safety

South Korea: Gadeok Airport environmental, viability, safety and relocation concerns, and Airport City plans

Rose Bridger Special Economic Zones , , , , , , , ,

Construction of a major new airport on Gadeok Island, a government-driven project, is imminent despite concerns over economic viability, technical feasibility, safety, relocation of residents and environmental impacts. A proposed airport city complex would support airport operations and might be designated as a free economic zone.

Gadeok Airport City, Free Economic Zone graphic
Left: Airport City Free Economic Zone development plan. Graphic: Busan Metropolitan City, Seoul Economic Daily. Right: Satellite imagery of Gadeok (Gadeokdo) Island dated 16/01/2026, showing areas impacted by Gadeok Airport and Airport City.

Gadeok Airport City plans

On 26th August 2026 the Busan City government released a draft designation plan and environmental impact assessment for Gadeok Airport City free economic zone, aligned with the master plan for Gadeok Airport. A graphic showed the new airport site on the south of Gadeok Island, with the runway extending eastwards into the sea, and the main Airport City sites to the north and on the west coast of the island. The city said public briefings on the Airport City would be held between the 7th and 23rd September and that, following deliberation and a decision by the Free Economic Zone Committee it aimed to finalise the development plan in 2027. If the Airport City is designated as a free economic zone, tax incentives and deregulation to attract international aviation and logistics firms are expected and there are plans for immediate commencement of compensation for land acquisition and construction. A comprehensive plan for the Gadeok airport city complex announced in August 2024 specified approximately 998 hectares of development on three areas: logistics facilities in Nucha, tourism and leisure facilities in Cheonseong and a renewable energy hub in Dumun. A ‘car-free, eco-friendly, pedestrian oriented city’ is promised with a large lake park and a pedestrian park running north-south and east-west. But these are just superficial features of an airport city development primarily designed to support airport operations.

A special bill, opposition and protest

Plans for a major new airport in South Korea’s southeastern region first emerged in 2006, only to be repeatedly shelved due to feasibility concerns. After a November 2020 state committee decision that a proposal to expand the existing Gimhae Airport (30 kilometres northeast of Gadeok Island) was unfeasible, for safety and environmental reasons and lack of local government representation in the process, bids to site a new airport on Gadeok Island and the city of Miryang came to the fore. The Democratic Party, (DP) having a large majority in the National Assembly, has been promoting the former. Then, in March 2021, the National Assembly passed a special bill supporting construction of a new airport on Gadeok Island. Passing of the bill allows construction of the airport to bypass several obstacles, including a normally compulsory preliminary feasibility study to determine viability before embarking on the project. A large majority voted in favour of the special bill, but opposition parties and some DP legislators criticised the government and DP for rushing the bill, passing it only three months after it was proposed. An assessment by the Ministry of Land, Infrastructure and Transport was sceptical about the project and residents and environmentalists expressed concerns over risks to endangered otters. On 30th June 2021, as DP leader Song Young-gil toured the proposed site, a gathering of local residents protested against construction of the airport.

A U$10.97 billion offshore airport

A detailed plan released on 26th April 2022 specified an airport solely for international flights, forecast to handle 23.36 million passengers and 286,000 tonnes of cargo per year by 2065. It would be the country’s first offshore airport, partially built on an artificial island on reclaimed land, requiring an enormous budget of KRW13.7 trillion (U$10.97 billion) and commencing operations in June 2035. Some regional lawmakers said the airport plan would require an even larger budget and longer time frame, adding to the ongoing doubts about the economic viability and concerns over the environmental impacts. Government plans for a free trade zone surrounding the site, intending to develop an international logistics hub, were already in the works. Three days after the release of the plan, on 29th April 2022, the Ministry of Economy and Finance said the government would forgo a feasibility study for the new airport and begin construction in the second half of 2025. Criticism of the airport project was increasing and a group of environmental activists held a protest demanding that the plan be scrapped.

