environmental impact assessment (eia) of new pokhara regional international airport ministry of...

Environmental Impact Assessment (EIA) of

New Pokhara Regional International Airport

Submitted to:

Government of Nepal Ministry of Science, Technology and Environment Singh Durbar, Kathmandu, Nepal

Through:

Government of Nepal

Ministry of Culture Tourism and Civil Aviation Singh Durbar, Kathmandu, Nepal

January, 2015

Submitted by:

Civil Aviation Authority of Nepal (CAAN) Kathmandu, Nepal

Environmental Impact Assessment (EIA) New Pokhara Regional International Airport

Page ii

TABLE OF CONTENTS Table of Contents .................................................................................................................................... i

List of Tables ......................................................................................................................................... vii

List of Figures ........................................................................................................................................ vii

List of Annexes ...................................................................................................................................... vii

Executive Summary ............................................................................................................................... ix

sfo{sf/L ;f/f+z ................................................................................................................................................ xii

Acronyms ............................................................................................................................................... xv

CHAPTER ONE: INTRODUCTION ...................................................................................................... 1

1.1 Background .................................................................................................................................. 1

1.2 Project Proponent ........................................................................................................................ 1

1.3 The Consultant............................................................................................................................. 2

1.4 Objectives of EIA Study .............................................................................................................. 3

1.5 Rational of the Study ................................................................................................................... 4

1.6 Limitation of the Study ................................................................................................................ 4

CHAPTER TWO : PROJECT DESCRIPTION .......................................................................................... 5

2.1 Objective of the Project .............................................................................................................. 5

2.2 Salient Features of the Project ................................................................................................... 5

2.3 Relevancy of the Project ............................................................................................................. 7

2.4 Location of the Project ................................................................................................................ 7

2.5 Access of the Project .................................................................................................................. 9

2.6 Project Components ................................................................................................................. 10

2.7 Project Activities ....................................................................................................................... 10

2.7.1 Pre construction Phase ..................................................................................................... 10

2.7.2 Construction Phase ............................................................................................................. 11

2.7.3 Operation phase ................................................................................................................... 11

2.7.4 Maintenance / Rehabilitation Activities ................................................................................... 12

2.8 Delineation of the Project Impact Area ................................................................................... 12

2.8.1 Direct impact area (DIA) ............................................................................................................ 12

2.8.2 Indirect impact area (IIA) ........................................................................................................... 12

2.9 Requirements of the Project ..................................................................................................... 12

2.9.2 Materials .................................................................................................................................. 12


Page iii

2.9.4 Land ............................................................................................................................................ 14

2.10 Construction/operation strategy .............................................................................................. 14

2.10.1 Construction Strategy ...................................................................................................... 14

2.10.2 Operation Strategy ............................................................................................................. 15

2.11 Project schedule ........................................................................................................................ 15

2.11.1 Construction Schedule .............................................................................................................. 15

2.11.2 Operation Schedule.................................................................................................................... 15

2.12 Pokhara Regional International Airport Master Plan ............................................................. 15

2.12.1 Conceptual Master Plan Preparation ....................................................................................... 15

2.12.2 Design Standard ......................................................................................................................... 15

2.12.3 Geometric Design of Runway, Taxiway and Apron ................................................................. 15

2.12.4 Aerodrome Pavement ............................................................................................................... 16

2.12.5 Drainage System ....................................................................................................................... 16

2.12.6 Irrigation Canal Realignment .................................................................................................... 17

2.12.7 Passenger Terminal Building ................................................................................................... 17

2.12.8 Cargo Terminal Building ........................................................................................................... 17

2.12.9 Car Parking................................................................................................................................. 17

2.12.10 Other Building Infrastructures ................................................................................................ 17

2.12.11 Other Civil Works ..................................................................................................................... 18

2.12.12 Utilities ....................................................................................................................................... 18

2.12.13 Air Navigation System ............................................................................................................. 18

2.12.14 Other Equipments .................................................................................................................... 18

2.12.15 Rescue and Fire-fighting Station ............................................................................................ 18

CHAPTER THREE: STUDY METHODOLOGY ...................................................................................... 19

3.1 Desk study.................................................................................................................................. 19

3.1.1 Literature Review .......................................................................................................................... 19

3.1.2 Map Interpretation ..................................................................................................................... 19

3.1.3 Coordination/ Consultation Meetings ..................................................................................... 19

3.2 Field investigation ..................................................................................................................... 19

3.2.1 Walkover Survey ........................................................................................................................ 20

3.2.2 Public Consultation ................................................................................................................... 21

3.2.3 Impact Area Delineation Methods ............................................................................................ 22

3.3 Impact Identification, Prediction and Evaluation Methods ................................................... 22

3.4 Preparation of EIA Report ......................................................................................................... 22


Page iv

CHAPTER FOUR: EXISTING ENVIRONMENTAL CONDITION ........................................................... 23

4.1 Physical Environment ............................................................................................................... 23

4.1.1 Location ...................................................................................................................................... 23

4.1.2 Topography ................................................................................................................................ 23

4.1.3 Geomorphology and Geology .................................................................................................. 23

4.1.4 Climatic Condition ..................................................................................................................... 24

4.1.5 Hydrology and Meteorology ..................................................................................................... 25

4.1.6 Soil/ Seismicity .......................................................................................................................... 25

4.1.7 Quarry Sites ............................................................................................................................... 26

4.1.8 Environmental pollution/Chemical Hazard ............................................................................. 26

4.2.1 Forest and Vegetation ............................................................................................................... 26

4.2.2 Wildlife ........................................................................................................................................ 29

4.2.3 Fish and Fisheries ..................................................................................................................... 30

4.2.4 Endemic, Threatened and Protected Species ........................................................................ 30

4.3.1 Population / Demography ............................................................................................................ 31

4.3.2 Caste/Ethnicity ........................................................................................................................... 31

4.3.3 Migration Pattern ....................................................................................................................... 32

4.3.4 Occupational Pattern/Skills ...................................................................................................... 33

4.3.5 Market and Economy ................................................................................................................ 33

4.3.6 Agriculture.................................................................................................................................. 33

4.3.7 Education and Literacy ............................................................................................................. 33

4.3.8 Health and Sanitation ................................................................................................................ 33

4.3.9 Energy ......................................................................................................................................... 34

4.3.10 Solid Waste Disposal ................................................................................................................ 34

4.3.11 Transport .................................................................................................................................... 34

4.3.12 Tourist ......................................................................................................................................... 35

CHAPTER FIVE: POTENTIAL ENVIRONMENTAL IMPACTS .............................................................. 39

5.0 Introduction ................................................................................................................................ 39

5.1 Beneficial Impacts ..................................................................................................................... 39

5.1.1 Construction Phage .................................................................................................................. 39

5.1.2 Operation Phage ........................................................................................................................ 40

5.1.3 Beneficial Augmentation Measures ......................................................................................... 42

5.2 Adverse Impacts ........................................................................................................................ 42

5.2.1 Construction Stage ................................................................................................................... 42


Page v

5.2.1.1 Physical Environment ............................................................................................................... 43

5.2.1.2 Biological Environment ............................................................................................................ 45

5.2.1.3 Chemical Environment .............................................................................................................. 46

5.2.1.4 Socio-economic Environment .................................................................................................. 46

5.2.2 Operation Stage ......................................................................................................................... 49

5.2.2.1 Physical Environment ............................................................................................................... 49

5.2.2.2 Biological Environment ............................................................................................................ 51

5.2.2.3 Chemical Environment .............................................................................................................. 51

5.2.2.4 Socio-economic Environment .................................................................................................. 51

CHAPTER SIX: ALTERNATIVE ANALYSIS .......................................................................................... 53

6.0 Introduction ................................................................................................................................ 53

6.1 No Action Alternatives .............................................................................................................. 53

6.2 Implementation of the Proposed Project ................................................................................ 53

6.3 Technology and Implementation Procedure .......................................................................... 54

6.4 Schedule Alternative ................................................................................................................. 54

6.5 Route Alternative ....................................................................................................................... 54

6.6 Raw Material Alternative ........................................................................................................... 54

CHAPTER SEVEN: POTENTIAL MITIGATION AND ENHANCEMENT MEASURES ......................... 55

7.0 Mitigation Measures .................................................................................................................. 55

7.1 Construction Stage ................................................................................................................... 55

7.1.1 Physical Environment ............................................................................................................... 55

7.1.2 Biological Environment ............................................................................................................ 57

7.1.3 Chemical Environment .............................................................................................................. 58

7.1.4 Socioeconomic and Cultural Environment ............................................................................. 58

7.2 Operation Stage ......................................................................................................................... 60

7.2.1 Physical Environment ............................................................................................................... 60

7.2.2 Biological Environment ............................................................................................................ 62

7.2.3 Chemical Environment .............................................................................................................. 62

7.2.4 Socioeconomic and Cultural Environment ............................................................................. 63

7.2.5 Implementation of Legislative Mitigation Measures .............................................................. 64

7.3 Action, Impact and Mitigation Measures ................................................................................. 64

CHAPTER EIGHT: RELEVENT POLICIES, ACT AND REGULATIONS .............................................. 69

8.0 Introduction ................................................................................................................................ 69

8.1 Consitution ................................................................................................................................. 70


Page vi

8.2 Plan/Policies............................................................................................................................... 70

8.3 Relevant Acts ............................................................................................................................ 73

8.4 Rule/ Regulations ...................................................................................................................... 76

8.5 Environmental Guidelines, Manuals and Standards ............................................................. 77

8.6 Relevant Conventions ............................................................................................................... 78

8.7 Relevant Institutions ................................................................................................................. 80

CHAPTER NINE: ENVIRONMENTAL MANAGEMENT PLAN ............................................................. 83

9.1 Introduction ................................................................................................................................ 83

9.1.1 Benefit Augumentation Measures ........................................................................................... 83

9.1.2 Adverse Impact Mitigation Measures ...................................................................................... 84

9.2 Environmental Monitoring Plan ............................................................................................... 86

9.2.1 Types of monitoring .................................................................................................................. 86

9.2.2 Monitoring phase ....................................................................................................................... 87

9.2.3 Monitoring cost, parameters, location, schedule and responsibilities ............................... 87

9.2.4 Environmental Auditing ............................................................................................................ 91

9.2.4.1 Types of auditing ....................................................................................................................... 91

9.2.4.2 Auditing methodology .............................................................................................................. 92

9.2.5 Organization and staffing for EMP implementation ............................................................... 92

9.2.6 Estimated budget for EMP implementation ............................................................................ 94

9.2.6.1 Environmental enhancement cost ........................................................................................... 94

9.2.6.2 Environmental Monitoring Cost ............................................................................................... 94

9.2.6.3 Impact monitoring evaluation cost .......................................................................................... 95

11.6.4 Environmental auditing cost ..................................................................................................... 96

9.2.6.5 Summary cost ............................................................................................................................ 96

CHAPTER TEN: CONCLUSION AND RECOMMENDATION ............................................................... 97

10.1 Conclusion ................................................................................................................................. 97

10.2 Recommendation ...................................................................................................................... 97

REFERENCES ........................................................................................................................................ 99


Page vii

List of Tables

Table No Description Page Table 2.1 Salient Features of the Project ............................................................................. 5 Table 2.2 Project's Key Components ................................................................................... 10 Table 2.3 Tentative Cost for Pokhara Regional International Airport Development ............. 13 Table 2.4 Geometry Parameters for Runway........................................................................ 15 Table 2.5 Geometry Parameters of Parallel Taxiway ................................................................... 16 Table 2.6 Geometry Parameters of Exit Taxiway ......................................................................... 16 Table 2.7 Passenger Terminal Buiding (International / Domestic) floor area estimation....... 17 Table 2.8 Floor area of other airport related buildings........................................................... 18 Table 4.1 Land use Pattern of PSMC (1977– 2010) 24 Table 4.2 Forest and Vegetation of the Project area 27 Table 4.3 Major Endemic, threatened and protected species of the Project area 30 Table 4.4 Households, population and average household size 31 Table 4.5 Population by caste/ethnicity and sex 31 Table 4.6 Households by usual type of fuel used for cooking 34 Table 4.7 Tourist Arrivals in PSMC 35 Table 7.1 Likely Adverse Impact during Construction and Operation Stages and their

Mitigation Measures .............................................................................................. 65 Table 9.1 Proposed plan for benefit augmentation measures .............................................. 83 Table 9.2 Plan for implementation of mitigation measures ................................................... 84 Table 9.3 Monitoring cost, parameters, location, schedules and responsibilities................... 88 Table 9.4 Estimated cost for Environmental Protection Measures ....................................... 94 Table 9.5 Estimated cost for Environmental Monitoring Unit................................................. 94 Table 9.6 Estimated cost for impact monitoring evaluation study.......................................... 95 Table 9.7 Indicative cost for environmental auditing.............................................................. 96 Table 9.8 Summary cost for EMP implementation ................................................................ 96

List of Figures

Figure 2.1 Topographical Map of Proposed New Pokhara Airport area ………………………...………..8

Figure 2.2 Google Map of Proposed New Pokhara Airport area ……………………………………….....9

Figure 4.1. Geological Map of Pokhara Submetropolitian City………………………………............... 23

Figure 4.2. Landuse Map of Pokhara Submetropolitian City 2010……………………………................24

Figure 4.3. Geological map of the Pokhara Valley and surrounding area……………...…................ .25

Figure 9.1: Organization framework of EMP implementation…………..………………………………. .93

List of Annexes

Annex I: Approved ToR

Annex II: Public Notice and Deed of Inquiry

Annex III: Proceedings of Public Hearing

Annex IV: List of Participants in FGD and Other Contacted Persons

Annex V: Checklist for Field Survey

Annex VI: EIA Team Declaration and National Priority Projects

Annex VII: Report of the Land Acquation Problem Solving Committe

Annex VIII: Local People Participation and International Partener a flash newes

Annex IX: Letter of EIA Approval Process and 30 days public Notice

Annex X: Airport Layout Plan and Photographs

Annex XI: Comments and Responses


Page viii


Page ix

Executive Summary Nepal is a mountainous country. It offers all weather climates, virgin, unexplored and off the beaten-

track destinations for visitors of varied interests. Nepal’s mountains are immensely attracting visitors

which are also decorated with antique meandering foot trails in parallel with picturesque river corridors,

terraced fields and undulating topography and green forested ridge connecting symbolic mountain

villages. Existence of historic sites, adventure activities, pleasant climates and compact size are

additional attraction. Nepal in recent years is trying to explore possibilities of establishing minimum pre-

requisites for tourists either by improving existing airfields or constructing new modest regional airports

of international standards for safer, cheaper and all weather air services.

Pokhara is a hub to nature lovers due to possession of seven lakes, Annapurna and Dhaulagiri

mountain ranges. It is also an established triangle destination-Kathmandu, Pokhara and Chitwan of

Nepal. However, visitors intended to visit Pokhara only are forced to enter first into Kathmandu due to

unavailability of direct air access from third countries. Thus, Pokhara is waiting additional facilities to

have direct international air links at least from SAARC countries. Upon its completion, Nepal will have

standard international airport which can build-up visitors’ confidence and level of satisfaction due to

safer, cheaper and regular international flights. Tourism statistics indicates that 45 percent of tourists

visiting Nepal prefer to visit protected and conservation areas e.g. Annapurna Circuit.

Civil Aviation Authority of Nepal (CAAN), an undertaking of Government of Nepal acquired 3106

ropanies land at ward no. 14 and 18 of PSM for airport three decades ago in 2032-12-2 B.S at

Chhinnedanda of Pokhara. CAAN has already acquired the remaining 56 ropanies land of Karki

brothers. CAAN now is exploring possibilities to develop this airport with financial assistance of Exim

Bank of China under EPC model. Design aircraft is B 757 - 200 and Airbus A - 320.

An airport of international standards needs to meet the International Civil Aviation Organization (ICAO)

norms. Therefore, the major components of the projects are designed in the available technical reports

which will be implemented to fulfill the set forth standards.

Runway of the proposed airport is planned to develop as "4 D" category meeting the requirements of

ICAO standard. After the completion of the airport, Boeing B 757-200 and Airbus A 320 type aircrafts

will operate in New Pokhara Airport.. Runway strip for non-precision approach will be 150 m wide on

each side from the central line of the runway which fulfils ICAO standards. Partial parallel taxiway (1200

meter long) has been proposed from the western end of the runway till the apron. Parallel taxiway has

been planned north of the runway at a distance of 176 meter from the runway central line. Apron has

been designed for 5 number of aircraft parking. Parking apron to park aircrafts has been estimated from

1995 to 2022 with an interval of five years. After completion, there will be parking space for 2 aircrafts of

B757 -200 series and ATR 72 /42 and smaller domestic aircrafts.

Obviously, every airport’s pre-requisite is passenger terminal building to handle the travelers. Floor area

has been calculated as 35 m2 per peak hour passenger for international passenger terminal buiding

and 20 m2 per peak hour passenger for domestic terminal terminal building. There will be 279 peak

hour international passengers in 2022 that will require 10,000 m2 international passenger terminal

building space during peak hour. Domestic passenger terminal building floor area of 4,000 m2

is

required in 2022 to meet the demand of 208 peak hour domestic peak hour passengers. Cargo terminal

building has been calculated with five year’s intervals from base year 1995 to 2010. Parking space for

car has been calculated based on peak hour passenger with respect to parking cars per peak hour

passenger. Rescue and fire fighting system will cover 300 to 400 m2 of land.

Airport will operate through “Instrument, Non-Precision type” system. Currently proposed airport is

connected with Prithivi highway through 1.5 km graveled road. Requirement of a peripheral road for


Page x

easy way-out to people of southern part has been envisaged. Small stretch of that road has now been

blacktopped and is used by PSM to transport municipal waste at well-built landfill site at the left bank of

Seti River.

It is necessary to have round the clock supply of electricity, drinking water. Waste disposal and sewage

discharge facilities are additional requirement of the airport. About 70-90 kVA electricity and 390 tons of

water per month will be required. 2-2.7 ton of waste per month is expected to be properly disposed off.

280-370 tons of sewerage is expected per month. Both solid waste and sewerage need to be managed

properly for safer air services and prevent travelers from bad smell.

Principal objective of airport is developing a regional international airport. It will enable Nepal to provide

more air seats for visitors that will increase current load and volume of travelers. Additional objective of

the airport development is to enhance the quality of tourism by creating employment opportunity to

stimulate economic growth for poverty alleviation.

Scope of study has been adopted as per the Scoping document prepared for the EIA study, which was

primarily guided by the EPR 1997 and its first amendment 1999 and was based on Review Criteria for

EIA and its Associated Documents 2000. It had identified and prioritized issues to be incorporated by

EIA study on different environmental parameters. Scoping and TOR document was approved by

MOEST on 2062-7-25 through ministerial decision. EIA study had thus been undertaken after approval

of these documents.

EIA study should undergo four different steps for its final approval as per EPR 1997. It has completed

three steps arriving at this stage of final report. Out of four steps, issuance of public notice, its

dissemination at the people’s level through pasting it on the notice board of the concerned as well as

neighboring wards of PSM, field visit of EIA study team for onsite and primary information collection and

public hearing are completed. Issues raised during Public Hearings are incorporated at various places

appropriately. Public hearing was conducted at Kalika Multiple Campus on 2063-3-10. Meeting was

attended by various walks of life. Four Karki brothers had not received money for land acquistion of 56

ropanies of land prior to public hearing. Now, they have all received the land compensation amount and

land acquistion work has been completed.

The left one process is issuance of public notice which is to be carried out by MOEST before its

finalization. As per the Environment Protection Rules (EPR) 1997 and its first amendment 1999 rule 4

(1), CAAN- the proponent, published public notice granting 15 days time period on Gorkhapatra

national daily on 29 Jestha 2060 and request was made for all the concerned stakeholders to send their

concerns, comments and suggestions with regards to the project within the stipulated time period.

Collection of secondary information from the technical report of the proposed project, land use concept

plan of Pokhara valley, relevant maps, topo sheets, and ammonia prints were undertaken as a part of

desk study. Semi-structured questionnaires and checklists for field verification on each component of

environment were developed and used properly.

People from different walks of life e.g. ex-political leaders at PSM, DDC and ward officials and local

activists of multi-party system were consulted for better co-ordination. Valuable suggestions and

guidance were received. Their willingness for the proposal can also be seen from public voice which

was published couple of years ago in the Kantipur National Daily (January 18, 2004). Copy of the news

is attached in the annex. Proposed project can be considered as point project so all impacts are

confined in the airport surrounding despite of negligible impact to distant areas.

Nepal is actively engaged in Environmental Assessment activities for its development projects since the

implementation of National EIA Guidelines 1993 and EIA Guidelines for Forestry Sector 1995.

Integration of EIA system in development projects has further been reinforced with the enforcement of

Environment Protection Act (EPA) and Environment Protection Rules (EPR) 1997 and its first


Page xi

amendment 1999. Full fledge EIA study has therefore been mandatory requirement to satisfy the legal

provision of Government for this project.

Topography and landscape, drainage pattern, geology, soil, quarry site are discussed under existing

environmental condition. Chemical, biological and socio-economic and cultural environment are also

discussed. There is no option of site selection in the case of this airport. This study has discussed on

the technology and implementation procedure. Development of new Pokhara airport will have both

beneficial and adverse environmental impacts during its construction and operation phase. Mitigation

measures are suggested for likely adverse impacts and beneficial measures are added with

augmentation measures. Environmental management plan has estimated cost for mitigation and

environmental monitoring. Auditing parameter and its tentative costs are also included. EMP

implementation unit will be established for effective implementation of plan.

There will be no severe impact that could not be mitigated, compensated or corrected. Therefore, with

provision of implementation of prescribed measures, compensation of landowners and enhanced local

employment, this study strongly recommends to implement project considering people’s concerns and

aspiration which were raised during public hearing. Project activities should be undertaken in close co-

ordination with local people, political leaders and civil societies. Project will contribute to blossom

tourism buds and helps to reduce poverty by opening avenues to various tourism businesses.


Page xii

sfo{sf/L ;f/f+z k|fs[lts ;Dkbfsf] cyfx ;|f]t ePsf] b]z g]kfnsf pRr lxd>[Înf, dgf]/d em/gf, ;'Gb/ gbLgfnf, tfn–tn}of, ljljw /xg;xg, e]ife'iff, hftLo tyf wfld{s ljljwtf, P]ltxfl;s, ;fF:s[lts ;Dkbf / h}ljs ljljwtfn] ljZjdf Pp6f j]Un} klxrfg agfPsf] 5 . oxfF ko{6ssf] rfxgf cg';f/sf y'k|} uGtJox? ljBdfg 5g\ . g]kfnL lxdfnx? / o;n] k:sg] b[Zofjnf]sgsf] cj;/ ;a} ko{6ssf nflu plQs} cfsif{s x'g] u/]sf 5g\ . To;dfly clj/n gbLgfnfsf] jxfj;+u} k':tf}+b]v ljsl;t ;dfgfGt/ kbdfu{x?, t/]nL k/]sf ;dy/ t/fOsf kmfF6b]lv kxf8L e"–w/ftn, xl/of] h+unn] 9fs]sf cg'kd t/ kf}/fl0fs ufFp–a:tLx? ko{6sLo yk cfsif{0f x'g\ . ko{6ssf nflu ;+:ff/s} clåtLo P]ltxfl;s, ;fdflhs–;fF:s[lts ljljwtf tyf dgf]/d xfjfkfgL nufot ;b}j x+l;nf] d'xf/n] :jfut ug]{ k/Dk/fut g]kfnL hLjgz}nLn] ko{6snfO{ nf]Eofpg] u/]sf] 5 .

log} ljz]iftfsf sf/0f ;/sf/n] ko{6g If]qnfO{ ljb]zL ljlgdo cfh{gsf] k|d'v ;|f]tsf] ?kdf :jLsf/L o;nfO{ k|fyldstf If]qdf /fv]sf] 5 . ;/sf/n] xfnsf aif{x?df ko{6sLo k"jf{wf/x?sf] ljsf; tyf lj:tf/sf nflu xjfO{ d}bfgsf] ljsf;df hf]8 lb+b} cfPsf] 5 . tbg'?k ;+:s[lt, ko{6g tyf gful/s p•og dGqfno cGtu{t g]kfn gful/s p•og k|flws/0fn] lqsf]0fLo ko{6s uGtAo -sf7df08f}, kf]v/f / lrtjg_ sf] ?kdf ljsf; e}/x]sf] kf]v/f pkTosfdf gof+ cGt/f{li6«o:t/sf] ljdfg:yn lgdf{0f ug{ u}/x]sf] 5 . of] ljdfg:ynsf] lgdf{0fn] kf]v/fnfO{ l;w} cGt/f{li6«o ko{6g ahf/df ;Dks{ :yflkt ug{ ;3fpg] / slDtdf klg blIf0f PlzofnL ;xof]u ;+u7gdf cfa4 /fi6«sf ko{6snfO{ sf7df08f} cfP/dfq kf]v/f hfg'kg]{ at{dfg afWotfaf6 d'lQm lbnfO{ l;w} rfxgf cg';f/sf] uGtAo hfg ;Sg] cj;/ lbg]5 . lsgeg] g]kfn e|d0fdf cfpg] ko{6sx?sf] $% k|ltzt ;+/If0f If]qdf 3'Dg] tYofÍ /x]sf] 5 -cÌk"0f{ ;+/If0f If]qsf] k|j]zåf/ kf]v/f ePsf]n]_ . o;sf] cnfjf o; ljdfg:ynsf] lgdf{0fn] ko{6snfO{ ;'/lIft, e/kbf]{ tyf ;:tf] xjfO{ ;]jf lbg ;Sg] ;d]t cg'dfg ul/Psf] 5 .

o; ljdfg:ynsf nflu cfjZoskg]{ hUuf g]kfn gful/s p•og k|flws/0fn] lj=;+= @)#@ r}q @ ut]sf] g]kfn /fhkqdf ;"rgf k|sflzt u/L xfnsf] kf]v/f pk–dxfgu/kflnsf cGtu{t j8f g+= !$ / !* df kg]{ l5Ì]8fF8fdf hDdf #!)^ /f]kgL hUuf clwu|x0f ul/;s]sf] 5 . k|flws/0fn] rLgsf] PlShd a}+ssf] C0f ;xof]u dfkm{t O{=lk=;L= df]8]ndf ladfg:yn lgdf{0f ug{ ;f]r agfPsf] 5 .

h'g;'s} xjfO{ d}bfgsf] lgdf{0f ubf{ cGt/f{li6«o xjfO{ p•og ;+u7gn] tf]s]sf ] :t/ sfod ug'{ kg]{ x'G5 . To;}n] k|:tfljt Po/kf]6{sf] k|fljlws k|ltj]bgn] pQm ;+u7gsf] :t/nfO{ Wofg lbO{ k|f?k tof/ u/]sf] 5 . h;cg';f/ wfjgdfu{ -/g–j]_ sf]] lgdf{0fkl5 af]OË–&%&–@)) ljdfgn] p8fg eg{ ;Sg]5 . wfjgdfu{ -/g–j] l|:6k_ cGt/f{li6«o xjfO{ p•og ;+u7gn] tf]s]sf] dfkb08 cg'?k #)) ld6/ rf}8f agfOg] 5 . Ps} k6sdf !@ j6f;Dd tLg leÌ k|sf/sf xjfO{hxfh


Page xiii

kfls{Ë ug{ ;lsg] u/L Pk|f]gsf] lgdf{0f ul/g] 5 . t/ 6\oflS; kfls{Ë eg] wfjgdfu{ -/g–j]_ sf] ;dfgfGt/ x'g]5}g .

ofq' 6ld{gn ejg ;a} Po/kf]6{sf] k"j{zt{ g} xf] . o; Pokf]6{sf] nflu klg ofq'rfk pRr /x]sf] cj:yfdf k|lt cGt/f{li6«o ofq' #% au{ld6/sf b/n] x'g] u/L l8hfOg ul/Psf] 5 . ;g\ @)@@ ;Dddf o; Po/kf]6{af6 k|lt 306f @&( ofq'n] ;]jf lng] cg'dfg ul/P cg';f/ hDdf !)))) au{ld6/ 7fpF rflxg] b]lvPsf] 5 . ;g @)@@ ;Dd cfGtl/s ofq' @) ju{ld6/sf] b/n] @)* k|lt306f ofq'n] ;]jf lng $))) ju{ld6/sf] cfGtl/s 6ld{gn ejgsf] cfjZostf b]lvG5 . To:t} gLlh tyf ef8fsf ;jf/L kfls{Ësf nflu klg k|fljlws k|ltj]bgn] cfjZos Wofg k'¥ofPsf] 5 . ;DefJo cfuhgLaf6 ljdfg:ynnfO{ hf]ufpg jf p4f/ ug{ #)) b]lv $)) ju{ld6/ If]qkmndf o;sf] nflu cfjZos pks/0f h8fgug]{ u/L Joj:yf ldnfOPsf] 5 .

oflGqs pks/0fo'Qm cTofw'lgs ;~rf/ k|0ffnLsf] ;xfotfn] Po/kf]6{ ;~rfng ug{] k|fjwfg /flvPsf] 5 . xfn k[YjL/fhdfu{ b]lv k|:tfljt ljdfg:yn;Dd hfg !=% lsnf]ld6/ v08fl:dt -u|fe]n_ k|j]z dfu{ /x]sf] 5 . t/ ljdfg:ynsf] blIf0fL e]u;Dd cfxf]/–bf]xf]/ ug{ ;lsg] u/L ljdfg:yn jl/k/L sfnf]kq] ;8s lgdf{0f ul/g] k|:tfj ul/Psf] 5 . o; Joj:yfn] k|:tfljt ljdfg:ynsf] blIf0fLe]udf /x]sf] j:tL–dem]/Lkf6g;Dd hfg cfpg ;xh x'g] 5 . xfn ljdfg:ynsf] klZrdtkm{sf] ;fgf] ;8sv08 kf]v/f pk–dxfgu/kflnsfn] kmf]xf]/d}nf 9'jfgL ug{ k|of]u u/]sf] 5 . ;+slnt kmf]xf]/d}nf pk–dxfgu/kflnsfn] ;]tL gbLlsgf/df lgld{t cTofw'lgs kmf]xf]]/d}nf Joj:yfkg :yndf Joj:yfkg ub}{ cfPsf] 5 .

cGoqh:t} o; ljdfg:yndf klg @$ ;} 306f lah'nL, vfg]kfgL tyf zf}rfnosf] Joj:yf ug'{kg]{ ePsf]n] To;sf] nflu sl/a *)–() lsnf]ef]N6 a/fa/sf] ljB't zlQm nufot dfl;s #() 6g kfgLsf] cfk"tL{ x'g] u/L k|fljlws k|ltj]bg tof/ ul/Psf] 5 . k|ltdlxgf cg'dflgt @–@=& 6g pTkfbg x'g] 7f]; kmf]xf]/d}nf tyf tyf @*)–#&) 6g t/n kmf]xf]/sf] plrt Joj:yfkgsf] nflu klg k|ltj]bgn] cfjZos l8hfOg u/]sf] 5 .

o; cfof]hgfsf] d'Vo p2]Zo kf]v/fdf If]qLo :t/sf] cGt//f{li6«o ljdf:yn ljdfg:yn lgdf{0f ug'{ g} xf] . o; ljdfg:ynsf] lgdf{0fn] g]kfn cfpg rfxg] ko{6ssf] nflu xjfO{ l;6 a9\g], ko{6g Joj;fosf] :t/f]ÌtL x'g] / ko{6g Joj;fon] /f]huf/L l;h{gf u/L ul/aL lgjf/0f ug]{ /fli6«o nIodf ;xof]u k'Ug] ljZjf; lnOPsf] 5 . of] cWoog k|ltj]bg, jftfj/0f ;+/If0f lgodfjnL @)%$ n] tf]s]sf] If]q lgwf{/0f k|ltj]bg tyf d:of}bf jftf/0fLo k|efj d"NofÍg lgb]{lzsf @))) n] lglb{i6 u/] adf]lhd tof/ ul/Psf] 5 . o; cWoog k|ltj]bgn] If]q lgwf{/0f k|ltj]bgn] cf}+NofO k|fyldstf ;"rLdf k/]sf gsf/fTds tyf ;sf/fTds jftfj/0fLo ;jfnx?sf] p7fg / ;dfwfgsf pkfox? ;'emfpg] k|of; u/sf] 5 .

jftfj/0f ;+/If0f lgofdfjnLn] tf]s] adf]lhd o; cj:yf;Dd cfOk'Ubf o; cWoog k|ltj]bgn] ;a} -rf/_ r/0f k'/f u/]sf] 5 . rf/ r/0fdWo] tLg r/0fx? qmdzM If]q lgwf{/0fsf] nflu ;fj{hlgs ;"rgf hf/L ug]{, pQm ;"rgf ;/f]sf/jfnfsf] kx'Fr;Dd k'¥ofpg], jftfj/0fLo


Page xiv

k|ltj]bg tof/Lsf] nflu :ynut e|d0f ug]{ tyf pQm k|ltj]bgsf] ;fj{hlgs ;'g'jfO xfn} ;DkÌ ePsf] 5 . ;fj{hlgs ;'g'jfOdf cfPsf pko'Qm ;'emfjx?nfO{ cfjZos 7fFpdf ;dfj]z ul/Psf] 5 . :yfgLo ;/f]sf/jfnfsf cltl/Qm gful/s p•og k|flws/0f kf]v/fn] klg ljutdf

ul/Psf lqmofsnfksf af/]df cfˆgf] lnlvt ;'emfj k]z u/]sf] 5 . To;sf] k|ltlnlk o;}df ;+nUg ul/Psf] 5 .

cfof]hgf k|:tfjs g]kfn gful/s p•og k|flws/0fn] lj=;+= @)^)–@–@( sf] uf]/vfkqdf ;"rgf k|sfzg u/L sfg"gn] tf]s] adf]lhd !% lbgleq ;/f]sf/jfnsf] ;'emfj dfu u/]sf] lyof] . pQm ;'emfjnfO{ dWogh/ u/L If]q lgwf{/0f tyf sfo{;"rL k|ltj]bg tof/ ul/of] / pQm k|ltj]bg jftfj/0f, lj1fg tyf k|ljlw dGqfnon] ldlt @)^@–&–@% sf] dGqL:t/sf] lg0f{o adf]lhd :jLs[t k|bfg u/]kl5 of] jftfj/0fLo k|efj d"NofÍg cWoog k|ltj]bg tof/ ePsf] 5 . o; cWoogsf] nflu cfjZos ;"rgf ljleÌ ;|f]tx? tyf :ynut ;j]{If0faf6 lnOPsf] 5 . d'Votof k|:tfljt cfof]hgfsf] k|fljlws k|ltj]bg, kf]v/f pk–dxfgu/kflnsfn] tof/ u/]sf] e"–pkof]u ;DaGwL k|ltj]bg, pknAw gS;fx?sf] pkof]u u/L of] k|ltj]bg tof/ ul/Psf] 5 .

cWoogsf qmddf ljleÌ ;/f]sf/jfnfx?, :yfgLo hg;d'bfo, ljleÌbnsf k|ltlglwx? tyf ;j{;fwf/0f ;d]tsf] 5nkmn tyf ;+:yfut ;Dks{af6 cfPsf ;'emfjx?nfO{ ljz]if dxTjsf ;fy dgg\ u/L of] k|ltj]bg tof/ ul/Psf] 5 . :yfgLo hgtfx? o; cfof]hgf k|lt lgs} pT;'s b]lvG5g\ . lj=;+= @)^) df3 $ ut] k|sflzt sflGtk'/ b}lgssf] ;dfrf/n] klg o;sf] k'li6 ub{5 . pQm ;dfrf/sf] 5fFof k|lt -c+z_ o;} k|ltj]bgdf ;+nUg ul/Psf] 5 .

jftfj/0f ;+/If0f lgofdfjnL @)%$ n] tf]s]sf] k|fjwfg adf]lhd tof/ul/Psf]n] o; k|ltj]bgn] ;'emfPadf]lhd sfdsf/afxL ug{ s'g} cK7\of/f] kg]{ b]lvb}g . o; cWoogn] jftfj/0fdf vnn\ gk'¥ofpg tyf ;Defljt gsf/fTds k|efjnfO{ :jLsf/of]Uo tx;Dd Nofpg ljleÌ sd vlr{nf] tl/sf tyf k|ljlwsf] cltl/Qm cg'dflgt nfut tyf lhDd]jf/ lgsfo ;d]t ;'emfPsf] 5 . t/ o; cfof]hgfsf] lgdf{0f ubf{ ;dfwfg} ug{ g;lsg]vfn] gsf/fTds jftfj/0fLo k|efj kg]{ eg] b]lvb}g . ;'emfOPsf ;'emfjx?sf] ;dof]lrt sfof{Gjog ub}{ sfsL{ bfh'efO{sf] hUuf d'cfAhfsf] ;d:of ;'Nemfpg ;lsg] tYo @)^#–#–!) df kf]v/f pk–dxfgu/kflnsf j8f g+= !* l:yt sflnsf ax'd'vL SofDk;df ;DkÌ ePsf] ;fj{hlgs ;'g'jfO sfo{qmddf pkl:yt ;a}n] k|sfz kf/]sf lyP . ;f] adf]lhd sfsL{ bfh'efOn] hUufsf] d'cfAhf lnO;s]sf 5g\ . of] cfof]hgf :yfgLo jfl;Gbf, a'4LlhaL, kqsf/ tyf cfd hg;'bfosf] ;xof]u / ;dGjodf oyflz3| lgdf{0f ug{ ;lsPdf kf]v/fsf] ko{6g ljsf;df 7f]; of]ubfg k'Ug'sf] cnfjf ko{6ghGo yk /f]huf/Lsf] l;h{gf x'g] / ul/aL Go"gLs/0f ug]{ /fli6«o k|of;df ;d]t of]ubfg ug{ ;lsg] o; cWoogsf] lgrf]8 /x]sf] 5 .


