Executive Summary

Executive Summary 05.
2008
Government of Saint Vincent

and the Grenadines
International Airport
Development Company
Argyle International Airport Project

Environmental Impact Assessment
Executive Summary
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Executive Summary
The EIA report (main text) was prepared by:
Melanie Poerschmann
Jürgen Meyer
with contributions from:

François Kerschkamp (airport design)
Michael Baumann (airport engineering)
Martin van der Knaap (fisheries)

James Ramsay (forestry)
Nicole Poerschke and Woytek Brzezinski (drawings)
Lystra Culzac Wilson and Amos Glasgow (Milligan Cay)

Nigel Weekes (flora)
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Executive Summary
TABLE OF CONTENTS
1. INTRODUCTION 5
1.1 General 5
1.2 Project Implementation Arrangements 6
1.3 Cost Estimate 6
1.4 Need and Justification of the Project 6
2. ALTERNATIVES 7
3. METHODOLOGY 8
3.1 General 8
3.2 The Study Area 8
4. PROJECT DESCRIPTION 10
4.1 Project Location 10
4.2 Project Layout 12
4.3 Traffic Forecast 14
4.4 Implementation Process 14
5. ENVIRONMENTAL FRAMEWORK AND INSTITUTIONAL

RESPONSIVILITIES 15
6. ENVIRONMENTAL CONTEXT 16
6.1 Geology, Topography and Soils 16
6.2 Climatic Conditions 16
6.3 Water Resources and Drainage 17
6.4 Natural Environment 18
6.5 Protected Areas 20
7. CULTURAL AND RECREATIONAL ASSETS 20

7.1 Cultural Heritage Sites 20
7.2 Recreational Areas and Sites 21
8. SOCIO-ECONOMIC CONTEXT 21
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9. INDUCED AND CUMULATIVE IMPACTS AND THEIR CONTROL 22
10. POSITIVE IMPACTS 23
11. ENVIRONMENTAL IMPACTS AND THEIR MITIGATION 23

11.1 Introduction 23
11.2 Design Review 24
11.3 Construction Phase Impacts 29
11.4 Operational Environmental Impacts 35
11.5 Conceptual Operational Environmental Management Plan 37
12. SOCIO ECONOMIC IMPACTS AND THEIR MITIGATION 38

12.1 Residential Land Use 38
12.2 Agricultural Land Use 38
12.3 Business and Commercial Activities 39
12.4 Fisheries 39
12.5 Cultural Assets 40
12.6 Conclusions and Recommendation 40
13. ENVIRONMENTAL MONITORING PLAN 41
LIST OF FIGURES
Fig. 1: Physical boundaries of the study area......................................................................... 9
Fig. 2: Project Location........................................................................................................... 11

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1. INTRODUCTION
1.1 General
In 2004 the GoSVG decided to proceed with the plans for constructing an inter-
national airport at Argyle (the Project). Following to agreements on technical as-
sistance made in 2005 with the Governments of Venezuela and Cuba airport ex-
perts started with the design of airside facilities using the following design criteria:
• The new International Airport shall consist of facilities related to the area
of movement within the aerodrome. Traffic projections for 2015 indicate
737,000 passenger movements and between 48,850 and 76,600 aircraft
operations annually;
• The selected design is in accordance with the established guidelines of
the International Civil Aviation Organisation (ICAO) Annex 14, with the
operation of aircrafts like the B747-400 series as per Airport Reference
Code 4E.
The new Project like all jet port development projects is very complex with poten-
tials for significant environmental impacts and it is therefore critical to carry out an
Environmental Impact Assessment (EIA). The EIA is intended to ensure that the
Argyle International Airport is environmentally sound and sustainable, that deci-
sion making is improved through appropriate analysis of actions and their likely
environmental impacts, and that stakeholders/potentially affected people are be-
ing properly consulted.
The International Airport Development Company

The overall responsibility for Project preparation and management lies with the
state-owned International Airport Development Company (IADC). The IADC was
formed in 2004 to facilitate all arrangements for the financing, construction and
operation of the new international airport at Argyle. The Board of Directors con-
sists of fourteen members. The IADC office is located at the site in Argyle. The
IADC closely collaborates with two other state-owned companies to facilitate,
promote and execute the Project: the National Properties Limited and the Na-
tional Investment Promotions. All three companies function under the direction of
the Prime Minister and Minister of Finance and Planning.

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1.2 Project Implementation Arrangements
The Project will be implemented with substantial support from the governments of
Cuba and Venezuela, who are responsible for the overall design of the airside fa-
cilities and will collaborate on carrying out the earthwork component of the Pro-
ject. The Government of Taiwan will provide funding for the design and construc-
tion of landside facilities and buildings including the terminal building, equipment
and parking area.
Construction of the airside facilities (runway, taxiways and apron - including the
construction of a bridge and drainage structures) will not be carried out by a con-
tractor, but by Cuban and Venezuelan workers. There will thus be no contractual
tolls like clauses or technical specifications to ensure that environmental mitiga-
tion measures proposed as a result of this EIA would be ultimately implemented
or environmental quality standards complied with during construction. Decision
concerning the implementation of proposed mitigation measures and recommen-
dations lie within the responsibility of the IADC.
1.3 Cost Estimate
In November 2007 IADC estimated the total cost of the Project at 502 million
EC$ / 186 million US$.
1.4 Need and Justification of the Project
It is the intention of the Government of St. Vincent and the Grenadines to diver-
sify the economic base and to achieve balanced growth and sustainable devel-
opment by promoting agriculture, industry and tourism. Especially tourism has an
outstanding potential and could be developed to become the greatest foreign ex-
change earner of the country.
The existing airport facilities have been identified as a major constraint for the fu-
ture economic development. The new airport will therefore contribute to over-
come the main obstacle for future economic development.

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2. ALTERNATIVES
The earliest steps relating to new airport development in St. Vincent date back to
1974. Since that time different site and construction alternatives were repeatedly
analyzed with the conclusion that from a technical and financial point of view air-
port extension at E.T. Joshua Airport cannot be justified. Maximum benefits
would result from a new airport at the Argyle site. From the different construction
alternatives that were studied at the Argyle site the main advantages of the se-
lected alternative are:
• The entire runway is located on the land;

• The runway is more or less perpendicular to the Yambou River;
• There is an advantageous relation between cut and fill volumes.
The disadvantage is the still relatively large volume of excavation works, but this
applies to all investigated alternatives at the Argyle site.
The without-Project scenario implies that the existing E.T. Joshua Airport would
have to be extended. According to the conclusions of previous studies this op-
tion, however, is not financially or economically justifiable and considered as
technically unfeasible.

