IFC’s appraisal considered the environmental and social management planning process and documentation for the Project and gaps, if any, between these and IFC’s requirements. Where necessary, corrective measures, intended to close these gaps within a reasonable period of time, are summarized in the paragraphs that follow and (if applicable) in an agreed Environmental and Social Action Plan (ESAP). Through implementation of these measures, the Project is expected to be designed and operated in accordance with Performance Standards objectives.
PS 1 - Assessment and Management of Environmental and Social Risks and Impacts
Policy
The newly established Consortium has followed the sponsors’ corporate E&S policies during the Project's planning and development phase and, as construction approaches, will develop Project-specific policies and management systems to address the risks and impacts identified in the E&S studies to date. Per ESAP #1, the Consortium will establish an environmental and social management system (ESMS) that will include E&S policies defining the Consortium's E&S objectives in line with IFC PSs, and Human Resource (HR) Policy covering equal opportunities, workplace conduct, employment and termination processes, compensation and benefits, time off and leave, performance and discipline, sexual exploitation, abuse and harassment (SEAH) including child protection provisions, and workers' grievances. These requirements will be cascaded to all contractors and subcontractors on landside construction and subsequent operation.
Environmental and Social Management System
The Sponsors' ESIA includes a framework ESMS addressing the Project's key risks and impacts as they pertain to landside development. Per ESAP #1, the Consortium will build on this framework to establish: the Project's E&S and HR policies, as outlined above, and define the E&S governance structure, roles and responsibilities, risk management processes, stakeholder engagement and grievance management arrangements, labor and working conditions requirements, contractor and supply chain management requirements, interface management arrangements, incident management procedures, monitoring and reporting requirements, and training requirements for the construction and operational phases. To ensure consistency across landside and airside, the Sponsors will liaise with the Public Partner and develop an interface management plan (ESAP #2) featuring a coordination protocol on technical and E&S matters relevant to airport-wide activities and Associated Facilities (AF), covering information sharing, monitoring, incident notification, corrective action tracking, and reporting. The interface will be managed by a single construction management company jointly retained by the Sponsors and the Public Partner.
The ESMS will include E&S Management Plans, per ESAP#3, that will operationalize the ESMS requirements for the construction phase of the Project (CESMPs) and, per ESAP#4, for the operational phase of the Project (OESMPs). As per ESAP #5 the ESMS and ESMPs will be included in the EPC contract and per ESAP#6, the O&M contract for enforcement by the respective contractors.
Identification of Risks and Impacts
The Sponsors commissioned a site selection study to find a location that would minimize E&S risks and impacts while remaining close enough to Tashkent and compatible with aviation navigation requirements; it drew on technical parameters for aircraft types and assumed take-off and landing frequencies, and applied key E&S criteria to gauge likely compliance with prospective lenders' requirements, namely land use, physical and economic displacement, and noise exposure of surrounding communities. Once the Public Partner confirmed the selected site's suitability in 2024, an E&S scoping study was commissioned to preliminarily identify the magnitude and significance of risks and impacts and to develop detailed terms of reference for a full ESIA. The preparation of the ESIA, which took place early 2025 to August 2026, informed the investment's E&S appraisal and included a Resettlement Policy Framework (RPF) and Resettlement Action Plan (RAP). The ESIA process included a comprehensive stakeholder engagement program, and detailed noise, cultural heritage, climate change, and biodiversity assessments.
In parallel, the Sponsors and Public Partner jointly developed the documentation required by the Ministry of Ecology, Environmental Protection and Climate Change of the Republic of Uzbekistan (Minecology) for the approval required as part of the general development permit; Minecology issued its positive opinion in April 2026, subject to conditions the parties must fulfill to obtain final (Stage II) environmental impact assessment (EIA) approval before construction begins.