Page xv

Acronyms

ACAP Annapurna Conservation Area Project

ACRP Acquisition Compensation and Rehabilitation Program

AIDS Acquired Immune Deficiency Syndrome

amsl Above Mean Sea Level

BASH Bird Aircraft Strike Hazard

BOOT Build, Own, Operate and Transfer

BOT Build, Operate and Transfer

BS Bikram Sambat

CAAN Civil Aviation Authority of Nepal

CBD Convention on Biological Diversity

CBS Central Bureau of Statistics

CDO Chief District Officer

CF Community Forests

CFUG Community Forest Users Group

CITES Convention of International Trade in Endangered Species of Fauna and Flora

DAG Disadvantaged Group

DDC District Development Committee

DFO District Forest Office

DIZ Direct Impact Zone

DME Distance Measuring Equipment

DOF Department of Forest

EA Environment Assessment

EIA Environmental Impact Assessment

EMP Environment Management Plan

EMU Environmental Monitoring Unit

EPA Environment Protection Act

EPR Environment Protection Rules

FGD Focus Group Discussion

FINIDA Finland International Development Agency

FIT Free Independent Traveler

FUG Forest Users Group

ha. Hectare

HH Household

HIV Human Immune-deficiency Virus

GON Government of Nepal

ICAO International Civil Aviation Organization

IEE Initial Environmental Examination

IIZ Indirect Impact Zone

INGO International Non Governmental Organisation

JICA Japan International Cooperation Agency

kVA Kilovolt Ampere

LDO Local Development Officer

LGA Local Governance Act

LS Lump Sum


Page xvi

M/M Man Month

MBT Main Boundary Thrust

MCT Main Central Thrust

MFIs Micro-finance Institutions

MFSC Ministry of Forest and Soil Conservation

MLD Ministry of Local Development

MoCTCA Ministry of Culture, Tourism and Civil Aviation

MoEST Ministry of Environment, Science and Technology

MOF Ministry of Finance

MTOW Maximum Take Off Weight

NDB Non Directional Beacon

NGO Non-Governmental Organisation

NPC National Planning Commission

NTB Nepal Tourism Board

PAPI Precision Approach Path Indicator

PAS Protected Area System

pH Percentage of Hydrogen Ion

PIU Project Implementation Unit

PMU Project Management Unit

POSDCORB Planning, Organisation, Staffing, Directives, Coordination, Reporting and

Budgeting

PRA Participatory Rural Appraisal

PRIA Pokhara Regional International Airport

PRSP Poverty Reduction Strategy Paper

PSM Pokhara Sub Metropolitan

REIL Runway End Indicators Lights

RNA Royal Nepalese Army

RNAC Royal Nepal Airlines Corporation

Rs. Rupees

SAARC South Asian Association for Regional Cooperation

SD Scoping Document

SPAF Severely Project Affected Family

STD Sexually Transmitted Diseases

STOL Short Take Off and Landing

TIA Tribhuvan International Airport

TOR Terms of Reference

TSP Total Suspended Particles

VDC Village Development Committee

VCF Venture Capital Fund

VNY Visit Nepal Year

WDR Western Development Region


Page 1

CHAPTER ONE: INTRODUCTION

1.1 Background

Government of Nepal (GON) has recognised tourism a priority sector for national revenue

generation and foreign exchange reserve. The Government, in the recent years, is trying to

explore possibilities of establishing minimum pre-requisites for tourists either by improving

the existing airfields for safer and all weather air services or constructing new modest

regional airports of international standards that directly hosts the visitors to their intended

destination along with adequate amenities including hotels, lodges and trekking and travel

agencies.

Pokhara is a hub to nature lovers due to possession of seven lakes, Annapurna and

Dhaulagiri mountain ranges. Kathmandu, Pokhara and Chitwan are established triangle

destinations of Nepal which is widely popular among the visitors. Travel agencies have been

selling these unique points in tourism industry for decades when tourism started. However,

at present, visitors those who intend to visit Pokhara only, to closely view the panoramic

views of the Himalayas and trek along the Annapurna circuit are forced to enter Kathmandu

due to unavailability of direct air access which also increases travel cost. Pokhara is thus

waiting for additional facilities to have direct international air links (at least from SAARC

countries) through a well-built infrastructure. If the dream is changed into realities, it would

not only enhance the existing tourism activities but also serve as regional international

airport in Pokhara. In the absence of such airports, Nepal has felt bitter experiences of loss

of lives and property in the 1990’s decade due to several domestic and international air

accidents.

Upon the completion of this proposed new airport, Nepal will not only have an alternate

airport of international standard but also build-up visitors’ confidence and level of satisfaction

due to safer and cheaper international flights, increased air seats that up scale domestic and

international tourism business which is lacking at present. Tourism data indicate that 45

percent of tourists visiting Nepal prefer to visit the protected and conservation areas e.g.

Annapurna Circuit. If developed in the proposed way this airport is expected to play crucial

role in promoting tourism in the years to come.

Civil Aviation Authority of Nepal (CAAN), an undertaking of Government of Nepal acquired

land for the specified airport three decades ago with the view of developing a new airport at

Chhinnedanda of Pokhara. Nepal Government now is intended to develop this airport with

financial assistance of EXIM Bank of China.

1.2 Project Proponent

Civil Aviation Authority of Nepal (CAAN) is the executing agency at the district level and the proponent of the Environmental Impact assessment (EIA) for the Development of Pokhara Regional International Airport project. CAAN has carried out preparation of Concept Paper (air traffic projection, terminal sizing and financial analysis for various BOOT and PPP models), preliminary study, detailed engineering survey and earthwork estimation of this airport infrastructure for operation of Boeing 737-700 series aircrafts to promote regional international as well as domestic tourism in Pokhara area.

The name and address of the proponent is as follows:


Page 2

Civil Aviation Authority of Nepal (CAAN) Babarmahal, Kathmandu, Nepal Tel: 4262387,262326, 4262518 Fax: 977-1-4262516 E-mail: [email protected] Website: www.caanepal.org.np

1.3 The Consultant

At the preliminary stage in August 2006, local consultanting firm Mir Consultant Pvt. Ltd. has

assisted CAAN in preparing the draft Environmental Impact Assessment (EIA) Study for

Development of Pokhara Regional International Airport. This Draft EIA of the PRIA has been

prepared on the basis of approved Scoping and Terms of Reference (ToR) documents.

Public hearing was conducted at Kalika Multiple Campus on 2063-3-10. Meeting was

attended by various walks of life. Draft EIA Report of PRIA was submitted to Ministry of

Environment Science and Technology for approval. All the requirements as per the

environmental guidelines of GON had been fulfilled by CAAN. During Draft Report

submission, payment for land acquisition of all the acquired land had been completed

excluding land belongings of four Karki brothers. Hence, Ministry of Environment Science

and Technology of GON requested CAAN to make land acquisition payment to four Karki

brothers and then update the EIA and submit for approval. Accordingly, payment has already

been made to four Karki brothers and this updating of the EIA Report has been prepared as

per the comments received from MOEST.

The proponents has entrusted Joshi Associates, Consulting Engineering and Architectural

Firm to prepare the EIA report of this Pokhara Regional International Airport in accordance

with the Environmental Protection Regulation 1997 with its amendment 1999 and to amend

the previously prepared EIA. The present EIA report is based on the format given in the

Schedule 6 of the Environment Protection Rule (EPR), 2054.

Finally, this Environmental Impact Assessment (EIA) study of Pokhara Regional

International Airport has been conducted by Dr. Ramesh Bhatta (EIA Expert) together with

Tirtha Bahadur Joshi (Joshi Associates) and other team members.

The airport site selection, detailed engineering work and Master Plan of New Pokhara Airport

was initially prepared in 1971 by DIWI, a German Consulting Engineering firm. This work

was performed for Department of Civil Aviation under the Asian Development Bank loan

under the Airport Development Project in Nepal. Since then, following studies has been

undertaken:

Review of New Pokhara Airport Master Plan of DIWI by JICA in 1988.

JICA proposed two phases of works to be undertaken in 1995 – 2000 (estimated cost

40 Million $ for Phase I with HS748 as Design Aircraft) and 2001 – 2010 (estimated

cost 45 million $ for Phase II with B757 as Design Aircraft).

UNDP / ICAO reviewed the previous studies .

Detailed engineering survey was conducted by Department of Civil Aviation in 1993.

mailto:[email protected]

http://www.caanepal.org.np/


Page 3

Review of the previous studies and preparation of a Master Plan of New Pokhara

Airport by Joshi Associates in 1993.

Preparation of Concept Paper for Developing New Pokhara Airport as a Regional

International Airport by Joshi Associates in 2008.

Detailed Engineering Survey, Layout Plan Preparation and Earthwork Estimation of

Proposed Regional International Airport at Pokhara by Joshi Associates in 2010.

As per the preliminary planning works performed by CAAN in 2008 and 2010, the

Conceptual Master Plan of New Pokhara Regional International Airport of 4 D category has

been prepared as per the requirement of an aerodrome reference code 4D category airport

(non precision) according to the Annex 14 (an ICAO publication). Design Aircraft has been

selected as B 757 - 200 series. Runway length of 2500 meter and 45 meter width with a

runway strip of 330 meter (165 meter on either side of runway centerline) has been planned.

Parallel Taxiway has been planned at a distance of 176 meter from runway centerline from

the edge of the apron to the eastern end (from chainage 0+790 to 0+00). Other

improvements proposed are separate Terminal Building and aircraft parking aprons for

international and domestic air traffic movement, storm water drainage, improvement of

side strip, channelization of existing irrigation canals into 3 nos. of drainage system,

international / domestic terminal buildings, aircraft maintenance hangar, RFFS facility

development, utilities, road infrastructure and other infrastructures. Equipments for

CNS / ATM, runway lighting, surveillance system, Crash Fire Rescue vehicles and

others will be procured and installed. Civil infrastructures (landside and airside) and

equipments has been planned as per the IACO, IATA requirements.

While carrying out the development works, upgrading and extension activities at the

airport, Environmental Impact Assessment (EIA) is necessary to cope the

Environmental Protection Act (EPA), 1997 and Environmental Protection Regulations

(EPR), 1997 of Government of Nepal (GoN). According to Schedule 2, rule 3 of EPR,

1997, the construction of new facility at airport required EIA. For this reason, EIA is

required for the development of the Pokhara Regional International Airport. Therefore,

CAAN intends to carry out the EIA study of the PRIA.

Construction of an airport is thus essential for safer and quality national and

international air services that enhance satisfaction level of air -travellers with safety

guarantee. This ultimately promotes the tourism activities in the country comparatively

at low cost. Domestic travellers can also travel if airfare is decreased to affordable

level. At present, domestic air travellers are increasing. Upon completion of this

airport, medium jet aircrafts Air Bus 319, 320, Boeing B 737, 757 and similar aircrafts

will have direct access to Pokhara Airport from foreign countries. This airport will

provide services to various domestic and international sectors.

1.4 Objectives of EIA Study

The general objective of this study is to complete the environmental process and procedure

stipulated in GoN regulation for Environmental Assessment studies of developmental

projects, particularly undertaking EIA for the construction of New Pokhara Airport of Kaski

district.


Page 4

The main objective of the EIA study is to identify and predict the impacts on the bio-physical, and socio-economical and cultural environment and to propose mitigation and enhancement measures. This EIA has been designed to meet the following objectives:

Collect baseline data on (a) physical, (b) biological, (c) socio-economic and

cultural environmental condition of the project area;

Identify positive and adverse environmental impacts associated with the project;

Assess whether the project components are environment-friendly or draw down the environment-friendly measures.

Recommend cost effctive and practical mitigation measures to minimize adverse impacts and enhance positive impacts;

Develop Environmental Management Plan (EMP) and Environmental Auditing

Plans associated with the project construction and operation phase

1.5 Rational of the Study

The Environment Protection Act (EPA) and the Environment Protection Rules (EPR) 1997

provide details on provisions to prepare and approve the EIA report of newly construction of

airport before its implementation. As per the Schedule 2 of the EPR 1997, this project

should undergo EIA process legally, and hence, should determine scoping, approve the

Terms of Reference (TOR), and approve final EIA report before project implementation by

complying all requirements mentioned in the environmental laws. This EIA report is prepared

as per the approved ToR (Annex 1) and Scoping Document and to comply EPA/EPR and

other legal provisions.

1.6 Limitation of the Study

This airport is to be built at the acquired land of Pokhara where population is increasing over

three decades and residential houses are built day by day. Acquired land was under

cultivation where government’s line agencies have developed different social services e.g.

irrigation canal, sheep farms, access road to sanitary landfill site, electricity,

telecommunication etc. CAAN is going to call bid for project implementation immediately

after its approval.


Page 5

CHAPTER TWO : PROJECT DESCRIPTION

2.1 Objective of the Project

The principal objective of the proposed airport is to develop a regional international airport

of international standard for passenger and cargo handling so that it could provide easy and

direct access to the visitors to Pokhara. Upon the completion of the Project, this will provide

better access to employment opportunities and support the private sector to enhance their

capabilities to develop tourism in national as well as in local level.

Development of New Pokhara Regional International Airport has been included within the

National Priority Projects of Nepal, which has been approved by the Government of Nepal.

The listing of these national priority projects is attached in the Annex VI.

2.2 Salient Features of the Project

The salient features of the proposed project are summarized in Table 2.1.

Table 2.1: Salient Features of the Project S.N Description Slient Features

1. Name of Project Updated EIA Report of Pokhara Regional International Airport

2. Location

2.1 District Kaski

2.2 Zone Gandaki

2.3 Geographical Location Chhinne Danda

2.4 Development Region Western

2.5 Ward Nos. 14 and 18 of Pokhara Sub - Metropolitan City (PSMC)

2.6 Airport co-ordinates

a) North - west corner - 28°12 3́2〞(latitude) and 84°00 9́.99〞(longitude)

b) South - east corner - 28°10 2́9.77〞(latitude) and 84°02 2́6.64〞

(longitude)

3. Elevation 800 meter

Airport Reference Temperature 27 ° C

Land Assets 3162 Ropanies

4. Proposed Runway orientation 12 / 30

Proposed Airport category as per ICAO

4 "D"

Design Aircraft B 757 - 200

5. Proposed Airside Infrastructure

5.1 Runway 2,500 meter (length) x 45 meter (width)

5.2 Parallel Taxiway 1,200 meter (length) x 23 meter (width)

5.3 Exit (Right Angle) Taxiway - 2 Nos. 182.5 meter (length) X 23 meter (width)

5.4 Aircraft Parking Apron 300 meter length 100 meter width

5.5 Runway and Taxiway Surface type Flexible (Bitumen) pavement

5.6 Aircraft Parking Apron Surface type Rigid (Concrete) pavement

5.7 Pavement marking As per Annex 14 and IATA.

6. Proposed Building works

6.1 International Terminal Building 10,000 Sq.m.

6.2 Domestic Terminal Building 4,000 Sq.m

6.3 Control Tower and Operation Building

2,500 Sq.m

6.4 Customs and CargoTerminal Building. 600 Sq.m


Page 6

6.5 Staff quarter buildings 12 Nos.

6.6 Security buildings 2 Nos.

6.7 RFFS building 1,600 Sq.m

6.8 Fire Men's quarter 1,000 Sq.m

6.9 International and Domestic hangar 6,000 Sq.m

6.10 Buildings for communication / navigation aids 600 Sq.m

7. Proposed Utilities

7.1 Water Supply System Deep tube well boring, water supply system connection and water treatment plant.

7.2 Drainage works Storm water drainage system works along both sides of runway.

7.3 Sewerage works Sewerage system development including installation of sewerage treatment plant.

7.4 Solid waste management works Solid waste management system works incuding installation of Incinerator

7.5 Electrification Laying of electricity supply system for all buildings and airside facilities.

8. Other Associated Works.

8 1 Airport Periphery Road 7,500 meter (length)

8.2 Diversion of Irrigational canal 2,000 meter (length)

8.3 Diversion of existing road within the proposed airport boundary New outer public road along the airport boundary.

8.4 Chainlink fencing around the airport boundary in existing iron Angle post 10,000 meter (length)

8.5 Land scaping Around buildings

8.6 Crash fire Rescue (CFR) infrastructure

CFR road, apron and site development

8.7 Hangar apron Rigid pavement

8.8 Fuel Farm Land development

8.9 Car Parks International / Domestic Terminal area

9. Air Communication and Navigation Equipments

9.1 Communication

Tower communication (3-men position) console with voice recording system; Approach communication with (2-men position) console; AMHS users Terminal.

Telephone exchange ( 500 lines) and intercoms

Suitable voice communication control system (VCCS)

1 Lot

VHF transmeters (50 Watts) 10 Sets

VHF recievers 10 Sets

Automatic Teminal Information System (ATIS)

1 Lot

9.2 Navigational Facilities

DVOR/DME system with back up power supply with all complete set.

1 Lot

Precision approach and landing system CAT I (ILS / GBAS) with back up power supply

1 Lot

10. Other Equipments

10.1 Surveillance Facilities.

Wide area multilateration (WAM) based surveillance system with suitable data processing system (SDPS) and ATM display system.

1 Lot

10.2 Meteorological Facilities.

Wind pressure, temperature, humidity 1 Lot


Page 7

rain sensors; Runway visual range (RVR), ceilometers; meteorlogical data processing and display system with METAR.

10.3 Security and Facilitation Equipment

X-Ray machines 7 Sets

Metal detectors

CCTV. 1 Lot

Public Address (PA) System 1 Lot

Flight information display system (FIDS)

1 Lot

10.4 Standby power supply system.

Generator 1000 KVA - One Set

Generator 62.5 KVA - One Set

CVCF / UPS 2 Set

10.5 Conveyor Belt and other mechanincal equipments

1 Set

10.6 Proposed Rescue Fire Fighting Services

9.1 RFSS category Cat. VII

9.2 Fire Fighting Equipments

Source: CAAN, 2014

2.3 Relevancy of the Project

There is an existing Pokhara Airport, which is located in the middle of the town. The present

runway is oriented perpendicular to the prevailing direction of wind. The approach is limited

to one way only and there is no possibility of expansion. The airport is surrounded by roads

on all the four sides. Buildings higher than two storey have been erected in the four sides of

the airport. Most of these buildings lie within the Obstacle Limitation Surface. Pokhara airport

ranks the third among the highest income generating airports in Nepal. This airport started

its operation from the year 1958. At present, this airport is the hub airport of Jomsom and

Manang airports. In absence of sufficient runway length, small aircrafts are operating many

flights daily in the existing Pokhara Airport to cater visitor flow.

Due to many technical difficulties of this domestic airport and a need for the international air

services, new Pokhara Regional International Airport (PRIA) of 4 D category has been

planned to be developed in Chinne Danda in Pokhara (Figure 2.1). Runway orientation of

new PRIA is east - west which is well suited for landing and takeoff and will be 45 meter

wide and 2500 meter long. Development of this airport will have direct air connectivity at

least from South and East Asian countries and mostly from different cities of India which will

boost up tourism and thereby contribute poverty alleviation / minimization objective of

government through tourism. The existing Pokhara Airport will be converted to airport for

other aviation activities such as adventure tourism and other activites.

2.4 Location of the Project

Proposed New Pokhara Airport is located in Ward Nos. 14 and 18 of Pokhara Sub

Metropolitan City and Chhine Danda of Kaski District, Gandaki Zone in the Western

Development Region of Nepal. The site is located in the Hilly Region of Nepal, with an

altitude of almost 800 meters above mean sea level (Figure 2.1 and 2.2).


Page 8

Figure 2.1: Topographical Map of Proposed New Pokhara Regional International Airport


Page 9

Figure 2.2: Google Map of Proposed New Pokhara Airport area

2.5 Access of the Project

The proposed airport is connected with the Prithivi highway (Kathmandu-Pokhara) through

1.5 km gravelled road. CAAN has plans to upgrade this access road to four lane black

topped road with a median and side walks on either side of the road. Existing road in the


Page 10

eastern side of the airport passes through the airport boundary and it is planned to be

realigned outside the airport fence boundary.

2.6 Project Components

The project has an objective to construct new Regional International Airport of 4 D

category in the acquired land at Chhine Danda. The proposed key project components are

presented in Table 2.2.

Table 2.2: Project’s Key Components

Description of work activities

Airside Construction of a new runway (2500m), parallel taxiway, exit taxiway with flexible pavements.

Construction of a new international aircraft parking apron with rigid pavement.

New Water supply, Sewerage and Storm water drainage improvements,

Construction of periphery road and security chain link fencing,

Construction of other utility roads as Airport access road, CFR access road, Fuel Farm access road, and Custom & Cargo access road systems.

Buildings /

Landside

Construction of new international and domestic terminal building,

Construction of new control tower/operation building, customs & cargo building and crash fire building,

Ancillary buildings as power house, guard house, security posts and maintenance building etc.

Utilities Installation of different utilities including electricity for buildings and airside

infrastructure, drinking water (deep tube well boring), solid waste disposal

(Incinerator) and sewerage discharge facilities (Sewerage Treatment Plant,

Septic Tank).

Equipment Provision of communication,navigational aids, meteorological equipment, durveillance facilities, first aid equipment and materials.

Installation of Aeronautical Lighting Systems (CAT I)

Provision of rescue and fire-fighting station, installation of modern lighting facilities.

Provision of Security and Facilitation Equipments.

Installation of Standby Power Supply System.

Installation of conveyor belt and other mechanical equipments.

Other

works

Human Resource Development for familarization training, study visit and on job training programme.

Consulting Services for Environmental monitoring and detailed design works.

Source: CAAN

2.7 Project Activities

2.7.1 Pre construction Phase

Work activities under this phase will include the following:

Contractor will acquire temporary land for establishment of contractor’s camp/labor’s

camps, equipment & mechanical yards, storage yards of construction materials,

vehicle and equipment parking areas etc. required for the construction period with all

facilities such as water supply, electricity and telecommunication connections,

sanitary (toilets, washing rooms) and waste management facilities.

Prior to the construction activities, detailed geo - technical engineering work activities

will be performed. Recently, instances of the formation of potholes and the settlement

of the land were observed in various parts of Pokhara. As of now, such instances has

not been detected in and around the new Pokhara airport site. Geo - technical


Page 11

engineering works of the proposed Pokhara airport will include the detailed

assessment of the soil condition below the existing ground level and various soil

laboratory tests will also be performed.

2.7.2 Construction Phase

The construction activities will be undertaken as per the following stages:

Stage 1:

Site clearance

Construction of diversion roads (existing roads within airport boundary) along the airport boundary as per the design.

Construction of the diversion of irrigation canals as per the design.

Earthwork of runway, taxiway, apron and the shoulders.

Stockpiling the excavated earth for reusing in the runway shoulder

Fill material excavation from the selected borrow pit sites of Bacchedanda near BijayapurKhola.

Stockpiling of construction materials

Construction of a peripheral road around the airport boundary as per the design

Construction of the International terminal building, control tower building and other facilities on the landside as per design.

Deep tube well boring, laying water suppy and electrical system lines as per design.

Fencing of the Airport area. Stage 2:

Construction of the open channel drainage on either side of runway.

Construction of the pavement of airside infrastructure (runway, taxiway and aircrft parking apron).

Continuation of the construction works of terminal building, control tower building and other facilities on the landside

Installation of CNS / ATM, runway lights (on either side), meteorological, surveillance and other equipments including completion of civil works as per the need.

Construction of the sewerage, water treatment plant and installation of incenerator. Stage 3:

Landscaping of the Airport areas

Procurement of RFFS equipments and security equipments.

Rehabilitation of the camp areas and other construction sites

Performing proof rolling along runway, taxiway and apron prior to airport operation.

2.7.3 Operation phase

Prior to the airport operation, Airport Certification of "4D" code as per ICAO criteria has to be

made available by CAAN to PRIA office in Pokhara. The following activities will be required

to fulfill prior to the airport operation:

Review of the Design Report, field verification of the airside, terminal and landside infrastructures constructed. An assessment by the concerned authorities of CAAN will be performed to check whether the infrastructures are developed as per the requirements of ICAO guidelines for "4D" code airport as per Annex 14 and Environmental Protection guidelines as per ICAO Annex 16 are taken into consideration.

Review the proof rolling report of the airside infrastructure pavement.

Review of the performance of all the equipments installed.

Perform test flight by the design aircraft.

Comply to the technical assessment of ICAO officials during their detailed inspection of all airport infrastructure and equipments installed.


Page 12

2.7.4 Maintenance / Rehabilitation Activities

During the airport operation phase, cleanliness and maintenance of the constructed

infrastructure is required. Following work activities need to be undertaken:

Regular maintenance of airside and landside infrastructure. Cleaning of debris from trapezoidal outer drains. Periodic maintenance and rehabilitation as and when required.

2.8 Delineation of the Project Impact Area

2.8.1 Direct impact area (DIA)

DIA of the proposed project extends within the following airport boundaries:

North East till the existing public road and the fenced land.

South East till Bijayapur Khola

South West till the fenced land.

North west till Kharhare Khola Direct Impact Zone (DIZ) of the project is located within half kilometer from the airport

boundary and hence it extends to the following areas:

North East till Sakneri

South East till Rithepani and Bijayapur Khola.

South West till Phale Patan and Institue of Forest.

North west till Ram Bazar and Pension Camp

2.8.2 Indirect impact area (IIA)

Indirect impact zones (IIZ) covers areas beyond the above mentioned DIZ of the proposed

airport.

2.9 Requirements of the Project

2.9.1 Manpower

Skilled and unskilled laborers from Pokhara and neighborhood will be recruited by the

Contractor and priority will be given to skilled and unskilled laborers from Pokhara. Other

main skilled labourers will be recruited by the International contractor from their country,

other parts of Nepal and other countries as per need and priority will be given to Nepalese.

These items will be mentioned in the contract condition of the Agreement between the client

Civil Aviation Authority of Nepal and the Contractor.

2.9.2 Materials

Whatever local materials are available from Pokhara and neighborhood will be procured

locally by the Contractor for the airport construction purpose. These materials will include

sand, stone aggregates, stone boulders ,bricks and others. Additional earth required will be

transported from the nearby Borrow Pit. Other materials such as cement, reinforcement rods

and others will be procured from the respective factories within Nepal. Other construction

materials, which are not available in Nepal will be procured by the Contractor from other

foreign countries.

2.9.3 Investment


Page 13

CAAN estimated project cost in 2010 as summarized below in Table 2.3 is N.Rs.

12,727,134.00 (Nepalese Rupees twelve arab fifty seven crores twenty seven lakhs one

hundred thirty four) or US$ 169,697,000.00. Land required for airport development has been

acquired by CAAN already and the additional capital investment required will be the project

cost for infrastructure development and other facilities. CAAN with its own financial

resources has already undertaken the following infrastructure development works in the

proposed airport and invested N.Rs. 10 crores:

Airport boundary fencing with chain link fencing.

Construction of an office building.

Partial earthwork (230,000cu.m) of the proposed runway including construction of 2

nos. of box culverts below runway (for diversion of existing irrigation canals).

Construction of Acces Road from Prithvi Rajmarga to airport.

Table 2.3:Tentative Cost for Pokhara Regional International Airport development

S.No. Particulars

1 US Dollar = 75.00 NRs.

Total cost in NRs in

Million

Total cost in US$ in Million

Remarks

1 General Requirement

a) Facilities for Engineer or Engineer's Representative

675.000

9.000

b) Consultant (International and Domestic as required) for supervison and monitoring the design and construction works

c) Insurance

d) Supply and handover plants, equipment and vehicles

2 Civil works

2.1 Airside infrastrucure

1. Runway construction (2500 m x 45 m)

3,201.187

42.683

2. Parallel Taxiway and Exit Taxiway construction

3. International Apron construction

4. Runway, taxiway side strip and grading

2.2 Utilities works like water supply, storm water drainage, sewerage, electrfication (buidlings and airside) system and solid waste management system.

821.980

10.960

2.3 Other associated works such as airport periphery road, diversion of irrigation canal, outer road (diversion of inner road), chain link fencing, pavement markings, CFR road, car park and others

822.500

10.967

2.4 Building works construction

International Terminal Building

2,712.000

36.160

Domestic Terminal Building

Control Tower and Operation Building

Customs and CargoTerminal Building.

Staff quarter buildings

Security buildings

RFFS building


Page 14

Fire Men's quarter

International and Domestic hangar

Buildings for communication / navigation aids

Miscellaneous buildings and unidentified works

3 Equipments

3.1 Rescue & Fire Fighting Services 393.750 5.250

3.2 Communications, Navigational, Surveillance, Meteorological and Instrument Lighting

System (Cat.1)

1,397.775 18.637

3.3 Security and Facilitation equipments 257.775 3.437

3.4 Standby Power Supply (Generators and UPS)

44.700 0.596

3.5 Conveyer Belt and other mechanical equipments as required.

375.000 5.000

4 Other works

4.1 Human Resource Development for familarization training, study visit and onjob

training programme

37.500 0.500

5 Consulting Services

a) Environmental Monitoring 7.500 0.100

b) Detailed Engineering Design work 225.000 3.000

Sub-Total 10,971.667 146.290

Physical Contengencies @ 3 %: 329.150 4.389

Total: 11,300.817 150.679

13% @ VAT 1,426.317 19.018

Grand Total 12,727.134 169.697

Source : CAAN, 2014

2.9.4 Land

Then Department of Civil Aviation (DCA) in 1974 had acquired 3106 Ropanies of land at

Chhine Danda to develop New Pokara Airport.

2.10 Construction/operation strategy

2.10.1 Construction Strategy

Consultant hired by CAAN will be involved in the checking of designs as performed by the

Turnkey Contractor and will also assist perform construction supervision. Strategy of CAAN

during construction will be as follows:

All construction and other activities are completed as per CAAN specification and

within the scheduled time of 3 years.

Total construction and other costs are within the contract amount.

Works performed by the Contractor are of superior quality.

All equipments installed are as per the specification of CAAN and are of superior

quality.


Page 15

2.10.2 Operation Strategy

During airport operation, CAAN should monitor and co-ordinate with concerned stakeholders

in all matters for safe and smooth operation of aircrafts and movement of passengers within

and outside the terminal area. Some of the mazor strategies that CAAN requires to

implement are summarized below:

Daily inspection of the condition of airside infratructure, equipment condition will pe

performed by CAAN authorized personnel prior to airport opening.

Thorough security check up has to be performed in the airside, terminal area and

landside for passengers and other personnel.

Airport maintenance works are perfomed during the night period.

Perform daily inspection and ensure that all installed equipments are operating well.

2.11 Project schedule

2.11.1 Construction Schedule The project is scheduled to be completed within 36 months from the start of the construction works. Detailed design work will be completed within 12 months. 2.11.2 Operation Schedule The new proposed Pokhara Airport is scheduled to be under operation after three years from the date of construction. Prior to the airport operation, Airport Certification of "4D" code as per ICAO criteria has to be made available by CAAN to PRIA office in Pokhara. 2.12 Pokhara Regional International Airport Master Plan

2.12.1 Conceptual Master Plan Preparation

The conceptual Master Plan of the New Pokhara Airport (attached in Annex) has been

planned for code "4 D" airport as per ICAO standard. Available land for runway construction

is only 2500 meter. Aircrafts belonging to category "4 D" such as Boeing B 757 – 200 with

Maximum-Take-Off-Weight (MTOW) of 221,000 lbs, Airbus A320 – 200 and similar type of

aircrafts can operate in this airport with load penalty.

2.12.2 Design Standard

Design criteria and standards for the design of Pokhara Regional International Airport (PRIA)

has been based on international standards and recommended practices of International Civil

Aviation Organization (ICAO), IATA and FAA.

2.12.3 Geometric Design of Runway, Taxiway and Apron

a) Runway

The geometry parameter of runway is summarized in Table No.2.4.

Table No. 2.4: Geometry Parameters for Runway

Particulars Runway Runway Strip RESA

Length

Width,Shoulder

2,500 m 45 m, 7.5 m wide (2x7.5)

3,200 m length and variable width of 300 meter width

300 m length and 90 m width on each end of runway

Source: CAAN


Page 16

b) Taxiway

Parallel taxiway has been planned at a distance of 176 meter north of the proposed

runway. Three numbers of exit taxiway has been planned to connect with the runway,

international and domestic apron. The geometry of parallel taxiway and exit taxiways

are summarized in Table No.2.5 and 2.6.

Table No. 2.5: Geometry Parameters for Parallel Taxiway

Particulars Parallel Taxiway Taxiway Strip

Length Width Shoulder Taxiway and shoulder width

1200 meter 23 m 10.5 meter wide (2x10.5) 44 meter

Strip width : 95 m (2x47.5 m) Graded portion of T/W strip: 44 m (2x22 m)

Source: CAAN

Table No. 2.6: Geometry Parameters for Exit Taxiway

Particulars Taxiway Taxiway Strip

Length Width Shoulder Taxiway and shoulder width

176 meter and 290 meter 23 m 10.5 meter wide (2x10.5) 44 meter

Strip width : 95 m (2x47.5 m)

Graded portion of T/W strip: 44 m

(2x22 m)

Source: CAAN

c) Aircraft Parking Apron

Two aircraft parking aprons for parking of international and domestic aircrafts has

been planned at 290 meter north of runway centerline The longitudinal slope along

the apron edges has been planned with 0.61 % downward form international to

domestic apron. Parking configuration for international apron is designed with power

in and push out with nose in parking is planned. Apron space is planned with 300

meter in length and 152.5 meter in width. It can accommodate five medium Jet

aircrafts with a mix of B 757, Airbus A 320 and similar aircrafts.

