gujarat maritime board...no.aw-75301 dated 01.01.2016 and it has the validity up to 29th october...

MARINE ENVIRONMENTAL IMPACT ASSESSMENT REPORT FOR

OBTAINING STATUTORY EC FOR DEVELOPMENT OF PORT

INFRASTRUCTURE WITHIN EXISTING PORBANDAR PORT, GUJARAT

Project Proponent

GUJARAT MARITIME BOARD

(Government of Gujarat Undertaking)

SAGAR BHAVAN,

Sector 10-A, Opp. Air Force Centre,

CHH Rd, Gandhinagar,

Gujarat 382010

EIA Consultant

Cholamandalam MS Risk Services Limited

NABET Accredited EIA Consulting Organisation

Certificate No: NABET/EIA/1011/011

PARRY House 3rd Floor,

No. 2 N.S.C Bose Road, Chennai - 600 001

Tamil Nadu

August 2018

Development of Port Infrastructure within

existing Porbandar Port, Porbandar Village,

Porbandar District, Gujarat

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Cholamandalam MS Risk Services Page 1

GMB has conducted the “EIA Study on “Development of Port Infrastructure within

existing Porbandar Port, Porbandar Village, Porbandar District, Gujarat”.

The EIA report preparation has been undertaken in compliance with the ToR issued

by MoEF & CC. Information and content provided in the report is factually correct for

the purpose and objective for such study undertaken.

We hereby declare the ownership of contents (information and data) of EIA/EMP Report.

For on behalf of Gujarat Maritime Board

Signature:

Name: Mr. Atul A. Sharma

Designation: Deputy General Manager - Environment

DECLARATION BY PROJECT PROPONENT




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EIA Study on “Development of Port Infrastructure within existing Porbandar Port,

Porbandar Village, Porbandar District, Gujarat”.

This EIA report has been prepared by Cholamandalam MS Risk Services Limited

(CMSRSL), in line with EIA Notification, dated 14th

September 2006, seeking prior

Environmental Clearance from the Ministry of Environment, Forests and Climate Change,

New Delhi.

This work has been undertaken in accordance with ISO 9001:2008 Quality Management

System with all reasonable skill, care and diligence within the terms of the contract with the

client, incorporating our General Terms & Conditions of Business and taking account of the

resources devoted to it by agreement with the client.

We disclaim any responsibility to the client and others in respect of any matters outside the

scope of the above.

Further, this report is confidential to the client and the use of this report by unauthorized third

parties without written authorization from CMSRSL shall be at their own risk.

For and on behalf of Cholamandalam MS Risk Services Limited

Approved by : N V Subba Rao

Sign :

Designation : Chief Executive

DECLARATION BY EIA CONSULTANT




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Declaration by Experts contributing to the EIA for “Development of Port

Infrastructure within existing Porbandar Port, Porbandar Village, Porbandar District,

Gujarat “ I, hereby, certify that I was part of the EIA team in the following capacity that

developed the above EIA.

EIA Coordinator: In-House

Name: Mr. D.Ravishankar

Signature:

Date: 10th

August, 2018

Period of Involvement: Nov 2017 to August 2018

Contact Information: M/s. Cholamandalam MS Risk Services Limited

Parry House 3rd

Floor,

No. 2 NSC Bose Road, Chennai – 600 001

+91-044- 3044 5448

DECLARATION BY EIA CONSULTANT




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Functional Area Experts:

S. No

Functional Areas

Name of the Expert/s

Involvement (Period and Task)

Signature

1

AP- Air

Pollution

Monitoring,

Prevention &

Control

(Category - A)

Mr. Ravishankar.

D

Period :

Nov 2017 to August 2018

Task: Developed Dust

Control and Mitigation

Plan during Construction

Phase and Fugitive Dust

Emission Control during

Cargo Transportation

2

WP- Water

Pollution

Monitoring

Prevention &

Control

(Category - A)

Mr. V S Bhaskar

Period :


Task: Finalization of water

sampling locations,

characterization.

Identification of Potential

during construction and

developed management

plan to prevent

contamination of water

during coal transportation




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S. No

Functional Areas



Signature

3

SHW

Solid and

Hazardous

Waste

Management

(Category - A)

Mr. Ravishankar. D

Period :


Task: Categorization of

solid and hazardous waste

during construction phase

and operation phase and

developed solid and

hazardous waste

management plan

4

SE

Socio-

Economics

(Category - A)

Mr. Rajesh Kumar

Verma

Period :


Task: Mentoring In-house

Socio-Economic expert in

conducting Primary Survey

Data Collection, collation of

secondary data. To identify

socio economic

aspect/impact based on

project activities and

development of mitigation

measures.




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S. No

Functional Areas



Signature

5

SE

Socio-

Economics

(Category - A)

Mr. Karthick C S

Period :


Task: Conducted primary

socio-economic survey,

identification of social

impact due to proposed

project, preparation of

mitigation plan, and

development of CSR plan.

6

EB

Ecology and

Biodiversity

(Category - A)

Mr. Vivek Narayan

Singh

Period :


Task: Mentoring the In-

house Ecology and

Biodiversity expert for

Terrestrial Flora and

Fauna




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S. No

Functional Areas



Signature

7

EB

Ecology and

Biodiversity

(Category - A)

Dr. T.

Balakrishnan

Period :


Task : Primary Survey of

Terrestrial Flora and

Fauna, Marine Biological

Sampling. Identifiation and

Analysis of Phytoplankton,

Zooplankton and benthos.

Identification of

Nesting/breeding grounds

of reptiles, mammals and

avifauna including

rare/threatended/endange

red/endemic species and

their habitat within the

study area. Impact

assessment and

environmental

management plan for

Mangroves Conservation,

Habitat Conservation

Measures.




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S. No

Functional Areas



Signature

8

AQ

Meteorology,

Air Quality

Modelling &

Prediction

(Category - A)

Mr. V S Bhaskar

Period :


Task: Design of Ambient

Air Quality Monitoring

Network. Primary Air

Quality data Analysis and

identification of impacts.

9

NV

Noise &

Vibration

(Category - A)

Mr. V S Bhaskar

Period :


Task: Identification of

Noise Monitoring

Locations. Noise Mitigation

measures during

construction and operation

phase.

10

LU

Land Use

(Category - A)

Mr. T. P. Natesan

Period :


Task: Preparation of land

use land cover maps for

the study area using GIS/

related tools followed by

ground truth verification.




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S. No

Functional Areas



Signature

11

RH

Risk

Assessment &

Hazard

Management

(Category - A)

Mr. Ravishankar.D

Period :


Task: Identification of fire

risk potential due to

handling of coal and

transportation Potential

Risk Hazards Identification

during construction and

operation phase.

12

LU

Land Use

(Category - B)

Mr. S. Pavala

Rajan

Period :


Task: Preparation of land

use land cover maps for the

study area using GIS/ related

tools followed by ground

truth verification.




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Declaration by the Head of the Accredited Consultant Organization/ Authorized Person

I, N V Subbarao, hereby, confirm that the above mentioned experts prepared the EIA Report

as per the project inputs prepared by GMB for the proposed “Development of Port

Infrastructure within existing Porbandar Port, Porbandar Village, Porbandar

District, Gujarat”

I also confirm that the consultant organization shall be fully accountable for any misleading

information mentioned in this statement.

Signature: :

Name : N V Subbarao

Name of the EIA Consultant Organization:M/s. Cholamandalam MS Risk Services Ltd

“PARRY” House 3rd

Floor,

No. 2 NSC Bose Road, Chennai – 600 001

NABET Certificate No. :NABET/EIA/1316/RA009




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Executive Summary

Introduction

Gujarat Maritime Board (GMB) is the first maritime board of India, established in the year

1982 as statutory organization of Government of Gujarat (GoG), under the Gujarat Maritime

Act 1981. It was established for facilitating the port development, privatization, manage,

control and administer the intermediate and minor ports in Gujarat in the way of specialized

cargo handling approach. GMB has explored many unexplored routes for the development of

ports in India, with a vision “To enhance and harness ports and international trade as vehicles

for economic development”.

Porbandar port is an all-weather port functioning under the direct control of GMB. It is

situated in the west coast of India facing the Arabian Sea at Latitude 21°38” N and Longitude

69°37”E in Porbandar Village, Porbandar Tehsil, Porbandar District between Veraval and

Okha on the Saurashtra coast of Gujarat.

Porbandar is a major urban centre which consists of secondary urban areas like Ranavav and

Kutiyana. Porbandar port is well connected to the other parts of Gujarat through the National

Highway 8B (Porbandar-Rajkot-Bamanbore Road). This highway also runs through the

talukas of Gondal, Upleta, Kutiyana, Ranavav. Porbandar is also connected by broad gauge

railway line to the other parts of the country. State Highway SH-95 connects the port with

Ranavav and the State Highway SH-28 connects the port with Degam. The nearest National

Highway NH-8E is about 6 km from the port which connects the port with Bhavnagar,

Somnath and Dwarka.

Porbandar Port is under operation since 1963, as per the Port Notification (Annexure 4 of

Terrestrial EIA Report) vide letter no. IPA/1062-C- 1358-M dated 13th

July 1963, published

by Government of Gujarat (GoG). The Port is handling both dry and liquid cargoes with

maximum cargo handling capacity of 10.17MTPA. GMB has obtained Consolidated Consent

and Authorization (CCA) from Gujarat Pollution Control Board (GPCB) for handling 10.17

MTPA since 2010, which is being renewed periodically from GPCB vide consent order

no.AW-75301 dated 01.01.2016 and it has the validity up to 29th

October 2020.




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Map showing the location of Porbandar port facility

Existing Facility

The port is facilitated with breakwater cum berthing arrangements. The facilities in the

breakwater include 200m long Navy-GMB jetty for defense purpose near the mouth of the

port, 150m long private jetty with associated silo, mechanized cargo handling facilities and

two storage tanks for Saurashtra Cements Limited for bulk export of cement/clinker, one

deep water berth of 235 m long for cargo handling which includes coal and LPG, Indian

Coast Guard jetty of 175m long for berthing of Coast Guard ships, finger jetty of length

104m and 55m width for handling of Bauxite ore.

Proposed Project Development

In order to increase the cargo handling capacity of Porbandar port from 10.17 MTPA to 12

MTPA, various development activities are proposed by GMB. The proposed developments of

the port includes construction of coastal cargo berth of size 100x67m, extension of existing

coast guard jetty of the size 100x13.5m, extension of finger jetty of size 100x55m towards

Deep Water Berth (DWB) for coastal shipping on one side & extension of finger jetty of size

40x55m for marine police boat berthing on the other side, capital dredging of 6,21,550 m3




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and maintenance dredging of 62,155 m3 and a new backyard of 4 Ha will be developed in the

existing land area within port boundary. Earthwork and construction of civil structures in the

existing backup area

Description of Baseline Setup of Study Area

Based on the ToR approval, the baseline environmental settings has been studied by

undertaking one season terrestrial monitoring and one season marine monitoring within the

study area of 10km radius from project site boundary. The study area represents the details of

the environment in the 10 km radius from the boundary of the proposed project site. The

study area has been divided into two: core zone and buffer zone. The area that covers the 5

km radial distance around the project site is considered as the core zone and the area that

covers the 5km to 10 km from the boundary of project site is considered as the Buffer zone.

For collecting primary data collection, 10km study area has been considered and the

secondary data has been collected for 15km study area.

The primary baseline environmental conditions were monitored during the period of 11th

December 2017 to 5th March 2018. The environmental conditions were analysed by

collecting the sample data for air & meteorology, noise, water, soil, terrestrial ecology, flora

& fauna, marine physiology, marine biology and socio-economic environment. The terrestrial

baseline monitoring and marine monitoring has been carried out in the Study area during

winter season.

Marine Environment

The surface and bottom water temperature is around 28°C and 17°C. pH in all the stations

ranged from 7.9 to 8.1. The BOD in all station was found to be less than 4 mg/l and COD less

than 26 mg/l. The total dissolved solids ranged from 35410 mg/l (MS-4) and 35620 mg/l

(MS-1). The phytoplankton population comprised of 3 major groups, namely

Bacillariophyceae, Dinophyceae and Cyanophyceae. The most common and dominant genera

found was Coscinodiscus sp., other dominant species were Chaetoceras, Navicula,

Pleurosigma and Thallasionema. There were 28 species of phytoplankton recorded in this

eight station of which 21 species belonged to Bacillariophyceae, 6 species belonged to

Dinophyceae, and 1 species belonged to Cyanophyceae.




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Zooplankton, also a very important group in the aquatic ecosystem, act as the primary

consumer and ultimately serve as the natural food source for many aquatic organisms,

including fishes. Depending on seasons and environmental conditions, the plankton

community shows pronounced variation in its character and composition. There were 12

systemic position of zooplankton recorded in this station viz. Foraminifera, Tintinnida,

Chaetognatha, Copepoda, Crustacea, Polychaeta, Mysidae, Gastropoda, Amphipoda, Larvae,

Eggs and Bivalvia. indicates the distribution of zooplankton

A total of 6 macrobenthic groups were obtained from the sediment samples viz.

Foraminiferans, Nematodes,Ostracods, Bivalves, Gastropods and Polychaetes. Polychaete

was the most dominant group (26.34%) followed by Nematodes (21.84%), Forminiferans

(18.68%), Bivalve (13.6%), Gastropods (10.49%) and Ostracods (9.05%).

A total of 5 meiobenthic groups were obtained from the sediment samples viz.

Foraminiferans, Ostracods, Amphipods, Harpacticoids and Nematodes. Foraminiferans was

the most dominant group (37.27%) followed by Ostracods (27.14%), Harpacticoids

(14.69%), Nematodes (14.39%), and Amphipods (6.49%).

Anticipated Environmental Impacts and Mitigation Measures

Contamination of the water column with suspended sediments is the main impact envisaged

due to dredging and disposal activity. The dredge spoil from capital dredging will be used for

reclamation purpose and the dredge spoil from maintenance dredging will only be disposed

whenever it is required. This impact is considered to be temporary since it regains to normal

environment drastically after the settling of suspended sediments. Thus, the proposed

maintenance dredging and disposal activity is likely to cause minimal impacts on the water

environment. The benthic communities and other species that thrive on the water column are

affected from dredging and disposal activities due to disposal of dredge spoil settling. To

reduce the impact due to dredging and disposal, silt curtains shall be provided at the time of

dredging and disposal. Periodic monitoring of the water column shall be made in order to

ensure the health of marine environment.

No extraction of ground water and disposal of waste water are proposed from the facility and

hence, there is no impact on water and soil environment.




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Environment Monitoring Program

To maintain the environment in good condition, periodic environmental monitoring program

has been suggested for various activity involved during construction and operation phase.

Project Benefits

This project is proposed to increase the cargo handling capacity of the port in order to meet

the increasing demand of raw materials in the nearby industrial sectors. This will increase the

economic growth of the region as well as the nation through transport, communication,

import/export and industrialization. The new berth construction and expansion of road

network will help in increasing the import/export quantity of cargo since the port is located in

the economical hotspot of the country. Even the port based industries like chemical

processing plant, cement plant that are located in the vicinity of port will enhance the

economic growth of the public in the region due to development in the infrastructure.

The proposed project development is done by Gujarat Maritime Board, the social

infrastructure of Porbandar region will be developed as part of Corporate Social

Responsibility (CSR) to enhance the livelihood of the local people along with the economic

growth.

The construction of berths and widening of the existing road will pave way for direct and

indirect employment opportunities for the local people in both skilled and unskilled working

classes for about 75 peoples. The local laborers will be required in both construction and

operation phase of the project. The construction phase will require works like civil,

mechanical and electrical works which requires skilled and unskilled labours. The other

activities that could generate employment opportunities are transportation of men, material

and machineries. There will be demand of drivers and other unskilled men for carrying out

such activities. These demands will increase the local economy growth and boost the business

community




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Table of Contents

1. INTRODUCTION ........................................................................................................... 25

1.1 About Gujarat Maritime Board ................................................................................. 25

1.2 Porbandar Port ........................................................................................................... 25

1.3 Background of the Project ......................................................................................... 27

1.4 Need for EIA Study ................................................................................................... 27

1.5 Overview of Environmental setting of the Project .................................................... 27

1.6 Existing Port Facilities .............................................................................................. 31

1.7 Proposed Project Development ................................................................................. 31

1.8 Methodology for EIA Study ...................................................................................... 32

1.9 Structure of EIA Report ............................................................................................ 33

2. PROJECT DESCRIPTION .............................................................................................. 35

2.1 General Description of the Port ................................................................................. 35

2.1.1 Existing Infrastructure ....................................................................................... 35

2.2 Proposed Project Development ................................................................................. 36

2.3 Proposed Utilities, Civil & Mechanical Works ......................................................... 38

2.4 Land, Water and Power Supply................................................................................. 38

2.5 Project Schedule and Estimated Cost ........................................................................ 38

3. COMPLIANCE TO ENVIRONMENTAL CLEARANCES .......................................... 39

4. DESCRIPTION OF THE ENVIRONMENT .................................................................. 40

4.1 General ...................................................................................................................... 40

4.2 Study Area ................................................................................................................. 40

4.2.1 Environmental Sensitivity .................................................................................. 41

4.2.2 Ecologically sensitive zone ................................................................................ 42

4.3 Marine Environment ................................................................................................. 46




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4.3.1 Bathymetry ......................................................................................................... 46

4.3.2 Tides ................................................................................................................... 46

4.3.3 Currents .............................................................................................................. 46

4.3.4 Chemical Characteristics of Seawater ............................................................... 47

4.3.5 Physical Characteristics of Marine Sediment .................................................... 48

4.3.6 Primary Data Collection .................................................................................... 49

4.3.7 Marine Sediment Quality ................................................................................... 52

4.4 Marine Ecological Environment ............................................................................... 54

4.4.1 Methodology ...................................................................................................... 55

4.4.2 Marine Biological, water and Sediment Sampling ............................................ 58

4.4.3 Observations on Marine Ecology....................................................................... 58

5. ANTICIPATED ENVIRONMENTAL IMPACTS ......................................................... 88

5.1 Introduction ............................................................................................................... 88

5.2 Environmental Impacts ............................................................................................. 88

5.2.1 Identification of Impact Activities ..................................................................... 88

5.2.2 Identification of Impact Attributes..................................................................... 89

5.2.3 Impacts on Marine Environment ....................................................................... 90

5.2.4 Impact on Marine Ecology................................................................................. 91

5.2.5 Impact on Fisheries ............................................................................................ 92

5.2.6 Impact on Mangroves ........................................................................................ 93

5.2.7 Impacts on Dredging .......................................................................................... 94

5.2.8 Impacts on Shoreline ........................................................................................ 95

5.2.9 Impacts of Rock Dredging ................................................................................. 96

5.2.10 Action Plan on Disposal of dredged Spoil ......................................................... 96

5.3 Mitigation Measures .................................................................................................. 96




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5.3.1 Marine Quality ................................................................................................... 96

5.3.2 Mangroves........................................................................................................ 100

5.3.3 Shoreline ......................................................................................................... 100

5.3.4 Mitigation Measures for Marine Ecology ........................................................ 100

5.3.5 Mitigation Measures for Rock Dredging ......................................................... 102

6. Analysis of Alternatives ................................................................................................. 103

6.1 Location Alternative ................................................................................................ 103

6.2 Technological Alternative ..................................................................................... 103

7. ENVIRONMENTAL MONITORING PLAN ............................................................... 104

7.1 Environmental Monitoring Plan during Construction Phase .................................. 105

7.2 Environmental Monitoring Plan during Operation Phase ....................................... 105

8. ADDITIONAL STUDIES ............................................................................................. 108

8.1 Public Consultation ................................................................................................. 108

8.2 CRZ Mapping .......................................................................................................... 108

8.3 Quantitative Risk Assessment for Dry Cargo Handling and Storage ..................... 108

8.4 Natural Disasters ..................................................................................................... 108

8.4.1 Seismicity of the Study Area ........................................................................... 108

8.4.2 Cyclone ............................................................................................................ 110

8.4.3 Flood ................................................................................................................ 112

8.5 Manmade Disasters ................................................................................................. 113

9. BENEFITS OF THE PROJECT .................................................................................... 119

9.1 Improvements in Physical Infrastructure ................................................................ 119

9.2 Improvements in Social Infrastructure .................................................................... 119

9.3 Employment Potential ............................................................................................. 119

10. ENVIRONMENTAL MANAGEMENT PLAN......................................................... 121




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10.1 Environmental Management Plan- Construction Phase- Marine Component ..... 121

10.1.1 Marine Water Quality Management Plan – Construction Phase ..................... 122

10.1.2 Management Plan for Rock Dredging ............................................................. 122

10.1.3 Mangrove Management Plan – Construction Phase ........................................ 123

10.1.4 Ecology and Bio-Diversity Management Plan- Construction Phase ............... 124

10.2 Environmental Management Plan – Operation Phase- Marine Component ........ 124

10.2.1 Marine Environment ........................................................................................ 125

10.2.2 Cargo Handling ................................................................................................ 126

10.2.3 Oil Spill Contingency Plan .............................................................................. 126

11. SUMMARY ................................................................................................................ 129

12. DISCLOSURE OF CONSULTANTS ENGAGED.................................................... 135

12.1 Brief Profile of the EIA Consultant ..................................................................... 135

12.2 Details of Experts/Consultants Engaged for this EIA Study ............................... 136

12.3 External Labs / Agencies involved in EIA Study ................................................ 137




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List of Tables

Table 1-1 Environmental Settings of the Study Area .............................................................. 28

Table 4-1 Environmental Sensitivity within 15 Km aerial distance ........................................ 41

Table 4-2 Tidal Parameters with respect to Chart Datum ........................................................ 46

Table 4-3 Heavy Metal concentration in Marine sediment ..................................................... 48

Table 4-4 Marine Sampling Locations .................................................................................... 50

Table 4-5 Marine Water Quality .............................................................................................. 51

Table 4-6 Marine Sediment Quality ........................................................................................ 53

Table 4-7 Phytoplankton in the Study Area ............................................................................. 60

Table 4-8 Diversity indices of Phytoplankton Community in the study area .......................... 62

Table 4-9 Zooplankton in the study area ................................................................................. 66

Table 4-10 Percentage of species composition ........................................................................ 67

Table 4-11 Biodiversity indices of Zooplankton in the study area .......................................... 69

Table 4-12 Density and percentage occurance of Subtidal Fauna ........................................... 71

Table 4-13 Meiofaunal Density and composition in Study Area ............................................ 72

