting, social and economic issues, corporate development strategies as well as national development plans, etc. linkages were established between the information so gained and the role of the proposed project,

(iii) Key social linkages including land ownership, potential displacements and compensation issues as well as social disruptions in terms of accessibility of common resources and amenities,

(iv) Policy, legal and institutional framework within which the proposed project will operate, that also includes the corporate policy and strategic planning,

(v) Review of respective environmental and social impacts assessment study reports on the ongoing intervention projects with a view to quantifying cumulative environmental and social impacts,

(vi) An overview of the anticipated impacts from the project and overall cumulative impacts of intervention projects to the physical environment, social status and general benefits to the national economy. Appropriate mitigation measures and plans have also been suggested,

(vii) Establish an outline on the mitigation action plans to be incorporated in the overall final design, implementation and operations thereafter.

Following on the above, emphasis on the environmental and social assessment for project lay on the following key areas;

(i) Environmental baseline conditions within Nairobi City and JKIA environs, (ii) Evaluation of the land use patterns within the corridors and the larger counties in

general with respect to influence from the road construction and use thereafter, (iii) Anticipated environmental impacts with particular focus on physical environment,

social and economic issues as well as natural resources aspects within the project region,

(iv) Social implications of the project to be gathered through structured public participation and interviews of the government officials, community groups, farmers, land owners, public institutions, opinion leaders, etc.,

(v) Mitigation measures and an environmental management plan outline have also been developed,



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1.5.2 Baseline Conditions This environmental and social impact assessment Project Report was developed on the basis of available information. A review of the current baseline status of the project area and subsequent updating of the anticipated impacts, mitigation measures as well as the environmental management plan is the main focus of this assignment as such as to prepare an ESIA Study Report. In addition to physical environmental assessment, consultation meetings were undertaken with KAA’s Environment Division, Design Consultants (Louis Berger with Runji and Partners) with a view to appreciating the design concepts, project components and implementation schedule as well as associated experiences. 1.5.3 Consultation Meetings Due to the time constraints and the fact that stakeholders/public had been consulted in the original study process, the previous outcomes were adopted for this review process. The consultative meetings had been undertaken in the neighbouring Syokimau settlement areas and in the airport where Stakeholders and public got an opportunity to contribute to the overall project concept by making recommendations and raising concerns. The process also created a sense of responsibility, commitment and ownership as well as clarifications on critical concerns with the communities. 1.5.4 Documentary Review Relevant documents were reviewed for an understanding of the assignment and the project setting, environmental status, data on social and economic characteristics of the JKIA and the, land use practices, proposed design concepts, development strategies and airport development master plans as well as the policy and legal documents. In summary, among the documents to be reviewed will include;

(i) Preliminary architectural and structural design principles adopted for the GFT project, (ii) Annex 14 of ICAO Guidelines that informs design considerations for aerodromes, (iii) The ESIA Study Report submitted to NEMA on the GFT, (iv) ESIA Reports on other JKIA improvement projects, (v) Design reports and drawings on the proposed Green Field Terminal Building, (vi) The Kenya Vision 2030 (vii) The Constitution of Kenya, (viii) KAAs strategic documents and operations manuals (ix) Policy documents and legal statutes governing the aviation and transport sector, (x) Kenya environmental legislation and standards, (xi) Environmental and social impact assessment study reports for various projects

around the airport, (xii) Nairobi County Integrated Development Plan (CIDP); (xiii) Kenya Population Census 2009; (xiv) Nairobi County Profile

1.5.5 Environmental and Social Assessments The GFT site is well identifiable on the ground enabling determination of the exact physical environmental and social features to be directly or indirectly affected. A comprehensive physical evaluation of the project area was undertaken taking into consideration physical and biological environmental status, human settlements and socio-economic activities within and around JKIA. Fieldwork sessions established the impact zone and impact parameters in terms of physical environment, social and economic trends, population trends, hydrology and climatic patterns among others. Field visits also involved interviews of key stakeholders within the airport



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grounds, operators and institutional officials as well as member of public and stakeholders in the neighbouring areas. Among other objectives of the detailed fieldwork will be to;

(i) Undertake the physical observations on the topography, land use trends, surface water sources, public amenities, conservation areas and human settlements around the airport.

(ii) Obtain available information and data from the local Operators and airport users, (iii) Assess the proposed construction material sites with respect to land use and loss,

proximity to human settlements, relationship with the hydrology and drainage, potential health and safety of the residents, size and ownership among other issues,

(iv) Evaluate the proposed construction camp site (if any is to be established) and their effects to the surrounding,

(v) Carry out rapid assessments of population densities, human settlement trends, social and economic activities within the impact zone of JKIA,

(vi) Observe potential implications to the airport operations and safety aspects at the airport during the construction phase, particularly with regard to aircraft operations.

1.5.6 Reporting The process of report review involved the Consultant analyzing respective data and information obtained in the previous study process and discussions on the design principles that are still evolving. The information so obtained was translated into supplementary findings and potential impacts. It also provided a basis for developing improved mitigation measures and the Environment Management Plan for incorporation into the project implementation and other investigation.



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Chapter 2: Policy, Legal and Administrative Framework

2.1 Introduction There is a growing concern in Kenya and at global level that many forms of development activities cause damage to the environment. Development activities have the potential to damage the natural resources upon which the economies are based. A major national challenge today is how to maintain sustainable development without damaging the environment. The Environmental Impact Assessment is a useful tool for protection of the environment from the negative effects of developmental activities. There are many environmental problems and challenges in Kenya today. Among the cardinal environmental problems include: loss of biodiversity and habitat, land degradation, land use conflicts, human animal conflicts, water management and environmental pollution. This has been aggravated by lack of awareness and inadequate information amongst the public on the consequences of their interaction with the environment and the policy and legal provisions for compliance. The Kenya Airports Authority operations are guided by a Vision and a Mission drawn to align it with the national focus of “The Kenya’s Vision 2030”. In the course of achieving this vision, environmental sustainability will be achieved through appropriate strategies for promoting environmental conservation and harmonization of related laws and regulations for better environmental planning and governance. Application of national statutes and regulations on environmental conservation suggest that the KAA has a legal duty and social responsibility to ensure that the proposed development be implemented without compromising the status of the environment, natural resources, public health and safety. This position enhances the importance of conducting environmental impact assessments for proposed projects in order to provide a benchmark for their sustainable development. Among these benchmarks include compliance with established legal provisions and safeguards. 2.2 Policy Analysis 2.2.1 The Constitution of Kenya Article 42 of the Bill of Rights of the Kenyan Constitution provides that ‘every Kenyan has the right to a clean and healthy environment, which includes the right to have the environment protected for the benefit of present and future generations through legislative and other measures’. Part 2 of Chapter 5 of the constitution is dedicated to Environment and Natural Resources. Article 69 in Part 2 provides that the state shall;

(i) Ensure sustainable exploitation, utilization, management and conservation of the environment and natural resources, and ensure the equitable sharing of the accruing benefits

(ii) Work to achieve and maintain tree cover of at least ten per cent of the land area of Kenya

(iii) Encourage public participation in the management of, protection and conservation of the environment

(iv) Protect genetic resources and biological diversity (v) Establish systems of environmental impact assessment, environmental audit and

monitoring of the environment (vi) Eliminate processes and activities that are likely to endanger the environment (vii) Utilize the environment and natural resources for the benefit of the people of Kenya

Further, Article 70 states that if a person alleges that a right to a clean and healthy environment recognized and protected under Article 42 has been, is being or is likely to be, denied, violated, infringed or threatened, the person may apply to a court for redress. Development Projects should ensure compliance with the constitution in so far as equitable sharing of the resources, between the stakeholders. Further, the projects should ensure the sustainability of livelihoods



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and biological resources within the project areas are protected. Any development proposals should also be cognizant of the increased powers under the Constitution given to communities and individuals to enforce their rights through legal redress 2.2.2 Kenya Vision 2030 Kenya Vision 2030 is the current national development blueprint for period 2008 to 2030 and was developed following on the successful implementation of the Economic Recovery Strategy for Wealth and Employment Creation which saw the country’s economy back on the path to rapid growth since 2002. GDP growth rose from 0.6% to 7% in 2007, but dropped to between 1.7% and 1.8% in 2008 and 2009 respectively. The objective of the vision 2030 is to transform Kenya into a middle income country with a consistent annual growth of 10 % by the year 2030”. One of the aims of the Kenya Vision 2030 is designed to make Kenya to be a nation that has a clean, secure and sustainable environment by 2030. This will be achieved through promoting environmental conservation to better support the economic pillar. Improving pollution and waste management through the application of the right economic incentives in development initiatives is critical. 2.2.3 Kenya Airports Authority Mandate The Kenya Airports Authority (KAA) was established in 1991 through an act of parliament (The Kenya Airport Authority Act, Cap. 395) and is charged with an umbrella responsibility of providing services and managing a coordinated system of all airports and aerodromes in the country. The KAA mandate includes the following;

(i) Coordinating operations in airports and aerodromes, (ii) Management of facilities within airports and aerodromes, (iii) Overall management and administration of airports and aerodromes, (iv) Provision of services and facilities necessary for aircraft operation, (v) Ensure good environmental, health and safety status at all airports and aerodromes.

The Kenya Airports Authority operations are guided by carefully considered vision and mission drawn to align it with the national focus of “The Kenya Vision 2030”. The KAA vision in line with Kenya Vision 2030 is “To be the Airport System Hub of Choice” while the mission is “To facilitate seamless connectivity through provision of efficient and effective Airport facilities and services in an environmentally sustainable manner to exceed stakeholder expectations. 2.2.4 Transport Policy The policy identifies promotion of aviation safety and security as well as improving environment as among the key guiding principles. KAA coordinates the overall aviation security at airports and this function is undertaken through the Security Department of the Authority, with the State Security providing the necessary backup. The current arrangement is that the State Police provide this service through Kenya Airports Police Unit (KAPU) who however is not directly accountable to the management of the Airports Authority. KCAA is responsible for regulating aviation security in accordance with ICAO Annex 17. Other stakeholders are involved through committees. The Integrated Policy on Transport is designed to achieve the following;

(i) Modernize and fully integrate air transport infrastructure to maintain Kenya as the preferred aviation and commercial hub in the East, Central and Southern African Region,

(ii) Enhance safety and expedite flow of air traffic in a cost effective manner. facilitate public and private sector participation in infrastructure development in the aviation industry,

(iii) Repossess all illegally acquired aerodrome land,



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(iv) Ensure proper maintenance, equipment and manning of minor aerodromes, (v) Develop and maintain a satellite based Communication, Navigation Surveillance/Air

Traffic Management (CNS/ATM) system to meet present and future, air traffic operational requirements,

(vi) Ensure that air navigation installations are properly guarded from acts of vandalism, (vii) Ensure that there is adequate well trained personnel for the aviation industry, (viii) Identify an alternative site away from the existing airport with adequate land for the

construction of a second international airport to serve the capital city. KAA is responsible for land use planning within the airports but has limited control over the utilization of land outside its jurisdiction. KAA is also working closely with local authorities with respect to land use outside the airports with a view to avoiding undue conflicts. Repossess aerodrome land which has been encroached on and ensure developments and commercial activities around the airports strictly adhere to laid down by-laws and regulations. Aircraft noise and other emissions beyond acceptable levels, and aircraft engine emissions are emerging as major challenges at Kenyan aerodromes. This situation is compounded by human settlement encroachment on airport land; uncontrolled disposal of waste including abandoned and written off aircraft at aerodromes. The critical issues cited include aircraft noise and other environmental pollution are becoming major challenges in the Kenyan aviation industry and uncontrolled disposal of waste, including abandoned equipment is also a major hindrance to the growth of the industry. The policy therefore provides for;

(i) Compliance with ICAO minimum Standards and Recommended Practices (SARPs) and applicable national laws in respect to environmental protection,

(ii) Disposal of abandoned and written off aircraft and related aircraft waste within aerodromes,

(iii) Reduction of the negative effects of the aviation industry on the environment. 2.2.5 National Environmental Action Plan (NEAP) The NEAP for Kenya was prepared in mid 1990s. It was a deliberate policy effort aimed at integrating environmental considerations into the country’s economic and social development. The integration process was to be achieved through a multi-sectoral approach to develop a comprehensive framework to ensure that environmental management and conservation of natural resources are integral part of societal decision-making. The NEAP also established the process of identifying environmental problems and issues, raising awareness, building national consensus, defining policies, legislation and institutional needs, and planning environmental projects. Following on this, another NEAP (2009 – 2013) was developed. The Environmental Management and Coordination Act (EMCA, 1999) provides for the formulation of the National, Provincial and District environmental action plans after the duration of five years. According to the NEAP of 2009 – 2013, Chapter four addresses environmental issues mainly as a result of trade, industry and services which should gear towards achieving sustainable development. Chapter 4 sub-sections 4.4.3 addresses the transport sector whose main environmental challenges are noise, air, water pollution, clearance of vegetation, solid and liquid waste disposal. It recommends the completion and implementation of air quality, noise and vibration regulation, 2007 and the enforcement of EMCA, 1999 and its subsidiary regulations. 2.2.6 National Policy on Water Resources Management and Development While the National Policy on Water Resources Management and Development (1999) enhances a systematic development of water facilities in all sectors for promotion of the country’s socio-economic progress, it also recognizes the by-products of this process as wastewater. It, therefore, calls for development of appropriate sanitation systems to protect people’s health and



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water resources from institutional pollution. Economic activities, therefore, should be accompanied by corresponding waste management systems to handle liquid effluents and other wastes emanating there from that should also include appropriate measures to ensure environmental resources and people’s health in the immediate neighbourhood are not negatively impacted by the effluent. In addition, the policy provides for charging levies on wastewater on quantity and quality (similar to polluter-pays-principle) in which those contaminating water are required to meet the appropriate cost on remediation, though the necessary mechanisms for the implementation of this principle are still being formulated. 2.2.7 Sessional Paper on Environment and Development The paper, now being developed into a full policy on environment, presents broad categories of development issues that require sustainable approach. The paper harmonizes environmental and developmental objectives so as to ensure sustainability. The paper provides comprehensive guidelines and strategies for government action regarding environment and development. Under this paper, broad categories of development issues have been covered that require sustainable approach. 2.2.8 The National Biodiversity Strategy The overall objective of the National Biodiversity Strategy and Action Plan (NBSAP) is to address the national and international undertakings elaborated in Article 6 of the Convention on Biological Diversity (CBD). It is a national framework of action to ensure that the present rate of biodiversity loss is reversed and the present levels of biological resources are maintained at sustainable levels for posterity. The general objectives of the strategy are to conserve Kenya’s biodiversity to sustainably use its components; to fairly and equitably share the benefits arising from the utilization of biological resources among the stakeholders; and to enhance technical and scientific cooperation nationally and internationally, including the exchange of information in support of biological conservation. 2.2.9 Wildlife Policy The main objective of wildlife policy in the past was preservation of as many animals as possible. The policy promoted a secure export market for products of consumptive wildlife utilization (sports hunting, sale of meat, skins and trophies), that would not be closed through “preservationist” pressure by overseas governments and firms. The responsible agency is the Kenya Wildlife Service, which is administratively responsible to the Ministry of Tourism. Sessional Paper No. 3 of 1975, Statement on Future Wildlife Management Policy in Kenya, The Government’s basic policy objectives with respect to wildlife are stated in the Sessional Paper No. 3 of 1975. These include identifying the best land uses (or combinations of uses) for specific areas of land, in terms of their land and short run benefits to people, ensuring implementation of those uses and ensuring a fair distribution of benefits of those uses. The Sessional Paper underlines the fact that 5% of Kenya’s area, under exclusive wildlife use, promises the highest returns, mainly from the tourist industry and by maintaining examples of the main types of habitants found in the country. The Government declared such areas as National Parks, National Reserves, or County Council Game Reserves. It also allocated financial and human resources necessary to ensure that their potentials are achieved. 2.2.10 The Land Policy Environmental management principles: To restore the environmental integrity the government shall introduce incentives and encourage use of technology and scientific methods for soil



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conservation. Fragile ecosystems shall be managed and protected by developing a comprehensive land use policy bearing in mind the needs of the surrounding communities. The sustainable management of land based natural resources depends largely on the governance system that defines the relationships between people, and between people and resources. To achieve an integrated approach to management of land based natural resources, all policies, regulations and laws dealing with these resources shall be harmonized with the framework established by the Environmental Management and Coordination Act (EMCA),1999. 2.2.11 KAAs Policy on Gender Mainstreaming Kenya Airports Authority has developed a policy on Gender based on the National Policy on Gender and Development of 2000 and in tandem with the Constitution and the Employment Act (2007). The policy was developed to also to fulfill the desires of the National Commission on Gender and Development Act, 2003 as well as the spirit of the Sessional Paper No. 2 of May 2006 on Gender Equality and Development. The main objective of the Policy is to ensure equal rights and opportunities for women and men in all spheres and structures of KAA and equal employment opportunity to contribute to the national economic growth. While linking to the national aspirations, the policy gears towards addressing the Human Resources harmonization for KAA where women constitutes only about 27%. 2.2.12 KAAs Policy on Disability Mainstreaming The Policy on Disability at KAA was developed in 2012 with the main objective of enhancing the of providing services and protection to persons with disabilities as well as facilitating conducive environment for employment of the benefits from employment and economic development in line with the Persons with Disability Act of 2003. The Policy gears towards integrating person with disability to the extent possible in all operations activities and programmes at KAA and enable them realize their full potentials and contribute to the organizational growth and the national social development. 2.2.13 KAAs Corporate Social Responsibility Strategy Kenya Airport Authority developed a Strategy Framework on the Corporate Social Responsibility (CSR). The Strategy appreciates that Kenya Airports Authority operates with a dynamic social and economic environment that greatly influences management decisions and actions on her day to day operations. In this regard, therefore, the Corporate Strategic Plan is dependent on how KAA enhances its internal capabilities, exploits the existing opportunities and manages her weaknesses, while controlling risks to the planned programmes and activities. Environmental management and corporate social responsibility activities are considered as among the functions that KAA should emphasize on to meet the local and international best practices for airports as desired in the vision and mission statements. The overall objectives of CSR

(i) To develop and sustain mutual relationships with communities and collaborate in

addressing issues which affect them (ii) To demonstrate the Authority’s commitment to carry out business as a responsible

corporate citizen (iii) To enhance support for the Authority’s business activities (iv) To cultivate more understanding of the Authority’s operations, achievements and

policies (v) To enhance the brand equity – visibility and promote a positive image (vi) To bridge the gap between the Authority and its stakeholders (vii) Integrate environmental management and conservation in the operation’s structures



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2.2.14 International Civil Aviation Organization (ICAO) Air transport supports economic and social development worldwide, yet contributes to the production of greenhouse gases, roughly two per cent of CO2 emissions from human activity. While that proportion is relatively small, it does not exclude the sector from the responsibility of setting and meeting targets. The fact that emissions will inevitably increase with the anticipated growth of air transport makes it imperative for the sector to act. The International Civil Aviation Organization (ICAO) involvement in aviation environmental protection emphasizes the value of a common, coordinated and global approach to addressing the impact of air transport operations on noise and local air quality around airports, and the much broader challenge of climate change. The environmental programme of ICAO has grown larger in scope since the coming into force of the United Nations Framework Convention on Climate Change (UNFCCC) in 1992. This framework created a mechanism for ICAO to interact and cooperate with other UN bodies on greenhouse gas emissions issues, while continuing to deal with an expanding list of noise and local air quality issues. ICAO has established environmental protection standards and recommended practices (SARPS), policies and guidance for international application. The key focuses of ICAO guidelines in its Annex 16A & B that require coordinated approach include aircraft noise and engine emissions. It also pays attention to integrated measures to abate adverse environmental impacts including technological improvements, operating procedures, organization of air traffic, appropriate airport and land use planning, as well as application of available market based options. Environmental protection is one of the Strategic Objectives of ICAO. The Committee on Aviation Environmental Protection (CAEP) is a technical committee of the ICAO Council, responsible for conducting studies and recommending measures to minimize and reduce aviation’s impact on the environment, including setting certification Standards for aircraft noise and aircraft engine emissions. ICAO reviews and adopts CAEP recommendations. It also informs the organization’s Assembly that meets every three years and establishes policies on aviation environmental protection. The organization also produces complementary studies, reports, manuals and circulars on the subject of aviation and environment. ICAO has three environmental goals for international aviation, which aim to:

(i) Limit or reduce the number of people affected by significant aircraft noise; (ii) Limit or reduce the impact of aviation emissions on local air quality; and (iii) Limit or reduce the impact of aviation greenhouse gas emissions on the global

climate.” In support of these goals and in its role as international aviation’s leading environmental body, CAEP has established environmental documents, including reports, guidance material, and/or specific studies that help to ensure that the most up-to-date information on aviation environmental issues is fully available to State authorities and the broader aviation community for future planning and related decisions and actions. 2.2.15 ICAO Annexes The International Civil Aviation Organization (ICAO) has developed a set of guidelines to be observed by airports operating at international standards. While most of the guidelines seem to focus on aircraft operations, airport ground conditions are of great importance to aviation operations. Among the provisions;

(i) Annex 9 of the ICAO guidelines provides for passengers’ baggage at the airports. It requires that an airport shall provide safe and spacious storage for passengers’



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unclaimed baggage for latter collection before disposal. This is the basis for baggage handling and disposal procedures at the airport by the customs department,

(ii) Annex 14 Volume 1 (iii) Annex 16 Vol. II deals with aerial emissions from aircrafts and ground service

equipment. The annex lists among the emissions as including smoke, unburned hydrocarbons, carbon monoxide and nitrogen oxides,

(iv) Annex 18 of the ICAO guidelines provides for prohibited goods transportation with considered safety factors including responsibilities, appropriate labelling, acceptable packaging and adequate operator’s responsibility. This could be extended to ground handling of the same materials including storage, movements, emergency response and disposal mechanisms,

2.2.16 International Air Transport Association (IATA) This is an international association of scheduled carriers in international air transportation. The airlines it represents are the main users of airports therefore they affect airport planning with regard to design and development to ensure effective, safe, efficient and secure air transport. It sets standards for runway length depending on type and size of aircraft and also the area to be left for a clearway in airports. The noise levels of aircraft also influence the type of land uses around the airport. 2.3 Legal Analysis Provisions of the national regulations on environmental conservation implies that the Kenya Airports Authority has a legal duty and responsibility to operate the airport sustainably and to comply with the established environment management regulations and should not compromise on the environmental health and safety requirements. This position enhances the importance of this ESIA and subsequent implementation of the ESMP developed therefrom. The key national laws that govern the management of environmental resources in the country will also be integrated throughout the construction and subsequent operations. Note that wherever any of the laws contradict each other, the Environmental Management and Coordination Act 1999 prevails. 2.3.1 Kenya Airports Authority Act (Cap. 395) Section 8 of the Kenya Airports Authority Act (Cap. 395) defines the functions and powers of the Authority, which includes the following;

(i) Provide by means of undertakings of the Authority, a coordinated system of aerodromes and facilities relating thereto;

(ii) Administer, control and manage aerodromes and any other property vested in it under this Act;

(iii) Provide, develop and maintain such services and facilities as are in its opinion necessary or desirable for the efficient operation of aircraft, excluding air navigational aids other than visual aids to navigation except with the consent of the Minister;

(iv) Provide rescue and fire fighting equipment and services at aerodromes; and (v) Approve the establishment of private airstrips and control the operations thereof.

To support the functions of the Authority, other Government agencies are also involved, including;

(i) The Kenya Airport Police Unit to provide security for Airport installations, handles incidents of hijacking, carries out detection and disposal of bombs, participates in the prevention and detection of crime, carries out investigation of accidents, takes control of all points of entry into restricted and controlled areas, and maintenance of law and order



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(ii) Specialized security units including bomb detection and disposal experts Section 15 vests powers to the Authority to enter land to prevent accidents. In particular, Part (3) states that where any person erects any building which in any way interferes with the operation of any service provided by the Authority under this Act, the Authority may, unless such person has previously obtained the approval of the managing director to the erection of such building, or has modified it to the satisfaction of the managing director, apply to the High Court for an order for the demolition or modification of such building, or, as the case may require, for the payment to the Authority of the cost incurred in the resetting or replacement necessary to prevent such obstruction or danger and the court at its discretion may grant such order as it may deem fit as to the payment of compensation and costs. 2.3.2 The Kenya Civil Aviation Act, (Cap. 394) Under this act, the Kenya Civil Aviation Authority (KCAA) has to authorize and approve the height of power transmission lines and masts when they are on or proximal to flight paths so as to ensure the safety of flying aircraft. Under Section 9 of this act, notwithstanding the provisions of any written law, or terms of any deed, grant, lease, or license concerning the use and occupation of land, the minister may, where he considers it to be necessary in the interests of air navigation, by order published in the Gazzette, prohibit the erection within a declared area of any structure above the height specified in the order. Failure to adhere to the provisions of this act, one commits an offence and upon conviction shall be liable to a fine not exceeding two million shillings or to imprisonment for a term not exceeding three years or to both. Specific requirements are outlined under the Kenya Civil Aviation Legal Notice of 2013 summarised below. 2.3.3 The Civil Aviation Act Legal Notice No. 21 of 2013 This Act that was assented to on 14th January 2013 and commenced on 25th January 2013 provides for the control, regulation and orderly development of Civil Aviation in Kenya. Several sections of this Act relating to aerodromes safety are highlighted below. Section 39(1) mandates the Authority to inspect any aerodrome used for civil aviation operations, premises of any regulated agent or premises of the holder of an air service license, certificate, authorization or other approval document issued by the Authority or any aircraft on Kenyan territory regardless of their state of registry or Kenya registered aircraft wherever it may be for reasons of aviation safety, security, consumer protection and for any other reasons for which the Authority is established. Part (2) of this section mandates the Authority’s inspectors to have unhindered access to aerodromes, premises of any regulated agent or premises of the holder of air service license, certificate, authorization or other approval document or aircraft wherever it may be and the related facilities and installations and to any records, information and explanation that may be required in the course of their inspections. Part (3) gives the Authority’s inspectors, where they find that an aerodrome operator, regulated agent or a holder of air service license, certificate, authorization or approval document or an aircraft is in violation of this Act or regulations made hereunder, powers to issue an infringement notice to such license, certificate or authorization holder as provided in the Second Schedule stating the particulars of the violation, the period within which to comply and the attendant penalty for the stated violation. Section 40 states that where land is required by the Authority for its use, the Authority may acquire such land through the stipulated processes, and the Cabinet Secretary responsible for



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matters relating to land place such land at the disposal of the authority to be utilized for the purposes of the Authority. Section 46 prohibits wilfully or negligently imperil the safety of an aircraft or any person on board, whether by interference with any member of the crew of the aircraft or by tampering with the aircraft or its equipment, or by disorderly conduct or by any other means; causing or permitting an aircraft to endanger any person or property; interference or tampering with an air navigation facility. A person who contravenes these provisions commits an offence and shall be liable to prosecution. Section 52 states that the Cabinet Secretary shall be responsible for civil aviation policies; investigation of civil aircraft accidents and incidents for the purpose of prevention of further occurrence of similar accidents and incidents; establishment of incident reporting systems to facilitate collection of information on actual and potential safety deficiencies; establishment and review of air services agreement in an open and transparent manner; and the submission of variations to the Chicago Convention, any Annex to the Convention relating to international standards and recommended practices and any amendment thereto, or other international conventions and protocols, relating to civil aviation that Kenya is party to. For the purposes of carrying out responsibilities under section 52, Section 53 requires the Cabinet Secretary to appoint, by way of Gazette Notice, investigators of accidents from whom he or she shall appoint an investigator-in-charge of air accidents and his or her Deputy. The objective of the investigation of an accident or incident shall be to determine the safety factors and where possible the probable cause and the prevention of accidents and incidents and not to apportion blame or liability. Investigators appointed shall have a professional pilot’s background, or an aeronautical engineering qualification, or air traffic control qualification or, as appropriate, experience in specialized areas of aviation such as operations, aerodynamics and aircraft design, or any other persons with special skills or knowledge in specialized areas of aviation in an advisory capacity in any case where it appears to the Cabinet Secretary that such special skills or knowledge are required for proper completion of the investigation. Section 54 gives investigators free and unhindered access to the site of the accident or incident as well as to the aircraft, its contents or its wreckage; powers to secure and preserve the scene of the accident; and free access to any relevant information or records held by the owner, the operator, the operator’s maintenance contractors and subcontractors, the hirer, the designer or the manufacturer of the aircraft and by the authorities for civil aviation or airport operation or Air Traffic Service. The section also outlines all the necessary safeguards required during the entire process of investigation. Part (2) of this Section states that the Cabinet Secretary shall establish an incident reporting system to facilitate collection of information on actual and potential safety deficiencies. Section 55 requires The Cabinet Secretary to assess and audit the performance standards of the functions of the Authority to ensure that they meet prescribed international standards at such time intervals as he or she may consider desirable. He/She may appoint audit inspectors to carry out the assessment and audit referred to above, and who shall have unhindered access to all records, information, facilities and installations and to any explanation that may be required in the course of their duties. The Cabinet Secretary may, on the advice of any audit inspector, take appropriate action to ensure that noted safety deficiencies are corrected and appropriate standards are maintained. 2.3.4 Environmental Management and Coordination Act (1999) Section 72 of the EMCA, 1999 prohibits discharging or applying poisonous, toxic, noxious or obstructing matter, radioactive or any other pollutants into the environment. Section 73 require that operators of activities which discharges effluent or other pollutants to submit to NEMA accurate information about the quantity and quality of the effluent. Section 74 demands that all



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effluent generated from point sources are discharged only into the existing sewerage system upon issuance of prescribed permit from the local authorities. Section 87 sub-section 1 states that no person shall discharge or dispose of any wastes, whether generated within or outside Kenya, in such a manner as to cause pollution to the environment or ill health to any person, while section 88 provides for acquiring of a license for generation, transporting or operating waste disposal facility. According to section 89, any person who owns or operates a waste disposal site or plant or generate hazardous waste, shall apply to the NEMA for a license. Sections 90 through 100 outline more regulations on management of hazardous and toxic substances including oils, chemicals and pesticides. 2.3.5 EMCA Regulations Under EMCA, 1999, a set of regulations have been developed to address management and compliance in special aspects of the environmental. Among the regulations relevant in the proposed projects are listed here below; Water Quality Management Regulations, 2006 (Legal Notice No. 120) These regulations were drawn under section 147 of the Environmental Management and Coordination Act 1999. In accordance with the regulations, every person shall refrain from acts that could directly or indirectly cause immediate or subsequent water pollution and no one should throw or cause to flow into water resources any materials such as to contaminate the water. The regulation also provides for protection of springs, streams and other water sources from pollution. There are potential linkages during construction and use though mainly internal. Waste Management Regulations, 2006 (Legal Notice No. 121) The regulations are formed under sections 92 and 147 of the Environmental Management and Coordination Act, 1999. Under the regulations, a waste generator is defined as any person whose activities produces waste while waste management is the administration or operation used in handling, packaging, treatment, conditioning, storage and disposal of waste. The regulations requires a waste generator to collect, segregate and dispose each category of waste in such manners and facilities as provided by relevant local authorities. Regarding transportation, licensed persons shall operate transportation vehicles approved by NEMA and will collect waste from designated areas and deliver to designated disposal sites. Appropriate management measures would be necessary throughout the project phases. Noise and Excessive Vibration Pollution Control Regulations, 2009 These regulations were published as legal Notice No. 61 being a subsidiary legislation to the Environmental Management and Co-ordination Act, 1999. The regulations provide information on the following:

(i) Prohibition of excessive noise and vibration, (ii) Provisions relating to noise from certain sources, (iii) Provisions relating to licensing procedures for certain activities with a potential of

emitting excessive noise and/or vibrations, and (iv) Noise and excessive vibrations mapping

Part II section 3(I) of these Regulations states that: no person shall make or cause to be made any loud, unreasonable, unnecessary or unusual noise which annoys, disturbs, injures or endangers the comfort, repose, health or safety of others and the environment and section 3(2) states that in determining whether noise is loud, unreasonable, unnecessary or unusual. Part II Section 4 states that: except as otherwise provided in these Regulations, no person shall;

(i) Make or cause to be made excessive vibrations which annoy, disturb, injure or endanger the comfort, repose, health or safety of others and the environment;



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(ii) Cause to be made excessive vibrations which exceed 0.5cm per second beyond any source property boundary or 30m from any moving source.