2.12.4 Aerodrome Pavement

Pavement will designed for Boeing 737-700 series or equivalent with design life of 10

years (2014-2024). The type of pavement will b e flexible t ype for runway, taxiway and

r ig i d f o r a i r c ra f t pa rk i ng apron.

2.12.5 Drainage System

Two parallel side drains on either side of runway and one parallel drain towards north of the

parallel taxiway has been proposed to drain of the storm water from the runway, taxiway and

are planned to be discharged to Bijayapur and Kharra Khola. Storm water from tha terminal

and apron area are planned to be connected to the longitudinal parallel drains of the runway.

These drains will be stone lined fixed width with varying depth.


Page 17

2.12.6 Irrigation Canal Realignment

There are six irrigational earthen canals and one brick lined canal (Canal No.5) that are

crossing within the airport boundary. They are all functioning and are flowing from north to

south of the airport boundary and water is used for cultivation of the private land towards

south of the airport. These canals have been planned to be channelized into three covered

drain. Accordingly, two box culverts has been constructed in the eastern side of runway and

one box culvert is planned to be constructed in the western side of runway.The proposed

irrigational canal relignment plan will not have any adverse impacts in the existing irrigation

canal system.

2.12.7 Passenger Terminal Building

Every airport’s pre-requisite is the passenger terminal building to handle the travellers. The

floor area for international and domestic terminal buildings are estimated in the CAAN's

Report on "Preparation of Concept Paper for Developing Pokhara Regional International

Airport in 2008".. As mentioned in the Report, various methodology such as JICA, ANL and

FAA were taken into consideration during estimation of Peak Hour coefficient and

passenger terminal building floor area. The international terminal floor area of 10,000 sq.m

was estimated based upon the FAA allowance of 35 sq.m. per peak hour passenger for the

year 2022. Accordingly, the domestic terminal floor area of 4,000 sq.m for the year 2022 was

estimated based upon the FAA allowance of 20 sq. m. per peak hour passenger. Floor area

estimation of international and domestic passenger terminal building are summarized as

following:

Table 2.7 : Passenger Terminal Buiding (International / Domestic) floor area estimation.

S.No. Year

Peak Hour Passenger Required Floor Area (sq. m.)





1 2015 226 171 7,910 3,420

2 2018 245 187 8,592 3,740

3 2020 261 197 9,140 3,940

4 2022 279 208 9,799 4,160

Source: Preparation of Concept Paper for Developing Pokhara Regional International Airport, CAAN 2008.

2.12.8 Cargo Terminal Building

Cargo terminal building is also one of the important requirements for an airport of

international standard. The floor area of the cargo terminal building has been calculated on

the basis of the forecasted annual cargo volume and handling capacity per unit floor area.

Floor area of Customs and Cargo Terminal Building has been estimated as 3,500 Sq.m.

2.12.9 Car Parking

Car parking areas has been planned separately for international and domestic terminal

building based upon the peak hour passengers and the space required for unit vehicle

parking..

2.12.10 Other Building Infrastructures

Apart from the terminal buildings, other airport related buildings have been planned by

CAAN as summarized in the Bid Document of CAAN and Preparation of Concept Paper for

Developing Pokhara Regional International Airport. The proposed buidlings are summarized

in Table 2.8:


Page 18

Table 2.8: Floor area of other airport related buildings S.No. Type of Buildings Floor area in Sq.m Quantity Unit

1 Control Tower and Operation Building 2,500

2 Staff quarter buildings 12 Nos.

3 Security buildings 2 Nos.

4 RFFS building 1,600

5 Fire Men's quarter 1,000

6 International and Domestic hangar 6,000

7 Buildings for communication / navigation aids 600

8 Miscellaneous buildings and unidentified works 1 Lot

2.12.11 Other Civil Works

Other associated civil works included in the plans are summarized as following:

Construction of a periphery road within the airport fence boundary for movement of

aiport vehicles during maintenace and other works.

Land development for Fuel Farm

Land scaping of the airport

Pavement marking in Runway, Taxiway, Apron and all types of road.

2.12.12 Utilities

Considering the sensitivity of the airport, it is necessary to have round the clock supply of

electricity and drinking water. Waste disposal and sewage discharge facilities are additional

requirement of the airport. About 70-90 KVA electricity and 390-500 tons of water per month

have been calculated once the airport comes into full fledge operation. Similarly, 2 to 2.7

tons of waste per month is expected which should be properly disposed off. Likewise, 280-

370 tons of sewerage is expected per month when the airport goes on full operation. Both

solid waste and sewerage needs to be managed properly for safer air services and prevent

the travellers from likely awful smell and Bird Aircrafts Strike Hazard (BASH) risk.

2.12.13 Air Navigation System

The most important component of an airport is air-navigation. As the airport has been

planned to develop for category "4 D", the operational requirement has been suggested as

“Instrument, Non-Precision Type” and all required equipments for the follwowing facilities

are planned to be installed:

Communication facilities

Navigation facilities

Surveillance facilities

Meteorological facilities

Aeronautical Lighting System (Cat I)

2.12.14 Other Equipments

Other equipments required for operation of the airport are summarized as following:

Security and Facilitation Equipments

Generators for Stanby Power Supply System

Conveyor Belt and other mechanincal equipments

2.12.15 Rescue and Fire-fighting Station

Rescue and fire fighting equipments of VII category as per the requirements of Annex 14 ,

ICAO document has been proposed for the operation of 4 D category aircrafts.


Page 19

CHAPTER THREE: STUDY METHODOLOGY

3.1 Desk study

Collection of secondary information from the Detailed Engineering Survey, Layout Plan

Preparation Report of the proposed project, land use concept plan of Pokhara valley,

relevant maps, topo sheets, and ammonia prints were undertaken as a part of desk study.

Semi-structured questionnaires and checklists for field verification on each component of

environment were also developed during this stage.

3.1.1 Literature Review

All the collected and available relevant literatures including Technical Project Report CAAN

2010 and 2008, land use concept plan of Pokhara valley, district profiles, VDC profiles,

maps, photographs and statistics of CBS were thoroughly reviewed and taken as basis for

the secondary information and to understand the type and nature of the project.

3.1.2 Map Interpretation

Maps provided by the Civil Engineering Directorate under the CAAN was primarily used for the study in addition to the following maps for secondary information which were found very useful to explore and deduce the existing environmental condition of the proposed project area

1:25,000 Coloured Topo Map

1:125,000 District Map

1:250,000 Zonal Topo Map (Developed by FINIDA and JICA)

3.1.3 Coordination/ Consultation Meetings

One senior personnel from CAAN was fully involved and led the EIA study. For, expert

inputs from other officials at Kathmandu office and other line agencies were frequently

consulted before and after field visits with a view to reduce the possibilities of information

gaps and collate them properly in the EIA report. Similarly, CAAN officials at Pokhara,

people from different walks of life e.g. political leaders at PSM’s ex-mayors, DDC and ward

officials and local activists were consulted to have better coordination and discussion on the

proposed project implementation strategy. Valuable suggestions and guidance were

received from institutions and responsible individuals. All of them requested to implement the

proposal as early as possible. Their willingness for the proposal can also be seen from the

public voice which was published in Kantipur National Daily (January 18, 2004). Copy of the

news is attached in the annex. Information and suggestions received are incorporated so as

to make the report more concise, comprehensive and informative.

3.2 Field investigation

Field visit was again made after the approval of Scoping and TOR to obtain the field level

information as the approval of the document was delayed due to various reasons. It was also

made with a view of identifying if any changes occurred before and after TOR preparation.

Third time visit was made after local people’s delegation held at CAAN office in Kathmandu

that met and submitted written comments to settle thirty year’s old social issues. Currently,

PSM was in the process of making decision through its board to solve the problem once and

for all.

On this visit, deployed research associates for the study visited all the concerned ward

offices and held discussions with both the secretaries at the ward office and the local people


Page 20

who were gathered. Besides, team members discussed again with CAAN official at Pokhara

and some knowledgeable individuals of project area.

The process of field visit was initiated with a view on how the people’s concerns and

pertinent issues could be incorporated in the EIA report. Various practical tools were

followed while making the field visit. The following were the steps taken.

3.2.1 Walkover Survey

Team members involved in the field visits made a "walk through survey", which was carried

out in the entire area of the proposed airport surroundings to verify first hand information

collected previously. During the survey, team members were able to trace out the likely

adverse environmental impacts on physical, biological, chemical, socio-economic and

cultural environment, which are summarized as following:

Physical Environment

Topography, slopes instability, landscapes and drainage patterns were thoroughly studied

on the basis of available maps and site observation. Value on the existing pollution levels of

water, air and also assessed vulnerability of the site were judged. Observations were made

of the sites for assessment of main project activities e.g. settlements, camp sites,

construction materials stock sites and eastern end and approach of the proposed runway to

control river cutting problems and other social services to be required during construction

and operation phase of the airport. Similarly, land use pattern and other physical

characteristics of the project areas were also noted down to trace direct impact zone.

Biological Environment

The proposed airport is located at flat agricultural land and is far from the forest areas,

baseline information on vegetation and forest types, their distribution and identification of

rare, endangered, vulnerable and protected plant species were recorded using checklist,

field observation and questionnaire survey. Similarly, information on wildlife movement and

avi-fauna and their distribution and habitats were noted down interacting with local

knowledgeable informants.

Socio-Economic and Cultural Environment

The area is predominantly inhabited by surrounding DDCs e.g. Tanahun, Syanja etc. of the

region. However, semi-structured questionnaires were administered to collect the

information on detail socio-economic and cultural concerns of the local people at the site.

Direct observation method was also applied at the time of field visit. Government sheep farm

was also observed and discussed with an official. Likewise, waste disposal site of PSM

which lies at about 2 km. from the proposed airport was another visited site. Existing

condition of infrastructure e.g. access roads and public institutions were observed, recorded.

Chemical Environment

Anticipated impacts on chemical environment due to the activities associated with the airport

construction viz. access road, water supply and sewer line improvement, campsites closure

to the water bodies and terminal buildings etc. were noted down. Situation of waste disposal,

leakage of fluids and likely spill over of chemical substances during heavy construction time

were observed and discussed with the concerned officials at CAAN-Pokhara, Chief

Environment Officer at PSM and local residents.


Page 21

3.2.2 Public Consultation

The team mobilized for field visits conducted series of consultation and interaction meetings

in the concerned VDCs, officials at Pokhara Sub-metropolitan City; airport officials at

Pokhara and district development committee. Prior to the field visit, deployed research

associates were given crash course on field visit and information collection procedure. They

were also made aware of the developed questionnaire and checklist and administering

technique in the field so as to minimize the confusion and maintain consistency during field

information collection. Associates were also briefed to ease their field work on where and

how to hold public consultation and interaction meetings. All the members were instructed to

be confined as per the approved TOR provided.

Participatory Rural Appraisal (PRA) and Focus Group Discussion (FGD)

Participatory Rural Appraisal (PRA) tools were used to collect required qualitative

information from participation of local community. The participation of communities during

information collection and analysis ensures the reliability and validity of the information. The

study team discussed with community people to generate primary information on

biophysical, socio-economic and cultural as well as chemical environment in and around the

project area. Sufficient time was allocated to the people for discussions on each issue and

suggestions were noted when they arrived at conclusive consensus.

Another tool popularly known as Focus Group Discussion (FGD) was also used to

concentrate attention of the group for the collection of specific information. FGDs were held

to acquire desired information at the various places of the project sites. Team members

consulted with the key informants of the area, political activists, teachers and senior citizens

of the civic society that helped the team to collate valuable informations. PRAs and FGDs

were undertaken in different places of the proposed airport surroundings mainly in 14 and 18

wards of PSM that were considered severely project affected area (SPAFs) and landowner

of proposed airport particularly, two members who still have not been compensated.

Consultation Meetings with Line agencies

Officials at PSM and DDC were consulted and held consultative meetings of the project

area. Such meetings were found more informative and useful for collecting required

information.

Conduction of Public Hearing

As per EPR 1997 and its first amendment 1999 rule 4 (1), CAAN- the proponent published a

public notice granting 15 days time period on Gorkhapatra national daily on 29 Jestha 2060

and request was made for all the concerned stakeholders to send their concerns, comments

and suggestions with regards to the project within the stipulated time period.

Copies of same notice were also pasted in the concerned VDCs, DDCs, schools, health

posts, PSM office and even in the ward offices of the project and its affected areas by the

study team with the view of timely informing stakeholders and receive local people’s

concerns during scoping exercise and proof of such pasting were collected, and concerns of

local stakeholders were incorporated and attached in the approved Scoping Document. The

notice is a pre-requisite to prepare Scoping document and Terms of Reference (TOR) for

EIA study of each development proposal.


Page 22

3.2.3 Impact Area Delineation Methods

Proposed project can be considered as a point project since all impacts are confined in the

airport surrounding despite of negligible impact to distant areas. Impact assessment and

identification of mitigation and enhancement measures are made site and parameter

specific. Impact assessment was focused on the basis of project impact zone. Direct Impact

Zone (DIZ) is considered as the area which is directly and physically affected by the

implementation of the project components. Therefore, the DIZ of the project is taken as half

kilometre peripheral surrounding from the acquired land of the proposed project.

Similarly, Indirect Impact Zone (IIZ) covers areas that are likely to be affected indirectly by

the project components and its associated activities. IIZ have no or less effect of the project

activities particularly in the biophysical component. However, little or insignificant impact

occur in the socio-economic and cultural aspects since the influx of construction crew might

affect culture and other social costumes spread over the region

3.3 Impact Identification, Prediction and Evaluation Methods

The impacts of the activities on bio-physical, social, economic, and cultural resources in the

defined influence area were analyzed. The impacts were classified in terms of extent (site

specific, local, and regional), magnitude (low, medium, and high) and duration (short term,

medium term and long term) as well as nature (direct, indirect), reversibility (reversible,

irreversible) and level (low, moderate, and significant). The likely impacts were assessed

covering both adverse and beneficial ones.

After overall assessment, an environmental monitoring plan has been prepared consisting

set of mitigation, monitoring, and institutional measures to be taken during implementation

and operation phases of the project to eliminate adverse environmental impacts, offset them,

or reduce them to acceptable levels. The plan also includes the actions needed to implement

these measures such as. (a) Identification of the set of responses to potentially adverse

impacts; (b) determination of site-specific, detailed requirements for ensuring that those

responses are made effectively and in a timely manner; and (c) description of the means for

meeting those requirements.

3.4 Preparation of EIA Report

The EIA report of this project is prepared as per the format and contents of EPR 1997. The

document has followed Schedule-6 Rule 5 of EPA and EPR. The EIA team has prepared

EIA report based on the literature review, raised issues during the consultation, public

hearing, alignment inspection, observation, and measurement of physical, biological,

socioeconomic, and cultural environment of the project area. This report is prepared based

on the methods such as checklists, matrixes, consultation, and expert judgment.

The EIA report consists of assessment of overall issues, maps, graphs, photographs, tables,

and matrix. Relevant information, issues raised by local stakeholders during field survey are

incorporated in the annexes. Environmental Management and Monitoring Plan have also

been prepared and findings from this study were incorporated


Page 23

CHAPTER FOUR: EXISTING ENVIRONMENTAL CONDITION This section principally describes the general information and data on physical, chemical, biological, socio-economic and cultural characteristics of the project area. The information presented here are primarily collected from field visits by the EIA study team from July to August 2006 which made four visits since the inception of EIA study. Secondary information were obtained from various published and unpublished reports, district profiles, land use concept plan prepared for PSM and various reports of CAAN. Information given below provides an insight of the general settings of the project area on environmental grounds.

4.1 Physical Environment

4.1.1 Location

The total area of Pokhara sub-metropolitan city is 55.66 sq. km which is 2.7% area of the district .The sub metropolitan city is divided into 18 wards which lies within lekhnath municipality, Kahun and Arwa VDCs in the west, Armala, Chhahrepani, Lamachaur and Hemja VDCs in the north and Kristi Nachne Chaur, Nirmal Pokhari and Bharat Pokhari VDCs in the south. The elevation ranges of the city is 6501m to 963m above sea level.The proposed new Pokhara regional international airport is located at Chinnedanda Ward No 14 and 18 of Pokhara Sub-metropolitan City of Kaski district of western Nepal. It is located in between Bijayapur and Seti river. The existing Prithivi Highway connects the area through regular bus services avail from Kathmandu and Pokhara. Private airlines also operate in the area through the existing airport. Some of the airlines even have more than four flights daily viz. Buddha Air. It would ensure safer domestic and at least regional air services to Pokhara and nearby vicinity upon its operation. The airport lies in a flat fertile land of the valley, with east to west runway orientation and the approach is from the eastern side.

4.1.2 Topography

The area is a valley and bowl in shape which is covered by hills and the valley plains. Geographically, the area is surrounded by hills. The area can be divided into middle plain valley and hills. The valley is at the bottom of the Annapurna range situated at an altitude of 750 masl. However, altitude of airport site is 800 masl. The dimension of the runway strip is designed to be 3205m X 300m with headings of 12/30. The geographical co-ordinates of the airport are 28o 10’ 54” N latitude and 84o 01’ 15” E longitudes. The valley bottom slopes down from north to south at a rate of 3-8 percent gradient.

4.1.3 Geomorphology and Geology

The region’s geological origin is glacier breaking of Annapurna range and filled up with layers of debris. Geologically, the area falls under Pokhara formation which consists of cemented silty and sandy gravel. Quartzite, schist and granite are tied up due to calcareous silt. The formation also contains pebbles of varying sizes owing to the river gorges, and subsidence of soil that permits easy water discharge from the area. Apart from this, bed of the valley consists of layers of debris deposited due to glacial activities in different geological periods.

Fig. 4.1. Geological Map of Pokhara Submetropolitian City, Source: UNDP/ERRRP 2009


Page 24

Pokhara is formed with the deposits of debris flow constituting limestone, schist, gneiss and granite having variable bearing capacity with risk of underground karstification (Fig. 4.1). The region is seismic prone where a medium to large-scale quake ranging from 5.5 to 7.5 in the Richter scale may be expected as Main Boundary Thrust (MBT) and Main Central Thrust (MCT) passes through the area. The Lesser Himalaya is bordered by the MBT in the south and the Main Central Thrust (MCT) in the north. The metamorphic rocks are exposed along one of the plate boundary branch thrusts, the Main Central Thrust (MCT) in Nepal Himalayas which comprises greenschist to epidote-amphibolite facies rocks of sedimentary and igneous origin. According to Pêcher 1977, MCT is a ductile shear zone of about 3 km thickness. MCT zone of the Pokhara area (central Nepal) comprises of qarnet-bearing pelitic and psammitic schists and gneisses found in Garnets which are relatively rich in Mn and Ca-contents compare to the higher Himalaya. Land Use Pattern

Out of the total 201700ha land area of the Kaski district, 24% is cultivated, 45% is forested,

11% is residential and 20% is non-arable

(CBS, 2003). Land use pattern of

Pokhara sub metropolitan city (PSMC) comprises settlement, water bodies, open area, forest cover, cultivated land and sand area with its total area of 55.31 Sqkm. According to land use statistics from 1977 to 2010, water area has been transformed and decreased by 0.71 Km² (1.24%) and open land area, 2.20 km² (3.98%) has been changed in other land use class (Table 4.1). The forest cover area comprises 0.84km2 (1.52%) in 1977, 0.75km2

(1.36%) in 1990, 0.87km2 (1.57%) in 1999 and 1.22 Km² (2.21%) in 2010.

Fig. 4.2. Landuse Map of Pokhara Submetropolitian City 2010 Table 4.1. Land use Pattern of PSMC (1977– 2010)

Land use type

Years

1977 1990 1999 2010

Km² % Km² % Km² % Km² %

Urban/ Builtup 3.50 6.33 11.11 20.08 18.62 33.66 28.44 51.42

Water Body 7.73 13.97 6.85 12.38 7.10 12.84 7.02 12.69

Open field 6.46 11.68 4.44 8.03 3.53 6.38 4.26 7.70

Forest Cover 0.84 1.52 0.75 1.36 0.87 1.57 1.22 2.21

Cultivated Land 33.59 60.73 29.18 52.76 21.40 38.70 11.21 20.27

Sandy Area 3.19 5.77 2.98 5.39 3.79 6.85 3.16 5.71

Total 55.31 100 55.31 100 55.31 100 55.31 100

Source: Rimal B. 2011

4.1.4 Climatic Condition

The climate of city is sub-tropical, however, the elevation keeps temperature moderate with summer temperature of 25 to 35oC and -2 – 15oC in winter. Pokhara receives a high amount of precipitation i.e. 560 mm/year. Broadly, climate of the project site can be divided into two different types that include sub-tropical and temperate. Sub-tropical climates are the main


Page 25

characteristics of lower altitude whereas temperate climate prevail in higher parts of the valley. As the airport lies in the valley floor, climatic condition is therefore of sub-tropical type. The recorded highest temperature is 350 C in hot summer season and minimum recorded temperature at mountains and hills is 2-30C in January. Pokhara has the highest rainfall over the country. The average annual precipitation ranges between 3200-4700mm and 80 percent of precipitation occurs in June through September. Though, high rainfall is the characteristics of the city, all down poured water discharges within an hour. This may have been attributed due to high porosity and calcitic geology of the area. Analysis of three years meteorological records show that, the new Pokhara airport has excellent cross-wind coverage of more than 99.8 percent even with a cross wind component of less than 13 kt.

4.1.5 Hydrology and Meteorology

There are various rivers and streams which are Seti, Madi, Modi, Bijayapur, Kotre, Edi, Kali, Sardi, Harpan, Fusre, Kahun, Mardi and Suikhet. There are many natural lakes in the district like Fewa, Begnas, Rupa, Maidi, Dipang, Khaste, Niureni, Gude and Kamalpokhari are important lakes of historical and cultural point of view in the district. There is also a fall named Patale Chango popularly known as Devi’s Fall. The valley plain is drained by three different rivers and its tributaries. Seti river along with Bijayapur and Phirke Khola jointly form major drainage system of the valley. Pokhara is also known as the city of seven lakes and most popular is Fewa Lake which also drains out and joins the river system. Seti, the largest river of the valley, flows in south eastern part of the proposed airport and drains the whole region. The airport area is bounded by Bijayapur Khola to the east and Seti in the west. Both Bijayapur and Seti rivers are used for irrigation also.

4.1.6 Soil/ Seismicity

Soils of the area directly resemble geological pattern, tectonic movement and activeness. PSM’s land use study reveals that bearing capacity of soil is variable and extensive soil test is essential if heavy structures like airfield is constructed and more than two story buildings are built up. Subsoil erosion along the lake side and some other places have created extensive cavernous complexes due to which different caves and gorges are formed in the valley floor. Such areas are said to be collapse prone zone. So, precautionary measures are

required for airport construction by applying different geo-physical testings. Soils found in the valley floor are combination of humus, loamy and sandy. This category is useful for agriculture production. The soils of Pokhara valley can be categorized into following types under quaternary deposits of geological formation (UNDP/ERRRP. 2009). Residual Soil: characterized by loamy to sandy gravel on hill slopes of Phewa lake catchment with thickness ranging from 1 to 5 m. Colluvial Soil: inhomogeneous deposit at the foot of the Phewa lake catchment with composition of silt and sand at places with boulders and humic on top with thickness generally more than 1 m. in which seismic impact may cause mass movement in slope region.

Figure 4.3. Geological map of the Pokhara Valley and surrounding area (modified from Kizaki 1994).


Page 26

Active and nonactive alluvial fan deposit: composed of poorly sorted gravel, sandy gravel, sand and silt. Flood plain and Lower alluvial terrace deposit (sal): dominantly composed of gravel, sand, silt, and clay deposits. Undifferentiated lake deposit: characterized by soft to stiff calcareous silty clay to clayey silt interfingering with carbonaceous clay and clayey silt towards foot hills with thickness of 1 to 6 m. Near Pokhara Valley, Global Seismic Hazard Mapping Project has predicted peak ground acceleration of 0.4 g to 0.6 g (Zhang et al. 1999). Likewiswe, according to seismic hazard map of Nepal, the PGA is about 0.35 g to 0.4 g for 10% chance of exceedance in 50 years for Pokhara Valley (Pandey et al. 2002, Parajuli et al. 2008)

4.1.7 Quarry Sites

Local people of the Pokhara used to bring construction materials from Kotre area of Tanahun for their individual as well as public construction works. PSM has restricted collection of sand, aggregate and other materials from river banks to minimize erosion. However, small amount of aggregate and sand were found collected from river banks of both Bijayapur and Seti river. Suitable filling material for earth filling has been identified at Bacchebuda, which is near to Bijyapur Khola. This Borrow Pit site is located at about five kilometer from the proposed airport and is a public land. Hence royalty has to be paid to Pokhara Sub - Metropolitan City.

4.1.8 Environmental pollution/Chemical Hazard

There are no major problems of chemical hazard in the airport surroundings. People have managed their household wastes and sewage discharge by constructing toilets with soak pits in their courtyards. However, due to extensive agriculture practices even in acquired land of the proposed airport may pose risk of chemical fertilisers and different pesticides. These activities may have likely adverse impact on the downstream and surrounding environment. There is a sanitary landfill site approximately 1.5 km away from the proposed airport on the bank of Seti river developed and being operated by PSM. The existing landfill site should relocate as per Civil Aviation Rule 2002. According to Civil Aviation Rule , 2002, no person shall allow to store and dump solid waste openely in and around of the Airport boundary of 3 km. The study team visited the site and found it well equipped and mechanised. The team also consulted with PSM officials and the Project In-charge to know more about this activity. They informed that the landfill site is in operation for dumping the solid wastes of PSM. It is based on constructed wetland principle. Provision of reed bed filtration has reduced possible risk of leachate from compaction of the wastes. It was reported that PSM has made an agreement with local people not to dispose dead body and medical wastes in the landfill site. However, there is no any provision for separation of bio-degradable and non-degradable waste at the source. But PSM’s Environment Management Unit (EMU) has regularly conducted awareness programs on each ward in order to reduce volume of wastes separating at point source. However, it is not in desirable extent Local people of the project area have raised issues of spill over effects of wastes and its noxious liquid during transportation through peripheral road of the proposed airport. This may invite risk of Bird Aircraft Strike Hazard (BASH) as in case of TIA.

4.2 Biological Environment

4.2.1 Forest and Vegetation

The project area comprises subtropical and temperate forest and vegetation with its prevalence of a wide range of climatic and topographical variations. The dominant forest in the project influence area is Schima-Castanopsis forest and mixed forest of Shorea robusta


Page 27

and Schema wallichii found in the southern part of the valley. The occurrence of another forest species is Acacia catechu in the lower belt at river and streams, Alnus nepalensis at higher belts and gregarious Bompax ceiba spread over flat terraces. Besides these, the indirect impact area or higher elevations of the project, north of Pokhara comprises astonishing diversity of several floral species of blossoming rhododendrons and orchids with complex composition of other species like quercus, champ, conifers, bamboos and pasture grasses. Broadly, the forest and vegetation of the Pokhara valley can be divided into following four types (Table 4.2) , which also includes grasslands of the area:

Table 4.2: Forest and Vegetation of the Project area Types of Forests

Area Occurrence Main Forest Species

English Name

Scientific Name Family

Evergreen Coniferous Forest

7% out of the total forest area of the valley

higher slopes of the hills, above 1,850 m. in the north-western and north-eastern part of the valley

Chirpine Pinus roxburghii Pinaceae

Spruce Picea smithiana Pinaceae

Silver Oak Gravillea robusta Protaceae

Mixed Forest

34 % out of the total forest area of the valley

Lower slopes of the hills between 1,220 m. to 1,850m. northern parts and mainly concentrated in the north-western and north-eastern parts of the valley.

Chilaune Schima wallichii Theaceae

Katus Castanopsis indica Fagaceae

Uttis Alnus nepalensis Betulaceae

Monsoon Forest


South and eastern part of the valley at the elevation of 762 to 1,219m., includes plantation of religious tree species

Sal Shorea robusta Dipterocarpaceae

Simal Bombax ceiba Bombacaceae

Chilaune Schima wallichii Theaceae

Bar Ficus bengalensis Moraceae

Pipal Ficus religiosa Moraceae

Titepati Artemesia vulgaris Compositeae

Tapre Cassia tora Leguminoseae

Riverine Forest


Rivers and lakes sides of the valley including swampy forest species

Khair Acacia catechu Leguminoseae

Bayar Lantana camera Rhamasceae

Simal Bombax ceiba Bombaceae

Kalo Siris Albizzia lebbeck Leguminoseae

Amp Mangifera indica Anacardiaceae

Grasslands

12% of the total forest areas.

Central part of the valley along river sides and deposited areas.

Dudhejhar Euphorbia hirta Euphorbiaceae

Banmara Lantana camera Verbenaceae

Unyu Dryopteris species Polypodiaceae

Bhui Kaphal Fragaria Indica Rosaceae

Kuro Bidens pilosa Compositeae

Dubo Cynodon dactylon Graminae

The nearest forest within the area is Ritthepani forest located at Lekhnath Municipality just across Bijayapur River at eastern end of the proposed runway. The forest seems to be intact and traces of some riverrine species Simal (Bombax ceiba) associated with minor species of Siris (Albizzia lebbek), Mauwa (Engelhardia spicata) and Chilaune (Schima walichii) etc. along the side of river bank. This may have been so due to the easy access and close to the District Forest Office. Moreover, the importance of forest of Kaski district reflects with occupying 75263 hectare (37.3 %) forestland area and occurrence of major forest species of Sal, Guransh, Chap, Chilaune, Utish, Katus, Salla, Gobre Salla/Teak, Kadam. Hill Sal forest is found in the lower elevations of the district (DTMP Kaski, 2070). The Panchase area within the altitude of 784 to 2507m is known as rich diversity of Orchaids. The Orchids are mainly found within the forests species like Schima wallichii, Castanopsis indica and Rhodendron arboretum. Altogether, 113 species of orchids are recorded in Panchase area including 2 endemic species namely Panisea panchasensis and Eria pokharensis (DFO Kaski 2009).


Page 28

In general, bio-diversity refers to varieties of plant and animal species. Existence as well as richness of wildlife is directly proportionate to abundance of plant diversity and/or habitat. The project area is located in south eastern part of the Pokhara valley. The area falls under subtropical climate with mixed vegetation. However, the study area is without forest coverage. Similarly, the area does not have any boundary with any of existing Protected Area System (PAS). The nearest Protected Area in the region is Annapurna Conservation Area (ACA), which has a boundary with Northern parts of Pokhara valley only. Since the project locates in the southeast corner of Pokhara city, ACA does not come under the impact zone of the project. Project area is in gradual urbanization, so available space is slowly converting into house plot. Community Forests According to the District Forest Office (DFO)’s Kaski, a total 411 community forests (CFs) covering 35,430 households exist in the district. Among them, 15% of the CFs is managed by the Community Forest User Groups (CFUGs). Out of the total 89,943 ha forest area of the district, 48,160 ha forest area occupied by the Annapurna Conservation Area (ACA). The major forest species CFs in the lower elevation comprises Chilaune-Katus (Schima-Castanopsis), Khayer (Acacia catechu) and Sal (Shorea robusta). The major species of mixed forest comprises Sal (Shorea robusta), Khayer (Acacia catechu), Botdhayaro (Lagerstroemia parviflora), Simal (Bombax ceiba), Tooni (Toona ciliata), Pakhuri (Ficus spp.), Bamboo (Sapium insigne) etc. A Ratopahiro Community Forest lies within the direct influence area of the project. It lies in ward No. 17 of Pokhara sub metropolitan city of Kaski district covering 116 households. The forest was handed over to users group in 2051 B.S. As per provision of Forest Act 2049 and Forest Regulation 2051 a separate constitution was prepared and registered in 2054 B.S. The community forest is mixed of both natural and plantation area that covers nearly13.25 hectors of forest land. Ethnobotanical Species Some edible wild plants noted and reported in the area were Kafal (Myrica esculanta), Chutro (Berberis aristata), Chiuri (Madhuca butyracea) and Ainselu (Rubus ellipticus) in the upper parts of the Pokhara valley. However, local people do not have to depend on traditional medication since they have easy access to well facilitate regional as well as private hospitals in Pokhara. Some species of medicinal properties found in the project areas are Asuro (Adhatoda vasica), Amala (Emblica officinalis) Bel (Aegle marmelos) Neem (Azidarachta indica), Chutro (Berberis aristata), Palans (Butea monosperma), and Dhaturo (Datura stramonium) Aquatic Plants The project area is rich in aquatic plants as it is the home of many lakes and also known as "Garden city of seven lakes" The two important eutrophic lakes Phewa (500 ha) and lake Rupa (100 ha.) are also home for various aquatic flora and fauna. The major aquatic flora of the area are Mosquito fem (Azolla carliniana), Water hyacinth (Eichornia crassips), Duckweed (Lemma spp.) Corntail (Ceratophyllum spp.), Water lettuce (Pistia stratiotes), Tape grass (Vallisneria spp), Water weed (Egeria spp.) Pond weed (Potamogaton cenferoides), Water lily (Nymphoides aquatic), Hydrilla (Hydrilla verticillata) and Water lotus (Nelumbo spp.). The major macrophytes flora in Rupa lake are Trapa quadrispinosa, Hydrilla verticillata, Leersia heandra and Nelumbonuciflora (Kunwar and Devkota 2012) Wetland Biodiversity The two important wetlands Phewa and Lake Rupa harbour varities of floral and faunal communities. The Phewa lake is considered as a second largest lakes and most visited tourist place in Nepal. The Phewa lake watershed area spreads over the six Village Development Committees (Sarangkot, Kaskikot, Dhikurpokhari, Bhadaure Tamagi,


Page 29

Chapakot and Pumdi Bhumdi) and the south western part of Pokhara Sub-Metropolitan City under Kaski district in mid-western region of Nepal. The lake falls in humid subtropical monsoon region with its east west length of 7km and 17km width (Oli 1997). The surrounding area of the Phewa Lake is mainly dominated by the forest species of Katus (Castanopsis indica) and Chilaune (Schima walichii). The watershed area comprises 7 vegetation types, 104 bird including 14 migratory ones, 34 mammal, 16 fish , 4 exotic fish, 14 reptile and 6 amphibian species (IUCN,1995a) plus 39 aquatic macrophytes including 23 hydrophytes and 16 helophytes. The forest and lake is the habitat of 6 species of amphibians, 14 species of reptiles, 34 species of mammals and 104 species of birds. Out of 104 species of birds, 14 are migratory species. The second wetland biodiversity belongs to the Rupa lake that lies in Lekhnath Municipality as third largest lake of Pokhara valley but part of its eastern and north eastern side touches the outskirts of Rupakot VDC. The total area of the lake 35 ha with an average depth of 3m and elevation range of 600m above the sea level (Rai et al. 1996). The lake is rich for floral and faunal biodiversity with occurrence of 450 different species (Oli 1996). The common aquatic macrophytes of the lake are Trapa quadrispinosa, Trapa bispinosa, Nelumbo nucifera, Eichornia crasssipes and Ceratophyllum demersum (Oli 1996). The lake is also habitat of wide variety of migratory birds. There are 22 major fish species recorded in the lake (Ferro and Swar 1980).

