Eia - Vlora Airport Construction Report: March 2021

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EIA_VLORA AIRPORT CONSTRUCTION REPORT
Technical Report · March 2021

DOI: 10.13140/RG.2.2.11647.53928
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VLORA AIRPORT CONSTRUCTION
MAIN ENVIRONMENTAL IMPACTS AND COST-BENEFIT ANALYSIS
Build Green Group NGO
February 12, 2021

ASSESSMENT OF MAIN ENVIRONMENTAL IMPACTS AND THE
COST-BENEFIT ANALYSIS
TABLE OF CONTENTS
1. INTRODUCTION .................................................................................................................5
2. DESCRIPTION OF THE PROPOSED PROJECT AND LOCATION..............................7
3. OVERALL ENVIRONMENTAL ASSESSMENT OF THE AREA ...................................9
3.1. Physical environment ........................................................................................................9

3.1.1. Geological construction of the area .............................................................................9
3.1.2. Hydrology ..................................................................................................................9

3.1.3. Meteorological and climatic aspects of the area ..........................................................9
3.1.4. Land use ................................................................................................................... 10
3.1.5. Air ............................................................................................................................ 11
3.1.6. Noise ........................................................................................................................ 11
3.1.7. Waste management in the area .................................................................................. 12
3.2. Biological environment ................................................................................................... 12

3.2.1. Flora......................................................................................................................... 12
3.2.2. Fauna ....................................................................................................................... 13
3.3. Socio-cultural environment ............................................................................................. 15
4. IDENTIFICATION OF THE MAIN ENVIRONMENTAL, SOCIAL AND ECONOMIC

IMPACTS AND PROBLEMS RELATED TO THE CONSTRUCTION OF VLORA
AIRPORT ................................................................................................................................ 17
February 12, 2021
4.1. Environmental impacts ................................................................................................... 17

4.1.1. Impacts on biodiversity ............................................................................................ 17
4.1.2 Acoustic pollution impact .......................................................................................... 19

4.1.3. Air pollution impact ................................................................................................. 20
4.1.4. Visual pollution for the community .......................................................................... 20
4.1.5. Impacts on water resources ....................................................................................... 21

4.1.6. Impacts on land use .................................................................................................. 21
4.1.7. Impacts on inert waste generation during the construction and urban phases ............. 22
4.2. Social impact .................................................................................................................. 22
4.3 Impact on cultural assets .................................................................................................. 22
4.4. Economic impact ............................................................................................................ 23
5. COST-BENEFIT ANALYSIS OF THE PROJECT .......................................................... 25
5.1. Socio-economic environment .......................................................................................... 25

5.2. Demand and supply of project results .............................................................................. 26
5.3. Technology options......................................................................................................... 26
5.4. Economics costs of noise ................................................................................................ 26

5.5. Economic costs of air emissions ...................................................................................... 27
5.6. Biodiversity economics ................................................................................................... 27
5.7. Risk analysis ................................................................................................................... 28
6. CONCLUSIONS AND RECOMMENDATIONS .............................................................. 29
6.1 Conclusions ..................................................................................................................... 29

6.2 Recommendations............................................................................................................ 30
REFERENCES ........................................................................................................................ 31
February 12, 2021

LIST OF ABBREVIATIONS
CO2-Carbon Dioxide
EIA-Environmental Impact Assessment
NOx-Nitrogen Oxide
TIA-Tirana International Airport
VOC-Volatile organic compounds
LIST OF TABLES
Table 1: Land use in the Vjosa-Narta Protected Landscape Area ........................................................................... 11
Table 2: Number and species of migratory birds monitored in the area .................................................................. 14
Table 3: Population of Vlora Region according to INSTAT................................................................................... 15
Table 4: Demographic data of the population and the status of dwellings in the municipality of Novosela .............. 15
Table 5: Summary table of the main effects caused by the airport during the construction phase and during the
operation phase .................................................................................................................................................... 25
LIST OF FIGURES
Figure 1. Initial proposed project plan ..................................................................................................................... 8
LIST OF MAPS
Map 1: Selected project area ................................................................................................................................... 7
February 12, 2021
Map 2: Distance of the place where the project will take place from the protected area "Laguna of Narta" and Vjosa
River .................................................................................................................................................................... 18
Map 3: Residential areas near the airport............................................................................................................... 23

1. INTRODUCTION
The main objective of this analysis is to identify potential impacts on the environment as
well as cost-benefit analysis related to the construction of this airport in the planned area. The
project is in the concession phase, and once the company for the construction of this airport is
found and confirmed, the in-depth EIA procedure will be applied. This project has gained a lot of
attention, as national and international organizations, environmental and not only, have issued
numerous petitions and requests to the media to stop it.
So far, the Vlora airport project has passed the feasibility study process which was
updated at the end of 2019, from where a large part of this analysis is based. The last date for
submission of documents as well as the date of holding the concession was announced during
March 2020. The procedure for the design, construction, operation, maintenance and transfer of
Vlora International Airport, announced in 2019, was postponed twice until its indefinite
suspension due to the pandemic. The bids were reopened in December 2020. According to the
annex dated 10.12.2020, the deadline for opening the bids was 23.12.2020. An economic
operator filed a complaint for modification of the above competition procedure documents. The
request was partially accepted and the relevant explanations were provided to the complaining
economic operator. Also, the deadline for submission of bids was extended again until
01.02.2021 (Open Procurement Albania, 2021). So far (February 2021) there is still no officially
announced winner for the construction of this airport.
The case of the construction of Vlora Airport near a protected area is problematic in terms of
environmental protection. The media has reported that so far, two companies have shown interest
in the construction of Vlora Airport, which are still in the evaluation process. The selection of the
winner is already expected.
This project also received the attention of the European Commission in the Albania
February 12, 2021
Progress Report 2020 on the preparation of EU membership. The European Commission stressed
the fact that the legislation on strategic investments has raised concerns regarding the protection
of biodiversity as it may allow large tourism and industrial investments in protected areas, e.g.
proposed airport in the Vjosa-Narta area. Therefore, the European Commission recommended
that the Albanian authorities take immediate action to review and improve environmental and
strategic impact assessments on existing and planned projects, plans and programs, particularly
in the hydropower, construction, tourism and mining sectors (Department of Administration).

