CONCEPT ESIA Gum Air Heliport Jul2015 Sugrema Consultancy

Environmental and Social Assessment

Report (ESIA)

Gum Air Heliport

Sugrema Consultancy

July 2015

Address: Weg naar Peperpot 293 - Commewijne

Paramaribo - Suriname

WWW.SUGREMA.COM

Tel.: 597 8626594

2 | E S I A R e p o r t G u m A i r H e l i p a d

Table of Contents 1. Introduction .............................................................................................................................................. 5

1.1 Background ......................................................................................................................................... 5

1.2 Purpose ............................................................................................................................................... 5

1.3 Scope ................................................................................................................................................... 6

1.4 Site Configuration ............................................................................................................................... 6

1.5 Construction activities ........................................................................................................................ 8

1.6 Operations activities ........................................................................................................................... 9

2. Regulatory framework ............................................................................................................................ 11

2.1. General ............................................................................................................................................. 11

2.2 Licenses ............................................................................................................................................. 11

2.3 Legal requirements, international agreements and standards ........................................................ 11

4. Description of the affected environment ............................................................................................... 15

4.1 Physical environment .................................................................................................................. 15

4.2 Climate and meteorology ................................................................................................................. 15

4.2.1 Climate ....................................................................................................................................... 15

4.2.2 Meteorology............................................................................................................................... 16

4.2.3 Windspeed .......................................................................................................................... 17

4.2.4 Climate change ........................................................................................................................... 17

4.2.5 Air Quality .................................................................................................................................. 17

4.2.6 Geology ...................................................................................................................................... 18

4.2.7 Topography ................................................................................................................................ 19

4.3 Geomorphology and Soils ................................................................................................................. 20

4.3.1 Coastal Geomorphology ............................................................................................................ 20

4.3.2 Soils ............................................................................................................................................ 20

4.3.3 Hydrology ................................................................................................................................... 21

4.4 Biological Environment ..................................................................................................................... 23

4.4.1 Land Use and Vegetation ........................................................................................................... 23

4.4.2 Flora ........................................................................................................................................... 23

4.4.3 Fauna .......................................................................................................................................... 23

4.4.4 Protected Areas ......................................................................................................................... 26

4.5 Socio-Economic Conditions ............................................................................................................... 27


4.5.1 History and Archaeology ............................................................................................................ 27

4.5.2 Population and Demographics ................................................................................................... 29

4.5.3 Population Density and Growth ................................................................................................. 29

4.5.4 Ethnicity and Religion................................................................................................................. 31

4.5.5 Employment and Income ........................................................................................................... 32

4.5.6 Livelihood Activities ................................................................................................................... 34

4.5.7 Other Activities in the Area ........................................................................................................ 36

4.5.8 Recreational Fisheries ................................................................................................................ 37

4.5.9 Oil Exploration ............................................................................................................................ 37

5. Assessment of the environmental and social impacts ....................................................................... 39

5.1 General approach to the ESIA process .............................................................................................. 39

5.2 Potential issues and impacts identified ............................................................................................ 39

5.3 Methodology ..................................................................................................................................... 40

5.4 Impact assessment ............................................................................................................................ 42

5.4.1 Noise .......................................................................................................................................... 42

5.4.2 Soil .............................................................................................................................................. 44

5.4.3 Water quality ............................................................................................................................. 45

5.4.4 Air quality ................................................................................................................................... 47

5.4.5 Biological environment .............................................................................................................. 48

5.4.6 Historical and cultural monuments............................................................................................ 48

5.4.7 Socio- economic component ..................................................................................................... 48

6. Stakeholder engagement .................................................................................................................... 51

7. Environmental Management Plan ...................................................................................................... 52

8. Conclusions and Recommendations ................................................................................................... 52

References .............................................................................................................................................. 54

Appendices .................................................................................................................................................. 55

Annex 1. FIRM Engineering Geotechnical Investigation Report ............................................................. 56

Annex 2 Annex 6. Detailed helipad and platform approved designs ................................................... 56

Annex 7. Oil-water separator .................................................................................................................. 56

Annex 8. Overall Helipad platform.......................................................................................................... 56

Annex 9. Site Survey (Master Layout Map)............................................................................................. 56

Annex 10. Aviation license ...................................................................................................................... 56


Annex 11. Noise Measurements Proposed Heliport Gummels Noise Effect Report .............................. 56

List of tables

Table 1. National legislation considered for this project ............................................................................ 12

Table 2.International environmental conventions to be considered for the project ................................. 13

Table 3.National and international standards and guidelines to be considered for the project ............... 13

Table 4. Noise standards ............................................................................................................................. 13

Table 5. Discharge waste water standards ................................................................................................. 14

Table 6. Average Monthly Rainfall (Weg naar Zee Station) ........................................................................ 16

Table 7. Soil Specifications in the Weg naar Zee Area (Noordam, 2007) ................................................... 21

Table 8.Observed bird species in the Weg naar Zee area (P-all Projects, 2013) ........................................ 25

Table 9. Fish species Found in the Brantimakkaweg Canal (P-all Projects, 2013, verified with NZCS) ....... 26

Table 10. Archeologically Important Sites in the Weg naar Zee area ......................................................... 28

Table 11.Population by Age and Sex in the Weg naar Zee Resort (ABS, 2004) .......................................... 31

Table 12.Religion in the Weg naar Zee Resort (ABS, 2004) ........................................................................ 32

Table 13. Occupation of inhabitants of resort Weg naar Zee (ABS, 2004) ................................................. 33

Table 14. Business Interests in Paramaribo (ABS, 2007) ............................................................................ 34

Table 15. Number of farms in Weg naar Zee Area ..................................................................................... 35

Table 16. Criteria for the determination of the consequence of an impact ............................................... 40

Table 17. Determination of the consequence ............................................................................................ 41

Table 18. Probability classification .............................................................................................................. 41

Table 19. Significance value ........................................................................................................................ 41

List of figures

Figure 1 Outline of the heliport site configuration ....................................................................................... 7

Figure 2 Proposed Flight Operations and Schedule .................................................................................... 10

Figure 3. General area of Gummels Airfield ............................................................................................... 15

Figure 4 Outline of the major physiographic regions of Suriname (ATM, 2013) ........................................ 18

Figure 5. Geological Map of the Weg naar Zee area (P-all Projects, 2013) ................................................ 19

Figure 6. Historical map and the current coastline (Landsat 2002 and Google 2009) ............................... 20

Figure 7.Cross Section through the Northern Part of Weg naar Zee (Noordam, 2007) ............................. 21

Figure 8. Hydrology of the Weg naar Zee Area (adapted from P-all Projects, 2013) ................................ 22

Figure 9. Proposed Buffer Zone for Mangrove Coastal Protection ............................................................ 27

Figure 10. Archeologically Important Sites in the Weg naar Zee Area (P-all Projects, 2013) ..................... 28

Figure 11. Administrative Resorts of Paramaribo ....................................................................................... 30

Figure 12. Proposed Dike Construction in Paramaribo (adopted from Lievense (2009)) ........................... 37

Figure 13. Proposed Onshore Drilling Locations in Weg naar Zee (adapted from P-all Projects, 2013) .... 38

Figure 14. The ESIA process ........................................................................................................................ 39


1. Introduction

1.1 Background

Gum Air is a family owned company located at the Zorg & Hoop airfield in Paramaribo, Suriname.

Gum Air has been in business for 40 years and has vast experience in bush flying, operating to

every single airfield in Suriname. Gum Air serves mostly tour operators, mining businesses, local

villages, medical cases and government support flights. They own a fleet of 11 aircraft, consisting

of 3 types of aircraft varying from 5 seats to 19 seats. Gum Air has also experience in ticketing,

ground handling, maintenance, refueling and passenger handling. Their policy notes that all

personnel working for Gum Air should have a safe place to work, and go home safely. Gum Air

considers protecting the environment, and respecting the communities where their work is

implemented.