4.2.2 Wildlife

The structure and composition of forest cover plays a key role in the abundance and distribution of many faunal species. Due to existence of some patches of forests near the project area, some mammals, birds and herpeto-fauna were reported in the study area Mammals: The main main mammalian species in and around of the Pokhara valley are Leopard (Panthera Pardus), Jungle Cat (Felis Chaus), Crab-Eating Mongoose (Herpestus Urva), Masked Palm Civet (Paguma Larvata), Indian Crested Porcupine (Hystrix Indica), Golden Jackal (Canis Aureus), Barking Deer (Muntiacus Muntjak), Common Otter (Lutra Lutra), Asiatic Black bear (Selenarctos Thbetanus), Indian Pangolin (Manis Crassicaudata), Assamese Monkey (Macaca Assamensis), Bengal Fox (Vulpus Bengalensis), Leopard Cat (Felis Bengalensis), Clouded leopard (Neofelis Nebulosa), Small Asian Mongoose (Herpestes Javanicus), Indian Grey Mongoose (Herpestes Edwardissii) Indian Hare (Lepus Nigricollis), Bush Rat (Golunda Ellioti), Himalayan Yellow Throated Marten (Martex Flavigula), Greater Woolly Horseshoe Bat (Rhinoloplus luctus). These animals occasionally found adjoining forest patches of Fewa lake, Begnas lake, Rupa lake and Banpale hill areas. The wildlife species such as Jackal (Canis aerus), Jungle cat (Felis chaus), Common Leopard (Panthera pardus), Porcupine (Hystrix sps.), Mongoose (Herpestes sps.), Squirrel (Funambulus sps.), etc. were reported as common species in the project area. The local people reported that with progress of community forest program, the species of wild animals particularly rhesus monkey, common leopard, and jackal are gradually increased over the years in the surrounding forests. Birds: Pokhara valley is the most suitable places for bird species due to combination of Seti canyon and marshy lakes along with dense forests and flat plains that provides proper habitat for a diverse species of birds. The recorded bird species of the areas are kingfishers, barbets, drongos, woodpeckers, babblers, flower peckers, flycatchers, egrets and bulbuls etc. The birds are residential as well as migratory. Spme common bird species of the pokhara valley comprises Cattle Egret (Bubulcus Ibis), Dark Kite (Milvus Migrans), Egyptian Vulture (Neophron Percnopterus), Black Patridge (Fancolinus Francolinus), Rose-Ringed Parakeet (Psittacula Krameri), Eurasian Cuckoo (Cuculus Canorus), Blue Throated Barbet (Megalaima Asiatica), Blacknaped Woodpecker (Picus Canus), House Swift (Apus Affinis), House Crow (Corvus Aplendens), Himalayan Tree Pie (Dendrocitta Formosae), Ashy


Page 30

Drongo (Dicrurus Leucophaeus), Black Headed Shrike (Lanius Schach), Whistling Thrush (Myiophoneus Caeruleus), Beautiful, Nitava (Muscicapa Sundara), Black Headed Oriole (Oriolus Chinensis), Golden Oriole (Oriolus Oriolus), Red Vented Bulbul (Pycnonotus Cafer), Grey Tit (Parus Major), and Pond Heron (Ardeola Grayii). There are six species of vulture have been recorded in the Pokhara Valley (Gautam and Baral 20071). Local people were interviewed to obtain information on avian species in the primary zone of influence of the project area. According to the local people surrounding forests provides shelter for the different bird species such as Titra (Arborophila torquela), Dhukur (Streptopelia spp.), Parewa (Columba livia), Nayuli (Megalaima spp.), Lampuchhre (Cissa spp.), Chil (Spilornis spp.), Chive (Dicrurus spp.), Bakulla (Egretta grazetta) and Giddha (Gyps spp.). Reptiles and Herpitofauna: Species of Mollusca and Arthropod were also reported. Some of them are snails (Helix spp), butterflies and dragonflies. Herpeto-fauna of this area is represented by frogs (Rana spp.), chheparo (Calotes spp), sun gohoro (Varanus flavescens), sarpa (Zamenis spp), viper (Ancistrodon spp) and ajinger (Python molurus) were reported.

4.2.3 Fish and Fisheries

Two rivers are close to the project area. Aquatic life in both river systems includes different fish species such as Asla (Schizothrax spp), Buduna (Carr spp.), and crab. However, fishing in rivers was not reported. Since the river do not harbors good stocks of fish may be due to heavy concentration of calcite. Habitats for different fish species were observed during the field visit. However, professional fishermen were not reported to inhabit in project area. River gradients has created number of rapids along the river course. Thus, velocity of water is considerably high and in some places water has made deep gorges. The Phewa (523 ha), Begnas (328 ha) and Rupa (135 ha) lakes of Pokhara valley have well established aquaculture and capture fishery (Rai, 1995). Likewise 25 indigenous fishes have been reported from seven lakes of Pokhara (Ferro and Badgami, 1980; Pokharel, 1999).

4.2.4 Endemic, Threatened and Protected Species

The ACA harbors 22 different forest types, with 1226 plant species including 55 endemics, 30 mammals and 456 birds2 . Although the project area is close to Annapurna Conservation Area (ACA), movement of wild animals has been interrupted due to growing settlements along the Prithivi highway and airport surroundings. Therefore, project area is not influenced by species found in the ACA. None of the protected species except python were reported from the project area. Vultures were reported in a decreasing trend due to loss of Bombax species and pesticide use in farmlands. Some protected species are given in the table below. Table 4.3. Major Endemic, threatened and protected species of the Project area

Scientific Name Vernacular name Family IUCN Status CITES Code

Species banned for collection, use, sale, distribution, transportation and export

Juglans regia (bark) Okhar Juglandaceae

Species banned for export

Lichen species Jhyau

Nardostachys grandifloraI Jatamansi * Valerianaceae V

Asphaltum (rock exudate) Silajit

Valerina jatamansii Sugandabala Valerianaceae

Timber trees banned for felling, transportation and export

Bombax ceiba Simal Bombacaceae

Michelia champaca Champ Magnoliaceae E

Shorea robusta Sal Dipterocarpaceae

Source: Forest Regulations 1995, amended in 2001

*Products processed in the country can be exported abroad with special permission from the MFSC.

IUCN Threat categories: E=Endangered; T=Threatened; V=Vulnerable

1 Gautam, R. and Baral, N. (2007) Endangered vultures in Pokhara Valley: will they thrive? Danphe 16(1): 32-33.

2 DNPWC, Protected Areas of Nepal. Retrieved from www.dnpwc.gov.np in 5, December, 2010.


Page 31

4.3 Socio-economic Environment

4.3.1 Population / Demography

Based on the 2001 census, the PSM’s total population is 183,100. Out of this population, ward numbers 14 and 18 consist of 5,104 and 6,666 respectively. As Pokhara is the regional headquarters of the Western Development Region, it has well-developed socio-economic infrastructures. Addition of few dozens of migrant labours will easily be accommodated during the construction phase. Major settlements are confined in the valley plains and suburb areas within PSM judiciary. Socio-economic and cultural diversities are the outcomes of diverse geographies. It has a total area of 5.2 km² with build-up area covering 28.4 km² and population density of 4,79 person per km². According to the population census of Nepal 2011, the total population of the sub metropolitan city is 255465 (126,238 male and 129227 female) with average HHs size of 3.74 (Table 4.4). The updated population of direct impact area, ward no. 14 and 18 are 6,427 and 6,798 respectively.

Table 4.4. Households, population and average household size

Household

Population Average Household Size

Sex Ratio Total Male Female

68,236 255,465 126,238 129,227 3.74 97.69

4.3.2 Caste/Ethnicity

Existences of typical Newar villages even in the core area of Pokhara are reminiscent of the valley. Majority of houses of the project area are covered by Brahmin community. These houses are placed in well planned clusters. Most of the people are roofing their house either with cement concrete or corrugated iron sheets. This may have been so due to the urbanization structure of the area. Even the landless people of underprivileged group at Chauthe ward no. 14 have roofed their houses with corrugated iron sheets though houses are single storied. There are 85 category of catse names with highest 24% hill Brahmin, second largest 19.13% Gurung and 14.67% Chhetree and lowest Bote, Chamling and Pahari Caste groups including 0.12% population of foreigners. The population of PSMC by caste/ ethnicity is given below table 4.5.

Table 4.5. Population by caste/ethnicity and sex SN Major Caste groups Population by Caste/Ethnicity %

Male Female Total

1 Chhetree 18466 19005 37471 14.67 2 Brahman - Hill 31627 29691 61318 24.00 3 Magar 12615 13483 26098 10.22 4 Tharu 1312 674 1986 0.78 5 Tamang 4023 4010 8033 3.14 6 Newar 9157 9463 18620 7.29 7 Musalman 2231 1204 3435 1.34 8 Kami 5750 6215 11965 4.68 9 Yadav 239 80 319 0.12 10 Rai 1325 1265 2590 1.01 11 Gurung 21589 27290 48879 19.13 12 Damai/Dholi 3353 3874 7227 2.83 13 Limbu 265 233 498 0.19 14 Thakuri 1992 2171 4163 1.63 15 Sarki 1798 1855 3653 1.43 16 Teli 431 173 604 0.24 17 Chamar/Harijan/Ram 87 39 126 0.05 18 Koiri/Kushwaha 173 77 250 0.10 19 Kurmi 75 27 102 0.04 20 Sanyasi/Dashnami 1166 1118 2284 0.89 21 Dhanuk 50 15 65 0.03 22 Musahar 8 14 22 0.01 23 Dusadh/Pasawan/Pasi 43 9 52 0.02 24 Sherpa 199 194 393 0.15 25 Sonar 236 226 462 0.18


Page 32

26 Kewat 20 11 31 0.01 27 Brahman - Tarai 74 57 131 0.05 28 Kathbaniyan 377 225 602 0.24 29 Gharti/Bhujel 1184 1245 2429 0.95 30 Mallaha 46 16 62 0.02 31 Kalwar 476 258 734 0.29 32 Kumal 352 256 608 0.24 33 Hajam/Thakur 342 129 471 0.18 34 Kanu 73 16 89 0.03 35 Rajbansi 25 11 36 0.01 36 Sunuwar 83 79 162 0.06 37 Sudhi 29 10 39 0.02 38 Lohar 39 9 48 0.02 39 Tatma/Tatwa 12 7 19 0.01 40 Khatwe 6 5 11 0.00 41 Dhobi 33 13 46 0.02 42 Majhi 176 102 278 0.11 43 Nuniya 39 15 54 0.02 44 Kumhar 16 3 19 0.01 45 Danuwar 35 24 59 0.02 46 Chepang/Praja 29 21 50 0.02 47 Haluwai 301 186 487 0.19 48 Rajput 34 22 56 0.02 49 Kayastha 57 33 90 0.04 50 Badhaee 42 11 53 0.02 51 Marwadi 100 73 173 0.07 52 Jhangad/Dhagar 8 4 12 0.00 53 Baraee 54 24 78 0.03 54 Kahar 16 5 21 0.01 55 Lodh 5 9 14 0.01 56 Thami 7 6 13 0.01 57 Dhimal 11 8 19 0.01 58 Bhote 21 20 41 0.02 59 Yakkha 27 16 43 0.02 60 Darai 31 34 65 0.03 61 Thakali 860 1071 1931 0.76 62 Pahari 7 4 11 0.00 63 Bangali 219 71 290 0.11 64 Chhantyal/Chhantel 286 322 608 0.24 65 Bote 3 9 12 0.00 66 Brahmu/Baramo 11 12 23 0.01 67 Gaine 153 136 289 0.11 68 Jirel 9 17 26 0.01 69 Dura 142 167 309 0.12 70 Badi 914 1005 1919 0.75 71 Punjabi/Shikh 15 10 25 0.01 72 Kisan 12 5 17 0.01 73 Hyolmo 51 59 110 0.04 74 Pattharkatta/Kushwadiya 5 6 11 0.00 75 Lhomi 5 9 14 0.01 76 Ghale 185 175 360 0.14 77 Khawas 71 87 158 0.06 78 Rajdhob 25 4 29 0.01 79 Chamling 8 3 11 0.00 80 Bantaba 10 12 22 0.01 81 Others 65 60 125 0.05 82 Dalit Others 375 367 742 0.29 83 Terai Others 178 116 294 0.12 84 Undefined Others 34 27 61 0.02 85 Foreigner 205 105 310 0.12

Total 126,238 129,227 255,465 100.00

Source: CBS 2014 (NPHC 2011)

4.3.3 Migration Pattern

The area is inhabited by multi-cultural ethnic group. Major population in this area consists of Newar, Chhhetri, Brahmin, Thakali, Magar, Gurung and some minor ethnic caste called as dalits. The core area of PSM is dominated by Newars, whereas outskirts and peripheral


Page 33

areas are inhabited by migrant people of Gurung community. Pokhara is therefore a settlement of Gurung (Lahure) families mainly from upper reaches of Kaski, Syangja, Lamjung and Tanahun of Gandaki zone. Nepali is the dominant language of the area; however, many people speak their own dialect equally. In ward number 14, about 40-45 households are of landless and disadvantaged group of people i.e. kami, lama, sarki and least among them is damai. These communities are residing there since 2032 B.S. on the right bank of Bijayapur khola.

4.3.4 Occupational Pattern/Skills

Both agriculture and business constitutes main source of income of people in the project area. However, landless people of Chauthe mainly depend on wage labour. Paddy, wheat, maize, millet are the major crops of the area. All these crops are grown in the acquired land. Animal husbandry, part-time labour, small tea shops and groceries are other sources of income for people in the area. Another major source of income of people is tourism in Pokhara. The area is inhabited by significant number of ex-British army personnel, who support their livelihood by remittance and pensions. Local people are not dependent on fishing alone from Bijayapur khola for their subsistence living, since area has no professional fishermen.

4.3.5 Market and Economy

Economy of the study area is based on agriculture. This is followed by tourism mainly concentrated in the lakeside of Pokhara valley. But traditional forms of agriculture and livestock have not yet been taken into modern and commercial shape. Local people sell milk, yoghurt and goat, chicken in Pokhara to earn their subsistence living. Main crops cultivated in the area are rice, wheat, maize and millet, oilseeds and lentils. Some people have started vegetable farming in farmlands. However, commercial scale of vegetable growing does not exist in the surrounding area. Pokhara is the market centre of the area.

4.3.6 Agriculture

Kaski district has 62162 hectares of cultivated land where almost alluvial soil has been found. The

paddy farming is done in almost all areas in district. The 48962 hectares area I the district is irrigated

land.

4.3.7 Education and Literacy

The project area lies in the converging point of two municipalities. Therefore, educational status is better and lies above the national average. Roles of academic institutions viz. Prithvi Narayan Campus, private colleges, Pokhara University, numerous schools including government and privately owned and also efforts from NGOs and private sectors seem to have contributed significantly to develop education facilities of the project area. Pokhara University has been established in Lekhnath Municipality closed to the proposed project. Almost all can go to schools and colleges as it is located just few kilometers from Pokhara city.

4.3.8 Health and Sanitation

Normally, people of the area prefer to go to Pokhara for health services as there is a regional level hospital and Manipal College and Teaching Hospital. Field investigation team, however, did not notice any emergency health services available in the project area. Common diseases reported in the area are cough, fever and common cold during winter. Similarly worm infestations, diarrhea and dysentery during summer among children were reported particularly in the poor community.


Page 34

Average distance from the project area to existing health services is located approximately at 7 km west at Pokhara. However, private medical stores are available along the highway across Bijayapur. It was observed during field visit that general health condition of the people was satisfactory as indicated by the physical look of local communities. In sanitation aspect, almost all the people have constructed their own toilet in their premises. However, people closure to the river banks are used to go in open defecation. Human droppings observed during field visit indicate that lower income communities residing along the river bank mostly go for open defecation. Household sanitation is quite good since people have started to use either kerosene or biogas or LPG for their cooking needs. However, landless people use both fuelwood and kerosene depending on their income.

4.3.9 Energy

The main source of enegy of PSMC is electricity, kerosene, firewood, biogas etc. The heighest 92.15% fuel used for cooking is LP gas and fuel usually used for lighting is electricity 98.11% (Table 4.6) Table 4.6. Households by usual type of fuel used for cooking Total Households of PSMC

Fuel usually used for cooking

Wood /Firewood

Kerosene LP gas

Santhi/ guitha (cow dung)

Bio gas

Electricity Others Not Stated

68,236 2,764 1,367 62,879 20 595 110 240 261

100 4.05 2.00 92.15 0.03 0.87 0.16 0.35 0.38

Fuel usually used for lighting

Total HHs Electricity Kerosene Bio gas

Solar Others Not Stated

68,236 66,949 686 170 35 128 268

100 98.11 1.01 0.25 0.05 0.19 0.39

Source: CBS 2014

4.3.10 Solid Waste Disposal

Solid waste disposal of the project area generally carried out by PSMC. According to PSMC, 42 tons of waste collected on a daily basis out of 50 tons generated. PSMC has also engaged a private contractor - Pokhara Waste Management Services Pvt Ltd (PWMS) for collection remaining 8 tons of waste. The contract between PWMS and PSMC is based on a 60 – 40 percent revenue sharing. PWMS relies on waste collection fees, and sale of the compost and recyclables (plastics, metals, paper). As the waste disposal site is located 2km far from the proposed airport however the

4.3.11 Transport

The proposed airport is surrounded by a peripheral road. Major section of the road is black topped which is virtually constructed to transport solid waste to the well-built sanitary landfill site along side of Seti river. Road is also used by local people to carry goods from and to Pokhara. Eastern part of the airport at Chauthe is connected by gravelled road. There is a regular bus service from Pokhara in Chauthe area.

Government has provided telephone, road networks and electricity facility to the area. All parts of the project surrounding are connected with grid power. It was reported that some people use electricity not only for lighting but also for cooking, heating and cooling and for the purpose of additional luxurious use e.g. refrigerator, washing machine etc. since the area is inhabited by retired government officials and British and Indian army.


Page 35

There are two irrigation schemes Seti and Bijayapur. Seti scheme facilitates the project surrounding e.g. Chauthe and Majheripatan (ward 14 and 18) of PSM. However, Seti scheme crosses the proposed airfield from north to south, whereas Bijayapur irrigation scheme facilitates Lekhnath Municipality. There are five tertiary passes down from the acquired land. Therefore, Seti scheme has been facilitating the acquired land for year round agriculture which was reported during the field visit. The proposed project could intercept these schemes should either be realigned or have special provision to irrigate downstream farmlands. CAAN has realigned the irrigational canals passing through the airport and channelized into three canals. CAAN has already constructed two nos. of Box Culverts in the eastern part of the runway and will be constructing the third canal in the western part of the runway. There is a regular pipe-water supply in the community. The average fetching time is only about 5-10 minutes. Household sanitation is better compared to river bank residents at Chauthe. Some people use river water (Bijayapur) for washing clothes once in a week on every Thursday when Seti irrigation scheme is closed for cleaning and excavating silt accumulated over the canal. In this period, water along the Bijayapur becomes clean and people use it for washing and children also swim. Better situation in and around the highway may be due to regular contact to outsiders. However, situation is not below acceptable level even in the project area people.

4.3.12 Tourist

The project area lies Pokhara Sub Metropolitan City (PSMC) within the most popular tourist destinations in Nepal. It is located in hily region of Nepal, and is the headquarters of Kaski District, Gandaki Zone and the Western Development Region of Nepal. Pokhara city is located in the north-western corner of the Pokhara Valley, which is a widening of the Seti Gandaki River. The Seti Gandaki River and its tributaries have created several gorges and canyons in and around the city which gives long sections of terrace features to the city and the surounding areas. The city borders with the infamous Fewa Lake. The water flowing out the lake ultimately mets with Seti Gandaki River. Pokhara are manufacturing and service sector including tourism; agriculture and the foreign and domestic remittances which are the main economic sources. Tourism, service sector & manufacturing contributes approximately 58% to the economy, remittances about 20% and the agriculture nearly 16%3. Table 4.7. Tourist Arrivals in PSMC4

Year Total Tourist Arrived % Change from Pervious Year

2000 463,646 -5.7

2001 77,853 84

2002 68,056 -23.7

2003 85,529 22.7

2004 87,693 13.9

2005 74,012

2006 94,799

3 Baniya, Lal Bahadur (2004). "Human Resource Development Practice in Nepalese Business Organizations: A Case Study of

Manufacturing Enterprises in Pokhara".Journal of Nepalese Business Studies 1 (1): 58–68. doi:10.3126/jnbs.v1i1.39.

4 Ghimire, Bal Krishna (Chief Editor) (2013). "Nepal Tourism Statistics 2012".http://www.tourism.gov.np/. Kathmandu: Ministry

of Culture, Tourism & Civil Aviation. Govt. of Nepal.

http://www.nepjol.info/nepal/index.php/JNBS/article/view/39/121

http://www.nepjol.info/nepal/index.php/JNBS/article/view/39/121

http://en.wikipedia.org/wiki/Digital_object_identifier

http://dx.doi.org/10.3126%2Fjnbs.v1i1.39

http://www.tourism.gov.np/uploaded/TourrismStat2012.pdf

http://www.tourism.gov.np/


Page 36

2007 165,177 74

2008 186,643

2009 203,527 5

2010 230,799 13.39

2011 736,215 21.4

2012 803,092 9.1

2013 798,000 -0

Source: MOCTCA 2013

4.4 Cultural Environment In order to keep people and community in harmony, religious, cultural and traditional values play pivotal role and these are the driving forces for better civic society as the area is home of different castes and ethnic groups. Shiva temple at Chauthe represents religious sites of Hindu people. However, the study team did not observe any sites of cultural, religious and archaeological importance to be affected by the project activities. The main historical and religious places of the Pokhara Sub-Metropolitan City are BindhyaBasini Temple, Dharmashila Buddha Bihar, Tal Barahi Temple, and Ram Mandir. Besides these, natural tourism places of the area are Gorge Section of Seti River, Chamero Gufa, Patle Chango, Mahendra Gufa and Gupteshowr Mahadev Gufa. Culturally, the area is diverse due to assemblage of multi-ethnic groups. About 85 percent of people are Hindu followed by Buddhist. Rest other religions e.g. Islam and Christian are in minority. Culture found in the area is a combination of both the mid-hills and high mountains of western Nepal. Local communities in the project area also celebrate Buddhist and Hindu festivals - Dasain, Tihar, Makar Sankranti with enthusiasm and Baisakh Purnima (Buddha Jayanti). Some other notable sites of cultural importance away from the project area are Tal barahi and Bindavasini temples. People worship god whom they believe and are in harmony though they believe and observe different feast and festivals in accordance with their religion. 4.5 Public Involvement Government of Nepal (GON) has provided ample of opportunity to get involved local

community formally in developing process since introduction of EIA studies. Rule 4 (1), 7 (2)

and 11 (2) of EPR 1997 has facilitated people or any stakeholders to involve in EIA process

immediately after project inception.

Government of Nepal has envisaged to develop New Pokhara Airport as regional

international airport. Local people have also shown very keen interest to develop New

Pokhara Airport as a regional hub.

4.5.1 Response on public notice Following rule 4 (1) of EPR 1997 CAAN as a proponent published notice in the National

daily newspaper "Gorkhapatra" on 2060 / 02 /29. Notice requested all stakeholders to send

their concerns, comments and suggestions in regard to the project's positive and likely

negative impacts within the stipulated time period.

Local people and stakeholders raised their concerns during Scoping exercise that have

been attached in the approved Scoping document. Right from beginning of EIA process to

current state, all stakeholders have single towards project implementation as early as


Page 37

possible. However, the project should consider the people's concern coordinating DDC, all

political representatives and district level stakeholders and PSM.

4.5.2 Public Hearing EIA study team has already prepared Scoping Document, Terms of References (ToR) and

Environmental Impact Assessment (EIA) report which was primarily guided by the EPR

1997 and its first amendment 1999 and was based on Review Criteria for EIA and its

Associated Documents 2000. Scoping and TOR document was approved by MOE on

2062/07/25 B.S. through ministerial decision. EIA study had thus been undertaken after

approval of these documents. The public hearing is one of the mandatory part of

Environmental Impact Assessment (EIA) procedure as primarily prescribed by the

Environmental Protection Rules 1997 and its first amendment 1999.

After the completion of preliminary report, a public notice was issued to the local people nearby the New Pokhara Airport site for the public consultation. Public hearing was done on 10th Ashad 2063 . It was carried out on the premises of Kalika Multiple Campus Ward No. 18, Pokhara., where more than 80 local stakeholders participated along with media persons (paper, electronic), as well as local authority and local leaders of different political parties. Key and resource persons on the public hearing programme were representative of MOCTCA, Airport Manager Pokhara Airport, Engineer from Civil Aviation Authority of Nepal and other stakeholders. Participants from various organizations including ex-political leaders of different political parties, local intellectuals, airport officials, and local people were present. Uncompensated land owners Karki brothers were present during the meeting. Now, they have received money for land acquisition and the land acquisition process is already completed.

The Public Hearing Programme was started by the Airport Manager with brief

summary of the CAAN's proposal for construction of a Regional International Airport in

Pokhara. After that an open discussion was held, where local people and invitees raised

the different queries regarding local issues, regional issues and national issues. Major

sections of participants had single voice to give preference to local people in every possible

tourism related activities. All the participants requested that the project should be

implemented as early as possible. Translated version of Public hearing and issues raised

by the participants is attached in the Annex III.


Page 38


Page 39

CHAPTER FIVE: POTENTIAL ENVIRONMENTAL IMPACTS

5.0 Introduction

Similar to other projects, development of new Pokhara airport will have both beneficial and adverse environmental impacts during its construction and operation phase. These impacts may be direct or indirect, reversible or irreversible. Impacts may be high, medium or low in terms of magnitude and may be site-specific, local, regional or of national in nature. Some of the impacts may be short-term, particularly related to construction stage, medium term and long terms that may exist for long-run. Cost effective and practical mitigation measures are backbone of any project. This study has identified and suggested site specific measures against the likely environmental impacts. Possible environmental impacts could either be mitigated or brought into acceptable limit provided the suggested measures are implemented properly and carefully during the project construction and operation phase since impacts likely to arise are expected to be low, site-specific and short term.

5.1 Beneficial Impacts

Proposed project is envisaged to develop to strengthen civil aviation systems in Nepal for safer air services as well as to develop a regional international airport in Pokhara which may be also an alternative airport of TIA in case of emergency. The existing Gautam Buddha Airport in Bhairawa is under the process of upgrading to Regional International Airport and will be an alternative airport to TIA. This would also enhance services in tourism industry and would increase foreign exchange reserve. It can also be said that such huge investment project would create jobs to various levels of people which intern would not only help to improve living standard of the rural poor but also reduce poverty through promotion of tourism. This will ultimately contribute to strengthen national economy. The proposal of new airport at Pokhara closely resembles with TIA in almost all of the technical features and is likely to contribute more significant beneficial impacts rather than adverse. Pokhara is a regional hub of tourism industry where tourists from different countries would like to go directly if services are available. This airport may be a hub for international visitors who prefer to visit Pokhara first. If médium jet aircraft is operated in the area, existing flight hour also reduces and current small fleets can further serve to other areas where local and tourists have to wait for a week or more to take a single flight in absence of aircrafts e.g. Nepalgunj and other remote sectors-Humla, Jumla etc. This airport therefore will be cheaper and safer for both passenger and cargo handling.

5.1.1 Construction Phage

Following are the anticipated beneficial impacts likely to occur during the construction stage of the project.

Employment and Income Generation Technical report of the proposed project reveals different types of construction activities. Construction activities will require large number of skilled, semi skilled and unskilled manpower. One of the major beneficial impacts during construction stage is creation of direct employment opportunities at least for semi-skilled and unskilled labours. However, based on the field study, availability of skilled manpower in peripheral VDCs and even in PSM is notably low whereas semi-skilled and unskilled manpower are high in number who can directly work during the construction stage.


Page 40

This will enhance income of local community and also support to keep relation harmony with construction crew and management. Further, while employing manpower in the project, project affected people will be given high priority and gender balance will be considered to a greater extent. If short-term skill enhancement training to orient them into requirement of airport construction could be provisioned as an integral part of project development, existing skilled and semi-skilled construction related workforce like mason, wire weaving, carpenter; painter and electrician etc. required for the airport construction would be available from and within the area. This would be one of the most viable options for project’s benefit to local people. Enhancement in Local Trade Proposed project envisages hiring construction force from local community to the extent possible. If it happens so, most people can come and go to their homes daily after their day work. Round the clock construction activities would not be feasible if conflicting situation continues. If the project is implemented as per prescription, camps for workforce need not to be established. However, daily movement of workers require some groceries, restaurants, hotels and teashops because there will be considerable flow of both human and financial resources during construction period. Therefore, local trade and business will increase around construction areas. Workforce and construction crew demand different commodities and other daily use items as they could have relatively better income during the period. Demand of Agro based and Livestock Products Construction workers will require nutrients like vegetables, meat and other dairy products. To supply the increasing demand of vegetables, meats and other agro-based commodities people should be encouraged for off season vegetables grow. This will further increase indirect employment at local level during construction phase. Trade in such items helps to flow money to farmer level and ease their livelihood.

Local Skill Enhancement The project requires different manpower. During course of construction, unskilled labour may get some technical knowledge through doing by learning process over period of construction. Asphalt concretizing, plumbing, mason, electricity, pipe laying and water supply distribution and its regulation will be transferred to labour involved in such work. This will also increase possibilities of employment in similar works in other projects as well as to local areas as Pokhara is growing as a regional hub on every development efforts. The project is a new development work. In spite of new development work, it does not pose significant adverse impacts on environment if carefully implemented. Labor and all other construction workers will obtain knowledge of importance of resources including plant, animals, and archaeological sites, some know how on how to handle activities in sensitive areas will also be imparted during the construction. Seniors and other sub-ordinates of the project will conduct awareness activities in a regular basis and this will enhance their level of understanding about briefed activities.

5.1.2 Operation Phage

Basically, once the construction works is completed, airport area will have more positive impacts on environment and infrastructure within the airport. Major beneficial impacts during operational stage are briefly described below. New Pokahra Regional International Airport


Page 41

Upon completion of new Pokhara airport, Pokhara will have an airport of international standard. This will open avenues for tourism and other businesses so that it will contribute to local development and poverty reduction objective of the government. This will serve long haul visitors and other areas of the country will get additional flights to serve local, domestic and even international visitors. Increased Airport Facilities This will ensure to serve large aircrafts through optimum black topped runway length, operation of non-precision instrument along with installation of modern communication, navigational and lighting facilities e.g. NDB, PAPI and REIL. The runway will have improved facilities through the establishment of threshold marking and parking aprons. In addition, there will be enough space available for both rotary and fixed wing aircrafts. The airport will be safeguarded through chain link fence. Round the clock water supply system within the airport will ease visitors and help to keep the airport clean. Other facilities include provision of proper drainage that will minimize or avoid possibilities of water logging in and around airport during summer down power. Waste management system will be improved that will discourage haphazard disposal of garbage and other wastes thereby reduces likely incidence of BASH. Similarly, systematic collection system will be deployed which will generate employment to local people as some people will be used for collecting, separating (biodegradable and non-degradable including recycling material) and disposing properly. The airport will have modest terminal building enough for passenger and cargo handling, staffs and police quarters etc. for safer and comfortable air service and, therefore, will serve as a hub to this sector. Available facilities will cater both passenger and cargo to be available from and to remote areas as well. This will also increase flow of visitors which would promote tourism related activities in the area. Due to such facilities, the airport will also be able to share some burden of TIA. This will not only facilitate air travelers but ultimately will enhance tourism activities in the whole western region of Nepal. Trade and Business Trade and business is directly proportional to number of visitors. Higher the visitors higher will be trade and business in the area. This will enhance revival and sales of tourist oriented products thereby local people will be encouraged to develop, promote and modify tourist interest products which ultimately will develop skill, generate employment and revive traditional crafts and culture in the area. Further, development and promotion of other potential lakes except Fewa and other places of Lekhnath municipality can also promote tourism so that length of stay of tourists would increase. There can be a huge prospect for legalized trade of medicinal plants produced in Annapurna region to different parts of the country as well as export to India and elsewhere. Economic Activities Local economic activities will be increased as visitors’ flow increases. Local market centre will be increased around the Airport area. The area will be transformed into new Pokhara. Even local people can be involved in travel, trade and trekking agencies for various categories of tourists. Free independent travelers (FITs) will also promote commercial activities and tourism. People could sell their products by which money will be channeled to grass root level. Off- season vegetable farming will be encouraged due to flow of visitors even in lean period of agriculture. People of Tanahun, Kaski and Syangja and other districts can benefit a lot with increased transportation facilities as their agrarian products can be sold in fair market prices. Land Value


Page 42

Once year round international air link is established, travel trade, businesses and economic activities will prosper. This will lead to increase land value. Land value along periphery of the proposed airport even today is in increasing trend due to gradual urbanization.

5.1.3 Beneficial Augmentation Measures

Following measures augment the beneficial impacts.

During construction stage, project will provide employment opportunities to local people. To augment such opportunities, project proponent will conduct necessary trainings to construction crew to be deployed and other interested people to make them aware about the project, its likely impacts both beneficial and adverse, and their role to accomplish. Priority will be given to disadvantaged group, ethnic minority and socially excluded strata with due consideration of gender balance for employment.

Project will include binding clauses in consultant’s and contractor’s agreement to supervise and involve adequate number of both skilled and unskilled labor force from the local area.

Project will supervise and instruct the contractor to maintain standard wage to the workforce and regular disbursement of negotiated salary/wage. Further, Project will give priority to involve local people in order to minimize pressure on social service facilities and there will not be wage disparity between men and women for unskilled and semi-skilled labor.

Project will encourage its staff and construction workers to buy locally available products. This will enhance local trade and business.

Project will allocate some funds to the extent applicable within the project, as there is a possibility of heavy pressure on social service facilities. Such allocated funds will be mobilized either by the project proponent or the supervisory consultant. Funds will provide additional facilities for community development to lessen impact of workers and their dependants.

Project will ensure adequate safety measures to construction workers to minimize likely effects of construction-related injury, dust and other hazardous substances.

Project and other stakeholders will encourage private airlines to provide regular and connecting flight services during operation phase. Regularity in flight operation would enhance tourism and other commercial activities in Pokhara valley and it can serve for Manag and Mustang which are growing as tourist areas. Some additional flights may operate for Dolpa as well.

It is essential to have well planned flight safety measures during operation stage since it is going to be developed as an airport of international standard.

