executive summary of the eia study for barge jetty...
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Executive Summary of the EIA Study for Barge Jetty at Kandla
WAPCOS Limited
Executive Summary of the EIA Study for Barge Jetty at Kandla
WAPCOS Limited
CONTENT
1. GENERAL 1 2. PROJECT DESCRIPTION 1 3. ENVIRONMENTAL BASELINE STATUS 2
3.1 METEOROLOGY 2 3.2 LAND USE PATTERN 3 3.3 AMBIENT AIR QUALITY 3 3.4 NOISE ENVIRONMENT 4 3.5 MARINE WATER QUALITY 4 3.6 SEDIMENT CHARACTERISTICS 4 3.7 MARINE ECOLOGY 5 3.8 TERRESTRIAL ECOLOGY 5 3.9 FISHERIES 5 3.10 SOCIO-ECONOMIC ASPECTS 6
4. ASSESSMENT OF IMPACTS 6 4.1 IMPACTS ON LAND ENVIRONMENT 6 4.2 WATER ENVIRONMENT 7 4.3 IMPACTS ON HYDRODYANMICS DUE TO THE PROJECT 7 4.4 IMPACTS ON COASTAL PROFILE 8 4.5 IMPACTS ON NOISE ENVIRONMENT 9 4.6 IMPACTS ON AIR ENVIRONMENT 9 4.7 IMPACTS ON ECOLOGY 10 4.8 IMPACTS ON SOCIO-ECONOMIC ENVIRONMENT 10
5. ENVIRONMENTAL MANAGEMENT PLAN 10 5.1 LAND ENVIRONMENT 10 5.2 SOLID WASTE MANAGEMENT 11 5.3 WATER ENVIRONMENT 11 5.4 CONSERVATION OF WATER RESOURCES 11 5.5 AIR ENVIRONMENT 12 5.6 CONTROL OF NOISE 13 5.7 ENERGY CONSERVATION MEASURES 13 5.8 DEVELOPMENT OF MEDICAL FACILITIES 14 5.9 AREA DEVELOPMENT ACTIVITIES 14 5.10 ESTABLISHMENT OF AN ENVIRONMENTAL MANAGEMENT CELL 14
6. ENVIRONMENTAL MONITORING PROGRAMME 14 7 DISASTER MANAGEMENT PLAN 16
7.1 GENERAL 16 7.2 HAZARD IDENTIFICATION 16
Executive Summary of the EIA Study for Barge Jetty at Kandla
WAPCOS Limited
7.3 SAFETY CONSIDERATIONS 17 7.4 DISASTER MANAGEMENT PLAN 17
8. AREA DRAINAGE STUDIES 19 8.1 ESTIMATION OF SAFE GRADE ELEVATION (SGE) 19 8.2 ESTIMATION OF STORM WATER DISCHARGE 20 8.3 PEAK DRAINAGE DISCHARGE 21 8.4 DIMENSIONS OF STORM WATER DRAIN 21
9. COST ESTIMATES 21 9.1 ENVIRONMENTAL MANAGEMENT PLAN (EMP) 21 9.2 ENVIRONMENTAL MONITORING PROGRAMME 22
LIST OF FIGURES
Figure-1 Location Map Figure-2 Site Plan Figure-3 HTL/LTL Map (Scale 1:4000) Figure-4 HTL/LTL Map (Scale 1:25000) Figure-5 Study Area and sampling location Map
Executive Summary of the EIA Study for Barge Jetty at Kandla
WAPCOS Limited
EXECUTIVE SUMMARY
4. GENERAL
The IFFCO Kandla is handling liquid cargo at its Captive liquid cargo jetty. The
solid fertiliser raw materials and fertilizer products are unloaded at Kandla port’s
berths and transported to the storage areas in the plant located about 12
kilometers by trucks / dumpers.
Kandla port is very busy and therefore the pre-berthing detention time for cargo
ships is likely to increase. Due to delay in berthing of vessels carrying imported
raw materials for IFFCO, at Kandla port and with anticipated increase in cargo
traffic at Kandla port, IFFCO envisages construction of a captive barge jetty at
Kandla port for unloading its raw materials and imported finished products. The
barge jetty shall be used to unload cargo received in large vessels anchored at
mid sea, using barges.
The captive barge jetty shall be located in the vacant space between IFFCO’s
captive liquid cargo jetty (OJ-V) and IOC liquid cargo jetty (OJ-VI), adjacent to
the existing IFFCO factory boundary. The coordinates of the proposed jetty are
23o00’00” N and 70o13’26” E. The location of the proposed jetty is shown in
Figure-1.
5. PROJECT DESCRIPTION
Kandla Port Trust has allotted 36,000 sq. meters area located adjacent to IFFCO
fertilizer plant to IFFCO for construction of barge jetty. IFFCO proposes to
develop an all weather suitable barge jetty with berthing facilities for handling
barges (draft of 4.00 m) carrying cargo of 2000 - 5000 MT off Kandla creek
between OJ-V and OJ-VI. The entire facility shall be built, operated and
maintained by IFFCO. Site plan of the proposed Jetty is given in Figure - 2. The
details of the proposed barge jetty are listed as below:
• Reclamation and development of 36,000 m2 of land at the proposed
location for construction of barge jetty.