Table 4-14 Locations of the intertidal fauna analysis .............................................................. 73

Table 4-15 Intertidal Faunal Density ....................................................................................... 74

Table 4-16 Diversity indices of intertidal fauna ...................................................................... 76

Table 4-17 Demography of Fishing society in Porbandar ....................................................... 80

Table 4-18 Marine fish production in Porbandar ..................................................................... 81

Table 4-19 Species wise fish production in Porbandar ............................................................ 82

Table 4-20 Mangrove Vegetation in the Study Area ............................................................... 86

Table 7-1 Marine EMP – Construction Phase ....................................................................... 106

Table 7-2 Marine EMP – Operation Phase ............................................................................ 107

Table 8-1 Region-wise Earthquake of Magnitude M 0.9-3.6 ................................................ 110

Table 8-2 List of Inventories to carry out Rescue Operations ............................................... 117

Table 11-1 Summary of Marine Impacts and Mitigation ...................................................... 131




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List of Figures

Figure 1-1 Location Map of Porbandar Port ............................................................................ 26

Figure 1-2 Map showing Porbandar Port facility .................................................................... 26

Figure 1-3 Google Map showing 10 Km Study Area .............................................................. 29

Figure 1-4 SOI Open Series Map showing 10 Km Study Area ............................................... 30

Figure 1-5 Site Photograph of Porbandar showing existing and Proposed Port activities ...... 31

Figure 2-1 Proposed Layout of Porbandar Port Facility .......................................................... 37

Figure 4-1 Observation in Porbandar Bird Sanctuary.............................................................. 43

Figure 4-2 Marine Sampling .................................................................................................... 49

Figure 4-3 Toposheet showing Marine Sampling Locations ................................................... 50

Figure 4-4 Phytoplanktons in the Study Area .......................................................................... 62

Figure 4-5 Zooplanktons in the Study Area. ............................................................................ 68

Figure 4-6 Map showing Fish Potential Catch Zone in the Study Area .................................. 79

Figure 4-7 Mangroves in the Study Area ................................................................................. 86

Figure 5-1 Proposed road layout superimposed on Satellite Imagery ..................................... 93

Figure 5-2 Map showing loss of Mangrove Vegetation .......................................................... 94

Figure 5-3 Shoreline Change Map of Porbandar ................................................................... 101

Figure 8-1 Map showing the Seismic Zones of Gujarat ........................................................ 109

Figure 8-2 Wind and Cyclone Hazard Map of Gujarat .......................................................... 111

Figure 8-3 Tsunami Threat Map of modeled scenario (Source: INCOIS) ............................. 112

Figure 8-4 Flood Hazard Map of Gujarat .............................................................................. 113

Annexure

Annexure-1 Bathymetry

Annexure-2 Lab Test Reports

Annexure-3 Summary of Oil Spill Contingency Plan




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List of Abbreviations

A/F Ratio Abundance/Frequency Ratio

AAQ Ambient Air Quality

AQ Air Quality Modeling & Prediction

BMTPC Building Materials and Technology Promotional Council

BOD Biochemical Oxygen Demand

CAS Centre for Advanced Studies

CCA Consolidated Consent & Authorization

CD Chart Datum

CGWB Central Ground Water Board

CMFRI Central Marine Fisheries Research Institute

CMSRSL Cholamandalam MS Risk Services Limited

COD Chemical Oxygen Demand

CPCB Central Pollution Control Board

CRZ Coastal Regulation Zone

CSR Corporate Social Responsibility

CTE Consent to Establish

CZMA Coastal Zone Management Authority

DBH Diameter to Breast Height

DCB Dry Cargo Berth

DG Diesel Generator

DLHS District Level Household Survey

DMP Disaster Management Plan

DWB Deep Water Berth

EAC Experts Appraisal Committee

EB Ecology and Biodiversity

EC Environmental Clearence

ECC Emergency Control Centre

EHS Environmental Health and Safety

EIA Environmental Impact Assessment

EMP Environmental Management Plan

EMS Environmental Management System

ESA Ecologically Sensitive Area

ESZ Eco Sensitive Zone

FAE Functional Area Expert

FCC False Color Composite

GBH Girth at Breast Height

GIS Geographical Information System




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GLC Ground Level Concentration

GMB Gujarat Maritime Board

GoG Government of Gujarat

GPCB Gujarat Pollution Control Board

GPCB Gujarat Pollution Control Board

GUIDE Gujarat Institute of Desert Ecology

Ha Hectare

HMV Heavy Motor Vehicle

HOD Head of the Department

HSE Health, Safety and Environment

HT Net Heron-Tranter Net

HTL High Tide Line

ICG Indian Coast Guard

ICG Indian Coast Guard

IFC International Finance Corporation

IMD Indian Meteorological Department

IMP Impact Management Plan

INCOIS Indian National Centre for Ocean Information Services

ISO International Organization for Standardization

IUCN International Union for Conservation of Nature

IVI Importance Value Index

KLD Kilo Liters per Day

kVA Kilo Volt Ampere

Leq Equivalent Continuous Level

LMV Light Motor Vehicle

LPG Liquefied Petroleum Gas

LTL Low Tide Line

LU/LC Land Use, Land cover

m Meter

MARBEF Marine Biodiversity and Ecosystem Functioning

MNP Marine National Park

MoEF&C

C Ministry of Ebvironment, Forest & Climate Change

MSDS Material Safety Data Sheets

MTPA Million Ton Per Annum

NAAQ National Ambient Air Quality

NABET National Accreditation Board for Education and Training

NAPESC

O National Petroleum Services Company




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NCSCM National Centre for Sustainable Coastal Management

NGT National Green Tribunal

NIO National Institute of Oceanography

NOx Oxides of Nitrogen

NV Noise & Vibration

OSM Open Series Map

PCQM Point-centered quarter method

PCU Passenger Car Equivalent

PGVCL Paschim Gujarat Vij Company Limited

PM Particulate Matter

PMC Project Management Cell

ppt Parts Per Thousand

QCI Quality Council of India

RCC Reinforced Cement Concrete

REET Rare Endangered Extinct Threatened

RFCTLA

RR

Right to Fair Compensation and Transparency in Land Acquisition,

Rehabilitation & Resettlement

RH Risk Assessment & Hazard Management

RO Regional Office

S.O. Standing Order

SCZMA State Coastal Zone Management Authority

SE Socio-Economics

SH State Highway

SOI Survey of India

SOx Oxides of Sulphur

Sq.Km Square Kilometer

TDS Total Dissolved Solids

ToR Terms of Reference

USEPA United States Environment Protection Agency

WHO World Health Organization

WPA Wildlife Protection Act




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1. INTRODUCTION

1.1 About Gujarat Maritime Board

Gujarat Maritime Board (GMB) is the first maritime board of India, established in the year

1982 as statutory organization of Government of Gujarat (GoG), under the Gujarat Maritime

Act 1981. It was established for facilitating the port development, privatization, manage,

control and administer the intermediate and minor ports in Gujarat in the way of specialized

cargo handling approach. GMB has explored many unexplored routes for the development of

ports in India, with a vision “To enhance and harness ports and international trade as vehicles

for economic development”.

1.2 Porbandar Port

Porbandar port is an all-weather port functioning under the direct control of GMB. It is

situated in the west coast of India facing the Arabian Sea at Latitude 21°38” N and Longitude

69°37”E in Porbandar Village, Porbandar Tehsil, Porbandar District between Veraval and

Okha on the Saurashtra coast of Gujarat.

Porbandar is a major urban centre which consists of secondary urban areas like Ranavav and

Kutiyana. Porbandar port is well connected to the other parts of Gujarat through the National

Highway 8B (Porbandar-Rajkot-Bamanbore Road). This highway also runs through the

talukas of Gondal, Upleta, Kutiyana, Ranavav. Porbandar is also connected by broad gauge

railway line to the other parts of the country. State Highway SH-95 connects the port with

Ranavav and the State Highway SH-28 connects the port with Degam. The nearest National

Highway NH-8E is about 6 km from the port which connects the port with Bhavnagar,

Somnath and Dwarka.

The location map showing the Porbandar port facility is presented in below Figure 1-1 and

the Google Map showing the existing Porbandar port facility is presented in Figure 1-2.




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Figure 1-1 Location Map of Porbandar Port

Figure 1-2 Map showing Porbandar Port facility




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1.3 Background of the Project

Porbandar Port is under operation since 1963, as per the Port Notification vide letter no.

IPA/1062-C- 1358-M dated 13th

July 1963, published by Government of Gujarat (GoG). The

Port is handling both dry and liquid cargoes with maximum cargo handling capacity of

10.17MTPA. GMB has obtained Consolidated Consent and Authorization (CCA) from

Gujarat Pollution Control Board (GPCB) for handling 10.17 MTPA since 2010, which is

being renewed periodically from GPCB vide consent order no.AW-75301 dated 01.01.2016

and it has the validity up to 29th

October 2020. Copy of the latest CCA is enclosed as

Annexure-5 of Terrestrial EIA Report.

Need for the Project

GMB has proposed the project developments by considering the following needs,

To provide berthing facility for coastal cargoes under Sagar Mala project.

To provide additional berthing facility for the existing jetties

Dedicated berthing facility for ICG / Navy vessels/ships

To enhance the cargo handling capacity of port facility to meet the cargo

demand

1.4 Need for EIA Study

The cargo handling capacity of the port is currently 10.17MTPA. The port is undergoing

further development to increase its cargo handling capacity to 12MTPA. As per EIA

Notification 2006, any development activity that exceeds the cargo handling capacity of

5MTPA will be treated as Category “A” project and requires Environmental Clearance from

the Ministry of Environment, Forest & Climate Change (MoEF&CC), Government of India.

Since proposed development activity has a capacity of 12MTPA, it requires EC according to

section 7(e) Ports and Harbors of EIA notification issued by MoEF&CC.

1.5 Overview of Environmental setting of the Project

Porbandar port is located between 21°37'1.34"N 69°35'35.89"E and 21°38'37.59"N

69°34'52.52"E and the same can be identified in the Open Series Map (OSM) F42P10&P6.

The existing port is located at the mouth of Porbandar backwater region. The port is provided

with a rubble bund breakwater with cargo handling facility on the lee side of the breakwater.

The study area map covering 10km radius on Google earth imagery is shown in Figure 1-3




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and study area map showing 10Km study area on OSM is shown in Figure 1-4.

Porbandar bird sanctuary is a notified ecological sensitive area located within 1.58 Km

(Table 1-1) of the proposed project site. Kirti mandir, the birthplace of Mahatma Gandhiji is

located at a distance of 1.08 Km in the North East direction. Also there is Ecologically

Sensitive Areas (ESA) such as mangroves falling within the study area. Mangrove patches in

the Porbandar backwater area is available at 0Km distance from proposed project site.

Historical and tourist places include Kirti Mandir in NE direction at a distance of 1.03 km

and Old Parsavanath temple at a distance of 1.34 Km in E direction. No notified Reserve

Forest (RF) is available within the study area.

Table 1-1 Environmental Settings of the Study Area

S.No Particular Details

1. OSM Number OSM map F42P10&P6

2. Nearest Roadway SH 6 is available at 2.44 Km and NH 8E is

available at 5.3 Km from the project site.

3. Nearest Railway Station Porbandar Railway Station – 2.5 Km ENE.

4. Nearest Airport Porbandar Airport – 6 Km ENE

5. Nearest sea Port None within the study area.

6. Nearest Village/ Major Town Porbandar, 0 Km.

7. Protected Ecological Sensitive

Zones- Mangroves, wetlands,

breeding / nesting grounds

Porbandar Bird Sanctuary, 1.58 Km

Porbandar backwater, 0 Km.

Mangroves in Porbandar backwater region, 0m.

8. Historical/ Tourist Place Kirti Mandir (1.08 Km, NE)

Old Parsvanath Temple (1.34 Km, E)

9. Beach resorts None Within study area.

10 Coastal Areas rich in corals,

mangroves, breeding ground of

specific species.

Porbandar Bird Sanctuary at 1.58Km in NNE

direction.

11 Biosphere reserves None within study area.

12 Defense installations, especially

those of security importance and

sensitive to pollution.

None within study area.




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S.No Particular Details

13 Areas containing high quality or

scarce resources – Agricultural,

Fisheries, minerals, Groundwater

and Surface resources.

Porbandar fish landing centre is located at

0.3 Km Northern directions.

14 Nearest Industry Saurashtra Chemicals at a distance of 3.39

Km in the E direction.

15 Critically polluted areas as per

MoEF notification None within study area.

16 Seismic Zones Seismic Zone III – Moderate Hazard zone

Figure 1-3 Google Map showing 10 Km Study Area




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Figure 1-4 SOI Open Series Map showing 10 Km Study Area




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Cholamandalam MS Risk Services Limited Page 31

1.6 Existing Port Facilities

The port is facilitated with breakwater cum berthing arrangements. The facilities in the

breakwater include 200m long Navy-GMB jetty for defense purpose near the mouth of the port,

150m long private jetty with associated silo, mechanized cargo handling facilities and two

storage tanks for Saurashtra Cements Limited for bulk export of cement/clinker, one deep water

berth of 235 m long for cargo handling which includes coal and LPG, Indian Coast Guard jetty

of 175m long for berthing of Coast Guard ships, finger jetty of length 104m and 55m width for

handling of Bauxite ore. The existing structures are shown in Figure 1-5.

1.7 Proposed Project Development

In order to increase the cargo handling capacity of Porbandar port from 10.17 MTPA to 12

MTPA, various development activities are proposed by GMB. The proposed developments of the

port includes construction of coastal cargo berth of size 100x67m, extension of existing coast

guard jetty of the size 100x13.5m, extension of finger jetty of size 100x55m towards Deep Water

Berth (DWB) for coastal shipping on one side & extension of finger jetty of size 40x55m for

marine police boat berthing on the other side, capital dredging of 6,21,550 m3 and maintenance

dredging of 62,155 will be carried out. Construction of southern breakwater of length 2325 m

with top width of 15m at suitable location within Porbandar port limit, Construction of jetty of

size 1900 m x 30 m on the proposed southern breakwater.

Figure 1-5 Site Photograph of Porbandar showing existing and Proposed Port activities

Existing Berthing Facility of Porbandar Port Existing cement clinker storage with

conveyor system.




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Existing Navy Jetty Existing Coast Guard Jetty

Existing Pipeline system at Port berthing facility for transferring unloaded LPG cargo

Existing Finger Jetty Proposed Site for Coastal Berthing Facility

1.8 Methodology for EIA Study

Reconnaissance survey of the study area was carried out during May 2017 to assess the nature of

the environment. Within the 10km study area, ecological sensitive areas like mangrove

ecosystem, bird sanctuary were identified.




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M/s.Cholamandalam MS Risk Services Limited, a QCI/NABET accredited EIA consultant has

been engaged to carry out Environmental Impact Assessment (EIA) study for the proposed

project. Based on the ToR obtained from MoEF&CC, the baseline monitoring of one season

terrestrial and one season marine sampling was conducted. The NABET certification of the EIA

consultant is given in Annexure 1 of Terrestrial EIA Report. During the monitoring, terrestrial

samples such as ambient air quality, noise, surface water, ground water, soil were collected to

assess the terrestrial environment quality for various parameters stipulated by the MoEF&CC.

Marine samples such as marine water (surface & bottom), marine sediments, micro organisms

like phytoplankton, zooplankton and benthic organism were also collected to assess the marine

environment quality. The collected samples were tested by NABL accredited laboratory and the

results were compared with the Indian standards for various parameters. The accreditation

certificate of the laboratory is given in the Annexure 3 of Terrestrial EIA Report. The secondary

data was collected from reputed publishers across the country in order to maintain the quality of

report. The secondary data was collected based on the site specific conditions and the study area.

Based on the primary and secondary data, the anticipated positive and negative impacts were

identified. For the anticipated impacts, Environmental Management Plan (EMP) has been

prepared.

1.9 Structure of EIA Report

The EIA report for the proposed project has been organized as per Appendix-III of EIA

Notification, 2006 which describes the Generic Structure of Environmental Impact Assessment

Document.

Chapter 1- This chapter describes the background and need for study as per ToR along with the

brief description of nature, size and location of the project as well as its importance to the region

and country.

Chapter 2- This chapter describes the detailed information on the size, location of the project

including project layout, technology and process involved, proposed schedule for approval and

implementation.




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Chapter 3- The status of compliance to earlier Environmental Clearances issued by MoEF&CC

for the existing port facility is discussed in this Chapter.

Chapter 4- This chapter describes the existing baseline environmental conditions of both marine

and the terrestrial components inclusive of land use & land cover along with the base maps of all

the components, socio-economic condition of the study area.

Chapter 5- This chapter explains the anticipated positive and negative environmental impacts

due to the project location, construction and operation. The significance of the impacts will be

analyzed in order to provide the mitigation measures so as to reduce the impacts of the

environment.

Chapter 6- This chapter describes the analysis of alternatives for the proposed project.

Chapter 7- This chapter deals with the Environment Monitoring Plan for the study area.

Chapter 8- This chapter deals with the additional studies such as Public Consultation, Risk

Assessment, CRZ study and Disaster Management Plan.

Chapter 9- This chapter provides the details of the Project benefits such as the improvements in

physical infrastructure, social infrastructure and employment potential.

Chapter 10- This chapter explains Environmental Management Plan for the environmental

components during both construction and operation phases of the project.

Chapter 11- This chapter presents summary and conclusions.

Chapter 12- This chapter gives the details of the disclosure of environmental consultants

involved in the preparation of the report.




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2. PROJECT DESCRIPTION

2.1 General Description of the Port

Porbandar Port is an intermediate seaport which functions under Gujarat Maritime Board

(GMB). The port has an important role in developing the economy of Gujarat state. Porbandar

port is strategically located at 21°37′48″N & 69°36′0″E, Porbandar City, Porbandar District in

the western coast of India (Saurashtra coast).

The port is equipped with breakwater cum berthing arrangements to handle a cargo capacity of

10.17MTA.To meet the increasing cargo demand and requirement of the industries,

transformation of port is inevitable. In this context, GMB has decided to increase the handling

capacity of the port from 10.17MTPA to 12MTPA. To cater the need, the port undergoes

construction of ancillary facilities like berthing structures, jetties, and widening of existing

roadway networks to handle the traffic.

2.1.1 Existing Infrastructure

The Porbandar has five major berthing facilities along with the supporting backup utilities in the

backup area that includes open stack yard, dry dock, fisheries terminal & landing centre,

workshop, dry fishing yard, timber stack yard. The five berthing facilities are as follows,

Deep water berth of 237m long.

SCL (M/s.Saurashtra Cement Ltd.,) captive jetty of 150m long.

Navy jetty of 200m long.

Coast guard jetty of 175m long.

Finger jetty of 104m long.

Storage godowns (34 Nos.) in the existing backup area in an area of 2.42Ha.

Anchorage of large ships at 2km offshore, for berthing of vessels upto 9.5m draught.

Three tugs (GMB I – 3300BHP, GMB II-1800BHP & GMB III – 4000BHP) are

available in the port facility.

Two launches are available at port for ferry services.

One mobile harbour crane of 16MT capacity.




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One grab dredger for maintenance dredging as per requirement.

The dry bulk cargo handled in the port is coal, gypsum, limestone, bulk iron, bauxite, cement,

clinker. The port also handles food commodities like wet dates, sugar, onion, soya bean and

other miscellaneous materials. Among the handled cargo, commodities like coal, LPG, wet dates,

gypsum, limestone and bulk iron are imported and commodities like bauxite, cement, clinker,

sugar, soda ash, onion and soya bean are exported.

2.2 Proposed Project Development

The proposed development consist of,

Construction of coastal cargo berth of size 100x67m,

Extension of existing coast guard jetty to the size of 100x13.5m,

Extension of finger jetty to size 100x55m on one side towards Deep Water Berth

(DWB), for coastal shipping,

Extension of finger jetty to size 40x55m on the other side for marine police boat

berthing,

Capital dredging of 6,21,550 m3 and maintenance dredging of 62155m

3.

Construction of southern breakwater of length 2325m and a top width of 15m with

side slopes of ratio 1:2.

Construction of jetty of size 1900 m x 30 m on the proposed southern breakwater.

Layout showing existing and proposed developments is shown in Figure 2-1




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Figure 2-1 Proposed Layout of Porbandar Port Facility




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2.3 Proposed Utilities, Civil & Mechanical Works

There is an increase of 1.83 MTPA of cargo handling in the proposed project development

which is in addition to the existing cargo handling capacity of the port as on date. To support

the expansion in the handling capacity, it is necessary to increase the capacity of the storage

units. Therefore new cargo berths are constructed on the lee side of the existing breakwater

and existing berths are subjected to extension

2.4 Land, Water and Power Supply

Since the proposed development activities happen inside the port boundary and there is an

adequate land available for the development, no acquisition or utilization of undeveloped or

agricultural land is required. The proposed developmental activity does not involve any

demolition works.

Current water demand is being fulfilled by Porbandar Municipal Corporation through tankers.

Total 60KLD water is provided at the port through tankers having capacity of 12KLD each.

Additional 40KLD due to proposed facilities would be met through the tankers provided by

Municipal Corporation.

The existing port facility has 11kVA of power supply sourced from the Paschim Gujarat Vij

Company Limited (PGVCL). No additional power supply would be needed during

construction and operation phases. DG sets shall be used to run the port activities in the event

of power failure.

2.5 Project Schedule and Estimated Cost

The estimated cost of the project is Rs.137 Crores. The project development will be

completed over a period of 5 years after obtaining prior EC & CRZ Clearance from

MoEF&CC and obtaining Consent to Establish (CTE) from GPCB.




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3. COMPLIANCE TO ENVIRONMENTAL CLEARANCES

Porbandar Port is under operation since 1963, as per the Port Notification vide letter no.

IPA/1062-C- 1358-M dated 13th

July 1963, published by Government of Gujarat (GoG). This

is prior to implementation of Environmental Protection Act (EPA) 1986 and Environmental

Impact Assessment Notification (EIA) 2006. Hence the port facility does not have prior EC

as on date. However, the port facility has obtained CC&A (Consolidated Consent

Authorization) from GPCB and timely renewal of the same is being done. The Port is

handling both dry and liquid cargoes with maximum cargo handling capacity of 10.17MTPA.

GMB has obtained Consolidated Consent and Authorization (CCA) from Gujarat Pollution

Control Board (GPCB) for handling 10.17 MTPA since 2010, which is being renewed

periodically from GPCB vide consent order no.AW-75301 dated 01.01.2016 and it has the

validity up to 29th

October 2020. Copy of the latest CCA and its compliance is enclosed as

Annexure-5 of Terrestrial EIA Report.