5.2 Adverse Impacts Construction and implementation of the project may lead to generate likely adverse impacts. Some impacts are unavoidable but still are acceptable due to their low significance; others can be nullified by enforcing prescribed mitigation measures

5.2.1 Construction Stage

During the construction stage of the proposed project, following impacts are likely to occur in qualitative terms


Page 43

5.2.1.1 Physical Environment

Change in Land use and Landscape Disturbance Current farmland will be converted into an airport and landscape of the acquired land will be changed from agriculture to airfield. This is an unavoidable impact. Land use change will occur due to runway length, construction of cargo and terminal building, police and staffs quarter and other utilities and social service facilities. Haphazard stocking of construction materials and spoil generated from excavation and other construction activities may affect the landscape to some extent. However, such impact will be of temporary nature. Quarry Sites Huge quantity of construction materials will be required for airport construction. This is to be brought from Kotre (mine) area of Tanahun because all construction contractors currently bring aggregates, sand and other materials from that area. However, low amount of sand can be collected from Bijayapur and Seti river banks for this nationally important project. This will reduce transportation and collection cost which might be significant for such a large project. Stones and aggregates can be crushed from exposed boulders of the rivers provided river bank is not lead to erosion. However, areas having fragile geological condition, landslide prone, riverbanks erosion risk, deforested areas etc. be avoided for quarry site. Riversite collection of quarry material will cause impact on river morphology and acquatic species especially fish species in the downstream. Spoil disposal Stock piling of construction spoils from excavation activities will be generated. Huge amount of construction materials need to be stocked for continuous work and its time bound completion. These might create obstacle for movement of both workers and material transport vehicles in the area as well as create visul impacts on the landscape. Haphazard disposal of such spoils and warehouse to be built at places may disrupt existing water resources due runoff during the rainy season. Stocking of construction materials in open air also leads to air pollution due to emission of TSP. This may also disrupt existing Seti irrigation schemes as five tertiary pass down from the proposed runway for irrigating downstream farmlands. All construction spoils will be used for back filling to the maximum extent. This will reduce volume of spoils to be managed substantially and cost incurred. Remaining spoils will be managed safely and effectively. Generation of solid waste Construction workers generate some sorts of solid wastes because they use packed foods like noodles and other food items along with water bottles. Wrappers and plastics of such commodities may be thrown haphazardly without considering environmental norms. Such spoils may be piled up here and there. Most of the rural people largely have habit of smoking and chewing tobacco. Cigarette buts and remains of tobacco might create nuisance in the surrounding environment. Contractors sometimes do not build sufficient toilets at the sites due to which construction crew go for open defecation. Air pollution At present, the area does not feel any air pollution and can be said to have ambient air quality. Construction activities like excavation works, construction of terminal buildings, material transport and back filling of the area as well as by movement and operation of noise prone construction equipments, bitumen mixing to blacktop runways, parking aprons and other required activities will generate dust and vehicular emission and noxious gaseous that degrade air quality of the surroundings. However, it will be intense unless and until the construction activities are over.


Page 44

Noise and Vibration Currently, the area experiences only noise from transport vehicles and small aircraft that approach for existing airport during the flight. Construction activities along with additional material transport vehicles and heavy construction equipments will add considerable impact of noise and vibration. However, such impact will be confined within the construction area and will be of temporary in nature. Air Quality Potential sources of air pollution at the airport can be categorized as direct and indirect emissions. The direct emissions include aircraft engine emissions, emissions from the Auxiliary Power Unit (APU), emissions from the Ground Support Equipment (GSE), emissions from the Ground Access Vehicles (GAV) and stationary sources such as emissions from standby DG sets. The indirect emissions include vehicular emissions that result from the passengers or employees coming to the airport. The baseline AAQ concentrations have been worked out based on the aircraft emissions and the emissions from the vehicles to the airport. The air pollutants of concern from the aircraft emissions will be un-burnt Hydrocarbons (HC), Carbon Monoxide (CO) and Oxides of Nitrogen (NOX) as specified by ICAO. The continuous air emission from the proposed project is expected to be from aircraft engines during approach, landing, taxiing, take-off and initial climb or also called as reference ‘Landing and Take-Off’ cycle (LTO cycle). The relevant emission data of aircraft A330-300 (with certified engines for small size aircrafts) is provided in the following Table. Table 3.5: Aircraft Emission Data (A 330-300)

Parameter Units Small Aircraft

SO2 Kg/LTO Cycle 0.91

HC Kg/LTO Cycle 0.27

CO Kg/LTO Cycle 7.3

Nox Kg/LTO Cycle 3.18

Total Emissions in gm/sec per LTO

SO2 g/s 0.5

HC g/s 0.3

CO g/s 3.7

Nox g/s 1.6 Source – Emission Data from USEPA Standards

Ground Support Equipment (GSE): A variety of ground equipment aircrafts services are needed while they load and unload the passengers and freight at the airport. Ground Access Vehicles (GAV): Ground Access Vehicles (GAVs) encompass all on road or highway vehicles increase generated by the airport, i.e. all vehicles traveling to and from, as well as within the airport (excluding those covered in GSE). These vehicles will essentially contribute Carbon Monoxide and Oxides of Nitrogen. There will be an increase in vehicular traffic for the movement of passengers to and from the airport. These emissions include Oxides of Nitrogen and Carbon Monoxide. Noise Level The major noise generating sources at the airport will be from aircraft take-off & landing and ground operations, apart from the vehicular movement around the airport. The noise during the take-off will be dominant among all the sources. The aircraft movement is expected to produce maximum noise level of about 100-110 dB(A) during take-off and 90-100 dB(A) during landing, which will be instantaneous and depends on the type of aircraft. Consequently, noise levels of upto 90-110 dB(A) exists for about 14 times for a duration of about 5-7min on the surrounding environment. Given that the surrounding land use is predominantly agricultural, no major impacts on noise are envisaged on a significant population. The impacts will be perceptible on the mixed (residential and commercial) development within 1000 to 2000 meter of the airport boundary situated to the north - east of the proposed runway. The vegetation in the boundaries of the airport and the surrounding agricultural land, to a certain extent attenuates the noise. However, the levels are higher than standards during landing and takeoff. Given that the volume of traffic handled currently by the airport is low, the frequency of vehicles moving on the access road to the airport is relatively low, and consequently no


Page 45

major noise impacts from these vehicles are experienced presently. As per the Annex 161 of ICAO Standard and recommended practices, no significant noise effects during the aircraft operations are envisaged.

5.2.1.2 Biological Environment

Loss of farmland Proposed land for airport construction was a farmland prior to land acquisition in 2032. Hence the project will therefore give high priority for landowners for employment in both construction and operation stages of the project. Loss of vegetation cover Construction activities will likely affect flora and fauna of the affected zone as a part of site clearance. However, the area acquired for airport is more or less devoid of any category of forest except with few agro-forestry and fodder species along marginal land of crop field. The project activities e.g. black topping of the runway, parking apron etc. will result in loss of vegetation cover which include farmland and grassland as a part of site clearance. This impact is unavoidable. However, project will consider plantation of endemic species during land reclamation. Loss of forest / products During the construction stage, workers and their dependents may collect forest resources for their cooking and heating requirements from the nearby Rithepani forests of Lekhnath Municipality which is located close to the proposed project. This may result over exploitation of forest resources. However, this impact will be negligible or non-existent if local people could be used for construction activities as proposed. In addition, the contractor may encourage workers to collect firewood for bitumen heating if resources are not monitored during construction phase. The rate of alcohol brewing at local level may increase to cater the construction crew, which might accelerate consumption of firewood leading to loss of forest. Contractor will be made responsible to supervise and closely monitor construction workers during construction stage. Disturbance to wildlife habitat and movement Construction activities may have impact on natural habitat of wildlife species and likely face difficulties in their free movement or will limit frequency and easy movement along their habitat at least for the construction period due to frequent movement of construction crew and labour force for material transport and other construction related works and noise to be accrued. Further, construction workers may be tempted for hunting and poaching activities of wild species and birds available in the area. However, there is no large forest except Rithepani and wildlife movement is restricted as Prithivi Highway disrupts possible corridor between Rithepani and Bharatpokarai forest. In addition, Bijayapur and Seti river in between also hinders such movement. So no movement of wildlife was reported during field visit. However, contractor and consultant will be made fully aware of the possible hunting and poaching activities during construction stage.

Illegal trade of species Illegal trade of medicinal herbs will not take place as there is no any report of availability and use of medicinal herbs by the local people. This may have been so due to the avail of well equipped private and government health institutions in the PSM. Likely impact on sheep farm activity There is a government sheep farm adjacent to the airport boundary at the southern part i.e. Majheripatan. It provides cross and hybrid male and female goats for the area. Sheep farm’s activities may be affected not only during construction but also during operation phase of the airport. Shifting of the farm will be initiated for such nationally important project. However,


Page 46

land used for sheep farm won’t be affected due to project activities except for construction and operational disturbances. Effect on protected species The forest area around airport access (Rithepani) has some nationally protected species of flora such as Sal (Shorea robusta) and Khayer (Acacia catechu) among plant communities. Construction workers might illegally cut down these species in the absence of close monitoring for additional income. Local ultra poor even today use forest area for leaf litter, firewood and timber. In some cases, workers may be involved in poaching and selling. Close monitoring of workers during construction stage will be ensured to minimize this impact. Impact on Acquatic Life

The airport area is bounded by Bijayapur Khola to the east and Seti in the west. The river is rich for aquatic flora and fauna and hhabitats for different fish species as observed during the field visit. Domestic, agriculture and industry and leachate from land filled are the existing stressing factors for the river ecology. During the construction period, stone quarrying and mining , vehicle crossing, waste dumping, embankment, open defecation, agricultural runoff, impoundment, bank erosion and flood, fishing, natural suspended loads may responsible to degrade water quality and cause impact on aquatic ecosystem at the both river sites in upstream-downstream areas. Embankment of the river banks with bamboo and cemented wall, channelization, and buffer corridor are some major conservation activities found along the river stretches. 5.2.1.3 Chemical Environment Spill over of chemicals, noxious elements and vehicular emission during construction will be common phenomenon. This will lead to ground and surface water contamination due to leakage of spills. Pollution to water sources including irrigation canal due to sewer overflows and possible open defecation by the workforce is another type of likely adverse impact. Pollution due to mishandling of bitumen during its transportation and mixing will have some adverse impact though it will be confined and limited within the construction site. Improper use and handling of chemicals including gasoline, mobil and grease for construction equipments and material transport vehicles may affect the surrounding environment including water bodies and crop field. However, all these likely adverse impacts will be managed because construction norms will be operated carefully. In addition, the activities will be confined within project area and this will remain for the construction period only.

5.2.1.4 Socio-economic Environment Severely project affected family (SPAF) During the submission of the EIA of Pokhara Airport in August 2006, there were two SPAF families (Khem Bahadur Karki and Yam Bahadur Karki), who had not received money for their land acquisition of 57 ropanies 10 anna. With active participation of the dignitaries from government office representatives, various social / hotel organization and representatives of all political parties in Pokhara and taking due consideration of their grievances, the matters were settled. Now they have received the money for land acquisition and CAAN has received the land ownership of 3,106 ropanies of land for airport construction in Chhinedanda in Pokhara..CAAN is now planning to develop this airport with financial assistance of Exim Bank of China under EPC model. Impact on agro-based livelihood Current use of land for agriculture will completely be converted into airfields and its utilities. Thus, people will have less farmland for agriculture which leads difficulties to earning their subsistence livelihood. They will have to change their livelihood earning practices from


Page 47

agriculture to other businesses like trade and tourism. However, the proposed project will open avenues for different livelihood options which outweigh present opportunities. Change in food supply Due to heavy pressure of construction activities, different commodities will be supplied in the area. For example, availability of instant noodles, chocolates, flours and other food items would increase to serve the increased population. This would create waste management problems and also change food habits of local people due to imitating culture of Nepalese people elsewhere. However, the project will encourage use of local product to retain money at local level and support the local economy. In-migration Migration of people to the construction area may occur for opening up grocery, teashops, small hotels and restaurants as the proposed airport is about 7 kilometers away from the main market center. This might sometimes add pressure on available services. Project however, will encourage local people to start these sorts of businesses and facilitate to lending venture capital fund (VCF) from the local micro-finance institutions (MFIs) and banks. Gender discrimination Gender discrimination may occur as the contractor may not be sensitive to gender equity and thus male and female involved in construction works may not get equal labour wages. For the sake of low rate labour, contractors use women and sometimes child labour. This will be closely monitored by the proposed environmental support unit and there will be special binding clause in the contractor’s document. Some awareness activities will be part of project implementation. Nepal Army’s firing range Possible risk of air accidents could occur due to near proximity of NA’s (Nepal Army) firing range, which is located just across Seti river. NA's firing range falls under landing approach path of aircrafts. This will have high risk of air accidents if firing and aircraft’s movement time is not managed effectively. Therefore, project will discuss with NA authorities to shift firing activities to safe zone. There is another Armed Police Force (APF) stationed nearby sheep farm who will be requested to assist for airport security forces. Disturbance to socio-economic system and cultural values Construction workers may disrespect local culture, feast and archaeological sites if contractor brings labour from other parts of the country. This may lead to disharmony among locals and outsiders as a result, conflict may arise during construction. General trend is that the contractors do not wish to hire workforce from the local area. It is because local people mostly demand high wages and try to violate rules and regulation of the contractor. Sometimes they stop work and start to politicize issues and vandalize construction activities. The contractor will be encouraged to use local workforce. However, workforce will also be made aware of the activities and its importance to complete the project on given time frame. Pressure on basic facilities and social services Drinking water is supplied in both wards 14 and 18 of PSM. However, it is inadequate even for present population of the area. Some of them have to walk about half a kilometer for potable water. Influx workers will use supplied water in case of inadequacy in their working site, which will add pressure on the present situation and adversely affect the situation. Construction workers wash clothes and open bathing that leads to degrade aesthetic value of the area temporarily. Excessive discharge of such untreated effluent may contaminate downstream water quality that in turn would affect aquatic ecosystem. This will be monitored effectively by establishing separate environmental support unit.


Page 48

Traffic jam will also occur due to frequent movement of construction crew and equipments. Regular bus services will be interrupted or even be halted during the construction period as well. Interruption of irrigation canals is obvious as there are five different tertiary passes through the project area to the south part of proposed airfield i.e. Majheripatan which will affect downstream agriculture. This either will be realigned or ensured that take off and landing pressure of big crafts will not collapse the system and also will avoid possible air accidents. Current health services of the project area will not be sufficient for additional workforce. Temporary pressure on available infrastructure including traffic jam, scarcity of drinking water and health services due to high volume of construction crew along with the workforce will therefore occur. Adequate drinking water supply, extra bus services and health facilities will be required for the project so that construction crew will not have additional pressure on existing service facilities. Contractor will be made responsible to establish first aid facilities and transport vehicles for their workforce. Education Involvement of local people will increase during the project construction. Both household heads might be engaged due to attractive wages of the project. Such condition could lead to interrupt education of school going children. Since household heads will leave burden of house to their eldest children mainly girls. This directly leads to school dropout rate due to household load. Besides, child labour may increase. Since they will,be attracted to earn more money within limited time period. Health, hygiene, and sanitation Construction workers may go for open defecation due to lack or inadequacy of toilets. Built up toilets in some cases are closely located and drained out to nearby water bodies or even over irrigation canals. This may lead to contamination of water bodies. Workers may consume different food items and produce degradable and non-degradable wastes. They may dispose waste materials haphazardly due to limited knowledge of health, hygiene and sanitation. Such condition may induce health hazard by spreading communicable disease as the area experiences high temperature during hot summer though lying on the valley of mid-hills. In such environment, bacterial infection could be spread beyond control. Occupational health and safety Huge number of workers will be required for the project. They will be directly exposed to dust, gaseous emission, noise and vibration. They also may be at risk of occupational injury or accident. Therefore, they will be made aware of the possible risks and incidents before going to work every morning during roll call. Safety devices like helmet, boots, gloves, eye shields, ear plugs etc. will be provided to workers on the basis of as and when required. In many cases, contractor provides safety items only one time for the whole construction period. This will be strictly monitored by the established environmental management unit. Inflation When project activities increase, money will flow and channel to grass root level. This would lead to inflation of different commodities. This may directly affect people who are not directly involved in the construction work. Impact of inflation will be mitigated by providing more opportunity in employment to local people. Disturbance to PSM’s waste handling At present, PSM’s waste transportation vehicle is using the peripheral road built at the western part of the acquired land. This will be used by airport authority in future due to security and other technical reasons. This will affect regular transportation of PSM’s wastes


Page 49

to the landfill site. However, Project will realign or build alternative waste transportation route for the same so that it will not be a great deal and issue. Disturbance to local people and other travelers Movement of huge number of construction workers may disturb local people, if construction area is remained closed during the construction period and even during operational stage because of its huge air traffic and traveler movement similar to Sinamangal (Kandaghari) area of TIA. Similarly, noise, vibration, material transport vehicles and other construction related activities create disturbance to local residents. In addition, people who use buses and other vehicles along Prithivi Highway will also be disturbed due to heavy pressure of construction material transport vehicles. Though such impacts will be temporary in nature, this will be minimized by transporting construction material either early in the morning or late evening. Breaking hour of construction workers will be regulated. Increase in social disputes As income increases, consumption of alcohol also increases proportionately as in other projects. Local people would get involved in different socially undesirable and unwanted activities which would lead to social disputes. This may increase alcohol brewing and selling in order to meet growing demand. This would, if not addressed timely and adequately, invite disharmony among local people and construction crews. Possibilities of infectious diseases e.g. STDs and HIV/AIDS may also increase due to gathering of workforce and commercial sex workers (CSWs) during the construction phase. This will be minimized by conducting project-people harmonizing tools such as awareness campaign, meetings with local people and construction crews and sometime getting help from local security forces. Discouraging local alcohol sale within the vicinity of the project area will help to minimize such issues.

5.2.2 Operation Stage

5.2.2.1 Physical Environment

Irrigation canal R.C.C Box Culverts have been designed and two are already constructed below the runway for realigning the existing irrigational canals. These infrastructures should be strong enough to withstand the take off and landing of the aircrafts. These irrigation canals converge along the south of the airport and are aligned along Seti Irrigation Canal. One of the prime concern will be the strength of the canals, so that Seti Irrigation Canal will not be affected. NA’s firing range Airport authorities will work together with NA and APF to shift firing activity from the present location to a safe area. This will reduce the possibility of aircraft firing hit. Bird aircraft strike hazard (BASH) Landfill site is located 1.5 Km. from the airport. If the landfill site is not managed properly, there may be risk of BASH. PSM at present is covering with 12mm thick sand for every waste disposed and will be made more responsible to comply with the practices so that BASH effect will be minimal or will not exist. Presently PSM prepared Bird Control and Monitoring Schemes and forwarded to CAAN for approval, which is an action plan for implementation and operation of sanitary landfill site. Waste transport route CAAN in coordination with PSM and local stakeholders should decide about the existing waste transportation route or realignment of the existing route, which will not create any waste related problems that will effect the airport operation.


Page 50

Water Quality and quality During operation phase of the project, water of around 17000 lit per day shall be supplied either through surface or ground water pumping as per the basis of regular city supply and demand of surrounding area. CAAN has planned for extracting water through deep boring and a water filtration plant will be installed. So the water supply system of the airport will not have adverse impact to the airport vicinity. Maintenance of water supply system will be conducted regularly to avoid leakage and damage. Moreover, quality of water will be monitored timely to check contamination. Noise Pollution (Noise nuisance) The continuous exposure of noise of 85–90 dBA, particularly over a lifetime, can lead to a progressive loss of hearing, with an increase in the threshold of hearing sensitivity5 Hearing impairments due to noise are a direct consequence of the effects of sound energy on the inner ear. Noise exposure during sleep may increase blood pressure, heart rate and finger pulse amplitude as well as body movements. There may also be after-effects during the day following disturbed sleep; perceived sleep quality, mood, and performance in terms of reaction time all decreased following sleep disturbed by aircraft and road traffic noise There is a vision of developing new Pokhara airport to serve travelers with international standard which could be developed as a hub for air travelers. During operational stage, there will be increase in level of noise along with increase in number of big aircrafts. This impact cannot be avoided and landing and take off will be carried out from the eastern end. Heavy settlements are located along the western end of the airport. Approach from the eastern end for take off and landing will avoid any possible conflicts with local community regarding noise effects. 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 neighborhoods;

Engine run-ups, which are tests performed on aircraft engines and systems 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 and Maintainance. GHG Emmission and Climate Change Aircraft noise and aircraft engine emissions are the major greenhouse gases which has great implications for climate change. According to the United NationsIntergovernmental Panel on Climate Change (IPCC), aviation produces around 2% of the world’s manmade emissions of carbon dioxide (CO2). As aviation grows to meet increasing demand, particularly in fast-growing emerging markets, the IPCC forecasts that its share of global manmade CO2 emissions will increase to around 3% in 2050. The operation of such airports, airlines leads to greenhouse gas emissions.

Aviation is important contributor to climate change. ICAO/CAEP’s initial estimate is that the total volume of aviation CO2 emissions in 2006 (both domestic and international) is in the range of 600 million tonnes. At present, aviation accounts for about 2% of total global CO2 emissions and about 12% of the CO2 emissions from all transportation sources6.

5 Kryter KD. The Effects of Noise on Man, 2nd edn. Orlando, FL: Academic Press, 1985

6 CAO Environmental Report 2007 (http://www.icao.int/env/pubs/env_report_07.pdf), IPCC, Climate Change 2007: The

Physical ScienceBasis, Cambridge Univ. Press, Cambridge, UK.

http://unfccc.int/essential_background/the_science/items/6064.php

http://unfccc.int/essential_background/the_science/items/6064.php

http://www.ipcc.ch/

http://www.ipcc.ch/

http://www.icao.int/env/pubs/env_report_07.pdf


Page 51

5.2.2.2 Biological Environment

Disturbance to wildlife movement Increase in number of the aircraft movements will definitely increase noise intensity. High frequency traffic of aircrafts in the sky further disturbs bird’s movement. Pokhara being close to ACA, there is possibility of disturbance to migrating as well as seasonal travel birds. Although this impact is unavoidable, it will be negated since there is the existing Pokhara Airport and there are regular air flights being operated from 1958. Hunting and poaching With increase in number of visitors, it is very much likely that some visitors might have interest for hunting and poaching. International smugglers and mafias may also be attracted.

5.2.2.3 Chemical Environment

Spill over of chemicals During the operation phase, spill over and leakage of lubricants and other noxious chemicals may occur in the airport area. Such activities may pollute soil and water bodies of the area. In addition, haphazard disposal of solid waste like batteries, cans, bottles etc. piled up create pollution in the area. Safe disposal and proper management of solid waste will be ensured to reduce such pollution.

5.2.2.4 Socio-economic Environment

Land value Obviously, with the increase in tourist activities, land value of the Pokhara area will automatically increase. Value of land even today is in increasing trend as high class hotels and lodges are under construction in the vicinity. In some cases, people would sell their land and become landless due to high cost of living in the area. Inflation Prices of daily use items will rise when it is turned into tourist centre due to their intensive flow. Low income or deprived community may fall into difficult condition for subsistence living. Similarily, local deprived group can not cope the situation and they move to cheaper place compared in the area. This may lead to increase the homeless people in the severe poverty zone. Social disputes When flow of hard cash increases, people prefer, to get involved in alcohol drinking, gambling and prostitution. There will be possibilities of STDs and HIV/AIDS among visitors. Cross-cultural effects Higher the volume of visitors higher will be the cross-cultural effects on the society. Local people may start to follow dresses, behavior and consumption practices of outsiders. This will have direct impact on their local economy. People in some cases, may also change their religion as the area is influenced with Christianity. Impact of Adventure Flight Adventure Paragliding has become quite popular in Pokhara for the past few years. This activity starts from Sarankot, which is situated at the hill top and the adventurer people with the pilot flies down and has a specacular view of Pokhara for nearly 30 minutes to 60 minutes. Till now, there has been no incidence of coalition with the aircrafts, which are operating air services in the existing airport in Pokhara. Sarankot and the location of the existing airport is quite far apart. The proposed new airport site at Chhine Danda is also far apart from Sarankot area and there will be no adverse impacts.


Page 52


Page 53

CHAPTER SIX: ALTERNATIVE ANALYSIS

6.0 Introduction

There is no option of site selection in case of this airport. Since the required land for airport development has already been acquired in ward no. 14 and 18 of PSM in 2032 B.S. However, EIA study always seeks better options so that proposal can be developed with least impact. Therefore, it explores alternative of project components. Hence, alternative analysis is considered as an integral part of the EIA study. Basically alternative analysis depends on technical feasibility, economic viability and environmental acceptability of the identified alternatives. As in all other proposals, this study also dealt with two general alternatives which are in common practice i.e. no project action and implementation of the proposal.

6.1 No Action Alternatives

If the proposed project is not implemented, the existing situation will continue and there will be no additional regional international airport in Pokhara. Tourism industry could not gain momentum as envisioned by non implementation of this project. The present situation will continue until and unless decision is made to implement the project or explored new avenues to have air link with Pokhara. Additional small fleets will require in order to cater the increased growth of tourists. As a consequence, people of mountain and high Himalayan sectors would suffer due to least flights available for them. The prevailing situation of sharp turning during landing in the existing airport even for small crafts continue that might invite risk of air accidents. This situation would also limit visitors’ flow, due to which tourism related opportunities may be least, poverty issues could not be addressed as envisaged. Further, in the case of the project not being taken up, there would be an increase in the number of aircrafts operating in the existing domestic airport due to increased tourists’ traffic to Pokhara, though it would be constrained by the capacity of the airport. Such situation will result in higher concentrations / noise levels, as against the operation of lesser numbers of larger aircrafts with the new regional international airport in Pokhara. Therefore, the incremental impact due to the proposed project in terms of air and noise impacts, as against without project scenario, is not expected to be significant. Currently, Nepal has no airport having advanced facilities suitable for wide body aircraft except Tribhuvan International Airport (TIA), Kathmandu. It is utmost necessary to have regional international airports to increase its air seats capacity for tourism promotion. The government has also felt necessary to develop existing Gautam Buddha Airport into a regional international airport and New Pokhara Regional International Airport, for which the government has shown its commitment through its proclaimed budget for fiscal year 2006/2007. This initiative of government, if materialized, will help for safe delivery of cargo and rescue of air-travelers in case of an emergency. Therefore, the without project scenario for the Pokhara airport would be a deviation from the CAAN Civil Aviation policy planning and the strategy for civil aviation improvement in Nepal.

6.2 Implementation of the Proposed Project

The project activities will be implemented as guided by the project document, technical parameters and prescription made by EIA document. Therefore, likely adverse impacts will be least or negligible or can be brought at the acceptable limit if careful implementation of the project activities are ensured.


Page 54

6.3 Technology and Implementation Procedure

CAAN technical reports 2008 and 2010 and Bid Documents are the latest available preliminary planning report for this proposal. This is an output of national experts which is cost effective and implement-friendly in the present context of aerodrome construction practices available in the country. It is envisaged that there will be minimum alteration in this design for the designed aircraft landing and take-off if the present design is followed and implemented. National experts of CAAN and available and implement-friendly technology will be taken into account during project implementation to ensure likely adverse impacts. Best and well-accepted technology in Nepal labour-intensive construction is considered as it gives short term employment opportunities and minimize construction induced natural hazards e.g. induced erosion. If project could use available labour force from the vicinity of the project area, this would substantially reduce the possible impacts to be generated from labour camp, their activities on biological resources, energy requirement, solid wastes and other sanitary problems. This would also be helpful to reduce cost of the project. Locally available materials should be used to the extent possible for construction. Skilled, semi-skilled and unskilled local manpower should be used as far as possible. This would further minimize possible project-people conflict.

6.4 Schedule Alternative

As in other parts of Nepal, it is highly recommended to start the construction work before monsoon since people of the area may not be available to the construction works because majority of the rural people are involved in agricultural activities in monsoon. Winter season will be the best for construction activities. If carefully managed and implemented, the project will not have unmitigatory overriding environmental risks. Incidences of soil erosion and landslide further increases in monsoon. To avoid human induced disturbance to the natural ecosystem, winter season will be the best for construction activities. Slope instability due to quarrying elsewhere will also be intense during monsoon. Similarly, construction activities will be limited in the day time to ensure quality works and avoid possible unnatural activities of labour force. Construction time will be based on the shift to ensure timely completion of the project. Adoption of environment management systems will be the core activities of the project. If carefully managed and implemented the project as suggested, this will not have unmitigatory overriding environmental risks.

6.5 Route Alternative

Alternative Route of Irrigation Canal The existing six irrigation canals with its origin from the north side of the airpport passes through the airport site and flows along the south of the airport. It ultimately mixes with the Seti Irrigation Canal. Water from these canals are irrigating the most of the land located south of the airport. There is no alternative routes than to realign into three canals, which flows underneath the runway and mixes with the existing irrigation canals located south of the airport.

6.6 Raw Material Alternative

The construction worker needs fuel wood for cooking. They will use firewood for cooking and heating if the alternate source is not provided. This will degrade the forest condition of the nearby forest. However, if the project will provide alternate fuel wood like kerosene or LPG gas, it will not only preserve the surrounding forest but also will have least impact on workers health. Similarly, bitumen will be heated using firewood to change into liquid form. In such scenario, if at least construction workers can be provided with alternate fuel wood, it will reduce some pressure on nearby forest.


Page 55

CHAPTER SEVEN: POTENTIAL MITIGATION AND ENHANCEMENT MEASURES

7.0 Mitigation Measures

Impacts from the proposed airport development can be both beneficial as well as adverse. An effective implementation of benefit maximization measures and adverse impacts mitigation measures would optimize the benefits expected from the project and avoid/minimize the adverse impact from the project. Based on the impact assessment and identification, beneficial augmentation and adverse impact mitigation measures are presented below. 7.1 Construction Stage

7.1.1 Physical Environment Landscape Treatment The airside facilities will require detailed landscape treatment to ensure the establishment of stable surfaces (runway shoulders, cut slopes, fill slopes, natural ground) resistant to erosion, not attractive to wildlife, visually acceptable and easy to maintain. Therefore, it is recommended that:

Construction spoils should not be disposed on fragile slopes, farmland, marshy land, forest areas, natural drainage path, canals and other infrastructures. The exavated spoils will be disposed off in a designated site. The disposed site will be reclaimed or afforested by providing proper drainage, vegetation cover and adequate protection measures against erosion.

Detailed designs of the airside facilities include development of a landscaping plan which considers how to achieve a sustainable vegetation cover meeting engineering, safety and visual criteria.

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.

Management of Quarry Site Unstable sites, erosion prone area, dense forest area, settlements, fertile farm land will be avoided for quarrying operation. The existing quarry site located at Kotre Tanahu district will be used for aggregrates, sand and other materials. For low amount of sand will be collected from Bijayapur and seti river bank. After the extraction is completed, these quarry sites will be rehabilitated and reforested to suit the local landscape. Safe Disposal of Construction Wastes and Rehabilitation of Spoil Banks Spoil generated will be safely disposed and managed with minimum environmental damages. The contractor will be responsible for balanced cut and fills, re-use of excavated materials and developed clause for minimum quantity of earthworks. The excavated materials will be used for reclaiming the degraded land in near vicinity in consultation with local communities. The disposal sites will be rehabilitated with plantation of indeginious plant species. On the fill slopes the 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 protection to avoid damage from overland flow. Waste Disposal Garbage collection system will be initiated by establishing bins at places in the construction area. Degradable and non-degradable wastes will be separated and regular collection and disposal system will be initiated in the area. Adequate number of toilets and its proper cleaning practices will be an integral part of environmental management. The existing waste


Page 56

disposal site shall be relocated as per Civil Aviation Rule , 2002, no person shall allow to store and dump solid waste openely in and around of the Airport boundary of 3 km. Air Pollution Exhaust fumes from heavy construction equipment will temporarily adversely affect 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. In order to reduce volume of dust, water sprinkling around the construction area and material transport route will be undertaken. To reduce noxious gaseous of bitumen mixing, frequency of bitumen mixing will be limited and if it could be possible it will be mixed in single time preferably in winter since air movement remains constant in winter compared to dry hot season. The absolute level of construction-related ambient air pollution can be minimized by proper site management and construction organisation by good maintenance of the vehicle fleet and by immediately excluding over-aged or worn out vehicles and machinery from the construction site. Noise and Vibration Construction equipments will be kept close and established at a considerable distance from settlements including hotels, lodges and administrative office premises. Air-plug will be provided to workers who will get involved in operation of such equipments. Operation of construction equipments will be limited to daytime only to reduce likely impact of noise and vibration during night. Noise level should be in aceptable limits and construction activities shall be confined to normal working hours. Drainage Adequate numbers of drainage structures will be provided in order to have minimum interference on natural drainage pattern of the area. Drain water discharge into farmland or risky locations will be avoided. No diversion of water away from natural water course unless it is absolutely necessary Construction Waste Disposal During a large scale construction project large amounts of waste will be generated such as scrap tires, used oil, drums and other packaging materials, derelict vehicles and other scrap metals etc. These materials will be collected and temporarily stored at the site in an environmentally safe manner. Operation of Crusher Plant Crushed stone aggregates of various sizes are required for concrete and bituminous pavement structures of airside infrastructure (runway, taxiway and aircraft parking apron) and road / car parking pavement infrastructure pavement. These materials will be either transported from the quarry site at Kotre area of Tanahaun or the crusher plants will be established within the airport bounday at the North - Eastern corner near to Bijayapur Khola. The adverse impacts from the operation of crusher plants will be noise / air pollution and the spillage of fuel from the frequent use of the vehicles. The adverse impacts due to operation of Crusher Plant could be minimized by adopting the following mitigation measures during Construction Phase:

• Use of machine filter by fitting it to the chimney. • Chemical waste like gasoline, lubricants, grease etc will be disposed far from the

water sources • Water will be sprinkled during the construction period, to reduce the dust emission • Construction material will be covered during transportation at the project site • Safety measures like helmet, mask, gloves, air plugs, eye glass will be provided to

the workers


Page 57

• Construction material will be properly placed • Seepage and leakages from construction materials will be regularly observed and will

be controlled immediately if occurs • To avoid contamination from fuel and lubricants, the vehicles and equipments will be

properly maintained and re-fuelled in dedicated locations 7.1.2 Biological Environment Management of Possible Loss of Vegetation and Forest The forest lost as a part of site clearance cannot be mitigated and/or minimized but can be compensated by planting appropriate tree species in a specified area and managing it through the project cost for about 5 years. Site clearance for construction shall be limited to the minimum width. No tree or vegetation shall be cut unless absolutely necessary. In the case of privately owned trees, product will be given to the owners after cutting. In case the trees are cash bearing then implementation agency will provide the compensation of such trees. There is need for plantation of same species at the ration of 1:25 within the Project vicinity. The recommended species for plantation are Bamboo, Salix spp., Vativer grasses etc. Species of Dendrocalamus giganteus, Tama bans (Bambusa nepalensis) and Mal bans (Bambusa nutans) reach 20m with 10cm diameter, all growing to an altitude of about 16 – 1800m and commonly cultivated in the mid hills. Utilization of Forest Products The construction activities will affect the forests trees in a number of its stretches. The impacts, which occur, as a part of site clearance, could not be mitigated and hence, the mitigation measures are proposed for rational utilization of forests products. To minimize pressure on forest resources during construction the proponent should promote improved cooking stoves, use of kerosene, solar and biogas to minimize the consumption of firewood by the workers. The local communities and authorities should encourage controlling illegal harvesting of forest resources and use of unauthorized forest products. Disturbance to Wildlife and Illegal Hunting Construction may cause the loss of habitat and interruption in wildlife movement path. There may occur illegal hunting during construction period by building group members and project staff. The following mitigation measures will be adopted:

The construction activities near forest area and areas identified as habitat of wildlife and birds will be appropriately managed so that there will be least disturbance to the wildlife and birds.

Restriction to work during night time

Restriction to wildlife harassment by the workers

Coordination with DFO to control the activities like illegal hunting and poaching of wild fauna, especially listed in CITES and IUCN red data book by enforcing acts and regulations strictly.

The project will launch wildlife conservation awareness program intiating with ACAP for the construction workers.

Impact on Acquatic Life To maintain water quality and ecology of the river, saiefty measures (Such as donot disposed construction spoils in the river banks, avoied washing and cross vechicle in the main river channel, avoid to discharge letche, waste and chemicals) will be included in the bid documents of the contractor and regular monitoing will be done by the client. The contractors caluse To minimize possible impact on acquatic life in two rivers of the project area, embankment of the river banks with bamboo and cemented wall, channelization, and buffer corridor will be established as a major conservation activitiesalong the river stretches.