Public, 2020).
Regarding the above, and the importance of this project not only for Build Green Group
as an environmental organization, but also the importance of this project from a national
perspective, this study aims to assess the main impacts on the environment, and on it all
conducting cost-benefit analysis of the construction of this airport in economic, social and
environmental terms to create a clearer idea of what impact this project has and whether the
positive effects on the three pillars of sustainability, namely the social, environmental side and
economic are covered by the development and operation of this project. So this analysis will
answer the following questions:
1. Do the benefits of this project outweigh the environmental costs it incurs?
2. Are environmental impacts reversible based on the benefits this project may have?
The study is structured in several main parts. In addition to the introduction, which
presents the purpose of this analysis, it further elaborates the overall environmental assessment
of the area, identifies environmental, social and economic impacts / problems, identifies the
causes of environmental problems, and finally presents the cost-benefit analysis of the project
and relevant conclusions and recommendations.
February 12, 2021

2. DESCRIPTION OF THE PROPOSED PROJECT AND

LOCATION
The location of the proposed airport for the South of Albania lies at the former Mifol military
airport near the village of Akërni, Novoselë, Vlora. The proposed location for the new airport is
an area near Narta Lagoon, Vlora Saltwater and Vjosa River. More specifically:
 On the south side it borders with Narta Lagoon about 5 km by air protected natural
landscape.
 It is bordered by the coastline about 6.4 km away by air on the west.
 On the east side, about 200 m away, there are some houses recently built after the closure
of the airport (years ‘98-‘99), while the center of Akërni village is located about 500 m
away from the nearest point of the perimeter of the area of the former Mifol airport. The
salt flats are about 3 km away in the air line in the southeast direction.
 It is bordered by the Vjosa River 3.5. km on the air line on the north, while the Vjosa
spillway is located about 10 km away.
The proposed location of the airport is located near Narta Lagoon and is part of the Vjosa-Narta
Protected Landscape Area Fifth Category, which could potentially affect the values of this area
due to emitted noise and the presence of aircraft (which could possibly impacts birds that
populate this lagoon and Vlora salt marsh-flamingo). Referring to the area management plan,
Vlora airport is located in the area " Vjosa-Narta Protected Landscape".
MAP 1: SELECTED PROJECT AREA
February 12, 2021
Source: Author
FIGURE 1. INITIAL PROPOSED PROJECT PLAN
Source: Ministry of Infrastructure and Energy
February 12, 2021

3. OVERALL ENVIRONMENTAL ASSESSMENT OF THE AREA
3.1. PHYSICAL ENVIRONMENT

3.1.1. GEOLOGICAL CONSTRUCTION OF THE AREA
The geological construction of the area includes Quaternary deposits and Pliocene terrigenous
deposits. Quaternary deposits have a significant distribution in the surface of the study area, and
are most widespread in the Vjosa River valley - and in its coastal part. Halocene deposits on the
other hand, have a wide surface distribution and according to the conditions of formation are
divided into two parts with marine and continental formations. Wetlands, clays, siltstones, sand,
peat, etc., are spread throughout the study area. near the former dry swamps as in the vicinity of
the village of Akërni. This belt should also reflect the movement of beaches at different times
and are represented by deposits of the Vjosa River bed: gravel, sand, clay, swarm (Ministry of
Infrastructure and Energy, 2019a).
3.1.2. HYDROLOGY
3.1.2.1.G ROUND WATER

The area is generally poor in groundwater. These waters accumulate in shallow sand deposits
and are of low quality and volume. Water is often provided by hand-dug wells. Groundwater
depth varies from 1-10 m. The main groundwater stream is west towards the Adriatic Sea
(Ministry of Infrastructure and Energy, 2019a).
3.1.2.2. S URFACE WATER : IRRIGATION AND DRAINAGE

The main drainage of the area is the Vjosa River which flows into the Adriatic Sea and the
Shushica River which is also the tributary of the Vjosa River. The low hills on the east of the
complex are associated with the northernmost extension of the Kurvelesh Mountains (Ministry of
Infrastructure and Energy, 2019a). February 12, 2021
3.1.3. METEOROLOGICAL AND CLIMATIC ASPECTS OF THE AREA

The main wind blowing is the sea breeze, very visible especially during the summer. The winter
season is generally dominated by the east wind with an average speed of 3.5 m/s. The main wind
direction is the eastern one (24.4%) followed by the north-eastern direction. Summer is
dominated by the sea breeze with a westerly direction. The main direction is northwest (17.6%)
and west (9.4%). The average wind speed is 4.4 m/s and 5.2 m/s respectively.
The study area is located in the Western Lowlands of Albania and as such it is characterized by
the Central Mediterranean climate zone. Winters are generally mild, with heavy rainfall while
summers are hot and dry. Precipitation falls mainly in the form of rain. Snowfalls are extremely
sparse and of very short duration. Solar radiation as one of the main climatic factors is quite
uniform throughout the area. The average annual value of solar radiation is 1540 kWh/m2. The
highest value is recorded in July (216.5 kWh/m2) while the lowest in December (52.1 kWh/m2).
The maximum annual temperature is reached in July/August around 30.0 ° C while the minimum
in January with 4.8 °C. Due to the limited depth, the thermal regime of the lagoon waters is
similar to the air temperature. The seawater entering the lagoon has a major impact on the
thermal regime, especially near the communication channels themselves. The lowest
temperatures in the lagoon are recorded in the period December-January, while the highest in
July-August. The average annual temperature is 14.9 °C.
THE AVERAGE RAINFALL IN THE AREA REACHES THE FIGURE OF 892 MM PER YEAR. 80%
OF PRECIPITATION FALLS DURING THE WET PERIOD OF THE YEAR (OCTOBER -M AY) AND
ONLY 20% DURING THE DRY PERIOD. THE AVERAGE ANNUAL EVAPORATION VALUE IS 1173
MM (56% OF IT DURING THE HOT PERIOD OF THE YEAR ). THIS VALUE INDICATES THAT
EVAPORATION IS HIGHER THAN PRECIPITATION , A FACT THAT CLEARLY SHOWS THAT THE
ECOSYSTEM NEEDS WATER SUPPLY (MINISTRY OF INFRASTRUCTURE AND ENERGY , 2019A).
3.1.4. LAND USE