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4. DESCRIPTION OF THE ENVIRONMENT

4.1 General

Based on the ToR approval, the baseline environmental settings has been studied by

undertaking one season terrestrial monitoring and one season marine monitoring within the

study area of 10km radius from project site boundary.

The study area represents the details of the environment in the 10 km radius from the

boundary of the proposed project site. The study area has been divided into two: core zone

and buffer zone. The area that covers the 5 km radial distance around the project site is

considered as the core zone and the area that covers the 10 km from the boundary of project

site is considered as the Buffer zone. For collecting primary data collection, 10km study area

has been considered and the secondary data has been collected for 15km study area.

The primary baseline environmental conditions were monitored during the period of 11th

December 2017 to 5th

March 2018. The environmental conditions were analysed by

collecting the sample data for air & meteorology, noise, water, soil, terrestrial ecology, flora

& fauna, marine physiology, marine biology and socio-economic environment. The terrestrial

baseline monitoring and marine monitoring has been carried out in the Study area during

winter season.

4.2 Study Area

Gujarat coastline constitutes of about 19.70 percent of the total coastline and about 46 percent

of the western coastline of India with a length of about 1600 km. Porbandar is located on the

south-west corner of the Saurashtra Gujarat. Porbandar was historically known as

Sudamapuri after the name of Sudama, a friend of Lord Krishna. Porbandar district forms a

part of Kathiawar Peninsula. The district lies between 21º20’ N and 22º10’ N Latitude and

69º40’E and 70º10’ E Longitudes. The total geographical area is 2298 sq.kms. The length of

the coastline in Porbandar district is 105 km and it constitutes about 6.56 percent of the total

coastline of Gujarat. The district is surrounded by Jamnagar district in the north and north-

west, Junagadh and Rajkot districts in the east, & Arabian Sea in the south. Porbandar district

was previously a part of Junagadh district which was later separated and was announced as a

separate district on 2nd

October 1997 in the memory of Mahatma Gandhi, the Father of the

Nation. The district is divided into 3 talukas namely, Porbandar, Kutiyana and Ranavav.




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4.2.1 Environmental Sensitivity

There are sensitive zones like bird sanctuary, reserve forest, wetlands, mangroves and other

archeological sites present within the 15 Km radius of the project site. The details of the

sensitive spots are given in Table 4-1.

Table 4-1 Environmental Sensitivity within 15 Km aerial distance

S. No Sensitive Areas Description

1

Areas protected under international

conventions, national or local legislation for

their ecological, landscape, cultural or other

related value.

Barda WLS-13 km NE

Porbandar Bird Sanctuary-1.61 NNE

Kirti Mandir- 1.08 NNE

2

Important or ecologically sensitive areas-

Wetlands, Water courses, coastal zone,

biospheres, mountains and forests

Porbandar Backwater/wetlands,

Mangroves in Porbandar backwater

region

3

Protected, important or sensitive species of

flora or fauna for breeding , nesting,

foraging, resting, over wintering, migration

Backwater of Porbandar used by

Flamingo and other shore birds

4 Inland, coastal, marine or underground

waters Porbandar Backwater Arabian Sea

5 State, National Boundaries None within 15 km radius

6

Routes or facilities used by the public for

access to recreation or other tourist, pilgrim

areas

Kirti Mandir (1.03 Km, NE),

Old Parsvanath temple (1.34 Km, E)

7 Defence installations INS Sardar Patel existing within the

port facility

8 Densely populated or built-up area Porbandar 0.58 km at NE side

9

Areas occupied by sensitive man-made land

uses (hospitals, schools, place of worship,

community facilities )

Maharishi Vidya Mandir, Porbandar-

3.3 km NEE

Bharatiya Vidhyalaya School,

Porbandar-3.54 km E

Swaminathan High School-1.52 km

E

Birla Sagar Higher Secondary

School-1.47 km SE

10

Areas containing high important, high

quality or scarce resources (ground water

resources, surface resources, forestry,

agriculture, fisheries, tourism, minerals)

Agricultural lands-2.81 km NW,3.72

km NE, 5.26 km NE & 5.84 km ESE,

Fishing Village -32.87 km NW




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S. No Sensitive Areas Description

11

Areas already subjected to pollution or

environmental damage. (Those where

existing legal environmental standards are

exceeded)

None within 15 km radius

12

Areas susceptible to natural hazard which

cause the project to present environmental

problems (earthquakes, subsidence,

landslides, erosion, flooding or extreme or

adverse climatic conditions ) similar effects

The proposed location falls under

Seismic Zone-IV (high Hazard Zone)

Cyclone/wind hazard (Vb=50m/s)-

Very High Damage Risk Zone

4.2.2 Ecologically sensitive zone

4.2.2.1 Porbandar Bird Sanctuary

Porbandar Bird Sanctuary is located 3.25 km NE to the project site amid the city of

Porbandar flaunting the co-existence of man and nature. Spread over an area of 1 square

kilometer this unique water dwelling, surrounded by trees and plants was affirmed as a

sanctuary in the year 1988.

The splendorous beauty of the place though not reflecting any emergent vegetation is

enriched by the migratory birds visiting this area every year. The multihued, textured

feathered creatures with their harmonious twitters and chirrups identify this area as a popular

destination for ornithologists. Varied species of birds in all shapes and sizes fly in every year

enlivening the area with varied colors; patterns and making this zone a home and their

nesting ground. Water birds are often seen splashing in the freshwater lake while the sky

touching flights of certain birds bedecks the firmament.

Flamingos, Grebes, Pelicans, Ducks and geese, Avocets, Coots, Cormorants, Herons, Egrets,

Bittern, Storks, Ibis, Spoonbill, Cranes, Whistling Teals, Gulls, Terns, Jacanas, Ruff, Red

shanks, Indian roller and many other varieties of winged creatures are seen in this area.

Visit the locale in winters when millions of birds reside in this locale making it the most

picturesque shelter for bird lovers and the birds. Spend an entire day away from the hustle-

bustle of the city and daily life enjoying as the nature creation visit their seasonal homes. It is

easy to catch a close glimpse of the birds residing and nesting in this area. Figure 4-1 shows

photographs taken during survey.




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Figure 4-1 Observation in Porbandar Bird Sanctuary

Black billed Ibis, Purple moorhen and common Coot

4.2.2.2 Barda Wildlife Sanctuary

Barda Wildlife Sanctuary lies at 13 kilometers away from the project site and faces the great

Arabian Sea. Previously, the forests of Barda Wildlife Sanctuary, Porbandar belonged to the

ex-princely state of Ranavav or Porbandar and Jamnagar. Thus it is still known as Rana

Barda and Jam Barda. It occupies an area of 192.31 square kilometers area.

The Government of Gujarat is taking serious steps to safeguard its ecological balance and

preserve the many wild animals that have made these forests and parks a natural habitat.

Barda Wildlife Sanctuary, located 15 Km from Porbandar, is one of the most frequented

wildlife sanctuaries in Gujarat.

Barda Wildlife Sanctuary is also known as Rana Barda forest, as once this area belonged to

Tanava a city in the district of Porbandar in Gujarat. It stretches over 193 square kilometers

and was declared a wildlife sanctuary in 1979. The whole area is a study in undulating

terrain, flat lands, dense vegetation, rivulets and streams. The Joghri River flows through the

sanctuary and acts as a natural reservoir for the animals that take shelter here.




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Barda wildlife sanctuary is inhabited by wild animals like Chinkara, Sambar, Spotted deer,

Leopard, Wolf and Chameleons. Previously it was home to rare Asiatic lions, but they have

been moved to the Gir Sanctuary. The rare spotted eagle and crested hawk eagle can be seen

here.

Barda Wildlife Sanctuary lies 13 kilometers away from the Porbandar city and faces the great

Arabian Sea. Previously, the forests of Barda Wildlife Sanctuary, Porbandar belonged to the

ex-princely state of Ranavav or Porbandar and Jamnagar. Thus it is still known as Rana

Barda and Jam Barda.It occupies an area of 192.31 square kilometers area.

In 1979, the reserve forest of the Barda Wildlife Sanctuary, Porbandar was marked as

sanctuary. It is dished out between the districts of Porbandar and Jamnagar. You will find

hilly terrain, flat plains, and number of rivulets, streams and dams in the area that encloses

the Barda Wildlife Sanctuary. The Barda Wildlife Sanctuary, Porbandar appears to be a green

oasis around which agriculture fields, wastelands and forest co-exists in harmony. The

Bileshvary and Joghri rivers flow through it. The Khambala and Fodara dams are situated in

the Barda Wildlife Sanctuary, Porbandar giving it a divine look.

4.2.2.3 Wetlands of Porbandar

A number of wetlands, both perennial and seasonal, are present in the Porbandar region. It

has been observed that whenever there is a drought in this region, all the native as well as

migratory birds get distributed in these wetlands. With the frequency of drought years

increasing it has become all the more important to increase the level of protection to the

satellite wetlands. Satellite wetlands of high significance value to both migratory and resident

water birds owing to its fully protected area status serves as a large staging, moulting and

roosting grounds besides being foraging sites for many of water bird species. However, since

Porbandar Bird Sanctuary is only 9.33ha in area, waterfowls have to largely meet their food

requirements from aquatic habitats scattered around it.

Many of these wetlands hold high conservation value for several water bird species, both

migratory and resident by providing them wintering, staging and roosting grounds. The entire

landscape with scattered wetland islands which are connected through flyways can be looked

at from the point of ‘Theory of Island Bio-geography’. The basic premise of this theory is

that the number of species occurring on an island represents a dynamic balance between

recurrent immigration and recurrent extinction of resident species.




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Porbandar is an administrative district of Gujarat located in the western part of the state with

its head quarters located at Porbandar town. Porbandar was carved out of Junagadh district.

There are some worth visiting wetland sites in and around Porbandar. Total 226 wetlands are

mapped including 95 small wetlands (<2.25 ha) with 22199 ha area. Inland wetlands

contribute 27.3% of the total wetland area and coastal wetlands contribute 72.7% of the total

wetland area. Major wetland categories of the district are Lagoons, Rivers/streams,

Reservoirs and Sand/beach. Area under aquatic vegetation in post-monsoon is about 5451 ha.

Open water spread of the wetlands is significantly higher in post monsoon (13390 ha) than

during pre monsoon (7376 ha). Major portion of the open water area is under low turbidity

during both seasons.

4.2.2.4 Mokarsagar Wetland Complex

To the east of Porbandar city, the Karly reservoir is located, which is a seasonal wetland

characterized by its low-lying topography. Both creek and reservoir are separated by a tidal

regulator that marks their ends. At its other end near Tukda-Gosa village (about 30 km from

city), the reservoir is separated from the Arabian Sea by another tidal regulator. The

maximum water spread area of Kerly reservoir is about 82 km2. Many seasonal streams and

distributaries of Minsar River drain into this reservoir. Mokarsagar - The Eden garden of

more than one hundred species of water birds, the ideal candidate to be the Ramsar site, the

birding destination - easily approachable from National highway as well as coastal highway

stands out of other wetlands of Porbandar. Mokarsagar is a name given to group of several

wetlands situated in around villages like Kuchhadi, Zavar, Chhaya, Odedar, Ratanpar,

Vanana, Ranghavav, Bhorasa, Dharampur, Gosa, Narvai, Bhad, Lushala, Navagam, Tukda,

Mokar, Pipliya. The Mokarsagar wetland complex is a group of wetlands incl. Kuchhadi,

Subhashnagar, Zavar, Kurly I, Karly II, Vanana, Dharampur, Gosabara, Mokarsagar and

Amipur. The huge area of more than 200 sq. Km., the source of fresh water for many farmers

and villagers is really a lifeline for people and wetland dependent biodiversity including

birds, reptiles, insects and mammals.

Barda Sagar, located north-west of Porbandar city, is also a low lying region and a seasonal

wetland. It receives water from seasonal streams that originate in Barda Hills. Maximum

water spread area of Barda Sagar is approx. 21 km2.




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4.3 Marine Environment

4.3.1 Bathymetry

The bathymetry near the berthing region is from 7.5 m to 9.5 m and inside the turning circle,

the same is from 7 m to 10.4 m. The bathymetry of chart of the study area is shown in

Annexure 1.

4.3.2 Tides

Tide is the rise and fall in the water level due to the gravitational pull between Earth, Sun and

moon. Tides along the coast off Porbandar are mixed semi-diurnal with two unequal high and

two unequal low waters occurring in each tidal cycle. The tidal elevation in the nearshore

region of Porbandar ranges from 0.75m to 2.5m during the month of march 20161. Table 4-2

gives the details of tide table.

Table 4-2 Tidal Parameters with respect to Chart Datum

Level Porbandar

MHWS (m) 2.66

MHWN(m) 2.38

MSL(m) 1.82

MLWN(m) 1.46

MLWS(m) 0.77

4.3.3 Currents

The ocean currents are the continuous movement of seawater generated by the winds, tides,

temperature, coriolis effects etc. In the coastal waters of Porbandar, the currents are generated

mainly due to tidal movement of the water mass though wind also contributes to some extent.

The tidal current velocity ranged from 0.1 m/s to 3.5m/s during the month of March 2016

(ref6).

1 Marine NIO report for Saurashtra Chemicals.




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4.3.4 Chemical Characteristics of Seawater

4.3.4.1 Temperature

Shallow water temperature is affected by the prevailing air temperature. The air temperature

in Porbandar area normally varies from 23.0 to 32.5 °C (ref6) and the water temperature

varies from 24.5 to 28 °C. The variation of temperature of surface and bottom was found to

be minimal which shows well mixing of water column.

4.3.4.2 pH

The pH of seawater is largely controlled by the CO32-

/HCO3-/CO2 system. The pH of

seawater generally varies between 7.6 and 8.3. However, pH of coastal waters receiving

anthropogenic wastes may vary. When the primary productivity is high, CO2 is consumed

during photosynthesis, which shifts the equilibrium that favours higher pH (ref6).

4.3.4.3 Suspended Solids

Suspended Sediments includes a wide variety of material, such as silt, decaying plant, animal

matter, fishing waste, industrial wastes, and sewage. Such increase in the suspended

sediments increase the turbidity of the water column. Such turbid water hinders the

penetration of sunlight into the water column which hinders photosynthesis and in turn

affects the productivity of the marine environment. The blockage of sunlight into the water

column will also increase the BOD of the marine water. The average concentration of

Suspended Sediments was in the range 10.0 to 32.8 mg/l off Porbandar (ref6).

4.3.4.4 Salinity

Normally seawater salinity is 35.5 ppt which may vary depending on competition between

evaporation and precipitation and freshwater addition. Salinity in the nearshore region is

found to be around 36 to 37 ppt. In the offshore region the salinity ranges from 36.4 to 36.5

ppt (ref6).

4.3.4.5 DO and BOD

The health of aquatic life depends upon the DO content in the water. The DO in the near

shore region is in the order of 6.0 to 6.5 mg/l. In the offshore region, the same is in the order

of 7 to 7.8 mg/l (ref6).




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4.3.4.6 Dissolved Phosphate

The concentration of dissolved phosphate in the marine water is about 0 to 2.0 µmol/l. The

concentration of the same is seen less in the nearshore region in the order of 0.3 to 0.7

µmol/l. But in the offshore region, the concentration of dissolved phosphate was found to

be 0.7 to 1.1 µmol/l (ref6).

4.3.4.7 Nitrate

Distribution of nitrate in the nearshore and offshore region was almost same. It ranged from

0.8 µmol/l to 3.7 µmol/l.2

4.3.5 Physical Characteristics of Marine Sediment

4.3.5.1 Texture

The nature of intertidal sediment texture was sandy with 93.2 to 97.8% of sand, whereas the

subtidal sediment texture was clayey-silt with 58.3 to 90.6% silt.

4.3.5.2 Heavy Metals

The concentration of heavy metals found in the offshore region of Porbandar is presented in

Table 4-3.

Table 4-3 Heavy Metal concentration in Marine sediment

Parameters

Range

Dec

2004

March

2016

November

2016

Metals

Al (%) 4 5.0 6.3

Cr (μg/g) 56.5 80.5 102.0

Mn (μg/g) 590 490.7 623.0

Fe (%) 2.3 3.6 4.6

Co (μg/g) 10 24.9 39.7

Ni (μg/g) 14 52.3 66.3

Cu (μg/g) 26 47.8 60.6

Zn (μg/g) 39.5 65.4 82.7

Ca(μg/g) - 24.1 31.2

Hg (μg/g) 0.1 0.1 0.1

2 Marine NIO Report for Saurashtra Chemicals.




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Parameters

Range

Dec

2004

March

2016

November

2016

P (μg/g) 555 1049.0 965.0

Corg (%) 1.4 0.9 0.8

PHc (μg/g) 7.4 1.1 1.6

4.3.6 Primary Data Collection

Marine sampling was of the study area was done in 8 locations. Figure 4-2 shows

photographs taken during sampling. The geo-coordinates of sampling locations are given in

Table 4-4 and the same are plotted in topomap which is shown in

Figure 4-3.

Figure 4-2 Marine Sampling

Marine Sampling

Surface Water Collection Deploying Grab Sampler




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Table 4-4 Marine Sampling Locations

Location

Code Co-ordinates

Distance from

Project Site

(Km)

Direction

MS-1 21°37'34.80"N

69°36'3.20"E 1.4 S

MS-2 21°36'58.74"N

69°35'19.18"E 2.6 S

MS-3 21°36'58.36"N

69°36'38.07"E 3.2 S

MS-4 21°38'1.14"N

69°33'50.14"E 2.7 SW

MS-5 21°35'51.48"N

69°36'23.04"E 4.9 S

MS-6 21°35'34.85"N

69°33'47.86"E 5.5 SSW

MS-7 21°36'14.34"N

69°31'49.49"E 7.8 SW

MS-8 21°33'23.63"N

69°35'36.53"E 9 S

Figure 4-3 Toposheet showing Marine Sampling Locations

Marine surface & bottom water quality of the study area is given in Table 4-5 respectively.




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Table 4-5 Marine Water Quality

S.No Parameter Unit MS-1 MS-2 MS-3 MS-4 MS-5 MS-6 MS-7 MS-8

Surface Bottom Surface Bottom Surface Bottom Surface Bottom Surface Bottom Surface Bottom Surface Bottom Surface Bottom

1 Salinity ppt 35.5 35.60 35.6 35.60 35.6 35.60 35.4 35.60 35.5 35.50 35.5 35.60 35.4 35.50 35.5 35.60

2 Temperature °C 28.4 27.10 28.5 27 28.3 27.10 28.5 27.10 28.3 27.10 28.3 27.20 28.4 27.20 28.4 27.20

3 Total

Suspended Solids mg/l 2.0 5 < 2 4 < 2 3 < 2 2 < 2 < 2 < 2 2 < 2 3 < 2 < 2

4 pH @ 25°C - 8.1 8 8.0 7.90 7.9 7.90 8.1 8.10 7.9 8 8.0 7.90 8.1 8.10 7.9 8

5 Conductivity µs/c m 59110 59286 59140 59264 59040 59284 59094 59314 59112 59242 59224 59280 59110 59220 59134 59233

6 Dissolved

Oxygen mg/l 6.8 6.90 6.9 6.70 6.8 6.80 6.9 6.90 6.6 6.90 6.8 6.80 6.6 6.90 6.7 6.70

7

Biochemical

Oxygen Demand

(BOD) 3 days at

27°C

mg/l 3.0 < 2 < 2 4 3.0 3 < 2 3 3.0 < 2 < 2 < 2 4.0 < 2 3.0 3

8

Chemical Oxygen

Demand

(COD)

mg/l 24.0 20 22.0 26 24.0 20 20.0 20 24.0 18 20.0 20 24.0 18 22.0 24

9 Total Dissolved

Solids mg/l 35540 35620 35610 35594 35584 35610 35410 35580 35484 35524 35510 35590 35460 35580 35520 35610

10 Oil & Grease mg/l < 2

11 Nitrite as NO2 mg/l BDL(DL:0.01)

12 Nitrate as

NO3 µg/l 430.0 410 540.0 420 420.0 440 480.0 540 420.0 480 420.0 520 540.0 480 440.0 560

13 Phosphate as PO4 µg/l 110.0 110 120.0 110 130.0 120 110.0 130 120.0 120 120.0 120 120.0 120 120.0 120

14 Silica as SiO2 mg/l 0.8 0.90 1.1 1 1.2 0.80 0.8 0.80 1.0 0.80 1.1 1.10 0.9 0.90 1.1 1.20

15 Iron as Fe mg/l 0.02 0.03 0.01 0.02 0.01 0.02 0.02 0.03 0.01 0.03 0.02 0.02 0.02 0.02 0.01 0.02

16 Calcium as Ca mg/l 424 438 436 424 432 434 434 436 438 438 426 438 426 438 424 434

17 Sodium as Na mg/l 10454 10744 10682 10788 10486 10844 10498 10910 10644 10754 10544 10760 10388 10658 10640 10684

18 Potassium as K mg/l 398 410 388 404 401 402 396 414 406 398 398 410 390 404 388 398

19 Magnesium

as Mg mg/l 1226 1240 1238 1240 1248 1246 1226 1244 1240 1248 1236 1248 1236 1238 1232 1240

20 Cadmium as Cd mg/l BDL(DL:02)

21 Copper as Cu mg/l 0.13 0.15 0.15 0.14 0.13 0.15 0.14 0.15 0.13 0.16 0.13 0.14 0.14 0.13 0.13 0.15

26 Manganese as

Mn mg/l 0.12 0.12 0.12 0.12 0.13 0.12 0.13 0.13 0.12 0.12 0.11 0.11 0.12 0.12 0.11 0.11




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The assessment of marine water results shows that the salinity ranged from 35.4 to 35.6ppt.

The temperature of the water was observed to be 28.3 °C to 28.5 °C on the surface and it

also fluctuates between 27°C to 27.2 °C in the bottom water. It is clear that there is a 1 °C

difference to the surface water and bottom water.

The salinity distribution of surface water in stations MS-2 & MS-3 was higher to 35.6 ppt

than any other stations. The temperature of surface water was observed to be in the range of

28.3 to 28.5 °C. The pH of the surface water was found to be between 7.9 to 8.1 which

clearly shows that the water is alkaline in nature.

