Environmental Impact Assessment EIA of N

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
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 ii
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 iii
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 iv
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 v
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 vi
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 vii
Page viii
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
2
has been calculated as 35 m per peak hour passenger for international passenger terminal buiding
2
and 20 m per peak hour passenger for domestic terminal terminal building. There will be 279 peak
2
hour international passengers in 2022 that will require 10,000 m international passenger terminal
2
building space during peak hour. Domestic passenger terminal building floor area of 4,000 m 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
2
passenger. Rescue and fire fighting system will cover 300 to 400 m 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 ix
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 x
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 xi
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 xii
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 xiii
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 xiv
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 xv
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 xvi
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 1

Babarmahal, Kathmandu,
Nepal
Tel: 4262387,262326, 4262518
Fax: 977-1-4262516
E-mail: cnsatm@mos.com.np
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.
Page 2
 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 3
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 4
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´32〞(latitude) and 84°00´9.99〞(longitude)
b) South - east corner - 28°10´29.77〞(latitude) and 84°02´26.64〞
(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 4 "D"
ICAO
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 2,500 Sq.m
Building
6.4 Customs and CargoTerminal
Building. 600 Sq.m
Page 5
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) CFR road, apron and site development
infrastructure
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 1 Lot
system (VCCS)
VHF transmeters (50 Watts) 10 Sets
VHF recievers 10 Sets
Automatic Teminal Information System 1 Lot
(ATIS)
9.2 Navigational Facilities
DVOR/DME system with back up 1 Lot
power supply with all complete set.
Precision approach and landing 1 Lot
system CAT I (ILS / GBAS) with back
up power supply
10. Other Equipments
10.1 Surveillance Facilities.
Wide area multilateration (WAM) 1 Lot
based surveillance system with
suitable data processing system
(SDPS) and ATM display system.
10.2 Meteorological Facilities.
Wind pressure, temperature, humidity 1 Lot
Page 6
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 1 Lot
(FIDS)
10.4 Standby power supply system.
Generator 1000 KVA - One Set
Generator 62.5 KVA - One Set
CVCF / UPS 2 Set
Conveyor Belt and other mechanincal 1 Set
10.5 equipments
Proposed Rescue Fire Fighting
10.6 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 7
Figure 2.1: Topographical Map of Proposed New Pokhara Regional International Airport
Page 8
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 9
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 /  Construction of new international and domestic terminal building,
Landside  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  Human Resource Development for familarization training, study visit and on job
works 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 10
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 11
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 12
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

1 US Dollar = 75.00 NRs.
Total cost Total cost
S.No. Particulars in NRs in in US$ in Remarks
Million Million
1 General Requirement
a) Facilities for Engineer or Engineer's
Representative
b) Consultant (International and Domestic as
required) for supervison and monitoring the
design and construction works 9.000
675.000
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)
2. Parallel Taxiway and Exit Taxiway
construction 42.683
3,201.187
3. International Apron construction
4. Runway, taxiway side strip and grading
2.2 Utilities works like water supply, storm water
drainage, sewerage, electrfication (buidlings
10.960
and airside) system and solid waste 821.980
management system.
2.3 Other associated works such as airport
periphery road, diversion of irrigation canal,
outer road (diversion of inner road), chain 10.967
822.500
link fencing, pavement markings, CFR road,
car park and others
2.4 Building works construction
International Terminal Building
Domestic Terminal Building
Control Tower and Operation Building
Customs and CargoTerminal Building. 36.160
2,712.000
Staff quarter buildings
Security buildings
RFFS building
Page 13
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, 1,397.775 18.637
Meteorological and Instrument Lighting
System (Cat.1)
3.3 Security and Facilitation equipments 257.775 3.437
3.4 Standby Power Supply (Generators and 44.700 0.596
UPS)
3.5 Conveyer Belt and other mechanical 375.000 5.000
equipments as required.
4 Other works
4.1 Human Resource Development for 37.500 0.500
familarization training, study visit and onjob
training programme
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 14
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 2,500 m 3,200 m length and 300 m length and 90 m

variable width of width on each end of
Width,Shoulder 45 m, 7.5 m wide (2x7.5) 300 meter width runway
Source: CAAN
Page 15
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 1200 meter Strip width : 95 m (2x47.5 m)

