Environmental and Social Impact Assessment (EIA/SIA) and Environmental Management Plan (EMP) for Port & IWT components of Kaladan Multi-modal Transit Transport Project
Prepared by MyAsia Consulting Co Ltd, 41, Nawaday Street, Yangon, Myanmar.
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0.1 Contents
Serial No Topic Page 0.1 Contents 2 0.2 Abbreviations and Acronyms 4 1.0 Executive summary (Myanmar Language Version) 6 1.0 Executive Summary (English Language Version) 15 2.0 Introduction 20 2.1 Presentation of the Project Concept 20 2.2 Related Projects and development 20 2.3 Presentation of the Project proponent & EIA Consultants 22 2.4 Presentation of Associated Organisations-Laboratories 23 2.5 Presentation of the health impacts and expert 24 3.0 Policy, Legal and Institutional Framework 25 3.1 Corporate, Environmental and Social Policies 25 3.2 Policy & Legal Framework in Myanmar 25 3.3 Contractual and other commitments 26 3.4 Institutional framework in Myanmar 26 3.5 Project’s Environmental and Social Standards 27 3.6 Health Standards for Project with health Impacts 27 4.0 Project Description and Alternatives Selection 28 4.1 Project Rationale & Background 28 4.2 Project Location, overview map and site layout 29 4.3 Project Development and Implementation time schedules 32 4.4 Description of the Project size, installations and technology 33 4.5 Description of the selected alternative in phases 44 4.6 Comparison and selection of alternative 49 5.0 Description of the Surrounding Environment 51 5.1 Setting the study limits 51 5.2 Methodology and Objectives 51 5.3 Public Administration and planning 57 5.4 Legally protected National, Regional or state areas 58 5.5 Physical Components 60 5.6 Biological Components 74 5.7 Infrastructure and Services 84 5.8 Socio-economic components 85 5.9 Public Health components 95 5.10 Cultural Components 97 5.11 Visual components 98 6.0 Impact and Risk Assessment, and Mitigation Measures 99 6.1 Impact Assessment and Methodology 99 6.2 Potential Project Impacts by phases 108 6.3 Bio-Physical Impacts 133 6.4 Social Impacts 136 6.5 Cultural Impacts 147 6.6 Visual Impacts 149
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7.0 Cumulative Impact Assessment 151 7.1 Methodology and approach 151 7.2 Cumulative Impact Assessment 151 8.0 Environmental Management Plan 153 8.1 Project Description by phases 153 8.2 Project’s Environmental & socio economic impacts 153 8.3 Summary of Impacts and mitigating measures 155 8.4 Overall budget for Implementation of EMPs 156 8.5 Management and Monitoring Plans 157 8.6 Management plan-Formats and checklists 158 8.7 Emergency preparedness and response Plan 186 8.8 Public consultation, awareness and Disclosure 192 9.0 Public Consultation and Disclosure 193 9.1 Overview, Methodology and Approach 193 9.2 Summary of Public Consultations 193 9.3 Results of consultations 196 9.4 Further On going consultations 201 9.5 Disclosure 201 10.0 Conclusions and Recommendations 202 Appendix-A Current Status of the Construction phase 203 Appendix-B Profile of Specialists 213
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0.2 Abbreviations & Acronyms
°C Degree Celsius APHA American Public Health Association ASEAN Association of South East Asian Nations
NH3 Ammonia BOD Biological Oxygen demand CDM Clean Development Mechanism CNF Chin National Front CPR Cardiopulmonary Resuscitation CO Carbon Monoxide
CO2 Carbon Dioxide COD Chemical Oxygen demand CSR Corporate Social Responsibility dB Decibel DGPS Differential global positioning system DMH Department of Meteorology and Hydrology DO Dissolved Oxygen DPR Detail Project report DIWR Department of Irrigation and Water Resources DWT Dead Weight Tonnes EAV Exposure Action Value ECD Environmental conservation department EIA Environmental Impact Assessment EMP Environmental management Plan ELV Exposure Limit Value FAO Food and Agricultural Organisation FSSAI Food Safety and Standards Authority of India Ha Hector ICUN International Union for Conservation of Nature IFC International Finance Corporation ILO International Labour Organisation IMO International Maritime Organisation IPCC Inter-Governmental Panel on Climate Change ISO International Organisation for Standardisation IWAI Inland water Authority of India IWT Inland Water Transport km Kilo Metre Km/hr Kilo Metre per hour KMTT Kaladan Multimodal Transit Transport KL Kilo Litre kV Kilo Volt kVA Kilo Volt Ampere kWhr Kilo Watt hour LDC Least Developed Countries m Metre m/s2 Metre per square second
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MEA Ministry of External Affairs Mg/Nm3 Milli Gram per Normal cubic Metre Mg/l Milli gram per litre MICS Multiple Indicator Cluster survey MJ Mega Joule ml Milli litre MWhr Mega Watt Hour MNPG Myanmar National Power Grid MOECAF Ministry of Environmental Conservation & Forestry MoEF Ministry of Environment and Forest MOT Ministry of Transport MPA Myanma Port Authority MSL Mean Sea Level NA Not Applicable NABET National Accreditation board for Education and Training NABL National Accreditation Board for Laboratories NDL Not at Detectable level NRHM National Rural Health Mission NIO National Institute of Oceanography NOAA National Oceanic and Atmospheric Administration NTU Nephelometric Turbidity Unit OHSAS Occupational Health & Safety Accreditation Series OPS Onshore Power Supply PDC Project Development Consultant PM Particulate Matter PPE Personal protective Equipment ppm Parts per million RNDP Rakhine Nationalities Development Party SEZ Special economic zones SIA Social Impact Assessment SU Standard Unit
tCO2e Tonne of carbon dioxide equivalent TJ Terra Joules TSHD Trailing Suction Hopper Dredgers TSS Total Suspended solids UNDP United Nations Development Program UNFCCC United Nations Framework Convention for Climate change UNICEF United Nations International Children’s emergency Fund US-EPA United States Environmental Protection Agency USCS Unified soil classification system UXO Unexploded Ordinance WHO World Health Organisation WMO World Meteorological Organisation WWF World wildlife Fund
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Executive Summary (Myanmar)
အက်ဥ္းခ်ဳပ္တင္ျပခ်က္
၁။ အိႏၵိယႏုိင္ငံအစုိးရသည္ ျပည္ေထာင္စုျမန္မာႏုိ္င္ငံေတာ္အစုိးရႏွင့္ မူေဘာင္ပါ၀င္ေသာ သေဘာ တူညီခ်က္တစ္ရပ္ လက္မွတ္ေရးထုိးခဲ့ၿပီး စစ္ေတြဆိပ္ကမ္းမွ ပလက္၀ၿမိဳ႕သုိ႔ ကုလားတန္ျမစ္ေၾကာင္းအတုိင္း ကုန္းတြင္းေရလမ္းေဖာက္လုပ္ျခင္း၊ ပလက္၀မွ အႏိၵိယ-ျမန္မာ မီဇုိရမ္သုိ႔ ကားလမ္းေဖာက္လုပ္ျခင္းတုိ႔ ပါ၀င္ေသာ “ကုလားတန္ဘက္စုံ တဆင့္ခံပုိ႔ေဆာင္ေရးစနစ္” အေကာင္အထည္ေဖာ္ရန္ ေဆာင္ရြက္ခဲ့ ပါသည္။ အဆုိပါ “ကုလားတန္ဘက္စုံတဆင့္ခံသယ္ယူပုိ႔ေဆာင္ေရး” Kaladan Multimodal transit Transport (KMTT) စီမံကိန္းသည္ ျမန္မာႏွင့္အိႏၵိယႏွစ္ႏုိင္ငံပူးေပါင္း အေကာင္အထည္ေဖာ္မည့္ က်ယ္ျပန္႔ေသာျမစ္ေၾကာင္း ဖြင့္ၿဖိဳးတုိးတက္ေသာစီမံကိန္း၏ တစ္စိတ္တစ္ေဒသျဖစ္ၿပီး၊ ျမန္မာႏုိင္ငံ စစ္ေတြၿမိဳ႕ ႏွင့္ အေရွ႕အိႏၵိယရိွ ကာလကတားၿမိဳ႕တို႕ကုိ ပင္လယ္ေရေၾကာင္းလမ္းျဖင့္ခ်ိတ္ဆက္ကာ စစ္ေတြႏွင့္ မီဇုိရမ္ကုိ ျမစ္ေၾကာင္းႏွင့္ ကားလမ္းမ်ားျဖင့္ ခ်ိတ္ဆက္ရန္ရည္ရြယ္ပါသည္။
၂။ စီမံကိန္းတြင္အက်ံဳး၀င္သည့္ ကုန္းတြင္းေရေၾကာင္းလမ္းမ်ားႏွင့္ ဆိပ္ခံမ်ားေဆာက္လုပ္ျခင္း လုပ္ငန္းမ်ားအား အိႏၵိယအစုိးရ၊ ျပည္ပေရးရာ၀န္ႀကီးဌာန၏ ေစခုိင္းခ်က္အရ အိႏိၵိအစုိးရလက္ေအာက္ခံ ပင္လယ္ကူးသေဘၤာ၀န္ႀကီးဌာန (Ministry of Shipping) ကုန္းတြင္းေရးေၾကာင္းအာဏာပုိင္ (IWAI) က စီမံကိန္းဖံြ႕ၿဖိဳးတုိးတက္ေရး အတုိင္ပင္ခံဌာနအျဖစ္ ေဆာင္ရြက္ေစခဲ့ပါသည္။ လုပ္ငန္းအေကာင္အထည္ေဖာ္ ေဆာင္ရြက္သည့္ ကန္ထ႐ိုက္တာအိႏၵိယႏုိင္ငံ အစုိးရျပည္ပေရးရာ၀န္ႀကီးဌာန၊ ဤစီမံကိန္းေၾကာင့္ ျဖစ္ေပၚလာႏိုင္သည့္ ပတ္၀န္းက်င္ထိခုိက္မႈႏွင့္ လူမႈစီးပြားထိခုိက္မႈအေပၚဆန္းစစ္ၿပီး လုပ္ငန္းလုပ္ကုိင္ရန္ အတြက္ MyAsia Consulting Co., Ltd. အား အပ္ႏွံလုပ္ကုိင္ေစခဲ့ပါသည္။
၃။ လက္ရိွကုလားတန္ျမစ္ေၾကာင္းအတြင္း သယ္ယူပုိ႔ေဆာင္ေရးလုပ္ငန္းအေျခအေနသည္ အျမင့္ဆုံး အသုံးျပဳႏုိင္သည့္ ေရအားကုိ ေရာက္ရိွျခင္းမရိွေသးသျဖင့္ ျမစ္ေၾကာင္းကုိ ဖံြ႔ၿဖိဳးတုိးတက္ေအာင္ ေဆာင္ရြက္ ႏုိင္ပါက ျမစ္ကမ္းနားပတ္၀န္းက်င္ရိွ ၿမိဳ႕မ်ားႏွင့္ ေဒသခံျပည္သူမ်ား၏ စီးပြားေရးႏွင့္ လုပ္ငန္းအဆင့္ အတန္းမ်ား ပုိမုိတုိးတက္ေျပာင္းလဲႏုိင္ေၾကာင္း ေတြ႔ရပါသည္။ စီမံကိန္းနယ္ေျမသည္ ရခုိင္ျပည္နယ္အျပင္ ဆက္သြယ္ေရးညံ့ဖ်င္းေသာ၊ ျမစ္ေၾကာင္းသြားလာေရး အေျခခံအေဆာက္အဦမ်ား နည္းပါးေနေသာ၊ ဆင္းရဲမဲြေတမႈႏွင့္ လူမႈေရး၊ ပညာေရး၊ က်န္းမာေရး ဘက္စုံနိမ့္က်ေနေသာ ခ်င္းျပည္နယ္တုိ႔တြင္ ပါ၀င္လွ်က္ရိွပါသည္။
၄။ KMTT စီမံကိန္း၏ အေကာင္အထည္ေဖာ္မည့္လုပ္ငန္းမ်ားတြင္ တန္ ၆၀၀၀ ေရယာဥ္မ်ား ဆုိက္ကပ္ႏုိင္ေသာ ေရနက္ဆိပ္ကမ္းတည္ေဆာက္ျခင္း (ေနာင္တြင္ တန္ ၂၀၀၀၀ ေရယာဥ္မ်ား ဆုိက္ကပ္
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ႏုိင္ရန္ ဒီဇုိင္းျပဳလုပ္ထားသည္)၊ ကုန္းတြင္းသြားေရယာဥ္မ်ားဆုိက္ကပ္ႏုိင္ေသာ ဆိပ္ခံတံတား (၂)စင္းကုိ ပလက္၀ႏွင့္ စစ္ေတြၿမိဳ႕ တြင္တည္ေဆာက္ျခင္း၊ အဆုိပါဆိပ္ခံတံတား (၂)ခုၾကား ေရေၾကာင္းလမ္းအား ဖြံ႔ၿဖိဳး တုိးတက္ေအာင္ေဆာက္ရြက္ျခင္းႏွင့္ ဆိပ္ခံတံတား(၂)ခုၾကား ေျပးဆဲြေပးမည့္ တန္ ၃၀၀၀ ၾကားေရယာဥ္ (barges) ၆-စင္း တည္ေဆာက္လဲႊေျပာင္းေပးျခင္းတုိ႔ပါ၀င္ပါသည္။ စီမံကိန္းတည္ေဆာက္အေကာင္ အထည္ေဖာ္ရာတြင္ ေရေၾကာင္းလမ္းဖံြ႔ၿဖိဳးတုိးတက္ေစရန္ ေဘာင္တူးျခင္း၊ ဆိပ္ခံတံတားႏွင့္ ဆိပ္ကမ္း အေဆာက္အဦမ်ားတည္ေဆာက္ရန္ ေျမသားလုပ္ငန္းမ်ားေဆာင္ရြက္ျခင္း၊ ကုလားတန္ျမစ္အား တစ္ႏွစ္ ပတ္လုံး အသုံးျပဳႏုိင္ေစရန္ ၄-ေနရာတြင္ ေဘာင္တူးလုပ္ငန္းေဆာင္ရြက္ျခင္းႏွင့္ ပလက္၀တြင္ ဆိပ္ခံ တံတားႏွင့္ ဆိပ္ကမ္းအေဆာက္အဦမ်ား တည္ေဆာက္ျခင္းလုပ္ငန္းမ်ား ပါ၀င္ပါသည္။
၅။ အဆုိပါစီမံကိန္းအား ၂၀၁၀ ခုႏွစ္တြင္ စတင္ခဲ့သျဖင့္ “စီမံကိန္းမ်ားမစတင္မီွ ပတ္၀န္းက်င္ထိခုိက္မႈ စမ္းစစ္ျခင္း (EIA) ႏွင့္ လူမႈ႔စီးပြားဘ၀ထိခုိက္မႈစမ္းစစ္ျခင္း (SIA) မ်ားအားတင္ျပရန္” ဟူေသာ ျမန္မာႏုိင္ငံပတ္၀န္းက်င္ထိမ္းသိန္း ေရးဦးစီးဌာန (ECD) ၏ ၂၀၁၂ ပတ္၀န္းက်င္ထိန္းသိမ္းေရးဥပေဒသစ္ မထုတ္ျပန္မီွ ေဆာင္ရြက္ခဲ့သည္ဟု ဆုိႏုိင္ပါသည္။ သုိ႔ေသာ္လည္း စီမံကိန္းေဆာင္ရြက္သူ (Developer) ႏွင့္ ေဆာက္လုပ္ေရးလုပ္ငန္းမ်ားေဆာင္ရြက္သည့္ ကန္ထ႐ုိက္တာမ်ားသည္ ျမန္မာ့အစုိးရမွ ဖဲြ႔စည္း ေပးေသာ လုပ္ငန္းေကာ္မတီထံ လုပ္ငန္းမ်ားတုိးခ်ဲ႕ ေဆာင္ရြက္မႈအဆင့္ဆင့္ႏွင့္ ေဆာက္လုပ္ေရးလုပ္ငန္း ေၾကာင့္ ျဖစ္ေပၚလာႏိုင္သည့္ ပတ္၀န္းက်င္ဆုိင္ရာ အေျခအေနမ်ားအား ေစာင့္ၾကည့္ေနမႈတုိ္႔ကုိ အခ်ိန္မွန္ ထိေတြ႕သတင္းေပးပုိ႔ခဲ့ပါသည္။ ထုိ႔ေၾကာင့္ ယခုအခါ စီမံကိန္းလုပ္ငန္းတစ္ခုလုံးၿပီးစီးေနၿပီျဖစ္ၿပီး ၂၀၁၇ ခုႏွစ္ ႏွစ္စပုိင္းတြင္း လုပ္ငန္းမ်ားစတင္လည္ပတ္ေဆာင္ရြက္ႏုိင္မည္ျဖစ္ပါသည္။
စီမံကိန္းဆုိင္ရာ ေရြးခ်ယ္ခဲ့ရေသာ သမ႐ုိးက်မဟုတ္သည့္ နည္းလမ္းမ်ား (Alternatives)