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Executive Summary of the EIA Study for Barge Jetty at Kandla
WAPCOS Limited
• Construction of barge jetty having dimensions of 120 m length and 20 m
width.
• Construction of pile foundation for barge jetty. Adequate number of
approximately 1000 mm diameter cast in-situ piles shall be provided.
• Superstructure shall be constructed having pre-cast / cast in-situ slab.
• Construction of cylindrical hollow rubber fender having about 300 mm
diameter, complete with chains, inserts, hooks, RCC grouting, etc., shall
be made at the barge jetty.
• Construction of storage godowns for imported raw materials and
fertilisers shall be done along side existing railway line within IFFCO
factory premises.
• Providing cranes, excavators for unloading materials from barges.
• Providing of bollard arrangement having approximately 30 ton capacity.
• Existing fire fighting arrangement available on IFFCO’s captive liquid
cargo jetty shall be extended to provide protection to the barge jetty.
• Electrification jobs for lighting and power supply for belt conveyor motors.
• Providing environmental facilities as per requirement. The total cost
required for construction of the barge jetty shall be Rs. 273.76 million.
HTL/LTL DEMARCATION
The HTL/LTL demarcation for the project site was conducted by Institute of
Remote Sensing (IRS) Anna University, Chennai. The HTL/LTL map
superimposing project layout as prepared by Institute of Remote Sensing (IRS)
Anna University, Chennai is enclosed as Figure-3 and 4.
6. ENVIRONMENTAL BASELINE STATUS
The baseline data on various environmental components was collected from
primary as well as secondary sources for the study area. Study area and
sampling location map is enclosed as Figure–5. Baseline Status for the study
area is briefly described in the following sections.
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Executive Summary of the EIA Study for Barge Jetty at Kandla
WAPCOS Limited
3.1 METEOROLOGY
The average annual rainfall in the study area is about 321.9 mm. The
temperature ranges from 12.1° C in December to 38.8° C in April. The mean
daily minimum and maximum air temperatures are of the order of 20.8°C and
34.1°C respectively in a year. The average relative humidity values ranges from
36 to 62.Winds are generally light to moderate with some increase in force in
the summer and monsoon seasons. In the period from October to February wind
speed is low as compared to the monsoon season. In the southwest monsoon
season, winds are mainly from south westerly direction. During rest of the year,
winds are north to south or north-westerly to north easterly.
3.2 LAND USE PATTERN
The landuse pattern of the study area has also been assessed using satellite
data. The IRS 1C-LISS III digital satellite was procured from National Remote
Sensing Agency (NRSA), Hyderabad for assessing the landuse pattern of the
study area. The landuse pattern is summarized in Table-1.
TABLE-1 Landuse pattern of the study area
Category Area (ha) Percentage of the total study area
Vegetation 2980 9.49 Mangrove 5122 16.30 Open/Agriculture area 2450 7.80 Barren area 5100 16.23 Marshy land 6117 19.47 Salt Pan 4600 14.64 Settlement 577 1.84 Water bodies 4470 14.23 Total 31416 100 (%) 3.3 AMBIENT AIR QUALITY
The ambient air quality survey was conducted at three locations during summer
season from January 2011 to April 2011. The frequency of monitoring was twice
a week at each station for 12 consecutive weeks.
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Executive Summary of the EIA Study for Barge Jetty at Kandla
WAPCOS Limited
The parameters monitored were Particulate Matter10 (PM10), Particulate Matter2.5
(PM2.5), Sulphur Dioxide (SO2) and Oxides of Nitrogen (NO2).
The average concentration of PM10 at various stations ranged from 94.95 to
102.29 µg/m3which was marginally higher than the maximum limit of 100 µg/m3
specified for industrial, residential, rural and other areas at one station. The
average concentration of PM10 at various stations ranged from 53.33 to 55.95
µg/m3,. The average values of PM2.5 were lower than the prescribed limits of 60
µg/m3 specified for industrial, residential, rural and other areas. The average
concentration of SO2 at various stations in the study area was well below the
prescribed limits of 50 µg/m3 specified for industrial, residential, rural and other
areas. NO2 concentration at all the sampling stations was below the limit
prescribed limit of 40 µg/m3 specified for industrial, residential, rural and other
areas. The highest NO2 concentration of 33.9 µg/m3 was observed at station
near to the Training area.
3.4 NOISE ENVIRONMENT
Baseline noise data has been measured using a weighted sound pressure level
meter. The day time equivalent noise level ranged from a minimum of 45.1
dB(A) to a maximum of 53.9 dB(A). The night time equivalent noise level
ranged from a minimum of 38.6 dB(A) to a maximum of 46.4 dB(A), which are
below the permissible limit of 75 dB(A) and 70 dB(A) specified for industrial
area.
3.5 MARINE WATER QUALITY
Marine water samples were collected and analysed from 6 locations in the
project area to ascertain the status of status of marine water in and around the
project site.
