oil spill risk analysis and contingency plan for multi

OIL SPILL RISK ANALYSIS AND CONTINGENCY PLAN FOR MULTI CARGO PORT BY ADANI HAZIRA PORT PRIVATE LIMITED, HAZIRA, SURAT

For

Adani Hazira Port Pvt Ltd. Hazira

Final Report

APRIL 2011

By

Environ Software (P) Ltd Electronic City, Bangalore

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CONTENTS

Preface i Executive Summary ii Project Team vii

1. Introduction 1 1.1 Meteorological Parameters 2

1.1.1 Rainfall 2 1.1.2 Relative humidity and temperature 3 1.1.3 Visibility 4 1.1.4 Sea Conditions 5

1.2 Waves 5 1.2.1 Cyclones 5 1.2.2 Tides 6

1.3 Project Information 10

2. SCOPE OF THE WORK 12 2.1 Objectives 12

3. OIL CHARACTERISTICS AND WEATHERING PROCESSES 13 3.1 Composition of Oil 13 3.2 Properties of Oil 14 3.3 Weathering Processes 15 3.4 Effects of Marine Oil Spills 16

4. OIL SPILL CONTINGENCY PLAN 19 4.1 Scope and Content of Plans 19

5. Perceived Risks and Expected Quantities of Oil Spill 21 5.1 Introduction 21 5.2 Overview of Historical Oil Spills 21 5.3 Failure frequency of pipeline transfer and storage tank 28 5.4 Meteorological Data 29 5.5 Expected Quantities of Oil Spill at AHPPL berths 29 5.6 FO/HSD leakage from fuel tank compartments due to

collision/grounding 30 5.7 Spill due to Collision in vessel route 31 5.8 Spill due to transfer of POL products at berths 31

6. Oil Spill Modelling Studies 32 6.1 Modelling of Hydrodynamic Processes 32

6.1.1 Model description 32 6.1.2 Basic governing equations 33 6.1.3 Model diffusion coefficients 33 6.1.4 Numerical solution algorithm 34

6.2 Gulf of Khambhat 34 6.2.1 Model setup and boundary specifications 35

6.3 Bottom bed-roughness 39 6.4 Initial and boundary conditions 39 6.5 Model calibration 42 6.6 Modelling of tides and tidal currents 45 6.7 Numerical Modelling of Fate and Movement of Oil Spills 45

6.7.1 Horizontal turbulent diffusion 46

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6.7.2 Mechanical spreading 47 6.7.3 Evaporation 47 6.7.4 Dissolution 48 6.7.5 Emulsification 49 6.7.6 Shoreline deposition 49

6.8 Simulation of Scenario – Details 49 6.8.1 Computation Domain and Input data 50 6.8.2 Spill Locations 50

6.8.2.1 Oil type 50 6.8.2.2 Weather conditions 51 6.8.2.3 Computational scenarios 52

6.9 Results of Scenario 52 6.9.1 Post-monsoon (December 2008) 53 6.9.2 Pre-monsoon(March 2009) 54 6.9.3 Monsoon(June 2009) 54

6.10 Shore Landing and Spill Impact Areas 55 6.10.1 Post-monsoon (December 2008) 55 6.10.2 Pre-monsoon(March 2009) 56 6.10.3 Monsoon(June 2009) 56

6.11 Fate and Effects 56 6.11.1 Evaporation 56 6.11.2 Emulsification 57 6.11.3. Dissolution 57

7. CLEAN-UP STRATEGY 61 7.1 Booms 61 7.2 Skimmers 62 7.3 Sorbents 63 7.4 Dispersants 64

7.4.1 Advantages 64 7.4.2 Disadvantages 65 7.4.3 Areas where dispersants are not recommended to be used: 65 7.4.4 Application in Indian Waters 66

7.5 Spill Response Decision Guide 67 7.6 Natural Dispersion Response 68 7.7 Spill Response Options 69 7.8 Performance Efficienies for Response Techniques 70 7.9 Shoreline Booming Guidelines 70 7.10 Shoreline Clean-up Equipment Checklist 72 7.11 Resources Required for Combating Oil Spill 73

8. RESOURCES AT RISK 74

9. TEMPORARY STORAGE FACILITIES AND DISPOSAL OF OIL AND DEBRIS 75 9.1 Storage Facilities 75 9.2 Disposal Methods 77

10. OIL SPILL RESPONSE PLAN 79

10.1 INITIAL ACTIONS AND PROCEDURES 80 10.1.1 Reporting oil spill incidence 80 10.1.2 Notification information details required as follows: 80 10.1.3 Oil spill report form 81

10.2 Surveillance and Tracking of Oil at Sea 82 10.3 Notification of On-scene Co-ordinator and response team members 83

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10.4 Identification of Sensitive Areas 83 10.5 Development of Site Specific Response Plan 83 10.6 Operations Planning and Mobilisation Procedures 84 10.7 Deployment of Equipment 92 10.8 Storage and disposal of oil and debris 92 10.9 Control of Operations 93 10.10 Terminations of Operations 93

11. CONCLUSIONS AND RECOMMENDATIONS 100

List of Tables:

Table 1-1 Monthly Rainfall 02 Table 1-2 Relative Humidity at Surat Airport 03 Table 1-3 Air temperatures at Surat Airport 04 Table 1-4 Monthly Visibility figures 04 Table 1-5 Annual visibility figures 05 Table 1-6 Typical annual seasons 06 Table 3.1 Typical fractionation of a crude oil 17 Table 3.2 Effects of oil on marine populations and communities 18 Table 3.3 Summary of effects of oil in some major ecosystems 18 Table 5.1 Major Oil Spills Since 1967 22 Table 5.2 Some of the past accident data related to major oil spills 23 Table 5.3 Record of Oil Spills in Indian Waters 25 Table- 5.4 Number of spills over 7 tons 25 Table- 5.5 Number Quantity of Oil spilt 26 Table- 5.6 Number of oil spills occurred during 1974 to 2008 and their causes and

the spill quantity 27

Table 5.7 Incidence of spills by cause, 1974-2008 27 Table 6.1 Oil Spill Analysis at AHPPL Berth: Spill Quantity, percentage of oil

reaching the land/ domain boundaries and oiling for various seasons – Variable Winds

58

Table : 9.1 Separation and disposal of oil and debris 78

List of Figures:

Fig.0.1 Existing Layout of Port 01 Fig. 1.2 Wind Rose Diagrams 08 Fig.1.3 Study area – terrain features in and around Adani Multi-cargo Port, Hazira 09 Fig.3.1 Shows schematic diagram of weathering processes with time. 17 Fig.6.1 Terrain features of Khambhat showing EBTLdeep waterberth 36 Fig.6.2 Computational grid 37 Fig.6.3 Interpolated bathymetric depths(m) 38 Fig.6.4 Predicted tide at Navabandar (dec 2008) 40 Fig.6.5 Predicted tide at Navabandar (March 2009) 40 Fig.6.6 Predicted tide at Navabandar (June 2009) 41 Fig.6.7 Predicted tide at Dahanu (December 2008) 41 Fig.6.8 Predicted tide at Dahanu (March 2009) 42 Fig.6.9 Predicted tide at Dahanu (June 2009) 42 Fig.6.10 Comparison of measured and computed currents-V at Bhavinar 43 Fig.6.11 Comparison of measured and computed currents-U at Bhavinar 43 Fig. 6.12 Comparison of measured and computed tide at Sulthanpur Fig. 6.13 Comparison of measured and computed tide at Bhavinagar 44 Fig. 6.14 Comparison of measured and computed tide at Suvali 44 Fig. 6.15 Comparison of measured and computed tide at Dahej 45

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Fig.A.1.1 Terrain features of Adani Hazira Port showing water berth s 102 Fig.A.1.2 Computational mesh 103 Fig.A.1.3 Interpolated bathy depths 104 Fig.A.1.4 Simulated Currents during LLW of neap tide (18 hr of 08 th Dec 2008) 105 Fig.A.1.5 Simulated Currents during Peak Flood of neap tide (21 hr of 08th Dec

2008) 106

Fig.A.1.6 Simulated Currents during HHW of neap tide (00 hr of 09th Dec 2008) 107 Fig.A.1.7 Simulated Currents during Peak EBB of neap tide (04hr of 09 th Dec 2008) 108 Fig.A.1.8 Simulated Currents during LLW of spring tide (19 hr of 09 th Dec 2008) 109 Fig.A.1.9 Simulated Currents during Peak Flood of spring tide (22 hr of 09 th Dec

2008) 110

Fig.A.1.10 Simulated Currents during HHW of spring tide (01 hr of 10 th Dec 2008) 111 Fig.A.1.11 Simulated Currents during Peak EBB of spring tide (04 hr of 10 th Dec

2008) 112

Fig.A.2.1 Simulated Currents during LLW of neap tide (17 hr of 20th March 2009) 113 Fig.A.2.2 Simulated Currents during Peal Flood of neap tide (21 hr of 20th March

2009)March 2009) 114

Fig.A.2.3 Simulated Currents during HHW of neap tide (00 hr of 21th March 2009) 115 Fig.A.2.4 Simulated Currents during Peak EBB of neap tide (03 hr of 21th March

2009) 116

Fig.A.2. 5 Simulated Currents during LLW of spring tide (10 hr of 11 th March 2009) 117 Fig.A.2. 6 Simulated Currents during Peak Flood of spring tide (13 hr of 11 th March

2009) 118

Fig.A.2 .7 Simulated Currents during HHW of spring tide (16 hr of 11th March 2009)

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Fig.A.2. 8 Simulated Currents during Peak EBB of spring tide (19 hr of 11 th March 2009)

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Fig.A.3. 1 Simulated Currents during LLW of neap tide (02 hr of 14th JUN 2009) 121 Fig.A.3.2 Simulated Currents during Peal Flood of neap tide (05 hr of 14th JUN

2009) 122

Fig.A.3.3 Simulated Currents during HHW of neap tide (07 hr of 14th JUN 2009) 123 Fig.A.3.4 Simulated Currents during Peak EBB of neap tide (10 hr of 14th JUN

2009) 124

Fig.A.3.5 Simulated Currents during LLW of spring tide (11 hr of 14 th JUN 2009) 125 Fig.A.3.6 Simulated currents during HHW of spring tide (09 hr of 15 th June 2009) 126 Fig.A.3.7 Simulated Currents during HHW of spring tide (17 hr of 14th JUN 2009) 127 Fig.A.3.8 Simulated Currents during Peak EBB of spring tide (20 hr of 14th JUN

2009) 128

Fig. A. 4.1 Oil Spill trajectory due to Instantaneous spill of 100 tons FO at Cargo Berth-1 (Dec 2008 winds)

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Fig. A. 4.2 Oil Spill trajectory due to Instantaneous spill of 100 tons FO at Cargo Berth-2 (Dec 2008 winds)

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Fig. A.4.3. Oil Spill trajectory due to Instantaneous spill of 100 tons FO in Turning circle (Dec 2008 winds)

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Fig. A. 4.4 Oil Spill trajectory due to Instantaneous spill of 100 tons FO at entrance of port (Dec 2008 winds)

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Fig. A.4. 5 Oil Spill trajectory due to Instantaneous spill of 100 tons FO in approach channel (Dec 2008 winds)

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Fig. A. 4.6 Oil Spill trajectory due to Instantaneous spill of 100 tons HSD at Berth-1 (Dec 2008 winds)

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Fig. A. 4.7 Oil Spill trajectory due to Instantaneous spill of 100 tons HSD at Berth-2 (Dec 2008 winds)

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Fig. A. 4.8 Oil Spill trajectory due to Instantaneous spill of 100 tons HSD in turning circle (Dec 2008 winds)

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Fig. A. 4.9 Oil Spill trajectory due to Instantaneous spill of 100 tons HSD at entrance of the Port (Dec 2008 winds)

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Fig.A.4.10 Oil Spill trajectory due to Instantaneous spill of 100 tons HSD in the 138

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approach channel (Dec 2008 winds) Fig.A.4.11 Oil Spill trajectory due to Instantaneous spill of 100 tons Crude oil at

Berth-1 (Dec 2008 winds)

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Fig.A.4.12 Oil Spill trajectory due to Instantaneous spill of 100 tons Crude oil at Berth-2 (Dec 2008 winds)

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Fig.A.4.13 Oil Spill trajectory due to Instantaneous spill of 100 tons Crude in turning circle (Dec 2008 winds)

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Fig.A.4.14 Oil Spill trajectory due to Instantaneous spill of 100 tons Crude at entrance of the port(Dec 2008 winds)

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Fig.A.4.15 Oil Spill trajectory due to Instantaneous spill of 100 tons Crude in approach channel (Dec 2008 winds)

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Fig.A.4.16 Oil Spill trajectory due to Instantaneous spill of 700 tons FO at Cargo Berth-1 (Dec 2008 winds)

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Fig.A.4.17 Oil Spill trajectory due to Instantaneous spill of 700 tons FO at Cargo Berth-2 (Dec 2008 winds)

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Fig.A.4.18 Oil Spill trajectory due to Instantaneous spill of 700 tons FO in Turning circle (Dec 2008 winds)

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Fig.A.4.19 Oil Spill trajectory due to Instantaneous spill of 700 tons FO at entrance of port (Dec 2008 winds)

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Fig.A.4.20 Oil Spill trajectory due to Instantaneous spill of 700 tons FO in approach channel (Dec 2008 winds)

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Fig.A.4.21 Oil Spill trajectory due to Instantaneous spill of 700 tons HSD at Berth-1 (Dec 2008 winds)

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Fig.A.4.22 Oil Spill trajectory due to Instantaneous spill of 700 tons HSD at Berth-2 (Dec 2008 winds)

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Fig.A.4.23 Oil Spill trajectory due to Instantaneous spill of 700 tons HSD in turning circle (Dec 2008 winds)

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Fig.A.4.24 Oil Spill trajectory due to Instantaneous spill of 700 tons HSD at entrance of the Port (Dec 2008 winds)

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Fig.A.4.25 Oil Spill trajectory due to Instantaneous spill of 700 tons HSD in the approach channel (Dec 2008 winds)

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Fig.A.4.28 Oil Spill trajectory due to Instantaneous spill of 700 tons Crude in turning circle (Dec 2008 winds)

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Fig.A.4.29 Oil Spill trajectory due to Instantaneous spill of 700 tons Crude at entrance of the port (Dec 2008 winds)

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Fig.A.4.30 Oil Spill trajectory due to Instantaneous spill of 700 tons Crude in approach channel (Dec 2008 winds)

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Fig.A.4.31 Oil Spill trajectory due to leakage of FO (2200 m3/hr for 1 min) at Berth-1 (Dec 2008 winds)

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Fig.A.4.32 Oil Spill trajectory due to leakage of FO (2200 m3/hr for 1 min) at Berth-2 (Dec 2008 winds)

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Fig.A.4.33 Oil Spill trajectory due to leakage of HSD (2200 m3/hr for 1 min) at Berth-1 (Dec 2008 winds)

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Fig. A.4.34 Oil Spill trajectory due to leakage of HSD (2200 m3/hr for 1 min) at Berth-2 (Dec 2008 winds)

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Fig.A.4.35. Oil Spill trajectory due to leakage of Crude (2200 m3/hr for 1 min) at Berth-1 (Dec 2008 winds)

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Fig.A.4.36 Oil Spill trajectory due to leakage of Crude (2200 m3/hr for 1 min) at Berth-2 (Dec 2008 winds) (2200 m3/hr for 1 min) at Berth-2 (Dec 2008 winds)

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Fig.A.4.37 Oil Spill trajectory due to leakage of HSD of 100 tons for 3 days at the entrance of the Port (Dec 2008 winds)

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Fig.A.4.38 Oil Spill trajectory due to leakage of HSD of 100 tons for 3 days In the approach channel (Dec 2008 winds)

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Fig.A.4.39 Oil Spill trajectory due to leakage of FO of 100 tons for 3 days at the entrance of the Port (Dec 2008 winds)

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Fig.A.4.40 Oil Spill trajectory due to leakage of FO of 100 tons for 3 days In the approach channel (Dec 2008 winds)

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Fig. A.4.41 Oil Spill trajectory due to leakage of HSD of 700 tons for 3 days at the entrance of the Port (Dec 2008 winds)

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Fig. A.4.42 Oil Spill trajectory due to leakage of HSD of 700 tons for 3 days In the approach channel (Dec 2008 winds)

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Fig. A.4.43 Oil Spill trajectory due to leakage of FO of 700 tons for 3 days at the entrance of the Port (Dec 2008 winds)

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Fig. A.4.44 Oil Spill trajectory due to leakage of FO of 700 tons for 3 days In the approach channel (Dec 2008 winds)

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Fig.A.5. 1 Oil Spill trajectory due to Instantaneous spill of 100 tons FO at Cargo Berth-1 (Mar 2009 winds)

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Fig.A.5. 2 Oil Spill trajectory due to Instantaneous spill of 100 tons FO at Cargo Berth-2 (Mar 2009 winds)

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Fig. A. 5. 3 Oil Spill trajectory due to Instantaneous spill of 100 tons FO in Turning circle (Mar 2009 winds)

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Fig. A. 5. 4 Oil Spill trajectory due to Instantaneous spill of 100 tons FO at entrance of port (Mar 2009 winds)

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Fig. A. 5. 5 Oil Spill trajectory due to Instantaneous spill of 100 tons FO in approach channel (Mar 2009 winds)

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Fig. A. 5. 6 Oil Spill trajectory due to Instantaneous spill of 100 tons HSD at Berth-1 (Mar 2009 winds)

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Fig. A. 5. 7 Oil Spill trajectory due to Instantaneous spill of 100 tons HSD at Berth-2 (Mar 2009 winds)

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Fig. A. 5. 8 Oil Spill trajectory due to Instantaneous spill of 100 tons HSD in turning circle (Mar 2009 winds)

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Fig. A. 5.9 Oil Spill trajectory due to Instantaneous spill of 100 tons HSD at entrance of the Port (Mar 2009 winds)

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Fig.A.5.10 Oil Spill trajectory due to Instantaneous spill of 100 tons HSD in the approach channel (Mar 2009 winds

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Fig.A.5.11 Oil Spill trajectory due to Instantaneous spill of 100 tons Crude oil at Berth-1 (Mar 2009 winds)

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Fig.A.5.12 Oil Spill trajectory due to Instantaneous spill of 100 tons Crude oil at Berth-2 (Mar 2009 winds)

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Fig.A.5.13 Oil Spill trajectory due to Instantaneous spill of 100 tons Crude in turning circle (Mar 2009 winds)

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Fig. A.5.14 Oil Spill trajectory due to Instantaneous spill of 100 tons Crude at entrance of the port (Mar 2009 winds)

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Fig. A.5.15 Oil Spill trajectory due to Instantaneous spill of 100 tons Crude in approach channel (Mar 2009 winds)