According to the territorial classification of the soil, loamy soils cover about 50% of the whole
soil, clay soils about 30% and sandy soils comprise 20%. As noted in the project areas, most of
the land is mainly characterized by humus-poor soils and phosphorus-poor levels. Factors that
contribute to the acceleration of soil erosion are natural (irregular periodicity of rainfall, shallow
soils, steep slope, fragility of soil material) and anthropogenic (such as abandonment of sloping
soils, deforestation, indiscriminate grazing and misuse or poor management). The area where the
construction of the airport is proposed is mainly arable land and not irrigated. The study area is
included in the gray-brown (HK) soil belt. These soils contain 2-4% humus which decreases in
depth. Soils are generally rich in nitrogen and poor in phosphorus. The thickness of the humus
reaches from 10-50 cm. They are enriched by calcium carbonate in the amount of 15-20%, have
good physical qualities, good structure and water holding capacity up to 27%. The composition
of the soil is generally clayey and with deep soils ranging from 0.5-1.5m thick, which creates
suitable conditions for agricultural use. Human activity has caused an indiscriminate exploitation
in this area. This has brought negative impacts on the deterioration of the physical stability of
soils by eroding large masses of soil for construction and other economic activities.
February 12, 2021
Anthropogenic activity is increasingly favoring land damage and misuse. The gray-brown soils
extend over most of the project area. Alluvial soils occupy the surface near the Vjosa riverbed.
These are light and loamy soils. Offshore alluvial soils are replaced by sand dunes where
pedogenic processes are very weak. These lands are very poor and left barren. The area also
consists of saline soils. The salinization of these lands is related to the proximity to the Narta
lagoon and to the infiltration of seawater land into the light lands of the coastal belt (Ministry of
Infrastructure and Energy, 2019).
TABLE 1: LAND USE IN THE VJOSA-NARTA PROTECTED LANDSCAPE AREA
Main habitats Area (in ha)
Ligatina 10,210
Forests 1,167
Agricultural land 7,798
Urban area 277
Airport 286
Total 19,738 ha
Source: Ministry of Infrastructure and Energy (2009)
3.1.5. AIR
Air pollution values are exceeded only in December in Vlora station, where the monitored value
is 53.24 µg/m³ and only in Vlora is 23.6 µg/m³. According to area reports, at the Vlora station
the average annual values monitored are below the EU norm and the average values are 23.06
µg/m³. In Vlora stations the annual monitored values are approximately 50% lower than the EU
norm and air pollution from PM2.5 in the area near the monitoring stations is not a problem.
Regarding SO2 we do not exceed the EU limit value in any of the monitored stations. According
to the report, the air quality monitoring at the location of the proposed airport in Vlora was
not performed. There was no interest, based on the fact that the proposed area is relatively
unaffected by air contaminants (away from industrial areas, away from urban areas and main
road network). Monitoring was conducted in residential areas where air quality is expected to be
more affected by pollution (Ministry of Infrastructure and Energy, 2019a).
3.1.6. NOISE
Exceedances in% of the WHO standard of average noise values in the 4 monitored points during
the day (6:00–23:00) are observed for the city of Vlora. In all monitored points in the city of
Vlora LAeq/Day exceed the WHO standard. The highest exceedance of the WHO standard is in
the monitoring point "Cold Water" with 20.54% while the lowest exceedance of the WHO
February 12, 2021
standard has the monitoring station at "Mosque" with 6.96%. Exceedances in% of the WHO
standard of average noise values in the 4 monitored points during the night (23:00–6:00) for the
city of Vlora. The city of Vlora has an increase in the level of noise during the day (LAeq/Dite)
compared to 2014. From the analysis of noise monitoring it is concluded that the impact of
traffic or any other external factor that causes noise at the time of monitoring can be the cause of
reducing or increasing the level of urban noise in monitored stations (Ministry of Infrastructure
and Energy, 2019a).
3.1.7. WASTE MANAGEMENT IN THE AREA

The amount of urban waste per inhabitant is 0.9kg/person/day. Vlora Region has the largest
amount of inert waste generation followed by Korca Region, which shows that in these two
regions there are many objects’ constructions. The amount of generation decreased in 2016, one
of the reasons for this decrease is the new administrative division which has affected the
improvement of urban waste collection and reporting by the local government which means that
waste is collected and not disposed as before. Vlora Region has the highest value of the amount
of urban waste per capita with 1.5kg/person/day followed by Diber Region 0.9 kg/person/day,
Durres Region 0.9 kg/person/day, Kukes Region 0.8kg/person/day (Ministry of Infrastructure
and Energy, 2019a).
3.2. BIOLOGICAL ENVIRONMENT

3.2.1. FLORA
The Vlora region is home to about 1400 edible plants, which make up 42% of Albania's flora.
The Vjosa-Narta area itself has at least 800 shore plants (25% of the flora of Albania) being an
important area for the flora in Albania. The area of Pishë-Poros (Vlora), is rich in flora and plant
associations. This is a reflection of suitable physical-geographical conditions, topography,
geology, etc. In order for this area to continue to have rich vegetation it must be protected and
not overused. Among the plant associations that have been identified with the relevant status are:
 Tamarici-Calicetum purpurae (VU)
 Juncus maritimus-acutus (VU)
 Limonetum vulgare(VU)
 Ammophilia arenaria-Medicago marina (VU)
The flora of this area is closely related to the habitats that this area contains where natural and
aquatic habitats are included. Natural habitats consist of different types of ecological units
classified according to functional and descriptive criteria such as the presence/absence of water,
February 12, 2021
salinity and physiognomy of vegetation. While aquatic habitats consist of many sub-habitats
such as semi-permanent aquatic ones, drainage and irrigation canals, swamps, freshwater
reservoirs and river bed covered by alluvial forests.
The Vjosa-Narta complex is an area well known for its unique flora and habitat diversity. All
these species constitute an important national feature with special economic and scientific
values. Some species are very rare in Albania, others have important scientific values, and a
large number of species are widely used in economics as medicinal, aromatic, industrial and
decorative plants.
About 25 plant species or 7.5% of the total number of endangered plant species in Albania (330
species in total) are found in the wetland complex. Among them, 9 plants are endangered locally
while two species are endemic to Albania. Of particular interest is the presence of two endemic
species: Orchis albanica and the hybrid form Orchis x paparisti. 67 species are considered
valuable in the Narta area for their economic and scientific values and interest (Ministry of
Infrastructure and Energy, 2019).
3.2.2. FAUNA
The Vjosa-Narta wetland complex is an important habitat for a large number of animals
including insects, fish, amphibians and reptiles, mammals and especially birds. According to
previous studies the wetland complex houses at least 749 vertebrate and pre-vertebrate species.
According to previous studies, Vjosa-Narta is home to at least 390 species of pre-vertebrates
including: Mollusks, Butterflies, Stubborn, Crustaceans and Echinoderms. The most common
butterflies are Tabakja, Cleopatra, Blue butterflies etc. In addition to them, the drier
environments of the area also record large and small orthopedists, winged owls, various ants, etc.
Studies on mollusks have shown that Narta is the habitat of 32 species of mollusks belonging to
the Gastropoda and Bivalvia families.
Narta is an important wetland area for several species of fish. Previous studies, studies which
have included the whole range of habitats (sea, salt water and freshwater) have concluded that
the area is used by at least 102 species of fish. The main species of the lagoon are: Eel (Anguilla
anguilla), Kocja (Sparus aurata), Sea Bass (Dicentrarchus labrax), Mullet (Mugil cephalus) and
Aterina (Aterina sp.).
Narta is home to 9 species of amphibians and 26 species of reptiles. Among the most common
amphibians are Rana balcanica, Hyla arborea, Triturus vulgaris, etc. Among the reptiles the most
common species are Natrix natrix, Elaphe quatrolineata, Malpolon monspensulanum, Testudo
February 12, 2021
hermanni etc.
The complex is an important area for 192 species observed to date but especially for wintering
and nesting waterfowl. The winter counts of 1995-2004 recorded 12,000 - 81,000 individuals
with an average of 34,800 individuals (Fig. 4). Most winterers (about 91% of them) find shelter
in the lagoon waters. The most common birds are Ducks and Bajas. During the nesting season,
Narta returns to the breeding ground for 630-830 pairs of waterfowl. Most (about 88% of them)
are concentrated in Narta Salts.
During the month of January, 2016-2017-2018-2019, AdZM Vlora was involved in the
implementation of the Winter Bird Census, for Narta Lagoon. The winter bird census has as its
main objective - to obtain information every year on the waterfowl populations in the wetlands
of Albania during the non-nesting period (January) of most species, as a basis for the assessment
of wetland areas and monitoring of populations as and monitor the status and conditions of
wetlands in Albania every year (Ministry of Infrastructure and Energy, 2019).
TABLE 2: NUMBER AND SPECIES OF MIGRATORY BIRDS MONITORED IN THE