Width 23 m Graded portion of T/W strip: 44 m
Shoulder 10.5 meter wide (2x10.5) (2x22 m)
Taxiway and shoulder 44 meter

width
Source: CAAN
Table No. 2.6: Geometry Parameters for Exit Taxiway

Particulars Taxiway Taxiway Strip
Length 176 meter and 290 meter Strip width : 95 m (2x47.5 m)

Width 23 m
Shoulder 10.5 meter wide (2x10.5) Graded portion of T/W strip: 44 m
(2x22 m)
Taxiway and shoulder 44 meter
width
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 y p e for runway, taxiway and
r i g i d f o r a i r c r a f t p a r k i n g 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 16
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.
Peak Hour Passenger Required Floor Area (sq. m.)
International Domestic International Domestic
S.No. Year
Terminal Terminal Terminal Building Terminal
Building Building Building
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 17
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 18
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 19
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 20
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 21
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 22
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 23
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)

Years
Land use type 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 24
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 25
Active and non-active 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 26
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 Area Occurrence Main Forest Species
Forests English Scientific Name Family
Name
Evergreen 7% out of the higher slopes of the hills, above Chirpine Pinus roxburghii Pinaceae
Coniferous total forest 1,850 m. in the north-western Spruce Picea smithiana Pinaceae
Forest area of the and north-eastern part of the Silver Oak Gravillea robusta Protaceae
valley valley
Mixed 34 % out of Lower slopes of the hills Chilaune Schima wallichii Theaceae
Forest the total forest between 1,220 m. to 1,850m. Katus Castanopsis indica Fagaceae
area of the northern parts and mainly
valley concentrated in the north- Uttis Alnus nepalensis Betulaceae
western and north-eastern parts
of the valley.
Monsoon 33 % out of South and eastern part of the Sal Shorea robusta Dipterocarpaceae
Forest the total forest valley at the elevation of 762 to Simal Bombax ceiba Bombacaceae
area of the 1,219m., includes plantation of Chilaune Schima wallichii Theaceae
valley religious tree species Bar Ficus bengalensis Moraceae
Pipal Ficus religiosa Moraceae
Titepati Artemesia vulgaris Compositeae
Tapre Cassia tora Leguminoseae
Riverine 14 % out of Rivers and lakes sides of the Khair Acacia catechu Leguminoseae
Forest the total forest valley including swampy forest Bayar Lantana camera Rhamasceae
area of the species Simal Bombax ceiba Bombaceae
valley Kalo Siris Albizzia lebbeck Leguminoseae
Amp Mangifera indica Anacardiaceae
Grasslands 12% of the Central part of the valley along Dudhejhar Euphorbia hirta Euphorbiaceae
total forest river sides and deposited areas. Banmara Lantana camera Verbenaceae
areas. 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 27
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 28
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 29
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 30
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 Sex
Total Male Female Size Ratio
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 31
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
76 Lhomi
Ghale 5
185 9
175 14
360 0.01
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 32
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 33
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 Fuel usually used for cooking
Households Wood Kerosene LP Santhi/ Bio Electricity Others Not
of PSMC /Firewood gas guitha gas Stated
(cow
dung)
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 Solar Others Not
gas 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 34
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.
Page 35
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 36
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 37
Page 38
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 39
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 40
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 41
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 42
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 43
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 44
major noise impacts from these vehicles are experienced presently. As per the Annex 16 1 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 45
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 46
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 47
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 48
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 49
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.
Page 50
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 51
Page 52
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 53
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 54
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 55
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 56
• 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 57
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 58
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 59
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 60
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 61
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 62
 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 63
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 64
Table 7.1 :Likely Adverse Impact during Construction and Operation Stages and their Mitigation Measures
Impact Types* Stage
Implementation
Activities Likely Adverse Impacts Construct Operati Mitigation Measures Responsibility
N M E D Agency
ion on
1.1 Physical Environment
Earth excavation works Soil erosion, spoil generation D L Ss St - Use labor intensive work Contractor/ CAAN
Consultant
Pavement or black top Air pollution, noise and vibration D L Ss St  - Limit working hour and conduct it during Contactor/ CAAN
day time only Consultant
Chain link fence construction Dust, spoil (cement concreting) D L Ss St  - Use labor force for installation Contractor/ CAAN
Consultant
Bitumen mixing Air pollution D L Ss St  - Confine mixing place and establish close Contractor/ CAAN
to the airport Consultant
Construction material Air, noise and vibration D L L St  - Sprinkle water and limit working hours Contractor/ CAAN
transport/operation of heavy Consultant
equipment for compaction
Spoil disposal generated through Air, noise and land, drainage and D L L St  - Spoil disposal in the designated site Contractor/ CAAN
construction works and over access disruption Consultant
stocking of construction materials
Quarry site (at Tanahun) and river Air pollution and soil erosion, land D L L St  - Do not excavate river basin deeply. Fill Contractor/ CAAN
bank for boulder crushing subsidence after extraction of materials and reduce Consultant
number of borrow pits
Construction of 1.5 km access road Air, Noise pollution D L L St - Use labor intensive work CAAN CAAN
Installation of equipments (PAPI, No impact CAAN CAAN
REIL, DME)
1.2 Biological Environment
Earth excavation works Loss of ground cover D L Ss St - Land reclamation, manual work to the Contractor CAAN
extent possible /Consultant/CAAN
Pavement or black topping Damage to plant species due to D L L Lt  - Careful handling and undertake only in Contractor CAAN
mishandling specified areas /Consultant/CAAN
Chain link fence erection Loss of ground cover due to trench D L Ss St  - Do not use excavator to the extent Contractor CAAN
possible, undertake manually /Consultant/CAAN
Bitumen heating and mixing May act as a repellent in the D L L St  - Limit the work in day time, compulsory Contractor CAAN
surrounding area use of mask by construction workers /Consultant/
CAAN
Construction materials transport, Disturbance to wildlife at Ritthepani D L Ss St  - Limit the work in day time Contractor CAAN
operation of heavy equipment for forest /Consultant/CAAN
compaction
Quarry site at Tanahun Loss of surrounding forest due to In L Ss St  - Undertake quarrying activities in safe, Contractor/ CAAN
erosion and slope failure plain and low forest areas Consultant/CAAN
Construction of 1.5 km access road Loss of ground cover In L L Lt   Use labor intensive works Contractor/ CAAN
Consultant/CAAN
Page 65
Installation of equipments (PAPI, No impact