Gum Air has also an existing air strip (Gummels Airstrip) located at the north of Paramaribo at

the Gummelsweg road which is a private road along the Kwattaweg road. The Gummels Airstrip

is a privately owned land and needs to be upgraded.

Until now, no suitable facilities are currently available in Suriname to support helicopter

operation requirements for various companies especially offshore drilling companies. Tullow

Suriname B.V. started with a Helipad Constraints Study published in June 2014. Within this study

it was apparent that Gummels airstrip is suitable for heliport activities. However, Tullow

Suriname B.V. changed the plan to build the heliport and proposed Gum Air to continue with the

heliport plan construction.

Therefore, this environmental and social assessment is developed in order to safeguard the

environment where the helipad activities will be taken place. After the approval of the Screening

Report, NIMOS stated in this report that the project needs to conduct a Category B, traject 2

which is a limited ESIA study. It needs to be noted that the Helipad Constraints Study Report of

Tullow Suriname B.V. published in June 2014 and the Scoping Report published in May 2015 will

be used extensively for the ESIA inclusive the baseline study and the impact assessment.

1.2 Purpose

The purpose of the project is to upgrade Gummels Airstrip to a suitable facility where helicopters

can land and take off and support scheduled air services, complete with hangars, fuel and aircraft

maintenance capabilities according to (inter)national aviation standards considering

environmental, health and safety requirements.


1.3 Scope

Objective and scope of the ESIA is to safeguard the environment due to the location,

construction and operation of the helipad.

1.4 Site Configuration

The heliport site configuration is presented in Figure 1. Geotechnical surveys have been

completed in May 2014 by Firm Engineering. The geotechnical investigations had been executed

in order to obtain information on the physical properties of soil around the site respectively the

dynamic probe test to determine the penetration resistance of soil and soil test to determine the

water table and type of soil. The results are written in the geotechnical investigation report

presented in Annex 1. Also designs for foundations and earthworks for the proposed structures

are developed. Annex 2 until annex 6 presents the detailed helipad and platform layout

specifically the overall layout, layout with NSP points, layout with the platform and service shop,

layout with the heliport protection zone.

Considering the helipad and platform layout the hangar will be used to store and maintain two

helicopters. An office, utility shed and a car park adjacent to the hangar will be constructed. The

office space consist of, but not be limited to, administration office, check in area, pre-flight

briefing room, canteen, control room and toilet/changing/shower facilities. Depending on final

site configuration there may be a requirement to build a road parallel to the exiting grass landing

strip or perhaps upgrade the landing strip to accept vehicular traffic. Heli-fuelling will be done

using a dedicated fuel truck rather than building a dedicated fuel tanks /pumping facility on

location. Therefore, also an oil-water separator will be built (Annex 7).

Figure 1. Outline of the heliport site configuration

Figure 1 Outline of the heliport site configuration


1.5 Construction activities

The activities of the construction phase described in the following:

1. Annex 8 shows what is actually on location and assembled through the output of the

following activities:

a. The removal of the top layer (grass) of the site;

b. Leveling the site contains embankments and cuttings;

c. Muting an existing ditch (ditch);

d. The expansion of the building (construction window) and the height gauge;

e. The pouring of the concrete floor slabs, including openings for the lights;

f. Pouring foundations for an network information system (NIS) for electricity and

windsock

g. The installation of the lighting;

h. The application of sewage works, including an oil-water separator; and

i. The application of sand embankments

2. Surveys.

The following measurements are made in connection with the manufacture of the design:

a. Site survey (Annex 9); measurement of the design area as well as in heights;

b. Geo survey and soil drilling for the determination of the structure of the soil in layers;

and the load capacity, respectively (see Annex 1);

c. Oil-water separator (Annex 7). The refueling of helicopters on the platform has been

taken into account in the design. Possible oil spills should be considered and collected.

Therefore both places where refueling takes place, will be transferred to towards the

ZW. Against the edge of the ZW platform, a V-gutter which captures all of the water

and discharged this via OWS to the adjacent gutter.

3. Approved design (Annex 2 until annex 6). In addition to which is already at location the

following work schedule is planned for the execution of the following activities:

a. The construction of a boundary for the site in accordance with the guidelines of ICAO.

b. The construction of a hangar with office facilities at the platform of the east side. The

hangar will serve as a place for helicopters and also the place where maintenance

work will be carried out. The office facility will conduct activities for the operations as

well as for managing passengers such as check in and payments.


c. The structure is a steel construction built on a reinforced concrete foundation slab.

The envelope consists of sandwich panels or may not be provided with window and

door openings.

4. The construction of supporting functionalities such as:

a. Pump truck stand

b. Fire fighting trailer stand with a roof

c. Parking facilities on the east side of the hangar;

d. Upgrading access road to the facility

5. The disposal of construction waste from the site is done on a daily basis.

1.6 Operations activities

In addition, every two weeks there is another 20 or 40 foot container transported from the

Paramaribo Port to the car parts storage facility at the airfield turn-off on the Gummelsweg road.

Daily traffic includes residential traffic and some mobile agricultural equipment (primarily

tractors).

The overall project is to create a heliport adjacent to the already licensed grass runway able to

handle 600 to 1000 passengers per month (in/out, including transit). The heliport will be

equipped with all the necessary facilities in order to support the operation of two large

helicopters (e.g. S92 type) with a 24/7/365 VFR Capability. The heliport will comprise all the

necessary services and premises for the passengers processing/transiting as well as offices and

different storage. It is anticipated to operate three to five times a week (with 24/7 emergency

capability) and each day of operation will include at least two take offs and two landings. Figure

2. outlines the proposed daily flight schedule of helicopter operations in Suriname.


Figure 2 Proposed Flight Operations and Schedule

Note: JAP: Johan Adolf Pengel International Airport


2. Regulatory framework

2.1. General

Suriname does not have an approved national environmental policy and laws or regulation on

environmental management. The Draft Environmental Act 2002 defines the rules for

environmental management and the promotion of sustainable development in Suriname.

However, environmental protection is stated in the 1987 Constitution of the Republic of

Suriname. Suriname is governed in terms of the 1987 Constitution of the Republic of Suriname,

reformed in 1992, which provides for a legal basis for the countrys environmental policies. Article

6g states that the social objective of the State is directed towards the creation and stimulation

of conditions necessary for the protection of nature and the maintenance of ecological balance.

The ESIA process will be guided by the National Institute for Environment and Development in

Suriname (NIMOS) ESIA guidelines and the World Bank standards. The World Bank Group

standards and guidelines include environmental and social guidelines and standards that relate

to the implementation and scope of the ESIA process. Where applicable, the application of these

standards and guidelines will be used.

2.2 Licenses

According to Gum Air the following licenses are obtained in order to execute their activities:

Economische Vergunning Gum Air obtained from the Ministry from Transport,

Communication and Tourism.

Vergunning voor verkoop vliegtuigbrandstof en smeermiddelen obtained from the

Ministry of Trade and Industry.

Exploitatie vergunning heliport obtained from the Ministry Transport, Communication

and Tourism.

Air Operator Certificate obtained from CASAS

2.3 Legal requirements, international agreements and standards

The most relevant legislation concerning environmental management in Suriname that is

applicable to the proposed construction and operation of the Helipad is the Hindrance Act

(Hinderwet, 1930, 1944, and 1972) which defines the permit requirements to control noise, air

quality, pollution of soil, water and health risks for industrial projects. The permits are issued and

enforced by local District Commissioners. The Act is applicable to the proposed helipad project

as the construction and operation of the helipad will generate noise, waste and other emissions.