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Fig.A.5.16 Oil Spill trajectory due to Instantaneous spill of 700 tons FO at Cargo Berth-1 (Mar 2009 winds)

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Fig.A.5. 17 Oil Spill trajectory due to Instantaneous spill of 700 tons FO at CargoBerth-2(Mar 2009 winds)

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Fig.A.5. 18 Oil Spill trajectory due to Instantaneous spill of 700 tons FO in Turning circle (Mar 2009 winds)

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Fig.A.5. 19 Oil Spill trajectory due to Instantaneous spill of 700 tons FO at entrance of port (Mar 2009 winds)

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Fig.A.5.20 Oil Spill trajectory due to Instantaneous spill of 700 tons FO in approach channel (Mar 2009 winds)

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Fig.A.5.21 Oil Spill trajectory due to Instantaneous spill of 700 tons HSD at Berth-1(Mar 2009 winds)

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Fig.A.5. 22 Oil Spill trajectory due to Instantaneous spill of 700 tons HSD at Berth-2(Mar 2009 winds)

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Fig.A.5. 23 Oil Spill trajectory due to Instantaneous spill of 700 tons HSD in turning circle (Mar 2009 winds)

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Fig.A.5. 24 Oil Spill trajectory due to Instantaneous spill of 700 tons HSD at 196

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entrance of the Port (Mar 2009 winds) Fig.A.5. 25 Oil Spill trajectory due to Instantaneous spill of 700 tons HSD in the

approach channel (Mar 2009 winds) 197

Fig.A.5. 26 Oil Spill trajectory due to Instantaneous spill of 700 tons Crude oil at Berth-1(Mar 2009 winds)

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Fig.A.5. 27 Oil Spill trajectory due to Instantaneous spill of 700 tons Crude oil atBerth-2 (Mar 2009 winds)

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Fig.A.5. 28 Oil Spill trajectory due to Instantaneous spill of 700 tons Crude in turning circle (Mar 2009 winds)

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Fig.A.5. 29 Oil Spill trajectory due to Instantaneous spill of 700 tons Crude at entrance of the port (Mar 2009 winds)

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Fig.A.5.30 Oil Spill trajectory due to Instantaneous spill of 700 tons Crude in approach channel (Mar 2009 winds)

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Fig.A.5.31 Oil Spill trajectory due to leakage of FO (2200 m3/hr for 1 min) at Berth-1 (Mar 2009 winds)

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Fig.A.5.32 Oil Spill trajectory due to leakage of FO (2200 m3/hr for 1 min) at Berth-2 (Mar 2009 winds)

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Fig.A.5.33 Oil Spill trajectory due to leakage of HSD (2200 m3/hr for 1 min) at Berth-1 (Mar 2009 winds)

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Fig.A.5.34 Oil Spill trajectory due to leakage of HSD (2200 m3/hr for 1 min) at Berth-2 (Mar 2009 winds)

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Fig.A.5.35 Oil Spill trajectory due to leakage of Crude (2200 m3/hr for 1 min) at Berth-1 (Mar 2009 winds)

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Fig.A.5.36 Oil Spill trajectory due to leakage of Crude (2200 m3/hr for 1 min) at Berth-2 (Mar 2009 winds)

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Fig.A.5.37 Oil Spill trajectory due to leakage of HSD of 100 tons for 3 days at the entrance of the Port (Mar 2009 winds)

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Fig.A.5.38 Oil Spill trajectory due to leakage of HSD of 100 tons for 3 days In the approach channel (Mar 2009 winds)

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Fig.A.5.39 Oil Spill trajectory due to leakage of FO of 100 tons for 3 days at the entrance of the Port (Mar 2009 winds)

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Fig.A.5.40 Oil Spill trajectory due to leakage of FO of 100 tons for 3 days In the approach channel (Mar 2009 winds)

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Fig. A.5.41 Oil Spill trajectory due to leakage of HSD of 700 tons for 3 days at the entrance of the Port (Mar 2009 winds)

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Fig. A.5.42 Oil Spill trajectory due to leakage of HSD of 700 tons for 3 days In the approach channel (Mar 2009 winds)

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Fig. A.5.43 Oil Spill trajectory due to leakage of FO of 700 tons for 3 days at the entrance of the Port (Mar 2009 winds)

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Fig. A.5.44 Oil Spill trajectory due to leakage of FO of 700 tons for 3 days In the approach channel (Mar 2009 winds)

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Fig. A. 6. 1 Oil Spill trajectory due to Instantaneous spill of 100 tons FO at Cargo Berth-1 (Jun 2009 winds)

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Fig. A. 6. 2 Oil Spill trajectory due to Instantaneous spill of 100 tons FO at Cargo Berth-2 (Jun 2009 winds)

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Fig. A. 6. 3 Oil Spill trajectory due to Instantaneous spill of 100 tons FO in Turning circle (Jun 2009 winds)

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Fig. A. 6. 4 Oil Spill trajectory due to Instantaneous spill of 100 tons FO at entrance of port (Jun 2009 winds)

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Fig. A. 6. 5 Oil Spill trajectory due to Instantaneous spill of 100 tons FO in approach channel (Jun 2009 winds)

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Fig. A. 6. 6 Oil Spill trajectory due to Instantaneous spill of 100 tons HSD at Berth-1 (Jun 2009 winds)

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Fig. A. 6. 7 Oil Spill trajectory due to Instantaneous spill of 100 tons HSD at Berth-2 (Jun 2009 winds)

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Fig. A. 6.8 Oil Spill trajectory due to Instantaneous spill of 100 tons HSD in turning circle (Jun 2009 winds)

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Fig. A. 6. 9 Oil Spill trajectory due to Instantaneous spill of 100 tons HSD at 225

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entrance of the Port (Jun 2009 winds) Fig.A.6. 10 Oil Spill trajectory due to Instantaneous spill of 100 tons HSD in the

approach channel (Jun 2009 winds) 226

Fig.A.6. 11 Oil Spill trajectory due to Instantaneous spill of 100 tons Crude oil at Berth-1 (Jun 2009 winds)

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Fig.A.6.13 Oil Spill trajectory due to Instantaneous spill of 100 tons Crude in turning circle (Jun 2009 winds)

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Fig.A.6. 14 Oil Spill trajectory due to Instantaneous spill of 100 tons Crude at entrance of the port (Jun 2009 winds)

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Fig.A.6.15 Oil Spill trajectory due to Instantaneous spill of 100 tons Crude in approach channel (Jun 2009 winds)

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Fig.A.6.16 Oil Spill trajectory due to Instantaneous spill of 700 tons FO at Cargo Berth-1 (Jun 2009 winds)

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Fig.A.6. 17 Oil Spill trajectory due to Instantaneous spill of 700 tons FO at Cargo Berth-2 (Jun 2009 winds)

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Fig.A.6. 18 Oil Spill trajectory due to Instantaneous spill of 700 tons FO in Turning circle (Jun 2009 winds)

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Fig.A.6.19 Oil Spill trajectory due to Instantaneous spill of 700 tons FO at entrance of port (Jun 2009 winds)

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Fig.A.6.20 Oil Spill trajectory due to Instantaneous spill of 700 tons FO in approach channel (Jun 2009 winds)

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Fig.A.6. 21 Oil Spill trajectory due to Instantaneous spill of 700 tons HSD at Berth-1(Jun 2009 winds)

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Fig.A.6. 22 Oil Spill trajectory due to Instantaneous spill of 700 tons HSD at Berth-2 (Jun 2009 winds)

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Fig.A.6. 23 Oil Spill trajectory due to Instantaneous spill of 700 tons HSD in turning circle (Jun 2009 winds)

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Fig.A.6. 24 Oil Spill trajectory due to Instantaneous spill of 700 tons HSD at entrance of the Port (Jun 2009 winds)

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Fig.A.6. 25 Oil Spill trajectory due to Instantaneous spill of 700 tons HSD in the approach channel (Jun 2009 winds)

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Fig.A.6. 28 Oil Spill trajectory due to Instantaneous spill of 700 tons Crude in turning circle (Jun 2009 winds)

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Fig.A.6. 29 Oil Spill trajectory due to Instantaneous spill of 700 tons Crude at entrance of the port (Jun 2009 winds)

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Fig.A.6.30 Oil Spill trajectory due to Instantaneous spill of 700 tons Crude in approach channel (Jun 2009 winds)

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Fig. A.6.31 Oil Spill trajectory due to leakage of FO (2200 m3/hr for 1 min) at Berth-1 (Jun 2009 winds)

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Fig.A.6.32 Oil Spill trajectory due to leakage of FO (2200 m3/hr for 1 min) at Berth-2 (Jun 2009 winds)

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Fig.A.6.33 Oil Spill trajectory due to leakage of HSD (2200 m3/hr for 1 min) at Berth-1 (Jun 2009 winds)

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Fig.A.6.34 Oil Spill trajectory due to leakage of HSD (2200 m3/hr for 1 min) at Berth-2 (Jun 2009 winds)

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Fig. A.6.35 Oil Spill trajectory due to leakage of Crude (2200 m3/hr for 1 min) at Berth-1 (Jun 2009 winds)

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Fig.A.6.36 Oil Spill trajectory due to leakage of Crude (2200 m3/hr for 1 min) at Berth-2 (Jun 2009 winds)

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Fig.A.6.37 Oil Spill trajectory due to leakage of HSD of 100 tons for 3 days at the entrance of the Port (June 2009 winds)

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Fig.A.6.38 Oil Spill trajectory due to leakage of HSD of 100 tons for 3 days In the approach channel (June 2009 winds)

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Fig.A.6.39 Oil Spill trajectory due to leakage of FO of 100 tons for 3 days at the entrance of the Port (June 2009 winds)

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Fig. A.6.40 Oil Spill trajectory due to leakage of FO of 100 tons for 3 days In the approach channel (June 2009 winds)

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Fig. A.6.41 Oil Spill trajectory due to leakage of HSD of 700 tons for 3 days at the entrance of the Port (June 2009 winds)

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Fig. A.6.42 Oil Spill trajectory due to leakage of HSD of 700 tons for 3 days In the approach channel (June 2009 winds)

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Fig. A.6.43 Oil Spill trajectory due to leakage of FO of 700 tons for 3 days at the entrance of the Port (June 2009 winds)

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Fig. A.6.44 Oil Spill trajectory due to leakage of FO of 700 tons for 3 days In the approach channel (June 2009 winds)

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Fig. A.7.1 Variation of oil volume, spill radius, oil density and volumes of evaporated, dissolved and emulsified oil (FO spill of 100 tons at Berth-1 during December 2008 Winds)

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Fig. A.7.2 Variation of oil volume, spill radius, oil density and volumes of evaporated, dissolved and emulsified oil (FO spill of 700 tons at Berth-1 during December 2008 Winds)

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Fig. A.7.3 Variation of oil volume, spill radius, oil density and volumes of evaporated, dissolved and emulsified oil (FO continuous spill of 100 tons for 3 days at approach channel during December 2008 Winds)

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Fig. A.7.4 Variation of oil volume, spill radius, oil density and volumes of evaporated, dissolved and emulsified oil (FO continuous spill of 700 tons for 3 days at approach channel during -December 2008 Winds)

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Fig. A.7.5 Variation of oil volume, spill radius, oil density and volumes of evaporated, dissolved and emulsified oil (Crude oil spill of 100 tons at Berth-1 during December 2008 Winds)

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Fig. A.7.6 Variation of oil volume, spill radius, oil density and volumes of evaporated, dissolved and emulsified oil (Crude oil spill of 700 tons at Berth-1 during December 2008 Winds)

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Fig. A.7.7 Variation of oil volume, spill radius, oil density and volumes of evaporated, dissolved and emulsified oil (Crude continuous spill of 100 tons for 3 days at approach channel during December2008Winds)

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Fig. A.7.8 Variation of oil volume, spill radius, oil density and volumes of evaporated, dissolved and emulsified oil (HSD continuous spill of 700 tons for 3 days at approach channel during December 2008 Winds)

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Fig. A.7.9 Variation of oil volume, spill radius, oil density and volumes of evaporated, dissolved and emulsified oil (HSD spill of 100 tons at Berth-1 during December 2008 Winds)

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Fig. A.8.1 Variation of oil volume, spill radius, oil density and volumes of evaporated, dissolved and emulsified oil (FO spill of 100 tons at Berth-1 during March 2009 winds)

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Fig. A.8.2 Variation of oil volume, spill radius, oil density and volumes of evaporated, dissolved and emulsified oil (FO spill of 700 tons at Berth-1 during March 2009 winds)

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Fig. A.8.3 Variation of oil volume, spill radius, oil density and volumes of evaporated, dissolved and emulsified oil (FO continuous spill of 100 tons for 3 days at approach channel during March 2009 winds)

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Fig. A.8.4 Variation of oil volume, spill radius, oil density and volumes of evaporated, dissolved and emulsified oil (FO continuous spill of 700 tons for 3 days at approach channel during March 2009 winds)

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Fig. A.8.5 Variation of oil volume, spill radius, oil density and volumes of evaporated, dissolved and emulsified oil (Crude oil spill of 100 tons at Berth-1 during

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March 2009 winds) Fig. A.8.6 Variation of oil volume, spill radius, oil density and volumes of evaporated,

dissolved and emulsified oil (Crude oil spill of 700 tons at Berth-1 during March 2009 winds)

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Fig. A.8.7 Variation of oil volume, spill radius, oil density and volumes of evaporated, dissolved and emulsified oil (HSD continuous spill of 100 tons for 3 days at approach channel during March 2009 winds)

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Fig. A.8.8 Variation of oil volume, spill radius, oil density and volumes of evaporated, dissolved and emulsified oil (HSD continuous spill of 700 tons for 3 days at approach channel during March 2009 winds)

279

Fig. A.8.9 Variation of oil volume, spill radius, oil density and volumes of evaporated, dissolved and emulsified oil (HSD spill of 100 tons at Berth-1 during March 2009 winds)

280

Fig. A.8.10 Variation of oil volume, spill radius, oil density and volumes of evaporated, dissolved and emulsified oil (HSD spill of 700 tons at Berth-1 during March 2009 winds)

281

Fig. A.9.1 Variation of oil volume, spill radius, oil density and volumes of evaporated, dissolved and emulsified oil (FO spill of 100 tons at Berth-1 during June 2009 Winds)

282

Fig. A.9.2 Variation of oil volume, spill radius, oil density and volumes of evaporated, dissolved and emulsified oil (FO spill of 700 tons at Berth-1 during June 2009 Winds)

283

Fig. A.9.3 Variation of oil volume, spill radius, oil density and volumes of evaporated, dissolved and emulsified oil (FO continuous spill of 100 tons for 3 days at approach channel during June 2009 Winds)

284

Fig. A.9.4 Variation of oil volume, spill radius, oil density and volumes of evaporated, dissolved and emulsified oil (FO continuous spill of 700 tons for 3 days at approach channel during June 2009 Winds)

285

Fig. A.9.5 Variation of oil volume, spill radius, oil density and volumes of evaporated, dissolved and emulsified oil (Crude oil spill of 100 tons at Berth-1 during June 2009 Winds)

286

Fig. A.9.6 Variation of oil volume, spill radius, oil density and volumes of evaporated, dissolved and emulsified oil (Crude oil spill of 700 tons at Berth-1 during June 2009 Winds)

287

Fig. A.9.7 Variation of oil volume, spill radius, oil density and volumes of evaporated, dissolved and emulsified oil (Crude continuous spill of 100 tons for 3 days at approach channel during June 2009 Winds)

288

Fig. A.9.8 Variation of oil volume, spill radius, oil density and volumes of evaporated, dissolved and emulsified oil (Crude continuous spill of 700 tons for 3 days at approach channel during June 2009 Winds)

289

Fig. A.9.9 Variation of oil volume, spill radius, oil density and volumes of evaporated, dissolved and emulsified oil (HSD spill of 100 tons at Berth-1 during June 2009 Winds)

290

Fig. A.910 Variation of oil volume, spill radius, oil density and volumes of evaporated, dissolved and emulsified oil (HSD spill of 700 tons at Berth-1 during June 2009 Winds)

291

Oil Spill Risk Assessment and Contingency Plan

Adani Hazira Port Private Limited, Hazira

Preface and Executive Summary

Revision No: 1

Page No: i

PREFACE

Adani Hazira Port Private Limited (AHPPL), Hazira - requested the Environ

Software (P) Ltd, Bangalore to carry out oil spill risk analysis and oil spill

contingency plan for the proposed Multi-Cargo Port at Hazira.

This report contains the Strategy Plan which describes the scope of the plan

including geographical coverage, oil spill modeling studies, perceived risks,

spill response and clean-up strategy, equipment, storage facilities,

responsibilities and action plans, communication, etc.

The report also presents the characteristics and weathering processes of oil,

the impact of oil spills on the marine environment and agencies to be informed

in case of emergency. The report elaborates on the strategy plan for the oil

spill as per IMO guidelines as well as the responsibilities of regional and

national oil spill combating agencies.

We express our gratitude to Mr. Saurabh Antani and Mr. Mehul Patel, Adani

Hazira Port Private limited, for extending full co-operation to the successful

completion of this project. We acknowledge the valuable information provided

by the officials of AHPPL, Hazira.

Dr.G. S. Reddy (Managing Director)




Revision No: 1

Page No: ii

EXECUTIVE SUMMARY

On the basis of the issued Terms of Reference (ToR) by Ministry of

Environment & Forest, Delhi and also in compliance to the Oil Industry Safety

Directorate (OISD), who has decided that all the Ports and Oil Companies

should create Tier-I facilities to combat the oil spill, AHPPL requested Environ

Software (P) Ltd, Bangalore, to carry out oil spill risk analysis and oil spill

contingency plan for the proposed Multi-Cargo Port by Adani Hazira Port Pvt.

Limited, Hazira. AHPPL proposes to arrange the oil fighting equipment/gears

based on the oil spill response plan and recommendations given by

ENVIRON and give the overall responsibility to Adani Hazira Port Authority for

maintenance and combating oil spills.

Objectives

Risk analysis for all operations with respect to oil spills in and around the Muti-Cargo Port.

Oil spill modeling for spillage in the vicinity of the south and north break waters.

Identification of all the potential oil spill scenarios from the Port.

Quantitative assessment of the impact of each scenario.

Various spill scenarios shall be ranked based on the probability and consequence.

Prediction of trajectories of the spills in marine environment under various meteorological and hydrological conditions in different spill scenarios.

Identification of probable impact areas and magnitude of sequence.

To prepare an appropriate contingency oil spill response plan to match the perceived risk.

Preparation of guidelines for setting up Tier-1 facilities.




Revision No: 1

Page No: iii

Approach Study

Hydrodyn-OILSOFT has been validated successfully based on the available tide and current data.