၆။ ကနဦးစီမံကိန္းဒီဇုိင္းသည္ စစ္ေတြမွ ကလက္၀ (စစ္ပစ္ျပင္)အထိ ၂၂၅ ကီလုိမီတာအား ကုလားတန္ျမစ္ေၾကာင္း တစ္ေလွ်ာက္ ေရလမ္းေၾကာင္းေဖာက္လုပ္ရန္ စီစဥ္ထားခဲ့သည့္အတြင္း ပလက္၀မွ ကလက္၀အထိ ၆၈ ကီလုိမီတာေရ ေၾကာင္းလမ္းအား တစ္ႏွစ္ပတ္လုံးသေဘၤာမ်ား သြားလာႏိုင္ေရးအတြက္ ေဘာင္တူးျခင္း (Dredging) ႏွင့္ ေက်ာက္မ်ား ခဲြဆိပ္ဖယ္ရွားျခင္း ျပဳလုပ္ရန္ လုိအပ္ခဲ့ပါသည္။ သုိ႔ေသာ္ လည္း ပတ္၀န္းက်င္ထိခုိက္မႈမ်ား ျဖစ္ေပၚလာႏိုင္သျဖင့္ စီမံကိန္းေဖာ္ေဆာင္သူမ်ားသည္ မူလစီမံကိန္း တည္ေဆာက္ေရး ဒီဇုိင္းအားေျပာင္းလဲခဲ့ၿပီး မူလပုံမွန္ေရလမ္းေၾကာင္းရိွေသာ ပလက္၀အထိသာ ေရေၾကာင္းလမ္းကုိ တုိးခ်ဲ႕ေဖာ္ေဆာင္ရန္ ဆုံးျဖတ္ခဲ့ေၾကာင္းေတြ႔ရပါသည္။ ထုိအသစ္ေရြးခ်ယ္ခဲ့ေသာ ဒီဇုိင္းက ကုလားတန္ျမစ္အတြင္း ေဘာင္တူးျခင္းႏွင့္ ျမစ္ေၾကာင္းထိန္းသိမ္းေရးလုပ္ငန္းမ်ားအား (၉၅) ရာခုိင္ႏႈန္းခန္႔ ေလ်ာ့ခ်ခဲ့ရေၾကာင္း သိရပါသည္။
KMTT Project EIA/SIA Study Report and EMP 7
စီမံကိန္းေၾကာင့္ျဖစ္ေပၚလာႏုိင္ေသာ အက်ိဳးသက္ရာက္မႈမ်ား
၇။ ဤကုလားတန္ဘက္စံုတဆင့္ခံ ပို႔ေဆာင္ေရးစနစ္သည္ အက်ိဳးသက္ေရာက္မႈ (Positive Impact) မ်ားစြာ ေတြ႔ရွိရပါသည္။
၎တို႔မွာ -
(က) ဆိပ္ကမ္းႏွင့္ ေရေၾကာင္းခရီးသြားလာမႈမ်ားေၾကာင့္ အလုပ္အကိုင္အခြင့္အလမ္းမ်ား တိုက္ရိုက္ သို႔မဟုတ္ သြယ္၀ိုက္ေသာအားျဖင့္ ျဖစ္ေပၚလာေစၿပီး ေဒသခံျပည္သူမ်ား၏ လူမႈစီးပြားေရးမ်ား ဖံြ႔ၿဖိဳးတိုးတတ္ေစျခင္း။
(ခ) ေဒသအတြင္းေရေၾကာင္းလမ္းကိုသယ္ယူပို႔ေဆာင္ေရး က႑အားပိုမို ေရြးခ်ယ္လာႏိုင္ ေသာေၾကာင့္စို္က္ပ်ိဳးေရး၊ ကုန္သြယ္ေရးႏွင့္ကူးသန္းေရာင္း၀ယ္ေရးလုပ္ငန္းမ်ားကို ဖြံၿဖိဳး တိုးတတ္ေစျခင္း။
(ဂ) ကူးသန္းေရာင္း၀ယ္ေရးပိုမိုအဆင္ေျပလာသျဖင့္ အစားအေသာက္ႏွင့္ ကုန္ပစၥည္းမ်ားကို ေစ်းႏႈန္းမ်ား က်ဆင္းေစျခင္း။
(ဃ) ခရီးသြားလုပ္ငန္းဖြံ႔ၿဖိဳးတိုးတတ္လာေစျခင္း။
(င) ဆက္စပ္လွ်က္ရွိေသာခ်င္းျပည္နယ္ႏွင့္ မီဇိုရမ္ျပည္နယ္တို႔အတြင္း ဆက္သြယ္ေရး လမ္းေၾကာင္း ကြန္ယက္အသစ္မ်ား ျဖစ္ေပၚေစႏိုင္ၿပီး အဆိုပါေဒသမ်ား၏ ကုန္သြယ္ေရး၊ ကူးသန္းေရာင္း၀ယ္ေရး၊ ခရီးသြားလုပ္ငန္းမ်ားႏွင့္ လူမႈစီးပြားဘ၀ ဖြံံ႔ၿဖိဳးတိုးတတ္မႈမ်ားကို ျဖစ္ေပၚလာေစျခင္း။
(စ) ျဖစ္ေပၚလာသည့္ မီဇိုရမ္ျပည္နယ္ႏွင့္ ျမန္မာႏိုင္ငံၾကား ဆက္သြယ္ေရးလမ္းေၾကာင္းက ေဒသတြင္းျပည္သူမ်ား၏ ယဥ္ေက်းမႈႏွင့္ လူမႈဘ၀တုိးတက္ျမင့္မားေရးတုိ႔ကုိ အေထာက္ အကူျဖစ္ေစျခင္း။
(ဆ) အိႏၵိယႏုိင္ငံအေရွ႕ေျမာက္ပုိင္းႏွင့္ ျမန္မာႏိုင္ငံအၾကားနယ္စပ္တြင္ ကုန္သြယ္ေရးႏွင့္ ကူးသန္းေရာင္း၀ယ္ေရးရပ္၀န္းတစ္ခု ျဖစ္ေပၚလာေစသည္သာမက ႏွစ္ေပါင္းမ်ားစြာ ၾကာလာသည္ႏွင့္အမွ် ေဒသတြင္းႏုိင္ငံမ်ားျဖစ္ေသာ အေရွ႕ေတာင္အာရွႏုိင္ငံမ်ားႏွင့္ပါ ခ်ိတ္ဆက္လာႏုိင္ေသာ ရပ္၀န္းတစ္ခုျဖစ္ေပၚလာေစမည္ျဖစ္ျခင္း။
(ဇ) အဆုိပါအိႏၵိယႏုိင္ငံမွ အဆင့္ျမင့္တင္တည္ေဆာက္ေပးခဲ့ေသာ စစ္ေတြဆိပ္ကမ္းသည္ မီဇုိရမ္ျပည္နယ္အတြက္ တဆင့္ခံလမ္းေၾကာင္း ျဖစ္ေပၚခဲ့သည္ဆုိျခင္းထက္ ျမန္မာႏုိင္ငံ
KMTT Project EIA/SIA Study Report and EMP 8
ရခုိင္ေဒသႏွင့္ ဆက္စပ္လွ်က္ရိွ ေသာ ကုန္းတြင္းပုိင္းေဒသမ်ားအတြက္ တံခါးေပါက္အျဖစ္ ပြင့္လမ္းလာေစမည္ျဖစ္ေစျခင္း။
(စ်) ဤစီမံကိန္းက အေရွ႕ေတာင္အာရွႏုိင္ငံမ်ား၏ ဆက္သြယ္ေရးကြန္ယက္ကုိ ပုိ၍ အဆင့္ျမင့္ ေစႏိုင္ျခင္း။
(ည) ဤစီမံကိန္းသည္ ျမန္မာႏုိင္ငံစစ္ေတြၿမိဳ႕ကုိဗဟုိျပဳ၍ စက္မႈလက္မႈလုပ္ငန္းမ်ား ဖံြ႔ၿဖိဳး တုိးတက္ေရးႏွင့္ ကုန္သြယ္ေရးတြင္အက်ိဳးသက္ေရာက္မႈမ်ား ျဖစ္ေပၚလာေရးအတြက္ အေထာက္ အကူျဖစ္ေစသည္သာမက ေရရွည္တြင္ အိႏၵိယႏုိင္ငံသည္ပင္ အဆုိပါဖံြံ႔ၿဖိဳး တုိးတက္မႈ ျဖစ္စဥ္တြင္ ပူးေပါင္းပါ၀င္ၿပီး စီးပြားေရးအခြင့္အလမ္းမ်ား ရရိွႏုိင္ေစျခင္း။
(ဋ) ဤကုလားတန္ဘက္စုံ တဆင့္ခံသယ္ယူပုိ႔ေဆာင္ေရးသည္ သဘာ၀အရင္းအျမစ္ တစ္ခု ျဖစ္ေသာ ကုလားတန္ျမစ္ကဲ့သုိ႔ပင္ ရခုိင္ျပည္နယ္အတြက္ အျမင့္ဆုံးထုတ္ယူသုံးစဲြ ႏုိင္ေသာ အရင္းအျမစ္တစ္ခုအျဖစ္ ေပၚထြက္လာမည္ျဖစ္ျခင္း။
(ဌ) ဤကုလားတန္ဘက္စုံ တဆင့္ခံသယ္ယူပုိ႔ေဆာင္ေရး စီမံကိန္းၿပီးစီးသြားပါက ေဒသ အတြင္း အခ်က္အခ်ာက်ေသာ သယ္ယူပုိ႔ေဆာင္ေရးလမ္းေၾကာင္းအျဖစ္သာမက ႏွစ္ႏုိင္ငံ ၾကား ဆက္သြယ္ေရးျပႆနာေၾကာင့္ျဖစ္ေပၚလာေသာ အေျခအေနမ်ားကုိ ေျဖရွင္းႏုိင္မည္ ျဖစ္ျခင္း။
၈။ ဤစီမံကိန္းစတင္တည္ေဆာက္ခဲ့ခ်ိန္မွ ၿပီးဆုံးခ်ိန္ ၂၀၁၆ ဇူလုိင္လအထိ ေဒသခံကန္ထ႐ုိက္တာ မ်ားႏွင့္ လုပ္သားမ်ား၏ အင္အားျဖင့္ ၄၆၃၀၇၇၅ man hour ႏွင့္ညီမွ်ေသာ လုပ္ငန္းၿပီးစီးမႈကုိ ေဆာင္ရြက္ႏိုင္ခဲ့ပါသည္။ စီမံကိန္းတည္ေဆာက္ေရးလုပ္ငန္းမ်ား စတင္ခ်ိန္မွစ၍ ေဒသခံမ်ားအတြက္ တုိက္႐ုိက္ျဖစ္ေစ သြယ္၀ုိက္၍ျဖစ္ေစ အလုပ္အကိုင္မ်ားရရိွေစခဲ့သည္မက လုပ္ငန္းေဆာင္ရြက္စဥ္ အခ်ိန္အတြင္း ေဒသခံျပည္သူမ်ား၊ အဖဲြ႕ အစည္းမ်ားႏွင့္ ျပႆနာတစ္စုံတစ္ရာျဖစ္ပြားျခင္း၊ ထိခုိက္ေစျခင္း မ်ား မရိွခဲ့ေၾကာင္း ေတြ႔ရိွရပါသည္။
၉။ ျဖစ္ေပၚလာႏုိင္ေသာ ထိခုိက္မႈမ်ားႏွင့္ ေလ်ာ့ပါးကုစားႏုိင္ေသာနည္းလမ္းမ်ား ေဖာ္ထုတ္ျခင္း
(က) ေဘာင္တူးလုပ္ငန္း (Dredging) ေၾကာင့္ စစ္ေတြဆိပ္ကမ္းရိွ ေရေနသတၱ၀ါမ်ား ဆုံး႐ႈံးႏုိင္မႈႏွင့္ ေရေနာက္က်ိႏုိင္မႈအေျခအေန။
၂၀၁၂-၂၀၁၃ ခုႏွစ္အတြင္း ဆိပ္ခံတံတားတည္ေဆာက္ေရးလုပ္ငန္းအတြက္ သဲေသာင္ပမာဏ ၁.၀၆သန္း ကုဗမီတာတူးေဖာ္ခဲ့ၿပီး ေရေၾကာင္းလမ္းဖံြ႔ၿဖိဳးေရးအတြက္ သဲ ၁၂၃၀၀၀ ကုဗမီတာ တူးေဖာ္ခဲ့ရပါသည္။ တူးေဖာ္ခဲ့ေသာသဲမ်ားအား ပင္လယ္ၾကမ္းျပင္စုပုံသည့္စနစ္ bottom dump method ကုိ အသုံးျပဳ၍ ဖယ္ရွားခဲ့ပါသည္။ အဆုိပါ တူးေဖာ္ရွင္းလင္းခဲ့သည့္ ၾကမ္းျပင္အနက္မွာ ၁၉၈၀ ခုႏွစ္မ်ားကေရအနက္ျဖစ္ၿပီး ထိန္းသိမ္းမႈအားနည္းသျဖင့္ ယခုကဲ့သုိ႔ တိမ္သြားခဲ့ျခင္း ျဖစ္သျဖင့္ မူလအနက္အတုိင္း ျပန္လည္တူးေဖာ္ခဲ့ျခင္းျဖစ္ေၾကာင္း ေတြ႔ရိွရပါသည္။ စီမံကိန္း
KMTT Project EIA/SIA Study Report and EMP 9
လုပ္ငန္းမ်ားမဆာင္ရြက္မီွ မူလပင္လယ္ေရ၏အေရအေသြးကုိ တုိင္းတာစီစစ္မႈမ်ားျပဳလုပ္ထား ေၾကာင္းေတြ႔ရိွရၿပီး ယခုေဆာက္လုပ္ေရးလုပ္ငန္းမ်ားၿပီးစီးခ်ိန္တြင္ တုိင္းတာမႈမ်ားအရ အရည္ အေသြးေျပာင္းလဲမႈမရွိေၾကာင္း ေတြ႔ရပါသည္။
(ခ) ေျမျပဳျပင္ျခင္းႏွင့္ ေျမဖုိ႔ျခင္းလုပ္ငန္းမ်ားေၾကာင့္ ေျမမ်က္ႏွာသြင္ျပင္ေျပာင္းလဲျခင္း။
ဆိပ္ခံတံတားတည္ေဆာက္ေရးလုပ္ငန္းအတြက္ စစ္ေတြဆိပ္ကမ္းတြင္ ေျမျပဳျပင္မႈ ၇၀၀၀၀ စတုရန္းမီတာျပဳလုပ္ခဲ့ရၿပီး ေျမသားစုစုေပါင္း ၀.၂၆၅သန္း တန္ ဖုိ႔ခဲ့ရပါသည္။ ေျမျပဳျပင္ျခင္း လုပ္ငန္းတြင္ ဒီေရေတာမ်ားပ်က္စီးေစျခင္း၊ ပင္လယ္ၾကမ္းျပင္မ်ားပ်က္စီးမႈမ်ားေၾကာင့္ မဟုတ္ ေၾကာင္း သိရိွခဲ့ရပါသည္။ အဆုိပါေျမျပဳျပင္ျခင္းအတြက္ အၿမဲတမ္းေျမမ်က္ႏွာျပင္ပုံစံေျပာင္းလဲမႈ ျဖစ္ေပၚေစသည္မဟုတ္ေၾကာင္းႏွင့္ ျမစ္ေၾကာင္းလမ္းအား ထိခုိက္ေျပာင္းလဲမႈမ်ား ျဖစ္ေပၚေစမည္ မဟုတ္ေၾကာင္း ေတြ႔ရိွရပါသည္။
(ဂ) ေဆာက္လုပ္ေရးလုပ္ငန္းေၾကာင့္ ေရႊ႕ေျပာင္းလုပ္သားဦးေရတုိးတက္လာျခင္း။
၂၀၁၆ ခုႏွစ္ ဇူလုိင္လအထိ ေဆာက္လုပ္ေရးလုပ္ငန္းအတြက္ ၅၅၂၆၆၄၃ man hour အသုံးျပဳ ခဲ့ရသည္။ ၎တုိ႔အနက္ ၄၆၃၀၇၅၅မွာ ေဒသခံတဆင့္ခံကန္ထ႐ုိက္တာမ်ားက ေဆာင္ရြက္ခဲ့ ၾကျခင္းျဖစ္ပါသည္။ အဆုိပါ တဆင့္ခံကန္ထ႐ုိက္တာလုပ္ငန္းမ်ားေၾကာင့္ စစ္ေတြႏွင့္ ပလက္၀ ေဒသမ်ားသုိ႔ ေရႊ႕ေျပာင္းလုပ္သားမ်ား ၀င္ေရာက္ခဲ့ၾကပါသည္။ အဆုိပါေရႊ႕ေျပာင္းလုပ္သား မ်ားေၾကာင့္ ေဒသအတြင္း ကူးဆက္ေရာဂါႏွင့္ကပ္ေရာဂါမ်ား ျဖစ္ပြားမႈမရိွခဲ့ေၾကာင္း ေတြ႔ရိွရပါ သည္။ ကန္ထ႐ိုက္တာမ်ားကလည္း လုပ္သားမ်ားအတြက္ သန္႔ရွင္းမႈရိွေသာအိမ္သာမ်ား ျပည့္စုံေသာ ေသာက္သုံးေရရရိွႏုိင္ေသာစခန္းမ်ား ေဆာက္လုပ္သုံးဆဲြေစခဲ့ေၾကာင္း ေတြ႔ရိွရပါ သည္။
(ဃ) ႐ုပ္ၾကြင္းေလာင္စာသုံးစဲြမႈေၾကာင့္ Green House Gas GHG ထြက္ေပၚမႈ
ၾကြင္းေလာင္စာမ်ားမွာ မွတ္တမ္းယူေလာက္သည္အထိ မ်ားျပားမႈမရိွျခင္း (သုိ႔မဟုတ္) အမ်ားအား ျဖင့္ တဆင့္ခံကန္ထ႐ိုက္တာမ်ား၏ ယာဥ္မ်ားကသာ သုံးစဲြၾကသည္ျဖစ္ရာ ပတ္၀န္းက်င္ ထိန္းသိမ္းေရးဆုိင္ရာ စံခ်ိန္စံညြန္းမ်ားကုိ သီးျခားထိန္းေက်ာင္းေပးခဲ့ရမႈမ်ားသာ ရိွခဲ့ပါသည္။ တဆင့္ခံကန္ထ႐ိုက္မ်ားမွာလည္း ပုံမွန္ညစ္ညမ္းမႈကာကြယ္ရန္ ျပဳျပင္ထိန္းသိမ္းျခင္းမ်ားႏွင့္ ေမာင္းႏွင္သူမ်ားအတြက္ လုံေလာက္ေသာအကာအရံမ်ား ျပဳလုပ္သုံးစဲြေစျခင္း၊ ႐ုပ္ၾကြင္းေလာင္စာ သုံးစဲြမႈကုိ စီစစ္ၾကပ္မတ္ျခင္းမ်ား ေဆာင္ရြက္ခဲ့ေၾကာင္း ေတြ႔ရပါသည္။ လုပ္ငန္းမ်ား ေဆာင္ရြက္ ေတာ့မည့္အခ်ိန္တြင္မူ ယာဥ္ယႏၱရားစက္အားလုံးအတြက္ တၿပိဳင္တည္း ေန႔စဥ္ခန္႔မွန္း႐ုပ္ၾကြင္း ေလာင္စာလုိအပ္ခ်က္မွာ စစ္ေတြၿမိဳ႕တြင္ ၂၁၈၄ လီတာႏွင့္ ပလက္၀ၿမိဳ႕တြင္ ၁၀၄၈ လီတာခန္႔ သုံးစဲြရမည္ျဖစ္ေၾကာင္း ေတြ႔ရိွရပါသည္။ စစ္ေတြဆိပ္ခံတံတားအတြက္ ၁ႏွစ္စာအျမင့္ဆုံး ႐ုပ္ၾကြင္း ေလာင္စာလုိအပ္ခ်က္မွာ ၇၉၇၁၀၀ လီတာျဖစ္ၿပီး ပလက္၀ဆိပ္ခံတံတားအတြက္မူ ၃၈၂၅၂၀ လီတာခန္႔ျဖစ္ေၾကာင္း ေတြ႔ရိွရပါသည္။ ၀မ္းျပားေရယာဥ္ (Barge) မ်ားသည္ ၁ႏွစ္လွ်င္ ပ်မ္းမွ်
KMTT Project EIA/SIA Study Report and EMP 10
၁၂၀ ႀကိမ္ေျပးဆဲြမည္ျဖစ္ၿပီး ႐ုပ္ၾကြင္းေလာင္စာလုိအပ္ခ်က္မွာ ၁၆၃၅၇၉၇ လီတာခန္႔ျဖစ္ေၾကာင္း ေတြ႔ရိွရပါသည္။ ထုိ႔ေၾကာင့္ စုစုေပါင္း Green House Gas (GHG) ထုတ္လုပ္မႈမွာ ၇၅၅၅ တန္ (ကာဗြန္ဒုိင္ေအာက္ဆုိဒ္) ျဖစ္ေၾကာင္း ေတြ႔ရိွရပါသည္။ အဆုိပါတြက္ခ်က္မႈတြင္ ဆိပ္ခံတံတားသုိ႔ ေရာက္ရိွလာႏိုင္ေသာ ျပည္ပမွေရယာဥ္မ်ားႏွင့္ ကုန္တင္ရန္ေရာက္ရိွလာမည့္ ကုန္တင္ေမာ္ေတာ္ ယာဥ္မ်ားမွထုတ္လႊတ္မည့္ ကာဗြန္ဒုိင္ေအာက္ဆုိဒ္မ်ား ထည့္သြင္းတြက္ခ်က္ထားမႈမရိွေသး ေၾကာင္း သိရပါသည္။ အဆုိပါ ထုတ္လႊတ္မႈမ်ားတြင္ ေရယာဥ္မ်ား၏ ဆိပ္ကမ္းတြင္ ေမာင္းႏွင္ျခင္း၊ ေစာင့္ဆုိင္းျခင္း၊ ဆုိက္ကပ္ျခင္း၊ ကုန္တင္ကုန္ခ်ျပဳလုပ္ျခင္းႏွင့္ အျခားအေၾကာင္း အမ်ိဳးမ်ိဳးေပၚမူ တြင္ ေျပာင္းလဲႏုိင္ေသာ္လည္း စစ္ေတြဆိပ္ကမ္းတစ္ခုလုံးထုတ္လႊင့္မႈ၏ ၃၀%ခန္႔ ျဖစ္ႏုိင္ေၾကာင္း သိရိွရပါသည္။ ထုိ႔ေၾကာင့္ သေဘၤာမ်ားဆုိက္ကပ္ျခင္းႏွင့္ ကုန္တင္ေမာ္ေတာ္ယာဥ္မ်ား ၀င္ေရာက္
လုပ္ကုိင္မႈေၾကာင့္ တစ္ႏွစ္လွ်င္ ကာဗြန္ဒုိင္ေအာက္ဆုိက္ CO2 equivalent ၁၂၅၄၈ တန္ ထုတ္လြတ္ႏုိင္ေၾကာင္း ခန္႔မွန္းတြက္ခ်က္ရရိွပါသည္။
(င) တည္ေဆာက္ျခင္းႏွင့္ လုပ္ငန္းလည္ပတ္ျခင္းျပဳလုပ္ရာတြင္ ေလထုညစ္ညမ္းႏုိင္မႈအေျခအေန
တည္ေဆာက္ေရးကာလအတြင္း ေဆာက္လုပ္ေရးလုပ္ငန္းလုပ္ကုိင္ခဲ့သည့္ ကုမၸဏီတြင္ ေလထု ညစ္ညမ္းမႈအေျခအေနကုိ အခ်ိန္မွန္တုိင္းတာစစ္ေဆး မွတ္တမ္းတင္ထားခဲ့ၿပီး အဆုိပါမွတ္တမ္း မ်ားအရ ေရသတ္မွတ္စံခ်ိန္စံညြန္းမ်ားေအာက္တြင္ရိွခဲ့ေၾကာင္း ေတြ႔ရွိရပါသည္။ တည္ေဆာက္ ေနစဥ္ကာလတြင္လည္း Catalytic Converter မ်ားအသုံးျပဳျခင္း၊ ယာဥ္မ်ားတြင္ mufflers မ်ားတပ္ဆင္ျခင္း၊ လုပ္ငန္းခြင္အား တစ္ေန႔လွ်င္ႏွစ္ႀကိမ္ ေရျဖန္းေဆးေၾကာျခင္း၊ ဖုန္မႈန္႔မ်ား ေလထုအတြင္းမေရာက္ရိွေစရန္ ယာဥ္မ်ားတြင္ တာေပၚလစ္အုပ္၍ သယ္ယူပုိ႔ေဆာင္ေစျခင္းမ်ား စသည့္ ထိခိုက္မႈေလ်ာ့နည္းေစသည့္နည္းလမ္းမ်ား က်င့္သုံးေဆာင္ရြက္ခဲ့ေၾကာင္း ေတြ႔ရိွခဲ့ရ ပါသည္။ လုပ္ငန္းလည္ပတ္လုပ္ေဆာင္သည့္ကာလတြင္မူ ေလထုညစ္ညမ္းမႈဆုိင္ရာ တုိင္းတာ စစ္ေဆးမႈမ်ားသည္ ပတ္၀န္းက်င္စီမံခန္႔ခဲြေရးအစီအစဥ္၏ (EMP) ၏ အစိတ္ပုိင္းတစ္ရပ္အျဖစ္ ႏွစ္စဥ္ေဆာင္ရြက္သြားရမည္ ျဖစ္ပါသည္။
(စ) ေဆာက္လုပ္ေရးလုပ္ငန္းမ်ားေၾကာင့္ အသံဆူညံမႈအေျခအေန
ေဆာက္လုပ္ေရးလုပ္ငန္းမ်ားကုိ ေဆာင္ရြက္ခဲ့ေသာ ကန္ထ႐ုိက္ကုမၸဏီတြင္ တည္ေဆာက္ေရး ကာလအတြင္း အသံဆူညံမႈအဆင့္ကုိ အခ်ိန္အခါအလုိက္ တုိင္းတာေစာင့္ၾကည့္ ထိန္းသိမ္း ခဲ့ေၾကာင္းေတြ႔ရိွရၿပီး မွတ္တမ္းမ်ားအရ သတ္မွတ္ထားေသာအဆင့္ကုိ ေက်ာ္လြန္ေဆာင္ရြက္ ခဲ့ျခင္းမရိွေၾကာင္း ေတြ႔ရိွရပါသည္။ ထုိ႔အျပင္ ေဆာက္လုပ္ေရးကုမၸဏီသည္ ေလမႈတ္စက္မ်ားတြင္ Muffler မ်ားတပ္ဆင္ျခင္း၊ အင္ဂ်င္မ်ားအား chassis မ်ားေပၚမွျဖဳတ္ခ်အသုံးျပဳျခင္း၊ အလွည့္က် စနစ္ျဖင့္ ေဆာင္ရြက္ျခင္း၊ နားၾကပ္မ်ားတပ္ဆင္ေစျခင္း နည္းမ်ားျဖင့္ လုပ္သားမ်ားအား ကာကြယ္ခဲ့ ေၾကာင္း ေတြ႔ရပါသည္။ လုပ္ငန္းမ်ားလည္ပတ္ေဆာင္ရြက္မည့္အခ်ိန္တြင္လည္း ပတ္၀န္းက်င္ စီမံခန္႔ခြဲမႈဆုိင္ရာစီမံခ်က္ (EMP) ၏ အစိတ္အပို္င္းတစ္ရပ္အျဖစ္ ႏွစ္စဥ္အသံဆူညံမႈအား တုိင္းတာ ေစာင့္ၾကည့္သြားရမည္ျဖစ္ပါသည္။
KMTT Project EIA/SIA Study Report and EMP 11
(ဆ) စြန္႔ျပစ္ပစၥည္းမ်ား ေဆာင္ရြက္မႈအေျခအေန
တည္ေဆာက္ေရးကာလတြင္ ေန႔စဥ္စြန္႔ပစ္ပစၥည္း ၁.၅ တန္ ထြက္ရိွခဲ့ၿပီး ျပည္တြင္းအမိႈက္သယ္ယူ ပုိ႔ေဆာင္ေရးစနစ္ျဖင့္ စြန္႔ပစ္ခဲ့ပါသည္။ အႏၱရာယ္ရိွေသာ စြန္႔ပစ္ပစၥည္းမ်ားအားလည္း အဆုိပါ အမိႈက္က်ံဳးစနစ္ျဖင့္ပင္ စြန္႔ပစ္ပါသည္။ ေရယာဥ္မ်ားႏွင့္ ပင္လယ္ကူးသေဘၤာမ်ားမွ ထြက္ရိွလာမည့္ စြန္႔ပစ္ပစၥည္းမ်ားအား MARPOL လုပ္ထံုးလုပ္နည္းမ်ားႏွင့္အညီ စီစစ္ေဆာင္ရြက္သြားမည္ျဖစ္ ပါသည္။ လုပ္ငန္းလည္ပတ္ေဆာင္ရြက္မည့္အခ်ိန္တြင္မူ ပတ္၀န္းက်င္စီမံခန္႔ခဲြေရးစီမံခ်က္ (EMP) ၏ အစိတ္အပိုင္းတစ္ရပ္အျဖစ္ ႏွစ္စဥ္ေျမေအာင္ေရႏွင့္ ေျမျပင္ေပၚရိွေရမ်ား၏ အရည္အေသြးမ်ား ကုိ စစ္ေဆးေစာင့္ၾကည့္သြားရမည္ျဖစ္ပါသည္။
(ဇ) လွ်ပ္စစ္ဓါတ္အားသုံးစဲြမႈေၾကာင့္ သြယ္၀ုိက္ျဖစ္ေပၚလာႏုိင္ေသာ GHG Green House Gas ထုတ္လုပ္မႈအေျခအေန