The total suspended solids was less than 5mg/l when compared to both surface and bottom

water which shows prevalence of healthy environment. The pH of the water is found to be

between 7.9 to 8.1 which shows that the water is alkaline and it is a common property of sea

water. The dissolved oxygen content ranges from 6.6 to 6.9 mg/l which is responsible for

abundant diversity of aquatic species. For all the observed locations, the BOD is less than 4

mg/l. Several locations show a minimal BOD of less than 2mg/l which is good for the

marine environment. The COD ranges from 18mg/l to 26 mg/l. The total dissolved solids

ranges from 35410mg/l to 35620mg/l which is common for sea water. The petroleum

hydrocarbons were below detectable limits.

4.3.7 Marine Sediment Quality

The marine sediment was collected at 8 different locations within the 10km study area from

the project site using van-veen grab. The samples were collected, preserved and stored as

per the guidelines. The samples are then tested by a NABL accredited laboratory for

physical, chemical and biological parameters for assessment of quality of benthic

environment. Table 4-6 gives the marine sediment quality of the study area.




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Table 4-6 Marine Sediment Quality

S.N

O

PARAMETE

R UNIT

RESULTS

SED- 1 SED- 2 SED- 3 SED- 5 SED- 7 SED- 8

1

Texture:

Sand % 10.4 89.9 90.2 88.6 89.4 88.8

Silt % 16.8 5.8 5.1 6.1 5.8 6.4

Clay % 72.8 4.3 4.7 5.3 4.8 4.8

2 pH - 7.3 7.8 7.7 7.5 7.3 7.6

3 Total Organic

Carbon % 0.3 0.2 0.2 0.2 0.2 0.2

4 Organic

Nitrogen % 0.0 0.0 0.0 0.0 0.0 0.0

5 Bulk Density g/cm3 1.3 1.4 1.4 1.4 1.4 1.4

6 Copper as Cu mg/k g 21.5 9.8 11.3 12.8 11.4 11.4

7 Zinc as Zn mg/kg 17.6 11.6 12.3 16.2 9.8 11.8

8 Iron as Fe % 1.1 1.4 1.2 1.1 1.1 1.1

9 Lead as Pb mg/kg BDL(DL:5.0)

10 Cadmium as

Cd mg/k g BDL(DL:2.0)

11 Manganese as

Mn mg/k g 171.4 123.3 134.0 151.6 120.9 126.1

12 Nickel as Ni mg/k g 30.8 27.7 29.0 30.1 24.5 28.5

13 Mercury as

Hg mg/k g BDL(DL:0.2)

14

Total

Chromium as

Cr

mg/k g BDL(DL:5.0)

15 Arsenic as As mg/k g BDL(DL:0.5)

16 Selenium as

Se mg/k g BDL(DL:0.5)

17 Barium as Ba mg/k g BDL(DL:0.5)

18 Petroleum

Hydrocarbon mg/k g BDL(DL:0.0 1)

*Samples from SED-4 & SED-6 cannot be collected due to the presence of rock strata.




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The assessment of marine sediment samples shows that the nature of sediment in sampling

location MS-2, MS-3, MS-5, MS-7 and MS-8 were found to be mostly sandy. And the

samples from sampling location MS-1 was found to be clay. The pH of the sediments were

found to be between 7.3 to 7.8 which says it is alkaline in nature. The total organic carbon in

sampling location MS-1 was about 0.3% and the same in other sampling locations were in

the range of 0.2%. The bulk density of the clay soil was about 1.3 g/cm3 in MS-1and the rest

of the sampling locations which had sandy soil showed 1.4 g/cm3. Among all the sampling

locations, MS-1 showed a copper concentration of 21.5 mg/kg and rest of the location

showed a concentration of 9.8 to 12.8 mg/kg. The zinc concentration among all the 8

sampling locations was found to be in the range of 9.8 mg/kg to 17.6mg/kg. The iron

concentration of the study area was commonly distributed and all the sampling locations

showed iron concentration of 1.1 to 1.4 % of the total sediment sampled. Elements such as

Lead, Cadmium, Chromium were under below detectable limits. Harmful elements such as

Arsenic, Selenium and Barium were also under detectable limits. The petroleum

hydrocarbons were under detectable limit.

4.4 Marine Ecological Environment

Marine ecosystems are important to humankind both ecologically and economically, providing

numerous vital goods and services, and supporting the processes that sustain the entire biosphere.

Marine ecosystem services are provided at the global scale such as oxygen production, nutrient

cycles and carbon capture through photosynthesis and carbon sequestration and at the regional

and local scales as stabilizing coastlines, bioremediation of waste and pollutants, and a variety of

aesthetic and cultural values (MARBEF, 2008).

Detailed marine ecological survey was conducted to assess the existing status of the marine

water around the proposed project development. The study include data collection and analysis

of physico-chemical and biological characteristics of marine water and sediment samples,

observation on mangroves, interaction with fisheries department and local fishermen. Marine

water, sediment, plankton and benthos sampling were done at eight locations around the

proposed site in the Island.




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4.4.1 Methodology

4.4.1.1 Phytoplankton

Phytoplankton samples were collected in the surface waters using standard plankton net with a

mesh size of 51µM and a mouth area of 0.1256 m2 (20cm radius). The net fitted with a flow

meter (Hydrobios) was towed from a motorized boat. Collected samples were transferred to a

pre-cleaned and rinsed container and preserved with 5% neutralized formaldehyde. The initial

and final flow meter reading was noted down for calculating the amount of water filtered. The

containers were appropriately labeled indicating the details of collection and were transferred to

laboratory for further analysis.

Quantitative analysis of phytoplankton (cell count) was carried out using sedgewick-Rafter

counting chamber. One ml of soup added to a Sedgwick counting chamber was observed under

an inverted compound microscope. Number of cells present in individual cells of the counting

chambers (1/1000) were noted and identified up to generic and if possible up to species level.

Number of observations was fixed so as to represent the entire quantity of the soup (generally

more than 30 times) and the recorded data were used to calculate density of phytoplankton in l

liter of the seawater using the following formula:

N=n×v/V

Where N is the total no/L; n is average no of cells in 1 ml; v is volume of concentrate; V is total

volume of water filtered.

4.4.1.2 Zooplankton

Zooplankton sampling was carried out at the same sites where samples for phytoplankton and

other water quality parameters were collected. Samples were collected using standard Heron

Trenton net with a mouth area of 0.25 m2

(0.5×0.5m) fitted with a flow meter. The net was pulled

for a unit time and the initial and final reading in the flow meter was noted down and the sample

collected in the plankton bucket was transferred to appropriately labeled container and preserved

with 5% neutralized formaldehyde. In order to counter-check the zooplankton density values

obtained from flow meter calculation, one ml of the zooplankton sample from one litre of




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preserved sample was added to a Sedgwick counting chamber and was observed under a

compound microscope. The major group/taxa were identified using standard identification keys

and their number was counted. Random cells in the counting chamber were taken for

consideration and the number of zooplankton were noted down along with their binomial name.

This was repeated five times using 1 ml samples and the average value was considered for final

calculation.

Zooplankton biomass (wet weight) was estimated by filtering the plankton samples with a piece

of net fabric and removing the excess water by a blotting paper. Plankton thus obtained was

measured by displacement method.

4.4.1.3 Subtidal Macro and Meiobenthos

Triplicate samples using Peterson grab with a covering area of 0.625m2

was employed in all the

stations to collect subtidal samples. The faunal separation was done using a 0.5 mm mesh

(McIntyre et al., 1984). The benthic samples processed through sieve were fixed with 5%

formaldehyde and stained with Rose Bengal (Holme, 1964) in the field when collected. This

facilitates further sorting and identification in the laboratory. The collected benthic fauna were

identified and counted up to the group level.

4.4.1.4 Intertidal Fauna

Assessment of intertidal communities was done at three different tidal levels (Low, mid and high

tide) in six coastal stretches. At each phase of the tidal level, 1 m2

quadrate was placed randomly

in all the three stations. All visible macrofaunal organisms, which were encountered inside the

quadrate were identified, counted and recorded. In each tidal level along the transects, three

replicate quadrate samples were assessed for the variability of the macrofaunal population

structure. Organisms, which could not be identified in the field were preserved in 5%

formaldehyde and brought to the laboratory and identified by using the standard manuals (Abott,

1954; Chapgar, 1957; Apte, 1998). Shannon index for species diversity, evenness and richness

were computed using standard formulae (Shannon and Wiener, 1963) for all the sampled

stations.




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4.4.1.5 Diversity Indices

Following indices were used for estimation of ecological status of this area,

Shannon’s index

Margalef’s index

Simpson’s index

4.4.1.6 Shannon’ Index

Typically the value of the index ranges from 1.5 (low species richness and evenness) to 3.5 (high

species evenness and richness), though values beyond these limits may be encountered. Because

the Shannon Index gives a measure of both species numbers and the evenness of their

abundance, the resulting figure does not give an absolute description of a sites biodiversity. It is

particularly useful when comparing similar ecosystems or habitats, as it can highlight one

example being richer or more even than another. There is always the need to inspect the data or

use another index to unpack the true reasons for the difference.

Where: S is the total number of species and pi is the frequency of the ith species.

4.4.1.7 Margalef’s Index

It is calculated from the total number of species present and the abundance or total number of

individuals. Margalef Index (D) = S – 1/ log e N

Where: S – total number of species

N – Total number of individuals

The higher the index the greater is the diversity.

4.4.1.8 Simpson’s Index

Simpson's Index measures the probability that two individuals randomly selected from a sample

will belong to the same species (or some category other than species).

Simpson's Index (λ) = ∑ n(n-1)/N(N-1)

Where: n – total individuals of each species




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N – Total individuals of all species

With this index, 0 represents infinite diversity and 1, no diversity. That is, the bigger the value of

D, the lower the diversity.

4.4.2 Marine Biological, water and Sediment Sampling

Biological characteristic of a water body are very important as it determines the biological

productivity of an aquatic ecosystem and helps to study the ecological pyramids. Fish production

depends on the production of zooplanktons, whereas the production of zooplankton depends on

the production of phytoplankton, which is very well known as primary productivity. Survival and

growth of planktons is greatly associated with physico chemical characteristics of the water.

Marine water and sediment samples were collected during 14th

Feb 2018 from 8 locations for the

study of various biological parameters like zooplanktons; phytoplankton and benthic fauna in the

project area were analyzed and are described in the following paragraphs.

4.4.3 Observations on Marine Ecology

4.4.3.1 Phytoplankton

Phytoplankton are free floating unicellular, filamentous and colonial organism that grow photo

autotrophically in aquatic environments. They are primary producers of aquatic systems and

serve as direct source of food to other aquatic organisms belonging to the higher trophic level.

They are highly dynamic in nature showing quick response to changes in environmental

conditions and contribute 95% of total production in the marine environment. As the most

sensitive organisms they serve as indicators of water quality and responds to changes in their

immediate environment by changing their species composition, biomass, community structure,

Chlorophyll ‘a’ pigment and productivity. Hence, they are the target community in any aquatic

impact assessment studies. The understanding of phytoplankton dynamics i.e. changes in

population abundance, composition and distribution, and rates of physiological processes is,

therefore, central to the understanding of how coastal water ecosystems work and how they

respond to stresses.




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The present study aims to glean the community structure, composition and density of

phytoplankton in and around the developmental location of Porbandar port in order to create a

baseline and to predict the possible impact of development on the planktonic community.

Generic Composition and distribution

A total of 28 species were recorded in the eight sampling sites under four major groups namely

pennate and centric diatoms, dinoflagellates and cyanobacteria. The diatoms formed the

dominant group with the pennate forms recording a higher number of 11 species than the centric

forms which recorded 10 species. Dinoflagellates were with six species whereas cynobacteria

recorded only one species (Table 4-7).

Among centric diatoms, distribution of species such as Skeletonema coastatum and Rhizosolenia

sp. were ubiquitous and occurred in all the eight sampling sites. This was followed by

Chaetoceros aculeatus and Coscinodiscus eccentricus which were recorded in seven out of eight

sampling sites. Among pennate diatoms, forms such as Bacillaria paxillifer, Navicula directa

and Synedra ulna were recorded in all the eight sampling sites. Species such as Coscinodiscus

marginatus, Biddulphia sinensis, Pediastrum duplex and Ceratium macroceros showed lesser

distribution spatially. Overall, diatoms showed 75% of total phytoplankton community followed

by dinoflagellates (21%) and Cyanobacteria (4%). Among the sampling sites, S-1 had the

maximum composition and distribution of 27 species and S-4 had the minimum species

composition of 22 species. Sampling sites S-5 to S-8 had uniform composition of 23 species.

Density

Station-wise density of phytoplankton varied from 138000 to 342000 cells/l with an average of

237750 cells/l in all the 8 sampling sites (Table 4-7). Maximum and minimum cell counts were

recorded at S-1 and S-8, respectively. Species-wise, Bacillaria paxillifer, a pennate diatom

recorded the lowest density of 2512 cells/l at S-1 whereas Rhizosolenia sp. recorded the highest

density of 27897 cells/l at S-7. Generally, centric diatoms outnumbered pennates in terms of

density.




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Diversity Indices

Shannon diversity indices (H’) values for phytoplankton for entire study ranged from 2.99 to

3.23 with an average value of 3.09 (Table 4-8). The sampling site S-1 recorded higher diversity

values than other stations. Recorded diversity values indicate a healthy phytoplanktonic

community with even distribution of species in the study stations. Simpson’s index which used

to test the abundance of the commonest species varied from 0.95 to 0.96 establishing that

common and rare species are equally abundant in the planktonic composition (Table 4-8).

Berger-Parker index, a dominance measure expressing the proportional abundance of most

abundant species, ranged 0.07 to 0.1 (Table 4-8). Pielou’s Evenness values ranged between 0.89

to 0.95 with an average of 0.92 (Table 4-8 ). Evenness values were fairly higher in all the

stations. Similar to diversity values, higher evenness values at S-1 showed that species

distribution was more uniform and evenly distributed in this site. Mergalef’s values ranged for

the entire study period from 1.69 to 2.20 with an average value of 1.87 (Table 4-8). Similar to

Pielou’s evenness value, station-wise average Margalef’s richness was higher at S-1 than the

other two sampling sites.

Table 4-7 Phytoplankton in the Study Area

S

No

Groups

And

Species

S

1

S

2

S

3

S

4

S

5

S

6

S

7

S

8

Station

Occuring

Species

Total

Cynobacteria

1 Spirulina sp. 3271 8851 4099 11672 8259 9017 19943 23564 8 88676

Centric Diatoms

1 Chaetoceros

aculeatus 8294 16128 8485

11208 11482 20721 16758 7 93074

2 Coscinodiscu

s eccentricus 5203 5376 7894 11245 3251 18876 10405

7 62249

3 Coscinodiscu

s marginatus 8544

22465 5311

8761 13612 5 58692

4 Coscinodiscu

s radiates 8294 8851

1831

2 17721 4725 15600

12038 7 85541

5 Ditylum

brightwellii 6555 11386 4386 13403

4118 3977 13612 7 57436

6 Planktoniella

sol 4237

6140

8259 18065 4784 17271 6 58755

7 Skeletonema

coastatum 5589 3802 8485 4744 17105 11482 7176 15185 8 73566




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S

No

Groups

And

Species

S

1

S

2

S

3

S

4

S

5

S

6

S

7

S

8

Station

Occuring

Species

Total

8 Rhizosolenia

sp. 4623 9178 7303 12525 7957 13946 27897 22504 8 105932

9 Melosira

nummuloides 5975 7584 7608 4744 10622 9922 8761

7 55215

10 Biddulphia

sinensis 5009 6643

11672

22994 25505 8892 6 80715

Pennate Diatoms

1 Amphiprora

sulcata 3271 7910 7303 6903 6483

12767 18947 7 63584

2 Asterionellop

sis glacialis 5975 10445 5549 12098 5311 9017 11960

7 60355

3 Bacillaria

paxillifer 2512 15494

1725

6 8208 7069 17254 7176 6293 8 81260

4 Gyrosigma

balticum

1001

9 12000 6140

6483 11482 7176 15185 7 68484

5 Navicula

directa 2705 4742 2631 12525 7371 5741 16744 18844 8 71303

6 Navicula

tripunctata 3850 4742 5549

10282 11482

7319 6 43224

7 Pediastrum

duplex 5009 7910

6903

8761 14672 5 43255

8 Synedra ulna 4043 5069 7894 8208 7069 11482 8761 10465 8 62990

9

Thalassionem

a

nitzschioides

6748

9362 6903 6483

12767

5 42262

10 Thalassiothri

x longissima 4430 6010 2631 12525 9734 12324 16744 18844 8 83241

11 Pleurosigma

angulatum 7135 4435 4099

7371 20530

15185 6 58754

Dinoflagellates

1 Ceratium

furca 6389

6086 17721 8297 13135

7866 6 59494

2 Ceratium

falcatum 4043 8851 8485

10670 7983 18844 6 58877

3 Ceratium

macroceros 2884 5069

24196 7673 14789

5 54612

4 Dinophysis

miles 4043 4435 5549 11672 14137 23806 19136 14672 8 97450

5 Protoperidini

um 5009 2534 7303 8208 8543 14789 17551 18844 8 82782

6 Peridinium

sp. 2884 6010

1045

4 4744

13545 12586 6 50222

Density-No/l

1380

00

19200

0

1790

00

25100

0

18900

0

31200

0

29900

0

34200

0

No of Species 27 25 24 22 23 23 23 23




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Table 4-8 Diversity indices of Phytoplankton Community in the study area

S 1 S 2 S 3 S 4 S 5 S 6 S 7 S 8 Min Max Avg

Taxa S 27 25 24 22 23 23 23 23 22 27 23.9

Individuals 137999 191999 179003 251005 189003 312003 299001 342002 137999 342002 238202

Dominance D 0.04 0.05 0.05 0.05 0.05 0.05 0.05 0.05 0.04 0.05 0.05

Shannon H 3.23 3.13 3.07 2.99 3.08 3.07 3.02 3.09 2.99 3.23 3.09

Simpson 1-D 0.96 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.96 0.95

Evenness

e^H/S

0.94 0.91 0.90 0.91 0.94 0.94 0.89 0.95 0.89 0.95 0.92

Margalef 2.20 1.97 1.90 1.69 1.81 1.74 1.75 1.73 1.69 2.20 1.87

Figure 4-4 shows the microscopic photographs of phytoplankton found in the study area.

Figure 4-4 Phytoplanktons in the Study Area

Asterionella japonica Biddulphia sp

Ceratium sp Chetoceros sp




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Coscinodiscus sp Ditilum brightwilli

Peridinium Planktoniella sol

Pleurosigma sp. Rhizosolenia sp




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Skeletonema sp Spirulina sp

Rhizosolenia alata Ceratium sp.

Dinophysis miles Thallasionema sp

Algal diversity in aquatic system is an indication of its purity. The use of community structure to

assess pollution is conditioned by four assumptions: 1) the natural community evolves towards




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greater species complexity, 2) this eventually stabilizes and increases the functional complexity

of the system 3) complex communities are more stable than simple communities, and 4)

pollution stress simplifies a complex community by eliminating the more sensitive species

(Cairns, 1974). In the present study 28 different genera belonging to 4 different groups i.e.

Diatoms, Bacillariophyceae and Dianoflagellates could be identified. In addition, not only the

physical environment such as light intensity and temperature influences the distribution of algal

populations but nutrients and other chemical constituents along with composition and abundance

of biotic component like zooplankton also influence the phytoplankton assemblages

In the present study, species such as Rhizosolenia sp., Coscinodiscus, Biddulphia were abundant

in all the sampling sites. Similarly, number of species did not vary drastically among different

sampling sites. Diatoms dominated numerically followed by dianoflagellates and blue green

algae. In conclusion the present study shows that the coastal waters in and around Porbandar port

is pristine.

4.4.3.2 Zooplankton

Zooplankton inhabits all depth of the water column and constitutes the largest ecological group

of organism in the sea and play an important role in marine food chain (Goswami, et al. 1999).

They include a wide variety of passively drifting organisms of different shape and size belonging

to various animal phyla viz., Protozoa, Coelenterates, Chaetognatha, Annelids, Arthropoda,

Mollusca, etc. Abundance of zooplankton practically acts as an ideal index to assess the quality

of the coastal waters. Zooplankton may be classified according to their habitats, depth

distribution, size and duration of planktonic life.

The present report consolidates the findings of the study carried out in the coastal waters of

Porbandar in and around the project domain in a radius of 10 km. The study aims to understand

species composition, relative abundance and distribution of zooplankton groups within the

community and to assess how these characteristics are influenced by the proposed developmental

activity.




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Zooplankton Density

The overall density of zooplankton among the eight station i.e. Station S-1 to S-8 varied from

13000 at S-8 to 131000 No/m3 at S-5 with an average density value of 70750/m

3. Individual

taxa-wise, the minimum number of zooplankton group varied from 165 to 73750/m3 for the

groups ‘Eggs’ and ‘Copepoda’. Generally, copepods, amphipods and chaetognaths contributed

predominantly to the zooplankton density whereas forms such as fish eggs, Tintinnids, larval

forms of different groups were comparatively less though it occurred in all the sampling stations.

Highest zooplankton density recorded at S-8 was mostly due to copepods. Other faunal groups

such as crustacean and bivalve larvae contributed moderately to the overall density in each

sampling stations.

Table 4-9 Zooplankton in the study area

Group S-1 S 2 S 3 S 4 S 5 S 6 S 7 S 8 %

Foraminifera 499 7644 7755 1274 50

Tintinnida 2718 566 1601 3472 1548 1345 168 87.5

Chaetognatha 2055 4743 621 1975 7402 4519 10372 1083 100

Copepoda 20428 25255 22637 42115 72207 34865 73750 7228 100

Crustacea 2024 5258 4186 5569 6092 5950 3953 923 100

Polychaeta 1537 4774 10210 13493 7534 1971 75

Mysidae 2761 3718 3206 2712 7986 2749 543 87.5

Gastropoda 1209 3229 4402 3811 416 62.5

Amphipoda 3292 5635 10374 1876 6561 1203 75

Larvae 846 3045 1343 1711 1307 361 75

Eggs 1630 2171 11402 15000 1591 4590 165 87.5

Bivalvia 3641 1371 2869 1424 7623 910 75

Richness 11 8 10 8 9 11 11 10

Density- No/m3 39000 51000 46000 91000 131000 73000 118000 13000

Min 499 566 621 1711 2712 1307 1274 165 50

Max 20428 25255 22637 42115 72207 34865 73750 7228 100




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Percentage of occurrence and Composition

In study area overall 12 zooplankton group was encountered and the percentage of occurrence

ranged from 50 to 100%. The highest percentage of occurrence was recorded for groups such as

Chaetognatha, Copepoda and Crustacea (100%) followed by Tintinnida, Mysidae and Eggs

(87.5%) where the lowest percentage of occurrence belongs to group Foraminifera (50%)

(Table1). The Overall percentage of species composition among the Stations varied from 1.1%

to 55.1%. The maximum percentage of species composition varied from 46.3% to 62.5% at

station S-4 and S-7 for the group ‘Copepoda’ where as the minimum percentage of species

composition varies from 1.1% to 1.9% at Station S-2, S-7 and S-4 for the groups Foraminifera,

Tintinnida and Fish larvae (Table 4-10).