The software has been run for various seasons to study the hydraulic behaviour of the Gulf of Khambhat, in and around Multi-cargo Port in particular.

Several computational runs have been made for predicting the fate and weathering processes of HSD, Crude and Fuel Oil spills at Port and approach channel area.

The spill quantity has been selected as per Tier–I specification Fuel oils have been considered to have more impact on the environment

rather than other refined products.

Study has been carried out for operational leakage at port during loading/unloading operations as well as for accidental spills.

The details of spill volume and time taken to reach the coast and losses during its movement for various seasons have been furnished in the report

The weathering processes of HSD, Crude and Fuel Oil at Port and approach channel for three seasons have been presented graphically.

Resources such as, marine sensitive areas, tidal flats, islands and coastal areas which are likely to be threatened from oil spills have been identified.

Oil spill contingency plan has been prepared as per IMO guidelines.

Strategy and Operational plans have been discussed in detail and formulated based on the risk analysis.




Revision No: 1

Page No: iv

Results : Oil Spill Analysis at probable locations: Spill Quantity, percentage of oil

reaching the land/ domain boundaries and oiling for various seasons

Seasons Location Spill quantity

(tons)

Losses (tons)

Time taken to

reach port

/open boundar

ies(hours)

Amount of oil on surface (tones)

% of oil reaching

to the coast/do

main boundar

ies

Oiling in the coast (m).

Landing Location

Post monsoon (December2008)

Berth-1

100 tons FO

6 7 94 94 155 Follows path towards berth location 2, and further on progresses towards the turning circle, from where it escapes out of the port limits.

700 tons FO

40 7 660 94.28 290 Follows path towards berth location 2, and further on progresses towards the turning circle, from where it escapes out of the port limits.

100 tons Crude

Oil

9 6.85 91 91 330 Follows path towards berth location 2, and further on progresses towards the turning circle, from where it escapes out of the port limits.

700 tons Crude

Oil


100 tons HSD


700 tons HSD


Approach

Channel(Continuous for 3days)

100 tons FO

5.5 72 94.5 94.5 600 Oil spills in the entire open water region, but away from the coast in the vicinity of the port

700 tons FO

25 72 675 96.42 1200 Oil spills in the entire open water region, but away from the coast in the vicinity of the port

100 tons HSD

30 72 70 70 600 Oil spills in the entire open water region, but away from the coast in the vicinity of the port

700 tons HSD





Revision No: 1

Page No: v

Seasons Location Spill

quantity (tons)

Losses(tons)

Time taken to

reachport

/open boundari

es(hours)


% of oil reaching

to the coast/dom

ain boundarie

s


Landing Location

Monsoon (June-2009)

Berth-1

100 tons FO

4 2.35 96 96 115 Towards the northern side of the channel

700 tons FO

30 2.35 670 95.7 220 Towards the northern side of the channel

100 tons Crude

Oil


700 tons Crude

Oil


100 tons HSD


700 tons HSD

45 2 655 93.57 280 Towards the northern side of the channel

Approach


100 tons FO

18 55 55 78.57 380 Oil spills in the entire open water region, but towards the coast in the vicinity of the port

700 tons FO

90 55 370 74 700

Oil spills in the entire open water region, but towards the coast in the vicinity of the port

100 tons HSD

35 55 40 57 400 Oil spills in the entire open water region, but towards the coast in the vicinity of the port

700 tons HSD





Revision No: 1

Page No: vi

` Seasons Location Spill

quantity (tons)

Losses(tons)

Time taken to

reachport

/openboundari

es(hours)


% of oil reaching

to the coast/dom

ain boundarie

s


Landing Location

Pre-monsoon ( March-

2009)

Berth-1

100 tons FO

5 2.12 95 95 120 Follows path toward berth 2, and carries on toward the Northern breakwater arm.

700 tons FO

80 2.15 620 88.5 220 Follows path toward berth 2, and carries on toward the Northern breakwater arm.

100 tons Crude

Oil

7 2 93 93 130 Follows path toward berth 2, and carries on toward the Northern breakwater arm.

700 tons Crude

Oil


100 tons HSD


700 tons HSD


Approach


100 tons FO

5.5 50 60 85.7 360 Oil spills in the entire open water region, but away from the coast in the vicinity of the port

700 tons FO

27 50 400 80 600

Oil spills in the entire open water region, but away from the coast in the vicinity of the port

100 tons HSD


700 tons HSD





Revision No: 1

Page No: vii

PROJECT TEAM OF ENVIRON SOFTWARE (P) LTD G. S Reddy

Gourish Salgonkar

N M Anand

Lavanya

RESOURCE PERSONS OF AHPPL, HAZIRA Mr. Saurabh Antani

RESOURCE PERSONS OF NIO, RC, Mumbai

Dr. S N Gajbhiye Scientist-in-charge

R V Sarma Project Leader



IntroductionRevision No: 1

Page No: 1

1. INTRODUCTION

The location of the proposed Multi-cargo Port (Fig.1.1), Hazira by Adani Hazira

Port Private Limited (AHPPL) is situated on the West Side of the Hazira

Peninsula at approximately Latitude: 21o 06’ North, Longitude: 72o 37’ East.

The LNG terminal is situated in the inter-tidal zone directly west of the forest

boundary line. A corridor of 30 m width between the LNG terminal and the actual

forest boundary line is reserved for a future Northern rail link. The port layout

aims at maximum operability and expansion potential. Sufficient clearance to the

existing surroundings has been maintained, including a minimum encroachment

into the greenbelt and adequate distance to populated areas. The layout of the

complex allows space for future extension, without compromising desired safety

separation distances within the complex or to adjacent port activities.

Fig.1.1.1 Existing Layout of Port




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1.1 Meteorological Parameters

Meteorological parameters include wind direction, rainfall, relative humidity and temperature, and visibility.

1.1.1 Rainfall The climate of the region has a regular seasonal variation determined by the

occurrence of 2 annual monsoons. The southwest monsoon period extends form

June to September. November to March is the period for the North East

monsoon. Most of the annual rainfall occurs during the south west monsoon, the

average monthly rainfall being about 45 cm. The average annual rainfall over 20

years is 193 cm.

Rainfall figures observed at Surat airport during a period of September 2007 to August 2008 are presented in Table -1.1:

Table 1-1 Monthly Rainfall Month (2007-2008) Monthly Total (mm) No. of Rainy Days

September 171.3 12October 0 0

November 0 0December 0 0January 0 0February 0 0

March 4.6 3April 0 0May 0 0June 158.5 7July 355.8 20

August 500.2 28Total 1190.4 70

The rainy season in the area extends from June to September. The mean total rainfall, during the monsoon period (June to September), has been recorded as 1190.4 mm at Surat Station. The rainfall data indicates that the rainfall is not spread through out the year since nearly 97.09 % of the total rainfall occurs during the periods from June to September.




Page No: 3

1.1.2 Relative humidity and temperature

The records for Surat airport show an annual average humidity of 61.4 %, with a maximum of 100 % and a minimum of 11 %.

Table 1-2 Relative Humidity at Surat Airport Month

(2007-2008)Minimum

RH % Maximum

RH % Average

RH % September 47 100 79.8

October 17 98 68.2 November 21 88 55.6 December 20 99 60January 16 96 50.8 February 18 90 47.4

March 11 89 42.1 April 10 88 44.6 May 11 86 53.2 June 18 98 65.2July 50 96 81.7

August 49 97 87.7 Average 24 93.75 61.4

(Source: IMD)

The mean monthly average of Relative Humidity values for Surat station was recorded for 02.30 hrs, 05.30 hrs, 08.30 hrs, 11.30 hrs, 14.30 hrs, 17.30 hrs, 20.30 hrs and 23.30 hrs. Relative Humidity is generally high during the period from June to September. The diurnal variations are least during monsoon season. The diurnal variation is highest during summer period.

The information for Surat Airport on air temperatures was used for design purposes and is summarized below. The highest recorded temperature during September 2007 to August 2008 is 44.00C and the lowest recorded temperature is 9.00C.




Page No: 4

Table 1-3 Air temperatures at Surat Airport Month

(2007-2008)Daily

minimum (°C) Daily

maximum (°C) Daily

Average (°C) September 21 37 29October 18 38 29November 13 35 25December 11 34 23January 9 33 21February 13 37 27March 16 40 26April 18 40 33May 21 44 36June 25 42 33July 26 40 27August 28 31 29Average 18.3 37.6

1.1.3 Visibility

Measurements taken over the last 28 years at Surat give a good overview of the visibility at the port location. The morning period, which is generally worse than the afternoon, is characterized by the figures presented in Table below:

Table 1-4 Monthly Visibility figures Month Up to 1 Km

(days) 1 to 4 Km (days)

January 0.9 4.0 February 0.4 4.0

March 0.3 3.0 April 0.0 0.7 May 0.0 0.2 June 0.0 1.0 July 0.0 2.0

August 0.1 1.9 September 0.1 1.2

October 0.1 0.7 November 0.3 1.6 December 0.6 2.0




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Table 1-5 Annual visibility figures

1.1.4 Sea Conditions The details on sea condition parameters are as follows;

1.2 Waves Predominant waves entering the Multi-cargo Port, Hazira have periods within a

range of 6 – 10 s. These arise mainly just before and during the monsoons and

their direction of approach is mainly south-west. Waves inside the harbour are

refracted and diffracted into a constant pattern as they progress up the harbour.

They are substantially attenuated by the time they reach Multi-cargo Port, Hazira.

1.2.1 Cyclones

These may occur in the period May/ June or October/November. The last severe

cyclonic storm was experienced in 1982. Occasionally, sudden high winds also

occur during the fine weather period from N. E.

‘Climatological Tables of Observatories in India (1931-1960)’, an India

Meteorological Department publication, provided historical data of the region.

Surat is the nearest observatory of the met office. The climate at Hazira is

tropical and characterized by annual recurring seasons, as mentioned below in

Table 1.6. The long-term analysis of micro-meteorological conditions based on

30 years data, was carried out for the post-monsoon, winter and summer

seasons.

Up to 1 Km (days)

1 to 4 Km (days)

Morning 3 23Afternoon 0 3




Page No: 6

Table 1-6 Typical annual seasons

Period Name of Season Characteristics

Mid June – Sept SW monsoon Moderately strong SW winds, occasional

cyclones Oct – Nov Interim period Lighter winds, occasional cyclones Dec – Feb NE monsoon Light NE winds, effectively no cyclones March – Mid June Summer Moderately strong SW winds, frequent mostly

distant cyclones in May/ June

`1.2.2 Tides

Tide level data with reference to chart datum is given below:

All Principal levels are referred with Chart Datum as defined on Admiralty Chart 2021 are given below. Maximum Recorded Tide Level. : (+) 8.26m CD MHWS : (+) 7.67m CD MHHW : (+) 6.83 m CD MHW : (+) 6.38 m CD MHWN : (+) 4.94 m CD MLWN : (+) 3.01 m CD MLW : (+) 1.63 m CD MLLW : (+) 1.28 m CD MLWS : (+) 0.39 m CD LAT : (-) 0.27 m CD Anticipated maximum water level including surge : (+) 9.20m CD

Currents

Due to the large vertical tidal ranges, appreciable tidal currents occur in the tidal

channels around the harbour location. The currents in this channel are directed

NNW during flood and SSE during ebb. During the Fugro Meta Ocean Survey in

2000/2001 the current velocities were measured at four locations

Tidal Conditions Max. flood Max. ebb Spring tide 2.3 m/s 1.8 m/s Neap tide 1.6 m/s 1.2 m/s




Page No: 7

The observed maximum flood velocities are generally higher than the ebb

velocities. This flood domination is associated with the total tidal volume. The

smaller ebb volume still produces considerable velocities, as the cross section of

the channel is also smaller during ebb, which may result from the lower water

levels and drying of large areas.

Meteorological effects

Special attention must be paid to wind driven currents. Two different situations

with respect to this phenomenon may be distinguished: persistent circulation by

monsoon winds short duration effects from storms or cyclones.

Monsoon winds and circulation

From March to September, during the SW monsoon, a clockwise circulation

persists in the Arabian Sea, south of the Gulf of Khambhat, for which the Pilot

predicts average rates of 1 knot up to 2 knots in more extreme conditions (see

figure 1). Along the West Coast of India this current will have a southerly

direction and will therefore deflect towards SE by the time it reaches the Gulf of

Khambhat. It may therefore be assumed that the coastal area in front of Hazira is

hardly influenced by this current.

In early September the SW Monsoon starts to retreat towards the SE. In October

and November there is a transitional period with light variable winds with sea and

land breezes. Occasional tropical cyclones may be experienced.

From November to January, during the NE monsoon, the circulation is reversed;

the most common sets are to NW, usually at rates of less than 0.5 knots. But

there is considerable variability particularly during the NE monsoon.

Wind conditions

Wind velocities were concluded from measured wind speed and direction at site by HPPL The prevailing wind direction is from 2400. The wind rose diagram and wind class frequency diagram for year 2009 has been shown below.




Page No: 8

Fig. 1 1 Wind Rose Diagrams




Page No: 9

Fig.1.3 Study area – terrain features in and around Adani Multi-cargo Port, Hazira




Page No: 10

1.3 Project Information:

Adani Hazira Port Private Limited has proposed to construct Multi Cargo berths

in the Hazira Basin for loading / unloading operations. AHPPL proposes to have

general cargo construct Multi cargo terminal as well as dedicated liquid cargo

terminal as a part of its overall project development plan. It is expected that the

cargo traffic will have potential risk involved during their movement. The oil spills

would be due to collision/ grounding of the vessels while approaching the port as

well as berthing at jetty, loading and unloading of POL products etc.

The extent of damage caused by an oil spill depends upon the quantity of the oil

spilled, type of oil involved in the spillage and the oceanographic and

meteorological conditions prevailing in the location where the spill has occurred.

When the oil spills in large quantity, it temporarily effects the air-sea interaction

thus prevailing entry of oxygen from the atmosphere. Oil spills can also have a

serious economic impact on coastal activities and on those who exploit the

resources of the sea. In most cases, such damage is temporary and is caused

primarily by the physical properties of oil creating nuisance and hazardous

condition. The impact on marine life is compounded by toxicity and tainting

effects resulting from the chemical composition of oil. Other amenities that are

affected include mangrove forests, coral reefs, and several marine resources

including tourism industry.

The only challenge before any oil industry/Government agency is to tackle the

spill very efficiently and quickly so that the impact can be minimized. This can be

achieved provided there is well drawn Contingency Plan and enough resources.

Adani Hazira Port Private Limited (AHPPL), decided to carryout modeling studies

for Oil Spill Risk Assessment and Contingency planning for Adani Hazira Port,

predicting the oil weathering characteristics and spillage area at different time

Intervals and Prediction of Oil Spill trajectory due to cargo operational leakages




Page No: 11

at Adani Hazira Port. In this connection AHPPL requires modeling report

describing the feasibility study in general about the present status and overall

response of the environment to the port activities pertaining to the oil spill due to

various marine facilities. Various numerical experiments have to be carried out in

the prediction of oil spill fate and weathering characteristics, trajectory and area

under various meteorological and environmental conditions.

In the present study, Hydrodyn-OILSOFT is used for prediction of fate and

transport of instantaneous or continuous oil spills and the associated risk due to

various cargo handling activities at AHPPL, Hazira.



Scope of the workRevision No: 1

Page No 12

2. SCOPE OF THE WORK

Adani Multi-cargo Port, Hazira Private Limited (AHPPL), Hazira - requested

the Environ Software (P) Ltd, Bangalore to carry out oil spill risk analysis and

oil spill contingency plan for proposed berths at Multi-cargo Port, Hazira.

2.1 Objectives

Risk analysis of oil spills at Adani Multi-cargo Port, Hazira and approach channel.

Oil spill modeling for spillage at Adani Multi-cargo Port, Hazira, and Cargo in the vicinity of the berths

Identification of all the potential oil spill scenarios from the oil spills.

Quantitative assessment of the impact of each scenario. Various spill scenarios shall be ranked based on the probability and

consequences. Prediction of trajectories of the spills in marine environment under various

meteorological and hydrological conditions in different spill scenarios.

Identification of probable impact areas and magnitude of sequence.

To prepare an appropriate contingency oil spill response plan to match the perceived risk.

Preparation of guidelines for setting up Tier-1 facilities.



Oil Characteristics and Weathering Processes

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3. OIL CHARACTERISTICS AND WEATHERING PROCESSES

Oil is considered as a major pollutant of the ocean. It enters the marine

environment through numerous sources. The most conspicuous source of oil

pollution is, of course, accidental spills from tankers due to collision/grounding

or from offshore drilling and production platforms.

When oil is spilled at sea, it undergoes a number of physical and chemical

changes, some of which lead to its disappearance from the sea surface.

Although spilt oil is eventually assimilated by the marine environment, the time

involved depends upon such factors as the amount of oil spilled; its initial

physical and chemical characteristics; the prevailing climatic and sea

conditions and whether the oil remains at sea or is washed ashore.

A knowledge of the process involved, and how they interact to alter the nature

and composition of the oil with time is valuable in preparing and implementing

contingency and oil spill response plan. On occasions, it may prove

unnecessary to mount a clean-up response if it can be confidently predicted

that the oil will drift away from vulnerable areas or dissipate naturally before

reaching them. Often, however, an active response will be necessary, aimed

either at accelerating the natural processes through the use of dispersants, or

limiting spreading by means of containment methods.

3.1 Composition of Oil

Crude oil is an extremely complex mixture of hydrocarbons ranging in

molecular weight from 16 (methane) to possibly 100,000. In addition to

carbon and hydrogen, these hydrocarbons may also contain small quantities

of oxygen, sulfur, and nitrogen and trace amounts of metals. The number of

individual compounds making up what is called petroleum is in the hundreds

of thousands, and may approach 1 million discrete compounds. These

materials cover a wide range of boiling points from volatile to waxy residues.




Revision No: 1

Page No: 14

In addition, composition varies widely from source to source. Even refined

products, such as gasoline or fuel oils, which are processed to obtain selected

portions of crude oil, are still complicated mixtures that have not been

completely defined.

The three principal classes of hydrocarbons found in crude oil are alkanes

(paraffins), cycloalkanes (naphthenes), and aromatics. Trace quantities of

alkenes (olefins), which are unsaturated chain compounds, may also be found

in crude oil. They are often found in refined products.

In general, the toxicity of crude oil increases along the hydrocarbon series;

alkanes are less toxic than cycloalkanes and alkenes, which are less toxic

than aromatics. Within each series of hydrocarbons, the smaller molecules

are more toxic than the larger

3.2 Properties of Oil

In considering the fate of spilled oil at sea, a distinction is frequently made

between non-persistent oils, which tend to disappear rapidly from the sea

surface, and persistent oils, which in contrast dissipate more slowly and

usually require a clean-up response. Non-persistent oils include gasoline,

naphtha, kerosene and diesel whereas most crude oils and heavy refined

products have varying degrees of persistence depending on their physical

properties and the size of the spill.