AREA
INTERNATIONAL WINTER BIRDS CENSUS IN THE LAST YEARS 2016-2019
2016 2017 2018 2019
Total number of individuals 10672 8665 8264 10468

(Narta)
Species 34 41 36 35
Source: Author
In the wetland complex are also registered 32 species of mammals out of 71 species observed in
Albania. The mammal community is dominated by rodents followed by bats and carnivorous
species. For some of the groups (amphibians, reptiles, birds and mammals) the data are almost
complete. Further studies are needed for other groups (especially mollusks, crustaceans, insects,
echinoderms). A large number of species belong to endangered categories nationally and
internationally. The Vjosa-Narta is home to 26 globally endangered species and is thus an area
whose conservation is of worldwide interest. In addition, the complex registers 189 endangered
February 12, 2021
species in Albania, a fact that ranks it in a valuable area which deserves to be carefully
preserved. The importance of the area is also indicated by the presence of 118 protected species
nationally and internationally (Ministry of Infrastructure and Energy, 2019).
Conclusion: The above data clearly show that the Vjosa-Narta complex is a strong point of
biodiversity in Albania.
3.3. SOCIO-CULTURAL ENVIRONMENT

As we have said, the area of the proposed project of the southern airport belongs to Vlora
District. The population of Vlora district has not had large fluctuations, except for prayers and
changes of the population which live in urban and rural areas.
TABLE 3: POPULATION OF VLORA REGION ACCORDING TO INSTAT
Year Men Women Total
2015 96040 92359 188399
2016 95776 92257 188033
2017 95850 92945 188795
2018 95205 94077 189282
2019 94979 94332 189311
2020 94.809 94.113 188.922
Source: Author
TABLE 4: DEMOGRAPHIC DATA OF THE POPULATION AND THE STATUS OF

DWELLINGS IN THE MUNICIPALITY OF NOVOSELA
Population projections
2011 2016 2021 2026 2031
Novosela 8209 8528 8612 8549 8451

February 12, 2021
administrative
unit
Housing Status
Total Apartment inhabited by Apartment Uninhabited or inhabited

persons with habitual intended for by persons not included
residence secondary or in the census
seasonal purposes
Novosela 3477 2333 156 988
Source: Author
The Vjosa-Narta Protected Landscape Area is inhabited by a population of approximately

24,000 inhabitants spread across 18 urban centers. The number of families is about 5,440, with
an average of 4-5 people per family. The average number of inhabitants in urban centers varies
from 573 inhabitants in the village of Skrofotina to 3693 inhabitants in the village of Narta. The
population density in Novoselë is 108 inhabitants/km2 while for the Administrative Unit itself,
the density is only 35.5 inhabitants/km2. The density in the Center Administrative Unit is 189
inhabitants/km2, while in the municipality it does not exceed 49 inhabitants/km2. During the 90's
the average number of births for the Center Administrative Unit was 17.4/1000 inhabitants while
in Novosela 14.2/1000 inhabitants. The population growth rate during the years 1989-1999 is
about 13%. The average annual growth is 360 people per year, one of the highest growth rates in
Albania. Future trends predict a further increase in the number of households and a decrease in
the number of family members. Also, in the vicinity of the proposed area of Vlora are located
these cultural monuments:
 Monastery of St. Mary: 10,000m by air
 Treport Castle and Ancient wall to the sea: 11,500m by air
 Ruins of St. Kolli Church: 15,500m by air
 Town of Armenian: 16,200m by air
 Resmi Qerim Kasaj Apartments: 16.000m air distance

February 12, 2021
Gurzeza Castle: 16,200m by air
 Cakran town: 17.000m by air distance
 Ferro Fetahu apartment: 17,000m by air distance (Ministry of Infrastructure and Energy,
2019).
4. IDENTIFICATION OF THE MAIN ENVIRONMENTAL,

SOCIAL AND ECONOMIC IMPACTS AND PROBLEMS
RELATED TO THE CONSTRUCTION OF VLORA AIRPORT
4.1. ENVIRONMENTAL IMPACTS

4.1.1. IMPACTS ON BIODIVERSITY
The main impact identified in the area from the development of the activity, both during the
construction and operation phase is the impact it will have on the rich biodiversity of the area.
The impact is direct and irreversible. The whole area is distinguished for habitat biodiversity and
richness of flora and fauna. With an area of 42 km2, Narta Lagoon is located in the southern part
of the Vjosa River estuary, one of the only wild rivers in Europe. The proposed location of the
airport is near the Narta Lagoon and is part of the Vjosa-Narta Protected Landscape Area Fifth
Category, which could potentially affect area values due to emitted noise and the presence of
aircraft (mainly impact on birds and birds that populate this lagoon and the Vlora salt marsh
(flamingos) The main impact is directly on the habitat. Among the many habitats that make up
the protected area, it is worth noting the presence of three habitats typical for the region: (i) sand
dunes (ii) lagoon of Narta and (iii) Narta salt flats. This impact is not expected during the
construction phase. However, in the commissioning phase of the airport is expected a significant
impact especially on the birds that populate the Narta lagoon and the migratory birds due to the
location. This impact becomes even more significant considering that the area has the status of a
protected area, the fifth category. Impacts on biodiversity include habitat reduction and habitat
extension; removing birds and killing them; disturbance from pollution, noise and movements of
aircraft/vehicles; and air pollution. Bird escape occurs when aircraft hit birds during their take-
off and landing. According to statistics approximately 85% of bird hits occur from aircraft flying
below 80 m altitude, and up to 40% of bird hits occur along the perimeter of the airport (CAA,
2001). Injury and damage to bird habitats will result from:
 Number of birds near the airport: Airports in an area with a high bird density such as the
Narta Valley, which hosts many migratory birds, are likely to have more bird strikes.
 Bird species near the airport: the possibility of a bird being struck by an airplane, which
depends in part on the altitude at which it flies and the flight forms.
February 12, 2021
 Number of landings and flights of aircraft at the airport.