Table 4-10 Percentage of species composition

Groups Sampling Stations

S-1 S-2 S-3 S-4 S-5 S-6 S-7 S-8

Foraminifera 1.3 8.4 5.9 1.1

Tintinnida 7.0 1.1 3.5 2.7 2.1 1.1 1.3

Chaetognatha 5.3 9.3 1.4 2.2 5.7 6.2 8.8 8.3

Copepoda 52.4 49.5 49.2 46.3 55.1 47.8 62.5 55.6

Crustacea 5.2 10.3 9.1 6.1 4.7 8.2 3.4 7.1

Polychaeta 3.9 9.4 11.2 10.3 10.3 1.7

Mysidae 7.1 7.3 7.0 2.1 10.9 2.3 4.2

Gastropoda 3.1 7.0 6.0 3.2 3.2

Amphipoda 8.4 12.3 11.4 2.6 5.6 9.3

Larvae 2.2 6.0 2.9 1.9 1.8 2.8

Eggs 4.2 4.7 12.5 11.5 2.2 3.9 1.3

Bivalvia 7.1 3.0 2.2 2.0 6.5 7.0

Max 52.4 49.5 49.2 46.3 55.1 47.8 62.5 55.6

Min 1.3 1.1 1.4 1.9 2.1 1.8 1.1 1.3




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Figure 4-4 shows the microscopic photographs of phytoplankton found in the study area.

Distribution, species and percentage composition of Zooplankton

In study area overall 12 zooplankton group was encountered and the percentage of occurrence

ranged from 50 to 100%. The highest percentage of occurrence was recorded for groups such as

Chaetognatha, Copepoda and Crustacea (100%) followed by Tintinnida, Mysidae and Eggs

(87.5%) where the lowest percentage of occurrence belongs to group Foraminifera (50%)(Table

4-9). The Overall percentage of species composition among the Stations varied from 1.1% to

55.1%. The maximum percentage of species composition varied from 46.3% to 62.5% at station

S-4 and S-7 for the group ‘Copepoda’ where as the minimum percentage of species composition

varies from 1.1% to 1.9% at Station S-2, S-7 and S-4 for the groups Foraminifera, Tintinnida and

Fish larvae (Table 4-10).

Figure 4-5 Zooplanktons in the Study Area.

Brachionus rubans Copepoda

Ostracoda Oikopleura larva




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Post Trochophore larva Gastropod larva

Diversity Indices

Shannon-Wiener diversity indices values for zooplankton in the eight study stations did not vary

much and ranged from 1.5 to 1.8 with an average value of 1.6. The highest value was at S-6 and

lowest values were at S-1, S-5 and S-7. Evenness values ranged is 0.4 to 0.6 with an average of

0.5. Higher evenness values at S-2 S-3, S-4 and S-6 showed that species distribution was more

uniform and evenly distributed in these stations (Table 4-11). Species richness indices like

Margalef and Menhinick recorded low to moderate values showing that the studied stations were

poor in terms of species richness.

Table 4-11 Biodiversity indices of Zooplankton in the study area

Taxa_S S-1 S-2 S-3 S-4 S-5 S-6 S-7 S-8 Max Min Avg

Richness 11 8 10 8 9 11 11 10 11 8 9.75

Individuals 3900

0

5100

0

4600

0

9100

0

1310

00

7300

0

1180

00

1300

0

1310

00

1300

0

7025

0

Shannon_H 1.7 1.6 1.7 1.6 1.5 1.8 1.5 1.6 1.8 1.5 1.6

Simpson_1-

D

0.7 0.7 0.7 0.7 0.7 0.7 0.6 0.7 0.7 0.6 0.7

Evenness_e^

H/S

0.5 0.6 0.6 0.6 0.5 0.5 0.4 0.5 0.6 0.4 0.5

Menhinick 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.1 0.0 0.0

Margalef 0.9 0.6 0.8 0.6 0.7 0.9 0.9 1.0 1.0 0.6 0.8

Equitability_ 0.7 0.8 0.7 0.8 0.7 0.7 0.6 0.7 0.8 0.6 0.7




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Taxa_S S-1 S-2 S-3 S-4 S-5 S-6 S-7 S-8 Max Min Avg

J

Fisher_alpha 1.0 0.7 0.9 0.7 0.7 1.0 0.9 1.1 1.1 0.7 0.9

Berger-

Parker

0.5 0.5 0.5 0.5 0.6 0.5 0.6 0.6 0.6 0.5 0.5

4.4.3.3 Sub-tidal Macro and Meiobenthos

Subtidal macrobenthos such as Polychaetes, Decapods and Molluscs are important sea-bed fauna

and they are considered to be useful biological indicators for aquatic ecosystems. Assessing the

community structure of subtidal macrofauna has advantages over pelagic forms in that they are

sedentary and therefore more useful in assessing local effects. The macrobenthos are mostly non-

migrant inhabitants, and can be used as indices of ecological changes in the benthic environment.

Creeks and intertidal zones are considered to be amongst the most complex and richest locations

in terms of the biodiversity of aquatic ecosystems. They are also some of the most

environmentally disturbed areas. In any developmental activity complete understanding and

continuous monitoring of marine environments and their surroundings to evaluate the stability

and functioning of this ecosystem is essential, In a port environment dredging, continuous

movement of vessels and human presence in large numbers produces major impact at the

marine/coastal environment in its vicinity. Assessment of the effects of this activity has usually

targeted bottom substrata and the associated benthic fauna. Hence benthic communities living in

the subtidal habitats are logical subject of study in any environmental monitoring programs. In

view of this, the present study benthic communities in the coastal waters of Porbandar port was

studied in eight (8) sampling sites in order to create a baseline which will be useful to track

changes in future and to initiate management efforts to ward off the impact.

4.4.3.3.1 Group Composition

A total of 6 macrobenthic groups (Table 4-12) were recorded from the subtidal realm of

Porbandar port which include foraminiferans, nematodes,ostracods, bivalves, gastropods and

Polychaetes. By far, polychaetes were the most dominant group (26.34%) followed by




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Nematodes (21.84%), Forminiferans (18.68%), Bivalve (13.6%), Gastropods (10.49%) and

Ostracods (9.05%). Out of eight stations, five sampling sites had all the groups represented

whereas S-7 and S-4 recorded the lowest composition represented by three and four groups,

respectively. The group Ostrocods occurred only in three stations whereas groups such as

forminiferans and nematods recorded their presence in all the eight sampling sites.

4.4.3.3.2 Density

Station-wise, density ranged from 193 to 334/m2 occurring at S-7 and S-4 where group

representation was lowest (Table 4-12). The mean group density in all the sampling sites was

261/m2. Group-wise, lowest (12/m

2) and highest (95/m

2) density was recorded by foraminiferans

at S-1 and S-6. Nematods also recorded a higher density of 94/m2 at S-4. The recorded density of

subtidal macrofauna in the study sites were low compared with other coastal stretches of Gujarat.

Table 4-12 Density and percentage occurance of Subtidal Fauna

S.

No

Groups Stations Occurrence

in Sites

Total % in

Density S 1 S 2 S 3 S 4 S 5 S 6 S 7 S

8

1 Foraminiferans 12 23 47 23 64 95 84 42 8 390 18.6

2 Nematodes 64 64 68 94 66 15 47 38 8 456 21.8

3 Ostracods 68 53 68 3 189 9.1

4 Bivalves 45 18 89 75 19 38 6 284 13.6

5 Gastropods 36 23 56 58 27 19 6 219 10.4

6 Polychaetes 76 84 86 72 82 62 88 7 550 26.3

Density-No/m2 301 212 257 334 328 238 193 225 261 (Average

Density)

2088

No of groups 6 5 4 5 5 5 3 5

A total of 5 meiobenthic groups were obtained from the sediment samples viz. Foraminiferans,

Ostracods, Amphipods, Harpacticoids and Nematodes. Foraminiferans was the most dominant

group (37.27%) followed by Ostracods (27.14%), Harpacticoids (14.69%), Nematodes (14.39%),

and Amphipods (6.49%) (Table). Their density varied from 76 to 224/cm3 at S-3 and S-4,

respectively. Groups like nematods and amphipods occurred in low density comparing other




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groups. Nematodes were recorded in the sites whereas harpacticoids and amphipods were

recorded only in four out of eight sampling sites. Contribution of foraminiferans was maximum

to the density whereas amphipods contributed least to the total density (Table 4-13)

Subtidal benthic faunal density recorded in the eight sampling sites appears rather lower than the

other coastal stretches of west coast. In Thane creek of Mumbai, 42 faunal types representing 12

major groups were recorded by Quadros and Athalye (2002) whereas in the present study only

six groups were recorded. Similarly, subtidal faunal density recorded presently is far lower than

the earlier values reported by Nair (2002) during 1994-95 in other coastal stretches of Gulf of

Kachchh. Frequent disturbance due to vessel movement and wide ranging fluctuation in ambient

environmental factors like salinity appears to be the reason. Many dead bivalve shells were

collected in all the sampling sites which might be due to the high organic contents in the fine

sediments. High organic content clogs the respiratory apparatus of bivalves. Usually in the

subtidal benthic habitat polychaetes are found to be dominant in terms of density as confirmed in

the present study.

Table 4-13 Meiofaunal Density and composition in Study Area

S.

No.

Groups Stations Group

total

No Stations

of Occurrence S 1 S 2 S 3 S 4 S 5 S 6 S 7 S 8

1 Foraminiferan 54 64 68 82 84 86 62 500 7

2 Ostracods 43 85 56 24 48 46 62 364 7

3 Ampihipods 27 14 22 24 87 4

4 Harpacticoids 24 62 48 63 197 4

5 Nematodes 16 38 12 24 15 23 37 28 193 8

Total-No/cm3 164 123 76 224 191 218 169 176 1341

4.4.3.4 Intertidal Fauna

Intertidal organisms of coastal environment are sensitive to environmental gradients and they

may serve as indicators of changes occurring in the coastal region (Warwick and Clarke, 2001).

Physical conditions of the habitat play an important role in structuring the intertidal

communities, whereas anthropogenic factors may also overwhelm the faunal differences in a

gradient. The intertidal communities in any coastal habitat reflect the nature of the substrate. The




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creek ecosystem changes more rapidly than the marine ecosystem. Spatial and temporal variation

in intertidal faunal structure is mainly perceived through species diversity, abundance and

biomass. Generally, intertidal regions are dominated with brachyuran crabs and gastropods in

terms of number and biomass (Sasekumar, 1974, Wells, 1984). In a healthy intertidal region,

crustaceans, especially crabs are dominant forms. Hence they are considered as the keystone

species. The structure of intertidal communities could be a useful tool for habitat assessment and

monitoring.

Considering this importance of intertidal fauna as a tool to assess the health of any coastal

ecosystem, in the present study intertidal faunal composition, distribution and diversity were

studied in six coastal stretches (Table 4-14) within the project domain of Porbandar port.

Table 4-14 Locations of the intertidal fauna analysis

S. No Latitude Longitude Location name Site Code

1 21°37'7.46"N 69°35'24.83"E Port area St-1

2 21°37'30.49"N 69°35'19.29"E Near Navy port site St-2

3 21°37'52.73"N 69°35'30.22"E Near Finger Jetty St-3

4 21°38'14.08"N 69°35'35.38"E Near backyard site St-4

5 21°37'17.48"N 69°37'7.14"E Fishing harbor site St-5

6 21°37'7.46"N 69°35'24.83"E Near Saurashtra water pumping site St-6

4.4.3.4.1 Species Composition of intertidal macrofauna

Eighteen species of intertidal fauna were recorded in six intertidal sites constituted by three

major groups namely, gastropods, bivalves and crustaceans. Gastropods constituted the dominant

group with 11 taxa followed by six bivalves and one crustacean. The only recorded crustacean

mostly inhabited the rocky habitat and was numerically dominant at S-1, S-2 and S-3 near the

harbour. Among gastropods, Cellana sp. and Cerithium coralium were recorded in all the study

sites and bivalves were totally absent at S-1. The gastropod Cellana sp. was in higher abundance

in the intertidal regions of the harbor (site 1 to 3). The gastropod, Cerithium coralium and the

bivalve Anadara inequivalvis were numerically dominant at S-6. Bivalves were totally absent at

S-1. Site-wise, highest species richness of 18 was at S-5 followed by S-6 with 16 species

whereas the lowest richness of five was recorded at S-3 and S-4.




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4.4.3.4.2 Intertidal Population Density and Biomass

Individual taxa-wise, the population density varied widely from 1 to 100/m-2

with an overall

average density of 11.05 /m-2

. Group-wise, gastropods contribute high abundance with a

maximum of 73.8 % followed by crustaceans (crab) as a single taxa contributed maximum of

15.1% (Table 4-15). Station-wise, the highest abundance of 241/ m-2

was recorded at S-6

whereas the abundance was lowest at 43/ m-2

at S-4. Gastropod species such as Cellana sp. and

Cerithium coralium were numerically dominant among all the species and they were recorded in

all the study stations.

4.4.3.4.3 Diversity Indices

Simpson’s index is used to test the abundance of the commonest species which varied from

0.327 to 0.925 establishing that common species are more abundant than the rare species (Table

4-16).

Berger-Parker index, a dominance measure expressing the proportional abundance of most

abundant species, ranged 0.158 to 0.814. Highest evenness (0.850) was recorded at S-5

characterize the dominance of few individuals in the populations.

Mean Shannon’s diversity (‘H) indices for all the six stations varied moderately with S-5

recording higher value of 2.72 the lower diversity value of 0.71 at S-4. Species richness values in

terms of number of species was highest at S-5 and S-6 with 16 and 18 species whereas lowest

species richness of 5 species was recorded at S-3 and S-4 showing low to high nature of species

richness of the community studied (Table 4-16).

Table 4-15 Intertidal Faunal Density

Species list St

1

St

2

St

3

St

4

St

5

St

6

Total Occurrence %

Bivalves

Anadara inequivalvis 1 3 5 12 21 4

Gastrana multangula 2 1 2 8 13 4




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Species list St

1

St

2

St

3

St

4

St

5

St

6

Total Occurrence %

Tellinimactra edentula 7 5 12 2

Meretrix meretrix 4 4 1

Maoricardium pseudolatum 9 3 12 2

Gafrarium divaricatum 4 5 9 2 11.1

Gastropods

Cellana sp. 30 10 45 35 3 9 132 6

Cerithium coralium 10 5 3 3 12 100 133 6

Turritella sp. 5 12 17 2

Purpura bufo 23 10 33 2

Purpura sp. 1 4 26 31 3

Bufonaria rana 10 12 22 2

Turbo bruneus 8 1 10 19 2

Oliva sp. 3 1 1 1 12 9 27 6

Nassarius sp. 14 9 8 31 2

Vexillum sp 1 10 9 20 3

Tibia sp. 5 3 8 2 73.8

Crustaceans

Rocky crab 30 25 20 12 10 97 5 15.1

Station-wise Density-

No/m-2

95 46 70 43 146 241 641

Station-wise species

richness

6 8 5 5 18 16




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Table 4-16 Diversity indices of intertidal fauna

Indices S-1 S-2 S-3 S-4 S-5 S-6

Taxa S 6 8 5 5 18 16

Individuals 95 46 70 43 146 241

Dominance D 0.240 0.358 0.497 0.673 0.075 0.202

Shannon H 1.565 1.374 0.898 0.714 2.728 2.182

Simpson 1-D 0.760 0.642 0.503 0.327 0.925 0.798

Evenness e^H/S 0.797 0.494 0.491 0.408 0.850 0.554

Menhinick 0.616 1.180 0.598 0.763 1.490 1.031

Margalef 1.098 1.828 0.942 1.063 3.411 2.735

Equitability J 0.873 0.661 0.558 0.444 0.944 0.787

Fisher alpha 1.423 2.799 1.232 1.465 5.400 3.854

Berger-Parker 0.316 0.544 0.643 0.814 0.158 0.415

4.4.3.5 Fishery

Achivements of Porbandar Zonal Base

Survey of the fishery resources of the Gujarat coast was started in the year 1949 by the

Government of India vessels by carrying out bottom trawling and bull trawling. Later in 1950-

51, Japanese vessels also conducted bull trawling. All these surveys have indicated that Dwarka,

Kutch, Porbandar, Cambay, Veraval all are highly productive grounds for fishes like ghol,

karkara, eel, sciaenids, catfishes and shrimps subsequent surveys conducted by FSI employing

different classes of vessels from sixties along the Gujarat coast highlighted the availability and

abundance of fish resources of the region. Bottom trawling, purse-seining, mid-water trawling,

pelagic trawling and tuna longlining are the fishing methods employed by FSI vessels.

Apart from these surveys by chartered foreign tuna longliners and the tuna vessels indicate that

Yellow fin tuna form about 75% of the total catch with 1.88 tonnes of average catch per fishing

day during 1985-1990. A recent estimate on the marine potential along Gujarat coast (Lat. 20oN

and above) by FSI shows a total Biomass of 4.4 lakh tonnes of demersal stocks in 0-300m depth




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of which about 67% is in the inshore waters upto 50m depth, 26% in 50-100m depth, 6.5% in

100-200m depth.

Demersal Resources

It is observed that within 50m depth sciaenids, ribbonfish, elasmobranches, catfishes, perches

and pomfrets are the principal components whereas in 50-100m depth zone ribbonfish, sciaenids,

threadfin breams, horse mackerel and bulls eye will be the main contributors. In the areas beyond

100m depth, the major components are ribbon fishes, threadfin bream, horse mackerel, bulls eye,

scad, etc.

Shrimp Resources

Current shrimp production (1994) from Gujarat coast is 55732 tonnes including 53,210 tonnes

penaeid and 1822 tonnes non-penaeid shrimps. Interestingly, the production of penaeid shrimps

along Gujarat coast is on increase.

Cephalopod Resources

Based on the results of demersal trawl survey and the landing statistics, MSY for this resource is

estimated as 26,000 tonnes from Gujarat coast. Current production is 25199 tonnes.

Additional Harvestable Yield

Considering the MSY estimates and the current production (1990-92) an additional yield of 1,

62,900 tonnes of fish can be harvested annually from the continental shelf and slope along

Gujarat coast. The demersal resources contribution will be 1,11,400 tonnes and pelagic resources

to be 51,500 tonnes.

Findings of the Survey

Some important findings of the survey conducted by the base include location of potential sea

fish resources off Mumbai in the depth range of 50-100M, location of Potential Thread fin bream

resources (Rani fish) off Maharashtra and Gujarat coast in the depth range of 100-200M, horse

mackerel resources beyond the conventional operational limit of mechanized boats in sizeable

quantities; location of potential cuttle fish resources off Gujarat coast in the depth range 30-50M;

deep sea prawn resources in the continental shelf edge and slope off Gujarat and location of

potential oceanic/pelagic resources like Yellow Fin tuna.




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Fishery Resources of Gujarat

The annual potential yield of marine fishery resources of Gujarat State estimated by Fishery

Survey of India is 7.03 lakh tonnes comprising of demersal, 4.55 lakh tonnes and Pelagic 2.48

lakh tonnes. The current production is 6.2 lakh tonnes. Ghol, Sciaenids, Perches, Catfish, Prawns

and Elasmobranchs are abundant in Kutch, Porbandar and Dwarka regions. Other important

resources of this Coast are Bombay duck, Ribbon fishes, Seer fishes, Perches, Polynemids,

Clupeids, Sharks, Yellow Fin tuna, Marlins, Swordfish, Sailfish, Lobsters, Squid & Cuttle fishes.

Tuna Long Line Survey

Tuna long line survey results indicates that pelagic sharks dominated the catches with an average

hooking rate of 0.35% followed by Yellow Fin Tuna 0.33%, Sailfish 0.27%, Skipjack tuna

0.17%, Marlin 0.04%, Sword fish 0.03% and other oceanic resources 0.04%.

Latitude wise survey results shows that highest hooking rate of Yellow Fin tuna was recorded in

the Lat. 22oN (0.75%) followed by 0.60% in Lat. 21

oN. Skipjack tuna recorded highest Hooking

Rate in the 16oN (0.43%) and sail fish in the 22

oN (0.46%) followed 16

oN (0.44%). Highest

hooking rate of 0.45% pelagic sharks were recorded in the 16oN followed by 0.43% in the 15

oN.

3

4.4.3.6 Fisheries

4.4.3.6.1 Fish Potential Zone

There are 586 potential fish catch zones along the coast of India has been identified by

INCOIS (Indian National Centre for Ocean Information Systems), an autonomous body

under the Ministry of Earth Sciences, Govt. of India. The potential fishing zones in the study

area as per INCOIS classification are Kuchhadi, Porbandar and Odadar (Figure 4-6).

3 http://www.fsi.gov.in/ob2.htm

http://www.fsi.gov.in/ob2.htm




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Figure 4-6 Map showing Fish Potential Catch Zone in the Study Area




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4.4.3.6.2 Fish Catch Data

The most important commercial varieties of fish available in Gujarat coast are

Elasmobranchs, Pomfret, Hilsa, Bombay duck, Ribbon fish, Catfish, rays, Cuttle fish,

Shrimps, Seer fishes, Sciaenids, Tunas, Threadfin Breams, Lizard fishes, Bull’s eyes,

Carangids, Anchovies, Croakers, Prawns, Lobsters and Cephalopods. Gujarat has 123 fish

landing centres located in 226 fishing villages. Porbandar district has about 5 landing

centres that constitute about 4.1 percent of the total fish landing centres in Gujarat and the

number of fishing villages in the district is 23 in number. The fish ban period in the

Porbandar harbour is from 15th

May to 15th

August (90 days). Currently there are 4271

fishing boats recorded in the district of Porbandar. About 5253 families are involved in

fishing with a total population of 27,869 among which 5749 are actively involved in

fishing.4

4.4.3.6.3 Porbandar

According to the Fisheries Survey of India, the demersal resources found along the

Porbandar coast are ribbonfish, elasmobranchs, catfishes, perches and pomfrets, sciaenids,

threadfin breams, horse mackerel and bulls eye.

