FinalReport 05 08

Final Report 05.2008

Kocks Consult GmbH • Stegemannstr. 32-38 • D-56068 Koblenz • Tel.: +49 261 1302-0 Fax: +49 261 1302-400 • E-Mail: [email protected] • Internet: www.kocks-ing.de

Government of Saint Vincent and the Grenadines International Airport Development Company

Argyle International Airport Project Environmental Impact Assessment


Final Report

P:\Abt243\78220\Bearbeitung\214\Text\EIA Final\Final_Report_05_08.doc

Acknowledgement

The conduct of the present EIA was made possible by the IADC who provided contacts and

logistic support.

We also thank all those Government Officials and those individuals who have dedicated their

time, especially the Chief Advisor who has been the primary point of contact for information on

the project design and provided baseline data and drawings.


Final Report


This EIA report was prepared by:

Melanie Poerschmann EIA specialist and

Jürgen Meyer Team Leader

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)


Final Report


TABLE OF CONTENTS

1. INTRODUCTION 13

1.1 Project History and Background 13

1.2 Project Management and Implementation Arrangements 14

1.3 Project Implementation Schedule 16

1.4 Project Cost 17

1.5 Need and Justification of the Project 18

2. ALTERNATIVES 21

2.1 Site Alternatives 21

2.2 Design Alternatives 22

2.3 Selected Option 24

2.4 Without-Project Alternative 24

3. METHODOLOGY 27

3.1 General 27

3.2 The Study Area 28

3.3 Limitations of the Study 31

4. PROJECT DESCRIPTION 33

4.1 Review of Basic Documents 33

4.2 Project Location 34

4.3 Project Layout 36

4.4 Traffic Forecast 43

4.5 Project Implementation Process 44

4.6 Construction Materials 46

4.7 Construction Equipment 47

5. ENVIRONMENTAL POLICY, LEGAL AND INSTITUTIONAL

FRAMEWORK 49

5.1 International and Regional Environmental Policy 49

5.2 Environmental Protection Legislation 50

5.3 Nature Conservation Legislation 53

5.4 Heritage Legislation 53

5.5 Land Acquisition Regulations 54


Final Report


5.6 Institutional Responsibilities 54

5.7 ICAO Standards and Recommendations 57

5.8 Conclusions 60

6. ENVIRONMENTAL CONTEXT 63

6.1 Geology and Topography 63

6.2 Climatic Conditions 70

6.3 Water Resources and Drainage 74

6.4 Natural Environment 79

6.5 Aquatic Habitats and Wildlife 92

6.6 Other Aquatic Habitats 96

6.7 Protected Areas 96

6.8 Natural Hazards 97

7. CULTURAL AND RECREATIONAL ASSETS 107

7.1 Cultural Heritage 107

7.2 Old Sugar Mills 119

7.3 Cultural Assets 120

7.4 Recreational Areas and Sites 122

7.5 Planned Tourism Development Sites 124

8. SOCIO-ECONOMIC CONTEXT 127

8.1 Population and Demographic Characteristics 127

8.2 Settlements 128

8.3 Land Use 130

8.4 Community Structure and Employment 134

8.5 Tri-Tri Fisheries 135

8.6 Social and Community Infrastructure 136

8.7 Public Health 137

8.8 Cultural Properties, Customs, Aspirations and Attitudes 139

9. INDUCED AND CUMULATIVE IMPACTS AND THEIR CONTROL 141

9.1 Introduction 141

9.2 Regional Context 141

9.3 Major Current and Future Development Projects 142

9.4 Induced Development and Impacts 144


Final Report


9.5 Positive Impacts 153

9.6 Conclusions and Recommendations 154

10. ENVIRONMENTAL IMPACTS AND THEIR MITIGATION 163


10.2 Design Review 165

10.3 Construction Phase Impacts 182

10.4 Operational Environmental Impacts 208

10.5 Safety 217

10.6 Conceptual Operational Environmental Management Plan 222

10.7 Cost Estimate 223

10.8 Implementation Schedule 230

10.9 Institutional and Agency Support 233

11. SOCIO ECONOMIC IMPACTS AND THEIR MITIGATION 239


11.2 Residential Land 240

11.3 Agricultural Land and Empty Land Parcels 241

11.4 Business and Commercial Activities 243

11.5 Fisheries 244

11.6 Cultural Assets 244

11.7 Conclusions and Recommendation 244

12. ENVIRONMENTAL MONITORING PLAN 247


12.2 ICAO Compliance Monitoring and Detailed Design Review 248

12.3 Responsibilities and Necessary Institutional Arrangements 249

12.4 Final Detailed Design Phase 250

12.5 Construction Phase 251

12.6 Operational Phase 251


Final Report


APPENDICES 253

Appendix I: Birds of Milligan Cay Wildlife Reserve

Appendix II: Plant and Animal Species of the Study Area

Appendix III: The Tri-Tri Resources of St. Vincent in the Context of the Argyle Airport Devel-

opment Project

Appendix IV: Extract from a Cost Proposal for Archaeological Excavations

Appendix V: Summary Environmental Management Plan – Detailed Design Review Phase –

Appendix VI: Summary Construction Environmental Management Plan

Appendix VII: Summary Environmental Monitoring Plan

Appendix VIII: Conceptual Operational Environmental Management Plan

Appendix IX: List of Contacts

Appendix X: References

Appendix XI: ToR

Appendix XII: Concept of Obstacle Restrictions and Elimination

Appendix XIII: Results of the Wind Measurement Program

MAPS (attached at the end of this document)

Land Use and Habitats (1: 5,000)

Map of Mitigation Measures (1:5,000)

Aerial Photograph

Project layout (1:8,000)

Yambou river crossing (1:1,500)

LIST OF TABLES

Tab. 1: Cost estimate Argyle International Airport............................................................... 18

Tab. 2: Information gaps and uncertainties.......................................................................... 31

Tab. 3: Registered groundwater levels (from south to north) ............................................. 77

Tab. 4: Area of main forest types 1949 - 1993 .................................................................... 80

Tab. 5: Natural and semi-natural habitat types in the Project area.................................... 87

Tab. 6: Saffir Simpson hurricane intensity scale ................................................................. 98

Tab. 7: Hurricanes with highest waves recorded (CZMR, 2006) ....................................... 99

Tab. 8: Return values for hurricane wave heights in the SE sector of Saint

Vincent........................................................................................................................ 99

Tab. 9: Ancient habitation sites in the vicinity the Project................................................. 112


Final Report


Tab. 10: Population trends in census years 1960 to 2001.................................................. 127

Tab. 11: Main settlements of the study area........................................................................ 128

Tab. 12: Land use in the Project area .................................................................................. 131

Tab. 13: Windward Highway ADT 2000 – Arnos Vale and Diamond................................. 146

Tab. 14: Windward Highway ADT 2007 – E.T. Joshua Airport / Mt. Pleasant-

Stubbs ...................................................................................................................... 148

Tab. 15: Windward Highway traffic forecast 2020 – Argyle Intl. Airport ............................ 148

Tab. 16: Settlements located in/near to the future aircraft fly path .................................... 213

Tab. 17: FAA noise and land use compatibility guidelines ................................................. 216

LIST OF FIGURES

Fig. 1: IADC’s organisational chart ...................................................................................... 15

Fig. 2: Alternative sites considered for a new International Airport in St. Vincent........... 23

Fig. 3: Physical boundaries of the study area..................................................................... 30

Fig. 4: Project location ......................................................................................................... 35

Fig. 5: Project layout (CCOA S.A., 2007)............................................................................ 38

Fig. 6: Proposed principal solution for the Yambou River crossing (CCOA S.A.,

2007) .......................................................................................................................... 39

Fig. 7: Windward Highway realignment............................................................................... 41

Fig. 8: Typical cross-section of the runway......................................................................... 42

Fig. 9: Estimated numbers of foreign workforce during the airport construction

period.......................................................................................................................... 44

Fig. 10: Geology of St. Vincent (Robertson, 2003) .............................................................. 64

Fig. 11: Longitudinal cross section of the runway and underlying geology........................ 67

Fig. 12: Average monthly rainfall recorded from 1979 to 2005 at E.T. Joshua

Airport ......................................................................................................................... 71

Fig. 13: Average monthly days of rainfall recorded 1979 – 2005 at E.T. Joshua

Airport ......................................................................................................................... 72

Fig. 14: Main vegetation types of St. Vincent prior to disturbance...................................... 82

Fig. 15: Integrated Volcanic Hazard Map of St. Vincent .................................................... 104

Fig. 16: Approximate location of cliff with petroglyph......................................................... 109

Fig. 17: Potentially Affected Archaeological Sites.............................................................. 115

Fig. 18: Planned Tourism Development Sites directly or indirectly affected by the

Project. ..................................................................................................................... 126

Fig. 19: Questionnaire to Argyle Residents and Owners................................................... 129


Final Report


Fig. 20: Schematic overview of expected Project-induced impacts on regional

development and land use patterns....................................................................... 147

Fig. 21: Proposed arrangement of culverts under the Yambou River .............................. 168

Fig. 22: Sites proposed for archaeological excavations .................................................... 201

Fig. 23: Effects of varying operating conditions on single event aircraft noise

contours.................................................................................................................... 210

Fig. 24: Approximate single event noise contours (65 dBA) for B 727-400 and B

747-400 aircrafts...................................................................................................... 212

Fig. 25: Relocation preferences of affected households ................................................... 241

Abbreviations

AC Airport Company

AD Anno Domini

ADT Average Daily Traffic

AIDS Aquired Immune Deficiency Syndrom

asl above sea level

BC before Christ

BOD biological oxygen demand

CCOA Compania Contratista de Obras Para La Aviaçion

CEMP Construction Environmental Management Plan

CO Carbon Monoxide

COD chemical oxygen demand

CR critically endangered (as per IUCN Red List)

Cd mercury

Cu copper

CWSA Central Water And Sewerage Authority

CZMS Coastal Zone Management Study

DB decibel

dBA A-weighted decibel scale

E East

EBA Endemic Bird Area

EC$ Eastern Caribbean Dollar

ED Environmental Department

ENE East North East

EIA Environmental Impact Assessment


Final Report


EMP Environmental Management Plan

ESU Environmental Services Unit

EU European Union

F Fahrenheit

FIDIC Féderation Internationale des Ingénieurs Conseils = International Federation of

Consulting Enginees

GEF Global Environment Facility

GESCO General Equipment Services Corporation

GmbH Gesellschaft mit beschränkter Haftung (German, = Ltd.)

GoSVG Government of St. Vincent & The Grenadines

h hour

ha hectar

Hg mercury

HILP Ministry of Housing, Informal Human Settlements, Lands & Surveys & Physical Planning

HIV Human Immune Deficiency Virus

IADC International Airport Development Company

ICAO International Civil Aviation Organisation

ICOMOS International Council of Monuments and Sites

IUCN International Union for the Conservation of Nature

JEMS Junction / Glamorgan, Enhams, Mc Carthy & Surroundings Progressive Community

Organisation

km/h kilometres per hour

kt knot

Mg manganese

MoCW Ministry of Communication and Works

MoHE Ministry of Health And Environment

MMM Marshall, Macklin and Monaghan (Consulting firm from Canada)

MoTW Ministry of Transport and Works

N nitrate

NEMO National Emergency Management Organisation

NEMS National Environmental Strategy and Action Plan

NNE North North East

Nox Nitrogen Dioxide

NPA National Parks Authority

OECS Organisation of the Eastern Caribbean States


Final Report


OEMP Operational Environmental Management Plan

OHSAS Occupational Health and Safety Assessment Series

P phospahate

Pb lead

RoW Right of Way

s seconds

SGD Saint George’s Declaration

SO2 Sulfur Dioxide

STI Sexually Transmitted Infections

SVG Saint Vincent & The Grenadines

SVGNT Saint Vincent & The Grenadines National Trust

TDH total dissolved hardness

TDS total dissolved solids

THC Total Hydrocarbon

TPH Total Petroleum Hydrocarbons

TSP Total suspended particulate

UNDP United Nations development Programme

UNESCO United Nations Educational, Scientific and Cultural Organization

WHO World Health Organisation

y year

Zn zinc


Final Report



Final Report


1. INTRODUCTION

1.1 Project History and Background

Over the last four decades a number of studies were carried out on international

airport development on mainland St. Vincent. The two most recent studies are:

• St. Vincent Airport Development, Pre-Investment Study; Inception Report,

by KOCKS Consult GmbH (Germany), 1993; and

• St. Vincent Airport Development, Phase 1, Final Report by Marshall,

Macklin and Monaghan (Canada), 1998.

All of the conducted studies show a recurring theme of the technical unsuitability

and lack of financial and economic viability for the expansion of the existing E.T.

Joshua Airport at Arnos Vale. Equally, the studies have opted for the preference

of building a completely new airport at another location. In examining the issue

over the years, Consultants have evaluated alternative locations, including Lang-

ley Park, Brighton, Diamond, Kitchen, Villa, Buccament and Argyle (see chapter 2

of this report).

The KOCKS Study of 1993 examined the feasibility of three sites: Arnos Vale,

Kitchen and Argyle. The study concluded that Argyle was the most economically

viable option. In the 1998 feasibility study done by Marshall, Macklin and Mona-

ghan (MMM) several options were evaluated for expanding E.T. Joshua and for

the construction of a new facility at Argyle. MMM did not evaluate Kitchen, since

that site was shown by KOCKS not to be economically feasible. After review of

the numerous studies and expert advice and after careful consideration, the Gov-

ernment of Saint Vincent & the Grenadines (GoSVG) has chosen Argyle as the

location for the new International Airport.

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:


Final Report


• 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 141, with the

operation of aircrafts like the B747-400 series as per Airport Reference

Code 4E.

1.2 Project Management and Implementation Arrangements

1.2.1 Project Management

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.

The structure of the IADC is shown in the Organisational Chart below.

The Chief Advisor

The Government of Cuba has dispatched an airport expert as full time Chief Ad-

visor for the planning, preparation and implementation of the complete airside

component of the Project. The Chief Advisor acts as a coordinator between the

GoSVG / the IADC and the Governments of Cuba and Venezuela.

1 See also chapter 2.7.3


Final Report


Fig. 1: IADC’s organisational chart

Administration &

Projects Officer

Board of Directors

Engineer

(Consultant)

Legal Advisor (Corporate Secre-

tary)

Project Coordinator

Security Officer

Chairman / CEO

Engineer

Administrative

Assistant

Junior Admi-

nistrator

Accounts Clerk

Finance Of-

ficer

Driver / Office

Attendant

House Keeper


Final Report


1.2.2 Project Implementation

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. An Airport Construction Advisor from Cuba (the Chief Advisor) assists with

the overall coordination of activities between the Governments of Cuba, Vene-

zuela and SVG. The Government of Taiwan will provide funding for the design

and construction of landside facilities and buildings including the terminal build-

ing, equipment and parking area.

Construction of the airside facilities (runway, taxiways and apron - including the

construction of the Yambou River crossing and drainage structures) will not be

carried out by a contractor, but by Cuban and Venezuelan workers. There will

thus be no contractual tools like clauses or technical specifications to ensure that

environmental mitigation measures proposed as a result of this EIA would be ul-

timately implemented or environmental quality and safety standards complied

with during construction. Therefore decisions concerning the implementation of

proposed mitigation measures and recommendations lie within the responsibility

of the IADC. As indicated in chapter 10.9 there may be substantial institutional

and Agency support.

The construction of the landside facilities (terminal, tower, hangars, parking and

circulation facilities) may or may not be internationally tendered and operation is

likely to be organised with foreign technical support.

Due to these specific framework conditions effective management arrangements

will need to be put in place to ensure that the Project will eventually be imple-

mented and operated in an environmentally safe and sustainable manner.

1.3 Project Implementation Schedule

When this report was written preliminary design documentation was available for

the airside facilities (runway, taxiway and apron). The design for the other airport


Final Report


facilities (terminal, hangars, parking, warehouse and associated facilities) had not

yet been assigned.

Earthworks for the construction of the runway are expected to commence in July

2008. During the first 12 months of the construction phase the plan is to concen-

trate on the first kilometre in the south of the planned runway. It is important to

note that for this section in the south all required land has already been acquired.

The subsequent sections will be built from the second year on and will last 3

years in total.

The realignment of a 2.8 km section of the Windward Highway started in Sep-

tember 2007. The planned construction period is 13 months so that motorists will

be able to use the new section when earthworks will move to the second kilome-

tre of the runway by the end of 2008 or early 2009.

A new access road will be needed in the south of the planned runway to access

land on the seaward side of the airport (see chapter 4.3 of this report). This road

is presently at the design stage and will be built during the first 12 months of

earth works.

Land acquisition started in July 2006. The current state of negotiations is de-

scribed in chapter 11 of this report.

The opening of Argyle International Airport is scheduled for 2011.

1.4 Project Cost

The IADC has estimated the total cost of the Project at 502 million EC$ / 186 mil-

lion US$. The breakdown of this cost under broad headings is provided in the fol-

lowing table.


Final Report


Tab. 1: Cost estimate Argyle International Airport

Item US$ million EC$ million

Land acquisition 39.2 106

Earthworks / site works 68.1 183.8

Runway, taxiway and apron 15.3 41.3

Roads and support facilities 6.4 17.3

Terminal building and control tower 14.1 38.1

Project delivery / management 20.4 55.1

Contingency 22.7 61.3

TOTAL (rounded) 186 502

Source: IADC, December 2007

1.5 Need and Justification of the Project

1.5.1 Previous and Current Trends in the National Economy

Agriculture

In the past three decades the agricultural sector and in particular the banana in-

dustry has immensely contributed to the economic development of the country,

providing income, employment and improved welfare for the Vincentian society.

During the 1990ies, however, the sector’s relative contribution to the GDP forma-

tion and export revenues has significantly declined. Between 1997 and 2004, for

example, agriculture’s contribution to the Gross Domestic Product (GDP) has

been 10 to 13%, compared to an average of 19% in the previous 20 years. This

overall trend was closely linked to a decline in the performance of the banana in-

dustry, which since 1993 has struggled to adjust to continuously changing market

conditions in Europe. Despite joint attempts of the GoSVG and producers to re-

structure the Industry and to make it more efficient and competitive, the forces of

globalisation and economic liberalisation are forcing radical changes in the econ-

omy. The lack of successful and timely economic adjustments has contributed to

economic and social dislocation, most acutely among rural communities with lim-

ited access to alternative economic opportunities. The decline of the agricultural

sector has badly affected rural employment and income, export earnings and in-


Final Report


vestment in agriculture and has significantly contributed to increases in rural pov-

erty in the country.

Between 1990 and 2003 the numbers of registered banana growers have de-

clined from an estimated 7,800 to 2,309. In the same period the number of work-

ers depending fully or partly on bananas have fallen from about 23,000 to about

7,000. Following to the introduction of the EUREP-GAP2 the number of growers

producing for export is expected to decline further. Export earnings and volumes

dropped from EC$ 89.5m in 1991 to EC$ 28.51m in 2003 and from 62,878 t to

22,558 t respectively.

Tourism

The Tourism sector contributes approximately 15% to the GDP. Tourist receipts

contributed US$ 81.3 million to the economy in 2002. In 2002, cruise ship arrivals

fell by 14.8% compared to a fall of 11.2% in 2001. Arrivals by yachts and boats

dropped by 5% in 2002, following a 21.2% growth in 2001. In recent times the

tourism sector has taken on greater importance especially with the threats faced

by the agricultural sector in general and in particular bananas. This sector is criti-

cal to the advancement of the necessary and desirable strategic objective of eco-

nomic diversification. The emerging prominence of the services sector and par-

ticularly the growing influence of tourism are features of the structural changes of

the local economy over the past decade. The GoSVG’s programme for the Tour-

ism Sector is enshrined in the National Tourism Sector Strategic Plan 2000 -

2006.

During the short to medium term, it is anticipated that the challenges facing the

sector will intensify, requiring much needed transformation if the industry is to

maintain a competitive edge necessary for its survival3.

2 Euro-Retailer Produce Workig Group – Good Agricultural Practices 3 Delegation of the European Commission in Barbados and the Eastern Caribbean; Office of the National

Authorising Officer in SVG (2004): Cooperation Between the EU and SVG; Joint Annual Report 2004


Final Report


Industry

The industrial sector employs around 8% of the workforce in SVG. Industrial ac-

tivity currently contributes to about 10% to the GDP and is primarily geared on

agricultural processing. The main products are flour, rice, animal feeds and pack-

age beans and other dried grain, followed by pasta, aerated beverages, stout

beer and malt, rum, arrowroot starch, milk, fruit juices and others. The main non-

food industries produce concrete blocks and quarry products, steel rods, galva-

nized sheeting and plastic tubes and pipes plus a wide range of craft apparel and

texture products, cardboard cartons, plastic cups, bags and others4.

1.5.2 Need of the Project in the Macroeconomic Context

The overall objective of the GoSVG is to reach high levels of sustainable growth

and development while reducing poverty levels and raising social consciousness

and employment levels. To achieve this objective the GoSVG has proposed to

implement a program of economic diversification and measures aiming at the in-

crease of export levels with a renewed emphasis on social development.

Tourism has the potentials of being the greatest foreign exchange earner of the

country. According to the conviction of the GoSVG the requisites of economic di-

versification and regional and international competitiveness demand an interna-

tional airport allowing for direct access from and to the markets in North America,

Canada and Europe. According to the results of the MMM feasibility study (1998)

it should be noted, however, that examples of other locations in the region indi-

cate that this expansion will only occur if the appropriately priced tourism infra-

structure is also available.

4 Source: as above.


Final Report


2. ALTERNATIVES

2.1 Site Alternatives

The earliest steps relating to new airport development in St. Vincent date back to

1974 when three alternative sites where considered5. As any of the alternative

sites considered would have required costly excavations it was concluded that

Arnos Vale should be further developed. In the following decade a number of

studies followed, which mainly examined operational improvements and upgrad-

ing options at Arnos Vale. In 1993 a summary evaluation of all previously consid-

ered sites6 was carried out as shown in Figure 2. The conclusion of this latter

study was that out of the seven options considered three would merit further con-

sideration as feasible development alternatives, viz the upgrading of Arnos Vale

and new sites at Kitchen and Argyle.

The MMM report of 1998 looked into the different basic options at Arnos Vale and

Argyle in more detail without further consideration of the Kitchen site. In addition

to the technical analysis the study also evaluated the market possibilities and the

economic implications of the various alternatives.

The alternatives are based on a non-precision, instrumental approach, as well as

on passenger figure of 218,000 in 1997.

A. E.T. Joshua Airport (Arnos Vale);

A.1 Terminal renovation only for 360,000 passengers/year;

A.2 New terminal, idem;

A.3 New terminal for 513,000 passengers/year and a new 6,500 ft / 1,980 m

runway;

A.4 Terminal renovation for 513,000 passengers/year and a new 6,500 ft /

1,980 m runway.

None of the ‘Arnos Vale alternatives’ that were considered includes the removal

of the existing obstacles (surrounding hills, stadium and others) which would be

required to comply with the recommendations of ICAO Annex 14.

5 Civil Aviation Authority (UK), 1974 6 KOCKS Consult GmbH, 1993


Final Report


B. Argyle Site

B.1 New terminal for 513,000 passengers/yr and a 5,500-ft/ 1.676 m runway;

B.2 New terminal for 557,000 passengers/yr and a 7,000-ft/ 2,133 m runway;

B.3 New terminal for 737,000 passengers/yr and a 9,000 ft/ 2,743 m runway.

The study concluded that from a financial point of view airport expansion cannot

be justified and that only investments in operational improvements at E.T. Joshua

Airport at Arnos Vale (Alternative A.1), if the inhabiting debt would have to be

served. If this alternative is not pursued the maximum benefits would result from

Alternative B.3. However it was also stated that the financial analysis does not in-

corporate the potential for additional revenue generated from passengers, or the

potential from airport commercial operations. This potential would be greater at

the Argyle site than at Arnos Vale and these additional benefits could be substan-

tial.

In 2004 the GoSVG took the final decision to site the new international airport at

Argyle on the basis of Alternative B.3.

2.2 Design Alternatives

During preliminary design of the Argyle International Airport a design team from

Cuba has studied four different alternatives. However, international standard de-

sign requirements together with the issue of crosswinds and the given topog-

raphical conditions limit the development of principle design alternatives for a

2,745 m runway at Argyle. The alternatives that have been studied mainly had

the objective of identifying the optimal horizontal and longitudinal alignment. The

result of that study was the selection of ‘Alternative 3’, which is explained in more

detail below.

The preliminary design solution proposed for the crossing of the Yambou River

was a TechSpan bridge. Details of that design solution were not available to the


Final Report


study team, but an important aspect was that this initially proposed alternative

would have allowed to maintain the natural the bed of the river7.

Fig. 2: Alternative sites considered for a new International Airport in St. Vincent8

7 Note: this issue is relevant in the context of tri-tri migration discussed in Chapter 6.5. and Appendix III of this report. 8 KOCKS Consult GmbH, 1993.


Final Report


The detailed design for the Yambou River crossing presented in mid January

2008 consisted of a system of parallel prefabricated culverts, which is explained

in Chapter 4.3 and shown in Figure 6.

2.3 Selected Option

Compared to the other alternatives studied at the Argyle site the main advan-

tages of the selected Alternative 3 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 alternatives.

2.4 Without-Project Alternative

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.

Due to various site-related factors an expanded airport at Arnos Vale would not

gain classification as an international airport under the ICAO and the Federal

Aviation Administration’s (FAA) regulations and standards. While it would be pos-

sible to extend the existing runway to the required length, the width required for

an international airport strip cannot be achieved at this site. The existing restric-

tions on landing and takeoff are impossible to alter in Arnos Vale, as none of the

required changes at Arnos Vale would alleviate the problems related to down-

wind-takeoff. In practice and because of the prevailing tailwinds jet aircraft and

even some turboprop aircraft would have to operate at reduced passenger and

payload levels, even if the runway would be extended.


Final Report


Further problems related to Arnos Vale would be but are not limited to the follow-

ing:

• Requirement to close down E.T. Joshua Airport for about 12 months dur-

ing construction;

• Need to demolish several vital buildings to provide the required 200m long

clear zone around the airstrip, including Arnos Vale Cricket Pavillon &

Sport Complex;

• Significant earthworks at Sion Hill Bay area;

• Requirement for establishing long-term data on wave action, soundings

and sea bottom investigations in the Arnos Vale / Greathead Bay for the

seaward extension of the runway.


Final Report



Final Report


3. METHODOLOGY

3.1 General

The EIA 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 provided by

IADC extensive consultations were held with representatives of concerned gov-

ernment agencies and NGOs. Further contacts were identified during these initial

consultations and discussions held with members of the affected public through-

out the conduct of the study (see List of Contacts in Appendix IX).

The findings presented in this EIA statement are based on professional judgment,

stakeholder and expert consultation, literature research and internet research. In-

formation on the legal and institutional framework was obtained from various ex-

isting reports9.

Regarding the flora and fauna and the marine environment in the Project’s possi-

ble area of influence no relevant previous environmental information was avail-

able. Therefore selected field investigations were carried out to identify possible

sensitive receptors and establish a sound basis for the assessment of potential

impacts.

The potential magnitude or significance of operational impacts (e.g. air and water

pollution, waste management etc.) depends on technical design, decisions on

adequate technical equipment and management arrangements, which have not

yet been taken. To support further planning and decision-making recommenda-

tions have been made on these issues and a conceptual operational EMP

(OEMP) provided. This conceptual OEMP provides guidance for developing a

corporate environmental policy and the role of a future Airport Company or Air-

port Management Authority for adopting sustainable environmental management

practices.

9 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).


Final Report


Lists of all written sources of information and of people contacted are provided in

Appendices IX and X.

3.2 The Study Area

The area that will be impacted by the Project during construction and operation

does not coincide with its ultimate 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:

• During construction temporary and permanent impacts will occur both

on- and off-site. The most direct physical impact will be on-site in the area

of the actual physical interventions. To ensure that impacts related to

the physical presence of the airport in the receiving environment will be

appropriately addressed the study area includes further areas to the north,

east and west of the Right of Way (RoW). In the East the study area ex-

tends down to the coast including the marine environment of that section

of the coastline. In the West the realigned Windward Highway forms the

outer boundaries of this study. The Northern and Southern boundaries of

the study area the new primary school in Peruvian Vale and Stubbs cliff

respectively (Fig. 3 A).

Direct off-site impact will result from material extraction and the transport

and perhaps the temporary storage of these construction materials.

Therefore Rabacca quarry has been included in the study area (Fig.

3 B)10.

10 Note: other sources of material may be the quarry at Layou on the leeward side of the island or any

local deposits of suitable quality. The concrete sources of the various construction materials material had not yet been determined by the time this study was completed.


Final Report


• During operation of the airport most impacts will be confined to the area

that will be affected by construction impacts. This statement however,

does not apply to off-site noise impacts, which are separately discussed.

Further off-site operational impact may affect legally protected migratory

and resident species of birds at Milligan Cay, which lies in the direct ap-

proach corridor of aircraft (Fig. 3 C).

• Futher important aspects of the Project are induced development, i.e.

the expected impact on the socio-economic framework conditions and

medium to long-term development perspectives on mainland St. Vincent

and potential cumulative impacts. In the context of a predominantly rural

landscape and so far little exploited tourism development potential eco-

nomic growth will almost inevitably induce changes in land use and the

social and socio-economic environment. Induced development is ex-

pected to be felt island-wide, but this effect cannot be quantified with a

reasonable degree of certainty in the frame of this study. The present re-

port therefore provides a qualitative description of the expected develop-

ment scenario at the local, regional and national level and highlight the

potential induced effects of such development on the natural resources

and the human and socio-economic environment. Based on this scenario

some proposals of strategic nature are proposed to ensure the sustain-

ability of the development and thus the long-term success of the Project

(Fig. 3 D).

In the light of the above the boundaries of the study area vary according to the

impacts expected at different phases of the Project.

The broad physical boundaries of the study area during the various Project

phases are shown in Fig. 3 A - C.


Final Report


Fig. 3: Physical boundaries of the study area


Final Report


3.3 Limitations of the Study

As mentioned earlier some Project information and planning and background

data were not finally prepared or decided during the conduct of this study. How-

ever available documents in connection with data provided particularly by the

IADC and the Cuban Chief Advisor rendered it possible to finalize the EIA report

prior to the beginning of construction activities. Therefore it will be possible to im-

plement mitigation and monitoring measures timely.

Tab. 2: Information gaps and uncertainties

Issue / Item Required information Current status

Airport Master Plan

Final Master Plan, discussed with and approved by local authorities

Strategy for the preparation of an Airport masterplan will be developed by the IADC.

Airside facilities Draft detailed design for RWY, TWYs and apron, including earth-works for landfill, detailed design report and drawings11

Preliminary design and report; draft detailed design (draw-ings) in Spanish language from mid January 2008, shortly before the finalization of this study;

Landside facilities Draft detailed design for landside development and facilities, design report and drawings, including de-mand and space requirements6

Conceptual design

Storm water drain-age design

Draft detailed design for the storm water drainage of the entire airport, report with calculations and draw-ings6

No data until mid January 2008, thereafter detailed de-sign (drawings) in Spanish language only

Wind data Summary of wind monitoring data at the site over a minimum period of 1 year, ideally over 3 years as re-quested by ICAO

Monthly monitoring data from near the Project site / IADC office over a 6 months’ period (3-2006 to 8-2006)

Air transport de-mand

Air traffic analysis and forecast for passengers / cargo demand and air-craft movements including aircraft mix for a development period of 25 years

Not yet available.

Aviation fuel trans-port to Argyle

Technical analysis, feasibility study of realistic alternatives

Expert pool currently preparing feasible solution.

11 As per EIA guidelines 2007 provided by the IADC


Final Report


Issue / Item Required information Current status

Design of Yambou River crossing; culverts

Hydrological reference data used in the design; proposed mode of con-struction, materials, time table etc.

Not yet available.

Environmental baseline data

Water quality Yambou River Water quality measurements to be carried out as a mitiga-tion and monitoring measure.

Air quality measurements Air quality measurements to be carried out as a mitigation and monitoring measure.

Environmental Standards

Environmental Standards for Air Quality and Water Quality

In case that no national stan-dards are available WHO or European Union standards shall be used.

Above standing table provides an overview with regard to information that were

not yet available in the course of EIA preparation. With the design further devel-

oped there will be a follow up by the IADC.


Final Report


4. PROJECT DESCRIPTION

4.1 Review of Basic Documents

This Project description is based on the review of the following documents:

1. St. Vincent Airport Development, Pre-Investment Study, Inception

Report, by KOCKS Consult GmbH (1993)

This report examined the feasibility of different sites for airport develop-

ment on St. Vincent. The report concluded that Argyle should be studied

further, as this site was identified to be the economically most viable alter-

native.

2. St. Vincent Airport Development, Phase 1, Final Report by Marshall

Macklin and Monaghan (MMM, 1998)

This report again looked at different options for airport development. The

focus of this study was a comparison of improvements at the existing E.T.

Joshua Airport in Arnos Vale with the development of a new site at Argyle.

3. Concept Design International Airport of St. Vincent, CCOA S.A.

(2006)

This set of documents consists mainly of technical drawings together with

explanatory reports regarding wind, topography and ground/soil condi-

tions. The technical drawings include a General Layout Plan No: VPG-01-

2 showing the runway, taxiways and aprons on the airside and the pro-

posed landside facilities, i.e. passenger terminal, hangars, fire brigade etc.

4. Argyle International Airport, Preliminary Design Report, CCOA S.A.,

2-2007

This preliminary design report mainly concerns the construction of airside

facilities for reference aircraft code 4E, i.e. B747-400, with a runway of

2,743 m length, a width of 45 m and a bearing capacity of 2/20 pcn. The

runway strip is 150 m for non-instrument approach according to ICAO An-

nex 14.


Final Report


When analysing those documents it becomes obvious that a Master Plan accord-

ing to IATA and ICAO recommendations is missing. This Master Plan would usu-

ally show a concluding Airport Development over a period of 5 years and would

then have to be regularly updated in steps of five years. The Concept Design (3)

and the Preliminary Design Report (4) do not consider all relevant functional re-

quirements for an International Airport as are mentioned in Report (2). This report

does not show any development beyond the year 2015 or any further possible

landside developments of airport affine commercial and industrial developments,

nor does it consider adequate landside access for vehicles and transportation.

The traffic forecast in report (2) needs to be updated and the option for further

improvements of the runway strip should be reconsidered.

Additional Project information was received during consultations with the Cuban

Chief Advisor.

The draft detailed design of the airside facilities was obtained towards the end of

conducting this study and most information was in Spanish language only.

4.2 Project Location

The Project site is located in the southeast of mainland 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 proposed 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

reclamation is required (see Fig. 4).

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


Final Report


Fig. 4: Project location


Final Report


4.3 Project Layout

The Project has been designed in accordance with the established guidelines of

the ICAO12 Annex 14, with the operation of aircrafts like the B 747-400 series as

per Airport Reference Code 4E. The general layout, including cut and fill areas,

and the relocated Yambou River are shown in Figure 5.

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);

• In terms of physical land space the Project is expected to consume about

152 ha of land.

The alignment of Project will sever the existing Windward Highway, which is the

only access to the north eastern part of the island. The relocation of a 2.8 km

section of the Highway is presently under construction. This ‘Argyle Realignment’

will not only provide the continuity of this transport link, but will eventually be the

prime means of access to and from the airport site once it is operational. For this

project a separate EIA of the realignment has been conducted13. The realignment

of the new section of the Windward Highway is shown in Figure 7.

In the Mt. Pleasant area design for a new road is currently underway to provide

access to seaside homeowners and a local recreational area (see chapter 7.4).

This road project however, is not assessed in the frame of the present EIA.

At the time of conducting this EIA the design of airside facilities (runway, taxiway

and apron) were at the preliminary stage:

12 Refer to chapter 5.7 for further information on ICAO and ICAO Annexes 13 Windward Highway Argyle Realignment. Mouchel Parkman 2007


Final Report


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. The runway strip will therefore be

restricted to 2 x 75 m instead of 2 x 150 m as for an instrument approach runway.

Shoulders on each side of the runway will be 7.5 m wide. The stop ways will be

60 m long on either side of the runway and the runway strips located beyond the

stop way will be 60.00 m long and 150.00m wide on either side. A typical cross-

section of the runway is provided in Figure 8.

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. There is a proposal to

have a combined additional apron for both Cargo and General Aviation. This may

have to be reconsidered when Cargo Development will be analysed in more de-

tail beyond 2015 as part of the Master Plan configuration.

Yambou River Crossing

According to the latest available drawings (see Figures 5 and 6) the Yambou

River will be relocated about 130 m in a southern direction over a length of more

than 400 m and cross under the runway at about km 2+250. The structure pro-

posed to convey the effluent of the Yambou River under the runway consists of

seven parallel metallic circular culverts (ARMCO) of 4.45 m diameter each. The

gradient is indicated at 3 % with the culverts crossing the runway under a 90° an-

gle. According to drawing HS-DP-21 shown in Figure 6 the principal proposed

solution for the in- and outlet structures would consist of rectangular reinforced

concrete channels and side walls consisting of gabions. At the bottom of the rec-

tangular reinforced concrete channels concrete blocks would be placed in the in-

flow zone to dissipate the energy of the flowing water. According to the com-

ments on the drawing, the gabion walls will be adapted to the existing terrain.


Final Report


Fig. 5: Project layout14 (CCOA S.A., 2007)

14 Note: the upper part of this figure shows the southern section and the lower part the following northern sec-

tion of the runway. The map is attached in A 3 Format at a scale of 1:8,000. The original maps are available with notations in Spanish language only.


Final Report


Fig. 6: Proposed principal solution for the Yambou River crossing (CCOA S.A.,

2007)15

15 Note: The map with notations translated in English is attached to the report at a scale of 1:1,500


Final Report


The proposed length of the culvert is equivalent to the width of the runway (171

m). This implies that at both ends of the culvert 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 with a length of 11 km, an average gradient of 4%

and a basin of approximately 20 km2. The catchment is characterized by thick

vegetation and areas of large amounts of accumulated water. Permeability of the

sand-limey-clayey soil is very low. Ground water detected that is presumed to

have come from very localized infiltrations, the water table is influenced by the

level of the sea.