Page 58

7.1.3 Chemical Environment 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. 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. During construction surface water resources may be affected by accidental spillage of hazardous substances into a river or streams or by inappropriate management practices. Discharge of sediment laden construction water (e.g. from areas containing dredged spoil or pumped ground water from foundations) directly into surface water courses will be forbidden. Provide specially designed and secured storage areas for diesel and lubricants; Set up a specifically designed, well accessible area for the safe storage of diesel. 7.1.4 Socioeconomic and Cultural Environment Compensation and Rehabilitation The agriculture land occupied from the Airport will be compensated as per the provision of compensatory measures. This responsibility should be given to the local level representatives including government officials, private stackholders and local people. The provision of compensation should be addressed for the land owners or PAF who are losing their complete land. A compensation fixation committee will be formed under Chairmanship of Chief District Officer of Respective District, who will decide on price of land, properly standing crops and tree to be acquired. Representatives of the PAF will also be one of the members of the committee. Loss of agricultural land and property This will directly affect the landowners in terms of their livelihood. However, there is no provision of cash compensation for land occupied by the airport. For this, the following mitigation measures are suggested:

During the construction extension activities shall be as far as possible to avoid damage to valuable agricultural land,

A detailed and transparent local consultation process should be adopted to resolve the acquisition and compensation issues in a way that is accepted to the community, particularly the affected persons as per government legislation.

The annual loss of agricultural production due to irreversible loss of the agricultural land has to be given due consideration.

Since the land areas are being used for green vegetables to agricultural products, it has to be taken particular attention with negotiation with the owners of a particular crop of that season, only if the farmer is unable to harvest due to land acquisition process.

Promotion of Agro based Livelihood The acquired land for the airfields is agricultural land. The PAF families will be encouraged through improved agricultural farming practices. The loss of crops should be replaced through improved farming and enhance the vegetable farming through training, seed distribution and raising awareness to the PAF as well as local people. The extensive use of pesticides in the agriculture field may be control through the training and awareness program for farmers group. The agriculture pesticide using also fishery and hedge demands of organic fertilizers and pesticide should be controlled through awareness, training and exposure tours/activities


Page 59

Effect on existing infrastructures/bazaar centre The best mitigation measures to reduce the social pollution manifestation in an area would be public awareness. Different communication sources like radios, TV are promoting the social awareness regarding the effect of the alcohol, tobaccos, cigarette, crimes, and prostitution etc. This can help to reduce the social pollution in the area. In addition, local level institutions in coordination with the educational institutions can create the public awareness in the respective areas of the districts. The use of the pamphlets, public gathering, stage shows would be advisable to promote to raise the public awareness among the communities of the project affected areas. Effect or pressure on social service facilities The contractors will be responsible to manage required social service facilities like water supply, electricity, telephone, cooking fuel, health facility within the construction camp. Education on Worker’s Rights The workers will receive appropriate information on their rights with respect to health care, remuneration and payment conditions. A specific grievance and complain mechanism will be established to ensure the addressing of claims brought forward by the engaged workers. Poor, lower caste women and those from indigenous and tribal communities will receive preference in selecting wage labourers. The consultation process shall provide full information and explanation that not only equal access to employment opportunities are maintained, but that equal wages will be paid for similar work for both men and women. Contractors shall also be obliged to make payment in frequent and agreed intervals, equally to both men and women employed. Child labour will not be used in construction works and there will be provision of at least one member of affected families to be employed in the project. This will also accommodate large number of affected family members. The project and contractor/consultant will be made responsible to closely monitor to balance involvement. There are some examples of huge projects supporting local schools for better education. Health, hygiene and Sanitation The solid waste developed at the construction camp like spoil can be disposed off at the suitable landfill sites. The organic waste like vegetables, defecation developed can be disposed in the earthen pit. In order to maintain the proper sanitation around the camp and construction sites, most cost effective mitigation measures is awareness program. The project can provide guidance about keeping the proper sanitation around the project. Secondly, dry sewerage system; like open ventilated pit can be developed .The system should be developed at the place far away from the residential area. The organic matter can be disposed off by earthening the pit. At the construction site, sewerage system for the large number of the workers should be developed at most happening place. Collection of waste generated in the construction site will be initiated through establishment of litterbags close to the construction and shopping areas. This will be properly disposed off in designated sites. Adequate number of temporary toilets will be constructed away from the water sources. In addition, health, hygiene and sanitation related awareness campaign will be initiated at least along with commencement of the project.


Page 60

Occupational Health and Safety During construction the health and safety of the workforce is at risk due to an accident- prone working environment, long shifts and through accommodation at a campsite. The workers will be provided with helmets, masks, muffles depending on the nature of the construction work. Drinking water facility and temporary pit latrine will be established at construction sites to control open defecation and pollution of water bodies by the workers. Workers will be provided with first aid and health facilities. There will be provision for group accidental insurance for the workers. First aid training will be provided to field staffs like overseer, social mobilizers and supervisors. Ensure that adequate, up to standard sanitary conditions will be available at the work camp and that garbage will be regularly collected. The workforce will be equipped with appropriate working gear such as safety vests, goggles, face masks, earplugs, helmets, boots etc., as required and depending on the specific requirements of the individual work place. HIV/AIDS and Drug Abuse Awareness Campaigns and Management of Social Conflicts To address severe social conflicts and far-reaching consequences for public health, the contractor will be obliged to carry out regular awareness training for the workforce to prevent undesired interactions among various communities working during construction relating to prostitution, girls and boys trafficking the spread of sexually transmitted diseases drug abuses and increased alcohol consumption leading to social conflicts, clashes and crime. Similarly, HIV/AIDS/STI sensitization sessions at the campsite will be conducted by including the distribution of information materials / brochures at the camp. Social conflict and Disputes The best ways to maintain the relationship between the project and people is by creating awareness and people participation. Project should provide the awareness about the pros and cons of the project. Project should also maintain the close interaction with them and understand their problem and respect their views and recommendation. A person should be deputed for public relation. This way project can develop cordial relationship with the people. The best mode of keeping the public relationship is through community meetings and interaction with key people of the area. Project can also depute the public relation officer in order to maintain the good relation between the people and project. Sheep farm management The sheep farm of Majheripatan will be manged as per the safety threshold. The farm will be relocated or managed appropriatel with consulation CAAN officials. Necessary awarnes and training will be provided to the farm staff no to distrub airport area by uncontrolled grazing and other harmful activity. Shifting of the farm will be initiated for such nationally important project. 7.2 Operation Stage 7.2.1 Physical Environment Proper Maintenance of Drainage Maintenance of smooth discharge across culverts and cross drainages by cleaning and maintaining them regularly so that water logging on adjacent land due to airport do not occur

Drain water from the airport will not be discharged into farmland or environmentally sensitive locations.

Regular cleaning of airport channels to avoid any blockage of drainage. Air and Noise Pollution Increased vehicular movements on the airport site cause air pollution due to vehicular emission and dusts. The movement of vehicle will also cause noise pollution. For control of


Page 61

dust nuisance, speed limit of vehicle and vegetative barrier will be designed. No horn sign before school, temples and residential areas will be encouraged to use as a set of rules on the way. Sources of noise during airport operations cannot be completely eliminated, but the significance of the impact on sensitive human receptors 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. The ultimate level of aircraft noise impact on the population in the neighborhood of the new airport site can be effectively mitigated by Adopting and strictly implementing a pro-active noise management policy and strictly control residential development in areas where predicted noise levels are in excess of a to be defined threshold, e.g. 65 dBA. use of modern, quieter aero planes; The possible mitigation to avoid noise pollution wiil be:

use of procedures to reduce operational noise (optimizing use of traffic management procedures);

effect of land-use planning and management policies of CAAN in preventing or limiting noise sensitive development around airports; and

Indoor maintenance of aircrafts, use of electric vechicles, restrictions or possibly bans on aircraft route in populate dense area.

implement A38-17: Consolidated statement of continuing ICAO policies and practices related to environmental protection —General provisions, noise and local air quality

Effective mitigation measures shall be emphasized through ICAO policies and practices related to environmental protection like Appendix C- Policies and programmes based on a “balanced approach” to aircraft noise management, Appendix D- Phase-out of subsonic jet aircraft, which exceed the noise levels in Volume I of Annex 16 and Appendix E- Local noise-related operating restrictions at airports 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. Guidance material on safety management principles and concepts, State Safety Program and Safety Management System are contained in ICAO Safety Management Manual Document 9859 (SMM Doc 9859, 3rd Edition ,2013). To comply with operational safety requirements in accordance with international standards steps and measures will have to be taken in terms of organization, equipment, staffing, training and operation. To minimize the adverse environmental effects of civil aviation activities ICAO's leadership with strategic objective shall foster in all aviation-related environmental activities and will consistent with the ICAO and UN system environmental protection policies and practices. Allowable heights of the buidings around the airport will be detemined as per the Obstacle Limtation Surfaces requirements as specified by ICAO Annex 14 manual. Accordingly transitional surfaces will be calculated from the edge of the airport boundary. Heights of all physical infrstructures around the airport should be below the level of the transitional surfaces. These will be calculated and will be notified to all concerned.


Page 62

Climate Change and GH Emmission ICAO policy has addressed aviation’s impact on global climate (A38-18: Consolidated statement of continuing ICAO policies and practices related to environmental protection — Climate change), the increasing concern on aviation and climate change and as part of ICAO’s policies and practices related to environmental protection. CAAN will address climate change and GHG issues in national policy, plans and programs with effective implementation of climate change mitigation measures. 7.2.2 Biological Environment Disturbance to Wildlife Movement During operation wildlife and birds will be disturbed. Appropriate mitigation measures will be adopted during the airport operation. Protection of rare or endangered species is of high importance, impacts may be mitigated through translocation them in homologous habitat of nearby vicinity. Such actions should be based on detailed studies and carried only by experts. Local community, forest user groups, school going children should be given awareness training on protection of forest and wildlife. Consequently, the chances of harassing, poaching or trapping of wildlife will be reduced. Other effective prevention means include the erection of airport side fences that will prevent terrestrial wildlife entering the area. However, the establishment of fences needs to be implemented with caution as this may severely impact migratory species or species travelling to feeding and breeding habitats across the area. Wildlife fence establishment needs therefore an adequate study of possible effects on the local fauna, taking into full account a full season of observation on migratory species. Hunting and Poaching In order to minimize wildlife poaching, trapping and harassing during the operation period the ACAP and check posts will assume its responsibility to inform immediately the concerned organization for necessary action. The local people will be aware about existing conservation area laws and spots of wildlife habitat and movement of wildlife. Plantation activities will be promoted through the user groups initiation. Monitoring for Illegal activities should be done with the initiation of ACAP officials and local conservation groups. To minimize likely adverse impacts, ACAP’s support for conservation education materials will be sought and disseminated through visitor centre. Protected area rules and regulations should be well disseminated. Being regional international airport, there will be immigration check in and out counter, NTB’s information desk and other security facilities in the terminal building of PRIA , which will be similar to the facilities at TIA. Information regarding the protected area rules of ACAP will be made available to the visitors once they arrive Pokhara airport. 7.2.3 Chemical Environment All chemicals, bitumen, oil and fuel will be stored on impervious floor with drainage facility, so that no leakage or spillage will reach soil and water bodies. Used oil and lubricants will be stored in drums to transport them away from the work site. Special measures to protect concrete from chemical effects of ground water dependant on chemical analysis of ground water samples to be carried out by the contractors design consultants. The contractor will adopt the following mitigation measures in order to minimize the impact on surface water quality:

Disposal of soil, sludge, and other wastes directly into water bodies will be avoided

Prevention of soil slippage at toe of the stockpile areas by installing barriers at the perimeter


Page 63

Prohibition of urination and defecation in open areas and water bodies by construction workers with the installation of sanitation facilities and awareness campaigns.

Avoid disposal of spoils, sludge and other wastes directly at the water bodies

Storage of hazardous materials such as liquid fuels, lubricants and other chemicals in banded areas to avoid spillage in the land and water bodies.

Prevention of soil slippage at toes of the stocked areas by installing hay bales or fabric filter barriers at the perimeter.

Prohibition on urination and defecation in open areas and water ways. 7.2.4 Socioeconomic and Cultural Environment Land Value People who have land for subsistence living will be discouraged to sell their land and encouraged them to get involved in off-season vegetable farming and other off-farm tourism business for their better livelihood. Possible opportunities will be provided to the affected (PAF) people through related training in coordination with district line agencies e.g. cottage and small industries, agriculture office and tourism related training institutions. Inflation To promote livelihood and substantial economy of the local people, hotels and lodges of the airport area would be encouraged to purchase locally available products to the extent possible by discouraging use of imported food and other commodities at least by hotels and lodges of the area. This will also enhance local taste among visitors. CAAN in cooperation with Nepal Academy of Tourism and Hotel Management (NATHM) will support targeted local people for tourism trainings e.g. cooking and baking, front office management, and advanced language skills to enable local poor to be competitive for emerging tourism markets. Change in Social Behavior People may leave their family in their villages to dwell near the new spots for economic incentives. This will ultimately affect the traditional bonds, norms and functions of the family. This will also cause impact on social and cultural transition. The mitigation measures recommended will be facilitating awareness raising programmes to the communities about negative social behavior like gambling, excess use of alcohol. Awareness regarding social disputes will be conducted and CAAN will closely monitor these activities of hotels and lodges of the area through its Pokhara office in coordination with local security forces. Cross-cultural effects To minimize the likely adverse impact of cross-cultural effect, visitors will be encouraged not to wear vulgar dresses (in Nepalese context) at least during their stay. They will provide adequate materials even during their in-flight. Do’s and Don’ts like codes of conducts developed by tourism development programme and various travel trade agencies will be distributed and disseminated widely. Pokhara being headquarters of ACAP, CAAN will request them to disseminate tourism related information, legal implications and other awareness building measures in order to promote Nepalese culture and hospitality. Impact of Adventure Flight To minimize impact of adventure flight, standard norms shall be developed for tourism industry. CAAN and Tourism Boards shall provide training to the treeking agency and tourism promotion centres to minimize risk from adventure filight. The paragliding areas shall be concentrated around Sarankot and such activities will be restricted around Chhine Danda.


Page 64

7.2.5 Implementation of Legislative Mitigation Measures Following legislative mitigation measures shall be implementated during operation of the Pokhara Regional International Airport. Third party Insurance As per the prevailing rules third party insurance will be made as per Civil Aviation Regulation 2002, Chapter -12, 79a. Insure for Third Party Liability as well: The Air Service Operation Organization receiving Air Service Operation Certificate shall insure for third party liability as well as prescribed by the Authority. Prevention of fire Flight Operations Requirements-Aeroplane, Chapter 3, Operations at an aerodrome and aircraft has clerely described fire prevention measures such as No person shall keep any oiled waste, waste oil, cleaning rags, or substances liable to suffer spontaneous combustion, or which are otherwise inflammable, on or near to aircraft on the ground, near any fuelling unit, hanger, or workshop, or other building or installation in which any flammable material is stored. Waste substances such as those referred to in this sub paragraph shall be disposed of daily in such a manner as may be specified by the Director General or the aerodrome manager. Measures to avoid attraction of birds Chapter 3, Operations at an aerodrome and aircraft has clerely described measures to avoid bird attraction like a) No person shall leave waste foodstuffs on, or bring waste foodstuffs onto, an area of land to which this paragraph applies. b) The Director General may, by notice in writing, require the owner of land where foodstuffs are, if that land is within an area to which this paragraph applies, to remove the waste foodstuffs or to deal with it within a time and in a manner as specified in the notice. c) A person shall not fail to comply with the requirement of a notice served on him under sub paragraph (2) d) For the purpose of this paragraph:"area of land" means the area of land lying within a radius of 8 kms from either end of a runway at an aerodrome ; and "waste foodstuffs" includes other waste substances attractive to birds. 7.3 Action, Impact and Mitigation Measures Comparatively, project related adverse impacts are insignificant and negligible considering status of the airport and its expected services and benefits to address the rampant poverty issues of the country. There will be less impact on forest and other cultural resources within the area as the area possesses mixed-culture and no major category of forests. Likely adverse impacts will also be site specific and will be of temporary nature. Careful handling of the proposed structure does not pose adverse impacts on the environment even during the construction period. Following impact matrix will highlight details of likely impact during construction and operation phases of the project. All the likely adverse impacts could be mitigated if implemented cautiously. Table 7.1below summarizes details of activities and mitigation measures.


Page 65

Table 7.1 :Likely Adverse Impact during Construction and Operation Stages and their Mitigation Measures

Activities Likely Adverse Impacts

Impact Types* Stage

Mitigation Measures Responsibility Implementation

Agency N M E D Construct

ion Operati

on

1.1 Physical Environment

Earth excavation works

Soil erosion, spoil generation D L Ss St - Use labor intensive work Contractor/ Consultant

CAAN

Pavement or black top

Air pollution, noise and vibration D L Ss St - Limit working hour and conduct it during day time only

Contactor/ Consultant

CAAN

Chain link fence construction Dust, spoil (cement concreting) D L Ss St - Use labor force for installation Contractor/ Consultant

CAAN

Bitumen mixing

Air pollution D L Ss St - Confine mixing place and establish close to the airport

Contractor/ Consultant

CAAN

Construction material transport/operation of heavy equipment for compaction

Air, noise and vibration D L L St - Sprinkle water and limit working hours Contractor/ Consultant

CAAN

Spoil disposal generated through construction works and over stocking of construction materials

Air, noise and land, drainage and access disruption

D L L St - Spoil disposal in the designated site Contractor/ Consultant

CAAN

Quarry site (at Tanahun) and river bank for boulder crushing

Air pollution and soil erosion, land subsidence

D L L St - Do not excavate river basin deeply. Fill after extraction of materials and reduce number of borrow pits

Contractor/ Consultant

CAAN

Construction of 1.5 km access road Air, Noise pollution D L L St - Use labor intensive work CAAN CAAN

Installation of equipments (PAPI, REIL, DME)

No impact CAAN CAAN

1.2 Biological Environment

Earth excavation works Loss of ground cover D L Ss St - Land reclamation, manual work to the extent possible

Contractor /Consultant/CAAN

CAAN

Pavement or black topping

Damage to plant species due to mishandling

D L L Lt - Careful handling and undertake only in specified areas


CAAN

Chain link fence erection Loss of ground cover due to trench D L Ss St - Do not use excavator to the extent possible, undertake manually


CAAN

Bitumen heating and mixing May act as a repellent in the surrounding area

D L L St - Limit the work in day time, compulsory use of mask by construction workers

Contractor /Consultant/ CAAN

CAAN

Construction materials transport, operation of heavy equipment for compaction

Disturbance to wildlife at Ritthepani forest

D L Ss St - Limit the work in day time Contractor /Consultant/CAAN

CAAN

Quarry site at Tanahun Loss of surrounding forest due to erosion and slope failure

In L Ss St - Undertake quarrying activities in safe, plain and low forest areas

Contractor/ Consultant/CAAN

CAAN

Construction of 1.5 km access road Loss of ground cover In L L Lt Use labor intensive works Contractor/ Consultant/CAAN

CAAN


Page 66


No impact

1.3 Chemical Environment

Bitumen heating, mixing and transportation

Spills over of chemicals D L Ss St Undertake at a designated site or away from water bodies, transport in a closed and leak proof vessel, careful load and unload


CAAN

Pavement or black topping Leakage to water bodies through open drainage channel

D L Ss St Careful placement of mixed bitumen along the specified areas of runways and parking aprons


CAAN

Construction materials transport/operation of heavy equipment for compaction

Spill over and leakage D L Ss St Regular maintenance of construction equipments at workshop, safe disposal of chemicals e.g. used, lubricants from vehicle workshop


CAAN

Chain link fence construction Leakage of cement concrete mix In L Ss St Undertake mixing work away from water bodies


CAAN

Construction of 1.5 km access Loss of ground cover D L Ss Labor intensive work Contractor/ Consultant/CAAN

CAAN


No impact

1.4 Socio-economic Environment

land acquisition

earth excavation works

pavement or black topping

chain link fence construction

bitumen mixing

construction materials transport, operation of heavy equipment for compaction

quarry site

construction of 1.5 km access road

Loss of private property D L Ss Lt Compensate at the current market price CAAN CAAN

Pressure on local resources due to influx of workers

In L L St - Manage by supplying additional resources adequately


CAAN

Inflation D L L St Encourage local people to be involved in tourism activities

Contractor/ Consultant/ CAAN

CAAN

deficiency of local products D L Ss St/Lt Encourage local people to off season farming through awareness and technical support

Contractor/ Consultant/ CAAN/local community

CAAN

Increase in demand of imported products

In L L St Encourage to use local products Contractor/ Consultant/CAAN local community

CAAN

Disharmony might increase due to over consumption of local liquor

In L L St Discourage consumption and fermentation of local liquor

Contractor/ Consultant/ CAAN/ community

CAAN/local community

Possibilities of infection of STDs among the workers

In L L St Conduct awareness campaign for construction workers and local people

Contractor/ Consultant/ CAAN/community



Page 67

Possible risk of construction injury D L Ss St Provide adequate number of safety items on the basis of as and when required and make aware of its proper use

Contractor/ Consultant/ Workers

CAAN

Cultural Environment

Increase in flow of visitors of various interest and discipline

Cross-cultural effect In L R Lt - Enhance education facilities DDC/PSM CAAN/local community

Change in social behavior In L L Lt - Promote cultural assimilation DDC/PSM/NGOs CAAN/community

Shifting of religion In L L Lt - Discourage religion dissemination activities and inform tourist not to do so in the entry point through brochure development and information dissemination

DDC/PSM/ local community/ NGOs


Supersede in local dresses In L R Lt - Encourage to use local dresses at least for protection through display

DDC/PSM/ local community


*Legend: Nature (N)-Direct (D), Indirect (In) Magnitude (M)- L= Low; M= Medium; H= High; Extent(E)- L= Local; R= Regional, Ss=Site Specific Duration(D)- Lt= Long term; Mt= Medium Term; St= Short Term Rating: HS-LS-Less Significance, S-Significance, Highly Significance

Parameter for basis of evaluation Type Criteria Impact Notation Rating

Magnitude Hard to mitigate High/Major H 60 Mitigate with some precaution Moderate M 20 Easily Mitigate Minor m 10

Extent Within Municipality/VDC Regional R 60 Within Project Ward Local L 20 Within Project Site Site Specific S 10

Duration >5 year Long term LT 20 1 to 5 year Medium term MT 10 <1 year Short term ST 05

Rating <50 = Less significance = Significance >75 Highly Significance

*Rating Total Score = 140 Minimum score = 25 Source: EIA Guideline 1993


Page 68


Page 69

CHAPTER EIGHT: RELEVENT POLICIES, ACT AND REGULATIONS

8.0 Introduction

Nepal is actively engaged in Environmental Assessment (EA) activities for its developmental projects since the implementation of the National Environmental Impact Assessment Guidelines 1993 and sectoral EIA Guidelines. These guidelines have facilitated proponents to screen and prepare EIA reports. Integration of EIA system in development projects has further been reinforced with the enforcement of the Environment Protection Act (EPA) and Environment Protection Rules (EPR), 1997 and its first amendment 1999. The EPR, 1997 obliges the proponent to follow legal processes. Article 3, of the EPR 1997 demands Initial Environmental Examination (IEE) or EIA study to prescribed proposals. It prohibits implementing development proposals without approving EIA report for the prescribed projects (Article 4). Further, EIA report should be prepared on the basis of the approved Scoping and TOR. Rule 4 of EPR 1997 with its first amendment 1999, empowers the Ministry of Environment, Science and Technology (MOEST) to determine (approve) Scoping Report for all prescribed proposals those fall under schedule 3. The legislation also calls for, as a prerequisite, publication of a public notice in order to provide stakeholders opportunities to put forward their concerns on environmental aspects not to be overlooked during EIA report preparation. EPR categorizes development proposals that require for a full scale EIA study. A full fledge EIA study has, therefore, been mandatory to satisfy legal provision of government for this project as it is going to be developed as a new airport. Within the limit of scope of work following policies, acts, rules and guidelines along with appropriate/relevant information were reviewed during EIA study.

The Constitution of Nepal 1990 Three-Year Plan (2010/11-2012/13)

Environmental Policy

National Air Transport Policy

Nepal Civil Aviation Act and its Regulation 1996

10th Five Year Plan (2002-2007)

ICAO’s norms and standards-Annex 14

Tourism Policy 1995

Nepal Tourism Board Act 1996

Environmental Protection Act 1997

Environmental Protection Rules 1997 and its first amendment 1999

Land Acquisition Act 1977

Forest Act 1993

Forestry Regulation 1995

Tourism Act 1978

Solid Waste Management and Resource Mobilization Act 1986

National Environmental Impact Assessment Guideline 1993

EIA Guidelines for Forestry Sector 1995

Convention on International Trade in Endangered Species of Wild Fauna and Flora (CITES) 1972

Convention on Biological Diversity (CBD) 1992.

Ramsar Convention

United Nations Convention to Combat Desertification (UNCED) 1994

ILO Convention on Indigenous and Tribal Peoples,1989 (No 169)

International Civil Aviation Organization (ICAO)


Page 70

8.1 Consitution

The Interim Constitution of Nepal 2063 BS (2007) Article 19 of the Interim Constitution of 2063 BS (2007) Right to Property, states that (i) Every citizen shall, subject to the laws in force, have the right to acquire, own, sell and otherwise dispose of the property. (ii) The State shall not, except in the public interest, requisition, acquire, or create any encumbrance on the property of any person. This clause shall not be applicable on property acquired through illegal means. (iii) Compensation shall be provided for any operty requisitioned, acquired or encumbered by the State in implementing scientific land reform program or in public interest in accordance with law. The compensation and basis thereof and operation procedure shall be as prescribed by the law. Thus, the interim constitution is directly related for compensation provision of New pokhara regional Airport. The Constitution of Nepal 1990 (2047) Constitution is the Fundamental Law of Nepal. All Laws which are in consistent with it shall, to the extent of such inconsistency be void. The constitution of Kingdom of Nepal came into force on Friday, November 9, 1990. Under state policy of constitution, following statements as appeared in 1, 12 and 13 seems more relevant proposal. for this (1) The State shall pursue a policy of raising the standard of living of the general public

through the development of infrastructures such as education, health, housing and employment of the people of all regions by equitably distributing investment of economic resources for balanced development in the various geographical regions of the country.

(12) The State shall, for the purposes of national development, pursue a policy of taking measures necessary for the attraction of foreign capital and technology, while at the same time promoting indigenous investment.

(13) The State shall pursue a policy of creating conditions for the acceleration of the speed of rural development, keeping in view the welfare of the majority of the rural population

8.2 Plan/Policies

Tenth Plan (2002-2007) Tenth Plan's Poverty Reduction Strategy Paper (PRSP) has clearly spelled out activities, infrastructure, services and promotion of tourism to rebuilding Nepal's tourism image in national and international tourism market so that tourist arrival will reach 516,000 by the end of Tenth Plan. Same plan has envisaged increasing length of stay from 10.5 to 13 days at the end of plan. Tourism earnings are expected to be distributed to rural areas in order to reduce pervasive rural poverty. Further, tourism contribution to GDP will increase from 2.9 to 3 percent. This plan has also set various indicators to achieve expected outcomes by increasing number of promotional activities, following world heritage guidelines, conserving national heritages, improving tourism infrastructure for easy access, opening new destination to increase visitor's choices, increasing tourism activities in national parks and conservation areas for eco-tourism development etc. Another vital aspect of tourism will involve simplification in visa issuance, enhancing domestic air services, increasing international air links. Three-Year Plan (2010/11-2012/13) The main objective of the Three-Year Plan (TYP) is to “enable people to feel change in their livelihood and quality of life by supporting poverty alleviation and establishment of sustainable peace through employment centric, inclusive and equitable economic growth.” It aims to develop physical and social infrastructures, agriculture, tourism, industry; essential services such as drinking water, energy, electricity, roads, foods, medicines and education,


Page 71

environment conservation, and investment for elimination of discrimination which will aid the economic development. The Plan has also emphasized promotion of green development, making development activities climate-friendly, mitigating the adverse impacts of climate change, and promoting adaptation. The key expected outcomes of the TYP are to prepare and implement a national framework on climate change adaptation and mitigation, disaster risk reduction, poverty reduction and poverty environment initiatives. In order to implement the strategies, the TYP has adopted an implementation approach that made the Ministry of Science Technology and Environment (MoSTE) responsible for coordinating all activities related to environment conservation and climate change. Application of EIA for proposed new Pokhara regional international Airport construction work perfectly falls within the objectives of nations three years interim plan. Environmental Policy Government of Nepal started to integrate environmental aspects in development planning and administration since 1980s. From Sixth Periodic Plan (1980-1985) government formulated policies to encourage proponents to carryout EIA study for major projects. The commitment was reinforced in Seventh Plan (1985- 1990) and Eight Plan (1992- 1997) which included requirement of Environmental Assessment (NPC 1985 and 1992) for the development projects. Effort has been continued by the government to internalize environmental assessment system through policy formulation in the Ninth Plan (1997-2002) which clearly spells out the need for participatory environmental assessment and for internalizing this tool in sectoral development projects and programs (NPC 1997). In order to avoid or minimize likely environmental impacts on natural resource base, particularly forest, land and water bodies, periodic environmental policies clearly focus the need for carrying out EIA study of project (s) in the prescribed sectors. National Air Transport Policy Upon the restoration of democracy in 1990, Nepal shifted its paradigm on air transport policy. Adoption of open sky policy has greatly been supporting for fast grow of tourism. Policy has been reflected in the existing Civil Aviation Policy 2050 (amendment 2053). This has taken 14 different policies to have better, safe and reliable air services for national and international carriers. Private sectors have been attracted and continuously growing to provide quality, reliable and safe air services over the years. There are about nine private and one government owned airlines that are providing services as a result of open sky policy. Nepal Tourism Policy 1995 The government’s general tourism policy is based on twin objectives- improving quality of tourism industry and reputed placement of tourism in international markets. To fulfill these objectives, partnership between the government and private sector stakeholders is felt necessary. Nepal Tourism Board (NTB) is the bridge between public and private sectors. It is facilitating government-private partnership and developing tourism products and marketing. This partnership has been designed to combine business of private sector with regulatory strength of government. The policy basically stresses the participation of private sector in development and expansion of tourism activities. Moreover, it emphasizes Nepal “as an attractive centre for adventurous tourism”. This policy further focuses development of ecotourism project and states “priority shall be given to new tourist spots particularly rural tourism spots have been strengthened existing tourism infrastructure and facilities”. The policy intends to diversify the tourism products that include rural development.


Page 72

Civil Aviation Policy Tourism industry has long been the backbone for laying the essential foundation of economic and social development for the Nepal. The expected growth of tourism industry is not possible without the development of a competent, strong and easily accessible air-transport. It is necessary to make air services both strong and effective to draw tourists form different regions for helping the national economy by earning foreign currency and for providing the Nepalese people with maximum air-services. This aviation policy has been prepared in line with the privatization policy of Government of Nepal. All services related to safe, efficient and regular air-transport and airport management shall be termed as vital service. No employees of governmental, semi-governmental, non-governmental organizations, corporations or companies shall ever participate in any kind of strikes. The guidelines for necessary services will be specifically mentioned in the license and agreement of air-transport service. The Civil Aviation Policy, issued by Government of Nepal (GoN) in 2007 incorporates specific provision for enhancing safety in Nepalese civil aviation. The goal of this policy is the development of air transport system with a liberal sky policy ensuring private sector participation, so as to make air services in Nepal safe, reliable, standard, and easily accessible to the general public. In order to achieve this goal, the policy has laid down various objectives while ensuring the highest standards of flight safety and aviation security. More specifically, Clause 4.3 of the policy clearly states that top priority will be accorded to the compliance of the Standards and Recommended Practices (SARPs) of the International Civil Aviation Organization (ICAO) for the enhancement of flight safety. It further states that the safety oversight capacity will be strengthened by developing required institutional and legal infrastructure. This will be strictly considered during contstruction and operation pahes of New Pokhara Regional International Airport. Additionally, Clause 4.17 of the policy states that the Civil Aviation Authority of Nepal (CAAN) shall be strengthened as an efficient aeronautical regulatory authority to effectively carry out the activities of regulation, control and expansion of the civil aviation sector. Forest Policy The Forest Policy, 2047 has emphasized the forest conservation and their sustainable use. It calls for enhancing people’s participation in decision-making process and promoting benefit sharing mechanism. The long-term objectives of the Forest Policy are to meet people’s basic needs for fuel-wood, timber, fodder and other forest products on sustained yield basis, to protect land against degradation and to conserve the ecosystems and genetic resources. The Ninth Plan has re-emphasized not to destroy the forests to implement activities others than prescribed. Nepal Government has also drafted National Bio-diversity Action Plan to conserve the species in different habitats. Climate Change Policy 2011 The climate change policy is the integral part for the implementation of proposed project. CAAN shall addres mitigation measures of all advese impacts for operation of new Pokhara Regional internatiiional Airport to achieve goal and objectives of the CC policy.

The goal is to improve livelihoods by mitigating and adapting to the adverse impacts of climate change, adopting a low-carbon emissions socio-economic development path and supporting and collaborating in the spirits of country's commitments to national and international agreements related to climate change.

Requires allocating more than 80 percent of the total climate change fund for field level activities.

It helps internalizing the concerns adverse impacts of climate change in CAAN policies.


Page 73

8.3 Relevant Acts

Environmental Protection Act (EPA) 1997 and Environment Protection Rules (EPR) 1997 Environment Protection Act 1997 was enforced by the government which became effective with the enforcement of Environment Protection Regulations in June 1997 and later its first amendment in April 1999. The Act calls for development projects to carryout environmental assessment, which may be either IEE or an EIA depending upon the location, type and size of the projects before implementation. EPR 1997 obliges proponents to inform the public on contents of the proposal thrice in order to ensure participation of stakeholders. The proponent should issue a public notice to elicit comments and suggestions on the proposal to include all relevant environmental issues in the scoping report before submission for approval. The proponent is also obliged to disclose the draft IEE/EIA report to the public concerned before it is finalization. Environmental laws stipulate requirements and procedures of EIA approval process under Articles 3 to 6 of the EPA 1997. Rule 3 to 11 of EPR 1997 contain such provisions and this EIA report has been prepared following those legal requirements. Article 12 of EPR 1997 requires the proponent to comply with matters mentioned in the report and other conditions, if any, prescribed by the approving agency or concerned agency, while Rule 13 and 14 are related to environmental monitoring and environmental auditing (MOPE 1997). Nepal Civil Aviation Act and its Regulation 1996 Civil Aviation Act 2015 under its 4 (a) has explicitly spells that any area can be delineated and designated as airfields specifying its borders on gazette. In 1957, the Department of Civil Aviation was formally established under the then Ministry of Work, Communications and Transport of Government of Nepal. The statutory regulations regarding civil aviation were introduced under the Civil Aviation Act, 1959 (2015 BS). Nepal obtained the membership of International Civil Aviation Organization (ICAO) in 1960. There are three specific missions of CAAN. They are: Ensuring safety, security, efficiency and quality service in civil aviation and airport operations, maintaining highest standards in all aspects of civil aviation and providing affordable air services in the remote and social service sector. With these above three clear missions Civil Aviation Authority of Nepal (CAAN) was established as an autonomous regulatory body on 31 December 1998 under Civil Aviation Act, 1996. CAAN has been set up with the objective of making aviation safe, regular, standard and efficient. Its prime goal is to ensure flight safety and sustainability of civil aviation. It has the responsibilities of constructing, operating and maintaining airports. Besides, it has to equip the airports with necessary communications and navigational facilities. Under the prevailing act and regulations, Nepal Tourism Act 1978 Tourism Act always facilitates to increase tourist arrival in the country. However, increased number of tourists must follow the rules and regulation set forth during their stay in Nepal. Tourism Act also encourages tourists, their handling agents in Nepal to keep environment intact during their visit. The Act shows serious concern about visitor's health, facilities and welfare. Basically, this Act addresses travel agency, trekking agency and expedition and developed rules and regulations are to regulate tourism industry in proper way. This Act empowers government to generate tourism revenue and establish plowback mechanism for tourism infrastructure development.


