Confirmation of Necessity of Environmental and Social Considerations Study

Transcription

1 Confirmation of Necessity of Environmental and Social Considerations Study 1. Title of the Cooperation Project The Study on the Improvement of Pohnpei International Airport in the Federated States of Micronesia 2. Categorization and its reason 2.1 Category B 2.2 Reason Some of impacts of construction and operation of airport on factors like earth, water, plant life, animal life, noise are assumed. However there would not be significant impacts. Therefore, the rating is Category B. 3. Outline of the Location 3.1 Maps/Location Pohnpei International Airport in Dekehtik and associated area 3.2 Environmental and Social Condition around the Airport 3.2 Outline of the Location Oceanographic Condition (1) Wave Accurate data on wave and current characteristics were collected using a bottom-mounted wave and current recorder being placed underwater in the eastern adjacent area of the runway as shown in the following figure. 1

2 Figure 3.1 Location and Installation of Bottom-mounted Wave and Current Recorder Results shown in Table 3.1 indicate that the wave height of the area to be reclaimed for the runway extension is rather low since the mean and maximum significant wave height (H1/3) was recorded at 9.63 cm and cm respectively. The wave period is also very short at 1.77 seconds for mean T1/3 and 4.70 for maximum T1/3. The maximum height and period during the wave observations over 36 days was recorded as cm and 7.30 seconds respectively. Table 3.1 Wave Height and Wave period by Bottom-Mounted Wave and Current Recorder (2) Tidal Current The tidal current velocity and direction were also recorded using the wave and current recorder, and the result is summarized in Table 3.2. The current velocity is rather small since the mean and maximum velocity was recorded at 1.22 cm/s and cm/s respectively. Table 3.2 Current Velocity and Direction by Bottom-mounted Wave and Current Recorder 2

3 (3) Tidal Level Table 3.3 shows the yearly tide level of Pohnpei harbor based on hourly tide levels. The mean tide level is not stable, and the tidal range was about 24 cm, ranging from 61.6 cm in 1991 to 85.9 cm in Table 3.3 Yearly Tide Levels of Pohnpei Harbor ( ) Bottom Sediment and Water Quality (1) Bottom Sediment The seabed material survey was carried out at 45 points including 10 points in the inner reef and 35 points in the outer reef as shown in Figure 3.2. The result shows that the seabed material has accumulated sediment between 152 and 244 cm thick at the channel downstream of the Nanpil River and at the reef south of the runway (Table 3.4). (2) Water Quality Seawater quality tests were carried out at 10 points including 5 points in the inner reef and 5 points in the outer reef as shown in Figure 3.2 in order to collect data on the existing water quality condition around the airport. These pre-identified sampling stations are as follows: Stations 3, 6, 9, 3

4 12, 15, 17, 22, 25, 29 and 32. The results of this laboratory test for water quality are summarized in Table 3.5. Figure 3.2 Location Map of Seabed Material Sampling 4

5 Table 3.4 List of Information on Seabed Condition Table 3.5 List of Water Quality Laboratory Tests 5

6 3.2.3 Ecosystems (1) Mangrove Ecosystem A preliminary mangrove survey was conducted from April to June 2005 by PKII2. Dominant species of the mangrove on the PIA island are Rhizophora apiculata and R. mucronata, which belong to the Family Rhizophoraceae. Other species include mangroves such as Leucaena leucocephala, Aviceniaceae and Brugiera sp. (2) Coral Reef Ecosystem A preliminary coral survey was conducted from April to May 2005 by the JICA Study Team. Most of the areas surveyed had been affected by sediment from Pohnpei Island, and the condition of the coral reefs was generally depauperate. The most common corals found were Porties spp, and many of the corals in the areas were tolerant of turbid habitats. Figure 3.3 Location Map of Coral Reef 6

7 3.2.4 Population The Pohnpei State population increased from about 22,080 in 1980 to 34,486 in 2000 (annual growth rate: 2.8%/year on average). However, the annual growth rate had declined from 1.9 percent between 1989 and 1994 to about 0.4 percent between 1994 and In 2000, 32% of population of the Nation was in the Pohnpei State, and an average household size was 6.0. Table 3.6 Population of FSM and Pohnpei State Ethnicity Ethnicity of the FSM and the Pohnpei State in 2000 is shown in the following table. The largest ethnic group is Pohnpeian (74.5%) followed by Chuukese/Mortlockese (4.9%) and Polynesian (4.3%) in the Pohnpei State. Table 3.7 Ethnicity of FSM and Pohnpei State 7