The ESIA adequately identifies the Project's risks and impacts and describes the mitigation measures that the Consortium and Public Partner will implement across the Project life cycle. Some gaps, tied to the early stage of certain design aspects, will be addressed in an ESIA addendum developed per ESAP #7, covering impacts from closure of the existing airport, development of the AF, procurement and transportation of construction material, water supply, and the cumulative assessment of impacts from other relevant infrastructure projects occurring within the Project's timeframe and area of influence.
Organizational Capacity and Competency
The Consortium has recruited qualified external consultants to support the development of the ESIA and ESMS, and is actively recruiting a qualified E&S team to manage E&S aspects during construction. Per ESAP #8, this team will comprise (i) an E&S Manager coordinating E&S requirements and mitigation measures among relevant Project stakeholders, (ii) an OHS Manager, (iii) a Social Manager, and (iv) a Community Liaison Officer (CLO). A similar structure will be retained throughout airport operation and similar requirements will be cascaded to the EPC and O&M contractors. The Consortium will also request that the Public Partner provide E&S resources for airside construction and operation mirroring those that the Consortium retains for the landside.
Emergency Preparedness and Response
Emergency preparedness and response plans (EPRPs) will be prepared as part of the construction and operations ESMPs (ESAP #3 and #4), identifying contingencies for various emergencies across construction, commissioning, and operation, including accidental leaks and spills, explosions and fires, vehicle accidents, natural hazards, climate impacts, security events, and communicable diseases, and outlining response mechanisms, roles, responsibilities, training and equipment requirements, internal/external communication mechanisms including notification procedures, evacuation arrangements, coordination with local emergency services, stakeholder communication, mutual aid arrangements, and coordination with public authorities. Enforcement of the EPRPs will rest with the Consortium, the Public Partner, EPC and O&M staff, and subcontractors' employees.
Monitoring and Review
The Consortium, EPC and O&M contractors will carry out regular E&S monitoring to demonstrate compliance with applicable national requirements and IFC requirements during construction and, as applicable, during operations with coverage of environmental, social, and occupational health and safety performance. E&S Monitoring Plans, prepared as part of the construction ESMP (ESAP #3) and the operations ESMP (ESAP #4), will define roles and responsibilities for monitoring and reporting and will specify, at a minimum, the parameters to be monitored, monitoring locations, methods and frequency, and the standards, limits, and performance criteria against which compliance and performance will be evaluated.
Supply Chain
As per ESAP #9 the Consortium will require the EPC and O&M contractors to perform a formal risk assessment or request suppliers’ self-disclosure, for suppliers of renewable energy components, as applicable to the Project (i.e. solar and BESS), to identify and address potential human rights risks within the primary/core supply chain, in line with PS2 requirements.
PS 2 – Labor and Working Conditions
Human Resources Policies and Procedures
The Project will require a construction workforce of approximately 5,000 personnel, including direct workers, workers engaged by EPC contractors and subcontractors, and third-party service providers, while operations are expected to employ around 2,000 direct airport and facility management staff plus an additional 3,000 contracted and ancillary workers in ground handling, maintenance, security, retail, catering, and other airport-related services. Within the Project ESMS, the Consortium will establish HR policies and procedures consistent with Uzbek labor legislation, IFC PS2, and applicable ILO core labor principles (ESAP #1), addressing equal opportunities, workplace conduct, employment and termination processes, compensation and benefits, time off and leave, performance and discipline, anti-harassment, and a workers' grievance mechanism. It will require EPC contractors, subcontractors, the airport operator, the O&M contractor, and relevant service providers to adopt HR policies and procedures consistent with its own.
Working Conditions, Management of Worker Relationship and Terms of Employment
The scale of the construction workforce, the use of multiple contractors and subcontractors, and the expected mix of local and non-local labor create risks of inconsistent employment terms, excessive working hours, unfair recruitment practices, workplace discrimination and harassment, and weak oversight of lower-tier subcontractors, while 24-hour airport operation will also require appropriate shift and fatigue management. The Consortium's ESMPs (ESAP #3 and #4) will include a code of conduct for workers, contractors, subcontractors, and security personnel, covering respectful conduct with communities, prevention of SEAH, traffic safety, and disciplinary measures for breaches, supported by induction and periodic training with additional targeted training for supervisors, community liaison staff, security personnel, and grievance focal points. As part of the ESMPs (ESAP #3 and #4), the Consortium will develop and implement a series of management plans addressing labor requirements throughout construction and operations, which will be incorporated into the EPC (ESAP #5) and O&M contracts (ESAP #6).
