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CONSOLIDATED ENVIRONMENTAL AND SOCIAL ASSESSMENT - DRAFT EXECUTIVE SUMMARY

ARAB REPUBLIC OF EGYPT AIRPORTS DEVELOPMENT PROJECT

CONSOLIDATED ENVIRONMENTAL AND SOCIAL ASSESSMENT

DRAFT EXECUTIVE SUMMARY

Submitted by:

Dar AI-Handasah Consultants and

Engineering Consultant Group

Prepared for the

ARAB REPUBLIC OF EGYPT

November 2003

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CONSOLIDATED ENVIRONMENTAL AND SOCIAL ASSESSMENT . DRAFT EXECUTIVE SUMMARY

TABLE OF CONTENTS

LIST OF TABLES .................................................................................................................... iv

LIST OF FIGURES ................................................................................................................... iv

ABBREVIATIONS AND ACRONYMS ................................................................................... v

INTRODUCTION ..................................................................................................................... 1

PROJECT OBJECTIVES AND DESCRIPTION ...................................................................... 2 Other Relevant Airport Development. Master Plan And Environment Studies ....................... 5

LEGAL AND INSTITUTIONAL ASPECTS ................................................................................ 6 Applicable World Bank Policies .............................................................................................. 6 Applicable Egyptian Environmental Legislations ..................................................................... 7 Relevant Civil Aviation Guidelines ......................................................................................... 8

ANALYSIS OF ALTERNATIVES .............................................................................................. 8 Third Terminal (TB3) for Cairo Internationa 1 Airport: ........................................................... 8 New Runway for Cairo International Airport ......................................................................... 9 Expansion of the existing Terminal at Sham El Sheikh Airport ........................................... 10

SIGNIFICANT SOCIAL AND ENVIRONMENTAL IMPACTS ................................................. 10 TB3 and New Runway at Cairo International Airport ............................................................ 10 Expansion of the Existing Terminal at Sham El-Sheik Airport ............................................. 14

SOCIAL AND ENVIRONMENTAL MANAGEMENT PLANS ................................................... 16 Cairo International Airport Component .................................................................................. 17 Sharm El-Sheik Airport Component ....................................................................................... 23 Summary of Costs of Implementation of the EMP .................................................................. 30

PUBLIC CONSULTATIONS AND DISCLOSURE .................................................................. 31 Public Consultation ................................................................................................................ 31 Public Disclosure ................................................................................................................... 35

REFERENCES AND DOCUMENTS CONSULTED ............................................................... 36 LIST OF EIA AND SOCIAL ASSESSMENT TEAM MEMBERS ............................................ 38 ANNEXES .............................................................................................................................. 39

Annex 1 . CAI Land Acquisition Assessment Annex 2 . SES Land Acquisition Certification Letter

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CONSOLIDATED ENVIRONMENTAL AND SOCIAL ASSESSMENT . DRAFT EXECUTIVE SUMMARY

LIST OF TABLES

Table 1 . Environmental Laws on Relevant Environmental Attributes .................................... 7 Table 2 . The Affected Area according to the Prediction Model (2003, 2010 and 0) ............... 15 Table 3 . Summary of Public Consultation Meetings Arranged for the projects ...................... 31 Table 4 . Summary of Issues Raised During Scoping and Public Consultation Meetings for the Cairo Airport Component ............................................................................................. 32 Table 5 . Summary of Issues Raised During Scoping Meeting for the ShamEl-Sheikh Component .................................................................................................... 33

LIST OF FIGURES

Figure 1 . Cairo International Airport Layout with Project Components ................................. 3 Figure 2 . SES International Airport Location Map .................................................................. 4 Figure 3 . Noise Measurement Locations Around Cairo Airport .............................................. 11 Figure 4 . Noise Measurement Locations Around SES Airport ................................................. 14

I

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ADPi ADP CAA CAC CAI dB EA EAC ECG EEAA EHCAAN EIA EMP EU GAEAP GOE ICAO INM L.E. LOS NACO NILU NSR PM SEL SES ss TB 1 TB2 TB3 TDA TSP US$ VIP voc WB WHO

ABBREVIATIONS AND ACRONYMS

ACroport de Paris Airport Development Project Cairo Airport Authority Cairo Airport Company Cairo International Airport Decibel Environmental Assessment Egyptian Airport Company Engineering Consultants Group Egyptian Environmental Affairs Agency Egyptian Holding Company for Airports and Air Navigation Environmental Impact Assessment (same as EA) Environmental Management Plan European Union Gulf of Aqaba Environmental Action Plan Government of Egypt International Civil Aviation Organization Integrated Noise Model Egyptian Pound Level of Services Netherlands Airport Consultants Norwegian Institute for Air Research Noise Sensitive Receivers Particle Matter Sound Exposure Level Sham El Sheikh Suspended Solids Terminal Building 1 Terminal Building 2 Terminal Building 3 Tourism Development Authority Total Suspended Particulates US Dollar Very Important Person Volatile Organic Compounds World Bank World Health Organization

Currency equivalent: LE. 6.15= US$ 1 as of October 2003

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ARAB REPUBLIC OF EGYPT AIRPORTS DEVELOPMENT PROJECT

ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT

EXECUTIVE SUMMARY

INTRODUCTION

1. This Executive Summary is aimed at presenting the main findings of the Environmental and Social Impact Assessment conducted for the new development at Cairo International Airport (CAI), namely Terminal Building 3 (TB3), the new runway (05RE-23LL) and the building extension at Sham El Sheikh Airport. The objective of the environmental and social impact assessment is to examine the socio-cultural, economic, physical, and biological impacts in the areas which may be affected by the proposed project, and propose mitigation measures, as well as construction and operation environmental management and monitoring plans.