Part III, Section 11(1) states that any person wishing to;

(i) Operate or repair any machinery, motor vehicle, construction equipment or other equipment, pump, fan, air-conditioning apparatus or similar mechanical device;

(ii) Engage in any commercial or industrial activity, which is likely to emit noise or excessive vibrations shall carry out the activity or activities within the relevant levels prescribed in the First Schedule to these Regulations. Any person who contravenes this Regulation commits an offence.

Section 13(1) states that except for the purposes specified in sub-Regulation (2) hereunder, no person shall operate construction equipment (including but not limited to any pile driver, steam shovel, pneumatic hammer, derrick or steam or electric hoist) or perform any outside construction or repair work so as to emit noise in excess of the permissible levels as set out in the Second Schedule to these Regulations. The purposes include emergencies, those of a domestic nature and /or public utility construction. Section 14 relates to noise, excessive vibrations from construction, demolition, mining or quarrying sites, and states that: where defined work of construction, demolition, mining or quarrying is to be carried out in an area, the Authority may impose requirements on how the work is to be carried out including but not limited to requirements regarding machinery that may be used and the permitted levels of noise as stipulated in the Second and Third Schedules to these Regulations. Noise regulations are perhaps the most relevant in respect of aviation operations. Environmental Management and Co-Ordination Act, 1999; Environment Co-Ordination (Air Quality) Regulations, 2008 The government has gazetted the air quality regulations standards The Environmental Management and Co-ordination (air quality Regulations). The regulation has provisions with prohibitions of Priority air pollutants associated with machine operations and burning activities (general sources, mobile sources and Greenhouse gasses) outlined under the second schedule of the regulations. Tolerable air quality limits are provided under the first schedule of the regulation while lists specific limited for emissions from controlled and non-controlled facilities by sector. An operator of a site or equipment is required to obtain a license under the regulations and stipulated regulations. A compliance is also required as part of the emission license. Though emissions will be limited in respect of the restoration projects, the aspects is significant in aviation operations. EMCA (Controlled Substances) Regulation, 2007 This regulation controls the production, consumption and exports and imports of controlled substances. This is an important aspect in aviation operations, but the projects may not have a direct linkage. The Controlled Substances Regulations defines controlled substances and provides guidance on how to handle them. This regulation mandates NEMA to monitor the activities of persons handling controlled substances, in consultation with relevant line ministries and departments, to ensure compliance with the set requirements. Under these regulations, NEMA will always be publishing a list of controlled substances and the quantities of all controlled substances imported or exported within a particular. The list will also indicate all persons holding licenses to import or export controlled substances, with their annual permitted allocations. The regulations stipulate that controlled substances must be clearly labeled with among other words, “Controlled Substance-Not ozone friendly’’) to indicate that the substance or product is harmful to the ozone layer. Advertisement of such substances must carry the words, “Warning: Contains chemical materials or substances that deplete or have the potential to deplete the ozone layer.” Producers and/or importers of controlled substances are required to include a material safety data sheet. Persons are prohibited from storing, distributing, transporting or otherwise handling a controlled substance



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unless the controlled substance is accompanied by a material safety data sheet. Manufacturers, exporters or importers of controlled substances must be licensed by NEMA. Further, any person wishing to dispose of a controlled substance must be authorized by NEMA. EMCA (Conservation of Biological Diversity and Resources, Access to Genetic Resources and Benefit Sharing) Regulations, 2006 These are supposed to ensure Conservation of Biodiversity in the country because, Kenya has a large diversity of ecological zones and habitats including lowland and mountain forests, wooded and open grasslands, semi-arid scrubland, dry woodlands, and inland aquatic, and coastal and marine ecosystems. In addition, a total of 467 lake and wetland habitats are estimated to cover 2.5% of the territory. In order to preserve the country’s wildlife, about 8% of Kenya’s land area is currently under protection. One requires NEMA approvals in areas of rich biodiversity are going to be affected by a development project. The regulation requires proponents to conduct ESIA if their activities may have adverse impacts on ecosystems or lead to unsustainable use of natural resources or/and lead to introduction of exotic species. The regulation aims at increasing the coverage of protected areas and establishing new special status sites by providing guidelines for protecting endangered species. There are no direct linkages to the proposed projects. EMCA (Fossil Fuel Emission Control) Regulations, 2006 This Regulation aims at eliminating or reducing emissions generated by internal combustion engines to acceptable standards. The regulation provides guidelines on use of clean fuels, use of catalysts and inspection procedures for engines and generators. This regulation is triggered as the proponent would use vehicles and equipments that depend on fossil fuel as their source of energy. It is recommended the requirements of the regulation be implemented in order to eliminate or reduce negative air quality impacts. This would be relevant for construction equipment and vehicles and operations within the airport thereafter, and particularly with respect to aviation activities. 2.3.6 Occupational Safety and Health Act No. 15 of 2007 Locally, Occupational Safety and Health is governed by the Occupational Safety and Health Act (OSHA) of 2007. The inclusion of this in the management of JKIA is within the framework for the State Safety Program (SSP) as outlined in attachment C to Annex 14. Salient features of the OSHA, 2007 relevant to the proposed project are detailed below. General requirements of this Act vesting obligations to occupiers (Part II) in order to ensure the safety, health and welfare at work of persons employed and to prevent occupational accidents shall be followed and any situation potentially hazardous shall be rectified when detected. Section 44 of the Act requires contractors to register with the Directorate of Occupational Safety and Health Services before commencement of works on site. This requirement must be complied with to ensure that appropriate inspection and supervision is done in order to minimize any adverse effects that may compromise safety and health of both workers and the environment. It is also expected of the contractor to comply with all safety precautions set forth by the proponent to ensure safety of work at the proponent’s site. Any violations must be reported to the proponent and appropriate corrective measure taken to prevent future recurrence. Competent persons shall be in charge of site safety and appropriate arrangements be made to ensure that safety and health committees are formed as provided for in Section 9 of OSHA and Section 4 of the Factories and Other Places of Work (Safety and Health Committees) Rules. All employees are expected to be made aware of their obligations to comply with provisions of the Act through appropriate trainings organized by the contractors. The trainings shall comply with provisions of section 12 of the Factories and Other Places of Work (Safety and Health Committees) Rules of 2004. Appropriate personal protective equipment shall be provided by the



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contractors to all employees so as to protect them from hazards associated with their work. These should include highly reflective jackets, helmets, dust masks, ear muffs, safety harnesses when working at heights, and protective clothing. The contractor shall be required to cause to be carried out an external safety and health audit of the workplace at least once in every period of twelve months as provided in Section 11 of OSHA, and Section 13 of the Factories and Other Places of Work (Safety and Health Committees) Rules. Internal audits and inspections should be carried out by the safety and health committee constituted by the contractor as spelt out in Section 6 of the Safety and Health Committees Rules. Section 55 specifies requirements for compliance with provisions of Machinery Safety. In construction sites of the proposed magnitude and nature, strict protocols need to be put in place to ensure all plants and equipment conforms to these requirements. These include earth moving equipment, chains, hoists, and lifting equipment including tower cranes. These equipments shall be maintained in accordance with provisions of the subsidiary legislation – The Occupational Safety and Health (Examination of Plant Order). The proponent shall ensure that the contractor provides proof of inspection of all plants to be used for work at her site. Special arrangements shall be made by the contractor, in consultation with the proponent, to provide appropriate warning signs for temporary structures that may violate aviation space during the construction phase. Particular structures may include cement silos and tower cranes. Special care shall be taken by the contractor to ensure transport safety including maintenance of fleet and control of speeds so as not to foul the air with dust. Excessive dust may have dire consequences to aviation space and therefore must be checked through regular water sprinkling of routes used by trucks, or by application of appropriate hydroscopic materials on earth roads. In addition, the contractor must carefully select routes to be followed during movement of construction materials. All drivers must have the requisite training and competence to operate stationary and mobile equipment, and appropriate procedures developed by the contractor must be observed at all times. These may include loading and unloading procedures. The contractor must ensure that pollution from trucks is controlled by limiting the loads carried and that maintenance is carried out as scheduled. 2.3.7 The Factories and Other Places of Work (Fire Risk Reduction) Rules, 2007 Nationally, the Factories and Other Places of Work (Fire risk Reduction) Rules, 2007 provides statutory guidelines for the prevention, control and management of fires within workplaces, of which an airport is a part. Section 5 requires that suitable construction materials shall be used in the construction of workrooms where flammable substances are used, manufactured, or manipulated. Section 6 outlines conditions under which highly flammable substances must be stored, provided that no such store shall be so situated as to endanger the means of escape from a workplace or any part thereof in the event of a fire occurring in the store. Section 7 requires that every store room, cupboard, bin, tank or container used for storing highly flammable substances is clearly and boldly marked “Highly Flammable” in English or Kiswahili or otherwise with an appropriate indication of flammability. Section 8 requires that every occupier shall ensure that the quantity of any highly flammable substance present at any one time in a workplace, shall be as small as is reasonably practical, having regard to the processes or operations being carried on. Section 9 also requires all occupiers to ensure that no means likely to ignite vapour from any highly flammable substances, are present where a dangerous concentration of vapour from flammable substances may reasonably be expected to be present. Further, Section 10 requires the occupier to continuously monitor the workplace with a view to assessing any possible fire risks and mitigate against them.



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Section 12 requires the occupier to ensure that all necessary steps are taken to remove flammable gases of vapours in a workplace or render the gasses or vapours non-flammable where the operations or processes involve application of heat. In section 13, the occupier shall ensure that a workplace is kept in a clean state and that any accumulation of dirt and refuse is removed at least once a day, and that every store shall have a marked gangway of the prescribed dimensions. Where mobile equipment for transportation of materials is in store, a marked gangway shall be provided to accommodate the size of the equipment and for the use of persons working therein. Fire escape exits shall be provided by the occupier in accordance with provisions of Section 17 at every workplace of at least 90cm wide, as far away as possible from the ordinary exit, and locate in a manner that the exit will not lead any person to a trap in the workplace in the event of a fire breakout. Section 18 requires every occupier to ensure that any door of any store where flammable substances are stored are constructed in a manner that the door shall be self-closing, opening outwards or sliding and capable of containing smoke from within the workroom, in the event of a fire. Section 19 specifies that where a workplace is a storeyed building, every occupier shall ensure that a workplace is constructed in such a manner as to enable workers have access to other suitable outlet or exit for the evacuation other than the emergency exits. Section 20 requires occupiers to establish fire-fighting teams that shall be trained as specified in Section 21 and carry out functions outlined in section 22. Section 23 requires the occupier to ensure that fire drills are conducted at least once in every period of twelve months and a record of such drills kept available for inspection. Section 24 requires that Fire Assembly Points be identified and located in the workplace where every worker shall assemble in the event of a fire. The occupier for the provision of First Aid shall make necessary arrangements to any person injured in a fire and in addition, arrangement for the transportation of the injured person to the nearest health facility as required in Section 25. Section 26 requires the occupier to provide suitable means of alerting persons in the workplace, in the event of a fire, and such means shall be made known to all workers. Appropriate notices prohibiting smoking in areas where highly flammable or highly combustible substances are manufactured, used, handled or stored as specified in section 27. Fire detection systems shall be provided and maintained by the occupier, who shall ensure that fire detection appliances are located in the appropriate places for immediate activation of an alarm or automatic fire extinguishing systems as provided in section 28. Fire fighting appliances shall also be provided by the occupier for extinguishing fires at the workplace as required under Section 29. Such appliances shall be maintained as required in Section 30. Section 31 specifies that every occupier shall ensure that, in selection and distribution of fire extinguishers in the workplace, the distribution and selection is based on the classes of fire anticipated and the size and degree of hazard caused by a fire. Colour coding of pipes carrying water for fire fighting shall be painted red as specified in Section 32, while adequate water storage shall be provided and readily accessible in quantities as specified in Section 33. Section 34 requires the occupier to establish, implement and maintain a written fire safety policy, outlining the organization and arrangements for carrying out the policy. Every occupier shall notify any fire occurring in the workplace to the nearest Occupational Safety and Health area office within 24 hours as required under Section 35. Fire audits should be conducted in accordance with provisions of Section 36. In addition to statutory requirements specified in the Factories and Other Places of Work (Fire Risk Reduction) Rules of 2007, internal Aerodromes Rescue and Fire Fighting Service procedure manual should be applied. To supplement these two, internationally accepted procedures as outlined in section 3.2 above shall be implemented.



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2.3.8 The Occupational Safety and Health (Building Operations and Works of Engineering Construction) Rules 1984

These Rules apply to building operations and works of engineering construction undertaken by or on behalf of the Government and local authority, or a public body. It is part of the OSHA subsidiary legislation relevant to the construction phase. Part II of the Rules requires every contractor to comply with the requirements of these Rules designed to ensure the safety, health and welfare of all persons engaged in building operations or works of engineering construction undertaken by him or in any activity incidental to and at the site of the building operations or works of engineering construction. Part II Section 6 requires the main contractor to send a notification in writing of commencement or taking over operations or works to the Director of Occupational Safety and Health Services (DOSHS) within seven days of commencement or undertaking building operations in the prescribed format. Section 7 requires every contractor who employs more than twenty persons to, for every site on which he is the contractor to appoint one or more persons experienced in the operations or works carried out at the site and suitably qualified for the purpose to advice the contractor as to the observance of the safety, health and welfare requirements under the Act, supervise and ensure the observance of those requirements and promote the safe conduct of work generally at sites. Part III Section 8 requires the walls and roof of any excavation, shaft or earthwork or tunnel, deeper than 1.2m to be reinforced with the fervour of suitable quality or with other suitable material, so far as is reasonably practicable, to prevent danger of injury resulting from a fall or dislodgement of earth, or other matter from the walls or roof, to any person employed or making the inspection or examination under Rule 9. Rule 9 requires the safety supervisor appointed pursuant to Rule 7 to inspect every part of an excavation, shaft, earthwork or tunnel once in every day during which persons are employed; and at the commencement of every shift inspect the face of every tunnel, the working end of every trench which is more than two metres deep to ensure safe working conditions. Section 10 provides that no timbering or other support for any part of any excavation, shaft, earthwork or tunnel shall be protected or be substantially added to, altered or dismantled except under the direction of the safety supervisor and so far as possible be competent workmen possessing adequate experience of that work. Any material to be used in adding to, altering or dismantling as above shall be inspected by the safety supervisor before being used and defective materials shall not be used. Timbering or other support of any excavation, shaft, earthwork or tunnel shall be of good construction, sound material, free from patent defect and of adequate strength for the purpose for which it is used and shall be properly maintained. All struts and braces in an excavation, shaft, earthwork or tunnel shall be properly and adequately secured so as to prevent their accidental displacement or fall. Section 11 requires that in an excavation, shaft, earthwork or tunnel where there is reasonable danger of flooding by rising worker or irruption of water or other matter, a contractor shall provide, so far as is practicable, means to an able person employed therein reach positions of safety. Section 12 states that no excavation, shaft, earthwork or tunnel, which is likely to reduce the security or stability of any part of structure thereby endangering persons employed shall be commenced or continued unless adequate steps are taken to prevent danger to the person employed. Section 13 requires a contractor to ensure that any excavation, shaft, pit or opening in the ground more than two metres in depth shall be securely covered, fenced of otherwise provided the basic cable car when access by workmen, plant and equipment or material to it or from it is not necessary. Section 14 requires that material shall not be placed or staked near the edge of any excavation, shaft, pit or opening in the ground so as to endanger persons employed below. It further prohibits placing or moving near the edge of the excavation, shaft, pit or opening any load, plant or equipment likely to cause a collapse of the side of an excavation, shaft, pit or opening.



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The use of explosives in construction sites is primarily to break apart underlying rocks to pave way for construction. This will be highly discouraged for the proposed project site due to the sensitivity of the infrastructure already in place. Further, the resulting shock waves may interfere with buried services and cause damage to existing buildings and structures. Alternative methods for breaking the rocks should be explored including the use of pneumatic drills mounted on mobile earth moving equipment. Part VI of the Building Operations and Works of Engineering Construction Rules requires that dangerous and unhealthy atmospheres be controlled. Specifically, the following measures shall be taken;

(i) In any building operation or work of engineering construction where dust or fumes likely to be injurious to the health of persons employed are given off, all reasonably practicable measures shall be taken to prevent the inhalation of dust or fumes by the person employed by ensuring adequate ventilation or provision of suitable respirators at the place where the operation or work is carried out.

(ii) Effective steps shall be taken to ensure and maintain adequate ventilation of every working place in any excavation, pit, hole, adit, tunnel, shaft or caisson and in any other enclosed or confined space where building operations or works of engineering construction are carried on and of every approach to those working places and enclosed or confined spaces so as to maintain an atmosphere which is fir for respiration, and to render harmless, so far as is reasonably practicable, all fumes, dust or other impurities in the atmosphere therein which may be dangerous or injurious to health and which are generated, produced or released by any other means.

(iii) Where there is reason to apprehend that the atmosphere in any of the working places or approaches thereto mentioned in 1 above is poisonous or asphyxiating, then, notwithstanding the requirements of that paragraph, no person shall be employed in or allowed to enter the working place or its approach until the atmosphere has been suitably tested by or under the immediate supervisor of a competent person, and he is satisfied that the working place or approach is for the time being free from the danger of a person being overcome by poisoning or asphyxiation.

Section 22 on internal combustion engines requires that no stationary internal combustion engine shall be used unless provision is made for conducting the exhaust gases from the engine into the open air. Section 34 requires that mechanically propelled vehicles and mechanically drawn trainers used in connection with building operations and works of engineering construction, whether for the carriage of workmen or materials or not, shall, unless being moved to a place for repairs; be in efficient state, efficient working order and in good repair; not to be used in an improper manner; not to be loaded in such a manner as to such an extent as to interfere with the safe driving or operation of the vehicle. Section 35 prohibits riding in insecure positions on vehicles to which Section 34 applies. Section 37 specifies that where a vehicle is used for tipping materials into an excavation or pit or over the edge of an embankment or earthwork, adequate measures to prevent the vehicle from over-running the edge of the excavation, pit, embankment or earthwork shall, where necessary, be taken. Part X Section 42 and 43 requires every machinery to be appropriately guarded to prevent injury through access to dangerous or moving parts. Such parts shall be adequately secured unless equipment is under repair, to which appropriate measures shall be taken not to injure those undertaking such repairs. Section 45 requires contractors to take measures to prevent, so far as practicable, steam, smoke or other vapour generated at the site where persons employed are



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present from obscuring any part of the work or operation, any scaffolding, machinery or other plant or equipment Section 46 requires every contractor to, at any site where material including waste material, scaffold material, tools or other objects and articles are likely to fall or drop or be thrown down to take proper and adequate steps to prevent any person, whether employed and working at the site or not, from being struck by a material, tool, object or article falling on or within the close cartilage and precinct of the site. While Section 47 requires provision of adequate and suitable lighting of the workplace, section 44 requires that any live electric cable or apparatus at a site which is liable to be a source of danger to persons employed to be rendered electrically dead or otherwise made safe by all practicable means. Section 48 prohibits the placing of timber or material with projecting nails to be placed or be allowed to remain in any place at a site where they may be a source of danger to persons employed. The section also prohibits loose materials that is not required for use to be placed or left so as to unduly restrict the passage of persons upon platforms, gangways, floors or other places on the site, but shall be removed and be securely stocked in a place where they are not a danger or obstruction to persons employed and they do not render unsafe a floor, roof, or other part of a building or structure. Part XII provides for the safe use of scaffolds and other working places including ladders used in scaffolds, cantilever, jib, suspended scaffolds, skips, cages, platforms, gangways, rungs and stairs to afford foothold, and ladders. It requires that these be of adequate strength, free from patent defects, of good construction, and sufficiently safe, properly maintained and inspected regularly. Only properly trained and experienced persons should be allowed to erect these structures, and their partial dismantling shall not be done unless it is then so erected or dismantled that it complies with these Rules as to safety. Welfare facilities including toilets, clean drinking water and first aid facilities must be provided as specified in Part X – Welfare General Provision and Section 95 of OSHA, 2007; and the Occupational Safety and Health (First Aid) Rules of 1977. 2.3.9 Work Injury Compensation Benefit Act 2007 This act provides for compensation for employees on work related injuries and diseases contacted in the course of employment and for connected purposes. The act includes compulsory insurance for employees. The act defines an employee as any worker on contract of service with employer will be relevant during construction phase while operations will be blended with the normal airport procedures. 2.3.10 Water Act, 2002 Section 73 of the Act of the Act allows a person with licensee to supply water to make regulations for purposes of protecting against degradation of water sources. Section 75 and sub-section 1 allows the licensee to construct and maintain drains, sewers and other works for intercepting, treating or disposing of any foul water arising or flowing upon land for preventing pollution of water sources within his/her jurisdiction. Section 76 states that no person shall discharge any trade effluent from any trade premises into sewers of a licensee without the consent of the licensee upon application indicating the nature and composition of the effluent, maximum quantity anticipated, flow rate of the effluent and any other information deemed necessary. Under the Water Act 2002, Water Rules were development to ensure sustainable and harmonized utilization of water resources throughout all sectors. The rules are summarized in the statement below;



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2.3.11 Water Rules One of the outcomes of the water sector reforms has been improved regulatory framework for water resource management and use. In addition to the Water Act 2002, the main document outlining the regulations is the Water Resource Management Rules 2007. The rules set out the procedures for obtaining water use permits and the conditions placed on permit holders. Sections 54 to 69 of the Water Resources Management Rules 2007 impose certain statutory requirements on dam owners and users in regard. These provisions address:

(i) Technical design report in respect of the water use permit; (ii) Operational information to be lodged with WRMA; (iii) Dam safety measures and requirements for inspections; (iv) Requirements for procedures to notify downstream communities in the event of

unexpected releases. Other sections within the rules imply that WRMA can impose water quality sampling requirements on Athi Water Services Board from the dam and impacts to the water sources downstream the project locations. Section 16 of the Water Rules requires approval from the Water Resources Management Authority (WRMA) for a variety of activities that affect the water resources, including the storage of water in dams and pans. Approval by WRMA is conferred through a Water Permit. A permit is valid for five years and must be renewed. Section 104 of the Water Resource Management Rules requires certain water permit holders to pay water use charges. The intention of the water use charges was to raise revenue for water resource management, raise revenue for catchment conservation activities, improve efficiency of water resource abstraction and provide a system of data collection on water resource usage. 2.3.12 Public Health Act (Cap. 242) Section 115 of the Act states that no person/institution shall cause nuisance or condition liable to be injurious or dangerous to human health. Section 116 requires Local Authorities to take all lawful, necessary and reasonably practicable measures to maintain their jurisdiction clean and sanitary to prevent occurrence of nuisance or condition liable for injurious or dangerous to human health. Such nuisance or conditions are defined under section 118 as waste pipes, sewers, drains or refuse pits in such a state, situated or constructed as in the opinion of the medical officer of health to be offensive or injurious to health. Any noxious matter or wastewater flowing or discharged from any premises into a public street or into the gutter or side channel or watercourse. Other nuisances are accumulation of materials or refuse which in the opinion of the medical officer of health is likely to harbour rats or other vermin. On the responsibility of local authorities, Section 129 of the Act states in part “It shall be the duty of every local authority to take all lawful, necessary and reasonably practicable measures for preventing any pollution dangerous to health of any supply of water which the public within its district has a right to use and does use for drinking or domestic purposes…”. Section 136 states that all collections of water, sewage, rubbish, refuse and other fluids which permits or facilitate the breeding or multiplication of pests shall be deemed nuisances and are liable to be dealt with in the manner provided by this Act. 2.3.13 Physical Planning Act (Cap 286) Section 24 of the Physical Planning Act gives provision for the development of local physical development plan for guiding and coordinating development of infrastructure facilities and services within the area of authority of County, municipal and town council and for specific control of the use and development of land. The plan shows the manner in which the land in the area may be used. Section 29 of the physical Planning Act gives the county councils power to prohibit and control the use of land, building, and subdivision of land, in the interest of proper



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and orderly development of its area. The same section also allows them to approve all development applications and grant development permissions as well as to ensure the proper execution and implications of approved physical development plans. On zoning, the act empowers them to formulate by-laws in respect of use and density of development. Section 30 states that any person who carries out development within an area of a local authority without development permission shall be guilty of an offence and the development shall be invalid. The act also gives the local authority power to compel the developer to restore the land on which such development has taken place to its original conditions within a period of ninety days. If no action is taken, then the council will restore the land and recover the cost incurred thereto from the developer. In addition, the same section also states that no person shall carry out development within the area of a local authority without development permission granted by the local authority. At the same time, sub-section 5, re-enforce it further that, no licensing authority shall grant under any written law, a license for commercial use for which no development permission had been granted by the respective local authority. Section 36 states that if in connection with development application a local authority is of the opinion that, the proposed activity will have injurious impact on the environment, the applicant shall be required to submit together with the application an Environmental Impact Assessment report. The environmental impact assessment report must be approved by the National Environmental Management Authority (NEMA) and followed by annual environmental audits as spelled out by EMCA 1999. Section 38 states that if the local authority finds out that the development activity is not complying to all laid down regulations, the local authority may serve an enforcement notice specifying the conditions of the development permissions alleged to have been contravened and compel the developer to restore the land to its original conditions. 2.3.14 Energy Act, 2006 This is an Act of Parliament passed to amend and consolidates the law relating to energy, to provide for the establishment, powers and functions of the Energy Regulatory Commission and the Rural Electrification Authority and for connected purposes. The provisions of this Act shall apply, as hereinafter specified, to every person or body of persons importing, exporting, generating, transmitting, distributing, supplying or using electrical energy; importing, exporting, transporting, refining, storing and selling petroleum or petroleum products; producing, transporting, distributing and supplying of any other form of energy, and to all works or apparatus for any or all of these purposes. The Energy Act of 2006 replaced the Electric Power Act of 1997 and The Petroleum Act, Cap 116. The Energy Act, amongst other issues, deals with all matters relating to all forms of energy including the generation, transmission, distribution, supply and use of electrical energy as well as the legal basis for establishing the systems associated with these purposes. The Energy Act, 2006, also established the Energy Regulatory Commission (ERC) whose mandate is to regulate all functions and players in the Energy sector. One of the duties of the ERC is to ensure compliance with Environmental, Health and Safety Standards in the Energy Sector, as empowered by Section 98 of the Energy Act, 2006. In this respect, the following environmental issues will be considered before approval is granted the need to protect and manage the environment, and conserve natural resources as well as the ability to operate in a manner designated to protect the health and safety of the project employees; the local and other potentially affected communities. Licensing and authorization to generate and transmit electrical power must be supported by an Environmental Impact Assessment Report (EIA) approved by NEMA. Part IV Section 80(1) provides that a person shall not conduct a business of importation, refining, exportation, whole sale, retail, storage or transportation of petroleum, except under and in accordance with the terms and conditions of a valid license. Part IV Section 90 (1) stipulates that a person intending to construct a pipeline, refinery, bulk storage facility or retail dispensing site shall before