To create the almost level surface of the runway a series of cuts and embank-

ments are required. Water detained at the feet of embankments and flowing over

cuts needs to be collected and conveyed safely away from the structures.

Generally the drainage system consists of ditches and canals running in parallel

to the runway. These collect water at the feet of embankments and water flowing

over cuts and conduct it to 2 culverts and to the Yambou River that cross under

the runway. The designers decided to use metallic culverts (ARMCO) with as-

phalt protection as these are cheaper and easier to transport than other alterna-

tives.

In cut areas, west of the runway, ditches that conduct the water to the collector

canals are placed on berms. Collectors and canals parallel to the runway are

connected via man holes to culverts that convey the run-off to the downstream

side of the runway. Generally the gradient of canals and ditches is equal to that

of the runway. In the embankment areas (west of the runway) and at the foot of

the slopes canals will be constructed from soil reinforced with geo-textile and

geo-membrane of High Density Polyethylen (HDPE). In the outflow areas of the

culverts erosion protected channels (granular material 300 to 500 mm diameter)

will be constructed. The drainage of the platform (terminal area) will be by means

of drain pipes that collect water and convey it to culverts. The in- and outlets of

the culverts will consist either of rectangular concrete channels, gabion retaining


Final Report


walls, or a combination of both. The bottoms of these canal will be protected from

erosion by either lean concrete, granular material of appropriate size or a combi-

nation of both. Where required, concrete blocks to dissipate the energy of the

flowing water.

Fig. 7: Windward Highway realignment16

16 Source: Mouchel Parkman Ltd. (2007)


Final Report


Fig. 8: Typical cross-section of the runway

Landside Facilities

The design of the landside facilities of the airport (terminal building with associ-

ated parking and circulation facilities) will be in accordance with IATA standards.

According to the IADC and the Chief Advisor further 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.

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 briefly described and discussed in chapter 10.2.3 of this report.


Final Report


4.4 Traffic Forecast

The traffic projections for 2015 indicate made in the MMM study (1998) 737,000

passenger movements and between 48,850 and 76,600 aircraft operations an-

nually. 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 development of Argyle International Airport based on expected fu-

ture traffic demands.

The Master Plan should retain flexibility in order to meet changing conditions as-

sociated with airport operations and regional developments. Consequently the

Master Plan should be reviewed at least every 5 years so to ensure that the air-

port and its environmental surrounding might develop with a minimum of conflicts

keeps abreast of future changes.

The missing road traffic forecast should also be part of the Master Plan. It will be

especially important to also consider passenger access to and from the Airport

and all the servicing required for operation, i.e. fuel, catering, waste, etc.

Space for the development of airport affine businesses, including adequate ac-

cessibility will have to be considered, as they are not included in any document of

the reviewed documents. There will be requirements for areas of development

from diverse origin, i.e. travel agencies, car rental, airlines, hotel accommodation,

business and commercial centres etc. These areas will need to be considered

when looking into the future of the Argyle International Airport. As the given top-

graphical conditions of the area limit the availability and development of land in

the surroundings of the airport planning decisions will need to be made at a pos-

sibly early stage based on facts and not in response to pressure from other de-

mands.


Final Report


4.5 Project Implementation Process

Tendering and Execution of Works

According to the IADC there will be no tendering process for the execution of

construction works.

Earthworks for the construction of the runway were initially scheduled to start by

late November 2007, but did not commence by the time this study was completed

(May 2008). Most of these works will be executed by workforce from Cuba or

Venezuela or by workers from both countries. During the 3 years’ period sched-

uled 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. Accommodation will be at 2 sites in Argyle, i.e. an average 60 persons at

the P’Tani Resort and 40 to 50 in an old hotel located next to the RC church in

Argyle.

During peak periods earthworks will be executed round the clock, 7 days a week.

The following figure indicates how the average number of foreign workforce at the

site will vary over the construction period from 2008 to 201117. It is understood

that local workforce will mainly be hired for security and trucking services.

2008 2009 2010 2011

Fig. 9: Estimated numbers of foreign workforce during the airport con-

struction period

17 Source of figures: Chief Advisor

100 100

50

140

earthworks

runway and landside facilities


Final Report


Earthworks

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 m³18.

The surface that will be affected by earthworks is in the order of 8,680 ha. Addi-

tional earth movements of however relatively small scale will be associated to the

construction of parking facilities outside the airport terrain.

The above figures on cut relate to the volume of materials in their natural position

and state. Geo-technical analysis indicates that a compaction-coefficient of 1.3

can be achieved, so that after allowing for topsoil stripping and replacement the

final mass balance between cut and fill will be nearly zero.

Topsoil in the study area is 0.50 m thick on average19, which means that a total of

approximately 470,000 m³ of topsoil will need to be temporaryly stored during

earthworks and embankment construction and replacement. These 470,000 m³

are included in the above figures on total earthworks.

In addition to the above-mentioned volumes there will be an excess of approxi-

mately 12,000 m³ of fill and some undefined volumes of topsoil originating from

the presently ongoing relocation of the Windward Highway. This material has

been stockpiled at various locations in the study area and will need to be dealt

with in the frame of this Project in an appropriate way.

18 Cuban Chief Advisor, personal communication,December 2007 19 Source: geo-technical report, 2006


Final Report


4.6 Construction Materials

According to the Chief Advisor the airside pavement areas will be constructed as

follows:

• The runway will be in asphalt paving with touch-down areas in concrete;

• The taxiways will be in asphalt paving;

• The apron will be in concrete paving

Any more detailed information on pavement structures for asphalt or concrete

paving is not yet available, therefore any detailed calculation on materials re-

quired are not possible. Assuming that concrete and asphalt paving will be ap-

proximately 30 cm thick, the requirements for aggregates20 for runway, taxiways

and apron are in the range of 40 to 50,000 m³. The ultimate source for these ma-

terials 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 po-

tential 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 materials 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. In the worst

case, however, material for the upper layer of the airside facilities may even have

to be imported.

Base material for the construction of verges and taxiways may be obtained from

the existing quarry on Rabacca River. Materials from Rabacca would be trans-

ported to Argyle on the recently rehabilitated Windward Highway over a distance

20 aggregate is a collective term for mineral materials such as sand, gravel and crushed stone that are

used with a binding medium (such as water, bitumen, cement, lime, etc.) to form compound materials (such as asphalt concrete, and portland cement concrete). Aggregate is also used for base and sub base courses for both flexible and rigid pavements. Natural aggregates are generally extracted from larger rock formations through an open excavation (quarry). Extracted rock is typically reduced to usable sizes by mechanical crushing.


Final Report


of about 19 km. On this route trucks will have to pass through Georgetown (town

passage: ~ 2km).

Sand required for the construction of airside and public facilities needs to have

certain chemical properties. Sand dredged from the Sea or local beaches does

not have these properties and is environmentally unacceptable. Therefore sand

for the Project will also be obtained from the official mining site on the Rabacca

River, which is managed by the GESCO. Statements on the quantities of sand

required for the Project cannot be made at this point of time.

Construction water will be required for the compaction of fill material, dust abate-

ment and concrete production and vehicle workshops etc.). This water will be ob-

tained from the Yambou River, as this is the only source of reliable and sufficient

flow in the area.

Cement will be imported.

4.7 Construction Equipment

According to the Chief Advisor construction equipment will be second hand pur-

chased in the United States. Transport from he US to Saint Vincent will be in con-

tainers by ship.

This issue is environmentally relevant, as used imported construction equipment

may result in the introduction of invasive species, that could be carried in any soil

or residue attached to the equipment (see chapter 10.3.3).


Final Report



Final Report


5. ENVIRONMENTAL POLICY, LEGAL AND INSTITUTIONAL FRAME-

WORK

5.1 International and Regional Environmental Policy

St. Vincent and the Grenadines has ratified several international environmental

agreements and Conventions, none of which, however, plays a substantial role in

the context of the present Project.

At the regional level the GoSVG has committed itself to the Principles for Envi-

ronmental Sustainability in the Organisation of the Eastern Caribbean States

(OECS) that are laid down in the Saint George’s Declaration (SGD) of 2001.

The 21 principles contained in the SGD place environmental management as a

cornerstone of sustainable development, and OECS Member States have agreed

to utilize these principles in the governance of national affairs. Most of these prin-

ciples are directly relevant to the operations of many of the Ministries in St Vin-

cent and the Grenadines. The development of a National Environmental Man-

agement Strategy and Action Plan (NEMS) is the mechanism for national expres-

sion of environmental programming in support of those sustainable development

strategies.

The NEMS 2004-2006 for SVG was completed in 2004 through a process of dis-

trict and sectoral consultations and after a review of key policies and programmes

and feedback from a National Consultation on the draft NEMS. The overall proc-

ess was coordinated by the Environmental Services Unit (ESU), especially local

publicity on the NEMS and community consultations, with inputs from the Na-

tional Environmental Advisory Board.

An update of the NEMS is currently underway.


Final Report


In designing and implementing the present Project and conducting the this EIA

the most relevant of the 21 ‘major environmental principles’ of the NEMS are to:

• Foster sustainable improvement in the quality of life (No. 1);

• Integrate social, economic and environmental considerations into National

development policies, plans and programmes (No. 2);

• Ensure meaningful participation by civil society in decision making (No. 4);

• Prevent and manage the causes and impacts of disaster (No. 9);

• Prevent and control pollution and manage waste (No. 10);

• Ensure the sustainable use of natural resources (No. 11);

• Protect cultural and natural heritage (No. 12);

• Protect and conserve biological diversity (No. 13).

At present SVG lacks a national land policy, although a draft National Physical

Development Plan (NPDP) was prepared in 2001. The plan was intended to set

out appropriate policies and strategies that would promote sustainable integrated

national development through judicious management of the spatial environment

(UNDP/GEF 2007). In November 2007 the Ministry of Housing, Informal Human

Settlements; Lands & Surveys and Physical Planning (HILP) has started the

process of finalizing the NPDP, which is expected for late 2008.

5.2 Environmental Protection Legislation

Legislative acts dealing with the protection of the physical and human environ-

ment are:

• The Town and Country Planning Act No. 45 of 1992;

• The Central Water & Sewerage Act of 1992;

• The Waste Management Act , No. 31 of 2000;

• The Environmental Services Act, No. 14, of 1991;

• The Environmental Health Services Act, No. 15 of 1991; and

• The Noise Control Act, 1988.


Final Report


The Town and Country Planning Act (TCP legislation act 45 of 1992) makes

provisions for the orderly and progressive development of land and the proper

planning of town and country areas, as well as for the control of development.

Section 29 (1) of the Act specifies that ‘the Board may by notice require an EIA to

be submitted to it (2) in such form and contain such information as may be pre-

scribed’. EIA regulations or other procedures to implement the various provisions

of the Act, however, do not exist. Land management and development is there-

fore an ad-hoc process and largely sector-driven. The suite of existing legislative

instruments has similarly evolved and is not harmonized across thematic areas

(UNDP/GEF 2007).

National physical standards or building codes have not been established under

the Act, most practitioners, however, use the Miami Code or the Caribbean Uni-

fied Building Code (CUBIC Code21).

The Central Water & Sewerage Act provides a basis for water resources ab-

straction and distribution and for water quality management. The Act also author-

ises the Minister to set aside protected areas for the protection of water resource.

National standards for the discharge of treated effluents into surface water have

not been established, but the current approach of the CWSA is to apply WHO or

EU standards. These standards are relevant for the discharge of treated efflu-

ents.

The Waste Management Act No. 31 of 2000 defines the roles and responsibili-

ties of the National Solid Waste Authority and provides the framework for waste

management planning and waste management operations in SVG. The Act is

supported by the Solid Waste Management Regulations of 2006, which, among

other things, establish the national standards for the handling of solid wastes

such as derelict vehicles, scrap tires, used oil, special waste etc and specify the

requirements for obtaining licences and permits in connection with waste man-

agement operations.

21 Note: It is unknown which standards will be applied


Final Report


The Environmental Services Act No. 15 of 1991 makes provisions for the con-

trol of emissions and effluent discharge into water bodies, but there are no ac-

companying regulations in place to support this Act. There is a draft of OECS

guidelines for effluent discharge but these have not been adopted or incorporated

into local laws and / or policies. Water quality monitoring programmes for natural

surface waters do not exist. In practice analysis would only be done if a problem

were suspected.

Due to the given wind conditions and the lack of major air polluting industries air

quality is not a relevant issue in St. Vincent. Consequently no air quality monitor-

ing programmes have been established.

The Environmental Health Services Act, No 14, 1991 determines that the Min-

istry of Health and Environment is responsible for the promotion and protection of

public health by providing for and ensuring the protection and maintenance of the

environment. In this respect the Environmental Health Unit is responsible for

regulating, monitoring and controlling any present and likely environmental pollu-

tion and to investigate, prevent and remediate environmental pollution, including

the management and disposal of solid, liquid and gaseous waste.

Noise pollution is regulated by the Noise Control Act, 1988. The Act describes a

code of practice for noise control at construction sites, which is enforced by the

police. The Physical Planning Board may serve a notice specifying the type of

plant to be used for construction and setting limits noise levels and working

hours. Where works of the listed type are intended the developer needs to make

an application to the Board and specify the nature of works, construction methods

to be applied and noise control measures proposed.

Specific national standards for the control of traffic or aircraft noise have not been

established in SVG. Therefore ICAO standards shall be used.


Final Report


5.3 Nature Conservation Legislation

Legislative acts that deal with the management and sustainable use of natural

resources and biodiversity are:

• The Quarries Act, 1941;

• The Fisheries Act No. 8, 1986 and Fisheries Regulations, 1987;

• The Wildlife Protection Act No. 16, 1987;

• The Forest Resource Conservation Act, No. 47, 1992;

• The Town and Country Planning Act, No. 45, 1992;

• The Marine Parks Act of 1987 and Marine Parks Regulations, 1998; and

• The National Parks Authority Act, No. 33, 2002.

The main gaps and limitations common to most of these Acts is that regulations

for their enforcement do not exist and some of them are outdated. Therefore

agency support is essential for EIA implementation. A table indicating where

agencies shall play a role in implementing mitigation and monitoring measures is

provided in chapter 10.9.

The proposed actual development area does not include any designated conser-

vation areas. There are, however, two areas that may potentially be affected by

the Project, i.e. the Milligan Cay Bird Sanctuary and the King’s Hill Forest Re-

serve. More details on these areas are given in chapter 6.7.

5.4 Heritage Legislation

The National Trust Act 1969 establishes the Saint Vincent and the Grenadines

National Trust (SVGNT) as a corporate entity and mandates the Trust to make

provision for the management of a range of natural and cultural resources.

Section 4 of the Act sets out the objectives of the Trust which include the conser-

vation of areas of natural beauty; the conservation of buildings and other assets

of archaeological, architectural, artistic, historic, scientific, or cultural interest; the

conservation of flora and fauna in areas of natural beauty; public education re-


Final Report


lated to natural and historical assets; and collection and allocation of funds to fur-

ther the objects of the Trust.

The Act No. 37, 2007 is an amendment to the principal Act, which would enable

the Trust to designate any place, building or object as ‘protected national heri-

tage’. According to the provisions of this Act the owner of any protected national

heritage may enter into a written agreement with the Trust providing for the due

conservation of the protected national heritage and for its protection from any

danger of destruction or removal or from damage by neglect or injudicious treat-

ment.

5.5 Land Acquisition Regulations

Under the Land Acquisition Act of 1947 lands can be acquired for public pur-

poses.

Where a dweller has occupied a piece of private land for more than 12 years

without being disturbed or paying a rent, he can make an application to the High

Court through a lawyer for transformation of that land into legal property under

the Possessory Titles Act, provided he is paying taxes.

5.6 Institutional Responsibilities

5.6.1 The Physical Planning Unit

The Physical Planning Unit (PPU) falls within the HILP and derives its authority

from the Town and County Planning Act No. 45, 1992. The Act gives the legal

power to the Physical Planning and Development Board. The PPU ist the techni-

cal / executive arm of the Board. The PPU reviews EIAs and prepares physical

development plans. All recommendations made by the PPU are subject to final

decision by the Physical Planning Development Board.


Final Report


5.6.2 The Central Water and Sewerage Authority

The CWSA is a statutory body, which derives its authority from the Central Water

and Sewerage Authority Act No. 17, 1991. The Authority’s responsibilities include

the conservation, use, and apportionment of the water resources of SVG. In per-

forming its role, the Authority can establish protected areas for the preservation of

the nation’s water supply.

The Authority is also responsible for solid waste management (Solid Waste Man-

agement Unit).

5.6.3 The Forestry Department

The Forestry Department of the Ministry of Agriculture, Forestry and Fisheries

(MAFF) is responsible for the conservation and sustainable management of the

nation’s forest, wildlife and national park resources. The Department takes its le-

gal mandate from The Forest Resources Conservation Act No. 47, 1992 and The

Wildlife Act No. 16, 1987.

Under the Wildlife Act provision is made for the establishment of a Wildlife Con-

servation Advisory Authority whose members are appointed by the Minister re-

sponsible for wildlife. Membership includes the Chief Wildlife Officer and other

persons appointed by the Minister. As no wildlife officers have been appointed

the Chief Forestry Officer and Forestry Officers perform the duties of the Chief

Wildlife Officer and Wildlife Officers respectively.

5.6.4 The Fisheries Department

The Fisheries Department is within the MAFF and takes its authority from The

Fisheries Act No. 8, 1986. The division is responsible for promoting the manage-

ment of fisheries in the territorial waters of SVG. The Fisheries Division (FD) is

also responsible for implementing the Maritime Areas Act No 15, 1983, the Fish-

eries Regulations (SRO) No. 1, 1987; the Fish Processing Regulations of 2001

and the High Seas Fishing Act of 2001.


Final Report


The FD has the power to declare Fishing Priority Areas, Marine Reserves, and

regulate research and other use activities within the territorial waters of SVG.

5.6.5 The Environmental Health Division

The Environmental Health Division falls within the MoHE and takes its mandate

from the Environmental Health Services Act No. 14, 1991. Its primary responsibil-

ity is to control and abate pollution and to ensure that there is a clean and healthy

environment in SVG.

The Act makes provisions for an Environmental Health Board comprising the

Chief Medical Officer; the Chief Environmental Health Officer, the Chief Executive

Officer; and five persons appointed by the Minster of Health and Environment.

This department also has a major role to play in ensuring that the waters of SVG

are not polluted.

5.6.6 The National Trust

The Saint Vincent and the Grenadines National Trust (SVGNT) was established

in 1969 with the promulgation of the Saint Vincent and the Grenadines National

Trust Act (1969). The SVGNT is responsible for conserving the tangible natural

and cultural heritage of SVG and works as a Statutory Body under the Ministry of

Tourism and Culture.

The SVGNT is an NGO, which is managed by a Board of Trustees of no less

than eight members. The Trust maintains collaborative arrangements with the

Physical Planning Division (compilation of data on pre-historic sites), the Forestry

Department, and the National Parks Unit of the Ministry of Tourism & Culture.

5.6.7 The National Parks, Rivers and Beaches Authority

The National Parks, Rivers and Beaches Authority (NPA) came into being as a

Statutory Body in January 2007. The NPA takes its mandate from the National

Parks Act No. 33, 2002 and operates under the Authority of the Ministry of Tour-

ism, Youth and Sports.


Final Report


The primary responsibilities of the NPA are to preserve, manage, protect and de-

velop SVG’s natural and cultural heritage, including the historical and cultural

heritage of the island. NPS’s mandate includes the establishment of National

Parks, the operation of facilities for national enjoyment and tourists, the promo-

tion of conservation, the education of the public, and the regulation of activities in

national parks and their buffer zones.

5.6.8 The Environmental Services Unit

The Environmental Services Unit (ESU) of the MoHE shares responsibility for en-

vironmental matters with the Environmental Health Division. Unlike the latter

however, this Unit has no legal / institutional mandate or authority but is a mainly

coordinating body which functions as the national focal point for a number of mul-

tilateral environmental agreements. Moreover the Unit promotes environmental

awareness and guides the monitoring of the progress of NEMS implementation

on a quarterly basis with support from the National Environmental Advisory Board

(NEAB). In the EIA process agency support will be required. A table indicating

where agencies should play a role for implementation of mitigation and monitor-

ing measures is provided in chapter 10.9.

5.7 ICAO Standards and Recommendations

5.7.1 General

The International Civil Aviation Organisation (ICAO) is a specialized agency of

the United Nations charged with coordinating and regulating international air

travel. The ICAO was established in 1947 by the Convention on International Civil

Aviation, also known as the Chicago Convention. This Convention establishes

rules of airspace, aircraft registration and safety, and details the rights of the sig-

natories in relation to air travel.

SVG is a signatory of the Chicago Convention of the ICAO and thus has an inter-

national obligation to meet standards and recommended practices (SARPS) en-

shrined in the eighteen annexes to the Convention on International Civil Aviation.

In the context of the present EIA the most relevant ICAO annexes are:


Final Report


5.7.2 ICAO Annex 14: Aerodromes

ICAO Annex 14 contains standards and recommended practices (specifications)

that prescribe the physical characteristics and obstacle limitation surfaces to be

provided for at airports, and certain facilities and technical services normally pro-

vided at an airport. Most of the specifications for individual facilities detailed in

Annex 14 have been interrelated by a reference code system and by the desig-

nation of the type of runway for which they are to be provided, as specified in the

definitions. The document sets forth the minimum specifications for those aircraft

types that are planned to operate at the site. Volume I of Annex 14 also contains

several specifications aimed at enhancing the level of security of an airport.

A concept of obstacle restrictions and elimination has been prepared by the Cu-

ban partners and is attached as Appendix XII. In the course of the further plan-

ning process an obstacle limitation zone has to be developed. For this purpose a

topographic survey is required which has not yet been conducted.

According to ICAO recommendations States should certify airports open to public

use in accordance with the specifications of Annex 14 as well as other relevant

ICAO specifications through an appropriate regulatory framework.

Article 38 of the Chicago Convention obliges contracting states to notify the ICAO

of any differences between their national regulations and practices and the Inter-

national Standards contained in Annex 14 of the Convention.

5.7.3 ICAO Annex 16: Environmental Protection

ICAO Annex 16 (3rd Edition 1993) deals with aircraft noise only and provides de-

tailed guidance on noise evaluation procedures and methods, measurement,

maximum noise levels, trade-offs and test procedures:

• Part I: Definitions;

• Part II: Aircraft Noise Certification;

• Part III: Noise Measurement for Monitoring Purposes;

• Part IV: Assessment of Airport Noise;

• Part V: Criteria for the Application of Noise Abatement Procedures.


Final Report


According to Part V of the Annex aircraft operating procedures for noise abate-

ment shall not be introduced unless the regulatory Authority, based on appropri-

ate studies and consultations, determines that a noise problem exists. ICAO fur-

ther recommends that aircraft operating procedures for noise abatement should

be developed in consultation with the operators, which use the aerodrome con-

cerned. The factors to be taken into consideration in the development of appro-

priate aircraft operating procedures for noise abatement should include the fol-

lowing:

• The nature and extent of the noise problem including the location of noise

sensitie areas; and critical hours.

• The types of aircraft affected, including aircraft mass, aerodrome eleva-

tion, temperature considerations;

• The types of procedures likely to be most effective;

• Obstacle clearances; and

• Human performance in the application of the operating procedures.

5.7.4 ICAO Annex 18: Safe Transport of Dangerous Goods by Air

The provisions of ICAO Annex 18 (3rd edition 2001) provide international stan-

dards and recommended practices regarding the international transport of dan-

gerous goods22 by air. The relatively broad provisions of this Annex are amplified

by the detailed specifications of the Technical Instructions for the Safe Transport

of Dangerous Goods by Air (Doc 9284). Each Contracting State shall designate

and specify to ICAO an appropriate Authority within its administration to be re-

sponsible for ensuring compliance with this Annex.

The Annex provides standards for packing of dangerous goods, for labelling and

marking, defines the shipper’s and operator’s responsibilities, specifies informa-

tion to be provided to the pilot, the crew and passengers and others, claims the

establishment of training programmes and of inspection, surveillance and en-

forcement procedures to ensure compliance with the provisions of this Annex.

22 dangerous goods are defined as ‘articles or substances which are capable of posing a risk to health,

safety, property or the environment and which are shown in the list of dangerous goods in the Technical Instructions or which are classified according to those instructions.


Final Report


5.8 Conclusions

As mentioned earlier the TCP legislation act 45 of 1992 is the legal basis for en-

suring orderly and progressive 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 as-

sessment. According to the TCP act the environmental impact assessment shall

be in such form and contain information as prescribed. The decision whether an

EIA is required for a certain 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 approved 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.

The different steps in the formal EIA process would be as follows:

• EIA Review

The draft EIA statement will be internally reviewed by the IADC and dis-

tributed to the relevant stakeholders for comments. Based on the com-

ments provided by the IADC the EIA consultant will prepare the Final EIA

report. The formal approval of that report will be given by the Physical

Planning and Development Board.

• Final Detailed Design

The IADC will be responsible to review the mitigation measures and re-

commendations proposed as a result of this study and to decide on their

incorporation into the final detailed design / implementation during con-

struction and on their consideration in establishing future management ar-

rangements for the operational phase.


Final Report


• EMP Implementation

During construction the responsibility for EMP implementation normally

lies with the contractor who would need to comply with relevant environ-

mental management clauses and technical specifications of his contract.

The contractor’s performance would be supervised by a resident Engineer

who directly reports to the developer (in this case the IADC). Due to the

already mentioned arrangements such contract or technical specifications

will not be established. According to these arrangements workers from

Cuba and Venezuela will carry out all earthworks and runway construction

and as such be directly responsible to implement the various measures

contained in the EMP to the satisfaction of IADC’s construction supervi-

sion team.

In the absence of relevant regulations and the lack of institutional frame-

work (structures, human resources and equipment) there will thus be a

need to establish such framework conditions as to ensure that effective

environmental monitoring will take place during construction and that all

environmental management measures will be duly implemented (see

chapter 12.2).

• Operational Phase

As regards the operational phase of the Project there are no relevant na-

tional standards, regulations or institutional arrangements in place that

would support environmentally sound day-to-day operations or a perform-

ance level in accordance with international environmental quality or safety

standards. Therefore the GoSVG will be responsible to take such deci-

sions on organisational issues, staffing and equipment that effective envi-

ronmental management can be implemented and that airport operations

will be safe, regularly monitored and continuously improved in accordance

with relevant international standards and practice.

As these required arrangements have cost implications it will be important

that appropriate budget for purchase / installation of technical equipment

and for recurrent cost (personnel expenses and continuous training of

qualified staff; maintenance of equipment etc.) be allocated.


Final Report



Final Report


6. ENVIRONMENTAL CONTEXT

6.1 Geology and Topography

St. Vincent is a small volcanic island whose major feature is a series of moun-

tains (former volcanoes or “eruptive centres”), which form a 1000 m high north-

south ridge down the centre of the island. The northernmost, highest and most

recent of these mountains is the active volcano La Soufrière (1178 m). Two major

eruptions, which formed much of the island, have been dated to the Miocene pe-

riod. The most recent eruptions were in 1718, 1812, 1902, 1971 and 1979

(UNDP, 2007).

The entire island consists of either consolidated rocks (lava flows and dykes) or

unconsolidated materials (‘volcaniclasts’, including red scoria, yellow tephra, py-

roclastic flow deposits, and reworked or alluvial deposits).

Numerous deeply incised valleys drain from the central ridge to the narrow

coastal belt, more steeply on the leeward side of the island than on the windward

side. There is very little flat land - 50% of the island’s total surface has slopes of

30° or more, and only 20% has slopes of less than 20° (Barker, 1981).

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, incised rivers

and low cliffs. Generalised geological mapping of St. Vincent (Robertson, 2003)

indicates that this area is comprised of lava flows and domes, yellow tephra un-

derlain by volcaniclastics, and alluvial and reworked deposits (Fig. 10), and it has

a history of marine submergence and intermittent uplift due to tectonic shifting

(Smith, 2000). Geotechnical investigations carried out during the airport design

study describe extrusive igneous rock formations formed by a series of lava flows

(basalts), pyroclastic materials and ash (Provincal Ingenieros, 2006). The hard

lavas are expressed most dramatically in the 85 m high Mt. Coke at the southern

end of the runway, where 50 m high cliffs fall to the Atlantic (photo) and at Yam-

bou Head (80 m). Elsewhere on the site low ridges separate shallow valleys a

few metres above sea level, the relative relief being some 45 m (photo).


Final Report


Fig. 10: Geology of St. Vincent (Robertson, 2003)

Project area


Final Report


Cliffs at Mt. Coke (view from northeast)

Landscape of Project Site: view from south end of future runway at Mt. Coke look-ing north along runway centreline (centre of picture); the hills on the right (Mt. Pleasant) are at about the runway mid-point.


Final Report


The shoreline of the project area reflects the underlying geology, comprising cliffs

and bluffs at Mt. Coke and Yambou Head with intervening bays of black sand

and/or pebbles. Wave energy is high along the Windward coastline, energised by

the Northeast Trade Winds, and there is evidence of continuing erosion (photo).

Currents and sediment movement are generally to the south.

Active erosion at Rawacou Bay

Inland, the terrain is highly dissected, and over a distance of some 7 km raises to

the island’s mountainous central ridge, here about 750 m asl. The highest peak in

the vicinity of the site is Grand Bonhomme (970 m asl), approx. 7.5 km to the

northwest of the airport.

The following figure shows a longitudinal cross section of the runway and the un-

derlying geology.


Final Report


Fig. 11: Longitudinal cross section of the runway and underlying geol-

ogy23

Soils

The soils of St. Vincent have been studied and mapped by the Regional Re-

search Centre, Imperial College of Agriculture, Trinidad, in the 1930s and in 1957

(Watson et al., 1958). The 1957 soil map at a scale of 1:20,000 remains the

standard reference.

The soils of the island are relatively young and immature, being derived from re-

cent volcanic ash, cinders and rock fragments24. 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.

a) Low Level Yellow Earths are typical of lower slopes of river basins on

the windward side of St. Vincent. Mostly developed in tuff, in the Project

area their texture ranges from sandy loam to clay. These soils are mark-

edly acid (pH 5.5 to 6.5) due to the parent materials and relatively high

rainfall, have a high water holding capacity and at the same time are fairly

well drained. Although phosphorus availability is severely limited, the soils

have high natural fertility (Smith, 2000). Under natural conditions they

support dry scrub woodland (see below), and they are suitable for cultiva-

tion where slopes permit.

b) Alluvial Soils are formed from water-transported materials and occur in

valley bottoms. In St. Vincent they usually have a coarse texture (sands

and gravels) and may include boulders. In the project area these soils oc-

23 Source: Ministerio Infraestrutura de Venezuela / Instituto de Aeronautica Civil de Cuba (2006). 24 “Andosols” in the FAO soil classification, “andisols” in the US soil taxonomy.

Profile of runway


Final Report


cur along the Yambou River and the adjacent valley to the South, and rep-

resent only a small fraction of the soil types of the study area. These soils

are prone to flooding, and the associated leaching25 may produce relative

acidity. Alluvial soils naturally sustain riparian vegetation.

Beach deposits occur in a narrow strip along the coastline of the study area ex-

cept where this is interrupted by cliffs as at Yambou Head and Mt. Coke. Most

beaches are black sand of volcanic origin, but a 1 km section of beach centred on

the mouth of the Yambou River is pebbles (see photos below).

Typical black sand beach (Rawacou, south beach)

25 leaching: loss of water-soluble nutrients


Final Report


Pebble beach at the mouth of Yambou River

Land capability classification of the study area indicates a high suitability for cultiva-

tion, viz:

• Class 1: slope limits mainly 0 to 5 degrees. These lands are relatively flat

with deep fertile soils which is suitable for cultivation with almost no limita-

tion;

• Class 2: slope limits are mainly 5 to 20 degrees; this land is suitable for

cultivation with moderate limitations.


Final Report


6.2 Climatic Conditions

6.2.1 Rainfall

The climate of St. Vincent and the Grenadines may be classified as humid tropi-

cal (Af) to sub-tropical (Afa) in the Koppen climatic classification system (Smith,

2000). Temperatures range from 18o to 33o C at E.T. Joshua Airport, but are typi-

cally 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. Annual precipi-

tation varies from about 1,500 mm in the extreme south (DLN Consultants 2006)

to 5,500 mm or more in the interior26 (CWSA Montreal Stn 1996-2006 average),

whilst measured evaporation at low elevations is around 1000 mm/yr (Underwood

McLellan Associates, 1971).

About 70% of the annual rainfall occurs during the wet season, which runs from

June to November, with December being a month of transition to the January to

May dry season. The rainy season is associated with the movement of the inter-

tropical convergence zone, which is at its most northerly position over the Carib-

bean in this period. It also coincides with the hurricane season, which officially

lasts from May to November (see chapter 6.8 for more details).

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 (Ivor

Jackson & Associates 2004). Average annual rainfall at E.T. Joshua Airport at

sea level some 6 km to the West averaged 1,997 mm for the period 1979 to

200327.

Rainfall is closely associated with elevation. A graph of mean annual rainfall

against elevation is presented in the 1971 Water Resources Study and indicates

that, for the island’s Windward and Southern zones, rainfall rises from some

2,000 mm at sea level to about 4,320 mm at 500 m asl (Underwood McLellan &

Associates, 1971). Two CWSA stations in the upper Yambou catchment - Ma-

26 For example, CWSA’s Montreal Rainfall Station at about 450 m asl in the upper Yambou catchment

recorded 5588 mm in 1998 and averaged 4800 mm per year from 1996 - 2006. 27 Calculated from data in DLN Consultants, 2006.


Final Report


jorca (approx. 420 m asl) and Montreal (approx. 470 m asl) - averaged 2,277 mm

and 4,800 mm/yr respectively over the period 1996 to 2006 (data from CWSA).

On the basis of these records it appears that the proposed airport site can expect

1,500 – 2,500 mm rainfall per year, with around 70% falling during the June to

November rainy season.

Rainfall records from the Project site (Argyle) do not exist. For the purpose of this

study it was thus decided to use rainfall data from the coastal station at Arnos

Vale rather than those from the more elevated station at Dumbarton.

Average monthly rainfall recorded at the E.T. Joshua station during the period

1979 to 2005 is shown in Figure 12 (in mm). Figure 13 indicates the number of

rainy days per month28.

133

93 88 91

116

206

243 237246

286 289

176

0

50

100

150

200

250

300

J F M A M J J A S O N D

Fig. 12: Average monthly rainfall recorded from 1979 to 2005 at

E.T. Joshua Airport29

28 Note: in establishing these figures any day with a recorded minimum of at least 1 mm of rainfall at

E.T. Joshua Airport was taken into consideration 29 Source of both figures: Met. Office Arnos Vale


Final Report


20

1615 15

16

19

21 2120

21 21

19

0

5

10

15

20

25

J F M A M J J A S O N D

Fig. 13: Average monthly days of rainfall recorded 1979 – 2005 at

E.T. Joshua Airport

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 a 24 hour rainfall chart for

Dumbarton which shows totals of 220 mm, 300 mm and 420 mm for the 5 year,

10 year and 25 year return period, respectively.

Elsewhere in the Caribbean short-term rainfall intensity during cyclones and hur-

ricanes may reach 150 mm/hr and in excess of 600 mm/day. In 1967 the

neighbouring island of St. Lucia experienced 229 mm in 2 hours from Hurricane

Beulah (Leonce, 1980) and in January 1960 Jamaica received 1,118 mm of rain

in 24 hours (Hardware, 1980). These extreme rainfall events do not fit well into

standard hydrological distribution functions (predictive equations) (Arenas, 1983)

but are indicative of the conditions, which will be experienced from time to time at

the new airport.

St. Vincent is liable to drought as well as floods, as between December 2002 and

April 2003. The effect of global warming on rainfall frequency, intensity and dura-

tion is difficult to assess (DLN Consultants, 2006). The Intergovernmental Panel


Final Report


on Climate Change indicates likely decreases within the Caribbean region, al-

though the number and intensity of extreme events (hurricanes) is likely to in-

crease.

6.2.2 Wind Characteristics

The main wind system affecting the island is the North East Trade Winds, which

blow all year round. Regarding prevailing wind directions there is thus a pro-

nounced difference between the windward eastern and the leeward western

coast of the island. The south eastern coast of the island, where the planned

runway stretches in a nearly north/south direction, is exposed to frequent cross

winds. These winds have a cooling and drying effect on the island thus elevating

the evapo-transpiration rate.

Wind characteristics are an extremely important feature in the context of site se-

lection for an airport and the layout of the runway and safety. In the case of Ar-

gyle frequent gusty crosswinds and their potential effects on the layout of the

runway have been repeatedly discussed. As concrete and up to date information

on the actual local wind characteristics (pattern and variation of predominant di-

rection) did not exist it was decided to carry out continuous measurements at the

site. A team of experts from Venezuela arrived in St. Vincent in late September

2005 to review existing long-term data recorded from the stations at Calliaqua

and E.T. Joshua Airport and to establish the monitoring program for Argyle. In

early 2006 appropriate sites were identified for the installation of the monitoring

instrument, a FUESS anemograph, which records wind direction and intensity.

The results of the wind measurement program are provided in Appendix XIII30.

30 note: the data on wind measurements and the various wind rose figures provided in Appendix XIII are

extracted from a study that was jointly prepared by Ministerio Infraestrutura de Venezuela and Instituto de Aeronautica Civil de Cuba in 2006. This report contained various individual baseline studies, e.g. on soils, topography, metereology.


Final Report


6.3 Water Resources and Drainage

6.3.1 Surface Water and Drainage at Site

The Yambou River in the North drains the study area, by a minor tributary to the

Yambou, and by six small seasonal streams. All these flow in an eastern direction

to the coast. The runway, which runs nearly parallel with the coast, crosses these

drainage lines at more or less a right angle. The smaller catchments vary in size

from about 5 ha to about 45 ha at the runway, but that of the Yambou tributary is

in excess of 100 ha. The catchment of the Yambou itself covers about 2,190 ha

and reaches some 11 km into the interior to the peak of Grand Bonhomme (970

m asl). The average gradient of the Yambou is 4%. 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.