2. This Executive Summary is intended to be a self-contained, stand-alone document that can be relied upon to provide major information necessary to understad the environmental and social sensitivities, potentially significant impacts, and mitigation measures to be undertaken under the proposed project. The reader is referred to the main body of the EIA report for specific information or further details not presented in depth in this summary, in particular for a description of the existing social and ecosystemic environment as well as relevant baseline data.

3. The project is proposed for partial financing by the World Bank and as such should comply with World Bank guidelines relative to environmental and social safeguard policies as well as Government of Egypt applicable laws and regulations.

4. Independent consultants have prepared the environmental and social assessment, respectively Dar Al-Handasah for the Cairo Airport component and Engineering Consulting Group for the Sham El Sheik component.

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PROJECT OBJECTIVES AND DESCRIPTION

5 . The key objective of the proposed ADP is to increase the landside and the airside capacities at Cairo International Airport (CAI) (Figure 1) and the landside capacity at Sharm El Sheikh Airport (SES) (Figure 2).

6. The selection of a private firm to operate TB3, or Cairo Alrport as a whole, and the new terminal at Sham El Sheikh, will be key to project success. The selection should be made upstream, and the Government hired investment bank PARIBAS-BNP to finalize the scope of the investment and prepare appropriate tender documents with a view to awarding a management contract. These management contracts will not be financed by the World Bank but are nonetheless part of the project description.

7 . While existing runway capacity has been deemed sufficient to handle additional traffic generated as a result of TB3, design work for a third runway at CAI is currently being undertaken by Akroports de Paris. The runway will be four kilometers in length, 65 meters wide, and will accommodate the future generation of wide body aircraft that will carry between 600 and 800 passengers. The estimated cost to build the new runway is US$50 million, and while it will not be financed under the Loan, it will be constructed and made operational by the time TB3 is completed in the first quarter of 2007 and will comply with all applicable World Bank environmental and social safeguard policies and Egyptian environmental legislation.

8. The project includes the following three components:

9. Project Component 1: Construction of Third Terminal Building (TB3) at CAI (US$423.0 Million). When completed, TB3 would have a total capacity of 11.0 million passengers ( 5 .O million domestic and 6.0 million international passengers), compared to the current 9.5 million for Terminals 1 and 2. At completion, TB3 would be integrated with Terminal 2, which is presently used primarily by foreign airlines. Terminal 1, which has Egypt Air as its main user, would continue to receive domestic and regional flights. The TB3 would consist of . One new terminal building; ' One concourse; ' Two fingers; . e Electromechanical equipment.

Three skyways - two connecting the concourse with each finger, and OE connecting TB2 with TB3; and

10. Project Component 2: Construction of New Terminal at Sharm El Sheikh (US$57.9 Million). Sharm El Sheikh is the third largest airport in Egypt in terms of passenger volumes. International traffic accounts for more than 70 percent of all traffic at the airport, which is currently operating at its designed capacity of two million passengers per annum. When completed, the new terminal will have the capacity to accommodate 4.5 million passengers annually. The new terminal (an expansion of the existing one) is located adjacent to the existing terminal building. It will consist oE ' A departure hall;

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An arrival hall; Electromechanical equipment; and A car parking area to accommodate 236 cars and 96 buses.

1 1. Project Component 3: Technical Assistance (US$5.0 Million). The technical assistance (TA) package consists of a number of sub-components. One of the technical outputs is the preparation of an integrated national airport master plan; another one will be a master plan for the cargo village at Cairo Airport. Environmental activities that will be included in this component are the preparation of a Strategic Environmental Assessment of the national airport master plan, the implementation of an Environmental Management Plan and the capacity building of CAC and EAC in technical and environmental aspects.

Figure 1. Cairo International Airport Layout with Project Components

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Figure 2. SES International Airport Location Map

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Other Relevant Airport Development, Master Plan And Environment Studies

12. Section 8 (References Section) of this summary contains a list of studies previously undertaken in the development of the project, covering feasibility, preliminary and final design, utilities and infrastructures, etc. The key studies used in preparing the project EIA were:

Terminal Building 3 # Feasibility Study TB3. Final Report. May 1994.

Phase 1 Feasibility Study TB3. Master Plan. Annex A: Existing Situation. Final Report. September 1994. Air Pollution Assessment by NILU/EEAA of the airport premises, 2003 1

Runway 05RR - 23L Deliverables 1. Stage 1 : Studies. Task 1.1 - Data Collection and Project Guidelines. March 2002. Deliverables 3. Stage 1 : Studies. Task 1.3 - Study and Recommendations. February 2002, Revised April 2002.