As per ESAP #10, the Consortium will commission biannual labor and working conditions audits of the construction workforce on site (including all contractors and sub-contractors).
Workers Grievance Mechanism
Per ESAP #11, the Consortium will establish a workers' grievance mechanism (WGM) available to direct, contracted, and subcontracted workers, allowing them to submit concerns confidentially and without retaliation, including through channels suited to sensitive SEAH allegations. Workers will be informed of it at induction and through ongoing communication in languages they understand, and grievances will be registered, assessed, investigated, responded to, and closed within defined timeframes, with contractors reporting grievance trends and closure status to the Consortium without disclosing confidential personal information. The WGM will include survivor-centered SEAH procedures and referral pathways.
Contractor management
The appointed EPC contractor was made aware of the Project's E&S requirements through the tender documentation. The Consortium will contractually require the EPC contractors (ESAP #12) and O&M contractors (ESAP #13) to develop a contractor management plan defining how they will manage the E&S performance of their subcontractors and key suppliers during construction and operations, incorporating the general principles in the IFC Good Practice Note: Managing Contractors' Environmental and Social Performance.
Workers’ Accommodation
During construction, some workers may need accommodation at a temporary camp or within communities near the Project area, and contractors will be required to adequately manage living conditions, water and sanitation, fire safety, security, freedom of movement, and worker welfare, incorporating practices found in the IFC and EBRD Worker's Accommodation: Processes and Standards (2009). As part of the ESMP (ESAP #3), the Consortium will prepare and implement a workers accommodation plan before facilities are occupied, applying to accommodation provided directly or through contractors, and addressing design and occupancy standards, management responsibilities, inspections, worker welfare, grievance access, and corrective action. The biannual labor audit program (ESAP #10) will include verification of workers' accommodation.
Occupational Health and Safety (OHS)
Airport construction will require an extensive workforce, simultaneous operation of multiple contractors on the landside and airside, and intense transportation of materials and equipment to the site. The type, size, and extent of these activities carry inherent OHS risks requiring close supervision and management. To address them, the Consortium will develop OHS management plans within its CESMPs (ESAP #3) and OESMPs (ESAP #4), systematically identifying risks and setting detailed procedures for: (a) hazard identification and risk assessment including traffic safety; (b) job- and task-specific hazard analyses and provision and use of personal protective equipment (PPE); (c) training; (d) safe working procedures; (e) prevention, reporting, recording, investigation, and analysis of accidents and incidents, and follow-up corrective actions; (f) emergency response; (g) provision of medical care, first aid, and medical treatment; (h) workplace and health monitoring; (i) measures to prevent disease spread; (j) fire prevention and firefighting systems; (k) inspections and audits; (l) performance reporting; (m) management review; and (n) OHS roles, responsibilities, and arrangements, including the ratio of OHS inspectors to workers (commensurate with the activities performed and workforce size). These plans will be cascaded to the EPC contractor and its subcontractors and to the O&M contractor who will have dedicated OHS managers and inspectors (ESAP #7).
PS 3 – Resource Efficiency and Pollution Prevention
GHG Emissions
During construction, GHG emissions will arise primarily from the manufacturing and transportation of materials and fuel combustion by construction equipment, representing Scope 1 and Scope 2 sources estimated at 23,504 tons of CO2 equivalent (tCO2e) over the 3.5-year construction period. During operations, ground-based Scope 1 emissions will come from gasoline and diesel used by airport vehicles and ground support equipment (GSE) and jet fuel consumed by aircraft auxiliary power units (APUs), while Scope 2 emissions will arise from purchased electricity and heat from external sources alongside increased flight activity; at 20 MPPA, annual Scope 1 and Scope 2 emissions are estimated at 58,800 tCO2e.