Automatic water level recorders have been installed by the National Emergency

Management Organisation (NEMO) at two locations in the Yambou catchment, at

Mesopotamia just below the confluence of the three main tributaries (Zenga, Te-

viot and Ford), and on the Zenga River at Hopewell. It is understood that the

gauges are read by VINLEC, the national electricity utility. However, the periods

of record are short and no rating curves for these stations are available. Sepa-

rately, the Forestry Department makes occasional ad hoc flow measurements on

the Yambou and some other rivers, but the data are highly intermittent and the

results unreliable. Nevertheless, the annual runoff of the Yambou is reported to

be approximately 38,681,000 m³31. This is the equivalent of 1,766 mm of water

over the entire catchment.

The Yambou River was studied as part of the Island-Wide Flood Risk Assess-

ment Study (DLN Consultants, 2006), and was not assessed to be a major risk.

However, analysis of watershed characteristics undertaken as part of the Inte-

grated Coastal Zone Management Study32 placed the Yambou River at the top of

the list with respect to both potential to impact coastal populations by flood flows,

and potential to create impacts on marine water quality.

31 Smith Warner Int. (2006) 32 CZMS (2006)


Final Report


Despite the existence of protected forest above the 1,000 ft contour (305 m)

much of the Yambou catchment has been developed for agriculture and housing

(see photos next page). Water quality is reported to be severely affected, which

may be related to sediment, agrochemicals (especially herbicides), and wastewa-

ter from housing (grey water and septic tank overflows), and untreated wastewa-

ter from small industries including an abattoir and funeral parlour. However, evi-

dence of these assumptions is not available, as water quality is not being moni-

tored regularly.

The consequences of continuous contamination and pollution are, however, visi-

ble in the degraded condition of inshore marine life south of the Yambou estuary

(see Chapter 6.5.1).

Yambou catchment at Montreal: protected forest above high elevation agricultural land; the cleared areas on the slope have been reclaimed and replanted by the FD


Final Report


Yambou catchment at Richland agriculture on steep slopes encourages erosion and involves use of herbi- and insecticides

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. Health problems that have occasionally been reported after bathing in

the river may result from pollution with agrochemicals and animal and human

wastes originating from further upstream in the Mesopotamia Valley. The small

streams in the low-lying parts of Argyle have little or intermittent flow only. Their

obvious pollution is most likely organic and caused by the cattle that grazes there

in sometimes relatively large numbers (see photo chapter 6.4.2)

6.3.2 Groundwater

A comprehensive hydro-geological investigation of St. Vincent was carried out in

the early 1970s - the CIDA Water Resources Study (Underwood McLellan & As-

sociates, 1971). The study identified alluvial materials at the mouth of larger val-

leys as potential freshwater aquifers, although the Yambou was excluded as a

major potential groundwater resource. In contrast, the Rabacca River was con-

firmed as a potential groundwater source for the northern Windward coast.


Final Report


At site

There is very limited information on groundwater in the area. During the geo-

technical investigation on-site groundwater was recorded as follows:

Tab. 3: Registered groundwater levels (from south to north)

Coordinates

Borehole No East North

Water Level

Depth (m)

P-18A 491686.193 1453933.346 6.80-9.10

CC-27 491952.638 1454513.955 2.15

CC-30 492076.860 1454799.487 1.40

CC-39 492122.786 1455088.234 2.90

CC-40 492127.752 1455102.531 3.80

P-90 492250.566 1455439.237 2.00

CC-60 492335.124 1455672.311 2.50

Source: Geo-technical report. Note: all of the above boreholes are located inside the area of the future runway

At the Rabacca Mining Site

Parts of the required construction materials (e.g. base materials for the verges

and taxiways) are likely to be sourced from the Rabacca River some 16 km to the

North of the Project area. This river drains the eastern flanks of Mt. La Soufrière

and is perennial, although the coarse, highly permeable bed materials near the

mouth sometimes result in the disappearance of surface flow a few 100 m before

the shoreline. A particular feature of this river is the narrow gorge through which it

passes near the mouth, although this has been extensively damaged by ongoing

quarrying (see following photos).


Final Report


Rabacca River looking upstream: undamaged gorge

Rabacca River is one of the three locations on mainland St. Vincent, which have

a proven very good supply of potable groundwater. Due to the abundance of sur-

face water resources it has not yet been necessary to tap groundwater supplies,

but generally these resources can supplement surface supply and meet future

water demands. In this respect the present mining activities at Rabacca may con-

flict with water supply demands in the long run.


Final Report


Rabacca River looking downstream: gorge destroyed by quarrying

6.4 Natural Environment

6.4.1 Natural Vegetation

The natural vegetation cover of an area depends on a series of physical envi-

ronmental factors, such as topography, soils and climatic conditions, together

with dominant ecological processes such as exposure to the trade winds. A gen-

eralized illustration of the main vegetation types of St. Vincent prior to distur-

bance is given in Figure 20.

Following extensive clearance for agricultural purposes, large areas of natural

vegetation are now restricted to higher elevations in the central mountains and on

the Leeward coast (Smith 2000). Primary rainforest comprises only some 13% of

total forested lands on St. Vincent (Strand 1996), with the remainder being mainly

secondary rainforests, dry scrub woodland, and forest plantations (Hackman

1998). Figures for the area of the main forest types from surveys in 1949 (Beard


Final Report


1949), 1984 (Birdsey et al. 1986) and 1993 are shown in Table 4, and indicate a

continuing decline in total forested area.

Tab. 4: Area of main forest types 1949 - 1993

Forest Type Area in ha

1949 1984 1993

Rainforest - Primary 4,308

Rainforest - Secondary 3,451

Rainforest - Total 8,218 9,208 7,759

Dry Scrub Woodland 1,491 1,326 2,179

Elfin Woodland 207 952 457

Palm Brake 4,122 1,734 518

Regeneration - - 1,776

Total 14,038 13,220 12,689

Source: Simmons & Associates (2000)

Prior to human disturbance the Project area would have been covered by closed-

canopy forest varying from (a) Littoral Woodland along the shoreline dominated

by sea grape (Coccoloba uvifera), (b) Riparian Woodland along the Yambou

River and its tributary, (c) Cactus Scrub on the driest and most exposed locations

and, most extensively, (d) Dry Scrub Woodland (deciduous seasonal woodland)

which is typically dominated by Bursera simaruba, Pisonia fragrans, and Acro-

cima species (Simmons & Associates, 2000).

Note that “dry scrub woodland” is a somewhat misleading label in that the dry-

ness is relative (rainfall may be 2,000 mm/yr in dry scrub woodland areas) and

the forest may be closed canopy, and is only ‘scrub’ when compared with the

primary rainforest at higher, wetter elevations.

6.4.2 Current Terrestrial Habitat Types and Vegetation

The lower lying parts of the study area are known to have been inhabited since

about 150 to 300 AD (see Chapter 7.1.3). Clearance of the natural forest cover

was completed when large sugar estates were established by British settlers in

the late 18th and early 19th centuries. Much of the land was in the possession of

a single landowner, known as the Argyle Estate. During the 19th century the

sugar plantations were gradually replaced by bananas, and more recently by ar-


Final Report


rowroot, peanuts and sweet potatoes. The estate was broken up in the 1970s

and there are now some 200 houses scattered over the study area. Despite the

abandonment of some fields following land acquisition, most of the land contin-

ues to be used for agricultural purposes.

For the purpose of this study habitats and vegetation in the Project area were in-

vestigated by air photo interpretation33 to identify different land uses and the loca-

tion of remaining woodland. Walkover surveys were made to identify vegetation

types and their condition as a basis for evaluating their conservation significance.

The following habitat types were identified (see photographs):

Natural and semi-natural habitats and their vegetation

Beaches: as noted, beaches in the project area are primarily unvegetated black

sand of volcanic origin, with a stretch of pebble beach around the mouth of the

Yambou as a result of flood transport of river rocks from the interior.

Cliffs and bluffs: cliffs exist in two forms, (a) on the shoreline and (b) along the

Yambou River valley. Shoreline cliffs are found at Mt. Coke and Yambou Head.

These vertical or near vertical rock faces are difficult environments for plants and

have very little vegetation. They will not be directly affected by the project. Inland,

a low cliff (max. height 5 m) extends for some 200 m along the South side of the

Yambou River (see following photo). The cliffs provide support for a variety of

forest trees with white cedar, mapou and fiddle wood as dominant tree species

and are outside the airport perimeter.

33 Photo series from SVG Mapping Project, Run 33 dated 06-03-07, photo no 1099 – 1104.


Final Report


Fig. 14: Main vegetation types of St. Vincent prior to disturbance34

34 source: SVG Environmental Profile. 1991.


Final Report


A similar but shorter length of cliff occurs at the petroglyph site directly next to the

proposed runway (photo).

Cliff along Yambou River

Cliff at petroglyph site


Final Report


Grassland: the dry north-facing slope of Mt. Coke supports a small area of semi-

natural grassland, possibly maintained by fire (see photos below).

Semi-natural grassland at Mt. Coke, looking north from top of slope

Fire in grassland and scrub at Mt. Coke, 11 Nov. 2007


Final Report


Herbaceous scrub: this habitat type comprises a mixture of rough grassland,

annual herbs and invading woody vegetation (scrub). It is found in numerous lo-

cations in the project area on the perimeter of dry scrub woodland. Abandoned

fields will progress through this habitat type as they revert to woodland. At Mt.

Coke the scrub has been invaded by the parasitic love vine (Dodder: Cuscuta

ssp. or Cassythia filiformis), poix doux (Inga laurina) and black sage (Cordia mar-

tinicnesis) 35.

Dry scrub woodland: this woodland type is mainly found on hilltops, steep

slopes and other relatively inaccessible locations (see photos). Characteristic

species are mapou (Pisonia fragrans, P. guapira), angeline (Andira inermis) and

white cedar (Tabebuia heterophylla) with an understorey of pudding vines (Cis-

sus verticillata) and milk bush (Tabernaemonta citrifolia).

Littoral woodland: the shoreline of the project area is lined by a low vegetation

community dominated by sea grape (Coccoloba uvifera) (see photo). Other spe-

cies present include Caribbean trumpet tree (Tabebuia pallida) and Rheedia spe-

cies. The sea grape forms a continuous, low wind-sculpted canopy. In some loca-

tions it has been removed from the roadside to deter thieves.

Riparian woodland: this type of woodland occurs along the Yambou River and

its tributary. Principal species are wild almond (Talauma dodecapetela), mapou

(Pisonoa), fiddle wood (Vitex divaricata) and Cecropia spp., some of the trees

reaching to a height of 15 m.

Sea grape; Yambou Head in background Riparian woodland along Yambou tributary

35 See Appendix VII E, for complete list of plant species


Final Report


Non-woody riparian vegetation: where watercourses and streams run through

agricultural land the riparian woodland has been removed and its place taken by

a narrow (1 -5 m) strip of non-woody riparian vegetation (grasses and herbs). As

noted by the EIA for the Windward Highway Realignment (Mouchel Parkman

2007), typical species include elephant grass (Pinestum spp.), wild ginger (Itedy-

chium spp.) and dumb cane (Dieffenbachia spp).

Hedgerows: some of the fields in the area are separated by hedgerows com-

prised of shrubs and occasional trees such as Leucaena, and Mapou, others are

pure gliricidia (Gliricidia sepium), a small fast-growing leguminous tree (see photo

below).

Non-woody riparian vegetation, Argyle Gliricidia hedgerow separating pastures, AArgyle


Final Report


Tab. 5: Natural and semi-natural habitat types in the Project area

Area (ha) Habitat

Within airport pe-rimeter

Outside airport perimeter

Total

Natural/Semi-natural

Beach 2 9 11

Cliffs 2 0,5 2,5

Grassland 1 11 12

Woodland 21 36 57

Littoral Woodland (shoreline) 3 12 15

Riparian Areas 7 5,5 12,5

- riparian woodland (6,5) (0,5) (7)

- non-woody vegetation (0,5) (0,5) (1)

- stream/river bed

Hedgerows 6 1 7

Note: residential, commercial, agricultural land use and built up areas of the study area are described in chapter 8.3.

6.4.3 Terrestrial Fauna

The current habitat conditions of the study area are almost entirely determined di-

rectly or indirectly by the effects of anthropogenic activities and land use such as

cultivation agriculture, pastures, rural settlements, transport routes and a few

small-scale industrial enterprises. As a result and as was mentioned earlier in this

report, only relatively small patches of the natural scrub and dry forest vegetation

as well as riparian vegetation remain. The mentioned activities and loss of natural

vegetation cover have adversely affected the quality of wildlife habitats of the

area and hence altered the distribution and composition of the local fauna.

All non-flying mammals found in St. Vincent (and the other Windward Islands)

were previously introduced by Amerindian or European settlers. These intro-

duced rodents, feral goats, pigs and opossums (‘manicou’) had and continue to

have a major impact on native flora and fauna.


Final Report


There are no remaining endemic36 rodents in the Lesser Antilles (Woods 1985).

More than any other single factor the introduction of the Indian mongoose, intro-

duced in the 1800s to control rodents and pit vipers (Bothrops), is correlated with

the extirpation or extinction of reptile populations in the West Indies and particu-

larly the small islands of the Lesser Antilles (Schwartz & Henderson, 1991).

The characteristic terrestrial mammals of the study area are manicou, mongoose

and small rodents (rats and mice). Bats, rats, mice and mongoose are defined as

‘vermin’ under the 1987 Wildlife Protection. Armadillo (‘tattoo’), manicou and

agouti that may have formerly occurred in the western parts of the study area

prior to its present development, were not confirmed during interviews conducted

with local people and farmers.

According to the consultant’s observations bats are generally abundant through-

out the study area. During a survey conducted in St. Vincent in 2005/06 by scien-

tists from the University of Scranton (PA) a total of 12 bat species were recorded

on the island (Dr. Kwiecinski, 2006, unpublished). Information on the concrete

spectrum of bat species within the present study area is not available. At the

nearest surveyed site (located in the gorge of the Yambou River) six species of

bats were recorded by mist netting (Kwiecinski, personal communication). The

flight paths of the local bat populations between the roosting sites and foraging

habitats is not known, but it is assumed that the creviced basalt faces south of

Yambou River, which are located directly next to the planned runway, represent

ideal roosts for bats. Another roosting site (cave) was reported from the seaside

face of Yambou head but this could not be confirmed during the conduct of this

study.

36 Endemism is the ecological state of being unique to a place. Endemic species are not naturally found

elsewhere. The place must be a discrete geographical unit, such as an island, habitat type, or other defined area or zone. For example, the Saint Vincent parrot is an island endemic, meaning it is exclusively found on the island of Saint Vincent.

Endemic types or species are especially likely to develop on islands due to their geographical

isolation. Endemics can easily become endangered or extinct due to their restricted habitat and vulnerability to the actions of man, including the introduction of new organisms.

Endemic organisms are not the same as indigenous organisms - a species that is indigenous to

somewhere may be native to other locations as well. An introduced species, also known as a naturalized or exotic species, is an organism that is not indigenous to a given place or area.


Final Report


Bats are the only extant mammals of Saint Vincent, but locally they are consid-

ered as pests. Apart from the initial (yet unpublished) results of the above-

mentioned survey little is known about the species themselves and their distribu-

tion in Saint Vincent. What is known, however, about the island’s bat species is

that they have an important role as pollinators. Moreover bats are an effective

natural pest control and can as such contribute to agricultural productivity. None

of the bat species recorded in the area is legally protected or included in the

IUCN Red List. A list of the mammals of the study area is provided in Appendix II

A.

The avifauna of SVG is known to contain 153 species (NBSAP). The 1987 Wild-

life Protection Act provides absolute all year round protection for all seabirds; all

wading birds except yellow legs snipe, sandpipers, plovers and ducks; and all

land birds except doves, pigeons, chachalaca and quail (Environmental Profile

SVG, 1991).

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.

A list of bird species observed in the study area is provided in Appendix II B.

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.

Due to its shape Milligan Cay is locally known as ‘Turtle Island’. The island is un-

inhabited and largely covered by pipe-organ cacti. As the cliffs are steep and the

Sea is rough the island can an only be approached by boat from the north west-

ern side.


Final Report


According to Forestry Department officials the island is known to be a ‘significant

staging habitat’37 for migratory waterfowl like ducks, mallards, terns and others.

However, systematic research 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 migratory birds mainly occur between October and March. The bird

survey was therefore conducted during the peak of the migration period, starting

from mid December 2007.

Milligan Cay Wildlife Reserve: an important staging habitat for migratory birds

Milligan Cay Wildlife Reserve offers protection to at least 13 totally protected bird

species, according to St. Vincent and the Grenadines’ Wildlife Protection Act no.

16 of 1987. The island is also an important foraging, roosting and breeding habi-

tat for a number of resident and migratory birds (including terrestrial, water and

sea birds), and hosts a number of regionally important species at certain periods

of the year.

The full report on the study conducted on the avifauna of Milligan Cay is provided

in Appendix I.

37 Staging habitat : seasonal stopover site for migratory animal species


Final Report


Area specific records on the terrestrial herpetofauna of St. Vincent do not exist.

The amphibians and reptiles observed in the study area are the Green Iguana,

the endemic St. Vincent Tree Anole, the Saint Vincent Bush Anole, the Smooth-

Scaled Worm Lizard, the Cane Toad, the House- and the Turnip-Tailed Gecko.

Snakes that have been reported (but not been observed) are the Windward

Racer and Congo Snake.

Introduced mammals like mongoose, rats and in some places feral cats continue

to prey on lizards and snakes. The greatest threat to Iguana is man, as this spe-

cies is considered a valuable bush meat. Despite seasonal hunting restrictions (1

February to 30 September) the numbers of this species is reported to continu-

ously decline. New infrastructure developments like the present Project, the con-

struction of the relocated Windward Highway and the new southern access road

in the Mt. Pleasant area will add to this trend through habitat loss and fragmenta-

tion. A list of the herpetofauna of the study area is provided in Appendix II D.

6.4.4 Conclusion

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

from a number of faunal groups, critical habitats38 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 terrestrial species or group of species on the island. However,

the populations of the abundance of the presently existing wildlife species is ex-

pected to generally decline in the area.

38 Note: Critical habitats are defined areas of land that are crucial to the survival of particular threatened

species, populations and ecological communities.


Final Report


6.5 Aquatic Habitats and Wildlife

6.5.1 Marine Habitats and Wildlife

According to a map as (re-)produced in various reports some ‘reefs’ would exist

off the planned airport site and in the bay in the line of approach. A boat,

equipped with a depth/fish finder, was hired to inspect the bottom type around the

study area. The depth finder indicated certain underwater structures other than

sand at various locations. In the area between the mouth of the Yambou River

and the tiny rocky island off the coast (at the northern end of the planned runway)

various objects were observed on the bottom, by means of the fish finder. Inspec-

tion of the bottom, while snorkelling, revealed interesting features and it was de-

cided to make a reconnaissance dive, using SCUBA equipment, from there, into

the direction of the Yambou River. Attention was given to the current and incom-

ing waves in order to conduct the survey parallel to the coastline. A depth range

between 6 and 12 m was covered.

The structures found would be best described as a range of boulders, stones and

pebbles on a rocky bottom, interspersed with sandy patches. Stony corals were

observed, mainly individual colonies, well separated from each other (Montastrea

spec and Diploria spec). Large individual sponges, growing on the bottom, were

noticed also as well as crust-forming sponges. On flat bottom areas many soft

corals and gorgonians were observed. Rocky outcrops and boulders were found

down to approximately 12 m depth, after which a sandy shelf area was found.

Fish life was abundant, albeit small specimens of ornamental and food fish varie-

ties. The following fish genera and species were observed: Cephalopholis fulva,

Chaetodon spp., Rypticus saponaceus, Holocentrus spec., Myripristis spec.,

various wrasse varieties, Rhinesomus triqueter, Diodon spec., Acanthurus spp.,

Acanthocybium spec., Haemulon flavolineatum, H. chysargyreum, H. surinam-

ensis, Bodianus rufus, Balistes ssp. and black margate. Adult spiny lobsters were

observed at various spots. This “reef” is not indicated on the map of ECNAMP

(1980), perhaps because the area was not surveyed at the time.


Final Report


Giant beaker sponge behind soft coral, Relatively high density of live stony some doctor fish in the background and corals (Montastrea with round polyps and (8 to 10 m depth) Diploria)

The reefs at the cliff where the airport approach is planned were inspected and

found to be of less biological importance than the reef between the Yambou

River and the above-mentioned rocky island. The fish and coral biodiversity was

considerably less, although the number of algae was larger. The algal growth is

likely linked, however, to the pollution in the area. The visibility, transparency and

general water quality was much less than at the northern dive site. The rocky

outcrops were not found deeper than approximately 7 m, after which the black

sand shelf started. Few encrusting sponges were observed, and very few small

stony and soft corals. The alongshore current from the northern part of the island

would carry the discharged particles from the Yambou River to the southern part

of the island. The reefs that were observed at the bottom of Mount Pleasant were

a confirmation of the reef distribution on the ECNAMP map. The neighbouring

reefs north of Mount Coke were not visually inspected, but their presence could

be confirmed by the depth finder.

A reef was expected to be found in the Bay South of Mount Coke, but could not

be tracked down by the fish finder. It is expected that reefs in that bay occur fur-

ther to the south than expected. In the light of the observations made it is be-

lieved that the majority of the reefs on that side of the island are rocky in charac-

ter and are distinct from the reefs found on the southern side of the island where

reconnaissance dives were made as well. These reefs have a coralline character

and there the density of stony, reef-building corals is much higher.


Final Report


Boulders with some encrusting sponge Rocky sea bottom with algal vegetation (5-6 m depth) species (7 m depth)

It may be concluded that run-off from the river during the construction phase of

the airport may affect the low-diversity reefs south of the Yambou River, provided

that the sediment load is discharged gradually, in order to avoid distribution of the

discharged materials in northerly directions where more vulnerable reefs occur.

The presence of lobsters on these reefs in the relatively shallow part of the island

shelf may continue to form the backbone of a lobster-pot fishery in the deeper

parts of the island shelf between 30 and 60 m depth.

6.5.2 Marine Turtles

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.

The nesting period is usually from March to July, but can occasionally start as

early as February. The nestlings hatch 2 months after having been laid, mainly

around September. Hunting is restricted during the closed period from March to

July, but it is a repeatedly reported observation that due to lack of enforcement

and low public awareness turtles are slaughtered at their nesting beaches and

that their clutches are being poached.


Final Report


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

represent turtle nesting sites. Concrete data on the nesting incidences, however,

do not exist.

6.5.3 Occurrence of Tri-Tri in the Yambou River

The Yambou River represents a natural seasonal habitat of Sicydium plumieri,

locally known as ‘tri-tri’. This species is of socio-economic importance and repre-

sents an important protein resource for the local population. Throughout Saint

Vincent tri-tri is appreciated as a delicacy and its seasonal occurrence at the

mouth of the Yambou River is a regular social event.

Due to the specific importance of this fish for the local population some more in-

depth studies have been conducted in the frame of this EIA. Given the complexity

of this issue and the amount of information collected a separate chapter has

been provided in Appendix III to facilitate reading. This Appendix thus covers the

complete thematic complex - from information on the biology of the tri-tri, its eco-

nomic importance, the potential impact of the Project on the local resources, the

impact assessment and the recommended mitigation measures.

Colonaire River in the North is the next known important tri-tri habitat.

Destinations of seasonal animal migrations in Argyle:

turtle nesting beach in the north of the planned runway

tri-tri fishing in the mouth of Yambou River


Final Report


6.6 Other Aquatic Habitats

The Yambou River provides habitat of a number of freshwater fish such as mul-

let, mackock, sandfish, crocro and crayfish. Local people fish these species on an

ad-hoc basis and for subsistence.

Other wetlands are the few seasonal streams crossing the future airstrip from

west to east and some wet ditches located in the pasture areas at Argyle. These

latter ditches are partly very polluted by cattle and contaminated runoff from the

higher lying fields. No information could be obtained on the wildlife associated to

these aquatic habitats, but it is assumed that only some very robust and thus

common amphibian and crab species (e.g. the blue land crab Cardisoma guan-

humi) and other invertebrates would survive in these habitats.

6.7 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, the eastern boundaries of which are located about 1.2 km

to the southwest of the planned runway. Established in 1791 King’s Hill was the

first Reserve in SVG and is one of the oldest of the Western hemisphere. The

212 ha Reserve was set aside to preserve its timber and other trees and to at-

tract rains. It would therefore benefit the surrounding sugar estates at Ribishi,

Cubiamarou and Diamond. At the time of establishment most of St. Vincent’s low-

land forests had already been cleared for timber and planting sugar cane. Kings

Hill rises to about 220 m and is covered by mainly dry woodland and climax for-

est. King’s Hill was declared a Wildlife Reserve under the Wildlife Protection Act

in 1987. It is managed by the Forest Department and continues to be a valuable

tool for research into St. Vincent’s natural history.

Milligan Cay was declared a Wildlife Reserve under the Wildlife Protection Act

(see Chapter 6.4.3 and Appendix I)


Final Report


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.

BirdLife International has mapped every bird species with a restricted range of

less than 50,000 km², using many thousands of geo-referenced locality records.

The areas where these ranges overlap define avian centres of endemism that are

termed Endemic Bird Areas (EBAs). Many other animals and plants have evolved

into unique species in these same areas of endemism. EBAs are also, therefore,

excellent indicators of general biodiversity.

6.8 Natural Hazards

6.8.1 Introduction

The geography and topography of Saint Vincent in combination with global cli-

mate change effects result in the island’s natural exposure to a relatively wide

range of hazards, which have the potential to cause loss of lives, environmental

degradation and disruption of the economy.

The most common types of natural hazards occurring in Saint Vincent are briefly

described below.

6.8.2 Hurricanes and Tropical Storms

SVG is located south of the belt of the most active Hurricane Zone, but has suf-

fered the impact of several severe storms in the past. In 2004 the passage of hur-

ricane Ivan caused extensive damage from flooding, high winds, storm waves,

and landslides – particularly on the coastline, destroying settlements and major

infra-structural development, including some low-lying sections of the Windward

Highway.


Final Report


Recent examination of tropical storm trends leads to the conclusion that the

number of tropical storms occurring every year has been increasing. This evi-

dence also seems to indicate that the intensity of these storms may be rising39.

Hurricanes are commonly classified into five categories according to the Saffir

Simpson Scale as is shown in the table below.

Tab. 6: Saffir Simpson hurricane intensity scale

Hurricane

Category

Velocity

1 2 3 4 5

V (kts) 64 -83 84 - 95 96 - 113 114 – 135 > 135

V (km/h) 119 - 154 155 - 178 179 – 210 211 - 250 > 250

V (m/s) 33 - 43 44 - 49 50 - 58 59 - 70 > 70

According to the CZSR (2006) an average of eight storms per year were re-

corded in the period between 1900 and 2000. While periods of increased hurri-

cane activity occurred from approximately 1930 to 1970 and after 1990, an over-

all slowly rising trend has been observed during this period. This underlying trend

indicates that over the next 100-year period the average will increase from 8 to

11 cyclones per year.

In St. Vincent hurricanes and tropical storms40 typically occur between June and

November. A summary statistics of hurricane tracks is provided in the 2006 ICZM

report. According to this source 18 out of the 97 cyclones, which passed within

300 km of St. Vincent in this and the last century, have reached hurricane status.

On average, the island has been exposed to 1 hurricane every 6 years. The fol-

lowing table gives an overview of the hurricanes that generated the highest

waves:

39 Source: Coastal Zone Management Report (CZMR) for the Island of St. Vincent (2006) 40 Per definition a tropical cyclone is classified as a hurricane only after it has attained one-minute

maximum sustained near-surface (10 m) wind speeds of 33m/s or more. Below this, these storms are referred to as Tropical Storms. Hurricanes are commonly classified into 5 categories according to the Saffir Simpson Scale. Source: as above.


Final Report


Tab. 7: Hurricanes with highest waves recorded (CZMR, 2006)

Hurricane name Year Category

Unnamed 1921 1

Hazel 1954 3

Janet 1955 1

Allen 1980 4

Ivan 2004 4

Hurricane wave heights have been computed for various return periods and sec-

tors of the island. The southeast sector where the Project is located experiences

the second-highest hurricane wave heights of the island for the following reasons:

• The highest wave heights come from the northeast and southeast direc-

tion; and

• These directions have the highest relative frequency of wave occurrence.

The following table shows the hurricane wave heights in the southeast sector

(SE) for various return periods.

Tab. 8: Return values for hurricane wave heights in the SE sector of Saint

Vincent

Return periods (yr)

Hs (m) Tp (s) WSp (m/s)

5 4.32 8.29 17.03

10 6.00 10.20 24.86

25 8.16 12.38 34.96

50 9.77 13.86 42.46

100 11.37 15.24 49.91

150 12.30 16.01 54.24

200 12.95 16.54 57.28

Source: (CZMR, 2006)

According to the calculations presented in the CZMR a deep-water wave height

of 12.30 m is expected to occur at least once in the next 150 years or 9.77 m

once in the next 50 years respectively. Based on these figures it has been rec-

ommended that a 1 in 150 years return period for the highest wave height be


Final Report


adopted for Saint Vincent, both for planning and disaster preparedness applica-

tions (CZMR, 2006). For this reason it is important to strictly ban any physical de-

velopment in the low lying areas east of the runway.

6.8.3 Storm Surge

A preliminary storm surge41 computation was made in the frame of the 2006

CZMR based on available bathymetric information. The results indicate that on

the exposed south eastern side of the island where the Project is located, storm

surge values range in the order of 1.8 to 2.0 m. It should be noted that these pre-

liminary results do not include the inverse barometric pressure rise, tidal effects

or the global effects like sea level rise. When including the factor computed for

the inverse barometric pressure rise (0.29 for the 150 year hurricane return pe-

riod) to the tide and global sea level estimates for the next 25 years these com-

ponents could be expected to add another 0.5 to 0.8 m to the previous estimates.

Due to the present lack of adequate data relating to beach and shoreline profiles

wave heights and storm surge values cannot yet be appropriately quantified for

specific locations in St. Vincent. Such information is expected to be provided for

selected areas at the stage of the full Coastal Zone Management Plan prepara-

tion, when bathymetric surveys and shoreline cross sectional profiles for these

selected areas have been obtained. Based on these data it will be possible to

plot the predicted storm surge values on 1:2,500 to 1:10,000 scale to indicate

zones of potential inundation (CZMR 2006). The combined effect of wave action

and storm surge will aggravate coast erosion and sedimentation. Additional im-

pact that will arise from sea level rise and climatic change should be monitored

but can only be considered in a broader regional context as indicated in chapter

6.8.8.

6.8.4 Coastal Erosion

While some beaches in the Caribbean region are accreting, the overall trend on

the Windward Islands is towards beach erosion as a result of hurricanes, winter

41 A storm surge is an offshore rise of water associated with a low pressure weather system, typically a

tropical cyclone. Storm surge is caused primarily by high winds pushing on the ocean's surface (Wikipedia)


Final Report


swells, beach sand mining and pollution. Hurricanes and winter swells may move

sand into deep water offshore, thereby permanently removing it from the beach

system. Records from coastal surveys conducted by the Sea Grant College Pro-

gram based at the University of Puerto Rico show that the Caribbean region has

a background level of 0.3 m per year of coastal erosion. The rates observed

varyied considerably and rates as high as 5 m a year have been recorded on

Eastern Caribbean islands. For St. Vincent the Coastal Zone Management Re-

port (CZMR 2006) indicates that beach erosion rates appear to have accelerated

over the last 8 to 10 years. Between 1997 and 2000 the mean erosion rate along

the windward coast of St. Vincent is estimated to have been around 1.6 m/yr.

Over the same period, Orange Hill along this stretch of the eastern shoreline re-

corded a total of 15 m of coastal retreat. The loss of an entire playing field at

Sandy Bay on the northern coast, an old cemetery at Camden Park on the

southwestern tip of the island, and the undermining of the Central Leeward High-

way at Layou all speak of rapid rates of coastal erosion and the loss of land to

the sea42.

6.8.5 Soil Erosion and Landslides

Because of the mountainous topography, the instability of many of the slopes,

and the common occurrence of unconsolidated rocks, localized landslides and

slumps occur throughout much of St. Vincent, mainly in the rainy season when

surficial materials become over-saturated. Landslides range in extent from 0.2 to

3.6 ha and affect many roads during and after heavy rainfall and storms. Move-

ment types recognized in St. Vincent include falls, slides and flows involving rock

and engineering soil. Most of these hazards are because of increased surface

runoff due to deforestation and improper land use. Increased soil erosion within

the Yambou River valley is at least indirectly connected to the project because

higher sedimentation rates and transport of debris may put a risk to the Yambou

River crossing and may involve additional maintenance.

42 Source: Initial Communication on Climate Change SVG (2000)


Final Report


6.8.6 Volcanic Activities

Saint Vincent’s La Soufrière is an active volcano, which has had at least four ex-

plosive eruptions and an unknown number of non-eruptive, effusive eruptions

since the 16th century.

The current St. Vincent Volcano Monitoring System is executed jointly by the

Seismic Research Unit of the University of the West Indies, St. Augustine, Trini-

dad, and by the Soufrière Monitoring Unit at the Ministry of Agriculture Forestry

and Fisheries, Kingstown. An ‘integrated hazard map’ indicates four hazard

zones based on the projected effect or impact of explosive activity from the vol-

cano. According to this map the Project is located in the ‘low hazard’ zone 4,

where

• Relatively minor impacts from eruptions will be experienced;

• Ash fall may be as low as 5 cm;

• Crop damage and disruption to water supply will be major effects.

The potential for future eruptions of La Soufrière militates against investment of

critical resources in areas North of the Rabacca and Wallibou River. In this re-

spect the proposed airport site is not considered a critical location. The following

figure shows the ‘integrated volcanic map’ established by the Seismic Research

Unit of the UWI.

6.8.7 Earthquakes

An earthquake is a sudden motion of the ground produced by the abrupt dis-

placement of rock masses. Most earthquakes result from the movement of rock

mass past another in response to tectonic forces. The focus is the point where

the earthquake’s motion starts, and the epicenter is the point on the earth’s sur-

face (which may be under water) that is directly above the focus. Earthquakes re-

sult in ground shaking, differential ground settlement, soil liquefaction, land slides

or mud slides, permanent ground displacement along floods from tsunamis. The

magnitude of an earthquake is commonly described using the Richter scale,

ranging from magnitudes of 1 to 1243.

43 Source: Strategy and Operational Guidelines; Natural Disaster Management. Caribbean Development

Bank, 1998


Final Report


There are no major faults or folds anywhere in the country. SVG occasionally ex-

periences earthquakes associated with activity of the La Soufrière volcano and

suffers minor effects from earthquake events in the Caribbean Basin.

On November 29, 2007, however, an earthquake with a magnitude of 7.3 oc-

curred off the east coast of Martinique at a focal depth of 121 km. This earth-

quake was the fifth earthquake of similar size to occur in the region since 1727

and the largest earthquake recorded since the magnitude 7.5 event which oc-

curred in 1974 near Antigua44.

Despite its magnitude the November 2007 earthquake did not affect infrastructure

in the country. According to the MoTW this event would not require the review of

building codes that are currently in use in SVG. The design of the pavement for

the Project runway will be according to ICAO standards. Therefore the event will

also remain without effect with regard to the Project.

44 Source: Seismic Research Unit UWI, internet news document


Final Report


Fig. 15: Integrated Volcanic Hazard Map of St. Vincent

6.8.8 Sea Level Rise

Long-term observed data permitting reliable evaluation of past trends, or a rea-

sonable projection of future patterns of sea-level change do not exist for SVG.

Project area


Final Report


However, based on projections derived from the best available observational data

and General Circulation Model outputs the Intergovernmental Panel on Climate

Change (IPPC) suggests that the mean rate of sea level rise in the Caribbean re-

gion will be in the order of 5mm/yr for the next 100 years. This figure is at least

twice as high than the rate experienced in the previous 100 years. Future

changes will be neither uniform nor constant and site-specific conditions will also

have an influence on this rate (CZMR, 2006).

Sea-level rise is an increase in sea level. Multiple complex factors may

influence this change.

Sea-level has risen about 130 metres (400 feet) since the peak of the last ice

age about 18,000 years ago. Most of the rise occurred before 6,000 years ago.

From 3,000 years ago to the start of the 19th century sea level was almost

constant, rising at 0.1 to 0.2 mm/yr. Since 1900 the level has risen at 1 to 2

mm/yr; since 1993 satellite altimetry from TOPEX/Poseidon indicates a rate of

rise of 3.1 ± 0.7 mm/yr. It is very likely that 20th century warming has contributed

significantly to the observed sea-level rise, through thermal expansion of sea

water and widespread loss of land ice. Church and White (2006) found a sea-

level rise from January 1870 to December 2004 of 195 mm, a 20th century rate

of sea-level rise of 1.7 ±0.3 mm per yr and a significant acceleration of sea-level

rise of 0.013 ± 0.006 mm per year per yr. If this acceleration remains constant,

then the 1990 to 2100 rise would range from 280 to 340 mm. Sea-level rise can

be a product of global warming through two main processes: expansion of sea

water as the oceans warm, and melting of ice over land. Global warming is

predicted to cause significant rises in sea level over the course of the twenty-first

century (Wikipedia).


Final Report


To establish baseline conditions for St. Vincent and to monitor change over time,

a sea-level/climate monitor was installed along the Southeast coast near the

Coast Guard Station in December 199845. According to the Meteorological Office

at Arnos Vale these monitoring data are directly collected by the Regional Ar-

chive Center in Trinidad. So far the quantity of data is not sufficient to come to

any useful conclusion, but it appears that during the period 1999/2000 no signifi-

cant changes have occurred46.

45 Source: Initial National Communication on Climate Change SVG. National Environmental Advisory

Board and MoHE 2000.

46 Source: Arnos Vale Metereological Station


Final Report


7. CULTURAL AND RECREATIONAL ASSETS

7.1 Cultural Heritage

7.1.1 Introduction

Intensive archaeological research has been carried out in SVG over the last fifty

years by local, regional and international researchers and enthusiastic amateurs.