Sham El Sheikh: Feasibility Study for Extension of Sharm El-Sheikh Terminal Building. Egypt-Gulf of Aqaba Environmental Action Plan, November 6,2000 - Prepared in partnership with the European Union and the World Bank. Air Pollution Assessment by NILU/EEAA of the airport premises, September 2003 =

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LEGAL AND INSTITUTIONAL ASPECTS

13. The Environmental and Social Impact Assessment for the project must meet a number of policy and legal requirements. Egyptian Environmental Law 4, 1994 and its executive regulations and World Bank policies are consistent and have been addressed during the course of project preparation and will also be addressed during project implementation.

Applicable World Bank Policies

14. Operational Policy 4.01 on Environmental Assessment. The World Bank undertakes environmental screening of each proposed project to determine the appropriate extent and type of Environmental Assessment (EA). The World Bank classifies any proposed project into one of four categories, depending on the type, location, sensitivity, and scale of the project and the nature and magnitude of its potential environmental impacts. A Category ‘A’ project is likely to have significant adverse environmental impacts that are sensitive, diverse, or unprecedented. These impacts may affect an area broader than the sites or facilities subject to physical works.

15. The project at Cairo International Airport and Sharm El Sheikh Airport are considered Category A projects as the new runway and terminal buildings will produce impacts from noise that will potentially be significant for a number of people living in the residential areas beside the airports. These populations may also- be affected by induced impacts such as an increase in traffic congestion. It should be noted that there will also be a number of nominal benefits resulting from these projects including improved waste management, and the implementation of a noise and air quality monitoring programs.

16. Operational Policy 4.12 on Involuntary Resettlement. This operational policy addresses direct economic and social impacts that both result from Bank assisted investment projects and are caused by involuntary tahng of land and resulting in i) relocation or loss of shelter; ii) loss of assets or access to assets; or iii) loss of income sources or means of livelihood. In SES, the land is state property legally transferred to the EAC. The land is fenced, is adjacent to the existing terminal, and is surrounded by more land belonging to the EAC. A presidential decree will be issued shortly that will confirm formal EAC ownership of the land. Presently the land is not used for any economic activity and there are no claims on it whatsoever. Based on this, the operational policy on involuntary resettlement is not triggered. In TB3, Cairo, the land is also the property of the CAA. The land is fenced and is presently used as a secondary short term parkmg area for passengers’ escort parking. Provisions are made to provide an alternative parking site. Located in the heart of the actual airport and surrounded by lands owned by the CAA, the land is free of claims. Based on this, the operational policy on involuntary resettlement is not triggered.

17. Operational Policy 4.1 I on Cultural Property. This operational policy addresses the impact on physical cultural properties having archaeological, paleontological, historical, religious, and unique natural values. The policy aims at ensuring the preservation of mltural heritage. None of the sub-projects directly or indirectly affect any physical cultural properties or any heritage buildings. However, during the execution of works if a “chance find ‘‘ of archaeological significance occurs the contract will require the contractor to immediately inform the employer and stop further work as this is standard practice in Egypt. Employer will in turn

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inform the Supreme Antiquities Authority, Ministry of Culture for further investigation and action.

Applicable Egyptian Environmental Legislation

18. Law 4/1994 and its executive regulations set the overall framework for environmental protection in Egypt. According to this law, an environmental impact assessment (EIA) should be prepared with the application for the license of a project. The law divides the types of projects into three lists: A, By and Glist projects. The development projects at Cairo and Sharm El Sheik International Airports are Glist projects, which is comparable to a Category A World Bank project. According to the EEAA Guidelines for Egyptian Environmental Impact Assessment, the EIA of the project in hand is being submitted to the competent administrative authority, the Ministry of Civil Aviation. The Ministry will send the EIA to EEAA for review and provide its opinion within 60 days. Once EEAA has approved the project, a license to proceed can be issued. No additional environmental or social clearances are required other than the EIA approval to proceed with the project activities. The law requires that any new project should comply with all the relevant articles pertinent to environmental attributes, which could be impacted from project activities. The law and articles on the relevant environmental issues are listed in Table 1.

Environmental Attribute Noise

Air Quality

Wastewater

Work Environment

Hazardous Material

Waste Management

Law and Article Number Article 42 of Law 4, and article 44 of its executive

regulations on maximum allowable limits for sound intensitv 0 Article 40 of Law 4 and article 42 of its executive regulations on maximum allowable limits for the concentration of pollutants resulting from burning of fuels

Article 36 of Laws and article 37 of its executive regulations on maximum allowable limits for pollutants in exhaust gases

Article 35 of Law 4 and article 34 of its executive regulations on maximum allowable limits for ambient air pollutants

Law No. 93/1962 on standards for the discharge of wastewater to the sewerage network

Article 43 of Law 4 on the necessary precautions to ensure a safe and health work environment

Article 32 of Law 4 on handling of hazardous materials

Law No. 38/1967 amended by Law No. 31/1976, and Law 4 on public cleanliness and collection and disposal of solid waste

Table 1. Environmental Laws on Relevant Environmental Attributes

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19. Law No. 102 for the year 1983 and its accompanying decrees provide the Egyptian environmental Affairs Agency with the necessary legal authority to take measures for management and conservation of protected areas and to establish and enforce regulations to safeguard these resources. In the case of the Sharm El Sheikh component, this issue is being addressed by Egyptian authorities, with support from a number of donors, under the Gulf of Aqaba Environmental Action Plan, which provides an appropriate framework for mitigating any indirect or induced impacts from this component of the project.