8 3.2.6 Economies The gross domestic product (GDP) in 1996 is shown in the following table. The GDP per capita in Pohnpei is calculated as US$2,547, while the one in the whole FSM is US$1,264 (1996). The wholesale & retail trade and the government services are the major economic activities in Pohnpei. Table 3.8 GDP of FSM and Pohnpei State As for the number of employees by industry in 2002, the government services occupies the largest part (30.1%) followed by the wholesale & retail trade (17.3%) in the Pohnpei State. The real wage rate including all the sectors is US$7,799 per year in Pohnpei, while the one in the whole FSM is US$ 6,193 per year (2001).The unemployment rate is 9.5% in the Pohnpei State, and 7.2% in the FSM (2000) Education Among the population 25 years and over, the proportion of the population with no schooling decreased from about 24% in 1973 to about 12% in The proportion of the population with at least high school education increased from about 25% to nearly 51% between 1980 and The difference between males and females in education attainment, though significant for the older generation, became insignificant for the younger generation. Age specific enrollment rates are shown below. In 2000, the proportion of dropouts was quite high throughout the FSM starting at ages 14 and 15 years. It is explained that this was, in part, due to dropouts beyond the primary level of education and lack of access to high school and university education. The enrollment rates in 8

9 almost all the ages declined in 2000 compared with that in 1994 in Pohnpei obviously. Table 3.9 Schooling enrollment rates Fishing Area According to the results during the focus group discussion and interview during the social survey, the fishing area for the fishermen in the Param island are (a) western coast of the Sapwitik island, (b) western side of Langer island, and (c) eastern side of the channel, where the blue navigational course light are located, although the former two area are prohibited to catch fish as a marine protected area, 9

10 designated by the State Law No. 4L Figure 3.4 Location Map of the Fishing Area Land use The land use data of the whole Pohnpei State are not available. In the Dekehtik Island, the areas other than the airport facilities are covered with mangrove forests. The entire area of the Island is designated as a Transportation Zone by the Pohnpei State government Transportation There were 1,288 aircraft arrivals in 1997, but it declined to 959 in 2001 in the FSM. It was due to the decreased number of commercial aircrafts servicing the FSM. The recent aircraft arriving from foreign countries in the FSM and the Pohnpei State is shown below. Table 3.10 International visitor arrivals The aircraft arriving by type is shown below (2001).As for sea vessels The number of arrivals increased from 432 in 1997 to 611 in 2000, but declined to 482 in

11 Table 3.11 Purpose of visit of international arrivals Tourism Tourism is one of the most important industries in the FSM. The total visitor arrivals in the FSM were 13,400 in 1998, rising to a peak of 20,501 in 2000, declined to 15,265 in the following year, and then increased steadily thereafter to 19,059 in Visitor arrivals in 2002 are shown below with their home countries. About two thirds of the visitor arrivals were of USA and Japan citizenship. The main tourism resources in Pohnpei are some diving sites, ruins such as Nan Madol and water falls. Table 3.12 Country of origin of the tourist 4. Legal Framework of Environmental and Social Considerations Pohnpei Environmental Protection Act, Outline of Relevant Agency and Institution which implement Project, EIA and so on 5.1 Implementing agency Pohnpei Port Authority (PPA) 5.2 EIA authority Environmental Protection Agency (EPA) 6. Proposed Project and Alternatives 11

12 6.1 Proposed Project Table 6.1 Scope of Urgent Improvement Plan Item Quantity Description Reclamation for Runway Extension 216,000 m 3 Dredging, Transfer, Reclamation Construction of Runway and Turn Pad with Runway Flexible pavement shoulder 243m (800ft) Installation of Reliable Visual Aids 1 L.S. REDL, REIL, PAPR, RTHL Expansion of Apron 1,000 m 2 Flexible pavement Expansion of Taxiway fillet (1,000 m 2 ) Flexible pavement Miscellaneous work 1 L.S. Perimeter Fencing and Road Expansion and Renovation of Terminal 1,000 m 2 Building Installation of Baggage handling & Security 1 L.S. equipments 6.2 Alternatives According to the runway lengths required by the aircraft operations, there should be some options in the magnitude of runway extension including proposed project. Option feet extension within the inter-tidal coral bed, which appears above sea level at low tide. This option should be regarded as the least cost extension but not satisfied required runway length for air operation from Tokyo to Pohnpei. Option feet extension within the inter-tidal coral bed partially including the lagoon of which the depth is around 13m. This may be regarded as the maximum extension without disturbing natural water flow along the channel from the river toward the sea, but subject to detailed environmental investigation and evaluation. Option 3-2,700 feet extension, which would reach another coral bed beyond the channel. This must be regarded as the maximum extension from the viewpoint of construction cost, but recommended by the previous studies. This option requires intensive study on the environmental impact. 7. Summary of a IEE Screening for the Mid-term Plan 12