တည္ေဆာက္ေရးကာလ (Construction Phase) တြင္ လုပ္ငန္းခြင္ေ၀းကြာသျဖင့္ လွ်ပ္စစ္ဓါတ္ အားသုံးစဲြမႈမွာ အကန္႔အသတ္ျဖင့္သာ ေဆာင္ရြက္ခဲ့ပါသည္။ ဓါတ္အားသုံးစဲြမႈမွာ စစ္ေတြဆိပ္ကမ္း တြင္ ၉၂၂ kVA ႏွင့္ ပလက္၀ဆိပ္ကမ္းတြင္ ၂၉၉ kVA ရိွႏုိင္ၿပီး စီမံကိန္းဒီဇုိင္းေရးဆဲြစဥ္ကပင္ စစ္ေတြအတြက္ ၁၀၀၀ kVA ႏွင့္ ပလက္၀အတြက္ ၅၀၀ kVA လုိအပ္မည္ျဖစ္ေၾကာင္း တြက္ခ်က္ ေဆာက္လုပ္ခဲ့ပါသည္။ စစ္ေတြႏွင့္ ပလက္၀ဆိပ္ကမ္းမ်ားတြင္ တစ္ရက္လွ်င္၂၄ နာရီ မနားတမ္း အခ်ိန္ျပည့္လုပ္ငန္းေဆာင္ရြက္ပါက လွ်ပ္စစ္စြမ္းအင္လုိအပ္္ခ်က္မွာ တစ္ႏွစ္လွ်င္ ၅၂၁၉၅၈ kWhr
ျဖစ္ၿပီး GHG Green House Gas ထုတ္လႊတ္မႈမွာ ၂၀၆၀ တန္ (CO2 Equivalent) ျဖစ္ေၾကာင္း ေတြ႔ရိွရပါသည္။
(စ်) ေရအရင္းအျမစ္မ်ားအေပၚ ထိခုိက္မႈအေျခအေန
ေဆာက္လုပ္ေရးလုပ္ငန္းျပဳလုပ္စဥ္တြင္ ကြန္ကရစ္ေဖ်ာ္ျခင္း၊ သန္႔ရွင္းေရးျပဳလုပ္ျခင္းႏွင့္ လုပ္သား မ်ား တကို္ယ္ေရအသုံးျပဳျခင္းတုိ႔တြင္ သုံးစြဲခဲ့သည့္ ေရပမာဏမွာ မွတ္တမ္းတင္ႏုိင္သည့္ ပမာဏ မရိွခဲ့ေၾကာင္း ေတြ႔ရပါသည္။ သုိ႔ရာတြင္ လုပ္ငန္းမ်ားစတင္လည္ပတ္သည့္ကာလတြင္( Operation Phase) တြင္မူ ေန႔စဥ္ လူတုိ႔၏ ေသာက္သုံးေရးသုံးစဲြမႈ ၉၀ လီတာ အၿမဲရိွႏုိင္ၿပီး စစ္ေတြဆိပ္ကမ္း တစ္ခုလုံးအတြက္ တစ္ေန႔လွ်င္ ၁၀၀၀၀၀ လီတာႏွင့္ ပလက္၀ဆိပ္ကမ္းအတြက္ ၆၅၀၀၀ လီတာ သုံးစဲြသြားရမည္ျဖစ္ပါသည္။ ဆိပ္ကမ္းမ်ားတြင္တပ္ဆင္ထားေသာ မီၿငိမ္းသတ္မႈစနစ္မ်ားတြင္ လည္း ေရသုိေလွာင္မႈရိွမည္။
(ည) (ျမစ္တြင္းသြား) ၀မ္းျပားေရယာဥ္ (Barges) မ်ား၏ ဧရာပ်က္စီးမႈေၾကာင့္ျဖစ္ေပၚလာမည့္ အႏၱရာယ္ ရိွေသာ ကုန္ပစၥည္းမ်ား ျမစ္အတြင္း ဖိတ္စဥ္ႏုိင္မႈအေျခအေန
လုပ္ငန္းမ်ားလည္ပတ္လုပ္ေဆာင္ေနခ်ိန္တြင္ ၀မ္းျပားေရယာဥ္မ်ား၏ မေတာ္တဆမႈမ်ား ျဖစ္ေပၚ ႏုိင္မႈေၾကာင့္ ၎မွတဆင့္အႏၱရာယ္ရိွပစၥည္းမ်ား၊ ဓါတုေဗဒပစၥည္းမ်ား ျမစ္အတြင္း ဖိတ္စဥ္
KMTT Project EIA/SIA Study Report and EMP 12
ႏုိင္ပါသည္။ စီစစ္ခ်က္မ်ားအရ တည္ေဆာက္လွ်က္ရိွေသာ ၀မ္းျပားေရယာဥ္ (Barges) မ်ားမွာ ဧရာ (၂) ထပ္ တည္ေဆာက္ထားၿပီး ပင္လယ္အတြင္း သြားလာႏုိင္မႈရိွ/မရိွ တတိယပါတီျဖင့္ စီစစ္အသိအမွတ္ျပဳလက္မွတ္ရရိွႏုိင္ရန္ စီစဥ္ေဆာင္ရြက္ေနေၾကာင္း ေတြ႔ရပါသည္။ အထက္ပါ အခ်က္မ်ားအျပင္ လုပ္ငန္းမ်ားလည္ပတ္ေဆာင္ရြက္သည့္ကာလ (Operation Phase) တြင္ မေတာ္တဆ မီးေလာင္မႈ၊ ဆိပ္ကမ္းျမစ္ႏွင့္လမ္းမ်ားအတြင္း ယာဥ္ေၾကာၾကပ္တည္းမႈတုိ႔ကဲ့သုိ႔ မေမွ်ာ္မွန္းႏုိ္င္ေသာ ပတ္၀န္းက်င္သက္ေရာက္မႈမ်ား ျဖစ္ေပၚလာႏုိင္ပါသည္။ အဆုိပါ မလုိလားအပ္ သည့္ ပတ္၀န္းက်င္ဆုိင္ရာသက္ေရာက္မႈမ်ားအတြက္ (Negative Environment Impact) မ်ား အတြက္ ေဆာင္ရြက္ရမည့္ ပတ္၀န္းက်င္ စီမံခန္႔ခဲြမႈဆုိင္ရာစီမံခ်က္ (EMP) အား Section (8) အခန္း (၈) တြင္ ေဖာ္ျပထားပါသည္။
ေလ့လာစမ္းစစ္ခ်က္အေပၚတင္ျပခ်က္
၉။ ၿပီးစီးလုနီးပါးျဖစ္ေသာ တည္ေဆာက္ေရးကာလအတြင္း ေဆာက္လုပ္ေရးကန္ထ႐ိုက္တာကုမၸဏီ ႏွင့္ စီမံကိန္းေဖာ္ေဆာင္သူတုိ႔သည္ ေဆာက္လုပ္ေရးလုပ္ငန္းေၾကာင့္ျဖစ္ေပၚလာမည့္ ပတ္၀န္းက်င္ ဆုိင္ရာလုပ္ငန္းမ်ားကုိ လုံေလာက္ေသာေစာင့္ၾကည့္တုိင္းတာမႈ၊ တုံ႔ျပန္ေဆာင္ရြက္မႈႏွင့္ ထိန္းခ်ဳပ္မႈ လုပ္ငန္းစဥ္မ်ားကုိ ေဆာင္ရြက္ခဲ့ေၾကာင္းေတြ႔ရိွရပါသည္။ ေဆာင္ရြက္ခဲ့ေသာ တုိင္းတာမႈမွတ္တမ္း မ်ားကုိ ေလ့လာစီစစ္ျခင္း၊ EIA ေလ့လာဆန္းစစ္မႈျပဳလုပ္စဥ္ နမူနာေကာက္ယူ စစ္ေဆး မွတ္တမ္း တင္ေလ့လာျခင္းမ်ားအရ ေဆာက္လုပ္ေရးလုပ္ငန္း ေဆာင္ရြက္ခဲ့မႈေၾကာင့္ ပတ္၀န္းက်င္ညစ္ညမ္း မႈျဖစ္ေပၚေစျခင္း၊ ဇီ၀မ်ိဳးစုံမ်ိဳးကဲြမ်ား ထိခုိက္ပ်က္စီးေစျခင္း၊ ျပည္သူမ်ားႏွင့္ လူမႈအဖဲြ႕အစည္းမ်ား၏ ဘ၀ေနထုိင္မႈကုိ ေႏွာင့္ယွက္ဖ်က္စီးေစျခင္းမ်ားမရိွခဲ့ေၾကာင္း အတည္ျပဳႏုိင္ခဲ့ပါသည္။ ထုိ႔အျပင္ စီမံကိန္းတည္ေဆာက္မႈေၾကာင့္ ေျပာင္းေရႊ႕ေနထုိင္ရျခင္း (resettlement)၊ ေျမသိမ္းပုိက္ျခင္း (Land Acquisition) အတင္းအၾကပ္ေစခုိင္းျခင္း (forced labour) ျဖစ္စဥ္မ်ားလည္း မျဖစ္ေပၚခဲ့ေၾကာင္းေတြ႕ရပါသည္။ စီမံကိန္းလုပ္ငန္းမ်ား လည္ပတ္ေဆာင္ရြက္ခ်ိန္တြင္မူ ေဖာ္ထုတ္ ေရးဆဲြထားေသာ ပတ္၀န္းက်င္စီမံခန္႔ခဲြမႈစီမံခ်က္ (EMP) အရ ေကာင္းစြာစီမံခန္႔ခဲြ၊ ေစာင့္ၾကပ္ ၾကည့္႐ႈ၊ ထိန္းခ်ဳပ္ႏုိင္သည့္ ပတ္၀န္းက်ငအေပၚ သက္ရာက္မႈတစ္ခ်ိဳ႕ ရိွေၾကာင္း ေတြ႔ရိွရပါသည္။ အဆုိပါ ပတ္၀န္းက်င္စီမံခန္႔ခဲြမႈ စီမံခ်က္ (EMP) အရ ဆိပ္ကမ္းလုပ္ငန္းမ်ားေဆာင္ရြက္စဥ္ ေလထု အရည္အေသြး၊ ေျမေအာက္ႏွင့္ ေျမေပၚေရအရည္အေသြး၊ အသံဆူညံမႈအဆင့္၊ ေသာင္တူးျခင္းမွ ျဖစ္ေပၚလာမည့္ ေျမအေရအေသြး စစ္ေဆးျခင္းမ်ားကုိ လြတ္လပ္ေသာ တတိယအဖဲြ႕အစည္းမ်ား၏ ဓါတ္ခဲြစစ္ေဆးမႈမ်ားျဖင့္ အခ်ိန္ႏွင့္တေျပးညီ စစ္ေဆးစီစစ္ၾကပ္မတ္ၿပီး ပတ္၀န္းက်င္ဆုိင္ရာ လုိအပ္ခ်က္မ်ားကုိ တိက်စြာျပည့္မီွေအာင္ ေဆာင္ရြက္သြားရမည္ျဖစ္ပါသည္။ စီမံကိန္းလုပ္ငန္းမ်ား လည္ပတ္ေဆာင္ရြက္ခ်ိန္ (Operation Phase) တြင္ ပတ္၀န္းက်င္စီမံခန္႔ခဲြမႈအစီအစဥ္ (EMP) အရ ေဆာင္ရြက္ရမည့္ လုပ္ငန္းမ်ားအား ေအာက္ပါအတုိင္း ေဖာ္ထုတ္ရရွိခဲ့ပါသည္ -
KMTT Project EIA/SIA Study Report and EMP 13
(က) ေလထုအေရအေသြး (Air quality)၊ ေျမေအာက္ေျမေပၚ ေရအရည္အေသြး (Ground/Surface Water quality)၊ အသံဆူညံမႈအဆင့္ (Noise Level ၊ တူးေဖာ္မႈျပဳလုပ္ခဲ့သည့္ ေျမအေျခအေန (Soil from dredging) တုိ႔အား ႏွစ္စဥ္ သုိ႔မဟုတ္ (၆)လတစ္ႀကိမ္ လြတ္လပ္ေသာ တတိယပါတီ ဓါတ္ခဲြခန္းတြင္ စမ္းသပ္စစ္ေဆးစီစစ္မွတ္တမ္းတင္ျခင္း။
(ခ) လွ်ပ္စစ္စြမ္းအား ႐ုပ္ၾကြင္းေလာင္စာႏွင့္ ေရတုိ႔ကုိ ထိေရာက္စြာ အသုံးျပဳမႈ ရွိ/မရိွအား ႏွစ္စဥ္ စာရင္း စစ္အဖဲြ႔ျဖင့္ ေစာင့္ၾကည့္စစ္ေဆးမႈမ်ား ျပဳလုပ္ျခင္း။
(ဂ) ဆိပ္ကမ္းလုပ္ငန္း လုပ္ကုိင္မည့္အခ်ိန္ (Port time) ႏွင့္ ဆိပ္ကမ္းကပ္ရန္ ေခၚယူခ်ိန္ (Berth time for the ship calling the port) ေလ်ာ့နည္းသြားေစရန္ ေဆာင္ရြက္ျခင္း။
(ဃ) ဆိပ္ကမ္းသုိ႔ဆုိက္ကပ္မည့္ ပင္လယ္ကူးသေဘၤာအားလုံး MARPOL 73/78 regulations လုပ္ထုံး လုပ္နည္းမ်ားအတုိင္း တိက်စြာ လုိက္နာေစရန္ေဆာင္ရြက္ျခင္း။
(င) ႀကိဳတင္ကာကြယ္ေရး ျပဳျပင္ထိန္းသိမ္းမႈမ်ားႏွင့္ အေရးေပၚအေျခအေနအတြက္ ႀကိဳတင္ဇာတ္တုိက္ ေလ့က်င့္ ျပင္ဆင္ထားမႈအေျခအေနကုိ ႏွစ္စဥ္စစ္ေဆးျခင္း။
(စ) ျပည္တြင္းေရေၾကာင္းသြားလာေရး IWT ၏ ၀မ္းျပားေရယာဥ္မ်ား ပင္လယ္ေရျပင္တြင္ သြားလာ အသုံးျပဳႏုိင္မႈ ရိွ/မရိွအား တတိယအဖဲြ႔အစည္းျဖင့္ စစ္ေဆး၍ အဆင့္သတ္မွတ္ အသိအမွတ္ျပဳ လက္မွတ္ထုတ္ေပးထားျခင္း။
(ဆ) မီးေဘးအႏၱရာယ္ကာကြယ္တားဆီးေရးစနစ္ႏွင့္ ၀မ္းျပားေရယာဥ္မ်ားအား လစဥ္ ေဘးကင္းလုံျခံဳမႈ ဆုိင္ရာ စစ္ေဆးေရးအဖဲြ႔ျဖင့္ စစ္ေဆးျခင္း။
(ဇ) ဆိပ္ကမ္း၊ ဆိပ္ခံတံတားႏွင့္ ၀မ္းျပားေရယာဥ္မ်ားမွ ၀န္ထမ္းမ်ားအား သက္ဆုိင္ရာဘာသာရပ္ အလိုက္ ပုံမွန္သင္တန္းမ်ားေပးျခင္း။
KMTT Project EIA/SIA Study Report and EMP 14
Executive Summary
The government of India has entered into a framework agreement with the government of Myanmar to construct a Multimodal transit transport system from Sittwe port to India- Myanmar border in Mizoram by inland water transport (IWT) through the river Kaladan and a road highway from Paletwa to Mizoram. The project named “Kaladan Multimodal Transit Transport” (KMTT) comes as part of a comprehensive development plan of the river by Myanmar and India and it aims to connect the eastern Indian seaport of Kolkata with Sittwe port in Myanmar by sea and link Sittwe to Mizoram via Kaladan River and highway.
The Inland water Authority of India (IWAI) under the Ministry of Shipping, Government of India is the Project Development Consultant appointed by the Ministry of External Affairs, Government of India to implement the Port and Inland Water Transport components of the project. The project developer, Ministry of External affairs, Government of India is conducting an Environmental and Social Impact study to assess the potential impacts of the project and has engaged the consultants, MyAsia Consulting Co., Ltd to perform this assessment.
The waterway transportation in the river Kaladan is underutilised and the economy and the livelihood of the people in the towns around the river have huge potential to improve. The project region that falls in the Rakhine and Chin states has been suffering from lack of connectivity and infrastructure in inland water transportation that has rendered the region poverty stricken and backward in terms of social, educational and economic parameters.
The Port and Inland Waterway components of the KMTT project will have a deep sea port at Sittwe with an initial capacity to dock vessels of 6,000 Dead Weight Tonnes (DWT) and designed to handle 20,000 DWT in future, inland water terminal at Sittwe and Paletwa with capacity to dock Inland vessels, improved waterway that connects these two terminals and six barges of capacity 300 Tonnes to ply between these two terminals. The project construction is done with dredging in the sea channel and reclamation work at Sittwe to make the jetties and port facilities, dredging the Kaladan River at four points to make it navigable throughout the year, construction work at Paletwa to make terminal and related facilities.
The project construction had commenced in 2010 prior to the passing of Environmental Conservation Law in 2012 in Myanmar that stipulates the submission of an Environmental and Social Impact Assessment (EIA/SIA) of the project prior to start of construction to Environmental Conservation Department (ECD) of Myanmar. However, the project developer and the construction contractor had kept the working committee formed by the government of Myanmar regularly updated and informed about the project progress and the environmental performance monitoring of construction. The project was expected to be complete and start operation by the start of the year 2017. As per the review in mid-March 2017, 1% civil works is pending to be completed in the port and IWT terminals in Sittwe and Paletwa and 5% work is pending for the 6 IWT barges.
KMTT Project EIA/SIA Study Report and EMP 15
The project selection and alternatives
In the initial design, the waterway in the Kaladan River was planned to be from Sittwe port till Kaletwa (Sitpitpyin) that is 225 km of which the 68km stretch between Kaletwa and Paletwa requires dredging and rock blasting to make it navigable throughout the year for the barges. Considering these environmental impacts, the project developer decided to have the design changed to have the waterway only till Paletwa which is already under regular navigation. In the revised design of the project till Paletwa, the dredging and conservatory measures were reduced by 95%.
Positive Impacts of the Project
The Kaladan Multimodal transit transport project has many positive impacts such as Improvement of the livelihoods of the local population in terms of direct and indirect employment from port and waterway operations, Improvement of agriculture, trade and commerce in the region due to better transportation and shipping options, Lower prices for the food and commodities due to better access, Development of the tourism sector, Creation of an alternate connectivity is expected to facilitate the beneficiary region (Mizoram and adjoining states) to realize higher growth in trade, commerce, tourism and socio-economic spheres. Road link between Mizoram and Myanmar will pave way for enhanced cultural and social integration at the regional level. New avenues for enhanced trade and commerce across the border between North East India and Myanmar and even with other ASEAN Countries are expected to emerge over the years. The Port being developed by India at Sittwe may have potential to serve as a gateway to serve hinterland in Myanmar other than the transit route to Mizoram. The project has potential for integration with the larger connectivity map of ASEAN under consideration. The project is expected to act as a catalyst for industrialization and new trade opportunities centered on Sittwe. India may also find immense opportunities to participate in this process in the long run. The multi-modal transport project makes optimum use of naturally available resource like Kaladan River. There are no adverse environmental impacts or displacement of people arising out of the project. The Kaladan project once completed is expected to be a trendsetter for regional and bilateral cooperation in resolving connectivity problems.