Gadeokdo New Airport Construction Corporation was established on 25th April 2024 to oversee development of the airport. On 5th November 2024 members of a civil society organisation opposing the airport held a press conference in front of Busan city hall, calling on the government to cancel construction plans and denouncing the no-bid development contract that had been awarded to a consortium led jointly by Daewoo E&C and POSCO E&C. Yu Jeong-whon, professor of transportation systems engineering at Ajou University, argued in an article published by Korea JoongAng Daily that Gadeok Airport was being driven by politics, not policy, with passing of the special law supporting the airport, dismissing economic viability and technical feasibility concerns, eroding trust in the government. The cost could rise and the construction period increase to nine years. Despite the huge project cost and significance there had been very little deliberation involving citizens. Building the airport on soft marine sediment would necessitate massive ground reinforcement. The bird strike risk would be high due to the site’s proximity to the Nakdong River estuary, northeast of Gadeok Island, which is a major bird migration route. Fog and high wind speeds could also compromise flight safety.

 On 5th July 2025, two days after a snap election brought in a new DP administration, the Busan government stepped up the drive to develop the new airport, announcing commencement of negotiations on compensation for land and properties within the proposed site and aiming to transfer ownership to the government by the end of the year. Kim Byeong-kwon, director of Busan’s airport planning division, said, “The total number of items for compensation, including land and structures, is over 1,000.” The site contained 68 land parcels covering 37 hectares and the relocating process would affect 378 households. Busan city and the DP announced an extension of the construction timescale from six years to seven years.

Relocation anxieties

The following month Gadeok residents spoke of their anxieties over looming displacement for the airport. A total of 672 residents of three villages – Daehang, Saebaji and Oehaengpo (Oeyangpo) – were facing displacement. A 77 year old woman who had settled in Gadeok in the 1970s and run a small supermarket for 40 years was tearful and having difficulties sleeping due to rapid progress of the airport project and uncertainty over where to relocate to. Banners in Daehang village displayed slogans criticising the airport project and demanding relocation measures. Residents were anxious about the lack of clear answers from the Gadeokdo New Airport Construction Corporation which is in charge of relocation and that they might only receive compensation money rather than land or dwellings. The head of the Daehang Fishing Village Association said that in two years of meetings with the corporation relocation measures had not been mentioned. Dissatisfaction with compensation for land taken for development project is common and in Gadeok these concerns were intensified by claims that land prices had not risen in the 20 years of proposals and plans for the airport. On 3rd July 2025 residents holding a rally in front of Daehang breakwater demanded relocation measures and protested the compensation offer. A representative of the Daehang compensation committee demanded formalisation of relocation measures, including support for livelihoods, that had been omitted from the plan.

Lawsuit calls for cancellation

By September 2025 a lawsuit calling for cancellation of the airport master plan, filed by about 1,000 members of Action Against the Promotion of the Gadeokdo New Airport, was heading towards it fourth reading. The lawsuit stated that the site was unsuitable for an airport, having received a less favourable evaluation than alternatives in Gimhae and Miryang, and Gadeok’s natural environment and cultural value should be preserved. Attention to the opposition to Gadeok Airport had been heightened by the 11th 2025 September Seoul Administrative Court ruling cancelling the Saemangeum International Airport project, based on inadequate review of environmental factors, most pertinently the risks to tidal flats and of bird strikes. While the estimate of the likely number of bird strikes was lower for Gadeok Airport than Saemangeum Airport it was higher than Incheon Airport or Gimpo Airport, and some thought that collisions with seabirds around Gadeok’s coastal site, larger and flying at higher altitudes, were a more serious threat to flight safety. Arguments that too many new airports – ten planned and under constriction – were being pursued came from within the aviation and construction industries.

Delay, cost dispute and cost escalation

In November 2025 the government extended the Gadeok Airoprt construction period again, from seven years to ten years and eight months; the completion date was pushed back from 2032 to 2035. Calls for evaluation of the project site risks continued. Land reclamation would be a gargantuan task as the soft layer of ground beneath the site is 50-metres thick and typhoons causing 12 metre high waves would pose risks during construction and operations. In comparison, Incheon Airport was constructed on a soft ground layer one quarter of the thickness and ocean waves are only a third of this height. The Ministry of Land, Infrastructure and Transport announced finalisation of the basic design for Gadeok Airport site development on 7th September 2026. The design, prepared by the Daewoo E&C led consortium, will be reviewed by the Central Construction Technology Deliberation Committee. If the basic design is approved construction of the priority section of the airport is due to start in November 2026 with works on the main project anticipated to begin during the first half of 2027. A further project cost escalation is possible. Daewoo E&C requested a KRW620 billion (US$463,860) total project cost increase, citing increasing costs of fuel and materials caused by conflict in the Middle East. Daewoo E&C is benefiting from the airport even before construction begins; the firm’s shares surged by 12% on the day the Gadeok Airport basic design was finalised and it submitted its documents, and by a further 9% on the following day.