Page 74

Nepal Tourism Board Act 1996 Though small in size, Nepal is rich in varieties of natural and cultural heritage. Exciting adventurous activities combined with a collection of cultural attractions make Nepal a unique and interesting travel destination. Nepal Tourism Board is a National Tourism Organization (NTO) established in 1998 by an act of parliament in the form of public-private partnership between Government of Nepaland private sector tourism industries of Nepal with the vision of maximizing benefits of tourism by promoting Nepal as a premier holiday destination with a definite brand image. NTO is working for developing and marketing Nepal as an attractive tourist destination. NTB is promoting Nepal in domestic and international market and is working toward repositioning the image of the country. It is also involved in diversifying product development activities in order to increase visitor's choice. Fund for NTB is collected from every air travelers upon their returning from Tribhuvan International Airport (TIA) as tourist service fee (TSF) thus keeping it financially independent. At present, NTB collects 500 rupees TSF per person. The Board chaired by secretary at Ministry of Culture, Tourism and Civil Aviation constitutes 11 board members with four government representatives, six private sector representatives and the chief executive officer.

Land Acquisition Act 1977 Nepal’s constitution 1990 empowers government to acquire privately owned land or property only for well-being of public interest by providing necessary compensation, Article 17 (2) and (3). Government is also empowered to acquire required land of any area by enforcing the Land Acquisition Act 1977 (Section 3). This Act elaborates provisions for land acquisition and compensation processes. Based on this Act, government should form a Compensation Fixation Committee and the proponent should provide compensation as per decision of the Committee and/ or the proponent may also compensate through negotiation with concerned property owners (Section 13-17 and 27). The Act provides Compensation Fixation Committee to decide for cash compensation or land-to-land compensation or both in consultation with landowners. In view of scarcity of land and willingness of the local people, the committee and local people can negotiate among themselves on the type of compensation they want. Forest Act 1993, Forest Rules 1995 Section 68 of the Forest Act 1993 empowers the government in case of no alternatives to provide parts of any types of forests for the implementation of a national priority plan with assurance that it does not adversely affect the environment significantly. The Forest Act 1993 recognizes importance of forests in maintaining a healthy environment. The Act requires decision-makers to take account of all forest values, including environment services and biodiversity, not just the production of timber and other commodities. The basis of the Forest Act is considered forest as ‘resources oriented’ rather than ‘use oriented’. Section 23 of the Act empowers the government to delineate any part of a national forest which has ‘environmental, scientific of cultural importance’, as a protected forest. Section 49 of the Act prohibits reclaiming lands, setting fires, grazing, removing or damaging forest products, felling trees or plants, wildlife hunting and extracting boulders, sand and soil from National forests without prior approval. The Act empowers the government to permit use of any part of government managed forest, community forest, leasehold forest, if there is no alternative except to use forest area for implementation of a plan or project of national priority without significantly affecting the environment. Rule 65 of the Forest Regulation stipulates that in case of execution of any project having national priority in any forest area causes any loss or harm to any local individual or community proponent of the project itself shall bear the amount of compensation to be paid. Similarly entire expenses required for cutting and transporting the forest products in a forest area to be used by the approved project shall be borne by the proponent of the project.


Page 75

Soil Conservation and Watershed Conservation Act, 1982 Soil Conservation and Watershed Conservation Act, 1982 empowers Government of Nepal to declare any area as a protected watershed area. The Act outlines the essential parameters necessary for proper watershed management (including both rivers and lakes). It prohibits activities such as excavation of soil, sand, boulders, diversion/storage of water and logging that trigger soil erosion/landslide. It is also authorized to implement land use planning system, shift any existing settlement, industry and acquire necessary lands in the conserved watershed area. Maximum penalty measures for violators include a fine of NRs.1,000 or imprisonment of 1 year, or both. Local Self-Governance Act, 1999 The Local Self-Governance Act, 1999 empowers the local bodies for the conservation of soil, forest and other natural resources and implements environmental conservation activities. Sections 28 and 43 of the Act Provides the Village Development Committee a legal mandate to formulate and implement programs related to the protection of the environment and biodiversity. Similarly, sections 189 and 201 of the Act provides that the District Development Committees are liable to formulate and implement the programs related to protection of these environment and give adequate priority to the protection of the environment during the formulation and implementation of the district level plan(s). Water Resource Act, 1992 Water Resource Act, 1992 of clauses 3, 7, 18, 20, 22 and 24 implies state ownership of any surface/ground water bodies of Nepal and stress on utilization of water resource by any individual or organization without causing harm to others. It embodies that Government of Nepal can fix, monitor and formulate regulations pertaining to water quality standard, pollution tolerance level and development of water resource. It prohibits any action that may pollute water resource surpassing the threshold value. It has prioritized use of water resource in successive order: drinking/ domestic use, irrigation, fishery, electricity, water transport, and recreation. It urges that utilization of resource should be carried out without causing any considerable damage to the environment such as soil erosion, floods, landslides and other similar natural hazards. Violators will be fined upto from NRs 5,000 or 10 years imprisonment. Aquatic Lives Protection Act, 1961 and amended in 1999 Aquatic Lives Protection Act, 1961 and amended in 1999 of clauses 3, 4, and 5 provides legal protection of the aquatic animals and their habitats. It bans application of harmful fishing gears such as explosives, poisonous chemicals, electric rod and fine mesh net “Mahajal” as well as hunting of waterfowls and destruction of water resource development related infrastructures. The first amendment in section 5a permits only the use of safe pesticides in case any poisonous material is to be used for catching aquatic life. Penalty measures include fine up to NRs 5000 and confiscation of any destructive items. Solid Waste Management and Resource Mobilization Act 1986 This Act has urged and emphasized to reduce environmental pollution while disposing off waste. Waste handling should be taken carefully so that it would not harm local environment. However, it is silent regarding the EIA study of dumping sites however, the dumping site should be 3 km away from the airportside. The rules 1989 provide the procedures for the management of solid waste. Sections 5.1.1.16 and 17 state that hazardous waste can not be emitted, thrown, stored or disposed in any place other than place designated by the SWM. However, the act does not provide authority to fine who violate such provisions. Solid Waste Management Act, 2011 Solid Waste Management Act of 2011 had effectively enacted by the Government of Nepal on15 June 2011. The objectives of the act include maintaining a clean and healthy


Page 76

environment by minimizing the adverse effects of solid waste on public health and the environment. The local bodies, such as municipalities, have been made responsible for the construction, operation, and management of infrastructure for collection, treatment, and final disposal. The act aims maintaining a clean and healthy environment by minimizing the adverse effects of solid waste on public health and the environment. The local bodies, such as municipalities, have been made responsible for the construction, operation, and management of infrastructure for collection, treatment, and final disposal of MSW. The act mandates local bodies to take thence essary steps to promote reduce, reuse, and recycle. It also provides space for the involvement of the private sector, community-basedorganizations.

8.4 Rule/ Regulations

CAAN- Civil Aviation Regulation, 2002 Exercising the power given by the Clause 34 of Civil Aviation Authority of Nepal Act, 1996, CAANCivil Aviation Regulation, 2002 was issued amplifying the regulatory functions of CAAN to include inter-alia Personnel Licensing, Aircraft Registration, Certification, Airworthiness of Aircraft, Flight Operations, and Flight Permission. This Regulation also empowers CAAN to formulate necessary requirements, directives and manuals to implement the provisions of the Regulation. Rule 80 of this Regulation empowers CAAN to issue orders and directions to concerned agencies or persons in the matters of Aircraft Registration; aircraft inspection and certification; aerodrome infrastructure and aircraft equipments; duty and responsibility of pilots, ATCs and Maintenance Personnel; Instrument and Visual Flight Rules; Air Traffic Services; Aircraft Accident Investigation; Provision of Meteorology Services for Aviation; Air Navigation Facilities and Equipments. Chapter -12, 79a: Insure for Third Party Liability as well: The Air Service Operation Organization receiving Air Service Operation Certificate shall insure for third party liability as well as prescribed by the Authority. 80. Order and Instruction May be Issued: (1) Subject to the provisions of the Civil Aviation Act, Civil Aviation Authority Act and other prevailing Act and this Regulation, the Authority may issue necessary order or instruction to the concerned body, organization and persons to comply with the Annex and Manual. (o) In the matter of construction of a dumping site,(p) In the matter of enhancement of flight safety, (n) In the matter of maintaining clean and sustainable environment, 83a. Provision Relating to the Safety Management: (1) While operating the service by the Service Provider Organization receiving permit and certificate under this Regulation, it shall be required to enforce and implement the prescribed civil aviation security management system. (2) The other provisions regarding the safety management system shall be as prescribed by Safety Management Requirements issued by the Authority. 83b. Investigation of Incident and Accident: (1) If any incident or accident relating to the civil aviation is occurred, the Director General shall carry out investigation about such incident or accident in addition to the investigation to be done as per the prevailing law. Civil Aviation Rules, 1995 Civil Aviation Regulation, 1995 promulgated under the Clause 3 of Civil Aviation Act, 1959, authorizes CAAN to enforce provisions of Annexes (or its parts) to the Convention on International Civil Aviation and also formulate necessary requirements, directives and manuals to implement its objectives. Rule 79 of the Regulation empowers CAAN to issue orders and directives to concerned agencies on the various matters relating to the civil aviation operations. CAAN- Airport Certification Regulation, 2004 Airport Certification Regulation, 2004 was enforced under the Clause 34 of Civil Aviation Authority of Nepal Act, 1996. This regulation requires that the International Aerodrome for the operation of public air transport service shall obtain aerodrome certificate from CAAN. Application can also be made to obtain aerodrome certificate for the operation of domestic airport of the use of public air transport service. The Regulation has made detailed provisions


Page 77

regarding the certification of aerodrome used for public air transport service. Civil Aviation (Investigation of Accident) Regulation, 2071 (2014 AD) In exercise of power conferred by Section 5 of the Civil Aviation Act, 2015 (1959 AD), the Government of Nepal has framed different rules. In Chapter 2 (Notification of Accident, Security of the Accident Site and Protection of Evidence) Rule 3, clearly defined that the accident to be Notified: (1) If anybody witnesses the accident of an aircraft occurred in the territory of Nepal, he shall provide the same information to the nearby Civil Aviation Office, District Administration Office, Police Office or Local Body at the earliest. Mountaineering Expedition Regulations 2002 The regulation is directly related to the Pokhara airport operation. After operation of the airport the regulation should strictly followed for environmental safety and biodiversity conservation.

Requires the mountaineering expedition team to comply with different conditions such as preventing damage or destruction of any tree, and other forest heritage and environmental cleanliness existing in the adjoining area or on mountaineering expedition route.

Imposes a responsibility on the liaison officer to carry out necessary work relating to environmental cleanliness and solid waste management.

Makes it mandatory to the mountaineering team to re-export to the country of origin wastes such as used oxygen bottles, used battery, equipment necessary for mountaineering or personal goods used for climbing.

8.5 Environmental Guidelines, Manuals and Standards

Government of Nepal has implemented some environmental guidelines such as National EIA guidelines 1993 and sectoral EIA guidelines for Forestry, Water Resource and Industry sectors to integrate environmental consideration in development activities. Government has also implemented environmental management guidelines for road sector since 1997. These implemented guidelines are to encourage the proponent to identify likely impacts of the project, proposed mitigation measures and monitoring and evaluation system for making the project environmentally sound, technically feasible, economically viable and socially acceptable. Environmental Guidelines for Local Development also encourage the proponent to incorporate environmental issues during project design and implementation phase. National EIA Guideline 1993 National EIA Guidelines were endorsed by Government in September 1992 and gazetted in June 1993. The guidelines also provide clear directions on how EIAs are to be conducted in Nepal and specify responsible agencies. These guidelines were developed in the process of establishing a national system of EIA in Nepal. ICAO's Norms and Standards- Annex 14 International Civil Aviation Organization (ICAO) is an agency of the United Nations. It develops principles and techniques of international air navigation and fosters planning and development of international air transport to ensure safe and orderly growth. ICAO Council adopts standards and recommended practices concerning air navigation, prevention of unlawful interference and facilitation of border-crossing procedures for international civil aviation. ICAO defines protocols for air accident investigation followed by transport safety authorities in countries signatory to the Convention on International Civil Aviation, commonly known as the Chicago Convention. Nepal is enlisted under 9N category as per ICAO aircraft registration prefix lists. Annex 14 briefs about standard of aerodromes, its design, operations and heliports.


Page 78

8.6 Relevant Conventions

Nepal is party to a number of international conventions. Conventions are not legally binding instruments. However, these are considered during policy formulation regarding conservation and sustainable development. Some of notable conventions are Convention on Biological Diversity (CBD), Convention on International Trade in Endangered Species of Wild Fauna and Flora (CITES), World Heritage Convention, Convention of Wetland of International Importance. All these conventions are established for natural resource management and species conservation. As the project has been designed to augment beneficial impacts and minimize likely adverse impacts for addressing poverty and conservation issues of the project area, it is not expected to have serious adverse impact that can not be mitigated. Environmental Related Conventions Nepal is a party and has signed and ratified on some of the environment related conventions. So far, Nepal is a party of about 20 environmental related conventions. Once a country becomes party to a treaty, it has a moral obligation to incorporate and internalize the treaty obligations into the domestic law. In the context of this proposed project, following conventions to which Nepal is a party may be attracted. They are: Convention on Biological Diversity (CBD) 1992: Conserve Biological Diversity, promote sustainable use of components of Biodiversity and encourage fair and equitable sharing of benefits arising out of the utilization of genetic resources. The Convention on International Trade in Endangered Species of Wild Fauna and Flora

(CITES) 1973 and Ramsar Convention 1971 protect certain endangered species from over-

exploitation by means of a system of export and import permits and regulate the trade of wild

fauna and flora and their products. Prevent the progressive encroachment and loss of

wetland at present and for the future.

Ramsar Convention: The Convention on Wetlands of International Importance especially as

Waterfowl Habitat, known as the Ramsar Convention, was signed in 1971 and came into force

in 1975. It is an independent international convention designed to protect the wetland

ecosystems from further destruction. It calls on all signatories to conserve wetlands, promote

their sustainable utilization, and set aside special areas as wildlife reserve.

United Nations Convention to Combat Desertification (UNCED) 1994: This convention contains several provisions to ensure the conservation of flora and fauna and is relevant to this proposed project. In the present context, these instruments will further be assessed in the process of EIA study. Mitigation measures will be prescribed to minimize the adverse impacts of project particularly on biological species from the project construction and operation. Convention on Climate Change and Kyaoto Agreement is also attracted since reservoir type of hydropower project may release some amount of Green House Gases and may affect the atmosphere. ILO Convention on Indigenous and Tribal Peoples,1989 (No 169) Nepal is signatory of ILO Convention on Indigenous and Tribal Peoples, 1989 which deals with the safeguard of indigenous people and their social interest. Simil arly, the United Nations Declaration on the Rights of Indigenous Peoples was adopted by the United Nations General Assembly during its 61st session on 13 September 2007. The non-binding declaration outlines the individual and collective rights of indigenous peoples, as well as their rights to identity, culture, language, employment, health, education and other issues. Nepal ratified ILO


Page 79

Convention No. 169 on September 14, 2007 Article 1 of the convention provides a definition of tribal and indigenous peoples. Article 6 requires consultation with the peoples concerned through appropriate procedures and, in particular, through their representative institutions, whenever consideration is being given to legislative or administrative measures which may affect them directly. In Article 15, it states that indigenous and tribal peoples shall, wherever possible, participate in the benefits of natural resource utilization activities and shall receive fair compensation for any damages which they may sustain as a result of such activities. As the proposed Pokhara Regional International Airport project has compensated affected family of the project and provision to engage locals including project affected family for ecomonic activities. International Civil Aviation Organization (ICAO) Signing on Convention on International Civil Aviation (Chicago Convention), the International Civil Aviation Organization (ICAO) is formed in 1944 as an UN specialized agency. The convention works with 191 Member States and global aviation organizations by developing international Standards and Recommended Practices (SARPs) in their legally-enforceable national civil aviation regulations. At present over 10,000 SARPs reflected in the 19 Annexes to the Chicago Convention which ICAO oversees, and it is through these provisions – as well as ICAO’s complementary policy, auditing and capacity-building efforts – that today’s global air transport network is able to operate close to 100,000 daily flights, safely, efficiently and securely in every region of the world. For continuous safety improvement, ICAO has developed a strategic approach a Global Aviation Safety Plan (GASP) to ensure efficient and effective coordination of complementary safety activities between all stakeholders. The States should implementat safety management and encourage members and stakeholders by sharing safety information. ICAO has prioritized three areas safety actions (i) improving runway safety, (ii) reducing the number of Controlled Flight into Terrain (CFIT) accidents and (iii) reducing the number of loss of control in-flight accidents and incidents. Efforts to attain greater standardization must nonetheless recognize that ICAO Member States face varying safety issues and have disparate human, technical and financial resources at their disposal to manage safety. Ratification of the Chicago Convention of 1944 places the obligation of implementing the SARPs to the Convention as per Article 37. As stated in Section 1.1 of this chapter, the civil aviation acts and associated regulations confer on CAAN the obligation to issue necessary requirements, directives,manuals and documents for the systematic implementation of ICAO SARPs. ICAO Statndard for Environmental Protection

ICAO has developed a range of standards, policies and guidance material for the application of integrated environmental measures to address aircraft noise and engine emissions embracing technological improvements, operating procedures, proper organization of air traffic, appropriate airport and land-use planning, and the use of market-based options. All of this has contributed to aircraft operations that today can be

70% more efficient than in the 1970s. In 2004, ICAO adopted three major environmental goals, to: a. limit or reduce the number of people affected by significant aircraft noise; b. limit or reduce the impact of aviation emissions on local air quality; and c. limit or reduce the impact of aviation greenhouse gas emissions on the global climate. The ICAO Council also adopted Strategic Objectives, with high priority given to environmental protection, while the new Business Plan asserts the Organization's status as the leading international organization pursuing unified and coordinated measures to reduce civil aviation's impact on the environment. ICAO's activities in the environment field are primarily focused on those problems that benefit most from a common co-ordinated approach, on a worldwide


Page 80

basis, namely aircraft noise and the impact of aircraft engine emissions. Most of this work is undertaken through the ICAO Council's Committee on Aviation Environmental Protection (CAEP), which consists of Members and Observers from States, intergovernmental and non-governmental organizations representing aviation industry and environmental interests. The 38th Session of the ICAO Assembly, held from 24 September to 4 October 2013, adopted Resolution A38-18: Consolidated statement of continuing ICAO policies and practices related to environmental protection – Climate change.

8.7 Relevant Institutions

In order to develop Nepal as a tourism destination, different national and international governmental, non-governmental and private sector agencies are playing pivotal role. According to National EIA Guidelines 1993 agencies to be involved in the scoping exercise should include relevant authorising agencies and concerned government agencies responsible for development works likely to be affected. Based on these criteria followings are the concerned organisations.

1. Civil Aviation Authority of Nepal (CAAN) as a Proponent 2. National Planning Commission (NPC) 3. Ministry of Culture, Tourism and Civil Aviation (MoCTCA) 4. Ministry of Environment, Science and Technology (MoEST) 5. Nepal Tourism Board (NTB)

Government Institutions Ministry of Culture, Tourism and Civil Aviation (MoCTCA) Ministry of Culture, Tourism and Civil Aviation is primarily responsible to formulate and implement required policies, rules and regulations. To foster the tourism policy, a high level Tourism Development Council is working under the Chairmanship of the Prime Minister. MoCTCA provides its services to this council. The previously established Tourism Department has been dissolved when the NTB came into existence. MoCTCA also look after the Lumbini Development Trust (Culture) and the Civil Aviation Authority of Nepal (CAAN). Nepal Tourism Board (NTB) Nepal Tourism Board is basically responsible for product development, diversification and marketing. It is empowered by the NTB Act 1996. The board is a statutory body designated as partnership between government and private sector (tourism industry) of Nepal. Seventy percent of NTB’s job focuses on international marketing repositioning Nepal’s image by taking part in trade fairs, organizing familiarization trips, conducting sales missions and advertising through latest tourism brand. Similarly, it facilitates for domestic tourism marketing that includes awareness campaigns and promotion. It is also involved in development of tourism products and resources e. g. skill development, tourism education programs, identification of potential products, networking with NGOs, INGOs and private sector to forge partnership for tourism promotion. Additional areas of NTB include tourism research and application of information technology to industry. Civil Aviation Authority of Nepal (CAAN) The Civil Aviation Authority of Nepal (CAAN) was established in 1998 replacing the former Department of Civil Aviation under MoCTCA for improved levels of services and sector efficiency. As a rule, board of CAAN is chaired by the Minister of MoCTCA and other representatives are from MoCTCA itself, Ministry of Finance (MOF), Royal Nepal Airlines Corporation (RNAC), civil aviation experts and private airlines operators. CAAN is responsible for all air traffic services and has a mandate to operate commercially.


Page 81

According to CAAN Act 1996 and its employee’s terms and conditions and facilities regulations 1999, it is headed by a Director General. Three Deputy Director Generals are based in the head office who support the Director General. Organizational structure has made two different groups in which one is Specialist Group that includes all technical units such as civil engineering, air traffic services, aviation safety and aviation technical services and the other is Management Group comprising all other sections related to airport operation and management. There are eight special class officers portfolio to Deputy Director are in-charge of the various departments. The operation of all domestic airports and Tribhuvan International Airport are undertaken by CAAN. National Planning Commission (NPC) National Planning Commission plays a significant role and has a strong influence on tourism policy of the country. Tourism sector is included as a major sector in the National Five Year Plan with poverty reduction strategy reflected in Poverty Reduction Strategy Paper (PRSP). Ministry of Local Development (MoLD) Central administration and government services are felt necessary to decentralize to district and village level bodies. A series of legislative measures have been introduced since two decades. MoLD is the central government institution responsible for process of decentralization. After reinstate of multiparty democracy in 1990, a network of District Development Committees (DDCs) and Village Development Committees (VDCs) are in existence replacing the former District and Village Panchayat system. These organizations are basically responsible for planning and implementing on their respective level. Upon endorsement of the Local Governance Act (LGA) in 1999, decentralization in tourism sector has been strengthened due to which local level tourism activities have been initiated to some extent by municipalities and DDCs. However, some anomalies and overlapping are in between exiting protected area legislations with Conservation Area Act and the Local Self Governance Act. Ministry of Environment, Science and Technology (MOEST) It is the apex body for environmental Policy, Acts and Rules formulation and enforcement. MOEST is final authority to approve or reject EIA study. However, EPR 1997 has delegated authority to concerned ministry for IEE approval. MOEST first approves Scoping and TOR of any development proposals before carrying out EIA study that falls under schedule 3. Proponent shall carryout EIA study based on approved Scoping and TOR and submits 15 copies of EIA report to the ministry for approval. In order to solicit experts input, MOEST has formed a committee which comprises multi-disciplinary expertise called as EIA suggestion committee. Proponent presents findings of the report for EIA committee to elicit comments and suggestions. Pertinent comments and suggestions received both during the field study and presentation at MOEST conference are to be incorporated. Environmental compliance, motoring and auditing of activities approved in EIA study is under the responsibility of MOEST. The Annapurna Conservation Area Project (ACAP): The ACAP began as a pilot project in a

200km2 area of the Ghandruk Village Development Committee in 1986. By 1990, its work area

had expanded to 16 VDCs, covering 1,500km2. The ACAP was officially gazetted in 1992 and

the King Mahendra Trust for Nature Conservation was given the responsibility of managing it

for 10 years. The ACAP has evolved from an experimental Integrated Conservation and

Development Project to the largest protected area (7,629km2) in Nepal. The project serves as a

model throughout Asia for integrating public participation in biodiversity conservation.


Page 82

Department of Hydrology and Meteorology (DoHM)

DoHM is responsible for providing Meteorological Services necessary for civil aviation in Nepal

in accordance with Annex 3 to the Convention on International Civil Aviation. CAAN and DoHM

have exchanged a Letter of Agreement‘ (LOA) detailing the modus of providing meteorological

services. Presently, DoHM provides meteorological services at six airports in the country,

including Tribhuvan International Airport, Kathmandu. At other airports, weather information is

provided by local ATS personnel based on tower observation from automatic meteorological

equipment operated by CAAN.

Civil-Military Co-operation

In Nepal, military aircraft operate from civil airports, use common airspace and share services

and facilities meant for civil aviation. Nepali Sainik Biman Sewa (NSBS), the flying wing of

Nepal Army, carries out search and rescue operations.


Page 83

CHAPTER NINE: ENVIRONMENTAL MANAGEMENT PLAN

9.1 Introduction An Environmental Management Plan (EMP) provides a guideline for the project contractor

and proponent to implement the series of prescribed mitigation measures as documented

in the EMP during project construction and operation periods. The schedule 6 of EPR 1997

obliges the proponent to prepare EMP plan in an EIA report. The EMP is prepared in terms of

physical, biological and socio-economic and cultural environment. Based on the review

of different literature, the following EMP plan is POSDCORB concept. Such concept will

provide a future course of action more easily during the implementation phase. The EMP

plan has clearly defined activities and has divided the responsibility among each stakeholder

in order to ensure the multi-stakeholder participation. The management formula

POSDCORB intends to include planning, organization, staffing, directives, coordination,

reporting and budgeting for the successful implementation of the prescriptions made the EIA

study. Thus, this EMP plan of the project has tried to follow the “5W” principle (what to

implement, when to implement, where to implement, which technique/method to be

employed and who is responsible for implementation). This EMP plan has recommended

establishing an Environmental Management Unit (EMU) for the effective implementation of

the plan.

9.1.1 Benefit Augumentation Measures

Series of augmentation measures are proposed in the earlier chapter. The proponent is

committed to implementat the following plan of augmentation measures.

Table 9-1: Proposed plan for benefit augmentation measures

SN Prescribed Activity Location Time Method Tentative Cost (NRs)

Responsibility

1. Employment opportunity for

local people

Project area Construct

ion stage

Clause for

bidding document

of both Contractor

and Consultant

No cost Project

and

Contractor

2 Setting up of standard wage/salary and its regular and timely full payment without any disparity for men and women if both have equal skills

Project area Construction stage

Observation and inquiry

Included in the project document

Consultant /Project

3 Encourage use of local products for all involved in the project

Project and its surroundings

Construction stage

Self purchase No cost People involved in project activity / Supervisory body

4 Awareness campaign Project and its surrounding

Construction stage

Posters, brochures, pamphlets,public consultation meetings

150,000.00 Project

5 Field based and Airport Area Pre- Slide shows, To be Project


Page 84

demonstrative training for staffs and workers

construction stage

lectures, handouts, site visits

borne by the contractor

6 Fund allocation for social services

Airport area Construction stage

Construction of additional social services

400,000.00 and seek matching fund from PSM

Project

7 Mass balance Airport area Construction stage

Cut and fill approach and back filling of construction muck

As per the project document

Contractor / Consultant

8 Regular supply of occupational safety items

Airport area Construction stage

Procurement and supply

To be borne by the contractor

Contractor

Total 550000

9.1.2 Adverse Impact Mitigation Measures A number of mitigation measures are proposed in order to mitigate predicted environmental

impacts. Proposed mitigation measures will be implemented in a phased manner during pre-

construction, construction and operational phases. All preventive, corrective and

compensatory measures are included in different components of environment. The

proponent is committed to implement the following mitigation measures for adverse impacts.

Table 9-2: Plan for implementation of mitigation measures

S N Activity Location Time Method Estimated Cost (NRs)

Responsibility


1 Safe disposal and management of construction spoils

Project area

Construction stage and pre operational stage

Spoil disposal, leveling , compacting and land reclamation

Included in the project cost

CAAN/ Contractor

2 Solid waste management

Project area

During and after construction stage

Disposal of solid waste in designated area


CAAN/ Contractor

3 Landscape management

Project area

After construction stage

Reclamation and vegetation plantation


CAAN/ Contractor

4 Provision of safety measures such as helmet, eye-shields, boots, lighting and emergency facili ties

Project area

During construction stage

Installation of lighting, communication and alarm facilities and regular supply of safety items to the workers


CAAN/ Contractor

5 Environmental pollution (air, water, noise and vibration)

Project area


Regular supervision and monitoring


CAAN/ Contractor


1 Prohibition of unauthorized tree felling from the nearby Rithepani forest

Project area


Regular supervision and monitoring

No additional

cost CAAN/ Contractor / local community


Page 85

2 Restriction of spoil disposal and open defecation in water bodies

Project area

During construction stages

Regular monitoring and supervision and toilet construction at places away from water sources


CAAN/ Contractor / local community

3 Restriction of hunting and poaching

Project peripherial area

During construction stages

Regular monitoring and supervision


CAAN/ Contractor / local community


1 Orientation to workers regarding spillage of vehicular lubricants, fuels bitumen mixing as well as other construction chemicals

Project area

Pre Construction Stage

Sensitization, regular monitoring and supervision


CAAN/ Contractor

2 Establishing temporary workshop for the vehicles maintenance and repair

Project area

Construction If applicable, establishing a proper site negating any possibilities of spillage of chemicals to water sources


CAAN / Contractor

3. Maintaining management system for fuel leakage and spill from vehicles during refueling in the Fuel station and aircraft parking aprons. refueling of

Project area

Construction and a i r por t operational stage

Sensitization, regular monitoring and supervision


CAAN/ Contractor

Socio-economic and Cultural Environment

1 Public consultation/ counseling

Project area/ settlement s

Pre construction stage

Launching counseling


CAAN / PSM / DDC /Local community

2 Occupational health and sanitation program

Project area Construction Orientation, awareness raising monitoring


CAAN / PSM / DDC / / Contractor


Page 86

9.2 Environmental Monitoring Plan

Monitoring is an important and integral part of environmental management as there are always uncertainties to the extent of project impacts. Environmental monitoring helps to ensure effectiveness of environmental mitigation measures, compliance with environmental standards and facilitate any changes in project design or in operational stages. It includes identification of monitoring parameters during pre-construction, construction and operation stages and institutional setup for management and monitoring of these parameters as well as implementation of mitigation programs. Therefore, adaptation of flexibility is essential in environment management with proper work for adjustment wherever it seems necessary. The monitoring plan identifies actual impacts of the project on environment and helps to compare predicted impacts with EIA study.

Monitoring provides regular information by revealing whether predicted impacts were contained to desired limits or not and whether environmental standards were complied or not as per requirements of national and approving agencies. This also testifies whether employed mitigation measures were effective enough to minimize perceived impacts or any additional measures are required to bring the impacts to desirable and acceptable levels. As per the EPR 1997, MoCTCA is legally responsible for monitoring of project activities. This rule also empowers MoCTCA to issue additional environmental control measures and directives to CAAN to adopt measures to reduce or control impacts if actual impacts are higher than those specified in the prescription at the time of approval of the proposal for implementation. Further, Schedule 6 of the EPR 1997 also provides a framework to include monitoring agency, time- schedule and monitoring parameters in the EIA report.

9.2.1 Types of monitoring As spelled out in the EPR 1997 there are three basic types of monitoring required in each phases of project implementation standards.. These are baseline monitoring, compliance and impact monitoring as per the national environmental

Baseline monitoring A baseline monitoring should be conducted on basic environmental parameters in the area surrounding the proposed project before construction begins, so that subsequent monitoring can assess changes in those parameters over time against the baseline. If possible, reference sites, which are not likely to be affected by the project, should also be used.

Baseline monitoring includes collection and update of existing environmental condition on physical, biological, socio-economic and cultural resources of the project area. Baseline monitoring includes:

• Changes in land use pattern • Changes in vegetation pattern • Wildlife habitat, their corridor and occurrence • Increased infrastructure • Population structure and migration • Development activities in the project area • Update socio-economic and cultural baseline • Visitors flow

Compliance monitoring

A periodic sampling method or continuous recording of specific environmental quality indicators or pollution levels is recommended to ensure project compliance with recommended environmental protection standards.


Page 87

Compliance monitoring seeks to know whether:

• Mitigation requirements and specifications are complied. • Adequate budget for implementation of prescribed mitigation measures and

monitoring works is allocated. • Mitigation and monitoring requirements in tender document and contract

agreement are incorporated. Impact monitoring Environmental parameters within the project area are expected to change. The impact monitoring detects the changes and estimates inherent variation within the environment establishes long-term trends in the natural system and derives conclusions by making comparison against a standard or target. Impact monitoring includes:

• Monitoring of construction related safety measures. • Monitoring of the accuracy of predicted impacts during EIA study. • Monitoring of loss of vegetation, appropriate compensation and other uses. • Monitoring of likely impacts of the project on environmental and socio-

economic resources or the project area.

9.2.2 Monitoring phase Pre-construction phase monitoring Pre-construction phase monitoring is required before commencement of construction activities. Construction phase monitoring Construction phase monitoring includes:

• Monitoring of accuracy of predicted impacts during EIA study • Monitoring on likely impacts of the project particularly on biological resources. • Monitoring on occupational health and safety measures.

Operational phase monitoring Operational phase monitoring includes:

• Regular supervision of established infrastructure e.g., open stone lined drain, fencing,

• Supervision of solid waste management. • Supervision of safety measures and equipment. • Supervision of regular water supply and sanitation. • Visitor’s satisfaction through the improved air services and • Increase in the visitors’ number.

9.2.3 Monitoring cost, parameters, location, schedule and responsibilities Impact of the proposed project on physical, biological, and socioeconomic and cultural environment is expected to be minimal. Based on the size, location and magnitude of the project daily and quarterly monitoring, depending upon the parameters, in every 3 months is recommended for the construction phase. In order to avoid duplication of works and efforts as well as cost, estimated cost for likely adverse impact mitigation and monitoring are partly included in the cost of Environmental Management Unit (EMU). In addition, it has been assumed that EMU will be established with commencement of the construction works. The cost incurred during pre-construction phase is not covered by EMU cost. Moreover, EMU cost will take care of visible and observatory impacts of the project. It does not include cost for laboratory analysis of


Page 88

environmental parameters like air, water and noise quality. Therefore, cost for adverse impact mitigation is not shown in the matrix below. The proponent is committed to adhere with monitoring parameters, locations, schedule and responsibilities mentioned below.

Table 9-3: Monitoring cost, parameters, location, schedules and responsibilities Subject Parameters Location Schedule Estimated

Cost (NRs) Responsibility

Pre-Construction Phase


Air quality TSP, Particulate Airport surrounding and quarry sites

One time CAAN

Water quality Turbidity and pH, DO, BOD,

One site on each river (Seti and Bijayapur)

One time CAAN

Noise and vibration

Intensity measurement Project area One time CAAN

Land Use pattern, soil / slope stability

Airport area, quarry sites

One time CAAN

Waste disposal Waste management program

Airport and surrounding area

One time CAAN


Wild life including avian species

Status and frequency Airport and surrounding area

One time CAAN /EMU / DFO/ ACAP


Vehicular emission and other possible leakage of chemicals d ue to vehicular movement

Emission level, status of leakage

Project area One time CAAN


Population and household including caste, ethnicity and gender

Data and status Periphery of project area.