The construction phase of the project has yielded a total of 4,630,775 man hours of work to local contractors and labourers from the commencement of work till end of July 2016. Once operational, the project will provide more work/jobs to the local people, directly and indirectly all the while not disrupting the livelihood of people and communities.
KMTT Project EIA/SIA Study Report and EMP 16
The Negative Impacts of the Project and the mitigating measures
Habitat loss and turbidity increase in Sittwe water due to dredging- The total dredging done in 2012-2013 at Sittwe during construction phase was 1.06 Million cubic metres and the dredging in the navigational channel was 123,000 cubic metres. The disposal of the dredged material was done with submerged bottom dump method. This deepening is only restoration of the depth in the port in the 1980s which reduced due to absence of maintenance dredging for a long time.
The marine water quality tests before and after the dredging indicates that the water quality has not been affected. The estimated yearly maintenance dredging is around 250,000 to 300,000 cubic metres in the sea channel and around 30,000 cubic metres in the river.
Change in topography due to reclamation by sand and soil- The total reclamation done at Sittwe during the construction phase was for an area of 70,000 m2 and required a volume of 0.265 Million cubic metres of soil. The reclamation has not resulted in destruction of mangroves or seagrass. The change in topography is irreversible; but the effect of this reclamation on the river flow is not very significant.
Increased population due to migrant workers for construction- A total of 5,526,643 man hours have been spent till the end of July 2016 for the construction of which 4,630,775 was performed by subcontractors. These subcontracted works would have resulted in an increase in population in the construction areas in Sittwe and Paletwa. There was no reported incident of an epidemic or a contagious disease due to the migrant workers. The contractor had maintained a base camp for the workers that had proper sanitation and potable drinking water with adequate number of toilets.
Greenhouse Gas (GHG) Emission from the fossil fuels used- In the construction phase, the quantification of the fossil fuels used by the vehicles and equipment is not recorded or maintained separately for the environmental objectives as many of them are owned by the subcontractors; however, the construction contractor had measures such as a regular preventive maintenance, use of mufflers in equipment, no idle running policy to reduce the fuel usage.
For the operational phase, the estimated fuel consumption considering all the equipment being used at the same time is 2184 Litres for Sittwe and 1048 Litres for Paletwa. The maximum possible fuel consumption at the terminals is 797,160 litres per year in Sittwe and 382,520 litres per year in Paletwa. The fuel used by barges considering a maximum 120 trips in a year per barge, is 1,635,297 Litres per year. The total greenhouse gas
emission is estimated as 7,555 tonnes of CO2 equivalent.
The estimation does not include the fuel usage emissions from the international ships calling the deep sea port and the cargo trucks that come to the port for material movement. This emission depends on the time the ships spend at the port for manoeuvring, waiting, berthing, productive time and idle time and in a general scenario, the port and its equipment constitute only around 30% of the total emissions in Sittwe Port. Hence the total emissions considering the docking ships and the movement of
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cargo trucks, is estimated as 12,548 Tonnes of CO2 equivalent. The port time for the ships will be monitored to reduce this emission.
Indirect Greenhouse gas emission from electricity usage-The use of electricity during construction is limited as the sites are remote. For the operational phase, the power load estimation at Sittwe and Paletwa is 922 kVA and 399kVA respectively and the project design is for 1000kVA and 500kVA to cater to this requirement. The total electricity estimation considering very busy operations at Sittwe and Paletwa for 24 hours a day is 5,219,500 kWhr per year amounting to greenhouse gas emissions of 2,060 tonnes of
CO2 equivalent.
Depletion of water resource- The construction water consumption due to concreting, cleaning, and personal use by the workforce was controlled by the contractor all the while not compromising the quality of work. The water usage estimation during the operational phase is 90 litres per day per person of drinking water and service water requirement is 100,000 litres per day in Sittwe and 65,000 Litres per day in Paletwa. The fire protection system also will be storing water for its hydrants.
Air Pollution from construction and operation-During the construction phase, the air quality was periodically monitored by the construction contractor which is found to be within acceptable limits. They had mitigation measures such as catalytic converters and mufflers fitted in vehicles, water sprinkling twice a day at site, covering the trucks with tarpaulin to reduce the dust emissions. In the operational phase, the air quality measurement is part of the yearly monitoring through Environmental Management Plan (EMP).
Noise from Construction-During the construction phase, the noise levels was periodically monitored by the construction contractor and the records indicate that the limits have not been crossed. The contractor had mitigating measures such as mufflers fitted to compressors, engine isolation from chassis, job rotation, use of ear plugs etc. In the operational phase, the noise level measurement is part of the yearly monitoring through Environmental Management Plan (EMP).
Waste Generation- The waste generation during the construction phase was around 1.5 tonnes per day and the disposal were through agencies. The hazardous waste was disposed through local vendors. The disposal of waste from ships and vessels used was as per the MARPOL regulations. In the operational phase of the project, the ground water and surface water quality measurement is part of the yearly monitoring through Environmental Management Plan (EMP).
Spillage of hazardous cargo in to the river water from hull failure of the barges- In the operational phase, there is a chance of barge accidents that can cause spillage of hazardous cargo and chemicals to water. The barges are fabricated with double bottom hull to prevent spillage and will be classified by third party for its sea worthiness.
The operational phase will also have non quantified environmental impacts such as potential fire accidents at port and increased traffic in the harbour, river and the nearby roads. The environment Management Plans (EMP) formulated to mitigate these negative impacts during the project operations are provided in section 8 of the report.
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Assessment Conclusion
The construction contractor and the project owner has adequately monitored, measured and controlled the impacts during the construction phase that is nearing completion. The records reviewed and the tests of samples done during the EIA study confirms that the construction has not resulted in contamination of the environment, destruction of biodiversity and/or disruption to livelihood of people and communities. The project construction has not resulted in resettlement, land acquisition, and or forced labour.
The project during the operational phase will have environmental impacts that can be managed effectively by regular monitoring through the environmental monitoring plans (EMP) developed. The EMPs require the port operations to periodically test the air quality, ground and surface water quality, noise levels, soil from dredging through a recognized third party laboratory to ensure compliance to the environmental requirements.
Recommended actions as per EMPs during the operational phase
Half yearly testing of the air quality, ground and surface water quality, noise levels, soil from dredging by a recognized third party testing laboratory Yearly audits to monitor the efficient use of electricity, fossil fuels and water Reduce the port time and gross berth time for the ships calling the port Ensure compliance to MARPOL 73/78 regulations for all the ships calling the port Yearly audit of the preventive maintenance and the emergency preparedness Third party classification of the IWT barges for their seaworthiness Monthly safety audit of the fire protection system and the barges Regular training for the staff at the ports, terminals and barges
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2.0 Introduction
The purpose of this report is to present the Environmental and Social Impact Assessment (EIA/SIA) and formulate the Environmental Management Plan (EMP) for the Port and Inland Water transport (IWT) components of the Kaladan Multimodal Transit Transport (KMTT) Project in Myanmar. The project is as per the fame work agreement1 on 2nd April 2008 between Government of India and Government of Myanmar2 for construction of Multimodal transit transport system from Sittwe port to India-Myanmar border in Mizoram. The KMTT project has two components, namely i) Port & Inland Water Transport (IWT) through the river Kaladan and ii) Highway.