The ESIA commits the Consortium, prior to the commencement of operations, to develop and implement a Carbon and Energy Management Plan (CEMP) to manage GHG emissions and climate-related transition risks throughout the airport's lifecycle. The CEMP will establish a framework for the annual monitoring and reporting of Scope 1, 2, and 3 emissions, in accordance with recognized GHG accounting methodologies.
Water and Wastewater
During construction, water for dust suppression, concrete works, equipment washing, and domestic use will be sourced primarily from onsite groundwater production wells to be installed by the EPC contractor. Available hydrogeological data indicates that local groundwater resources are likely sufficient to meet this temporary demand without significant adverse effects on existing users, subject to compliance with applicable permitting requirements and any abstraction limits and conditions set by the competent authorities.
For the operational phase, the ESIA provides preliminary estimates of water demand, identifies potential supply options, and presents an initial assessment of potential impacts on water resources. These assessments will be further refined through the ESIA addendum (ESAP #7), including evaluation of potential effects of long-term water supply on nearby agricultural users, surface water quality, aquatic ecosystems, downstream users, and groundwater quality. Key potential impact sources include aircraft and ground vehicle washing, runway and apron cleaning, wastewater generation, stormwater runoff, and landscape irrigation.
As part of the OESMPs (ESAP #4), the Consortium will prepare and implement a water and wastewater management plan aligned with the Project’s operational requirements.
Land clearance, excavation, and site preparation activities may obstruct or damage irrigation channels, potentially reducing water supply to downstream farms or impairing drainage capacity, which could lead to waterlogging or diminished irrigation efficiency. To address these risks, the Consortium will prepare and implement a water management and implementation plan (WMIP) as part of the CESMPs (ESAP #3) prior to the commencement of works.
During construction, the Project is anticipated to generate approximately 600 m3/day of domestic wastewater, which will be treated at a temporary onsite sewage treatment plant (STP) designed to achieve compliance with applicable national standards and good international industry practice (GIIP) for discharge.
During operations, the airport will generate wastewater from sources including kitchens, restaurants, lavatories (both aircraft and airport facilities), aircraft and ground vehicle washing and cleaning, maintenance and repair operations, and spent de-icing fluids, all of which will be received and processed by a multi-stage wastewater treatment plant. A wastewater management plan for operational activities (ESAP #4), consistent with national requirements and World Bank Group EHS Standards, will be developed to manage wastewater and the solid waste streams from treatment, including a discharge/reuse strategy.
Air Emissions
During construction, local ambient air quality may be adversely affected by fugitive dust and exhaust emissions, particularly in the early phases of site preparation, earthworks, and vehicle movement, with dust being the most significant risk and exhaust emissions from construction vehicles, equipment, and temporary power generators further contributing to degradation. The ESIA includes mitigation measures to reduce these effects, including dust suppression, traffic management, load covering, wheel washing, and good housekeeping practices, to be implemented through the CESMPs and traffic management plan (ESAP #3).
During operations, air emissions are expected to increase from aircraft activity, landside traffic, stationary combustion plant, and fuel handling operations, though the ESIA's air quality modeling study concludes that operational impacts would generally comply with IFC EHS guidelines at nearby receptors. Air quality monitoring (ESAP #4) will confirm these predictions, and the air quality management program (AQMP) will include targeted mitigation measures expected to reduce concentrations at all receptors below the adopted criteria, such as progressive electrification of airside vehicles and ground support equipment, provision of fixed electrical ground power to reduce aircraft auxiliary power unit usage, optimization of ground movements and taxiing, minimization of engine idling, and fleet modernization in collaboration with airlines.