As a result of continuous interest, commitment and field research a number of ob-

jects and sites of archaeological, historical and cultural value have been recorded

at Argyle. The list of the relevant objects and sites is available in the National Ar-

chaeological Site Catalogue maintained by the SVG National Trust (SVGNT). To

identify potentially relevant issues in the context of the Project repeated consulta-

tions were held with representatives from the SVGNT. A field visit was guided by

Ms. Kathy Martin to several of the known areas and sites of archaeological and

historical interest to provid first hand information on their location, nature and

present condition. These undertakings were complemented by a review of avail-

able literature, Internet information and consultation with two Canadian archae-

ologists, who had previously done research in the area.

The cultural heritage assets of the study area comprise:

• one petroglyph site,

• several ancient habitation sites; and

• the remnants of two old sugar mills.

None of these sites yet 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 inter-

est as heritage sites that need to be protected.

7.1.2 Petroglyphs

In St. Vincent 12 rock art petroglyph sites were reported by Dubelaar (1995) and

reconfirmed by Martin (2006). Rock art is considered as one of the major cultural

riches of Latin America and the Caribbean. ‘In its various forms, which are often


Final Report


spectacular, it is found in abundance in most of the countries of the continent. It is

often the only concrete expression of the complexity of the thought, beliefs and

cults of lost indigenous civilizations’ (Clottes, 2006).

According to Haviser, Jay and Strecker (2006) SVG probably has the highest

density of rock art per unit area in the entire Caribbean region. The SVG sites are

distributed coastally and along rivers, where they are engraved into andesite ba-

salt. Most of the motives consist of faces and anthropomorphic figures which are

always stylized or schematic. The petroglyphs of SVG have been the object of

extensive local, regional and international scientific studies and research. In the

Yambou Valley alone 6 petroglyph sites have been identified.

The approximate location of the petroglyph that will be directly affected by the

Project is shown in Figure 22. At this site the petroglyph is located on a vertical

rock face at the end of a massive lava flow and represents a type of ‘outlier’ of

the ‘Yambou site’, located higher up the valley. The site is composed of several

artifacts spanning several pieces of fractioned rock. Considering the possible loss

of the petroglypf in through the construction of the airport runway the IADC and

the Ministry of Culture have raised funds for producing two sets of life-size replica

as a detailed inventory and an early safeguard measure of these important cul-

tural assets.

The site is presently being cared for by the Roman Catholic Church, which until

recently used it as a shrine (known as ‘Notre Dame de Yambou’).

Yambou forms part of a total of 15 sites of the region, which have been declared

as ‘exceptional’ at a meeting of specialists in Guadeloupe under the auspices of

UNESCO. The International Council on Monuments and Sites (ICOMOS) sug-

gests that the Caribbean art ensemble deserves to be inscribed on the UNESCO

World Heritage List and the process of nomination is in progress. The six petro-

glyphs of the Yambou valley (which includes the one affected by the Project) rep-

resent Saint Vincent’s contribution to the proposed Caribbean art ensemble.


Final Report


Fig. 16: Approximate location of cliff with petroglyph47

47 Note: the Windward Highway as shown in this figure does not correspond to the latest alignment


Final Report


Photographs of the Argyle Petroglyph showing main features. The bottom photograph shows detail of the rectangle shaped area on the top photograph (Dr. R. Richardson).


Final Report


‘A visit was made to the petroglyph at Argyle in response to a request made since

early in 2007 by the IADC and the NTSVG. The visit was made on November 19,

2007 and the author was accompanied by Mrs Kathy Martin of the IADC, Dr. Rudy

Mathias and Mr. Tyroone Ballah of the IADC, Ms. Melanie Pörschmann of KOCKS

Consult GmbH and Ms. Aisha Samuel of the Soufrière Monitoring Unit.

Location and Previous Work: The petroglyph is located in Argyle, less than 500

metres from the mouth of the Yambou River. Robertson (2002) described the area

as belonging to the Grand Bonhomme Volcanic Centre and classified the rock upon

which the petroglyph is inscribed as fine-grained lava flow. Based on a sample

collected from the lava flow Robertson (2002) undertook a detailed petrological and

geochemical analysis and the rock was classified as a high-magnesium basalt.

Modal analysis of the sample indicates that it contains the following mineral

assemblage: olivine (56%), silica (48%), plagioclase (19%), orthopyroxene (13%),

and clinopyroxene (11%) with trace amounts of oxides (1%). Using X-ray

fluorescence the major elements in the rock were analysed and determined to

consist of SiO2 (47.84%), Al2O3 (15.71%), MgO (12.19%), CaO (10.83%), Fe2O3

(9.77%), Na2O (2.28%) and <1% respectively of TiO2, MnO, K2O and P2O.

Field Observations: The rock upon which the petroglyphs are inscribed is

approximately 15 m high with an exposed rock surface extending over 30 m (see

photographs below). The outcrop is a cliff face (80-90° slope) that trends towards the

east and then south, so the full extent of the exposure is not immediately visible

when viewed at ‘head-on’. The entire area is covered with green shrub that obscures

the topmost portion of the rock on which the petroglyphs are inscribed. The top

surface of the outcrop does not appear to contain any man-made structures.

However a religious shrine has been constructed above the two lowest inscriptions.

Cement possibly used in the construction of the religious shrine fills several of the

joints that separate the coherent lava blocks that comprise the outcrop.

The rock at the site is massive but exhibits what appear to be two dominant joint

patterns or structures. The first order joint set are spaced at about 1 metre apart and

oriented in three directions at approximately right angle to each other (see upper

photo next page). These joints define metre-sized blocks within which the second

order joint set is superimposed. The second order joint set consist of joints oriented

only two directions, one of which is parallel to the direction of one of the first order

joints (see lower photo next page). One of the second order joints exhibit a laminar

style consisting of linear, wavy cracks separated by about 1-2 cm and extending at

least 2-5cm deep. The other is oriented approximately perpendicular to the first and

parallel to one of the joint sets of the first order joints’

Dr. R. Robertson, head of the Seismic Research Unit of the UWI in Trinidad


Final Report


7.1.3 Known Prehistoroic Sites

According to the SVGNT nine known prehistoric habitation sites are located in the

Argyle area (see table below). Information on the coordinates of these sites is

with the SVGNT and it was agreed that these data and a map that had originally

been prepared would not be published in this report to avoid encroachment or

any other damage after publication of this report.

Tab. 9: Ancient habitation sites in the vicinity the Project

No Name Code

47 Escape 2 KuCe 7

49 Escape KuCe 5

50 Argyle KuCe 6

51 Argyle 1 JtCe 1

52 Argyle 2 JtCe 2

53 Mt. Pleasant JtCe 3

54 Mt. Pleasant 1 JtCe 6

55 Rawacou JtCe 7

56 Mt. Coke JtCe 4

Source: SVGNT

Several archaeologists (the late Doc Earle Kirby, Dr. Louis Allaire, Dr. Richard

Callaghan, Iosif Moravetz and Dr. Arie Boomert) had previously investigated the

wider area and based on their findings it was concluded that settlements existed

in the area, possibly continuously from 150-300 AD to the period of contact with

the Europeans. Not surprisingly artefacts continue to be found practically every-

where in the low-lying areas of Saint Vincent, where freshwater sources exist.

With permission from the SVGNT and the property owner Mr. Branson Thomas,

Mr. Iosif Moravetz48 conducted a test excavation at Escape in June 2003.

48 Iosif Moravetz was, at that time, a PhD candidate of archaeology at the Dept of Archaeology, University of Calgary.


Final Report


A 1 x 2 m test excavation, which was dug to 1.9 m below ground, has brought to

surface more than 4,350 artefacts, almost exclusively pottery from the Saladoid,

Troumassoid and the Suazoid period49. The objective of this test excavation was

to determine the integrity of the site for possible future archaeological investiga-

tions, to identify the age of occupation based on ceramic styles, and to recover

samples for thin-sectioning purposes. During most recent investigations carried

out by scientists from the University of Calgary (Canada) artefacts like pieces of

griddles, incense burners, decorative and everyday items etc. were collected at

Escape, which confirmed the existence of a local ancient settlement dating back

to 150 AD on forward (Saladoid50 Period). Ground Penetrating Radar data were

collected at Escape (KuCe 5) in 2006 and this revealed areas of anomalies,

which are likely to involve material from Amerindian settlement sites.

Ceramic vessel found in 2000 at Escape in the excavation of a house foundation

49 Early Saladoid period: 160 – 350 AD Late Saladoid period: 350 – 650 AD (Saladoid with Barrancoid influences); Troumassoid period: 650 – 1200 AD Suazey period: 1200 – 1450 AD

50 Saladoid is an archaeological term to define the first ceramic producing, Arawak speaking peo- ples migrating to the island. The Saladoid culture was first recognised at the site of Saladero on the lower Orinoco River.


Final Report


‘In terms of prehistoric occupation on St. Vincent, the area around the Escape and Argyle sites was heavily utilized at all time periods and archaeologically is one of the most impor-tant on the island (Callaghan 2007). Without more extensive investigations, it is difficult to determine if we are seeing large sites or a series of site clusters. It is possible that sites in the area shifted location frequently but not to a great extent as structures aged and fields became overcome by weeds and secondary vegetation growth. The area offers one of the few situations in the Antilles where it may be possible to determine the strategies used in prehistoric agriculture in the Antilles. The Argyle site (KuCe-6) is a single component site containing only Cayo ceramics. It is unique in the Antilles as no other such sites are currently known. The Cayo ceramics are associated with the Island Caribs (Boomert 1986; 1995; Allaire and Duval 1995). The iden-tification of the Island Caribs from archaeological remains has long been one of the un-solved problems in Caribbean archaeology. As such the site provides a unique opportunity to understand many aspects about the Island Caribs including their origins, affiliations with other groups, social organization, and subsistence practices. No other site in the Carib-bean has this potential. It is particularly important for understanding the heritage of St. Vincent given the strong historical connection between the Island Caribs and the island. The heritage of the Black Caribs of St. Vincent and other islands of the Lesser Antilles is closely tied to these issues as well. Regionally the site is essential for understanding Car-ibbean history and prehistory. Only a small area of the site has been excavated (Allaire and Duval 1995) and its loss is unlikely to be offset by new research elsewhere. An exca-vation program is the only way to save the information that the site contains. A second site (JtCe-1) may also have bearing on this problem and should be investigated. Preliminary investigations by the University of Calgary revealed late period ceramics as well as earlier Saladoid ceramics. There is the potential to gain information on the transi-tion from the Saladoid period to later periods and ultimately a better understanding of the development of the Cayo period.

The Escape site (KuCe-5) contains some of the earliest cultural material found on St. Vin-

cent to date (Callaghan 2007). In the excavation of a house foundation near whole ceramic

vessels were discovered in 2000. The site has been deeply buried in what appears to be a

single event, likely volcanic. Work conducted so far indicates the possibility that the village

was abandoned quickly. Its subsequent burial, too deep for agricultural and other distur-

bance common on St. Vincent, means that the village plan is likely intact with excellent

preservation. Village layout in the Caribbean and Lowland South America is highly sym-

bolic and the recovery of the layout can reveal much about belief systems, political and

social structure. Further, the date of occupation indicted by the ceramics suggests that the

site may be invaluable in understanding the migration pattern out of South America. Cur-

rently this is poorly understood as the earliest dates are in Puerto Rico and the northern

Lesser Antilles contrary to what would be expected.

During field surveys of the airport region the site JtCe-2 yielded some very early Saladoid

ceramics, possibly earlier than the Escape site (KuCe-5). The site has the potential to shed

light on migration patterns in the Lesser Antilles. In particular it may help determine if the

earliest dates for the Saladoid period in the north of the region are merely a sampling bias

or represent the actual migration strategy.

Prof. Dr. Richard T. Callaghan,

Archaeological Dept. of the University of Calgary (Canada), December 2007


Final Report


Fig. 17: Potentially Affected Archaeological Sites51

7.1.4 Previously Unknown Archaeological Sites

During the conduct of this EIA study another - previously unknown - prehistoric

habitation site was revealed by surface clearance of vegetation for the new air-

port bypass road. The site was located below the Oasis Retreat at Argyle and

south of the road, which leads to it, but was laregely destroyed during the reloca-

tion of the Windward Highway.

The site extended 800m from the road. South to the point where there is a

change of slope as the land starts to descend to the Yambou River. The east-

west extent is uncertain, as the habitation level disappeared under cultivated

land. This site was the ninth to be found in catalogue grid square KuCe.

51 Extract from: Archaeological Sites of Saint Vincent (I. Moravitz, unpublished)

KuCe

JtCe


Final Report


A surface collection conducted on November 23, 2007 by Ms. K. Martin

(SVGNT), M. Pörschmann (KOCKS Consult GmbH) and M. Piercy revealed large

numbers of largely Saladoid (160-650 AD) and Troumassoid (650-1200 AD) ce-

ramic shards and several stone tools:

• Incised designs, both straight and curvilinear;

• White on red painted;

• White zoned, incised on red painted body and rim shards;

• Modelled rim lugs;

• Anthropomorphic and zoomorphic adornos;

• Troumassée decorated cylinder shards (incense burners);

• Strap and other handles;

• Flanged rim shards;

• Cassava Griddle shards (no feet);

• Orange, red and white polychrome painted;

• Red and orange bicolour;

• Black and red incised;

• Black and orange bicolour;

• Plain.

Styles identified were:

From the Saladoid Period:

• Arnos Vale zoned ceremonial vessel. The section of pot recovered meas-

ured 19 cm high by 23 cm. Comparison with complete vessels of this type

in the National Trust museum collection suggest the original pot would

have been about 25 cm tall.

From the Troumassoid Period:

• Caliviny rim modified with black on handle;

Stone tools:

• A mortar with 4 cm radius cup hole;

• Cutting tools with worked blades;

• Possible smoothing stones.


Final Report


The following pictures show a choice of the objects found at this site (all photos:

Kathy Martin, SVGNT).

Adornos and lugs decorating mainly pot rims; Incised potsherds, probably early

Saladoid

Arnos Vale zoned ceremonial vessel. The section of pot recovered measured

19cm high by 23 cm. Comparison with complete vessels of this type in the Na-tional Trust museum collection suggest the original pot would have been about

25 cm tall.


Final Report


Mortar


Final Report


7.2 Old Sugar Mills

In Argyle two sugar mills were operational in the late 18th/early 19th century. The

ruins of the Argyle mill are located immediately to the southwest of the present

IADC office, and thus in the area which will be physically occupied by the Project.

The old sugarmill at Escape is located outside the study area (south of the new

bridge over the Yambou River) and will not be directly affected by the present

Project. These ruins were not identified during the conduct of the EIA for that pro-

ject and thus only discovered during site clearance operations for the relocation

of the Windward Highway. Following to consultations between the IADC and the

NT the initially planned alignment was rerouted to preserve the site from destruc-

tion. According to the NT there is yet no concrete concept for the further course

of action regarding this site, which is still privately owned.

The Argyle site is presently largely overgrown by Ficus trees and in an advanced

state of dilapidation. However, the remains of the waterwheel in its wheelhouse,

some cog wheels and other parts of the previous iron machinery are still in a

fairly good condition. Moreover relatively large numbers of bricks and stones are

scattered over the area. The bricks were brought to St. Vincent from England by

sailing boats, on which they were used as ballast. The partly hand-shaped boul-

ders were usually worked by slaves. Even though the remnants of the building,

due to its location, cannot be preserved, the cogwheels may be rescued for later

display and the various stones and bricks could serve as valuable original re-

sources for the restoration of other historical buildings on the island.

Iron cogwheel and iron wear at the ruins of the old Argyle sugar mill


Final Report


The second sugar mill, the Escape mill, is a relatively large one. Its ruins are lo-

cated on the right bank of the Yambou River in the corridor designated for the re-

located section of the Windward Highway. The new road would directly destroy

the remnants of these buildings and therefore the IADC sought advice from the

SVGNT. Following investigation and evaluation of the site, it was agreed that

IADC would try to realign the route and preserve the site for possible future reha-

bilitation.

Windmill at Mt. Pleasant

7.3 Cultural Assets

From 1876 – 1889 a church was constructed at Argyle, more so known as Es-

cape to service the Yambou, Peruvian Vale and Escape Estates. In 1898, the

church was left in ruins after the great hurricane. In 1929, under Dom Charles

Verbeke, Our Lady of Lourdes church was constructed. The cornerstone of this

new church was laid on May 3, 1929. For years Benedictine priests lived at the

church. Many years later a fire destroyed the roof of the building.

At Mt. Pleasant, in the south of the study

area, an old stone windmill is located to

the South of the access road to Rawacou

Bay. This tower forms part of an old

sugar mill complex and is in a relatively

good state of repair.

It is located approximately 190 m east of

the planned runway and will therefore not

be directly affected by the Project.


Final Report


After much refurbishing of the building, the church allowed the Government to

use it as a school in 1970. In 2005 the church ceased to be an educational insti-

tution as a new school was built in Peruvian Vale.

There are a number of Christian, Hindu and Muslim graves on the church ceme-

tery located mainly on the eastern and south eastern slopes of the hill. Currently,

weekly Masses are held at the Church, alternating between Saturdays and Sun-

days.

‘The area became a place of Marian devotions when Fr. Charles Verbeke (1923 –

1945) staying over at the church in Escape saw a vision of our lady on the rocks in

the area. In his vision he also saw the matyrdom of priests in a sacrificial offering.

It was in this accord that the area began to be used as a place for Marian devo-

tions. Fr. Verbeke built an altar on the rocks. This altar was broken down some

years later. The area soon was left to itself and became dilapidated until some

parishioners of the likes of George Bailey , Henry Thomas and others began to

restore the area.

Soon the statue of Mary which was being kept at the St. John’s church in Mesopo-

tamia was erected within the rocks of the area where the vision was seen. How-

ever, due to destruction by other religious faith stone throwing destroyed some

parts of the statue. This did not dissuade the Community from their devotions or

development of the site. New lands were bought around the area, roads were de-

veloped for easy walking to the Shrine and the area was fenced and grassed. A

platform was erected under the rocks to accommodate the saying of Mass and

other religious devotions that occasionally took place at the shrine. The Statue

was restored in the years following the elevation of SVG as a diocese much has

been put into the development and recognition of the National Shrine. It is only

then that the place became a place of annual pilgrimages Of noted significance is

the annual pilgrimage of the bishop, Clergy, Religious sisters and brothers and the

Faithful in the Diocese to this Shrine on the Sunday closest to the 13th of February

for the celebration of the Feast of Our Lady of Lourdes’.

In 1987, Yambou was declared a National Shrine dedicated to our Lady of

Lourdes

Source: St. John’s Church, Mesopotamia


Final Report


Roman Catholic Church at Escape, view from southwest

7.4 Recreational Areas and Sites

There are two recreational sites in the study area:

• Argyle Beach

The natural black sand beaches in the southern part of Argyle are popular

sites for traditional forms of beach recreation like picnic, beach sports, and

relaxation. Rough sea conditions discourage bathing. During full moon the

site regularly attracts moonlight beach parties (‘beach splashes’). The ma-

jority of the visitors are local residents, but non-resident visitors are also

reported.

At Easter, kite competitions are popular events in the low-lying pastures

next to the Argyle beaches. These have been organised by Carib Cable

for some 5 years.

• Rawacou Beach / Rawacou Pond

is a recreational site directly located on the seaside at Mt. Pleasant at a

distance of about 580 m from the eastern edge of the future runway.


Final Report


Rawacou Beach has traditionally been a major beach recreation site of

national importance. Important features are two beaches separated by a

rocky headland. It is an exposed beach, well known for strong currents. A

number of accidents have acted to reduce the level of use but the beach

is still an attraction to adjacent communities for picnics, beach cricket and

related activities. Wave conditions and strong currents curtail swimming.

To enhance the recreational potential of the site, GoSVG has constructed

a semi-circular natural pool at the headland, known as the ‘Rawacou

Pond’. The vehicular access to this site is through a small road that

branches off the Windward Highway at the Calder junction.

Both the Argyle and Rawacou beaches were been included in an EU-

funded tourism development programme for a total of 18 sites on

mainland Saint Vincent. Meanwhile and in view of implementation of the

airport Project the Argyle Beach site has been removed from that pro-

gramme (see below).

Rawacou Pond, a popular recreational site in the Mt. Pleasant Area


Final Report


7.5 Planned Tourism Development Sites

The Tourism Development Project (TDP) is an EU-funded, 5.74 million € devel-

opment programme, which will be implemented by the National Parks, Rivers and

Beaches Authority (NPA). The programme originally comprised 20 sites, 18 of

which are located on mainland St. Vincent. Out of these 3 are located in the Pro-

ject’s potential area of influence. According to NPA officials, the Argyle beach site

has been recently removed from the programme in view of uncertain access to

the site after Project implementation and its nearness to the proposed runway.

The proposed Rawacou Recreation Park is located immediately east of the

southern part of the future runway. The development of this recreational site aims

at realizing the full potential of Rawacou Beach as a public recreational and tour-

ism asset, targeted to resident users and visitors. The concept includes an inte-

grated set of facilities, including, public washrooms, service concessions, picnic

areas and fire pits, bandstand for performances, multipurpose recreational field

for beach sports and a hard court for basket ball and netball.

North Beach South Beach

Rawacou Beach earmarked for development under the EU-funded TDP

The development cost for the Rawacou Beach site will be at about EC$ 1.5 mil-

lion, not including land acquisition cost (I. Jackson & Ass., 2004). The site will be

managed by NPA in accordance with its legal mandate for the management of

beaches (National Parks, Rivers and Beaches Authority Act, 2002).

The proposed site for the Rabacca River Recreation Park is an open space lo-

cated to the north of the mouth of the Rabacca River, 1.2 km north of George-


Final Report


town52. In its present condition and exposure the site is inhospitable to recrea-

tional uses. Current occasional events include parties, fun sports, church outings

etc., and mainly taking place on weekends and public holidays in the area be-

tween the Highway and the sea.

The proposed development of this site includes gradual improvements and provi-

sion of limited facilities for accommodating occasional events by community

groups or persons wishing to rent the site. Proposed measures include shifting

the access to the site and delineating an area for parking of vehicles. The future

arrangements will probably include public toilets, seating, camping ground and

picnic shelters at the site. Ongoing erosion of the banks of the Rabacca dry river

north of the site could affect the proposed development in the longer term (I.

Jackson, 2004). The continued mining activity will also threaten the integrity of

the bridge.

The planned development cost of this site is about EC$ 372,000. Project imple-

mentation is currently planned to start in April 2008 and to continue until about

May 2009 (Dr. D. Lee, personal communication). In this respect it will be crucial

to ensure permanent access to the site.

The Rabacca River site remains under design. The TDP activities will now com-

prise a small part of a larger project being developed by the GoSVG (see below).

A technical team including the Ministry of Housing, Planning Department, Ministry

of Tourism, the NPA, and the Project Support Unit of the TDP will be involved in

the refinement of the design concepts, designs, financing, construction and op-

eration of the project. The project is still in its conceptual phase and fluid in its

development. The TDP is committed to developing the original plans in the north

eastern corner of the site.

The development of the Rabacca National Park is a concept that is jointly pro-

moted by the Ministries of Tourism, Agriculture and the NPA in the area between

the Rabacca River and Miss Jane River, immediately to the South of the Ra-

bacca River. A theme for that park was not yet determined by the time of writing

this report, but according to PPU / TDP-representatives it is likely to be a mixture

52 Even though located outside the immediate study area Rabacca will be indirectly affected by the Pro-

ject by material extraction and future material requiremetns resulting from induced development.


Final Report


of recreation and a Carib theme village with a memorial statue of Chief Chatoyer,

shops, play area, parking, rest stop, cabins along with the camping and picnic fa-

cilities to be developed under TDP.

The following figure indicates the approximate location of existing and planned

recreational and tourism development sites that may be directly or indirectly af-

fected by the Project.

Fig. 18: Planned Tourism Development Sites directly or indirectly affected

by the Project.


Final Report


8. SOCIO-ECONOMIC CONTEXT

8.1 Population and Demographic Characteristics

The current population of SVG is estimated at 118,150 (World Factbook, 2007).

Between 1960 and 2001 population grew by 33 % with the highest growth rate

occurring during the 1970s (13.4 %). The current annual population growth rate is

0.8% (UNCCD Report, 2006).

Tab. 10: Population trends in census years 1960 to 2001

1960 1970 1980 1991 2001

Population 79,948 86,314 97,845 106,499 106,253

Rate of Change 7.96% 13.36% 8.84% - 0.2%

Source: St. Vincent and the Grenadines Statistical Office

According to the latest Population and Housing Census (Statistical Office Central

Planning Division, 2001) the distribution of the population between mainland St.

Vincent and the Grenadines remained virtually unchanged over the last twenty

years. In 1980, 92.6 % of the population resided on mainland St. Vincent and in

1991 the figure was virtually unchanged, 92.1 %. However, in 2001, the mainland

accounted for 91.9 % of the population, registering a slight decrease.

According to the latest census the population density in SVG was at 709 persons

per square mile in 1991. These figures vary significantly across the census divi-

sions, from a high 6,954 in Kingstown to a low 197 in Chateaubelair. While the

population density in Kingstown was lower than in 1991 (8,140), the present den-

sity is almost 10 times the national average. This situation, although showing de-

clining trends over the past 20 years, continues to put severe pressure on social

and other services within SVG’s capital.

The population of SVG can still be described as young despite some recent de-

clines in the numbers. The number of persons in the 15-29 age group, tradition-

ally defined as youth, was 29,523 or 27.8 %, compared with 31,421 or 29.5 % in

1991. Another 31.9 % of the population is in the prime childbearing years of 20-

39. The average life expectancy is 68 years for males and 73 years for females.


Final Report


Since 1960, the infant mortality rate has fallen substantially, from 145.0 to 13.7

per thousand births. The population is projected to reach 130,765 by the year

2021, an increase of 19.9 % compared to the 1991 census and 17.7 % above the

current population.

The population of SVG is predominantly Afro-West Indian with some remnants of

indigenous Carib Amerindian assimilated into the majority population. Whites of

European descent and East Indians comprise the majority of the remaining popu-

lation.

8.2 Settlements

The Project area is characterized by a rural and partly dispersed rural settlement

structure. Settlements within the vicinity of the future Project site are Peruvian

Vale and Escape in the north, Akers and Calder in the west and Stubbs and Vic-

toria Village in the south. These villages are located in the census divisions of

Calliaqua, Marriaqua and Bridgetown, which due to their proximity to Kingstown

range among the fastest growing areas of mainland Saint Vincent.

Tab. 11: Main settlements of the study area

Village name (ED) Census Division (CD) Population (2001)

Stubbs Calliaqua 1,803

Victoria Village Calliaqua 721

Mt. Pleasant Calliaqua 511

Calder Calliaqua 508

Akers (incl. Argyle+Escape) Marriaqua 367

Peruvian Vale (incl. Spring) Bridgetown 701

Source: Population and Housing Census, 2001

One of the most critical project requirements is the relocation of the Argyle com-

munity. In the course of preparation of the Valuation Report by Brown & Co. af-

fected people were interviewed with regard to their project affected property. The

questionnaire for the interviews is shown in Fig. 19.


Final Report


Fig. 19: Questionnaire to Argyle Residents and Owners

St Vincent and the Grenadines Airport Development Survey

Argyle Residents and Owners Information

(A) P ro fi l e o f In t er v iewee

� O wner � Fam i l i y Home � R en te r

Owner `s Name: H ome phone :

A dd r ess : Ce l l Phone:

Wor k Phone : E-ma i l :

(B) P re f er red Method o f Commun ica t ion

� Home phone � Work phone � Mob i le phone � E -ma i l � Othe r ..................................................

(C) P roper ty De ta i l s

Number o f bed r ooms:_________________ Siz e o f bu i ld ing : _________________

No o f ba th rooms: ____________________ Siz e o f Land : ____________________ Mortgaged: Yes � N o � D eed No : (i f know n) : ____ _________ _ Bank : ______________________________ Pr ope rt y Su r veyed? Yes ___ / No ___

Su rvey Plan # ____________________

(D) U se o f Pr opert y

� Resi den t ia l � I ns t i t u ti ona l

� Commer ci al � M ixed (please stete) ________________ � A g ricu l t u ra l � Othe r (please stete) _________________

( E) O ccupancy D eta i ls

Number o f Adul ts (over 18 years ): _________ __________ (Age range:) � 18 - 25 � 26 - 35 � 35 & ove r

Number o f Chi l dr en : _____________ / ____________

S ta te any d isabi l i ty Requ i re r nen t s : _______________

Re locat ion Pr ef e rence

Would you l i ke t he IADC to put you in contact wi th pe rsons who may have lands for sale? Yes � No � I f No . Have you a l r eady ident i f i ed al t e r na t i ve f and fo r y our house? Yes � No � How much time would you need t o re loca te fr om Argy le af t er receiv ing paymen t f or your p r ope r ty ? ................................months . Would you l i ke t he IADC to put you in contact wi th HLDC o r o the r persons who may have house o r may be ab le t o bu i ld houses fo r sa l e t o you? Yes � No �

Where w ould you p r e f t o re loca te in St . V inc ent? � P embroke � H a rmony H al l � S p ring � Cedar s � No r th Un ion � O the r ____________________________________________

Wha t p ri ce range pe r s qua r e f oo t a r e you p repa red t o pay f o r f and?

�$6- $7 �$8 -$4 �$10 -$11 �$12 - $13


Final Report


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.

8.3 Land Use

8.3.1 Overview

The land area of mainland St. Vincent comprises 345 km². Of that total 139 km²

(40.3 %) are allocated to agricultural use and 121 km² (35 %) are forestland. The

remaining land uses include natural vegetation (14.1 %) and built area (10.1 %)53.

Prime agricultural lands are predominantly located below the 1000 ft contour

along the windward coast. Built-up areas are primarily along the coast at lower

elevations. The heaviest concentration of development is on the southern lee-

ward side of the island in and around the capital Kingstown. Recent development

patterns indicate that the highest concentration of new development is occurring

around the capital between Camden Park and Calliaqua.

The study area itself is characterized by dispersed rural settlements. Land use

within the study area can be classified as agricultural, residential and to a small

part commercial. The following table provides an overview of the various types of

land use in the study area, both within and outside the airport perimeter54.

53 Note: all figures are based on 1992 land-use patterns 54 Note: this table does not include natural and seminatural habitat types of the study area, which

are presented in table 5 of this report


Final Report


Tab. 12: Land use in the Project area55

Approximate area (ha)

Land use type within airport perimetre (ha)

outside airport perimeter (ha)

total (ha)

Agricultural

Cultivated (arable) 45 16 61

Pasture 41 35 76

Permanent crops 3 13 16

- coconut (-,-) (8) (8)

- banana (0.5) (1) (1,5)

- other (2,5) (4) (6,5)

Built up area

Housing (incl. yards, gardens) 15 29 44

Commercial / industrial 5 - 5

Roads 1 3 4

8.3.2 Agricultural Land Use

According to the SVG Agricultural Census of 2000, approximately 73% of small

holdings (less than 25 acres) occupy approximately 19% of the total farmland,

while approximately 1% of large holdings (more than 25 acres) account for al-

most 26% of the farmland. About 11% of the holdings (5 to 25 acres) occupy ap-

proximately 35% of the total farmland.

In the first half of the last century until the 1970s the study area was owned by

one landowner and was known as the Argyle Estate. This estate was also the

main local employer. The types of crops grown on the estate changed over time;

initially the main crop was sugar cane, followed by bananas and more recently by

peanuts and arrowroot.

After the dissolution of the estate in the 1970s the land was sold off in small plots

by a real estate housing company. To date, however, agriculture continues to be

the predominant land use and one of the main livelihoods in the area. An esti-

mated 61 % of the study area is used for agricultural purposes, 55% of which is

pasture56. Main crops of the area are peanuts, banana, root crops, corn, da-

55 Source: consultant’s own investigations, based on analysis of aerial photographs and field survey 56 Source: consultant’s own investigation, based on analysis of recent aerial fotographs and field surveys.


Final Report


sheen, chive and cauliflower. In addition egg plant, hot pepper, pigeon peas, cu-

cumber and lettuce are produced.

According to data established by the IADC in 2006 and information from the

MAFF most of the agricultural land of the study area is farmed under leasing con-

tracts. The MAFF provided a list of farmers, their respective acreage, crop and

expected yields of the Argyle and Mt. Pleasant area. According to these data the

farms within the study area are categorized as small holdings as defined in the

SVG Agricultural Census 200057.

According to the recent aerial photographs and additional information directly

gained in the field agricultural land use in the study area is as follows:

• Cultivated land: some 20% of the project area (30% of the proposed air-

port site) is under cultivation (including fields recently abandoned due to

land acquisition and now fallow);

• Pasture: about 24% of the project area (27% of the proposed airport site)

is under pasture;

• Permanent crops: about 5% of the project area (2% of the proposed air-

port site) is planted with permanent crops.

During the conduct of the study several cattle owners were interviewed while tak-

ing care of their animals grazing in the pastures of the study area.

The 9 life stock farmers that were interviewed in the Argyle / Mt. Pleasant area

indicated to currently own between 2 and 12 animals. The only full-time life stock

farmer of the area had owned more than 35 animals, which he had just sold to a

butcher as he has to move away in connection with the new airport. For all others

‘cattle mining’ currently represents a side income only. The land on which the

animals graze is generally used free of charge with a permission from the own-

ers. All livestock farmers reside in the immediate neighbourhood, e.g. at Argyle,

Victoria village, Mt. Pleasant, Calder or Peruvian Vale. As most of them are eld-

erly people ~ 60 to 77 y) and don’t have their own transport they would depend

on nearby pastures available at no cost. Some people also practice ’crop shar-

57 A small holding has less than 25 acres of land


Final Report


ing’, i.e. owners who live further away (e.g. Calliaqua, Belair or others) share the

revenue from the sale of their animals with those persons that take care of them.

Information on the concrete numbers of cattle in the Project area could not be ob-

tained. However it was repeatedly mentioned that ‘in earlier times’ there used to

be significantly higher numbers of animals in the Argyle estate and Mt. Pleasant /

Rawacou area. Some people suggested that before 2006 the total numbers

would have ranged between 400 and 500 heads in that area on average. Pres-

ently the number of cattle varies strongly, because people started selling their

animals as they move out of the planning area.

According to the Dept. of Lands & Surveys there is no information available on

the total area of pasture on mainland St. Vincent, but pastures, as land in gen-

eral, are a limited resource on the island. After Balcom in the north of the island

Argyle is the 2nd most important life stock area of mainland St. Vincent.

Within the study area the total area of all pastures and grasslands is in the order

of 107 ha. Observations made in January 2008 suggest that an estimated aver-

age of 15 to 20 animals were kept in the Mt. Pleasant / Rawacou area and about

70 to 80 in the pastures at Argyle in that period.

8.3.3 Residential Land Use

The number of houses with gardens or yards within the study area has continu-

ously increased over the last 10 to 20 years. According to the survey of land and

property conducted by Brown & Co for the IADC a total of 131 home owners are

directly affected by the Project.

According to the map of land use and habitat types that has been produced as

part of this report residential land use covers some 14 % of the Project area (10

% of the proposed airport site), including the associated enclosed yards and gar-

dens.


Final Report


8.3.4 Commercial Land Use

Commercial use is very limited in the study area. According to the Market Valua-

tion Report conducted by Brown & Co in 2006 the following commercial busi-

nesses were recorded:

• Traveller’s Bar

• P’Tani Resort

• 2 block making plants

• 1 upholstery business

• 1 contracting business

• 1 small contractor’s base / workshop.

Further commercial businesses located within the area of the present study are

the Oasis Resort, Steggie’s Bar and Pebble’s Restaurant. These businesses will

not be physically affected by the Project, but will face various impacts during con-

struction and Project operation (see chapters 9 to 11).

According to the above mentioned map commercial, industrial and other uses

cover some 2 % of the Project area (3.5% of the proposed airport site).

8.4 Community Structure and Employment

When the Argyle Estate was ‘broken-up’ a number of significant social and

demographic changes resulted. Firstly, existing villages ceased to function as

communities and individuals and households moved out of the estate to nearby

settlements such as Calder, Stubbs and Akers. Secondly, the Estate was sub-

divided into various parcels, some of which were used for housing lots. Over time

some of the larger parcels have been sub-divided again due to inheritance prac-

tices, with all children of an owner inheriting a proportion of the land.

In the context of wider socio-economic and demographic changes in SVG there

has been a locally complex migration pattern with variations in time and space.

Relatively poor people involved in small-scale farming have continued to leave

the Argyle area for larger settlements such as Kingstown. However, increasingly


Final Report


wealthy urban dwellers and Vincentians returning from overseas have sought

housing in the Argyle area as it is located in an attractive rural landscape, but

close to the facilities of Kingstown, especially with the continuing improvements in

the Windward Highway.

Statistics on employment trends (source: Census Report 2001) by different eco-

nomic sectors show that in 2001 41.6 % of the total employed population worked

in agriculture, construction and wholesale industries compared with 49.1 % in

1991. This was due to the 37 % decline in employment in the agricultural indus-

try, although there was positive growth in the construction and wholesale and re-

tail trade sectors. However the importance of agriculture to national development

is significantly greater. According to the 2001 Census agriculture employs ap-

proximately 8,500 persons, 30 % of the workforce, growing more than half of the

food consumed locally.

The industries experiencing significant decline in employment were fishing (-22.0

%) and manufacturing (-13.0 %).

During 1991 - 2001 economic expansion occurred in the tourism sector. Com-

pared to 1991 there was a 76 % increase in hotels and restaurants activities.

Male employment in agriculture declined significantly by more than 50 % between

1991 and 2001. Meanwhile, employment in four industries (agriculture, construc-

tion, wholesale and retail trade transport, storage and communications) ac-

counted for 58 % of the total males employed. By the time of the 2001 Census

unemployment rates in Calliaqua and Marriaqua were below the national rates of

21.1 %.

According to the Statistics Department comparable data at ED level have not

been established.

8.5 Tri-Tri Fisheries

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 disappearance of this fish as a result of Project implementation.


Final Report


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 III.

8.6 Social and Community Infrastructure

The social and community infrastructure of the study area comprises:

• Schools

Primary school at Stubbs;

Primary school at Peruvian Vale.