2.1 Presentation of the Project and its justification
The project comes as part of a comprehensive development plan by the governments of Myanmar and India as per their framework agreement to enhance the bilateral trade between the two neighbouring nations.
The project under the EIA/SIA study is for the port and inland waterway components of the KMTT project that consist of the Sittwe deep sea port in Rakhine state, IWT terminal in Sittwe, IWT terminal at Paletwa in Chin state and the inland waterway through the River Kaladan that connect these two IWT ports. The waterway of the river Kaladan is 158 km long and is entirely in the states of Rakhine and Chin states
The Detail Project report (DPR), preliminary surveys and feasibility assessments were prepared by Rail India Technical and Economic Services (RITES)3 in 2003. The Inland water Authority of India (IWAI) under the Ministry of Shipping, Government of India is the Project Development Consultant (PDC) appointed by the Ministry of External Affairs (MEA), Government of India to implement the port and IWT components of the project.
The construction of the project had commenced in December 2010 which was before the Myanmar Environmental Conservation Law (Law No. 9, 2012) was passed. The project is nearing completion of the construction phase with 1% civil works pending and 5% work in Barge construction pending.
2.2 Related Projects and Developments
The Union of Myanmar is rich in water resources with an abundant amount of around 2,228 km (1385 miles)4 of coastline (1930 km as per worldmaps.org) along the Indian Ocean and more than 5,000 km of rivers that are navigable for inland water transport.
There are currently 9 seaports in Myanmar that serves the ocean trade which are in the cities Sittwe, Kyaukpyu, Thandwe, Pathein, Yangon, Mawlamyine, Dawer, Myeik and Kawthoung. Industrial manufacturing facilities and new special economic zones (SEZs) are emerging alongside the ports to attract foreign investment in large scale.
1 http://pib.nic.in/newsite/PrintRelease.aspx?relid=65335 2 http://www.worldlibrary.org/article/WHEBN0036592213/Kaladan%20Multi-modal%20Transit%20Transport%20Project 3 http://www.rites.com/project_portsCompleted.htm 4 http://www.csostat.gov.mm/myanmar.asp
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Figure 1: Deep sea ports in Myanmar
Yangon is the busiest and the most important port of Myanmar and it has a newly developed second port in Thilawa around 16 km south of Yangon port.
There is an existing port at Sittwe and there is another deep sea port being developed in Kyaukphyu, a natural harbour around 100km south of Sittwe in Rakhine state.
The port in Dawei around 610 km south of Yangon and 350 km west of Thailand is also under development along with a special economic zone.
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2.3 Presentation of the Project Proponent and the EIA Consultant
The project is implemented by5 Ministry of External Affairs (MEA), Government of India and Inland water Authority of India (IWAI) under the Ministry of Shipping, Government of India is appointed by MEA as the Project Development Consultant (PDC) for the port and IWT component of the project. The responsibilities of the PDC cover the Preparation for selection of main contractor, and overall project management and Co-ordination / Liaison between Nodal agencies and Contractors.
Essar Projects (India) Limited is the appointed as the contractor for the construction of Ports and IWT Components of KMTTP by MEA and URS Scott Wilson India Pvt Ltd is appointed as the technical consultant for quality assurance and work supervision by IWAI.
The consultant engaged for the EIA study and reporting is MyAsia Consulting Co Ltd6, based in Myanmar specialising in advisory services related to Environment, Sustainability, Health & Safety and Climate change. The biodatas and qualifications of the EIA study team is provided in the Appendix A of the report.
EIA Consultant Team for the EIA/SIA Study- MyAsia Consulting Co Ltd
Name Expertise and role EIA and Climate change, ISO 14001, OHSAS 18001, Energy, Mr Syju Alias Social impacts of development Dr Mon Myat Jetty, Port & Terminal Management, Biodiversity, water quality
Mr VP Kuriakose Construction expert
Mr Lyju Elias Meteorology, Hydrology, Oceanography and Dredging expert
The EIA consultant organisation and the team performing the study do not have any conflict of interest related to the project. None of the employees of MyAsia consulting co Ltd, members in the EIA team and/or their family members has any stake in the project. No members in the team and/or any employee of MyAsia consulting Co Ltd have provided any other services for the design, construction or consulting services for the project.
5 http://mdoner.gov.in/content/introduction-1 6 www.myasiaconsulting.com
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2.4 Presentation of the Associate Organisations-Laboratory (including accreditations)
Water quality measurement is done by AMD, the representative of Australian Medical & Diagnostics (Australia) and is an expert in water treatment design, supply and installation. They have more than 200 installations in Myanmar that include large drinking water manufacturers, UNICEF projects, boutique hotels and housing estates. They have a state of the art laboratory to test the water quality in line with the international standards.
Water quality measurement is also done by ISO-Tech Laboratory and Authentic Trading Co Ltd. ISO Tech Laboratory that has UKAS accredited ISO 9001:2008 certificate for their operations and is consulted by Mr U Saw Christopher Maung, a former member of UNICEF water quality monitoring and surveillance in Myanmar. They have a state of the art laboratory to test the water quality in line with the international standards.
During the feasibility studies and construction phase, the project owner has used the testing services of third party laboratories. The marine water quality and the sediments were tested by the laboratories MET-CHEM Laboratories7 from Baroda in India and Goldfinch Engineering Systems Pvt Ltd8 in December 2012. Both are certified for ISO 9001:2008 and the latter is certified for OHSAS 18001:2007 as well. Goldfinch Engineering Systems Pvt Ltd is approved as EIA consultant by the National Accreditation board for Education and Training (NABET), India and is an approved laboratory by the Ministry of Environment and Forest (MoEF), India.
The ambient air quality testing was performed by Pollucon Laboratories Pvt Ltd9. They are recognized by Ministry Of Environment and Forest (MoEF), India and accredited by National Accreditation Board for Laboratories (NABL), India for ISO 17025 for Chemical & Biological field. They are approved by the Food Safety and Standards Authority of India (FSSAI) and hold accredited certifications for ISO 9001:2008, ISO 14001:2004 and OHSAS 18001:2007.
The soil quality measurement was done by Civil Engineer’s Construction Cooperative Limited, Suntac technologies and Mya Yar Pin, Yangon, three reputed soil and geological analysis and testing organisations in Yangon.
7 http://www.indiamart.com/met-chem-laboratories/# 8 http://www.goldfinchengg.com/ 9 http://www.polluconlab.com/
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2.5 Presentation of the health expert and health impacts of the project
The health impacts of the project are water borne diseases from the effect on water quality due to the effluent discharge, respiratory diseases from effect on air quality from the air emissions from the use of fossil fuels and hearing problems from noise impacts from the operation.
Dr Mon Myat who is the expert for water quality and the biodiversity has assessed the effect on public health and health of animals, fishes and livestock. The consultant used to take expert inputs about the health impacts was Dr Cecil Kunnappilly10, MBBS, MD, Government surgeon, Kerala State, India. The doctor used by the construction contractor at Sittwe for regular medical check-ups was also consulted during the study.
The project study made use of the data and reports by international organisations such as United Nations Development Program (UNDP), United Nations Children’s Emergency fund (UNICEF), United Nations Framework Convention for Climate change (UNFCC)11, World Health organisation (WHO)12, Food and Agricultural Organisation (FAO), International Union for Conservation of Nature (ICUN)13 and International Finance Corporation (IFC)14.
10 http://www.mciindia.org/ViewDetails.aspx?ID=697133 11 http://unfccc.int/2860.php 12 http://www.who.int/en/ 13 http://www.iucn.org/ 14 http://www.ifc.org/
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3.0 Policy, Legal and Institutional Framework
3.1 Corporate, Environmental and Social Policies
The governments of Myanmar and India made the agreement for the comprehensive development of a multimodal transit transport project to enable development of both the countries and the regions. Bodies representing both the governments have policies that take care of the environmental and social aspects all the while working towards the business interests.
Sustainable development is the prime focus of the ministry of external affairs and its associate bodies taking into account the parameters of environment, climate change, livelihoods and public health. The government of India has ratified the Kyoto Protocol and is a signatory to the United Nations Framework Convention for Climate Change (UNFCCC) which shows their commitment to sustainability and environmental conservation.
The government of India has always extended their support to the Least Developed Countries (LDCs) ever since the group was formed in 1971. The government of India has been pursuing to have better trade and diplomatic relation with its neighbouring countries on its eastern side termed as "Look East Policy" since 1990s. There has been continuous progress in the relationship between India and the ASEAN since the initiation of this policy in 1991. India became a sectoral dialogue partner of ASEAN in 1992, a full dialogue partner in 1996 and since 2002, engages in annual Summits with ASEAN.
3.2 Policy and Legal Framework
The projects in Myanmar related to the Ports and Inland water are under the Ministry of Transport (MOT). The coastal ports are under the department Myanma Port Authority (MPA) and other departments in the ministry related to the project are Directorate of Water Resources and Improvement of River Systems, Inland Water Transport (IWT) and Department of Marine Administration.
As per the sector in which the project falls, the applicable laws are The Territorial Sea and Maritime Zones Law, 1977 The Ports Act, 1908 The Yangon Port Act, 190515 The Conservation of Water Resources Law, 2006 Law regarding Inland Water Transport Vessels - Pyidaungsu Hluttaw Law No. 29/201516
The policy of the Myanmar government is to make development in a sustainable manner taking into account the environmental and social parameters and to enable this; the government has taken keen interest in making relevant legal framework. The projects in Union of Republic of Myanmar have to comply with the environmental conservation law “Myanmar Environmental Conservation Law (Law No. 9, 2012)”.
15 https://archive.org/stream/burmacode00burmiala/burmacode00burmiala_djvu.txt 16 http://www.burmalibrary.org/docs21/2015-05-19-Myanmar_Law%20_regarding_Water_Transport_Vessels-29-bu.pdf
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The EIA study and the formulated Environmental Management Plans (EMP) are done as per the EIA Procedure and the Environmental Quality (Emissions) Guidelines dated 29/12/2015. These guidelines have provided the environmental emission limits sector wise and the limits for port and harbours are also provided. However, the project construction has started before the enactment of the environmental conservation law in Myanmar that stipulates the conduct of an environmental impact assessment. The project developer has reported the environmental performance during their review meetings with the Myanmar authorities.
The project has also considered the Land Acquisition Law 1894, Vacant, Fallow and Virgin Land Law 2012, Farmland Law 2012, Labour Organization Law 2011, Labour Dispute Law 2012, Minimum Wage Law 2013, Protection and Preservation of Cultural Heritage Regions Law 1998 (Amended by Law No. 1 of 2009).
Myanmar has ratified17 the MARPOL 73/7818, the maritime convention to prevent marine pollution including dumping, oil and air pollution. The vessels and port facilities operating in Myanmar have to comply with the regulation.
3.3 Contractual and other commitments
The project is as per the fame work agreement19 on 2nd April 2008 between Government of India and Government of Myanmar20 for construction of Multimodal transit transport system from Sittwe port to India-Myanmar border in Mizoram. The KMTT project has two components, namely i) Port & Inland Water Transport (IWT) through the river Kaladan and ii) Highway.
3.4 Institutional Framework
Government of the Republic of the Union of Myanmar has constituted a Working Committee comprising of Members from its various Ministries & Departments for facilitating the implementation and monitoring the implementation of works under the Kaladan Project. The Committee meets regularly at Yangon in which representatives from Inland Waterways Authority of India (IWAI), Indian Embassy and the Construction Contractor also participate.
The regular meetings of the Committee since the start of the conceptual stage have ensured continuous monitoring of the project. The IWAI and the Contractor maintains close coordination with the local government and departments in the Rakhine state also. The Port Officer at Sittwe is the Nodal Officer for the project, nominated by the Government of Myanmar.
17 https://upload.wikimedia.org/wikipedia/commons/a/ab/MARPOL_73-78_signatories.png 18 http://www.imo.org/en/About/Conventions/ListOfConventions/Pages/International-Convention-for-the-Prevention-of-Pollution- from-Ships-(MARPOL).aspx 19 http://iwai.nic.in/showfile.php?lid=198 20 http://www.worldlibrary.org/article/WHEBN0036592213/Kaladan%20Multi-modal%20Transit%20Transport%20Project
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3.5 Project’s Environmental and social standards
The construction of the project is as per the international standards in maritime and inland water project management for quality, environment and safety. The construction contractor Essar Projects India Limited is certified as per the management system standards ISO 9001:2008 (Quality Management System), ISO 14001:2004 (Environmental Management Systems) and OHSAS 18001:2007 (Occupational Health & Safety Management system) and is a member of British Safety council21.
3.6 Health standards of the project with health impacts
The health impacts due to the project are the water borne diseases due to effluent discharges, respiratory diseases due to depletion in air quality and hearing problems from noise. The guidelines and standards set by organisations used for the assessment were World Health Organisation (WHO), American Public Health Association (APHA)22, Faculty of Public Health, United Kingdom23 European Commission on Public Health24 National Rural Health Mission (NRHM)25, Public Health Foundation of India (PHFI)26, International Finance Corporation (IFC), and Food and Agricultural Organisation (FAO)
21 https://www.britsafe.org/sites/default/files/editor/International%20Safety%20Awards%202014%20-%20Winner.pdf 22 https://www.apha.org/what-is-public-health 23 http://www.fph.org.uk/professional_standards 24 https://ec.europa.eu/health/ 25 http://nrhm.gov.in/nhm/nrhm/guidelines/indian-public-health-standards.html 26 http://www.phfi.org/
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4.0 Project Description
4.1 Project Rationale and Background
The rationale of the KMTT project is to improve the trade between India and Myanmar that share more than 1300 km of boundary. The bilateral trade between them has been showing an improving trend in the past few years; however, the cross border trade accounts for less than 1% of the total trade. The land locked north eastern states of India and the adjacent western Myanmar states of Rakhine and Chin have been deprived of development due to their isolation from the transportation and port infrastructure.
Figure 2: The Kaladan Multimodal Transport Transit (KMTT) Project schematic27
The Kaladan multimodal transit transport (KMTT) project plans to connect the Port at Kolkata to Sittwe Port by sea route and the inland water transport through Kaladan River connect between Sittwe port and Paletwa. The road highway from Paletwa then will connect this waterway to the India-Myanmar border improving the trade between the two countries an also developing the region. This KMTT project is divided into two components; one is the Port and Inland Water Transport component and the other is the Highway. This EIA/SIA study deals with the Port and Inland Water Transport component of the KMTT project only.
The Port and the Inland Water Transport components of the Kaladan Multimodal transit transport project (KMTTP) consists of construction of deep sea port, an inland water terminal and related facilities at Sittwe, developing the transport channel in the Kaladan river from Sittwe till Paletwa, construction of inland water transport terminal at Paletwa and construction of 6 numbers of 300T barges for transportation between Sittwe and Paletwa.
27 http://ris.org.in/pdf/Border%20connectivity%20Background%20Note.pdf
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4.2 Project Location, overview map and site layout maps
Fig 3: Port and IWT components of the Kaladan Multimodal transit transport project
The Port and Inland Water Transport component of the project has the following parts; (1) Port and an IWT terminal at Sittwe with ancillary facilities harbour, (2) Inland waterway navigational channel in the river Kaladan from Sittwe till Paletwa, (3) IWT terminal with ancillary and related facilities at Paletwa and (4) 6 nos. of 300T cargo vessels.
The deep seaport of the project that is under construction is located at Sittwe harbour, the capital of the Rakhine state on the western coast of Myanmar at the mouth of Kaladan River where it meets the Bay of Bengal.
The Kaladan River from Sittwe till Paletwa that is 158 km is the inland waterway for the project from the Sittwe seaport till the inland water transport port at Paletwa. The river passes through six townships of which Sittwe, Pauktaw, Ponnagyun, Mrauk-U, and Kyauktaw are in Rakhine state and Paletwa is in Chin state.
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Figure 4: The Google view of the Sittwe port- Latitude 20008’19.36”, Longitude 92054’04.37”
Adjacent to the project jetty, there is an existing jetty in Sittwe built in 2006 after the old wooden jetty constructed in 1917 was destroyed in cyclone in 2004. It is used to serve the domestic ships that come from Yangon, and other ports in Myanmar.
Figure 5: The existing jetty at Sittwe port on Kaladan River
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Figure 6: The Deep seaport jetty under construction at Sittwe port
The IWT jetty at Paletwa is being built on the eastern bank of the Kaladan River. The Paletwa township is on the western bank of the river and directly opposite to the jetty being constructed there is a small jetty that serves as docking point for small boats.
Figure 7: The IWT jetty under construction at Paletwa Latitude 21018’18.25”, Longitude 92051’36.14”
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4.3 Project Development and Implementation Time schedules
The project feasibility studies, bathymetric surveys, topography and hydrographic surveys were done in the period February 2002 to April 2002. The construction started with the construction of deep seaport at Sittwe in December 2010. The work commenced with the reclamation of area for port and jetty and dredging of the area near the jetty and approach channel. The dredging work was done in 2012 December to February 2013. The IWT terminal construction in Paletwa started in 2013. At the time of field surveys in August and September, the construction phase is almost completed with only the final stages of work such as the office buildings and firefighting system is remaining. The estimated completion of the whole port and IWT component is April 2017. Once the work is completed, the project will be handed over to the Myanmar authorities.