Crude oils of different origin have a wide range of physical and chemical

properties, whereas refined products have well-defined properties irrespective

of the crude oil from which they are derived.

The main physical properties which affect the behavior of oil spilt at sea are

specific gravity, distillation characteristics, viscosity and pour point. Typical

fractionation of a crude oil is given in table 3.1




Revision No: 1

Page No: 15

3.3 Weathering Processes

The physical and chemical changes, which spilled oil undergo are sometimes

collectively known as weathering. Although, the individual processes which

bring about these changes act simultaneously, their relative importance during

the lifetime of an oil slick varies. The main processes are as follows:

Spreading

Evaporation

Dispersion

Emulsification

Dissolution

Oxidation

Sedimentation

Biodegradation

The processes of spreading, evaporation, dispersion, emulsification and

dissolution are most important during the early stages of a spill whilst

oxidation, sedimentation and biodegradation are long term processes which

determine the ultimate fate of oil. Fig.3.1 shows schematic diagram of

weathering processes with time.

It should be appreciated that throughout the lifetime of an oil slick it continues

to drift on the sea surface, independent of these processes. The actual

mechanisms governing movement are complex but experience shows that oil

drift can be predicted by taking into account wind-induced effects and surface

water currents. These can be calculated separately and then combined using

vector diagrams to determine the resulting oil movement. The wind induced

effect is normally taken as 3% of the wind velocity, and the current effect as

100% of the current velocity. Reliable prediction of slick movement is clearly

dependent upon the availability of good wind and current data. The later is

sometimes difficult to obtain. For some areas, it is presented on charts or




Revision No: 1

Page No: 16

tidal stream atlases but for many other areas, only general information is

available.

An understanding of the way in which weathering processes interact is

important in forecasting their combined effect in changing the characteristics

of different oils and the lifetime of slicks at sea. In order to predict such

interactions, numerical models have been developed, based on theoretical or

empirical considerations, or a combination of both.

3.4 Effects of Marine Oil Spills

The extent of damage caused by an oil spill depends upon the quantity of oil

spilled, type of oil involved in the spillage and the oceanographic and

meteorological conditions prevailing in the location where the spill has

occurred. When the oil spills in large quantity, it temporarily affects the air-

sea interaction, thus preventing the entry of oxygen from the atmosphere. The

first sets of organisms affected are the primary producers like phytoplankton

which is the basis of the marine food chain. The other free-swimming

organisms such as fish larvae and fish eggs also get affected. Further, when

the oil sinks during the course of time, it affects the benthic organisms such as

clams and mussels. The other amenities that are affected include mangrove

forests, coral reefs and several marine resources.

Oil spills can also have a serious economic impact on coastal activities and

resources of the sea. In most cases, such damage is temporary and is

caused primarily by the physical properties of oil creating nuisance and

hazardous conditions. The impact on marine life is compounded by toxicity

and tainting effects resulting from the chemical composition of oil, as well as

by the diversity and variability of biological systems and their sensitivity to oil

pollution. Tables 3.2- 3.3 present effects of oil on marine populations and

communities and in major ecosystem.




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Page No: 17

Fig.3.1 Schematic diagram of weathering processes with time.

Table 3.1 Typical fractionation of a crude oil

Fraction Approximate boiling range(oC)

Approximate molecular size

Approximate volume (%)

Refinery gases < 25 C3 – C4 2

Gasoline 40 – 150 C4 – C10 25

Naphtha 150 – 200 C10 – C12 6

Kerosene 200 – 250 C12 – C16 10

Gas oils 250 – 300 C16 – C20 15

Lubricant 300 – 400 C20 – C26 17

Residual oil > 400 >C26 25




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Table 3.2 Effects of oil on marine populations and communities

Community or Population type

Expected degree of initial impact

Expected recovery rate

Plankton Light to moderate Fast to moderate

Benthic communities

Rocky intertidal Sandy or muddy intertidal Subtidal, offshore

Light

Moderate Heavy

Fast

ModerateSlow

Fish Light to moderate Fast to moderate

Birds Heavy Slow

Marine mammals Light Slow, if population seriously affected

Table 3.3 Summary of effects of oil in some major ecosystems

Ecosystem Expected initial impact Expected recovery

Open ocean Light Fast

Outer continental shelf Light to moderate Fast to moderate

Open estuarine areas, bays, channels and harbors

Moderate to heavy Fast to slow

Wetlands, marshes and mangroves

Heavy Moderate to slow

Coral reefs Unknown Unknown

Polar ecosystems Unknown Unknown



Oil Spill Contingency plan Revision No: 1

Page No 19

4. OIL SPILL CONTINGENCY PLAN

Careful planning is an essential preparation for any successful operation,

especially an emergency one. There is often concern for the effects on the

environment, fisheries, industry and recreation as well as considerations of public

health and safety. There will inevitably be conflicting interests and the news

media are always quick to expose any indecision, weakness or disagreement.

Such situations are easier to resolve when a well-prepared and tested

contingency plan is available.

Response to accidental spillage of oil is a typical example. Many people may be

affected by an oil spill and many organizations have duties to perform apart from

the task of physical clean-up. For example, an incident involving lightening of

vessel and salvage activities, all of which may impinge upon any oil spill

response.

4.1. Scope and Content of Plans

Most oil spills are small and can be dealt with locally. Should the incident prove

beyond the local capability or affect a larger area, an enhanced but compatible

response will be required. The foundation of this tiered response is the local plan

for a specific facility such as a berth or for a length of coastline at risk from spills.

These local plans may form part of a larger district or national plan. National

plans may in turn be integrated into regional response arrangements covering

two or more neighbouring countries.

In general, contingency plans should follow a similar layout irrespective of

whether they are local, national or regional in scope though their length and

content will vary with the size of the area covered and degree of risk. Similarly in

layout will enable the plans to be easily understood, will assist compatibility and

ensure a smooth transition from one level to the next.



Oil Spill Contingency plan Revision No: 1

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Contingency plans are best divided into two main parts: the first should be a

descriptive policy document outlining the overall Strategy while the second forms

the Operational Plan and should be concerned with procedures to be followed

when a spill occurs. The strategy segment of the plan should define the policy

responsibilities and rationale for the operational plan which is essentially an

action checklist with pointers to information sources. A plan should be reasonably

complete in itself and should not entail reference to a number of other

publications, which causes delay. A loose-leaf format facilitates regular updating

and there should be provision for listing and dating amendments.

Strategy Plan

Modelling studies

Clean-up strategy

Resources at risk

Temporary storage facilities

Operational Plan Oil spill response plan



Perceived Risks and Expected Quantities of Oil Spill

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5 Perceived Risks and Expected Quantities of Oil Spill

5.1 Introduction

Quantitative risk analysis studies of the accidental release of HSD / Crude / Fuel

oils require several physical, chemical and thermodynamic properties of the

same. Some of the data was provided by AHPPL and rest of the data were taken

from the available literature with Cell for Industrial and Safety and Risk Analysis

(CISRA), Central Leather Research Institute (CLRI) of Council of Scientific and

Industrial Research (CSIR), Chennai etc to find the chemical and physical

properties. When a particular product was the mixture of hydrocarbons, the

properties of the constituents were suitably analysed and averaged. These

properties are essential in estimating the consequences.

Additionally, meteorological information such as temperature, wind speed, wind

direction, humidity etc. are necessary to calculate evaporation, dispersion and

combustion.

Accident scenarios for quantitative risk assessment are created based on the

inputs from AHPPL past accident information and engineering judgment.

5.2 Overview of Historical Oil Spills

Accidents do occur owing to poor memories of personnel associated with the job,

directly or indirectly. Thus, there is a continuous need to review the causes and

consequences of past accidents, which provide invaluable information for better

designs and safe operations of the plants.

Several accidents involving petroleum products have been reported in the

literature. Past accidents involving Petro-products are shown in Table-5.1 to

Table-5.7. It is clear from the table that accidents occurred due to a wide variety

of causes viz., transportation, storage, filling, etc. The releases occur from

several sources such as pipelines, tank farms, reactor vessels, refinery or




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separation units, etc. Past accident data related to major oil spills worldwide and

major oil spills in Indian water are presented Table –5.3.

The table (Table 5.1) gives a brief summary of 28 major oil spills since 1967. A

number of these incidents, despite their large size, caused little or no

environmental damage as the oil did not impact coastlines, hence some of the

names will be unfamiliar to the general public. The Exxon Valdez is included

because it is so well known although it is not the 21st largest spill but rather the

35th.

Table 5.1: Major Oil Spills Since 1967

Sl.No Date Location Plant/ transport

Chemical Event Deaths/ Injuries

1 1994 Nov.2

Dronka, Egypt

Fuel storage Aviation, diesel, fuel

F ~410d

2 1988 Jan.2

Floreffe, PA Storage tank Diesel fuel REL

3 1977 Sep.24

Romeoville, IL

Tank farm Diesel fuel gasoline

F

4 1969 Dec.28

Fawley, UK Hydroformer Hydrogen, Naphtha

VCE 0d

5 1975 Nov.21

Cologne, FRG

Cyclic hydroformer

Hydrogen, Naphtha

VCE 0d

6 1983 Nov.2

Dhurabar, India

Rail tank car Kerosene EX 47d

7 1955 Aug.27

Whiting, IN Hydroformer Naphtha DET 2d, 40I

8 1955 Aug.27

Whiting, IN Reformer Naphtha EX

9 1988 Oct.25

Pulua Merlimau

Storage tanks Naphtha F

10 1951 Sep.7

Avonmouth, Bristol

Storage tank Oil EX, F 2d

11 1956 Jul.29

Amarillo, TX Storage tanks Oil FB 20d, >32I

12 1970 Sep.7

Beaumont, TX

Oil F

13 1975 Mar.16

Avon, CA Refinery Oil F

14 1976 Plaquemine, Surge tank Oil IE




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Aug.30 LA 15 1977

Oct.17Baton Rough, LA

Preheat furnace

Oil EX

16 1979 Dec.11

Geelong, Australia

Crude unit Oil F

17 1980 Jun.26

Sydney,Australia

Refinery furnace

Oil EX

18 1981 Aug.20

Shuaiba, Kuwait

Tank farm Oil F 1d, 1I

19 1982 Oct.4

Freeport, TX Transformer Oil F

20 1984 Dec.13

Las Piedras, Venezuela

Hyrodesulphurizer

Oil F

21 1987 Jun.2

Port Herriot, France

Storage Oil F 2d, 8I

22 1939 Dec.12

Wichita Falls, TX

Pipeline Oil film IE 0d, 1I

23 1958 May.22

Signal Hill, CA

Tank farm Oil froth F, BLEV

E

2d, 18I

24 1982 Dec.19

Caracas, Venezuela

Storage tank Oil froth F 150d, >500I

25 1968 Jan.21

Pernis, Netherlands

Slops tanks Oil slops VCE 2d, 85I

26 1975 Jan.31

Marcus Hook, PA

Oil tanker, tankship

Oil, phenol F

27 1986 Feb.24

Thessalonika, Greece

Oil terminal Oils F

28 1987 Oct.11

Fort McMurray, Alberta

Tar sand plant Tar sand, diesel fuel

F

Event Abbreviations : BLEVE - Boiling Liquid Expanding Vapour Explosion; DEL - Delayed; DET - Detonation (internal explosions only); EX - Explosion; F - Fire; IE - Internal Explosion; REL - Release; VCE - Vapour Cloud Explosion; VCF - Vapour Cloud Fire; VEEB - Vapour escape into, and Explosion in, building

Table 5.2 Some of the past accident data related to major oil spills

Ship/Oil Rig Year Location Oil spilled (tons)

Gulf Spill 1990 The Gulf, Kuwait 1,000,000 Atlantic Empress 1979 Off Tobago, West Indies 280,000 ABT Summer 1991 Off Angola 260,000 Castillo de Bellver 1983 Off Saldana Bay, South Africa 257,000 Amoco Cadiz 1978 Off Brittany, France 227,000




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Haven 1991 Genoa, Italy 140,000 Odyssey 1988 Off Nova Scotia, Canada 132,000 Horta Barbosa, South Korean tanker

1972 Gulf of Oman 115,000

Torrey Canynon 1967 Scilly Isles, UK 119,000 Urquiola 1976 La Coruna, Spain 108,000 Hawaiian Patriot 1977 Off Honolulu, 99,000 Independenta 1979 Bosphorus, Turkey 93,000 Tanker Braer, UK 1993 Coast of Shetland Islands 85,000 Khark 5 1989 Off Atlantic Coast of Morocco 80,000 Jakob Maersk 1975 Oporto, Portugal 80,000 Greek tanker, Spain 1992 La Coruna 80,000 Katina P 1992 Off Maputo, Mozambique 72,000 Nova 1985 The Gulf, off Iran 70,000 Jessica 2001 Galapagos Island. 70,000 Iranian tanker Kharg-5

1989 Coast, Qualidia 70,000

Wafra 1971 Off Cape Agulhas, SouthAfrica 65,000 Assimi 1983 Off Muscat, Oman 53,000 Metula 1974 Magellan Straits, Chile 53,000 Othello, Swedan 1970 Tralhavet Bay 59,962 Sea Empress, Liberea

1996 Milford Haven, Wales 40,000

Exxon Valdez 1989 Alaskan Shore, USA 37,000 The Argo Merchant, USA

1976 Nantucket 25,052

Maersk Navigator 1994 Great Channel, Andaman Sea 25,000 Maltese Tanker, France

1999 North west of France 25,000

Nakhodka, Russian tanker

1997 Sea of Japan 19,000

Ashland oil storage facility

1988 Floreffe, Pennsylvania, near the Monongahela River.

16,000

Panamanian-flagged Seki

1994 Arabian Sea 15,900

Tanker, Liberia 1992 Ocean Blessing, Malacca straits 12,000 Bahamas-flagged tanker “Prestige”

2002 Sea off the Northwest coast, Spain

3,000

Panamanian tanker 1994 Leixoes harbour, Oporto 2,000 Bombay High Spill 1994 Bombay High Region 1,600 Bulk carrier Treasure

2000 Dassen and Robben Islands, Cape Town

1,400

The tanker, USA 1990 Bosa Chica, Southern California 1226.0 Visahakit Tanker, Thailand

1994 Coast of Eastern Sriracha 432.0

Table 5.3: Record of Oil Spills in Indian Waters Ship/Oil Rig Year Location Oil spilled




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(tons)ONGC production platform

1993 Bombay High Region 1,600

Iron Ore Carrier 2005 Off Aguada coast, Goa 110 Singaporean tanker Maersk Navigator

1992 Within 10 to 15 miles of the Nicobar Islands

25000

Cargo ship- M V Chitra

2010 Mumbai Thane ~800

The incidence of large spills is relatively low and detailed statistical analysis is

rarely possible, consequently emphasis is placed on identifying trends. Thus, it is

apparent from the table below that the number of large spills (>700 tones) has

decreased significantly during the last thirty-eight years. The average number of

large spills per year during the 1990s was less than a third of that witnessed

during the 1970s. Figures further show that there has been a general decrease in

the number of spills over 7 tones and that there have been proportionally fewer

large spills (> 700 tones) than smaller ones.

The vast majority of spills are small (i.e. less than 7 tones) and data on numbers

and amounts is incomplete. However in most years it is probable that they make

a relatively small contribution to the total quantity of oil spilled into the marine

environment as a result of tanker accidents. Table 5.4 shows the data on spills 7

tones and above is held and the amounts of oil spilt during these incidents have

been added to give a series of annual estimates of the total quantity spilled for

the years 1970-2008.

Table- 5.4: Number of spills over 7 tons




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It is notable from Table-5.5 that a few very large spills are responsible for a high

percentage of the oil spilt. For example, in the ten-year period 1990-1999 there

were 358 spills over 7 tones, totalling 1,138 thousand tones, but 830 thousand

tones (73%) were spilt in just 10 incidents (just under 3%). The figures for a

particular year may therefore be severely distorted by a single large incident.

This is clearly illustrated by 1979 (Atlantic Empress - 287,000 tones), 1983

(Castillo de Bellver - 252,000 tones) and 1991 (ABT Summer - 260,000t ones).

Approximately 5.65 million tones of oil were lost as a result of tanker incidents

from 1970 to 2008.

Table- 5.5: Number Quantity of Oil spilt

Table-5.6 gives the number of oil spills occurred along with quantity of oil spilled

and the operations associated during 1974 to 2008 It is found that, most spills

from tankers result from routine operations such as loading, discharging and

bunkering which normally occur in ports or at oil terminals, the majority of these

operational spills are small, with some 91% involving quantities of less than 7

tons and accidents involving collisions and groundings generally give rise to

much larger spills, with at least 84% involving quantities in excess of 700 tons.




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Table- 5.6: Number of oil spills occurred during 1974 to 2008 and their causes and the spill quantity

Most incidents are the result of a combination of actions and circumstances, all of

which contribute in varying degrees to the final outcome. The following analysis

explores the incidence of spills of different sizes in terms of the primary event or

operation in progress at the time of the spill.

Table 5.7 Incidence of spills by cause, 1974-2008




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These "causes" have been grouped into "Operations" and "Accidents". Spills for

which the relevant information is not available or where the cause was not one of

those given are listed under "Other/unknown".

It is apparent from the Table 5.7 that:

Most spills from tankers result from routine operations such as loading, discharging and bunkering which normally occur in ports or at oil terminals;

The majority of these operational spills are small, with some 91% involving quantities of less than 7 tones;

Accidental causes such as collisions and groundings generally give rise to much larger spills, with at least 84% of incidents involving quantities in excess of 700 tones being attributed to such factors.

5.3 Failure frequency of pipeline transfer and storage tank

The reliability data of pipelines and atmospheric storage tanks are presented here from the international database and hence these can be taken as indicative

The probabilities of pipe ruptures are presented below: d 50 mm 1 x 10-10/m hr. 50 < d 150 mm 3 x 10-11/m hr. d > 150 mm or greater 1 x 10-11/m hr. Underground pipeline failure 6.1 x 10-12/m hr.

Where‘d’ is the diameter of pipe

The probability of hose failures are presented below: Loading arm failure 3 x 10-8/hr. Flexible hose pipe failure 4 x 10-5/hr.

Storage tank failure rate 3 x 10-4/yr

Based on the above failure frequency, it is apparent that the failure rate of the

flexible hose pipe ranks higher. The failure rate of above ground pipeline

depends on the pipe size and its length. As the pipe diameter increases, the

failure rate decreases and as the length increases, the failure rate increases.

The failure rate of underground pipeline is relatively much lesser compared to

that of above ground pipeline. The underground pipelines are well designed to

take care of corrosion etc.