The temperature of surface and bottom water samples ranged varies from 29 o
C to 30.8oC and 29 and 29.8oC respectively.The pH values varies from 7.9 to
8.2 at all the stations, which indicates that the marine water is marginally
alkaline within the study area. The salinity values varied from
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Executive Summary of the EIA Study for Barge Jetty at Kandla
WAPCOS Limited
39.6 to 42 ppt in surface and bottom water samples. Dissolved Oxygen content
of the surface water at different stations ranged from 5 to 5.6 mg/l. Biological
Oxygen Demand was in the range of 2.2 to 3 mg/l and 1.8 to 2.6 mg/l in
surface and bottom water samples respectively.The DO level in surface and
bottom water samples ranged from 6.0 to 6.7 mg/l, 5.2 to 5.6 mg/l respectively
. The DO levels indicate the absence of pollution sources.
3.6 SEDIMENT CHARACTERISTICS
Sediment of the proposed project area is predominantly clayey .pH values were
in the range of 8.1 to 8.3, Chlorides ranged from 19 to 20 µg/g, Nitrate ranged
from 3.5 to 5.6 µg/g. Physico chemical characteristics of the sediment did not
show the presence of any pollutants or high levels of heavy metals harmful to
the aquatic fauna. Nutrient content of the sediment was slightly higher than that
of the water.
3.7 MARINE ECOLOGY
The Net Primary Productivity of the water ranged from 6.8 – 9.5 mgC/m3/day,
Chlorophyll values were in the range of 1.4 – 1.46, Oxidisable particulate
organic carbon varied from126. - 1350 mg/m3 .Twelve groups of
phytoplankton were obtained from the sites. Total density of phytoplankton
varied from 5408 to 5890 nos /l at various sampling sites. The low light
penetration on account of high turbidity can be attributed to the lower plankton
productivity.Only 7 groups of zooplankton were found in the area during the
sampling. Copepodes were the most dominant group. The zooplankton density
ranged from 221 to 300 no./l.The density of meio- fauna ranged from 382 to
670 nos/10 cm2 The dominant meio-faunal group was nematode. The density of
benthic macro-fauna ranged from 952 to 1092 no/m2.
3.8 TERRESTRIAL ECOLOGY
Most of the study area is barren or with growth of wild tropical thorny, bushy
shrubs. The normal vegetation consists of thin kandi & babool trees & leafless
wild caper or kerad bushes which are common everywhere as well as coarse
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Executive Summary of the EIA Study for Barge Jetty at Kandla
WAPCOS Limited
grass in areas that are subjected to frequent inundation by sea water.IFFCO
Township is the model example of green patch in the desert area of Kutch. The
township has coconut farm, neem trees, Ashoka trees, Amaltoash, Gulmohar,
Mango, Chichoo, Seesam trees etc.
Mangroves
Mangroves are not present in the proposed project area, few saplings were
noticed outside the IOC jetty.
3.9 FISHERIES
Proposed barge jetty will be constructed near to the existing fertilizer plant of
IFFCO, which is located about 4 Km from Kandla Port. There is no fish landing
centre in the study area. However, small fishing activity with mechanized and
traditional fishing crafts are operating from the Kandla creek.
3.10 SOCIO-ECONOMIC ASPECTS
The study area comprises of 3 villages and an urban areas, spread over in
District Kachch. The total population of the study area villages as per 2001
census is 184,375. The total male population in the study area accounts for
about 52.7% while the female population is about 47.2%. The average sex
ratio, i.e. no. of females per 1000 males, in the study area village is 895. The
average family size in study area villages is 5.1.
4. ASSESSMENT OF IMPACTS
Based on the project details and the baseline environmental status, potential
impacts that are expected to accrue as a result of the proposed project have
been identified.
4.1 IMPACTS ON LAND ENVIRONMENT
a) Construction phase
Impacts due to construction activities
Pre-construction activities generally do not cause significant damage to
environment. Clearing, stripping and leveling of sites, construction of bunds for
protection from flooding, earth filling and excavation for foundations, will
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Executive Summary of the EIA Study for Barge Jetty at Kandla
WAPCOS Limited
lead to some disturbance to the habitat. The project area at present is barren
with no major vegetation or wildlife. Hence, the level of construction activities in
the proposed project is not of such level and nature, to cause any significant
adverse impact on this account.
b) Operation phase
Generation of garbage at captive barge jetty
There are no sources of solid waste generation in the proposed project. The
solid waste generation envisaged during operation phase could be the disposal
of garbage or solid waste generated from various sources. The same could be
disposed off at designated sites in a proper manner.
4.2 WATER ENVIRONMENT
a) Construction phase
Impacts due to effluents from labour camps
The average and peak labour strength likely to be deployed during construction
phase of the proposed captive jetty will be about 100 and 200 respectively.