Project Progress No Bill of Quantity as per the project Status Completed Pending 1 Dredging at Sittwe 100% 0% Completed 2 Dredging of Navigational channel 100% 0% Completed 3 Dyke wall at Sittwe 100% 0% Completed 4 Navigational Aids 100% 0% Completed Port at Sittwe 5 99% 1% By March 2017 (Civil works & Handling Equipment) IWT Terminal at Sittwe 6 99% 1% By March 2017 (Civil works & Handling Equipment) IWT Terminal at Paletwa 7 99% 1% By March 2017 (Civil works & Handling Equipment’s) Design, Construction and supply of 6 no’s 8 95% 5% By March 2017 300 T. Cargo Vessels. 9 Reclamation at Sittwe 100% 0% Completed 10 Construction of Box Drain (Additional work) 100% 0% Completed
Overall Progress of Project 99% 1%
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4.4 Description of the project size, installations and technology
The Port construction at Sittwe
The deep seaport and related facilities at Sittwe on the western bank of river Kaladan will have a 219 metre long port jetty with an apron width of 15.2 metre, 54 metre long IWT jetty with an apron width of 15.2 metre, 136 metre long, 9.5 metre wide approach to the port jetty, 136 metre long, 9.8 metre wide approach to IWT jetty and buildings for port offices that include warehouses. These dimensions are chosen to accommodate the future development of the port to accommodate ships of capacity up to 20,000 dead weight tonnes (DWT) in the port jetty and up to 300 Tonne barges at the IWT jetty.
Figure 8: The dimensions of the Port Jetty, IWT Jetty and their approaches (Plan view).
The port jetty will have a level luffing type 10 Tonne capacity crane with a maximum outreach of 25.5 metre for loading and unloading. The IWT jetty will have mobile crane of 10 Tonne capacity and a maximum outreach of 12 metres.
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Figure 9: Layout of the port facilities (plan view)-source-Essar Projects (India) Limited
The port facilities at Sittwe are built on reclaimed land with a total area of 70,000 m2 requiring 0.265 million cubic metres of sand/soil. The proposed related facilities and buildings to be built at the back up area of the port terminal are
Two covered transit storage sheds of size 24 metre X 36 metre with suitable partitions for food grains, cement, fertilizer and other agricultural products. Provision for future covered area of size 24 metre X 36 metre for cement and food grains Open storage with an area of 40 metre X 30 metre for timber logs.
The proposed facilities to be built at the back up area of the IWT terminal are
One covered storage shed of size 24 metre X 26 metre with suitable partitions for segregation of food grains, cement, fertilizer and other agricultural products Open storage area of size 20 metre X 30 metre for Iron and steel components, machinery and general cargo Parking area of size 20 metre X 25 metre for trucks
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Dredging requirements in the port and approach channel
Figure 10: Sittwe Port and approach channel with dredging requirements28
28 source-Essar Projects (India) Limited
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Historically, the port of Sittwe had a maximum draught of over 7 metres enabling the docking of ships of capacity 6,000 to 7,000 Tonnes in the late 1980s. Currently, due to absence of maintenance dredging, the siltation over the years has reduced the depth to a maximum draught of 4.5 metre in the approach channel and only ships of capacity 2,000 to 2,500 tonnes can dock here.
The capital dredging estimated near the jetty and the approach channel is 1.2 Million Cubic metres to maintain a maximum draught of 7.9 metre. The estimation of the dimension of the approach channel is as per the size of general cargo vessels. The Sittwe port once completed will have capacity to handle 6,000 DWT in the initial period and 20,000 DWT in the future.
6000 DWT 10,000 DWT 20,000 DWT Channel (16.9 m beam) (19.4 beam) (21.7 beam) Width at draft level 59.15 m 67.9 m 75.95 m Bed width 52.15 m 60.9 m 68.95 m Depth below chart datum 7.9 m 8.9 m 9.8 m Side slopes 1:5 1:5 1:5 Full loaded draft 7.2 m 8.2 m 9.1 m
Table 1: Depth dimensions of the approach channel
The actual capital dredging performed in the approach channel and port jetty at Sittwe during the construction phase is 1.06 Million cubic metres. This dredging was done in 2013 after detailed study of the sediments and marine water quality by third party laboratories for its potential effect. The disposal of the dredged material was done by trailing suction Hopper dredger (TSHD) with submerged disposal method to reduce the increase in turbidity due to dredging and disposal.
Figure 11: Trailer suction Hopper Dredger-Source Jan De Nul Group
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TSHD is mainly used for dredging loose and soft soils such as sand, gravel, silt or clay29. One or two suction tubes, equipped with a drag head, are lowered on the seabed, and the drag head is trailed over the bottom. A pump system sucks up a mixture of sand or soil and water, and discharges it in the ‘hopper’ or hold of the vessel. Once fully loaded, the vessel sails to the unloading site30. The material can be deposited on the seabed through bottom doors, or reclaimed by using the ‘rain-bowing’ technique. The material can also be discharged through a floating pipeline to shore, and used for reclaiming land.
Figure 12-Disposal of the dredged material by submerged method.
Figure 13: Sebastiano Caboto, the TSHD used in Sittwe
29 http://www.marineinsight.com/types-of-ships/different-types-of-dredgers-used-in-the-maritime-industry/ 30 https://www.youtube.com/watch?time_continue=1&v=aj6v4hEgq8U
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The channel development in the river Kaladan
Figure 14: Dredging in the Kaladan River for channel-Essar Projects (India) Limited
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The Kaladan River is around 650 km long that originates in the Lushai hills of Myanmar and flows into the state of Mizoram in India along the Indo-Myanmar border and then flows back to Myanmar and move through Chin and Rakhine states to meet the Bay of Bengal at Sittwe. The river is tidal up to Paletwa and mechanized vessels ply regularly through the river. The channel is not a newly introduced waterway because of the project, but only an improvement works such as the de-siltation at shallow points for efficient navigation.
The navigation channel from Sittwe till Paletwa is 158 km long and passes through 6 townships of which Sittwe, Pauktaw, Ponnagyun, Mrauk-U, and Kyauktaw are in Rakhine state and Paletwa is in Chin state. The channel is planned to be 37.5 metre wide at bottom. The channel navigation width at draft level W required for two-way navigation is calculated from the width of the barge B that is 8.5 metre.
W=BM+BM1+C+2C1, where
BM=Manoeuvring zone for the vessel considering the directional stability BM1= Manoeuvring zone for the upcoming vessel considering the directional stability C= Separating zone width between the vessels C1= Security area width, between the manoeuvring zone and the channel side considering environmental and human factors (eg: bank suction).
The recommended values of these parameters are expressed as factor of vessel width B BM=1.3 B to 3.0 B BM=BM1 C=0.5 B to 1.0 B C1= 0.3 B to 1.5 B
Based on the experience of the waterway experts the values considered in the design were BM= 1.3B BM= BM1 C= 0.5B C1= 0.95B Hence, W= 1.3B+1.3B+0.5B+ (2X0.95B) =5B. W=5X8.5m= 42.5m
Figure 15: The two-way waterway navigation channel width requirement
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For efficient movement, as per the German code of practice, a 30 cm water column below the keel of the vessel is required for manoeuvrability. As a factor of safety, the project design has considered 50 cm or 0.5 m of water column below the vessel keel. Hence for a vessel with loaded draft of 1.5 m, a minimum depth of 2 metre is to be maintained in the channel
Shoal Name Length Dredging Volume Paletwa 700 m 78,000 m3 Laungadoo 300 m 24,000 m3 Upper Tinma 350 m 6,000 m3 Sanghataung 400 m 15,000 m3 Total 1,750 m 123,000 m3
Table 2: Dredging requirement in the river for waterway
To enable the channel to have the minimum depth of 2.0 m throughout, soil and/or sand will be removed in four places. The estimated dredging requirement is around 120,000 cubic metres of soil/sand and the total length of shallow patches in need of dredging is less than 2 km in the 158 km long navigation channel. There is no land acquisition, submergence of any land or displacement of any people along the river between Sittwe and Paletwa on account of implementation of the project. The actual dredging performed in the waterway accounted for 115,000 cubic metres of soil and other related material.
The IWT terminal construction in Paletwa
The IWT terminal at Paletwa with a 70 metre long jetty is proposed to be constructed on the east bank of river Kaladan, opposite to the Paletwa village. It will be an RCC jetty of height 4 metre from the chart datum with stepped up height of 6 metre from the chart datum to make half of the jetty suitable for operation during the heavy flood time. Design of the structure has been made keeping in view the river characteristics and also best practices for construction of river terminals. The highway road that connects with India- Myanmar border will meet at this point when constructed.
Figure 16: The elevation view of stepped IWT jetty at Paletwa
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Figure 17: The IWT Jetty construction in process at Paletwa-September 2016
Figure 18: Layout plan of Paletwa Jetty- source-Essar Projects (India) Limited
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The total land requirement for the IWT terminal at Paletwa is 3 Ha. There is no land acquisition or displacement of any people for the terminal construction as the identified land is not occupied. The double level terminal will cater to operation of 300 tonne inland barges throughout the year. Provisions at the terminal will include facilities for receiving and disposing of waste, measures to tackle oil spillage, fire or any such hazard.
Construction & Operation of IWT barges
The waterway will be used by six inland water transport barges that are 40 metre long and 8.5 metre wide with a maximum loaded draft of 1.5 metres. They can carry 300 Tonnes and have a speed of 9 Knots (16.8 km/hour)
Specification Parameter Measure Length Overall 40.00m Beam moulded 8.50m Depth moulded 2.30m Draft Loaded 1.50m Speed 9 Knot (16.8km/hour) Main engine BHP 2X275 Cargo capacity at 1.5 m draft 300 Tons Air draft (Vertical clearance) 6m Fuel Oil capacity 10 Tons Fresh water capacity 5 Tons
Table 3: Technical specifications of the IWT vessels
Figure 19: The elevation and plan of the barges being built-Detail Project Report by RITES
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The barges are constructed at Yangon shipyard and will have double bottom to manage potential spillage of cargo being transported due to hull failure. This kind of barges is usually used to transport hazardous cargo that ply in waterways with rocky bottoms. Even though the project operation does not fall under above category, such barges are used as a safety measure.
The system of double bottom is a method in ship construction design where the bottom will have two layers of hull surface that are water tight. The outer layer forms the normal hull of the vessel and the inner one or the second hull forms a barrier to the water in case of failure of the outer hull. Usually, the space between the two hulls was used as storage for fuel or water; however the regulation MARPOL 73/78 does not allow storage in this space since 2007.
Figure 20: Double Hull bottom vessel
Double bottom designs are significantly safer than single bottoms and in case of grounding or other underwater damage, most of the time the damage is limited to flooding the bottom compartment and the remaining areas of the vessel remain intact. A double bottom also conveniently forms a stiff and strong girder or beam structure with the two hull plating layers as upper and lower plates for a composite beam. This greatly strengthens the hull in secondary hull bending and strength, and to some degree in primary hull bending and strength.
Some of the advantages of double bottom in vessels are:
provide protection to hull in case of grounding provide great longitudinal strength can be used as tanks to carry oil, ballast water or fresh water (ventilated by a Gooseneck ) helps to prevent pollution in case of liquid cargo (like oil in tankers) helps to maintain stability of ship the tank top acts as a platform for machinery and cargo
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4.5 Description of Selected Alternative in phases
4.5.1 Preconstruction activities
The project owner performed the feasibility studies of the project by detail survey of the port and harbour, seabed, the approach channel, the river and the port area at Sittwe, Kaletwa and Paletwa in the period February 2002 to April 2002.
The bathymetric surveys were carried out in the sea for the approach channel to the Sittwe port and for the port terminals and jetties. The hydrography and topographic surveys were conducted from Sittwe till Kaletwa in the river Kaladan using the state of the art equipment such as Dual frequency Echo sounder- Echotrac31, Real Time Differential global positioning system (DGPS)32 and Autolevel. The laser profiling of the boulders and rapids were performed
Figure 21: Geological testing at Sittwe- source-Essar Projects (India) Limited
Geo-technical investigations were carried out at the proposed terminal locations at Sittwe, Paletwa and Kaletwa. Four bore holes were drilled at each of the proposed locations to collect the soil samples for testing. The soil, water and air samples were taken for laboratory testing for the assessment of the technical and environmental
31 http://www.odomhydrographic.com/product/echotrac-cv100/ 32 https://www.amsa.gov.au/navigation/services/dgps/
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feasibility. The project neither did not require any acquisition of land and agricultural fields nor there any resettlement or evacuation of the people.
4.5.2 Construction Activities
The project owner began the construction activities in December 2010 at the port site in Sittwe.
Figure 22: The ceremony at the start of the construction
Figure 23: The reclamation work at Sittwe port site
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The land was reclaimed for the jetty and the area near the jetty, approach channel and the port was dredged to have the required depth. Trailing Suction Hopper Dredgers (TSHD) was used for the dredging activity. A total of 1.2 Million cubic metres was dredged and disposed using submerged disposal methods in four designated areas as agreed with the local authorities. The sailing distance to the centre of sea disposal area is approximately 2.0 km away. Earlier the plan was to use the dredged soil for the reclamation. But the property of the dredged material was not suitable enough to be used for reclamation.
Figure 24: The reclamation work at Sittwe port site after the start of construction
Figure 25: The piling work at Sittwe port during the construction phase
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The Kaladan River was dredged at four points to maintain the depth of 2 metres for navigation. The total dredged material is 88,000 cubic metres and the total length of the dredging is less than 2 km for a waterway of length 158 km.
Figure 26: excavation at Paletwa port site after the start of construction
A seaport jetty of length 219 metres and an inland water transport jetty of length 54 metres is under construction at Sittwe harbour and a 70 metre inland water transport jetty is being constructed at Paletwa. The construction is at the final stages with the only remaining work is the construction of the buildings and port facilities. The pending work is only 1% of the project plan.
Figure 27: The Sittwe port jetty and facilities construction in progress-September 2016
Six barges of length 40 metre and 8.5 metre width are being fabricated in the Yangon shipyard to be used in the waterway for inland water transport. 5% work is pending in the barge fabrication.
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4.5.3 Operation activities
Once the project is operational, ships of up to 20,000 DWT will dock at the deep sea port in Sittwe and the six barges will transport the cargo between Sittwe and Paletwa through the Kaladan River. 6000 Tonnes ships are expected to dock at Sittwe port in the initial years of operation. Maintenance dredging will be performed to maintain the depth at the seaport as 7.9 metres.
The expected maintenance dredging per year is estimated as 2.5 Lakhs to 3 Lakhs cubic metres of silt in the harbour and approach channel. The dredging in navigational channel is limited and estimated as a maximum of 30,000 cubic metres
The power load estimated for Sittwe and Paletwa ports are 1000kVA and 500kVA respectively including all standby and spares. The power load requirement for operations is around 800kVA in Sittwe and around 300kVA in Paletwa.
The operations will result in an estimated fossil fuel consumption of around 2200 Litres per day in Sittwe and around 1050 Litres per day in Paletwa. The barges will consume around 600 gallons of fuel per trip.
4.5.4 Decommissioning/Post Closure
Upon closure or decommissioning of the port, the vessels, equipment for utilities shall be sold for reuse elsewhere. When the equipment is found to be non-usable, it will be scrapped.
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4.6 Comparison and selection of alternatives
The Kaladan River flows from Indo-Myanmar border to Sittwe Port and 275 km of this stretch lies entirely in Myanmar. The part from Indo-Myanmar border till Kaletwa has a rocky terrain with boulders and rapids and is navigable only during eight or nine months in a year with country boats of capacity around 50 Tonnes. Hence when the project was designed initially, the waterway in the Kaladan River was planned to be from Sittwe port till Kaletwa (Sitpitpyin).
The stretch between Kaletwa and Paletwa is around 68 km and requires dredging and rock blasting to make it navigable throughout the year for the barges. Considering these environmental impacts, the project developer decided to have the design changed to have the waterway only till Paletwa which is already under regular navigation and chances of environmental impact by means of blasting of rock, land sliding of hills etc. has been nullified. In the revised design of the project till Paletwa, the impacts were reduced significantly.
Hence the alternative of the project activity is considered as the scenario of building and operating port and waterway till Kaletwa. Another alternative is not to build the project and maintain status quo.
4.6.1 Methodology
The three scenarios for the project are
1. Absence of the project activity and maintain status quo. 2. Port at Sittwe and Inland waterway till Kaletwa 3. Port at Sittwe and Inland waterway till Paletwa
In the absence of the project activity, the transportation infrastructure in the region will remain to be underutilised and the river will be used by the current inland water transport vessels. The number of ships that dock at Sittwe port will continue to be low and the trade and commerce of the region will remain the same. Hence this scenario is not considered for the comparison of alternatives.
As per the initial detail project report (DPR) in 2003, the project was to have the waterway till Kaletwa (Sitpitpyin) that is 225 km from Sittwe. The river is wide from Sittwe till Paletwa with a width range of 8,800 metres to 175 metres with least available depths around 2.5 metre to 2.2 metre below chart datum except at Langadoo shoal with a depth of 1.5 metre. . The width of the river is reduced to a range of 250 metre to 75 metre for the stretch from Paletwa to Kaletwa and the least available depths are around 1.5 metre to 1.0 metre. To make the waterway navigable, the removal of shoals, boulders, rapids and rocks is necessary and the DPR proposed to have the following activities
Dredging of the river bed Blasting for exposed rocks Drilling and blasting for submerged rocks Plaster shooting of small rapids
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The dredging requirement estimated in the river is 1,683,886 cubic metres of soft and coarse material and 330,746 cubic metres of rocks.
Project Activity Alternative to Project Scenarios-IWT component Sittwe-Paletwa Sittwe-Kaletwa Economic feasibility Medium Medium Dredging requirements Low High Environmental impact Low High Employment contribution High High Contribution to Economy High High Construction feasibility Moderate Difficult Development of region High High
Table 4: comparison of alternatives
The previously listed conservatory measures in the river section between Paletwa and Kaletwa was identified as activity having significant environmental consequences and hence the DPR was revised in 2009 to have the waterway only till Paletwa in the design. After this change of the IWT segment from Sittwe-Kaletwa to Sittwe-Paletwa, the dredging requirements in the Kaladan River was reduced by 95% to that of the initial design.
The project owner has compared the economic feasibility, environmental feasibility, employment generation, contribution to country’s economy and environmental impacts in both the scenarios and has made a decision to select the IWT segment from Sittwe- Paletwa (158km) over Sittwe-Kaletwa (225km).
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5.0 Description of the Surrounding Environment
5.1 Setting the study limits
The port and waterway components of the KMTT project covers the complete area of the port facilities in Sittwe, jetties, project buildings, the approach channel, Kaladan River and the IWT port facilities in Paletwa.
The impact area of the project extends to comprise the nearby neighbourhood townships along the Kaladan River. The methods of the EIA study included taking samples of air, soil, and water from the project site for testing, interviewing local people and government officials, reviewing the project data, referring the published data and assessments made by international bodies. The environmental and social study of the impacts will be restricted to this limit.