• Police stations

Stubbs;

• Churches

Methodist church at RC and 7th day Adventists Church at Stubbs;

RC church at Argyle;

• Sport facilities

Playing field at Stubbs.

Fire fighting services do not exist in the area, however fire hydrants have been

integrated into the recently upgraded Windward Highway e.g. at Stubbs, Brighton

and Biabou and other villages along the Windward Highway.

There are 7 solid waste disposal sites on mainland St. Vincent. The official

dumpsite serving the study area is located at Diamond, which is located in the

southwest of the southern end of the future runway. Collection of household gar-

bage takes place once a week. White waste can also be disposed of at the Dia-

mond landfill site, but is the responsibility of the individual or owner.


Final Report


8.7 Public Health

Health Care Facilities

The MoHE is the main provider of health care. This care is provided through the

Milton Cato Memorial Hospital (the main referral hospital), the five district hospi-

tals and thirty-nine Health Centres throughout SVG. The range of services in-

cludes programmes of primary, secondary and tertiary care.

Mental Health services are provided through the Mental Hospital. This facility, al-

though requiring serious upgrading, meets the needs of the poor. Family Plan-

ning, Nutrition Education and Health Education are also provided.

The health care facilities within and close to the study area are the clinics at

Biabou, Stubbs and Calder (out patient facilities) and a hospital at Mespo. Of

these the clinic in Stubbs is the closest to the furture airport site.

Water Supply

Mainland St. Vincent is well served by several water catchments and natural

springs from which all potable water is derived. 92 % of the population has ac-

cess to potable water provided by the Dalaway, Cumberland, Montreal and Mal-

lorca systems.

CWSA is currently building a 50,000-gallon water storage tank at Calder, which

could be expanded if the demand increases following to increased residential,

commercial and industrial development as a result of the airport development.

Shortages may occur if there are three to four weeks without rain, but so far this

only happens once a year on average58.

There are currently no major problems with water quality, although the CWSA is

aware of the possible effects of poor agricultural practices, increased use of pes-

ticides, and the destruction of forest vegetation.

58 Source: CWSA


Final Report


Sanitation

The Kingstown sewerage system, managed by CWSA, is the only such system in

SVG. According to the CWSA sewage disposal within the study area is organized

by means of septic tanks. According to CWSA many of these tanks have not

been emptied for many years.

HIV/AIDS

The HIV/AIDS prevalence rate in the adult population of the Caribbean is cur-

rently estimated to be 2.3%, the highest outside of Sub-Saharan Africa. The data

on the trends of the epidemic in SVG, like many other countries in the region,

have some limitations; nonetheless it indicates a growing problem with the high-

est yearly-recorded incidence of HIV / AIDS cases occurring in 2003. By 2002,

HIV/AIDS was ranked as the sixth leading cause of death in the country and cu-

mulatively 688 cases of HIV and 391 cases of full-blown AIDS have been re-

corded since 1984, the start of the epidemic; 370 individuals are known to have

died of AIDS. By 2001, the adult prevalence rate was estimated to be 0.9%

(CAREC/CDC).

The Government is implementing the National HIV/AIDS/STI Strategic Plan 2001-

2006 - updated in February 2004. The plan is based on the Caribbean Strategic

Plan of Action for HIV/AIDS and proposes five main strategies (Strategic Plan

2004-2009): (1) Strengthening inter-sectoral management, organizational struc-

tures and institutional capacity; (2) Developing, Strengthening and Implementing

HIV/AIDS/STI Prevention and control programmes with priority given to youth and

high risk/vulnerable groups; 3) Strengthen care, support and treatment pro-

grammes for people living with AIDS and their families; 4) Conduct research; and,

5) Upgrade Surveillance Systems.

The SVG HIV/AIDS Prevention and Control Project was launched in January

2005 and supports the implementation of this National HIV/AIDS Strategic Plan.

The objective of this project is to support the GoSVG in scaling up priority pro-

grammes for prevention, treatment, care, and support programmes and strength-

ening of institutional capacity of the MoHE, other government ministries and

agencies and civil society organisations.


Final Report


With regard to the present Project the HIV/AIDS issue will be relevant due to the

specific circumstance that a large number of foreign male workforce will be ac-

commodated at Argyle over a relatively long period of time (see Fig. 9 in Chapter

4.5). This site is located in the neighbourhood of villages that are considered to

be among the poorest of Saint Vincent (namely lower Stubbs and Peruvian Vale).

Such framework conditions expose the local population, and specifically the poor

population of the neighbouring villages - to the risk of new infections. The na-

tional AIDS Unit operating under the MoHE therefore recommended specific pre-

ventive measures to be arranged within the framework of the Project.

8.8 Cultural Properties, Customs, Aspirations and Attitudes

St. Vincent and the Grenadines became independent from Britain in 1979. Most

of the population is of African descent. According to the World Fact Book the

break down of ethnic groupings is as follows:

• Black 66%

• Mixed 19%

• East Indian 6%

• Carib Amerindian 2%

• Other 7%.

Therefore SVG reflects traces of many cultures. The lasting influence of the

French and the English still can be observed in cultural traditions, language and

local architecture.

A culturally distinctive group is represented by the small community of person of

Carib ancestry, concentrated in the North of St. Vincent. This group has links with

the Garifuna community of Belize and there are also contacts between the Carib

populations of St. Vincent and Dominica. It is noteworthy that the petroglyphs that

are present on the Project site are remnants of the ancestors of the Carib Indian

population. There is also a minority of East Indians, which are descendants of

last century immigration.

The vast majority of the population is Christian and many are affiliated to one of

the longer established religions. According to the World Fact Book the distribution


Final Report


among religions is: Anglican 47%, Methodist 28%, Roman Catholic 13%, Hindu,

Seventh-Day Adventists, Protestants 12%.

The Roman Catholic (RC) Community will be impacted by the Project as the RC

church located at the northern end of the future runway will need to be demol-

ished for the construction of the runway. According to the MoHE the graves at the

small nearby cemetery include Hindu, Muslim and Christian sites, which will be

relocated. Negotiations with the RC community concerning the dismantling of the

church and relocation of the cemetery being organized by the MoHE.


Final Report


9. INDUCED AND CUMULATIVE IMPACTS AND THEIR CONTROL

9.1 Introduction

Argyle International Airport is the largest project ever undertaken by the GoSVG.

Regarding the economic, socio-economic and social effects of this Project there

is a broad consensus among all stakeholders that there will be large scale indi-

rect, induced and potential long-term development with environmental impacts

that will reach far beyond the footprints of the new airport.

This section of the EIA study puts the Project into a broader development context

and briefly discusses other ongoing and planned developments that may add to

or otherwise influence the impacts of the Project. Potential development scenar-

ios are discussed in a descriptive manner as quantitative assumptions cannot be

made in this context.

The main purpose of this section of the EIA report is to draw attention to areas of

potential conflicts and unwanted induced development and off-site impacts of the

Project. This information would enable decision makers to make informed strate-

gic decisions and initiate timely corrective measures and planning decisions.

9.2 Regional Context

9.2.1 Current Spatial Distribution of Economic Activities

Currently the economically most active and attractive areas of mainland St. Vin-

cent are concentrated in the southern zone of the island, often referred to as the

Greater Kingstown area. This area comprises the census divisions of Kingstown,

suburbs of Kingstown and Calliaqua, including Arnos Vale and the E.T. Joshua

Airport area. Greater Kingstown has 20% of the land and near 45% of the popu-

lation of mainland St. Vincent. It is the fastest growing area of the island and

home of the major administration services, educational, commercial, and recrea-

tional and employment activities, as well as social services.


Final Report


From a physical planning perspective Greater Kingstown is considered as over-

developed, currently causing rural underdevelopment in terms of people, re-

sources and activities. In the absence of a deliberate course of action there is a

continuing trend of population moving to the Greater Kingstown area, creating

severe pressure upon already limited land space, infrastructure and services. As

a result of increasing demand for housing land in the Greater Kingstown area the

prices of housing have significantly increased. Marginal land on steep slopes has

been developed and good agricultural land converted to built environment, espe-

cially in the Calliaqua and Layou census divisions.

9.2.2 Road Traffic

The main road traffic streams on the island currently are a) from Arnos Vale /

Kingstown northwards via the Leeward Highway up to Chateaubelair, where the

highway ends at Richmond Beach and b) from Kingstown / Arnos Vale via the

Windward Highway and Villa in direction of Georgetown. North of Georgetown

traffic is currently restricted due to the bad physical condition of the Windward

Highway and ongoing rehabilitation works under Phase 2 of the Windward High-

way Rehabilitation Project.

An alternative route from Kingstown to the Project site at Argyle and the north

east of the island is the Vigie Highway via Mesopotamia. This route is not widely

known or used and considered as ‘difficult’ due to the topographical characteris-

tics and the low design standards of this road.

A look at the map of St. Vincent clearly shows this horseshoe situation of the

main traffic routes of the island with the City of Kingstown in the centre. The dis-

parate proportion of economic activities on the island is reflected in the unequal

distribution of traffic volumes in various sections of the Windward and the Lee-

ward Highway.

9.3 Major Current and Future Development Projects

The major current and planned development projects on mainland saint Vincent

are the following:


Final Report


• Argyle International Airport

As mentioned earlier in this report the New International Airport at Argyle

is planned for approximately 735,000 passengers p.a. in 2015, however

those figures are extremely ambitious. For the start of operations in 2011

the estimated number of passengers is in the order of 400,000 to 450,000

annually (note: E.T. Yoshua Airport had 331,000 passengers in 2006).

The airport alone will create an estimated 500 to 1,000 jobs, which will

add to the locally growing demand for housing, shopping and other com-

mercial activities in the south east of St. Vincent;

• Cross Country Road

In order to permit road traffic between the West and the East of mainland

St. Vincent the GoSVG has decided to build the so-called Cross Country

Road to connect the western coast near Spring Village to the eastern

coast near Friendly, south of Georgetown. This road is presently under

construction and expected to be opened more or less at the same time as

the new airport.

• Commercial Complex Arnos Vale (present E.T. Joshua Airport Site)

With the relocation of the airport from Arnos Vale to Argyle about 600

acres of land will be set free at Arnos Vale. There are ideas to convert this

site into a new commercial complex, but the details have not currently

been developed. If implemented, however, it is assumed that this attrac-

tive site will be developed to a high end standard and include both com-

mercial and residential use.

Given the scale and nature of these public sector development projects and con-

sidering their location in the southern part of the island it can be expected that

their combined effects will be massive. The development process induced by the

cumulative forces of these projects will be highly dynamic and has potential to af-

fect the economic, social and natural environment of mainland St. Vincent.


Final Report


9.4 Induced Development and Impacts

9.4.1 Impact on the Regional Development and Land Use

In the medium to longer term the new international airport in Argyle is expected to

develop into a regional growth pole with far-reaching impacts on land use and

spatial development. Supported by the effects of the previously mentioned public

sector projects push and pull factors will emerge, which will add to the dynamics

and dimensions of expected development patterns throughout the south and

southeast of mainland Saint Vincent:

• Argyle Area and Windward Highway

The presently rural Argyle area will gradually develop into a new commer-

cial centre with airport affine businesses like hotels, car rentals, ware-

houses etc.

Over time and in the absence of local area zoning plans the growth pole

developing at Argyle will entail ribbon development along the Windward

Highway. Land values will appreciate in the Argyle area and throughout

the Windward and Marriaqua Highways. If strong planning guidance and

controls are not in place good agricultural land - which is a limited re-

source in St. Vincent - will be continuously converted to the built environ-

ment. If a proper planning process is not activated to prevent such sce-

nario, induced development will go along with increased traffic and con-

gestions, chaotic street parking and may result in safety woes.

A further relevant aspect may be that continuous uncontrolled develop-

ment and construction will also result in growing volumes of surface run-

off, which over time have potential to affect land use in the lower lying ar-

eas, including the runway of the new airport..

• Arnos Vale and Kingstown

As mentioned earlier in this chapter there is need for more spatially bal-

anced development on mainland St Vincent. The new airport as a growth

pole can help with the reversal of the current polarisation, ultimately lead-

ing to a relief of the overdeveloped and congested central Kingstown


Final Report


area. This may also affect residential developments, as demand may be

created for settlements closer to the new employment centre in Arnos

Vale.

If the present E.T. Joshua airport site is properly planned and converted to

urban uses at reasonable rates, the current trend development can be

pulled away from central Kingstown for the advantages of lower rental

rates, better parking conditions, etc., eventually leading to less congestion

in the down town areas. In the longer term the Argyle area could be de-

veloped as a satellite town.

• Peruvian Vale / Georgetown

The new commercial centre expected to emerge at Argyle has potential to

gradually spur development into the lagging areas in the north and to

make them more attractive for population and settlement. In the longer

term there may be a trend of dispersed concentration.

The following figure provides a schematic overview on the expected is-

land-wide impacts on the regional development and land use patterns in-

duced by the Project.

9.4.2 Impacts on Traffic Volumes and Patterns

Looking at the geographical situation of the new airport with respect to the exist-

ing commercial, residential and tourist centres in Saint Vincent it becomes obvi-

ous that most of the users of the new airport at Argyle will be using the southern

section of the Highway:

• Business persons travelling from or to Kingstown;

• More affluent or less poor parts of the population (~ 40%) who can afford

air travel, live in the south of the island;

• The clients of visitor accommodation in the south or the large hotel in

south leeward;

• Hotel guests using the ferry or sailing yachts;

• Commercial air cargo agents operating between Kingstown and Argyle.


Final Report


Agricultural and related exports will use the northern section of the Windward

Highway and the Marriaqua roads.

These circumstances suggest that there will be significant additional traffic on the

Southern Highway, which is already congested. In addition there may be a

change in the composition of the vehicle fleet - bigger buses, bigger trucks and

may be fuel trucks for the supply of aviation fuel to the new airport.

In 2004 the Windward Highway Rehabilitation Project has been presented in a

Preliminary Design Review Report by DLN Consultants. Phase 1 of this project

comprises the section from Diamond to Georgetown, which is currently under

construction. The basic traffic forecast for this project relied on surveys carried

out in September/ October 2000. The Average Daily Traffic (ADT) (two-way vol-

umes) was derived from these traffic surveys.

Two sites of that earlier traffic count were located on the main access between

Kingstown and the Project site in Argyle and can thus be used as a basis for as-

sessing the potential impact of the Project on traffic on the Windward Highway.

The following table shows the results of the traffic counts carried out at Arnos

Vale and Diamond in the year 2000.

Tab. 13: Windward Highway ADT 2000 – Arnos Vale and Diamond

Cars Vans Light goods

Light heavy

Heavy ADT

Site

Location

No. % No. % No. % No. % No. % Veh/d

2 Arnos Vale

5,590 62 1,803 20 811 9 451 5 361 4 9,016

3 Diamond 1,300 46 819 29 283 10 226 8 198 7 2,826

Source: DLN Consultants, 2004

As was mentioned earlier, the alternative route from Kingstown via Arnos Vale

and Mesopotamia (‘Vigie Highway’) and then via the Yambou Gorge to Peruvian

Vale / Argyle is presently used by relatively few vehicles only, probably due to the

low design standard of this route.


Final Report


Fig. 20: Schematic overview of expected Project-induced impacts on re-

gional development and land use patterns


Final Report


In June 2007 new surveys were carried out at two crucial locations, one identify-

ing all vehicles entering the E.T. Joshua Airport site, and the other at the Mt.

Pleasant / Stubbs junction. This survey provided the following figures:

Tab. 14: Windward Highway ADT 2007 – E.T. Joshua Airport / Mt. Pleasant-

Stubbs


Light heavy Heavy ADT

Site

Location

No. % No. % No. % No. % No. % Veh/d

2 E.T. Joshua 598 60 298 30 76 8 30 3 2 0 1,005

3 Mt. Pleasant 818 44 335 18 242 13 206 11 241 13 1,842

Source: Chief Engineer, Ministry of Transport, Works and Housing

It is assumed that the traffic presently using the Windward Highway to E.T.

Joshua Airport would go to Argyle International Airport in the future, thereby add-

ing to the already existing traffic on the relevant sections of the Windward High-

way.

Comparing the present number of flight passengers at E.T. Joshua and the fore-

cast for 2015 as provided by the IADC, traffic between Kingstown and the new

airport at Argyle would rise by approximately +123 % (forecast of 737,000 pas-

sengers for the period 2015-2020 compared to 331,000 passengers in 2006). As

regards the development of road traffic for this period the DLN study indicates a

general growth rate of +3% p.a., which corresponds to an increase of +47% by

the year 2020. Based on these figures a broad calculation of road traffic on the

Windward Highway has been made for the year 2020, assuming the modal split

shown in the previous table remains unchanged.

Tab. 15: Windward Highway traffic forecast 2020 – Argyle Intl. Airport

Site

Location


Light heavy

Heavy ADT

Windward Highway No. % No. % No. % No. % No. % V/d

at Argyle Int.l. Air-port 2020

2,534 50 1,156 22 525 11 370 8 259 9 4,944


Final Report


Considering the already existing congestions on the Windward Highway it is ob-

vious that this route alone cannot accommodate the anticipated rise of traffic vol-

umes in the future. Alternative routes, i.e. the Vigie Highway and the Yambou

River Gorge Road, would have to be upgraded or rehabilitated. In the longer term

a new by-pass road to the Leeward Highway in the north of Kingstown may need

to be built to ensure a smooth traffic flow in that part of the island.

Even though detailed calculations are not yet available it can be safely said that

the construction of a new international airport at Argyle will induce significant

changes of prevailing traffic patterns on mainland St. Vincent:

• The Windward Highway between Argyle and Kingstown in its present ca-

pacity will be congested and traffic is likely to collapse during peak hours;

• The short cut from Argyle to Kingstown via Mesopotamia will become

more attractive, although the design standard is low;

• The roundabout at Arnos’ Vale where the Mespo and Mt. Pleasant routes

join is already a bottleneck during peak hours and this situation will

worsen in the future;

• Workforce from the leeward coast of the island will be able to access the

airport site and the new commercial centres via the new Cross-Country

Road and the Windward Highway south of Georgetown;

• Significant traffic disruptions between Kingstown and the new airport may

encourage motorists to use the new Cross Country Road for approaching

the areas northwest of Kingstown and vice-versa. Given the planned low

design standard of that route traffic safety may become an issue over time

and with growing traffic volumes, especially during the night.

9.4.3 Impact on Road Safety

Data on road accidents are monitored by the Police Department in Kingstown,

but not being processed electronically or in such a way that data could be re-

trieved for specific road sections under consideration. According to the Police

Department accidents are mainly concentrated between Kingstown and Calliaqua

on the windward and Kingstown and Lowman’s Bay on the leeward side, where

the population density and traffic volumes are highest. With induced development


Final Report


expected throughout the Windward Highway south of Argyle road accidents rates

are likely to generally increase in this area.

Drag racing and over speeding can be frequently observed on the Windward

Highway during the night, especially on the few straight stretches of the road.

Speed controls are not being carried out by the police anywhere in the country

and penalties for unsafe and risky driving behaviour is not being inflicted. It is

thus assumed that over speeding and unsafe driving behaviour would continue to

be a safety concern in the future, especially after the finalization of rehabilitation

works on the Windward Highway. The possible night time transport of aviation

fuel from Arnos Vale would be a specifically sensitive issue in this context.

9.4.4 Impact on Tourism

It is to be assumed that the new international airport will generally give further

impetus to the development of the tourism sector on mainland St. Vincent. The

related infrastructure development is expected to follow the coastline to the

northern and southern direction and also in the area of Greater Kingstown.

The new Cross Country Road will reduce the travelling time between the east

and the west coast of the island and thus improve the accessibility of some parts

of the island, which were so far too remote for short-term visitors. Improved ac-

cess creates opportunities for the development of tailored tour packages for day-

trippers from the cruise ships or other short-term visitors of St. Vincent. Such de-

velopment may also induce a demand for new services in various parts of the is-

land, which again will have implications on regional traffic development and traffic

patterns.

The relocation of the airport from Arnos Vale to Argyle will increase travelling time

between the airport and the ferry terminal by at least one hour. This factor to-

gether with the potential risk of incalculable delays caused by congestions on the

Windward Highway may complicate the quick and easy sea transfer of travellers

from or to the Grenadine islands. The demand for short time accommodation fa-

cilities between the new airport and the ferry terminal and for related services and

arrangements may thus increase.


Final Report


The demand for more visitor accommodation near beaches, eco tourism sites

etc. can be disastrous if no physical plans are in place to guide development in

good locations and to ensure that quality facilities are developed. Tourism sites

should be better managed and carrying capacities be established for manage-

ment purposes.

9.4.5 Impact on Geological Resources

Besides the new airport there are four other infrastructure projects in the area

that are currently at various stages of planning or implementation respectively:

• Rehabilitation of the Windward Highway Phase 2 (20 km);

• Construction of the Cross-Country Road (~21.6 km);

• Realignment of the Windward Highway (2.8 km);

• Southern Link Road from Calder Junction to seaside agricultural, resi-

dential and recreational areas (~2.5 – 3 km).

Aggregates required for the construction of the Windward Highway and the Cross

Country Road are mined at the Rabacca quarry north of Georgetown. Due to

their location it is assumed that this site will also be used for constructing parts of

the other two projects59.

All mentioned projects will be built within a relatively short period and together re-

quire relatively large amounts of aggregates60. Quantitative data on aggregates

required for the implementation of the various ongoing and forthcoming develop-

ment projects in the area are not available. However, OECC staff interviewed at

the site assumed that in the past mining comprised about 40% of continuously

replenished and 60% of old deposits.

In addition to the materials required for these infrastructure projects there will be

an increased demand for materials for the further development of the wider Pro-

59 Note: Rabacca quarry, together with Brighton and Chateaubelair has been declared as the primary

source for aggregates under the Beach Protection Act of 1987

60 Note: For the present project alone 40,000 to 50,000 m³ of crushed aggregates will be required during a period of about 1 year when the upper layer of the runway will be constructed. The concrete source of these materials is not known at this point of time. Sourcing from Rabacca is unlikely due to the cost of the selective process for suitably hard material from this site.


Final Report


ject area. These developments are induced by the present Project and as such

need to be discussed in the frame of thos study.

In the absence of any management plan to regulate mining operations at Ra-

bacca, cumulating or peak demands and indiscriminate mining are likely to reach

unsustainable in the medium to longer term. Further encroachment on the river

banks would add to the already observed pressure on the local forest resources

(e.g. in the west north west of the present quarry site) and sand mining at the

river mouth may increase beach erosion at the site.

Increased extraction rates together with the planned channelling of the river bed

by OECC61 will increase the velocity of the stream flow and thus the sediment

load and turbidity of the water discharged to the Sea. Information on the condition

of marine environment in the area is not available, but marine resources and bio-

diversity are likely to be affected by the mentioned effects.

61 Source: OECC staff, personal comment

Rabacca Quarry

Since mid 2005 the Taiwanese Overseas Engineering and Construction Com-

pany (OECC) operates a crusher within the Rabacca quarry. The site is located

at about ¼ mile upstream of the bridge on the Windward Highway where there

is permanent river flow available required for the plant operation. The crusher is

reported to be one of the largest in the Caribbean region. According to OECC

staff the plant is presently running below capacity, which is about 80 – 100 m³/h.

GESCO, a government statutory body, is legally authorized to regulate the har-

vesting of sand and aggregates from Rabacca without quantitative restrictions.

The Taiwanese OECC mines aggregates from the riverbed only (mainly for the

implementation of the Cross Country Road Project) paying royalty to GESCO.

According to OECC used and stocked aggregate from the Rabacca quarry

amounted to approximately 40,000 m³ during a period of 18 months.


Final Report


An indirect effect of these unmanaged operations is the disfigurement of the

landscape in an area where several tourism development projects are envisaged.

The Windward Highway leading to further existing and planned tourism sites in

the north eastern part of the island (Y. Village, Owia Salt Pond) also passes im-

mediately next to the widely open, unmanaged site.

9.5 Positive Impacts

Positive Impacts

As described in chapter 1.5 it is the intention of the Government of St. Vincent

and the Grenadines to diversify the economic base and to achieve balanced

growth and sustainable development by promoting agriculture, industry and tour-

ism. Especially tourism has an outstanding potential and could be developed to

become the greatest foreign exchange earner of the country.

The existing airport facilities have been identified as a major constraint for the fu-

ture economic development. As described in chapter 2 and according to conclu-

sions of previous studies extension of the existing E. T. Joshua Airport is techni-

cally not feasible. The new airport will contribute to overcome the main obstacle

for future economic development. Therefore the positive impacts will be complex

and nationwide. As described in the previous chapters the most important posi-

tive impacts are socioeconomic and spatial development effects.

Positive Socioeconomic Impacts

The airport alone will create an estimated 500 to 1,000 new jobs, which will add

to the locally growing demand for housing, shopping and other commercial activi-

ties in the south east of St. Vincent. Thus the new airport is expected to contrib-

ute considerably to future economic growth and public welfare.

Prerequisite for creation of a more spatially balanced development on

mainland St. Vincent

As described in Chapter 9.4.1 there is need for more spatially balanced develop-

ment on mainland St Vincent. The new airport as a growth pole can help with the

reversal of the current polarisation, ultimately leading to a relief of the overdevel-

oped and congested central Kingstown area. In addition the new commercial cen-


Final Report


tre expected to emerge at Argyle has potential to gradually spur development into

the lagging areas in the north and to make them more attractive for population

and settlement. In the longer term there may be a trend of dispersed concentra-

tion. In conjunction with the future cross country road the Argyle Airport will help

to improve the currently disparate distribution of economic activities. People living

on the leeward side will have easy access to the economically expanding Argyle

area. In addition increased development is expected on the leeward site due to

tourism development and better access from Argyle area via the new cross coun-

try road. Expected positive development trends are shown in Figure 20.

9.6 Conclusions and Recommendations

9.6.1 General

The mentioned public sector infrastructure projects and resulting induced devel-

opment will generally result in increased pressure for new land to be developed in

the south eastern sector of mainland St. Vincent. In the medium to longer term

expanded economic activities will create great demands for the full range of pub-

lic and private services and especially for land to be developed with housing,

work places, commercial establishments, 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:


Final Report


• 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.;

• In terms of disaster preparedness the responsible institutions may need to

consider that there is no capacity available to provide appropriate medical

health care on the island in the case of a major aircraft accident and sev-

eral hundreds of casualties;

• 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.

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 inter-

vention 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 ap-

proach though spatial planning measures as provided by the town and Country

Planning Act:


Final Report


9.6.2 Airport Master Plan

The most crucial elements of the Master Plan, i.e. a detailed forecast of the ex-

pected air traffic and aircraft mix as well as induced road traffic, are not currently

available. Therefore it is highly recommended to immediately establish

A detailed forecast for aircraft movements and vehicle traffic as elements

of

A qualified Airport Master Plan covering a period of 25 years.

The air traffic forecast will serve to calculate noise exposure levels so that steps

may be taken for managing aircraft noise intrusion above significant agreed noise

exposure levels and for providing guidance regarding the locations of additional

new settlements.

The urgency of establishing the Airport Master Plan results from the absolute ne-

cessity to ensure a harmonious controlled development of the airport and its sur-

roundings prior to the finalization of the construction design phase.

9.6.3 National Physical Development Plan

In order to meet the many existing and anticipated future needs of the country, it

is essential that national physical planning policies be adopted as guidelines for

development so that it can proceed in an orderly and balanced manner. The Na-

tional Physical Development Plan (NPDP) is a planning tool, which provides the

proposed broad strategy and long-term planning framework for physical devel-

opment in Saint Vincent, including the Grenadine islands.

The purpose of an Airport Master Plan is to guide long-term facility

development by providing a framework for decision-making, given changing

conditions in the local and national air transportation industry and community

concerns regarding airport growth.

The objective of the Airport Master Plan is to satisfy aviation demand in a

financially feasible manner, while at the same time considering the aviation,

environmental, and socio-economic issues affecting an airport.


Final Report


Based on an nation-wide land capability analysis land would be demarcated for

major uses like human settlements, industrial, commercial, recreational, pro-

tected areas, etc. to ensure capability with surroundings and ensure the protec-

tion of environmentally sensitive areas.

It is understood that the GoSVG has recently invited tenders for the update of the

draft NPDP. Given the expected high-level impact of the present Project on the

regional development on mainland St. Vincent the potential induced and cumula-

tive impacts of this and other relevant planned developments should explicitly be

factored in that NPDP. The conclusions and recommendations of various other

relevant projects such as the CZMR and the Flood Risk Assessment should also

be taken into account.

In addition, long-range regional and local plans will also need to be prepared

within the framework of that NPDP at a more detailed level:

9.6.4 Spatial Development Planning

A Spatial Development Plan is one of the planning tools for the implementation of

the NPDP and the Airport Master Plan. The Spatial Development Plan will go into

more detail than the latter and provide the legal framework for development con-

trol in a designated area. The concrete geographical extent of that plan may be

flexibly defined according to the given circumstances and framework conditions.

Given the scale of the expected impact of the Project and other relevant ongoing

or planned developments the Physical Planning Board may opt for the Spatial

Development Plan to cover the whole of the island for a planning horizon of about

20 years.


Final Report


As regards timing it is urgently recommended that the Spatial Development Plan

be established simultaneously with the Airport Master Plan to provide the re-

quired legal framework for effective development control in due time. The re-

sponsibility for the establishment of the Spatial Development Plans lies with

HILP’s PPU.

9.6.5 Local Area Development Plan / Zoning Plan

Local Area Development Plans or Zoning Plans are developed by the PPU of the

HILP.

‘Spatial planning involves twin activities:

• the management of the competing uses for space; and

• the making of places that are valued and have identity.

Spatial planning is concerned with the location and quality of social, economic

and environmental changes.

It is the combination of these activities and concerns that characterise and

justify the term ‘spatial planning’. The use of this term also emphasises that

planning is as much concerned with the spatial requirements for, and impacts

of, policies - even where these do not require a 'land-use' plan - as it is with

land use zonings. The interrelationships, for example, of governmental policy

can only be properly demonstrated by consideration of their aggregate

impacts for specific places.

Spatial planning operates at all the different possible scales of activity, from

large scale national or regional strategies to the more localised design and

organisation of towns, villages and neighbourhoods’


Final Report


Without anticipating the detailed content of the future local area development

plan it is suggested to consider the following:

Define the physical boundaries and the zones for residential and commer-

cial development based on the results of the noise study contained in the

Master Plan for the new airport; residential development should be strictly

controlled within the 65 dBALeq busy day noise contour;

Adopt the 150-year return period for the highest hurricane wave heights

(12.30 m asl) for all planning applications, including the design of the land

reclamation in the north of the runway;

Earmark all low-lying land east of the new runway (from Yambou Head in

the south and the mouth of Yambou River in the north) for the develop-

ment a of coastal protection zone and nature-based recreation and poten-

tially agricultural purposes (pasture);

Determine a sufficiently wide river reserve (e.g. 10 m to either side)

alongside the Yambou River, which will be kept free from any develop-

ment to allow for the plantation / development of stabilizing riparian vege-

tation and wildlife habitat;

Maintain access to the low lying grasslands between the runway and the

Sea for local life stock farmers via the new peripheral road along the air-

port security fence;

Theoretically, the primary purpose of zoning is to segregate uses that are

thought to be incompatible; in practice, zoning is used as a permitting system

to prevent new development from harming existing residents or businesses.

Zoning is commonly controlled by local governments such as counties or

municipalities, though the nature of the zoning regime may be determined by

state or national planning authorities.

Zoning may include regulation of the kinds of activities which will be acceptable

on particular lots (such as open space, residential, agricultural, commercial or

industrial), the densities at which those activities can be performed (from low-

density housing such as single family homes to high-density such as high-rise

apartment buildings), the height of buildings, the amount of space structures

may occupy, the location of a building on the lot (setbacks), the proportions of

the types of space on a lot (for example, how much landscaped space and

how much paved space), and how much parking must be provided. The details

of how individual planning systems incorporate zoning into their regulatory

regimes varies though the intention is always similar (Wikipedia)


Final Report


9.6.6 Yambou Watershed Management

The Argyle International Airport is the key item of strategic infrastructure for

SVG’s future economy. As such, it is essential that all risks to the uninterrupted

operation of the airport be minimized. One such risk is damage to the runway as

a result of flooding of the Yambou River and blocking of the river crossing. This

risk is directly related to the condition of the Yambou catchment: lower watershed

condition is associated with more and faster runoff and an increase in floating

debris, and vice versa. Therefore it is recommended that:

As part of Master Plan development in relation to the airport, considera-

tion be given to establishing a permanent watershed management pro-

gram in the catchment of the Yambou River.

The program should aim to (i) increase the area of the catchment under forest; (ii)

increase infiltration rates under bananas by improving mulching techniques and

soil condition; (iii) establish riparian strips along all streams and watercourses (to

reduce sediment inputs to streams from fields); (iv) increase infiltration rates in

cultivated fields by better soil management and the application of appropriate soil

conservation measures; (v) apply development controls to restrict increases in

the area of paved surfaces and hard standing in the catchment. To achieve these

objectives the program would have to undertake a range of activities including

education and awareness, training and capacity building, developing incentives

for behavioural change, and improving regulatory control and enforcement. Con-

siderable inter-agency coordination would be required.

9.6.7 Management of Quarry Operations

The cumulative demands of the various ongoing and planned development pro-

jects for aggregate together with further needs expected in the context of induced

development in the areas will by far exceed the natural replenishment of the

quarry from the mountains. In the absence of a proper management plan further

haphazard unplanned extraction will reach unsustainable levels. Sand mined

from the edges of the present quarry (where the most homogenous and therefore

valuable sand deposits are found) may also affect the land where the North


Final Report


Windward Development Project and the Rabacca River Recreation Park Project

are proposed (see chapter 7.4).

No formal official restrictions exist with regard to the depth of extractions from the

riverbed. As the newly built bridge over the Rabacca Dry River only has footings

but no pipe foundations, uncontrolled material extraction may ultimately put the

structure at risk.

Safety risks for people and animals arise from the steep unprotected, unstable

slopes at the edges of the quarry both in the north and the south and there ap-

pear to be no attempts to stabilise or protect these areas from further erosion or

collapse.

The need to regulate quarrying operations and to take informed decisions for a

sustainable management of the geological resources of St. Vincent has been re-

peatedly addressed in the past (e.g. CZMR, 2006; Robertson, 2003). Given the

expected island-wide development impact of the present Project it is recom-

mended that this be taken as an occasion to

Carry out an island-wide focused study to examine the present and pro-

jected requirements for crushed aggregates and sand for the construction

sector on mainland St. Vincent;

To ensure the sustainability of operations at the site it is strongly recommended

that

A comprehensive environmental management plan be put in place for the

further operations of the Rabacca quarry. This plan should assess the ca-

pacity of the quarry based on natural replenishment rates, known deposit

volumes and a survey and assessment of the surrounding physical, natu-

ral and human environment. The EMP should provide guidelines for the

physical boundaries of future material extraction (horizontal and vertical),

based on the assessment of surrounding existing and planned land use

and natural resources.


Final Report



Final Report


10. ENVIRONMENTAL IMPACTS AND THEIR MITIGATION

10.1 Introduction

This following section examines and assesses the presently available design

documents and environmental impacts that may occur during the construction

and operational phase of the Project. Based on this feasible, cost-effective

measures for the improvement of the Project’s environmental performance are

proposed. These mitigation measures are numbered serially from 1 to 12. In ad-

dition recommendations are provided for further consideration. Recommenda-

tions are marked with a red dot. As was mentioned in chapter 3.3 of this report

there have been a number of information gaps regarding the Project design and

environmental baseline. This inevitably results in some gaps and uncertainties

regarding of impact prediction and assessment – specifically in terms of quantity

or magnitude of potential impacts or risks.

In a first step the preliminary design of airside facilities (runway, taxiway and

apron, drainage) has been critically reviewed. It has not been possible to directly

interact or communicate with the design team in Venezuela and drawings or de-

tailed information on some potentially critical features (e.g. Yambou River bridge

and proposed mode of construction etc.) were not available to the study team.

Therefore potential environmental concerns related to the design are highlighted

and proposals made for decision making at the final detailed design stage.

Regarding the design landside facilities of the new airport only a conceptual

design existed when this report was written. In the absence of more detailed in-

formation the present report provides some recommendations on technical facili-

ties and proposals for the subsequent planning phase, e.g. regarding fuel stor-

age, waste management, wastewater treatment, maintenance operations, safety

facilities and equipment etc. The proposed environmental mitigation measures for

both air- and landside facilities and some strategic recommendations for the fur-

ther design process are given in chapter 10.2.

Construction of major infrastructure is inevitably associated with a series of en-

vironmental impacts and potential risks, which can be effectively mitigated by due

diligence and best practice construction arrangements. Site-specific precaution-


Final Report


ary and organisational measures will be required with regard to clearance, earth-

works, the protection and / or salvage of archaeological and cultural heritage as-

sets, the relocation of the Yambou River and construction of the River crossing,

the temporary protection of the naturally sensitive coastal and marine environ-

ment, the minimization of nuisance for local residents etc. These issues are dis-

cussed in chapter 10.3 of this report.

A summary of the above is presented in table form in Appendices V and VI.

These tables also indicate the institutional responsibilities for implementing the

proposed measures.

During the operational phase of the new airport a wide scope of tasks will have

to be continuously managed in an environmentally safe and sustainable manner.

In accordance with international best practice an operational environmental man-

agement plan (OEMP) will need be established which provides the framework for

the organisation of future operations, management and continual improvement of

environmental performance of the Argyle International Airport. The present EIA

report provides a Conceptual OEMP in Appendix VIII. The proposed approach is

based on the review of existing airport management plans and has considered

the SVG context. OEMP elaboration and implementation will require decisions on

the management and staffing arrangements for the new international airport fol-

lowed by interdisciplinary teamwork and extensive consultations.