However, it needs to be noted that Gum Air already obtained the aviation license October 24th,

2014) at as enforced by the Act for Safety and Security of Civil Aviation (SB 2002, nr 24). A copy

of this permit is presented in Annex 10 and the list of permits obtained is presented in previous

paragraph. Table 1. gives an overview of national legislation considered for the project; table 2

presents the relevant conventions and table 3 gives an overview of the international standards

to consider.

Table 1. National legislation considered for this project

Name of the Act or Law Purpose Responsible Ministry

1. Act for Safety and Security of Civil Aviation (SB 2002, nr 24)

This act promotes the civil aviation and its development inclusive the safety, security, economic development and environment. The act also promotes the implementation of bilateral and multilateral agreements.

Ministry of Transport, Communication and Tourism

2. Act regulating Exploitation Permits of Approved Aerodromes (SB 2006 nr 92).

This act regulates the issuance, revocation, modification, suspension or approval for transfer of an operating permit for a designated aerodrome.

Ministry of Transport, Communication and Tourism

3. Hindrance Act (G.B. 1930 no 64 amended by S.B.2001 no. 63.)

Article 1 state that it is prohibited to establish an enterprise which can cause danger, damage or hindrance without a permit from the District Commissioner (DC).

Ministry of Regional Affairs

4. Police Criminal Law (G.B. 1915 no 77 amended by S.B.1990 no. 24)

Article 39a states that it penalizes the disposal of waste in public places.

Ministry of Justice and Police

5. Nature Protection Law. G.B. 1954 no. 26, z.l.g. bij S.B. 1992 no. 80.

This law regulates the protection and conservation of natural monuments; prohibiting the infliction of damage to a nature reserve.

Ministry of Physical Planning, Land and Forest Management

6. Hunting Act 1954 (G.B. 1954 no. 25, z.l.g. bij S. B. 1997 no. 73).

This act regulates the protection of fauna and the regulation of hunting.

Ministry of Physical Planning, Land and Forest Management

7. Building Act 1956 (G.B. 1956 no. G.B. 1957 no. 67, G.B. 1972 no. 96, S.B. 1980 no. 116, S.B. 2002 no. 72).

This act regulates the adoption of building codes.

Ministry of Public Works


8. Building State Order 1956 (G.B. 1956 No. 30) (G.B. 1956 no. 108; G.B. 1970 no. 67, S.B. 2002 no. 93).

This state order regulates the implementation of Article 1 and 3 of the Building Act.

Ministry of Public Works

Source: http://www.dna.sr/wetgeving/

Table 2.International environmental conventions to be considered for the project

Name of the convention Purpose Responsible Ministry

Basel Convention on the Control on the Trans-boundary Movement of Hazardous Waste and their Disposal.

The Convention aims to protect the environment and human health as well as the minimization of the generation of hazardous waste and other substances.

Ministry of Labour, Technological Development and Environment

Ramsar Convention on Wetlands of International Importance especially as Waterfowl Habitat

The Convention aims to conserve and manage water ecosystems.

Ministry of Spatial Planning, Land- and Forest Management

Convention on Biological Diversity

The Convention aims to conserve the biodiversity and promotes sustainable use of the biodiversity components.

Ministry of Labour, Technological Development and Environment

Source: Milieugerelateerde verdragen geratificeerd door Suriname. NIMOS 2012.

Table 3.National and international standards and guidelines to be considered for the project

Name of guideline or standard Purpose Responsible organization

NIMOS 2009 Environmental and Social Impact Assessment Guidelines.

This volume contains general guidelines for determining the need for an EA, the nature and extent of the analysis required and the procedure that should be followed in conducting an EA.

NIMOS

Standards for environmental management.

To provide guidance users on environmental health and safety issues in specific industry sectors.

World Bank (WB) and International Finance Cooperation (IFC)

Noise level standards Noise prevention and mitigation (see table 4)

World Bank (WB) & International Finance Cooperation (IFC)

Discharge standards for waste water (see table 5)

World Bank (WB) & International Finance Cooperation (IFC)

Source: 1. www.ifc.org/ehsguidelines; 2. Richtlijnen voor Milieu effecten Analyse Deel 1: Algemene Richtlijnen 2007.

Table 4. Noise standards

Noise level at One hour LAeq dB(A)

Receptor Type Day time (07h00 22h00)

Night time

(22h00 07h00) Receptor, institutional, educational 55 45 Industrial, commercial 70 70

Source: www.ifc.org/ehsguidelines


Table 5. Discharge waste water standards

Pollutants Units Guideline Value

pH pH 6 - 9

BOD Mg/l 30

COD Mg/l 125

Total nitrogen Mg/l 10

Total phosphorus Mg/l 2

Oil and grease Mg/l 10

Total suspended solids Mg/l 50

Total coliform bacteria Most Probable Number/100ml

400 (Not applicable to centralized, municipal, wastewater treatment systems which are included in EHS Guidelines for Water and Sanitation).

Source: www.ifc.org/ehsguidelines


4. Description of the affected environment

The Helipad Constraints Study Report of Tullow Suriname B.V. is published in June 2014 and is

used extensively for the following baseline study.

4.1 Physical environment

The proposed project aims to construct a facility for helicopter departures, arrival and handling.

The study site is located at the north-west tip of the airstrip on private land belonging to the

Gummels family in Paramaribo. The Gummels airfield (figure 3) is located in the Weg naar Zee

area, between reclaimed land in the north (adjacent to the Graanoogst agricultural farm), the

Washingtonstraat in the east, and the Kwattaweg road to the south.

Figure 3. General area of Gummels Airfield

4.2 Climate and meteorology

4.2.1 Climate

Suriname has a Tropical Rainforest Climate (Af) with constant high temperatures of 18C or

higher, according to the Kppen classification. The mean annual temperature in Paramaribo is

27.3C with a daily range of 7 to 10C.


The relative humidity is 80% in Paramaribo and can increase during the night to 100% and

decreases during the day to 60%. High temperature together with high relative humidity results in a high cloud cover in North Suriname. The average rainfall annually ranges between 1,750 and 2,500 millimetres, and exceeds 60

millimetres in the driest month. Near the coastal shoreline the climate becomes drier with an

average rainfall below 60 millimetres in the driest month. Kppen classifies this as a Tropical

Monsoon Climate (Am).

Data was gathered from the closest weather station to the study area at Polder, Weg naar Zee

area, located approximately five kilometres west from the study area. The total annual rainfall

(and pattern) at Weg naar Zee does not differ significantly from that of Paramaribo (Table 6).

Table 6. Average Monthly Rainfall (Weg naar Zee Station)

4.2.2 Meteorology

The weather is mainly determined by the northeast and southeast trade winds, which pass over Suriname two times a year, resulting in four distinguished seasons:

Long rainy season, the end of April to mid-August

Long dry season, mid-August to early December

Short rainy season, early December to early February

Short dry season, early February to the end of April

As part of northern Suriname, the study area is dominated by winds coming from the northeast

direction from February to April and winds from the southeast between July and September.

The wind direction in the remaining months vary between northeast and southeast

(Scherpenzeel, 1977; as cited in P-all Projects, 2013).


4.2.3 Windspeed

Wind speeds are mostly calm, between five and eight metres per second, but it is expected that

wind speeds are reaching the high end in the study area because of the close proximity to the

coast. Wind speeds are stronger in the short dry season and in periods when seasons change.

Wind speeds of 20 to 30 metres per second are recorded during thunderstorms, usually occurring

for a period of several weeks in July and August at the end of the long rainy season. Wind speeds

are unavailable for the study location or the wider area of Weg naar Zee (Personal

communication, Meteorological Department).