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commencing such construction, apply in writing to the Energy Regulatory commission for a permit to do so. The application shall: specify the name and address of the proposed owner; be accompanied by three (3) copies of plans and specifications and be accompanied by an Environmental Impact Assessment (EIA) Report. Part IV section 91(1) stipulates that the Energy Regulatory Commission shall, before issuing a permit under section 90, take into account all relevant factors including the relevant government policies and compliance with Environment Management and Coordination Act, 1999 and in particular EIA report as per Impact Assessment and Audit Regulations 2003, the Physical Planning Act, 1996 and the Local Government Act. Part IV section 100 (1) provides that it is an offence if a person being the owner or operator of a refinery, pipeline, bulk liquefied Petroleum gas or natural gas facility, service station, filling station or storage depot, fails to institute appropriate environmental, health or safety control measures. 2.3.15 Electricity Power Act, No. 11 of 1997 The Electricity Power Act No. 11 deals with generation, transmission, distribution, supply and use of electrical energy as well as the legal basis for establishing the systems associated with these purposes. According to the Act, the responsible Minister through the Electricity Regulatory Board is conferred with the legislative power to grant licensees and authorize works for generation or transmission of electrical energy. Section 9 (3) of the Act address environmental integrity of the power generating systems which, must be considered by the board in recommending the grant of licensees to the Minister. In this respect, the following environmental issues will be considered before approval is granted:

(i) The need to protect and manage the environment, and conserve natural resources; (ii) The ability to operate in a manner designated to protect the health and safety of the

project employees; the local and other potentially affected communities. Under schedule 3 of the Electric Power (licensing) Regulations 2003, it is mandatory to comply with all safety, health and environmental laws. Moreover, schedule 2 (regulation 9) of the Electric Power (licensing) Regulations 2003 stipulates that licensing and authorization to generate and transmit electrical power must be supported by the following documents which are approved by NEMA. 2.3.16 Urban Areas and Cities Act of 2011 This is a legislative framework providing for: a) classification of areas as urban areas or cities; b) governance and management of urban areas and cities; c) participation by residents in the governance of urban areas and cities; and, d) other matters for the attainment of the objects provided for in “a” and “c”. The Act classifies Nairobi as the capital city of Kenya, and provides this capital city shall be governed and managed in the same manner as a county government. It additionally lists the functions of the capital city, and instructs the capital city shall supply infrastructure necessary to sustain these functions. On governance and management of the capital city, the Act establishes a Board and directs on its functions as well as its relationship with the National Government and Nairobi County Government. Among the functions of the Board are to: a) implement applicable national and county legislation; b) develop and manage schemes, including site development in collaboration with the relevant national and county agencies; c) monitor the impact and effectiveness of any services, policies, programmes or plans; and, d) promote a safe and healthy environment. Regarding participation by residents in the governance of the capital city, the Act instructs, subject to the Second Schedule of the Act, the residents of the capital city may, among other,



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deliberate and make proposals to the relevant bodies or institutions on, but not limited to, the provision of services. 2.3.17 Public Roads and Roads of Access Act, Cap 399 Sections 8 and 9 of the Act provides for the dedication, conversion or alignment of public travel lines including construction of access roads adjacent lands from the nearest part of a public road. Section 10 and 11 allows for notices to be served on the adjacent land owners seeking permission to construct the respective roads. During the construction phase of the project, access to the site areas will be required for the construction vehicles. Where existing roads do not exist, the Proponent shall seek permission from the appropriate authorities to create such access during the construction phase. 2.3.18 Use of Poisonous Substances Act Rev. 1983, Cap 247 This Act under Sections 3,4,6,8 imposes restrictions and conditions on the use of poisonous substances and requires that persons concerned with storage, transportation and disposal or use of poisonous substances be registered or licensed. It also requires observance of precautions against poisoning and provides for periods of exposure to risk of poisoning. This will be very important during the rail operation stage. 2.3.19 Traffic Act, Cap 403 This Act specifies that motor vehicles use proper fuel. The Traffic regulations promulgated under the Act specifies that every vehicle is required to be so constructed, maintained and used so as not to emit any smoke or visible vapour. 2.3.20 The Standards Act, Cap 496 The Act is meant to promote the standardization of the specification of commodities, and to provide for the standardization of commodities and codes of practice; to establish a Kenya Bureau of Standards, to define its functions and provide for its management and control. Code of practice is interpreted in the Act as a set of rules relating to the methods to be applied or the procedure to be adopted in connection with the construction, installation, testing, sampling, operation or use of any article, apparatus, instrument, device or process. The Proponent shall ensure that commodities and codes of practice utilized in the project adhere to the provisions of this Act. 2.3.21 Building Code 1997 The Local Government By-Laws include Building By-Laws that give the Municipalities or County Councils powers to approve building plans. Such plans are expected to provide for public buildings and factories among others. The By-Laws covers factory chimney shafts, stairs, lifts, rain water disposal, refuse disposal, ventilation of buildings, drainage, sanitary conveniences, sewers, septic and conservancy tanks, fire and means of escape in case of fire. Compliance with this Act in up scaling of power supply is necessary. Section 194 requires that where sewer exists, the occupants of the nearby premises shall apply to the local authority for a permit to connect to the sewer line and all the wastewater must be discharged into sewers. The code also prohibits construction of structures or buildings on sewer lines and under power lines. This act will apply to the terminals and stations to be established along the proposed standard gauge line which will also have some staff housing facilities. 2.3.22 Penal Code, Cap 63 Section 191 of the penal code states that if any person or institution that voluntarily corrupts or foils water from public springs or reservoirs, rendering it less fit for its ordinary use is guilty of an



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offence. Section 192 of the same act says a person who makes or vitiates the atmosphere in any place to make it noxious to health of persons /institution, dwelling or business premises in the neighbourhood or those passing along public way, commit an offence. The Proponent shall observe the guidelines as set out in the environmental management and monitoring plan laid out in this report as well as the recommendation provided for mitigation/ minimization/ avoidance of adverse impacts arising from the project activities. 2.3.23 The Antiquities and Monuments Act, 1983, Cap 215 The Act aims to preserve Kenya’s national heritage. Kenya is rich in its antiquities, monuments and cultural and natural sites which are spread all over the country. The National Museums of Kenya is the custodian of the country’s cultural heritage, its principal mission being to collect, document, preserve and enhance knowledge, appreciation, management and the use of these resources for the benefit of Kenya and the world. Through the National Museums of Kenya many of these sites are protected by law by having them gazetted under the Act. The proponent will ensure the cultural sites near or along the proposed railway line are preserved. 2.3.24 Wildlife Conservation and Management Amendment Act of 1989, Cap 376 Responding to the shortfalls in Sessional Paper No.3 and the Wildlife Conservation and Management Act of 1976, the Government reviewed the said Act and Parliament promulgated the Wildlife Conservation and Management Amendment Act of 1989. The 1989 Act established the Kenya Wildlife Service (KWS) as a parastatal body to replace the Wildlife Conservation and Management Department. KWS was promptly exempted from the state corporations Act (Cap 446), to grant it greater autonomy and flexibility in discharging its statutory obligations. In 1994, KWS commissioned a Five-Person Review Group to solicit public views and solutions to: human-wildlife conflicts; problems of wildlife control; compensation; economic utilisation and relationships of the local communities with KWS and the Tourism industry. This review group made an independent report on those issues. On 19th December 1994, the review group issued its report entitled “Wildlife-Human Conflicts in Kenya”. In addition, KWS commissioned four Technical Studies namely: Wildlife Utilization, Land Use Planning and Policies, Tourism Strategies and Pricing, and the Legal Framework. 2.4 International Guidelines 2.4.1 ICAO Environmental Guidelines The International Civil Aviation Organization (ICAO) has developed a set of guidelines to be observed by airports operating at international standards. While most of the guidelines seem to focus on aircraft operations, airport ground conditions are of great importance to aviation operations. Among the provisions;

(v) Annex 9 of the ICAO guidelines provides for passengers’ baggage at the airports. It requires that an airport shall provide safe and spacious storage for passengers’ unclaimed baggage for latter collection before disposal. This is the basis for baggage handling and disposal procedures at the airport by the customs department,

(vi) Annex 16 Vol. II deals with aerial emissions from aircrafts and ground service equipment. The annex lists among the emissions as including smoke, unburned hydrocarbons, carbon monoxide and nitrogen oxides,

(vii) Annex 18 of the ICAO guidelines provides for prohibited goods transportation with considered safety factors including responsibilities, appropriate labeling, acceptable packaging and adequate operator’s responsibility. This could be extended to ground handling of the same materials including storage, movements, emergency response and disposal mechanisms,



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2.4.2 International Air Transport Association (IATA) This is an international association of scheduled carriers in international air transportation. The airlines it represents are the main users of airports therefore they affect airport planning with regard to design and development to ensure effective, safe, efficient and secure air transport. It sets standards for runway length depending on type and size of aircraft and also the area to be left for a clearway in airports. The noise levels of aircraft also influence the type of land uses around the airport. 2.4.3 The AfDB Environment and Social Safeguards 2.4.4 Integrated Safeguard System (ISS) African Development Bank has established an Integrated Safeguard System (ISS) for comprehensive projects review and ensuring a cross the board perspectives of environmental and social linkages. The ISS comprises of four components, all that existed separately but with identifiable operational weakness. The components include;

(i) Integrated safeguard policy statement (ISPS) (ii) Operational safeguards(OS) (iii) Environmental and social assessment procedures (ESAPs) (iv) Environmental and social impact Assessments (ESIAs)

Integrated Safeguard System (ISS) encompasses into five number (5NO) operational safeguards addressing the following fields;

(i) Environment (ii) Involuntary (iii) Gender (iv) Climate risk management and adaptation (v) Civil society engagement framework (vi) Health (vii) Integrated water Resources management (viii) Agriculture and rural development (ix) Poverty reduction

The specific safeguards are briefly described below; Operational Safeguard 1 (OS 1) This is the main safeguard that guides environment and social assessment as well as climate issues. The safeguard governs the process of determining a projects environment and social assessment requirement. OS is designed to identify, access and manage potential environment and social risks and impacts including climate change issues. More specifically, OS1 achieves the following;

(i) Identify and assess risks and impacts, (ii) Avoid and/or minimize, risks and impact, (iii) Provide for stakeholders participation. (iv) Ensure effective management of risks and impacts (v) Contribute to capacity building elements.

In the categorization requirements under OS1 – 5 are also considered as support safeguards. Under the safeguards environmental and social impacts assessment (ESIA) studies are undertaken on clearly defined projects while environmental and social management framework (ESMF) is prepared for programmes or plans with a multiplicity of uncertain projects.



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Operational Safeguard 2(OS 2) The safeguard focuses on involuntary resettlements, land acquisition, population displacements and requirements and compensation. It consolidates the policy commitment and requirements on involuntary resettlements and incorporates improvements operational effectiveness. Operational Safeguards 3 (OS 3) This safeguard is designed to govern biodiversity and ecosystem services for the conservation and promotion of sustainable use of natural resources. Among the focus is on the integrated water resources management where commitments translated into operational requirements.

Operational Safeguard 4(OS 4) OS4 governs pollution prevention and control, hazardous materials and resource efficiently. It covers a wide range of impacts arising from pollution, wastes and hazardous materials and particularly those under international conventions and regional standards. This also includes greenhouse accounting. The OS4 principles also support OS1 described above. Operational safeguard 5 (OS 5) Labour conditions, health and safety are a major concern in projects. The Bank therefore, has established OS5 to address requirements concerning works conditions, rights and protection from abuse and/or exploitation. 2.4.5 Project Categorization Project screening through OS1 and in support of OS 2 - 5 leads to categorization of the project. The project categories are guided by considered linkage levels as follows; Category 1: Bank Operations Likely To Cause Significant Environmental And Social Impacts Category 1 projects are likely to induce significant and/or irreversible adverse environmental and/or social impacts, or to significantly affect environmental or social components that the Bank or the borrowing country considers sensitive. Some programme-based operations or other regional and Sector programme loans that have significant adverse environmental or social risks and are deemed to be Category 1. In some cases, projects are included in Category 1 because of their potential cumulative impacts or the potential impacts of associated facilities. Any project requiring a Full Resettlement Action Plan (FRAP) under the provisions of the Bank’s policy on involuntary resettlement is also deemed to be Category 1. Category 1 programme-based operations or regional and sector loans require a SESA, and Category 1 investment projects require an ESIA, both leading to the preparation of an ESMP. For a project requiring a FRAP, the ESIA includes, and if there are no other issues requiring assessment may be limited to, the social assessment needed to prepare the FRAP. Category 2: Bank Operations Likely To Cause Less Adverse Environmental And Social Impacts Than Category 1 Category 2 projects are likely to have detrimental site-specific environmental and/or social impacts that are less adverse than those of Category 1 projects. Likely impacts are few in number, site-specific, largely reversible, and readily minimized by applying appropriate management and mitigation measures or incorporating internationally recognized design criteria and standards. An operation that involves resettlement activity for which an Abbreviated Resettlement Action Plan (ARAP) is required under the ESAPs is classified as Category 2. Most programme based operations and regional or sector programme loans designed to finance a set of subprojects approved and implemented by the borrower or client are included in this category unless the nature, scale or sensitivity of the intended pipeline of subprojects involves either a high level of environmental and social risk or no such risk. Category 2 projects require an appropriate level of environmental and social assessment (SESA for programme operations, investment plans, and some corporate loans, or ESIA for investment projects) tailored to the



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expected environmental and social risk so that the borrower can prepare and implement an adequate ESMP (for an investment project) or ESMF (for a programme operation), to manage the environmental and social risks of subprojects in compliance with the Bank’s safeguards. Category 3: Bank Operations with Negligible Adverse Environmental And Social Risks Category 3 projects do not directly or indirectly affect the environment adversely and are unlikely to induce adverse social impacts. They do not require an environmental and social assessment. Beyond categorization, no action is required. Nonetheless, to design a Category 3 project properly, it may be necessary to carry out gender analyses, institutional analyses, or other studies on specific, critical social considerations to anticipate and manage unintended impacts on the affected communities. Category 4: Bank operations involving lending to financial intermediaries Category 4 projects involve Bank lending to financial intermediaries that on-lend or invest in subprojects that may produce adverse environmental and social impacts. Financial intermediaries include banks, insurance, reinsurance and leasing companies, microfinance providers, private equity funds and investment funds that use the Bank’s funds to lend or provide equity finance to their clients. Financial intermediaries also include private or public sector companies that receive corporate loans or loans for investment plans from the Bank that are used to finance a set of subprojects. Financial intermediary subprojects equivalent to Category 1 and Category 2 are subject to the relevant OS requirements, as if they were directly financed Category 1 or Category 2 projects. However, if a client will use a Bank corporate loan to finance high-risk investment projects known at the time of loan approval, the loan can be considered. Category 1. 2.4.6 Key Environmental and Social Components While assessment contents depend on the nature and scope of the project, plan or program, there are typical environmental and social components in the human and natural environments that should be considered. Human Environment The components to consider in the human environment include the elements and characteristics of the Social, Cultural and Economic environments as well as infrastructures and services and land use patterns in the project area and its zone of influence.

(i) Under the Social Environment, the Proponent must consider issues related to: population, gender, health, civil society, and societal framework.

(ii) Under the Cultural Environment, consideration should be given to issues such as: cultural heritage, customs and traditions, traditional activities, fundamental values, religious and/or ancestral beliefs, ethnic dialects, leisure, etc.; Right and use of natural resources related to cultural practices (religious sacrifices, traditional medication, etc.); Cultural factors contributing to excluding some groups from development benefits; Major concerns, opinions, interests, and aspirations of local populations; Environmental problem awareness, attitude towards nature; architectural, archaeological and landscape heritage, as well as any other heritage element protected or not by laws or regulations.

(iii) Under Economic Environment, issues to consider include major economic activities at the local and regional levels and growth trends; Right, use and dependence on renewable natural resources; inequality patterns, economic differences and poverty determinants; Working conditions and employment situation in the region; infrastructure and services; and land use patterns.

Natural Environment The components to consider in the natural environment include:



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(i) Climate, Weather Conditions and Air Quality and regional conditions (microclimate, meso-climate or macroclimate), emphasizing aspects that may affect the project’s activities.

(ii) Geology, Topography and Soil issues the local and regional levels, emphasizing vulnerable or problematic aspects of land and soils, as well as topographic characteristics which may be modified by the project.

(iii) Water and Hydrologic Cycle including surface water, ground water, near-shore waters, coastal shores and seas.

(iv) Ecosystems types, functions, protected areas and sensitive zones, integrity, interactions, conservation and protection measures.

(v) Vegetation types, characteristics, biodiversity, threats, conservation and protection measures.

(vi) Wildlife biodiversity ecological and behavioural characteristics, threats, conservation and protection measures.

2.4.7 Environment and Social Impact Assessments The following provides a summary of the objectives of an ESIA in accordance with the AfDB guidelines; it presents the scope of work to be carried out and the key tasks to be undertaken during the study. Major tasks that shall be highlighted in this section because of their importance in the preparation of an ESIA include among others.

(i) Describing the proposed project by providing a synthetic description of the project relevant components and presenting plans, maps, figures and tables.

(ii) Identifying the policy, legal and administrative framework relevant to the project. (iii) Defining and justifying the project study area for the assessment of environmental

and social impacts. (iv) Describing and analyzing the physical, biological and human environment conditions

in the study area before project implementation. This analysis shall include the interrelations between environmental and social components and the importance that the society and local populations attach to these components, in order to identify the environmental and social components of high value or presenting a particular interest.

(v) Presenting and analyzing alternatives to the proposed project, including the “without project” option, by identifying and comparing the alternatives on the basis of technical, economic, environmental and social criteria.

(vi) For the selected alternative, identifying and assessing potential importance of beneficial and adverse environmental and social, direct and indirect, short and long-term, temporary and permanent impacts, on the basis of a rigorous method.

(vii) Defining appropriate mitigation/enhancement measures to prevent, minimize, mitigate, or compensate for adverse impacts or to enhance the project environmental and social benefits, including responsibilities and associated costs.

(viii) Developing an environmental and social monitoring program, including indicators, institutional responsibilities and associated costs.

(ix) Preparing a resettlement plan, if required. (x) Carrying out consultations with primary and secondary stakeholders in order to

obtain their views on and preoccupations about the project. These consultations shall occur during the preparation of the ESIA Report to identify key environmental and social issues and impacts, and after completion of the draft ESIA Report to obtain comments from stakeholders on the proposed mitigation/enhancement measures.

(xi) Preparing an Environmental and Social Management Plan (ESMP). This management plan shall be presented as a distinct document from the ESIA Report.



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2.4.8 AfDB Guidelines on Cooperation with Civil Society Organization The AfDB considers the African civil society as a primary stakeholder and help to enhance transparency and accountability due to the need to change information disclosure policies and enhance participation of stakeholders in the bank operations. The civil society includes groups such as the; non- governmental Organization (NGO’s), community Based Organizations (CBO’s), people’s organization, trade unions and religion groups among others. The civil society organizations are central to the banks efforts to implement the participatory approaches especially in reaching to the poor people and women which are the priority target groups who have little influence and control over decisions and actions that affect their lives. Africa Development Bank (AfDB) has adopted an integrated approach to environmental assessment in the so-called Integrated Environmental and Social Impact Assessment (IESIA) guidelines. The Guidelines’ major objective is to provide reference material on how to adequately consider cross-cutting themes while assessing the environmental and social impacts of a project. The IESIA Guidelines assist in the project design, as many potential adverse impacts can be avoided or mitigated by modifying or adding certain project components to the initial design. They also provide guidance on how to adequately consider cross-cutting themes in both the preparation and assessment phases. The cross-cutting themes prioritized by the Bank are the following: poverty, environment, population, gender and participation. In addition, the Bank has recently adopted health priorities that are transversal issues by nature: HIV/AIDS and Malaria control. Consequently, health outcomes are also considered as a cross-cutting theme in the IESIA Guidelines. There are several operational principles discussed in the guidelines;

(i) Gaining and providing information: The bank is expected to make available information to the public and also draw knowledge, information from them. The regional member country authorities are expected to be responsive to the civil societies request, issues and concerns on bank supported programmes and projects,

(ii) Involvement of the civil society organizations (CSO) in policy making: The bank collaborates with the civil society organizations and the regional member country to factor in the interest of the stakeholders in both policy and project activities. The bank takes deliberate measures to remove barriers such as gender biases and other inequalities to allow effective participation,

(iii) Civil Society Participation in operation: It’s the responsibility of the region member country to give responsibility to the CSO in programs financed by the bank loans,

(iv) To foster effective CSO involvement the AfDB request the regional member country to provide institutional support to CSO for capacity building purposes,

(v) The AfDB remains optimistic and committed to effective engagement with the CSO in the future.

2.4.9 AfDB Policy on Poverty Reduction

Poverty is not limited to the lack of the physical resources for development, but also rooted in the inability of poor people to influence forces and decisions that shape their lives. AfDB considers the empowering of the poor people to actively participate in the development interventions for sustainable poverty reduction. The main objective of this policy is to provide a framework for action by putting the poverty reduction at the centre of bank lending and non lending activities for the regional member country. There are several guideline principles highlighted in the policy. These include;

(i) The bank focuses in the analysis of incidences and in-depth causes of poverty in Africa and these consequently results in formulation of policies and intervention mechanisms,



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(ii) Support of national capacity building, promotion of participatory approach, development on the new forms of partnership and establishment of poverty monitoring systems,

(iii) Internal policy coherence to strengthen the existing sector policy and fill gaps in specific areas from poverty reduction,

(iv) Requires a strong partnership that facilitates the consistence between the bank poverty policy and poverty reduction strategies,

(v) Handles the new conceptual framework that expands the concept of poverty beyond income measures and its causes; addresses the economic and non-economic causes of poverty,

2.5 International Treaties and Conventions Kenya has also ratified or acceded to a number of international treaties and conventions, as described below. The Proponent shall ensure that activities, commodities and codes of practice utilized in the project adhere to the provisions of these treaties and conventions. 2.5.1 Convention Concerning the Protection of World Cultural and Natural Heritage This was adopted by the General Conference of UNESCO on November 16, 1972. Since then, 186 state parties have ratified the convention. The Convention in Article 1 states that for the purposes of this Convention, the following shall be considered as "cultural heritage,

(i) Monuments: architectural works, works of monumental sculpture and painting, elements or structures of an archaeological nature, inscriptions, cave dwellings and combinations of features, which are of outstanding universal value from the point of view of history, art or science;

(ii) Groups of buildings: groups of separate or connected buildings which, because of their architecture, their homogeneity or their place in the landscape, are of outstanding universal value from the point of view of history, art or science;

(iii) Sites: works of man or the combined works of nature and man, and areas including archaeological sites which are of outstanding universal value from the historical, aesthetic, ethnological or anthropological point of view.

2.5.2 Vienna Convention for the Protection of the Ozone Layer Inter-governmental negotiations for an international agreement to phase out ozone depleting substances concluded in March 1985 with the adoption of this Convention to encourage Inter-governmental co-operation on research, systematic observation of the ozone layer, and the exchange of information. 2.5.3 Montreal Protocol on Substances that Deplete the Ozone Layer Adopted in September 1987 and intended to allow the revision of phase out schedules on the basis of periodic scientific and technological assessments, the Protocol was adjusted to accelerate the phase out schedules and has since been amended to introduce other kinds of control measures and to add new controlled substances to the list. 2.5.4 The Basel Convention Sets an ultimate objective of stabilizing greenhouse gas concentrations in the atmosphere at a level that would prevent dangerous anthropogenic (human-induce interference with the climate system.



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2.5.5 Kyoto Protocol Drawn up in 1997, pursuant to the objectives of the UN Framework Convention on Climate Change, in which the developed nations agreed to limit their greenhouse gas emissions, relative to the levels emitted in 1990. 2.6 Institutional Framework Review The Kenya Airports Authority is a state corporation structured to be headed by a Managing Director (as the Chief Executive Officer) who works under the instructions from a Management Board. Below the Managing Director are seven line Mangers for various functions driving the organization. The Airport Manager is in-charge of the JKIA operations and is answerable to the Managing Director. The key offices under the Airport Manager include the Airport Engineer (in-charge of physical operations and infrastructural management), Ground Safety and Security (GFS in-charge of all safety aspects around the airport) and the House Keeping Department (in-charge of cleanliness, hygiene, sanitation and waste management around the airport). The Environmental Division within KAA structure is represented at the airport by a Regional Environmental Officer who would oversee the implementation of the project. The Environmental Officer will work with the Contractor and the Supervision for the implementation of project.



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Chapter 3: Project Description

3.1 Current Airport Status

3.1.1 Passenger Terminal 1 Jomo Kenyatta International Airport is served by one passenger terminal building constructed in 1978 and served by Runway 06/24. Runway 06 is ILS-equipped and is the most used for take-offs and landings (upto 90%). The passenger terminal has four functional units that cater for both departures and arrivals. Ordinarily, unit 1 and 2 are mainly used for international departures whereas unit 3 is mainly used for domestic departures and arrivals. Departing passengers check-in through unit 1 and 2 depending on their destinations and immigration desks at the ground floor where passengers are cleared before they proceed to the departure lounges on the first floor via escalators or lifts. There are eight gates to the departure lounges used to get in to the aircraft via boarding bridges. Until the time of the fire accident, arriving international passengers would come in through the concourse which leads them to immigration counters at the first floor before coming to the baggage hall situated in the ground floor. The baggage hall was well served with baggage conveyor belts. Local departures and arrivals at unit 3 on ground floor arranged such that departing and arriving passengers do not meet in the hallway still remain but interacts on the airside corridor or on the airside to and from the aircraft. 3.1.2 Cargo Terminal The cargo terminal is located to the west of the passenger terminal and comprises of eight large aircraft aprons (four newly constructed and yet to be provided with service buildings). The cargo terminals are currently served by Kenya Airways Handling Limited and Nairobi Cargo Handlers Limited as the major players with extension of stakeholders including importers and exporters of various goods. The mechanized area is the processing zone for fresh produce and other goods for export, freighters, clearing and forwarding companies and basis for the airport support service providers Other features include processing foodstuff for consumption within the airport grounds and aboard aircrafts. Among the notable features include fresh produce such as flowers and vegetables, Food processors, Freighter companies. In addition there are also office blocks including the Kenya Airports Authority’s Headquarters. The area is also provided with appropriate infrastructure including water supply, roads and power and drainage systems. This zone is located to the southwest of the main passenger terminal next to the controlled entrance onto the airport. 3.1.3 Landside Key features on the landside at JKIA include the following components;

(i) Access to the passenger terminal areas is from the south via controlled barriers. Majority of the support services are found at this terminal among them public transport (buses and taxi services), catering facilities, shops, banks, etc. The terminal is provided with parking spaces, walkways, waste bins and bus stops in addition to other public amenities,

(ii) Kenya Pipeline Company (KPC) fuel tank farm to the western border of the airport grounds. This facility serves the airport grounds through hydrants to all the aprons and aircraft parking areas,

(iii) Kenya Airways premises are situated to the north (beyond the runway) as well as the military base as short distance further north,

http://wapedia.mobi/en/Instrument_Landing_System



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(iv) Water supply system from Nairobi Water and sewerage Company delivered to 8.35mm3 storage tanks at the M Station. Another 200mm diameter fire main is connected to the fire hydrants from the city grid. There are also 7 boreholes with 4 fully operational and connected to the main domestic line,

(v) Sewerage System is connected to the Nairobi water and Sewerage Company trunk sewer to Ruai through Utawala Estate and the Eastern Bypass. The sewerage system consists of a series of manholes and gravity 525mm diameter sewer (14 km long) and reticulation sewers covering the whorl airport grounds,

(vi) Solid waste collection centres strategically on the airside parking areas, (vii) Drainage system serves all the access roads, parking lots, aprons, taxiways and

runway strips are served by an efficient storm water drainage system, (viii) Key support facilities include the Kenya Civil Aviation Authority (KCAA) offices and

the control tower,

3.1.4 Airside The airfield at JKIA is an expansive area considered a high security and safety zone. The main components include the following;

(i) The runway running west – east (06 and 24) to the north of the passenger terminal and linked to the terminal through a series of taxiways, lighting systems, security provisions in addition to various other aviation installations.