Most of the labour force will come from nearby villages. The labour force
engaged by the contractor could come from outside areas. There will be no
labour camp at the project site. About 200 labour would stay at the construction
site, only during working hours. The water requirement for such labour shall be
9.0 m3/day @ 45 lpcd. The sewage generated is normally taken as 80% of the
total water requirement i.e. (0.8 x 9) 7.2 m3/day. Thus, apart from sewage
generated by the staff working at the jetty, no major source of water pollution
are expected in the proposed jetty.
Impacts due to increase in turbidity levels during construction
Pile driving, deposition of rubble, compaction and other construction work will
result in increase in turbidity. The vessels involved in construction and other
construction equipment are a possible cause of oil spills, garbage discharge,
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Executive Summary of the EIA Study for Barge Jetty at Kandla
WAPCOS Limited
etc. Increase in suspended sediments and turbidity levels may have adverse
effects on marine animals and plants by reducing light penetration into the
water column and by physical disturbance. The increase in turbidity is likely to
last for a period of 10-15 days after the cessation of construction activities.
4.3 IMPACTS ON HYDRODYANMICS DUE TO THE PROJECT
CWPRS Pune has carried out Hydrodynamic model studies for proposed barge
jetty at IFFCO Kandla. A two dimensional mathematical model was set up for
the IFFCO barge jetty and reclamation proposal. Kandla creek comprising of
13000 m long channel with widths varying from 600 m to 1300 m was taken for
the model. The width of the creek at the location of barge jetty is 1000 m and
the projected reclamation is extending up to 50 m covering an area of about
1000 m2. The area blocked in the creek cross section by the proposed
reclamation is very marginal and below 5% of the total cross section of the
creek. Thus proposed reclamation and barge jetty facility by M/S IFFCO will not
have any adverse impact on the tidal flow conditions and the creek bank line.
The model simulations indicate that the proposed reclamation would provide
more streamlined flow conditions and will have marginal effect on the prevailing
hydrodynamic and sediment transport regimes.
Conclusions
• The proposed development of a barge jetty with reclamation of about
1000 m2 is located in the shallow area of the west bank of Kandla creek
and major part is a tidal mud flat devoid of any vegetation like
Mangroves.
• The reasonably well calibrated two dimensional mathematical model
studies indicated that the proposed area has eddy like circulations during
flood flow conditions and the currents are of the order of 1.0 m/s.
• The effect of separation of flow, formation eddies due to the prevailing
plan form of Kandla creek in the region will be minimized due to the
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Executive Summary of the EIA Study for Barge Jetty at Kandla
WAPCOS Limited
• extension of bank line due to reclamation which will also avoid siltation in
the region.
• The area blocked by the reclamation is less than 5% of the total cross
sectional area of the creek in the region and will have marginal effect on
the prevailing hydrodynamic and sediment transport regimes.
• The proposed development is close to the bank line and would not have
any impact on the adjoining bank line and the existing IFFCO and IOCL
jetties.
4.4 IMPACTS ON COASTAL PROFILE
The changes in coastal profile in the Study Area was studied using satellite data.
It can be seen form satellite data that there is no major change in the coastline
of Kandla Creek in the project area. The following satellite data was used to
study the shore line changes:
• Year 2000: IRS 1D LISS-III • Year 2005: IRS P6 LISS-III • Year 2009: IRS P6 LISS-IV • Year 2011: IRS P6 LISS-III
4.5 IMPACTS ON NOISE ENVIRONMENT
(a) Construction phase
The major sources of noise during construction phase are due to operation of
construction equipment. At a distance of 100 m and 200 m from the
construction site, the estimated increase in noise levels will be about 10 dB(A)
and 15 dB(A) respectively.
The other source of noise during construction phase will be due to movement of
trucks, which will transport the construction material. The increase in ambient
noise level at a distance of 30 m, 50 m, 100 m and 200 m is 16 dB(A), 12
dB(A), 7 dB(A) and 3 dB(A) respectively. These noise levels have been assessed
considering that there will be no attenuation due to various sources. Hence, no
adverse impacts are anticipated on noise levels due to the proposed project.
4.6 IMPACTS ON AIR ENVIRONMENT
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Executive Summary of the EIA Study for Barge Jetty at Kandla
WAPCOS Limited
(a) Construction phase
Impacts due to fugitive emissions
The major pollutant in the construction phase is SPM being air-borne due to
various construction activities. The vehicular movement generates pollutants
such as NOx, CO and HC. But, the vehicular pollution is not expected to lead to
any major impacts. However, the fugitive emissions generated due to vehicular
movement are not expected to travel beyond a distance of 200 to 300 m. The
impact on air environment during construction phase is not expected to be
significant.
Impacts due to construction equipment
The combustion of diesel in various construction equipment could be one of the
possible sources of incremental air pollution during the construction phase. The
major pollutant likely to be emitted due to construction of diesel in various
construction equipment shall be SO2. The short-term increase in SO2
concentration has been predicted using Gaussian plume dispersion model. The
maximum short-term increase in SO2 is observed as 0.00119 µg/m3, which is at
a distance of 200 m from the emission source. The incremental concentration is
quite low and does not require any specific control measure. Thus, the operation
of construction equipment is not expected to have any major impact on the
ambient air quality.