Relevant Civil Aviation Guidelines

20. The operation of Cairo and Sharm El Sheik airports will also comply with the noise abatement procedures contained with in the ICAO Airport Development Reference Manual. Annex 16 of this manual contains procedures to enable the reduction of noise during aircraft operations that can be achieved at comparatively low costs. There are several methods, including preferential runways and routes, as well as noise abatement procedures for take-off, approach and landing and will be applied at both airports to enable the management of aircraft related noise.

ANALYSIS OF ALTERNATIVES

Third Terminal (TB3) for Cairo International Airport:

21. Three levels of analysis of alternatives were carried out for TB3. The first level was whether to build or not to build the facility. The second level was whether to expand the existing airport or to build a EW airport elsewhere. The third level was whether to build TB3 as attached to TB2 or to be separated from TB2.

22. Alternative of not building TB3 : Cairo International Airport (CAI), has a maximum annual capacity of nine million passengers. In 2002, passenger traffic peaked at 8.9 million. Further growth under current capacity constraints would cause service standards to deteriorate rapidly. Terminal and apron capacity constraints have affected traffic growth (e.g. foreign charters are no longer permitted to fly to Cairo due to this lack of capacity). Moreover, the existing waste management facilities and practices are not adequate and need upgrading. The airport is presently laclung air quality and noise monitoring networks which would be a prerequisite for developping and implementing an appropriate air quality improvement and noise mitigation plans.

23. A New Airport versus Expanding the Existing Airport. These two alternatives are very different. Financially, the difference in cost of building a brand new airport versus extending an existing airport is significant. It was estimated that building a new airport for Cairo would be over one billion US dollars. Furthermore, building a new airport is a long-term process and would require several years fir site selection, land acquisition, design and construction. This should be weighed against the pressing need to allow for additional capacity to receive the increasing number of travelers.

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24. As an alternative, expanding facilities at the existing airport and locating TB3 next to TB2 would cost approximately less than 400 million and can be implemented in less than 3 Years. Talung into account the limited financial resources available to Egypt as well as the need for short-term extension, expanding the existing airport was the most obvious, and achevable, alternative.

25. Alternative Locations for TB3. The location of the TB3 complex was chosen to enable fiture development and use of the airport complex in the most efficient manner. It was considered logical to concentrate on the TB2 complex for expansion to the passenger terminal complex for the following key reasons.

Economic and Cost Benefits: The close proximity of the terminal buildings provides numerous economic advantages in terms of reduced capital and operating costs. The existing landside access roads and approaches as well as the existing airside aprons and taxiways and other infrastructure and utilities shall be shared if TB3 is built adjacent to TB2. It is estimated that cost savings of25% on the basis of capital costs, particularly construction costs as well as recurrent costs, are accomplished by locating TB3 next to TB2 over the initial 30 months of the construction of the project.

. Operational and Convenience to Users: From the viewpoint of the airport users and passengers, having the new terminal building adjacent to the existing one will greatly improve the flow of passengers and the efficiency of services provided since having transfer passengers between two terminals would be woided. Furthermore, the airport operation and maintenance costs will be reduced as the operation and maintenance staff and facilities will be shared, as opposed to mobilizing a new complete crew along with their amenities in a remote TB3 location.

Environmental and Social Aspects: The key environmental and social advantage of locating TB3 away from TB2, and preferably closer to the ring road would be improved traffic access through the ring road, which may reduce the traffic congestion at the airport exit and entrance. However, the conclusion of the traffic analysis conducted as part of the Environmental Assessment shows that traffic access can still be achieved through the implementation of the mitigating measures mentioned in the EMP.

New Runway for Cairo International Airport

26. The capacity of the existing runways will not be able to accommodate the expected medium term increase in air traffic. The main rationale for building a new runway is thus technical as well as economical. At the same time, it is worth underscoring that building a new runway (see discussion below) will allow to decrease the noise impact from air traffic for an estimated six hundred thousand people.

27. The location of the new additional runway has to be within the current airport boundaries. The only areas that provided enough space for a new runway is the vacant airport land south of the airport and runway 05R-23L. In considering the above, three alternative runway positions were considered:

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. . . Alternative 1 - a parallel runway 1035 m south from the existing runway 05R-23L; Alternative 2 - a parallel runway 1525 m south from the existing runway 05R-23L; and Alternative 3 - based on the same assumptions as alternative 2, but separated from the existing runway 05R-23L by 1800 m.

28. Each alternative was evaluated using various operational criteria ', such as noise impacts, taxiing distances, earthwork volumes and so forth. Most importantly, alternatives 2 and 3 were located further away from the residential areas than alternative 1, which reduced the noise impacts on the surrounding residential areas. The potential urbanized surface area impacted by alternative 1 was determined as being approximately 548 ha. The location of alternatives 2 and 3 reduced the exposed area by around a third, which has a corresponding population of about 0.6 million people. Alternative 2 was considered the optimal of the two solutions, as the taxing distance was less.

Expansion of the Existing Terminal at Sharm El Sheikh Airport

29. Alternative of not Building the Project. The current terminal building at SES a q o r t has already exceeded its operational capacity and there is a need for an immediate expansion of the airport to improve its current service level. The airport handled 2.8 million passengers in the year 2002 (capacity is about 1.7 milliodyear). By the year 2020, six million passengers are expected to arrive/depart yearly to/from the airport. The airport (including the new terminal building) shall be able to handle 4300 passengerdhour.