Table 4-17 Demography of Fishing society in Porbandar

Details Numbers

Total No. of fishermen Society 71

Kind of fishermen Society

(i)Marine 67

(ii)Inland 4

(iii)Active 63

(iv)Inactive 8

Total no. of Pagadiya Fishermen (2012-13) 49

Total number of boats 5032

4 Commissioner of Fisheries, Government of Gujarat.




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Details Numbers

(a)Total number of mechanized boats(2012-2013) 4899

(b)Total number of non-mechanized boats(2012-

2013)

133

Marine Fish Production over the years in porbandar is represented in Table 4-18.

Table 4-18 Marine fish production in Porbandar

Year Marine Fish Production in

MT

2001-02 74127

2002-03 94503

2003-04 74003

2004-05 49912

2005-06 51047

2006-07 60437

2007-08 161486

2008-09 56387

2009-10 63411

2010-11 88610

2011-12 89555

2012-13 90786

2013-14 91500

2014-15 92800

% share in total 2014-15 13.28

2017-2018 87971

The Species wise fish production for the Porbandar district for the year 2012-2013 is represented

below in the Table:




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Table 4-19 Species wise fish production in Porbandar

Name of the fish Fish Production (Ton)

White Pomfret 528

Black Pomfret 335

Bombay duck 91

Thread fin 193

Jewfish 87

Hilsa 10

Clupeids 818

Coilia 0

Shark 339

Mullets 67

Catfish 3956

Eel 483

Leather jacket 347

Seerfish 614

Indian Salmon 1

Ribbonfish 11459

Silver Bar 394

Perches 4117

Small Sciaenids 20621

Shrimp 790

Prawn (Medium) 480

Prawn (Jumbo) 246

Lobster 116

Crab 261

Levta 0

Squid/Cuttlefish 12475

Tuna 99

Carangida/Mackerel 2219

Ranifish 11826

Solefish 403

Miscellaneous 17411




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4.4.3.7 Mangroves

Mangroves are important ecological entities in any coastal ecosystem. Their vegetation studies

are important in view of their ecological role and inter-relationship with other biotic components.

Mangroves distributed in stressed environments like port vicinity, urban effluent discharge

points, coastal thermal power plants and aquaculture ponds deserves special attention in view of

their sensitivity to the ongoing anthropogenic activity. Mangrove ecosystems are considered to

be in balance and any alteration in its ecosystem, however delicate it may be, is likely to produce

an impact on its health and function which may become visible over a period of time based on

the magnitude of the impact. Hence it becomes imperative to monitor mangrove ecosystem in

coastal stretches where human activity is intense.

Mangroves of Saurashtra coast is sparse and contributes least to the .Gujarat’s mangrove extent

of 1140 sq.km. Porbandar coast has only around 1 sq.km of sparse and open mangroves (FSI

2017) located close to the Porbandar jetty along the Khadi creek that extent around 3 km inland

from the Arabian Sea near the Porbandar jetty. The road leading to the jetty has fairly good

mangrove stand distributed along the Khadi creek whereas in other coastal stretch in the port

vicinity mangroves are absent. Lack of major creek systems and open and uniform coastal belt

without much tidal incursions and coastal inundation could be a reason for the lack of

mangroves. In addition, Porbandar coast is rocky and sandy offering limited scope for mangrove

to colonize this coastal stretch. Similar to the other mangrove formations of Gujarat, the

mangrove patch near the Porbandar jetty is a single species formation of Avicennia marina.

Vegetation structure of this stand which is very close to the Porbandar jetty was studied in order

to characterize this stand.

4.4.3.8 Methodology

Mangrove vegetation characteristics in the selected 08 locations were studied using quadrat

method. In total eight quadrats were laid along the one km stretch of the mangrove stand. In each

quadrat, the total number of trees was counted and tree height and girth at breast height (GBH)

90 cm above ground level were measured using ranging rods and measuring tapes. GBH of all




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mature trees >1 m was measured. In case of a branching stem at a specific height, the procedure

suggested by English et al. (1997) was followed. Canopy length and width, measured with

graduated poles were multiplied to calculate canopy dimension. Density of mature trees for each

location was expressed as number per hectare (No.ha-1

).

4.4.3.9 Results

Table 4-20 shows the overall structural characters of the mangroves near Porbandar port such as

density, tree height (TH), girth at breast height (GBH) and canopy dimension.

4.4.3.9.1 Tree Density

Density of mature trees varied significantly among different quadrats. The density ranged

between a minimum of 2400/ha to a maximum of 7500/ha with an overall mean of 4550/ha

(Table 4-20). Generally, percentage of dead trees in all the stands studied was negligible.

Density was more near the low water mark, which gradually thinned down towards high tidal

zone reflecting the general pattern in mangrove ecosystem. However in some creek systems, a

uniform density pattern in all tidal levels could be observed which might be due to the local

topography and enhanced tidal pattern in this mangrove stands.

4.4.3.9.2 Tree Height

Tree height in all the eight quadrats showed perceptible variation and ranged from 1.0 to 8.7m

among all the eight quadrats with an overall average height of 2.92 m (Table 4-20). Considering

quadrat-wise mean, trees were significantly taller at second and eight quadrats with an average

height of 4.85m and 3.75m while the lowest average height was at quadrat 4 and 5 with a value

of 1.75 m.

4.4.3.9.3 Tree Girth

The recorded mature tree girths for the mangrove formation are fairly high indicating that this

mangrove stand is old and mature. The minimum mean value of GBH (Girth at Breast Height)

recorded across eight quadrats ranged from 8 to 75 cm with an overall mean value of 39.75 cm.

The minimum GBH of 8 cm was recorded at quadrat 6 and the maximum of 75 cm was at




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quadrat 8 (Table 4-20). Mangroves at the quadrat 3 recorded highest density of 7500/ha with

lower mean GBH of 24 cm showing this stand is structurally superior to other mangrove stands.

4.4.3.9.4 Canopy Index

Canopy dimension is the value obtained by multiplying the length and width of the tree canopy.

Canopy dimension in the Porbandar mangrove patch varied widely. The average minimum and

maximum canopy dimension at the study locations in the eight quadrats ranged between 1.18 and

90 m with an overall average value of 24.1 m (Table 4-20). Generally canopy cover was more

near the water front and gradually reduced towards upper reaches of the shore apparently due to

differential tidal action.

Structural characters of Porbandar mangroves are comparable with other mangrove formations of

Gujarat in terms of vegetation attributes. The studied mangrove formation is predominantly

mono-species in composition consisting only A. marina which is a hardy species capable of

tolerating high physiological stresses. Mangrove associated forms are also few like Suaeda and

Salvodora sp which are mostly distributed beyond the supratidal mark. Porbandar mangroves are

generally distributed on flat terrain that are regularly inundated and fall under the fringe or over

wash type of mangrove forests as per the physiographic classification of Lugo and Snedaker

(1974). The overall stand density of 4550/ha recorded presently is comparatively higher than

those of Kachchh mangroves where a maximum density of 2100/ha has been earlier recorded

(Thivakran et.al. 2003). Inland developments like altering the seasonal freshwater inflow through

near shore construction and other developmental activities considerably contributes to render the

stand single species. In general, the studied mangroves are having good density given the

prevailing ambient environmental conditions like high water and soil salinity. Left undisturbed,

this mangrove stand could flourish well.




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Table 4-20 Mangrove Vegetation in the Study Area

S.

No

GPS

Coordinates

Density Height-m GBH-cm Canopy dimension

No /ha Min Max Avg. Min Max Avg. L W Canopy

1 21°39'13.34"N

69°36'24.67"E 6200 1.5 4 2.75 21 62 41.5 1.5 2.7 4.05

2 21°39'12.79"N

69°36'23.34"E 2800 1 8.7 4.85 23 71 47 1.8 5.32 9.5

3 21°39'9.64"N

69°36'16.00"E 7500 1.1 3.5 2.3 12 36 24 1.1 1.08 1.1

4 21°39'8.95"N

69°36'15.44"E 4600 1 2.5 1.75 11 61 36 3.6 25 90

5 21°39'8.29"N

69°36'8.94"E 4100 1 2.5 1.75 9 62 35.5 1.5 30 45

6 21°39'8.91"N

69°35'48.11"E 5200 1.2 5 3.1 8 64 36 1.4 6 8.4

7 21°38'42.77"N

69°35'19.52"E 3600 1.3 5 3.15 10 55 32.5 1.8 15.5 27.9

8 21°38'39.20"N

69°35'18.76"E 2400 1.5 6 3.75 75 56 65.5 1.5 4.5 6.75

Average 4550 1.2 4.7 2.9 21.1 58.3 39.75 1.775 11.2 24.1

Figure 4-7 Mangroves in the Study Area




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5. ANTICIPATED ENVIRONMENTAL IMPACTS

5.1 Introduction

Porbandar port is located in the saurashtra coast of Gujarat. The proposed development is

within the existing port boundary of Porbandar port. The present cargo handling capacity of

the port is 10.17 MTPA as on date. Considering the future demand for import and export,

the port has proposed for an expansion through development of various facilities inside port

boundary.

As discussed in Chapter 2, the main objective of the proposed development is to increase the

cargo capacity from 10.17 MTPA to 12 MTPA and it consists of construction of coastal

jetty, extension of existing coast guard jetty, extension of finger jetty on either sides,

construction of storage godown, widening of port road connectivity from 2 lane road to 4

lane road, capital dredging and maintenance dredging, creation of new backyard of 4 Ha and

breakwater construction within the existing port boundary.

The proposed project development may have a few impacts on the surrounding

environmental components both on the terrestrial and the marine components. The proposed

activities are more in the marine environment such as the construction of new jetty, the

extension of existing jetties and dredging. This chapter describes the possible anticipated

impacts on terrestrial and marine areas of the study area during the construction and

operation phases. Both qualitative and quantitative approach has been undertaken to

measure the impacts due to the proposed developments and necessary mitigation measures

have been suggested according to MoEF&CC guidelines.

5.2 Environmental Impacts

The environmental impacts that could arise due to the project can be either positive or

negative. The anticipated impacts due to the proposed development are identified based on

the effects of the impact activities on the social and environment attributes.

5.2.1 Identification of Impact Activities

The various activities involved in the project are:




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Construction Phase.

Operation Phase.

Activities involved under each phase

5.2.1.1 Construction Phase

The construction and development activities that would take place in the construction phase of

the project are as follows:

Capital dredging

Construction of a new coastal cargo berth

Extension of existing coastal cargo jetty to the size of 100x13.5m.

Extension of finger jetty towards Deep Water Berth (DWB) for coastal shipping

Extension of finger jetty towards Coastal cargo jetty for marine police boat

berthing.

5.2.1.2 Operation Phase

The activities that are expected during the operation phase of the proposed project are as follows:

Maintenance Dredging

Loading and unloading of coal, LPG, limestone, gypsum & other Cargo.

Movement of ships that carries the import/export cargoes.

5.2.2 Identification of Impact Attributes

The environmental parameters that could be affected by the proposed project either directly

or indirectly are classified as follows:

Ecological Parameters- Floral communities, Faunal Communities, Terrestrial

ecosystem and marine ecosystem

Physico-chemical parameters- Surface water quality, Air quality and

meteorology, Land use

Socio-economic environment- Aesthetic conditions, public services, health &

safety, socio-economic activities, Employment.




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The proposed development consists of all the construction works as mentioned in the

construction phase. Apart from the above mentioned, the pile structured bridge will be

constructed in 3 places parallel to the existing bridges during the widening of the existing

road structure from a 2 lane road to a 4 lane road.

The coastal cargo berth will be constructed using raft foundation and the coast guard jetty is

extended using pile foundation and RCC concrete works. The construction will involve raw

materials such as cement, sand, aggregate etc which are not hazardous to nature. The other

requirements of the construction will be the construction equipment, vehicles for

transportation, labours (skilled and unskilled), temporary storage of materials etc. The

environmental impacts that are expected from the proposed project are the ship movements,

solid waste generation, air and noise emissions due to the handling of materials for

construction and movement of vehicles that carry the present and future import/export

cargo.

5.2.3 Impacts on Marine Environment

5.2.3.1 During Construction Phase

The storage godown construction along with the backup area and the widening of road will

take place in the landward environment. The runoff from the site containing construction

debris and excavated earthen materials will cause adverse impacts on the marine

environment. These runoff sediments will increase the suspended sediment concentration

and in turn increase the turbidity of the marine waters. There is no overburden or mine

wastes that will be generated during the construction and operation phases of the proposed

project. The loading and the unloading of cargoes will be handled using mechanical

arrangements and so there will not be any spillage of cargoes.

5.2.3.2 During Operation Phase

The wastewater and discharge from ships could alter the marine water quality. Since the

number of ships that would visit the port after the proposed development takes place will

increase, the discharge waters that will enter the marine waters may also increase




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5.2.4 Impact on Marine Ecology


The construction activity in marine environment will result in increase in turbidity of water.

This will be further enhanced by dredging activities like capital dredging and maintenance

dredging. The increase in suspended sediment concentration and turbidity will impact the

primary production of phytoplankton by hindrance of light penetration. This will affect the

population of zooplankton species. The suspended sediments will be in water column for a

short time and will get settled over time. Hence the impacts on ecosystem will be temporary

and will regain its baseline conditions once the construction activity and the dredging

activity are completed.


Operational phase of the proposed jetties and other civil structures such as godown

construction, widened road and other civil structures when they are functional entail certain

impact on the marine environment which are visualized here. The project area is already a

hub of maritime activity as a wide array of cargo to the tune of 10.17 MTPA is presently

handled by Porbandar port. With additional facilities, the quantum of cargo to be handled

will increase to the level of 12 MTPA. Presently, the operational impact of the proposed ten

activities is considered exclusively on the marine environment.

During operational phase most of the impact will arise due to vessel movement on the

marine and terrestrial side and handling of solid cargo in the jetties.

There will be an increased vessel movement in the post-development period which will

entail increased discharge of oily waste, vessel-borne sewage, garbage and other resides of

the visiting ships. Spillage of oily liquids such as lubricants may create low level of water

quality contamination within the port environment which are, however will be localized and

confined within 1 km radius of the port. Likewise, run-off from terrestrial side due to raw

material storage and other port a related activity is possible. The benthic biota within this 1

km radius will be affected by this oil spillage and other liquid and solid discharges.




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Impact arising out of ship movement in the near coastal open waters will generate propeller

noise that would chase away fish and other marine mammals. However, marine based noise

pollution will be of short duration. Since the proposed project area already witnesses heavy

marine traffic, there seems to be no discernible impact due to this noise source. In short, the

overall effect of ship traffic on the marine environment would be similar to the existing

tanker traffic with an increased frequency. In addition, additional marine traffic will be

incremental to the existing vessel movement due to the enhanced port capacity. Impact of

the marine traffic on fishery resources will be a possibility on fisheries and fish habitat and

species of special conservation significance.

Construction of breakwater within the port limit is likely to cause impact on the littoral drift.

The proposed breakwater is designed with perforated bottoms at regular intervals to

facilitate the movement of currents. Hence, the change in the hydrodynamics in the vicinity

of the proposed breakwater is only on the surface.

The maintenance dredging will be carried out during the operation phase in order to

maintain the required depth. The maintenance dredging will cause turbidity in water but will

be of short term and will not have much impact on the ecological environment.

The maintenance dredging will be carried out during the operation phase in order to

maintain the required depth. The maintenance dredging will cause turbidity in water but will

be of short term and will not have much impact on the ecological environment.

5.2.5 Impact on Fisheries

Though the fish landing centre is in very close proximity to the project site, the proposed

development will not cause much effects on the fisheries. Fishes tend to move to other

places in case of turbidity but they will return to the same location once the turbidity reduces

after the completion of construction and dredging activities. The port activities will not

affect the fisheries since the fish landing centre has been in operation for a long time and the

existing cargo handling has not affected the fisheries activity.




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5.2.6 Impact on Mangroves

The mangrove patches are found near the existing road network within the existing port

boundary as well as in the study area. The following activities will have impact on the

mangroves:

Widening of the feeder road to the port from 2 lane to 4 lane is estimated to reclaim 2.54 ha

of mangroves presently. Besides this direct reclamation of mangroves, disturbance to minor

creek systems in the periphery of the road will further lead to mangrove degradation. This

could be avoided by restoring the disturbed minor creeks to enable previous tidal flushing

conditions. In addition, additional minor creeks could be developed to enhance the tidal

flushing rates which will convert the present mangrove formation further luxuriant and

dense.

Figure 5-1 Proposed road layout superimposed on Satellite Imagery




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Widening of road from 2 lane to 4 lane would require clearing of mangrove patches which

in turn will result in landuse change in and around the mangrove vegetation. It is estimated

that 2.54 Hectare of mangrove is to be cleared permanently in this context. Figure 5-1 shows

the proposed road layout super-imposed on satellite imagery and Figure 5-2 shows the loss

in mangrove vegetation due to road widening.

Figure 5-2 Map showing loss of Mangrove Vegetation

Deposition of dust particles from the port activities of construction and operation will

deposit on the mangrove leaves affecting the vegetation health.

5.2.7 Impacts on Dredging

The dredging activities involved in the proposed project will be capital dredging and

maintenance dredging. The dredging activities are of short term duration and will not have




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much effect on the surrounding environment. Long term dredging activities will have

significant impacts on the marine environment. However, the dredging proposed in the

present project development will be minimum and the effects are reversible.

The dredging activities will increase the turbidity in water which in turn will affect the

marine ecological species. All marine life can survive a range of environmental conditions

but extremes may be fatal. The marine organisms are mobile and they tend to move to safer

areas in case of high risk environment. They will return back to the same marine

environment once the effects of dredging are settled. The suspended sediments that arise due

to the dredging activities get settled with time and the environment will be back to baseline

environmental condition.

The maintenance dredging will be carried out using grab dredger. This method of dredging

is relatively simple and it involves the collection of sediments in a crane-mounted bucket,

the jaws of which are opened and closed to trap the sediments. Depending on the material to

be dredged, different grab bucket designs can be employed. The dredging using this dredger

will cause impact on the surrounding marine sediments causing instability. The dredging

will remove the contaminated sediments and improves the water quality and restore the

health of the aquatic ecosystems.

The noise levels will increase due to dredging operations. However, the dredging will take

place only during the daytime and will be maintained well below the standard noise levels.

So, the impacts due to noise will be less.

5.2.8 Impacts on Shoreline

According to the shoreline status published by National Center of Sustainable Coastal

Management (NCSCM), the coast where dredging occurs is a stable coast. Dredge spoil from the

capital dredging is used for reclamation whereas the dredge spoil from maintenance dredging is

disposed into the deep sea. Since the quantity of dredge spoil which is disposed is very less, there

will not be significant change in the hydrodynamics of the region. Hence the impact on the

shoreline is nil.




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5.2.9 Impacts of Rock Dredging

The Porbandar coast is mixed of both sandy and rocky shore. Based on the borehole data

obtained through primary survey investigation submitted by GMB, the seabed of the

Porbandar coast consists of hard rock. The dredging will be carried out using cutter suction

dredger in order to minimize the impacts on the surrounding environment. The proper rock

dredging mechanism will result in less noise since high noise disturbances would affect the

marine ecosystem as well as health of labours working in the port premises. The cutter

suction dredger will reduce the impact of settling sediments on the benthic communities.

Blasting techniques such as drilling of rocks and packing with explosives will be avoided so

that it will not result in detrimental damage to the marine organisms and environment. The

dredging operations would be carried out during daytime and not during night time. The

dredging operations will involve light and noise that will attract the marine organisms. So,

the dredger will be pivoted slowly that will not cause negative impacts on the surrounding

environment

5.2.10 Action Plan on Disposal of dredged Spoil

From the borehole investigation data, it is found that the major portion of the dredged soil

will be rock. It is proposed that the dredged soil will be disposed off into the sea at suitable

locations in a proper manner so that it will not alter the marine environment. Also, the

properties of the disposed soil will be similar to the receiving environment in which the

marine organisms can easily adapt to.

5.3 Mitigation Measures

5.3.1 Marine Quality


Mitigation measures during construction phase will be required for the following activities.

Dredging and other activities that will take place in intertidal and subtidal habitats.

Habitat fragmentation due to terminal construction.

Other solid and liquid discharges




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Major impact visualized during construction phase is related to capital dredging. Effects of

construction on the marine environment is to be evaluated by analyzing in particular the

suspended solid loads in the water column, fate and stability of the dredge spoils and general

effects of construction on the marine ecology. Comparison with the created baseline data

will indicate the changes in water quality as a result of dredging. Activities that are

generally perceived as environmentally unfriendly during construction phase could be

planned during lean fishing season. During dredging operation all possible precaution to

control and reduce dispersal of suspended load will be employed including scheduling the

dredging operation during a tidal condition so as to cause least increase in suspended load

and siltation. Efforts to trap run-off slurry and sediment plume from the dredging area by

means of silt traps will be ensured and the trapped sediments will be responsibly disposed in

pre-designated sites. Similarly, a safety exclusion zone will be required around the dredging

vessel whose size will depend on the final dredging plan and will range from 150 m to 500

m in accordance with the international standards and best practices.

During construction, the project envisages to carry out all the land based activity within the

port boundary including the development of 4 ha backyard. Majority of this earthwork will

be in the terrestrial side beyond the highest reaches of the spring tide. In the intertidal and

subtidal belt, the area occupied by the project will be around 2 ha only which will be

negligible compared with the vast foreshore and intertidal extent of Porbandar. Hence,

impact in terms of habitat fragmentation will be very negligible and unlikely to cause any

major changes in the community structure and habitat at the intertidal and subtidal realm.

Impacts arising out of domestic wastewater, construction sewage and other anthropogenic

waste that are likely to reach marine waters will be reduced through provision of adequate

sanitary facilities to the workforce engaged in construction and proper disposal of

construction waste. Similarly, temporary residence of construction workers should be

located far from high tide line. The workers residing within the construction site should be

provided with adequate drinking and domestic water supply. For the disposal of solid and

liquid wastes, guidelines of CPCB will be followed. For the construction workers, sanitary




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facilities will be established in adequate numbers at appropriate sites in the construction

area. Sanitary wastes will be collected and disposed of off-site on a regular basis. All this

processes will be done as per the promulgated laws of MoEF which indicates guideline for

provision of facilities to the engaged workforce. Waste oil, garbage and building material

rubble will be managed in such a way that they do not reach marine side. They will be

responsibly collected and disposed off as per the norms of Pollution Control Board.