(b) Operation phase
Impacts due to increased vehicular traffic
During project operation phase, cargo will be unloaded from ships and
transported to storage godowns through trucks/conveying system. Bagged
product shall be directly loaded into railway wagons. The increase in traffic
during project operation phase is expected to be maximum of 50 trucks/hour
due to operation of the barge jetty. This is not expected to significantly
increases the air pollution.
4.7 IMPACTS ON ECOLOGY
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Executive Summary of the EIA Study for Barge Jetty at Kandla
WAPCOS Limited
The direct impact of construction activity for any project is generally limited in
the vicinity of the construction sites only. The construction sites include
berthing, storage and infrastructure facilities. There is no forest cover in the
vicinity of the project site. Hence, no significant impacts are envisaged on
terrestrial flora as a result of the proposed project.
4.8 IMPACTS ON SOCIO-ECONOMIC ENVIRONMENT
In the construction stage the peak labour force, skilled and unskilled labourers,
is estimated at about 200. The labour population is likely to come from nearby
areas. In the operation stage the project would lead to mushrooming of various
allied activities. This will lead to marginal improvement in the employment
scenario, which is a positive impact.
5. ENVIRONMENTAL MANAGEMENT PLAN
IFFCO is committed to continuously improve the environment in and around its
manufacturing units in line with international norms. IFFCO Kandla unit has
designed and adopted Environment Management System (EMS) according to
International guidelines which have received the International Standards
Organization Certification ISO 14001: 2004.
5.1 LAND ENVIRONMENT
The construction material required for the project shall be procured from the
nearby quarries. The impacts of the construction phase on the environment
would be transient in nature lasting only till the construction activities continue.
The surface roads, which are proposed to be utilized during construction, shall
be black topped to avoid entrainment of fugitive dust. These measures will
reduce the entrainment of fugitive emissions to a large extent. Adequate
provisions shall be made for timely repair of roads. On completion of
construction the roads shall be black topped.
5.2 SOLID WASTE MANAGEMENT
There is no generation of solid waste from the proposed jetty. Solid waste
generated from domestic sources during construction and operation phases will
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Executive Summary of the EIA Study for Barge Jetty at Kandla
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be of the order of 40 kg/day and 20 kg/day. A covered vehicle will be provided
to transport the solid waste from the jetty area to the disposal site. The sludge
from sewage treatment plant is used for compost preparation and used as
manure for green belt development in and around the plant premises. The solid
waste will be disposed at the vermi-culture facility at IFFCO Plant.
5.3 WATER ENVIRONMENT
Construction phase
The major source of water pollution in the construction phase is the sewage
generated by the workers and employees. During construction phase about 7.2
m3/day of sewage is expected to be generated. It is proposed to construct 15
community toilets for the labour involved in construction activities. The sewage
can be partially treated in septic tank and final treatment can be done in
existing sewage treatment facilities.
Operation Phase
During project operation phase major source of water pollution shall be the
sewage generated by the labour/staff involved in project related activities.
Adequate number of toilets shall be constructed in the jetty and the office area
as a part of the project. The sewage from the community toilets shall be treated
in the septic tank, which is proposed to be constructed during project
construction phase.
5.4 CONSERVATION OF WATER RESOURCES
For conservation of water in this Kutch region where water is very scarce, IFFCO
Kandla plant has installed a domestic sewage treatment plant of 250 cu. mtrs
per day capacity. The treated water is used for gardening/horticulture purposes
in and around the plant premises. This reduces the overall fresh water
requirement. IFFCO has also constructed a
rain water recharging well at the township with a storage pond of 20,000 cubic
meters capacity for conserving rain water which is effective in reducing the
salinity in the underground water table.
5.5 AIR ENVIRONMENT
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Executive Summary of the EIA Study for Barge Jetty at Kandla
WAPCOS Limited
Construction Phase
Major source of air pollution during construction phase will be due to the
emissions from construction vehicles, equipment and DG sets, and emissions
from transportation traffic. The following measures are recommended to control
air pollution:
• The contractor will be responsible for maintaining properly functioning
construction equipment to minimize exhaust.
• Construction equipment and vehicles will be turned off when not used for
extended periods of time.
• Unnecessary idling of construction vehicles to be prohibited.
• Effective traffic management to be undertaken to avoid significant delays
in and around the project area.
• Road damage caused by sub-project activities will be promptly attended
to with proper road repair and maintenance work.
Operation phase
Control of Pollution due to increased vehicles
The major source of air pollution in the proposed project is the increased
vehicular movement in the project construction and operation phases. Thus, as
a control measure, vehicles emitting pollutants above the standards should not
be allowed to ply either in the project construction or in the operation phases.
Vehicles and construction equipment should be fitted with internal devices i.e.
catalytic converters to reduce CO and HC emissions.
All the roads in the vicinity of the project site and the roads connecting the
quarry sites to the construction site should be paved or black topped to
minimize the entrainment of fugitive emissions. If any of the roads stretches
cannot be black topped or paved due to some reason or the other, then
adequate arrangements must be made to spray water on such stretches of the
road. The storage yard shall be covered with screens/walls. The trucks will be
properly covered with tarpaulin and overloading will not be allowed to avoid
spillage of loose material on roads.