30. The proposed project will bring, besides better management of the tourist stream, improved environmental benefits through better waste management, air and noise quality monitoring.

SIGNIFICANT SOCIAL AND ENVIRONMENTAL IMPACTS

TB3 and New Runway at Cairo International Airport1

3 1. Assessment of noise impacts from TB3. An assessment of the likely impact TB3 will have on the local noise levels concluded that TB3 will reduce noise levels inside the departure and arrival hall of TB2 due to a reduction in passenger numbers and the public over the short term, as long as TB2 stays at, or below, design capacity. Noise generated from the operation of TB3 itself will unlikely be a significant environmental and social impact for the surrounding residential areas, compared to other noise generating activities at Cairo Airport, i.e. aircraft movements. This is largely due to the fact that the TB3 facility itself will emit little noise and Noise Sensitive Receivers (NSRs) are some distance from the TB3 facility.

32. Assessment of noise impacts from Runwav 05RR-23LL. Shifting aircraft arrivals to the new runway will have a significant affect on the noise levels received in the surrounding residential areas. The new runway can be used to take all aircraft arrivals and this will have a

' Source: 'Cairo international Airport Third

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positive impact on the residential areas of Nuzha Jadida, Almaza, and Al-Shorouk, as illustrated in the results from the noise modeling, in the EIA. It was also illustrated that the implementation of a night curfew (2200hr-0700hr) on runway 05G23R will have a beneficial impact on the Madinat Al-Nahda and AlSalam City areas. A reduction in noise impacts will result from the new runway enabling the airport authority to shift aircraft movements away from the residential areas located to he west of the airport, which will benefit approximately 0.6 million local residents. Figure 3 shows the location of the noise measurements sites around Cairo Airport.

33. Assessment of construction noise impacts. Construction noise impacts associated with the construction activities of the TB3 and the runway project include site demolition and site clearance; earthworks; excavation and fill activities; construction; operation of machmery; and construction related traffic. Noise from the construction site will unlikely be a significant environmental concern for surrounding residential areas. This is due to the fact that the construction activities will be some distance, at least 2.5 km radius, from the nearest residential boundaries or other facilities t h t could be adversely affected by noise. Most residential areas are buffered fi-om Cairo Airport by other land uses (Le. Sinbad City Amusement Park, AkJalaa Sporting Club, and military facilities).

Figure 3. Noise Measurement Locations Around Cairo Airport i

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B

34. Air Quality Assessment of TB3 and the Runway2. The main air pollution problem in Cairo is suspended particulate matter originating from traffic, open air burning and natural wind blown dust. From measurements it was &served that the ozone concentrations might, during specific periods in the summer season, exceed the limit values given in Law No. 4 of Egypt. The emissions of hydrocarbons and. nitrogen oxides from airport activities may increase the ozone formation on a regional scale and also lead to the formation of NO2 due to NOx emissions. The results of model calculations of emissions and concentrations of NOx, CO, and HC (VOC) around the airport have indicated that the contribution from the airport on a local and egional scale is small.

35. Close to the roads and in the terminal areas, however, maximum concentrations of NOZ and CO may reach national and international limit values. The emissions from the airport activities alone will only in very limited areas and for some very specific peak hour cases approach adverse levels. Adding the contributions from other sources in the northeastern Cairo area may lead to impacts that can influence on the population's exposure and well being to give undesired effects. Concerning the emissions of SO2 and the impact assessment for SO2 this has not been based on the same detailed emission inventories and modeling procedures as for the compounds above. The reason being that the emission rates for SO2 from aircraft operations is normally only 5 to 10% ofthe NOx emission rates dependent upon the fuel quality. The levels of SO2 due to airport activities will be much lower than any international or national limit value. It has also been shown that the total emissions from aviation mrmally do not contribute much to national total emissions.

36. Construction Air Quality Impacts. No significant public health issues are considered likely to arise. As a result of the construction activities due to the dust suppression measures that will be required of the contractor carrying out the works. The other significant consideration in terms of air quality is the potential for dust to cause disruptions and/or nuisance to airport operations. In the extreme case, dust could impact visibility, especially for ground controllers. Additionally large amounts of TSP in the air may cause maintenance concerns for airport operations, i.e. dust coating windows, coating air intakes and ducts. Other construction related impacts such as exhaust emissions from plant and construction traffic are not considered significant.

Induced Impact: Traffic

37. The airport's main access roads are through Orouba Road, the Autostrade-El Nasr Road, and the Haikstep Road. Orouba currently serves the majority ofairport traffic (almost 70%) and has been recently improved by grade-separating most of the junctions within the vicinity of the airport. Traffic surveys conducted by the Consultants reveal that Orouba and Haikstep Roads are currently operating at low levels of service, whilst the Autostrade is under utilized. The

* The Air Quality Assessment was carried out jointly by NILU (Norwegian Institute for Air Research) and EEAA. It was based on data from the Environmental Information and Monitoring Program (EIMP) at EEAA and emission and dispersion modeling performed by NILU

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congestion is partially due to airport traffic (which accounts to 20-30% of total traffic) and mainly due to background traffic (which accounts to 7040% oftotal traffic).