Noise
The Project lies in a rural area with relatively low day and night noise levels. The ESIA estimates that construction will raise noise at receptors within 500 m of the site, or up to 2 km in very calm, quiet conditions, while intense construction traffic will generate noise above baseline along the haulage routes used to transport materials and equipment. Daytime increases are estimated to have no significant effect on receptors, whereas nighttime levels would adversely affect the nearest receptors if significant construction occurred at night with all plant operating simultaneously at the site boundary; however, construction is expected to be phased and primarily restricted to daytime hours, and therefore, with appropriate management measures including control of working hours and best practice implementation, noise impacts are expected to be temporary, localized, and manageable. A monitoring program (ESAP #3) will verify the ESIA's assumptions and determine whether changes to the work schedule, stakeholder notification, additional mitigations, or approvals from relevant authorities may be required.
Operational noise will stem mostly from aircraft movements (take-off and landing, taxiing, and engine testing) and, to a lesser extent, landside operations and APUs. The Sponsors' specialist noise consultants have engaged with the Public Partner to estimate aircraft movement frequency, the type of aircraft expected, airspace management assumptions, and regulatory requirements, and on this basis developed a predictive noise model of the spatial extent of noise impacts. In view of the potential exposure of a significant number of households to nighttime noise levels in excess of the IFC EHS guidelines, the Consortium developed a noise management framework combining operational measures to cut nighttime noise emissions with physical measures to reduce runway noise propagation and insulate households exposed to excessive nighttime noise levels. Per ESAP #14, as airspace management and traffic forecasts advance, the Sponsors will revise the noise model and the operational and physical mitigation measures needed to protect local communities from significant adverse impacts, with the required measures stipulated in a noise management plan consistent with the ICAO balanced approach, jointly implemented by the Consortium and the Public Partner.
Waste
The construction phase will produce substantial volumes of construction, domestic, and hazardous waste, while operations are expected to generate large quantities of hazardous and non-hazardous solid and liquid waste from sources including terminal operations, aircraft handling, maintenance activities, commercial concessions, and passenger services. The Consortium will prepare a comprehensive waste management plan as part of the CESMPs and OESMPs (ESAP #3 and #4), prioritizing waste minimization, reuse, and recycling in line with the waste hierarchy, with landfill disposal being the least preferred option. The plan will include provisions for assessing third party waste management facilities against license requirements, IFC PS and GIIP.
Hazardous materials
Both construction and operation will require significant quantities of hazardous materials such as fuels, lubricants, firefighting agents, and other chemicals, which will be stored and managed in designated secure facilities in compliance with relevant national regulations and GIIP. The ESIA identifies detailed mitigation measures for their safe handling, storage, and emergency response, to be set out in hazardous materials management plans (ESAP #3 and #4) covering procurement requirements as well as handling and storage provisions. The ESMPs will also include emergency preparedness and response plans (EPRP) specifying requirements to prevent emergency situations and detailed measures to respond to them.
As part of the facilities’ design the EPC contractor will conduct a quantitative risk assessment (QRA), ESAP #15 for the airport fuel farm and fuel distribution system, addressing fire, explosion, and releases of hazardous substances, along with potential risks to communities and mitigation measures to be embedded in the design of the facilities, and to be addressed in the EPRPs.
Life and fire safety (L&FS) systems’ design will also be included in the EPC contractor's scope. The Consortium will commission a third-party L&FS audit (ESAP #16) to be carried out by a suitably qualified independent L&FS consultant to confirm the Project's design complies with the L&FS requirements under the IFC General and Airports EHS Guidelines and GIIP, and a further third-party audit will be performed at L&FS systems testing and commissioning to certify that installation was carried out in accordance with the compliant design.