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Executive Summary of the EIA Study for Barge Jetty at Kandla
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5.6 CONTROL OF NOISE
Various measures that could be implemented are as follows:
• Noise from air compressors could be reduced by fitting exhaust mufflers
and intake mufflers.
• Chassis and engine structural vibration noise can be dealt by isolating the
engine from the chassis and by covering various sections of the engines.
• Noise levels from the drillers can be reduced by fitting of exhaust mufflers
and the provision of damping on the steel tool.
• Exposure of workers near the high noise levels areas can be minimized.
This can be achieved by job rotation/automation, use of ear plugs, etc.
5.7 ENERGY CONSERVATION MEASURES
Energy conservation measures would be implemented to ensure that the use of
non-renewable resources is minimised. The following mitigation measures would
be undertaken during construction works.
• Using energy efficient electrical appliances;
• Installing lighting control devices where appropriate and linking to photo-
electric dimming; and
• Providing sufficient energy metering and switching for energy management.
Energy would also be conserved through efficiency in work schedules and
practices such as:
• Road and rail transport scheduling to minimise energy use and wastage, e.g.
increasing backloading and minimising waiting times;
• Switching off truck engines while they are waiting to access the site and
while these are waiting to be loaded and unloaded;
• Throttling down and switching off idle equipment;
• Regular maintenance of all powered equipment to ensure appropriate fuel
consumption rates; and
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• Communication and education of energy conservation measures to
employees.
5.8 DEVELOPMENT OF MEDICAL FACILITIES
It is recommended that first aid post be developed at the project site for use
during construction phase. In operation phase, the existing IFFCO Kandla Plant
dispensary shall provide services to employees of Barge jetty as well.
5.9 AREA DEVELOPMENT ACTIVITIES
IFFCO is already undertaking various activities as a part of Integrated Rural
Development Programme (IRDPwhich includes the following activities:
• Construction of check dams and bore wells.
• Development of gardens at village Pantia adopted by IFFCO.
• Construction of cow shed, grass godown, fodder shed etc at various
villages.
5.10 ESTABLISHMENT OF AN ENVIRONMENTAL MANAGEMENT CELL It is recommended that Project authorities establish an Environmental
Management Cell at the site. The task of the Cell will be to coordinate specific
studies, to carry out environmental monitoring and to evaluate implementation
of environmental mitigatory measures.
6. ENVIRONMENTAL MONITORING PROGRAMME
The summary of Environmental Monitoring Programme for implementation
during project construction and operation phases is given in Tables-2 and 3
TABLE-2 Summary of Environmental Monitoring Programme
(construction phase) S. No.
Aspects Parameters to be monitored
Frequency of monitoring
Location
1. Marine water Physico-chemical
parameters pH, Salinity, EC, TDS, Turbidity, Phosphates, Nitrates, Sulphates, Chlorides.
Once in three months
3 to 4 sites
Biological parameters
Light penetration, Chlorophyll, Primary Productivity, Phytoplanktons, Zooplanktons
Once in three months
3 to 4 sites
Executive Summary of the EIA Study for Barge Jetty at Kandla
WAPCOS Limited
S. No.
Aspects Parameters to be monitored
Frequency of monitoring
Location
2. Sediments Physico-chemical
parameters Texture, pH, Sodium, Potassium, Phosphate, Chlorides, Sulphates
Once in three months
3 to 4 sites
Biological parameters
Benthic Meio-fauna, Benthic Macro-fauna
Once in three months
3 to 4 sites
3. Ambient air quality
PM10, PM2.5 SO2 and NO2
- Summer, Post-monsoon and Winter seasons.
- Twice a week
for four consecutive weeks per season.
Close to construction site(s)
4. Noise Equivalent Noise Level
During peak construction activities
Construction Site(s)
TABLE-3
Summary of Environmental Monitoring Programme (operation phase) S. No.
Aspects Parameters to be monitored
Frequency of monitoring
Location
1. Marine water Physico-chemical
parameters pH, Salinity, EC, TDS, Turbidity, Phosphates, Nitrates, Sulphates, Chlorides.
Once in three months
3 to 4 sites
Biological parameters
Light penetration, Chlorophyll, Primary Productivity, Phytoplanktons, Zooplanktons
Once in three months
3 to 4 sites
2. Sediments Physico-chemical
parameters Texture, pH, Sodium, Potassium,
Once in three months
3 to 4 sites
Executive Summary of the EIA Study for Barge Jetty at Kandla
WAPCOS Limited
S. No.
Aspects Parameters to be monitored
Frequency of monitoring
Location
Phosphate, Chlorides, Sulphates
Biological parameters
Benthic Meio-fauna, Benthic Macro-fauna
Once in three months
3 to 4 sites
3. Ambient air quality
PM10, PM2.5 SO2 and NO2
- Summer, Post-monsoon & Winter seasons.
- Twice a week
for four consecutive weeks per season.