38. The new TB3 will increase the airport's capacity by some 11 million passengers per year. Subsequent growth in airport traffic will result in an increase in the airport's vehicular traffic, thus affecting the performance of both the airport itself (in terms of available parlung spaces and entrance/exit gate capacities) and the main access roads.

39. Estimates of future parking demand and entry/exit vehicular facilities fall broadly within the proposed capacity of the new terminal building. Estimates of entry/exit flows show that the new design of the car parks and of the entrance/exit gates will be sufficient to accommodate the forecast future traffic, and only around year 2020, additional booths would be required. No short-term mitigation measures are therefore recommended, and only by the end of the design period, studies relating to the need for additional tollbooths need to be carried out in light of the actual airport traffic volumes.

40. As for the surrounding road infrastructure, analysis reveals that the airport access routes will operate at lower levels of service after year 2006, due to the combined effect of increased airport and background traffic. Given the considerable fbture demographic and economical developments of the region (as estimated in the Greater Cairo Transportation Master Plan prepared under the authority of the Ministry of Transport) and the resulting increase in background traffic volumes (which account for the majority of traffic on the access roads), the incremental increase in airport traffic volume on the main access roads due to the proposed project would be insignificant and less than 7% of the total traffic flow.

41. Two sets of mitigation measures are therefore proposed to solve the anticipated traffic congestion; short-term measures (signage encouraging the use of Ring Road; enforcement of illegal parking along main arterial roads and short term parking outside the terminals; implement CARS proposal for introduction of shuttle bus service) that aim at limiting the direct impacts of airport traffic on the airport access roads, and long-term measures (feasibility study to assess various long term option such as airport access road, extended metro line, bus lanes and integration with the Cairo Regional Area Transportation Study) to minimize the indirect impacts of both airport and background traffic on the main airport entrances and access roads.

42. Social. A social assessment (SA) was carried out through a survey that targeted airport employees, businesses/services within the airport and in neighboring areas, and residents in a study area selected within a ten kilometer radius of both the airport and the proposed runway site. Using a purposive sample to obtain a representative sample, a total of 228 respondents (109 residents of formal settlement areas, 69 enterprises, and 50 residents of informal settlement areas) were interviewed and surveyed. Most respondents were not well informed about the proposed project at the time of the interviews, and thus had little understanding of possible impacts. However a significant proportion of respondents (55%) showed support to the construction of both TB3 and the runway, whereas 7% showed support to the construction of TB3 alone. This support was perceived to emanate from an economic perspective seeing it as directly related to an increase in tourism coming into the country, thereby improving the economy and creating more job opportunities. As for the remaining 38% rejecting the project,

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their concern was that it would lead to an increase in traffic congestion, accjdents, as well as pollution and noise levels.

Expansion of the Existing Terminal at Sharm El-Sheik Airport

43. Noise. A noise study was conducted to measure and identify the affected areas in SES. Noise measurements were performed in thirty-eight (38) points located in areas surrounding the project area and inside the terminal building, below airplanes take-off and landing tracks and at the tower and on the runway ends. Noise levels for years 2003, 2006, 2010 and 2020 were predicted by using the Integrated Noise Modeling system INM 6 . 0 ~ software. Figure 4 shows the location of the measurements points together with the prediction of the model at year 2003. With the business as usual scenario, the prediction indicates an increase in the area affected by higher noise level due to increase of air traffic by about 7%, 40%, 130% in year 2006, 2010, 2020 respectively. However, this is a conservative estimate because the predictions do not include the potential reduction in noise levels due to future use of improwd aircraft designs/technologies and implementation of new ICAO standards for landing and take-off procedures. Also, as shown in Table 2, the affected zones would be more on the seaside but are not expected to have any adverse impacts on the marine life.

Figure 4. Noise Measurement Locations Around SES Airport

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Table 2. The Affected Area according to the Prediction Model (2003, 2010 and 2020)

44. Wastewater. Due to the construction of the new terminal building, wastewater generated will increase. Wastewater generated from the aqlanes is currently not treated and dumped into percolation fields within the premises of the Airport. No current system is available for the treatment of such waste. This will be a potential cause of pollution and transfer of diseases.

45. Air Quality Measurements and modeling of ground level concentrations showed a background atmosphere of suspended particles originating from natural wind blown dust. Generally, the total air pollution generated from the Airport terminal will not result in any adverse health impacts. The concentrations are well below the air quality limit values of Law no. 4, 1994 of Egypt and the WHO guideline. Concentrations of NO2 and SO2 in the unloading zone near the terminal building represent the most "critical" case. Monitoring of air quality parameters around the airport in the future should be considered as a precautionary masure to ensure that these air quality levels are within acceptable norms set by Law 4, 1991 and WHO standards.

Induced Impacts:

46. Traffic. A statistical analysis was conducted to estimate the level of services (LOS) considering different project phses. During the construction phase, there will be an expected increase in traffic with a variation in the normal traffic composition. This will create conflicts points in front of the existing main entrance gate. During the operation phase, a traffic conflict will occur at the existing Utum in front of the Airport gate. This will be a probable cause of congestions that can lead to delays and traffic accidents. The existing gates of the Airport will experience traffic congestion that can cause a delay of 20 minutes per day for the traffic volume the delay value can reach of 52 minutes by year 2020. The condition of A1 Salam Road is expected to deteriorate by year 2018. Pedestrians' crossings are unsatisfactory and the apron area pavement surface is inadequate.