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3. METHODOLOGY
3.1 General
The EIA study for this Project was conducted during the period September 24
2007 to May 2008. During the initial phase and based on a list of contacts pro-
vided by IADC extensive consultations were held with representatives of con-
cerned government agencies and NGOs. Further contacts were identified during
these initial consultations and discussions held with members of the affected pub-
lic throughout the conduct of the study.
The findings presented are based on field investigations, professional assess-

ment, stakeholder and expert consultation, literature research and Internet re-
search. Information on the institutional framework was obtained from various ex-
isting reports1.
3.2 The Study Area
The area impacted by the Project during construction and operation does not co-
incide with its future physical boundaries. The type and range of various expected
direct and indirect environmental impacts therefore need to be fully understood at
the earliest possible stages of the EIA study.
Based on the results of the initial scoping of potential environmental impacts and
the identification of sensitive receptors we have identified the following geo-
graphical areas likely to be affected at the various stages of the Project Fig. 1 A-
C).
1
primarily from the 2007 Policy, Legal and Institutional Framework Review for Protected Areas Man-
agement in SVG, the report prepared by Ivor Jackson for the National Parks Project (2004) and the
Joint Annual Report on Cooperation between the EU and SVG (2004).

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Fig. 1: Physical boundaries of the study area

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4. PROJECT DESCRIPTION
4.1 Project Location
The Project site is located in the southeast of St. Vincent in the Mt. Pleasant –
Argyle area. The site is close to the rural settlements / villages of Stubbs in the
south, Calder in the west and Peruvian Vale and Biabou in the north. The pro-
posed runway is almost south-north (02/20) orientated stretching between
Stubbs Hill in the South and the Escape area near to the RC church in the north.
In the south (Stubbs Bay) the distance from the coast is about 75 m. In the north
the runway will end immediately at the shore where some limited land reclama-
tion is required (see Fig. 2).
The largest distance to the sea is in the area of Mount Pleasant where the shore
is about 600 m to the east of the runway edge

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Fig. 2: Project Location

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4.2 Project Layout
The Project has been designed in accordance with the established guidelines of
the ICAO Annex 14, with the operation of aircrafts like the B 747-400 series as
per Airport Reference Code 4E.
When conducting this EIA a conceptual design was available for the following
Project components:
• Landside facilities (see below);

• Control tower;
• Navigation and safety aids;
• Emergency services;
• Land reclamation in the northeast of the site (end of runway);
• Relocation of nearby roads.
In terms of physical land space the Project is expected to consume about 152 ha
of land. At the time of conducting this EIA the design of airside facilities (runway,
taxiway and apron) were at the preliminary stage. From an EIA point of view the
fact that the final design is still in process gives the IADC the possibility for timely
decision on mitigation measures and recommendations. The landside facilities
are designed as follows:
Runway
The instrumental non-precision approach runway of the Argyle International Air-
port will be 2,743.00 m long and 45.00 m wide.
Taxiways
Two taxiways will connect the runway to the apron at an angle of 45°. The width
of these taxiways will be 23.00 m each. The shoulders will be 10.50 m wide.
Aprons
The passenger apron will have five aircraft stands as follows: two B 747-400, one
A 320; one B 727-200 and one ATR 72. The overall dimensions will be 220.00 x
140 m and a 7.5 m separation between aircraft stands.

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Yambou River Crossing

The Yambou River will be relocated about 130 m. The structure proposed to con-
vey the effluent of the Yambou River under the runway consists of seven parallel
metallic circular culverts of 4.45 m diameter each.
The proposed length of the culverts is equivalent to the width of the runway (171
m). This implies that at both ends of the culverts a vertical wall of considerable
height (corresponding to the distance between the surface of the runway and the
original terrain) has to be constructed.
Proposed Drainage System

A total of 5 catchment areas drain through the area of the future airport. Main wa-
ter course is the Yambou river.
Generally the drainage system consists of ditches and canals parallel to the run-
way. These collect water at the feet of embankments and water flowing over cuts
conducting it to culverts that cross under the runway and discharge into the exist-
ing natural waterways.
Landside Facilities
The design of the airport’s landside facilities (terminal building with associated
parking and circulation facilities) will be in accordance with IATA standards. Fur-
ther associated facilities will thus comprise:
• Tower;
• Cargo facilities;
• Fire station;
• Small aircraft hangars;
• Liquid waste disposal site;
• Solid waste area;
• Fuel storage area;
• Water storage area;
• Emergency power supply.

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4.3 Traffic Forecast
The traffic projections for 2015 indicate 737,000 passenger movements and be-
tween 48,850 and 76,600 aircraft operations annually (MMM 1998). This forecast
will have to be updated and developed further beyond the year 2015 within the
frame of an adequate Master Plan, providing the framework for the future devel-
opment of Argyle International Airport based on expected future traffic demands.
4.4 Implementation Process
Tendering and Execution of Works

According to IADC there will be no tendering process for the execution of con-
struction works.
Earthworks for the construction of the runway are expected to begin in July 2008.
Most of these works will be executed by either a brigade of the Cuban or Vene-
zuelan workers. During the 3 years’ period scheduled for the construction of the
airside facilities the peak demand for workforce will be between about 50 people
at the beginning and a maximum of 140 workers in 2010.
The opening of Argyle International Airport is scheduled for 2011.
Earthworks and Construction Materials

According to the latest estimates (end of November 2007) Project implementation
will require earthworks in the order of (figures rounded):
• Cut 4,760,000 m³
• Fill 3,755,000 m³2.
The airside pavement areas will be constructed as follows:
• The runway will be in asphalt paving with the touch-down areas in con-
crete;
2
Cuban Chief Advisor, personal communication,December2007

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• The taxiways will be in asphalt paving;

• The apron will be in concrete paving.
The ultimate source for material excavation had not been determined by the time
this report was completed. According to the IADC very good rocks can be found
at the quarry at Rabacca North of Georgetown, but the required selective process
would be very costly. Another potential source for hard aggregates may be the
quarry at Layou on the leeward side of the island, but due to the distance to the
site this source would also be very expensive. Some potential local sources of
material have been identified close to the furture airport site during the relocation
of the Windward Highway in the area northwest of the RC church. These materi-
als would have to be carefully tested to ensure that the required properties (e.g.
hardness, flakyness, chemical properties) would be met and sufficient material
would be available.
5. ENVIRONMENTAL FRAMEWORK AND INSTITUTIONAL RESPON-

SIVILITIES
The TCP legislation act 45 of 1992 is the legal basis for ensuring orderly and pro-
gressive development of land and the proper planning of town and country areas.
It makes provisions for the control of development and also regulates whether
certain projects may require an environmental impact assessment. According to
the TCP act the environmental impact assessment shall be in such form and con-
tain information as prescribed. The decision whether an EIA is required for a cer-
tain project is within the responsibility of the Physical Planning and Development
Board which consists of 12 members as indicated in Section 3 (1) of the TCP act.
In case that for a certain project an EIA is required it has to be submitted and ap-
proved as required by the board.
In case of the Argyle International Airport an EIA is required. The IADC has been
given the responsibility for the EIA process as part of the planning and implemen-
tation of the airport project. For EIA Implementation the IADC will get Institutional
and Agency support.