Pollution from airports and roads can affect animals directly or indirectly. This factor can affect
migration patterns, where birds can travel off course because they are attracted to light. Once
they reach the light source, birds can surround the source, become disoriented and exhausted,
and collide with structures or other disoriented birds. Light pollution can also affect animal
awakening rates, sleep, and lethargy (Rich & Longcore, 2006). Wildlife sensitivity to aircraft
noise, airport ground operations and airport access routes varies greatly from species to species.
Such noise may cause some wildlife - especially forest birds - to avoid areas close to them,
reducing the density of those animal populations (Kaseloo & Tyson, 2004). Animal breeding
success can also be reduced by noise.
MAP 2: DISTANCE OF THE PLACE WHERE THE PROJECT WILL TAKE PLACE
FROM THE PROTECTED AREA "LAGUNA OF NARTA" AND VJOSA RIVER
Source: Ministry of Infrastructure and Energy (2019a)
Aircraft flights can affect birds not only due to noise but also due to their damage by aircraft.
Most bird crashes occur near airports and at low altitudes. The grassy areas surrounding the
airport are a habitat for birds, and provide them with food. They attract all species of birds,
including migratory birds, which land at airports in large numbers as migration time approaches.
February 12, 2021
Impacts on the environment are also expected from the construction phase such as noise, air
emissions, impact on traffic due to increased transport by vehicles, which are considered
relatively sensitive to the area nearby due to the limited possibilities of using alternative transport
roads during the circulation of vehicles on local roads.
The construction of such infrastructure in the area, seriously threatens the ecological integrity of
the area as a result of habitat alienation during the construction phase and disturbance during the
operation phase. This fact is contrary to regulatory and legal norms for protected
areas/landscapes. Based on national and international standards and laws for the management of
protected areas and areas with high natural values, the construction of such works with a
devastating impact on the ecosystem is prohibited.
4.1.2 ACOUSTIC POLLUTION IMPACT

Noise from aircraft and from the traffic, that will be generated from the airport is probably the
most obvious environmental impact of the aviation industry because it is easily perceived and
increased, especially when this happens often. Aircraft noise is generated by both engine and air
movement and is most noticeable during aircraft landing and takeoff. Other noise sources include
noise generated by taxi planes, application of reverse thrust (an optional braking aid during
landing), engine tests, and on-site vehicle traffic. Also, noise impacts can extend to vehicle
traffic to and from the airport, and noise during the construction phase. The effects of noise
pollution on humans include:
 Loss of concentration;
 Sleep disorder;
 Stress, nervousness and inability to control noise;
 Fear of accidents and possible increase in noise frequency;
 Cardiovascular effects;
 Impacts on mental health;
 Prolonged or excessive exposure to noise, which can cause hypertension and ischemic
heart disease;
 Negative effects on performance, for example in reading, school, attention, problem
solving and memory;
 Performance deficits can also lead to accidents;
 Increased aggressive behavior for noise above 80dB;
 The inability to understand speaking in normal conditions, as a major social
consequence of hearing impairment, is considered a serious social disability (WHO,
2005).
Airport and airport-related development will also generate road traffic along the construction
phase due to:
February 12, 2021
 construction workers traveling to and from the country, and due to the transport of
construction materials and waste;
 operational workers traveling to and from the construction site;
 cargo shipments and their receipt;
 passengers arriving and departing from the airport;
 Extra traffic, within the airport boundary, that may be caused by airport vehicles, such as
trucks, fuel trucks, buses and vans transporting passengers around the country.
Noise will have significant effects on the biodiversity of the area and especially on birds. Noise
also affects the breeding and feeding habits of birds and also encourages unnecessary energy
expenditure as they move towards or away from the sound source, thus exposing them to
predators. The impact of noise depends on a number of factors such as volume, duration, location
(e.g. village versus busy road), time of day and noise frequency (i.e low deep noise travels longer
distances and can be felt in building).
4.1.3. AIR POLLUTION IMPACT

The construction of the airport in the area will significantly change the parameters of air
pollution in the area. In the current situation, Vlora does not exceed the air pollution norms, but
with the construction of the airport, the feeling of transport in the area will increase, which is
expected to immediately affect the levels of air pollution in the area. The airport produces air
pollution through a variety of sources:
 Combustion of aircraft fuel, which consists mainly of kerosene-produces nitrogen oxides
(NOx), carbon monoxide (CO), sulfur oxides (SOx), hydrocarbons and particulate matter.
It also emits greenhouse gas (CO2) carbon dioxide. When engines run inefficiently (as
they use only about 30% of available power) a certain amount of kerosene is released.
These volatile fuel droplets are a source of volatile organic compounds (VOCs) and emit
odors.
 When aircraft tires burn during takeoff and (especially) landing, they emit particles (PM).
 Vehicles traveling to and from the airport, and ground service equipment (aircraft and
luggage trucks, fuel and catering trucks, buses and vans carrying passengers, etc.),
produce NOx, CO2, particulate matter and (indirectly) ozone through the combustion of
gasoline and oil.
 Fuel tank tanks and transfer equipment can lead to the issuance of VOCs.
 Aircraft and airport maintenance (aircraft cleaning for example), and emergency and fire
training use complex chemicals that can emit VOCs.
 Construction of airport-related projects can lead to dust, asphalt emissions, etc. (Kenney,
2006).
 IT IS ALSO EXPECTED TO INFLUENCE GLOBAL CLIMATE CHANGE

February 12, 2021
4.1.4. VISUAL POLLUTION FOR THE COMMUNITY

The airport can also have visual impacts. These refer to the impacts of landscape change on
people: on the views people have of their homes, paths, passing cars, and so on. All
developments have a "visual interference area" from which they can be seen, and an
environmental statement should show this on a map. The closer people are to the airport the
greater the visual impact.
4.1.5. IMPACTS ON WATER RESOURCES

The proposed airport has potential impacts on surface water resources. According to the
feasibility study, in the vicinity of the project square there are drainage canals which are
maintained or systematized without affecting their function and the construction of the airport.
During the airport construction phase, as noted in the feasibility study of the Ministry of
Transport and Energy, this impact was assessed as relatively low due to the limited airport area,
the few species in number or their non-special importance in the proposed airport area. However,
a significant impact is expected during the operation phase, meanwhile during the construction
phase, an impact might be the increase the turbulence of rainwater in contact with the
construction site, which joins the surface water of canals or rivers in the vicinity.
In general, there are several ways that airport-related development will affect water quality. First,
construction work can lead to contaminated building runoff, which can affect nearby water
bodies. This is usually taken into account when placing buffer zones around water bodies
(streams, ponds, estuaries, etc.) when machinery is not permitted. Second, during operation,
rainwater that falls on parking lots, building roofs, platforms and highways, and other areas with
solid surfaces will leak or drain (if there is no good drain) into nearby water bodies or waters
underground. Third, airports create a range of potential pollutants, including cleaning agents,
chemicals for maintenance and painting, testing of firefighting equipment, and leaking and
spilling fuel from landfills. Sewage from the operations of an airport usually goes to a sewage
treatment plant.
4.1.6. IMPACTS ON LAND USE