Villages
4. Noise Equivalent Noise Level
Once per month
Project area and sites within 1 km of the project area
5. Greenbelt Development
Rate of survival and growth of various species
Once per month
Various plantation sites.
7 DISASTER MANAGEMENT PLAN
7.1 GENERAL
In the proposed project, the cargo to be handled is Muriate of Potash, which is
not a hazardous substance as per "Manufacture. Storage and Import of
Hazardous Chemical Rules," 1989. The handling of this cargo is not likely to
result in fire, explosion and toxicity hazards.
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Executive Summary of the EIA Study for Barge Jetty at Kandla
WAPCOS Limited
7.2 HAZARD IDENTIFICATION
Since no hazardous cargo is being handled at the jetty, hazard identification is
not required. The study of past accident data helps in identification of likely
hazards for the installation under study. In the present case past failure data
analysis pertaining to vessel accident is of relevance.
From the literature, probability of various events such as ship collision, ship
grounding and ship berthing has been collected. The data collected here is from
Port of London Authority. This data has been referred in many international
studies for spillage/leakage. Following are the failure frequencies for ship
collision, ship grounding and ship berthing contact.
• Ship collision probability per transit = 0.5 x 10-4 • Ship grounding probability per transit = 0.3 x 10-4 • Ship berthing contact probability per transit = 1.5 x 10-4
7.3 SAFETY CONSIDERATIONS
7.3.1 At Jetty
The unloading arms are designed to move freely along all three axes when
connected to a ship's manifold, within a space envelope traversed by the end
flange which is attached to the ship's manifold. This movement will be
continuously monitored by a computerized Position Monitoring System (PMS). If,
the flange approaches limits of the envelope, a warning will be provided to
operators.
7.4 DISASTER MANAGEMENT PLAN
7.4.1 Need for Disaster Management Plan
The types of emergencies envisaged are listed as below:
- Fire on tankers (vessels) - Cyclone/rough weather at sea
The emergency plan are likely to be separate for on- site and off- site, but they
must be consistent with each other as they must be related to the same
assessed emergency conditions. The on-site and off-site plan is called Disaster
Management Plan (DMP) and Emergency Preparedness Plan (EPP)
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Executive Summary of the EIA Study for Barge Jetty at Kandla
WAPCOS Limited
respectively. The overall objective of Disaster Management Plan for the
proposed jetty are to:
• identify type of major disasters which may occur.
• localise the emergency and if possible eliminate it.
• minimize the effect of accidents on people and property.
Elimination of hazards will require prompt action by operators, and emergency
staff usually for example, fire fighting equipment, water sprays, etc. Minimizing
the effects will include rescue, first aid, evacuation, rehabilitation and giving
information promptly to people living nearby.
7.4.2 Identification of Hazardous Process/area
The potentially hazardous areas and likely accident at the proposed jetty is
mainly fire at jetty or ship anchoring at the jetty.
7.4.3 Site Emergencies Control Room and Facilities
• An emergency has to be controlled from one particular spot which should
be away from likely points of accidents and be easily accessible. In the
present case it is suggested that there should be provision for site
emergency control room (SECR) establishment at control room from
where all the operations of unloading are controlled.
7.4.4 Hazard Management Plan and Key Personnel
Out of all personnel associated with the operation, senior people will be involved
to form a crisis management team which should comprise of the following team
members:
• Senior most personnel • Official spokesman • Welfare/finance co-ordinator • Fire safety and Mutual aid co-ordinator • Transport and security co-ordinator • Medical Co-ordinator
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Executive Summary of the EIA Study for Barge Jetty at Kandla
WAPCOS Limited
7.4.5 Emergency Plan
Jetty Terminal Emergency Plan
This plan will be drawn up in consultation with jetty authority, fire brigade, coast
guard and police etc. The major emergency expected is fire at jetty, oil spill
from ship etc. The plan will include:
- Stopping of unloading operation immediately
- Specific initial action to be taken by those at the location of emergency
(to notify time, position source and cause of spill) to control room and
Coast guard
- Immediate action to combat oil pollution
- Evaluation of situation by on scene controller regarding threat posed by
spill and identify threatened resources
- Details of communication system available siren code
- An inventory, including location details of emergency equipment
- Sound alarm-terminal fire fighting staff to fight fire
- Unberth vessel to discharge
- Mobilize fire fighting equipment
- Electric power to switch off - emergency lighting to switch on
The ships calling at barge jetty will be advised of the terminal's emergency plan
particularly the alarm signals and procedures to summon assistance in the event
of an emergency on board.
Ship Emergency Plan
Planning and preparations are essential if personnel are to deal effectively with
emergencies on board vessel. Though various types of emergencies can occur
on the tanker, only fire on the vessel at the terminal is of major concern in the
present context. The immediate action to be taken by the master of the vessel
will include:
- Raising the alarm (also sound the terminal fire alarm to support ship's
efforts to control fire) and commence shutting down any discharging,
bunkering or deballasting operations which may be taking place.
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Executive Summary of the EIA Study for Barge Jetty at Kandla
WAPCOS Limited
- Harbour master will proceed to barge jetty and collect all information
from master of ship regarding emergency and pass the same to Chief
Coordinator.