Most of the construction phase activities will involve fabrication of concrete structures and

slabs, their assembly and erection. These processes will release only negligible quantity of

water. However, provision of adequate drainage will solve the problem of stagnation and

subsequent contamination of coastal waters.

An assortment of materials is to be stored during construction phase. Proper arrangement to

cover these materials to prevent contamination is to be ensured. During windy and dry

seasons, fugitive dust arising from these stored materials could be prevented by sprinkling

water. During wet seasons the same should be physically covered by tarpaulins in order to

prevent run-off.

Site cleanliness and removal of any oil, grease and other spillages to designated pits are to

be implemented without fail. This will prevent contamination of waterways and ground

water.

Areas of material fabrication during construction will be adequately spaced from intertidal

belt that its impacts are not felt at the marine side. If pipelines are to be laid at the intertidal

belt, it will be ensured that these pipelines are either buried at sufficient depth or they are

above ground level supported by pillars to cause least impact on the marine life at intertidal

and subtidal levels. Since Gujarat in general is vulnerable to earthquake, all civil

engineering structures should be made with adequate resilience to withstand such

unforeseen event.

All adverse impacts associated with construction phase could be much reduced by

completing the construction activity within the scheduled time period and if possible, earlier

than that. It is equally important that construction related activities are confined within the




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smallest area possible both on the marine and terrestrial side which will very much reduce

the construction related impacts.

All the civil engineering structures such as pilings, pillars and slabs that are exposed to

marine waters could be used as articifical reefs to promote marine faunal diversity. Hence,

the water-borne hard substrates like cement blocks, pilings and other civil structures could

be designed in such a way that they themselves act as artificial reefs to enhance faunal

biodiversity. This could be achieved by rendering all water exposed rough surfaces with

more holes, pits, depressions and crevices which provide habitat for marine faunal groups

thereby enhance faunal biodiversity. This could be done without any additional cost since it

requires inclusion of minor modification on the water exposed structures in the port

development activities.

The site will be cleared of the construction debris and runoff of fine sediments will be

avoided so as to reduce the impacts of turbidity in the marine environment. The discharge

from the ships will be prohibited in order to avoid marine pollution. The plume of sediments

which arise due to construction of jetties and pile drillings are localized and will upon

completion of activities. Silt screens/booms shall be deployed during the activities like

construction of jetties and pile drilling to arrest the diffusion of sediments. The dredging will

be carried out properly so that very less sediment that will be accidentally spilled during

capital and maintenance dredging operations will settle down soon without causing much

alteration in the marine environment. The sewage arising from the construction activities

will be treated in Septic Tanks/soak pits inside the port premises.

The site will be cleared of the construction debris and runoff of fine sediments will be

avoided so as to reduce the impacts of turbidity in the marine environment. The discharge

from the ships will be prohibited in order to avoid marine pollution. The plume of sediments

which arise due to construction of jetties and pile drillings are localized and will upon

completion of activities. Silt screens/booms shall be deployed during the activities like

construction of jetties and pile drilling to arrest the diffusion of sediments. The dredging will

be carried out properly so that very less sediment that will be accidentally spilled during




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capital and maintenance dredging operations will settle down soon without causing much

alteration in the marine environment. The sewage arising from the construction activities

will be treated in Septic Tanks/soak pits inside the port premises.


The ships that enter the port should comply with the MARPOL standards. The bilge water

and oil wastes disposal from the ships will be prohibited. The sewage water from the ships

will be treated and discharged as per MARPOL standards so as to avoid the risk of

contaminants in water. The domestic wastewater from the port operations will be taken to

the Septic Tanks/soak pits for treatment.

5.3.2 Mangroves

The mangroves will be affected during the construction phase since the widening of the road

network requires clearing of the mangroves. The mangroves will be replanted in a suitable

place of equal quantity and the balance of coastal ecosystem will be maintained.

5.3.3 Shoreline

Since the proposed breakwater falls in low erosion zone as indicated in the map published by

National Centre for Sustainable Coastal Management, there will not be much impact on the

shoreline dynamics since the hydrodynamics of the sea has minimal impact on the shoreline. The

status of shoreline as indicated by NCSCM is shown in Figure 5-3.

5.3.4 Mitigation Measures for Marine Ecology


The proposed project involves construction activities and dredging which has impacts on the

marine ecology. The impacts on ecology largely depend on the duration of impact activities

rather than the extent of the spread. Upon dredging, suspended sediment shall be controlled

by deploying silt curtain booms/silt screens. Sheet piles shall be used to prevent caving of

loose sediments. The duration of the construction activities would be limited and spillage of

construction debris and wastes will be kept to a minimum. The storage areas of construction




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materials will be kept far from the marine environment so as to avoid runoff. The sewage

and runoff will be prevented from entering the marine environment and will be diverted to

the existing Septic Tanks for treatment.

Figure 5-3 Shoreline Change Map of Porbandar


The storage areas of cargo shall be cleared of fine dust from time to time so as to avoid

runoff during rain. The washing down of equipments shall not take place anywhere near the

marine environment. The screens will be provided around the area of capital dredging so as

to avoid the dispersion of sediments to the nearby marine waters.




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5.3.5 Mitigation Measures for Rock Dredging

The rock dredging will be carried out using cutter section dredger. This method will have

fewer impacts on the marine environment as well as marine ecosystem. The impacts that

would be created will be localised and limited. The significance of the impacts would be

slight, short term and of low significance. The marine environment and benthic community

will recover time.




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6. Analysis of Alternatives

6.1 Location Alternative

Since being an expansion project, the development has to be done within the port premises.

Due to increase in the cargo handling capacity, there an increase in the traffic flows.

Therefore there is a need to expand the existing road line between Subash Nagar intersection

and Bhoikara intersection. Proposal of new road is not possible since it will have a greater

impact on the environment. Therefore the existing two-lane road is expanded to four-lane,

which will possess a lesser impact on the environment.

Construction of berths is proposed in the existing breakwater itself. And the storage yard

which has to support the increased cargo must be placed within the port premises only for

effective cargo handling. Therefore alternative location analysis for the development port

inftastructure utilities are not done

6.2 Technological Alternative

There are a variety of dredgers available and the selection of dredging equipment depends

on the size of project, physical environment, nature and quantity of material to be dredged,

method of disposal, distance of disposal ground/reclamation area, availability of equipment.

The borehole investigation has revealed that the seabed is made of rock. So, a cutter suction

dredger equipped with high power will be engaged. The cutter suction will be more

advantageous since it removes all the loosened environment and it will result in fewer

impacts on the surrounding environment.

The construction of berth and the extension of jetties will be done by using pile foundation.

Since this type of foundation is economical and causes less damage to the environment, this

type of construction is mostly preferred.

Since the proposal is for expansion of the existing port, no other site could serve the

purpose.




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7. ENVIRONMENTAL MONITORING PLAN

The purpose of Environmental Monitoring Plan is the systematic sampling marine water and

sediment to observe and study the environment based on the effectiveness of the mitigation

measures applied. Environment Monitoring Plan takes into account the mitigation measures

that are highlighted in the Chapter 5 of Environmental Assessment Report and to report to

the regulatory authorities. This plan also helps in managing environmental as well as health

and safety issues associated with the project. The adverse impacts or the potential risks

arising from the implementation of the proposed project development can be prevented with

a sound environmental monitoring plan that would support the Environmental Management

Plan.

The baseline environmental conditions are studied to find out the existing scenario and the

Environmental monitoring plan is developed in order to maintain the same environmental

conditions or to maintain the environment with less damage or prevent from further damage that

will be caused because of the proposed project. The primary objectives of EMP are as follows:

To provide a database from which the environmental impacts of the project can

be assessed

To define monitoring mechanisms and identify monitoring parameters.

Acceptable environmental standards.

To monitor the performance of the project and implement the mitigation

measures

Monitor the implementation program

To report to the designated authorities/statutory bodies in terms of the compliance

with regulatory requirements.

The EMP is developed for two phases:

Construction Phase

Operation Phase

EMP is suggested to monitor the environmental parameters during the above mentioned phases

of the proposed project.




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To provide caution in case if any environmental control measures fail to achieve.

7.1 Environmental Monitoring Plan during Construction Phase

Construction works associated with this project are construction of coastal cargo berth, extension

of coast guard jetty, extension of finger jetty on both the sides, capital dredging and maintenance

dredging. The impacts due to construction were discussed already in Chapter 5 and their

respective mitigation measures are provided. EMP is to monitor whether the mitigation measures

are effectively applied during the construction phase in order to avoid the possible impacts.

7.2 Environmental Monitoring Plan during Operation Phase

The proposed expansion of port facilities is to handle the various cargo as mentioned in Chapter

2. The EMP for Marine environment during operation phase has been developed based on the

mitigation measures. During operation phase, regular inspections will be carried out and the

environmental parameters as mentioned. The frequency of monitoring will be defined based on

the operation of the proposed berth and jetties.




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The Environmental Management plan for Marine Environment during construction phase is given in Table 7-1.

Table 7-1 Marine EMP – Construction Phase

Project Activity Potential Risks

and Impacts

Proposed Mitigation

Measures

Indicators or Parameters to

be monitored/ measured

Applicable Regulatory

Requirement

Frequency of

Measurement/

Monitoring

Institutional

Responsibility

Implementation

Schedule Any other

Marine Environment

Drilling of piles

for construction

of Jetties and

Berths

Increase of

turbidity, TSS

and heavy metal

concentration

Sheet Piling around the

drilling locations

pH, TSS, Turbidity, Salinity,

and heavy metals viz., Cu, Zn,

Hg, Fe, As, Se, Pb, Cd, Mn,

Ni, Cr, Ba

Environmental (Protection)

Rules 1986

Once in a month Main Contractor Entire Construction

Period

NABL accredited Lab

shall be engaged for

Monitoring Sea water

quality

Capital Dredging

of 6,21,550 m3

TSS and

Turbidity of

Marine Water

Quality

Silt Curtain and Boom shall

be deployed

TSS, Turbidity and heavy

metals viz., heavy metals viz.,

Cu, Zn, Hg, Fe, As, Se, Pb,

Cd, Mn, Ni, Cr, Ba

Pre Dredging, Capital

Dredging Period and

Post dredging

GMB At the time of

Dredging Schedule

NABL accredited Lab



quality

Oil Spill from

Construction

Equipment

during

Construction

Oil spill in to

shoreline and

seawater

Spill absorbing material shall

be made available at project

site

Oil spill collection tray shall

be provided at potential oil

leak source if any

Visual Inspection of Stock

contains Oil Spill absorbing

material and Oil Spill Tray

provided at Site shall be done

by Supervisor appointed by

Sub-Contractor/ Main

Contractor

Hazardous and Other

Wastes Rules 2015, Daily Main Contractor

Entire Construction

Period

Log Book maintained

for Oil Spill if any

Marine Ecological Environment

Capital Dredging

of 6,21,550 m3

Migration of

marine species

and loss of

Benthic species

Silt Curtains and Boom

Dispersion Equipment Collection of benthic samples


Rules 1986 Monthly GMB

Construction

Operation Period

NABL accredited Lab



quality




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The Environmental Management plan for Marine Environment during operation phase is given in Table 7-2.

Table 7-2 Marine EMP – Operation Phase

Project Activity Potential Risks

and Impacts

Proposed Mitigation

Measures

Indicators or Parameters to

be monitored/ measured

Applicable Regulatory

Requirement

Frequency of

Measurement/

Monitoring

Institutional

Responsibility

Implementation

Schedule Any other

Marine Environment

Marine Ecological Monitoring

Cargo Handling

at Berth – Dust

Deposition of

Seawater Surface

Affects the

primary

productivity

(Plantain and

Algae)

Closed Conveyor and

Hopper at Feeding point

TSS, Turbidity,

Phytoplankton, Zooplankton,

Benthos


Rules 1986 Quarterly GMB Operation Period Log Book

Marine Water Environment

Cargo Handling

at Berth – Dust

Deposition of

Seawater Surface

Affect the water

quality

Closed Conveyor and

Hopper at Feeding point

Heavy Metals, BOD, COD,

pH, Oil and Grease


Rules 1986 Quarterly GMB Operation Period Log Book




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8. ADDITIONAL STUDIES

Apart from the sections discussed in EIA report, few additional studies have been conducted and

they are discussed in this section. The additional studies include Public Consultation, Risk

Assessment, Disaster Management Plan and CRZ study that have been undertaken as a part of

the proposed project.

8.1 Public Consultation

As per the ToR condition(xxvi) issued by the MoEF&CC vide letter F. No. 10-412017-IA- III,

public consultation will be conducted and issues raised and commitments made by the project

proponent on the same will be included in EIA/EMP report.

8.2 CRZ Mapping

In order to comply with the additional condition (v) of the issued Terms of Reference, CRZ

mapping has been undertaken through National Centre for Sustainable Coastal Management

(NCSCM), an authorized agency by MoEF&CC for CRZ mapping as per CRZ notification 2011.

The CRZ map is prepared in 1:4000 scale & 1:25000 scale which consist of HTL/LTL lines and

ecologically sensitive areas superimposed on them.

8.3 Quantitative Risk Assessment for Dry Cargo Handling and Storage

The Proposed berth will be handling cargo such as coal, bauxite, gypsum, limestone. All the dry

bulk cargo handled possesses high potential risk during handling and storage. Coal also

possesses the risk of fire when handling it.

8.4 Natural Disasters

8.4.1 Seismicity of the Study Area

Seismicity is the measure which defines the earthquake occurrences, mechanisms and its

magnitude at a given geographical location. The Building Materials and Technology Promotion

Council BMTPC has prepared the vulnerability atlas of India and published in 2006. According

to the atlas, Porbandar falls under Zone III category of earthquake hazard zone map as shown in

Figure 8-1 which means the district is under moderate damage risk zone of earthquake. The




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Institute of Seismological Research situated in Gujarat has installed a strong motion accelograph

(SMA) in Porbandar to study the seismic activity in and around Porbandar and it has found that

Porbandar is very less prone to earthquake. Table 8-1 indicates the occurrences of earthquakes in

Porbandar region.

Figure 8-1 Map showing the Seismic Zones of Gujarat

Project Site




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Table 8-1 Region-wise Earthquake of Magnitude M 0.9-3.65

Saurashtra Region (2014)

Region <2.0 2.0 – 2.9 Total

Lalpur 4 5 11

Porbandar 0 0 0

Talala 10 2 14

Bhavnagar 49 12 61

Surendarnagar 81 22 103

From the above given table it is evident that Porbandar is less likely to experience earthquake.

8.4.2 Cyclone

Cyclone is a large scale air mass rotating around a strong low pressure zone. The direction of

rotation is counter clock-wise in the Northern Hemisphere and vice-versa in the Southern

Hemisphere. According to the vulnerability atlas released by BMTPC, Porbandar, being a coastal

district, falls under very high damage risk zone as shown in Figure 8-2. Previously in the year

1998, Porbandar was seriously affected by a very severe cyclonic storm. The intensity of storm

was very high with a velocity of 102 Kmph.

5 Annual Report, Institute of Seismological Centre, Gujarat.




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Figure 8-2 Wind and Cyclone Hazard Map of Gujarat

8.4.3 Tsunami

Being a coastal district, Porbandar is likely to be affected by tsunami. The makran subduction

zone in Pakistan forming the boundary between Arabian plate and Eurasian plate and the Great

Sumatran fault of Indonesia are likely to cause tsunami off the coast of Porbandar. Indian

National Centre for Ocean Information Services (INCOIS) studied a model that created a

scenario of earthquake event during 12th

of October 2011. From the study, it was inferred that

Porbandar could receive a tsunami alert due to the rupture of the Great Sumatran fault if the

magnitude of earthquake was 9.2 on the mercalli scale. The tsunami threat map is shown in

Figure 8-3.

Project Site




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Figure 8-3 Tsunami Threat Map of modeled scenario (Source: INCOIS)

8.4.4 Flood

Flood is defined as overflow of water that submerges the dry land. According to the flood hazard

map issued by BMTPC, Porbandar is less likely to be exposed to floods due to heavy downpour

as shown in Figure 8-4. But it is also observed that a 3.5m high water surge may occur due to

tidal fluctuation at an event of local storm. During the year 2014, coastal villages of Porbandar

district was hit by a flood on 4th

August. Therefore, the chances of flooding in Porbandar region

due to storm surge and rain is high.

Project Site




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Figure 8-4 Flood Hazard Map of Gujarat

8.5 Manmade Disasters

The most commonly occurring disaster in a port is fire. Fire could break-out due to various

reasons. It could be triggered due to tripping of electric circuit, poor management and storage of

materials. According to the American standards, fire is categorized based on the fuel burnt as,

Class A - ordinary combustibles such as wood, paper.

Class B – Flammable liquid and gases.

Class C – Live electrical equipment.

Class D – Combustible metals.

Class K – Cooking media.

Based on the various nature of fire, firefighting personnel should be appointed and trained in

regular course by conducting regular mock drills.

Project Site




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Fire is one of the factors leading to the causing of chemical disaster. Other factors include,

Technical errors (Design defects, fatigue, metal failure etc.)

Human errors (Neglecting safety norms, deviating from standard procedures)

Lack of information (Absence /failure of emergency warning)

Organizational error (Poor Communication).

8.6 Management Plan for Firefighting at Ports

Fire precautions should be provided and it should consist of fire protection, fire

alarms, firefighting equipments, means of escape in case of fire.

Control of flammable substances and materials, sources of ignition including

smoking.

Advice and training must be obtained from fire authorities and insurance

companies.

The structures to be constructed at Ports must be made of non-combustible

materials.

The warehouses that are likely to contain the sources of ignition must be

controlled.

Automatic fire alarm systems must be set up throughout the port areas.

Emergency plan must be set out as the alarm is raised and also emergency

services must be alerted.

Proper escape routes, fire assembly points must be provided throughout the

premises and it should be clearly signed.

When evacuation is necessary, all workers should leave the area and assemble at

the nearest fire assembly port.

Fire alarms and firefighting equipments must be maintained and tested at regular

intervals.

Selection of appropriate firefighting agent is very important based on the type of

fire likely to occur and the nature of the materials that are likely to be involved.




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Fire extinguishers should be used by persons with proper training and experience

in its use.

During the event of fire the local fire authority must be consulted to coordinate

with the action plan adopted throughout the port area.

Regular inspection of premises and operations must be carried out.

Clear emergency procedures must be developed in order to prepare and plan at

the time of accidents.

Bulk liquids and gases handled at the ports should follow standard procedures to

ensure its safety and containment.

Records of the dangerous goods present in the port area must be maintained

properly.

Fire drills should be carried out regularly.

8.7 Mock Drills

Mock drills on the overall emergency response plan may be carried out once in 6 months to

ensure continued familiarity of the Key personnel with the emergency procedure and to check if

the hardware infrastructure provide for emergency management is in good condition.

8.8 Training

The key personnel will be required to undergo a special in-plant training programme to

understand clearly their role in On-site emergency management and to develop the skills

required for the purpose.

Employees must be trained to possess basic firefighting knowledge in operating portable fire

extinguisher and using the right type of fire extinguisher. Also, the emergency response team

members will be required to undergo annual training including courses on following areas such

as,

Use of specialized protection equipment including practical drills.

Emergency communication.

Firefighting using equipment like fire hydrant, portable pumps, monitors etc.




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Any other specialized training commensurate with the defined role.

The existing and practiced disaster management plan is as follows:

8.9 Emergency Response Team

An Emergency response team is essential for emergency preparedness and rescue operations at

the event of any disaster. The existing emergency response team for Porbandar port is as follows

Duties of the above mentioned emergency response team members are defined in the Disaster

Management Plan developed by Porbandar port is attached as Annexure-8 of terrestrial EIA

report.

8.10 Rescue Team

A rescue squad is an emergency service organization that uses specialized equipment and

knowledge to rescue people. There are two typical applications,

Squads that rescue trapped people.

Squads that rescue people who are having medical emergencies. The existing

rescue team of the Porbandar consists of,

4 Nos. of Sea Man

Site Coordinator

/ Site Incharge

Sr.Engg

Fire & Safety

Coordinator

Safety Officer

Asst. Fire & Safety Officer

Communication & Media

Coordinator

Admin Assistant

Transport Security, First Aid / Hospital

Officer P&A

Security Officer/

Supervisor

Welfare Coordinator

Junior Executive

Material (Engg.)

Coordinator

Junior Executive

Electrician

Chief - Coordinator




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1 Tradesman

1 Driver

1 Fireman.

The above said rescue team shall not be allotted works other than rescue operations at the event

of any disaster. Table 8-2 shows the available equipments that are used for rescue operations.

Table 8-2 List of Inventories to carry out Rescue Operations

S.No Description Quantity

1. First Aid Kit 4 Nos.

2. Emergency Light 2 Nos.

3. Helmet 6 Nos.

4. Hand Glove 13 Pairs

5. Hand Torch 2 Nos.

6. Emergency standby Signal & Siren 4 Nos.

7. Pickup Truck 1 Nos.

8. Crane S-1610 (16 Ton Capacity) 1 Nos.

9. Genset (Diesel) 2 Nos.

10. Water Tanker – 10 Ton 1 Nos.

11. Drill Machine – 3 H.P. 1 Nos.

12. Drill Machine Electric (Portable – 230 V) 1 Nos.

13. Hecso Machine – 3 H.P. 1 Nos.

14. Electric Grinding Machine – 0.5 H.P. 1 Nos.

15. Hand Grinder – 0.5 H.P. 1 Nos.

16. Black Smith Hand Forge Blower 1 Nos.

17. Snap on Tool Box 1 Nos.

18. Cutter Cable Hydraulic Wire 1 Nos.

19. Vacuum Pump L.G. 1 Nos.

20. Welding Transformer 1 Nos.




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S.No Description Quantity

21. Oxy. Acetylene Gas Cutting Set 1 Nos.

22. Air Compressor 1 Nos.

23. Diesel Pump Set – 5 H.P. Trolley Mounted 2 Nos.




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9. BENEFITS OF THE PROJECT

Transportation sector helps in the economic and regional balance development of the country.

Ports are the major hub of trade built along the coastal regions of the country. Ports contribute

more to the bulk transportation of goods in the country. Seaway transportation is the cheapest

form of transportation which involves bulk movement of cargo. The associated transport

methods that will develop near ports are road, rail, truck, barge and ship. Due to port activity, the

transport corridors around the port is greatly developed which helps in speedy movement of

cargo which in turn contribute to the economic growth of the country.