The airport trail passes mostly on poor soils, mostly barren used for grazing. According to the
feasibility report, the impact during the construction phase of this airport according to this
February 12, 2021
alternative is considered low, not significant. The positive impact is that the values of the
surrounding lands will increase much more after the construction of this airport compared to the
current values it has. From this point of view, the construction of the airport in the proposed area
will not affect the quality of the land or create problems in erosion or degradation. However,
based on the existing environmental problems of the study area, the lands are quite at risk from
floods of heavy rainfall and flooding of the Vjosa River. According to the feasibility study, the
project implementation both in the construction phase and in the airport operation phase does not
affect or worsen the existing environmental problems in the project area. Land use in the project
area for agricultural purposes is currently low, as the land is barren or used for grazing. This fact
is also due to the poor agro-agricultural qualities of the soil. As a conclusion, the impact on the
land is great only during the construction phase due to radical structural and developmental
changes of the project. In terms of land the impact will be positive in the context of increasing its
value in the surrounding area.
4.1.7. IMPACTS ON INERT WASTE GENERATION DURING THE CONSTRUCTION AND URBAN
PHASES
According to the feasibility study of the Ministry of Transport and Energy, the construction and
commissioning activity of the Airport is not expected to have a significant impact on the
management of waste generated due to construction activity (inert waste or during the phase of
exploitation, mainly urban waste). The area, however, is currently sensitive to waste
management as it is a reagion, which has generated a lot of waste and has had previous problems
in their management. The development of the project would have a negative impact in this
regard.
4.2. SOCIAL IMPACT

Some houses recently built after the closure of the airport (years ‘98-‘99) are found in an easterly
direction about 200 m away from the study area, while the center of the village of Akërni is
located about 500 m away from the nearest point of the perimeter of the former Mifol airport
area. These houses are most affected by aircraft noise during the construction phase as well as
the use of the airport. There may also be risks of accidents during aircraft landing or take-off
operation, which could endanger residential facilities in the vicinity of the airport. Cultural
objects/monuments are not affected by the construction phase of the airport as none of them is on
the project trail. However, during the operation phase of the aircraft, the estimated risk of
accidents is potentially high. There is a probability that possible accidents can damage any of
these facilities. This impact is estimated to be probable although with low probability. Another
February 12, 2021
issue related to the construction of the airport may be the need to relocate the community to other
unaffected areas, due to the high possible level of noise and the ineffectiveness of mitigation
measures against them. Below is a map of the urban areas affected by the construction and
operation of the project.
4.3 IMPACT ON CULTURAL ASSETS

Cultural and social heritage assets can be affected by the airport in the following ways:
 Transforming the landscape to create roads for the development of the airport;
 Impact on the structure from vibrations from aircraft or road traffic;
 Damage to the vegetation of the protected area and landscapes from air pollution, which
will increase in the area.
Airports and airport-related developments affect the landscape by replacing existing landscape
features, such as trees and habitats, with buildings and infrastructure for services, which will
develop after the construction of the airport and produce pollution at various levels in the area.
At night, runway lights, aircraft and terminals will increase pollution through light. Area animals
can be affected by light sensation.
MAP 3: RESIDENTIAL AREAS NEAR THE AIRPORT
Burimi: Autori
February 12, 2021
4.4. ECONOMIC IMPACT

The total construction costs of this project amount to more than 90 million Euros, with a cost to
the public of 2.5 million Euros per month. Since the project will be given on concession, the
costs are undoubtedly high in this project, as they are not closed only with the construction of the
facility. There are also many costs in terms of its maintenance, and especially for security and
monitoring. The only lower cost is that of land, which is not subject to expropriation as it is state
land.
According to the feasibility study by the Ministry of Infrastructure and Energy, the economic
impact, however, is mainly positive, as the investment will be a catalyst for the economy,
especially for the whole southern part. According to the report and forecasts it is expected a
growth of 10 percent of the area economy, 0.5 percent of GDP per capita and 20-25 percent of
employment at the time of implementation. The investment in this airport will serve for other
investments.
The airport construction process is an opportunity to further open Albania's access and increase
the number of tourists coming from the air. The increase is considered up to 6.3 million tourists
and in relation to 2018, the increase is 10 percent more.
The forecast of foreign and domestic passenger traffic that will use air transport is based on the
forecast of GDP growth. In the feasibility study of the Ministry of Transport and Energy, three
possible scenarios of development and growth of passenger air transport have been raised, the
basic, optimistic and pessimistic one. The Optimistic scenario has taken for granted the increase
in the number of tourist facilities in southern Albania and the attraction of low-cost companies
due to the incentive policies of the new airport. According to this scenario, the saturation of TIA
(Tirana International Airport) will also drive a good part of the growing demand for charter
flights at Vlora Airport. On the other hand, the Pessimistic Scenario has considered the lack of
development of tourist capacities at the same pace as the tourist demand in the area. It also takes
into account any slowdown in the growth of the number of air transport passengers. What is
noticeable is the fact that there are no very significant differences between the three scenarios in
terms of traffic growth, correlation coefficients and GDP growth forecast over the years.
The above costs have taken into account the analysis only through the overall economic costs
of the project, as well as the economic projections based on the intended development of the
project in the future. In the following, other evaluation criteria will be analyzed, above all the
environmental criteria as well as the social criteria.
February 12, 2021

5. COST-BENEFIT ANALYSIS OF THE PROJECT
To make a summary of the main impacts of the project a matrix is built, which identifies all the
impacts of the project as positive or negative, according to the points below:
• Significant negative impact = 2 points
• Significant positive impact = 1 point
• No significant impact = 0 points
The more points accumulated the higher will be the negative impact for that category and
subcategory. The impact matrix is divided into 4 categories, namely "terminal and ground
operations", "flights", "airport access" and "airport-related infrastructure projects". Each of them
is also divided into two subcategories, namely the construction phase and the operation phase.
TABLE 5: SUMMARY TABLE OF THE MAIN EFFECTS CAUSED BY THE AIRPORT

DURING THE CONSTRUCTION PHASE AND DURING THE OPERATION PHASE
Flights Access to the airport Airport related projects

(infrastructure or services)
Operation Construction Operation Construction Operation
1. Air and climate 2 2 2 2 2
change
2. Biodiversity 2 2 2 2 2
3.Economic benefits 1 1 1 1 1
4. Benefits in 1 1 1 1 1
employment
5. Effective land use 1 1 1 1 1
6. Cultural/natural 0 2 2 0 0
heritage
7. Landscape, visual 0 0 0 2 2
pollution
8. Noise 2 2 2 2 2
9. Areas of risk and 2 0 0 0 0
public safety
10. Social impacts for 2 2 1 1 1
nearby communities
February 12, 2021
11. Traffic 0 2 2 2 1
12. Water, its use and 0 0 0 2 2
pollution
13. Waste production 0 0 2 1 2
and management
5.1. SOCIO-ECONOMIC ENVIRONMENT

In the context of sustainability, an airport can only exist if it generates more social and economic
benefits to the country, than harm to human beings and the environment. Moreover, an airport
operates more efficiently when its social social benefit equals its marginal environmental cost.
According to the table above, the environmental costs are equal to the economic costs of the
project, show that there are more negative effects on the community in the long run than positive.
5.2. DEMAND AND SUPPLY OF PROJECT RESULTS