4.2.4 Climate change

The months of September and October (within the long dry season) and March and April (within

the short dry season) have become wetter during the period 1961-1985, and the months of July

and August (within the long rainy season) and January (within the short rainy season) have

become dryer during the same period (Nurmohamed, 2008).

Since 2005, flooding occurs more in Paramaribo because current rainfall intensity exceeds the

historic peak rainfall rates. Flooding is likely to increase because of the limited capacity of the

current system to drain water out of Paramaribo. There is also evidence that the water levels in

the ocean are rising: from data of 2007 compared to historical data of 1987-2005 as analyzed by

the Marine Authority of Suriname (Lievense, 2009). However as stated in Section 6.4, this area

is unlikely to experience heavy flooding, based on a review of the available evidence. The

proposed helipad area is located near a vulnerable coastline. The Weg naar Zee area coast is

protected from erosive action of the sea by mangrove forests along approximately nine

kilometers of coastline (2.5% of the Suriname coastline). This coast is not only potentially facing

sea level rise but also threats from land clearing (for agriculture), which may lead to significant

erosion and the intrusion of saltwater inland. Should this happen, the farmers will no longer be

able to produce their crops under the current farming systems. Even though the average under

production per farmer is low, the production and sale of vegetables has an important impact on

the family income of these people (ATM, 2013).

4.2.5 Air Quality

The Weg naar Zee area does not have any significant sources of air pollution. Release of emission

in the air comes from local traffic, agricultural activities and some fires of excess vegetation in the dry season. These emissions are relatively low and are readily dispersed by the north east winds (P-all Projects, 2013).


4.2.6 Geology

Geologically, Suriname can be divided into four geographical zones (Figure 4):

Area 1: Precambrian shield area or Hill and Mountain land, comprising approximately 80% of the country (Area 1); Area 2: Cover landscape, also known as the Savannah belt, developed during the late Tertiary (Area 2); Area 3: The old coastal plain, consisting of: 3a - old sandy ridges and sea clay flats formed during the Pleistocene; 3b - old swamps developed during the Early Holocene; and

Area 4: The young coastal plain formed during late Holocene.

Figure 4 Outline of the major physiographic regions of Suriname (ATM, 2013)

The study area is located in the Young Coastal Plan. The Young Coastal Plain is formed by marine

deposits during the Holocene, approxi mately 11,700 years ago. Deposits in the wider area of


Weg naar Zee are from the Coronie formation and consist of the Comowine phase (1000 years ago to present), Moleson phase (2,500-1,300 years before present) and the Wanica phase (6,000-3,500 years before present). The youngest deposits during the Comowine phase consist of marine clay and fine (shell) sand. The oldest deposits in the area, the Wanica phase, consist of marine clay and fine sand.

The study area lies in an array of marine clay and fine to medium shell sands deposited during

the Moleson Phase (see Figure 5).This figure gives an overview of the clays (dark colour) and shell

sands (lighter colour) of the Moleson phase deposits.

Figure 5. Geological Map of the Weg naar Zee area (P-all Projects, 2013)

4.2.7 Topography

The elevation of the clay flats is usually around one meter above mean sea level, while the

ridges may rise to three meters above the level of the nearby clay flats.


4.3 Geomorphology and Soils

4.3.1 Coastal Geomorphology

The Suriname coast is subjected to an active geomorphologic development, which is determined

by a system of cyclic accretion and erosion. Both are linked to the presence of mudflats and mud banks, which continuously migrate to the west by rather complex mechanisms. Migration of

sediment is driven by the combined action of the Guiana current coming from the east and trade wind-generated waves which attain their peak activity between December and March. Comparison of a historical map with the current situation along the coast reveals that overall the coastline still has more or less the same shape and location as 130-140 years ago. Some sections

are still at the same location, but others have accreted or eroded ( ATM, 2013). As seen in Figure

6 the coast bordering the study area has been subject to erosion.

Figure 6. Historical map and the current coastline (Landsat 2002 and Google 2009)

Source: adopted from ATM (2013).

4.3.2 Soils

The Gummels airfield area consists of bands of sandy ridges and lower lying clays of abandoned

rice land. Soils of the Young Coastal Plain generally have a high fertility. They are comprised of

heavy marine clays usually overlain by a peat layer (locally known as pegasse). Clay flats are

typically acidic soils, with a high mineral content and the ability to hold nutrients. They are

characterized by their poor aeration and permeability, making it difficult to bear heavy loads.

The sandy ridges are generally less fertile than clay soils. Ridges may be either individual or occur

in clusters and can extend between 10 and 400 metres wide. Ridge clusters are particularly

abundant to the west of the main rivers (ATM, 2013), such as the Suriname River. The proposed

helipad area is located in an area with wide ridges between two and three metres in height. The


pH of these ridges ranges from acid (sandy soils) to neutral (shell soils) (Noordam & Teunissen,

2008).

The soils in the project area are categorized in an earlier study (Noordam &Teunissen, 2008) as

dry land soils. Most of these soils are already cleared and used for some human activity, and are

dominated by ridges and polders developed on clay soils ( Table 7 and Figure 7). Specific details

of the Gummels land (as well as other build up land in Paramaribo) are not available.

Table 7. Soil Specifications in the Weg naar Zee Area (Noordam, 2007)

Figure 7.Cross Section through the Northern Part of Weg naar Zee (Noordam, 2007)

4.3.3 Hydrology

The currently existing drylands in the Weg naar Zee area were once part of wetlands. These

wetlands used to have fresh water, and were inundated with water for at least part of the year.

Human activities like deforestation, agriculture, and infrastructural developments have

converted these lands for agriculture and housing, which led to a change in the natural

hydrological drainage and water levels (P-all Projects, 2013).


The current hydrology of the dry area occurs by four canals that run in the N-S area and drain

excess water into the Atlantic Ocean (Figure 8). Two of these major drainage canals are bordering

the study area. Smaller drainage occurs naturally or through trenches, and these are also

connected to the drainage canals (P-all Projects, 2013). In the past, changes have occurred in

natural hydrology, as a result of improved drainage for rice cultivation. All of the above

contributes to a moderate to good drainage in the area. It is unlikely that heavy flooding will be

experienced here as in other areas of Paramaribo. E.g. the Suriname interior (Brokopondo

District) was badly flooded during a period of exceptionally heavy rain in 2006.

Water quality has been assessed at the canal at the Brantimakkaweg, north of the study site. The

canal is connected with the Atlantic Ocean through a sluice and serves as irrigation canal for the

surrounded agriculture land. The canal is man-made, has a width of between 10 and 15 metres,

a slow current and is contains freshwater vegetation (grasses, dagoeblad (Ipomoea reptans),

blaasjeskruid (Ulticularia sp.), duckweed (Lemna sp.) and water hyacinth (Eichhornia crassipes).

The water is nearly neutral (pH 6.7), with a salt content ranging from brackish to fully marine

water (salinity: 1.54 to 37 parts per thousand (ppt)) and contains a very low oxygen content (0.09

milligrams per litre) (P-all Projects, 2013).

The Weg naar Zee area is not being used for drinking water extraction because the saline content is too high. Drinking water is extracted from the Coesewijne and A-sand aquifers, located between 70 and 180 metres below surface at Zorg en Hoop (six kilometres due south of the Gummels airfield) and Landsboerderij-Leysweg (five kilometres south-west of the Gummels airfield) (P-all Projects, 2013).

Figure 8. Hydrology of the Weg naar Zee Area (adapted from P-all Projects, 2013)


4.4 Biological Environment

4.4.1 Land Use and Vegetation

The study area and surroundings consists from south to north of buildup areas, farmland and

abandoned rice fields and mangrove vegetation. In the south, the land is being used for

residential settlements and abandoned agricultural land. Abandoned lands are usually clay flats.