(ii) The terminal is also provided with aprons, ground service provisions, fuel hydrant points, safety facilities, security fittings and waste transfer stations among others facilities,

(iii) A fire station is located strategically mid-way between the two terminals and linked to the entire airport locations through motorable access roads for ease of emergency access. Other satellite fire sub-stations (sub-station November and sub-station 24) are located along the runway,

3.1.5 Aircraft Pavements The pavements at the airport are in good conditions. Among them include the runways 06/24, taxiways and aprons. There are a total of eight taxiways namely Taxiway A (Alpha), Taxiway B (Bravo), Taxiway C (Charlie), Taxiway D (Delta), Taxiway E (Echo), Taxiway F (Foxtrot), Taxiway K (Kilo), Taxiway L (Lima) and Taxiway G (Golf). The airport has 3 No. Aprons (Apron 1 with current 3 units for international and domestic (Unit 4 was under construction during this assessment), Apron 2 (cargo) and Apron 3 (General Aviation and Military). 3.2 Proposed Green Fields Terminal

3.2.1 Development Principle

The proposed Greenfield Terminal (GFT) is expected to increase the capacity of JKIA from the current 6 million passengers per year to about 18.5 million passengers annually by the year 2030. The Greenfield Terminal project will encompass putting up among other components will include a central processing area, a transit hotel, landside retail centers, arrivals and departures plaza, access road, car parking, access taxiways, Ground Service Equipment (GSE) and bus parking areas. This expansion is supported through the National Airports Master plan Final Report prepared in 1993. Development of the GFT will follow the Government's principle to airport expansion based on a balanced approach which;

(i) Recognizes the importance of air travel to national and regional economic development, and that failure to provide additional capacity where it is needed would significantly damage the economy and national prosperity;



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(ii) Reflects people's desire to travel further and more often by air and to take advantage of the affordability of air travel and the opportunities it brings;

(iii) Seeks to reduce and minimize the impacts of airports on those who live nearby, and the natural environment;

(iv) Ensures that, over time, aviation pays the external costs its activities impose on society at large;

(v) Minimizes the need for airport development in new locations by making best use of existing capacity where possible;

(vi) Respects the rights and interests of those affected by airport development, and (vii) Provides greater certainty for all concerned in the planning of future airport capacity,

but at the sometime is sufficiently flexible to recognize and adapt to the uncertainties in long term planning.

3.3 The Project Justification Jomo Kenyatta International Airport (JKIA) is the largest airport in Kenya handling travelers from all over the world. It is the largest aviation facility in Kenya and reputedly the biggest and busiest airport in East and Central Africa. The airport serves as a hub of airlines including Kenya Airways, British Airways, Virgin Atlantic, KLM, Emirates, Qatar, Ethiopian Airlines, South African Airways and Egypt Air among others. The airport was designed and constructed in 1978 is now stretched to beyond its design capacity as a consequent of steady growth of the aviation sub-sector in Kenya. The initial design capacity of JKIA was to serve about 2.5 million passengers per year but over the years this capacity has been overshot to over 6.5 million passengers per year. The aircraft movement (ATM) has also increased to reach over 72,700 aircrafts per year and is predicted to reach over 195,000 aircrafts per year by the year 2030. The current cargo handling capacity is estimated at 252,000 tons having increased by over 50,000 tons over the last 7 years alone. The number of flights handled at the airport has also increased by almost 45% in 7 years. The above scenario calls for intervention measures to meet the current demand and provide for future growth. The interventions proposed are expected to increase the efficiency and capacity of the airport. The improvement could also hasten attainment of the Kenya Vision 2030. The government of Kenya is focused on upgrading and expanding aviation infrastructure, particularly at the JKIA. Investments at JKIA, the regional aviation hub, are one of the key activities towards Kenya Vision 2030 goals. Expansion of the facilities at JKIA has been geared towards enhancing capacity with the expansion programme partly involving development of a 2nd runway with a matching new terminal building. The new Terminal building is the proposed Green Field Terminal (GFT). 3.4 Green Field Terminal Project Background In an effort to improve the capacity and provide growth opportunities through enhanced operations efficiency, KAA is gradually expanding the facilities at Jomo Kenyatta International Airport. It is predicted that in the coming years, KAA plans to extend the existing terminal building which reached its maximum capacity and has launched the tender for the refurbishment of the existing runway. However, the development and growth of air traffic in Kenya will require urgent consideration of Green Fields Passenger Terminal (GFT) as the capacity of the existing facility is becoming a potential challenge to the future growth of JKIA. The location of GFT (for which foot print, apron, taxiways, taxi lanes and access roads) has to be studied in reference to the orientation of Terminal 1, the existing Runway and also the proposed 2nd Runway. The Kenya Airport Authority development plan report for the Greenfield Terminal proposes various scenarios in order to meet the immediate and future traffic needs as well as being fully compliant with international standards in terms of environment, aviation safety and security. The objective of this ESIA is to provide an evaluation of the proposed development and ensure that



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project will be in compliance the air transport demands, environment requirements and investment opportunities. 3.5 Project Location Jomo Kenyatta International Airport (JKIA) is the largest Airport in East and Central Africa, and is the focal point for major aviation activity in the region. Its importance as an aviation hub makes it the pacesetter for other airports in the region. JKIA is located approximately 20km to the southeast of Nairobi City central business district (CBD) within the geographical coordinates 1° 18' 00" South, 36° 55' 00" East. It is located a short distance from the main Mombasa – Nairobi Highway in Embakasi District. The closest commercial areas to JKIA include Mavoko to the south while Nairobi Industrial area is to the West. Residential areas (Syokimau, Mlolongo, Njiru, Ruai, Umoja and Kayole) are found to the South, East and North. Figure 1: Aerial View of the Airport

Source: Google Earth

The Green Fields Terminal will be located within the airport grounds between 0.75 – 1.5km east of the existing Terminal 1. It is situated mid-way between the existing Runway to the north and proposed corridor for the 2nd Runway to the south. The airport Control Tower stands about 300m from the site midway from Terminal 1. 3.6 Description of the GFT Development The proposed Greenfield Terminal (GFT) project with a total floor area of 178,000m2 on 4levels.The levels are described as follows;

(i) Level 0 (Basement) designed for termination and transfer of baggage and will be linked through tunnels to respective baggage destinations,

(ii) Level 1 (Ground floor) where arrival halls, security screening, customs desks, retail shops, meeters and Greeters will be stationed,

(iii) Level 2 (1st floor) will house immigration, Port Health, KAPU and a passenger transfer hall among other features

(iv) Level 3 (2nd floor) will comprise of check-in desks for passengers, CUTE, kiosks, bag drop off counters, airline offices, screening machines and private search rooms will be stationed,

The Existing

Terminal

Approximate

Site Location



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(v) Level 4 (3rd floor) where a transit hotel, airline lounges, apron control offices and other roof related linkages will be found.

Preliminary details of the terminal components will encompass putting up the following main structural elements;

(i) The central processing building, (ii) The northern concourse, (iii) The northwest and northeast piers, (iv) Elevated departure road, (v) Arrivals roadway, (vi) Airline lounges above the northern concourse at level 4, (vii) Transit hotel above the central processing building at level 4, (viii) Two landside retail centres on either side of the arrivals railway station each with a

plinth area of 5,200m2 (130 x 40m) and consisting of three levels (from level 1 to level 3). They will also have connecting pedestrian bridges between them and also to the terminal building at departures level,

(ix) The arrivals train station (only general concept designs for the train station is being done, the scheme and detailed designs will be undertaken separately),

(x) Landside hotel with a plinth area of 6,760m2 (130 x 52m) and consisting of three levels (from level 1 to level 3)

(xi) 95,000m2 of grade parking pavements for vehicles, (xii) Passenger terminal (commercial apron) with 45No. aircraft stands (xiii) Aircraft stands (apron) of area 950,000 m2, (xiv) Taxiway pavements of area 128,500m2, (xv) Ground Service Equipment (GSE) pavement areas of 146,200m2. (xvi) Bus parking pavements on Airside) of 2,000m2, (xvii) Access roads with grade separate junction at the controlled toll gate and leading to

existing Terminal 1, (xviii) Additional vehicular lane on both sides of the main access road from toll gate, and (xix) Street lighting from main toll gate to Greenfield Terminal.

The key elements of the proposed development are described in Table 2 below. Table 1: Conceptual Functional Linkages around GFT

Proposed Development

Features

Well Wishers’ Hall Since the well-wishers’ hall is the last point of contact between passengers and their companion, this area shall include adequately sized concession areas, including food and beverage outlets, travel retail, etc.

Pre Check-in Screening

All passengers and luggage must be security screened prior to entering the check-in lobby.

Check-in Lobby No modifications are proposed in the check-in lobby, other than the addition of a vertical circulation cores from the Ground Transportation Hall (GTH) in the level below.

Security Screening and Departures Passport Control

The domestic security area has been widened to allow for additional screening units, if required. Also, this area includes a new vertical circulation core down to the domestic baggage claim area and another core down to the centrally-located domestic departure gates. Included in the domestic space is a one-way door into the check-in hall, intended for domestic to international connecting passengers who do not use the transfer area. These passengers will re-ticket and then proceed to the international screening areas or flow directly to the international screening areas.

Secondary Security check-in

The proposed development will ensure that after obtaining the boarding passes in the Departures Lobby, passengers will proceed through a secondary security



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Features

check as well as Emigration Counters for International Travellers.

International Departure Lounges / Pier

The number of contact gates has been modified (reduced) and a remote gate lounge, located on the ground floor of the end of the pier, has been added. The main circulation corridor should be widened by approximately 3 meters. Concession areas are located along one side of the main corridor and directly in front of the security screening area.

Domestic Departure Lounges / Pier

An important modification to the concept is the addition of domestic contact gates. From the domestic security area, passengers will descend to a departure gate lounge located in the second level, adjacent to the immigrations hall. This lounge has access to three MARS gate positions, which will operate as “swing gates”. These could be used as international gates from the third level, or as domestic gates from the second level. From the contact gate lounge area, passengers can descend to a ground level remote gate departure lounge on the south side of the pier. From there, passengers will be transferred by buses to their aircraft.

Domestic Arrivals Domestic passengers, arriving via contact gates, will deplane and enter a sterile corridor, taking them to one of two escalators up to the third level, next to the domestic security area, where they then will descend to the baggage claim area. Passengers arriving by bus from the remote gates, will be dropped off at a bus stop, directly adjacent to the remote gate lounge. There they will ascend to the sterile corridor and follow the same flow described above.

Domestic to International Transfers

A domestic to international transfer area is located at the departures level, at the south end of the pier. This area includes immigration counters and security screening.

International Arrivals International arriving passengers will enter a sterile corridor located on the second level, via passenger loading bridges (contact arrivals), or through a vertical circulation core from a bus curb area (remote arrivals). The corridor runs along the entire pier and leads to the immigration hall, located in the main terminal.

International to International Transfer Processing Area.

A transfer passenger screening area is located to the north of the arrivals immigration area, adjacent to the sterile corridor. Passengers will enter the security screening area and then will proceed up to the third level airline check-in counters, located directly above the transfer screening.

Arrivals Immigration The Immigration Hall is located at the centre of the terminal, on the second level. The support spaces located behind the immigration hall (CATIC Proposal) have been removed in order to fit the new domestic departure lounges. This modification requires for the access to the immigration hall to be from the side of the hall instead of the back centre. Because the baggage screening system has been removed from the area in front of the immigration hall (above claim and below check-in), the hall presents a “balcony” view of the baggage claim below. Also, the offices that were located on both sides of the hall have been relocated on one side, allowing for an easier expansion of the hall, if required.

International Baggage Claim

Passengers will descend from the immigration area into the baggage claim hall. The claim units have been moved towards the back of the hall, in order to increase the queuing area in the customs hall.

Customs Hall The customs hall has been shifted to one side of the building, in order to allow for a better access to the new Ground Transportation Hall (GTH). Also, the queuing area has been increased in depth.

Domestic Baggage Claim

Passengers will enter the baggage claim via a vertical circulation (from level 3) core located at the back of the claim area. As in the international claim, the claim unit has been moved back to allow adequate space for support areas in the front of the hall.

International Ground Transportation Hall (GTH)

An international ground transportation hall is proposed, which will include spaces for tour operators, hotel lounges, taxi companies, money exchange and other services (such as food & beverage outlets, etc.) . This area will be physically separated from the public / greeters area. The envisioned concept is to maintain



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Features

the arriving tourist passengers segregated from the public, in a more relaxed and service-oriented environment. Exiting to the south side, there will be a bus parking curb, physically separated from the public. This will ensure that the curb is only used by licensed tour operators. For taxi services, passengers will exit towards the main front curb, where the taxis will be queued up. This procedure will also allow for the passengers, arriving from the main domestic greeters’ hall, to have access to the taxi services. Within the GTH, there will be a vertical circulation core accessing the security screening and then check-in hall above. This will be used by international to domestic transfer passengers. These passengers will be processed by customs controls, then will access the domestic check-in area and proceed through the domestic flow.

Meeters and Greeters Hall

International arrival passengers, not requiring tour services, will exit to the centre of the greeter’s hall, to be met by greeters in a large hall, shared with the domestic arrivals. This greeter’s hall will include commercial concessions, money exchange, rental cars and other services. The rental car parking area could be located to the north of the greeters’ hall. Within the Greeters’ Hall, vertical circulation cores will connect with the departures hall above. These can be used by domestic to international transfers, which will have to be processed through the pre check-in security screening points and then will follow the regular international outbound flow.

Outbound Baggage Screening

The hold baggage screening area, located directly below the check-in hall (CATIC Proposal) is to be transferred to another location. This would allow for the baggage claim area to be a double-height space, with views from the level above. An area on the ground level (north of the arrival baggage drop-off) is proposed for the screening system. From this area, checked luggage baggage will be transferred to the make-up/sorting areas directly north of the screening space. It is proposed for the screening system to be modified from a 5-Level system to a 3-Level system. The relocation of the screening area reduces the overall terminal size significantly, as a large area of the second floor of the main terminal is eliminated. The proposed system will be developed in areas that were already included in the concept.

Baggage Make-up Area

The CATIC Proposal, presents the baggage make-up areas between the east and west piers (the “Y”). A new location for the baggage make-up has been proposed at the ground level of the east pier. Additional make-up units can be installed under the new west pier. This modification presents the advantage of the location of the make-up units in close proximity to the aircraft. The location of the Drop-off area will remain at the centre of the terminal (airside). Because the basement area was eliminated, the x-ray units, which were located at the basement, have been moved up to the ground level. These units have been placed in rooms located between every two drop-off conveyors. Once bags are screened, they will go underground to the claim area and then up inside the claim carousels. The proposed “underground” are simple tunnels, with no more than 2 meters in height and 4 meters in width. Directly behind (in line) the drop-off conveyors are the transfer baggage conveyors. These will take baggage to the main screening area, where they will join the general baggage flow.

3.7 GFT Development Phases The full JKIA Development Master Plan of the GFT comprises of a twin-complex building structure (illustrated in the figure below) with access from the Mombasa Road and from the



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Eastern Bypass. This development is planned to be implemented in three block clusters namely Phase 1 (commencing immediately), Phase 2 (in the medium term) and the ultimate long term development cluster comprising of a mirror image of Phase 1 and 2 combined as illustrated in Figure 2 below. Figure 2: Long Term Master Plan for GFT

Figure 3: Phase 1 and 2 Image of the GFT



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Figure 4: Phase 1 and 2 Layout with Access Roads

3.8 Design Principles 3.8.1 Conceptual Features The Green Fields Terminal is designed with a floor area of 178,000m on 4No. levels such as to accommodate 50No. check-in desks, 32 contact gates, 8No. remote gates, an apron, 45No. aircraft stands (complete with hydrants and other provisions) and parking areas. The key design principles for the New Greenfields passenger terminal encompasses environmental based concepts. The arrivals and departures plaza will comprise of access pavement, car parking areas, plaza buildings, a hotel, the terminal building and linking facilities. The Green Field Terminal will initially be served from the existing Runway facility and be linked to the existing terminal through taxiways. It is designed with the components below;

(i) Arrival and departure lounges installed in the forecourt and departure plaza, (ii) Passenger facilities and flow comprising of departures, arrival corridors, transfer

facilities, arrival halls, bussing/coaching gates and passenger loading bridges), (iii) Support facilities including offices, commercial zones, staff access routes,

refreshment areas and utilities, (iv) Strategic facilities among them being baggage areas, retail/commercial points,

delivery bays, waste handling facilities, convenience areas (washrooms, etc.), fire safety points including exits, plant areas and passenger holding areas.



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Phase 1 of the GFT project will have an apron with a capacity to hold upto 45 for small to medium body aircrafts and can also hold about 20 large body aircrafts (the layout is illustrated in the figure below). The terminal is to be provided with among other components;

(i) Parking areas for vehicles, (ii) Plaza building housing various support functions, (iii) A hotel (for limited accommodation of transit passengers), (iv) Piers for loading passengers and disembarking passengers (v) An apron.

Thereafter, Phase 2 of the project will take a mirror image of Phase 1 though with a few additions. Access into the Terminal will also be addressed during Phase1 of the project such as to link to the existing road from the controlled barrier via the junction to the existing terminal 1 (where a major interchange will be installed) proceeding to the arrivals and departure plaza of the new Green Fields Terminal building. The layout of the access roads (that will also be adopted for Phase 2) is shown in Figure 4 and 5.

Figure 5: Phase 1 of GFT Development (with Boundaries)

3.8.2 Architectural Design The design principle for the GFT is based on the frequency of aircraft movements projected to the year 2030 estimated at 115,000 per year. The architectural design of the terminal is influenced by the shape of an acacia tree while the orientation and construction materials is geared towards achieving the following;

(i) Solar gain for reduction of energy consumption,

Access Road

Arrival

Departure

Plaza



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(ii) Carbon emission control through reduced fossil energy use, provision of ground power units for aircraft and supply of pre-conditioned air for the aircrafts,

(iii) Low noise and pollution control facilitation. 3.8.3 Surface Transport Access to the GFT is a dual carriageway 6-lane road running from the controlled toll gates with grade separated interchanges at the elephant roundabout and the link to Terminal 1 and linking the GFT at the plaza building to serve the arrivals and departure facilities. The components of the access road can be described as follows;

(i) Access pavements for taxis for picking and dropping at the front of the terminal building,

(ii) Provision for service vehicles to access the terminal on the right hand side of the building,

(iii) Special access and exits for staff into the terminal building (iv) Bus and coaches lanes leading into the public bas bays and tourist locations. A

special lane is dedicated on the access road, (v) Parking areas (public car park, public bas bays, taxis parking areas, staff car park,

VIP car parking areas, service vehicle parking, etc.) on a total of 95,000m2, (vi) There will be a railway link along the access corridor (this component is not part of

this project phase but will be a separate contract), (vii) Pedestrians linking the parking areas, bus dropping bays, the railway station and

public areas, (viii) All access roads and public areas will be provided with street lighting and flood

lighting for enhanced security. 3.8.4 Service Areas The Greenfield terminal will be provided with support service areas including the following,

(i) Retail areas for various services and supplies to the airport users and workforce. The areas will provide banking services, refreshments, communication services, catering and refreshments, transport bookings, hotel bookings, pharmacies, etc.

(ii) Commercial offices for operators and other service providers at the airport terminal (iii) Green areas with limited in-house plants (iv) GFT Administration offices for the airport the terminal (v) GFT Operations department (vi) GFT emergency operations control room (vii) KAPU Operations Control room.

3.8.5 Environmental Guiding Principles Green Fields Terminal design is based on environmental sustainability principles including energy and water saving. The environmental guiding principles are geared towards JKIA certification on international best practices benchmarks, among the LEED Principles. An outline is the principles are as follows;

(i) The orientation of the terminal building structures is on east – west to maximize hours of natural lighting, effectively saving energy and associated costs,

(ii) The structure of the windows and vents are also oriented on a east – west direction (the direction of the prevailing winds) for natural ventilation and aeration of the terminal areas,

(iii) A “Green Roofing” technology providing thermal mass has been adopted to facilitate natural condition of temperatures in the terminal,



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(iv) Similarly, shading materials for open spaces has been designed to complement the temperature conditioning,

(v) Green points will also be introducing limited indoor plants to complement in moderating micro-climate of the terminal.

(vi) The Terminal will be provided with fixed electrical ground power points (also commonly referred to a Ground Power Units) to provide auxiliary power to the aircrafts as opposed to running engines. This is designed to reduce carbon emissions from stationary aircrafts,

(vii) It is also proposed that fixed air conditioning links will be installed on the air bridges to supply pre-conditioned air to stationary aircrafts as opposed to the running engines. This will also control noise and emissions associated with aircraft engines.

3.8.6 Amenities Key Public Areas The new Green Field Terminal building is expected to provide the following basic amenities:

(i) Sanitation facilities including washrooms, (ii) Airside and landside support offices, (iii) Meeters and Greeters areas, (iv) Banks and other financial institutions outlets, (v) Customs and Immigration, (vi) Vehicular parking.

Passenger Processing Areas

(i) Baggage Make-up and Break-down areas, (ii) Check-in desks (iii) Security screening facilities (iv) VIP and CIP Lounges, (v) Passport Control desks (vi) Passenger gates and holding lounges (vii) Passenger arrivals Process including baggage conveyors and reclaim Hall (viii) Customs control

Support Equipment

(i) Passenger Boarding Bridges (ii) Power back-up generator(s) (iii) Airport Information and Management System (iv) Flight Information Displays (v) Departure Control System (vi) Baggage Reconciliation System

Associated Infrastructure The GFT will be provided with the basic support infrastructure such as to include;

(i) Sewer connections to the trunk sewer facility such as to serve all terminal areas. JKIA is served with a sewer system linked to the main Dandora Sewerage facility in Ruai area

(ii) A power plant comprising of grid connection as well as power back-up generator(s) (iii) Water Supply system integrated into the existing JKIA network, (iv) Solid waste collection and transfer stations at strategic locations established in

accordance with the JKIA waste management plan, (v) Drainage systems covering the paved areas including the access roads and the

parking areas. The drainage network is provided with 2No. surface runoff balancing/settlement ponds each of 15,000m3 with controlled discharge



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arrangement. All storm water will be linked to the trunk surface drainage channel leading to Athi River about 10km to the east of the airport.

Landscaping Phase 1 of the GFT will set stage for landscaping of the subsequent phase. The landside of the terminal including the access road corridors will be landscaped and beautified with the local flora and indigenous plants (including acacia trees that are the basis for the architectural design). On the other hand, the airside will be landscaped by compacting the local top soil and seeding with appropriate grass for ground cover. 3.8.7 Aircraft Related Design Concepts The Green Fields Terminal is designed as per the ICAO Annex 14 Volume I guidelines including the buildings, aircraft pavements (the aprons and taxiways). The aircraft pavements are designed for Code E Aircrafts (Boeing 777-300ER) and Code F Aircrafts (Airbus 380-800). This, therefore, will be suitable for Boeing 747-400, Boeing 767-300ER, Boeing 737-800, Airbus A340-600, Embraer ERJ 170LR and Embraer ERJ 190AR (among the aircrafts operated by the Kenya Airways). There will be 950,000m2 of apron, 128,000m2 of taxiways, 146,000m2 for parking of Ground Support Equipment (GSE) and 200m for parking of airside busses. It is estimated that the GFT will handle upto 55% and 49% of sitting capacity and Aircraft Movements respectively of JKIA for International flights and 53% and 30% for the domestic flights respectively. The terminal will provide 78 aircraft parking bays (current parking capacity is only 37). The apron will be built of rigid pavement setting to withstand aircraft tyre pressure, ensure stability from fuel and lubricant spills, resistant to rutting and damage by Ground Support Equipment. However, taxiways will be built of flexible asphalt concrete for rideability and resistance to friction effects. Among the fitting to the pavements and surroundings include;

(i) Signage and markings (ii) Airfield ground lighting (AGL) (iii) Floodlighting and corridor illumination, (iv) Visual docking guiding lights, (v) Fixed electrical ground power or GPU (vi) Pre-conditioned air supply, (vii) Associated drainage works (viii) Fuel hydrant system on the apron

3.9 Project Implementation Period and Estimated Budget The implemented period for Phase 1 of the Green Field Terminal including the associated components is expected to take 3 years (36 months) from the date of commencement. The preliminary facilities are expected to be completed between February 2015 and December 2015 while the main building and pavements are to be constructed from April 2015 to December 2017. The estimated budget to complete the Greenfield Terminal and associated facilities is about KShs. 56 billion (or approximately USD. 600M)



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3.10 The Terminal Layout Figure 6: Phase 1 of GFT Components Layout



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Figure 7: Passenger Processing and Conceptual Departure Movement

Entrance Security

Boarding Pass Presentation

Emigration: Passport Control

C.I.P Security Search

Departures Plaza

Security Search

International and Domestic

Domestic Departures Route

International Airside Circulation

Check-In Hall

C.I.P Route

CENTRAL PROCESSOR BUILDING

3. Passenger Facilities and Flow in the New Terminal Building (PTC)

3.1 Departures

C.I.P Route to Domestic

Departure Lounge & access to

lev. 1 Airside Transit Hotel

C.I.P Route to Intl. Departure

Lounge & access to lev. 1

Airside Transit Hotel

Out-of-Gauge

Figure 8: Passenger Processing and Conceptual Arrival Movements

Baggage Reclaim: International

Baggage Reclaim: Domestic

C.I.P Arrivals Route to C.I.P

Arrivals Lounge

Customs

CENTRAL PROCESSOR BUILDING

Arrivals- Baggage Reclaim

3. Passenger Facilities and Flow in the New Terminal Building (PTC)

3.3 Arrivals

Landside Plaza:

Interchange and onward travel

Bag-Drop Transfers

(International-Domestic)

Retail Duty-Free

Arrivals Plaza MEET & GREET

VCC

Car Rentals

Retail / F&B

Environmental and Social Impact Assessment Study Report

The Proposed Green Field Terminal Building Project at JKIA

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Kenya Airports Authority Consultant: Harrison Ngirigacha for Runji & Partners

Chapter 4: Description of Project Environment:

4.1 Overview JKIA area and the surrounding areas is within a low lying dry plains to the southeastern of Nairobi City influenced by the Kapiti Plains of Machakos and Kajiado areas. It is characterized with shallow black cotton soils, sparse vegetation cover (mainly grass and acacia tree species and scattered shrubs and exotic trees introduced through settlements and economic activities in the last few years). The immediate areas do not have significant surface water sources but are generally well drained due to the gentle slope to the southeastern direction towards the Athi River basin. It experiences generally low rainfall and generally slightly elevated temperatures all year around. The following sections provide brief analysis for each of the environmental parameters around JKIA. 4.2 Topography and Drainage The area around Jomo Kenyatta International Airport land is characterized by mild undulating flat terrain with a general slope towards the East. The existing airside is generally flat with general drainage towards southeast. There are no natural permanent surface water bodies in the immediate neighbourhood areas apart from Ngong River while the overall drainage of the airport and its immediate environs is influenced by the Nairobi River sub-catchment. The Airport drainage is influenced from the northern direction by Ngong River and Nairobi River systems with the northern drains discharging into Nairobi River along Kangundo road while the southern drains discharges into Athi River. Surface water in the undeveloped areas, however, tends to stagnate on flat locations and occasionally causes flooding. It is worth noting that other most surface drainage features are manmade created by surface drains, raised sections of the roads, soil dumping and features from the construction activities. Surface drainage of the airport land is efficient though gradually the natural drainage systems outside the airport are being undermined by human development activities. The topography of the proposed project area is relatively flat with a slight general west – north-easterly direction. Surface water from the airport grounds is drained through 2No. Channels, one running on the northern side of the existing runway with its outfalls on the northern edge of the airport towards Nairobi River at a point near Kangundo Road. The second drain collects the bulk of the airports surface runoff flows from the western end of the airport near the cargo terminal and runs through the southern edge of Terminal 1 and the southern edge of the proposed area for Phase 1 of the Green Field Terminal. The latter open drainage system has developed over the years to create an established aquatic ecosystem. The drainage system also drains the immediate zone spanning from Syokimau bounder down to near Katani area before exiting towards Athi River. Phase 1 of the GFT will not interfere with the existing drainage channel. 4.3 Geology and Soils Geological history of Nairobi has been dominated by the volcanic activity since Miocene time. The evolution of Nairobi area has therefore been mainly controlled by the volcanic activity that accompanied the rift valley formation. Physiography of these areas is consequent upon volcanic rocks found and tectonic movements that have been affected by them. Areas underlain by the volcanic rocks as a result of successive lava flow that originates from centers and fissures on the high eastern flank of the rift region to the west. Plains covered with black cotton soils that are underlain by volcanic rocks; while isolated exposures of basement system pre-Cambrian metamorphic rocks also occur. Jomo Kenyatta International Airport forms part of the Athi plains rise from an altitude of about 1500m at Athi River located about 8 Km south east of present area to about 1800m above sea level further west in the faulted region near Ngong. The project area is mainly underlain by volcanic