5.2 Methodology and Objectives
5.2.1 Related Environmental issues
The environmental issues related to the project activity identified from the scoping phase of the study were the depletion of natural and public resources such as fossil fuels, water and electricity, maintenance dredging in the port and the river, increased traffic in the river, waste generation due to the port operations and potential fire break-out accidents. The construction of the project activity started in 2010 and the impacts of the construction has been monitored by the construction contractor and is been periodically reported to the Myanmar authorities during the review meetings.
5.2.2 Objectives of the study
The objectives of the EIA study are to assess the risk of the port and IWT project operations and plan mitigating measures and formulate environmental management plans (EMP) related to the environment of the region and the social aspects of the people living in the project affected areas.
5.2.3 Scope of the study
The scope of the study covers the port and IWT components of the project, its related environmental and social aspects, potential impacts, measures for mitigation of these impacts and developing an effective environmental management and monitoring plan for project operations.
5.2.4 Method of Study
Methodology to carry out EIA study involves following stages:
• Survey and visit to the ports sites at Sittwe and Paletwa, and the Kaladan River • Review of available literature • Compliance to statutory requirements • Baseline environmental monitoring
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• Identification and Prediction of Impacts • Risk Assessment and Management Plan • Environmental Management Plan formulation
5.2.4.1 Compilation of secondary data
The secondary data collected during the study phase were The records and data related to the project progress, infrastructure requirement, resource requirements, and communications to the government departments. The data, technical specifications and reports available for the equipment to be installed at site The historical weather and climate data of Sittwe33, Kyauktaw34 and Paletwa35 from Meteoblue36, World Meteorological Organisation (WMO)37, National Oceanic and Atmospheric Administration (NOAA)38, Department of Meteorology and Hydrology (DMH), Myanmar, The data and reports related to ports and harbours from United Nations Framework Convention for Climate change (UNFCC)39, World Health organisation (WHO)40, and International Finance Corporation (IFC)41. The report published by United Nations Development Program (UNDP)42 and their specific reports for Kyauktaw43, Mrauk Oo44, Paletwa45 United Nations International Children’s emergency Fund (UNICEF) on Rakhine46 and Chin47 state, Paletwa, and Sittwe. New Species discoveries in the eastern Himalayas48, volume II-2009-2014 published by World wildlife fund (WWF). The Status and Distribution of Freshwater Biodiversity in the Eastern Himalaya49 by D.J. Allen, S. Molur and B.A. Daniel Assessment reports on the project by the Kaladan Movement50, Arakkan Rivers network51 and reports about Paletwa social conditions by Chin Human rights Organisation52. The presentation River basin management in Myanmar by U Zaw Win, Department of Irrigation and Water Resources (DIWR)53 on 20/01/2014
33 https://www.meteoblue.com/en/weather/forecast/modelclimate/sittwe_myanmar-%5Bburma%5D_1295765 34 https://www.meteoblue.com/en/weather/forecast/modelclimate/kyauktaw_myanmar-%5bburma%5d_1316499 35 https://www.meteoblue.com/en/weather/forecast/modelclimate/paletwa_myanmar-%5bburma%5d_1302316 36 https://www.meteoblue.com/en 37 http://www.wmo.int/pages/index_en.html 38 http://www.noaa.gov/ 39 http://unfccc.int/2860.php 40 http://www.who.int/en/ 41 http://www.ifc.org/wps/wcm/connect/corp_ext_content/ifc_external_corporate_site/home 42 http://www.mm.undp.org/content/dam/myanmar/docs/Publications/UNDP_MM_Annual_Report_2014ENG_web.pdf 43 http://www.mm.undp.org/content/dam/myanmar/docs/Documents/HDI%20Profiles/UNDP_MM_Kyauktaw_HDI.pdf 44 http://www.mm.undp.org/content/dam/myanmar/docs/Documents/HDI%20Profiles/UNDP_MM_MraukOo_HDI.pdf 45 http://www.mm.undp.org/content/dam/myanmar/docs/Documents/HDI%20Profiles/UNDP_MM_HDIprofile_Paletwa.pdf 46 http://www.unicef.org/myanmar/Rakhine_State_Profile_Final.pdf 47 http://www.unicef.org/myanmar/Chin_State_Profile_30-07-15.pdf 48 https://www.wwf.de/fileadmin/fm-wwf/Publikationen-PDF/WWF_Report_2015_- _New_species_discoveries_in_the_Eastern_Himalayas.pdf 49 https://cmsdata.iucn.org/downloads/iucn_eastern_himalaya_report_30dec__2_.pdf 50 http://www.kaladanmovement.org/index.php/latest-news/item/17-the-kaladan-multimodal-transit-transport-project/17-the- kaladan-multimodal-transit-transport-project 51 http://host268.hostmonster.com/suspended.page/disabled.cgi/burmabloggers.net 52 http://www.chro.ca/
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The presentation Current Status on River Transport and Challenges in Myanmar54 by Inland water transport on 07/03/2014 The data on the ports in Myanmar available in international maritime websites.
5.2.4.2 Survey for Primary Data Collection
a) For physical and biological surveys
The EIA consultant made a site visit to the project sites on 26th, 27th and 28th of July 2016 to perform field survey of the current situation of the land for the scoping phase. They reviewed the project data related to the progress, infrastructure requirement, and had interacted with the project engineers, managers and operators. There was no sampling and analysis done and there were no laboratory analysis done during the scoping activity.
The second site visit was performed on 8th, 9th and 10th of September 2016 to Sittwe port, Paletwa port, Kyauktaw and the waterway in the Kaladan River. The samples of water, and air were taken for testing.
The construction contractor Essar Projects India Ltd keep monitoring the environmental parameters as part of their ISO 14001 certified management system and the records are available to be reviewed. The test reports are reviewed and approved by URS Scott Wilson India Ltd, the consultant appointed by the IWAI, Ministry of Shipping, India to supervise the project construction. Report Tested Date item Location Laboratory Name Marine Dredging area, 22/12/2012 MET-CHEM Laboratories, India water Disposal site Dredged 22/12/2012 Sediment MET-CHEM Laboratories, India sediment Dredging area, Marine Disposal site, Goldfinch Engineering systems Pvt Ltd, 29/12/2012 water IWT Jetty, India Port Jetty Dredged Goldfinch Engineering systems Pvt Ltd, 29/12/2012 Sediment sediment India Workshop, Ambient 6/5/2013 Port Jetty, Pollucon Laboratories Ltd, India Air IWT Jetty Drinking 1/11/2015 Sittwe, Paletwa ISO Tech Laboratory, Yangon water 12/03/2016 Water, IWT Jetty, 22/03/2016 Air, Port Jetty, Essar internal testing as per ISO 14001 12/04/2016 Noise Workshops
Table 5: The list of reviewed third party laboratory reports
53 http://www.ifc.org/wps/wcm/connect/48d77c00471bb512b04efc57143498e5/2.3.Zaw+Win.pdf?MOD=AJPERES 54 http://www.jterc.or.jp/koku/koku_semina/pdf/140307_presentation-02.pdf
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Water
The water samples were drawn from the Kaladan River at Sittwe port from three points on 08th September 2016, Paletwa port on 09th September 2016 from two points to test the turbidity, salinity, dissolved oxygen and pH. The contractor is monitoring these parameters once in every 10 days during the construction period and the records at site were sampled and reviewed.
Parameter Unit Equipment
Turbidity NTU Lutron TU-201655
Salinity % Lutron PSA-31156
Dissolved Oxygen (DO) mg/Litre Lutron DO-5512SD57
pH - Lutron pH-22258
Table 6: water testing during the site visit Ambient air
Air ambient quality test was done taking samples from three points in Sittwe, namely The workshop area, Port Jetty and IWT jetty north end with the GPS locations N20º 8.257', E92º 53.974', N20º 8.239', E92º 54.150' and N20º 1.371', E92º 54.175' respectively on 8th September 2016. The parameters tested as per the table provided below. These points were selected because it is as suitable as per the wind rose diagram of Sittwe. The ambient air quality testing was performed at the same points in March-April 2013 at Sittwe by Pollucon Laboratories Pvt Ltd.
Parameter Unit Limits Methodology
Suspended particulate matter µg/m3 Not specified IS 5182 Part 16
3 Respirable particulate matter PM10 µg/m 100 IS 5182 Part 23
3 Sulphur Dioxide as SO2 µg/m 80 IS 5182 Part II
3 Oxides of Nitrogen as NO2 µg/m 80 IS 5182 Part IV
Hydrocarbon as HC µg/m3 Not specified Digital Gas analyser
Carbon Monoxide as CO mg/m3 2 Digital Gas analyser
Table 7: ambient air quality testing during site visit
55 http://www.lutron.com.tw/ugC_ShowroomItem_Detail.asp?hidKindID=1&hidTypeID=148&hidCatID=&hidShowID=1032&hidPr dType=&txtSrhData= 56 http://www.lutron.com.tw/ugC_ShowroomItem_Detail.asp?hidKindID=1&hidTypeID=55&hidCatID=&hidShowID=894&hidPrdT ype=&txtSrhData= 57 http://www.lutron.com.tw/ugC_ShowroomItem_Detail.asp?hidKindID=3&hidTypeID=157&hidCatID=&hidShowID=1192&hidPr dType=&txtSrhData= 58 http://www.lutron.com.tw/ugC_ShowroomItem_Detail.asp?hidKindID=1&hidTypeID=45&hidCatID=&hidShowID=290&hidPrdT ype=&txtSrhData=
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Noise
The noise levels were measured from three points in Sittwe, namely The workshop area, Port Jetty and IWT jetty north end with the GPS locations N20º 8.257', E92º 53.974', N20º 8.239', E92º 54.150' and N20º 1.371', E92º 54.175' respectively on 08th September 2016. The noise levels in Paletwa were measured on 9th September 2016 at three points, namely the jetty, main building site and the site office. The equipment used was AR814 Sound Level Meter59.
The records of noise monitoring performed by the project construction contractor at seven points in Sittwe port was reviewed for the dates 17/01/2013 and 22/03/2016. The noise monitoring records in Paletwa kept by the construction contractor was reviewed for the date 22/03/2016.
b) For socio-Economic surveys
The EIA consultants during their site visit on 26th, 27th and 28th of July 2016, had performed a field survey of the surrounding townships near the project area. In Kyauktaw Township, they met with the local authority offices related to general administration, agriculture, jetty and port management, and forest.
Further meetings were done during the visit on 8th, 9th and 10th of September 2016 with the secretary of Rice Association of Sittwe, the mayor of Sittwe, Blue Green consultant at Sittwe, Timber association in Kyauktaw, port officer at Sittwe, and Township officer at Paletwa.
5.2.4.3 Mapping
The EIA consultant team performed the mapping of the project during the time of field surveys along with the review of the records and established the project location, boundaries, and the project affected area.
5.2.4.4 Levels of effort
5.2.4.4.1 Qualifications of specialists
The qualifications of the study team consisted of EIA and climate change expert Expert on the international standards for environment & safety Expert on jetty and port management Expert on dredging, seabed surveys and hydrology Local expert conversant in the native language and customs
59 http://en.smartsensor.cn/products_detail/&productId=163.html
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5.2.4.4.2 Time for literature review
The estimated time for literature review was 15 man days spread across two to three weeks. The actual total time spent for literature review was 15 man days for the EIA team. These 15 man days was spread across a period of three weeks’ time.
5.2.4.4.3 Time for field surveys by specialists
The total time estimated for the field surveys was 14 man days which is spread across a period of 2 to three weeks. The actual time spent was 16 man days made as two visits of 3 days each.
5.2.4.4.4 Time for reporting by specialists
The total time estimated for the reporting of the assessment is 10 days that is spread across a period of 3 weeks’ time after the completion of the field survey and sample collections. The time for testing the samples is not included as it is performed by external laboratories. The testing will move simultaneously with the reporting time. The actual time spent on the reporting was 9 man days spread across 3 weeks.
5.2.4.4.5 Number of field surveys
The field survey had to cover the ports facilities at Sittwe and Paletwa, and the townships on the Kaladan River. The review of socio-economic parameters required interactions with people of surrounding townships, non-governmental organisations and the local government departments related to the project. These visits were managed by two field surveys.
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5.3 Public Administration and Planning
The port and IWT components lie entirely in two least developed states of Rakhine and Chin in Myanmar.
Rakhine State
Among the states and regions of Myanmar, Rakhine is ranked eighth in size and second in population60. The state is ranked61 16th in poverty among 17 states of the country and is only better than the Chin state which is also the project affected area. The state has 5 districts, 17 townships, 3 sub-townships, 138 wards, 1036 village tracts and 3760 villages with an average population density of 86.7 persons per km2.
Agriculture and fishery related functions are the main economic activities in the state. Paddy is the major crop in the state with an approximate coverage of 85% of the agricultural fields. The fishing industry is big, but the catch is transported to the major city Yangon for trade. The Shwe Gas pipeline project in Kyauk Phyu is around 100 miles south of Sittwe town and the development of the seaport is expected to improve the overall socio-economic parameters of the state. The development in the state has been affected by lack of good roads, electrification, connectivity and conflicts between communities. The electrification in the state capital Sittwe happened only in 2014 and hence the industrial development is poor in comparison with many of the states.
The conflict in the state has put the area in focus and many international agencies and organisations have come forward to help solve the issues. The government of Myanmar has constituted many committees to resolve the issues related to the conflict of the communities in Rakhine. As per the assessment by United Nations Development Program (UNDP), the state has made improvements in service delivery in the key areas of education, health and clean water as well as in the area of safety and security despite the recent violence in the state.
Chin State
Chin is the least developed state in Myanmar with the highest poverty rate. The state has 3 Districts, 9 Townships, 40 Wards, 470 Village Tracts, and 1,501 Villages. The state has six ethnic groups Asho, Cho, Khum, Laimi, Mizo and Zomi and the population density is very low with 13.3 persons per km2.
Agriculture is the main livelihood of the people; the lack of infrastructure, difficult terrain along with conflicts with the Myanmar government kept the state under extreme poverty. A ceasefire agreement in 2012 between the Myanmar government and the Chin National Front has resulted in start of steps towards development. Paletwa, the township where the project falls will be the only port for the whole state once developed.
60 http://www.themimu.info/sites/themimu.info/files/documents/Report_Local_Governance_Mapping_Rakhine_UNDP_Feb2015.pd f 61 https://www.unicef.org/myanmar/Rakhine_State_Profile_Final.pdf
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5.4 Legally Protected National, Regional or State Areas
5.4.1 Forest conservation areas (including biodiversity reserved areas)
The project affected area falls in the Kaladan River and the biodiversity corridors of Chin Hills Complex corridor and Rakhine Yoma Corridor are near the project area. The project does not result in wide spread removal of forest cover for construction or submergence of forest due to change in hydrology.
5.4.2 Public forests
The project affected plains are covered by forest cover that belongs to the people of Myanmar. However, project does not result in wide spread removal of forest cover for construction or submergence of forest due to change in hydrology.
5.4.3 Parks (including marine parks)
There are no national parks or marine parks in the project area.
5.4.4 Mangrove swamps
In the state of Rakhine, along the coastline, on the sheltered side of islands, river mouths and inland areas with streams and creeks, there are a lot of mangrove habitats that cover an area of around 223,506 Ha of which Sittwe Township has around 2997 Ha. The mangrove cover has reduced to more than 50% in comparison with the mangrove cover in 1900. The reduction in Mangrove cover in the period from 2000 to 2015 is around 23%. However, the reduction in the mangrove cover is very less in the Sittwe region. The project does not require removal of mangroves for construction.
5.4.5 Other sensitive coastal areas
Seagrass is found in river waters across Rakhine state and these seagrass act as the breeding areas for several fishes and invertebrates. However, project activity does not require the clearance of forest area or the removal of mangrove in the harbour.
The project area does not coral reef ecosystem to be affected by the project. The coral reefs in the state are found in the southern parts of Rakhine.
5.4.6 Wildlife sanctuaries
There are no wild life sanctuaries in the project area
5.4.7 Scientific reserves
There are no scientific reserves in the project area
5.4.8 Nature reserves
There are no nature reserves in the project area
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5.4.9 Geo-physically significant reserves
There are no geo-physically significant reserves in the project area
5.4.10 Other nature reserve nominated by the Minister
There are no nature reserves nominated by any ministers in the project area
5.4.11 Protected cultural heritage areas
The cultural heritage site in Mrauk U is near the project area; however the project has no effect on the heritage site.
5.4.12 Protected archaeological areas or areas of historical significance.
The archaeological site in Mrauk U is near the project area; however the project has no effect on the heritage site.
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5.5 Physical Components
5.5.1 Outline of the content
The physical components assessed consist of the landscape, soil, topography, water resources, climate, and water quality.
5.5.2 Climate/Meteorology
The project area’s climate is categorized as tropical, Am as per the Köppen and Geiger climate classification62 system. The variation in temperature and rainfall is observed in the project affected areas from Sittwe Township to Paletwa.
Sittwe
The capital of Rakhine state, receives significant rainfall for most months in the year, with a short dry season. The average annual temperature is 25.7 °C and the rainfall here averages 4,664 mm per year. Precipitation is the lowest in January, with an average of 5 mm. In July, the precipitation reaches its peak, with an average of 1,173 mm. At an average temperature of 28.7 °C, April is the hottest month of the year. At 21.1 °C on average, January is the coldest month of the year.
Figure 28: The rainfall and temperature for Sittwe (source-weather station No: 31963)
62 http://koeppen-geiger.vu-wien.ac.at/ 63 http://en.climate-data.org/location/319/
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Figure 29: Wind rose diagram for Sittwe (Source from Metroblue)64
Kyauktaw
Kyauktaw is situated at 65 miles (105 km) far from the north of Sittwe, the capital city of Rakhine State. Kyauktaw has three seasons; the monsoon or rainy season is from May to October; the cool season or winter from November to February and the hot season or summer from March to May. The average temperature range during the summer is from 32 to 40 °C. The average rainfall range during the rainy season is from 431 to 482 centimetres.
64 https://www.meteoblue.com/en/weather/forecast/modelclimate/sittwe_myanmar-%5Bburma%5D_1295765
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Figure 30: Wind rose diagram for Kyauktaw (source-Metroblue)65
Mrauk U
In Mrauk U, the average annual temperature is 26.0 °C. About 4192 mm of precipitation falls annually with January being the driest month with average 1mm and in July, the precipitation reaches its peak, with an average of 1265 mm. With an average of 29.2 °C, April is the warmest month and at 21.2 °C on average, January is the coldest month of the year.