Achieving acceptable environmental performance and safety standards for the

overall Project will require action and decision making at four levels:

Prior to the beginning of construction submission of all detailed design

documents to appropriate technical institutions (e.g. to the Caribbean Civil

Aviation in Antigua or ICAO in Canada) or to independent experts for

compliance review and approval according to ICAO Annex 14 standards

and recommendations;

Follow-up and due consideration of all recommendations proposed in this

EIA Report during the detailed and final detailed design and allocation of

appropriate budget for the implementation of the proposed measures as

required;


Final Report


Take necessary organisational arrangements on the side of both the IADC

/ the Construction Unit to ensure implementation of the measures pre-

sented in the Construction Environmental Management Plan (CEMP);

Establishment of an Environmental Department (ED) within the future AC

to develop and implement an Operational Environmental Management

Plan (OEMP) compliant with ICAO recommendations and standards and

based on the concept provided in this report in consultation with relevant

stakeholders.

Coordination and implementation of these actions will be the responsibility of the

IADC and require follow-up, environmental management and monitoring.

10.2 Design Review

10.2.1 Airside Facilities and Development

Runway Usability: The ICAO Annex 14 defines for the evaluation of a runway

orientation the so-called usability factor, determined by the prevailing wind distri-

bution. This factor is defined with ‘the percentage of time during which the use of

a runway... is not restricted because of the crosswind component. The crosswind

component means the surface wind component at right angles to the runway cen-

ter line.’ The usability factor should not be less than 95 % for those aircrafts that

the airport is intended to serve. According to ICAO ‘critical wind speeds’ are de-

fined 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 1,090 m), or


Final Report


• Aero Commander 500/Norman Islander (required RWY length < 1,200 m).

However it is recommended to

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: the Project is located in a

zone of the island where the coast is exposed to strong winds and ocean cur-

rents, high wave energy, coastal erosion and the effects of storm surge and hur-

ricane waves. Based on preliminary calculations of the highest return values of

hurricane wave heights the CZMR (2006) recommended that the 1 in 150 years

return period for the highest wave height be adopted for both planning and disas-

ter preparedness applications. For the southeastern sector of St. Vincent in which

the Project is located the CZMR indicates that according to preliminary calcula-

tions a deep-water wave height of 12.30 m will occur at least once in the next 150

years. Based on these indications the following mitigation measures should be

implemented:

Mitigation

Measure #1

Strictly ban any physical development in the low lying areas east

of the runway / south of Yambou River;

Mitigation

Measure #2

Earmark the area east of the runway / south of the Yambou

Riveras coastal zone protection area and allow recreational use.

Yambou River Crossing: the Yambou River is crossed at approximately km

2.23 of the new runway. The river will have to be routed under the runway since a

diversion to the north is not practical due to the intervening ridge and associated

earthworks volumes. The presently available principal design solution is to carry

the runway over the river by 7 prefabricated metallic and parallel pipe culverts of

4.45 m diameter each and a minimum of 171 m in length. The overall width of the

structure for the Yambou River crossing will be nearly 40 m.


Final Report


The Yambou River has a large, steep catchment with extensive agricultural and

residential development and is subject to periodic torrential 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. The

river’s bed load includes boulders with diameters greater than 1 m. Floating de-

bris includes many branches and trees, especially if the rain event is associated

with high wind as in tropical storms and hurricanes. It is common for culverts and

bridges on St. Vincent to become blocked during floods as a result of the build up

of floating debris, which then entangles rocks, plastic bags etc. This results in

overtopping of the obstacle, with all the consequent damage.

Whilst a bridge can be overtopped when blocked, the floodwater can then pass

over the structure and may leave the bridge deck intact. The situation is different

for a tunnel. A blockage would turn the runway embankment into a dam, with the

water building up in the Yambou valley upstream. Given sufficient duration of the

flood, the water would eventually rise to the level of the runway shoulder and

would then flow to the north at the base of the cut slope and thence to the sea.

Therefore it is recommended that:

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 culverts will be constructed from upstream to downstream foot of the

culverts to a total length of approximately 310 m (see Fig. 25).


Final Report


Fig. 21: Proposed arrangement of culverts under the Yambou River

Runway cross-drains: the principally proposed solution for drainage of the air-

side facilities shows two runway cross-drains, in addition to the Yambou River.

The concerns about extreme floods and blockage by floating debris at these

cross-drainage structures are principally the same as for the river crossing. An-

other critical aspect is that surface runoff is generally expected to significantly in-

crease in the future as a result of induced development in the wider area west of

the runway. Therefore it is recommended that:

The design of the 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: The northernmost part of the runway construction in-

volves land reclamation works, but information on the concrete design and vol-

ume of the structure is not currently available. Introducing massive infrastructure

in a sensitive and dynamic natural environment may influence the natural coastal

currents and hence impact on the local natural pattern of seasonal beach erosion


Final Report


and accretion. Considering the local direction of ocean currents such process

would essentially affect the low-lying coastal strip south of the land reclamation

works, including the mouth of the Yambou River.

Data on the relevant local ocean currents and other coastal processes are not

available and it is unknown on wich assumptions the design has been made. To

minimize any risk resulting from the potential effects of induced costal proc-

esses / destabilisation in the east of the runway the following mitigation measure

#1 should be implemented:

Mitigation

Measure #1

Ensure strict control / prevention of any physical development in

the low-lying coastal strip east of the runway;

It is further recommended to:

Foresee demolishing of the existing Windward Highway including the 2

bridges as a part of the Project;

Foresee re-establishment of appropriate underground conditions for the

restoration / re-establishment of the natural coastal vegetation belt;

Consult with Forestry Dept. for plantation of appropriate vegetation for

coastal protection (e.g. sea grape) along the coastline over a minimum

width of 30 m from the coastline.

Considering the high-energy characteristics of the windward coast there is also a

risk that the new structure itself may be damaged or destroyed as a result of con-

tinuous high wave energy and ocean currents, or as a result of extreme weather

events, e.g. hurricane and storm surge. For the southeast sectors of mainland St.

Vincent in which the Project is located, the CZMR 2006 recommended a concrete

strategy for both planning applications and disaster preparedness. Based on this

and to ensure safety and the long-term stability of land reclamation the works it is

recommended that:

The 150-year design return period for the highest hurricane wave be

adopted for the design of land reclamation works62.

62 This corresponds to a significant wave height of 12.5 m and a peak wave period of 16 s


Final Report


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 (approximately 16 ha and 31 ha respec-

tively). 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-

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. On the fill

slopes this runoff will be augmented by surface drainage from the paved runway

and grassed shoulders. It is clear that both the cut and fill slopes will require pro-

tection to avoid damage from overland flow. The large areas involved and high

visibility from both the land and the sea suggest that a vegetated surface would

be preferable to concrete or other hard armouring. Any such vegetation should

meet strict technical criteria with respect to resistance to flow, ease of mainte-

nance, and lack of attractiveness to wildlife (for safety reasons). In addition to the

already proposed slope steps some further structural protection measures may

be required. It is likely that some combination of treatments including a drainage

blanket, concrete honeycomb, replacement of stripped and stored topsoil, and

low-maintenance grass is likely to be most sustainable. Therefore the following

mitigation measure #3 should be implemented:

Mitigation

Measure #3

Design of the cut and fill slope finishes will include detailed con-

sideration of resistance to erosion, with a focus on bio-

engineering.

Landscaping: 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 ac-

ceptable as the gateway to SVG, and easy to maintain. Therefore it is recom-

mended 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;


Final Report


10.2.2 Landside Facilities

Regarding the landside facilities only a preliminary design (4)63 was available

when this report was written. In the absence of more detailed information the pre-

sent study highlights some issues of potential environmental concern to support

further decision making in the design of the landside facilities.

According the 1998 MMM report (2; p. 4-15) and the Preliminary Design (4) land

requirements will be as follows:

Land Use Categories

Future area (ha)

Remarks

Airfield (runway, taxiway, navigation aids, obsta-cle imitation areas)

42.0

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, parking, access road;

7.2

Air cargo - cargo building, parking, access road; 4.8

General aviation: hangars, offices, parking, ac-cess;

4.8

Airport support (air traffic control, fire brigade, etc.)

5.0

Airport affine land uses - commercial, tourism, industrial;

40.0 may have to be reduced due to topo-

graphy

Agricultural / forest 15.0

Other government use 30 not specified

Total Site 152.0

When looking at the Concept Design General Plan (3) it is difficult to find the cor-

responding areas as this plan, focussing on the airside development only, shows

a bare stripped structure of landside facilities to the west of the runway. Espe-

cially the possible developments of the landside between the terminal building

63 in the following section the figures in brackets refer to the reports indicated in chapter 3.1 of this report.


Final Report


and the relocated Windward Highway are not considered and therefore not

shown. The same applies to options for the future expansion of the passenger

terminal, for the cargo warehouse or the general aviation hangars. This may lead

to conflicting situations regarding land use, which then may be result in building

facilities on inappropriate land. The presently shown boundaries of the Airport

area would thus shortly get under high pressure from competing and conflicting

demands for land development.

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:

Coastal strip between runway and the Atlantic Ocean

In accordance with the recommendations of the CZMR 2006 the coastal strip be-

tween the runway and the Sea should be kept free of any airport affine develop-

ment.

Access roads from the relocated Windward Highway to the different facili-

ties on the landside

The access roads to the cargo area and passenger terminal should allow for un-

disturbed independent use;

Position and accessibility of the fuel farm

The fuel farm should be sited such that fuel trucks would not have to pass the se-

curity check each time they are serving aircrafts. A better position would be on

the boundary between airside and landside or to have a pipeline to a fuelling sta-

tion on the airside.


Final Report


Dimensioning of the passenger terminal

The proposed dimension comprises 4,000 to 5,000 m² gross external area. This

needs to be reviewed in accordance with the update of the traffic forecast. The

terminal layout should take into account easy and differentiated expansion for

major functions, i.e. check-in, security, waiting lounges, baggage handling and

baggage claim;

Accessibility of the runway from the fire brigade

The runway and fire brigade must be located at the same horizontal level. The

presently available calculation of cut and fill does not consider a major additional

fill area located to the south of the apron;

Position and height of the control tower

The proposed position of the control tower does not consider the possible com-

mercial landside development west of the terminal, which may require additional

excavation works to create a level area. The height of the control tower would in-

crease accordingly (up to approx. 50 m! Stability against hurricanes!), especially

as the sight lines would have to cover the whole length of the runway from

threshold to threshold as well as the taxiways and apron. Therefore a more ap-

propriate site will need to be found for the tower;

Facilities for aircraft maintenance (hangars and apron area)

The documents referred to do not consider this function;

Facilities for in-flight catering

The documents referred to do not consider this function either;

Position of the waste incineration plant

Considering the main wind direction from northeast, the proposed position of the

waste incineration plant in the south of the building zone may be acceptable for

the neighbouring residential areas;

Position of an emergency power plant

The documents referred to do not consider this function;


Final Report


Position of a water reservoir

The proposed position will have to be reviewed as it interferes with the possibili-

ties of landside commercial development and others;

Windward Highway

The alignment and the design parameters of the Windward Highway may have to

be reviewed under the aspect of the future high traffic volumes generated by the

airport site and the related landside development (see also in chapter 9.4.2 of

this report);

Parking facilities

The parking area that is shown on the General Plan (3) corresponds to approxi-

mately 100 lots. This is certainly not enough regarding the passenger forecasts

provided in (2) and the reference airplane B747-400, but also in view of the dis-

tance to major settlements on the island in conjunction with the lack of public

transport. These figures and the layout will thus have to be reviewed and addi-

tional parking areas for passengers, well-wishers and welcomers, taxis, mini-

buses, delivery vans and trucks will have to be defined. The position of this addi-

tional parking space will considerably increase excavation requirements to the

west of the terminal building zone;

Layout of the drainage system

According to the presently available principle layout solution all surface runoff

from the future airport will be discharged via 2 pipe culverts that will be crossed

by the runway and the system of culverts at the Yambou River crossing. Accord-

ing to the Chief Design Engineer no surface run off shall be discharged into the

Yambou River. In the future, however, large scale induced development is ex-

pected in the west (and thus uphill) of the new airport64, which will generate large

volumes of additional surface runoff. The presently available documents do not

explain the design criteria or show a specific response to this issue.

Airport fencing

According to the provisions of ICAO Annex 14 the airport site will have to be se-

cured by an airport perimeter fence providing controlled access from landside to

64 See chapter on ‘Induced and Cumulative Impacts’


Final Report


airside. The fence will need to be supervised, controlled and maintained. There-

fore a drivable path will need to be provided to either side of the fence. The avail-

able documents do not show either the fence or the security path.

Construction materials for buildings

Buildings developed on the windward coast of Saint Vincent will be generally ex-

posed to extreme climatic factors like strong winds, sea blast and heavy rains

which may encourage corrosion and cause moisture problems and decay. The

design of the airport buildings in such climatically aggressive coastal environment

will therefore have to duly consider performance standards, durability65 and life

cycle cost of any construction material. Generally, the selection of construction

materials for any buildings on the airside should be restricted to such products

that are specifically designed for utilization in wind-exposed areas and resistant

to corrosion. An important factor to be considered in that context is that wind-

resistant materials will only be as good as their connections and fixations.

A further relevant aspect is that coastal environments are conducive to metal cor-

rosion. This would mainly be the case within a 1,000m zone inland from the

coast. Therefore metal structures and hardware should be hot-dip galvanized or

even stainless steel providing effective coatings. Reinforced steel should also be

specially protected by a thicker than average concrete insulating layer, or even

galvanized or epoxy-coated reinforced steel in case of critical structural elements.

Aluminium is naturally highly resistant to corrosion, which may be further im-

proved by anodizing. When combining different metals joints have to be carefully

designed; direct contact of different metals should be avoided.

The durability of timber will vary according to the tree species and finish. Gener-

ally the durability of timber increases with its density. For ecological reasons only

plantation growth and recycled timber should be used. Durability can be improved

by treatment with preservatives and subsequent surface coating, e.g. painting or

varnishing.

The site of the new airport being exposed to the effects of strong seaborne winds

will require protective hangars for aircraft that may be positioned there perma-

65 Durability is the ability of a material to resist wear, decay and other destructive processes, whether of physical, chemical or biological nature and whether they arise within the material itself or act externally.


Final Report


nently and for the smaller aircraft used by General and Business Aviation. For the

larger passenger and cargo aircraft with only short stopovers it is assumed that

no additional protective hangars would be required.

Optimisation of cut and fill

The Preliminary Design Report (3) plan No V-05 Profile Longitudinal Variant 3,

Table: Summary of Volume, showed the figures for the embankments only (col-

umn I in table below). These figures were updated in December 2007 according

to the most recent layout and include the area of the terminal and the other adja-

cent buildings (II). However, further review will be required with regard to the cut

and fill of landside development and the fill needed for the depression between

general aviation/cargo apron and the route of the fire brigade to the runway (III;

IV).

Approx.

Volume in m3

I

Preliminary Design

II

Update Pre-liminary Design

III

Add. vol-umes for

landside de-velopment

IV

New total estimate (m³)

Cut 3,527,000 4,760,000 1,400,000 6,160,000

% Topsoil (0.5 m) 470,000 470,000 50,000 520,000

Residue 3,057,000 4,290,000 1,350,000 5,640,000

Compacted (1:1.3) 2,351,000 3,300,000 1,040,000 4,340,000

Fill 2,945,000 3,755,000 400,000 4,155,000

Top soil (0.5 m thick) 450,000 450,000 50,000 520,000

Ground fill 2,495,000 3,285,000 350,000 3,635,000

Balance - 144,000 + 15,000 + 690,000 + 705,000

The expected overall surplus volume of approx. 700,000 m3 (plus 12,000 m³ and

topsoil originating from the relocation of the Windward Highway) will have to be

optimised during the final designs of air and land side under environmental as-

pects.

10.2.3 Strategic Issues

Technical details of various environmentally relevant facilities, plants and ar-

rangements were not yet decided when this report was written. The following is


Final Report


meant to provide guidance on selected strategic issues in the further design and

decision-making process.

Airport aviation fuel supply

By international standards fuel storage for the new airport should at a minimum

cover the total demands for a 1 month period, which is assumed to be in the or-

der of 4,000 m³. Basic options for supplying fuel to the new airport site are:

• Transport via pipeline from Camden Park / Lowman’s Bay;

• Road transport from Camden Park / Lowman’s Bay via the Windward

Highway;

• Road transport from Arnos Vale via the Windward Highway;

• Delivery direct to site by short pipeline from new terminal at Argyle.

All options include fuel storage at the airport.

Pipeline from Camden Park

This option would involve construction of a new pipeline from Camden Park to the

airport, together with the systems required to separate different grades of fuel to

prevent contamination through use of a multi-product pipeline. This option would

avoid the safety hazards of road transport, but is probably unrealistic due to the

very high investment costs.

Road transport from Camden Park / Lowman’s Bay

Road tankers carrying aviation fuel would have to pass through Kingstown and

continue via the Windward Highway to Argyle, a trip of some 25 km one way. Nei-

ther the densely built up roads of Kingstown nor the newly upgraded Windward

Highway between Arnos Vale and Argyle have adequate design standards for the

regular transport of large volumes of hazardous goods by heavy vehicles. Other

constraints on the Windward Highway are the dense residential development

along the highway, St. Vincent’s main tourist development areas around Villa and

the expected further development of the southeast corner of the island as a result

of Project implementation.


Final Report


Road transport from Arnos Vale

The Texaco tank farm at Arnos Vale, which presently supplies E.T. Joshua air-

port, is directly supplied by oil tankers from Venezuela. Road tankers from this lo-

cation would avoid Kingstown but would still travel along some 15 km of the

Highway through the Villa tourist area and residential development. Direct supply

to Argyle airport by tanker from Arnos Vale would involve (a) day- and/or night

time tanker traffic with associated safety issues, and (b) expansion of the existing

Arnos Vale tank farm, a land use counter to existing infrastructure (e.g. cricket

stadium) and proposals for development of this site.

Delivery by Sea direct to site

This option involves the construction of a new sea terminal for oil tankers at or

near Argyle. The absence of a harbour suggests use of a floating terminal, possi-

bly based on flexible pipelines towed out to tankers moored at offshore buoys.

This stretch of coast is highly exposed and subject to onshore winds and rough

seas. Any spills here would be carried by prevailing currents towards the tourist

and recreational areas of the south coast and to Milligan Cay Bird Sanctuary.

Clearly, none of the above options is ideal due to their various environmental,

safety and economic drawbacks. Due to the complexity of the issue and a lack of

relevant information it is impossible to make further statements to this regard or

to rank any of these options with regard to their environmental or safety implica-

tions 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.

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. The position proposed in document (3) implies that fuel

transport from the fuel farm to the aircraft stands on the apron would use public

roads and go through an additional security check at the boundary to the airside.

From there the fuel transport would continue through a conglomerate of aircraft


Final Report


hangars and cargo warehouses which all together results in an unacceptably un-

safe route. Locating the fuel farm on the landside would also require additional

oil/fuel separators to be provided at this site. 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.

Waste Incineration Plant

The preliminary design documents indicate that a waste incineration plant is fore-

seen for the new Airport. Such facility would basically be needed for the treat-

ment of quarantine waste, i.e. any waste imported into Saint Vincent by aircraft

that comprises food, vegetable, meat or dairy or any part of such matter.

To operate the incineration plant in an economic and environmentally sound

manner general solid waste will have to be segregated from quarantine waste.

Materials that would require special fume filters in the incineration process would

also have to be screened out prior to incineration. This approach will require the

development of a waste management strategy that focuses on waste avoidance,

recycling and reduced waste disposal. Materials to be segregated and subse-

quently recycled are wood, metals, plastics, cardboard, and paper, magazines,

glass and light fitments. To this regard the recommendations are as follows:

Foresee a state of the art incineration plant with fume filters adequate to

minimize emission of carcinogenic substances as well as particulates. An

orientation for the selection of the type of incineration plant could be the

US Code of Federal Regulations (Title 40 CFR Part 60) for ‘New Small

Municipal Waste Combustion Units (US EPA, Dec. 6, 2000), which de-

fines standards of performance for new stationary sources with through-

puts < 25 t/year.

According to the CWSA emission levels of the new incineration plant are

expected to be compliant with EU or WHO guidelines.

Set up a waste management plan to avoid solid waste at source and to

minimize the export of solid waste from the Airport to the landfill;

Recycle at least 50% of the solid waste disposed at the Airport prior to in

cineration.


Final Report


Storm Water Management and Treatment

The newly built aircraft aprons, taxiways, runway, car parks and buildings result

in large impervious surfaces und thus in an increase of surface runoff, which

must be rapidly discharged from the site, especially in cases of heavy rainfall.

Surface run off from the apron may be contaminated and therefore require treat-

ment, while run off from other areas is uncritical to surface water quality. Opera-

tional risks are related to the transport and transfer of large volumes of liquids,

particularly oils and fuels. Therefore the following mitigation measures are to be

implemented:

Mitigation

Measure #4

Foresee balance ponds for surface run off from roofs, taxiway

and runway at strategic locations together with a network of infil-

tration ditches to slow down surface runoff and encourage infil-

tration;

Mitigation

Measure #5

Provide an oil/water interceptor for the drainage of storm water

from the apron;

In addition it is recommended to:

Develop a strategy for storm water quality management to minimize water

contamination from standard operations.

Sewage Treatment from Aircraft

Sewage from aircraft is concentrated and usually contains disinfectant chemicals.

This aircraft sewage cannot be discharged of in simple septic tanks, but will need

to be treated on-site prior to being discharged into the Sea. In accordance with in-

ternational standards as mitigation measure #6:

Mitigation

Measure

#6

A tailor-made package plant for the treatment of aircraft sewage

will need to be provided on-site. The proper functioning of this

plant will need to be regularly monitored and treated effluents

are expected to be compliant with the relevant EU or WHO

standards.


Final Report


Energy Effectiveness

In accordance with SVG’s declared environmental development principles is sug-

gested that the new airport be designed as a pilot project for efficient energy

supply and minimum energy consumption. To reach this ambitious goal specific

design skills will be needed and monitoring required during operation. Such ap-

proach would give the airport a modern, positive image and enhance its accep-

tance among local travellers and overseas visitors. The recommendations pro-

posed for achieving energy effectiveness would be to:

Conceive the terminal buildings (arrival and departure halls) as open-air

structures;

Strive for a maximum annual energy consumption of 30 kwh/m² for all air-

port buildings, at least 20% of which should be from renewable resources;

Combine the emergency power plant with a co-generator to produce elec-

tricity and cooling water for air-conditioning of selected areas within the

terminal and associated buildings.

Active Air Pollution Management

The present traffic forecast (MMM, 1998) indicates up to 737,000 passengers

annually. This corresponds to about 3,000 travellers on a busy day or 400 pas-

sengers during a typical peak hour, which would use the Windward Highway from

or to the airport. These figures would have to be added to the traffic, which is al-

ready affecting traffic flow on the Windward Highway. Airport management should

therefore contribute to a policy of active air pollution control at source:

Provision of tailor-made arrangements for staff transport to and from the

airport;

All newly purchased vehicles operating inside the airport should be bat-

tery-powered or at least MOT-tested;

Elaboration of attractive public transport arrangements between the air-

port and main settlements or points of interest on standard traffic routes;

Review the position and dimensions of the aprons to optimise taxiing and

manoeuvring of aircrafts.


Final Report


10.3 Construction Phase Impacts

10.3.1 Introduction

The following section provides an overview of the significant adverse impacts that

will or that may occur during the construction period and proposes measures to

offset these impacts, or, where this is not feasible, to minimize them to accept-

able levels.

10.3.2 Impacts on the Physical Environment

Climate

Climatic effects of the Project will occur at local levels only and mainly result from

the alteration of the natural topography and the construction of sealed surfaces at

the expense of green spaces:

The levelling of the terrain for the construction of the runway will influence local

air currents and the exposure of some inland terrain to seaborne winds, thereby

locally increasing the effects of sea blast. This will mainly be the case leeward of

the existing hills in the Mt. Pleasant area and further north in the west of the run-

way, where the hill with the RC church will be cut down.

Air temperature and humidity content of the air will be locally influenced by the

creation of large sealed surfaces in the area of airside and landside facilities at

the expense of green open spaces.

Due to the scale of these effects and the absence of sensitive receptors in the

potential area of influence the significance of the impact on climatic factors is

generally considered as low. Therefore further investigations on this issue are not

required.


Final Report


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

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.

Dust will inevitably occur at and inside the construction corridor throughout that

period. During the final stage of construction dust will also be generated along-

side the haul route from the quarry from where aggregate for the upper layer of

the runway will be obtained. Estimating a required aggregate volume of 40 to

50,000 m³ and an average volume of 10 to 12 m³ per truckload the number of

trips between the mining site and Argyle will total to about 4,000 to 5,000. Assum-

ing a 1 year period for the implementation of these works and 7 workdays per

week this would correspond to an average of approximately 9 to 12 trucks a day.

Dust nuisance will be an issue of concern throughout the construction period and

especially during earthworks. Given the prevailing wind directions from the north

east the residents living in the west of the construction site are likely to be more

affected than residents in the eastern parts of Mt. Pleasant. In addition dust will

be a health and safety issue for the workforce at the site.

It is assumed that dust nuisance will mainly become topical in very dry periods

and wherever clearance, earthworks, material transport or construction takes

place in the vicinity of settlements. In addition, dust generation can adversely af-

fect the health and safety of construction workers at the site.

The level and significance of dust generation and nuisance can be effectively

mitigated through

Mitigation

Measure

#7

Regular spraying of the haul routes and the work area; covering

trucks where the haulage of material involves transport on public

roads; timely and regular cleaning of public roads as required.


Final Report


Water for this measure can be obtained locally from the Yambou River, which is

the only perennial stream of the study area.

Exhaust fumes from heavy construction equipment will temporarily adversely af-

fect ambient air quality. The concentration of air pollutants will be highest at the

immediate construction site and generally decrease with increasing distance from

the source. As north eastern and eastern winds prevail emissions will be blown in

direction of the sensitive receptors, i.e. the residential areas of Stubbs, Calder

and Argyle. Considering the strength of the winds, the scattered nature of the

neighbouring settlements and their distance from the construction corridor it is not

expected that significant nuisance from air pollution will occur.

The absolute level of construction-related ambient air pollution can be minimized

by

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.

The operation of the asphalt plant is a potential source of harmful emissions,

which may affect the human and the natural environment and the health of the

workforce. To mitigate the health and environmental risks associated to the op-

eration of the plant IDAC should ensure that as mitigation measure #8:

Mitigation

Measure

#8

The site of the asphalt plant will be at a minimum distance of

100 m from any watercourse or residence. Prevailing wind direc-

tions should be taken into consideration when the site is se-

lected. To this regard a method statement should be provided to

the IADC providing all relevant information on the location and

operation of the plant in accordance with the relevant standards

In addition air quality should be monitored throughout construction phase. Pa-

rameters to be measured are dust, TSP (Total Suspended particulate), smoke of

asphalt plant, Nox, SO2, Pb, CO and THC. For organisation of measurements in-

stitutional support is necessary as indicated in chapter 10.9.


Final Report


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. This impact will be long-term and irreversible and mainly affect pro-

ductive soils that were previously used for agricultural purposes. The impact will

be irreversible and direct as regards the construction of airport facilities and irre-

versible and indirect as regards the expected induced development of the wider

area in the medium to long term.

During preliminary design there have been major efforts to minimize the scale of

required earthworks, which has an immediate effect on cost but has also reduced

the magnitude of the overall impact of the Project on soil resources.

As regards site clearance the impact on soils can generally be minimized by miti-

gation measure #9:

Mitigation

Measure

#9

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. These shall remain in their initial state as

long as practically feasible. Prior to the beginning of site clear-

ance operations the construction unit shall submit a method

statement on how they propose to proceed in this respect and

obtain approval thereupon from the IADC.

During construction exposed soils may be degraded as a result of compaction

and nutrient leaching. Considering the expected - and intended - future shift from

a rural to a commercial area the maintenance of soil productivity is not consid-

ered a primary concern during construction. However, from an environmental

perspective it is not desirable that nutrients be washed to the Sea and the protec-

tion of temporarily stored topsoil is required for its subsequent reuse. In this re-

spect the following mitigation measure shall be considered to secure environmen-

tally sound top soil management:


Final Report


Mitigation

Measure

#10.1

Locations for the temporary storage of topsoil shall be selected

such that there will be no washout into the Yambou River, tem-

porary streams or the Sea;

Mitigation

Measure

#10.2

To minimize disturbance of natural habitat and/or wastage of

productive land or pastures site selection for the temporary stor-

age 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;

Mitigation

Measure

#10.3

Organisation of construction should aim at minimizing the stor-

age period for topsoil, e.g. by gradually replacing the topsoil

where embankment construction has been completed;

Mitigation

Measure

#10.4

Prior to the beginning of construction a method statement show-

ing the proposed temporary storage sites and modes of soil

management over the construction period shall be submitted to

the IADC for approval.

During construction increased surface run-off can have a detrimental effect on

neighbouring soils through continued erosion. This effect can most effectively be

controlled by

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.

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. Construction of the Yambou River crossing is another poten-

tially critical issue. The following mitigation measures should be implemented:


Final Report


Mitigation

Measure

#11

Discharge of sediment laden construction water (e.g. from areas

containing dredged spoil or pumped ground water from founda-

tions) directly into surface water courses will be forbidden.

Where advised by IADC’s environmental monitoring unit sedi-

ment laden construction water will be discharged into settling

ponds or tanks prior to final discharge. This applies particularly

to the crossing of the Yambou River and its tributary.

Mitigation

Measure

#12

Carry out water quality monitoring on the Yambou River. As no

relevant previous data on the quality of the Yambou River exist,

measurements should commence as soon as possible. Such

pre-construction data collected over a longer period would be

the only reference to assess potential subsequent impact of

construction or future operation on the local water resources66.

Proposed parametres: pH, conductivity, turbidity, TDS NO3,

N,P, NH3, COD, BOD,TDH; heavy metals: Pb, Mg, Zn, Cu, Cd,

Hg.

Standards: It is proposed to use European Union Standards.

During the operation phase water quality shall be further moni-

tored on the basis of regular measurements.

For organisation of water quality measurements institutional support is necessary

as indicated in chapter 10.9.

For surface water protection it is in addition recommended that:

The Construction Unit will submit a statement with the proposed method

of construction of the structure crossing the Yambou River and the meas-

ures that are envisaged to avoid surface water pollution. This method

statement will be reviewed and approved by IADC’s Environmental Moni-

toring Unit / the CWSA prior to the beginning of construction;

66 During the operational phase of the Project river water quality (both up- and downstream of the runway crossing) would become one of the permanent monitoring programmes to be carried out by the to be created Environmental Department of the future Airport Management Authority.


Final Report


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 (CU) shall provide to the IADC a method

statement on how and where they intend to practically proceed with the

cleaning of their vehicle fleet and equipment. The guiding principle of

these operations shall be to prevent any surface water pollution at source;

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. The CU will

need to set up a yard and workshop where large volumes of hazardous / com-

bustible materials and water pollutants will be stored. To minimize safety risks of

surface water contamination the CU will be required to

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. The diesel storage site shall have a containment in concrete and

be located at a minimum distance of 50 m to other combustibles. The tank

must be elevated to a minimum of 3 m above ground on a concrete plat-

form and metal saddles. The size of the platform would depend on the

type of supply (i.e. pumping or gravity). The CU shall submit a method

statement on the proposed design of the site to the IADC who may get

support from the NEMO/SOL in reviewing this statement.

The NEMO and SOL are currently working on management controls for toxic and

oil spills. The IADC’s Environmental Monitoring Unit (the ‘Competent Person’, see

section 12.3.1 of this report) may receive advice and guidance on how to practi-

cally deal with these issues during the construction process.

Management of Construction Waste

During a large scale construction project large amounts of waste will be gener-

ated such as scrap tires, used oil, drums and other packaging materials, derelict

vehicles and other scrap metals etc. To ensure a proper waste management at

the construction site the CU shall ensure to fully comply with the provisions of the


Final Report


applicable standards for waste management operations and requirements for li-

cences and permits (Parts II and III of the Solid Waste Management Regulations

of 2006). To this regard the CU shall

Submit a method statement on how solid waste from the site (especially

hazardous waste; derelict vehicles, waste tires, used oil) would be man-

aged in accordance with the applicable Solid Waste Management Regula-

tions. This method statement would have to be submitted to the solid

waste unit of the CWSA for approval prior to or at the possibly early

stages of construction.

Tires that cannot be reused on the island (e.g. for slope stabilisation or to

protect against coastal erosion) will have to be collected at the site67 and

be cut, chipped, shreddered or otherwise permanently reduced in volume

prior to their final disposal at an officially approved site. Burning of tires at

the site will be strictly prohibited.

No facilities are available on the island for the environmentally safe disposal or

recycling of used oil. Therefore the CU shall be required to

Collect and temporarily store any used oil at the site in an environ-

mentally safe manner;

Make provisions for the recycling of all used oil from the site by shipping it

to one of the regional refineries (e.g. Trinidad or Curacao)68;.

Provide a method statement on the proposed design of the site for the

temporary storage of used oil and lubricants and the proposed manage-

ment of used oil and obtain approval thereupon from CWSA’s Waste

Management Unit.

To minimize the ultimate volumes of used oil to be disposed of it is recommended

that

67 Note: the storage of large numbers of tires at the site may create ideal nesting habitat for rats which

are reported to be abundant in the area. This aspect will need to be considered when setting up the site management plan!

68 Note: according to SOL shipping is in ISO containers of approximately 5,500 American Gallons at a current price of 150 US$/gallon. The recycled oil may subsequently be reused in the waste management process, e.g. in furnaces.


Final Report


Used oil will be as far as practically possible reused to prepare form work

for concrete as a substitute for form oil.

This approach is being successfully implemented in the Windward Highway re-

habilitation. In the present case it may however only be applicable during the later

stages of Project implementation when form works begin.

10.3.3 Natural Environment

Import of Used Construction Equipment

The import of used construction equipment may pose a risk to agriculture or to

local wildlife through the introduction of invasive species.

Invasive Animal Species

One example for invasive species imported with construction material is the lizard Anolis sagrie, the eggs of which came to St. Vincent with sand from Guyana. In the meantime this species is invading the natural habitats and displacing endemic and indigenous species like Anolis trinitatus. Another example is the African Giant Snail (family Achatinidae) known to originate from East Africa (Kenya, Zanzibar and Madagascar). It has since spread to Southeast Asia and the Islands of the Indian and Pacific Ocean. However, it was successfully eradicated in Florida and California, USA. In 1988, it was discovered in the Caribbean Island of Guadeloupe and later in Martinique in 1989. The Island of Saint Lucia, which is 20 miles away from Martinique, discovered the presence of the snail in June 2000. The snail was subsequently noticed in Barbados in 2001. The Giant African Snail is a destructive agricultural pest even though it nor-mally feeds on decaying plant and animal matter. It has been reported to de-stroy up to 70% of the local crops in a country. It has been found on papaya, citrus, mango, plantain, banana, breadfruit, vegetables, hibiscus, croton, aloe, gliricidia, cocoa and pineapple. One author associates the snail with over 225 plants, a substantial number of which are subject to severe atacks. Vehicles- including construction equipment - are known to aid in the move-ment of the snail from an infested to a non-infested area.


Final Report


To avoid such risks through the import of invasive species it is recommended that

The IADC would request the Cuban partners to be informed on the con-

crete origin of the to be imported construction equipment and the agricul-

tural pests and diseases that exist in this area;

The Plant Protection and Quarantine Unit in the MAFF should be informed

in due time about the expected arrival of the construction equipment so

that necessary assessment of any soils or residue that may carry poten-

tially harmful invasive species (e.g. eggs, larvae etc.) can be made and ef-

fective precautionary measures taken.

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. The impact of site clearance will be

significant in terms of quantity, although only the area and not the volume can be

approximately indicated. Overall, the surface to be cleared will comprise the ~

152 ha of the airport area plus about 47 ha of cut and fill in the immediate envi-

rons.

The handling of vegetation cleared from the site (shrubs and trees) shall

be agreed upon with the Forestry Department prior to the commencement

of operations;

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.


Final Report


As was explained earlier in this report none of these habitats is presently undis-

turbed or natural in terms of plant composition or maturity. The present land use,

recurring anthropogenic disturbance and the location or limited size of various

habitats has significantly affected their importance in terms of biodiversity. Not

surprisingly mainly common plants and wildlife species with relatively little spe-

cific habitat requirements were identified in the area.

The clearance of vegetation and subsequent earthworks will destroy these plant

and animal habitats and entail a significant irreversible, however non-quantifiable

impact on the local wildlife populations. The expected further development of the

area, including the relocation of a section of the Windward Highway and the con-

struction of a new access road in the Stubbs/ Mt. Pleasant area will add to the ef-

fects of new commercial activities. The adverse effects of habitat loss on the local

wildlife will be aggravated by barrier effects resulting from the fencing of the air-

port security area and by the operation of the runway.

As a result biodiversity is expected to generally decline in the study area and its

surroundings. The populations of adaptable, rather flexible animal species will

benefit to the disadvantage of more sensitive ones. The overall impact is ex-

pected to be long-term and irreversible but is not expected to critically affect al-

ready endangered wildlife species of Saint Vincent.

Due to the type of the planned development and the fact that the development of

a new commercial area is intended, no effective measures can be proposed for

the mitigation of the impact on wildlife. For some species like iguana that are ex-

pected to draw back further inland to less disturbed areas the Forestry Depart-

ment may decide to improve the enforcement of hunting restrictions and sensitise

the local population about this issue. The Master Plan and especially the to be

established zoning plan may determine the protection or development of some

areas with significance or potential for wildlife protection, e.g. alongside the Yam-

bou River, some hilltops or the cliffs north of the Stubbs Bay.

Marine and Aquatic Animal Species

Sea turtles, especially hatchlings, are profoundly influenced by light. Freshly

hatched nestlings largely depend on a visual response to natural seaward light to


Final Report


guide them to the ocean. Sources of artificial light reaching the nesting beaches

distract hatchlings so that they crawl landward instead of turning to the sea (Scott

and Horrocks,1993). 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). Details of construction arrangements and lighting requirements are not

known at this point of time. To avoid impacts on nesting sea turtles it is recom-

mended that

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).

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. Tri-tri itself is not a rare or en-

dangered species in Saint Vincent but as was explained earlier in this report it is

considered as a delicacy and provides most welcome source of nutrition and /

additional income to the local communities. The results of the study that was

conducted on this issue are presented in Appendix III of this report.