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rocks, tuff and metamorphic rocks. Parts Jomo Kenyatta International Airport and the Nairobi National Park between Bushy Vale and Rocky Valley show the Nairobi phonolite separated from the underlying Mbagathi phonolitic trachytes by some thickness of a few feet of dark grey tuff, which belongs to the Athi Tuffs and Lake Beds Series. Weathering usually converts the Nairobi phonolites which are dark grey porphyritic lava to pale brown and reddish ferricrete deposits (murram), which are observed to overly the rocks. The soils around the JKIA airport are black clays referred to as black cotton soils described as being high to extremely high plasticity clays, silty clays or silty clays with sand. The soils are characterized by impeded drainage, underlain mainly by the Nairobi and Kapiti phonolites. Kapiti phonolites which form practically impermeable strata, favouring further development and occurrence of the ill-drained soils. 4.4 Water Resources There are no surface water bodies in the immediate area, neither are there indications of springs or ground water sources in the immediate surroundings. Ngong river runs west east at about 4km north of the sites while Athi river is approximately 6km to the south, but there is, however, no direct surface linkage from the site to any of these rivers. The drainage channel towards Athi River basin has three dams that act as sinks to any pollutants arising from the airport grounds while the channel into Nairobi River traverses through a residential zone with a diffuse addition of related pollutants. The distances traversed by the two drain systems are significant and any pollutant emanating from the airport grounds may have an opportunity to drop off through self purification.. However, consumers rely on city water supplies due to the poor water quality of the surface water quality sources, while a few premises have sunk boreholes to supplement that from the public systems. There are two main water sources for JKIA which include the Nairobi Water and Sewerage Company (NW&SC) Ltd water supply and from the 7No. boreholes around the airport grounds. The NW&SC domestic mains, along the Outer-ring road supply water, through a 200mm pipeline, into an 8,300m3 storage tanks. Of the 7No. Boreholes around the airport, 4 have been fully operational and 3 are newly constructed and in the process of commissioning. In addition, most private premises in the Special Freight Area have invested in their own boreholes (locations and numbers not documented) to supplement the supply from KAA. It was estimated that upto about 750m3 of water is currently used across the airport on daily basis from a combination of the above sources. At an estimated 80% wastewater discharge (typical for municipal setting) on the water consumed, the average daily wastewater discharge from the airport ground is estimated at 600m3 per day. All sewage emanating from the airport is discharged into the sewer while other wastewater emanating from other uses including runoff, car washings, industrial washing, floor washing, etc., is discharged into open drainage network around the airport ground. The volumes of surface runoff so generated could not be estimated under this study although during the rainy season the storm water levels are quite high and carries waste material to the open drainage system. 4.5 Ecological Setting The airport is within a mixture of industrial and human settlement area and there is notable absence of natural vegetation following intensive social and economic driven land use changes. Apart from short withered grass and newly planted exotic trees, there is no significant vegetation cover on and around the existing airport side, a suitable setting for aviation operations. In addition, there are reports of a variety of snakes in the grassed zones along the runway. The Nairobi National Park is situated approximately 5km to the west of the site and it is the influencing ecological factor. There is however, no direct linkage with the location and development



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of the Green Field Terminal facility. Other conservation areas to the east of the airport include Donyo Sabuk National Reserve near Kilimambogo (~50km away) and a number of ranches in Machakos County (between 10 – 20km away) that hosts various wildlife species. Among the common species in these conservation areas are mainly grazers (Buffaloes, Zebras, Giraffes, antelopes, etc), the Big Five mainly in Nairobi National Park (Lion, Buffalo, Leopard and the Rhino) with the exception of the Elephant that is absent due to the carrying capacity challenges. Others include Cheetah, Serval Cats, Crocodiles, Snakes, Monkeys and baboons. There is also notable presence of birds. JKIA is shielded from Nairobi National Park by the Mombasa Highway corridor, the railway line and a number commercial premises, it is not so for the Donyo Sabuk and Ranches in Machakos. The latter are open systems and the wildlife freely migrates in and out in search of fodder, water and refuge from predators including human beings. As a result, some of the species finds their way into the airport grounds (also conflicting with the massive emerging human settlements in Syokimau, Katani, Embakasi, Mihang’o, Utawala and parts of Ruiai and Mavoko areas). The airport grounds are not well fenced on the eastern edges and with the presence of the shrubs and grass as well as water (the dams created out of the main drainage system) as well as safety seems to attract a few migratory wild animals to the airport grounds (including a some giraffes, zebras and antelopes although the airport operations and various other construction activities and heavy social and economic development in Embakasi, Syokimau and Mlolongo has kept way intrusion by the animals for a long time. The few migrating species (mainly from Donyo Sabuk National Reserve and the Ranches in Machakos) in search of fodder and water) are not permanent and only appear occasionally especially late in the evenings when social activities are low. The proposed GFT site area is generally open grassland with presence of assorted ASAL shrubs. Other notable tree species found in the area but in low population include eucalyptus species, Senna spectabilis, Euphorbia tirucalli (milk bush), acacia species (Acacia tortilis, Acacia drepanolobium). The open drainage network around the airport has resulted to formation of a temporal wetland. The area has presence of wetland vegetation such as the cattails (Typha ssp) and bulrushes sedges. Typha ssp are common wetland plants that are long, bladelike leaves with stiff flower stalks. Wetland vegetation has attracted birds and insect species (including butterflies on transit) particularly where grass is dense. Wetland area has provided for wildlife habitat for many birds’ species mainly for nesting and source of food. The bird’s species include grey crowned crane, black headed heron, malachite kingfisher, blacksmith plover, spur winged plover, banded plover, wood ducks, black necked stilt, guinea fowl, cattle egrets, geese, blue winged teel among others, different snake species and also presence of some mud fish. Figure 9: Sample Ecological Features



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Vegetation Cover

Livestock Grazing Pastures

Sample Birds Types

Figure 10: Emergent Ecological Habitats along the Main Drainage



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4.6 Climatic Conditions The climate within JKIA identifies with that of the greater Nairobi region; a tropical city located about 140km south of the equator and approximately 500km west of Indian Ocean coast. The area is characterized with a semi-humid climate that is highly influenced by semi-aridity on the east (towards the Machakos) and southern (towards Kajiado) directions. The rainfall is bi-modal with two rainy seasons from March to May (long rains) and from mid-October to mid-December (short rains) with an average annual mean rainfall of about 1,080mm per year. The minimum and maximum temperature ranges from 12oC to 28oC with annual mean temperature of about 19oC.

Relative humidity ranges from a daily maximum of 88% in the month of May to a daily minimum of 36% in the month of April. Daily evaporation ranges from a minimum of 89mm in the month of July to a maximum of 191mm in the month of March. Wind direction is almost universally to the west or north-west although during the months of May, June and July there is a minor but significant southerly component. 4.7 Air Quality Emissions in airports are associated with aircrafts (that accounts for 98% of the total CO2 generated) dependent on among other factors fuel type, aircraft type, engine type, load and flying altitude. The main source from the operations are experienced during the landing and take-off events that are within the 1,000m above ground level, taxing-in, taxing-out, climb-out and approaching landing. The main mobile sources of air pollutants emissions are mainly from the vehicular traffic emissions from the moving trucks ferrying the spoil from other construction areas within the airport to form the noise barrier adjacent to the perimeter fence. There are also potential emissions from the contractors batching plant as well as movement of trucks along the unpaved routes on site. The table below gives an indication of air quality from previous air quality measurements from a recent study at the current active airfield of the airport.

Micro emergent Habitats for

Aquatic Plants, small fishes,

insects and small birds



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Table 2: Historical Air Quality Data

Source location Parameter Findings WHO Standard Limits

Runway (Average readings for Runway 06 Touchdown – threshold 24)

CO2 0.05% 0.5%

NOX 0.02ppm 5.0ppm

CO Nil 5.0ppm

SOX Nil 0.19ppm

CxHy Nil 0.7mg/m3

PM10/PM2.5 4.06 10mg/m3

Taxiway – E & G Intersection

CO2 0.05% 0.5%

NOX 0.03ppm 5.0ppm

CO Nil 5.0ppm

SOX Nil 0.19ppm

CxHy 0.02mg/m3 0.6mg/m

3

PM10/PM2.5 3.02 10mg/m3

Apron Area CO2 0.06% 0.5%

NOX 0.03ppm 5.0ppm

CO Nil 5.0ppm

SOX 0.03 0.19ppm

CxHy 0.03mg/m3 0.6mg/m

3

PM10/PM2.5 3.04ppm 10mg/m3

Utawala Estate (directly below the flight path after takeoff from RWY 06)

CO2 0.05% 0.5%

NOX 1.2ppm 5.0ppm

CO Nil 5.0ppm

SOX 0.08ppm 0.19ppm

CxHy 0.3ppm 0.6mg/m3

PM10/PM2.5 4.7mg/m3 10mg/m

3

Sources: ESIA Study Report for the JKIA Improvement Project P4

These were found to be below the World Health Organization (WHO) exposure limits. The impacts of these pollutants would be further reduced by the general free movement of air around the airport due to limited obstacles. Dilution of these pollutants would therefore effectively take place during general air movement, thereby reducing the potential negative impacts. Since the main source from the operations are experienced during the landing and take-off events that are within the 1,000m above ground level (taxing-in, taxing-out, climb-out and approaching landing), higher concentrations are likely to be notable within the airport grounds. On-site contribution from support equipment including power generators, tractors, pushes cars, motorised ladders, passenger busses and service vehicles. Looking at the current pollution indicators sampled for the existing runway, the findings generally indicate compliance with WHO limits. 4.8 Noise and Vibrations Day-Night Average Sound Level (DNL) is as a simple method for predicting the effects on a population from the average long-term exposure to environmental noise. For assessing long-term noise exposure, the annual average DNL is the specified metric in the noise compatibility planning process. DNL does a time-average of the total sound energy over a 24-hour time period. dBA unit applied in sound measurement uses Sound Exposure Level (SEL) as the single event dose metric. SEL normalizes the total energy of a noise event to 1-second duration. SEL also enables the addition of multi-events. 10dBA penalty is applied to operations between 10.00pm and 7.00am sound levels to account for increased annoyance due to noise during the night hours The main sources of noise at JKIA is associated with aircraft operations and reaches peaks during flight events (landing, takeoff and taxiing) of different aircraft types (large and small). Other sources include ground support equipment and surface vehicles. Ambient noise levels, however, is relatively



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low and compares well with the conditions in the neighbouring Syokimau residential areas. Previous measurements in the current active airfield showed the following noise trends. Table 3: Baseline Noise Data

S.

No. Location Noise Levels [Db(A)] Remarks

Min Max Leq,8

1 Westwards along the JKIA fence below the proposed approach funnel

33.4 39.4 37.4 Along centerline of proposed runway – within OSHA & NEMA limits 2 Eastwards approximately midway of the

proposed runway 33.6 37.8 36.2

3 Behind earth barrier currently being put up

24.4 29.8 27.9 Within OSHA & NEMA limits

4 Airside (450m from runway centerline) - 25.9 25.9 Lateral reference noise measurement point – within OSHA/NEMA limits

5 Airside (6.5km from start of roll) - 32.7 32.7 Flyover reference noise measurement point – within OSHA & NEMA limits

6 Airside ( 2km from the threshold) - 43.0 43.0 Approach reference noise measurement point – within OSHA & NEMA limits

7 New parking next to VIP Lounge

47.3 50.1 48.9 Within OSHA & NEMA limits

8 Mihango Estate

55.2 67.4 64.6 Slightly above OSHA & NEMA limits

9 Utawala Estate

35.2 46.4 43.7 Within acceptable limits (OSHA & NEMA)

10 Syokimau

23.1 27.5 25.8 Within acceptable limits (OSHA & NEMA)

11 New Staff Parking along the road towards the entrance to proposed project site

33.5 42.5 40.0 Within acceptable limits (OSHA & NEMA

Source: ESIA Study Report for the 2nd

Runway

The above trends show that the impact of the airport operations to the neighbourhood is within acceptable limits below 55dB(A) apart from the location directly below the take-off funnel which experiences occasionally slightly higher noise levels 64.6 dB(A). This is confirmed by the trends reported from the noise map contours shown in Figure 11 below. This implies that aircraft operations will not have a significant impact on the residents. The GFT, however, is within the high noise zone with >75dBA levels during flight events. The noise map below shows prediction of JKIA noise levels for the year 2030. According to the WHO and aviation guideline standards, noise levels of upto 60dBA can be accommodated with caution to residential and institutional areas. The outermost contour along the boundary edges of the airport rounds shows an average of 60dBA, implying there will be minimal implications from aircraft operations to the residential areas in Syokimau Estate. However, areas along the flight corridors are likely to be subjected to noise levels slightly higher that 60dBA though the areas are not highly habited by human settlements (Nairobi National Park to the west and low population to the east of the corridor.



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Kenya Airports Authority Louis Berger in association with Runji & Partners

Figure 11: Noise Prediction Contours Projected to 2030

Source: Noise Mapping Report for JKIA

60dBA

Contour GFT

Location



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Chapter 5: Social Setting

5.1 Administrative Setting The Green Field Terminal lies within JKIA grounds in Embakasi location within Embakasi sub-county. It is sandwiched to the south by Katani and Mlolongo locations in Athi River sub-county, to the East and North by Mihang’o location in Embakasi sub-county and, Githunguri location in Athi River sub-county and to the West Embakasi and Mukuru Kwa Njenga locations Nairobi East sub-county. Politically, JKIA entirely falls within Embakasi South (Embakasi and Mukuru Kwa Njenga locations) and Embakasi East constituencies. The airport falls in Embakasi South, Utawala and Mihango Wards (Embakasi East Constituency) and Kwa Njenga, Kwa Reuben, Kware and Pipeline Wards (Embakasi South Constituency). To the southern side, the airport neighbor Syokimau/Mulollongo and Muthwani wards all in Mavoko constituency – Machakos County. The administrative setting of the airport is outlined in the table below; Table 4: Administrative Units around JKIA

County And Physical

Description

Sub-Location Location

North – Nairobi Utawala Embakasi

Embakasi Embakasi

Mihang’o Mihang’o

West – Nairobi Mukuru Kwa Reuben Mukuru Kwa Reuben

South and East –

Machakos

Syokimau Mulolongo

Katani Katani

Githunguri Githunguri

Source: Physical assessment and deputy county Commissioner’s Offices, 2014

5.2 Population Distribution According to the 2009 population and housing census, Nairobi City County had a total population of 3,138,369. It is estimated that 100% of Nairobi County’s population is urbanized compared to 32.3% of the national population. The population of the project areas has been increasing in line with Nairobi City County’s growth rate currently standing at 4.1%. In the last census report (2009), the project sub-county had about 1,144,416 persons of which about 81% (i.e. 925,775 persons) were residing in the Embakasi division. The table below summarizes population of the project area and its immediate neighbourhood: Table 5: Population Distribution around JKIA

Administrative area

Male Female Total Households

Nairobi East Sub-County 582,554

561,862

1,144,416

369,866

Embakasi sub-location (including Utawala sub-location)

32,674

32,360

65,034

19,815

Mihango sub-location 12,680

10,256

22,936

6,167

Mukuru Kwa Njenga sub-location 71,619 58,782 130,401

49,198

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Administrative area

Male Female Total Households

Athi River Sub-County 76,127 63,375

139,502

45,482

Syokimau sub-location 23,486 18,888

42,374

14,332

Katani sub-location (including sub-location)

5,058 4,925 9,983 2,541

Source; GOK, 2009 Population census

On the other hand, the internal population within JKIA grounds consists of workers, passengers (local and international), transit service providers (mostly transporters) and passenger escorts/receivers (relatives and friends). JKIA handled about 5,486,000 in 2010 and 6,272,000 in 2012 as shown in the following table; Table 6: Passenger Traffic Handled At JKIA

2009 2010 2011 2012

Arrival 2,556,000 2,793,000 3,169,000 3,129,000

Departure 1,516,000 1,597,000 1,876,000 1,916,000

In transit 1,006,000 1,096 ,000 1,246,000 1,227,000

Total 5,078,000 5,486,000 6,291,000 6,272,000

Source: Statistical Abstract 2013

5.3 Human Settlement The settlement patterns have been influenced by various factors such as the many employment opportunities associated with the airport and industries to the West, land use patterns, existence of informal settlements including pipeline and Mukuru Kwa Njenga and Mukuru Kwa Reuben, easy accessibility to Nairobi CBD where many residents work and existence of large tracts of land to the East (Katani and Githunguri) and partially West (Nairobi National Park). The sub-county where the airport is situated has an average population density of 5,048 persons/Km2. Population densities are higher to the North (Mihang’o and Embakasi sub-locations) and Southern (Syokimau) parts which are mainly residential areas. The eastern side (Utawala, Githunguri and Katani locations have low population densities as much of the land consists of ranch lands. In the project administrative areas, the highest population density of 5,459 persons per Km2 is in Mukuru Kwa Njenga sub-location and the lowest is in Katani sub-location with 245 persons per Km2. Population density in the project administrative areas is presented in the table below; Table 7: Population Density JKIA Administrative Areas/Neighbourhood

Administrative Area

Population Density

Nairobi East sub-county 5,048

Embakasi sub-location (including Utawala sub-location) 1,467

Mihango sub-location 1,444

Mukuru Kwa Njenga sub-location 5,459

Athi River Sub-county 165

Syokimau sub-location 1,130

Katani sub-location (including sub-location) 245

Source; GOK, 2009 Population census



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5.4 Land tenure and Use Land is a key component of all economical activities including airports, roads construction, housing, agriculture, water and forestry among others. Land in JKIA is government owned through KAA. In the neighbourhood, land was initially owned by ranch companies (Syokimau, Katani and Githunguri among others) with minimal sections under private ownership. Thus, the neighbourhood to JKIA initially consisted of expansive tracts of rangelands mainly used for livestock ranching. These group ranches have since been demarcated to members who have further sub-divided their shares into small plots and sold them. All these have combined and changed land use around the JKIA and specifically along the stretch of the project corridor from livestock ranching to residential settlements, industrial and commercial establishments. To the far south (app. 2 – 3km), there is intensive excavation of building stones and ballast crashing for construction. The rapid immigration from Nairobi and rural areas, population increase has exerted tremendous pressure on the reducing land sizes leading to sub-division of land into well below 1/8th of an acre. Kitchen gardening is practiced while subsistence crop growing is undertaken in Katani. The area is also used for livestock keeping while the Nairobi National Park hosts a number of wildlife species. Notwithstanding, the changing economic trends there is a tendency towards local mixed land use 5patterns as demand for settlement and institutional land increases. As demand for land use increases due to the variations in economic opportunities, available space per capita is also decreasing. For this reason, a global detailed status of the land use trends with respect to the mixed economic operations in the area (that is beyond the scope of this assessment) should perhaps be professionally evaluated in course of time in order to take into account effects of development and changing peoples’ needs. 5.5 Economic Features Originally, this area was designated for agricultural use and then changed to residential and now industrial. Currently, notable economic activities are industrial and commercial involving manufacturing, services, warehousing, general trading, transport, limited catering and construction. As mentioned above, investors in residential houses are also venturing into the area. This comes with other economic opportunities such as garbage collection, raw food retailing, hardware shops and consumer product shops (an example is the massive supermarkets in the area). However, changing economic trends in the country is creating a tendency towards mixed land use patterns as demand for settlement land increases. As demand for land use increases due to the variations in economic opportunities, available space per capita is also decreasing. For this reason, a global detailed status of the land use trends with respect to the mixed economic operations in the area (beyond the scope of this assessment) should perhaps be professionally evaluated in course of time in order to take into account effects of development and changing peoples’ needs. Katani quarries to the south of JKIA is the main sources of construction materials mainly aggregate with among other producers being Crescent, Quality Quarries, Kay Kay Construction, Kenya Builders and Concrete Ltd, AristoCrat Concrete Company Ltd, Mugoya Construction, Kirinyaga Construction and, Dunga Quarry among others



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5.6 Health and Safety 5.6.1 General Safety of the residents and the industrial premises from fire accidents and other calamities cannot be ruled out. Other risks to safety include heavy trucks prying the roads that are also busy with private and public vehicles throughout the day (it is also part of the access to the airport and Embakasi estates). According to the International Labour Organization (ILO) and the World Health Organization (WHO), health and safety at work is aimed at the promotion and maintenance of the highest degree of physical, mental and social well-being of workers in all occupations, prevention among workers of leaving work due to health problems caused by their working conditions, the protection of workers in their employment from risks resulting from factors adverse to health, placing and maintenance of the worker in an occupational environment adapted to his or her physiological and psychological capabilities and to summarize, the adaptation of work to the person and of each person to their job. KAA has in place elaborate plans to ensure safety and health of the workers and airport users within the airport ground through clear elaborate environmental, health and safety policies that are guided by local and international safeguards including ICAO. Policies and procedures are in place to ensure that safety and health issues are adequately taken care of especially in the aviation environment in which JKIA operates. The top diseases in Nairobi City County include Fever/Malaria (50%), Flu (31%), Lower (chest Lung) respiratory diseases (8%), stomach aches (5%) and Asthma (3%)1. The common diseases in Machakos County include Malaria, URTI, Skin Diseases, Diarrheal Diseases, Intestinal Worms, Pneumonia and Eye/Ear Infections. Morbidity rates in Nairobi are 25.3% and 72% in Machakos County with females having higher morbidity rates than males. 5.6.2 Security Another department that works closely with the health and safety department is that of security. Security issues such as bombs, viruses and dangerous goods may also affect the safety and health of workers and the general public. Consequently, an inter-departmental approach adopted by JKIA management ensures that relevant emerging issues are effectively handled and resolved. Specialized units also exist to complement efforts of the Safety and Health Department, such as the Bird and Wildlife control Unit, which ensures that the safety of aircrafts landing and taking off is assured. Interference of aviation activities by wildlife may create serious safety consequences if not appropriately handled. The Kenya Airport Police Unit is in charge of ensuring the airport is secure from any interference and safe. Following emerging trends in security and safety of key government installations from terrorism and other forms of harm, decisions have been made in the recent past to respond to possible attacks. Consequently, the KAPU in consultation with the Cabinet Secretaries in charge of Security and Transport effected stringent security procedures that included thorough manual screening of all passengers and vehicles accessing the airport. A charge in access point had also to be made that resulted in the closure of one of the main entry points to the airport. During the initial days of implementation of these drastic changes, long traffic snarl-ups were witnessed resulting in delays and a situation that could potentially compromise the same security being addressed.

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Plans are also in place to identify, effectively handle and dispose unauthorized dangerous goods on transit, or those brought in by potential passengers. Legal action is taken against violators who not only go against state laws but also ICAO safety standards. A designated location within the airport compound is used to detonate intercepted unauthorized explosives. Bomb detection and disposal experts work with other law enforcers to ensure that the airport is safe. 5.6.3 Fire Safety The airport has a Fire Station and two remote backup posts to respond to emergencies. The design and location of these facilities are such that the time required to respond to disasters at any point within the airport is the ICAO recommended three (3) minutes. Regular drills conducted during the course of service ensure that this response time is attainable. Currently, the Fire Station at the airport is adequately prepared to handle six different categories of emergencies; aircraft crash, full emergency, local standby, weather standby, domestic fires and Very Important Person (VIP) standby. These emergencies are governed by protocols, procedures, rules and regulations developed from local legislation and ICAO standards. The fire station is equipped with several conventional fire trucks fitted with all the necessary equipment, and a number of foam tenders. Six (6) static tanks along the runway each with a capacity of 45,000 liters provide the necessary storage and reservoir to support fire fighting. The source of the water is from the County Council of Nairobi Mains, and several boreholes sunk within the airport to provide backup. Elaborate procedures exist for testing the use of foam, backed by regular servicing of equipment. In addition to fire fighting, the department is equipped with the necessary skills for rescue and rendering humanitarian services. Another important function is to provide oil-spill clean-up function to areas prone to such incidences including aprons and runways. Since fire may also seriously affect aerodromes operations, the location of fuel farm is strategic along the national trunk and in close proximity to the airport to cater for the needs of the air traffic. Specialized dedicated hydrants supply fuel to user-points in such a way as to minimize the amounts stored at these locations. At the fuel uptake points located at the aprons, there is likelihood of oil spills occurring, and therefore appropriate provisions are in place to contain any washouts from these areas, which is directed through oil separators before the water is discharged. Safety of the residents and the industrial premises from fire accidents and other calamities cannot be ruled out. Other risks to safety include heavy trucks prying the roads that are also busy with private and public vehicles throughout the day (it is also part of the access to the airport and Embakasi, Utawala, Mihang’o and other estates). Linkages of the airport to the populations in the neighbourhoods with regard to safety are limited to the flight corridors (risks of air crash) on which efforts have been on to limit encroachments by settlements. There are, therefore, very limited linkages from the proposed construction works. 5.7 Institutional Presence JKIA neighbourhoods are characterized by a number of institutions comprising of schools, colleges and health centers. To the east are East African College Ruai, Ruai Primary School, Welkim Academy, Vickmerry Academy, Vine Spring Girls’ Secondary School, Jasipa Primary School and Solidarity School. There are health facilities namely Ruai Maternity Hospital, Ruai Medical Centre and Precious Medical Centre as well as medical facilities in Syokimau. Some institutions on the north (mainly in Embakasi Location) of the airport include Utawala Academy, General Service Training School, Mt. Gerizin Secondary School, Cedar Progressive Academy, Watai Academy, Grand Mark Primary School, Immaculate Primary School, Mary Star



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Academy, Airways High School and Lifeway Mission International. The area is considered partly within the wider flight corridor where only about 7% falls within the immediate flight path. Institutions to the west of the airport do not directly lie within the flight path. Among these include Makinika School, House of Hope Primary School and Man Min Holiness Church. Those in the south include among others Acacia plain academy, Nashville academy, Top performance academy, Mt. Sinai CMI School, and Notre Dame primary school as well as religious institutions namely St. Veronica Catholic Church and Life spring chapel. There are a number of health centers in the project vicinity. These include APTC Embakasi health centre, Embakasi dispensary, Embakasi garrison med centre, GSU training health centre (Embakasi), JKIA health centre, NAS dispensary, Kenya pipeline staff clinic and St. James hospital. A detailed list of institution within the project area is annexed to this report. 5.8 Traffic Movements 5.8.1 Air Traffic Kenya Airways takes over 50% of flight volume share at JKIA (as reported in 2012). Other main flights operating at JKIA include South African Airways, British Airways, Ethiopian Airlines, Qatar Airways, KLM, Emirates, Precision Air and Fly 540. There are other smaller airlines while a number of airlines have withdrawn their services for one reason or other. Annual traffic forecast shows a rapid growth from 98,532ATMs in 2013, 107,506ATMs in 2015, 134,958ATMs in 2020 and 220,775ATMs in 2032. An average of monthly peak of 8,318ATMs and a day peak of 248ATMs was reported. Traffic demand forecasting scenarios reflect the current situation at JKIA calling for the need to reassess future airport development and phasing to accommodate future growth based on the Expected economic expansion in Kenya for the next 20 years. JKIA has the ability to develop its proposed aggressive expansion plan due to Kenya’s strategic location in East Africa and its ability to become the primary hub of the region. 5.8.2 Surface Traffic Vehicular traffic records obtained from KAPS show an increase in the number of vehicles entering the airport. This is indicative of the response from increased passenger arrivals and departures as indicated in the previous section. As the number of passengers is projected to increase, so will transport requirements for pick-up and drop-off proportionately increase. The number of trucks accessing the airport during this period confirms the expansion and development activities currently being undertaken. The trucks basically move building materials, spoils, and other items necessary for the construction works. Generally, trucks to the airport bring in cargo for export, or pick those that have arrived. Transport safety has been adequately addressed through erection of speed bumps at specific locations along the airport roads. In addition to this, appropriate signs limit the speeds into and out of the airport. Manual screening of both road traffic passengers and vehicles are done at the entries to the airport from the Mombasa Road side and that from the cargo terminal side. This mode of screening does not guarantee safety of items into the protected airport area, and therefore a secondary screening is done at the entrance to the check-in lounges, where whole-body scanners are installed, and luggage taken through special scanners before being processed. All traffic access into and out of the airport is currently from Mombasa Road. In case of an emergency along this road, there is no other alternative for motorists and other travelers, and delays have be experienced especially when anticipating terrorist attacks in which case security



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procedures are revised and screening intensified. From increased traffic flow to the airport, parking space is barely adequate for the present situation and more need to be added. Records available at the time of the evaluation indicated that an average of 8,500 cars enters the airport on a daily basis either to pick or drop passengers. This is far below the parking capacity currently in place, a situation that requires to be addressed urgently. Table 8: Surface Traffic Trends (2013 – 2014)

Month Saloon Pick-up Minibus/Van Truck Bus Trailer Motor-cycle Total

2013

Jan 203,806 22,588 8,277 10,817 4,122 2,623 4 252,237

Feb 188,601 20894 7,638 10,201 3,767 2,730 14 233,845

Mar 176,256 19,522 7,200 8,848 3,687 2,616 13 218,142

Apr 190,138 21,070 7,989 8,507 3,778 3,068 6 234,556

May 203,739 22,579 7,703 9,695 4,294 2,885 4 250,899

June 215,424 23,891 6,078 11,779 3,667 2,362 10 263,211

July 228,013 25,288 6,442 15,519 3,703 2,066 25 281,056

Aug 226,934 25,169 5,239 14,241 3,116 1,776 25 276,500

Sep 221,402 24,550 5,691 12,878 3,492 1,555 6 269,574

Oct 212,195 23,522 5,719 12,121 3,692 1,385 11 258,645

Nov 217,662 24,134 5,470 9,573 3,454 950 62 261,305

Dec 220,741 24,476 5,451 10,374 3,483 737 6 265,268

Total 2,504,911 277,683 78,897 134,553 44,255 24,753 186 3,065,238

2014

Jan 203,027 22,558 7,571 13,386 3,647 1,929 - 252,117

Feb 152,691 16,965 5,956 9,540 3,459 1,629 - 190,240

Mar 196,879 21,875 12,968 9,927 6,636 2,567 2 250,853

April 197,533 21,948 15,678 8,184 4,901 1,968 1 250,213

Total 750,129 83,345 42,173 41,037 18,643 8,093 3 943,423 Source: JKIA Records

5.8.3 Passenger Movements Like the flight volumes, annual passenger movements will also be on the rise from 6,863,165pax in 2013, 9,104,769pax in 2017, 12,074,934pax in 2022, 15,116,865pax in 2022 and 18,805,755pax in 2032. This contrast the projected maximum passenger movements at 13,728,130pax by 2030 as reported in the Airports Systems Plan Report and 35,349,471 pax from the Master Plan report. The peak hour passenger movement rises from 1,378pax in 2013 to 3,820pax in 2032. 5.8.4 Goods Movements The National Airports Systems Plan 2010 projects the cargo capacity at JKIA was 479,051 tons in 2014, 638,142 tons in 2020 and 901,295 tones for the year 2030. The figures are in agreement with the averages projected for the years 2009 – 2015 (508,774 tons per year), 2016 – 2020 (639,614 tons per years) and 2021 – 2030 (903,050 tons per year). The expansion of the cargo terminal facilities were meant to meet this demand.