- Locate and assess the incident and assess possible dangers.
- Organise manpower and equipment for quick control of the incident.
- Co-ordinate arrangements for quick and safe release of the ship.
- Mobilise tugs and launches and keep pilots and mooring staff and standby
to remove ship from barge jetty, if required.
8. AREA DRAINAGE STUDIES
8.1 ESTIMATION OF SAFE GRADE ELEVATION (SGE)
The values of various parameters influencing SGE could be selected as
below.
Highest high water Springs - 7.38 m CD ( 1.57 m MSL) Recorded on from tide table Height of storm surge - 2.5 m ( recommended by GSDMA) Maximum wave Height - 8.0 m ( 100 year R.P.value &
reported in 1998 storm) Maximum Tsunami wave height - 11 m (reported in Kutch Nov 1945) Wind setup - 0.50 m Sea level rise in 100 years - 0.30 m (assuming 3 mm/year rate)
The requirements for protection against highest high water spring, storm
surge , and waves ( as waves will be associated with storm surge due to
high wind speeds during storms) could be considered together as a worst
combination. For this combination the Extreme Water Level works out to:
SGE = Highest high water level + Storm Surge + Others(Wave height free
board + un accounted)
= 7.38 + 2.5 +1.34= 11.25 m CD.
With provision of free-board of about 1.25m (instead of recommended 1.5m
free board to absorb all other unaccounted factors) the SGE for IFFCO Kandla
project could be fixed at least at about 11.25 m CD or above. The proposed
SGE of 11.25 m is recommended for the proposed site
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Executive Summary of the EIA Study for Barge Jetty at Kandla
WAPCOS Limited
which is validated by the combined maximum water levels recommended by
the Gujarat State Disaster Management Authority Guidelines for Cyclone
Resistance Construction of buildings in Gujarat.
8.2 ESTIMATION OF STORM WATER DISCHARGE
To design the network, hydrology of the region was studied to arrive at
design one day rainfall and the rainfall intensities to further compute
intensity in less than hours as the area of project site is small .
Using this data sets, maximum daily rainfall for each year was computed. In the
present studies the following methodology was adopted in frequency analysis for
extreme rainfall estimation.
• Maximum daily rainfall for the data for project site was computed
• Parameter (location and scale) estimation using Method of maximum
Likelihood (MLM), Gumble method, Log Pearson (Type III) and Normal
distribution was carried out.
• Using these parameters, Maximum daily rainfall for different return
periods (2, 5, 10, 20, 50, 100, 200, 250 and 500 years) were estimated.
For IFFCO site, 50 and 100 year rainfall of 232 mm and 260 mm
respectively were adopted for design of storm water drainage system.
8.3 PEAK DRAINAGE DISCHARGE
The Rational formulae was adopted for working out flood discharges. The design
discharge was adopted as 1 cumec. Therefore , two drain of 0.5 cumec (18
cusec) each are proposed to drain-out storm water from the project area .
8.4 DIMENSIONS OF STORM WATER DRAIN
The dimensions of the strm water drain are given as below:
Slope = 1 in 1000 Width B =1.0 m Depth of flow= 0.5m Free Board = 0.5 m Total Depth = (0.5+0.5)=1.0 m
9. COST ESTIMATES
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Executive Summary of the EIA Study for Barge Jetty at Kandla
WAPCOS Limited
9.1 ENVIRONMENTAL MANAGEMENT PLAN (EMP) The cost estimates for implementing EMP shall be Rs.9.12 million. The details
are given in Table-4.
TABLE-4 Summary of cost estimate for Environmental Management Plan (EMP)
S. No.
Parameter Cost (Rs. million)
1. Sanitary facilities at labour camps 1.00 2. Collection and disposal of effluent from
workshop 0.50
3. Solid waste management 2.0 4. Green belt development 0.20 5. Development of medical facilities at proposed
site 2.29
6. Fire fighting facilities proposed at site Included in Project Budget
7. Energy conservation measures Included in Project Budget
8. Environmental Management Cell 1.68 9. Implementation of Environmental Monitoring
Programme during construction phase (Refer Table-5)
1.45
Total 9.12
9.2 ENVIRONMENTAL MONITORING PROGRAMME
The cost required for implementation of Environmental Monitoring Programme
during construction phase is Rs.1.45 million. The details are given in Table-5.
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Executive Summary of the EIA Study for Barge Jetty at Kandla
WAPCOS Limited
TABLE-5 Summary of cost estimates for Environmental Monitoring Programme
in construction phase S. No. Parameter Cost (Rs. million) 1. Marine Ecology 1.00 2. Ambient air quality 0.45 Total 1.45 The cost required for implementation of Environmental Monitoring Programme
during operation phase is Rs.1.45 million/year. The details are given in Table-6.
TABLE-6 Summary of cost estimates for Environmental Monitoring Programme
in operation phase S. No.
Parameter Cost (Rs. million/year)
1. Marine water quality 1.00 2. Ambient air quality monitoring 0.43 Total 1.45
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