9.1 Improvements in Physical Infrastructure

The proposed development involves construction of three berths, extension of a jetty,

construction of a cargo godown and expansion of road network. This project is proposed to

increase the cargo handling capacity of the port in order to meet the increasing demand of raw

materials in the nearby industrial sectors. This will increase the economic growth of the region as

well as the nation through transport, communication, import/export and industrialization. The

new berth construction and expansion of road network will help in increasing the import/export

quantity of cargo since the port is located in the economical hotspot of the country. Even the port

based industries like chemical processing plant, cement plant that are located in the vicinity of

port will enhance the economic growth of the public in the region due to development in the

infrastructure.

9.2 Improvements in Social Infrastructure

The proposed project development is done by Gujarat Maritime Board, the social infrastructure

of Porbandar region will be developed as part of Corporate Social Responsibility (CSR) to

enhance the livelihood of the local people along with the economic growth.

9.3 Employment Potential

The construction of berths and widening of the existing road will pave way for direct and indirect

employment opportunities for the local people in both skilled and unskilled working classes for

about 75 peoples. The local laborers will be required in both construction and operation phase of




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the project. The construction phase will require works like civil, mechanical and electrical works

which requires skilled and unskilled labours. The other activities that could generate employment

opportunities are transportation of men, material and machineries. There will be demand of

drivers and other unskilled men for carrying out such activities. These demands will increase the

local economy growth and boost the business community.




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10. ENVIRONMENTAL MANAGEMENT PLAN

Environment Management Plan (EMP) or an Impact Management Plan (IMP) is an important

section of any EIA report. Preparation of EMP is mandatory for any upcoming new or expansion

or modification of existing project to formulate, implement and monitor the environmental

protection during and after commissioning of the project. For the present study, EMP has been

developed and discussed in the following section. The Environment Management Plan is

developed in two phases- Construction phase and Operation Phase.

The Environment Management Plan is developed for the environmental components in order to

avoid the impacts of the proposed project activities. The Environment Management Plan for the

environmental components are addressed separately under each section namely air quality

management plan, noise control and mitigation plan, storm water management plan, solid &

hazardous waste management plan, greenbelt development, ecological diversity management

plan and community development plan. The effectiveness of the Environment Management Plan

can be assessed only based on the Post Project Monitoring Plan as addressed in Chapter 7

The main objective of the proposed project development is to increase the cargo handling

capacity form 10.17 MTPA to 12 MTPA. This can be achieved by construction of a new coastal

berth, extension of coast guard jetty, extension of finger jetty on both the sides, capital dredging

and maintenance dredging. The impacts are addressed in both the construction and operation

phases of the proposed project. The inputs for developing an Environmental Management Plan

are the significant environmental inputs that were identified and the regulatory requirements that

have to be complied with.

10.1 Environmental Management Plan- Construction Phase- Marine Component

It is recommended that the Porbandar port can adopt the general requirements as mentioned in

the construction phase of the proposed project development. All the main contractors are

required to incorporate the minimum environmental management requirements in to their work

method statements




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10.1.1 Marine Water Quality Management Plan – Construction Phase

Porbandar Port/GMB shall appoint a supervisor to be present always at construction

work near the shore and/or when working with heavy equipment.

Any work must include precautionary measures against debris falling or being blown in

to the water. No waste, garbage or other materials shall be dumped in the water.

Construction site near water need to be kept tidy to prevent tools and debris from falling

in to the water and damaging the environment.

Any construction at or near the water edge – or where debris can be washed or blown in

to water – requires silt screens, to be placed in the water before the work starts.

Screen shall be placed around storage areas, to prevent waste blowing away and

sediment run-off in to the sea.

Storage areas for sand and soil, and all work areas must be at least 20m back from the

high water mark.

Washing down of construction equipment is not permitted within 50m of the high water

mark.

Deployment of Sediment Screen to minimize the sediment load in marine water as a

result of capital dredging.

Deployment of sediment screens shall be carried out prior to commencement of

dredging.

Screen shall be deployed at critical point in order to prevent or minimize the spread of

sediments associated with dredging operation.

Monitoring sites shall be established to provide information on the water quality

variation at dredge site.

10.1.2 Management Plan for Rock Dredging

The significance of impacts due to rock dredging using cutter section method is low and

so the management plan is not much required for the proposed type of rock dredging.

The rock dredging as well as the sediment dredging should be limited only during

daytime and no dredging activities to be permitted during night time.




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The events of dredging should be monitored carefully and the solutions sought should

be approved by the monitoring officer.

The risk assessment should be done on the dredgers before it leaves the previous

dredging location. This assessment should consider the climatic similarity of the

location of the previous dredging site so as to avoid the introduction of alien species.

The dredgers upon arrival should be inspected for exotic organisms.

The dredgers should be cleaned before the operations begin and it should not be carried

out in site since the runoff of washing will be discharged in to marine waters

10.1.3 Mangrove Management Plan – Construction Phase

Mangroves are major ecological entity in the project vicinity and in the whole coastal belt of

Porbandar. Porbandar district has 1 sq.km of mangroves (FSI 2017). The present study estimates

mangrove extent in and around the project location as 85.2 ha.

It is imperative to ensure that no significant adverse impact is caused on these mangroves.

Widening of the feeder road to the port from 2 lane to 4 lane will lead to removal of about 2.54

ha of mangroves with an average mature tree density of 4550/ha. In order to mitigate this

damage the following mitigation measures and management plan is suggested.

1. Creation of baseline data on the mangrove health in terms of density, height and canopy

cover and regeneration potential including preparation of GIS and RS based maps on the

present status, extent and composition including governing physio-chemical aspects such

as creek water and mangrove soil salinity, pH, and suspended load that determine

mangrove healthiness (substrate composition, changes in shoreline configuration, etc.).

This mangrove baseline data creation could be a part of the baseline generation activity

on the water quality and biota suggested earlier.

Preparation of GIS based maps, baseline data gathering on the architectural aspects of mangrove

stand will be carried out prior to construction phase which will provide a strong benchmark for

future comparison and to track changes during operation phase of the port. Periodic monitoring

once in three years will be instituted during operation phase again on the stand structure and




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other physical and chemical aspects of soil and water in creek and mangrove proper. Time series

data of this nature will help the project management to decide the extent and nature of

intervention for sustainable mangrove conservation.

10.1.3.1 Compensatory Mangrove plantation

The project proponent should take up compensatory mangrove plantation of minimum 10 ha in

the same location where a major mangrove stand of around 85.2 ha is present. The plantation

needs to be carried out with fourfold density of seedlings compared to the average natural

mangrove density of 4550 trees/ha presently recorded.

Identification of suitable plantation site within the natural stand and development of mangrove

plantation needs to be executed by an agency with proven experience in mangrove restoration

and conservation. The GIS & RS study of the mangrove stand shows that good potential sites for

plantation are available within the stand itself. Plantation activities could be taken up in such

mudflats.

Since Gujarat mangrove in most of the coastal stretch has the single species dominance of

Avicennia marina, species other than this could be considered for plantation. Most suitable

species will be Rhizophora mucronata, Ceriops tagal and Aegiceras corniculatum. Plantation is

to be done through nursery technique and direct seed dibbling and the raised bed method (Otla

method) may be avoided. Raised mangrove plantation, in addition to the natural extent is

expected to support mangrove associated bird species and thereby enhance the avifaunal

diversity of the local environment.

10.1.4 Ecology and Bio-Diversity Management Plan- Construction Phase

All the above mentioned management plan shall be implemented properly which in turn will

protect the ecology and bio-diversity in the surrounding environment. Prior to the construction

and dredging activities, care should be taken to avoid spillage of construction materials or

sediments

10.2 Environmental Management Plan – Operation Phase- Marine Component




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10.2.1 Marine Environment

Management planning for operational phase should be more absolute compared to construction

phase considering the long term implications on the local environment. Similar to construction

phase, large quantity of degradable and non-degradable solid and liquid waste will be generated

during operation phase of the different developmental activities. These wastes are to be disposed

off through proper disposal mechanisms and should not be allowed to reach the marine

environment. Collection, separation, storage and planned disposal are necessary. Recycling the

non-degradable solid waste should be considered. Proper waste management system should be in

place to take care of these wastes. The generated liquid waste and its impact should be within the

assimilative capacity of the near coastal waters. Since Porbandar port is located in the open

waters of Arabian sea, it can be assumed that generated effluents will be assimilated without

deteriorating the marine environment. Institution of pre project monitoring, post project

monitoring and continuous tracking of the water quality should be envisaged.

Mangrove conservation measures as a part of management action plan is to be undertaken

following a thorough review of the results of the monitoring and surveillance program that was

suggested for construction phase. This could also be a parallel activity along with project

preparation. Hence, the suggested mangrove conservation initiatives are applicable even during

the initial stages of the project preparation to reduce impact. It is stressed that all phases of

planning, designing, constructing and operating the ten developmental facilities are to be done in

an environmentally sustainable and planned manner. Different activities like baseline data

creation, monitoring and effective management action are to be adhered to in order to conserve

the mangroves.

Improving the micro-climate of the port environment through development of garden, lawn and

water bodies will add to the visual climate and break the monotony of a port. Similarly,

development of greenbelt landscaping with shrub plantation will act as noise barriers reducing

noise impacts within the industrial premises.




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10.2.2 Cargo Handling

Mechanization of cargo conveyance to the storage area will reduce the spillage of cargo

into the marine environment.

Skilled labourers shall be used while transferring cargo from berth to barges.

Sprinkling of water on cargo which is openly stored in the berths are necessary.

Care should be taken in guiding the vessels to prevent accidents which may lead to

spillage of cargo and fuel into the marine environment.

10.2.3 Oil Spill Contingency Plan

Oil spill poses threat to the marine environment. The effects of the oil spill depend on various

factors such as the type and quantity of oil spilled and how it interacts with the marine

environment. Also, the ambient weather conditions will also influence the oil behavior and

dispersion. Oil spill affects the biological and ecological characteristics of the seawater. The

ecological impacts also depend on the sensitivity of the organisms towards the oil spill. The oil

spill will have severe short term effects. The marine oil spill will adversely affect harbors,

fisheries, beaches, wildlife, tourism, human health and industrial plants. The major sources of oil

spill are marine tankers, oil installations and SPM etc.

Since the oil spill on marine environment will cause detrimental effects on both marine as well as

coastal environment, it is of high importance to respond to the spill and start clean-up process.

The response plans can be either At-sea response plan or Shoreline clean-up and response plan.

10.2.3.1 At-Sea Response

The response plan at sea can be divided into three types: Oil spill containment and recovery, in-

situ burning and dispersant application. The selection of the appropriate strategy will depend on

many factors such as response resources available, national and local regulations of oil spill

response, spill scenario and the physical and ecological characteristics of the area impacted by

the spill.




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10.2.3.2 Oil spill containment and recovery

The oil spill containment and recovery can be done using the following equipments:

Boom- for containing the oil

Skimmer- for pumping the contained oil

Floating storage for collection of spilled oil

Disposal facility at shore

Tugs for laying the booms etc.

The summary of Oil Spill Contingency Plan prepared by National Institute of Oceanography

(NIO) is attached as Annexure-4.

10.2.3.3 Oil spill Dispersant

The dispersants are the chemical agents that include surface active agents which are partly water

and oil soluble. These breakdowns the oil into small molecules which will get suspended and

disseminated in the water mass. The dispersed oil degrades more rapidly in to the water

environment and will pose lesser threat to the environment than oil. Though use of dispersant is

advantageous, the toxicity of the dispersant will pollute the ecosystem. The types of dispersant

that could be used for the oil spill are:

Type-I Conventional Hydrocarbon base: These are normally in undiluted form

and are usually applied at the rate of one part of dispersant to 2-3 parts of oil.

Type-II Water Dilute-able Concentrate: These are diluted with seawater in the

ratio of 1:10 before using and is applied at the rate of one part of dispersant to 2-3

parts of oil.

Type- III Concentrate: These are alcohol/glycol solvent based dispersant

containing higher concentration of surface active agents. These are used in

undiluted form and generally used from aircrafts and ships with spray gear.

10.2.3.4 Shoreline Clean-up and Response

The majority of the oil spill happens near to the shore and causes contamination along the

shoreline. This will cause significant impact on the environmental and economic impacts. When




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oil reaches the shore, necessary measures have to be taken to clean the affected areas. The

contingency plans have to be adopted for the shore clean-up process. Contingency plan is

prepared to identify roles and responsibilities, priorities for protection, effective response

strategies and operational procedures. A well exercised contingency plan contains trained and

practised personnel and increases the preparedness of the organisations and individuals to

involve in response. Once spill has occurred, continuous planning to guide operations and

monitor the effectiveness is an important process. Aerial surveillance is a part of planning during

a response so as to easily understand the scale and nature of oil spill. Aerial surveillance can also

be used during the execution of response plan to guide, monitor and evaluate the effectiveness of

operations.




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11. SUMMARY

GMB is a statutory organization of Government of Gujarat (GoG), under the Gujarat Maritime

Act 1981. This organisation has been established to facilitate port development, privatizations,

manage, control and administer the intermediate and minor ports in Gujarat. Porbandar port is an

all-weather, direct berthing port functioning under the direct control of GMB. It is situated in the

Porbandar Village, Porbandar Tehsil, Porbandar District between Veraval and Okha on the

Saurashtra coast of Gujarat. The port is in operation from 1963.

To enhance the cargo handling capacity of the port and to meet the increasing cargo demand, the

port has proposed a few developments as a part of expansion activity. The proposed

developments include construction of coastal cargo berth, extension of coast guard jetty,

extension of finger jetty on both the sides, construction of breakwater with jetty, capital dredging

and maintenance dredging.

The primary baseline environmental conditions have been monitored in the study area of 10 km

radius from the boundary of the proposed project site. The environmental conditions were

analysed by collecting the sample data for air & meteorology, noise, water, soil, terrestrial

ecology, flora & fauna, marine physiology, marine biology and socio-economic environment.

One season terrestrial baseline monitoring and one season marine monitoring has been carried

out in the Study area according to the ToR condition.

Based on the existing environmental conditions, the impacts of the proposed project

development on the environmental components on marine components have been analysed. The

summary of the possible anticipated impacts on terrestrial and marine areas of the study area

during the construction and operation phases have been described in Table 11-1. Both qualitative

and quantitative approach were undertaken to measure the impacts due to the proposed

developments and necessary mitigation measures have been suggested.

Since all the developments were proposed within the port boundary limits, the analysis of

alternative for site, process & technology cannot be suggested. The environmental monitoring




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plan is developed to monitor the quality and to avoid pollution on the environmental components

during the construction as well as operation phases. Based on the anticipated impacts, the

Environment Management Plan has been developed. The environment management plan has

been developed for the construction as well as operation phases to minimise the impacts on the

environmental components.




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Table 11-1 Summary of Marine Impacts and Mitigation

Activity

(Construction Phse) Aspect Impact

Nature of

Impact EMP

Capital Dredging

Marine Water

Quality

Dredging increases turbidity of the

water column by releasing the

suspended sediment and altering the

physical property of the water.

Short Term

Since the effect is

localized and

temporary, the

environment will revert

to its original state after

settling of sediments.

Marine Ecology

Dredging causes a localized and

temporary disruption in the water

environment which may affect the

surrounding species.

Short Term

Since the effect is

localized and

temporary, the




Noise Quality

The noise from the dredger increases

stress in the noise environment which

may cause relocation of fish shoals.

Short Term

The condition will

return back to its

original state once the

dredging operation is

over.

Reclamation Ecology

Dumping of dredge spoil on the land

for reclamation will affect the flora

and fauna of the land surface.

Long Term Re-Plantation is

advised.

Construction of

Berths. Water Quality

Construction activities for berths are

likely to affect the water quality due to

increased turbidity.

Short Term

The water quality will

be restored to its

original state once when

the activity is over.




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Activity


Nature of

Impact EMP

Ecology

Noise from the machinery is likely to

disrupt the marine organisms and

cause relocation of species.

Short Term

Condition will be

restored on completion

of construction

activities since it is local

and temporary.

Maintenance

Dredging

Marine Water

Quality

Dredging increases turbidity of the

water column and altering the physical

property of the sediment.

Short Term

Since the effect is

localized and

temporary, the




The disposed quantity is

also very low and the

impact felt is minimal.

Noise Quality Noise from the dredger will cause the

marine faunal species to relocate. Short Term.

Since the effect is

localized and

temporary, the


to its original state upon

completion of activities.

Marine Ecology

Dredging causes a localized and

temporary disruption in the water

environment which may affect the

surrounding species.

Short Term

Since the effect is

localized and

temporary, the







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Activity


Nature of

Impact EMP

Disposal of Dredged

Material into Sea

Water Quality

Disposed sediments will increase

turbidity of the water column, change

the hydrodynamics, smother benthic

plants and animals. Suspended

sediment in the water column will

have an adverse effect on the

phytoplankton and zooplankton.

Disposed sediments may also get

transported to other places due to

action of currents.

Short Term

It is advised to dispose

the sediment in intervals

to maintain the quality

of water.

Ecology

Smothering occurs on the benthic

species which may have a minimal

impact on the habitat.

Short Term

Original state will be

restored once the

suspended sediments

settles.

Maintenance of

Breakwater / Water

front Structures

Water Quality

Maintenance activities are likely to

alter the turbidity of marine water in a

short scale.

Short Term

Original state will be

restored since it is

temporary and

localized.

Ship Bunkering Water Quality

Spillage of fuel during bunkering

activity will alter the chemical

property of the marine water.

Short Term

Proper procedure must

be adopter during

bunkering to prevent

fuel spillage.




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Activity


Nature of

Impact EMP

Ballasting/

Deballasting Marine Ecology

Ballast water from foreign vessels may

introduce invasive species that affects

the marine ecology.

Long Term

Ballasting activity

should be regulated

based on Ballast Water

Management (BWM)

prescribed by

International Maritime

Organization (IMO).

Ship Emission Air Quality

Emissions from the cargo carrying

ships are expected. Emissions such as

oxides of sulphur, oxides of nitrogen

will have impact on the air

environment.

Long Term

Usage of less pollution

fuel will decrease the

emission.




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12. DISCLOSURE OF CONSULTANTS ENGAGED

As part of EIA Notification 2006, the disclosures of consultants engaged in conduction of field

studies and preparation of EIA Reports should be presented in the report. Cholamandalam MS

Risk Services Limited is a NABET-QCI Accredited Consultant Organization is the principal EIA

consultant appointed for the proposed project on “Development of Port Infrastructure within

existing Porbandar Port, Porbandar, Gujarat”.

12.1 Brief Profile of the EIA Consultant

Established in year 1994, Cholamandalam MS Risk Services Limited (CMSRSL) offers

comprehensive Risk management & Engineering solutions in field of Safety, Health,

Environment and Insurance Support. The company has pioneered many innovative and

specialized services catering to the needs of Asian & European markets for last 19 years.

CMSRSL has successfully executed more than 2000 projects (Domestic/International) which not

only helped organizations maintain compliance but also optimize their EHS performance and set

new benchmarks. CMSRSL is an ISO 9001:2008 certified company and was also declared “Risk

Manager of the Year” in Asian Insurance Industry Awards. Till date, CMSRSL is the only Indian

company to be approved as Safety Consultants by Kuwait Oil Company under section 31s.

Recently, CMSRSL has also collaborated with Process Map Infotech to launch first ever World

Class Compliance and Risk Management EHS Software Platform in India. The organization has

developed a strong partnership across Asia which includes collaboration with likes of NAPESCO

[Kuwait], Honeywell Automation [India] and Exida Technologies (Singapore). The organization

has a pan Asia presence with multiple offices in India besides partner offices in Singapore and

Kuwait. Chola MS Risk Services Limited is a joint venture between US $3.14 Billion

Murugappa Group, India and Mitsui Sumitomo Insurance Group, Japan and also has a technical

collaboration with Inter Risk, a group company of Mitsui Sumitomo Insurance Group.

CMSRL consists of six consulting domains such as environmental engineering and management,

process safety, fire safety, electrical safety, construction safety and logistics risk assessment. For

more information please visit http: www.cholarisk.com.

http://www.cholarisk.com/




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12.2 Details of Experts/Consultants Engaged for this EIA Study

Details of Experts/Consultants Engaged for this EIA Study, for the proposed projects are

presented below.

S.No. Name Role in the EIA Study

1

Mr. D. Ravishankar

EIA Coordinator – Ports & Harbours (Sector 33).

Functional Area Expert (FAE) – Air Pollution Prevention,

Monitoring and Control

Functional Area Expert FAE – Solid & Hazardous Waste

Management

2

Mr. V.S.Bhaskar

Functional Area Expert (FAE) – Meteorology, Air Quality

Modeling and Prediction

Functional Area Expert (FAE) – Water Pollution Prevention,

Control & Prediction of Impacts

Functional Area Expert (FAE) - Noise / Vibration

Functional Area Expert (FAE) – Risk & Hazards Management

3 Dr.T.P.Natesan Functional Area Expert (FAE) – Land Use, Hydrology,

Ground Water & Water Conservation

4 Dr. T.Balakrishnan Functional Area Expert (FAE) – Ecology and Biodiversity

5 Ms. Sathya. S Functional Area Expert (FAE) – Municipal Solid Waste

6 Mr. Rajesh Verma Functional Area Expert (FAE) – Socio Economics

7 Mr. C S Karthick Functional Area Expert (FAE) – Socio Economics

8 Mr. PRS Kamesh Functional Area Associate (FAE)- Air Quality Modelling and

Prediction

9 Mr. S Pavala Rajan Functional Area Associate (FAE) – Land Use & Land Cover

10 Mr. C Rajadurai Functional Area Associate (FAA) – Land Use & Land Cover

11 Ms. C Priyanka Functional Area Associate (FAA)- Air Pollution Prevention,

Monitoring and Control, Land Use & Land Cover




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12.3 External Labs / Agencies involved in EIA Study

S. No Name of Lab/Agencies Responsible Activities

1 M/s. Chennai Testing Laboratory

Pvt. Ltd., Chennai

Baseline Environmental data – Ambient

air, Meteorology, Water, Soil, Noise and

Marine water & sediment sampling &

analysis of Samples as per MoEF

Guidelines.

2. National Centre for Sustainable

Cosatal Management (NCSCM)

CRZ Mapping as per CRZ Notification,

2011.

3 Gujarat Institute of Desert Ecology

(GUIDE), Gujarat, India

Reputed Institution for Upgrading the

Ecology section of the EIA Report

gujarat maritime board...no.aw-75301 dated 01.01.2016 and it has the validity up to 29th october...

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