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The failure rate of loading arm is extremely low because of the sophisticated

safety systems incorporated in the design. Accidental release of any chemical

due to catastrophic rupture of tanks and ship collision are also relatively very low.

The impact due to failure of storage tanks and ship collisions on environment are

very high because of the large quantity released when compared to the pipe

failure.

5.4 Meteorological Data

Atmospheric stability is an important factor for predicting the dispersion

characteristics of spilled oil into the surrounding environment. Change in

atmospheric stability is a direct consequence of the vertical temperature

structure. The stability effects are mathematically represented through Pasquill

parameters. The following stability classification is employed:

Stability Class Atmospheric Condition A Very Unstable B Unstable C Slightly Unstable D Neutral E Stable F Very Stable

Condition of atmospheric stability is estimated by a suitable method that uses

dispersion parameters viz., vertical temperature gradient, wind profile and

roughness factor.

The following meteorological information has been taken in the calculations for the Hazira port area (GMB 2009):

Average ambient temperature 30oC Average wind speed 3 m/s

Stability condition F (Very Stable)

5.5 Expected Quantities of Oil Spill

Oil spill may vary from a few litres of oil due accidental spill to several thousands

of tons of oil during unexpected situations. No company can afford to prepare




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itself for mitigating all the possible accident scenarios due to prohibitive costs

associated with the oil spill combat. In line with the standard industry practice

and being a good corporate citizen, AHPPL is planning to procure oil spill

combating equipments in case of any spills from vessel operations (<Tier-1) at

AHPPL berths, while oil spill situations of higher magnitude are to be dealt with

the assistances of Indian Coast Guard, other neighbouring industries, ports etc.

However, it is required to have a fair understanding of the risks and probability of

spills arising out of its vessel operations and their consequences due to

movement and landing along the coast.

The following scenarios are identified for probable oil spills in the vessel operations at AHPPL’s berths:

(i) FO/HSD leakage from fuel tank compartments due to collision/grounding (ii) Leakage due to Loading / unloading operations at Berths (iii) Spills due to Collision in the vessel route and in and around the port

The exact quantity from each incident is difficult to predict due to the variations in

operating conditions and the length of risk exposure. The maximum risks

associated with the events may be considered while devising the oil spill

contingency plan. The worst spill scenario is spillage on the water surface. For

the purpose of simulation, the following scenario is taken into account

considering the above spill risks

5.6 FO / HSD leakage from fuel tank compartments due to collision/ grounding

Vessels are expected to call at the berth frequently for loading and unloading

operations of vessel. These vessels may meet accidents like collision with other

vessels or grounding in the vicinity of the berth. In case of such accidents the

spillage may vary depending on the size of the vessel fuel tank, the extent of

damage and number of vessel fuel compartments ruptured. In the present study

the probable quantity of spills at the berth considered for modelling is about 100

tons and 700 tons, since the large size of vessel has 800 tons to 2000 tons of

fuel tank capacity.




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As can be seen above the spill scenarios mentioned above range from extremely

negligible quantities to enormous quantities in rare catastrophic events. The

simulation of oil spills does not vary significantly in various scenarios except the

magnitude of impact zone and the quantity involved in such impacts. The

hypothetical simulations are made in this report considering the worst-case

scenarios.

5.7. Spills due to Collision in vessel route

In the present scenario, collision of a vessel enroute with another vessel can

cause partial damage to the vessel’s Cargo / fuel tanks leading to a maximum oil

spill of about 100 tons to 700 tons of FO / HSD. Hence, in the present study the

probable quantities of oil spills due collision in the vessel route is considered as

100 tons and 700 tons

5.8 Spill due to transfer of POL products at berths

Probability of loading arm failure during operations is extremely low. The loading

arms at berths are provided with Powered Emergency Release Coupling (PERC)

and Emergency Shut Down (ESD) unit. In the event of unusual tension on the

arm the PERC gets activated stopping the cargo operations automatically and

separating the arm from the vessel without draining the arm, thereby preventing

the spill of product under transfer. When PERC is activated only a few tons of oil

may spill. Normally not more than 10 t of oil may spill in such a situation.



Oil spill modeling studiesRevision No: 1

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6 Oil Spill Modelling Studies

The prediction of fate and transport of oil spill is playing major role in the

analysis of risks due to oil spills. Hence, it is computed based on the surface

resulting forces of surface water currents and wind speed. The following

sections are described about the numerical modeling of hydrodynamics for

surface water flow and Lagrangian Particle discrete model for the fate and

transport of oil spills.

6.1 Modelling of Hydrodynamic Processes

Modelling the hydrodynamic processes is an integral part of modelling of fate

and transport of oil spills. The basic oil-spill model which was used earlier

(NIO, 1999,2000,2001,2002,2008) to track the oil-spill trajectories has been

further modified and improved for use in the present work to estimate risks

due to oil spills for various weathering and meteorological conditions. In this

chapter, hydrodynamic part of the model (flow) and Oil spill model have been

described.

Khambhat is a typical semi-enclosed basin where the tidal forcing interacts

with the open ocean waters of the sea across its southern open boundary,

Valsad. The currents of the region are tidal-driven and the water column is

vertically well mixed. These features make the numerical modelling task

easier, as a 2-D hydrodynamical model is sufficient to accurately reproduce

the tides and currents of the Gulf of Khambhat at Hazira.

6.1.1 Model description

A dedicated software Hydrodyn-OILSOFT for fate and transport of oil spills in

the rivers, seas and estuaries is developed by Environ Software (P) Ltd,

Bangalore, based on the solving the hydrodynamic and oil spill equations

numerically through coupled way using the present state-of-art of technology.




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The basic governing equations of flow and oil spill transport is described in the

following sections.

6.1.2 Basic governing equations

Simulation of tides and currents has been carried out by solving the two

dimensional shallow water equations of continuity and momentum. These

equations describing the flow field of the estuary are based on incompressible

flow and vertically integrated hydrostatic distribution. Hence, the vertical

acceleration of the flow is assumed to be much smaller than the pressure

gradient. After applying these conditions, the governing equations of mass

and momentum can be written in the conservation form as follows:

Continuity equation:

0yv

xu

Momentum equations:

where, t = time; x, y are cartesian co-ordinates; u, v are depth averaged

velocity components in x, y directions, respectively; f = Coriolis parameter;

g = acceleration due to gravity; Kx, Ky = diffusion coefficients in x, y

directions, respectively; h= water elevation with respect to mean water level.

6.1.3 Model diffusion coefficients The horizontal diffusion coefficients Kx and Ky are calculated as follows:

2

22

CvugK y

y

yvK

yxvK

xyhgfu

yvv

xvu

tv

yuK

yxuK

xxhgfv

yuv

xuu

tu

yx

yx




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where x and y are the diffusion factors in x and y directions and C is the

Chezy coefficient.

6.1.4 Numerical solution algorithm

The transformed governing equations of flow have been discretized on a

staggered grid and solved using Leapfrog trapezoidal scheme through a

predictor and corrector step method. The scheme is fully centered in space

and time and can obtain 2nd order accuracy. The scheme consists of two

level computations predictor and corrector steps within the time step t.

F(Kn)=(K* - Kn-1)/(2 t)

F(Kn)+F(K*)=2(Kn+1 – Kn)/( t)

where, K* = predicted variable level.

Since the range of the co-ordinates in the computational plane is completely

arbitrary, the mesh increments are specified as unity for convenience.

Consequently, the geometric variables are defined on a finite difference mesh

with cell increments of 0.5. The computations have been carried out for the

next time step through predictor and corrector schemes using the above finite

difference quotients.

6.2 Gulf of Khambhat

The model domain of longitudes of 71°06’ E and 72 54E and the latitudes of

19 57’ N and 22 03’’N is selected for carrying out sensitivity analysis and

predicting the fate and transport of oil slick at AHPPL berths.

2

22

CvugK x

x




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6.2.1 Model setup and boundary specifications

The region of study, tidal stations, meteorological stations and monitoring

locations are shown in Fig. 6.1. The computational domain of the model, is

selected from Navabandar to Bhavnagar between the longitudes of 71°06’ E

and 72 54E and the latitudes of 19 57’ N and 22 03 ’’N. The model

computational grid is shown in Fig. 6.2. The bathymetry is selected from the

hydrographic chart. The interpolated bathymetric depth contours of the study

region is shown in Fig.6.3. Fig A.1.1 shows the computational domain

selected for carrying out oil spill trajectory modelling for Adani Hazira Port Pvt.

Ltd., Hazira.




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Fig.6.1 Terrain features of Khambhat showing Adani hazira Port Ltd.




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Fig.6.2 Computational grid




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Fig.6.3 Interpolated bathymetric depths(m)




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6.3 Bottom bed-roughness

The bottom roughness in the Gulf of Khambhat varies due to the variation of

bed sediment grain sizes. The bed consists of various sizes of clay, sand, silt

and rocky soils. In the present study a uniform Manning’s roughness

coefficient has been used for numerical runs of hydrodynamic processes. The

same roughness coefficient has been used to predict tides and tidal velocities

in the Gulf area for prediction of oil spill trajectory

6.4 Initial and boundary conditions

The initial conditions for the model are selected based on still water

conditions. The vertical density gradients due to salinity variation have been

neglected since the water column is well mixed and there is no sufficient

inflow into the Gulf. The BFC grid has been adopted to handle the sharp

coastal shape and make fine mesh near the coastline.

Along the northern and southern open boundaries, the boundary conditions

selected are as follows. (i) The predicted tide (using the tide cal software) at

Navabundar and Dahanu for the year 2008 and 2009 (interpolated all along

the southern boundary) (ii) no flux across the eastern and western boundary

of Gulf of Khambhat (iii) free flow across northern open boundary. In this

model, diffusion coefficients for horizontal exchange of momentum vary with

the space.




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Fig.6.5 Predicted tide at Navabandar (March 2009)

Fig.6.4 Predicted tide at Navabandar (dec 2008)




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Fig.6.6 Predicted tide at Navabandar (June 2009)

Fig.6.7 Predicted tide at Dahanu (December 2008)




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Fig.6.8 Predicted tide at Dahanu (March 2009)

Fig.6.9 Predicted tide at Dahanu (June 2009)

6.5 Model calibration

The sensitivity analysis has been carried out with various Manning’s value,

which is the combined effect of d50 sediment size and bed configuration, to

calibrate the model with respect to the tide and current data of February 2004

at Bhavnagar. The computational runs were continued with various sets of

various bed roughness values till computed and measured current and tide

levels are within the acceptable limit.




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The input tide (Navabandar and Dahunu) is used for the modeling as open

boundary condition. The comparison of computed and measured U and V

current component at Bhavnagar are shown in Fig. 6.10 to Fig.6.11. ,

Fig.6.12-Fig.6.14 show the comparison of computed and observed tides at

Sulthanpur, Bhavnagar and Suvali, From the figure it can be said that, the

discrepancy is within the acceptable limit. (error less than 5%)

Fig. 6.10 Comparison of measured and computed currents-V at Bhavnagar

Fig. 6.11 Comparison of measured and computed currents-U at Bhavnagar




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Fig. 6.12 Comparison of measured and computed tide at Sulthanpur

Fig. 6.13 Comparison of measured and computed tide at Bhavnagar

Fig. 6.14 Comparison of measured and computed tide at Suvali




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A series of simulation runs have been made to obtain an insight into the basic

hydrodynamic behavior of the Gulf of Khambhat to tidal forces.

6.6 Modelling of tides and tidal currents

The computational runs in order to obtain better accuracy in the prediction of

oil spill trajectory and weathering processes, a finer mesh is adopted to

represent the study area for modeling purpose. The study domain is between

Latitude 21o 2' 59.028" N - 21 o 8' 41.039" N and Longitude 72 o 34' 30.864" N

- 72 o 38' 23.354" N shown in Fig. A.1.1. The domain is divided into 155 x 90

grids in “x” and “y” directions respectively, shown in Fig. A.1.2. Computational

runs have been made for quantitative spill at locations, to predict the spill

trajectory for a period of 15 days. Fig.A.1.3 shows the interpolated

bathymetric depths. The runs considering various seasons i.e. post-monsoon

(December 2008), Pre-monsoon(March 2009) and Monsoon(June 2009) have

been made and results are presented graphically.

The model clearly reproduces the tidal variation at various locations all along

the Gulf of Khambhat at Hazira. The typical variations of currents during LLW,

peak flood, HHW and peak ebb conditions of spring and neap tides during

post-monsoon (December 2008), Pre-monsoon(March 2009) and

Monsoon(June 2009) are shown in Figs A.1.4 - A.1.12, A.2.1-A.2.8, A.3.1-

A.3.8 respectively.

6.7 Numerical Modelling of Fate and Movement of Oil SpillsThe surface or subsurface oil spill manifests in slick floating on the water

surface, which partially dissolves in the water and partially evaporates into the

atmosphere. There is a continuous exchange between the suspended and

surface oil (floating oil). The assumption made in deriving the governing

equations is that the thickness of the oil layer is negligible in comparison with

the water depth.




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In addition to the location, size, and physico-chemical properties of the spill,

and other major factors affect the fate of the oil slick which are governed by

complex interrelated transport and weathering processes. The spilled oil

spreads and moves by the forces of winds and currents. A small portions of

hydrocarbons begin to go into solution in the underlying water column, but

most of the oil is lost through evaporation into the atmosphere. In the present

model, all these processes are considered in the transport of Oil Slick.

In most of the oil spill models, drift factor approach has been used. This is

considered to be the most practical method for predicting the advection of oil

slicks. In this method, the mean drift velocity of the surface oil is considered to

be a weighted sum of the wind velocity and depth-averaged current.

ccww vvv

where, vw= the wind velocity at 10 m above the water surface, vc= the depth

averaged velocity, w= the wind drift factor, c=current drift factor. Normally,

wind-induced surface currents have been reported to vary between 1% and

6% of the wind speed, with 3% being the most widely used drift factor in oil

slick models. A value of about 1.1 is generally used for c, assuming that the

velocity distribution over the depth of flow is logarithmic.

The advective velocity of each oil parcel can be a sum of the mean and

turbulent fluctuation components of the drift velocity. The turbulent fluctuation

components are included in the simulation of horizontal diffusion.

6.7.1 Horizontal turbulent diffusion

The horizontal turbulent diffusion due to turbulent fluctuations of the drift

velocity is computed based on random walk analysis.




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2/14t

Ev Tn

where, ET=diffusion coefficient, which normally varies between 5 and 19

m2/s; t = time step

6.7.2 Mechanical spreading

The spreading of an oil slick is one of the most important processes in the

early stage of the oil slick transformation. The spreading of an oil slick is

determined by the balance between gravitational, viscous and surface tension

forces. The spreading of an oil slick passes through the following three

phases: (i) in the beginning phase, the gravity and inertia forces are balanced,

(ii) in the intermediate phase, the gravity force is balanced by the viscous

force and (iii) in the final phase, the surface tension force is balanced by

viscous force.

6.7.3 Evaporation

Evaporation accounts for the largest loss in oil volume during the early stages

of the slick transformation. It is a function of wind speed at 10 m above the

water surface, spill area, surface temperature of oil and initial vapor pressure

of oil among other parameters. In the present study, the following formulation

is used to calculate the rate of oil evaporated:

)/1ln(ln100 PtCKP

CF E

where, KE t is the “ evaporative exposure “ term, which varies with time and

environmental conditions; KE = KM A VM /(RTVo), KM = 0.0025 Uwind 0.78 is the

mass transfer coefficient in m/s; Uwind is the wind speed in m/s; A is spill area




Page No: 48

in square meters; Vm is the molar volume in cubic meters per mole; R is the

gas constant, 82.06*10-6 atm m3 mol -1 K -1 ; T is surface temperature of the oil

in degrees Kelvin, which is generally close to the ambient air temperature TE

in degrees Kelvin; V0 is the initial spill volume in cubic meters. The initial vapor

pressure P0 in atmosphere at the temperature TE is

)/1(6.10ln 00 ETTP

where, To is the initial boiling point in degrees Kelvin. The constant, C can be

determined by the relationship TEC =const. The values C and the initial boiling

point To are calculated at TE=283 degrees Kelvin for various types of oils.

For crude oils of different American Petroleum Institute (API) index values, C

and To at TE=283 degrees Kelvin can be calculated by the following

relationships obtained through curve fitting.

4320

1435.1

0002604.003439.0565.1275.306.5429.1158

APIAPIAPIAPITAPIC

6.7.4 Dissolution

Dissolution is an important process to be considered for the possible

biological degradation, although it only accounts for a negligible fraction of the

mass balance of the oil. It is a function of oil slick area, dissolution mass

transferability and oil solubility in water.

In the present study the method of Cohen et al. (1980) is used. In this method,

the total dissolution rate N (gm/h) of the slick is calculated by

N=KAsS

where, K is the dissolution mass transfer coefficient in meters per hour, As is




Page No: 49

the slick area in square meters, and S is the oil solubility in water. Huang and

Monasero (1982) calculated the solubility for a typical oil as teSS 0

where, S0 is the solubility for fresh oil, is the decay constant and t is the

time after the spill.

6.7.5 Emulsification

Some quantity of the petroleum hydrocarbons entrains with water particles

increase its total volume due to turbulent fluctuations. It reaches the water

surface due to lighter in density. Emulsified oil is 7% of rate of oil evaporation.

6.7.6 Shoreline deposition

The oil slick will reach the shoreline sometime after a spill occurs. Based on

the half-life formulation, the volume of oil remaining on the beach can be

related to its original volume by

`)2(12 ttkeVVwhere, V1 and V2 are volumes of the oil on the beach at times t1 and t2,

respectively; k = -ln (1/2)/ , a decay constant and =half-life.

6.8 Simulation of Scenario - Details

In the present study, an extreme scenario has been considered for the model

study. It is assumed that oil leakages can occur in and around AHPPL Port

due to collision / grounding of cargo and spills due to loading and unloading of

POL at berths. Accordingly, the spill locations were considered at berth,

turning circle, approach channel and port entrance as shown in Fig. A.1.1. An

accidental leakage of 100 tons and 700 tons Fuel Oil, HSD and Crude oil

spills were considered for modeling.




Page No: 50

6.8.1 Computation Domain and Input data After successful validation of the hydrodynamic model, the same was coupled

with the oil spill model to compute the oil spill trajectories of operational/

accidental/disaster spillage’s. The oil characteristics, bathymetry,

oceanographic parameters such as sea surface temperature, tides and

currents, meteorological parameters such as wind speed and direction, etc.

are given as inputs to the model. The computational grid and bathymetry

depth contours of model domain are shown in Fig. A.1.2 and Fig. A.1.3

respectively.

The meteorological data for the Hazira region for different seasons were used.