The construction-related impact cannot be totally avoided; however it will be im-

portant that effective precautionary measures are taken to avoid disruption of the

local tri-tri population and to take any precautionary measure to preserve this

socio-economically important natural resource. The proposed mitigation meas-

ures are described in Appendix III of this report.

10.3.4 Cultural Heritage

As was shown in chapter 7 of this report, parts of the planned physical develop-

ment will be in an area of utmost cultural and historical significance.

The rock with the petroglyph (as described in section 7.1.2 of this report) is rela-

tively unstable material. The site is located in a fill area to the north west of the

runway at about km 2+170 (see Fig. 22). The rocks in question are above the


Final Report


eventual height of the airstrip and will thus be crushed to achieve the required

stability for the construction of the runway. Therefore it will not be technically fea-

sible to preserve and ‘entomb’ the petroglyph at its present site as was initially

proposed by the SVGNT.

As the site cannot be preserved there is a need to explore the possibilities for re-

location of the rock with the stone carvings. The rock on which these artefacts are

located is obviously highly fractioned and any physical intervention bears a high

risk of the rock falling apart. Site operations will be delicate and risky and will re-

quire the assignment of highly experienced experts (with imported, specialized

tools) – most likely people who work stones for decorative purposes (stonemason

or somebody who works in the marble industry).

As was described in chapter 7.1 a joint site visit has been made with a geologist

who had done scientific research on the rocks at the site. The conclusions from

this visit are summarized in the box next page.

Due to the alignment of the runway various technical constraints and the dimen-

sions of the required earthworks there will be no option but to impact significant

cultural heritage, both partially and wholly. Under such circumstances and ac-

cording to international practice it is up to the developer to undertake any ar-

chaeological or salvation measures considered necessary to conserve archaeo-

logical information or important cultural heritage. This proposed approach is sup-

ported by Principle 12 / Strategy 39 of the SGD signed by the GoSVG, which

reads: ‘Institute appropriate measures… to provide for the researching, docu-

menting, protecting, conserving, rehabilitating and management of cultural, his-

toric and natural monuments, buildings and symbols, as well as areas of out-

standing scientific, cultural, spiritual, ecological, scenic or aesthetic significance’.


Final Report


‘The observed characteristics of the rock structure suggest that it will part readily

along the joints.

However, the fact that the petroglyph has survived for several hundred years

suggest that such failure has not occurred recently and that the rock surface is

reasonably stable. This suggests that the natural mass wasting processes are

insufficient to affect the stability of the cliff face upon which the petroglyphs are

inscribed. The stability of the rock face despite the jointing exhibited is likely to be

related to a combination of factors including:

• secondary cementation along joints;

• internal strength given by the crystal size and composition of the rock;

• cohesion given by the juxtaposition of massive lava along the joint

surfaces;

• lack of any major overburden pressure on the surface of the land.

All of these factors should be considered in any attempts to cut into or remove the

rocks to preserve the petroglyphs. Care will need to be taken to ensure that the

natural parting that will occur along the joints does not damage the inscription. As

such, consideration should be given to providing some mechanism for cementing

the rock along the joints prior to removal. The key to removal of the inscription

without damage is ensuring that the existing strength of the entire outcrop is

maintained. Any major hammering or vibration on the rock face is likely to cause

instability.

There are several options available in terms of removal of the petroglyphs and

these are outside the expertise of the author of this report. However, one can

consider either removal of the entire rock face en mass or removal in segments. If

done in segments then the natural parting of the rock along the joint surfaces

would be one option to consider. If en mass then some method must be found to

strengthen the existing rock face so that it does not separate along the joints once

its lateral support has been removed’

Dr. Richard Robertson, UWI, Head of Seismic Unit, 09.12. 2007


Final Report


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 information on the his-

tory of St. Vincent a Cultural Heritage Action Plan is proposed for implementa-

tion under the Project. This plan will comprise four main components, viz the

petroglyph, the remnants of the Argyle sugarmill, ancient habitation sites and

procedures for the chance finds consisting of graves.

Petroglyph: Based on the information provided in this report consult with

specialists to identify the most appropriate approach for the recovery and

relocation of the original petroglyph from the site;

Prior to pulling down the cliffs in the vicinity of the petroglyph clear all

vegetation alongside the cliffs that are going to be demolished during site

preparation. The SVGNT should be informed in due time and invited to

systematically inspect these cliffs to ensure that no other artefacts would

be incidentally destroyed. This operation should take place early enough

in the process to ensure that action may be taken in due time in case that

further petroglyphs are discovered at the site;

Conduct consultations and reach consensus with the SVGNT on the site

to which the original rock would be brought after its successful removal

from the present site (e.g. display in the future airport or in a museum; or,

as suggested by a member of the NTSVG, relocation to the site of the

other petroglyphs in the upper part of the Yambou valley). Regarding the

latter option it would, however, have to be considered that the site in the

upper Yambou valley is difficult to access. Upon successful removal of the

rock from the Argyle site transport of the fractioned rock to this location

may entail an additional risk of it breaking apart;

Old sugar mill: Prior to the beginning of earthworks rescue any machin-

ery from the old sugar mill site (located in the south west of the IADC of-

fice at Argyle). To avoid theft all machinery from the Argyle sugarmill site

shall as soon as possible be brought to the Archaeology Museum at the

projected Youroumei Heritage Village in Orange Hill. All old brick materi-

als and partly hand-shaped stones shall be collected and stored centrally


Final Report


at a safe place as a stock for the future restoration work on other old

buildings in Saint Vincent.

Ancient habitation sites: allocate appropriate funds for carrying out ar-

chaeological excavations at sites KuCe 5, KuCe 6, JtCe 1 and JtCe 2 at

Escape and Argyle respectively69. The partly low-lying site KuCe 570

would have to be protected effectively during construction, e.g. by instruct-

ing the construction crew accordingly and by fencing the excavation area

to avoid unintended damage through large construction machinery. At

fenced sites provide physical security to protect against treasure seekers;

Prehistoric burials: During excavations and earthworks there is a high

possibility of chance finds consisting of graves. The IADC, in conjunction

with the SVGNT and relevant stakeholders should establish agreed pro-

cedures to deal with such cases. These procedures would have to ad-

dress options of potential research possibilities based on any recovered

skeleton (see following box) and / or the reburial of human skeletal re-

mains. Prior to the beginning of earthworks a member of the SVGNT to-

gether with the representatives of the IADC and the Construction Unit

should inform the workforce accordingly.

As regards the proposed archaeological excavations in the Escape area a poten-

tial risk could arise from the fact that land reclamation works at the end of the

runway are located close to the proposed archaeological excavation sites and

that these construction activities are likely to take place at an early stage of con-

struction. This underlines the necessity to

Comprehensively inform the Construction Unit about the archaeological

sites and their importance;

Provide a protective fence around the area proposed for archaeological

investigations prior to the beginning of land reclamation works. This

69 Within the frame of this EIA study a technical and cost proposal for these excavations has been re-

quested from archaeologists who previously worked in the area. This proposal was submitted to the IADC in December 2007.

70 Note: a location map and the concrete coordinates of all sites can be obtained from the SVGNT


Final Report


measure is important, as one of the sites in question would be ideally lo-

cated for the parking of heavy construction machinery and material.

The following figure shows the approximate extent of the sites that are suggested

for archaeological excavations.


Final Report


Chance Finds Consisting of Graves

‘There is a high potential for discovering Prehistoric burials during terraforming

activities and archaeological excavations at Argyle and Escape. Past

archaeological investigations at these locations demonstrate a rich and buried

cultural resource assemblage amassed through prolonged human occupation.

Caribbean sites with such prolonged occupations have yielded a multitude of

burials showing different interment practices. As can be expected, many of these

burials were uncovered due to modern development or large scale excavations.

One challenge facing developers is recognizing the formal attributes of possible

graves before their total destruction in the face of construction. Recognition of

graves often lies in differentiating slight soil colour changes between grave fill and

the surrounding soil matrix. Often grave shapes can be determined by these soil

colour differentiations. In cases where people were buried within refuse middens,

discarded artefact fragments, such as pottery, bones and shell, will likely appear

first providing evidence to proceed with caution. It is advisable that mechanized

soil removal be stopped upon encountering soil changes or a significant cache of

artefacts and/or food remains, and excavation should proceed by hand.

Preferably hand excavations should include shovels, trowels, brushes, and at

best, a trained archaeologist.

Recording of graves is an essential aspect of conservation and should be carried

out with as much detail as possible. Minimally, a photographic record detailing soil

colour change shape, skeleton cardinal orientation and positioning, and grave

goods is required. Detailed drawings completed to scale on graph paper should

augment this photographic record. Excavation should proceed with caution to

prevent damaging the bones. Upon removal, skeletons should be boxed and their

contexts well labelled’.

I. Moravitz, Calgary (Canada), 25.01.2008


Final Report


During the constrution of the relocated Windward Highway chance finds have

recently resulted in unintended destruction of artefacts and potentially relevant

prehistoric habitation sites. Given the high risk of further construction-related

damage on cultural heritage and considering that the SVGNT doesn not have the

capacity to permanently provide suitably qualified specialists at the site it is

suggested that the IADC would

appoint a full time ‘Cultural Officer’ throughout the construction phase of

the Project who would be fluent in both English and Spanish.

The IADC would be responsible

• to allocate appropriate funds for the proposed activities under the Cultural

Heritage Action Plan; and

• to plan the concrete further proceeding in consultation with the SVGN, in-

cluding

• the selection and appointment of archaeological consultants and a Cul-

tural Officer;

• the practical coordination of the implementation process.

An extract from the cost proposal for archaeological excavations at Argyle is pro-

vided in Appendix IV.

The due implementation of the set of measures proposed under the Cultural Heri-

tage Action Plan will require optimal communication between the IADC and the

SVGNT. To this regard it is suggested to

establish such formal communication procedures as to ensure that the NT

will be given suitable notice when any planned action is to take place at

the cultural heritage sites and invited to be present.


Final Report


Fig. 22: Sites proposed for archaeological excavations71

71 original: Bison Historical Services Ltd.

Newly discovered potential habitation site SW Oasis Retreat


Final Report


10.3.5 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 Peruvian Vale.

Due to the prevailing wind directions Peruvian Vale and residents from the sea-

side areas of Mt. Pleasant may be less affected than the others. Generally con-

struction-related noise can represent a great nuisance for local residents, espe-

cially as construction activities will continue over a relatively long period of time.

Construction noise cannot be generally avoided, but where sensitive receptors

exist next to the construction site (see above) the level of disturbance may be re-

duced by

Strictly limiting the working hours to weekdays and to the relatively least

sensitive daytime periods72.

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 work-

force depends on the individual work place and type of equipment used. The po-

72 Note: according to the IADC construction arrangements may be such that works on the runway would

ultimately be carried out around the clock in shifts. In this case so further effective mitigation measures for the reduction of noise-related nuisance could be implemented.

Principal health effects of noise are both health and behavioural in nature. Sound

is a particular auditory impression perceived by the ear. The presence of

unwanted sound is called noise pollution. This unwanted sound can seriously

damage and affect physiological and psychological health. For instance, noise

pollution can cause annoyance and aggression, hypertension, high stress levels,

tinnitus, hearing loss, and other harmful effects depending on the level of sound.

Furthermore, stress and hypertension are the leading causes to health problems.


Final Report


tential negative impact of construction 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.

Health and Safety of Construction Workers

During construction the health and safety of the workforce is at risk due to an ac-

cident-prone working environment, long shifts and through accommodation at a

campsite. To minimise the risks associated to these framework conditions IADC

will be responsible to ensure that adequate health care arrangements will be

available at the site throughout the construction period.

The local clinics at Biabou, Calder and Stubbs are outpatient facilities, where a

doctor is only available once a week, which would not be adequate in a case of

emergency at the construction site. The nearest hospital would be in Mesopota-

mia, but this may also not be adequate. Therefore it is suggested to

Set up an emergency response unit with a minimum of one medical per-

son to liaison with the MoHE and provide an ambulance on site.

The responsibility for setting up such emergency response unit would lie with the

body or institution responsible for the deployment of the Cuban construction bri-

gade / unit. Another aspect to be considered with regard to the health and well

being of both the workforce and the local population will be to

Ensure that adequate, up to standard sanitary conditions will be available

at the work camp and that garbage will be regularly collected.

The responsibility for providing such framework conditions lies with the IADC.

Monitoring of the sanitary conditions within the worker’s camps is the responsibil-

ity of the MoHE, whose public health care officers would regularly carry out sur-

prise checks to inspect the camps.


Final Report


As regards worker’s safety the Construction Unit will also be responsible to en-

sure that

The workforce will be equipped with appropriate working gear such as

safety vests, goggles, face masks, earplugs, helmits, boots etc., as re-

quired and depending on the specific requirements of the individual work

place.

Emergency Response

The construction site is located in an area that may be exposed to sesonal hurri-

canes, which represents a potential threat to the health and safety of the work-

force. Therefore the Construction Unit will be required to

set up an emergency response plan

which should be keeping with NEMO’s official emergency response policy. This

response plan will have to be approved by the NEMO / the MoTW prior to the be-

ginning of construction.

HIV/AIDS/STI Prevention and Social Integration of Foreign Workforce

To minimize the risk of new infections and the spread of HIV/AIDS/STI a specific

tailor-made campaign should be carried out under the Project. This would com-

prise of:

Conducting HIV/AIDS/STI sensitisation sessions at the campsite including

the distribution of information materials / brochures at the camp (in Span-

ish language.

The proposed services may be rendered in the frame of the national AIDS/STI

Prevention Programme established under the MoHE and would thus be free of

cost. The procurement of the relevant printed materials from abroad in spanish

language may, however, entail additional cost of about 500 US$.


Final Report


Landscape

During construction there will a temporary massive impact on aesthetics and

landscape as a result of large-scale vegetation losses, alteration of the natural

topography, huge volumes of exposed bare earth and the permanent presence

and operation of a large construction fleet. As the terrain gradually rises towards

the west the construction area will be visible from large distances. Local residents

and road users bypassing the construction site via the relocated Windward High-

way will temporarily perceive the area as a big ‘scar’ in the landscape. This visual

impact will last over a relatively long period of about three years, during which

most of the earthworks will be executed.

The alteration of the natural terrain and the large-scale loss of open green

spaces and vegetation in favour of the new infrastructure along the coastline will

result in a long-term irreversible visual impact on the natural landscape of the

area. Recreational activities that take place at the sea side (like the traditional

moonlight splash parties) will be little affected by these visual effects. Local resi-

dents however will be directly exposed to the visual impact as the site and cut

and fill areas will be perceivable from even far distances. Considering the topog-

raphy inhabitants of Calder and Escape will potentially be most affected. The

question of whether or not the change of the landscape is seen as a disturbing

factor is very much a subjective issue and therefore difficult to predict and as-

sess.

Plantations and landscaping measures are often integrated into project design to

shield the visual impact of a large-scale infrastructure project. In this respect on-

site plantations would be relatively ineffective due to the topography of the area.

The more practical and effective approach would be to plant at the site where dis-

turbance is felt, i.e. on the private properties. Moreover on-site plantations may

cause safety risk as they may attract birds in the vicinity of the new airport.

Landscaping will have to be carried out for both the temporarily used areas dur-

ing construction as well as open spaces within the airport area itself. Any land-

scaping of the open spaces inside the airport site will have to consider potential

safety implications resulting from wildlife attraction. Within the fenced area of the

airside only grass seeding will be permitted.


Final Report


The relevant issues shall be dealt with in a state of the art landscaping plan,

which would have to be an integral part of the final detailed Project design. The

objectives of the landscaping plan are:

Reinstatement of the entire construction area to minimize visual impair-

ment (levelling of the terrain);

Stabilisation of slopes both in- and outside the airport perimetre (slopes

built to obtain obstacle free zones);

Visual integration of airport facilities into the surrounding landscape.

Recreation

Construction of the runway may disturb the planned rehabilitation works at the

Rawacou recreation site planned for development under the Tourism Develop-

ment Project. Construction activities are also expected to temporarily affect rec-

reation in the wider Project area through disturbing access to Rawacou Pond, to

the Argyle beaches and the low-lying areas north of Mt. Pleasant, which are the

venue for kite competitions at Easter. These sites will be adversely affected

through noise and dust development and through the movement of heavy con-

struction machinery, which will also represent a safety risk.

To avoid disturbance of rehabilitation works at Rawacou IADC should

closely co-ordinate with the NPA on concrete construction schedules in

the relevant southern section of the runway.

To minimize the disturbance of recreational activities in the area it will be impor-

tant to:

Maintain access to Rawacou pond and the beachside recreational areas

at Argyle at all times. Especially over the weekends existing footpaths and

tracks should be kept free of any obstacles and clean so as to minimize

adverse impact on recreational activities in the area.

An essential measure for minimizing safety risks during construction will be to:


Final Report


Clearly demarcate the boundaries of construction by providing a fence to

keep people and animals out of the site throughout the construction period;

Regularly patrol and control the fence and repair any damage at short no-

tice.

The final alignment of the fence should be selected such as to effectively mini-

mize the area of the construction site, as this will minimize the physical impact on

the natural vegetation. On average the required construction corridor is expected

to be about 500 m wide.

The change that the Project will bring to the area in terms of aesthetics and land-

scape will be negative, long-term and irreversible. In the long run the magnitude

of the overall impact on the landscape is expected to rise as a consequence of

expected induced development and land use changes in the surroundings of the

airport.

The RC church on the hill between Argyle and Peruvian Vale, the green hills of

Mt. Pleasant and Mt. Coke are distinctive elements of the landscape, which will

be pulled down to give way for the new runway and to achieve the required ob-

stacle-free zone. In all, the characteristics of the present landscape are going to

be significantly altered and this impact is going to be massive and irreversible.

The previous rural character of the Mt. Pleasant and Argyle areas will be lost as a

result of large-scale losses of natural landscape elements in favour of new infra-

structure and induced development.

Upon finalisation of construction the site should be fully rehabilitated. This will

include:

• The clearance of the construction site from all construction waste, includ-

ing tires, drums, any packaging material etc.

• Removal of any defunct construction equipment and machinery, leaving

the site left in a clean and tidy condition;

• Disposal of all topsoil or excess material at an agreed and officially ap-

proved site, e.g. at the quarry in Rabacca or the landfill site at Diamond.


Final Report


To ensure that this measure will be ultimately implemented it is recommended

that

a guarantee on the rehabilitation of the overall construction site will be

signed between the IADC and the Cuban partners.

10.4 Operational Environmental Impacts

10.4.1 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.

This scenario bears both opportunity and risk. The opportunity is that the new In-

ternational Airport may become a model enterprise for sustainable management

practices and environmentally sound business operations in SVG – in line with

the GoSVG’s environmental policy statements. The risk is that this opportunity

will be missed and that decisions are taken, which in the medium to longer term

will entail unsustainable operations resulting in continuous adverse impact on

both the human and the natural environment.

From an environmental perspective it is therefore strongly recommended to

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


Final Report


that substantial input will be given to further decision making on airport opera-

tions.

10.4.2 Noise Impact

The calculation and assessment of noise impacts from airport operations requires

reliable data on traffic development and aircraft mix, which according to the IADC

have not yet been established. In the absence of these data noise impact will be

assessed to the extent that data are available and reasonable assumptions can

be made.

During operation noise associated with an airport can be attributed to a number

of sources and activities such as:

• Aircraft take-offs and landing;

• Aircraft over flights of residential neighbourhoods;

• Engine run-ups, which are tests performed on aircraft engines and sys-

tems after maintenance to ensure that they function safely;

• Reverse thrust, which is used to slow down an aircraft when landing on

the runway;

• General noise from ground services equipment.

‘Aircraft noise is defined as sound produced by any aircraft on run-up, taxiing,

take off, over-flying or landing’73 For planning purposes aircraft noise levels are

indicated 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 dBA) have been developed and over-

laid to the topographic map (Fig. 24). Fig. 24 therefore shows the worst case

scenario. To evaluate noise levels at key facilities like schools, churches, recrea-

tional areas, protected areas etc. it is necessary to use the dBA Leq. which can

only be developed on the basis of a traffic forecast expertise. Such expertise

shall therefore be prepared in the course of the future Airport Masterplan.

73 Wikipedia.


Final Report


The cumulative noise contour mainly depends on the number of flight operations

(in 24 hours) and types of aircrafts and is an effective tool to estimate the impact

of airport operations. The size and shape of single-event noise contours, which

are further inputs into the cumulative noise contours, depend on operational fac-

tors (e.g. aircraft weight, engine power setting and airport altitude), atmospheric

conditions (e.g. wind, temperature, humidity) and others. Each of these factors

can alter the shape and size of the single noise event contour significantly. Ex-

amples of the effects of two different operating conditions are given in the figure

below.

Condition 1 Condition 2

Landing, 3° approach Takeoff Landing, 3°approach Takeoff

Max. structural land-ing weight

Max. gross takeoff weight

85% of max. structural landing weight

80% of max. gross takeoff weight

10 Kt head wind Zero wind 10 Kt headwind 10 Kt head wind

84° F 84° F 59°F 59 °F

Humidity 15% Humidity 15% Humidity 70% Humidity 70%

Fig. 23: Effects of varying operating conditions on single event aircraft

noise contours74

74 Source: Boeing: B 747-400 Airplane Characteristics for Planning. Chapter 6: Jet Engine Wake and

Noise Data

Measuring sound and noise: Environmental noise is measured with reference

to the A-weighted decibel scale, dBA. This reflects the fact that the human ear

does not detect all frequencies of sound equally efficiently. To quantify sound

levels which vary with time equivalent continuous sound level or Leq is

calculated. This indicates the average sound level over a particular time period.

For example, an Leq, 24h of 60dBA indicates that the sound energy produced by

the noise source is equivalent to a constant sound of 60 dBA over 24 hours. Other

measures of noise are also available, that relate to different measurement

periods, such as the instantaneous maximum noise level (Lmax), or the average

over certain periods, such as evening or night (Lden). (Parliamentary Office of

Science and Technology, UK; 2003)


Final Report


The level of noise impact is generally assessed in terms of expected community

reaction and acceptable land use within a given contour. According to the stan-

dards used by the American Federal Aviation Authority (FAA) exposure levels of

65 LAeq will generally not give rise to complaints and will be acceptable to sensi-

tive receptors like residential areas, including schools and churches. Above this

level complaints will increase and therefore land use should be restricted to

commercial and industrial activities. The magnitude of the impact is measured in

numbers of people affected by unacceptable noise levels.

‘Busy day noise contours’ are usually used to visualize the boundaries of se-

lected noise levels around an airport. The calculation of the busy day noise con-

tours is based on the numbers of aircraft landing or departing per day and on the

expected aircraft mix. In the absence of these data an estimate of operational

noise has been made for the L(max) generated by selected aircraft types (instead

of an average exposure based on busy day noise calculations). It is assumed that

detailed calculations for different time horizons will be made during the Master

Plan phase (see chapter 9.5.2 of this report).

According to data obtained from E.T. Joshua Airport Dash 8 aircraft types repre-

sented 66% of the total operations in 2006. Dash 8 aircraft types fall in noise

classification group 2 of ICAO Annex 16 for noise levels ranging between 71.0

and 73.9 dBA. Aircrafts of type ‘Aero Commander’ and ‘Britten Norman Islander’

account for 10% and 8% of present aircraft operations at E.T. Joshua Airport re-

spectively. The latter two are small aircrafts, which are not listed in ICAO’s noise

classification system. The noisiest aircraft type presently landing at E.T. Joshua

Airport is the B 722 which falls into noise classification group 4 and so far oper-

ates once a week only. Noise classification group 4 is attributed to aircraft types

with average noise levels of 77 to 79.9 dBA. The B 747-400 (jumbo), which is the

design aircraft for the Argyle International Airport falls into group 5 (80.0 to 84.9

dBA).

Sound, pressure and noise are measured in units of decibel (dB) using a loga-

rith-mic scale. If a sound is increased by 10 dB, it is perceived as a doubling in

loud-ness. Changes in a sound by 3 dBA is barely perceptible to the human ear.


Final Report


The following figure is a plot of the apprximate single event 65 dBA noise con-

tours for the B 747-400 and the B 727-200 (which is the ‘passenger-version’ of

the B 722 presently operating at E.T. Joshua Airport). As can be seen from these

plots the B 722 exposes a significantly wider area and thus higher numbers of

people to noise levels > 65 Lmax than the B 747.

Fig. 24: Approximate single event noise contours (65 dBA) for B 727-400

and B 747-400 aircrafts


Final Report


The other above mentioned sources of noise during airport operations cannot be

completely eliminated, but the significance of the impact on sensitive human re-

ceptors in the surroundings of the new airport can be minimized by targeted

management measures.

In the frame of the required Airport Master Plan detailed noise calculations shall

be made for the 65 dBA LeQ based on realistic assumptions regarding traffic

forecast and aircraft mix over an appropriate period of time.

Given the wind and topographic conditions it is assumed that the population re-

siding to the west of the future runway would be generally more affected than

those (relatively few) people living comparatively close, but upwind of the source

of the noise (i.e. in Mt. Pleasant and Rawacou )

The following table lists the settlements that lie in the fly path of landing or depart-

ing aircrafts and that may thus be affected by future aircraft noise. The ultimate

level of noise impact and thus number of people being affected by disturbing

noise levels may be significantly less. A concrete assessment can only be made

when the relevant traffic data and information on aircraft mix are available.

Tab. 16: Settlements located in/near to the future aircraft fly path75

Settlement (ED) Population Settlement (ED) Population

Calliaqua Bridgetown

Brighton 852 Spring & Peruvian Vale 701

Diamond 1,416 Biabou (A1) 389

Stubbs 1,803 Bridgetown (A) 251

Calder 692 Cedars 320

Rawacou ,Mt. Pleasant 511 South Union 530

Marriaqua North Union 456

Argyle (incl. Akers + Escape) 367 Colonaire

Sans Souci (New Grounds) 155

Total population 2001 8443

Estimated total population 2020 9,823

75 Source: 2001 census, population per Enumeration District (ED); estimated growth rate 0.8% p.a.


Final Report


The ICAO Balanced Approach76 concept provides airports with an agreed meth-

odology to be used to address and manage aircraft noise problems in an envi-

ronmentally responsive and economically responsible way. The Balanced Ap-

proach to noise management encompasses four principal elements:

• Reduction of noise at source;

• Land use planning and management;

• Noise abatement operational procedures;

• Operating restrictions on aircraft.

The AC will be responsible to actively address these issues in a noise manage-

ment policy and programme. The noise management programme is one of sev-

eral programmes that shall be addressed in the ED’s OEMP, a concept of which

is given in Appendix VIII of this report.

To provide a framework for future effective noise management at the Argyle In-

ternational Airport the IADC should

Advocate the creation of an Environmental Department (ED) within the fu

ture AC that will have a wide range of environmental management tasks,

including the preparation and implementation of a noise management

programme for the systematic reduction of operational noise impact of the

airport77;

Assign a noise study based on ICAO Annex 16 procedures (‘Aircraft

Noise’), which also is a requirement for the later certification of the inter-

national airport according to the ‘Manual on Certification of Aerodromes’;

The ultimate level of aircraft noise impact on the population in the neighbourhood

of the new airport site can be effectively mitigated by

Adopting and strictly implementing a pro-active noise management policy.

76 See: ICAO Airport Development Reference Manual, 9th edition, 2004 77 Note: the to be created ED would have a wide range of responsibilities which are by no means limited

to noise management issues!


Final Report


More details on this issue are provided in the Conceptual Operational Environ-

mental Management Plan (see Chapter 10.6 and Appendix VIII of this report).

A further effective way of minimizing future noise impact on the local population is

to:

Strictly control residential development in areas where predicted noise

levels are in excess of a to be defined threshold, e.g. 65 dBA.

This measure will be laid down in the to be established regional and local devel-

opment plans under the responsibility of the PPU.

The following table shows noise and land use compatibility guidelines developed

by the FAA, which could be used by the competent authorities / the to be created

ED of the future airport in establishing these regional local development plans. It

should be noted that these figures are yearly day/night average sound levels,

which would have to be set in relation to the noise calculations provided in the (-

to be established -) Airport Master Plan based on relevant traffic forecast and air-

craft mix.


Final Report


Tab. 17: FAA noise and land use compatibility guidelines

Yearly day/night average sound level DNL, dB < 65 65 - 70 70 - 75 75 - 80 80 - 85 > 85

Residential use � no no no no no

Public use � Schools � no no no no no

Hospitals � 25 30 no no no

Churches & auditoriums � 25 30 no no no

Government services � � 25 30 no no

Transportation � � � � � � Parking � � � � � �

Commercial use Offices, businesses; � � 25 30 no no

professional wholesale , retail, building materials, hardware, farm equipment

� � � � � no

Retail trade – general � � � � � no

Utilities � � � � � � Communication � � 25 30 no no

Manufacturing and production Manufacturing, general � � � � � � Agriculture - except life stock – and forestry

� � � � � �

Life stock farming and breeding � � � no no no

Mining and fishing resource produc-tion and extraction

� � � � � �

Recreational use Outdoor sports arenas and specta-tor sports

� � � � no no

Nature exhibits and zoos � � no no no no

Amusement parks, resorts, and camps

� � � � � �

Golf courses, riding stables and wa-ter recreation

� � 25 30 no no

� land use / related structures are compatible without restrictions; no land use / related struc-tures are not compatible and should be prohibited; 25, 30 or 35 land use related structure generally compatible; measures to achieve outdoor to indoor noise level reduction of 25, 30 or 35 dB must be incorporated into design and construction of structure.


Final Report


10.5 Safety

Operation of an International Airport requires a vast range of safety measures to

be considered in accordance with ICAO standards. In this respect appropriate

framework conditions will have to be provided for

• Emergencies;

• Rescue and fire fighting services;

• Dangerous cargo; and

• Bird strike.

To comply with operational safety requirements in accordance with international

standards steps and measures will have to be taken in terms of organisation,

equipment, staffing, training and operation.

Emergencies: The ICAO has developed guidelines on aerodrome emergency

planning which are provided in Annex 14, Chapter 9.1. Examples of emergencies

are aircraft emergencies, sabotage, including bomb threats, unlawfully seized air-

craft, dangerous goods occurrences, building fires and natural disasters. Accord-

ing to ICAO the aerodrome emergency plan shall be commensurate with aircraft

operations and other activities conducted at the airport and provide for the coor-

dination of actions to be taken in an emergency occurring at the aerodrome or its

vicinity. The plan shall coordinate the response or participation of all existing

agencies, which in the opinion of the appropriate authority, could be of assistance

in responding to an emergency. Examples of agencies are:

• At the aerodrome: air traffic control unit; rescue and fire fighting services;

aerodrome administration; medical and ambulance services; aircraft op-

erators; security services; and police.

• Off the aerodrome: fire departments; police, medical and ambulance ser-

vices; hospitals; military; and harbour patrol or coast guard.


Final Report


Further issues addressed in ICAO Annex 14 in the context of and rescue and fire

fighting are:

Chapter 9.1: Aerodrome Emergency Planning

• Emergency centre and command post;

• Communication systems;

• Emergency exercises;

• Emergencies in difficult environment (e.g. sea).

Chapter 9.2: Rescue and Fire Fighting

• Level of protection to be provided;

• Fire fighting;

• Rescue equipment;

• Response time;

• Emergency access roads;

• Fire Stations;

• Communication and alerting systems;

• Number of rescue and fire fighting vehicles;

• Personnel and training requirements.

In a supplement to Annex 14 the ICAO has developed further guidance materials

on rescue and fire fighting, which are described in Attachment A (Guidance Mate-

rial) Number 16 of ICAO Annex 14. These materials contain further details on:

• Administration;

• Training requirements;

• Level of protection to be provided;

• Rescue equipment for difficult environments; and

• Facilities (communication and alarm systems).

Dangerous cargo: The ICAO has developed an internationally agreed set of

provisions governing the safe transport of dangerous goods78 by air, which are

compiled in ICAO Annex 18. These provisions are based on the Recommenda- 78 Dangerous goods are defined as ‘articles or substances which are capable of posing a risk to health, safety,

property or the environment and which are shown in the list of dangerous goods in the Technical Instructions or which are classified according to those Instructions’.


Final Report


tions of the United Nations Committee of Experts on the Transport of Dangerous

Goods and the Regulations for the Safe Transport of Radioactive Materials of the

International Atomic Energy Agency.

Bird strike is a realistic risk in the Mt. Pleasant and Argyle area, especially with

regard to the abundance of cattle egrets and lizards on which these birds mainly

feed. The green spaces and grassed shoulders alongside the new runway will

generally provide attractive feeding habitat for these animals. Other critical spe-

cies could be the colony of blue herons nesting alongside the Yambou River and

any other birds that are larger than pigeons. A further critical aera may be the

landfill at Diamond, which lies in the flypath of approaching aircraft.

Examples of damage on aircraft resulting from bird strike

As bats are abundant in the area and the runway cuts through their fly paths be-

tween roosting and foraging habitats the risk of ‘bat strike’ may also need to be

considered. The phenomenon of bat strike risks is known from other international

airports such as San Antonio in Texas. According to recent research electromag-

netic radiation associated with radar installations can elicit an aversive behav-

ioural response in foraging bats if the electromagnetic field is greater than 2-volts/

m (Nicholls and Racey, 2007)79.

Details of the safety arrangements proposed for Argyle International Airport are

not yet available, but it is evident that the present arrangements of E.T. Joshua

would not meet the relevant ICAO standards. To comply with the relevant ICAO

79 Note: Ultrasonic bird repellent devices are not useful against pigeons roosting in hangars. Source: S. M. Satheesan, 1999. Zero Bird-Strike Rate - An Achievable

Target, Not A Pipedream. Paper prepared for the First Joint Annual Meeting of the Bird Strike Committee-USA/Canada,Vancouver,BC, 1999.


Final Report


safety standards for the operation of an international airport it is thus recom-

mended to

Establish an emergency (response) plan and take all required decisions in

terms of organisation, equipment, staffing, training and operational

framework conditions in compliance with ICAO recommendations pro-

vided in ICAO Annex 14 (I) to ensure safe airport operations;

Set up an effective program for the safe transport of dangerous goods in

accordance with recommendations provided in ICAO Annex 18;

Establish and implement a best practice management plan in accordance

with ICAO’s revised Standards and Recommended Practices (SARPS) on

airport wildlife control of 2003.

The responsibility for the establishment of all of the above plans will lie with the to

be created ED by the AC (see chapter 12.3).

10.5.1 Impact on Protected Areas and Habitats of Protected Species

As regards Milligan Cay a potential operational impact could be that legally pro-

tected resident and migratory bird species will be disturbed by aircrafts flying over

the island at low altitudes. Landing aircraft usually descend on a 3° glide path to-

wards an aiming point approximately 300 metres from the runway threshold. This

places them at 60 m above ground at about 1,200 m from the runway. Departing

aircraft normally are over 150 m above the ground before crossing the threshold.

The preliminary design report states that the threshold for this Project is at 120 m

beyond the beginning of the runway. The highest point of Milligan Cay is 30 m asl

while the runway is located at about 40 m asl. Milligan Cay lying 2,750 m south of

the beginning of the runway planes would normally cross over the island at an al-

titude of about 122 m. If the (standard) threshold of 300 m is applied the clear

height between the top of the island and the aircraft would be at about 132 m.

A reasonable prediction of bird reaction on aircrafts of varying size crossing over

the island at altitudes from 120 to 130 metres is not possible. It is also not possi-

ble to predict in how far birds scared up by approaching aircrafts will themselves


Final Report


become a safety hazard and increase the risk of bird strike. Given the conserva-

tion status of both the island and the species inhabiting 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 both

conservation status of the avifauna of Milligan Cay and potential safety

impacts on aircraft operations. Mitigation measures 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 (protected)

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 managerial measures will be duly implemented.

10.5.2 Impact on Marine Turtles

The potential impact of light on nesting and hatching sea turtles during construc-

tion was already explained in chapter 10.3.3. Besides potential impacts of light

during construction permanent light sources may affect these legally protected

animals during the operation of the airport. Details of future lighting of the airport

facilities are not yet known, but the most likely source of disturbance may result

from security lights around the northern edge of the fence. More distant sources

of light like apron or terminal buildings may also have an adverse effect. To avoid

adverse operational impact on nesting sea turtles it is suggested that:

Artificial light sources at the southern or northern runway end will be posi-

tioned so that the source of light is not directly visible from the sea or does

not directly illuminate areas of the beach;

Visibility of airport lights from the relevant beaches will be assessed upon

completion of works in conjunction with the Fisheries Department and cor-

rections made as appropriate shielding of lights at source or plantations

alongside the beach.


Final Report


10.6 Conceptual Operational Environmental Management Plan

A conceptual Operational Environmental Management Plan (OEMP) for the Ar-

gyle International Airport is attached in Appendix VIII. The objective of this con-

cept is to provide 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.

Environmental programmes to be addressed in the frame of the OEMP are:

• Aeronautical noise;

• Water quality;

• Air quality;

• Waste management;

• Hazardous materials;

• Natural habitat;

• Resource efficiency; and

• Environmental impact assessment.

As applicable national standards do not exist international standards shall form

the basis for environmental programs and performance as appropriate.

To ensure that environmental performance of airport operations will be continu-

ously improved the environmental management system the OEMP should be de-

veloped in accordance with the principles of ISO 1400180.

To drive the continuous improvement of its environmental performance the Air-

port should provide a yearly update of its OEMP and publish it on a company

website.

80 ISO 14001 is an internationally recognized standard that outlines the structures of environmental

management systems and operates based on the principle of PDAC (=plan-do-check-act).

Argyle International Airport Project

Environmental Impact Assessment

Fin

al R

epo

rt

Pag

e 2

23

P:\A

bt243\

78220\B

earb

eitu

ng\2

14\T

ext

\EIA

Fin

al\F

inal_

Report_05_08.d

oc

10.7

Cost Estimate

In t

he

fo

llow

ing t

ab

le c

ost

rele

vant

me

asure

s (

additi

ona

l p

lans,

instit

utio

na

l str

en

gth

enin

g,

mo

nito

ring)

are

lis

ted a

nd t

he

re

spe

ctiv

e

co

sts

estim

ate

d.