Niger: Eviction of 26,000 people from settlements surrounding Niamey airport

Rose Bridger land rights , , , , ,

Following an armed attack on Diori Hamani International Airport and an adjacent military base a massive operation to evict about 26,000 people from four surrounding neighbourhoods began.

Diori Hamani International Airport
Diori Hamani International Airport, Niger’s main airport, is located in the southeastern suburbs of Niamey, the capital city

On 31st May 2026 authorities in Niamey, the capital city of Niger, began a massive operation to evict about 26,000 people living in four neighbourhoods – Mutram, Alpha Djadi, Extension Alpha Djadi and Extension Kobontafa – surrounding Diori Hamani International Airport. Residents in the path of demolition machinery dismantled their homes, salvaging iron roofing and other materials. The eviction began without informing them about financial compensation. Nigerien authorities claimed the demolition exercise was necessary, to remove obstacles posing risks for aviation safety and because the settlements are a threat to national security. The airport and Base Aérienne 101, part of the same complex and just 10 kilometres from the presidential palace, are of strategic importance to Niger’s security architecture, hosting important military installations and the headquarters of the Niger, Burkina Faso and Mali Joint Force. Security concerns were heightened in the aftermath of the militant attack on the airport and airbase that occurred on the night of 28-29th January 2026. Nigerien forces killed 20 assailants, four soldiers were wounded and damage to three aircraft was reported. Islamic State (IS) claimed responsibility for the attack; President General Abdourahamane Tchiani said the attack was an infiltration attempt by ‘mercenaries’ and alleged that the assailants had been directed by external influences.

Residents had only received three and a half weeks’ notice of the impending eviction, several property owners had requested an extension of the notice period before demolitions began, but authorities refused. At a 7th May press briefing the governor of the Niamey region, Major General Assoumane Abdou Harouna, said, “The presence of illegal homes near the airport is not only a factor of congestion but also a serious threat to national security.” Many residents disputed claims by authorities that their settlements are illegal, saying that their acquisition of the land from developers was legitimate, that they have documentation and have invested significant funds to build their homes. The four affected areas occupy 19 per cent of land title No. 784 which was assigned to the Agency for Aerial Navigation Safety in Africa and Madagascar (ASECNA) in 1953. Moves to evict people from the area date back many years, a deadline for eviction of occupants on the land had been set for 5th May 2013 but the plan was not executed. Authorities executing the current mass eviction have acknowledged that there are ‘legitimate victims’ who purchased plots of land in good faith,

On 4th June African Insider reported that thousands of homes were being razed, predominantly to the east of the airport, with evicted people loading furniture and other possessions onto cars and tricycles. Transport and Aviation Minister, colonel Amados Abdramane said this was the area where attacker came from and that it was “occupied in an anarchic way”. Interior Minister, general Mohamed Toumba, said he feared “a new terrorist infiltration through those neighbourhoods” and that lack of security might cause international authorities to downgrade the airport. A civil society figure said, “Forcing 26,000 people to leave is the equivalent of a small town”, adding, “Even if the operations is considered ‘necessary’, whatever the reason, Nigerien law and international standards require strict support measures. Without that, it becomes a forced and inhuman eviction.” A political analyst said, “The government should have taken the social aspect into account and made appropriate arrangements to rehouse those concerned before demolishing the homes they had acquired over many years. Social justice is a demand of the sovereign people.”

Authorities had promised to compensate affected people but on 10th June it was reported that residents had been neither rehoused nor compensated. Justice Minister Alio Daouda said, “The State cannot leave people in the streets” but claimed that the sudden demolitions were necessitated by “security imperatives that cannot wait”. On 16th June 2026 the affected residents’ legal representative, Maître Idrissa Tchernaka, held a press conference in response to the Justice Minister’s announcement that all displaced households would be allocated a new plot of land and receive compensation according to the size and value of the properties they had lost. He said his clients welcomed the authorities’ willingness to provide redress for their abrupt displacement but that their acceptance depended on fair and transparent valuation of their property. Residents welcomed the promise of resettlement but expressed concerns over possible bureaucratic delays and called for the land allocation process to be expedited.