The oil characteristics, bathymetry, oceanographic parameters, etc. were

given as an input to the model. It was presumed that FO and HSD would be

as a fuel oil for Cargo Vessel. Though the oil spill undergoes different

physical and chemical changes, dissolution is the main factor to be

considered for assessing the carrying capacity of coastal waters with respect

to petroleum hydrocarbons. The modelling was carried out by coupling the oil

spill model with the hydrodynamic model. Several runs have been made and

results were stored at every hour. The computational runs were carried for the

following scenario discussed in the following sections.

6.8.2 Spill Locations

The following spill location was considered for the present study.

(i) Multi cargo Berths

(ii) Turning Circle

(iii) Entrance of the port

(iv) Approach channel




Page No: 51

6.8.2.1 Oil type The following characteristics of oil are used for modelling study:

(a) Fuel Oil

Sp. Gr = 0.932

Surface Tension 3.0 e-03

Molar Volume =0.002

Viscosity: 275 cst at 37.8 deg C

Wax content: 12 – 19 %

Pour point of untreated crude: 30 deg C

Pour point of treated crude: 18 deg C

(b) HSD

Sp. Gr = 0.85

Surface Tension 2.8 e-03

Molar Volume =0.002

Viscosity: .8 cst at 37.8 deg C


Pour point: 35 deg C

c) Crude

Sp. Gr = 0.92

Surface Tension =3.0 e-03

Molar Volume =0.002

Viscosity: 275 cst at 37.8 deg C


Pour point of untreated crude: 30 deg C

Pour point of treated crude: 18 deg C

6.8.2.2 Weather conditions Winds - Available winds for 2009

Currents – simulated from the model




Page No: 52

Atmospheric temperature – 35 deg C

6.8.2.3 Computational scenarios

The following simulations are made to understand the seasonal behaviour of

movement and weathering of oil spills at sea

Spill Locations Dec2008 Mar2009 June2009 Hazira Port

Collision/grounding Instantaneous spill 100t Fuel Oil / HSD /POL(Crude)700t Fuel Oil / HSD Continous spill 100t Fuel Oil / HSD for 3 days 700t Fuel Oil / HSD for 3 days Loading/ unloading operation

2200 m3/hr of Crude/FO/ and HSD for 1 min

6.9 Results of Scenario

Knowledge of probable movement of an oil slick gives a distinct advantage

while planning response strategies. Thus for instance, no major clean-up

operation is necessary if the modelling results indicate that the spilled oil

would remain at sea thereby sparing the shore ecology. On the contrary, if

modelling results are suggestive of shoreward drift and predict that particular

ecologically sensitive or important areas would be hit, effective counter

measures such as deployment of deflection booms, containment and recovery

of oil etc can be effectively taken.

Hydrodyn-OILSOFT a dedicated software for oil spill trajectory modelling is




Page No: 53

used for prediction of oil spill scenarios at AHPPL’s berthing activities for

various meteorological and hydrological conditions. The results of various

numerical runs are discussed in the following sections.

6.9.1 Post-monsoon (December 2008)

In the initial period of this season, the resultant of surface currents and wind

currents are towards north and south. The magnitude of resultant forces of

wind and surface currents is varies from 0.0 - 2.00 m/sec depending on tidal

current and wind. The slick moves towards north or south direction based on

the wind and current forcing. The effect of wind forcing is less than surface

current drift. The spills at berths would reach the north break water within 5

hours in early December and some times the spill moves out of the port basin

depending on the tide phase. The spills at turning circle observed to be within

the turning circle for longer duration. The spills at approach channel and at the

entrance of the port move northern and southern directions based on tide

phase. The spill spread and the trajectory are influenced by the wind and

currents differently for enclosed (berths), semi-enclosed (turning circle,

entrance of the port) and open coast (approach channel). The behavior of

slick movement is more or less similar in various scenarios irrespective of

quantities of oil spilled. The area of oil spread differs depending on the

source quantities.

Figs. A.4.1 – A4.36 show the spill trajectories of 100 tons, 700 tons of Fuel oil,

HSD and Crude oil spills in the vicinity of berth, turning circle, vessel route

respectively and operational leakages of 2200 m3/hr at berths. The trajectory

of continuous leakage of FO and HSD oil spill of 100 tons and 700 tons for

three days are shown in Fig. A4.37 to A4.44. The details of spill losses during

its movement and time taken to reach the coast or crosses the model

boundary from all locations have been furnished in Table 6.1. From the table,

it can be concluded that nearly 7%-20% of oil volume has been lost due to

evaporation depending on the type of the oil.




Page No: 54

6.9.2 Pre-monsoon(March 2009)


currents are towards north and south. The magnitude of resultant forces of

wind and surface currents is varies from 0.0 - 2.00 m/sec depending on tidal

current and wind. The slick moves towards north or south direction based on

the wind and current forcing. The effect of wind forcing is less than surface

current drift. The spills at berths would reach the north break water within 4 to

5 hours in early December and some times the spill moves out of the port

basin depending on the tide phase. The spills at turning circle observed to be

within the turning circle for longer duration and moves out of the port domain

depending on tidal condition. The spills at approach channel and at the

entrance of the port move southern directions based on tide phase. The spill

spread and the trajectory are influenced by the wind and currents differently

for enclosed (berths), semi-enclosed (turning circle, entrance of the port) and

open coast (approach channel). The behavior of slick movement is more or

less similar in various scenarios irrespective of quantities of oil spilled. The

area of oil spread differs depending on the source quantities.

Figs. A.5.1 – A5.36 show the spill trajectories of 100 tons, 700 tons of Fuel oil,

HSD and Crude oil spills in the vicinity of berth, turning circle, vessel route

respectively and operational leakages of 2200 m3/hr at berths. The trajectory

of continuous leakage of FO and HSD oil spill of 100 tons and 700 tons for

three days are shown in Fig. A5.37 to A5.44. The details of spill losses during

its movement and time taken to reach the coast or crosses the model

boundary from all locations have been furnished in Table 6.1. From the table,

it can be concluded that nearly 7%-20% of oil volume has been lost due to

evaporation depending on the type of the oil.

6.9.3 Monsoon(June 2009)


currents are towards North in outside of the port basin. The magnitude of the




Page No: 55

resultant of wind and surface currents are about from 0.0- 1.7 m/sec

depending on tidal phase. The slick moves towards north and south direction

based on the wind and currents forcing. The effect of current forcing is

significantly higher than surface wind drift in open coast (approach channel).

The spills at berth inside the port would reach the eastern side of the quay

within 2.0 hours in early June. The behavior of slick movement is more or less

similar in various scenarios irrespective of quantities of oil spilled. The area of

oil spread differs depending on the source quantities. Fig.A.6.1 – Fig.A.6.36

show the spill trajectory of 100 tons & 700 tons leakage of Fuel oil, HSD and

Crude oil spills at Berths, Turning circle, entrance of the port and approach

channel respectively.

Figs. A.6.31– A.6.36 show the spill trajectory of 39 tons (2200 m3/hr for 1

minute spill) operation leakage of Crude oil spill at Berths. Figs. A.6.37–

A.6.44 show the spill trajectory of 100 tons and 700 tons continuous leakage

of FO and HSD for 3 days at entrance of the Port and at approach channel

respectively. The details of spill losses during its movement and time taken to

reach the coast from all locations have been furnished in Table 6.1. From the

table, it can be concluded that nearly 7% - 20% of oil volume has been lost

due to evaporation.

6.10 Shore Landing and Spill Impact Areas

The spills at different locations may reach the coast / shore / break waters

depending on the trajectory followed by the spill. Hydrodyn-OILSOFT predicts

the landing location and likely impacted stretch

6.10.1 Post-monsoon (December 2008) During this period Oil spills of approximately 80%-90% of spilled oil at berth

moves within the quay area within 1-2 hours of the spill. The details of volume

of spill are furnished in table 6.1.




Page No: 56

6.10.2 Pre-monsoon(March 2009)

During this period Oil spills of approximately 70%-80% of spilled oil at berth


of spill are furnished in table 6.1.

6.10.3 Monsoon(June 2009) During this period Oil spills of approximately 78%-90% spilled oil at berth


of spill are furnished in table 6.1

6.11 Fate and Effects

The spilled FO, HSD and Crude oil undergoes a number of physical and

chemical changes (weathering). The major weathering processes are

spreading, evaporation, dispersion, emulsification, dissolution, oxidation,

sedimentation and biodegradation. The last three processes are long-term

processes, which determine the ultimate fate of the Fuel oil and HSD. The

remaining processes are the most important during early stages of the spill,

especially in coastal and inshore areas. Fig.A.7.1 - Fig.A.7.10 show the

variation of oil volume, spill radius, oil density and volumes of evaporated,

dissolved and emulsified oil (FO, HSD and Crude oil spill of 100 tons and 700

tons) at AHPPL Berth during December 2008. Fig.A.8.1-Fig.A.8.10 show the

variation of oil volume, spill radius, oil density and volumes of evaporated,

dissolved and emulsified oil (FO, HSD and Crude oil spill of 100 tons) at

AHPPL Berth during March 2009. Fig.A.9.1-Fig.A.9.10 show the variation of oil

volume, spill radius, oil density and volumes of evaporated, dissolved and

emulsified oil (FO, HSD and Crude oil spill of 100 tons and 700 tons) at

AHPPL Berth, during June 2009.

6.11.1 Evaporation The rate and extent of evaporation depends primarily on the volatility of the

oil. In general terms, the oil components with a boiling point below 200o C




Page No: 57

evaporate within 5 to 6 hrs under tropical conditions. Spills of refined

products such as kerosene and gasoline evaporate completely and light crude

volume within a few hours. In contrast, Fuel oils undergo very little

evaporation. The fate and weathering processes of oil spills during various

seasons for various quantities are shown in from Figs A.7.1-A.7.10, A.8.1-

A.8.10 and A9.1 to A.9.10 for the three seasons respectively. From these

figures, it can be seen that nearly 10%-20% volume of oil will be evaporated

during its movement.

6.11.2 Emulsification Several oils have tendency to absorb water to form water-in-oil emulsions

thereby increasing the volume of the emulsified mass by a factor of 3 to 4.

Oils with asphaltene contents greater than 0.5% tend to form stable emulsions

often referred to as ‘Chocolate mousse’ while those with less asphaltene

disperse faster. The rate at which an oil is emulsified is largely a function of

sea state though viscous oils absorb water slowly. In turbulent sea conditions

low viscosity oils can incorporate as high as 80% water by volume within 2 to

3 hrs. Figs A.7.1-A.7.10, A.8.1-A.8.10 and A9.1 to A.9.10 for the three

seasons respectively show the emulsification processes of oil spill for various

spill volumes during various seasons.

6.11.3. Dissolution

The heavy components of FO are virtually insoluble in seawater while lighter

compounds, particularly aromatic hydrocarbons like benzene and toluene are

slightly soluble. Hence levels of dissolved petroleum hydrocarbons rarely

exceed 1 ppm following a spill. Evidently, dissolution does not make a

significant contribution to the removal of oil from the sea surface. Figs A.7.1-

A.7.10, A.8.1-A.8.10 and A9.1 to A.9.10 show the dissolution during the three

seasons respectively




Page No: 58

Table 6.1 Oil Spill Analysis at AHPPL Berth: Spill Quantity, percentage of oil reaching the land/ domain boundaries and oiling for various seasons – Variable Winds


quantity (tons)

Losses (tons)

Time taken to

reach port

/open boundari

es (hours)

Amount of oil

on surface (tones)

% of oil reaching

to the coast/dom

ain boundarie

s


Landing Location

Post monsoon (December2008)

Berth-1

100 tons FO

6 7 94 94 155 Follows path towards berth location 2, and further on progresses towards the turning circle, from where it escapes out of the port limits.

700 tons FO


100 tons Crude

Oil


700 tons Crude

Oil


100 tons HSD


700 tons HSD


Approach


100 tons FO

5.5 72 94.5 94.5 600 Oil spills in the entire open water region, but away from the coast in the vicinity of the port

700 tons FO


100 tons HSD


700 tons HSD





Page No: 59


quantity (tons)

Losses (tons)

Time taken to

reach port

/open boundari

es (hours)


% of oil reaching

to the coast/dom

ain boundarie

s


Landing Location

Monsoon (June-2009)

Berth-1

100 tons FO


700 tons FO


100 tons Crude

Oil


700 tons Crude

Oil


100 tons HSD


700 tons HSD

45 2 655 93.57 280 Towards the northern side of the channel

Approach


100 tons FO

18 55 55 78.57 380 Oil spills in the entire open water region, but towards the coast in the vicinity of the port

700 tons FO

90 55 370 74 700

Oil spills in the entire open water region, but towards the coast in the vicinity of the port

100 tons HSD


700 tons HSD





Page No: 60

` Seasons Location Spill

quantity (tons)

Losses (tons)

Time taken to

reach port

/open boundari

es (hours)


% of oil reaching

to the coast/dom

ain boundarie

s


Landing Location

Pre-monsoon ( March-

2009)

Berth-1

100 tons FO

5 2.12 95 95 120 Follows path toward berth 2, and carries on toward the Northern breakwater arm.

700 tons FO


100 tons Crude

Oil


700 tons Crude

Oil


100 tons HSD


700 tons HSD


Approach

Channel (Continuous for 3days)

100 tons FO

5.5 50 60 85.7 360 Oil spills in the entire open water region, but away from the coast in the vicinity of the port

700 tons FO

27 50 400 80 600

Oil spills in the entire open water region, but away from the coast in the vicinity of the port

100 tons HSD


700 tons HSD



Adani Hazira Port Private Limited,Hazira

Clean-up StrategyRevision No: 1

Page No: 61

7 CLEAN-UP STRATEGY

There are a number of techniques to remove the oil floating on the sea. The

clean-up strategy should be determined in relation to the assessment of the

risk of spills and to the defense of agreed priorities for protection. The

limitations of spill control techniques must be appreciated and the most

suitable equipment must be chosen for the anticipated range of weather

conditions and oil types. Various methods for clean-up of oil spills are: use of

booms, skimmers, absorbents, chemical dispersants and burning.

7.1 Booms

Booms are used for oil collection, deflection, containment/concentration and

protection.

Boom selection for a given situation must take into account the following

considerations:

The circumstances under which the boom will operate, i.e whether conditions,

wave heights, open or enclosed water, current speeds etc.

Logistic requirements, i.e. are they to be used at a fixed site, or will they need

to be easily transported?

Availability of man power and equipment to deploy the boom.

The necessity of making different types of booms, compatible to each other.

Booms can be deployed either:

(i). in the event of an oil spill

(ii). during the transfer operations

(iii). permanent deployment

Booms should be suitable for the operation in relatively shallow waters,

where high currents and choppy waves can be expected.




Page No: 62

Booms also should have adequate reserve buoyancy to operate under

the above conditions.

Booms should have longer shelf life (> 5 years).

Booms should have easy handling facilities and compact storage

system.

Floating barriers should have good stability, buoyancy and corrosion

resistance for the oil spill containment solution.

7.2 Skimmers

A skimmer is a mechanical device designed to recover the oil or oily water

mixtures from the surface of the water, particularly where it has concentrated

in thicker layers against a boom or other obstacles. The efficiency of a

skimmer will depend on several parameters such as :

Operator skill

Oil thickness

Oil viscosity or degree of emulsification

Debris handling capability

Drag in action

Sea state

Storage capabilities

People deploying skimmers should be aware of three important points:

They must be selective in their choice of skimmer type

No skimmer will be 100% effective

Any skimmer will generally recover a mixture of oil and water. An oil

and water separator will be necessary

The main application for skimmers is in sheltered waters. Some can be used

in open seas but it is generally considered that when waves are higher than 2

meters (6 feet), the efficiency is very low. Skimmers should be used in




Page No: 63

conjunction with containment booms to maximise recovery efficiency,

because they increase slick thickness.

7.3 Sorbents

Sorbents are defined as any material that recovers oil through either

absorption, in which the oil penetrates into the pores of the sorbent material,

or adsorption, in which the oil is attracted to the sorbent surface and then

adheres to it. Sorbents are generally marketed as sheets, rolls, pillows, and

booms, or in particulate form. The sorbent material can consist of natural

products such as peat or straw, mineral compounds such as ash, vermiculite,

or perlite, and most commonly, synthetic products such as polythylene,

polypropylene, or polyurethane foam. Sorbents are not used as the primary

method of cleanup in a large spill; rather they are usually used in the final

cleanup stages to remove small amounts of remaining oil, especially along the

shoreline. In addition, they are used to remove oil from areas inaccessible to

skimmers and other recovery equipment. Perhaps the greatest use of

sorbents is the cleanup of small operational spills in facilities, such as

refineries and plants.

The capacity of an adsorbent material depends on the amount of surface area

to which the oil can adhere. The adsorptive capacity of sorbent increases as

the surface area increases. In contrast, absorbent materials depend on

capillary action for their sorptive ability. Therefore, as the porosity of the

material increases, so does its ability to absorb oil into its capillaries. The

absorptive capacity of a material also depends on the specific gravity and

viscosity of the spilled oil. Absorbents will usually take up more light oil than

heavy oil because the light oil will be pulled farther up into the capillary

system.

Some of the sorbents are treated with oleophilic or hydrophobic agents to

increase their recovery capacity. Oleophilic agents attract oil, whereas

hydrophobic agents repel water. Both types of agents make it more likely that




Page No: 64

the sorbent will pick up oil, rather than water. Treatment with oleophilic

agents would not only tend to increase the amount of oil sorbed but also

increase the amount of oil retained when the material is removed from the

water. Without treatment by hydrophobic agents, many sorbents, especially

natural sorbents such as peat moss, would sink after they had soaked up the

oil and then become water-saturated.

7.4 Dispersants

Chemical dispersants are used to combat oil pollution by breaking up oil slicks

into very small droplets. These become suspended in the water and are

rapidly diluted by the turbulent motion of the sea. Dispersion of oil into the

water prevents the formation of persistent water–in-oil emulsions and residues

are difficult to clean-up. In dispersed form, the oil is available for degradation

by microorganisms which occur naturally in the sea.

Dispersants consist of two components : a blend of surfactants which consists

of emulsifiers and wetting agents and a solvent system which acts as a carrier

for the surfactants.

Dispersants are designed to emulsify the oil into the water column in the form

of oil droplets, small enough for them to remain below the surface and not

reform as a slick. Natural water movement then ensures that the oil is diluted

in the sea, to levels which cause no environmental problem.

7.4.1 Advantages

Dispersants can be used under a wide range of weather and sea

conditions.

The use of dispersants is often the quickest response for combating

large oil spillages.




Page No: 65

Sea-dispersion of floating oil reduces or removes risk of shoreline

contamination and potential fire hazard.

Dispersion of floating oil reduces the possible oil contamination of birds

and sea-mammals.