Land that is not being used for housing or agriculture is vegetated with weeds or secondary forest

(P-all Projects, 2013).

Adjacent to the Gummels land, in the north, there is a patch of reclaimed land with secondary

growth which continues until the Graanoogst agricultural farm (approximately three kilometers

north of the Gummels airfield). This farm is close to the Atlantic Ocean, where there are

numerous mangrove trees (Lievense, 2009).

Mangrove trees have the capacity to stimulate coastal accretion, to reduce coastal erosion and

contribute to high biological production of coastal fish and shrimp (ATM, 2013). The mangrove

forests start to develop after a relatively narrow strip along the coast in the north, the coastline

is comprised of almost bare, mudflats with saline, unconsolidated soft clays. These mudflats are

silted up to elevations above the mean high water level. The type of forest is primarily formed of

Black Mangrove or "Parwa" (Avicennia germinans) (ATM, 2013). Loss of this forest has caused

erosion which has been a threat to the agricultural and residential areas in Weg naar Zee

(Lievense, 2009). Along the Weg naar Zee coast, near the Brantimakkaweg canal, a deterioration

of mangrove communities has been observed by researchers since 2012 (P-all Projects, 2013).

4.4.2 Flora

A list of plant species is available for the western Wayambo swamp ( Canada & Golder, 2000 in

Pall Projects,2013) located approximately 22 kilometers west of the study site. From the site

walk over, most vegetation in the proposed helipad area is from secondary growth with

maximum plant heights of between four and five meters. No taller plants or trees were observed

on the site during the site walk over. There are no specific studies on plant species within the

study site available. There were no rare or endangered species found at the site during the walk

over conducted in April 2014.

4.4.3 Fauna

Mammals It is expected that 53 species of mammals can be found in the Weg naar Zee area, following an inventory made for Western Wayambo swamp (Canada & Golder, 2000 in P-all Projects, 2013). However no mammals (except domesticated animals) were observed during the site walk over


conducted in April 2014. No rare or endangered species are expected to be found at the Gummels Airfield the study site. Birds The mangrove clay flats and the mangrove forests are important feeding and nesting grounds for birds. Both residential and migratory birds use these grounds. The Weg naar Zee area is ranked as international important due to:

1. Wetlands and mangroves between the Coppename and Suriname rivers have been identified as wetlands of international importance, especially as Waterfowl ha bitat by the RAMSAR convention;

2. The mangrove forest between the Coppename and Suriname River is the living area of 12 Waterfowl species of international importance, among which are the scarlet ibis, three heron species, five species of shore birds, the black skimmer (Rynchops niger), the common tern (Sterna hirundo), and the rufous crab-hawk (Buteogallus aequinoctialis). (Scott and Carbonell, 1988; as cited, in P-all Projects, 2013).

An ornithological study in the general area identified 33 different bird species (P-all Projects, 2013) (Table 8), all of these were identified as species of Least Concern by the IUCN redlist. No rare or endangered species are expected to be found in the study site.

Herpatofauna

The ridges together with grassland located in the Weg naar Zee area are popular habitats for the

poisonous Labaria snake (Bothrops atrox). These snakes hide under debris and are active during the rainy season (P-all Projects, 2013). Because herpatofauna tend to prefer marshland and swampy areas, only low numbers ofindividuals are expected in the vicinity of the Gummels

airfield. This is supported by a study by Ouboter (1998) who found no rare or endangered species in the western located Tambaredjo Swamp (approximately 40 kilometres west of Gummels airfield) in the Saramacca district.

Fish

A previous inventory, approximately three kilometres north of the study site (Canal Brantimakkaweg) was conducted in August 2012 ( P-all Projects, 2013). The species list is presented in Table 9, none of the species have been assessed according to the IUCN Redlist.

Consequently it is not possible to comment on the conservation status of these species.


Table 8.Observed bird species in the Weg naar Zee area (P-all Projects, 2013)


Table 9. Fish species Found in the Brantimakkaweg Canal (P-all Projects, 2013, verified with NZCS)

4.4.4 Protected Areas

There are no protected areas near the coastal line adjacent to the Gummels airfield. Along the

coastline of the Weg naar Zee area there are substantial mangrove forests, however these are

not currently protected or ecologically managed against the expansion of urban areas. In the

adjacent Commewijne and Saramacca districts there are two Multiple Use Management Areas

(MUMA) along the coast (Noord Commewijne-Marowijne and Noord Saramacca). The borders

of these areas are approximately 10 kilometres from the airfield. The Noord Commewijne-

Marowijne MUMA and the Noord Saramacca MUMA were established in 2002, to protect

migratory and residential waterfowl and to protect the major sea turtle nesting beaches.

An important recommendation proposed in a recent Integrated Coastal Management Plan for

Suriname (Lievense, 2009) is to create a coastal buffer zone approximately two kilometers north

of the Gummels airfield that extends to the coastline (Figure 9). In this zone urban and

agricultural development would be banned, enabling the coast to undergo natural processes of

sedimentation and hydrological restoration.


Figure 9. Proposed Buffer Zone for Mangrove Coastal Protection

4.5 Socio-Economic Conditions

4.5.1 History and Archaeology

The archaeological resources of Suriname are derived from the Indians that lived in the young

coastal plain or the savannahs of the interior. Specifically the coastal ridges were places where

peoples preferred to live and practice agriculture (Versteeg, 2003). The same is the case in the

Weg naar Zee area which was dominated by the typical Kwatta culture (ca. 600-1250 AD): people

lived on and near ridges and practiced shifting cultivation. In addition, the Koriabo culture was

present before, from circa 1100-1600 AD. The Koriabo culture also practiced shifting cultivation

in Weg naar Zee area. The closest archaeological site to the study area is an archaeological site

061 (Cedreh-1) approximately 1.5 kilometres to the north. At this site (Table 10) remains were

found from the Koriabo culture; all other sites in the Weg naar Zee region were characterized by

findings from the Kwatta culture (022, 023, 024, 057, 060) (see figure 10).

Compared to other cultures, the Koriabo culture was the only culture not coming from the

Orinoco river basin in Venezuela. People belonging to this culture had distinctly different customs

and traditions compared to the other cultural groups during their existence. The Koriabo pottery

is characterized with complicated patterns, dominated with eye-like forms. People practicing the

Koriabo culture usually settled in already established villages ( Versteeg & Rostain, 2005).

Peoples belonging to the Kwatta culture dominated the majority of the Weg naar Zee region.

They were specialized in stone- and shell processing, resulting in a wide range of stone tools and


well-finished, red-orange coloured pottery (Versteeg, 2003; Versteeg & Rostain, 2005). Research

has also shown that peoples that were practicing this culture preferred planting plants, such as

cassava on the ridges (Versteeg, 2003).

Figure 10. Archeologically Important Sites in the Weg naar Zee Area (P-all Projects, 2013)

Table 10. Archeologically Important Sites in the Weg naar Zee area

Continue Table 10. Archeologically Important Sites in the Weg naar Zee area


4.5.2 Population and Demographics

Suriname is divided into ten administrative districts, of which Paramaribo is the largest district.

The district of Paramaribo comprises about 0.11% (182 square kilometers) of Surinames land

area. Approximately half of the Suriname population lives in Paramaribo (242, 9461), on average

1,335 inhabitants per square kilometer according to the 2004 census. Paramaribo is

administratively divided into 12 sub regions. One of these sub regions is the Weg naar Zee resort.

4.5.3 Population Density and Growth

Weg naar Zee resort located in the western-most resort of the district of Paramaribo and borders

the Kwatta resort of the district of Wanica (Figure 11). The Weg naar Zee resort is the least

populated resort with 13,172 inhabitants. These inhabitants comprise 5.4% of the population of

Paramaribo and 2, 6% of the population of Suriname. Inhabitants of Weg naar Zee live over an

area of 41 square kilometers (with a population density of 321 inhabitants per square kilometer)

(ABS, 2004). The north of Weg naar Zee is particularly sparsely inhabited, with only a few

settlements adjacent to the main roads.