REIL, DME)
1.3 Chemical Environment
Bitumen heating, mixing and Spills over of chemicals D L Ss St  Undertake at a designated site or away Contractor/ CAAN
transportation from water bodies, transport in a closed Consultant/CAAN
and leak proof vessel, careful load and
unload
Pavement or black topping Leakage to water bodies through D L Ss St  Careful placement of mixed bitumen along Contractor/ CAAN
open drainage channel the specified areas of runways and Consultant/CAAN
parking aprons
Construction materials Spill over and leakage D L Ss St  Regular maintenance of construction Contractor/ CAAN
transport/operation of heavy equipments at workshop, safe disposal of Consultant/CAAN
equipment for compaction chemicals e.g. used, lubricants from
vehicle workshop
Chain link fence construction Leakage of cement concrete mix In L Ss St  Undertake mixing work away from water Contractor/ CAAN
bodies Consultant/CAAN
Construction of 1.5 km access Loss of ground cover D L Ss  Labor intensive work Contractor/ CAAN
Consultant/CAAN
Installation of equipments (PAPI, No impact
REIL, DME)
1.4 Socio-economic Environment
 land acquisition Loss of private property D L Ss Lt Compensate at the current market price CAAN CAAN
 earth excavation works Pressure on local resources due to In L L St  - Manage by supplying additional resources Contractor/ CAAN
influx of workers adequately Consultant/CAAN
 pavement or black topping Inflation D L L St   Encourage local people to be involved in Contractor/ CAAN
tourism activities Consultant/ CAAN
 chain link fence construction deficiency of local products D L Ss St/Lt   Encourage local people to off season Contractor/ CAAN
farming through awareness and technical Consultant/
 bitumen mixing support CAAN/local
community
 construction materials Increase in demand of imported In L L St   Encourage to use local products Contractor/ CAAN
transport, operation of heavy products Consultant/CAAN
equipment for compaction local community
Disharmony might increase due to In L L St  Discourage consumption and Contractor/ CAAN/local community
 quarry site over consumption of local liquor fermentation of local liquor Consultant/ CAAN/
community
 construction of 1.5 km access Possibilities of infection of STDs In L L St  Conduct awareness campaign for Contractor/ CAAN/local community
road among the workers construction workers and local people Consultant/
CAAN/community
Page 66
Possible risk of construction injury D L Ss St  Provide adequate number of safety items Contractor/ CAAN
on the basis of as and when required and Consultant/
make aware of its proper use Workers
Cultural Environment
Increase in flow of visitors of Cross-cultural effect In L R Lt - Enhance education facilities DDC/PSM CAAN/local community
various interest and discipline
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 DDC/PSM/ CAAN/local community
activities and inform tourist not to do so in local community/
the entry point through brochure NGOs
development and information
dissemination
Supersede in local dresses In L R Lt - Encourage to use local dresses at least DDC/PSM/ CAAN/local community
for protection through display 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 67
Page 68
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

