FinalReport 05 08

Final Report 05.
2008
Government of Saint Vincent

and the Grenadines
International Airport
Development Company
Argyle International Airport Project

Environmental Impact Assessment
Kocks Consult GmbH • Stegemannstr. 32-38 • D-56068 Koblenz • Tel.: +49 261 1302-0
Fax: +49 261 1302-400 • E-Mail: info@kocks-ing.de • Internet: www.kocks-ing.de
Final Report
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.
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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)
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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

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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

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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

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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

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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

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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

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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

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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

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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:

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• The new International Airport shall consist of facilities related to the area
of movement within the aerodrome. Traffic projections for 2015 indicate
737,000 passenger movements and between 48,850 and 76,600 aircraft
operations annually;
• The selected design is in accordance with the established guidelines of
the International Civil Aviation Organisation (ICAO) Annex 14 1, 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

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Board of Directors
Engineer Legal Advisor

(Consultant) Chairman / CEO (Corporate Secre-
tary)
Project Security
Coordinator Officer
Finance Of- Administration

ficer & Engineer
Projects Officer
Junior Admi-
nistrator
Administrative
Accounts Clerk Assistant
Driver / Office
Attendant
House Keeper
Fig. 1: IADC’s organisational chart

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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

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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.

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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-

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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

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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.

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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

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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

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study team, but an important aspect was that this initially proposed alternative
would have allowed to maintain the natural the bed of the river 7.
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.

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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.

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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.

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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.

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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 Final Master Plan, discussed with Strategy for the preparation of
Plan and approved by local authorities an Airport masterplan will be
developed by the IADC.
Airside facilities Draft detailed design for RWY, Preliminary design and report;
TWYs and apron, including earth- draft detailed design (draw-
works for landfill, detailed design ings) in Spanish language
report and drawings11 from mid January 2008,
shortly before the finalization
of this study;
Landside facilities Draft detailed design for landside Conceptual design
development and facilities, design
report and drawings, including de-
mand and space requirements6
Storm water drain- Draft detailed design for the storm No data until mid January
age design water drainage of the entire airport, 2008, thereafter detailed de-
report with calculations and draw- sign (drawings) in Spanish
ings6 language only
Wind data Summary of wind monitoring data at Monthly monitoring data from
the site over a minimum period of 1 near the Project site / IADC
year, ideally over 3 years as re- office over a 6 months’ period
quested by ICAO (3-2006 to 8-2006)
Air transport de- Air traffic analysis and forecast for Not yet available.
mand passengers / cargo demand and air-
craft movements including aircraft
mix for a development period of 25
years
Aviation fuel trans- Technical analysis, feasibility study Expert pool currently preparing
port to Argyle of realistic alternatives feasible solution.
11
As per EIA guidelines 2007 provided by the IADC

Final Report
Issue / Item Required information Current status

Design of Yambou Hydrological reference data used in Not yet available.
River crossing; the design; proposed mode of con-
culverts struction, materials, time table etc.
Environmental Water quality Yambou River Water quality measurements
baseline data 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 Environmental Standards for Air In case that no national stan-
Standards Quality and Water Quality 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
140
100 100
50
runway and landside facilities
earthworks
Fig. 9: Estimated numbers of foreign workforce during the airport con-

struction period
17
Source of figures: Chief Advisor

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 average 19, 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 Code 21).
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.

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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.

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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.

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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.

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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.

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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.

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

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
Profile of runway
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.

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.
286 289
300
243 246
250 237
206
200 176
150 133
116
93 88 91
100
50
0
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
25
21 21 21 21
20 20
20 19 19
16 16
15 15
15
10
0
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 m³ 31. 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

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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.

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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 Water Level

Borehole
East North Depth (m)
No
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

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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.

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Fig. 14: Main vegetation types of St. Vincent prior to disturbance34
34
source: SVG Environmental Profile. 1991.

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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

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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

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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

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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

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Tab. 5: Natural and semi-natural habitat types in the Project area
Habitat Area (ha)

Within airport pe- Outside airport Total
rimeter perimeter
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

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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 habitats 38 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 tri-tri fishing in the mouth of Yambou
planned runway 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
1 2 3 4 5
Category
Velocity
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.

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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
Hs (m) Tp (s) WSp (m/s)

Return periods (yr)
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

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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 surge 41 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)

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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 12 43.
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 Antigua 44.
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
Project area
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.

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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 petroglyph 47
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
KuCe
JtCe
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)

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.
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.
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.