Following the 28th-29th January attack the airport perimeter fence was extended and more than 350 security cameras installed inside and outside of the perimeter. On the morning of 18th June 2026 a second armed attack on Diori Hamani International Airport and the military base took place. Gunshots and explosions were first heard at 5am and continued for several hours. In the afternoon a lock down was imposed with security forces searching vehicles entering and leaving the airport vicinity. The Ministry of Defence stated that 35 people were killed in the attack: 22 assailants, eleven soldiers and two civilians. Al-Qaeda affiliate Jama’at Nusrat al-Islam wal-Muslimin (JNIM) claimed responsibility for the attack and the defence ministry placed the blame on ‘armed mercenaries’ sponsored by France.

Environmental concerns over Vlora Airport and development areas

Rose Bridger Tourism , , , , , , , , , , ,

Construction of a major new airport on the Albanian coast, along with tourism development on adjoining sites, is imminent. A map of the Vlora Airport project plan shows an airport adjoined by several development areas – naturalistic area, sport area, winery area, hotel and resort area, new marina, residential and agricultural area, beach and wooded area. The project is opposed by many organizations, as outlined in a description of the case on EJatlas, the world’s largest, most comprehensive online database of social conflict around environmental issues.

The Vlora Airport project plan map shows an airport and various development areas – hotels and resorts, marina, winery area, beach, wooded area and sport area. Graphic: Invest in Albania, 20/12/2020

A wide range of groups are concerned over damaging impacts on unique wildlife habitats. The site lies within the Vjosa-Narta Protected Landscape, one of the largest near-natural wetland complexes along the Adriatic coast, encompassing the Vjosa River (one of few remaining free-flowing rivers in Europe), Narta Lagoon and other wetlands, marshlands, reed beds, woodlands, islands and sandy beaches. The area designated for Vlora Airport and associated development is at the mouth of the Vjosa River, next to Narta Lagoon which is populated by many bird species, most notably flamingos and the endangered Dalmatian pelican. The coastline forms part of the ‘Adriatic Flyway’, a migration corridor which runs across the Balkans, the Adriatic and Southern Italy over to North Africa and is a followed by water birds of Central, Northern and Eastern Europe. During migration hundreds of thousands of birds forage and shelter in the area. Aeroplane flightpaths would be incompatible with flocks of flying birds, in particular large birds like flamingos, pelicans, herons and gulls. Birdstrikes, collisions with aircraft, might occur, placing both air passengers and birds at risk.

Local NGO Protection and Preservation of Natural Environment in Albania (PPNEA) researched the plans and raised awareness about threats posed to local ecosystems. EuroNatur called for an environmental impact assessment (EIA) meeting global standards. A broader alliance criticising the airport land developed. In March 2021 a letter to the European Commision and Parliament by a coalition of NGOs, calling for support in urging the Albanian government to reconsider plans for the airport and tourism resorts in order to protect Vjosa-Narta, was signed by more than 40 organisations. The concession to build Vlora Airport was awarded to a consortium led by Mabetex Group in March 2021, on very generous terms. If Vlora Airport’s passenger numbers and profits are not as high as expected the project could cost Albanian taxpayers EUR 138 million. Clauses in the contract state that taxpayers must pay up to this sum should the concession fail or be unprofitable.

Despite constant pressure from national and international NGOs, the Albanian government persists in supporting the Vlora Airport project. On 28th November 2021 President Edi Rama opened the construction site. When the Environmental Impact Assessment (EIA) was published a preliminary anaysis by experts from Albanian environmental and scientific researchs organisations siad it was ‘baised’ and identified striking deficiencies. The most important aspects not addressed by the EIA were:

  • The designated area is in an internationally recognised nature reserve could result in sanctions under the provisions of the Bern convention on the Conservation of European Wildlife and Natural Habitats
  • Lack of involvement of international experts in the decision-making process
  • Risk of natural disasters such as floods, anticipated to increase due to climate change, not taken into account

Speaking in a TRT World video environmentalist Jon Vorpsi questioned the necessity of a new international airport with the country’s main airport located just an hour and a half away. Mirjan Topji of the Birds of Albania group said that Narta lagoon is vital for the survival of Dalmation pelicans and raised concerns over air safety should aircraft collide with birds. Owner of a nearby fish restaurant, Arsen Lambro, disagreed with government claims that the new airport will boost tourism, saying the destruction of ecosystems, flora and fauna would reduce the number of visitors. Yet construction of Vlora Airport is set to begin soon. In January 2022 local ornithologists said noise from trucks and excavators was already scaring pelicans and flamingos away.