th
10 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 69
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 70
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 71
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 72
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 73
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 74
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 75
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 76
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 77
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 78
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 79
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.

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 80
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 81
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 82
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. T he m anagement f orm ula
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 Responsibility

Cost (NRs)
1. Employment opportunity for Project area Construct Clause for No cost Project
local people ion stage bidding document and
of both Contractor
and Consultant Contractor
2 Setting up of standard Project area Construction Observation and Included in Consultant

wage/salary and its stage inquiry the project /Project
regular and timely full document
payment without any
disparity for men and
women if both have equal
skills
3 Encourage use of local Project and Construction Self purchase No cost People
products for all involved in its stage involved in
the project surroundings project activity /
Supervisory
body
4 Awareness campaign Project and Construction Posters, brochures, 150,000.00 Project
its stage pamphlets,public
surrounding consultation
meetings
5 Field based and Airport Area Pre- Slide shows, To be Project
Page 83
demonstrative training construction lectures, handouts, borne by

for stage site the
staffs and workers visits contractor
6 Fund allocation for social Airport area Construction Construction 400,000.00 Project
services stage of additional social and seek
services matching
fund from
PSM
7 Mass balance Airport area Construction Cut and fill As per the Contractor /
stage approach and back project Consultant
filling of construction document
muck
8 Regular supply of Airport area Construction Procurement and To be Contractor
occupational stage supply borne by
safety items the
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 Responsibil
Cost (NRs) ity
1 Safe disposal and Project Construction Spoil disposal, Included in CAAN/
management of area stage and pre leveling , the project Contractor
construction operational compacting and cost
spoils stage land reclamation
2 Solid waste Project During and Disposal of solid Included in CAAN/
management area after waste in designated the project Contractor
construction area cost
stage
3 Landscape Project After Reclamation Included in CAAN/
management area construction and vegetation the project Contractor
stage plantation cost
4 Provision of Project During Installation of Included in CAAN/
safety measures area construction lighting, the project Contractor
such as helmet, stage communication cost
eye-shields, boots, and alarm facilities
lighting and and regular supply
emergency facili of safety items to
ties the workers
5 Environmental Project During Regular Included in CAAN/
pollution (air, water, area construction supervision and the project Contractor
noise and vibration) stage monitoring cost
1 Prohibition of Project During Regular supervision No additional CAAN/
unauthorized tree area construction and monitoring cost Contractor
felling from the nearby stage / local
Rithepani forest community
Page 84
2 Restriction of spoil Project During Regular Included in CAAN/

disposal and open area construction monitoring and the project Contractor
defecation in water stages supervision and cost / local
bodies toilet construction at community
places away from
water sources
3 Restriction of hunting Project During Regular monitoring Included in CAAN/
and poaching peripheri construction and supervision the project Contractor
al area stages cost / local
community
1 Orientation to Project Pre Sensitization, Included in CAAN/
workers regarding area Construction regular monitoring the project Contractor
spillage of Stage and supervision cost
vehicular
lubricants, fuels
bitumen mixing as
well as other
construction chemicals
2 Establishing Project Construction If applicable, Included in CAAN /

temporary area establishing a the project Contractor
workshop for the proper cost
vehicles maintenance site negating any
and repair possibilities of
spillage of
chemicals to water
sources
3. Maintaining Project Construction Sensitization, Included in CAAN/
management area and a i r p o r t regular monitoring the project Contractor
system for fuel operational and supervision cost
leakage and spill stage
from vehicles
during refueling
in the Fuel
station and
aircraft parking
aprons.
Socio-economic and Cultural Environment