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

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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
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 ie we e
O wn e r F am i l i y Ho m e R en t e r
Own e r `s Na m e : H om e p h on e :
A dd r e ss: Ce l l Ph o n e:
W or k Ph o n e : E- m a i l :
( B) P re f er re d Me th o d o f Co m mu n i ca t io n
Ho me p h on e W o rk p h on e M o b i l e p h o n e E -m a i l Ot h e r ..................................................
( C) P ro pe r ty De ta i l s
Nu m b e r o f be d r oo m s: _ __ _ _ _ _ __ _ _ _ _ __ _ _ Si z e o f bu i l d i n g : _ _ _ __ _ _ _ __ _ _ _ _ __ _
No o f b a t h ro o m s: _ _ _ _ _ __ _ _ _ __ _ _ _ _ __ _ _ Si z e o f La n d : _ _ _ _ __ _ _ _ _ _ __ _ _ _ __ _ _
M o rt g a g e d: Ye s No D ee d No : (i f kn o w n ) : _ _ _ _ _ _ _ _ _ _ _ _ _ _
B an k: _ _ __ _ _ _ _ __ _ _ __ _ _ _ _ __ _ _ _ _ __ _ _ _ _ Pr o p e rt y Su r v eye d ? Ye s _ __ / No _ _ _
S u rve y Pl a n # _ _ _ _ __ _ _ _ _ __ _ _ _ _ __ _ _
( D) U se o f Pr op e rt y
Re si de n t i a l I nst i t u ti on a l
Co mm e r ci al M i xe d (please stete) ________________
A g ri cu l t u ra l Ot he r (please stete) _________________
( E) O cc u p an c y D et a i ls
Nu m b e r o f Ad ul ts (over 18 years): _________ __________ (Age range:) 1 8 - 2 5 2 6 - 3 5 3 5 & o ve r
Nu m b e r o f Chi l dr e n : _____________ / ____________

S ta t e an y d i sa bi l i ty Re q u i re r ne n t s: _______________
Re l o c at io n Pr ef e re n ce
Wo ul d yo u l i ke t he IADC t o p ut you i n co nt act wi th pe rsons wh o m ay h ave la nd s for sal e?

Ye s No
I f No . Ha ve yo u a l r ea d y i d e nt i f i e d al t e r na t i ve f a n d fo r y o ur h ou se ? Ye s No
Ho w m u ch ti m e wo ul d yo u n ee d t o re l oca te fr om Arg yle af t er re cei vi n g pa ym en t f or yo ur p r op e r ty ?
................................m o nt h s.
Wo ul d yo u l i ke t he IADC t o p ut you i n co nt act wi th HLDC o r o the r p erson s who ma y ha ve h ou se o r m ay

b e ab l e t o b u i l d ho u se s fo r sa l e t o yo u ? Ye s No
W he r e w o ul d yo u p r e f t o re l o ca te i n St . V i nc e nt ?
P e m b ro ke H a rm o ny H al l S p ri n g Ce d ar s No r th Un i o n
O th e r ____________________________________________
W ha t p ri ce ra n g e pe r s q ua r e f o o t a r e yo u p re p a re d t o p a y f o r f a n d ?
$ 6- $ 7 $ 8 -$ 4 $ 1 0 -$ 1 1 $ 12 - $ 1 3
Fig. 19: Questionnaire to Argyle Residents and Owners

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 perimeter 54.
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 outside airport total
perimetre (ha) perimeter (ha) (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 average 58.
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.

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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

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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.

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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.

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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:

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• 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.

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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

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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.

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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 Light Heavy ADT

Site Location goods heavy
No. % No. % No. % No. % No. % Veh/d
2 Arnos 5,590 62 1,803 20 811 9 451 5 361 4 9,016
Vale
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.

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

gional development and land use patterns

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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
Cars Vans Light Light heavy Heavy ADT

Site Location goods
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
Cars Vans Light Light Heavy ADT

Site Location goods heavy
Windward Highway No. % No. % No. % No. % No. % V/d

at Argyle Int.l. Air- 2,534 50 1,156 22 525 11 370 8 259 9 4,944
port 2020

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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

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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.

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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.

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ject area. These developments are induced by the present Project and as such
need to be discussed in the frame of thos study.
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.
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

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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-

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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:

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• 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:

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9.6.2 Airport Master Plan
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.
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.

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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.

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‘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’
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.

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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)
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;

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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

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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.

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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-

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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;

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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

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• 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 Strictly ban any physical development in the low lying areas east
Measure #1 of the runway / south of Yambou River;
Mitigation Earmark the area east of the runway / south of the Yambou
Measure #2 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.

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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).