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6. ENVIRONMENTAL CONTEXT
6.1 Geology, Topography and Soils
The airport site is located on the southeast coast of the island, a region of lower
than average relief but still characterised by marked ridges, valleys and low cliffs.
The underlying Geology is of volcanic origin.
The soils of the island are relatively young and immature, being derived from re-
cent volcanic ash, cinders and rock fragments. The dominant soils of the study
area have been described as Low Level Yellow Earths, which are typically dis-
tributed in areas below 600 ft (209 m asl) (CCA, 1991). Other soil types include
alluvial soils along the Yambou River and a small fringe of beach deposits along-
side the coast.
6.2 Climatic Conditions
6.2.1 Temperature and Rainfall
Temperatures range from 18o to 33°C at E.T. Joshua Airport, but are typically in
the high 20s. There is little seasonal or diurnal variation, but temperatures in the
interior of the island tend to be cooler at higher elevations.
The nearest rainfall station to the Project site is at the Agricultural Research Sta-
tion at Dumbarton some 3 km West of the site. The elevation of the station is 137
m asl and annual rainfall between 2001 and 2002 averaged 1,675 mm.
The design of hydraulic structures (bridges, culverts, drains, gutters) depends on

short-term rainfall records (daily and hourly precipitation) rather than annual to-
tals. St. Vincent is below the hurricane belt but is still affected by tropical storms
and occasional hurricanes, most recently Hurricane Ivan in 2004. Intense (‘torren-
tial’) rainfall is associated with these events but no short-term data are available
for the Project site. DLN Consultants (2006) present a24 hour rainfall chart for
Dumbarton which shows totals of 220 mm, 300 mm and 420 mmfor the 5 year,
10 year and 25 year return period, respectively.

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6.2.2 Wind Characteristics
The ICAO Annex 14 defines for the evaluation of a runway orientation the so-
called usability factor, determined by the prevailing wind distribution. This factor is
defined with ‘the percentage of time during which the use of a runway... is not re-
stricted because of the crosswind component. The crosswind component means
the surface wind component at right angles to the runway center line.’ The usabil-
ity factor should not be less than 95 % for those aircrafts that the airport is in-
tended to serve.
According to ICAO ‘critical wind speeds’ are defined as follows:
• 19 km/h or 10 kts for smaller aircrafts (ref. field length < 1,200 m), up to
• 37 km/h or 20 kts for larger aircrafts (ref. field length 1,500 m or more).
The runway orientation for Argyle with 02/20 is nearly in north/south direction.
The prevailing wind between NNE and ENE has therefore a significant crosswind
component. However, the wind speeds measured with average values of 5.8 kts
or 11 km/h do not exceed these critical wind speed values, not even for the
smaller airplanes, which are prevailing for Argyle, e.g.
• ATR 42/DH 8A (required RWY length 1090 m), or

• Aero Commander 500/Norman Islander (required RWY length < 1200 m).
However as a result of the EIA it is recommended to continue with the wind

measurements to obtain annual wind roses based on statistical data of minimum
5 years (according to ICAO recommendations).
6.3 Water Resources and Drainage
6.3.1 Surface Water and Drainage at Site
The Yambou River and a minor tributary drain the study area in the north of the
runway. In addition the study area is drained by six small seasonal streams. All

Executive Summary
these flow to the coast. The runway, which runs nearly parallel with the coast,
crosses the drainage lines at a more or less a right angle.
The smaller catchments vary in size from about 5 ha to about 45 ha at the run-
way, but that of the Yambou tributary is in excess of 100 ha. The catchment of
the Yambou itself covers about 2190 ha and reaches some 8 km into the interior
to the peak of Grand Bonhomme (970 m asl). The Yambou is a perennial river
but is subject to flooding during heavy rains. At peak discharges the Yambou
River is reported to carry significant sediment loads as well as transporting large
boulders and floating debris such as tree trunks, branches and plastic waste.
Within the Project area none of the rivers or streams are being used for drinking
water purposes, although local residents occasionally use the Yambou River for
bathing. Due to agricultural activities taking place further upstream in the Meso-
potamia Valley and the resulting pollution from agrochemicals and animal and
human wastes, health problems have occasionally been reported after bathing in
the river.
6.3.2 Groundwater
There is very limited information on groundwater in the project area. During the
geotechnical investigation on-site groundwater was recorded in some boreholes.
6.4 Natural Environment
Regarding the flora of the study area all habitats can be assessed as more or
less heavily disturbed by anthropogenic activities. During the field survey none of
the 15 flowering or two fern species that are listed as endemic to SVG in Appen-
dix 4 of the National Biodiversity Strategy and Action Plan or any or IUCN-listed
species were recorded.
Few terrestrial animal species of conservation concern were observed in the

study area. Whilst the various habitats can clearly support a range of species

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from a number of faunal groups. Critical habitats3 do not exist in the study area.
The loss of these habitats is not expected to pose a direct threat to the existence
of any particular species or group of species on the island.
The avifauna of the study area is relatively diverse, however mainly composed of
common species. Of the more than 30 species that were recorded around the
Argyle and Mt. Pleasant area the most frequent are cattle egret, grey king bird
and smooth-billed ani.
Milligan Cay is a small, approximately 2.4 ha rocky island located some 2.6 km
straight-line distance to the southwest of the planned southern runway edge. The
maximum altitude is about 30 m / 100 ft asl. Milligan Cay was declared as a Bird
Sanctuary in 1947 and is now a Wildlife Reserve administered by the Forestry
Department under the Wildlife Protection Act, 1987. According to Forestry De-
partment officials the island is known to be a ‘significant staging habitat’ 4 for mi-
gratory waterfowl like ducks, mallards, terns and others. However, systematic re-
search or surveys of the avifauna of the site have never been conducted. As
Milligan Cay is located in the immediate approach corridor of the future airport it
has been decided to conduct a survey of bird species of the site. In SVG migra-
tory birds mainly occur between October and March. The bird survey was there-
fore conducted during the peak of the migration period, starting from mid Decem-
ber 2007.
According to the Fisheries Department and locals interviewed during the conduct
of the study two of the four species of turtles occurring in St. Vincent’s marine
and coastal habitats, viz the Leatherback (Dermochelys coriacea) and Hawksbill
Sea Turtle (Eretmochelys imbricata), occasionally nest on the beaches of the
windward coast. Both these species have international conservation status as per
IUCN red List (CR) and are at extremely high risk of extinction in the wild.
According to the Fisheries Department the beaches of the study area (i.e. from
south to north: Stubbs, Mt. Pleasant / Rawacou and Argyle / Peruvian Vale) do
3
note: Critical habitats are defined areas of land that are crucial to the survival of particular threatened
species, populations and ecological communities.
4
staging habitat : seasonal stopover site for migratory animal species