1 Public Project Pre Launching Included in CAAN /
consultation/ area/ constructi counseling the project PSM /
counseling settlement on stage cost DDC
s /Local
refueling of communit
2 Occupational health Project area Construction Orientation, Included in CAAN /
y
and sanitation program awareness raising the project PSM /
monitoring cost DDC /
/
Contracto
r
Page 85
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 86
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 87
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 Responsibility

Cost (NRs)
Pre-Construction Phase
Air quality TSP, Particulate Airport surrounding and One time CAAN
quarry sites
Water quality Turbidity and pH, DO, One site on each river One time CAAN
BOD, (Seti and Bijayapur)
Noise and Intensity measurement Project area One time CAAN
vibration
Land Use pattern, soil / slope Airport area, quarry One time CAAN
stability sites
Waste disposal Waste management Airport and surrounding One time CAAN
program area
Wild life including Status and frequency Airport and One time CAAN /EMU /
avian species surrounding area DFO/ ACAP
Vehicular Emission level, status of Project area One time CAAN
emission and leakage
other possible
leakage of
chemicals d ue
to vehicular
movement
Population and Data and status Periphery of project Once in a year CAAN /
household area. Community
including caste,
ethnicity and
gender
Gender Equal participation Project area Once in a year CAAN/ NGOs/
of men and women in local community
airport area,
child labour
Religion, culture, Data and record, months Project area and Quarterly CAAN /
feast and festivals of festivals peripheral VDCs Community
Cultural and Temples, historical Project area Quarterly CAAN /
religious sites Community
monuments
Hotel, lodge Record categorically Project area CAAN/ EMU/
and tourist NTB/MoCTCA/
service facilities DoT
services
facilities
Employment Number of local people Project area One time CAAN/ EMU/
employed NTB
Tourist arrival No. and cuntry, Passenger terminal of Quarterly CAAN/ EMU/
and their Nepalese, Indian and existing airport / NTB
satisfaction non-Indianand their different hotels and
perception reading lodges / tourist
information centers
Page 88
Inflation Value of land In and around Quarterly CAAN/ EMU/