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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 Ensure strict control / prevention of any physical development in

Measure #1 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 Design of the cut and fill slope finishes will include detailed con-
Measure #3 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;

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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 Remarks

(ha)
Airfield (runway, taxiway, navigation aids, obsta- 42.0
cle imitation areas)
Apron 1 - passenger 2.8
Apron 2 - cargo 0.2 may have to
be extended to
0,8 ha
Apron 3 - general aviation 0.2 may have to
be extended to
0,8 ha
Passenger terminal -passenger terminal building, 7.2
parking, access road;
Air cargo - cargo building, parking, access road; 4.8
General aviation: hangars, offices, parking, ac- 4.8
cess;
Airport support (air traffic control, fire brigade, 5.0
etc.)
Airport affine land uses - commercial, tourism, 40.0 may have to
industrial; 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;

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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).
I II III IV
Approx. Preliminary Update Pre- Add. vol- New total
Volume in m3 Design liminary umes for estimate
Design landside de- (m³)
velopment
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.

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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

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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.

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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 Foresee balance ponds for surface run off from roofs, taxiway
Measure #4 and runway at strategic locations together with a network of infil-
tration ditches to slow down surface runoff and encourage infil-
tration;
Mitigation Provide an oil/water interceptor for the drainage of storm water

Measure #5 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 A tailor-made package plant for the treatment of aircraft sewage

Measure will need to be provided on-site. The proper functioning of this
#6 plant will need to be regularly monitored and treated effluents
are expected to be compliant with the relevant EU or WHO
standards.

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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.

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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 Regular spraying of the haul routes and the work area; covering
Measure trucks where the haulage of material involves transport on public
#7 roads; timely and regular cleaning of public roads as required.

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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 The site of the asphalt plant will be at a minimum distance of

Measure 100 m from any watercourse or residence. Prevailing wind direc-
#8 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.

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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 Taking a phased approach for the removal of vegetation to

Measure minimize the period of exposure of bare soils, especially in the
#9 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:

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Mitigation Locations for the temporary storage of topsoil shall be selected

Measure such that there will be no washout into the Yambou River, tem-
#10.1 porary streams or the Sea;
Mitigation To minimize disturbance of natural habitat and/or wastage of

Measure productive land or pastures site selection for the temporary stor-
#10.2 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 Organisation of construction should aim at minimizing the stor-

Measure age period for topsoil, e.g. by gradually replacing the topsoil
#10.3 where embankment construction has been completed;
Mitigation Prior to the beginning of construction a method statement show-

Measure ing the proposed temporary storage sites and modes of soil
#10.4 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 Discharge of sediment laden construction water (e.g. from areas

Measure containing dredged spoil or pumped ground water from founda-
#11 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 Carry out water quality monitoring on the Yambou River. As no

Measure relevant previous data on the quality of the Yambou River exist,
#12 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.

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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 site 67 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

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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

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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.

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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

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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.

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Newly discovered potential

habitation site SW Oasis Retreat
Fig. 22: Sites proposed for archaeological excavations71
71
original: Bison Historical Services Ltd.

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10.3.5 Human Environment
Noise Impacts
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.
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.

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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.

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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$.

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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.

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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 dB A) 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
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)
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- Max. gross 85% of max. structural 80% of max.
ing weight takeoff weight landing weight 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

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

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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.

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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, no
building materials, hardware, farm
equipment
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- no no
tor sports
Nature exhibits and zoos no no no no
Amusement parks, resorts, and
camps
Golf courses, riding stables and wa- 25 30 no no
ter recreation
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.

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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).

Final Report
10.7 Cost Estimate
In the following table cost relevant measures (additional plans, institutional strengthening, monitoring) are listed and the respective
costs estimated. There is no totals formation because the decision whether an individual measure will be implemented or not will be de-
cided by the IADC in the course of the Project Implementation Process.
Direct
Cultural Heritage Action Plan Project-related National budget EC$
cost
• Recovery / relocation of petroglyph 40,000.00 USD 106,800.00
• Recovery of iron machinery and stones from the Argyle

sugarmill site and transport to Orange Hill asap 5,000.00 USD 13,350.00
• Archaeological excavations 100,000.00 USD 267,000.00
• Appointment of a ‘Cultural Officer’ as postulated by the NT

over the relevant part of the construction period; needs to be
fluent in Spanish and English;
Total annual cost 40,000.00 USD 106,800.00