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represent turtle nesting sites. Concrete data on the nesting incidences, however,
do not exist.
6.5 Protected Areas
Within the right of way of the runway and associated airport infrastructure no land
based or marine protected areas exist. The closest protected area is the King’s
Hill Forest Reserve,
Milligan Cay was declared a Wildlife Reserve under the Wildlife Protection Act .
Due to the high bird endemism found within the area SVG forms part of the
Lesser Antilles Endemic Bird Area (EBA) as designated by BirdLife Interna-
tional.
7. CULTURAL AND RECREATIONAL ASSETS
7.1 Cultural Heritage Sites
The cultural heritage assets of the study area comprise a petroglyph site south of
the Yamou River at Argyle, several prehistoric habitation sites and the remnants
of two old sugar mills (Argyle and Escape).
None of these sites has official protection status. However, following to the most
recent amendment of the St Vincent National Trust Ordinance No 32, 1969 the
National Trust is now in the process of declaring places of very special interest
as heritage sites that need to be protected.
In addition there is a Roman Catholic church at the northern end of the runway
that need to be demolished.

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7.2 Recreational Areas and Sites
There are two recreational areas in the study area. Both the Argyle and Rawacou
beaches had been included in an EU-funded tourism development programme.
In view of implementation of the airport Project the Argyle Beach site has been
removed from that programme.
8. SOCIO-ECONOMIC CONTEXT
One of the most critical project requirements is the relocation of the Argyle com-
munity. In the course of preparation of the Property Valuation Report by Brown &
Co. (2007) affected people were interviewed with regard to their project affected
property.
It is not possible to develop a detailed demographic picture of the Argyle commu-

nity because most of the questionnaires were not answered completely. However
available results show that a great deal of affected people are elderly and a lot of
the households include children. A very important issue is the time affected peo-
ple need to relocate after they have received their payment. According to the re-
sults of the questionnaire for most of the affected households a realistic time
frame is within 10 – 12 months. Especially households with children are critical
because they need more time for adapting to the new environment because this
also may involve finding of a new school and other childcare facilities.
An additional important socio-economic issue ist the tri-tri-fishery. Tri-tri is a local

fish species, which naturally occurs in the Yambou River. Local people consider
this fish as an important resource and expressed concern about the potential dis-
appearance of this fish as a result of Project implementation.
Given the socio-economic importance of this fish for the local population a sepa-
rate study has been conducted. The relevant information and conclusions from
the study are presented in Appendix I of the EIA Report.

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9. INDUCED AND CUMULATIVE IMPACTS AND THEIR CONTROL
Induced development and cumulative impacts of the Project will generally result
in increased pressure for new land to be developed in the southeastern sector of
mainland St. Vincent. In the medium to longer term expanded economic activities
will create great demands for the full range of public and private services and es-
pecially for land to be developed with housing, work places, commercial estab-
lishments, schools, parks etc.
The demand is likely to rise in the near future and the scale and pace of demand
for new development is expected to accelerate as the Project takes shape. As the
value of the land in this part of the island will increase speculations will inevitably
occur and induce conflicting and most likely unsustainable demands. First signs
of such demands for new development can already be observed with expressions
of interest being submitted to the IADC for the development for airport affine fa-
cilities on the low lying coastal areas east of the runway.
The expected local and regional development and growth together with growing
traffic volumes and changes of traffic patterns will not only have spatial planning
implications but also increase the demand for the provision of upgraded and / or
technical, transport and social infrastructure:
• As regards technical infrastructure there will be the need to provide utili-

ties i.e. water and electric power supply as well as telecommunication for
the new development areas of the island. This will go along with growing
volumes of sewage, storm water and solid waste requiring significant pub-
lic investment for the provision of new infrastructure and services;
• Along with the expected regional shift of economic activities new housing
schemes will need to be provided in or close to the affected areas, includ-
ing social infrastructure like schools, sport centres, recreational areas,
health care facilities etc.;
• Existing roads will need to be upgraded and additional new roads to be
built to ensure smooth traffic flow and to meet the growing demand for ef-
ficient traffic connections. Required infrastructure investment may include
the need to upgrade the Vigie Highway and to construct a new ring road
around Kingstown.

Executive Summary
Considering these island-wide indirect impacts there is a major risk for chaotic
land use patterns to occur, with one development hindering the next, including
the obstruction of the long-term development of the airport itself. Market forces
cannot be relied upon to give the most efficient spatial pattern, land values and
environmental protection, or guarantee sustainable development. State interven-
tion will thus be required at the Project level through an Airport Master Plan as
well as at national, regional and local levels in a holistic and integrated approach
though spatial planning measures as provided by the town and Country Planning
Act.
10. POSITIVE IMPACTS
The existing airport facilities have been identified as a major constraint for the fu-
ture economic development. According to conclusions of previous studies exten-
sion of the existing E. T. Joshua Airport is technically not feasible. The new air-
port will contribute to overcome the main obstacle for future economic develop-
ment. Therefore the positive impacts will be complex and nationwide. The most
important positive impacts are socioeconomic and spatial development effects.
11. ENVIRONMENTAL IMPACTS AND THEIR MITIGATION
11.1 Introduction
This following section examines and assesses the presently available design
documents and environmental impacts that may occur during the design, con-
struction and operational phase of the Project. Based on this feasible, cost-
effective measures for the improvement of the Project’s environmental perform-
ance are proposed. In the following mitigation measures and recommendations
are marked with a red dot.