Dispersion potentially improves biodegradation by increasing oil droplet

surface area to a form more accessible for bacterial attack.

The timely use of dispersants may inhibit formation of “chocolate

mousse”

In general costs of treatment at sea are lower than costs of dealing with

oil on the shoreline.

7.4.2 Disadvantages

Dispersed oil may adversely affect marine ecology especially

sedentary species, fish forms, salt marshes and areas of low water

exchange.

Oil is not removed but dispersed into the water column.

Dispersed oil goes to areas where it would normally not go.

Oil viscosity is a limiting factor to the efficiency of dispersants. The oils

with a viscosity above 2000 and 3000 mpa are not amicable to

dispersants.

7.4.3 Areas where dispersants are not recommended to be used:

Near the water in takes to power stations, de-salination plants and processing

plants.

Salt marshes

Coral reefs

Shellfish beds

Fish hatchery

In any stagnant waters without good dilution factor.




Page No: 66

7.4.4 Application in Indian Waters

As per the guidelines and policy of the Coast Guard for “use of oil spill

dispersants in Indian waters”, only those dispersants which are recommended

by NIO and approved by Coast Guard are to be used.




Page No: 67

7.5 Spill Response Decision Guide

ARE WINDS AND CURRENTS LIKELY TO MOVE OIL TOWARDS THE COAST

NO CONSIDER LEAVING OIL TO WIEATHER NATURALLY

YES

IS DISPERSANT USAGE APPROVED? NO

CONSIDER MOUNTING

CONTAINMENT ANDRECOVERY

YESIS OFFSHORE CONTAINMENT AND RECOVERY FEASIBLE

YES

NO

WHAT IS THE LEVEL OF MIXING ENERGY AT THE SPILL SITE?

LOWCONCENTRATE

EFFORT ON PROTECTING

SPECIFIC COASTAL RESOURCES

HIGH

IS THE OIL VISCOSITY MORE THAN 2000 CENTISTOKES AT AMBIENT TEMPERATURE?

YES

NO

CONSIDER USING

A schematic representation of the factors to be considered can be of assistance, but there is a danger of over-simplification. In reality additional factors may have to be taken into account and each case is best judged against the specific conditions and their relative importance at the time.




Page No: 68

7.6 Natural Dispersion Response

Obtain assay sheet on product to determine persistence (arrange for oil sample analysis if product

unknown

Arrange aerial surveillance

Obtain weather forecasts regularly

Determine slick trajectory regularly

Identify all possible sensitivities within whole area

Place resources on standby i.e. booms, skimmers, dispersants, boats, manpower

Monitor oil slick(s) to determine progress of natural dispersion

Be prepared to alter response. Watch particularly for changes in wind or weather conditions

Receive Notification Report




Page No: 69

7.7 Spill Response Options




Page No: 70

7.8 Performance Efficienies for Response Techniques

7.9 Shoreline Booming Guidelines

Determine priorities:

Protection

Deflection

Containment

To assist shoreline clean-up.

Obtain local knowledge concerning :

Tide times

Springs/Neaps

Tidal range

Sensitivities

Access




Page No: 71

Shoreline type – Load bearing capacity (equipment /

moorings).

Gradient

HW/LW marks

Locate convenient slipways for launching boats / booms.

Containment

Find a natural collection point.

Look for where debris collects (remove if possible).

Utilise natural or manmade features e.g. sand bar or groyne.

Deflection

Extend from a land promontory e.g. peninsula or sand spit.

Assess current and wind strength to establish boom angle and length.

Use shoresealing boom in the intertidal zones.

Stockpile equipment above HW mark.

Establish how to fill shoresealing boom water tubes e.g. use incoming

tide

If flooding, or water tank supply above HW mark it ebbing.

Deployment vessels should - be shallow draft - have sufficient power

- have good deck space.

Before deployment - inshore moorings should be established (above

HW mark).

- booms pre-connected (shore sealing boom

empty of water).

- floating moorings prepared at aprox. 25m

intervals.

- ensure good communication between shore and

boats.




Page No: 72

Upon deployment - vessels should tow boom out slowly, taking

account of wind and current.

- set moorings up current, unless wind ‘is

stronger over tide

- Moorings can be readjusted on tripping lines.

Upon completion - fill watertubes on shoresealing boom.

At turn of tide - Reverse boom angle (use slack period).

7.10 Shoreline Clean-up Equipment Checklist

General provisions

Protective clothing for everybody (including boots and gloves), spare

clothing.

Cleaning material, rags, soap, detergents, brushes.

Equipment to clean clothes, machinery, etc., with jets of hot water.

Plastic bags (heavy duty) for collecting oily debris.

Heavy duty plastic sheets for storage areas especially for the lining of

temporary storage pits.

Spades, shovels, scrapers, buckets, rakes

Ropes and lines

Anchors, buoys

Lamps and portable generators

Whistles

First Aid material.

Special equipment which may be used Workboats Trucks / cars (four wheel drive) Radio transmitter / receivers Workshop / repair facilities Bulldozers, mechanical scrapers and similar earthmoving Equipment Vacuum trucks




Page No: 73

Tank trailers Life vests Explosive meters

7.11 Resources Required for Combating Oil Spill

Based on the oil spill modeling study, it has been observed that an oil spill of

Fuel Oil of 100 t will spread over an area having radius of around 170 m within

2 hours. Accordingly, the minimum resources required are estimated as

follows:

Resources required Equipment Quantity Pressure inflatable boom 200m Boom storage reel 1 Accessories Inflation blowers Towing bridles Boom repair kit

1

Hydraulic power unit 1 Temporary storage tanks (capacity) 5000 lit 1 Nos

Resources will be finalized in consultation with officials of Indian Coast Guard & AHPPL.

Resources may be upgraded as and when the expansion of the operational activity takes place.

Pollution control equipment to be procured for marine facilities to match the perceived risks

Oil spill Risk Assessment and Contingency Plan


Resources at Risk Revision No: 1

Page No :74

8 RESOURCES AT RISK

The Port of Hazira handles the LNG through southern open sea. There is a

need to protect the ecosystem and marine environment during the oil spill at

Hazira or within the limits of Hazira Port.

The resources likely to be threatened are as under.

Hazira Port surrounding areas

East coast of Khambhat – Hazira

Tidal flats (east) / ecosystem

Existing facilities of HPPL

The spills at the approach channel and at the entrance of the port moves

towards northern and southern directions, depending on tidal phase and wind

patterns. The spills at berths and turning circle will take longer duration to

escape from the basin area and partly obstructed due to the quay and

breakwaters.


Adani Hazira Port Private

Limited, HaziraTemporary storage facility and

disposal of Oil and Debris

Revision No: 1

Page No: 75

9 TEMPORARY STORAGE FACILITIES AND DISPOSAL OF OIL AND DEBRIS

Most oil spill clean-up operations, particularly those on shore, result in the

collection of substantial quantities of oil and oily debris, which must eventually

be dealt with. Manual collection has wide application and can be used on any

type coastline but is particularly for sensitive and inaccessible areas. It is

more selective than techniques involving heavy machinery although

productivity is low.

The consideration and selection of appropriate treatment methods, either to

recycle the oil or render the collected material suitable for disposal, are

important aspects of any contingency plan. Ideally as much of the collected oil

as possible should be processed through a refinery or oil recycling plant.

Unfortunately, this is rarely possible due to weathering of the oil and

contamination with debris and so some form of disposal is usually required.

This includes direct dumping; stabilization for use in land reclamation or road

foundations; and destruction through biological processes or burning. The

disposal option chosen will depend upon the amount and type of oil and

debris, the location of the spill, environmental and legal considerations, and

likely costs involved. In the case of large spills, it may be necessary to store

collected material for some time before it can all be dealt with.

9.1 Storage Facilities

Flexible open topped tank – Suitable for initial storage to allow operation to

start. Not movable when full. Primary use with low capacity skimmers up to 10

t/hr.

Flexible pillow tanks – no support – Suitable for initial storage to allow start

of operation. Not movable when full. Danger of being unable to remove heavy





Revision No: 1

Page No: 76

mousse once inside tank. Primary use with low capacity skimmers up to 10

t/hr.

Flexible pillow tanks – with support on pallets – Suitable for initial storage

to start operation. Can be moved provided suitable lifting equipment available.

May be difficult to remove heavy mousse from tank. Suitable for low capacity

skimmers up to 10 t/hr.

Dracones – buoyant rubber storage tanks – Suitable for initial storage for

operations at sea. May be problems in removing mousse from them. Suitable

for low to medium capacity skimming operations up to 50 t/hr. depending on

size of dracones

Mobile road tanks – Well suited for operations close to the shore, especially

when quays are available when they allow easy transportation of recovered oil

to disposal points. They are also used to recover oil from primary storage

vessels, dracones, barges, pillow tanks, etc.

Barges – Normally suitable for both small and large capacity skimmers not

only because of their capacity, but also because they can provide a stable

working platform off which skimmers can be operated.

Oil tankers – Suitable for very large spills – normally best used to collect oil

already recovered in barges etc. If recovery systems with very large capacity

(500 t/hr) are used, small coastal tankers will need to be used as primary

storages.

Ships tanks – It is rare that masters will permit the use of their spare tankage

for the reception of recovered oil. However, in a number of areas where boats

have been previously identified as oil recovery vessels, some tankage is set

aside for handling recovered oil.





Revision No: 1

Page No: 77

Movable open top tanks – Suitable at first storage in separating heavily oiled

solids from bulk of oil by use of coarse sieves of wire mesh.

Plastic bags (heavy duty) – Ideally suited when clearing beaches by hand.

They can be manhandled when full and moved well away from the high water

line for eventual collection. However, they lead to problems at the disposal

end.

Open topped barrels – Providing some lifting facilities are available they can

be suitable for collecting debris form beaches, transporting full plastic bags to

central storage / disposal areas.

Skips – Very robust containers ideally suited for the transportation of oil

contaminated solid debris to disposal sites. Can be transported on rig supply

boats / landing craft to get to isolated sites. If possible line with plastic sheet.

Lorries – Provided there is good access to beaches etc. lorries can be used

to transport solid debris with low oil contamination.

Temporary storage pits – Need to be lined with plastic sheets to prevent

contamination of ground waters and, where sharp rocks / protrusions may

cause damage to sheet, pre-lined with sand etc. to give smooth surface.

Should be close to major clean-up sites to act as temporary reception for

contaminated solid debris.

9.2 Disposal Methods Methods for separation and disposal of oil and debris are described in

Table.9.1





Revision No: 1

Page No: 78

Table : 9.1 Separation and disposal of oil and debris

Type of material Separation methods Disposal methods LIQUIDS Non-emulsified

oils Gravity separation of free water

Use of recovered oil as fuel or refinery feedstock

Emulsified oils Emulsion broken to release water by ; - Heat treatment - Emulsion breaking

chemicals- Mixing with sand

Use of recovered oil as fuel or refinery feedstockBurningReturn of separated sand to source

SOLIDS Oil mixed with sand

Collection of liquid oil leaching from sand during temporary storage Extraction of oil from sand by washing with water or solvent Removal of solid oil by sieving

Use of recovered oil as fuel or refinery feedstockDirect disposal Stablisation with inorganic material Degradation through land farming or composting Burning

Oil mixed with cobbles, pebbles or shingle

Collection of liquid oil leaching from beach material during temporary storage Extraction of oil from beach material by washing with water or solvents

Direct disposal Burning

Oil mixed with wood, plastics, sea weeds, sorbents

Collection of liquids leaching from debris during temporary storage Flushing of oil from debris with water

Direct disposal Burning Degradation through land farming or composting for oil mixed with sea weeds or natural sorbents

Tar balls Separation from sand by sieving

Direct disposal Burning



Oil Spill Response Plan Revision No: 1

Page No: 79

10 OIL SPILL RESPONSE PLAN

The Response Plan should describe the recommended procedures for

responding to an oil spill with essential information. Many events during an oil

spill response operation will occur concurrently, but the format of the operational

plan would roughly follow the chronological order indicated in the following

sequence.

Initial Actions and Procedures Surveillance and Tracking of Oil at Sea Notification of On-scene Co-ordinator and Response Team Members Identification of Sensitive Areas Development of Site Specific Response Plan Operations Planning and Mobilisation Procedures Deployment of Equipment Storage and Disposal of Oil and Debris Control of Operations Termination of Operations




Page No: 80

10.1 INITIAL ACTIONS AND PROCEDURES

10.1.1 Reporting oil spill incidence Immediately upon notice of an oil spill, Incidence Reporting will be done in

the prescribed format to the following agencies:

Internal within organization

Indian Coast Guard

Oil Industry Safety Directorate

Directorate General of Hydrocarbon (DGH)

Concerned Port and Harbour Authorities

Mutual Aid Partners

10.1.2 Notification information details required as follows:

Date and time of observation (24 hr clock).

Position (preferably Lat./Long., and/or description using recognized

names).

Source and cause of spill.

Estimate of amount spilled and continued spillage rate.

Description of slick size.

Type of oil spilled and characteristics Specific gravity / density

API gravity Viscosity (at 20oC or as defined). Pour point (oC). Wax content (%) Tide, weather and sea conditions. Owners of oil and carrier. Clean-up organization in place/responsible – name and contact details of on-Scene Commander.




Page No: 81

Actions, both taken and intended, to combat pollution and prevent further spillage. Statutory local environmental bodies and contact details. Name, occupation and contact details of initial observers.

10.1.3 Oil spill report form

Complete the oil spill report form as under using the details of notifications

and information known and report to the Coast Guard Regional Centre.

OIL SPILL REPORT FORM

PARTICULARS OF ORGANISATION/ PERSON REPORTING INCIDENT

Sl.No. Description Remarks

1 Person

2 Title

3 Company

4 Telephone number

5 Fax Number

6 Date of spill

7 Time of spill

8 Type of oil spill

9 Spill location

10 Quality of spill

11 Cause of spill

12 Response to spillage

13 Any other information

SIGNED BY Terminal Manager




Page No: 82

10.2 Surveillance and Tracking of Oil at Sea

Immediately after the spill, carry out the surveillance for assessing the quantity

and movement of spilled oil:

Find oil slick (visually or by remote sensing)

Fly along slick length and breadth and measure distance

Log parameters of slick

Calculate area of slick in square kilometers

Determine types of oil on surface and percentage cover per type. Calculate oil volume

Time

Position of slick (Lat. & Long.).

Wind speed and direction

Dimensions of slick.

Overall cover

Percentage cover for each oil type (see table below).

Volume of each oil type.

General comments on oil appearance (shape, direction of movement).

General comments on weather.

Appearance of oil at sea.

Code Colour Oil Type Thickness Volume/ km2

1 Silvery Sheen 0.0001mm 0.1m3

2 Iridescent Sheen 0.0003mm 0.3m3

3 Black/dark brown Crude/Fuel Oil 0.1mm 100m3

4 Brown/orange Emulsion 1mm 1000m3




Page No: 83

Movement of oil on the sea surface

Oil will move at 100% of the current speed and approximately 3% of the wind speed.

10.3 Notification of On-scene Co-ordinator and response team members

Notify on-scene co-ordinator and response team members

Establish the base control room

Report contact numbers of control room to all concerned for effective

co-ordination.

10.4 Identification of Sensitive Areas

Identify the sensitive areas and inform the parties.

Protect the sensitive areas as per the priorities.

The sensitive areas identified in this region are mangrove habitata,

coral reefs and mudflats.

10.5 Development of Site Specific Response Plan On-scene co-coordinator will identify the facilities required and sources from

where the resources are mobilized.

Immediate response plan: Includes control of spill at source keeping the pollution confined near to the

source with minimum requirement of gears. The plan will also highlight whether

the response is at all necessary.

Long term response plan: Includes containment, mechanical recovery, choice of equipment to be deployed,

and storage and disposal of recovered oil.




Page No: 84

10.6 Operations Planning and Mobilisation Procedures

Mobilisation procedures are required only in case the spill is likely to affect the

coastline and damage the marine sensitive areas. In this case, follow the steps

as under.

Assemble full response team

Identify immediate response priorities

Mobilise immediate response

Prepare initial press statement

Decide to escalate to higher tier if required

Mobilise or place on stand by resources required

Establish field command post and communications

In the case of minor spills, roles may be combined

ADVICE

Salvage Firefighting Technical

Environmental Legal

Insurance Disposal

SUPPORT

Communications Administration

Historian Public Relations +

Government liaison Logistics:- Vehicles Vessels Aircraft

Equipment Materials

Manpower Provisions

Accommodation Maintenance

Safety Accountant




Page No: 85

Organisation Chart for Oil Spill Response

PRESIDENT AHPPL

POC (Incident Control Room)

Marine Manager (On Scene Commander)

Corporate Affairs

Marine Officer Engineer

Ambulance Jetty Supervisor

Technician Fire Tender

HOD (VP-MARINE)

SPM PILOT

Fire & Safety Officer

SPM Tug

SECURITY OFFICER

PORT SPILL RESPONSE

SPM SPILL RESPONSE

FLOTILLA

SPM Marine Officer




Page No: 86

LIST OF IMPORTANT TELEPHONE NUMBERS OF ADANI GROUP AHPPL, GOVT. OFFICIALS AND OTHER NEIGHBORING ORGANISATIONS RELATED TO SPILL COMBATING

EMERGENCY TELEPHONE NOS.

Sr. No. Name Designation OFFICE Resident

B. OTHERS, EXTERNAL

1. Collector, Surat 2471121 / 2472471 2669080

2. Dy Director of Industrial Safety & Health –Surat 2472422, 2473501 2667692

3. Controller of Explosive (0265) 2420512

4. GPCB Surat 2442696/2429733

5. Boiler Inspector, Surat 2472427

6. FIRE SERVICES

1. SMC, Fire Control Room 101, 2414195, 2414196, 2414139

2. Chief Fire Officer, SMC (Mr. G. M. Kutwala) 2436636, 2414195-96 2451724, 9724345234

3. Reliance Fire Station 3035068/ 3035555

4. KRIBHCO Fire Station 2802122

5. ONGC Fire Station 2840026

6. NTPC Fire Service (Kawas) 2860374, 2860445, 2877705 Ext. 5856,5808

7. L & T Exchange 2860345




Page No: 87

Continue… EMERGENCY TELEPHONE NOS.