commodities, social project area DDC/ PSM
services
services
Tourist related Selling of consumer, Hotel, lodge and local One time CAAN/ NTB
commercial souvenior and other market Pokhara
activities items
Cleanliness Waste management Project area Quarterly CAAN / PIU
status
Sub Total (A) Lump Sum 300,000.00
Construction Phase
Air quality TSP, Particulate Project Area Quarterly CAAN / EMU
Water quality Turbidity and pH, Do, Site located during pre- Quarterly CAAN / EMU
BOD, construction phase
Noise and Intensity measurement Site located during pre- Quarterly CAAN / EMU
vibration construction phase
Land use Different structures as Site located during pre- Quarterly CAAN / EMU
planned construction phase
Waste disposal Waste management Project area Quarterly CAAN / EMU
progaram
Wild life including Frequency of wildlife Site located during pre- Quarterly CAAN /EMU /
avian species visit , change in type of construction phase DFO/ ACAP
birds (canopy birds to
field crop birds0
Vehicular Data updating Site located during pre- Quarterly CAAN / EMU
emission and construction phase
other possible
leakage of
chemicals d ue
to vehicular
movement and
bitumen mixing
Population influx Data upgrading at In and around project Quarterly CAAN / EMU/
project sites, rate of area DDC / PSM
population increment
trend
Gender Involvement in tourism In and around project Quarterly CAAN / EMU/
activities area DDC / PSM /
NGOs/local
Youths Youth activity profile Major settlements in the Quarterly community
CAAN / EMU/
involvement in tourism project area, Pokhara DDC / PSM /
main areas NGOs/local
Religion culture Data upgrading at Major settlements in Quarterly CAAN / EMU/
community
project site project area PSM / NGOs
Cultural and Asset / inventory / Project area Quarterly CAAN / EMU/
religious upkeep level and NTB / PSM /
monuments quality of participation NGOs/local
in festivals community
Tourist traffic and Traffic volume, Project area Quarterly CAAN / EMU/
their satisfaction satisfaction level NTB / PSM /
through questionnaire
Hotel, lodge and Number In and around project Quarterly CAAN / EMU/
tourism services area NTB / PSM /
facilities MoCTCA/DOT
Page 89
Inflation Increase in land value, In and around project Quarterly CAAN / EMU/
commodities, social area NTB / PSM /
services
Employment Number of people Project area Quarterly CAAN / EMU/
employed
Cleanliness Proper disposal of Project area Quarterly CAAN / EMU/
garbage and litter
Sub Total Lump Sum 150,000.00
Operation Phase
Air quality TSP, Particulate Project area / Once in a year Included in CAAN
incinerator impact
monitoring
Water quality Turbidity and pH, Do, Site located during pre- evaluationin
Once in a year Included CAAN
BOD, construction phase cost
impact
monitoring
Noise and Intensity measurement Site located during pre- evaluationin
Once in a year Included CAAN
vibration construction phase cost
impact
monitoring
Land use Different structures as Site located during pre- Once in a year Included
evaluationin CAAN
planned construction phase impact
cost
monitoring
Waste disposal Waste management Project area and the city Once in a year Included
evaluationin CAAN
progaram and solid waste site at impact
cost
compaction of waste Bacchi Buduwa monitoring
disposal in layers. Kharchyang evaluation
cost
Wild life including Frequency of wildlife Site located during pre- Once in a year Included in CAAN
avian species visit , change in type of construction phase impact
birds (canopy birds to monitoring
field crop birds) evaluation
cost
Vehicular Data updating Site located during pre- Once in a year Included in CAAN
emission and construction phase impact
other possible monitoring
leakage of evaluation
chemicals d ue to cost
movement of
vehicles aircrafts
in hangar
Population influx Data upgrading at In and around project Once in a year Included in CAAN
project sites, rate of area impact
population increment monitoring
trend evaluation
Gender Involvement in tourism In and around project Once in a year Included
cost in CAAN / NGOs/
activities area impact local community
monitoring
Youths Youth activity profile evaluationin
Major settlements in the Once in a year Included CAAN / NGOs/
involvement in tourism project area cost
impact local community
monitoring
evaluation
Religion culture Data upgrading at cost
Major settlements in the Once in a year Included in CAAN / NGOs/
project site project area impact local community
monitoring
evaluation
cost
Page 90
Cultural and Asset / inventory / Project area Once in a year Included in CAAN / NTB /
religious upkeep level and impact local community
monuments quality of participation monitoring MoCTCA/DOT
in festivals evaluation
cost
Tourist traffic and Traffic volume, Project area Once in a year Included in CAAN / NTB /
their satisfaction satisfaction level impact
through questionnaire monitoring
evaluation
Hotel, lodge and Number increased or In and around project Once in a year Included
cost in CAAN / NGOs/
tourism services decreased area impact MoCTCA/DOT
facilities monitoring
Inflation Increase or decrease in In and around project Once in a year evaluation
Included in CAAN / DDC/
land value, area cost
impact PSM
commodities, social monitoring
services evaluation
cost
Employment Number of people In and around project Once in a year Included in CAAN / local
employed in tourism area impact people
related business monitoring
evaluation
Cleanliness Proper disposal of In and around project cost
Once in a year Included in CAAN / PSM/
garbage and litter area impact
monitoring
evaluation
9.2.4 Environmental Auditing cost
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 91
• 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 92
Ministry of Culture, Tourism and Civil Aviation
Civil Aviation Authority of Nepal
Civil Aviation Office, Pokhara/Project Site
Project Design Environmental Management Unit Project Implementation

Team Team
Staff
• Airport Engineer /
Team Leader
• Environmentalist
• Socio-economist
• Ecologist/Biologist
• Supporting Staffs
Fig 9-1: Organization framework of EMP implementation
Page 93
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

Total Cost
S. No. Particulars
(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 m/m 6 150,000.00 900,000.00
(Team Leader)
Civil Engineer m/m 3 100,000.00 300,000.00
Biologist m/m 3 100,000.00 300,000.00
Page 94
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/ M/M 20 10,000.00 200,000.00
consumables
6 Transportation facility LS 200,000.00
7 Report preparation Quarterly 4X1.5=6 10,000.00 60,000.00
8 Facilitation cost for LS 200,000.00
inter- Agency supervisory
Team, if any
(Transportation, Per diem
etc.)
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 M/M 2.0 150000.00 160,000.00
(Team Leader)
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 95
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 64,000.00
subtotal)
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, LS 100,000.00
vehicles, logistics
3 Office supplies/ LS 50,000.00
Consumable
4 Report production LS 20,000.00
Sub Total 550,000.00
Contingencies (10% of 55,000.00
the sub total)
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
Estimated Cost (NRs)