13 7.1.1 Screening on Potential Negative Impact The environmental checklist, which is part of the Pohnpei Environmental Impact Assessment Regulations is used in this study. Environmental screening to identify specific environmental factors that require a detailed study as an EIA was conducted at the initial stage of the project. This screening is to examine overall impact of the mid-term improvement plan with existing data when the screening was conducted. The summary of the result of this screening is shown in the following table 6.1. Table 7.1 Summary of a IEE Screening for the Mid-term Plan Scoping for Further Environmental Study It was predicted that negative impacts, particularly on natural environment would be serious if the airport runway is extended. The level of impact appears to vary with different length of the runway extension so that a numerical simulation with various options with different length of extension was found to be important. Changes in the flow of water can affect not only chemical and physical environmental factors but also biological factors of the ecosystem. Another important environmental factor for more detailed study was quantitative analysis of 13

14 mangrove and coral reef. Due to changes in flow of water, mangrove and coral ecosystem may be affected seriously. Results of the IEE summarized in table 7.1 indicate that more detailed environmental study in addition to existing data needs to be carried out as part of an EIA. Environmental studies that are found to be necessary such as simulation (water flow and noise) and ecological surveys (mangrove and coral reef) are described in the following section on EIA. In contrast, it is predicted that social impact would be limited. There would not be serious and direct negative impact with the project. Therefore, no detailed study was required as part of an EIA, but there would be some indirect impact. Furthermore, public participation is critical in planning with sufficient provision of information to general public. In this regard, a series of stakeholder meeting is necessary, which is described subsequently in this chapter. 8. Mitigation and Monitoring 8.1 Mitigation Acquisition of Filling Materials Both quarry (Apisco) and dredging (Sokehs East) sites are located within 4 km from the construction site, which can minimize environmental impact. All materials will be shipped using hopper barges, which can avoid noise, dust, vibration and other negative impacts associated with transportation using trucks. As the quarry and dredging sites are currently used so that there will not be a new site of collecting construction materials for the project Silt Curtain Mainly two types of silt curtains will be applied during the construction period as shown in the following figure. 14

15 Figure 8.1 Different Types of Silt Curtain for Civil Work of the Project Silt curtain A will be used for encasing specific dredging sites, which are located around the Sokehs East Dredging Site. For reclamation on the runway extension area, silt curtain B will be used to avoid siltation, particularly to avoid negative impact on the adjacent ecosystems. 8.2 Monitoring The following monitoring will be taken in the post-construction stage and construction stage Water / Sediment Quality Sampling Location Water quality should be monitored around the silt curtain in dredging and reclamation sites. Condition of the curtain should also be checked when sampling takes place. Bottom sediment for screening should be collected around the dredging site Parameters No mining activity or industrial areas that potentially produce hazardous pollutants does not exist upstream of the dredging or reclamation sites so that turbidity (SS) appears to be the single most important parameter to measure negative impact from the project. It is, therefore, proposed to check turbidity around the silt curtain, which is verbally agreed by EPA (personal communication). For sediment, since commercial port and dump site are relatively close to the dredging site, toxic materials may be a problem. It is suggested that the bottom sediment be screened for PCB and mercury before dredging (EPA, personal communication). 15

16 8.2.2 Marine Ecosystem Monitoring Area A quick marine survey was conducted by 3 divers for 2 days in February 2006 (8-9 February 2006) to qualitatively examine the current condition of coral reef in the areas from A to D such as shown in the following figure. Figure 8.2 Proposed Areas for Monitoring of Coral Reef around the Construction Site Based on the marine observation, it is proposed that areas A to C be monitored at least during the duration of construction although the silt curtains will be applied because some live corals remain in those areas. On the other hand, area D is heavily silted and damaged. Distribution and abundance of corals are poor, and it would not be worth while to include this area as part of the monitoring area. 16

17 Monitoring Method It is proposed that a baseline survey be conducted before the commencement of civil work in the monitoring areas of A, B and C (Figure 8.2). The baseline study should be conducted by a team of expert (i.e. University of Guam) in a similar manner of the detailed marine survey of this current study. For the monitoring of corals, there may be two different methods, having a transect for the analysis of species diversity and marking some specific individual corals to monitor its condition. Methodology can be determined later stage of the project using the results of the baseline survey. After the baseline survey, sampling of twice a year may be sufficient to detect changes in the ecological condition of the ecosystems. It is also proposed that a local NGO such as Conservation Society of Pohnpei (CSP) participate in this monitoring. One of their ecological monitoring areas coves southern part of the Sapwtik Marine Protected Area so that the results could be compared and analyzed. It would also be worth while if some of the CSP staff can participate in the monitoring and trained by the team of expert since techniques would remain locally even after the project. 9. Consultation Formulated The Mid-Term Improvement Plan, Urgent Improvement Plan and carrying out Feasibility Study for Urgent Improvement Plan were got mutual agreement between the FSM counterpart and the Study Team, and its were officially announced at the Steak holder meetings in which some local NGOs and other institutions, resident people concerned participated. Meetings and other opportunities where explanations and/or consultations were made are shown in the table below. 17

18 Table 9.1 Occasions of Meetings 18