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5.9 Cross Cutting Issues 5.9.1 Public Amenities JKIA is well connected with all public amenities including water pipelines and sewerage by Nairobi Water Company, electricity by Kenya Power and Lighting Company, communication network from all dealers including Safaricom, Airtel, Yu and Orange. The airport is also well connected to other areas of Kenya and beyond through a network of roads and a railway with a modern rapid rail being constructed through the precincts of the airport. 5.9.2 Poverty Aspects In Kenya, the poverty line is estimated at 2,648 Kenya shillings per adult per month for urban households (CBS, 2005). The population living below the poverty line in Nairobi has steadily increased from 26% in 1992 to over 56% (i.e. 959,973 persons) in 20072. At the same time, food poverty was 38.4%, absolute poverty 50% and hardcore poverty was 3%. About 44% of the city’s population lives below the poverty line, with the poorest 20 per cent accounting for one-half of the city’s poor population (CBS, 2003, CBS, 2005). 5.9.3 HIV/AIDs Nairobi County has a total of 378 facilities providing HIV testing, 251 facilities providing PMTCT and 124 facilities providing ART. In Machakos County, there are 184 facilities providing HIV testing, 168 facilities providing PMTCT and 32 facilities providing ART. The HIV prevalence in Machakos county stands at 4.7% with higher prevalence among those aged 49 years at (7.5%). In Nairobi County, the prevalence rate is significantly high at 8.6%. Prevalence rates are highest (11.4%) among those aged 25-49 years. In Nairobi County, there are about 194,600 living with HIV (PLHIV) of which 178,100 (92%) are adults and 16,500 (8%) children. In Machakos County, there are about 32,900 (87%) living with HIV (PLHIV) of which are adults and 4,200 (13%) children. 5.9.4 Gender Aspects The population of men is proportionately higher than that of women in the project area. In JKIA and its environs, there is no clear division of productive activities based on gender as males and females are involved in similar socio-economic activities, however with varying proportions and intensify. Men dominate in activities that require strength (e.g. pulling carts, carrying heavy baggage, construction and mechanical among others). Women are engaged in domestic chores of fetching water and taking children to school as well as undertaking light business activities of vegetables selling and office works of preparing and serving tea. They are also employed in jobs that require less energy e.g. packing and cleaning. 5.9.5 Youth In Kenya, the youth (consisting of those aged between 15-35 years) totaled to 15,674,010 ((7,668,270 males and 8,005,740 females) in 2009 population census. The youth therefore constitute well over 30% of Kenya’s total population and over 60% of the country’s total workforce and the largest human resource in the country and by extension the project area. Nairobi City County’s youth population consists of 11% of the total national youth population. The Project area is highly urbanized faces challenges including unemployment, poverty, health and dropping out of school. They have therefore turned to drug substance abuse, prostitution and alcoholism. According

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to the Kenya AIDS Indicator Survey (KAIS) report, the overall prevalence of HIV among youth is 3.8%. They also suffer from other diseases including syphilis The youth are constantly involved in alcohol abuse (36%) and tobacco use (28%), Miraa chewing (18%), Bhang smoking (13%) and inhalants (5%). In Nairobi County, 41% of the youth are involved in alcohol abuse and 20% in cigarettes smoking. Among students, bhang smoking prevalence in Nairobi County stands at 4.3%. Among nonstudents, it stands at Nairobi 40.3%I n Nairobi County, among students, 5.5%) are involved in inhalants while among non-students, 15.2% of the youth take inhalants. Among students, miraa abuse is most prevalent in Nairobi (23%). The youth in the project area are employed in various positions including Managerial, Clerical, Sales and Service, Manual Skilled and Unskilled, Domestic service and Agriculture. However, many of them are unemployed and looked forward to get opportunities during construction of the second runway as professionals or casual workers. There is need to train the youth by engaging them during construction and maintenance of the second runway. This will be an on-the-job training opportunity that will see the youth not only get income but also realize some skills that they will use for the rest of their life. It will also get them engaged and draw them away from unwarranted behaviours such as alcoholism, drug abuse and others that cause insecurity. 5.9.6 Persons with Disability These include the female-headed households, child headed households and children requiring special protection including the orphans and child labour. In addition the physically and mentally challenged persons including the disabled including those missing a hand, a foot, the lame, blind, deaf, dumb, the mentally challenged and the paralyzed fall under this category. The physically and mentally challenged population have been treated with scorn and seen as dependants who cannot add value to economic and developmental processes. This is worsened by the fact that there are inadequate institutions that offer the training required and there is inadequate data pertaining to people with disabilities.



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Chapter 6: Project Alternative Analysis

6.1 Introduction The proposed Green Fields Terminal and associated facilities became necessary to meet the emerging capacity deficiency at JKIA. The selection of the site location was determined by among other factors, the relative orientation in respect to the existing Terminal 1, the existing runway as well as the proposed 2nd Runway. Taxiing distance from the runways to the terminals is a major consideration by the airline operators due to the associated costs. 6.2 Site Alternatives The Greenfield Terminal location is entirely within the JKIA boundaries and no additional land will be acquired. No direct or indirect displacement of neighbouring landowners, institutions or economic facilities will arise (the nearest external premises is situated about 2km away from the site. The selected site is the most optimum in terms of accessibility and relative interaction with other facilities including the runway, Terminal 1, fire rescue and security attention. The site is also noted to have minimal conflicts with other services and amenities and hence causing minimal disruptions to other internal facilities and neighbourhoods. There are no interactions with water supply facilities, power distribution and sanitation services as none runs along the project area. There is, however, a total meteorological station on site that will require to be relocated to a suitable location. The relocation has been agreed with the respective stakeholders. The services and amenities, however, will easily be linked to the terminal. The proposed project will improve service delivery to the economy; enhance comfort and safety of both passengers and airport workers. It will open up more business opportunities to businessmen and horticultural sector. Hence the proposed site is ideal and appropriate. The site has also been provided for in the JKIA Master Plan. In the view of the above the site is the most ideal. 6.3 Technology Alternatives The guiding principle behind the Green Fields Terminal design concept is sustainable utilization of environmental resources. The design has considered alternative factors from the convectional practices for enhanced environmental acceptability. These design factors are as follows;

(i) At the moment, stationary aircrafts applies auxiliary power engines on-board for operations and air conditioning again with associated carbon emissions (and other air pollutants) as well as noise levels (occupational and to the airport users). To counter this situation, the GFT design has incorporated ground power units to run the stationary aircrafts. There will also be supply of pre-conditioned air into the aircrafts. These alternative technologies will facilitate low use of fossil and hence low carbon emission and noise reduction,

(ii) It is noted that there is significant water loss in the current operations at JKIA either through high water intensive facilities, water leakages and non-metered water supplies among others. The GFT adopts alternative water saving utilities and provisions, especially in public sanitation areas. There will also be sustainable use of water through reduced wastage, enhanced water recycling opportunities, rainwater harvesting, etc. Among the options is the interception of surface runoff into stabilization and settlement ponds that may be used for gardening, fire fighting and floor washing.

(iii) JKIA has prepared a waste management plan though the same has not been integrated into the airport operations. The GFT will take the advantage for alternative provisions on waste management waste and introduce appropriate waste collection



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mechanisms at sources, defined waste flow pathways to waste secondary transfer stations, tertiary waste transfer stations and removal mechanisms. Management of hazardous and toxic wastes will also be considered.

6.4 Design Alternatives The design art concept adopted is that of an Acacia Tree to enhance the natural nature of the project location. However, the current practice is fossil and electrical energy intensive operations at Terminal 1 and associated functions with potential for carbon emissions (along with other air pollutants) for lighting and air conditioning. The GFT design has applied alternative energy saving options including enhanced natural lighting technologies, less use of fossil energy and natural aeration (green energy). 6.5 The “No-Project” Alternative A No-Project Alternative implies retaining the JKIA as is. This is not preferable considering the capacity challenges facing JKIA. A no-project alternative will also deny the country the potential advantage of hosting one of the air transport hubs in Africa.



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Chapter 7: Anticipated Impacts and Mitigation Measures

7.1 Impacts Triggering Issues The proposed Green Field Terminal will involve the construction of a new terminal building and installation of associated facilities among them passenger processing equipment, operation areas and offices, amenities (water, power, sanitation, drainage, etc.) and security. In addition, it will also provide pavements including aprons and accessing taxiways, access roads for vehicles and foot paths for pedestrians. The terminal will be situated on a space of land on which there was no other development before. The proposed terminal structures is expected to have localized direct impacts and only limited linkage impacts to other parts of the airport and the surroundings. Development on the locations will not disrupt any of the existing activities and land use around the airport including vehicle parking, aircraft parking, ground support operations and people movement at the respective areas. The key issues associated with the project include; 7.1.1 Construction Phase Factors anticipated influencing impacts during the construction process. Positive Impacts

(i) Safety and comfort of the airport users and workers including safe people movements, efficient accessibility by the fire rescue services during construction

(ii) Provision of amenities and services to the new terminal building (water, sanitation, power, drainage, waste flow-paths, etc.),

(iii) Linking the new terminal with other facilities and the whole airport grounds. (iv) Temporary disruption of safety movements, especially fire rescue operations, (v) Employment opportunities for the local youth.

Negative Impacts

(i) Sourcing and extraction of construction materials with potential effects to the material sources and adjacent areas,

(ii) Deliveries and storage of construction materials to the project location including potential damages to the access roads, social disruption and air pollution,

(iii) Potential competition over water with other users including the airport operations and neighbouring dependants,

(iv) Relocation of functions and activities to the new terminal, e.g. parking slots, service lines, etc.,,

(v) Environmental quality associated with the construction activities including waste generation and management, emissions and management, noise,

(vi) Social and economic disruption including noise and air pollution from construction trucks,

(vii) Disruption of airport operations in the immediate neighbourhoods and/or associated services sharing, e.g. water supply,

(viii) Waste disposal including spoil earth and residual construction materials with potential linkage to environmental quality.

7.1.2 Operations Phase Positive Impacts

(i) Safety and comfort of the airport users, support personnel and property, safe people movement and efficient access by fire rescue services is also a factor for consideration,



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(ii) Improvement on health factors including natural air circulation, temperatures, humidity, potential slips and falls, climbs and descents (staircases and lifts or escalators) to mention a few,

(iii) Better waste management and support facilities to the new terminal areas (iv) Improved environmental quality associated with operations (noise, emissions, waste

generation and management), (v) Increased operations volumes (flight, passenger, surface traffic, workers numbers,

etc.) and so the improved economic opportunities, Negative Impacts

(i) Higher flight volumes may have noise impacts to the immediate residential areas, (ii) Demand for more natural resources (water and energy) (iii) Additional workforce in the airport grounds hence potential higher risks to security

and safety. 7.2 Impact Areas As indicated earlier, the impacts from the GFT project will largely be localized to the site and only limited effects to other areas. In this regard, the impact zones may be defined as follows;

(i) Ecological disruption at the site, (ii) Conflicts from accessing construction vehicles, (iii) Sources on construction materials (borrow areas and quarry sites) (iv) In the event of blasting, there are potential effects to the adjacent buildings and

pavements within the airport, (v) Upon completion, additional demand for resources and services (water, energy and

sanitation services) Following sections describes the anticipated impacts and their associated mitigation measures 7.3 Construction Impacts 7.3.1 Solid Waste Generation Source of Impacts Solid wastes to be generated include the following;

(i) Earth, concrete debris and asphalt concrete residuals emanating from the excavation that is mainly black cotton soil limited value outside the airport grounds. Other projects around the airport are already facing challenges on its disposal,

(ii) Assorted plastics and polythene materials arising from packaging of construction parts and cuttings from construction components.

(iii) Scrap metals from construction of structures (iv) Timber wastes arising from structure and frameworks (v) Papers and cartons may emanate from construction activities or directly from the

work force such as food wrappers. Potential Impacts and Affected Locations Impacts from solid waste generation is localized at the work areas and temporary and insignificant (confined during the construction period) but may be notable at points of disposal. The following impacts are associated with solid waste generation and management.

(i) Blockage of natural surface drainage from silt, earth and other debris arising from excavated earth moving,



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(ii) Waste plastic and polythene materials, scrap metals, timber and other inert solid matter posing a nuisance on site and disposal destinations,

(iii) Potential conflict with land use feature at destinations for spoil disposal that may include land degradation, blockage of natural drainage systems and social nuisance,

Cumulative Impacts (i) It was estimated that other airport improvements around the airport in will generate

over 600,000m3 of spoil earth and rocks. The Green Fields Terminal construction has a potential to generate an additional volume of earth from the excavation of its land surface. Ultimately, the total excavation of the airport pavements alone is estimated to generate a close to 2,919,787m3 of spoil earth.

(ii) The GFT project is also generating vegetation materials (mainly Acacia ssp and grass) of biomass in addition to other ongoing and proposed JKIA improvement projects,

(iii) Other sources of cumulated wastes (not quantified) would include construction camp sites, material storage and holding areas, workshops and materials batching yards. It is presumed that each Contractor is operate their own yards and equipments, effectively distributing waste generation points in various locations around the airport grounds.

Mitigation Measures (i) Develop a comprehensive waste management plan for the construction period

guided by the ESMP, JKIA Waste Management Plan and the NEMA Waste Management Guidelines. This will be part of the Contractors Environmental Management Plan,

(ii) Provide a material balance schedule of construction materials to establish consumption and residuals generated. This will enable determine efficiency in waste management, provided with appropriate solid waste bins and removal mechanisms defined at all times at the construction work areas and the construction camp sites,

(iii) Ensure daily removal of solid waste materials from the construction sites to avoid unnecessary accumulation at the locations.

(iv) Inert solid waste materials (scrap metals, plastic, polythene materials, timber, etc.) may be made available for recycling as a sustainable disposal option. The contractor should be able to establish safe accessibility in this regard without compromising the safety of the airport,

(v) The adopted on-site disposal of spoil materials is appreciated so long as the disposal areas are pre-agreed and planned to be in harmony with the airport operations,

7.3.2 Liquid Wastes Sources of Impacts Notable volumes of water are expected for construction activities (volumes not quantified under this study) though negligible wastewater generation is anticipated (most activities will be consumptive by nature) and hence low or no wastewater generation. However, domestic wastewater may be generated from washrooms at the work areas and construction camp sites. Potential Impacts

Limited impacts associated with the works could be felt outside the project locations to the public washrooms from the construction sites considering none of the areas are provided with on-site sewer or drainage systems,

Long distances to washrooms could lead to localized sanitation problems for the construction workers,

Limited wastewater from the cleaning activities at the work areas may contaminate the immediate surface drain with solid residuals and silt.



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Cumulative Impacts (i) Wastewater from the construction cleaning activities around the airport grounds may

contaminate drainage runoff and ultimately the receiving environments, especially during the rains. Among the pollutants in this regard may include hydrocarbon residuals, silt and other solid materials. The contaminated wastewater poses risks of health and safety of communities downstream the airport grounds including Syokimau areas, Utawala areas and the upper parts of Mavoko areas,

(ii) Oil, grease and chemical spills are potential contaminants of the storm water drains and associated downstream receiving aquatic environments. Local contamination of soil also likely,

(iii) There will be additional generation of domestic wastewater from the workforce on the GFT project in addition to the overall workers wastes water in other airport areas. Liquid wastes generated, however, could not be quantified at this stage.

Mitigation Measures (i) Contain wash water residuals from the work areas in receptacles for appropriate

discharge, (ii) Provide on-site mobile toilets for the construction workers at the work areas and

construction camp sites due to the long distances from the construction areas to the nearest washrooms,

(iii) Linking surface runoff to the nearest drainage point if found to be necessary and where such drainage exist.

7.3.3 Surface Drainage Sources of Impacts There is surface runoff originating from the airport grounds (pavements, roofs and other areas) as well as that generated from the neighbourhoods (roads and building surfaces) and runs through the airport grounds into collective internal drainage systems. Surface runoff is collected and transmitted through the external open drainage systems. However, storm water from the project locations has to be channelized through local drains to the main drainage network for external discharge. Potential Impacts No significant conflicts are anticipated between the proposed terminal construction works with the airports main surface drainage. This phase of the Green Field Terminal works will also not have a direct interference with the main drainage systems serving the airport grounds, apart from potential limited siltation from the earth works. However, the local surface drainage at the site will be temporarily disrupted and may lead to limited stagnation. Cumulative Impacts There is possible increase in ponding areas as a result of additional surface generation and disruption of surface runoff drainage channels. With the trunk drainage carrying more runoff from the ongoing works, disruption downstream by the Green Field Terminal works may lead to notable stagnation of rainwater in various parts of the lower sections of the airport grounds. The number of sources and level of pollutants from the various construction activities will increase. These include oil/grease residuals, silt, solid matter, construction debris and dry plant matter. This situation will main affect the southern trunk surface drainage system of the airport. Mitigation Measures

(i) Surface runoff from the site from the rains should be channeled into the nearest drainage facility (in this case the main trunk drain),

(ii) Contain soils and other materials from the works such as not to interfere with the trunk drainage system to the south of the site,



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(iii) The construction will integrate the site drainage with the entire airport drainage network.

7.3.4 Air Quality Sources of Impacts Air contaminants at the airport include aircraft operations, emissions from ground support equipment (ground power units, fuel hydrants trucks, tractors, service vehicles, etc.) and surface transport vehicles. Construction works are also high level sources of aerial emissions through earth works, materials extraction and transportation, materials batching process and storage. Other sources include the construction equipments. Potential Impacts

(i) Dust emissions from earth works (excavations, spoil removals and fills) affecting mainly the health of the construction workers,

(ii) Dust emissions at the material sources (borrow areas and quarry sites (will be of concern if the Contractor(s) operates their own material sites). Effects expected to on the residents and environmental surface in the immediate neighbourhoods such as to include health problems, vision blocking, aesthetic challenges, plant productivity, etc.),

(iii) Delivery of construction materials by road will generate dust and truck emissions with the riparian residents being the affected targets (health problems, vision blocking, aesthetic challenges, plant productivity, etc.),

(iv) Materials preparation including storage, batching and application may have localized effects on the workers, the airport air quality. Effects arise from dust, engine emissions, etc.)

Cumulative Impacts Construction equipment and vehicles associated with the construction of the Green Field Terminal (GFT) will generate additional emissions into the atmosphere within the airport grounds. While previous measurements shows low concentrations due to the dispersal conditions, the overall actual emissions (CO, CO2, NOx, SOx, etc.) will be dependent on the additional number of fossil fuel driven equipment including earth movers, pavers, batching plants and material movement trucks. Dust emissions (particulate matter PM) will also increase proportionately with the additional magnitudes of earthworks, materials mobilization and batching as well as additional movements of trucks into and out of the airport grounds. Mitigation Measures

(i) To the extent possible, undertake earth works in dump conditions to reduce dust emissions.

(ii) Water regularly the access roads within the airport used by the construction trucks to keep dust low,

(iii) Identify specific routes for materials deliveries for considered dust control (note that other projects outside the airport are using the same roads from the same material source areas),

(iv) Materials management and batching plants associated with the project should be designed for low dust and emissions.

7.3.5 Noise and Vibrations Sources of Impacts Major source of noise at the airport are the aircrafts whose effects are also felt outside the airport grounds to the adjacent areas. The noise so generated is intermittent, that is it occurs



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only when a flight event is taking place (a take-off or a landing). Other sources at the terminal areas include stationary and taxiing aircrafts, the ground support equipment, surface transport vehicles and power back-up generators (when in use). The construction works for the GFT project will fall under this category, where construction related noise is not expected to be above ambient levels. Potential Impacts The works will have no significant effects to the larger airport and the neighbouring areas. However, limited effects from noise and vibrations associated with the construction works will be felt at the occupational level to workers and residents along the materials delivery routes. The works are also not expected to have significant influence on the flight volumes or flow of surface traffic. The following are among the anticipated impacts of noise and vibrations;

(i) Limited risks to occupational noise risk of the construction workers, (ii) Limited disruptions to the immediate operations, (iii) Limited discomfort to the residents along the materials delivery route, (iv) In the event of blasting to break the sub-surface rock for the site, the vibrations may

be concern to the immediate pavements and building structures (the control tower). Cumulative Impacts The construction activities around the airport are not likely to result in significant increase in noise levels internally or externally but may result to increased background noise levels around the airport. However, combined materials delivery trucks may have notable effects of noise and vibrations to the people and building structures along the road corridors (in addition to trucks for other projects outside the airport. Mitigation Measures

(i) Provided appropriate protective gear including ear corks and ear muffs) to all construction workers and enforce application at all times during the construction works,

(ii) KAA may consider informing and create awareness to the immediate operators on possible slight elevation on noise levels during the construction works to reduce anxiety and possible complaints.

(iii) Mark out areas of potential elevated noise levels and install appropriate notices and signage,

(iv) Consult and inform the immediate stakeholders before undertaking a blast. Any blasting should be supervised and within the established regulations from the Geology and Mines Department.

7.3.6 Ecological Settings Sources of Impacts Ecological aspects associated with the construction phase are largely localized though with indirect external linkages. Pollutant discharge through the drainage systems are perhaps the aspects of interest while removal of the grazing areas will permanently displace the migrating wildlife. Materials sourcing and haulage are also potential localized ecological threats. KWS has indicated that the airport ground is not a sensitive habitat for the wildlife that migrates in search of fodder, water and refuge. Potential Impacts

(i) Phase 1 of the GFT project will not significantly disrupt the ecosystem established in the trunk drainage system comprising 3No. small dam system. However, due to the works activities, migrating wildlife may not access the dams for water,

(ii) Loss of grass cover and hence loss of grazing area for migrating wildlife and livestock,



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(iii) There is partial displacement of the migrating wildlife and livestock onto the airport land with the site being part of the grazing area (detailed assessment of the migration of wildlife and livestock into the airport grounds was beyond the scope of this assignment),

(iv) Potential habitat degradation at the materials sites and waste disposal sites if the Contractor operates private borrow areas and quarries (otherwise responsibility goes to the material suppliers). There are potential safety risks with the presence of snakes in parts of the project areas

Cumulative Impacts The previous assessed airport improvement and development projects were established to lose about 3,312,000m3 of grass and minor vegetation. The proposed GFT will also significantly contribute to this loss of vegetation matter. This loss will need to be compensated for (green interventions around the airport and the neighbourhoods) but also disposal of the removed matter. Other improvement works at JKIA did not have significant possibility of displacing the wildlife dispersing onto the airport grounds other than forcing the animals into smaller dispersal grazing area and so is Phase 1of the GFT. It is, however, noted that this is not a sensitive area and does not constitute a wildlife habitat. Mitigation Measures

(i) The Contractor to fence up the site to prevent any wildlife or livestock from entering, (ii) KAA to consider fencing out the eastern side of the airport grounds to keep off

further entry by the wildlife, (iii) Through the Wildlife Department, KAA also has a responsibility to address the

wildlife and livestock intrusion into the airport grounds. The main intervention measure will involve closing out the airport grounds from access by wildlife and then relocating the number of animals closed in. This exercise will be spearheaded by KWS.

(iv) The Wildlife Management Department should give leadership in the collaboration with KWS on dealing with the snake population within the airfield and the related the safety risks,

(v) The same should also apply on wildlife intruding into the airport grounds that migrate from the Donyo Sabuk Game Reserve and the Ranches in Machakos. Part of this initiative may include; Fence off the entire eastern edge of the airport grounds with appropriate fence to

keep off the migrating wildlife, Once the fence is in place, engage KWS on relocating the closed in wildlife

species safely to either NNP or Donyo Sabuk Game Reserve (though the reserve is not fenced, hence risking the safety of the animals leaving NNP as the possible destination),

Draw a management strategy for the remnants for a pre-determined period. While the wildlife relocation will be the responsibility of KWS, the costs may have

to be met by KAA, 7.3.7 Health and Safety Sources of Impacts Limited health issues would be more of occupational nature to the construction workers and other airport users and operators within the proximity of the work areas. Among the impacts on health will include;



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Potential Impacts (i) Risks arising from occupational noise levels exposures, especially for construction

workers, (ii) Occupational health including personal accidents (slips and falls, potential burns,

electrocution, cuts, and risks from falling objects, etc.), (iii) HIV/AIDS aspect and other social infections are concerns for every construction

project associated with interactions among construction workers as well as workers and the local communities.

(iv) Slight challenge on access to fire rescue with crew gates and other entries either closed or disrupted,

(v) Excavation are potential safety hazard to the workers or straying members of the community

(vi) Dust emitted during the earth moving poses a potential health challenges to the workers (bronchial infections and eye problems),

(vii) Application of machinery has safety hazards to the equipment operators and intruding members of the community

(viii) Interactions of the workers among themselves and the airport communities may pose a risk of increased health challenges (HIV/AIDS and other communicable diseases)

Cumulative Impacts The workforce and associated construction activities will add upto the overall health challenges to the effects of other improvement projects around the airport. The total effects, however, may not be quantified within the scope of this study. The impacts may be higher especially due to different policies by different Contractor(s). Regarding safety, the following are the cummulative effects;

(i) Potential risks from construction materials haulage to the GFT project works and various other construction areas (including P2, P3, P4 the Remote Stands and the proposed 2nd Runway pavement). This is particularly on the access roads into the airport (movement within the airport grounds and the public roads is expected to be defined and isolated from the operation activities,

(ii) Personal injuries to the workers from construction equipment and machinery that may include burns, slips and falls and injuries from falling objects is a potential risks in all the construction sites around the airport. Others include burns from hot bitumen and corrosive construction materials, accidents from night working and tight schedules,

(iii) Earth moving activities has the potential to attract birds, associated with exposed excavated ground that could encourage proliferation of worms and insects, hence increasing the risk of bird strikes,

(iv) There is potential pressure on material sources and other natural resources (water) that may arise from demand from the projects at the airport.

Mitigation Measures

(i) Workers to be provided with appropriate nose masks and enforce application, especially those working in dusty conditions and painting stages,

(ii) Provide other personal protective gear including (overalls, reflector jackets, helmets, safety boots, safety belts, etc.)

(iii) Ensure provision of acceptable sanitation at the construction work areas at all times (mobile toilets and drinking and hand washing water should be provided at work areas),

(iv) Provide measures for control of HIV/AIDS and other social infections though information dissemination, educations and awareness raising throughout the project period,



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(v) It will be important to inform all operators and airport users of any unusual activity that may pose risks to their safety and that of the operations.

(vi) establish strategic alternative fire assembly location conveniently and safely accessible,

(vii) Provide temporally fixed or mobile toilets for the workers in all work areas as may be appropriate,

(viii) Provide clean drinking water at all the construction areas (ix) Ensure provision for easy and efficient fire rescue access to all work areas (as well

as other operations areas). 7.3.8 Social Impacts Sources of Impacts Mobilization of additional construction workforce into the airport grounds may impart limited interactions with the operators, their employees and the airport users (considering there are already other construction works around the airport). However, the construction phase of this project is not expected to have significant effects to the neighbouring communities since interactions are largely internal. Anticipated Impacts Specific impacts will include the following;

(i) Limited pressure on available social amenities at the airport including water supply, sanitation facilities and waste handling facilities by the construction workforce.

(ii) Slight increase in human movement in and out of the airport grounds by non-travelers (including the construction workers) could impart additional social conflicts and security risks to the already ongoing construction works,

(iii) Potential conflicts of construction traffic (though expected to be low) with those of the airport users and operators,

(iv) There is potential for additional security risks associated to the varying categories of construction workers, materials and equipment accessing the airport grounds.

(v) Limited risks on transmission of HIV/AIDS and other social diseases, Cumulative Impacts All developments and improvement project at JKIA are located within the airport grounds and none has direct physical interference with the neighbourhood land use features. However, increasing number of trucks delivering building materials and other related services may have cumulative effects to the communities in the surrounding areas as well as to the airport users (the actual numbers of trucks could not be established under this study). The impacts may include air quality, noise, risks to road safety and damages to access roads. Mitigation Measures

(i) Enhance safety and security screening at the entry points, (ii) The Contractors shall ensure observance of safety precautions at all times at their

respective work areas (safety code to be provided by KAA and security agents), (iii) There is need to streamline people and vehicular movement in and out of the airport,

especially within the project areas and road crossings, (iv) The Contractors shall enhance awareness on HIV/AIDS and other social infections

to the workers and the airport community in general. (v) Provide appropriate alternative parking lots convenient to the airport users,

especially travelers and service providers.



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7.3.9 Vehicular Traffic Sources of Impacts While the construction activities will not directly increase the surface traffic volumes, material delivery trucks and the workers transportation vehicles may be significant for the duration of the construction. The current peak hour traffic into the airport is between 2,097 vehicles per day and 1,606 vehicles per day (an average of 250,000 vehicle entries per month). Data on daily traffic flow could not be obtained (this assignment did not involve traffic count). Anticipated Impacts

(i) No significant emissions are anticipated from construction vehicles compared with the existing status.