47. Tourism. One of the main reasons to expand the existing terminal building is to improve the facilities for the passengers and other supporting airport services. The proposed project itself is not expected to contribute to substantial increase n tourist inflow. At the same time, the Government of Egypt is committed to addressing the impacts of increased tourism development

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in the “Red Sea Riviera” as part of the Gulf of Aqaba Environmental Action Plan3 (GAEAP) prepared under the partnership between the Government of Egypt, the Egyptian Private Sector, the European Union and the World Bank, during the period May 1997 through November 2000. One of the highest priority actions of GAEAP is about enforcing the legal and regulatory framework for implementation of curative and preventive environmental measures, including those pertaining to zoning and siting of all tourism as well as related infrastructure developments. The Government of Egypt in partnership with major donors such as USAID, EU and WB is in the process of implementing the GAEAP. For example, EU and USAID have already committed to provide financial support to for the protected areas and oil spill response centers and for water supply and wastewater management in Nuweiba.

48. Social A social assessment was conducted in the project area. During the study a purposive sample was used, targeting government and Airport employees, hotel employees, tourists and shopbazaar owners. It was decided also to use an in depth, operrended approach for the field study. A guide interview schedule was designed for each of the four (4) groups, whereby the researcher could probe during the interview. The sample size here is one hundred and twenty (120) respondents, constituting thirty (30) individuals from edch respective group. Results of the survey show unanimous positive perception of the construction of the new terminal. The prospects of the new terminal as seen by the group of interviewees tend to concentrate on the positive side. The city will flourish, business will boom. Prospects for the new terminal indicate a positive outlook among all the respondents. However, many hotel employees expressed some concern emphasizing the negative impact of the influx of tourists on environment-namely, coral reefs, marine life, and the mountainous habitats terrain. Noise does not represent a problem among neither this group nor the above one. Only in Hotel Gardenia (located in landing side) was the problem of noise mentioned by employees.

SOCIAL AND ENVIRONMENTAL MANAGEMENT PLANS

49. that address the impacts identified in the previous section.

The following tables summarize the mitigating measures and monitoring arrangements

Egypt - Gulf of Aqaba Environmental Action Plan, Report # 21059-EGT

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Summary of Costs of Implementation of the EMP

52. costs.

Implementing the EMP will require including in the project financial plan the following

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PUBLIC CONSULTATIONS AND DISCLOSURE

Public Consultation

53. A two-stage public consultation process was carried, as shown in tables 3 , 4, and 5 , both at Cairo International Airport and Sharm El Sheikh Airport. For each component, the first public consultation was a scoping consultation at the onset of the EA process, the second consultation was for presenting the findings and recommendations of the consultants at the end of the EA process. The purpose of the public consultation meetings were multifold, namely:

*To disseminate information about the nature of the proposed projects. *To raise the awareness of the public regarding the nature and purpose of the Environmental Impact Assessment process in simple-to- follow terms. *To identify a preliminary list of potential environmental and social issues and impacts. *To explore, discuss, and document the issues of concern to the public; which would be addressed in the future phase of impact assessment. *To disclose to the public how the impacts were determined, the magnitude and severity of the impacts, and the proposed mitigation measures.

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Table 3. Summary of Public Consultation Meetings Arranged for the Projects

54. A pool of participants were invited that represent different gender, social and economic status, and relationship to each of the airports. The main issues raised during the public consultation meetings for Cairo Airport/ SES Airport and how they were accommodated are listed in Table 4 (CAI) and Table 5 (SES). The final SES public hearing session meeting is planned on December lst, 2003. The findings of this study will be presented and the comments raised by the attendees will be incorporated in the final report

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Public Disclosure

55. Complete sets of draft EA reports for the proposed CAI and SES expansion projects, including the Arabic version of this consolidated executive summary have been posted for public disclosure purposes in the following places easily accessible to the public: .

@ Cairo University Library; . . . SES Governorate office; and

EEAA: Egyptian Environmental Affairs Agency library;

Public Relations Department, Cairo Airport Authority (CAA); Public Relations Department, Egyptian Airports Company (EAC);

Ras Mohammed, Natural Protectorate Building or EEAA offices in Sham El Sheikh.

56. This disclosure process has been duly advertised in local newspapers. Moreover, the documents have also been disclosed electronically through the World Bank Information Center (Infoshop) website (www.worldbank.org/infoshop) and at the World Bank Office in Cairo.

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. . . . . . . . .

.

. .

.

.

REFERENCES AND DOCUMENTS CONSULTED

Cairo International Airport TB3 reports prepared by NACO/ECG: Traffic Forecast 1993 - 2020. January 1994. Feasibility Study TB3. Draft Report. February 1994. Feasibility Study TB3. Final Report. May 1994. Annex B: Landside Traffic Draft Report. May 1994 Feasibility Study TB3. Addendum - Alternative 3A Report. May 1994. Organization Study TB3 Report. March 1994. Noise Study. Final Report. July 1994. Obstacle Limitations. July 1994. Phase 2 - Revise Preliminary Design TB3 Design Package 4. Airside Civil Works and Utility Systems Report. August 1994. Phase 1 Feasibility Study. Master Plan. Annex A: Existing Situation. Final Report. September 1994. Interim Report. CAA Visit 6. October 1994. Phase 2 - Revised Preliminary Design TB3 Design Package 1. Terminal Building Architectural and Structural Works. September 1995. Phase 2 - Revised Preliminary Design TB3 Design Package 4. Airside Civil Works and Utility Systems Report. September 1995. Phase 1 - Feasibility Study TB3. Master Plan Addendum to Final Report. January 1996.