The land for the proposed Gummels airfield is positioned between two heavily populated areas:

in the east there is the Munder resort, and in the west the Kwatta resort (in the Wanica district).

The population density of the Munder resort is almost three times the density of the Weg naar


Zee resort (1,146 versus 321 inhabitants per square kilometre) (ABS, 2004). The population

density of Kwatta is low (162), but analysis of satellite images shows settlements in close

proximity to each other west of the Gummels land. The northern part of Gummels terrain is

relatively uninhabited.

Figure 11. Administrative Resorts of Paramaribo

In recent years, Surinames annual population growth has been around 1.37 %. However, in

Paramaribo an increase of 9.47% has been reported between 2004 and 2010. According to the

Central Bureau of Statistics, a projected increase of 126.9% is expected by 2024. This will lead to a total estimated population of 16,715 in the Weg naar Zee area with an increase of 86

inhabitants per square kilometer. Population expansion is likely to occur in the north of the Weg

naar Zee area, as there is land still potentially available for economic activities and / or urban

expansion. Large areas previously allocated for agriculture are now being prepared for urban

settlement (Lievense, 2009).

The population of Weg naar Zee consists mostly of peoples between the ages of 15-59 (64.6%),

usually economically active (Table 11). Compared to this group, about half (27.5%) are youth

between the ages of 0-14, while 7.5 % consist of elders from 60 years and older (ABS, 2004). The

latter is likely to stay in and around the family home during the day and this needs to be


considered in the helipad study. There is a general decrease in population when moving further

away from the centre of Paramaribo. Compared to resort Munder which is closest to Paramaribo,

shows resort Weg naar Zee and Kwatta decreasing numbers (Table 11).

Table 11.Population by Age and Sex in the Weg naar Zee Resort (ABS, 2004)

4.5.4 Ethnicity and Religion

Weg naar Zee is inhabited mainly by peoples of Creole, Hindustani and Javanese descent. The different types of religion practiced by the inhabitants found in resort Weg naar Zee and adjacent resorts (Figure 11) are shown in Table 12.


Table 12.Religion in the Weg naar Zee Resort (ABS, 2004)

4.5.5 Employment and Income

Inhabitants of Weg naar Zee follow the general trend of occupations in Paramaribo except for

having more agricultural/fisheries skilled workers (Table 13). Many families are involved in some kind of farming, either part-time or full-time (P-all Projects, 2013). In case of part-time farming, inhabitants usually have some other type of fulltime job, usually located in Paramaribo. It is

envisaged that the majority of labourers will be sourced from Paramaribo, rather than the rural areas surrounding the capital. The proposed helipad project is not expected to have an impact

on employment in the area. Specific information on income in the Weg naar Zee area was not

available at the time of this assessment. It is not expected that there will be a large deviation

away from the trend and type of economic income seen in Paramaribo (Table 14) as a result of the helipad construction.


Table 13. Occupation of inhabitants of resort Weg naar Zee (ABS, 2004)


Table 14. Business Interests in Paramaribo (ABS, 2007)

4.5.6 Livelihood Activities

Agriculture/Horticulture

The Weg naar Zee area supplies 80% of the vegetable production in Suriname. Vegetable

production is done by 187 agricultural companies and smaller family farming operations on the

sand and shell ridges. The majority of farmers use rainfall irrigation for their crops, which makes

them highly dependent on the weather. The most popular crop cultivated (local name in italics)

is string beans (kouseband), followed by aubergine (boulanger), pepper (peper), African

aubergine (antruwa) and bitter gourd (sopropo). Other vegetables produced in this area are taro

(tayerblad), celery (soepgroente), leek (prei), okra (oker), bitter leaf (bitawiri). Other crops

produced are tree crops and bananas (Ministry of Agriculture, 2013; as cited in P-all Projects,

2013). Many of the farms are located north and west from the Henri Fernandesweg and Okrodam

roads, approximately five kilometers or more west from the study area (Table 15). One large farm

(Graanoogst) is located approximately 2.5 to 3 kilometers north from the study site.


Table 15. Number of farms in Weg naar Zee Area

Animal Husbandry

Grazing cattle is an activity that takes place along the Henry Fernandesweg (a minimum distance

of five kilometers from study site) and at the Gummels farm (adjacent to the airfield). There are

three large grazers, of which two are at the Henry Fernandesweg (Dassasingh and Rodrigues)

with each owning approximately 200 cows. The third large farmer is the Gummels family. The

remaining farmers use small pieces of land (between one and five hectares) for cattle grazing,

meat, milk production, or raising small poultry. Most cattle grazing occur on the clay flats area of

Weg naar Zee.

Tourism

Tours to the Hindu pilgrimage and burial ground in the most northern part of the Henry

Fernandesweg (six kilometers northwest of the Gummels airfield) occur on an occasional basis.

Other activities include bird watching in the mangrove areas near the coast. Tourism facilities

include an apartment complex called Moments (owned b y a member of the Gummels family)

located in Benies park, approximately one kilometer east from the proposed helipad site in the

Munder resort (Latitude 550'24.87"N; Longitude: 5511'15.27"W).


Shell and Sand Excavation

Excavation of shells and sand from ridges in the Weg naar Zee area is an ongoing activity. Most

of the shells and sand are used for building up land in other lower-lying parts of Paramaribo. After

excavation, the land typically remains open with holes up to four meters deep, which gradually

fill up with water and ultimately become overgrown with vegetation (P-all Projects, 2013).

4.5.7 Other Activities in the Area

Housing Development

A planned area of approximately 400 hectares per year is required in order to accommodate the

urban expansion in Paramaribo with up to 4,000 houses built on this land per year (Lievense, 2009). In the Weg naar Zee area, west of the Henry Fernandesweg several housing projects are being built. North of the Kwattaweg, between the Henri Fernandesweg and the Vijfde Rijweg

several new housing projects are being developed. An example is the Eureka project is a new housing development (approximately 12 kilometers from the Gummels airfield).

Coastal Protection Measures and Roads

The Government plans to construct a dike to protect the land against coastal erosion and

destruction of mangrove. A dike and adjacent road will be constructed a few kilometers from

the coast following the coastline from Leonsberg (north Paramaribo), through Benis Park (Munder resort, following the ring road) and then turning south to resort Kwatta (Figure 12) (Lievense, 2009).


Figure 12. Proposed Dike Construction in Paramaribo (adopted from Lievense (2009))

4.5.8 Recreational Fisheries

Recreational fishers visit the nearby canals for brackish water fishing. The lake is private property

and belongs to the Gummels family.

4.5.9 Oil Exploration

Several plans have been proposed by Staatsolie to drilling appraisal wells and exploration wells

in Weg naar Zee area, specifically in the eastern and western Wayambo Swamp (Ouboter, 1998). This eastern swamp is the closest to the study site, located in the Kwatta resort, approximately 10 kilometres east from the Weg naar Zee resort. An overview of potential drilling sites is given

in Figure 13.


Figure 13. Proposed Onshore Drilling Locations in Weg naar Zee (adapted from P-all Projects, 2013)


5. Assessment of the environmental and social impacts

5.1 General approach to the ESIA process

NIMOS stated in the screening report that the project needs to conduct a Category B, traject 2

which is a limited ESIA study according to the NIMOS 2009 Environmental and Social Impact

Assessment Guidelines. The ESIA process is shown in figure 14. Sugrema Consultancy will cover

the Scoping phase and Impact Assessment phase.