Sr. No. Name of Emergency Services

7. POLICE

1. Police Commissioner (Surat) 2463939 2667322, 9978406271

2. Police Control Room 2462100 / 2462600 2474488 / 100 -

3. Add. Police Commissioner -1 2463737

4. Add. Police Commissioner -2 2463838

5. Police Station (Ichhapore) 2860197, 9925143737 -

6. Police Station(Rander) 2766152 -

8. MEDICAL (HOSPITAL)-

1. Civil Hospital (New) 2244456 / 57/ 58 / 59

2. Mahavir General Hospital, Sagarampura 2332828/ 2330180/ 2331181/ 2330274

3. Mission (7th day) Hospital 2667591/2669615

4. Maskti Hospital, Surat 2420412

5. Lokhat Hospital 2422080-81

6. SDA Hospital, Athwa lines, Surat 2669615 2667591 to 95

7. Ashakttashram 2422060/ 9998270463 2422061

8. BAPS 2781000

9. Ridhi Sidhdhi 2599234/ 2599294

10. Sanjivani Hospital, Chalthan 2433076 271267

9. BLOOD BANK

Surat Raktdan Kendra 2594594/ 2597754

Samarpan Raktadan Kendra 2547575/ 2553020

10. OTHERS

1. Municipal Water Supply 2422285-86

2. Gujarat Gas Co. 2736333 / 2736388




Page No: 88

Continue... EMERGENCY TELEPHONE NOS.

Sr. No. Name of Emergency Services OFFICE Resident

11. SOCIAL SERVICES

Akhil Hind Mahila Parisad, Bruhad Surat Branch 2470413 / 2462930

Nav Sargen Manav Vikas Kendra 2475683

12. EDUCATIONAL INSTITUTES FOR SHELTER

Navyug Arts College, Rander Road 2784293

Navyug Commerce College, Rander Road 2784102

Navyug Science College, Rander Road 2734103

V. D. Desai Vadiwala High School, Adajan Road 2734941

Daliya High School, Adajan Gam 2734002

13. MEDICAL FACILITIES

Reliance Industries Ltd. Mora 3035070

KRIBHCO 2802707

ONGC 2875531

NTPC 2877095




Page No: 89

Continue.. EMERGENCY TELEPHONE NOS.

Sr. No. Name of Emergency Services OFFICE RESIDENCE

14. PRESS MEDIA FOR INFORMATION.

1. Dy. Director Information 2465541 2422233

2. All India Radio 2233416 2440033

3.Gujarat Mitra, Surat 2599991-92-93-94

4. Sandesh 2543000/ 2544000

5. Gujarat Samachar 2324545

8. Times of India 2256161-62

9. Indian Express 2473016

15. MEDIA

1. Doordarshan 2781179/ 2784700

2. Akashwani (All India Rasdio) 2233416/ 2236209

3. Pariwar Video Magagine (Surat Channel) 9825472908/ 6533700

16. EXPERTS (INDUSTRIAL SAFETY & HEALTH)

1. Shri. S. G. Patel, General Manager (Safety), Reliance Industries Ltd. Mora. 9998011604 / 2835066 3035064-66

2. Shri. S M Basha, Manager (F&S), KRIBHCO Ltd. Surat 9879827885 / 2802789 2802789

3. Shri A.K. Bansal, Head (HSE), ONGC Ltd. Surat 9426613904 ---

17. ELECTRICITY

1. South Gujarat Electricity 2804203

2. SGVCL, Ichchapor (GEB) 2254390

3. SGVCL, RANDER (GEB) 2776122

4. Gujarat Gas Co. 2736333/388




Page No: 90

LOCAL CRISIS GROUPHAZIRA-OLPAD

TELEPHONE NUMBERS

Sr. No. Name OFFICE RESIDENCE

1Chair Person, Sub Divisional

Magistrate, Hazira Area, Tal-Olpad, Dist-Surat

2464261 2465116

2 Dy. Director of Industrial, Safety and Health, (Factory Inspector), Surat 2472422 2667692

M-9825058741

3 Mamlatdar, Olpad 02621-221245 02621-221259

4 Police Inspector, Ichchapore Police Station, Ichchapore 2860197 / 2840040 9925143737

5 Certifying Surgeon, Surat 2472422 9825085231

6 CMO, Community Health Centre, OLPAD 02621-222048

7 VP- Fire (Shri. D.M. Reddy), RIL- Hazira 3035069 2835061 /

9898876565

8 Sarpanch, Oldpad Group Grampanchayat, Oldpad 02621-222086 9825499735

9Factory Medical Officer, Cyanides

and Chemicals Co., GIDC Ind. Estate, Oldpad-394540

221681-2-3-4 Ext. 214 Ext. 240

10 Secretary, Kamal Club (Social Service Organisation), Olpad 2802022 9925240218

11 Sr. Manager(Fire &Safety),Kribhco 2862766/2862770/2802012 2802552

12 Chief Manager, ONGC, Bhatpore. Surat 2875500 2210270




Page No: 91

DISTRICT CRISIS GROUPSURAT

TELEPHONE NUMBERSSr. No. Name OFFICE RESIDENCE

1 District Magistrate & Collector, Dist-Surat 0261-2471121, 2472471 2669080, 2669580

2 Commissioner, Surat Municipal Corporation

9825144800 / 0261-2422244 0261-2611560

3 District Development Officer, Surat 0261-24322154 0261-2667453

4 Police Commissioner, Surat 9978406271 / 2463939 2667322, 2668373 Mo.9978406271

5 District Supdt of Police 2479164 2667458

6 Residence Dy. Collector, Surat 02621-2472211,2472082-3-4 2650390,2652915

7 Jt. Director, Industrial Safety & Health,(Surat Region), Surat 2473501, 2472422 2667692

8 Dy. Director, Industrial Safety & Health, Surat 0261-2472422 2667692

M-9825188753

9 Chief Fire officer, Surat, Municipal Corporation, Surat

2414195-96, 2414139, 2436636/ 9724345234 2428904

10Executive Engineer, Public Health & Mechanical Division, Gujarat Water

Supply & Several Borard, Surat 2687376 2687975

11 Executive Engineer, (R & B), Surat 2464162 2660411

12 Regional Manager, GIDC, Surat 2667257, 2668443

13 District Agriculture Officer, Surat 2425751

14 Supdt. Engineer, S. G. E. B. SURAT 2573729, 2571292

15 Dy. Director of Information, District Information Office, Surat 2479172 2422233, 2440033

16 Chief Civil Defence, Surat 2472043 2669218, 2669077

17 Medical Superintendent, New Civil Hospital, Surat 2244456, 2244459 2653900

18 District Health Officer, Surat 9428509526 / 2430589 2669810

19 Regional Transport Officer, Surat 2472436, 2472185 2669064

20 State Manager Transport Office, Surat 2543365

21 Dy. Controller of Explosive, Vadodara (0265) 2420512




Page No: 92

10.7 Deployment of Equipment

Deploy booms (pressure inflatable/permanent boom) to protect the

sensitive areas.

Make use of skimmer to skim the oil

Use dispersants (With prior permission from Indian Coast Guard).

Typical Response Equipment

On-water Shoreline

Booms Shovels

Skimmers Diggers/loaders

Absorbents Drums/skips

Sprayers Trucks/tankers

Dispersants Vacuum trucks

Radio Communications Plastic sheets

Boat/tugs Protective clothes

Pumps/hoses Communication

Tanks/barges/storage Control room

Aircraft Transportation

10.8 Storage and disposal of oil and debris

Recovered oil is to be stored in temporary storage pits and then disposed

as follows :

Direct disposal, stabilization with inorganic material, degradation with land

farming or composting and burning.




Page No: 93

10.9 Control of Operations

Establish a management team with experts and advisors

Update information (sea/wind/weather forecast, aerial surveillance, beach

report)

Review and plan operations accordingly

Obtain additional equipment, supplies and man power if required

Prepare daily incident log and management reports

Prepare operations accounting and financing reports

Prepare releases for public and press conferences

Brief local and government officials including Coast Guards

10.10 Terminations of Operations

Standing-down equipment for cleaning, maintaining and replacing

Prepare formal detailed report

Review plans and procedures from lessons learnt

Oil Spill Response Management Checklist

General

Carry out initial actions and notifications.

Activate Response Team.

Set-up Command Centre.

Briefings – Ensure regular briefings to update relevant people,

including Public Relations staff.

Event log – keep a strict log of events, communications, personnel,

equipment ordered.

Liaise – get advice from relevant experts – environmental and

technical.

Priorities areas for clean-up.




Page No: 94

Access – liaise with land owners for necessary clearances and

keys.

Locate and acquire necessary clean-up equipment and personnel.

Storage and disposal of oily waste.

Oiled birds clean-up.

Keep head office informed of events.

Media and public – press statements and conferences, guidelines

to personnel.

Personnel logistics

Safety -all personnel must be fully briefed in safety

matters and have necessary training and

certification.

-Safety and First Aid equipment

-Clothing; warm, dry, fully protective.

-Hygiene facilities – toilets and cleaning

areas.

Transportation -method

-visas and immigration procedures

Equipment -On-site training (e.g. VHF radios, all-terrain

vehicles).

Accommodation -Shelter from cold/heat/rain/snow.

-overnight sleeping accommodation.

Food and drink -maintain constant supply

Equipment logistics

Transportation - Road, lorries with tail lifts, rough terrain

vehicles.

- Sea.

- Air – large aperture doors.

- Customs and Documentation.




Page No: 95

Equipment Storage - Security

Equipment - workshop facilities

Maintenance - cleaning areas.

- spare parts must accompany equipment

Command Centre Checklist

Forms of communication

Telephone - Network (maintain some private lines for outgoing calls).

- Cellular (Mobile)

- Recording Unit

VHF - Base Station.

Hand sets.

Spare Batteries.

Battery Charger

Headsets.

Pump-up Aerial.

Repeater Station.

Satellite Communication Set.

Telex

Fax (at least two for outgoing and incoming faxes).

Computer (Modem, E-mail).

Notes : Ensure suitable power sources. Preferably the Command Centre should

be positioned near spill site and on elevated ground for good VHF

communication.

Information




Page No: 96

Response Log

Charts/Maps – Marine, Road, Sensitivity, etc.

Call signs.

Situation Report Boards.

Tide Tables

Contingency Plans

Contact Directories

Facilities Lots of space, desks and chairs.

Kitchen.

Toilets.

Reception room for media.

Meeting room(s).

Security.

Support equipment

Photocopier.

Computer and software (equipment databases, word-

processing, accounting, oil spill trajectory model).

Overhead projector

Stationary

First Aid box

Whiteboard

Contingency Planning Checklist

Information gathering and planning

Scope – General or specific plan; Tier 1, 2 or 3

response.




Page No: 97

Assessment of spill risk – Previous spills – causes, locations,

volumes. - Types of oil – sp. gravities,

viscosities, toxicities.

- Spill scenarios – consider possibilities,

be imaginative.

Movement of oil – current directions and strengths at

different times of year.

- prevailing winds – potential winds at

different times of year

Fate of oil – Oil type – weathering characteristics. - Sea temperatures at different times of

year.

Resources at Risk – Amenity areas

- Industrial seawater intakes

- Aquaculture

- Fishing industry

- Marinas and water sports

- Ecologically sensitive areas

- Statutory protected areas

Priorities for Protection – priorities should be agreed with statutory

bodies.

Clean-up Strategy – Methods – consider feasibility.

- Equipment – how much required, where

from?

- Logistics – Access, Transportation etc.

Equipment Location – consider options

Manpower required – training programmes will need to be set up.

Temporary Storage – plan for different scenarios

Disposal – consider options and potential contractors.

Response Organisational Structure – allow for efficient flow of

information.

Command Centre – choose suitable location.




Page No: 98

Logistic Support – consider all aspects of response operations.

Liaison with outside organizations – arrange suitable notification and

consultative procedures.

Operational plan

Notification procedures.

Emergency Procedures – Initial actions flowcharts for response personnel.

Responsibilities – job descriptions for response personnel.

Equipment lists – where located, who to contact.

Standard Reporting Forms – e.g. notification, equipment and services

order forms.

Contacts Directory – Emergency services, company management,

statutory bodies, contractors, consultants / experts, media.

Maintenance of contingency plan

Update – regular overhaul of information (e.g. telephone numbers) and

strategies.

Copies – keep track of all copies to ensure efficient updating.

Training – train personnel and potential contractors.

Exercises – test the plan and keep personnel at full readiness.




Page No: 99

Spill Response Decision Guide

ARE WINDS AND CURRENTS LIKELY TO MOVE OIL TOWARDS THE COAST

NO CONSIDER LEAVING OIL TO WIEATHER NATURALLY

YES

IS DISPERSANT USAGE APPROVED? NO

CONSIDER MOUNTING

CONTAINMENT ANDRECOVERY

YESIS OFFSHORE CONTAINMENT AND RECOVERY FEASIBLE

YES

NO

WHAT IS THE LEVEL OF MIXING ENERGY AT THE SPILL SITE?

LOWCONCENTRATE

EFFORT ON PROTECTING

SPECIFIC COASTAL RESOURCES

HIGH

IS THE OIL VISCOSITY MORE THAN 2000 CENTISTOKES AT AMBIENT TEMPERATURE?

YES

NO

CONSIDER USING

A schematic representation of the factors to be considered can be of assistance, but there is a danger of over-simplification. In reality additional factors may have to be taken into account and each case is best judged against the specific conditions and their relative importance at the time.



Conclusion and RecommendationRevision No: 1

Page No: 100

11 CONCLUSIONS AND RECOMMENDATIONS

Hydrodyn-OILSOFT has been validated successfully based on the available tide and current data.

Based on the oil spill modelling studies, the following conclusions are drawn:

The spill quantity has been selected as per Tier–I & Tier-II specification. Fuel oils have been considered to have more impact on the environment rather than other refined products (POL)

The spills within the port takes longer duration to escape during which it is easier to combat. The spills near the turning circle also can be contained using floating booms deployed immediately in case of an eventuality.

The spills in the channel moves north and south depending on the tidal phase irrespective of the seasons and form thin film which can not be contained using mechanical means. In such cases dispersants are the only option. However, no evidence has been found for these spills landing the coastline to impact marine ecology adversely.

The study has been carried out for operational leakage at berth during loading/unloading operations as well as for accidental spills, which indicated the usefulness of floating booms at the time of operations.

The details of spill volume and time taken to reach the coast and losses during its movement have been furnished in the report for preparedness.

The percentage of spill volume reaching the coast, extent of oiling on the coast in metres, likely vulnerable areas, spill analysis, have been furnished in the report to estimate the fate of the spill.

Oil spill contingency plan has been prepared as per IMO guidelines and presented in Strategy Plan. Strategy plans have been discussed in detail and formulated based on the risk analysis. Resources required to combat oil spills have been identified and furnished along with specifications.

RecommendationsBased on the oil spill modelling study, it has been observed that a spill of 100

tones will spread over an area having radius of 170 m within 2 hrs.

Accordingly, the resource requirement with specifications and details are

mentioned in the report. Specifications on equipments are based on the



Conclusion and RecommendationRevision No: 1

Page No: 101

existing sea conditions and other environmental factors in the study area and

as such strictly to be adhered for better efficiency.

Priority should be given to contain the oil spill by physical means such as

booms and skimmers. Dispersants should be used as last resort. Only those

dispersants recommended by Indian Coast Guard should be put into use.

Training as per IMO guidelines should be given to the concerned operating

staff involve oil spill combating.

Mock drills should be conducted twice in a year.


Adani Hazira Port Private Limited, Hazira Annexure - 1

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Fig.A.1.1 Terrain features of Adani Hazira Port showing berths



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Fig.A.1.2 Computational mesh



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Fig.A.1.3 Interpolated bathy depths



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Fig.A.1.4. Simulated Currents during LLW of neap tide (18 hr of 08th Dec 2008)



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Fig.A.1.5. Simulated Currents during Peak Flood of neap tide (21 hr of 08th Dec 2008)



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Fig.A.1.6. Simulated Currents during HHW of neap tide (00 hr of 09th Dec 2008)



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Fig.A.1.7. Simulated Currents during Peak EBB of neap tide (04hr of 09th Dec 2008)



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Fig.A.1.8.Simulated Currents during LLW of spring tide (19 hr of 09th Dec 2008)



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Fig.A.1.9.Simulated Currents during Peak Flood of spring tide (22 hr of 09th Dec 2008)



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Fig.A.1.10. Simulated Currents during HHW of spring tide (01 hr of 10th Dec 2008)



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Fig.A.1.11.Simulated Currents during Peak EBB of spring tide (04 hr of 10th Dec 2008)



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Fig.A.2.1 Simulated Currents during LLW of neap tide (17 hr of 20th March 2009)




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Fig.A.2.2 Simulated Currents during Peal Flood of neap tide (21 hr of 20th March 2009)




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Fig.A.2.3 Simulated Currents during HHW of neap tide (00 hr of 21th March 2009)




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Fig.A.2.4 Simulated Currents during Peak EBB of neap tide (03 hr of 21th March 2009)




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Fig.A.2.5 Simulated Currents during LLW of spring tide (10 hr of 11th March 2009)




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Fig.A.2.6 Simulated Currents during Peak Flood of spring tide (13 hr of 11th March 2009)




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Fig.A.2.7 Simulated Currents during HHW of spring tide (16 hr of 11th March 2009)




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Fig.A.2.8 Simulated Currents during Peak EBB of spring tide (19 hr of 11th March 2009)




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Fig.A.3.1. Simulated Currents during LLW of neap tide (02 hr of 14th JUN 2009)




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Fig.A.3.2. Simulated Currents during Peal Flood of neap tide (05 hr of 14th JUN 2009)




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Fig.A.3.3. Simulated Currents during HHW of neap tide (07 hr of 14th JUN 2009)




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Fig.A.3.4. Simulated Currents during Peak EBB of neap tide (10 hr of 14th JUN 2009)




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Fig.A.3.5. Simulated Currents during LLW of spring tide (11 hr of 14th JUN 2009)




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Fig.A.3.6. Simulated Currents during Peal Flood of spring tide (14 hr of 14th JUN 2009)




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Fig.A.3.7. Simulated Currents during HHW of spring tide (17 hr of 14th JUN 2009)




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Fig.A.3.8. Simulated Currents during Peak EBB of spring tide (20 hr of 14th JUN 2009)



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Fig. A. 4. 1 Oil Spill trajectory due to Instantaneous spill of 100 tons FO at Cargo Berth-1 (Dec 2008 winds)



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Fig. A. 4. 2 Oil Spill trajectory due to Instantaneous spill of 100 tons FO at Cargo Berth-2 (Dec 2008 winds)



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Fig. A. 4. 3 Oil Spill trajectory due to Instantaneous spill of 100 tons FO in Turning circle (Dec 2008 winds)



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Fig. A. 4. 4 Oil Spill trajectory due to Instantaneous spill of 100 tons FO at entrance of port (Dec 2008 winds)



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Fig. A. 4. 5 Oil Spill trajectory due to Instantaneous spill of 100 tons FO in approach channel (Dec 2008 winds)



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Fig. A. 4. 6 Oil Spill trajectory due to Instantaneous spill of 100 tons HSD at Berth-1 (Dec 2008 winds)

oil spill risk analysis and contingency plan for multi

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