Executive Summary
11.2 Design Review
11.2.1 Airside Facilities and Development
Main Impact Categories refer to:
Runway Usability: the currently available monitoring data on wind characteris-

tics at the Project site are not sufficient to make a final statement on the usability
factor of the runway. It is therefore recommended to
Land Reclamation and Coastal Zone Development: the Project is located in a

zone of the island where the coast is exposed to strong winds and ocean currents
Yambou River crossing the runway crosses the Yambou River at approximately
km 2.33 of the new runway. The Yambou River has a large, steep catchment with
extensive agricultural and residential development and is subject to periodic tor-
rential rains. The resulting floods occur quickly, extend well above and outside
the normal channel, and are responsible for the movement of large volumes of
sediment and debris.
Runway cross-drains the preliminary drainage design for the airport shows
seven runway cross-drains, in addition to the Yambou River. The same concerns
about extreme floods and blockage by floating debris apply to these cross-
drainage structures as to the river tunnel, but at a smaller scale.
Land reclamation works The northernmost part of the runway construction in-
volves land reclamation works. The proposed type of coastal infrastructure will be
a massive static feature that is introduced into a sensitive and dynamic natural
environment. As such the structure has potential to influence the natural coastal
currents and hence to impact on the local pattern of beach erosion and accretion.
Erosion control on slopes the large volume of earthworks required to create a

level runway and associated platform and landside facilities will result in the crea-
tion of a large area of cut and fill slopes (approx. 16 ha and 31 ha respectively).
These will have a slope angle of up to 1:7 and 1:8 vertical: horizontal and a
maximum slope length of about 160 m. Since these slopes will be relatively im-

Executive Summary
permeable (the cut slopes as in-situ material, the fill slopes due to compaction for
structural stability), they will generate large volumes of surface runoff during in-
tense rains, which are a normal occurrence during the rainy season.
To reduce the environmental impacts to a technically possible minimum suitable

environmental mitigation measures are described in detail in the EIA Report. Co-
ordination and implementation of these actions will be the responsibility of the
IADC and require follow-up, environmental management and monitoring. Mitiga-
tion measures and recommendations are the following:
Runway Usability
continue with the recording of wind data (speed and direction) to obtain
annual wind roses, which are based on statistical wind data of minimum 5
years (according to ICAO recommendation) and to re-calculate again the
usability factor with these data in accordance with the recommendation of
ICAO.
Land Reclamation and Coastal Zone Development
Strictly ban any physical development in the low lying areas east of the
runway / south of Yambou River;
Earmark the area east of the runway / south of the Yambou River as a
coastal zone protection area and allow recreational use.
Yambou River
The design of the Yambou River crossing under the runway considers ex-
treme floods and floating debris (“large organic debris”, i.e. trees);
The runway drainage system in this location be designed to act as an
emergency spillway for the Yambou River in case the culverts block;
the culvert will be constructed from upstream to downstream foot of the
the culverts to approximately 310 m.
cleaning and maintenance of the seven pipes on a regular basis and spe-
cially after each rainfall will be crucial to protect them from clogging.

Executive Summary
Runway cross-drains
The design of the seven cross-drainage structures should explicitly take

into consideration that large scale development is expected to take place
in the area uphill / west of the new runway, thereby significantly increasing
surface runoff and also consider extreme floods and floating debris;
The structures should be sized so as to permit safe removal of debris
(i.e. minimum internal diameter 2.0 m);
The runway drainage system should be reviewed in the light of possible
blockage of the cross-drainage structures during extreme events;
Land reclamation works
Strictly prevent / control any physical development in the low-lying coastal

strip east of the runway;
Demolish the existing Windward Highway including the 2 bridges;
Re-establish appropriate underground conditions for the restoration / re-
establishment of the natural coastal vegetation belt;
Plant sea grape or any other suitable vegetation along the coastline over
a minimum width of 30 m from the coastline.
Erosion control on slopes:
Design of the cut and fill slope finishes include detailed consideration of
resistance to erosion, with a focus on bio-engineering.
Landscaping measures: the airside facilities will require detailed landscape

treatment to ensure the establishment of stable surfaces (runway shoulders, cut
slopes, fill slopes, natural ground) resistant to erosion, not attractive to wildlife,
visually acceptable as the gateway to SVG, and easy to maintain. Therefore it is
recommended that:
Detailed design of the airside facilities include development of a landscap-

ing plan which considers how to achieve a sustainable vegetation cover
meeting engineering, safety and visual criteria;

Executive Summary
Construction planning will include a requirement for earthworks activities

to include stripping and storage of all topsoil for re-use in slope protection
and landscaping works.
11.2.2 Landside Facilities
Regarding the landside facilities only a preliminary design was available when
this report was written. In the absence of more detailed information the present
study highlights some issues of potential environmental concern to support fur-
ther decision making in the design of the landside facilities.
According to the Feasibility Study conducted by MMM in 1993 land requirements

will be as follows:
Land Use Categories Future Remarks

area (ha)
Airfield (runway, taxiway, navigation aids, obstacle 42.0
imitation areas)
Apron 1 - passenger 2.8
Apron 2 - cargo 0.2 may have to be
extended to 0,8 ha
Apron 3 - general aviation 0.2 may have to be
extended to 0,8 ha
Passenger terminal -passenger terminal building, 7.2
parking, access road;
Air cargo - cargo building, parking, access road; 4.8
General aviation: hangars, offices, parking, access; 4.8
Airport support (air traffic control, fire brigade, etc.) 5.0
Airport affine land uses - commercial, tourism, in- 40.0 may have to be
dustrial; reduced due to
topography
Agricultural / forest 15.0
Other government use 30 not specified

Total Site 152.0
When preparing the design for the airside facilities especially the possible devel-
opments of the landside between the terminal building and the relocated Wind-
ward Highway shall be considered. The same is true regarding options for the fu-
ture expansion of the passenger terminal, for the cargo warehouse or the general

Executive Summary
aviation hangars. If these issues are not considered this may lead to conflicting
situations regarding land use, which then may result in building facilities on inap-
propriate land. The presently shown boundaries of the Airport area would thus
shortly get under high pressure.
The adequate response to this is to:
Elaborate a commonly accepted Master Plan in conjunction with a Land

Use / Zoning Plan of the area. Issues to be considered in that planning
process are described in detail in the EIA Report.
The IADC is currently developing a strategy for preparing an Airport Masterplan

and incorporating above described issues.
11.2.3 Strategic Issues
Technical details of various environmentally relevant facilities, plants and ar-

rangements were not yet known when this report was written. The following is
meant to provide guidance on selected strategic issues in the further design and
decision-making process.
Airport aviation fuel supply

When writing this report a major open question was how to transport the required
volumes of aviation fuel to Argyle in a socially, environmentally and economically
viable way. The various options for the transportation of aviation fuel to the new
airport are:
• Transport via pipeline from Camden Park / Lowman’s Bay;

• Road transport from Camden Park / Lowman’s Bay via the Windward High
way;
• Road transport from Arnos Vale via the Windward Highway;
• Delivery direct to site by short pipeline from new terminal at Argyle.