Figure 14. The ESIA process

5.2 Potential issues and impacts identified

The proposed project involves the construction of the helipad on an existing airstrip. This section

discusses the potential impacts on environment to predict the impacts. An impact is a change to

a resource resulting from an activity of a project. The impact can be negative or positive.


5.3 Methodology

The impact assessment will focus on both the construction and the operational phase. The

process and methodology for identification and classification of risks is presented below.

The significance of potential impacts associated with the project will be determined by a standard

method. The analysis of the impacts is based on the professional assessment of each member of

the consultant team, independent consultants of Sugrema and observation in the field and

desktop study.

The significance of an impact is determined by the combination of the consequence of the impact

with the probability that the impact will take place. The criteria for the determination of the

consequence of an impact are presented in Table 16.

Table 16. Criteria for the determination of the consequence of an impact

Scoring

A. Extention the area where the impact will take place

None 0

Limited to the boundaries of the project location 1

Extends beyond the boundaries of the project site, but within a 3 km radius

2

Extends beyond the boundaries of the project location for more than a range of 3 km

3

B. Intensity the magnitude of the impact

None 0

Natural and / or social functions and processes are almost unchanged 1

Moderate natural and / or social functions and processes continue, although in a modified manner

2

High natural and / or social functions and processes are altered seriously

3

C. Duration the length of time the impact will be experienced


None 0

0- 1 years 1

1 - 3 years 2

More than 3 years 3

The combination of the scores gives the value of the consequence which is presented in table 17.

Table 17. Determination of the consequence

Combination score (A+B+C) 0-1 2-3 4 5-7 8-9

Consequence value Very low Low Medium High Very high

If the consequence is derived, the probability for the occurrence of the impact is determined.

For this purpose, the classification used is presented in table 18.

Table 18. Probability classification

The overall significance of impacts is determined by making use of consequence and probability's rating which is presented in table 19.

Table 19. Significance value Significance Consequence Probability

Insignificant Very low & Unlikely

Very low

Very low & Possible

Very low & Probably

Very low & Certainly

Low & Unlikely

Probability of an impact the probability that an impact will take place

Unlikely


Low

Low & Possible

Low & Probably

Low & Certainly

Moderate & Unlikely

Moderate

Moderate & Possible

Moderate & Probably

Moderate & Certainly

High & Unlikely

High

High & Possible

High & Probably

High & Certainly

Very High & Unlikely

Very High

Very High & Possible

Very High & Probably

Very High & Certainly

For impacts that are classified as high and very high mitigation measures will be developed.

5.4 Impact assessment

The impacts considered for the project during the construction and operation phase are stated in the following paragraphs.

5.4.1 Noise

Noise possible nuisance from noise generated during construction and operation of the

helipad. Noise at the construction site varies and depends on the construction activities in

progress. The primary sources of noise levels during the construction are the machinery and

vehicles. The primary sources of noise levels during the operations are the main and tail rotors

of the heliport. Rotating blades are highly directional sound sources. Noise levels are maximum

when helicopter takes off from the ground and as the height of a helicopter increases, noise level

reaching the receiver decreases. Specialist noise studies were commissioned to describe the

impact and the mitigation. See annex 11 for the full report on noise assessments.


The data have been summarized for the various zones/areas: Benies Park (zone 1), Gummels

Property (zone 1), Prins Park (zone 2), Rens Project (zone 3), Andromedastraat & Surroundings

(zone 4), rural Road (zone 4). The quietest areas are the Prins Park, the rural road and the

Andromedastraat and surroundings. These areas have low housing density (Prins Park and Rural

road) and/or a low traffic density.

The slightly higher noise levels in the other areas are caused by activities, like mowing and/or

higher traffic intensity. The general picture for the studied areas is that they typically have

daytime noise levels that are below the IFC guidelines level (55dBA), and that the residential

areas are quiet to very quiet, depending upon traffic intensity. Above guidelines levels occur

when mechanized human activities are undertaken, like mowing.

The nighttime noise climate is dominated by animal noises, causing the noise levels to be above

the IFC guidelines level of 45 dBA. The noise level is correlated with the local animal density,

which is apparently highest near the Rens project.

Cumulative noise levels here remain below the WHO/IFC guideline of 70 dBA for such areas.

The closest residential areas are found in the Rens project (550 meter). Maximum cumulative

LAeq is 63.6 dBA, while the average cumulative LAeq will be 60.3 dBA. The maximum cumulative

LAeq will be experienced when a helicopter lands or lifts off, while mechanized activities are

conducted close to the receptor. But typically the majority of receptors in the area will experience

the cumulative average LAeq during helicopter movements.

With two helicopter movements per hour, all above receptors except for Prins Park will

experience LAeq (1 hour) above the WHO/IFC guideline level of 55 dBA, typically with levels up

to about 60 dBA. Only occasionally higher levels may be experienced.

CONSTRUCTION

Impact on noise

Para-meter

Extension Intensity Duration Score Consequence Probability Significance

Traffic noise Noise 1 0 0 1 Very low 90 Very low

Construction noise

Noise 1 0 0 1 Very low 90 Very low

Mitigation:

Restrict noisy construction with to normal business hours which is from Monday to Saturday 0800h 17h00.

Monitoring: Daily visual inspection

OPERATION WITHOUT MITIGATION

Impact on noise

Para-meter


Helicopter noise

Noise 3 1 3 7 High 100 High

Mitigation: Monitoring:


The helicopters follow the flight path as stipulated by the Civil Aviation authority, as much as possible avoiding fly-over of residential areas;

The helicopters are maintained according to the instructions of the manufacturer;

The number of lift off and landings remains at two an hour maximum; a doubling to four would result in 2-3 dBA increase of LAeq (1 hour).

Implement a grievance mechanism and take corrective action.

Develop and implement a noise monitoring program

Weekly visual inspection of the mechanical systems.

Hourly measurements to be conducted every three months at the two closest receptors, beginning as soon as helicopter operations start for the first quarter.

Yearly noise measurements, modeling and monitoring

OPERATION WITH MITIGATION

Impact on noise

Para-meter


Helicopter noise

Noise 2 0 3 5 Moderate 70 Low

Although the significance of the impact assessment is high it needs to be noted that when

mitigation measures are implemented, the significance will result into low.

Therefore all mitigation measures must be considered.

It must also be noted that noise effects are subjective. It is considered for this project that the

key issues are whether the mitigation measures are essential or should only be considered and

perhaps only implemented in response to consistent complaints.

5.4.2 Soil

The topsoil shall be disturbed during the construction stage because of excavation and

movement of vehicles and equipment. This could result into soil erosion during the rainy seasons.

Good construction practices are necessary. Also solid waste during the construction can be

divided into construction waste and household waste. This would have no significant impact

because waste will be managed properly. Construction waste and household waste will be sent

to dedicated and municipal disposal sites.

CONSTRUCTION

Impact on soil Para-meter


Change of soil quality

Soil 1 1 0 2 Low 50 Very low

Change of soil structure



Erosion


Mitigation:

Good management practices and housekeeping need to be implemented during construction.

Restrict unnecessary construction activities or transport or vehicle movement.

Clean facilities regularly and maintain good housekeeping.

Undertake regular maintenance of construction vehicles, machineries and equipment.

Construct and manage storage facilities for fuel storage, hazardous material storage and waste.

Use prevention measures for oil spills such as drip trays and bunds around storage tanks.

Clean up any spill immediately.

Monitoring:

Daily visual inspection

Monthly reporting

OPERATION

Impact on soil Para-meter


Change of soil quality


Erosion

Soil 0 0 0 0 Very low 10 Insignificant

Mitigation:

Good management practices and housekeeping need to

be implemented during operation.

Contain contaminated stormwater and all waste water generated from the construction areas and treat prior to discharge.