PS 4 – Community Health, Safety and Security
The Project is located in a predominantly rural area of agricultural land and small communities. During construction, community health and safety risks may arise from haulage traffic on rural roads, dust, noise, vibration, access restrictions, temporary pressure on local housing and services, worker/labor influx, worker–community interaction, and emergency events, and since the scale and routing of materials transport remain to be confirmed, communities along haulage routes could be affected. Per ESAP #7, the Consortium will assess transportation-related air quality, traffic and road safety, noise, and community health and safety risks in an ESIA Addendum and update the traffic management plan accordingly, while the Sponsors will use the interface arrangements established per ESAP #2 to coordinate airport-wide risks and request consistent application of relevant measures to Public Partner works. Operational emergency scenarios that could affect community health and safety include aircraft-related incidents, fuel farm fires or explosions, hazardous material releases, security incidents, major traffic incidents, utility failures, severe weather events, and other situations potentially affecting airport workers, passengers, and nearby communities.
The competent Uzbek authorities are developing a sanitary protection zone (SPZ) to regulate current and future land use in areas adjacent to the airport that may be affected by noise above statutory limits and other potential safety risks. The Consortium will provide the noise and air modeling results and other necessary E&S requirements for the Public Partner to obtain the updated SPZ and a positive Stage 2 EIA conclusion.
Security Personnel
Security arrangements during construction and operation may involve Project personnel, contractors, and state security actors. Per ESAP #3 and #4, the Consortium will prepare and implement Security Management Plans for both phases, addressing screening and oversight of security providers, training, proportional use of force, respectful engagement with workers and communities, prevention of SEAH incidents, incident reporting and investigation, and access to grievance mechanisms. Where risks or responsibilities extend beyond the Sponsors' direct control, the Sponsors will use the interface arrangements under ESAP #2 to seek consistent measures from the Public Partner.
PS 5 – Land Acquisition and Involuntary Resettlement
The Project requires approximately 1,300 ha of land that is currently used primarily for agricultural purposes, with the exception of a small number of residential structures, ancillary buildings, and five graveyards. An initial resettlement policy framework was discussed with and endorsed by the lenders group and informed the preparation of a resettlement action plan (RAP). The RAP identifies 65 affected households (approximately 374 people), including 21 subject to physical displacement and 44 households subject to economic displacement. Vulnerable households include low-income families and people with disabilities. The RAP establishes eligibility criteria, an entitlement matrix, valuation and compensation procedures, livelihood restoration measures, stakeholder engagement arrangements, a grievance mechanism, implementation responsibilities, and monitoring and completion audit requirements, with compensation provided before land take and before households must vacate.
The RAP was developed on the basis of targeted engagement with community stakeholders and potentially affected people, including community leaders, the chairman of the local municipality, religious leaders, families with relatives buried in the graveyards, women's groups, vulnerable households, and farmers. As part of this engagement, information was disclosed on the proposed development, and content and process of the RAP. A dedicated RAP Information Brochure explaining compensation entitlements, grievance procedures, and resettlement processes was distributed to affected households and relevant authorities.
Physically displaced households are eligible for compensation at full replacement cost and relocation assistance, while economically displaced households will be compensated for affected land use, crops, income, employment-related losses where applicable, and other assets, with livelihood restoration support. Per ESAP #17, the Consortium will conduct quarterly RAP monitoring and prepare compensation payments reports and RAP completion reports before taking possession of affected land or assets, and per ESAP #18 an independent consultant will undertake a resettlement completion audit after livelihood restoration measures are completed.
The RAP currently covers the main airport footprint and terminal areas; associated facilities (access roads, external power transmission, fuel pipeline, diversions of drainage network) and any future restrictions from the implementation of the SPZ, aviation safety zone, or design changes will require additional assessments once designs and zoning are confirmed, guided by the Project's RPF. If such restrictions were to result in additional temporary or permanent land take, land-use restrictions, physical or economic displacement, or impacts on assets, supplementary RAPs will be prepared (ESAP #19) and implemented before impacts occur, based on the RPF criteria.