The

re is n

o t

ota

ls f

orm

atio

n b

eca

use

the

de

cis

ion w

he

the

r a

n indiv

idua

l m

ea

sure

will

be

im

ple

me

nte

d o

r no

t w

ill b

e d

e-

cid

ed b

y t

he

IA

DC

in t

he

co

urs

e o

f th

e P

roje

ct

Imp

lem

enta

tion P

roce

ss.

Cultural Heritage Action Plan

Dir

ect

Pro

ject-

rela

ted

co

st

Na

tiona

l bu

dge

t E

C$

•

Re

co

very

/ r

elo

ca

tion

of

pe

tro

gly

ph

40,000.00 USD

106,800.00

•

Re

co

very

of

iro

n m

achin

ery

an

d s

tone

s f

rom

the

Arg

yle

suga

rmill

site

and

tra

nspo

rt to

Ora

nge

Hill

asa

p

5,000.00 USD

13,350.00

•

Arc

ha

eo

logic

al e

xca

vatio

ns

100,000.00 USD

267,000.00

•

Ap

po

intm

en

t o

f a

‘Cu

ltura

l Off

ice

r’ a

s p

ostu

late

d b

y th

e N

T

ove

r th

e r

ele

van

t pa

rt o

f th

e c

onstr

uctio

n p

eri

od

; ne

eds to

be

flu

ent

in S

pa

nis

h a

nd E

ng

lish;

To

tal a

nnua

l co

st

Co

st fo

r 3

ye

ars

40,000.00 USD

120,000.00 USD

106,800.00

320,400.00



Fin

al R

epo

rt

Pag

e 2

24

P:\A

bt243\

78220\B

earb

eitu

ng\2

14\T

ext

\EIA

Fin

al\F

inal_

Report_05_08.d

oc

Institutional Strengthening

Monitoring of EMP-Implementation

Dir

ect

Pro

ject-

rela

ted

co

st

Na

tiona

l bu

dge

t E

C$

•

Pe

rio

dic

em

plo

ym

ent o

f a

n inde

pe

nde

nt e

nvi

ron

me

nta

l au

di-

tor,

i.e

. fo

r o

ne

we

ek

eve

ry 3

mo

nth

s t

hro

ugho

ut co

nstr

uctio

n

pe

rio

d.

To

tal c

ost fo

r 3

mo

nth

s:

3,000.00 USD

/ Month

9,000.00 USD

8,010.00

/ Month

24,030.00

•

‘Co

mpe

tent

Pe

rso

n’ o

vers

ee

ing E

MP

im

ple

me

nta

tion p

ro-

po

se

d to

join

IA

DC

’s te

am

; ne

eds to

be

flu

ent

in S

pa

nis

h a

nd

E

ng

lish

.

ann

ua

l co

st /

tota

l co

st fo

r 3

ye

ars

40,000.00 USD

/ Month

120,000.00 USD

106,800.00

/ Month

320,400.00

DESIGN REVIEW

Dir

ect

Pro

ject-

rela

ted

co

st

Na

tiona

l bu

dge

t E

C$

•

Co

nne

ct th

e o

ld W

ind

wa

rd H

igh

wa

y to

the

ne

w a

cce

ss r

oa

d

fro

m the

so

uth

to

ensure

acce

ss f

or

case

s o

f e

me

rge

ncy

100,000.00 USD

267,000.00

•

Se

t up

a s

tate

of

the

art

lan

dsca

pin

g p

lan

- p

lan

nin

g

- im

ple

me

nta

tion

70,000.00 USD

200,000.00 USD

186,900.00

534,000.00



Fin

al R

epo

rt

Pag

e 2

25

P:\A

bt243\

78220\B

earb

eitu

ng\2

14\T

ext

\EIA

Fin

al\F

inal_

Report_05_08.d

oc

Environmental Support Projects

Dir

ect

Pro

ject-

rela

ted

co

st

Na

tiona

l bu

dge

t E

C$

•

Inte

gra

ted

‘Wa

ters

he

d M

ana

ge

me

nt S

up

po

rt P

roje

ct'

for

the

Y

am

bo

u R

ive

r V

alle

y 50,000.00 USD

133,500.00

Development Control

Dir

ect

Pro

ject-

rela

ted

co

st

Na

tiona

l bu

dge

t E

C$

•

Re

gio

na

l de

velo

pm

ent

pla

n

X

•

La

nd u

se

/ Z

onin

g p

lan

100,000.00 USD

267,000.00

•

Air

po

rt M

aste

rpla

n

300,000.00 USD

801,000.00



Fin

al R

epo

rt

Pag

e 2

26

P:\A

bt243\

78220\B

earb

eitu

ng\2

14\T

ext

\EIA

Fin

al\F

inal_

Report_05_08.d

oc

ENVIRONMENTAL MONITORING PROGRAMMES

Dir

ect

Pro

ject-

rela

ted

co

st

Na

tiona

l bu

dge

t E

C$

CONSTRUCTION PHASE

•

Wa

ter

qua

lity

me

asure

me

nts

Ya

mbo

u R

ive

r

Co

sts

pe

r unit (

pa

ram

ete

rs to

be

me

asure

d in

dic

ate

d in

cha

p-

ter

10

.9):

P

rice

pe

r U

nit

1,800.00 USD

P

rice

pe

r U

nit

4,806.00

Num

be

r o

f lo

ca

tions:

3

Me

asure

me

nts

pe

r ye

ar:

4

N

um

be

r o

f ye

ars

: 3

To

tal Q

ua

ntit

y o

f u

nits =

3 x

4 x

3 =

36

T

ota

l pri

ce

64,800.00 USD

T

ota

l pri

ce

173,016.00

•

Air

qua

lity

me

asure

me

nts

Co

sts

pe

r unit (

pa

ram

ete

rs to

be

me

asure

d in

dic

ate

d in

cha

p-

ter

10

.9):

P

rice

pe

r U

nit

1,500.00 USD

P

rice

pe

r U

nit

4,005.00

Me

asure

me

nts

pe

r ye

ar:

4

N

um

be

r o

f ye

ars

: 3

To

tal Q

ua

ntit

y o

f u

nits =

3 x

4 =

12

T

ota

l pri

ce

18,000.00 USD

T

ota

l pri

ce

48,060.00



Fin

al R

epo

rt

Pag

e 2

27

P:\A

bt243\

78220\B

earb

eitu

ng\2

14\T

ext

\EIA

Fin

al\F

inal_

Report_05_08.d

oc

ENVIRONMENTAL MONITORING PROGRAMMES

Dir

ect

Pro

ject-

rela

ted

co

st

Na

tiona

l bu

dge

t E

C$

OPERATION PHASE

•

Wa

ter

qua

lity

me

asure

me

nts

Ya

mbo

u R

ive

r

Co

sts

pe

r unit (

pa

ram

ete

rs to

be

me

asure

d in

dic

ate

d in

cha

p-

ter

10

.9):

P

rice

pe

r U

nit

1,800.00 USD

P

rice

pe

r U

nit

4,806.00

Num

be

r o

f lo

ca

tions:

3

Me

asure

me

nts

pe

r ye

ar:

2

To

tal Q

ua

ntit

y o

f u

nits =

3 x

2 =

6

To

tal p

rice

10,800.00 USD

T

ota

l pri

ce

28,836.00

CREATION OF AN ENVIRONMENTAL DEPARTMENT

AS PART OF THE FUTURE AIRPORT

MANAGEMENT AUTHORITY

Dir

ect

Pro

ject-

rela

ted

co

st

Na

tiona

l bu

dge

t E

C$

En

viro

nm

en

tal /

De

pa

rtm

ent

2 p

erm

ane

nt sta

ff e

xpe

rts.

An

nua

l co

st

60,000.00 USD

160,200.00

Eq

uip

me

nt, t

rain

ing; a

nnua

lly

5,000.00 USD

13,350.00



Fin

al R

epo

rt

Pag

e 2

28

P:\A

bt243\

78220\B

earb

eitu

ng\2

14\T

ext

\EIA

Fin

al\F

inal_

Report_05_08.d

oc


Final Report


10.7.1 Design and Construction

As mentioned earlier in this report the detailed design for the various airport facili-

ties will be provided by foreign governments and construction will be done by

workers of the same countries. There will thus be no international bidding for the

finalisation of the detailed design or the execution of construction works under

the Project. Due to these specific implementation arrangements the IADC will

have to liaise with the Cuban and Venezuelan partners about the integration of

the proposed environmental protection measures and management arrange-

ments into the respective design and construction packages. This would inter alia

include potential unforeseen expenditures for the presently still missing landscap-

ing plan and the provision of appropriate emergency arrangements for the work-

force during construction (full time medical person and ambulance). A separate

cost estimate of the various proposed measures has thus not been made.

It should be noted that the proposed institutional arrangements described in

chapter 12 of this report would also entail additional personnel expenditures on

the side of both, the IADC and the workforce from Cuba.

The cost for the implementation of the proposed Cultural Heritage Action Plan

would be the responsibility of the IADC / the GoSVG. According to a bid solicited

from Canadian experts the cost for the recommended archaeological excavations

at Argyle would be in the order of 110,000 US$. The expense for the safe recov-

ery of the petroglyph could not be assessed in the frame of this study. The

SVGNT may use their contacts with archaological experts to clarify this point for

the IADC. The proposed removal of machinery from the Argyle sugarmill site and

its transport to Orange Hill would be included in the construction package.

10.7.2 Operational Cost of Environmental Management Measures

The operation of an international airport will require decisions on a modern and

effective management structure. Such modern management structure would inter

alia comprise an Environmental Department, which would be responsible to es-

tablish and implement the operational environmental management plan in accor-

dance with international standards. The operation of this department will entail


Final Report


significant recurrent cost for suitably qualified personnel and regular further train-

ing, cost for the office and communication, the purchase of computers, a vehicle

etc.

The budget required for the creation and adequate operation of this department

cannot be estimated at this point of time, but the issue should be duly considered

by the GoSVG and the IADC in the further decision making process.

10.8 Implementation Schedule

The various mitigation measures proposed in the frame of this study will require

action at many levels.

The guidelines for the conduct of this EIA study specifically mention that the

study aims at providing a forum for public consultation and informed comment on

the proposal. To achieve this objective the IADC may decide to publish this report

on the Internet.

The first phase of EMP implementation will deal with the review of the detailed

design and the decision whether or not the proposed environmental mitigation

measures will be considered. This process would thus start immediately and go

in parallel with the technical design review and related internal decisions and dis-

cussions with the Venezuelan design team.

With regard to the proposed archaeological excavations decisions should also be

taken early to ensure that the team can be appointed within the appropriate time

window and no conflicts will arise with the progress of construction.

The appointment of an internal (Spanish speaking) environmental monitor within

the IADC (the Competent Person) should be envisaged at short notice to facili-

tate profound familiarisation with the contents of the EMP (see chapter 12.3).

As soon as the construction unit and their equipment will be on the site some ini-

tial discussions should be held to ensure a common understanding on the roles

and responsibilities of the IADC’s Competent Person and the Construction Unit’s

representative and Nominated Person responsible for EMP implementation.


Final Report


A representative of the SVGNT should be invited to the site prior to the beginning

of construction to explain the CU’s representatives and personnel the chance find

procedures and the relevance of cooperation with the IADC and the SVGNT.


Final Report




Fin

al R

epo

rt

Pag

e 2

33

P:\A

bt243\

78220\B

earb

eitu

ng\2

14\T

ext

\EIA

Fin

al\F

inal_

Report_05_08.d

oc

10.9

Institutional and Agency Support

The

fo

llow

ing t

ab

le p

rovi

de

s a

n o

verv

iew

whe

re instit

utio

ns o

r a

ge

ncie

s s

ho

uld

pla

y a

ro

le.

Issue

Institutional Support by

Comment

1)

Pla

nta

tion o

f a

ppro

pri

ate

ve

ge

tatio

n f

or

co

asta

l pro

tectio

n

Fo

restr

y D

epa

rtm

ent

Co

nsult

with F

ore

str

y D

epa

rt-

me

nt fo

r spe

cie

s s

ele

ctio

n (

e.g

. se

a g

rape

)

2)

Ha

nd

ling

of

vege

tatio

n c

lea

red f

rom

the

site

(shru

bs a

nd

tre

es)

Fo

restr

y D

epa

rtm

ent

Is

sue

sha

ll be

agre

ed u

po

n

pri

or

to t

he

co

mm

ence

me

nt o

f o

pe

ratio

ns

3)

Sto

rage

are

as fo

r die

se

l an

d lu

bri

ca

nts

. M

ana

ge

me

nt co

n-

tro

ls f

or

toxi

c a

nd o

il sp

ills

NE

MO

/ S

OL

and

CW

SA

’s W

aste

Ma

na

ge

me

nt

Unit

The

CU

sha

ll su

bm

it a

me

tho

d

sta

tem

en

t o

n t

he

pro

po

se

d

de

sig

n o

f site

s d

esig

ne

d f

or

sto

rage

of

die

se

l an

d lu

bri

-ca

nts

. IA

DC

ma

y ge

t su

ppo

rt

fro

m N

EM

O / S

OL

in

re

vie

win

g

this

sta

tem

en

t. A

ppro

val t

o b

e

obta

ine

d f

rom

CW

SA

's W

aste

M

ana

ge

me

nt U

nit

4)

Impo

rte

d c

onstr

uctio

n e

quip

me

nt

The

Pla

nt

Pro

tectio

n a

nd

Qua

ran

tine

Unit in

the

M

AF

F

The

Pla

nt

Pro

tectio

n a

nd

Q

ua

rantine

Unit in t

he

MA

FF

sho

uld

be

info

rme

d in

due

tim

e

abo

ut

the

expe

cte

d a

rriv

al o

f th

e c

onstr

uctio

n e

qu

ipm

ent

so

th

at

ne

ce

ssa

ry a

ssessm

ent o

f



Fin

al R

epo

rt

Pag

e 2

34

P:\A

bt243\

78220\B

earb

eitu

ng\2

14\T

ext

\EIA

Fin

al\F

inal_

Report_05_08.d

oc

Issue


Comment

any

so

ils o

r re

sid

ue

tha

t m

ay

ca

rry

po

tentia

lly h

arm

ful i

nva

-sio

n s

pe

cie

s (

e.g

. e

ggs,

larv

ae

e

tc.)

ca

n b

e m

ade

an

d e

ffe

ctiv

e

pre

ca

utio

na

ry m

ea

sure

s ta

ken

.

5)

Tra

nsfo

rmin

g o

f ru

ral e

nvi

ron

me

nt

into

air

po

rt a

nd a

irpo

rt

aff

ine

co

mm

erc

ial c

entr

es. D

eclin

e o

f bio

div

ers

ity.

Spe

cie

s

ada

pte

d t

o f

ore

sts

and w

oo

dy

ha

bita

t str

uctu

res a

re e

x-pe

cte

d t

o d

raw

ba

ck f

urt

he

r in

land

to

less d

istu

rbe

d a

rea

s.

Fo

restr

y D

epa

rtm

ent

Fo

restr

y D

epa

rtm

ent

ma

y de

-cid

e to

im

pro

ve t

he

enfo

rce-

me

nt o

f hu

ntin

g r

estr

ictio

ns a

nd

se

nsiti

se

the

loca

l po

pu

latio

n

abo

ut

this

issue

.

6)

Ve

ge

tatio

n c

lea

rance

alo

ngsid

e t

he

clif

fs tha

t a

re to

be

de

-m

olis

he

d d

uri

ng s

ite p

repa

ratio

n in

the

vic

inity

of

the

pe

tro

-g

lyp

hs.

SV

GN

T

SV

GN

T s

ho

uld

be

info

rme

d in

due

tim

e a

nd invi

ted

to

sys

-te

ma

tica

lly in

spe

ct th

ese

clif

fs

to e

nsure

tha

t no

oth

er

art

e-

facts

wo

uld

be

incid

enta

lly d

e-

str

oye

d.

7)

Pre

his

tori

c b

uri

als

. D

uri

ng

exc

ava

tions t

he

re is

a h

igh

po

s-

sib

ility

of

cha

nce

fin

ds c

onsis

ting

of

gra

ves

SV

GN

T

The

IA

DC

in c

on

junctio

n w

ith

th

e S

VG

NT

an

d r

ele

van

t sta

keho

lde

rs s

ho

uld

esta

blis

h

agre

ed p

roce

dure

s to

de

al w

ith

such c

ase

s

8)

Ap

po

int a

fu

ll tim

e c

ultu

ral o

ffic

er

thro

ugho

ut

the

co

nstr

uc-

tion p

ha

se

of

the

Pro

ject

who

wo

uld

be

flu

ent

in b

oth

En

g-

lish

an

d S

pa

nis

h

SV

GN

T

Fu

ll tim

e c

ultu

ral o

ffic

er

to b

e

appo

inte

d



Fin

al R

epo

rt

Pag

e 2

35

P:\A

bt243\

78220\B

earb

eitu

ng\2

14\T

ext

\EIA

Fin

al\F

inal_

Report_05_08.d

oc

Issue


Comment

9)

Se

t up

an

em

erg

ency

respo

nse

un

it w

ith a

min

imu

m o

f o

ne

m

edic

al p

ers

on to

lia

iso

n w

ith

the

Mo

HE

and

pro

vide

an

am

bu

lance

on s

ite

Mo

HE

O

ne

ad

ditio

na

l me

dic

al p

ers

on

/ do

cto

r to

be

appo

inte

d

10

) M

onito

rin

g o

f th

e s

anita

ry c

ond

itio

ns w

ithin

the

wo

rke

r’s

ca

mps

Mo

HE

P

ub

lic h

ea

lth c

are

off

ice

r’s o

f th

e M

oH

E s

ha

ll re

gu

larl

y ca

rry

out surp

rise

che

cks

to

inspe

ct

the

ca

mps

11

) E

me

rge

ncy

respo

nse

pla

n

NE

MO

/ M

oT

W

Re

spo

nse

pla

n t

o b

e a

ppro

ved

by t

he

NE

MO

/ M

oT

W p

rio

r to

be

gin

nin

g o

f co

nstr

uctio

n

12

) M

inim

ize

ris

ks o

f ne

w infe

ctio

ns o

f H

IV/A

IDS

an

d S

TI.

Mo

H

Se

rvic

es to

be

re

nde

red in t

he

fr

am

e o

f th

e n

atio

na

l AID

S/S

TI

Pre

ventio

n P

rogra

mm

e e

sta

b-

lishe

d u

nde

r th

e M

oH

E

13

) A

void

dis

turb

ance

of

reha

bili

tatio

n w

ork

s a

t R

aw

aco

u

NP

A

IAD

C s

ho

uld

clo

se

ly c

oo

rdin

ate

w

ith t

he

NP

A o

n c

oncre

te c

on-

str

uctio

n s

che

du

les in

the

re

le-

vant

so

uth

ern

se

ctio

n o

f th

e

run

wa

y

14

) Im

ple

me

nta

tion o

f a

n o

pe

ratio

na

l ma

na

ge

me

nt

pla

n

(OE

MP

, co

nce

ptio

na

l OE

MP

se

e A

ppe

ndix

8)

an

d f

or

the

co

ntin

uo

us im

pro

vem

en

t o

f th

e e

nvi

ron

me

nta

l pe

rfo

rma

nce

a

nd

susta

ina

ble

de

velo

pm

ent

of

the

air

po

rt

Futu

re A

irpo

rt C

om

pa

ny

(AC

) C

rea

te a

n E

nvi

ron

me

nta

l De

-pa

rtm

ent

(ED

) w

ithin

the

futu

re

Air

po

rt C

om

pa

ny

(AC

) th

at

will

be

re

spo

nsib

le



Fin

al R

epo

rt

Pag

e 2

36

P:\A

bt243\

78220\B

earb

eitu

ng\2

14\T

ext

\EIA

Fin

al\F

inal_

Report_05_08.d

oc

Issue


Comment

15

) Im

pa

ct o

n M

ari

ne

Turt

les.

Vis

ibili

ty o

f a

irpo

rt li

ghts

fro

m t

he

re

leva

nt

be

ache

s

Fis

he

rie

s D

epa

rtm

ent

Vis

ibili

ty o

f a

irpo

rt li

ghts

fro

m

the

re

leva

nt

be

ache

s w

ill b

e

asse

sse

d u

po

n c

om

ple

tion

of

wo

rks in c

on

junctio

n w

ith t

he

F

ishe

rie

s D

epa

rtm

ent a

nd c

or-

rectio

ns b

e m

ade

as a

ppro

pri

-a

te s

hie

ldin

g o

f lig

hts

at so

urc

e

or

pla

nta

tions a

lon

gsid

e t

he

be

ach

16

) L

ow

lyi

ng a

rea

be

twe

en t

he

futu

re r

un

wa

y a

nd t

he

se

a b

e

co

nsid

ere

d f

or

a c

om

bin

ed

use

of

co

asta

l pro

tectio

n a

nd li

fe

sto

ck

farm

ing

Min

istr

y o

f A

gri

cu

lture

C

oncre

tely

spa

ce

to

be

de

sig

-na

ted

to

pa

stu

re u

se

to

be

de

-te

rmin

ed

17

) A

ir m

ea

sure

me

nts

duri

ng c

onstr

uctio

n p

ha

se

.

Pa

ram

ete

rs: d

ust, T

SP

, sm

oke

of

asp

ha

lt p

lants

, N

ox,

SO

2,

Pb,

CO

an

d T

HC

.

Sche

du

le: Q

ua

rte

rly

me

asure

me

nts

duri

ng c

onstr

uctio

n

pha

se

.

Lo

ca

tion: C

onstr

uctio

n s

ite

Sta

nda

rds f

or

qua

lity: E

U o

r W

HO

sta

nda

rds

Mo

HE

and

Mo

TW

C

apa

city

of

Mo

HE

ne

eds to

be

str

ength

ene

d w

ith r

ega

rd to

m

ea

suri

ng instr

um

ents

and

a

qua

lifie

d p

ers

on.

Alte

rna

tive

ly t

he

se

rvic

es m

ay

be

su

bco

ntr

acte

d.



Fin

al R

epo

rt

Pag

e 2

37

P:\A

bt243\

78220\B

earb

eitu

ng\2

14\T

ext

\EIA

Fin

al\F

inal_

Report_05_08.d

oc

Issue


Comment

18

) Y

am

bo

u R

ive

r w

ate

r q

ua

lity m

ea

sure

me

nts

.

Pro

po

se

d p

ara

me

ters

: pH

, co

nd

uctiv

ity,

turb

idity,

TD

S, N

O3, N

P, N

H3, C

OD

, B

OD

, T

DH

, he

avy

me

tals

: P

b,

Mg

, Z

n, C

u,

Cd,

Hg

Sche

du

le: F

irst

me

asure

me

nt

pri

or

to c

onstr

uctio

n s

tart

s

ne

ar

Ya

mbo

u R

ive

r.

Qua

rte

rly m

ea

sure

me

nts

duri

ng

co

nstr

uctio

n p

ha

se

.

Duri

ng o

pe

ratio

n p

ha

se

me

asure

me

nts

2 tim

es p

er

yea

r.

Sta

nda

rds: W

ate

r qua

lity

sta

nda

rds o

f E

U o

r W

HO

Mo

HE

and

CW

SA

C

apa

city

of

Mo

HE

and

/ o

r C

WS

A n

ee

ds to

be

str

en

gth

-e

ne

d w

ith

re

ga

rd t

o m

ea

suri

ng

instr

um

ents

an

d a

qua

lifie

d

pe

rso

n.

Alte

rna

tive

ly a

loca

l la

bo

rato

ry

ma

y b

e s

ubco

ntr

acte

d.



Fin

al R

epo

rt

Pag

e 2

38

P:\A

bt243\

78220\B

earb

eitu

ng\2

14\T

ext

\EIA

Fin

al\F

inal_

Report_05_08.d

oc


Final Report


11. SOCIO ECONOMIC IMPACTS AND THEIR MITIGATION

11.1 Introduction

Open market valuations have been carried out in 2006/2007 to assist the IADC in

the determination of the adequate price for the properties to be purchased within

the boundaries of the future airport (see the aerial photograph attached at the

end report). Based on this valuation the IADC has carried out individual negotia-

tions with the affected property owners.

According to the pertinent legislation compensation may only be paid upon

proved titles and legal ownership. The Possessory Titles Act provides the frame-

work for transforming occupied parcels of private land into legal ownership after

they have been occupied over a minimum period of twelve years.

The GoSVG would become the owner of any pivate land after having published

an acquisition notice twice in the Gazette. Following to this the GoSVG would ac-

quire the land through the Chief Surveyor on behalf of the Government and at the

expense of the IADC.

When a landowner cannot be identified the land is valued regardless and the

money placed in an account at the treasury for compensation at a later point of

time. Any increase of the land value that may occur in the meantime would not be

taken into consideration in this process.

The same procedure would be applied when a landowner does not agree the

price proposed by the Chief Surveyor. The landowner may then challenge the

value of the land and get private valuation to compare and negotiate, but would

not be able to keep it as the land would now belong to the Government.

Compensation for the loss of productive lands or agricultural income will be in ac-

cordance with market prices at the time of sale, based on evidence of similar

sales in the area.


Final Report


11.2 Residential Land

The Argyle / Mount Pleasant property owners who need to be relocated were of-

fered 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 will be better compared to the current situation. This is an important as-

pect when considering that most of the people to be relocated are elderly.

By March 7, 2008 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.

As indicated in the questionnaire (Fig. 19) affected residents where asked about

their preferable relocation site within St. Vincent. As a result of the survey 94 % of

affected households prefer to relocate within the main island. This is because

center of life (including employment, social and natural environment) of most of

the affected people is mainland St. Vincent. Harmony Hall, southwest of Argyle,

is the preferred relocation. 68 % of the households would like to move there.

13 % would like to stay near or in Argyle and refer Akers or Diamand as their fa-

vorite relocation areas. Spring, in the North of Argyle at the coast, is preferred by

10 % of the households and Pembroke, in the West of the main island, by 3 %.

Not interested in moving to another location in St. Vincent or generally unready to

move from Argyle are 6 % of the households.


Final Report


Fig. 25: Relocation preferences of affected households

The preferences affected people expressed were considered by the IADC in the

relocation process. In addition the time frame people need for relocation 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 earth-

works will be carried out first. Approximate extension of site clearance phase I is

indicated in the attached "Map of Mitigation Measures (1:5000)". By April 2008 all

affected land parcels within the phase I site clearance and earthwork section had

been acquired by the IADC.

11.3 Agricultural Land and Empty Land Parcels

Farmland

Most of the above mentioned ‘land only parcels’ that are located within and inter-

sected by the new airport boundaries are agricultural land (cultivated fields

/permanent crops and pasture) as described in chapter 8.3 and form the basis for

agriculture-based livelihood. These lands only parcels were valued in 2006 by the

same firm that did the evaluation of properties in the area.


Final Report


In addition there are 309 empty land parcels (totalling to 113.6 ha), which will

need to be purchased by the GoSVG. By early March 2008 deeds had been re-

ceived from 191 property owners.

The concrete time frame for the finalization of the land acquisition process is not

known at this point of time. According to the IADC it is envisaged that all land

within the first km of the construction corridor for the runway would have been

acquired when earthworks start.

Lifestock 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 livelihoods 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.

It is understood that the GoSVG is in the process of putting in place a ‘land bank’

to assist landless farmers and that those who would be affected by public sector

projects are given priority in this process.

The number of life stock farmers potentially affected by the loss of pasture land in

the study area could not be determined and the number of animals fluctuates

significantly. However, according to information from local life stock farmers the

number of heads has significantly declined over the recent years from an esti-

mated 400 to 500 in 2006 to about 70 to 80 in the Argyle estate and 15 to 20 in

the Mt. Pleasant area.

Up to date figures on the concrete number of life stock on mainland St. Vincent

are not available. The Project will entail the loss of a significant portion of the total

available pasture land on the island, which will represent a significant setback for

life stock farming on the island. Since 2006 meat prices keep climbing steadily:


Final Report


while one pound of meat cost 6 EC$ on average in 2006 it got up to 8 EC$ a

pound in January 2008. There are fears among the local people that the decline

of life stock in the area will lead to meat shortage and result in significantly in-

creased prices in the medium term (2 years).

11.4 Business and Commercial Activities

Commercial businesses that are impacted by the Project are a special case inso-

far as the business itself will be valued separately from the property.

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 2007. The selected approach is described in the “Open Market Valuation of

Built Property and Land Parcels within the Proposed International Airport Site at

Argyle”.

The following businesses that will be impacted by the Project were evaluated and

their owners will be compensated in connection with business cessation, reloca-

tion or disturbance:

• Travellers’ Bar

• P’Tani Resort

• 2 block making plants

• 1 upholstery business

• 1 contracting business

• 1 small contractors base / workshop.

Beside these there are some other commercial businesses within the study area

that will not be directly impacted by the Project. Examples are the Oasis Retreat,

Steggie’s Bar and Pebbles Restaurant.


Final Report


11.5 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. These are

delicacies and, indeed, the tri-tri is a much-valued fish.

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.

Fishing is widespread amongst community members living near to the Yambou

River. Most community members fish opportunistically, but regularly. The catch is

utilized for domestic consumption and, occasionally, to supplement incomes by

selling 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 Ap-

pendix III.

11.6 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.

To compensate the loss of the church it was agreed that a new church would be

built at the expenses of the IADC north of the future airport at Escape. The ques-

tion whether or not corpses would be relocated to the new cemetery will be de-

cided individually according to the requests of families or relatives.

11.7 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


Final Report


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.

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

prices it is suggested that

The temporary stockpiling of material (e.g. topsoil, cut material) should as

much as practically feasible be limited to such areas that are owned by

the IADC and that will anyhow be built upon at the later stages of con-

struction;

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;

The regional development plan and local development plan that will need

to be established (see chapters 9.5.4 and 9.5.5) will reserve a defined

acreage to be kept free from development in the area in the future;

Low-lying land between the future runway and the sea be considered for a

combined use of coastal protection and life stock farming.

The land requirement would be in the order of 1 acre per animal. The concretely

required space for an effective support of the meat prices would need to be de-

termined by the relevant agencies.


Final Report



Final Report


12. ENVIRONMENTAL MONITORING PLAN

12.1 Introduction

Environmental monitoring is a vital component of any EIA / EMP for development

projects. Monitoring helps in signalling potential problems or shortcomings at all

project stages and promptly implementing corrective measures. Environmental

monitoring will be required for the final detailed design, construction and opera-

tional phases of the Project. The main objectives of the proposed environmental

monitoring are:

• To support the effective implementation of environmental mitigation

measures at all project stages;

• To assess potential changes of environmental conditions during construc-

tion and operation: and

• To warn significant deteriorations in environmental quality or safety for fur-

ther preventive action.

As was mentioned in chapter 1.2 the Project will be built and operated under

specific framework conditions. As regards construction there will be no contract

between the GoSVG / the IADC and the Construction Unit (CU) of the Cuban

and / or Venezuelan workers to support the full and correct implementation of en-

vironmental measures proposed in the CEMP by binding clauses or technical

specifications.

It is understood that there will be no independent construction supervision to rep-

resent the IADC and IADC’s interests on the construction site. A further relevant

issue in this context is that the national institutional and regulatory framework

conditions for EMP implementation and compliance monitoring appear to be

weak. Given these overall framework conditions it becomes clear that specific in-

stitutional structures will need to be created and management procedures estab-

lished to ensure

• The critical review of the detailed design of airside and landside facilities;

• The implementaiton of the agreed CEMP presented in this study; and


Final Report


• The operation of the new international airport in an environmentally safe

and sustainable manner.

The following chapters briefly explain the proposed approach for environmental

monitoring during the various Project stages. Much of the proposals made for

monitoring of the CEMP are based on the procedures developed for the rehabili-

tation and relocation of the Windward Highway, which according to those that

presently deal with it on a daily basis have proven to be practical and efficient. A

matrix with a summary of all monitoring steps and the relevant institutional re-

sponsibilities is provided in Appendix VII.

12.2 ICAO Compliance Monitoring and Detailed Design Review

Compliance of the Project design and future operations with ICAO standards and

recommendations will be ensured as follows:

The final detailed design will be reviewed by the Eastern Caribbean Civil Avia-

tion Authority (ECCAA) to confirm that the various provisions of ICAO Annex 14

are complied with. During and upon finalisation of construction further checks

and reviews will be carried out by the ECCAA to obtain ICAO certification for the

new airport.

The to be created Airport Company or Airport Management Authority will be re-

sponsible for ensuring compliance of airport operations with the safety and en-

vironmental protection requirements of ICAO Annexes 16 and 18 (see sugges-

tions under Chapter 10.4 / Appendix VIII).

The responsibility for the establishment of the recommended regulatory provi-

sions for the certification of the airport will lie with the IADC.

The follow-up of the recommendations made on the preliminary and detailed de-

sign documents will be the responsibility of the IADC who will cooperate on this

with the Cuban Chief Advisor and the design team from Venezuela.


Final Report


12.3 Responsibilities and Necessary Institutional Arrangements

12.3.1 IADC

To strengthen the institutional capacities of the IADC for EMP implementation

and monitoring it is suggested that

An environmental monitor will be appointed full time to the IADC’s con-

struc tion supervision team.

This environmental monitor (the ‘IADC’s Competent Person’) would not only deal

with the day to day monitoring of environmental, health and safety aspects, but

also act as the liaison body between the IADC, the Construction Unit of the Cu-

ban or Venezuelan workers (in the following: CU), the relevant government insti-

tutions and agencies and other stakeholders among the public in case of com-

plaints.

The IADC’s ‘Competent Person’ (and his representative) would both need to be

fluent in Spanish and have the responsibility to

• Provide advice and support to the Construction Unit (CU) / the CU’s

‘Nominated Person’ (see below) on environmental issues (including re-

viewing and approving specific working methods / practices with potential

for environmental impacts;

• Initiate corrective action where required and issue corrective action re-

quest to the CU and approves when completed;

• Review and approve the issues in the weekly Environmental Inspection

Checklist;

• Keep his own Environmental File with copies of key correspondence on it;

• Regularly inform the public about the progress of construction.

Some initial on the job-training could be envisaged through cooperation with the

MoTW, where the same position has been created within the PCU for the Wind-

ward Highway Rehabilitation Project.


Final Report


12.3.2 Construction Unit

The Construction Unit (CU) will be requested to

Nominate a staff member (‘CU’s Nominated Person’) with the overall re-

sponsibility to ensure compliance of operations with all relevant national

environmental legislation, environmental controls and environmental

measures specified in the CEMP;

Submit the various method statements that need to be approved be the

IADCs construction supervision team prior to the beginning of operations;

Set up an Emergency Response Unit with a minimum of one medical per-

son and a medical emergency service and an ambulance available for the

Project workforce.

To achieve his task the CU’s Nominated Nerson (and his representative) will

need to be fluent in English and will be responsible for community liaison and liai-

son with Governmental departments. The CU’s Nominated Person will also be

responsible for maintaining the Project Environmental File which will contain:

• Copies of all weekly Environmental Inspection Checklists;

• A log of Environmental Incidents and Complaints;

• Records of all Corrective Action Requests issues have been resolved.

Once a month the CU’s Nominated Person shall meet with the IADC’s Competent

Person to review the Project Environmental File.

12.4 Final Detailed Design Phase

The Board of the IADC will make the final decisions on the design and environ-

mental management recommendations compiled in this EIA/EMP with official po-

litical backing from the Cabinet. The Cabinet would also have to approve addi-

tional budget that may be required for improving the design of the Project, for

setting up the required environmental management structures during construction

within the IADC and for implementing proposed mitigation measures (see Chap-

ter 10.7). Based on the backing and basic decisions from the Cabinet and the


Final Report


Board the IADC will ensure that the relevant recommendations will be included in

the final detailed design of the Project before construction begins and inform the

Cabinet and the Board accordingly.

Decisions on the proposed creation of an Environmental Department within the

future Airport Company / Airport Management Authority will be of utmost impor-

tance to ensure that airport operations will be sustainable and environmentally

sound. It is not yet known when such decisions may be taken in the cycle of the

Project, but it is suggested the issue should be discussed and decided upon as

early as possible in the further planning process.

12.5 Construction Phase

During construction the IADC’s Competent Person will be responsible to monitor

CEMP implementation based on the provisions summarized in the matrix at-

tached in Appendies Vi and VII. The Competent Person will also ensure that all

required method statements have been submitted and approved by the compe-

tent authorities prior to the beginning of construction. In addition the Competent

Person will be responsible to directly cooperate on a day to day basis with his

counterpart on the side of the CU (the CU’s ‘Nominated Person’).

For the purpose of quality assurance it is also recommended that the IADC

would contract an Environmental Auditor or a consulting firm to carry out inde-

pendent environmental audits of the EMP records and on the ground verification.

Auditing may be carried out on a quarterly basis throughout the construction pe-

riod over one week at each .

12.6 Operational Phase

Environmental performance of the airport during the operational phase will be

monitored and continuously improved by the AC’s Environmental Department

(ED), which should be established within the future airport operating company.


Final Report


A conceptual EMP for the operational phase is attached in Appendix VIII. Further

details will be developed by the to be created ED in close cooperation with the lo-

cal authorities and potentially in cooperation with regional institutions.

Issued Saint Vincent, May 30th 2008 KOCKS Consult GmbH Consulting Engineers Jürgen Meyer


Final Report


APPENDICES

Appendix I: Birds of Milligan Cay Wildlife Reserve

Appendix II: Plant and Animal Species of the Study Area

Appendix III: The Tri-Tri Resources of St. Vincent in the Context of the Argyle Airport Devel-

opment Project

Appendix IV: Extract from a Cost Proposal for Archaeological Excavations

Appendix V: Summary Environmental Management Plan – Detailed Design Review Phase –

Appendix VI: Summary Construction Environmental Management Plan

Appendix VII: Summary Environmental Monitoring Plan

Appendix VIII: Conceptual Operational Environmental Management Plan

Appendix IX: List of Contacts

Appendix X: References

Appendix XI: ToR

Appendix XII: Concept of Obstacle Restrictions and Elimination

Appendix XIII: Results of Wind Measurement Program

FinalReport 05 08

Documents

Transcript of FinalReport 05 08