Use prevention measures for oil spills such as drip trays and bunds around storage tanks.


Monitoring:

Weekly visual inspection

Monthly reporting

5.4.3 Water quality

Water demand for construction and operation activities will be provided by the water supply

company (Surinaamse Waterleiding Maatschappij). The terrain of the helipad is flat and adequate

drainage network is included for quick drain off. Waste water especially sewage water will be

connected with the septic tank and municipal sewage network. In the event of oil spills in waste

water, proper oily waste water treatments will be considered.


CONSTRUCTION

Impact on water

Para-meter


Change of water quality

Water 1 1 1 3 Low 50 Very low

Change of water resources


Change of hydrology

Water 0 0 0 0 Very low 10 Insignificant

Mitigation:

Good management practices and housekeeping need to be implemented during construction.


Minimize as possible the general use of water during construction.


Undertake regular maintenance of construction vehicles, machineries and equipment.

Construct and manage storage facilities for fuel storage, hazardous material storage and waste.

Use prevention measures for oil spills such as drip trays and bunds around storage tanks. Maintain the oil-water separator on a regular basis.


Monitoring:


Monthly reporting

OPERATIONS

Impact on water

Para-meter


Change of water quality


Mitigation:


be implemented during operation.



Use prevention measures for oil spills such as drip trays and bunds around storage tanks. Maintain the oil-water separator on a regular basis.


Monitoring:


Monthly reporting


5.4.4 Air quality

Emissions during constructions are due to various construction activities like excavation, use of

machineries and movements/transport of vehicles. Pollution emission sources are limited to the

project site and falls under the category area source. Helicopter emission during operations is

less significant due to minimal flights per week (3-5 times per week) and broad dispersion of

emissions per flight.

CONSTRUCTION

Impact on air Para-meter


Change of air quality

Air 1 1 1 3 Low 25 Very low

Mitigation:


be implemented during construction.

Clean facilities regularly and maintain good

housekeeping.

Minimize dust from construction activities by spraying the

road with water.

Prevent mobile equipment or machine exhaust emissions

through proper maintenance and operations.

Monitoring:

Daily inspections and reporting of mobile equipment and machine in operations


Monthly reporting

OPERATIONS

Impact on air Para-meter


Change of air quality

Air 1 1 1 3 Low 40 Very low

Mitigation:


be implemented during operations.

Clean facilities regularly and maintain good

housekeeping.

Monitoring:

Weekly visual inspection.

Monthly reporting.


5.4.5 Biological environment

There are no rare and endangered species reported in the project area and its surroundings are

not declared as a nature reserve.

CONSTRUCTION

Impact of biological

environment

Parameter Extension Intensity Duration Score Consequence Probability Significance

Change of flora

Flora 1 1 1 3 Low 50 Very low

Change of fauna

Fauna 1 1 1 3 Low 50 Very low

Mitigation:


Restrict noisy activities during construction to normal business

hours which is from Monday to Saturday 0800h 17h00.

Restrict hunting and fishing.

Monitoring:


Monthly reporting.

OPERATIONS

Impact of biological

environment

Parameter Extension Intensity Duration Score Consequence Probability Significance

Change of flora

Flora 0 1 0 1 Very low 25 Insignificant

Change of fauna

Fauna 0 1 0 1 Very low 25 Insignificant

Mitigation:

Restrict hunting and fishing.


Monitoring:

Weekly visual inspection.

Monthly reporting.

5.4.6 Historical and cultural monuments

No historical and cultural monuments will be affected or lost due to construction and

operations of the project.

5.4.7 Socio- economic component

Land for construction of project is in possession of the project proponent and does not involve

any social issues. The helipad will also create indirect business and employment opportunities

during construction and operations. Increased air transportation facility would also attract more

tourists which will work as a catalyst for economic growth.


CONSTRUCTION

Impact on socio-

economic environment

Para-meter


Change of land use

Land- use

1 1 1 3 Low 50 Very low

Employment opportunities

Employ-ment

1 1 1 3 Low 50 Very low

Mitigation:

Implement a communication mechanism that allows local communities to raise questions and recommendations regarding the project.

Execute a stakeholders meeting regarding the ESIA.

Use local employment and companies for the construction phase.

Work closely with relevant stakeholders to identify and communicate required skills and resources.

Implement labour intensive work methods instead of capital intensive work.

Monitoring:

List of local employment

List of local companies

Monthly review at management meetings.

OPERATIONS WITHOUT MITIGATION

Impact on socio-


Para-meter


Change of land use

Land- use

3 1 1 5 High 75 High

Employment opportunities

Employ-ment

0 0 0 0 Very low 25 Insignificant

Mitigation:

Implement a communication mechanism that allows local communities to raise questions and recommendations.

Implement all noise mitigation measures.

Use local employment and companies for the operation phase.

Purchase resources from Surinamese sources wherever possible.

Monitoring: Quarterly review at management meeting.

OPERATIONS WITH MITIGATION

Impact on socio-


Para-meter


Change of land use

Land- use

3 1 1 5 Moderate 50 Low


Although the significance of the impact assessment for change of land-use is high it needs to be

noted that implementation of all mitigation measures especially noise mitigation the significance

will result into low. Therefore all mitigation measures must be considered.


6. Stakeholder engagement

Stakeholder engagement is a process within the ESIA in order to ensure that views,

recommendations and concerns of stakeholders are taken into account. Adequate information

about the project will be provided to the stakeholders and opportunities to raise concerns and

recommendations and that these are responded appropriately to the ESIA documentation.

Proposed stakeholder engagement during the impact assessment includes the following

activities:

1. Information brochure of the ESIA results in Dutch will be released for the community

and relevant stakeholders (presented in point 5) within the project area and relevant

stakeholders. The stakeholders and the community will have the opportunity to send

comments to NIMOS, GUM AIR, and the office of the District Commissioner of

Paramaribo and Sugrema Consultancy for clarifications, comments and

recommendations.

2. Notification through the newspapers: De Ware Tijd, Times of Suriname and De West

about the consultation meeting. The consultation meeting will present the findings of

the ESIA and provides the opportunity to the community and relevant stakeholders to

ask questions or give recommendations.

3. Document the comments received on the ESIA report as well as the responses.

4. The following stakeholders to be approach in the process are:

o District Commissioner of Paramaribo;

o Ministry of Trade and Industry;

o Ministry of Interior Relations, Environmental Department;

o Ministry Transport, Communications and Tourism;

o Ministry of Justice and Police;

o Ministry of Public Works;

o NIMOS;

o CASAS; and

o People living and working in the vicinity of the project who might be affected.


7. Environmental Management Plan

Based on the project activities, environmental baseline conditions and impacts, the

Environmental Management Plan spells out the set of measures to be undertaken during project

construction and operation. Mechanisms are in place to ensure that mitigation measures

contained in the ESIA Report are fully and effectively implemented. An Environmental

Management Plan has been developed by Sugrema Consultancy as part of the ESIA process. The

objective of the EMP is to develop measures in order to reduce or mitigate or bring down the

adverse environmental impacts to acceptable levels. A further objective of the EMP is to ensure

that responsibilities and appropriate resources are efficiently allocated to implement the plan.

8. Conclusions and Recommendations

Gum Air proposes to construct a heliport at their existing airstrip located at the north of

Paramaribo at the Gummelsweg road. Tullow Suriname B.V. started with a Helipad Constraints

Study published in June 2014. Within this study it was apparent that Gummels airstrip is suitable

for heliport activities. Therefore, this ESIA report is developed in order to safeguard the

environment where the helipad activities will be taken place. After the approval of the Screening

Report, NIMOS

Date post:	02-Sep-2015
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CONCEPT ESIA Gum Air Heliport Jul2015 Sugrema Consultancy

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