S.No. Activities
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 96
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. Fo r t h is
p ur po se, g o ver nm ent ha s al r e ad y a cq u ir e d ad eq u at e l a nd. 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 97
Page 98
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".
Page 99
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 100
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 ›
Page 101
Page 102
ANNEXES
Page 103
Annex I: Approved ToR
Page 104
Annex II: Public Notice and Deed of Inquiry
Page 105
Annex III: Proceedings of Public Hearing
A. Minutes of Public Hearing
B. List of Participants Public Hearing
Page 106
Annex IV: List of Participants in FGD and Other

Contacted Persons
Page 107
Annex V: Checklist for Field Survey
Page 108
Annex VI: EIA Team Declaration and listing of

National Priority Projects
Page 109
Annex VII: Report of the Land Acquation Problem

Solving Committe
Page 110
Annex VIII: Local People Participation and

International Partener a flash newes
Page 111
Annex IX: Letter of EIA Approval Process and 30

days public Notice
Page 112
Annex X: Airport Layout Plan and Photographs
Page 113
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 Revised under 4.2 Biological Environment, 4.2.1 forest and vegetation page 26 by illustrating forest
less preference so focus also on the plant types and species occurance on community forets, acquatic plants, and wetland biodiversiuty Page
species 26 to 30 including table 4.2 and 4.3
2. As two rivers are nearby the airport, it will be Impact on acquatic life is included in 5.2 Adverse impacts, 5.2.1 construction stage, 5.2.1.2
better to address impact on aquatic life. 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 Noise pollution is additionally included as an adverse impact in 5.2.2 Operation phase 5.2.2.1
operation phage 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 The recommended species are included in 7.1.2 Biological Environment, under Management of
should be ecosuitable and should be Possible Loss of Vegetation and Forest ,Page 55
presented in the report accordingly.
6 It will be better to propose biogas and Already included in 7.1.2 Biological Environment, Utilization of Forest Products Page 55
improved stove promotion.
7 Better to include legend, scale, and compass Included legend, scale, and compass in topo map Page 8, Fig 2.1.
in topo map.
8 At page 27 in pokhara formation, elaborate Elaborated in 4.1.3 Geomorphology and Geology together with fig. 4.1, page 23.
lithology which can be reviewed with the
publication from department of mining.
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 Incorporated in 4.1.6 Soil, page 25-26 describing soil types of Pokhara valley. Detailed geo -
the text. 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 Location of quarry site is already mentioned in 4.1.7 Quarry Sites, Kotre area of Tanahun Page 26
impact in the report. and impacts of quarry site is included 5.2.1.1 quarry sites page 42
12 Imact of spoil disposal should be analyze Incorporated. The impact of spoil disposal during construction may distrupt existing water resources,
beyond the prespective of aesthetic value 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 Incorporated under 7.1.1 watse disposal page 53, as per Civil Aviation, threshold criteria for Landfil
prevailing rule and regulations 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 Included ICAO policy and standard, International Civil Aviation (Chicago Convention), the
ICAO especially noise immission and accident International Civil Aviation Organization (ICAO) page 75 and mitigation measurs for noise and
prospectives 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 Incorporated unser safety page 59. Allowable heights of the buidings around the airport will be
around the Airport 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 Included under 5.2.2.1 physical environment page 49 Noise pollution and 7.2.1 Physical
of aircraft Environment, Air and Noise Pollution,Safety in page 59
18 Mention the distance of slatture and landfill Included 4.1.8 page 26, and 7.1.1 physical Environment, Waste disposal Page 53, According to Civil
side as per prevailing national and Aviation Rule , 2002, no person shall allow to store and dump solid waste openely in and around of
international laws 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 Incorporated 5.2.2.4 Socioeconomic environment Page 50, Adventure Paragliding has become quite
flight paraglinng 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 Included in Table 9.3, Page 85