Executive Summary
All options include fuel storage at the airport. Due to the complexity of the issue
and a lack of relevant information it is impossible to make make a decision at this
point of time or to rank any of these options with regard to their environmental or
safety implications in the frame of this study. Therefore it is recommended that:
The aviation fuel supply and storage system for the airport be subject to
detailed study to develop a socially, environmentally and economically vi-
able concept. The selected concept should be incorporated in the airport
Master Plan.
The IADC has put together an expert team that is currently working on a solution.
Position of the Fuel Farm

The proposed off-site position of the fuel farm is assessed as a major safety risk
and environmental pollution hazard. Tank trucks would furnish the facility via the
Windward Highway. It is thus recommended to
Locate the fuel farm on the airside together with a fuelling pipeline station
on the landside accessible from the Windward Highway.
11.3 Construction Phase Impacts
11.3.1 Introduction
The following section provides an overview of the significant impacts that will or
that may occur during the construction period and proposes measures and rec-
ommendations to offset these impacts, or, where this is not feasible, to minimize
them to acceptable levels.
11.3.2 Impacts on the Physical Environment
Climate and Ambient Air

During clearance and earthwork operations there will be a temporary adverse im-
pact on air quality in terms of increased dust suspension and gaseous emissions

Executive Summary
from the movement of heavy machinery and equipment. According to IADC’s im-
plementation schedule this impact will occur over a minimum period of 3 years
(2008 to end of 2010), gradually shifting from south to north.
Soils
The implementation of the Project and the associated earthworks and construc-
tion of some 26 ha of impermeable surfaces are expected to have significant im-
pact on soils.
Surface Water Resources

During construction surface water resources may be affected by accidental spill-
age of hazardous substances into a river or streams or by inappropriate man-
agement practices. Bridge construction on the Yambou River is another poten-
tially critical issue.
Yard and Workshop

The yard and workshop, if not appropriately designed and managed, can be
sources of significant pollution and risks for human health and safety.
Management of Construction Waste

During a large scale construction project large amounts of waste will be gener-
ated such as tires, used oil, drums and other packaging materials, discarded ma-
chinery, scrap metal etc.
To reduce the environmental impacts that are occuring during the construction
phase to a technically possible minimum suitable environmental mitigation meas-
ures and recommendations are described in detail in the EIA Report. They are
listed in the following:
Climate and Ambient Air

regular spraying of the haul routes and the work area;
timely and regular cleaning of public roads as required.
proper site management and construction organisation, by good mainte-
nance of the vehicle fleet and by immediately excluding over aged or worn
out vehicles and machinery from the construction site.

Executive Summary
the site of the asphalt plant will be at a minimum distance of 100 m from
any watercourse or residence. Prevailing wind directions should be taken
into consideration when the site is selected. To this regard a method
statement should be provided to the IADC providing all relevant informa-
tion on the siting and operation of the plant in accordance with the rele-
vant standards
Air quality measurements
Soils
taking a phased approach for the removal of vegetation to minimize the
period of exposure of bare soils, especially in the area of steep slopes.
Locations for the temporary storage of topsoil shall be selected such that
there will be no washout into the Yambou River, temporary streams or the
Sea;
To minimize disturbance of natural habitat and/or wastage of productive
land or pastures site selection for the temporary storage of topsoil should
as much as possible use such areas that are owned by the IADC and that
will anyhow be built upon at the later stages;
Organisation of construction should aim at minimizing the storage period
for topsoil, eg. by gradually replacing the topsoil where embankment con-
struction has been completed;
Prior to the beginning of construction a method statement showing the
proposed temporary storage sites and modes of soil management over
the construction period shall be submitted to the IADC for approval.
providing appropriately designed, effective drainage and engineering
techniques and by ensuring that all exposed soils on the cleared surfaces
and new embankments will be vegetated as soon as practically possible
upon completion of earthworks.
To minimize the risk of surface water pollution petrol interceptors or sedi-
ment tanks shall be provided at strategic locations.

Executive Summary
Surface Water Resources

the Construction Unit will submit a statement with the proposed method of
bridge construction and the measures that will be taken to avoid surface
water pollution. This method statement will be reviewed and approved by
IADC’s Environmental Monitoring Unit prior to the beginning of construc-
tion;
Discharge of sediment laden construction (e.g. from areas containing
dredged spoil) directly into surface water courses will be forbidden. Where
advised by IADC’s environmental monitoring unit sediment laden con-
struction water will be discharged into settling ponds or tanks prior to final
discharge;
Washing of vehicles or any construction equipment in the Yambou river or
any other stream that directly discharges into the Sea shall be strictly for-
bidden. The Construction Unit shall provide to the IADC a method state-
ment on how and where they intend to practically proceed with the clean-
ing of their vehicle fleet and equipment. The guiding principle of these op-
erations shall be to prevent any surface water pollution at source;
Water quality measurements
As no details are known of construction on the Yambou River crossing the
Construction Unit shall submit a method statement on how they intend to
proceed with construction and avoid water pollution during this process.
This statement shall be submitted to the IADC for approval prior to the
beginning of construction works.
Yard and Workshop

Provide specially designed and secured storage areas for diesel and lu-
bricants;
Set up a specifically designed, well accessible area for the safe storage of
diesel.
Management of Construction Waste

submit a method statement on how solid waste from the site would be
managed in accordance with the relevant legislation and waste manage-
ment policy of SVG.

Executive Summary
Provide a method statement on the proposed design of the site for the
temporary storage of used oil and lubricants and obtain approval
from the IADC / the CWSA’s Waste Management Unit ;
Collect and temporarily store any used oil at the site in an environ-
mentally safe manner;
11.3.3 Impacts on the Natural Environment
Impacts on the Natural Environment that occur during the construction phase re-
fer to the following issues.
Import of Used Construction Equipment

The import of used construction equipment may pose a risk to agriculture or the
öocal wildlife through the introduction of invasive species
Site Clearance
Site clearance is the initial step of the construction phase. Usually the removal of
the existing vegetation cover would be done with heavy equipment, while trees
with larger stems would be felled by hand.
Loss of Terrestrial Ecosystems

The implementation of the Project will entail the permanent irreversible loss of
about 130 ha of open green spaces. This comprises the following habitat types:
• Pastures;
• Agricultural fields;
• Dry forests;
• Shrubs;
• Riparian vegetation;
• Cliffs.
Impacts on Sea turtles

As the Argyle beaches are unsuitable for turtle nesting the ones with the greatest
risk of disturbance by artificial light during construction are the sandy beaches to
the south (Stubbs Bay) and north of the runway (Peruvian Vale).