(ii) No significant impacts on surface transport from the construction process. (iii) Potential safety risks from construction drivers delivering materials and other

services, (iv) With diminishing parking spaces at the airport, there will be major challenges to

motorists and airport users during the construction,, Cumulative Impacts

(i) Increase in vehicular traffic into the airport during construction (subsequent construction works under P2, P3, P4, Remote Stands and the proposed 2nd Runway) and also the GFT project is certain demanding additional road space and parking space from an already squeezed area.

(ii) Increase in vehicular traffic accessing the airport for all the construction activities may also contribute to related aerial emissions, slight increase on noise levels and road safety risks, particularly from material haulage trucks. The volume of traffic anticipated for the construction only cannot be estimated during this stage.

(iii) There are, however, no direct impacts to the public from surface transport associated with the construction process since there are no residential, institutional or commercial facilities along the access roads into the airport.

Mitigation Measures

(i) Confine construction, supervisory and workers vehicles in the construction camp sites to the extent possible to avoid unnecessary demand of parking space in the public areas around the airport,

(ii) Drill construction vehicle drivers on minimizing conflicts with airport users to the extent possible

(iii) Provide feasible alternative parking spaces, especially drop-off and picking of passengers.

7.4 Operations Impacts It is expected that the new Green Fields Terminal will fall in and fit within the existing airport operations framework such as to allow free people movement, accessibility to services areas, security and safety management, waste management and services sharing. However, being a new additional structure, certain impacts will manifest and require to be managed. The following sub-sections outlines the impacts and suggestions on mitigation measures. 7.4.1 Waste Management Sources of Impacts The Green Fields Terminal is expected to generate significant waste volumes considering it will have a higher capacity than the Terminal 1. It will have its waste flow pathway based on its physical layout and relative orientation of the various operations. It is noted that while JKIA has



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a Waste Management Plan, the same has not been fully integrated in the airport operations. However, the concepts are largely in place. Key areas of waste generation including the passenger processing areas (papers, plastics and polythene materials, fabrics, food remains, prohibited materials (usually classified as hazardous – Liquids, Aerosols and Gels)). The waste will need to be streamlined to match the established waste handling and removal. It is estimated that approximately 15 – 25 tons of mixed solid waste is generated at JKIA every day (as reported from the Waste Management Audit Report of 2010). The terminal facility will directly discharge sewage into the sewerage line running a short distance to the south. This, therefore, will not be a challenge for the operations. Anticipated Impacts Specific impacts associated with solid wastes; Solid Wastes

(i) Litter around terminal areas and other locations (ii) Potential blockage of surface drains with solid material, (iii) Potential conflicts of the waste flows from sources with other operations, especially

on collection and removals, (iv) Challenges in separating wastes at sources as best practices at points of generation

and transit pathways, (v)

Liquid Wastes

(i) Potential conflicts channeling sewage to the nearest connection sewer point, (ii) Challenge of disposing containerized liquid wastes including LAGs from the

passenger preparation areas (clear guidelines are outlined in the waste management plan

(iii) Waste transportation through storm water, (iv) Oil/grease spills on pavements and drains

Cumulative Impacts The ongoing upgrading of JKIA is expected to result into increased generation of wastes for operations. The key areas of waste generation at JKIA include the passenger processing areas (papers, plastics and polythene materials, fabrics, food remains, prohibited materials (usually classified as hazardous – Liquids, Aerosols and Gels)), catering points, operations offices, cargo handling areas and workshops including hangers. JKIA operations are estimated to generate approximately 15 – 25 tons of mixed solids wastes every day (as reported from the Waste Management Audit report of 2010). In 2010, the passenger volume was estimated at 5,223,998 and was projected to 7,736,054, 9,503,222 and 13,728,130 by the year 2015, 2020 and 2030 respectively, a change in 48%, 81% and 162% respectively. Assuming that the waste volumes are dependent on passenger volumes, the daily waste generation would perhaps increase by the same percentage translating into the trends below; Table 9: Solid Waste Predictions

Year Passenger Numbers

% increase in passengers

Daily Waste Generation Ranges (tons)

Min Max

2010 5,223,998 - 15 25

2015 7,736,054 48 22 37

2020 9,503,222 81 27 45

2030 13,728,130 162 39 65



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These figures are conservative considering among the operators manages own solid wastes while the removal practices do not integration actual quantification on regular basis. The dynamics of the Green Field Terminal may change the scenario especially considering the project implementation will be in phases. Likewise, water consumption was estimated at 729,255m3 annually (or a maximum of 1,998m3 per day) in 2007 and projected to 1,189,363m3 annually (or maximum of 3,258m3 per day) in 2015 and 2,252,272m3 annually (or 6,170m3 per day) by the year 2030. Assuming a general factor of 80% of wastewater against the water consumption, it is estimated that the daily effluent discharged from JKIA is 1,598m3, 2,606m3 and 4,939m3 for 2007, 2015 and 2030 respectively. This estimation is also conservative since part of the water used around the airport is not quantified and hence missed out in the projections.

Mitigation Measures (i) Provide accessible waste bins (preferably self locking) at strategic locations in all the

new operation areas of the Green Field Terminal. Consider segregation bins of adequate capacity in every waste generation point backed up with effective removal schedules,

(ii) Integrate the JKIA Waste Management Plan into the new GFT setting and operations,

(iii) Operators to comply with the Waste Management Regulations under the Environment and Management and Coordination Act, 1999,

(iv) Ensure safe and convenient connections to the sewer system for all parts of the GFT.

7.4.2 Surface Drainage Anticipated Impacts The airport grounds are provided with adequate surface drainage systems within the main activity areas including the pavements, buildings, parking areas and access roads, and hence no indications of flooding are evident. Surface runoff at the airport is generated from among other sources rainfall, catering locations, the fire station and aircraft cleaning (at the hangers of on the aprons). The estimated total surface runoff from the airport grounds (though intermittent) based on the rainfall is about 387,590m³/year for which significant portion infiltrates into the unpaved grounds. Additional hard surface at the GFT (building roofs and pavements) will generate more surface runoff calling exerting pressure on the available surface drains. Cumulative Impacts It was earlier estimated that impervious surfaces around the airport (estimated at 378,620m2) generates approximately 387,500m3/year of surface runoff. The GFT and its accessories is estimated to cover over 200,000m2. This implies that it will almost double up the surface runoff generation. The total runoff from the airport may, therefore, be in excess of 800,000m3/year upon commissioning of the Green Fields Terminal. Mitigation Measures Drainage system at JKIA is a composite network that integrates the entire and any actions on new runoff catchments, should address the coverage, capacity, design and connectivity to the system. Regarding the GFT;

(i) Integrate the terminal with the local drainage into the larger airport drainage system, (ii) Maintain the local drains clear of solid matter to prevent localized ponding as well as

minimize possible pollutant transportation from point sources,



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7.4.3 Impacts on Air Quality Aviation operations have a mixture of aerial emitters among them the aircrafts, ground support equipment and surface transport vehicles with aircrafts accounting for the highest share of emissions. Emissions in airports are dependent on fuel use and its distribution between domestic and international flights. Spot measurements shows that Nitrous Oxide (NO2) and Methane (CH4) are not significant within the JKIA setting and this might not change with improved airport facilities. Typically, about 98% of CO2 emitted from airports is associated with aircraft operations and are based on Landing-Take-Off (LTO) cycle. Anticipated Impacts No significant impact is anticipated from the new terminal structure operations to the overall air quality of the airport due to the high rate of dispersal. However, the air quality inside the terminal building may be affected from the confinement, human population and application of emitting equipment with potential occupational health effects. This may arise if aeration (natural or mechanical) is inadequate. Among the impacts include;

(i) This study has not undertake investigations on LTO emission cycles at JKIA, existing literatures reports default values for various aircraft types. The average fleet (represented by Airbus A320, Boeing 727, Boeing 737-400, DC 9 and MD 80 aircrafts) presents emissions levels of 0.6kg/LTO SO2, 8.1kg/LTO CO, 2,680kg/LTO CO2, 10.2kg/LTO NOx. On the other the old fleet (Boeing 737 and DC9 have emissions of 1.0kg/LTO of SO2, 17kg/LTO of CO, 3,159kg/LTO of CO2, 9kg/LTO NOx. This emission measurement was not undertaken for JKIA but spot measurements have been done before for indicative purposes. The spot measurements showed that the overall emissions concentrations are low or not detected owing to the high dispersal arising from the prevailing winds.

(ii) Other sources of emissions in the airport include fuel applications for ground support equipments, surface transport vehicles, power back-up generators and catering points. Contribution from these sources, however, may require supplementary studies that will identify the point sources and quantify the effective emissions.

(iii) Elevated temperature levels may rise due to confinement and inadequate aeration (iv) Variations in humid conditions depending on the external weather conditions and air

circulation, (v) Potential high concentration of in-house dust from human traffic in and around the

terminal buildings, (vi) Potential exposure to direct aircraft emissions from the apron.

Cumulative Impacts Aerial emissions during normal operations of the airports new pavements and installations will mainly be associated with combustion from the vehicles, support equipment and aircrafts engines. Additional surface traffic and air traffic will demand additional ground support capacity and the overall are enhance emissions. Mitigation Measures

(i) The design of the GFT should enhance natural aeration to save energy and sustainability of the function. This is the spirit of Green Terminal

(ii) Where necessary, appropriate installation of appropriate air conditioners to ensure suitable temperatures (19oC – 25oC) are maintained at all times,

(iii) Provide suitable extraction fans to ensure no accumulation of particulate matter in the enclosed areas of the terminal building,

(iv) Ensure controlled humidity in all public area by allowing free air circulation to the extent possible or efficient natural air circulation system,

(v) Provide Ground Power Units for Stationary aircrafts auxiliary power needs (vi) Proposed pre-conditioned air supply into aircrafts appreciated.



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7.4.4 Noise and Vibrations Anticipated Impacts The Green Field Terminal building is not expected alter the ambient noise around the airport grounds. However, elevated noise would have the occupational health effects felt within the confined working areas and the apron. The main influence of external noise levels at the airport still remain aircraft, GSE and surface transport vehicles. There is a possibility that airport users in lounges and other public areas may be uncomfortable with aircraft noise from the apron. The terminal does not have any direct effect on the noise to the neighbouring residential areas. However, attraction of more air traffic into JKIA implies increased flight events and hence more peak high noise levels to the external receptors. However, the average noise levels remain the same as predicted in the noise maps for JKIA. Cumulative Impacts While the ground support equipment will be associated with Occupational Health and Safety aspects (targeted to the workers and to an extent airport users), increasing surface transport vehicle would be expected to raise the overall noise along the access road corridors (there are no receptors along the access roads into the airport). Aircraft noise has both occupational and social implications. Noise levels of 85dBA projected to the year 2030. The noise levels are estimated to reduce progressively down to 55dBA at distances of between 2 – 4km north and south of the airport.

Mitigation Measures (i) Ensure any noise generated by equipment or other sources around the terminal is

within the established noise levels for human safety, (ii) Ensure acoustic design and building materials as well as appropriate orientation of

the terminal building to shield occupants from aircraft noise levels and its impacts inside the buildings,

(iii) Inform airport users of any extraordinary noise levels (iv) Mark locations with excessive noise levels and install appropriate signage for the

comfort of the airport users. 7.4.5 Health and Safety Sources of Impacts Health and safety are among the key issues of interest in an airport setting either from occupational or environmental perspective and will be largely confined within the terminal building and the immediate neighbourhoods. It is observed that the landside GFT could face an accessibility challenge from the fire rescue centre located on the airside. Anticipated Impacts

(i) Potential discomfort in the terminal arising from the confinement in the building. The discomforts will arise from elevated humidity, heat and challenges in air circulation,

(ii) Potential slips and falls on staircases, slippery floors and elevators, (iii) Risks of fire accidents in the crowded sections of the terminal building amid limited

challenges of rescue accessibilities (iv) Potential security risks. (v) Natural lighting in some areas may be limited calling for powered lighting provisions. (vi) Access by fire rescue services to parts of the airside may be restricted due to

malfunction of crash gates. Cumulative Impacts

(i) Hazardous wastes generated from sources (port health, passenger processing areas, cargo sections, customs department and workshops),



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(ii) Potential conflicts with human induced birds ecological areas. (iii) Movements of people in the airfields, support equipment, vehicles and aircrafts, (iv) Limited risks of air crash in along the flight corridors

Mitigation Measures

(i) Ensure adequate aeration of the public areas in the terminal building (preferably natural aeration system,

(ii) Provide adequate information and signage to the airport users, especially in regard to convenience and safety movements,

(iii) Create a clear access link from the fire rescue point from both the airside and landside to ensure effective fire safety cover of the terminal,

(iv) Enhance security check mechanisms in all the locations, (v) The designs should allow natural lighting as much as possible (vi) Ensure easy and efficient access to the airside of the main terminal by providing

crew and crash gates, 7.4.6 Surface Transport Sources of Impacts Surface transport at the airport serves as support to the aviation operations, material deliveries and transport for workers, travelers, meeters, greeters and escorters. Traffic during peak hour stands between 3,099 to 2,373 vehicles per hour. This is estimated to reach between 5,047 to 3,866 vehicles per hour by the year 2030 by which time, the capacity of the access roads would be exceeded. The surface traffic mix comprises personal cars, public modal transport vehicles; goods transport vehicles and public vehicles including busses and taxis. Cumulative Impacts The current surface traffic has been estimated at 3,065,238 vehicles for the year 2014 with an average monthly recording of 220,000 – 275,000. The year 2014 upto April recorded 943,423 total vehicles again with an average of 190,000 – 250,000 vehicles per month. An unusual number of heavy trucks are noted associated with the ongoing improvement construction projects on the airport. As per the Airport Systems Plan Report, this is estimated to reach between 5,047 to 3,866 vehicles per hour by the year 2030 by which time the capacity of the access roads might be exceeded. It is expected that by then the Greenfield Terminal and the second runway would be operational and thus would also have constructed new (or expanded the existing) access roads. Mitigation Measures The new Green Fields Terminal will provide additional car parking spaces in addition to the already existing facilities. 7.4.7 Land Use Sources of Impacts While appreciating that, improved airport facilities potentially attracts social and economic development within and around the airport grounds, the new terminal may not have a direct interaction with the airport land use patterns during the operations. Support facilities and services, however, may demand space, accessibility and link to amenities. Some existing service providers may relocate or create branches on the new terminal considering the inappropriate distances from the existing bases.



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Anticipated Impacts (i) The GFT is displacing the total Metrological station on its site to be relocated to an

alternative location within the airport grounds. No other land use feature is to be affected by the development,

(ii) The new terminal will impart slight changes in land use around the airport as some existing service providers and new ones set up bases and/or relocate to access the customers,

(iii) The terminal will not have impacts outside the airport grounds. Cumulative Impacts There is no direct interaction of the proposed GFT development and other improvement interventions at JKIA with the surrounding land use practices. However, improved airport facilities are potentially an attractant of social and economic development. This may include more commercial activities in consideration of the benefits associated with proximity to the airport (raw materials and finished products transportation). Similarly, residential and institutional growth may also have a bias for land within proximity of the airport. These factors may lead to dynamic land use changes and hence value changes over time. It is also anticipated that demand for services within the airport grounds (cargo, passengers and other services) will create room for more physical and structural development. The demand for space may call for a review of internal land use planning. However, diminishing space may lead to potential conflicts with the desired aviation operations. Mitigation Measures

(i) The meteorological departments (and to some extent KCAA) will participate for an appropriate relocation of the total meteorological station,

(ii) All support developments associated with the GFT will be guided by the JKIA Land Use Master plan,

(iii) Integrate JKIA development master plan with the surrounding physical planning with a view to progressively influencing land use trends.

7.4.8 Ecological Features Potential Impacts and Sources

(i) Potential oil spills and greases arising from the pavements and other sources (see waste management) may result in soil and water contamination consequently downstream aquatic habitat degradation,

(ii) There will be a reduced grazing areas for the few grazers observed around the airport grounds following completion of the proposed phase 1 of the Green Fields Terminal,

Accumulative Impacts Downstream the airport grounds, ecosystems may be affected by pollutants arising from the airport operations through surface runoff and waste disposal procedures. Among the potential systems threatened include aquatic life in rivers and wildlife grazing in parts of Donyo Sabuk and the surrounding dispersal areas. Note that some of the wildlife will have lesser grazing area on the Airport grounds upon completion of the GFT. Mitigation Measures

KAA to consider erecting a permanent fence (preferably electric fence) on the entire eastern boundary to prevent further entry by wildlife into the airport grounds,

Kenya Wildlife Service (KWS) will give technical support on the relocation of all wild animals closed in the airport grounds to appropriate conservancies while KAA will provide the financial and logistical requirements for the exercise,



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KAA will liaise with KWS in monitoring the reaction of wildlife on the effects of aircraft monitoring over Nairobi National Park for at least two years (while the national park and the corridor have coexisted for a long time, not reports exists on any effects or adaptation of the wildlife to the effects if any),

The Wildlife Management Department at KAA should liaise with KWS in handling the wildlife migrating into the airport grounds including the Zebra, Elephants, antelopes and snakes),

KAA and other relevant agencies may consider intervention on land use trends and waste management practices around the airport with a view to controlling potential human induced bird ecological areas that could pose risks of birds’ strikes,

Drainage systems should be maintained clear of pollutants for safety of downstream aquatic habitats.

7.4.9 Energy Sources of Impacts Various forms of energy electricity, petroleum (fossil fuels) or solar (renewable energy) keeps the airport running. Application of renewable energy at the airport is quite limited at the moment, perhaps due to the heavy demand, making electricity and petroleum as the predominant sources. The new terminal will be served mainly from the electricity power but effective influence on the current overall consumption will be significant. Anticipated Impacts

(i) Demand on electricity power for lighting, air conditioning, running support equipment (including security) and charging batteries for selected GSE may be notable,

(ii) Limited emissions from consumption of diesel for GSEs, surface transport and power generators

(iii) Potential financial losses on energy use especially in public areas, Mitigation Measures

(i) Being a GREEN terminal, energy reduction (through natural lighting and aeration) maximized.

(ii) Integrate and implement the recommended Ground Power Units and the Pre-Conditioned air supply for the stationary aircrafts to reduce fossil energy use and associated emissions from the engines,

(iii) Design to facilitate natural aerations and air circulations in all the new facilities (iv) Utilize renewable energy sources (solar and wind) to the extent possible (v) Sensitize all stakeholders on energy saving initiatives (vi) apply energy saving equipments and fixtures to the extent possible

7.4.10 Social Aspects Sources of Impacts Organizational linkages with the internal and external communities at JKIA addresses the extent to which KAA manages social impacts associated with the activities and operations taking place at the airport. Anticipated Impacts The proposed terminal is not expected to introduce any new social impacts at the airport. Internal impacts will include the following;

(i) Potential confusion of Meeters and Greeters no knowing which of the two terminals (Terminal 1 and GFT) their visitors is to use.

(ii) Exposure to potential safety risks at various locations (falls and slips, fire safety terrorism, etc.).



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Cumulative Impacts The airport improvements at JKIA will boost the social aspects of operations at the airport and effectively linkages with the internal and external communities, i.e. interactions with the immediate neighbourhoods and the wider society with respect to social responsibility and the overall citizenship. However, there is a notable hostility between the airport and the surrounding communities. This aspect of the Organization was viewed critically by a section of the surrounding communities during the public consultations calling for KAA’s presence and that of other operators at JKIA in the society be enhanced. Mitigation Measures

(i) Provide clear information and directions to the airport users (especially Meeters and Greeters) regarding the terminals’ usage.

(ii) Ensure sufficient and clear safety information and signage. 7.4.11 Economic Issues Sources of Impacts JKIA and other airports are economic hubs for the country and the region. Commercial activities (imports and exports) are focused on the airport, tourism growth looks upon the airport as the gateway into the country, employment and a numerous opportunities for livelihoods are associated with the airport. The airport also plays a great role on property value appreciation in the area. Nationally, the facility contributes significantly revenue to the exchequer. Cumulative Impacts JKIA and other airports are economic hubs for the country and the region. Commercial activities (imports and exports) are focused on the airport, tourism growth looks upon the airport as the gateway into the country, employment and a numerous opportunities for livelihoods are associated with the airport. The airport also plays a great role on property value appreciation in the area. Nationally, the facility contributes significant revenue to the exchequer. Anticipated Impacts The overall impacts of the airport operations of the Green Field Terminal to the economy are positive and include among others continued support to the business and trade within the country and the region in general.. .



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Chapter 8: Summary of Stakeholder and Public Consultations

8.1 Stakeholders Analysis Stakeholder’s analysis was carried out to identify key stakeholders within the project area. This was the first step in helping decide who should be encouraged to participate. It was aimed at identifying and defining the characteristics of key stakeholders, assessing the manner in which they would be affected by the project outcome, understand the relationship between the key stakeholders and the project. In conforming to the current environmental legislation which emphasizes on comprehensive stakeholder engagement, consultations were held with key stakeholders including key businesses at JKIA, airport staff, KAA staff, JKIA Management, private sector institutions, Government institutions and JKIA neighbouring communities. The aim of consultation was to introduce the project, and have their reservations and views integrated in the study. Specifically, consultations were held with the following institutions, and their views captured in the minutes appended to this report. Kenya Wildlife Service, Kenya Civil Aviation Authority, Kenya Airways, National Airport Services, Taxi Association at the airport, Business association at the airport, Representative of meters and greeters, JKIA Management, KAA – Cargo, KAA – Public Relations, KAA – Environment Department, Kenya Army – Garrison Command, National Environment Management Authority, City Council of Nairobi, Administrative police college, General Service Unit Police College. Key discussions held included the following: 8.2 Kenya Wildlife Service The following remarks were expressed by the Kenya Wildlife Services

(i) The area within and around JKIA has continued to experience growth. Different wildlife species live within the project area and are threatened with their habitat continuously been encroached into.

(ii) Wildlife counts have been carried out and the figures presented to KWS (iii) Field visits clarified that KAA has fenced the area around JKIA land thus the wildlife

cannot move from the area. Further, the migration route for the wildlife has been blocked by buildings and housing coming up.

(iv) The animals have access to water and grazing vegetation (v) Mitigation measures that can be applied include:

Develop a wildlife conservancy within the airport area. This will enable tourism activities to be carried out within the airport especially for visitors on transit. As a result JKIA would be a unique airport with additional resources been generated.

The animals could be translocated to Nairobi National Park or other sanctuaries that require additional animals

The wildlife could be driven out towards Rukenya 8.3 Kenya Civil Aviation Authority Discussions were held between the Manager of KCAA, Mr Patrick and the Air Traffic Control Officer, Ms Kezia Ogutu. The issues raised during the meeting included the following:

(i) Current infrastructure at JKIA is inadequate. The Greenfield Terminal has been on the pipeline for a long time

(ii) Structural designs of the GFT should factor in safety to mitigate fires and other accidents experienced recently and in other parts of the world

(iii) The GFT will facilitate the construction of a new runway, which will allow for more aircrafts with bigger capacity like the airbuses to land.



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(iv) Currently, an aircraft lands or takes off every three minutes at JKIA. With the GFT , the time taken will be less and more planes will be able to land thus increasing efficiency

(v) At JKIA there is inadequate parking spaces for aircraft (vi) From the presentation made from by the Engineer, it was the concern of KCAA that

the proposed Taxi Way location had being moved from what was presented in a previous meeting.

(vii) There should be a short route connection of the new runway to the current runway. Proposed taxi way should not be located far away from the two run ways because this can result to pilot losing direction leading to accidents.

(viii) Taxi ways should covers short distances this will ensure efficiency at the airport. Long taxi ways are expensive for the airlines

(ix) Future meetings with the GFT design engineers should also involve the KCAA, operations team as they are responsible for landing and take-off of the planes

(x) The GFT will necessity the construction of an additional tower to support ground control for better visibility the existing one will not be adequate

(xi) The winds favour the proposed run way, this will be very useful for the land and take-offs

(xii) Drainage of the water from the runways should be taken in to account to ease in the movement of passengers from and to aircraft when it is raining

(xiii) There was also the concern of radiation of the KCAA equipment once the new project is in completion. The design engineers should put this into account

(xiv) KCAA support the implementation of the project 8.4 JKIA Administration The manager of JKIA had the following opinion.

(i) JKIA is at a unique in the following way: It have a favourable geographical location in Africa and easily accessed by

African countries from the West, Central and South The climate in Kenya is good all year long The time zone is good 3 hours ahead of the GMT The country is served by the highly trained human resource that can serve

businesses and other organisations It is the headquarters of United Nations Offices thus attracts a lot of international

travel Key international companies like goggle have opened up operations in Kenya

(ii) The capacity of Airport is to handle 2.5 million passengers per year but currently the airport is serving over 7 million passengers per year. The GFT is designed to take in over 20 million passengers in it fully operational stage.

(iii) The current lounges are small and congested considering that 60% of the passengers that access JKIA are on transit

(iv) Facilities within the airport are limited to serve the current population of passengers. (v) The airport generates 12 – 15% of the country GDP, this contributes to 20% of the

GDP (vi) The GFT should provide modern system of safety against fire and other accidents.

The recent fire at the airport that resulted to massive destruction of property and losses to companies was as result of the following from which lessons can be drawn: Highly flammable materials used during construction Time taken to respond to the emergency Lack of sprinklers Lack of fire detection system – smoke detectors Lack of ease accessibility to the building

(vii) Earnings from parking range to 100 million per years



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(viii) The current number of staff within the airport are on average 1,200 per day of which 790 are KAA staff

(ix) The proposed train services to the airport will allow for diverse mode of transport to and from the airport. Ease in transport for passenger, meters, greeters and staff

(x) GFT will enhance inter airline agreements like what exists between KQ and KLM (xi) The GFT will result to positive economic growth of the region, development of new

opportunities for employment and business growth (xii) The project should be implemented as soon as possible

8.5 Kenya Airways

(i) Safety of the new terminal is of concern as KQ lost billions of money from the recent fire. KAA should ensure that the new design provided for fire detectors and sprinkler

(ii) There is need for additional parking spaces for KQ customers or better services by the public transport system

(iii) The proposed location of the Taxi way should be reviewed. To ensure that the distances are short to move from one runway to another

(iv) Kenya airways will be able to introduce new routes in Africa and the rest of the world. They will also be able to work with other airlines to provide additional and better services

(v) KQ does not have sufficient parking spaces for their aircraft. Currently, some aircrafts have be parked in Mombasa, Kisumu and Entebbe

(vi) KQ support the Greenfield project. The construction should be kept as schedules. (vii) There was concern on the land ownership with the peripheral airport areas especially

with the syokimau community. KAA should solve this problem to avoid future hindrance to the development of the airport.

(viii) As concerns the noise that results from engine testing, KQ has been development Hangar 3, with sound proof materials to handle the heavy engine tests

(ix) The Pilot control air pollution by better control of the aircrafts (x) The GFT office should be contrasted out of sound proof material. Currently at Bay 8

where some of the KQ office are located the noise from aircrafts is around 90 decibel (xi) Provision and maintenance of storm water drains is of key concerns

8.6 Cargo Manager

(i) Cargo services should be given attention similar to the passenger services (ii) The cargo zone is one of the most developed in Africa (iii) It has capacity to handle 1,000,000 tonnes annually but currently only 300,000 is

underutilisation. (iv) The cargo section would like the GFT to be inclusive of the following:

An elaborate area to be transit warehouse/sheds An area to house a live animal handling facility complete herding with an

offloading ramp a holding ground and an incinerator A specialized freight area An area to accommodate special economic zones A mail and courier centre A special chamber to facilitate screening of entire motor vehicle carrying cargo as

they enter the cargo terminal A commercial area for retail outlets such as banks , restaurants shops, self

service outlets and other support facilities An area to accommodate truckers and light transporters A cargo village for cargo agents and cargo airlines Facilities for cargo regulators and government agencies An area for handling special hazardous cargo An area for accommodating a hospital and a mortuary



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An area interfacing other modes of transport such as rail and road transportation complete with facilities such as washrooms etc

An area to accommodate other social services A food court

8.7 Focus Group Discussions and Public Meetings Several focus group discussions and public meeting were held, with the people living around the airport. This exploratory research tool was used to gain deeper understanding of issues affecting specific sections of the population within the project area, get views and perceptions of the community about the project and find out the forms of assistance that the community wanted to be accorded to them by KAA including any environmental hazards related to the new terminal. The focused groups were organized for Syokimau Community, Utawala community, Mihang’o Community, Ruai Community, Business Community around the airport, Women groups, Youth groups and Local Non-governmental Organizations. A field visit was carried out with members of the Army Garrison Unit and the Syokimau Community, the aim of this field visit was to clarity the site of the Green Field Terminal. Figure 12: Public Consultation Meeting at Katani

Summary of the findings of the Discussions is as per the Table 8 below. Table 10: Summary of Key Informant Interviews and public Consultancy Comments

Local communities, Maasai Households living around the Airport area and the Syokimau community

Communities appreciated their involvement in the current project. KAA should define the JKIA boundaries clearly; this has resulted to sale of

airport land to unsuspecting buyers. Land within JKIA should be fenced Local communities should be given priority when hiring of unskilled and

semi-skilled workers for the GFT. This should be carried out through the office of the local administration.

KAA should have Corporate Social Responsibility around the airport There is a lot of noise from aircraft which are landing and taking off. With the

GFT more noise will be generated, thus there should be mitigating measures to prevent this noise from the interfering with households daily operations.

Students in schools near the airport area will experience disturbance while learning from the noise of the aircraft. KAA should facilitate the construction of noise proof libraries in these schools.