Cost for 3 years 120,000.00 USD 320,400.00

Final Report
Direct
Institutional Strengthening
Project-related National budget EC$
Monitoring of EMP-Implementation
cost
• Periodic employment of an independent environmental audi-
tor, i.e. for one week every 3 months throughout construction 3,000.00 USD 8,010.00
period. / Month / Month
Total cost for 3 months: 9,000.00 USD 24,030.00
• ‘Competent Person’ overseeing EMP implementation pro-

posed to join IADC’s team; needs to be fluent in Spanish and 40,000.00 USD 106,800.00
English. / Month / Month
annual cost / total cost for 3 years 120,000.00 USD 320,400.00
Direct
DESIGN REVIEW Project-related National budget EC$
cost
• Connect the old Windward Highway to the new access road
from the south to ensure access for cases of emergency 100,000.00 USD 267,000.00
• Set up a state of the art landscaping plan
- planning 70,000.00 USD 186,900.00
- implementation 200,000.00 USD 534,000.00

Final Report
Direct
Environmental Support Projects Project-related National budget EC$
cost
• Integrated ‘Watershed Management Support Project' for the
Yambou River Valley 50,000.00 USD 133,500.00
Direct
Development Control Project-related National budget EC$
cost
• Regional development plan X
• Land use / Zoning plan 100,000.00 USD 267,000.00
• Airport Masterplan 300,000.00 USD 801,000.00

Final Report
Direct
ENVIRONMENTAL MONITORING PROGRAMMES Project-related National budget EC$
cost
CONSTRUCTION PHASE
• Water quality measurements Yambou River
Costs per unit (parameters to be measured indicated in chap- Price per Unit Price per Unit
ter 10.9): 1,800.00 USD 4,806.00
Number of locations: 3
Measurements per year: 4
Number of years: 3
Total Quantity of units = 3 x 4 x 3 = 36 Total price Total price

64,800.00 USD 173,016.00
• Air quality measurements
ter 10.9): 1,500.00 USD 4,005.00

Number of years: 3
Total Quantity of units = 3 x 4 = 12 Total price Total price

18,000.00 USD 48,060.00

Final Report
Direct
ENVIRONMENTAL MONITORING PROGRAMMES Project-related National budget EC$
cost
OPERATION PHASE
• Water quality measurements Yambou River
ter 10.9): 1,800.00 USD 4,806.00
Number of locations: 3
Total Quantity of units = 3 x 2 = 6 Total price Total price

10,800.00 USD 28,836.00
CREATION OF AN ENVIRONMENTAL DEPARTMENT Direct

AS PART OF THE FUTURE AIRPORT Project-related National budget EC$
MANAGEMENT AUTHORITY cost
Environmental / Department
2 permanent staff experts.
Annual cost 60,000.00 USD 160,200.00
Equipment, training; annually 5,000.00 USD 13,350.00

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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

Final Report
10.9 Institutional and Agency Support
The following table provides an overview where institutions or agencies should play a role.
Issue Institutional Support by Comment
1) Plantation of appropriate vegetation for coastal protection Forestry Department Consult with Forestry Depart-
ment for species selection (e.g.
sea grape)
2) Handling of vegetation cleared from the site (shrubs and Forestry Department Issue shall be agreed upon
trees) prior to the commencement of
operations
3) Storage areas for diesel and lubricants. Management con- NEMO / SOL and CWSA’s Waste Management The CU shall submit a method
trols for toxic and oil spills Unit statement on the proposed
design of sites designed for
storage of diesel and lubri-
cants. IADC may get support
from NEMO / SOL in reviewing
this statement. Approval to be
obtained from CWSA's Waste
Management Unit
4) Imported construction equipment The Plant Protection and Quarantine Unit in the The Plant Protection and
MAFF Quarantine Unit in the MAFF
should be informed in due time
about the expected arrival of
the construction equipment so
that necessary assessment of

Final Report

any soils or residue that may
carry potentially harmful inva-
sion species (e.g. eggs, larvae
etc.) can be made and effective
precautionary measures taken.
5) Transforming of rural environment into airport and airport Forestry Department Forestry Department may de-
affine commercial centres. Decline of biodiversity. Species cide to improve the enforce-
adapted to forests and woody habitat structures are ex- ment of hunting restrictions and
pected to draw back further inland to less disturbed areas. sensitise the local population
about this issue.
6) Vegetation clearance alongside the cliffs that are to be de- SVGNT SVGNT should be informed in
molished during site preparation in the vicinity of the petro- due time and invited to sys-
glyphs. tematically inspect these cliffs
to ensure that no other arte-
facts would be incidentally de-
stroyed.
7) Prehistoric burials. During excavations there is a high pos- SVGNT The IADC in conjunction with
sibility of chance finds consisting of graves the SVGNT and relevant
stakeholders should establish
agreed procedures to deal with
such cases
8) Appoint a full time cultural officer throughout the construc- SVGNT Full time cultural officer to be
tion phase of the Project who would be fluent in both Eng- appointed
lish and Spanish