Executive Summary
Impacts on the tri-tri fish

The tri-tri fish of the Yambou River may be adversely affected during construc-
tion of the new bridge under the runway. Continuous extraction of construction
water and heavy equipment moving in the riverbed may also affect tri-tri and
other aquatic animal species during construction.
Recommendations and mitigation measures adressing the above described im-

pacts on Natural Environment are:
Import of Used Construction Equipment

The Plant Protection and Quarantine Unit in the MAFF should be informed
in time about the arrival of the equipment so that necessary assessment
of any soils or residue that may carry potentially harmful invasive species
(e.g. eggs, larvae etc) can be made and precautionary measures taken.
Site Clearance
To minimize the risk of erosion from exposed soils site clearance shall be
done in a phased approach (see section on soils above).
Sea turtles
during the nesting and hatching season (mainly March to September) se-
curity lighting and night time works will be avoided in the area of land rec-
lamation works (northern runway end).
11.3.4 Cultural Heritage
Planned physical development will be in an area of utmost cultural and historical

significance. To mitigate the scale of the overall impact of the Project on cultural
heritage and to avoid the ultimate loss of cultural assets and important informa-
tion on the history of St. Vincent a Cultural Heritage Action Plan is proposed for
implementation under the Project. This plan will comprise four main components,
viz the petroglyph, ancient habitation sites, the remnants of sugarmills (Argyle
and Escape) and procedures for chance finds (artefacts, graves etc.).

Executive Summary
11.3.5 Human Environment
Noise Impacts
During construction noise will occur at and around the construction site from
the operation of heavy site equipment and construction vehicles. The impact will
be temporary and local and generally decrease with the distance from the source.
The settlements that will most likely be temporarily affected by construction noise
are parts of (from south to north) Stubbs, Calder, Mt. Pleasant, Argyle and Peru-
vian Vale.
Due to the prevailing wind directions Peruvian Vale and residents from the sea-
side areas of Mt. Pleasant may be less affected than others. Generally construc-
tion-related noise can represent a great nuisance for local residents, especially
as construction activities will continue over a relatively long period of time. Con-
struction noise cannot be generally avoided. Workers exposed to construction
noise are further sensitive receptors. The level of noise exposure and associated
risks for the health and well being of the workforce depends on the individual
work place and type of equipment used. The potential negative impact of con-
struction noise on the workforce should be generally mitigated by:
providing the workforce with appropriate noise protection gear and by us-
ing silenced construction equipment in specifically noisy operations.
11.4 Operational Environmental Impacts
11.4.1 Introduction
The operation of the Argyle International Airport will require a modern manage-
ment structure to be established aiming at safe operations, good quality service
and handling fast growing passenger and cargo volumes in accordance with
ICAO international standards and procedures.
From an environmental perspective it is therefore suggested to

Executive Summary
Create an Environmental Department (ED) within the future AC that will

be responsible for the implementation of an operational management plan
(OEMP) and for the continuous improvement of the environmental per-
formance and sustainable development of the Airport.
To ensure effective operations and achieve substantial output it will be crucial

that such an ED will be established at an early stage of further Project develop-
ment and that experienced, well trained staff be appointed. This approach would
support the process of developing a corporate environmental policy and ensure
that substantial input will be given to further decision making on airport opera-
tions.
11.4.2 Noise Impact
‘Aircraft noise is defined as sound produced by any aircraft on run-up, taxiing,

take off, over-flying or landing’ For planning purposes aircraft noise levels are in-
dicated in ‘busy day noise contours’ for a selected time horizon, expressed in dBA
Leq.
On the basis of presently available data it is not possible to calculate the dBA Leq.
Therefore single event noise contours (65 dB A) have been developed and over-
laid to the topographic map. This is however a worst case scenario occuring only
during start and landing of aircrafts. To evaluate noise levels at key facilities like
schools, churches, recreational areas, protected areas etc. it is necessary to use
the dBA Leq. which can only be developed on the basis of a traffic forecast exper-
tise. Such expertise shall therefore be prepared in the course of the future Airport
Masterplan.
11.4.3 Impact on Protected Areas and Habitats
As regards Milligan Cay a potential operational impact could be that legally pro-
tected resident and migratory bird species are disturbed by aircrafts flying over
the island at low altitudes. It is also not possible to predict in how far birds scared

Executive Summary
up by approaching aircrafts will themselves become a safety hazard and increase

the risk of bird strike. Given the conservation status of both the island and the
species inhabiting it, it is suggested that:
The ED will elaborate the details of threshold definition for various aircraft
types in an appropriate long-term strategy, thereby considering the con-
servation status of the avifauna of Milligan Cay. This may include the shift-
ing of the landing threshold for smaller aircraft to a northern direction or
the modification of the flypath in such a way that overflying of the island
will be avoided.
Operational impacts on other coastal and marine habitats and their wildlife are
not expected provided that the proposed technical standards for the operation of
the incineration plant, the waste water treatment plant, the drainage design and
the design of measures for the protection of water resources and other manage-
rial measures will be duly implemented.
11.4.4 Impact on Marine Turtles
Besides potential impacts of light during construction permanent light sources

may affect these legally protected animals during the operation of the airport. To
avoid adverse operational impact on nesting sea turtles it is suggested that artifi-
cial light sources at the southern or northern runway end will be positioned so
that the source of light is not directly visible from the sea or does not directly illu-
minate areas of the beach.
11.5 Conceptual Operational Environmental Management Plan
A conceptual Operational Environmental Management Plan (OEMP) for the Ar-

gyle International Airport was developed. The objective of this concept is to pro-
vide guidance for setting out the future environmental policies and programmes
to be implemented around key environmental sustainability issues to minimize
the impact of Airport operations on the surrounding environment, both human
and natural.