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Comments

General Service Unit, Army Garrison, Administrative Police

These institutions have continuously provided security services to JKIA The location of the GFT is appropriate and away from their operations Construction of GFT is well come

Public relation officer – KAA

The area allocated to meters and greeters should be adequate currently is has been inadequate and squeezed. This was made worse by the fire that destructed Unit 1, 2 and 3.

Additional parking spaces, currently it is inadequate Safety of the proposed project is crucial against fire and other accident.

There should be adequate preparation of disaster Welcome the construction of GFT

NAS Waste produced by NAS is recycled for the non-organic substances, organic substances are disposed off at the Nairobi County Dumpsite

Nairobi County Council should manage transport of waste from Airport NAS premises to the dumpsite well to avoid littering on the way

The GFT project will provide more businesses for NAS thus the project is welcome

Taxi Association Although there are only 5 licensed taxi and transport companies with JKIA. There are brokers who assess the airport and offer passengers, cheaper and more competitive prices.

KAA should provide a platform for cleaning of vehicles and taxis The design should provide more space for parking of taxis at the arrival area.

Currently this area is small and limited to a maximum of ten vehicle at the international arrival and about five for the domestic arrival

Business Association The project will attract foreign investors into the country expanding businesses

There will be easy in movement of business people to different country around the world

Moving within African Countries will be easier and faster GFT will provide better business opportunity GFT should provide more spaces for carrying out businesses The Contractor should negotiate with the owners of the low end hotels to

provide food for the construction staff during the day at a cheap rate Additional job opportunities will be developed

8.8 Conclusion An extensive stakeholder’s engagement focused on preparing the JKIA community to the project as well as overall growth of KAA at the project area. These meetings provided the opportunity for KAA to present details about the project and outline general plans for growth and to gather input on issues of concern. The consultation team conducted one to one meetings and telephone interviews with service provided and communities living around the airport. In conclusion the following points were raised by the stakeholders:

(i) The stakeholders within the JKIA and outside were concerned on the potential elevation in noise levels with the predicted growth in air traffic at JKIA. Thus, adequate mitigation measures should be put in place,

(ii) The capacity of terminal 1 is reducing and the GFT will complement in addressing the project passenger capacity towards the year 2030,

(iii) Safety measures should be put in place during the construction stage of the GFT to ensure that fire and other accidents are mitigated or to allow for fast response to emergency situations

(iv) Key negative impact will result from the construction phase of the project thus adequate mitigation measures should be put in place



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(v) The construction materials and design of the GFT should be of noise proof to shield the occupants and airport users from the effect of aircraft noise,

(vi) Relationship between KAA and neighbouring communities is strained and measures need to be put in place to ensure good neighbourliness as the airport expands in capacity and population increasing,

(vii) All stakeholders agreed that the project is an important investment for the country

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Chapter 9: Outline ESMP

9.1 ESMP Objectives The Green Field Terminal project will comply with the environmental conservation requirements and social safeguards in accordance to the established Kenyan laws and regulations as well as ICAO environmental and social guidelines. It is also designed to fulfill requirements under the Development Partners among them the World Bank and the African Development Bank. To realize this goal, acceptability by a majority of the stakeholders and minimal effects to the physical environment will require to be ensured through participation in the project and continuous consultations, evaluations and review of the design aspects during the project implementation and operation cycles. It is also recommended that environmental management guiding principles specific to this project be established by the Contractors to allow integration of environmental management considerations during the construction and operations. The scope of this environment and social management plan (ESMP) document is to provide guidelines to all parties involved in the construction, maintenance and utilization of the new facility in fulfillment of environmental and social requirements. Development of the Green Fields Terminal is one of the many projects proposed to upgrade JKIA to give a competitive edge in the region and enhance it capacity to become the regional hub for air transport. The GFT, to be implemented in phases, is designed to world class standards and to meet best practices in environment, social and economic terms. On the environmental front, the project is geared towards energy use reduction, water saving, natural lighting, natural aeration, waste reduction and safety focus, hence the GREEN FIELD TERMINAL. The ESMP has been developed under this report to provide a tool for ensuring integration of environmental and social recommendations into the project implementation and operations thereafter. The tool is based on the following key items;

(i) The environment and social issues identified as critical, (ii) Identified linkages (positive or negative) on the issues with respect to the proposed GFT (iii) Considered management actions for specific sections of the GFT. This aspect is flexible

to allow modifications and expansion through the construction specific ESMP (iv) Apportionment of responsibilities to the key players including the Contractor, KAA,

Supervision, Operators and other stakeholders as appropriate, (v) Cost estimates for the management actions are provided, but the actual costs will be

defined under the Construction ESMP, (vi) The plan also identifies key indicators that will determine the success or failure of the

ESMP integration through the project implementation. 9.2 Key Management Factors It is recommended that Contractors’ Environment Expert(s) are identified for the GFT project to oversee environment and social management aspects including the construction activities and commissioning while KAAs Environmental Division is charged in overseeing the compliance during post-construction operations. Upon completion and commissioning of the terminal, it will be necessary to establish appropriate operational guidelines on environment and social linkages to enable KAA identify critical issues and appropriate actions towards minimizing associated internal and external conflicts such as wastes disposal, noise and vibrations, emissions and safety risks among others. The guidelines should include among other areas environmental management programmes, operation procedures,



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compliance monitoring schedules and environmental audit schedules. Operational harmony at the airport and the associated components will be achieved through collaboration with the key stakeholders or an ESMP Implementation Committee. 9.3 Responsibilities Construction and operations of the Green Fields Terminal has impacts on the internal environment (mainly occupational) but none are anticipated to the external environment and social settings (neighbouring residential and institutional premises. It is, therefore, imperative that precautions are taken to ensure that these internal impacts are minimized through a concerted effort from the project management and the Contractor(s). The Ssupervision Team will review and activate the contents of this management plan and direct the Contractor(s) to prepare a construction specific Environmental and Social Management Plan that should be in line with this ESMP as well as the guidelines established by KAA. Other responsibilities will include the following;

(iv) KAA will be responsible for coordination activities and liaisons, particularly in regard to the natural resources on site (relocation of the wildlife), construction, quality control and social issues during the project implementation. This may partly be achieved through the Supervision,

(v) The stakeholders will be responsible of overseeing that the implementation of the environmental management plans is undertaken.

(vi) Constant consultation with the Kenya Civil Aviation Authority (KCAA) and other operators such as Kenya Airways, Ground Support Services providers, Cargo Handlers, Immigration Department, Kenya Revenue Authorities among others shall be ensured at all times.

9.4 ESMP Implementation Committee In order to ensure that the provisions of the ESMP have been fully integrated into the implementation process, an ESMP Implementation Committee will need to be established. This Committee, to be chaired by the Manager, Environment at KAA will also comprise of the Airport Engineer, Environment Officer at JKIA and the House Keeping Department as well as the Security Agents around the airport. The role of this Committee will be ensure compliance with the established regulations as outlined under this report and full integration of the ESMP provisions in the implementation process. 9.5 Reporting As part of the progress reporting during the construction process, review of the environmental performance will also be required. The Contractors’ Environmental Experts will, therefore, liaise with the Supervision Environmentalist as well as the JKIA’s Environment Officer in monitoring the extent of compliance through a predetermined criterion (to be worked out once the ESMP Implementation Committee has been established and the Construction ESMP has been established). Performance in this regard will be integrated into the progress reports and necessary improvement areas identified and discussed.



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of 124 Kenya Airports Authority Consultant: Harrison Ngirigacha for Runji & Partners

9.6 ESMP Matrix Table 11: Construction Phase Actions Issues

Key Linkages Areas

Affected Actions to Take Timeframes Responsibilities Cost

Estimates

Health and Safety

Risks to safety of the construction workers (slips and falls, heavy falling objects, burns, injuries, etc.)

Risks to the immediate airport users and employees

Safety risks of workers on the airside of the airport grounds

Entire GFT project

Provide all construction workers with personal protective gear and ensure application,

Equip all workers with safety precautions and security awareness (including provision of reflector jackets),

Provide signage and information to the airport users and employees for safety

Throughout Construction Period

Contractor Supervision

Costs integrated in project budget

Risks to the safety of aircraft (obstructions, sucking solid waste materials, etc.)

Obstruction to surface transport for ground support by construction traffic,

Remote apron near the Control Tower Taxiway G just north of the GFT site Airport access roads

Define safety limits and sensitize construction workers accordingly

Ensure construction workers are drilled on airport safety provisions and requirements

All solid waste materials are held in enclosed containments at all times,

Provide appropriate solid waste bins at all points of construction

Through Construction Period

Contractor Supervision KAA Environmental Division


Security conflicts on movement of construction workers into controlled areas

Security risks on movement of construction materials into controlled areas

Areas with proximity with the runway and Taxiway G

Enhance screening at points of entry


Contractor Supervision KAA Security (JKIA) KAPU (JKIA)

No direct costs

Fire Rescue access (crew gates obstructed or out of order, long access route)

Capacity of construction workers to fight fire and/or safe lives

Landside areas of the GFT site

Improve access to the GFT site from the fire and rescue centre in all directions

The construction workforce be drilled on safety requirements and ensure compliance at all times.

upon commencement of works

KAA Airport Engineer GFS Fire Rescue in-charge


Sanitation and Hygiene

Temporary disposal of sewage from construction areas (emptying mobile toilets into the sewer system)

Waste disposal (food remains and wrappings, papers, polythene and cartons, etc.) from the workers canteen and other areas,

Sanitation and wastes from workmen camp site(s) and offices

GFT Site Camp Sites

Provide temporally fixed or mobile toilets for the workers in all work areas as may be appropriate,

May temporarily connect sewage to the nearest sewer point where possible

Wash water at construction areas to discharge into open drains


Contractor Supervision KAA Environmental Division to ensure compliance Airport Engineer




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Issues

Key Linkages Areas Affected

Actions to Take Timeframes Responsibilities Cost Estimates

Construction Materials and solid waste Management

Environmental pollution (air quality and noise) at materials sources (if Contractor(s) operates own sites)

Conflicts on construction materials delivery routes and communities (many other projects use the same routes),

Conflicts on solid waste removals (packaging and transit routes)

Management of the asphalt concrete wastes

Entire GFT project

Obtain ESIA License for materials sources if owned OR ensure due environmental diligence by the suppliers

All materials (construction or waste materials) should be contained on designated areas at all times awaiting disposal,

Comply with JKIA Waste Management Plan,

Comply with EMCA (Waste Management Regulations) on waste transfer and disposal

Make available recyclable materials to the relevant parties,

Provide appropriate waste receptacles in all working areas

Through the Construction Period

Contractor Supervision KAA Environmental Division to Monitor


Disruption of Amenities and services

There are no interaction with amenities and/or services at GFT

_ _ _ _ _

No direct conflict with existing surface drainage systems Discharging runoff from the site area

Provide temporary diversion of surface drains into the main drain for runoff during construction period,

For the long term, re-orient surface drainage to cater for the new terminal and its surroundings.

Provide all new drains with grit traps to prevent blocking downstream

During construction

Contractor Supervision Airport Engineer to guide


Disruption of Meteorological Station

The unit on site relocation in compliance with the Met Department and KCAA

upon commencement of works

Contractor Airport Engineer Services Providers Met Department KCAA

~KShs.10M

Emissions management

Dust from earthworks at the terminal (excavations, spoil removal, earthworks and leveling),

Dust emissions from materials extraction and deliveries,

Limited emissions from construction equipment (power generators, asphalt concrete cutter or strippers, etc.).

May affect the Control Tower

Maintain all construction equipment at high working condition

Top soil stripping for the to be done under wet conditions

Dampen excavated earth during earthworks at the temporary terminal near the remote stands.

Endeavour to apply low emitting GSE at the terminals,

Water regularly access roads into the airport to reduce dust emissions

Initial stages of the construction (1 month)

Contractor Supervision KAA Environment Division to Monitor

~KShs. 15M



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Issues

Key Linkages Areas Affected


Noise and Vibration

Limited noise from the construction work equipments

Limited noise from buildings' structures installations (steel structures)

Occupational health effects to the construction workers

Design provisions for future internal noise controls

Note: The projects works has no

control over other operations sources of noise including

aircrafts, surface transport and GSE)

GFT Site and material delivery route

Provide noise protection to the

construction workers and enforce application at all times,

Fence up the site to reduce effective magnitude of noise to the neighbourhoods,

Confine intensive work activities at low operation times at the airport

During construction

Contractor Supervision KAA Environment Division to Monitor


Social Issues

Misunderstandings and un-informed perception towards the GFT project and other ongoing improvement initiatives at JKIA.

Hostility towards the project activities and staff.

All residential estates Institutions Commercial centers

The Contractor(s) to introduce special community liaison desks to provide the Client with accurate information on social interactions

KAA to introduce and manage COMMUNITY LIAISON DESK to address critical issues arising from the neighbouring communities in regard to the project

apply principles outlined under the CSR Strategy

Throughout the construction period

KAA Contractor Supervision

~KShs. 5M on social costs



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Table 12: Operations Phase Actions Issues Key Linkages Areas

Affected Actions to Take Timeframes Responsibilities Cost

Estimates

Health and safety

Accessibility from the fire rescue centre(s) on the face of available crash gates

Proximity to fire hydrants Fire response facilities and

capability (fire extinguishers, fire exits, information and signage, etc.)

Entire GFT Complex

Ensure clear and marked access from the fire rescue centers

Provide clear information and signage around the terminal and to all airport users and operators

Provide fire extinguishers at strategic locations and clear user instructions

Ensure clear and convenient fire exits around the terminal

Provide appropriate crash gates for fire and rescue services access.

Continuous

Airport Engineer Safety and rescue GFS

~KShs.10M

Personal accidents (slips and falls),

All passenger areas (floors and elevators)

Strategic first aids kits and services Consideration for persons with disability

through connection passageways Mark safety areas clearly and caution

signage and information to the terminal users and operators

Improve on movement information and signage for passengers and airport users for enhanced safety

Continuous

Airport Engineer Safety and rescue GFS KAA Environmental Division House Keeping

No costs

Excessive noise exposure All public areas

Provide and maintain noise insulation in walls for all the terminal structures,

Information on areas of high noise levels for safety of airport users,

Undertake an occupational noise measurement upon commissioning for baseline conditions,

Control use of auxiliary aircraft engines

Continuous

Airport Engineer Safety and rescue GFS KAA Environmental Division

~KShs. 5M on noise monitoring

Effects of air quality All public areas

Ensure adequate extraction fans for potential excessive particulate matter

Air conditioning arrangements (fans or air conditioners) to control excessive temperatures and humidity if necessary,

Undertake an occupational air quality measurements upon commissioning for baseline conditions,

Natural aeration will be sustained to meet the concept of GFT

Stationary aircrafts to apply Ground Power Units (GPU)

Supply pre-conditioned air to the aircrafts

Continuous

Airport Engineer Fire Safety and rescue Environmental Division House Keeping

~KShs. 5M for air quality monitoring



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Issues Key Linkages Areas Affected


Compliance Entire GFT Complex

Ensure OHS requirements internally and national regulations are observed at all times

Ensure ICAO safety regulations are complied with at all times

Undertake health and safety audits upon commissioning for baseline conditions (OR along with the entire airport)

Undertake an initial environmental audit to establish baseline conditions (OR along with the entire airport) upon commissioning

Continuous

Airport Engineer Fire Safety and rescue GFS Environmental Division House Keeping

~KShs.4M

Sanitation and Hygiene

Cross cultural and religious sanitation needs

Requirements for mothers travelling with babies and young children

Accessibility to sanitation facilities,

All convenience areas

Provide universal designs of sanitation facilities to meet cross cultural and religious needs,

Provide benches for changing babies and attending young children

Ensure an all time maintenance of sanitation facilities

Continuous

Airport Engineer Environment Division House Keeping

~KShs.2M per year

Water Use Wastage of water Cost of water supply Wastewater generation

All public areas

Sensitize airport users and operators employees on water saving initiatives,

Public washrooms be installed with water saving devises, including self-closing taps and urinals, low water flush toilets, etc.

Continuous

KAA Airport Engineer Housekeeping

Costs integrated in the operations costs

Waste Management

Handling wastes at point of generation (adequate, visible and accessible bins),

Waste segregation arrangements,

Waste transfer pathways,

Entire GFT Complex

Integrate the waste management plan for JKIA

Encourage waste generators to participate for efficiency,

Provide strategic solid waste bins (encouraging separation) in all public areas

Continuous


~KShs.10M initial costs

Drainage Surface runoff from pavements Surface runoff generated from

new terminal roofs Wastewater from wash points

Entire GFT Complex

Harness all surface runoff through oil and grit interception chambers to the nearest drainage system (this will ensure minimal disruption of features outside the terminal building areas,

Integrate all surface runoff to the airport drainage network,

Isolate drains from sanitation systems, Maintain the surface drains clear of

vegetation and debris,

Continuous


No direct costs

Energy Use

Cost on energy consumption (electricity and fuels)

Emissions (carbon and other air

Entire GFT Complex

Allow natural lighting to the extent possible,

Where necessary, apply minimal lighting

Airport Engineer

No direct



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Issues Key Linkages Areas Affected


quality pollutants) Wastage of energy resources

points for energy saving purposes, Encourage natural air flow into the

buildings' areas for air conditioning a, Encourage use of energy saving

appliances (desk devices, lighting bulbs, self-switching lights in enclosed areas, etc.)

Adopt all other established energy saving initiatives across the airport for the restoration facilities

Allow to the extent possible natural aeration of the terminal building

Reduce use auxiliary engine sources to GPU.

Continuous Environment Division

costs

Social Issues Community concerns and fears regarding impacts from the GFT projects and other intervention activities at JKIA

All residential estates around JKIA

Introduce a COMMUNITY LIAISON DESK to be managed by KAA to address emerging concerns and fears arising from the perception of the communities and other stakeholders on the GFT project and other improvement initiatives at JKIA.

Review and apply the provisions of the Corporate Social Responsibility (CSR) Strategy for KAA.

Continuous

KAA

No direct cost



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Chapter 10: Monitoring Capacity Plan

10.1 Requirements Implementation of the environment and social management plan (ESMP) is a function to be spread through the construction and operation of the facility upon completion and commissioning. The responsibility is, therefore, shared among the Contractor, KAA, Supervision and Stakeholders during the construction period while KAA takes the bulk of responsibility during the operations. In order to ensure effective integration of the recommendations of the ESMP into the project, monitoring capacity would be required in all levels of the project implementation such as to include;

(i) Skills and knowledge, (ii) Information, (iii) Equipment, (iv) Human resources, and (v) Financial support.

The function will also have a time factor based on the project implementation plan. It is imperative, therefore, that appropriate capacity of identified and put into place to ensure monitoring of the project implementation right from the onset. The capacity requirements would be defined as follows; 10.2 Skills and Knowledge This will involve identifying the appropriate technical assistance personnel to provide a back-up to the Contractor and KAA as follows; 10.2.1 The Contractor(s) The Contractor(s) will ensure engagement of an in-house Environmentalist on permanent of part-time basis who is to be charged with the task of analyzing the ESMP and translating the same into action. The Environmentalist, reporting to the Project Manager is also to work closely with the Supervision Consultant or Technical Assistant in-charge of environment and social issues. The Environmental Expert will need to have the following skills,

(i) Demonstrate a clear understanding of the GFT and its linkages across the board internally and externally,

(ii) Knowledge in environmental and social linkages in the aviation industry, (iii) Experience in environmental management plans on infrastructural projects (iv) Knowledge of the local social characteristics and patterns and the society in general, (v) Exposure on compliance to national environmental laws, international safeguards and

bilateral conditions, (vi) Must show an understanding of among other areas hydrology, geology, ecology,

sanitation, waste management, environmental quality and environmental health issues. 10.2.2 Kenya Airports Authority (KAA) The Environment Division of Kenya Airports Authority, being the project owner and proponent will need the necessary in-house background knowledge in the environmental and social linkages of the GFT project. The Manager Environment and KAA and the Officer in-charge of environment at JKIA would be expected to have the necessary awareness to oversee compliance of the project to the provisions of ESMP during construction and post-construction periods. For an effective role in the project implementation KAA will engage a competent Consultant to undertake the supervisory role in the project implementation.



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10.2.3 Supervising Consultant The Consultant, to be contracted at the commencement of the works, will integrate an Environmental Expert on permanent or part-time basis. The Experts role will be to interpret the ESMP and provide appropriate monitoring tools to enable the Supervision issue instructions to the Contractor(s) and follow-up implementation. The Consultants Environmental Expert will work closely with the Contractors’ Expert in ensuring appreciation of the instructions and harmonization of the expected outputs. Like the Contractor(s), the Consultants Expert will be expected to have the following skills.

(i) Demonstrate a clear understanding of the GFT and its linkages across the board internally and externally,

(ii) Knowledge in environmental and social linkages in the aviation industry, (iii) Experience in environmental management plans on infrastructural projects (iv) Knowledge of the local social characteristics and patterns and the society in general, (v) Exposure on compliance to national environmental laws, international safeguards and

bilateral conditions, (vi) Must show an understanding of among other areas hydrology, geology, ecology,

sanitation, waste management, environmental quality and environmental health issues. 10.2.4 Project Auditor An independent audit of the project will be required at pre-determined durations to provide the level of compliance and areas of improvement or corrections. It is proposed that such audits are undertaken to coincide with quarter, mid-term and completion. KAA will, therefore, in consultation with the Supervising Consultant engage appropriate and qualified Environmental and Social Auditors to address a cluster of related project aspects of the GFT. 10.3 Institutional Linkages The Kenya Airports Authority is a state corporation structured to be headed by a Managing Director (as the Chief Executive Officer) who works under the instructions from a Management Board. Below the Managing Director are seven line Mangers for various functions driving the organization. The Airport Manager is in-charge of JKIA operations and is answerable to the Managing Director. The key offices under the Airport Manager include the Airport Engineer (in-charge of physical operations and infrastructural management), Ground Safety and Security (GFS in-charge of all safety aspects around the airport) and the House Keeping Department (in-charge of cleanliness, hygiene, sanitation and waste management around the airport). The Environmental Division within KAA structure is represented at the airport by a Regional Environmental Officer (stationed at JKIA) who would oversee the implementation of the project. The Environmental Officer will work with the Contractor and the Supervision Consultant for the implementation of the environmental and social management plan (ESMP). The Figure below illustrates the institutional linkages with the environmental components and the project implementation and supervision component. The monitoring responsibilities will be guided by the Environmental Division at KAA, represented at the JKIA by a Regional Environmental Officer, will oversee the implementation of the GFT project. The figure below illustrates the institutional linkages with the environmental components, the plan of implementation and supervision components.



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Figure 13: Project Monitoring Organisational Structure

10.4 Monitoring Capacity Building

The expected capacity building process will be integrated in the project implementation. While the Contractor and KAA will be required to engage appropriate qualified experts, there will be collective forums planned and executed in order to harmonize the functions and outputs. Among the forums include; 10.4.1 Recruitments

(i) KAA will initiate the process of procuring the Supervision Consultant Team that will

include a qualified Environmental Experts with experience in aviation environment as well as registered and licensed to practice under NEMA.

(ii) The Supervision will, in consultation with KAA and the Contractor(s) issue minimum qualification requirements for the Environmental Expert to be hired by the Contractor(s).

JKIA

Operators

Regulators

Manager, Environment and

Safety (HQ)

Environment Officer (Western

Region)

Environment Officer (Coast

Region)

ESMP

Implementation

Triad

Airport Manager

Environment Officer (Nairobi

Region)

Airlines, Security Agents

Safety Ground Handlers

Customs KRA

Transporters Catering Agents

Fire Rescue

NEMA Financing Partners

Public Health KCAA IATA ICAO

County Governments

WRMA KWS

Public and External

Stakeholders



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10.4.2 Safeguards Briefing Kenya Airports Authority (KAA) will be required to plan and convene a briefing workshop for the Contractor and Supervision to present the expectations in terms of the environmental regulations at the KAA, National and regional policies/regulatory provisions, the Banks safeguards and requirements by other relevant Development Partners, social expectations and general operations at JKIA. The workshop will also provide training on airport safety. This workshop may be repeated annually to enhance quality and effectiveness of the monitoring function.

10.4.3 ESMP Review Supervision Consultant’s Environmentalist will prepare guidelines that will enable the Contractors Expert review the ESMP to customize it onto the actual construction activity schedule for the project. The works ESMP will be based on the version developed under this ESIA Report, the ESMP Guidelines developed for KAA as well as the EIA/EA Guidelines prepared by KAA. The revised RSMP will have actual and realistic linkages, management actions, timelines and cost estimates. 10.4.4 Monitoring Tools Supervising Consultant will prepare appropriate tools for monitoring based on the collaborative reviewed ESMP by the Contractor. This will provide relevant and reproducible guidelines. The tools will be shared with the Contractor(s) Expert and also KAA for ease of information harmonization and corrective actions 10.5 Monitoring Actions Outline Table 13: ESMP Monitoring Parameters


Responsibility

Physical Environment

Drainage management Drainage outfalls orientation

Drainage systems that are compatible with the land use features in the airpprt

integrated drainage system matching

the existing network Drainage outfalls fitted with surface

runoff stabilization and settlement.


Spoil management and disposal

Construction debris and scrap

materials Wastes from construction

camp sites Other waste management

and disposal

Approval of spoil disposal sites by NEMA (appropriate environmental assessments submitted),

Disposal of spoil in accordance with

regulations and conditions on signed agreements,

Waste management in accordance

with NEMA Waste Management Regulations


Materials sites management (restoration plans)

Access road corridor finishing

Materials sites rehabilitation plans and implementation strategy

Access road reserve landscaping

Contractor Supervision



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Responsibility

(rehabilitation/restorations) and beautification plans Consultant

Air quality Water quality Noise and vibrations

Air sampling and measurements schedules

Water sampling and analysis

schedules Noise measurements schedules from

construction activities


Biological Environment

Vegetation cover Ecological features Aquatic features (wetlands)

Rehabilitation and restoration plans for materials sites and spoil disposal areas Conservation strategies


Social Aspects

OHS and Public Safety Emergency and Security HIV/AIDS Health and Sanitation Waste Management

Compliance with established regulations

Provision and operations of wellness

center for the workers (and the public if necessary)

Operations of HIV/AIDS Measures Training, Awareness and prevention

programmes for the workers Implementation of ESMP

recommendations Consultations with neighbouring

residents


Displacements of people Employment and income

generation opportunities Accessibility to homes,

services and institutions

Post-Construction Operations

Health and Safety Waste management Energy utilization Water use Car parking management Security

Airport Engineer Environment Officer House Keeping All Operators

.



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Chapter 11: Conclusion and Recommendations

11.1 Conclusions

8. The Green Field Terminal is to implemented in phases due to its magnitude. This ESIA

report has been prepared for Phase 1 of the project.

9. The proposed Green Field Terminal has been designed based on environmental

principles taking into consideration sustainable energy use, water and waste

management best practices. This justifies the terminal name “Greenfield”

10. Impacts associated with the GFT development are generally internal. The facility is

located wholly on the airport land and will cause not direct displacement of people,

institutions or economic activities. Livestock keepers noted herding on the airport

grounds do not reside in the area. Phase 1 project also has no direct interaction with

surface natural drainage, external air quality and noise levels.

11. There will be limited ecological impacts on the wildlife dispersing into the airport grounds

searching for fodder, water and refuge. This disruption will be associated with reduced

grazing area, truck movements and influx of workers into the area. The area, however, is

not a sensitive habitat as confirmed by KWS and that the wildlife can be relocated,

12. Development of the Green Field Terminal is one among numerous improvement projects

at JKIA. It, therefore, adds into the overall cumulative and residual impacts to the airport

and its surroundings including;

Noise levels arising from increased air traffic activities. The impacts are, however,

limited going by the indications of the noise maps projected to 2030,

The overall waste generation and categories will increase with an expanded

passenger volumes and required support services,

With additional hard surfaces, more storm water will be generated demanding

higher drainage capacity,

While appreciating the “green technologies” at the new terminal, overall airport

facilities has the potential for higher emissions including carbon,

13. The Green Field Terminal is designed to enhance utilization of renewable energy (for

lighting, aeration, air conditioning, etc.). This is a step towards complying with carbon

emissions reduction.

14. There is lack of information to the surrounding communities in regard to the project and

how it relates to their welfare. This situation has lead to misunderstanding and hostility

towards the project.

11.2 Recommendations

7. Integrate the principles of Green Field Terminal Design on the whole airport to the extent

possible. This will enhance moderation of environmental costs around JKIA but also

position the airport on benefiting from carbon reduction initiatives.

8. The Contractor(s) will be furnished with the ESMP developed under this report as well as

the ESMP guidelines developed for JKIA. This will provide them with a basis to develop a

project specific ESMP for integration into the works. Along with that, the Contractor(s) will



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engage an Environmentalist approved by the Client to support in the implementation of

the ESMP through the construction period.

9. It is recommended that operations of the GFT be integrated into the existing framework

of JKIA to the extent possible. On this front, the GREEN principles in the GFT terminal

design should be extended to the entire JKIA operations,

10. KAA should urgently consider providing a full fence on the eastern side to keep out

migrating wildlife into the airport. Thereafter, liaise with KWS on modalities of safe

relocation of the remnant wildlife to Nairobi National Park.

11. The Contractor to fence off the site to keep off local intrusion by grazing livestock and

wildlife in the short term.

12. It will be necessary to provide a Community Liaison Desk to continuously address social

concerns associated with the GFT project and other improvement activities around JKIA.

This desk will be management by KAA.

.



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Annexes:

for: louis berger in association with runji & partners · 2.3.1 kenya airports authority act...

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