Final Report
9) Set up an emergency response unit with a minimum of one MoHE One additional medical person
medical person to liaison with the MoHE and provide an / doctor to be appointed
ambulance on site
10) Monitoring of the sanitary conditions within the worker’s MoHE Public health care officer’s of
camps the MoHE shall regularly carry
out surprise checks to inspect
the camps
11) Emergency response plan NEMO / MoTW Response plan to be approved

by the NEMO / MoTW prior to
beginning of construction
12) Minimize risks of new infections of HIV/AIDS and STI. MoH Services to be rendered in the
frame of the national AIDS/STI
Prevention Programme estab-
lished under the MoHE
13) Avoid disturbance of rehabilitation works at Rawacou NPA IADC should closely coordinate
with the NPA on concrete con-
struction schedules in the rele-
vant southern section of the
runway
14) Implementation of an operational management plan Future Airport Company (AC) Create an Environmental De-
(OEMP, conceptional OEMP see Appendix 8) and for the partment (ED) within the future
continuous improvement of the environmental performance Airport Company (AC) that will
and sustainable development of the airport be responsible

Final Report
15) Impact on Marine Turtles. Visibility of airport lights from the Fisheries Department Visibility of airport lights from
relevant beaches the relevant beaches will be
assessed upon completion of
works in conjunction with the
Fisheries Department and cor-
rections be made as appropri-
ate shielding of lights at source
or plantations alongside the
beach
16) Low lying area between the future runway and the sea be Ministry of Agriculture Concretely space to be desig-
considered for a combined use of coastal protection and life nated to pasture use to be de-
stock farming termined
17) Air measurements during construction phase. MoHE and MoTW Capacity of MoHE needs to be
strengthened with regard to
Parameters: dust, TSP, smoke of asphalt plants, Nox, SO2, measuring instruments and a
Pb, CO and THC. qualified person.
Schedule: Quarterly measurements during construction Alternatively the services may

phase. be subcontracted.
Location: Construction site
Standards for quality: EU or WHO standards

Final Report
18) Yambou River water quality measurements. MoHE and CWSA Capacity of MoHE and / or
CWSA needs to be strength-
Proposed parameters: ened with regard to measuring
pH, conductivity, turbidity, TDS, NO3, NP, NH3, COD, BOD, instruments and a qualified
TDH, heavy metals: Pb, Mg, Zn, Cu, Cd, Hg person.
Schedule: First measurement prior to construction starts Alternatively a local laboratory

near Yambou River. may be subcontracted.
Quarterly measurements during construction phase.
During operation phase measurements 2 times per year.
Standards: Water quality standards of EU or WHO

Final Report

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

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Final Report 05.

Government of Saint Vincent

Argyle International Airport Project

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This EIA report was prepared by:

with contributions from

François Kerschkamp (airport design)

Martin van der Knaap (fisheries)

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5. ENVIRONMENTAL POLICY, LEGAL AND INSTITUTIONAL

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5.6 Institutional Responsibilities 54

7. CULTURAL AND RECREATIONAL ASSETS 107

8. SOCIO-ECONOMIC CONTEXT 127

9. INDUCED AND CUMULATIVE IMPACTS AND THEIR CONTROL 141

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9.5 Positive Impacts 153

10. ENVIRONMENTAL IMPACTS AND THEIR MITIGATION 163

11. SOCIO ECONOMIC IMPACTS AND THEIR MITIGATION 239

12. ENVIRONMENTAL MONITORING PLAN 247

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MAPS (attached at the end of this document)

Land Use and Habitats (1: 5,000)

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

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

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

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

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EMP Environmental Management Plan

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OEMP Operational Environmental Management Plan

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1.1 Project History and Background

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

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1.2 Project Management and Implementation Arrangements

1.2.1 Project Management

The International Airport Development Company

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

The Chief Advisor

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Engineer Legal Advisor

Finance Of- Administration

Fig. 1: IADC’s organisational chart

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1.2.2 Project Implementation

Due to these specific framework conditions effective management arrangements

1.3 Project Implementation Schedule

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

The opening of Argyle International Airport is scheduled for 2011.

1.4 Project Cost

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Tab. 1: Cost estimate Argyle International Airport

Item US$ million EC$ million

1.5 Need and Justification of the Project

1.5.1 Previous and Current Trends in the National Economy

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

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1.5.2 Need of the Project in the Macroeconomic Context