addressed in EMP
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 e s 1999 under 8.3
Relevent Acts, Page 71 and Land Acquisition Act, 2034(1977) in page 72
24 Review recent Soild waste management Reviewed and included under 8.3 Relevent Acts, Solid Waste Management Act ,1987, 2011 and
regulation 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 Revised 1.4 Rational of the study last para, page 4
requirement
28 Revise increasing local awareness within the Revised 5.1.1 construction phage increase awareness included on Local Skill Enhancement page 39
beneficial imapct
29 Avoid confusing statement as addionational Incorporated under 5.1.2 , It will be written as New Pokhara Regional International Airport instead of
airport Additional Airport in Page 40.
30 Exposed boulders are not appropriate as Incorporated under.... 5.2.1.1 Physical Environment, Quarry site/spoil disposal...page 42 .Huge
construction materials so planned quarry site quantity of construction materials will be required for airport construction. This is to be brought from
should purpose 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 Occupational and safety issue are already mentioned uner 7.1.4 occupational health and safety
saeifty issue 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 Included in 5.2.2.1 physical environment GHG emission page 49 as an adverse impact and also
mitigation method 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 Incorporated.7.1.1 Physical environment, Operation of cruser plant page 54-57..Cruser plant will be
mitigation placed beyond the construction area. The proposed cruser plant sites are kotre and Bucche dhara
36 Inclued all comments received from the All comments of respective Experts are addressed below separately
experts attached herewith
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 Bird Aircraft Strike Hazard (BASH) is included 5.2.2.1 Pgae 48 and also included
address in Chapter 5.1.2 with careful measures proposing mitigation measures 7.1.1 physical Environment, 7.2.5 Implementation of
alternative landfill side for PSM Legislative Mitigation Measures page 62
2 Section 4.3 of the report update population of PSM and Ward Updated 4.3 Socio-economic Environment 4.3.1 Population / Demography
number 14 and 18 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 Included in the mitigation measures section 7.1.4 socioeconomic environment,
local people compensation and rehabilation page 56
4. More economic oppurtunities create for Severely Project Affected Included in the mitigation measures section 7.1.4 socioeconomic environment,
family (SPAF) 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 Geological maps are included under chapter 4 physical environment, fig. 4.1,
the Pokhara valleyand engeenering geological mapof Pokhara page 23
valleyprepered by DMG showing airport
2 The report should contain photographs which best illustrates the Incorporated under Annex X
eixisting physical condition and possible impacts
3 It is written in page 27 sinkhole that there will be in the airport. Is it There are no sinkholes in the airport and has been amended in the Report in
true? If it true we cant make airport there, please justify 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 Incorporated, see also previous quarry no. 10 MoSTE.
should be soil test rport. Please put brief soil test results.
6 In the 4.1.7 section please include what kinds of materials are Incorporated, see also previous quarry no. 11 MoSTE. Detailed
presenet with their volume of quarry site material from construction investigation of the quarry site will be performed during detailed engineering
material survey report 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 Incorporated as pervious comments MoSTE no. 12
works, please include them
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 Table 2.1 will be amended as Category VII for airport 4D
fighting equipment of VII category which is different one another code ICAO guideline
3 In page 22, 3.1.3 describes coordination/consultation meeting but not included news of Included in the annex VIII
Kantipur daily news paper in the annexes
4 As per decision on 2062/07/25, clause 3 and clause from 10 to 17 are not included in the Included in the Annex VII
EIA report
5 In page 28 it describes sanitary landfill site is located approx 1.5km away but according Included as per comments 14 MoSTE and also
to civil aviation rule 2002 has provision as around 3km boundary no person shallow to discussed issue in public hearing number 3 which is
store and dump soilid waste openely around, this should include in the report included in the annex
6 As per ICAO standard Airport Safety Area (ASA) and Reduction and Control of Bird Incorporated page 60 under heading measures to avoid
Hazards not described attaraction of birds
7 It is better to include Noise pollution and Engine emission through the airport Incorporated Page 43, Table 3.5, 5.2.2.4 pg 49
implementation
8 In Chapter 8, include rule and regulations of civil aviation related to environment Incorporated in chapter VIII
provision
9 In page 17 there is Airport Certification 4D will be received from ICAO but the Annex 16 Incorporated in 2.7.3.
Environmental Protection of ICAO, a important provision is not described
10 Include Refuiling station and fuel leakage and spill under management of chemical Incorporated in Table 9.2.
environment
SN Comment by Gopal Hari Sharma -Biologist Remarks by consultant

1 Address Mitigation Meausres for impacts of Biological Environment from Appropriate mitigation measures are incorporated in different sections of
51 to 56 page 53-61

Environmental Impact Assessment EIA of N

Uploaded by

Document Information

Original Description:

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Environmental Impact Assessment EIA of N

Uploaded by

Copyright:

Available Formats

Environmental Impact Assessment (EIA)

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

3.2 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

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

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

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

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

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

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

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

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

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

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

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

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