Cairo International Airport TB3 Plans prepared by NACO/ECG . Phase 1 - Feasibility Study TB3. Obstacle Limitation. Annex 14 Obstacle Limitations Surface. July 1994. Phase 1 - Feasibility Study TB3. Obstacle Limitation. MLS Related Surface. July 1994. Phase 1 - Feasibility Study TB3. Master Plan Addendum to Final Report. Airport Layout PladFirst Stage. January 1996. Phase 1 - Feasibility Study TB3. Master Plan Addendum to Final Report. Airport Layout PladSecond Stage. January 1996. Phase 1 - Feasibility Study TB3. Master Plan Addendum to Final Report. Utility Routing. January 1996. Phase 1 - Feasibility Study TB3. Master Plan Addendum to Final Report. Existing Situation. January 1996. Phase 1 - Feasibility Study TB3. Master Plan Addendum to Final Report. Airport Land Use Plan. January 1996. Phase 1 - Feasibility Study TB3. Master Plan Addendum to Final Report. Airport Layout Plan Ultimate Stage. January 1996. Phase 3 - Tender Documents TB3. Architectural Drawings - General Layout. August 1996.

.

.

.

.

.

Cairo International Airport Third Runway Project Reports and Plans prepared by ADPi/ACE: Deliverables 1. Stage 1: Studies. Task 1.1 - Data Collection and Project Guidelines. March 2002.

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Deliverables 3. Stage 1 : Studies. Task 1.3 - Study and Recommendations. February 2002, Revised April 2002. Stage 3 - Final Design. Part 1: Infrastructure and Civil Works. New Runway Master Plan. December 2002.

CREAT: Cairo Regional Area Transportation Study, November 2002

NILU/EEAA - Air Quality Assessment for Cairo Airport and Sham El Sheikh Airport

Sharm El-Sheikh: B

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Feasibility Study for Extension of Sham ELSheikh Terminal Building. Sharm El- Sheikh Airport Environmental Audit Report. Aviation guide line, Ministry of Civil Aviation, A.R.E, 2003. Design Report, Dar a1 Handasah, July 2003. Gulf of Aqaba Environmental Action Plan (GAEAP), the European Union (EU) and the World Bank (WB), 2000. Information Center of Sharm El Sheikh Municipality; 2003. New Terminal at Sharm El Sheikh International Airport - Schematic. Preliminary feasibility study for the construction the new terminal building, Egyptians Airports Company, 2003. Sharm El Sheikh International Airport Environmental Audit & Compliance Action Plan, Egyptian Civil aviation Authority, 1999. Statistical Guide for Sharm El Sheikh City, 1999. The Authority for Urban Development. Structural Planning for Sharm el Sheikh City for 2017. Structural Planning for Nabq Sector for 2022. Traffic Forecast Study for Sharm El Sheikh International Airport from year 2002-2020.

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LIST OF EIA AND SOCIAL ASSESSMENT TEAM MEMBERS

Position Name

DAR AL-HANDASAH Project Manager Dr. Maged Hamed Transportation Specialist Solid. Waste Management Specialist Avport Planner Noise Specialist Water and Wastewater Specialist Environmental Planner

Mr. Ali Abbany Mr. Eli Saab Mr. Ali Hammond Dr. Mansour El-Bardisj Ms. Elham Mourad Mr. Adam Fraser

EQI Technical Coordinator Dr. Mohamed Refaat Ecologist Social Scientist Socio Economist Institutional Specialist Legal Specialist Surveyors Energy Specialist Technical Staff

Dr. Mostafa Saleh Ms. Nemat Guenena/Dr. Lamia Bulbul Dr. Magdy Maged Mr. Shokry Hussein Mr. Shokry Hussein Mr. S. Hussein Dr. Ibrahim Abdel Gelil Mr. Mohamed Rashwan Ms. Fatheya Gaafar

OTHERS Air Quality Specialist Egypt Environmental Affairs Agency &

Norwegian Institute for Air Research

ECG , Project Manager Project Engineer Project Engineer Noise Specialist Traffic Specialist Social Scientist Marine / Coral Reefs Specialist Energy Specialist Solid Waste Management Specialist Wastewater Specialist Water Specialist Economist Legal Specialist Institutional Specialist

- Dr. Ahmad K. Moawad Mr. Tarek Nada Mr. Omar Bahgat Dr. Mansour El Bardisi Dr. Farouk Abd El hay Dr. Madiha El Safty Dr. M. Shukry Ammar Dr. Ibrahim Abd El Gelil Dr. Samia Galal Mr. Hassan El Banna Dr. Nabil Abu Zeid Dr. Samir R. Makary Mr. Mohamed El Ghayesh Dr. Samia Galal

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ANNEXES

Annex 1 - CAI Land Acquisition Assessment


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COSSOLIDATED ENVIRONRIENTAL .AND SOCIAL ASSESS3IENT - DR\FT EXECUTIVE SUMMARY

Annex 2 - SES Land Acquisition Certification Letter

Public Disclosure Authorized - Documents &...

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