Once in a year CAAN / Community

Gender Equal participation of men and women in airport area, child labour

Project area Once in a year CAAN/ NGOs/ local community

Religion, culture, feast and festivals

Data and record, months of festivals

Project area and peripheral VDCs

Quarterly CAAN / Community

Cultural and religious monuments

Temples, historical sites

Project area Quarterly CAAN / Community

Hotel, lodge and tourist service facilities services facilities

Record categorically Project area CAAN/ EMU/ NTB/MoCTCA/ DoT

Employment Number of local people employed

Project area One time CAAN/ EMU/ NTB

Tourist arrival and their satisfaction

No. and cuntry, Nepalese, Indian and non-Indianand their perception reading

Passenger terminal of existing airport / different hotels and lodges / tourist information centers

Quarterly CAAN/ EMU/ NTB


Page 89

Inflation Value of land commodities, social services services

In and around project area

Quarterly CAAN/ EMU/ DDC/ PSM

Tourist related commercial activities

Selling of consumer, souvenior and other items

Hotel, lodge and local market

One time CAAN/ NTB Pokhara

Cleanliness Waste management status

Project area Quarterly CAAN / PIU

Sub Total (A) Lump Sum 300,000.00

Construction Phase

Physical Environment Air quality TSP, Particulate Project Area Quarterly CAAN / EMU

Water quality Turbidity and pH, Do, BOD,

Site located during pre-construction phase

Quarterly CAAN / EMU

Noise and vibration

Intensity measurement Site located during pre- construction phase


Land use Different structures as planned



Waste disposal Waste management progaram

Project area Quarterly CAAN / EMU



Frequency of wildlife visit , change in type of birds (canopy birds to field crop birds0


Quarterly CAAN /EMU / DFO/ ACAP


Vehicular emission and other possible leakage of chemicals d ue to vehicular movement and bitumen mixing

Data updating Site located during pre-construction phase


Socio-economic and Cultural Environment Population influx Data upgrading at

project sites, rate of population increment trend


Quarterly CAAN / EMU/ DDC / PSM

Gender Involvement in tourism activities


Quarterly CAAN / EMU/ DDC / PSM / NGOs/local community Youths Youth activity profile

involvement in tourism Major settlements in the project area, Pokhara main areas

Quarterly CAAN / EMU/ DDC / PSM / NGOs/local community Religion culture Data upgrading at

project site Major settlements in project area

Quarterly CAAN / EMU/ PSM / NGOs


Asset / inventory / upkeep level and quality of participation in festivals

Project area Quarterly CAAN / EMU/ NTB / PSM / NGOs/local community

Tourist traffic and their satisfaction

Traffic volume, satisfaction level through questionnaire

Project area Quarterly CAAN / EMU/ NTB / PSM /

Hotel, lodge and tourism services facilities

Number In and around project area

Quarterly CAAN / EMU/ NTB / PSM / MoCTCA/DOT


Page 90

Inflation Increase in land value, commodities, social services


Quarterly CAAN / EMU/ NTB / PSM /

Employment Number of people employed

Project area Quarterly CAAN / EMU/

Cleanliness Proper disposal of garbage and litter

Project area Quarterly CAAN / EMU/

Sub Total Lump Sum 150,000.00

Operation Phase


Air quality TSP, Particulate Project area / incinerator

Once in a year Included in impact monitoring evaluation cost

CAAN

Water quality Turbidity and pH, Do, BOD,



CAAN

Noise and vibration

Intensity measurement Site located during pre-construction phase


CAAN

Land use Different structures as planned



CAAN

Waste disposal Waste management progaram and compaction of waste disposal in layers.

Project area and the city solid waste site at Bacchi Buduwa Kharchyang


CAAN



Frequency of wildlife visit , change in type of birds (canopy birds to field crop birds)



CAAN


Vehicular emission and other possible leakage of chemicals d ue to movement of vehicles aircrafts in hangar

Data updating Site located during pre-construction phase


CAAN


Population influx Data upgrading at project sites, rate of population increment trend



CAAN

Gender Involvement in tourism activities



CAAN / NGOs/ local community

Youths Youth activity profile involvement in tourism

Major settlements in the project area



Religion culture Data upgrading at project site

Major settlements in the project area




Page 91


Asset / inventory / upkeep level and quality of participation in festivals

Project area Once in a year Included in impact monitoring evaluation cost

CAAN / NTB / local community MoCTCA/DOT

Tourist traffic and their satisfaction

Traffic volume, satisfaction level through questionnaire

Project area Once in a year Included in impact monitoring evaluation cost

CAAN / NTB /

Hotel, lodge and tourism services facilities

Number increased or decreased



CAAN / NGOs/ MoCTCA/DOT

Inflation Increase or decrease in land value, commodities, social services



CAAN / DDC/ PSM

Employment Number of people employed in tourism related business



CAAN / local people

Cleanliness Proper disposal of garbage and litter



CAAN / PSM/

9.2.4 Environmental Auditing Environmental auditing has increasingly been realized as a part of regulatory requirements and to know effectiveness of environmental protection measures, including monitoring mechanisms so as to compare changes on environmental quality before and after implementation of the project. As per the EPR 1997 and its first amendment 1999, Ministry of Environment has the authority for environmental auditing. Hence, the Ministry in consultation with concerned ministries will carry out environmental auditing of the project after two years of commencement of services of the project. The proponent will initiate and facilitate in auditing activities.

9.2.4.1 Types of auditing

EPR 1997 has explicitly spelled out three types of auditing. Environmental auditing includes baseline auditing, impact auditing and compliance auditing. Post audit shall be carried out to assess environmental impacts, accuracy of predictions, effectiveness of environmental impact mitigation and enhancement measures and functioning of the monitoring mechanism (GON, 1993).

Baseline auditing Baseline audit includes physical, biological and socioeconomic and cultural baseline changes over time. Following parameters shall be covered.

• How have environmental conditions changed from baseline conditions prior to implementation of the project

• What is the condition of local forest (if any) • Socio-economic condition/livelihood of rural people • Infrastructure development in the area • Prepare physical, biological and socio-economic profile of the area after

completion of the project • Tourism statistics

Compliance auditing • Compliance of recommendations and findings of EIA study. • Compliance of tender clauses.


Page 92

• Identification of number and area of non compliance. • Effectiveness of compliance monitoring system.

Impact auditing • Attitude of local people towards the project. • Accuracy of predicted impacts. • Magnitude of impacts. • Effectiveness of mitigation measures proposed for predicted impacts. • Positive and negative impacts of the project on local community. • Changes in occupation, income and expenditure pattern of local people. • Land use changes. • Employment. • Any changes in environment. • Changes in visitors flow.

9.2.4.2 Auditing methodology

Ministry of Environment as the responsible agency for auditing, may hire a team of experts to prepare auditing report. Environmental auditing program will follow same methodology and survey sites covered in the EIA study and monitoring. Review of monitoring report, observation and field study, checklist survey, meeting and discussion with local community shall be the main methodologies to be adopted for environmental auditing. However, methods to be used during preparation of auditing report are recommended to follow, to the extent possible, in order to minimize method-based error.

9.2.5 Organization and staffing for EMP implementation Sole responsibility of monitoring of the project goes to the immediately concerned Ministry MoCTCA as it is the authorized government agency as per EPR 1997. Therefore, under MoCTCA /CAAN a separate Environmental Management Unit (EMU) is to be established that will take implementation responsibilities of the Environment Management Plan (EMP) including implementation of environmental protection measures and conducting environmental monitoring works. The Ministry may seek additional technical assistance from the Ministry of Forest and Soil Conservation (MFSC), concerned DDCs and SNM etc. However, in this proposal, there is no major category of forest in the site, so there will be less or no assistance required from the MFSC. The Ministry of Environment shall accomplish environmental audit after two years from the date of services delivery.


Page 93

Ministry of Culture, Tourism and Civil Aviation

Civil Aviation Authority of Nepal

Civil Aviation Office, Pokhara/Project Site

Project Design Team

Environmental Management Unit Project Implementation

Team

Staff • Airport Engineer /

Team Leader • Environmentalist • Socio-economist • Ecologist/Biologist • Supporting Staffs

Fig 9-1: Organization framework of EMP implementation


Page 94

9.2.6 Estimated budget for EMP implementation

During the construction stage, the project will launch environmental enhancement and protection measures in a phased manner. Cost for environmental protection measures has been estimated and included in the project cost. CAAN assures that adequate cost for implementation of environmental protection measures and environmental monitoring will be included in the project cost. 9.2.6.1 Environmental enhancement cost

The project will implement environmental benefits augmentation and mitigation measures. Based on above tables, total estimated cost at current price for environmental enhancement equals to NRs. 57,20, 000.00. This cost does not include cost required for engineering construction works, which is a part of standard engineering practice. The project will be responsible for overall mitigation measures.

Table 9.4: Estimated cost for Environmental Protection Measures

S. No. Particulars Total Cost

(Rs)

1 Plantations 600,000

2 Sociologist for counselling service after compensation is made

300,000

3 Skill development training for 100 persons 500,000

4 Support for women's group 300,000

5 Water spraying 300,000

6 Safety and awareness program 200,000

7 Support for improving infrastructure facility 3,000,000

Sub Total 52,00,000

Contingencies (10% of subtotal) 5,20,000

Total 57,20,000

9.2.6.2 Environmental Monitoring Cost

Environmental monitoring requires cost for pre-construction, construction and operation phase. Monitoring activities will be conducted through the establishment of an Environmental Management Unit (EMU) within the Project Management Unit (PMU) at site. Consultant hired by EMU will serve in intermittent basis. Man month is calculated on the basis of number of reports to be produced and inputs required for likely adverse impact mitigation as well as for monitoring activities. Thus, for preparation of one quarterly report, one man month is assigned for each specialist. Based on tables below, estimated cost inclusing contingency of EMU for a period of one and half years is NRs. 32,67,000.00 (Three million sixty seven thousand only).

Table 9.5: Estimated cost for Environmental Monitoring Unit

SN Description Unit Quantity Rate(NRs) Total Amount

1. Personnel

Environmental Specialist (Team Leader)

m/m 6 150,000.00 900,000.00

Civil Engineer m/m 3 100,000.00 300,000.00

Biologist m/m 3 100,000.00 300,000.00


Page 95

Socio-economist m/m 3 100,000.00 300,000.00

Support Staff m/m 18 20,000.00 360,000.00

Sub Total (A) 2,160,000.00

2 Office establishment

Office rent month 18 _ CAAN will provide office space

3 Furniture - CAAN will share the facilities

4 Computer (2) and printer (1) M/M LS 150,000.00

5 Office supplies/ consumables

M/M 20 10,000.00 200,000.00

6 Transportation facility LS 200,000.00

7 Report preparation Quarterly 4X1.5=6 10,000.00 60,000.00

8 Facilitation cost for inter- Agency supervisory Team, if any (Transportation, Per diem etc.)

LS 200,000.00

Sub Total (B) 810,000.00

Sub Total (A+B) 2,970,000.00

Contingencies (10% of subtotal) 297,000.00

Total 32,67,000.00

9.2.6.3 Impact monitoring evaluation cost

Impact monitoring evaluation will be carried out by the project at the end of project period or within the two years of project completion. This study could be taken as terminal evaluation of the project. Table given below highlights cost required for the evaluation. This will require a sum of NRs. 70,4000.00 (Rupees seven hundred four thousands only).

Table 9.6: Estimated cost for impact monitoring evaluation study

S.N. Description Unit Quantity Rate (NRs) Total Amount

(NRs)

1 Personnel

Environmental Specialist (Team Leader)

M/M 2.0 150000.00 160,000.00

Civil engineer M/M 1.0 100000.00 100,000.00 Biologist M/M 1.0 100000.00 100,000.00

Socio-economist M/M 1.0 100000.00 100,000.00

Support staffs M/M 2.0 20,000.00 40,000.00

2. Field measurement

Air quality Sample 1 20,000.00 20,000.00

Water quality Sample 1 20,000.00 20,000.00

3. Office establishment/supplies

Office rent - CAAN will provide space and facilities

Furniture - CAAN will provide space and facilities


Page 96

Other consumables LS 50,000.00

4. Miscellaneous Transportation LS 30,000.00 Report preparation LS 20,000.00 Sub Total 640,000.00 5. Contingencies (10% of

subtotal) 64,000.00

Grand Total 704,000.00

11.6.4 Environmental auditing cost

Ministry of Environment is the responsible agency for environmental auditing as per EPR 1997. An indicative cost for environmental auditing has been included as an integral part of the EIA study. Estimated cost for environmental auditing is NRs. 60,5,000.00 (Six hundred five thousands rupees only) as given below.

Table 9.7: Indicative cost for environmental auditing S.N Description Unit Quantity Rate (NRs) Total Cost (NRs)

1 Personnel

Environment specialist M/M 2.0 80,000.00 160,000.00

Civil engineer M/M 1.0 60,000.00 60,000.00

Biologist M/M 1.0 60,000.00 60,000.00 Socio-economist M/M 1.0 60,000.00 60,000.00 Support (Field) staff M/M 2.0 20,000.00 40,000.00

2 Daily allowance, vehicles, logistics

LS 100,000.00

3 Office supplies/ Consumable

LS 50,000.00

4 Report production LS 20,000.00

Sub Total 550,000.00

Contingencies (10% of the sub total)

55,000.00

Grand Total 605,000.00

9.2.6.5 Summary cost

Total Summary cost for EMP implementation has been summarized in Table 11.6.

Table 9.8: Summary cost for EMP Implementation

S.No. Activities Estimated Cost (NRs)

1 Environmental Protection Measures 57, 20,000.00

2 Environmental Monitoring 32,67,000.00

3 Impact Monitoring Evaluation 70,4,000.00

4 Environmental Auditing 60,5,000.00

Total 10,29,000.00

The total projected environmental and social safeguard cost is Rs.10,29,6,000.00


Page 97

CHAPTER TEN: CONCLUSION AND RECOMMENDATION

10.1 Conclusion

Governmnet of Nepal has envisaged to develop New Pokhara Airport as Regional International Airport. Civil Aviation Authority of Nepal (CAAN), an undertaking of Government of Nepal acquired land for the specified airport three decades ago with the view of developing a new airport at Chhinnedanda of Pokhara. Nepal Government now is intended to develop this airport with financial assistance of EXIM Bank of China on an EPC model. CAAN intends to develop this airport as a regional hub for SAARC and other domestic sectors such as Dolpa, Mustang and Manang.

10.2 Recommendation

Development project are always sensitive to environment and will have some kind of impact during and after the construction on physical, chemical, biological, socio-economic and cultural environment. Changes in land use, air and water quality, occurrence of noise and vibration; spill over of chemical, possible loss of nearby forest due to bitumen mixing, disturbance land use pattern due to influx workers, population pressure and cultural effect due to construction and operation of the project are envisaged. There will be no severe impact that could not be mitigated, compensated or corrected in the present context on country’s need of regional international airport. For th is purpose, government has al ready acquired adequate land. To minimize likely adverse impacts, a number of mitigation measures are prescribed with required parameters, implementation schedules, and indication of tentative cost for EMP implementation. MoCTCA/CAAN will implement and EMU will supervise the mitigation measures set forth. Majority of likely impacts are of temporary nature and are also manageable that can be brought into acceptable level provided the prescribed mitigation measures are implemented timely and effectively. Therefore, with provision of implementation of the prescribed measures, this study strongly recommends to implement the project considering people’s concerns received during several times field visit. It is also ensured that the part of environmental monitoring will be strongly implemented by the MoCTCA/CAAN in close coordination with other stakeholders viz. PSM, DDC, etc. The project upon completion shall contribute to develop tourism sector as a whole and helps to reduce poverty, through generation of tourism related enterprises. Project benefits outweigh the likely adverse impacts not only to the project areas but also for enhancing national revenue through tourism activities.


Page 98


Page 99

REFERENCES

1. Aviation Policy, 2063. Civil Aviation Authority of Nepal. website: www.caanepal.org.np 2. CAAN, 2011/12. Annual report, Civil Aviation Authority of Nepal (CAAN), Ministry of Culture, Tourism & Civil Aviation (MOTCA), Kathmandu, Nepal. 3. CAAN 2009. Fourth Edition Flight Operations Requirements-Aeroplane CHAP 14- 4 2 January 2009,Civil Aviation Authority of Nepal 4. DFO Kaski 2009. Biodiversity and Orchid Conservation Action Plan, District Forest Office , Kaski. 5. DTMP Kaski, 2070. District Transport Master Plan (DTMP), District Technical Office Pokhara, Kaski. 6. DFO 2010. Community Forest Based Batabase, District Forest office, Kaski District. 7. Ferro,W. and D.B. Swar, 1978. Bathymetric maps from three lakes in Pokhara valley, Kaski, epal, Journal of Science and Technology, 1:177−188.

8. Ferro, W. and P.R. Badgami, 1980. On the biology of the commercially important species of fish of the Pokhara Valley. Nepal. J. Inst. Sc. 1: 237- 250.

9. GoN, 1993. National Environmental Impact Assessment Guidelines, HMG Press # 5, HMG, 1970, Medical Plants of Nepal, Department of Plant Resources, Kathmandu.

10. GoN/MoLJPA, 1997. Environmental Protection Act 1997 and Environmental

Protection Regulation 1997. GoN (Ministry of Law, Justice and Parliamentary Affairs), Law Books Management Board, Kathmandu, Nepal.

11. ICAO, 2013. Assembly Resolutions in Force, International Civil Aviation Organization. Doc 10022 12. ICAO environmental report 2013. ICAO Environmental Report, Aviation and Climate Change, Produced by the Environment Branch of the International Civil Aviation Organization(ICAO). 13. IUCN, 1995a. Phewa Lake conservation Action plan. National Planning Commission in collaboration with IUCN-The World Conservation Union, Kathmandu. 14. JICA 1989. Master Plan of New Pokhara Airport, 1989.

15. Joshi Associates, June 2010, " Detail Engineering Survey, Layout Plan Preparation and Earthwork Estimation of Proposed Regional Inetrnational Airport at Pokhara".

16. Joshi Associates, 2008, " Preparation of Concept Paper for Developing NewPokhara Airport as a Regional International Airport".

http://www.caanepal.org.np/


Page 100

17. Kunwar D and Devkota A, 2012. Seasonal Variation on Physiochemical P arameteres and Macrophytes Production of Rupa Lake, Kaski, Nepal, J. Nat. Hist. Mus. Vol. 26, 2012, 80-87pp . 18. NPHC 2011: National Population and Housing Census 2011 (Village Development Committee/Municipality) KASKI Volume 06, Government of Nepal, National Planning Commission Secretariat, Central Bureau of Statistics,Kathmandu, Nepal, March 2014.

19. Oli, K.P.. (1997) ed. Environmental Study of Nepal's Begnas and Rupa Lakes. National Conservation Strategy Implementation Project, 1996. Kathmandu. xxi+156.

20. Oli, KP.,1996. An environmental study of Nepal’s Begnas and Rupa Lakes. NPC/IUCN, National conservation strategy implication project.

21. Pokharel, K. K., 1999. Fish Bio-diversity of Lakes in Pokhara Valley and need of their Conservation. Proceeding of IIIrd National Conference On Science and Technology, March 8 - 11, 1999. Royal Nepal Academy of Science and Technology (RONAST), Naya Baneshwor, Kathmandu, Nepal.

22. Pandey, M. R., Chitrakar, G. R., Kafle, B., Sapkota, S. N., Rajaure, S., and Gautam, U., 2002, Seismic Hazard Map of Nepal.Department of Mines and Geology, Nepal. pp. 59-73. 23. Zhang, P., Yang, Z., Gupta, H. K., Bhatia, S. C., and Shedlock, K. M., 1999, Global Seismic Hazard Assessment Program (GSHAP) in continental Asia. Annali di Geofisica, v. 42, pp.1167-1189. 24. Parajuli, H., Kiyono, J., Ono, Y., and Tsutsumiuchi, T., 2008, Design Earthquake Ground Motions from Probabilistic Response Spectra: Case Study of Nepal. Jour. Japan Association for Earthquake Engineering, v. 8, No. 4, p 13.

25. Pecher, A., 1977, Geology of the Nepal Himalaya: deformation and petrography in the Main Central Thrust Zone. In: Ecologie et Geologie de l¡̄ Himalaya, Colloques Internationaux du Centre National de la Recherche Scientifique, Paris, v. 268, pp. 301-318.

26. Rai, A. K., B.C. Shrestha, P.L. Joshi, T.B. Gurung and M. Nakanishi, 1995. Bathymetric maps of Lake Phewa, Begnas and Rupa in Pokhara Valley, Nepal. Mem. Fac. Sci. Kyoto Univ. (Ser. Biol.)16: 49- 54.

27. Rai, A.K., R.M. Mulmi and R.P. Dhakal,1996. Production assessment of planktivarous fi sh species in relation to seasonal changes in plankton population in lake of Pokhra Valley. In Annual Technical Report (1994−95). Nepal Agriculture Research Centre, FRC, Pokhara, pp 1−15.

28. Rimal B., 2011. Urban Growth and Land Use/Land Cover Change of Pokhara Submetropolitian City Nepal. Journal of Therotical and Applied Information Technology, Vol. 26 no.2, Islamabad, Pakistan. Pp 118-129. 29. Shrestha and Janauer, 2001. Shrestha, P., Janauer, G.A., 2001. Management of aquatic acrophyte resource: A case of Phewa Lake, Nepal. In:


Page 101

30. P.K. Jha, S.R.Baral, S.B. Karmacharya, H.D. Lekhak, P. Lacoul (Eds.), Environment and Agriculture: Biodiversity,Agriculture and Pollution in South Asia. p.99-107. Ecological Society (ECOS) Nepal. 31. UNDP/ERRRP. 2009. Earthquake Vulnerability Profile and Preparedness Plan of Pokhara Sub-Metropolitan City edited by A. Joshi. Kathmandu: United Nations D evelopment Programme/Earthquake Risk Reductionand Recovery Preparedness Programme for Nepal. 32. Websites http://www.icao.int/environmental-protection/Pages/default.aspx, ww.icao.int ICAO ›

http://www.icao.int/environmental-protection/Pages/default.aspx


Page 102


Page 103

ANNEXES


Page 104

Annex I: Approved ToR


Page 105

Annex II: Public Notice and Deed of Inquiry


Page 106

Annex III: Proceedings of Public Hearing

A. Minutes of Public Hearing

B. List of Participants Public Hearing


Page 107

Annex IV: List of Participants in FGD and Other Contacted Persons


Page 108

Annex V: Checklist for Field Survey


Page 109

Annex VI: EIA Team Declaration and listing of National Priority Projects


Page 110

Annex VII: Report of the Land Acquation Problem Solving Committe


Page 111

Annex VIII: Local People Participation and International Partener a flash newes


Page 112

Annex IX: Letter of EIA Approval Process and 30 days public Notice


Page 113

Annex X: Airport Layout Plan and Photographs


Annex IX:

Comments and Responses

Incorporation of Comments (reference to Letter received from MoSTE dispatch no. 1302 dated 2071-08-17 on Environmental Impact Assessment (EIA)

report of New Pokhara Regional International Airport

SN Comments Remarks

1. Compare to wildlife, plant species are given

less preference so focus also on the plant

species

Revised under 4.2 Biological Environment, 4.2.1 forest and vegetation page 26 by illustrating forest

types and species occurance on community forets, acquatic plants, and wetland biodiversiuty Page

26 to 30 including table 4.2 and 4.3

2. As two rivers are nearby the airport, it will be

better to address impact on aquatic life.

Impact on acquatic life is included in 5.2 Adverse impacts, 5.2.1 construction stage, 5.2.1.2

Biological environment page 45 and ilcuded its mitigation measures on 7.1.2 biological environment

page 55-56

3. Better to address noise pollution during

operation phage

Noise pollution is additionally included as an adverse impact in 5.2.2 Operation phase 5.2.2.1

physical environment on page page 49 and included as mitigation measures under 7.2 Operation

phase, 7.2.1 physical environment Air and Noise pollution second para the possible mitigation page

59

4 Tabulate the existing biological species Incorporated under 4.2 Biological Environment, 4.2.1 forest and vegetation Table 4.2 page 27 and

Table 4.3 Page 30.

5 The species proposed for the plantation

should be ecosuitable and should be

presented in the report accordingly.

The recommended species are included in 7.1.2 Biological Environment, under Management of

Possible Loss of Vegetation and Forest ,Page 55

6 It will be better to propose biogas and

improved stove promotion.

Already included in 7.1.2 Biological Environment, Utilization of Forest Products Page 55


7 Better to include legend, scale, and compass

in topo map.

Included legend, scale, and compass in topo map Page 8, Fig 2.1.

8 At page 27 in pokhara formation, elaborate

lithology which can be reviewed with the

publication from department of mining.

Elaborated in 4.1.3 Geomorphology and Geology together with fig. 4.1, page 23.

9 Clearly mention the position of MBT and MCT. Incorporated in 4.1.3 page 23 with elaborating MBT and MCT and also it is illustared 4.1.6 page 25-

26 Sesmicity including geological map of Pokhara valley

10 Attach the report of soil test and describe in

the text.

Incorporated in 4.1.6 Soil, page 25-26 describing soil types of Pokhara valley. Detailed geo -

technical investigation and project specific soil test will be performed prior to detailed design work.

This will be performed after the loan agreement between Ministry of Finance, Government of Nepal

and Exim Bank of China will be signed.

11 Address the location of quarry site and its

impact in the report.

Location of quarry site is already mentioned in 4.1.7 Quarry Sites, Kotre area of Tanahun Page 26

and impacts of quarry site is included 5.2.1.1 quarry sites page 42

12 Imact of spoil disposal should be analyze

beyond the prespective of aesthetic value

Incorporated. The impact of spoil disposal during construction may distrupt existing water resources,

aesthetic value, impact on irrigation canal etc., which are elabprated under 5.2.1.1 Spoil disposal

Page 42.

13 Include missing annexes Missing annexes are included in appropriate sections (Annex I-Annex XI)

14 Distance of landfill side should include as the

prevailing rule and regulations

Incorporated under 7.1.1 watse disposal page 53, as per Civil Aviation, threshold criteria for Landfil

side is 3km around the airportside. The Landfil side should not be installed 3km far from the airport

area.

15 Mitigation measures should be propose as per

ICAO especially noise immission and accident

prospectives

Included ICAO policy and standard, International Civil Aviation (Chicago Convention), the

International Civil Aviation Organization (ICAO) page 75 and mitigation measurs for noise and

accident prespecitve are included 7.2.1 Physical Environment, Air and Noise Pollution,Safety in page

59, 60


16 Review the norms for the height of the building

around the Airport

Incorporated unser safety page 59. Allowable heights of the buidings around the airport will be

detemined as per the Obstacle Limtation Surfaces requirements as specified by ICAO Annex 14

manual. Accordingly transitional surfaces will be calculated from the edge of the airport boundary.

Heights of all physical infrstructures around the airport should be below the level of the transitional

surfaces. These will be calculated and will be notified to all concerned.

17 Address the noise pollution during maintanace

of aircraft

Included under 5.2.2.1 physical environment page 49 Noise pollution and 7.2.1 Physical

Environment, Air and Noise Pollution,Safety in page 59

18 Mention the distance of slatture and landfill

side as per prevailing national and

international laws

Included 4.1.8 page 26, and 7.1.1 physical Environment, Waste disposal Page 53, According to Civil

Aviation Rule , 2002, no person shall allow to store and dump solid waste openely in and around of

the Airport boundary of 3 km and 8km also clearely mentioned on 7.2.5 Implementation of Legislative

Mitigation Measures page 62

19 Address the impact on fostering adventure

flight paraglinng

Incorporated 5.2.2.4 Socioeconomic environment Page 50, Adventure Paragliding has become quite

popular in Pokhara for the past few years. This activity starts from Sarankot, which is situated at the

hill top and the adventurer people with the pilot flies down and has a specacular view of Pokhara for

nearly 30 minutes. Till now, there has been no incidence of coalition with the aircrafts, which are

operating air services in the existing airport in Pokhara. Sarankot and the location of the existing

airport are quite far apart. The proposed new airport site at Chhine Danda is also far apart from

Sarankot area and there will be no adverse impacts. However, the paragliding areas should be

concentrated around Sarankot and such activities should be restricted around Chhine Danda

proposed as a mitigation measures in page 61

20 Reponsibility of Tourism board should be

addressed in EMP

Included in Table 9.3, Page 85

21 Sequentially review of legislation Sequentially Revised legislation from page 66 to 79 as 8.1 Constitution, 8.2 Plan/Policies, 8.3

Relevant Acts, 8.4 Rule/Regulations, 8.5 Mannual standards, 8.6 Conventions and 8.7

relevant institutions


22 Review current 13th three year plan Included Three-Year Plan (2010/11-2012/13) in 8.2 Plan/ Policies Page 67

23 Remove duplicate legislations reviewed Removed Forest Act and Rules and Local Self-Governance Act a n d r u l es 1999 under 8.3

Relevent Acts, Page 71 and Land Acquisition Act, 2034(1977) in page 72

24 Review recent Soild waste management

regulation

Reviewed and included under 8.3 Relevent Acts, Solid Waste Management Act ,1987, 2011 and

Rules 1989, Page 72,73

25 Review ICOW and other relevant convention Incorporated under 8.6 Relevant Conventions, Convention on International Civil Aviation (Chicago

Convention), the International Civil Aviation Organization (ICAO) in page 76 other relevant relevant

conventions page 74-77

26 Address monitoring of TSP Included Table 9.3, Page 85

27 Revise EIA is done for fulfilling legal

requirement

Revised 1.4 Rational of the study last para, page 4

28 Revise increasing local awareness within the

beneficial imapct

Revised 5.1.1 construction phage increase awareness included on Local Skill Enhancement page 39

29 Avoid confusing statement as addionational

airport

Incorporated under 5.1.2 , It will be written as New Pokhara Regional International Airport instead of

Additional Airport in Page 40.

30 Exposed boulders are not appropriate as

construction materials so planned quarry site

should purpose

Incorporated under.... 5.2.1.1 Physical Environment, Quarry site/spoil disposal...page 42 .Huge

quantity of construction materials will be required for airport construction. This is to be brought from

Kotre (mine) area of Tanahun because all construction contractors currently bring aggregates, sand

and other materials from that area. However, low amount of sand can be collected from Bijayapur

and Seti river banks for this nationally important project. This will reduce transportation and collection

cost which might be significant for such a large project as mentioned in Page 42 and 7.1.1. Physical

Environment page 53

31 Sheep farm should be shifted or not, describe Included mitigation measures 7.1.4 Fram management page 58


impact and mitigation

32 Clearely address occupational health and

saeifty issue

Occupational and safety issue are already mentioned uner 7.1.4 occupational health and safety

page 58 and also elaborated 7.2 Operation Stage 7.2.1 Physical Environment safety in page 59

33 Better to address GHG emission and its

mitigation method

Included in 5.2.2.1 physical environment GHG emission page 49 as an adverse impact and also

elaborated 7.2 Operation Stage 7.2.1 Physical Environment Climate Change and GH Emmission

mitigation measures in page 60

34 Review the latest tourism policy Reviewed under 8.2 plan and Policices page 67 and under 8.4 rules and Regulations Page 73

35 Desribe options for cruser plant and its impact

mitigation

Incorporated.7.1.1 Physical environment, Operation of cruser plant page 54-57..Cruser plant will be

placed beyond the construction area. The proposed cruser plant sites are kotre and Bucche dhara

36 Inclued all comments received from the

experts attached herewith

All comments of respective Experts are addressed below separately

Section wise Comments of EIA Report SN Comment of Dr. Hom Gurung Remarks by consultant

1 Major Issue Bird Aircraft Strike Hazard (BASH) lso need to

address in Chapter 5.1.2 with careful measures proposing

alternative landfill side for PSM

Bird Aircraft Strike Hazard (BASH) is included 5.2.2.1 Pgae 48 and also included

mitigation measures 7.1.1 physical Environment, 7.2.5 Implementation of

Legislative Mitigation Measures page 62

2 Section 4.3 of the report update population of PSM and Ward

number 14 and 18

Updated 4.3 Socio-economic Environment 4.3.1 Population / Demography

additionally included caste and ethenicity by caste group page 31, Table 4.5

3 Affected people from the project should be given high priority for

local people

Included in the mitigation measures section 7.1.4 socioeconomic environment,

compensation and rehabilation page 56


4. More economic oppurtunities create for Severely Project Affected

family (SPAF)

Included in the mitigation measures section 7.1.4 socioeconomic environment,

compensation and rehabilation page 56 and 7.2.4 page 61

SN Comments by Dr. Basant Raj Adhikari- Geologist Remarks by consultant

1 The report should contain location map, regional geological map of the Pokhara valleyand engeenering geological mapof Pokhara valleyprepered by DMG showing airport

Geological maps are included under chapter 4 physical environment, fig. 4.1, page 23

2 The report should contain photographs which best illustrates the eixisting physical condition and possible impacts

Incorporated under Annex X

3 It is written in page 27 sinkhole that there will be in the airport. Is it true? If it true we cant make airport there, please justify

There are no sinkholes in the airport and has been amended in the Report in Page 23-24 under 4.1.3.

4 The last statement of the section 4.1.3 is vague. Please make simple Incorporated page 23-24

5 In the 4.1.6 it is written there soil test is essential for building.There should be soil test rport. Please put brief soil test results.

Incorporated, see also previous quarry no. 10 MoSTE.

6 In the 4.1.7 section please include what kinds of materials are presenet with their volume of quarry site material from construction material survey report

Incorporated, see also previous quarry no. 11 MoSTE. Detailed investigation of the quarry site will be performed during detailed engineering design work as per EPC model. As stated earlier this will be posible only after the signinng of loan agreement between Ministry of Finance, Government of Nepal and Exim Bank of China.

7 In page no. 58, there will be more impacts from the earth excavation works, please include them

Incorporated as pervious comments MoSTE no. 12

8 Please include field photographs in Physical environment Incorporated in Annex X

SN Comment of Tourism Board, Lila Bahadur Baniya Remarks by consultant

1 Revise Table 9.3 Revised Table 9.3 including monitoring responsibility as per suggestion

SN Comment by Ministriy of Tourism and Civil Aviation Remarks by consultant

1 Include ToR in Annex ToR included in the Annexes number I

2 InTable 2.1 there describe RFSScategory V but in section 2.12.15 it is Rescue and fire fighting equipment of VII category which is different one another

Table 2.1 will be amended as Category VII for airport 4D code ICAO guideline


3 In page 22, 3.1.3 describes coordination/consultation meeting but not included news of Kantipur daily news paper in the annexes

Included in the annex VIII

4 As per decision on 2062/07/25, clause 3 and clause from 10 to 17 are not included in the EIA report

Included in the Annex VII

5 In page 28 it describes sanitary landfill site is located approx 1.5km away but according to civil aviation rule 2002 has provision as around 3km boundary no person shallow to store and dump soilid waste openely around, this should include in the report

Included as per comments 14 MoSTE and also discussed issue in public hearing number 3 which is included in the annex

6 As per ICAO standard Airport Safety Area (ASA) and Reduction and Control of Bird Hazards not described

Incorporated page 60 under heading measures to avoid attaraction of birds

7 It is better to include Noise pollution and Engine emission through the airport implementation

Incorporated Page 43, Table 3.5, 5.2.2.4 pg 49

8 In Chapter 8, include rule and regulations of civil aviation related to environment provision

Incorporated in chapter VIII

9 In page 17 there is Airport Certification 4D will be received from ICAO but the Annex 16 Environmental Protection of ICAO, a important provision is not described

Incorporated in 2.7.3.

10 Include Refuiling station and fuel leakage and spill under management of chemical environment

Incorporated in Table 9.2.

SN Comment by Gopal Hari Sharma -Biologist Remarks by consultant

1 Address Mitigation Meausres for impacts of Biological Environment from 51 to 56

Appropriate mitigation measures are incorporated in different sections of page 53-61