PS6: Biodiversity Conservation and Sustainable Management of Living Natural Resources
The Project is in a mix of Natural and Modified Habitat dominated by irrigated arable land, remnants of woody and shrubby riparian communities, and reed beds. The site is heavily fragmented by the existing irrigation infrastructure. The Project does not overlap with Legally Protected or Internationally Recognized Areas.
Biodiversity surveys and assessments have been carried out within the scope of the ESIA studies in 2025, identifying the priority biodiversity values as the range-restricted Salvia korolkowii, central Asian tortoise (IUCN Red List – Vulnerable), steppe eagle (IUCN Red List – Endangered), eastern imperial eagle, greater spotted eagle, common pochard (IUCN Red List – Vulnerable), northern lapwing (IUCN Red List – Near Threatened), common kestrel, long-legged buzzard, western marsh harrier, white stork, great cormorant, little egret, purple heron, red-crested pochard, ruddy shelduck (IUCN Red List – Least Concern), as well as other migratory and resident bird species, and marbled polecat (IUCN Red List – Vulnerable). The Project is not in Critical Habitat for any of the identified priority biodiversity values. IFC Natural Habitat No Net Loss (NNL) requirements will apply to all of the identified priority species.
Per ESAP #6, the ESIA addendum will assess the biodiversity impacts of Associated Facilities, including re-routing of overhead transmission lines (OHTL). Targeted baseline surveys along the lines will be conducted to collect data, assess collision and electrocution risk and identify measures to mitigate risks to bird species using the airspace that are subject to NNL requirements. If necessary, a bird-safe design will guide pylon placement, and bird flight diverters (BFDs) and insulators will be incorporated into the OHTL design in high-risk areas identified during the surveys. The assessment will evaluate the need for a robust post-construction fatality monitoring (PCFM) Program following GIIP and able to generate accurate, unbiased fatality rate estimates. The Consortium will accordingly implement a program to incorporate baseline results on high-risk areas, monitor bird flight activity, assess mitigation effectiveness, and identify further measures under an adaptive management approach.
The Consortium will develop and implement a construction-phase biodiversity management plan (BMP), informed by pre-clearance surveys to identify biodiversity values before land clearance and mitigate impacts on priority biodiversity values, their nests, and associated habitats (ESAP #3), and it will incorporate a chance find procedure for all terrestrial species encountered during construction. A specialized team of experts will be appointed to conduct the surveys, implementation, management, and reporting of mitigation. A wildlife hazard management program (WHMP) will also be developed for the operations phase (ESAP #4), including at minimum (i) continuous wildlife hazard surveys and assessments, (ii) monitoring of habitats and species, (iii) documentation of wildlife sightings and strike incidents, (iv) threshold setting for active operational interventions, (v) dispersal techniques including habitat management, auditory deterrents, and visual scare devices, (vi) regular training for operational staff and coordination with internal and external stakeholders, (vii) systematic data collection, analysis, and reporting for continuous improvement, and (viii) an adaptive management strategy. The WHMP will define key threshold components for priority bird species, and if exceeded, additional mitigation, including targeted interventions (e.g., species-specific relocation, nest management) and operational actions (e.g., temporary runway closures, aircraft scheduling adjustments), will be implemented in line with international guidelines (i.e., ICAO) and GIIP.
PS8: Cultural Heritage
The Project area includes various features and locations which were initially considered potential tangible cultural heritage features. These include artificial mounds, historic graveyards, and other unidentified ruinous structures. As part of the ESIA, the Project engaged with relevant scientific and regulatory stakeholders and communities and carried out physical surveys of the visible sites. The surveys confirmed the presence of five graveyards of historical age with no significant cultural heritage value and two mound features, which after investigation were not deemed to have cultural significance. In consultation with the district and national authorities, a graveyard relocation program was developed for implementation by the local district authorities. The cultural heritage management plan (ESAP #3) will stipulate the activities that the Consortium will carry out to monitor the graves relocation process and report the outcomes to the lenders. The plan will include a chance find procedure, to be implemented during construction to ensure appropriate management of any previously unidentified cultural heritage discoveries.