Executive Summary
12. SOCIO ECONOMIC IMPACTS AND THEIR MITIGATION
12.1 Residential Land Use
Open market valuations have been carried out for the purpose of assisting the
IADC in determining the proper payment to be acquired under the Acquisition Act
of SVG for the construction of the new airport (Brown & Co. 2006). Based on this
valuation the IADC has carried out negotiations with individual property owners.
The Argyle / Mount Pleasant property owners who have to be relocated have
been offered new land at ‘green sites’ at Harmony Hall, Carapan and Diamond
with high service standards and good facilities. According to the IADC access to
medical facilities and to the hospital at Stubbs will be better compared to the cur-
rent situation. This is an important aspect when considering that most of the peo-
ple to be relocated are elderly.
By March 2007 acquisition of 35.8 ha of built-up land and resettlement of 131

residences was almost completed. According to the IADC final agreements were
reached with 119 homeowners, 103 of which have already been paid.
Affected households were asked about their preferable relocation site within St.
Vincent. The preferences affected people expressed were considered by the
IADC in the relocation process. In addition the time frame people need for reloca-
tion is taken into consideration. Therefore to give affected people as much time
as possible land acquisition process started in the south of the future runway
where earthworks will be carried out first. By April 2008 all affected land parcels
within the phase I site clearance and earthwork section had been acquired by the
IADC.
12.2 Agricultural Land Use
Farmland
In addition to above described built up parcels there are additional 269 ‘land only
parcels’ within and intersected by the new airport boundaries. These land only

Executive Summary
parcels are primarily agricultural land (cultivated fields /permanent crops and pas-
ture). These lands only parcels were also valued in 2006 by Brown & Co.
Compensation for the loss of productive lands or agricultural income will be in

accordance with market prices at the time of sale, based on evidence of similar
sales in the area. Lessees will be compensated for the loss of their crops.
Livestock farming
Livestock farmers who presently graze their animals in the area of the future air-
port (whether on their own or somebody else’s land) will be immediately affected
by the loss of pasture in the area.
When asked in how far the loss of pastures in the Project area would represent a
problem for their livelihood farmers stated that they see no problem in bringing
their animals to other nearby sites under the same arrangements with the own-
ers. One livestock farmer stated to hold further own land outside the study area.
However, a common concern was that meat prices may increase drastically due
to the decline of pasture area.
12.3 Business and Commercial Activities
Circumstances in which commercial businesses were valued are business cessa-

tion, business relocation and business disturbance due to the Project’s impact.
The evaluation of the impact on business activities was conducted by Brown &
Co. in 2006.
12.4 Fisheries
The Yambou River and other nearby rivers support seasonal inland fisheries. The
main fisheries are for ‘tri-tri’, crayfish, and some species of mullet.
The occurrence of the tri-tri can be variable in terms of timing and river location.
The catches are mainly made near the river mouths.

Executive Summary
Fishing is widespread amongst community members living near to the Yambou

River. Most community members fish occasionally, but regularly. The catch is util-
ized for domestic consumption and, occasionally, to supplement incomes by sell-
ing a portion of the catch ‘commercially’ by the roadside or in local markets.
To assess the Project’s specific impact on the tri-tri fishery of the Yambou River
investigations have been conducted by the team’s fishery expert. The results of
these investigations and the proposed mitigation measures are presented in a
separate Appendix of the EIA Report.
12.5 Cultural Assets
The RC church that is located to the north of the future runway will be demolished
and the nearby cemetery relocated. The MoHE has negotiated these issues with
the catholic community on behalf of the IADC.
12.6 Conclusions and Recommendation
Farmers in the area (especially Mt. Pleasant) complained about insecurity result-
ing from unknown start of construction and specifically from the unknown
boundaries of the construction site to come. To minimize the social impact result-
ing from delayed plantation, loss of crop etc. it is urgently recommended to
shortly provide clear demarcation of the future construction corridor on the

site where it cuts through arable fields;
organise the land acquisition process such that priority is given to those
agricultural lands (both arable lands and pasture) that are located close to
where construction will start, i.e. in the south of the study area.

Executive Summary
To mitigate the potential effects of Project-induced decline of life stock on meat

prices it is suggested that
no temporary stockpiling of material (e.g. topsoil) will take place on pas-

ture land;
a soil management plan will be developed and submitted to o the IADC
setting out a clear strategy of how to minimize the impact on private agri-
cultural land while at the same time avoiding any wash out of top soil into
the sea, the Yambou River or streams;
low-lying land between the future runway and the sea shall be considered
for a combined use of coastal protection and life stock farming.
13. ENVIRONMENTAL MONITORING PLAN
Environmental monitoring is a vital component of any EIA / EMP for development

projects. This helps in signalling potential problems or shortcomings at all project
stages and promptly implementing corrective measures. Environmental monitor-
ing will be required for the final detailed design, construction and operational
phases of the Project.
A matrix with a summary of all monitoring steps and the relevant institutional re-
sponsibilities is provided in a separate Appendix of the EIA Report.
Issued
Saint Vincent, May 2008
KOCKS Consult GmbH

Consulting Engineers
Jürgen Meyer

Executive Summary

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Executive Summary 05.

Government of Saint Vincent

Argyle International Airport Project

The EIA report (main text) was prepared by:

with contributions from:

Martin van der Knaap (fisheries)

Lystra Culzac Wilson and Amos Glasgow (Milligan Cay)

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5. ENVIRONMENTAL FRAMEWORK AND INSTITUTIONAL

7. CULTURAL AND RECREATIONAL ASSETS 20

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9. INDUCED AND CUMULATIVE IMPACTS AND THEIR CONTROL 22

10. POSITIVE IMPACTS 23

11. ENVIRONMENTAL IMPACTS AND THEIR MITIGATION 23

12. SOCIO ECONOMIC IMPACTS AND THEIR MITIGATION 38

13. ENVIRONMENTAL MONITORING PLAN 41

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The International Airport Development Company

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1.2 Project Implementation Arrangements

1.3 Cost Estimate

1.4 Need and Justification of the Project

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• The entire runway is located on the land;

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The findings presented are based on field investigations, professional assess-

3.2 The Study Area

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Fig. 1: Physical boundaries of the study area

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4.1 Project Location

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Fig. 2: Project Location

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4.2 Project Layout

• Landside facilities (see below);

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Yambou River Crossing

Proposed Drainage System

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4.3 Traffic Forecast

4.4 Implementation Process

Tendering and Execution of Works

The opening of Argyle International Airport is scheduled for 2011.

Earthworks and Construction Materials

The airside pavement areas will be constructed as follows:

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• The taxiways will be in asphalt paving;

5. ENVIRONMENTAL FRAMEWORK AND INSTITUTIONAL RESPON-

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6.1 Geology, Topography and Soils

6.2 Climatic Conditions

6.2.1 Temperature and Rainfall

The design of hydraulic structures (bridges, culverts, drains, gutters) depends on

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6.2.2 Wind Characteristics

According to ICAO ‘critical wind speeds’ are defined as follows:

• ATR 42/DH 8A (required RWY length 1090 m), or

However as a result of the EIA it is recommended to continue with the wind

6.3 Water Resources and Drainage

6.3.1 Surface Water and Drainage at Site

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6.4 Natural Environment

Few terrestrial animal species of conservation concern were observed in the