The construction of a second airport in Albania is not related to the request for the presence of a
physical facility, but to that of reducing the ticket price. Mother Teresa Airport best handles the
influx of passengers in relation to the number of inhabitants in Albania. This airport has a
strategic position, as it is almost equidistant from all other cities in Albania. Vlora has in its
vicinity the port, which picks up and carries passengers all year round with very low ticket costs.
So the demand for low cost tickets does not justify the construction of infrastructure very close to
a protected area of category 5.
5.3. TECHNOLOGY OPTIONS

Currently, there is no financial incentive for the industry to develop environmentally friendly
technologies. In fact, spending natural resources in this case to exceed regulatory requirements
could put airlines at a competitive disadvantage.
5.4. ECONOMICS COSTS OF NOISE

A community's noise resistance starts somewhere between 55 and 65 dB DNL, at the highest
level. The airport project has significant economic consequences due to noise exposure in the
February 12, 2021
community. House prices fall about 0.6 percent for every dB of exposure by approx. In addition
to the value of the property, another measure of the cost of noise is the willingness of property
owners to accept the noise in exchange for payment or relocation of their homes. Recognizing
the fact of exposure to different noise levels can form the basis of periodic payments, for
example in the form of reduced property taxes for noise mitigation. The cost-effectiveness of
such payments can be compared to other tools used to address community noise resistance.
Noise also has other social and economic costs associated with vibration, which can quickly
depreciate buildings around the airport, because they are not designed to be built near an airport
and as such have no insulation. The cost of insulating buildings for noise would be additional
economic costs of the project.
5.5. ECONOMIC COSTS OF AIR EMISSIONS

Air emission costs due to flights are not only related to emissions that occur within Albania, but
also to air emission costs in other countries and in the world in the context of climate change.
The site, where the airport is planned to be built, has had no air pollution so far. Generating such
pollution would have immediate consequences on air quality, including the cost of traffic and
circulation, due to the airport and the infrastructure built around it. The economic consequences
of climate change on the other hand are potentially catastrophic. Environmental costs are
estimated in monetary terms; they are based on the relationship between pollution and damage to
human health, vegetation, buildings, climate change and global warming. This method traces the
links between air emissions and adverse consequences, considered as the best proven method for
estimating the social cost of CO2 and N2O emissions. Other pollutants such as fine particles
were not included in the assessment due to the uncertainty of their local and global impact.
Damage caused in flight is associated with emissions such as CO2, CH4, NOx and water vapor
(leading to the formation of clouds), which have a significant impact on climate change. Impacts
from these emissions are also subject to a wide range of potential damages, both due to
ignorance of the physical processes and the various degrees of deduction used to determine the
marginal cost of present value.
5.6. BIODIVERSITY ECONOMICS

Biodiversity requires detailed attention for a number of reasons. Most important of all, is the fact
that Narta Lagoon is a Category 5 protected area, and as such there are many birds, which are
February 12, 2021
potentially endangered by any aircraft flight, not to mention the dangers of noise, lights, and all
the infrastructure, which will be built at the airport, but also around it over time. But in addition,
there are a number of reasons why biodiversity is so important and should be protected at all
costs. First, it provides a wide range of direct and indirect benefits to humans. Second, human
activities have contributed and continue to contribute to high levels of biodiversity loss, which
threaten the stability and sustainability of ecosystems, as well as the provision of goods and
services to humans.
Monetary assessment of biodiversity is anchored in an economic perspective, based on biological

indicators of biodiversity impacts and human well-being. The economic value of biodiversity can
be traced to two main aspects. First, biodiversity can contribute to the production of market
goods. Second, biodiversity is a direct contributor to individual services or well-being: for
example, human satisfaction derived from experiencing nature. Economic assessment of
biodiversity is based on the use of monetary indicators, interpreted by economists as a common
platform for comparing and ranking alternative biodiversity management policies. On the other
hand, physical estimates of biodiversity value are also based on non-monetary indicators. These
include, for example, species and ecosystem wealth indices, which have served as important
valuation tools in defining "endangered species" and "sites of special interest". The economic
assessment of biodiversity is based on an instrumental view of the value of biodiversity. This
means that the value of biodiversity is anchored in a human perspective, interpreted as the result
of the interaction between those who value value, the people and the object of evaluation, and the
resources of biodiversity. In other words, an economic valuation agrees with an anthropocentric
value orientation. In general terms, the value of biodiversity can be assessed in terms of its
impact on providing inputs to production processes, in terms of its direct impact on human well-
being, as well as in terms of its impact on the regulation of ecosystem relationships and functions
with ecological ones. Most economic evaluation studies lack a clear and uniform perspective on
biodiversity, as a separate, unequivocal concept and most of the time the studies end by
evaluating the changes in the levels of biological resources.
Economic assessment of biodiversity is most often studied through clear biodiversity changes,
which are marginal or minor. And finally, the economic assessment of biodiversity results in a
monetary indicator that stands next to physical indicators. It has a strong appeal because it can be
easily adapted to cost-benefit analysis, a fundamental tool for designing effective and widely
accepted biodiversity management policies.
5.7. RISK ANALYSIS

February 12, 2021
The environmental impact of any industry, including aviation, would be reduced if equipment
manufacturers, service providers, and consumers directly faced the full costs of their activities,
including environmental costs. In terms of air transport, this would require industry, consumers
and others who take advantage of a robust air transport system to cover the full cost of
operations. The airport risks having very few flights and those oriented to certain countries,
which will bring a huge environmental, social and economic loss.
6. CONCLUSIONS AND RECOMMENDATIONS
6.1 CONCLUSIONS
The demand for economic growth is not the sole purpose of an activity. Negative impacts, such
as environmental externalities, are often at the heart of public debate.
If we were to evaluate the benefits of this project in relation to the environmental costs we can
say that the construction of the airport would bring more social and environmental costs than
economic benefits.
The average of economic benefit is more than five times the combined emissions of airport
emissions and the social costs of aircraft noise. The increase in traffic in recent years, although it
brings more environmental impacts, still generates more economic benefits than the social costs
of airport emissions and aircraft noise combined.
Cost-benefit analysis brings some other specifics. The social cost of noise is on average three
times higher than the cost of airport emissions (environmental cost). In addition, biodiversity loss
of this project is another potential factor, which adds to the equation of environmental losses and
costs. This question the overall effectiveness of this project. In this case, the social and
environmental costs are much higher than the economic benefits.
The economic benefits of the construction of Vlora Airport can not neutralize the environmental
costs, because the environmental impacts are irreversible in the long run in terms of biodiversity
conservation and loss of balance of the natural ecosystem. It is evident that the project directly
affects the habitat of Narta Lagoon which is under category 5 of the protected area in Albania.
Although at a distance of 5 km from the airport, birds are highly threatened by this activity.
Moreover, the increase in noise level is one of the main expected impacts on the environment.
Not only in the case of the study, but in general the noise of aircraft is considered as one of the
most important environmental concerns affecting the populations living near airports and above
February 12, 2021
all the natural habitat and ecosystem by upsetting its balances. Furthermore, the construction and
operation of the airport is expected to have an impact on the air quality of the surrounding area,
thus increasing air pollution due not only to flights but also due to traffic and increased transport
in the area.
Also, the city of Vlora is one of the counties with the largest production of waste because there
has been a lot of construction in recent years. This fact raises the concern for increasing the level
of waste and the capacity of the county for their management as a result of the development of
this project. Failure to manage them would have a very negative impact on the area and the
surrounding habitat.
6.2 RECOMMENDATIONS
All costs and benefits mentioned in the above section, should be taken into consideration by the
government in relation to environmental goals and air transport policies. It is recommended that
the government should change the terms of the concession, ie relocate the construction site of the
airport to a distance of studied from the protected area habitat, without compromising it.
The relocation of the project site should be undertaken based on a comprehensive,

interdisciplinary study, in order to determine the amount of marginal costs of environmental
protection policies, the full economic benefits of providing transport services, cost reduction (in
terms of noise, emissions and loss of biodiversity), financial incentives to encourage the
development and use of engines with as few emissions as possible that do not exceed regulatory
standards.
Also, extensive consultation with environmental experts and stakeholders is needed to ensure the
effectiveness and efficiency of infrastructure investments in the country, according to the
principles of sustainable development.
February 12, 2021

REFERENCES
1. Municipality of Vlora (2016). Vlora Development Plan (in Albanian). Retrieved from:
http://bashkiavlore.org/2016/12/10/plan-zhvillimi-vlore/ (accessed 10.02.2021).
2. Civil Aviation Authority (2001). ‘Emissions’. Retrieved from:
http://www.caa.co.uk/default.aspx?catid=68&pagetype=90&pageid=52 (accessed
10.02.2020).
3. Department of Public Administration (2020). Report on Albania 2020 (in Albanian).
Retrieved from: http://dap.gov.al/publikime/dokumenta-strategjik/63-progres-raportet
(accessed 10.02.2021).
4. ASIG National Geoportal (2021). Home. Retrieved from: https://geoportal.asig.gov.al/
(accessed 10.02.2021).
5. INSTAT (2021). Demographic indicators (in Albanian). Retrieved from:
http://www.instat.gov.al/al/temat/treguesi-demografik% (accessed 10.02.2021).
6. Kaseloo, P.A. & Tyson, K. O. (2004). Synthesis of noise effects on wildlife populations,
report for US Department of Transportation. Retrieved from:
http://www.fhwa.dot.gov/ENVIRonment/noise/effects/ (accessed 10.02.2021).
7. Kenney, M. (2006). ‘Airport sources of air emissions’, talk to Technology Transfer
Program, University of California, Berkeley, Retrieved from:
http://www.techtransfer.berkeley.edu/aviation.pdf (accessed 10.02.2021).
8. Ministry of Infrastructure and Energy (2019). Protected Landscape "Vjosa-Narta".
Retrieved from: https://www.infrastruktura.gov.al/wp-content/uploads/2019/12/AL-
PEISAZH-I-MBROJTUR-VJOSE-NARTE.pdf (accessed 10.02.2021).
9. Ministry of Infrastructure and Youth (2019a). Feasibility study. Retrieved from:
https://www.infrastruktura.gov.al/wp-content/uploads/2019/12/AL-STUDIM-
FIZIBILITETI-VIA.pdf (accessed 10.02.2021).
10. Open Procurement Albania (2021). Concession / PPP for design, construction, operation,
maintenance and transfer of Vlora International Airport (VIA). Retrieved from:
http://openprocurement.al/en/concession/view/id/25 (accessed 10.02.2021).
11. Rich, C. & Longcore (2006). T. Ecological Consequences of Artificial Night Lighting,
Island Press, Washington DC.
12. World Health Organisation (2005). WHO air quality guidelines global update 2005.
February 12, 2021
Marrë nga: http://www.euro.who.int/.pdf (accessed 10.02.2021).

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EIA_VLORA AIRPORT CONSTRUCTION REPORT

Technical Report · March 2021

Tirana air quality analysis post COVID-19 View project

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VLORA AIRPORT CONSTRUCTION

2. DESCRIPTION OF THE PROPOSED PROJECT AND LOCATION..............................7

3. OVERALL ENVIRONMENTAL ASSESSMENT OF THE AREA ...................................9

3.1. Physical environment ........................................................................................................9

3.1.2. Hydrology ..................................................................................................................9

3.2. Biological environment ................................................................................................... 12

4. IDENTIFICATION OF THE MAIN ENVIRONMENTAL, SOCIAL AND ECONOMIC

4.1. Environmental impacts ................................................................................................... 17

4.1.2 Acoustic pollution impact .......................................................................................... 19

4.1.5. Impacts on water resources ....................................................................................... 21

5. COST-BENEFIT ANALYSIS OF THE PROJECT .......................................................... 25

5.1. Socio-economic environment .......................................................................................... 25

5.4. Economics costs of noise ................................................................................................ 26

6. CONCLUSIONS AND RECOMMENDATIONS .............................................................. 29

6.1 Conclusions ..................................................................................................................... 29

February 12, 2021

EIA-Environmental Impact Assessment

TIA-Tirana International Airport

VOC-Volatile organic compounds

Table 3: Population of Vlora Region according to INSTAT................................................................................... 15

Map 3: Residential areas near the airport............................................................................................................... 23

in the hydropower, construction, tourism and mining sectors (Department of Administration).

1. Do the benefits of this project outweigh the environmental costs it incurs?

February 12, 2021

2. DESCRIPTION OF THE PROPOSED PROJECT AND

MAP 1: SELECTED PROJECT AREA

February 12, 2021

FIGURE 1. INITIAL PROPOSED PROJECT PLAN

Source: Ministry of Infrastructure and Energy

February 12, 2021

3. OVERALL ENVIRONMENTAL ASSESSMENT OF THE AREA

3.1. PHYSICAL ENVIRONMENT

3.1.2.1.G ROUND WATER

3.1.2.2. S URFACE WATER : IRRIGATION AND DRAINAGE

3.1.3. METEOROLOGICAL AND CLIMATIC ASPECTS OF THE AREA

3.1.4. LAND USE

TABLE 1: LAND USE IN THE VJOSA-NARTA PROTECTED LANDSCAPE AREA

Main habitats Area (in ha)

Agricultural land 7,798

Urban area 277

Source: Ministry of Infrastructure and Energy (2009)

3.1.7. WASTE MANAGEMENT IN THE AREA

3.2. BIOLOGICAL ENVIRONMENT

 Tamarici-Calicetum purpurae (VU)

 Juncus maritimus-acutus (VU)

 Ammophilia arenaria-Medicago marina (VU)

TABLE 2: NUMBER AND SPECIES OF MIGRATORY BIRDS MONITORED IN THE

INTERNATIONAL WINTER BIRDS CENSUS IN THE LAST YEARS 2016-2019

2016 2017 2018 2019

Total number of individuals 10672 8665 8264 10468

3.3. SOCIO-CULTURAL ENVIRONMENT

TABLE 3: POPULATION OF VLORA REGION ACCORDING TO INSTAT