65 https://www.meteoblue.com/en/weather/forecast/modelclimate/kyauktaw_myanmar-%5bburma%5d_1316499
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Figure 31: Rainfall and temperature-Mrauk U (source-weather station 747244)66
Figure 32: Wind rose diagram for Mrauk U (Source-Metroblue)67
66 http://en.climate-data.org/location/767244/ 67 https://www.meteoblue.com/en/weather/forecast/modelclimate/mrauk-u_myanmar-%5bburma%5d_1307658
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Paletwa
Figure 33: Rainfall and temperature-Paletwa (source weather station No 717984)68
Figure 34: Wind rose diagram for Paletwa (Source from Metroblue)69
68 http://en.climate-data.org/location/717984/ 69 https://www.meteoblue.com/en/weather/forecast/modelclimate/mrauk-u_myanmar-%5bburma%5d_1307658
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The average temperature in Paletwa is 25.6 °C with an average annual rainfall of 3615 mm. The driest month is January, with 2 mm of rain and July, the wettest month with an average of 929 mm. April is the warmest month of the year with an average temperature of 28.6 °C and at 20.5 °C on average January is the coldest month of the year.
5.5.3 Topography
The topography of the project zone that has the IWT terminals and the inland waterway is low level plains on the River Kaladan. Sittwe is a seaport on the mouth of the river where it joins the sea and the river flows from north east to south west direction from Paletwa to Sittwe.
The Kaladan River flows from Indo-Myanmar border to Sittwe Port and the entire stretch of 275 km lies entirely in Myanmar. The part from Indo-Myanmar border till Kaletwa has a rocky terrain with boulders and rapids and is navigable only during eight or nine months in a year with country boats of capacity around 50 Tonnes. The stretch between Kaletwa and Paletwa is around 68 km and requires dredging and rock blasting to make it navigable throughout the year for the barges.
The river is wide from Sittwe till Paletwa with a width range of 8,800 metres to 175 metres with least available depths around 2.5 metre to 2.2 metre below chart datum except at Langadoo shoal with a depth of 1.5 metre. . The width of the river is reduced to a range of 250 metre to 75 metre for the stretch from Paletwa to Kaletwa and the least available depths are around 1.5 metre to 1.0 metre.
5.5.4 Geology/Seismology
Myanmar is located in a tectonic plate boundary region70 where the Australian, Indian, Eurasian, and Sunda Plates meet, with a major fault structure “Sagaing Fault line” running north-south up the middle of the country. Even though, the project location has not experienced any earth quakes in the near history, there happened an earth quake on 13th April 2016 of magnitude 6.9 on Ritcher scale in the upper part of Myanmar.
5.5.5 Soil
The soil in the Sittwe port is SM, SP-SM type as per the unified soil classification system (USCS)71 with 62% to 92% sand, 7% to 44% fines (silt) in the 9.00 metre to 15.00 metre depth and is followed by layer of CL type with 2% to 13% sand, 87% to 98% fines (silt and clay).
The liquid limit and plasticity index are in the ranges 32% to 36% and 10% to 14% respectively whereas the Natural moisture content and dry density varies from 22% to 29% and 1.39gm/cc to 1.72gm/cc respectively. The direct shear tests on undisturbed samples of soil indicate that the cohesion ‘C’ varies from 0.02 to 0.6kg/cm2 and the angle of internal friction ‘ɸ’ varies from 50 to 300.
70 http://tectonicsofasia.weebly.com/burma-plate.html 71 https://yosemite.epa.gov/r9/sfund/r9sfdocw.nsf/3dc283e6c5d6056f88257426007417a2/390208361838230e88257888006a37 0a/$FILE/Key%20to%20Test%20Data.pdf
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Bore Depth Cohesion Angle of internal Description Type No (Metre) C (kg/cm2) friction ɸ 0.00-15.00 Silty sand SM 0.02 30º 1 15.00-25.50 Clayey Silt CL 0.6 5º 0.00-12.00 Silty sand SM 0.02 30º 2 12.00-25.00 Clayey Silt CL 0.6 5º 0.00-9.00 Silty sand SM 0.54 6º 3 9.00-50.00 Clayey Silt CL 0.56 5º 0.00-43.5 Clayey Silt CL 0.56 5º 4 43.5-50.00 Clayey Silt CL 0.54 6º
Table 8: The soil characteristics at Sittwe port
Figure 35: The sandy clayey soil at the reclaimed site for port facilities
The Kaladan River area falls in the Arakkan-Chin-Naga range of hills and the main formations are composed of fine to medium grained sandstone, shale, and mudstone. The strength varies considerably along and across the bedding of the rock mass.
The soil in the stretch from Sittwe to Paletwa is finer with lower grain size and the stretch from Paletwa to Kaletwa is coarser. The project owner has changed the design to have the waterway from Sittwe till only Paletwa and hence the soil characteristics of the stretch from Paletwa to Kaletwa are not material for the project study.
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Grain size Composition Composition Type of soil (Microns) Sittwe-Paletwa Paletwa-Kaletwa Gravel >2000 Nil 19.27% Very Coarse sand 1000-2000 0.25% 3.94% Coarse sand 500-1000 Nil 1.48% Medium sand 250-500 0.50% 48.4% Fine sand 100-250 40.64% 16.52% Very fine sand 50-100 33.41% 6.17% Silt 2.0-50 10.70% 1.83% Clay <2.0 14.50% 2.41%
Table 9: Gain size distribution of river bed sample
5.5.6 Natural Hazards
There project area is on Sittwe harbour and the stretch of Kaladan River that does not have any natural hazards. There is a bridge across the river at Kyauktaw which is 92.7 km upstream from Sittwe to connect Kyauktaw to Mrauk U; the bridge has adequate vertical and horizontal clearances for vessels to pass through even at high flood levels.
Particular Dimension Length of the bridge 400m Clear Span (Horizontal clearance 80m Maximum High flood level (40 years data) 22.18m Normal High flood level (NHFL) 20.85m Low water level 16.69m Vertical clearance above NHFL 15.24m Total number of spans 5
Table 10: The dimensions of the bridge at Kyauktaw
The horizontal clearance between the spans of the bridge is 80 metre which is sufficient to have two way navigation of the inland water barge with a beam width of 8.5 metre. The vertical clearance is 15.24 metre above the normal high flood levels that is sufficient to move the vessel of height 6 metres above the water level.
5.5.7 Hydrology
The project is on a perennial river that is tidal in nature and the port is on the mouth of the river where it meets the sea. The seawater enters freely through the river confluence at Sittwe harbour. The tidal range at Sittwe is 2.6 metre and at Paletwa it is 0.9 metre. The six months from May to October will have adequate quantity of water in the river for navigation and it recedes in the rest six months and requires conservancy works to have efficient navigation.
The maximum high water levels in the period July to October is around 0.5 metre higher compared to than that of high water levels in the period February to April. The minimum
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low water levels in the period from December to April fall below the chart datum. The chart datum for Sittwe is 1.30 metre below the mean sea level.
Parameter Expressed as Height above chart datum Mean high water Springs MHWS 2.4m Mean High water neaps MHWN 1.7m Mean Low water neaps MLWN 0.8m Mean Low water springs MLWS 0.1m Mean sea level MSL 1.3m
Table 11: The water levels at Sittwe- source-Detail Project report by RITES
The project implementer had performed the hydrographic and topographic surveys of the river using dual frequency echo sounder, Real time differential global positioning system (DGPS) and Auto level. The width of the river varies from 8800 metre to 175 metre between Sittwe and Paletwa and the least available depths are around 2.2. to 2.5 metre below chart datum except at Langaddoo shoal where it is around 1.5 metre.
The flow regime in the harbour area of the river is predominant with flood and ebb currents. The speeds of the tidal currents vary from 0.19 metre/second to 1.04 metre/second and the currents are low during the slack period. The currents are strong during the mid-phase of the tide. Strong currents are recorded during the receding phase of the tide.
The data about the wave characteristics at the port area are not available and hence when the DPR was made, a numerical modelling method was used using the wind data. The work was carried out by National Institute of Oceanography (NIO), Goa, India using the wind data provided by the Myanmar authorities for the recorded period of January 1998 to December 2001 at Sittwe port.
The numerical prediction model “DOLPHIN” that used wind speed, direction and coastal boundary as inputs was used in the study. The outputs from the study are the significant
wave height (Hs) and average wave period (Tz). The offshore wave characteristics were studied and estimated at a depth of 15 metre and the waves at the shores studied were those at the harbour.
At 15 metre At Sittwe Wave characteristic depth Harbour Maximum Significant wave height 2.1m 1m
Minimum Significant wave height 0.1m 0.1m
Average Significant wave height 0.6m 0.2m
Average Wave period 3s 3s
Table 12: The wave characteristics at Sittwe- source-Detail Project report by RITES
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5.5.8 Erosion and sedimentation
The project is in Kaladan River and the port is on the confluence that has heavy siltation at the jetty area. Hence maintenance dredging will be conducted periodically. The depth in the approach channel and jetty was around 4.5 metre and for the 6000 Tonne vessels to come in, the depth was dredged to 7.9 metre in start of 2013.
To study the siltation pattern, the data and information in the report conducted by Japan Overseas Consultants Co Ltd and Louis Berger International Inc. for Myanmar Outports Project as provided by the Sittwe port authorities was used. The average depth for the harbour area in the period 1963 to 1972 did not show significant change in the absence of dredging activity. But the siltation rate at the bank near the wharf was around 0.45 metre per year from the period 1966 to 1970. A dredging operation was carried out in 1972; however, the rapid siltation in 1973 reduced the depth by 2 metres. The depth of the port had a draft of around 8 metre in the late 1980s that enabled docking of ships of around 6000 DWT that got reduced to 4.5 metre due to absence of dredging.
The project does not require the construction of breakwaters near the harbour or jetty. Hence the erosion and sedimentation caused on the river bank is considerably reduced.
5.5.9 Surface and ground water quality
The water at Sittwe harbour is turbid due to movement of vessels and a climate dotted with heavy monsoon, floods and cyclones. The Kaladan River is also well navigated with mechanised vessels. The project operation is not going to significantly alter the surface water quality of the region. The ground water quality in the nearby townships is not going to be affected by the movement of the barges.
The waste disposal from the deep sea port facilities at Sittwe can affect the ground water quality at Sittwe. The Environmental Management Plan for the port operations cover the waste management and disposal of the waste generated from the docking ships and the port offices and facilities. The project operations have to comply with the effluent limits set in the environmental emission guidelines dated 29th December 2015.
Parameter Unit Guideline Value Biochemical Oxygen Demand (BOD) mg/l 30 Chemical Oxygen Demand (COD) mg/l 125 Oil and Grease mg/l 10 pH SU72 6 to 9 Total coliform bacteria 100ml 400 Total Nitrogen mg/l 10 Total Phosphorous mg/l 2 Total Suspended solids (TSS) mg/l 50
Table 13: Effluent limits for port, harbours and terminals73
72 Standard Unit 73 http://www.ecd.gov.mm/?q=media/national-environmental-quality-emission-guidelines-final-draft-myanmar-version
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The summary of the marine water and sediment samples tested before the dredging activity that was presented to the monitoring panel during the progress review meeting. These third party laboratory reports were approved by URS Scott Wilson, the consultant appointed for supervision of the construction quality.
Location of the sample Parameter tested Unit Existing IWT Port Dredgin Disposal Sediment jetty Jetty jetty g area area sample pH SU 6.5 7.1 7 7.3 7.2 6.5 Conductivity ms/cm 4.3 30.8 30.2 46.2 33.7 321 Turbidity mg/l 3 6 2.7 0 2.5 NA74 Salinity mg/l 51.2 25.1 28.9 50.5 39.3 NA Total suspended mg/l 524 912 1184 680 508 NA solids Total dissolved mg/l 51272 25148 28996 50584 39344 NA solids Biochemical oxygen mg/l 42.8 17.2 40 40 22.5 NA demand Dissolved Oxygen mg/l 4.99 3.68 3.46 3.27 5.26 NA Oil & Grease mg/l 34 52 56 26 12 38 Chemical Oxygen mg/l 88 52 60 128 76 NA demand Chloride mg/l 14157 10254 11979 14429 11707 11979 Sulphate mg/l 1690 1474 8233 2098 8232 8233 Iron mg/l 31.24 21 33.1 5.18 12.55 33.1 Hexavalent mg/l Nil Nil Nil Nil Nil Nil Chromium Zinc mg/l 0.045 0.035 0.03 0.405 0.054 0.03 Nickel mg/l 0.0015 Nil 0.0037 Nil Nil 0.0037 Manganese mg/l 0.024 0.044 0.056 0.025 0.024 0.056 Cadmium mg/l Nil Nil Nil Nil Nil Nil Lead mg/l 0.486 0.324 0.601 0.694 0.786 0.601 Mercury µgm/l 1.69 1.67 2.03 1.67 2.07 2.03 Nitrogen mg/l Nil Nil Nil Nil Nil Nil Phosphorus mg/l 108.5 62.8 97.1 Nil 11.4 97.1 Potassium mg/l 294.2 213.9 211.8 328.1 273.9 211.8 Magnesium mg/l 1144 834 834 1240 1048 834 Total coliforms cfu75/100ml 49 1600 542 17 348 1600 Organic Matter % NA NA NA NA NA 92.47
Table 14: Summary of marine water and sediment testing
74 Not Applicable 75 Colony forming unit
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The current water tests performed for the water quality measurement for the marine and river water by measuring the turbidity, salinity, Dissolved oxygen (DO) and pH value. The guidance was taken from the EPA regulations for coastal water quality76.
Water test in Sittwe Port Parameter Unit Upstream Downstream Turbidity NTU 21.3 24.7 Salinity % 3.51 3.46 Dissolved Oxygen (DO) mg/Litre 38.33 39.12 pH - 7.34 7.55 River water test in Paletwa Terminal Turbidity NTU 11.92 12.56 Salinity % 3.14 3.23 Dissolved Oxygen (DO) mg/Litre 36.55 37.12 pH - 7.76 7.51
Table 15: The water test at Sittwe and Paletwa
5.5.10 Mineral resources
The project is in a zone already under navigation and the project is only about improving the infrastructure. The mineral resources are not found or heard of in the in the project zone and any future discoveries are not going to be affected by the project activity.
5.5.11 Noise
Noise is expected during the construction phase; however, the construction was planned to be done with proper environmental measures to make the area noise free during construction for outsiders. The contractor is keeping a log of noise measurements and the construction work is suspended during the night time. The equipment is fitted with mufflers to reduce the noise whilst under operations.
Peak sound Number of Sound Exposure (dB) impulses (dB) time (hrs) 140 100 90 8 135 315 92 6 130 1000 95 4 125 3160 97 3 120 10000 100 2 102 1.5
105 1
107 0.75
110 0.5
115 0.25
Table 16: The noise limits for instantaneous impulse and continuous exposure
76 http://mpcb.gov.in/images/pdf/CoastalwaterStandards.pdf
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The noise producing equipment such as Diesel Generators shall be installed within noise proof rooms to avoid the noise during the operational phase. The noise audit of the equipment at site is performed by the contractor that is approved by third party consultant.
5.5.13 Air quality
The construction phase is expected to generate dust pollution and the movement of vehicles and other equipment that uses fossil fuels are going to emit exhaust gases to the atmosphere. In the operation phase, the air quality is going to be affected by the road traffic and the vessel traffic.
The contractor for construction is monitoring the ambient air quality in the construction zone. The testing by third party is being done six monthly and is reviewed by the third party consultant for supervision of quality. The air quality parameters to be tested are as below
Parameter Unit Limits Method
Suspended particulate matter µg/m3 NS IS 5182 Part 16
3 Respirable particulate matter PM10 µg/m 100 IS 5182 Part 23
3 Sulphur Dioxide as SO2 µg/m 80 IS 5182 Part II
3 Oxides of Nitrogen as NO2 µg/m 80 IS 5182 Part IV Digital Gas Hydrocarbon as HC µg/m3 NS77 analyser Digital Gas Carbon Monoxide as CO mg/m3 2 analyser
Table 17: The ambient air quality testing
The records of the ambient air quality tests maintained at the project site were reviewed. The tests done at the start of the construction phase by the third party laboratory, Pollucon Laboratories Ltd was sampled.
The points chosen were at the workshop- N20º 8.257', E92º 53.974', at the port jetty- N20º 8.239', E92º 54.150' and the IWT jetty- N20º 1.371', E92º 54.175'.
The samples were drawn from the period 21 March 2013 to 13 April 2013 at a three day interval for the points. The results indicate that the ambient air quality in the construction site is within the allowable limits of ambient air quality.
77 Not specified
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Average value for eight samples Parameters Workshop Port Jetty IWT Jetty
Suspended particulate matter 111.22 90.33 87.19
Respirable particulate matter PM10 42.97 35.07 29.97
Sulphur Dioxide as SO2 4.47 3.34 5.52
Oxides of Nitrogen as NO2 26.71 21.84 22.94
Hydrocarbon as HC NDL NDL NDL
Carbon Monoxide as CO NDL78 NDL NDL
Table 18: Ambient air quality levels at Sittwe in March-April 2013
5.5.14 Others
Myanmar was affected by flood in July 2015 and cyclone Nargis in May 2008. The areas near the river were affected by flood. However, the project is not amplifying impacts of any natural disaster.
78 No detectable levels
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5.6 Biological Components
The International Union for Conservation of Nature (ICUN)79 publishes a red list in which they classify the level of threat to extinction faced by a species. The categorisation used by ICUN is version 3.180 now and is summarised below. The EIA/SIA report also used the same notation and classification used by the ICUN to express the endangered species in the Project area.
Classification Notation Extinct EX Extinct in the wild EXW Critically endangered CR Endangered EN Vulnerable VU Near Threatened NT Least concern LC Data Deficient DD Not Evaluated NE
Table 19: ICUN classification and notations
Figure 36: ICUN Criteria as per their latest version 3.1 (2000)
79 https://www.iucn.org/ 80 http://www.iucnredlist.org/static/categories_criteria_3_1
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Figure 37: The Key Biodiversity corridors of Myanmar (Myanmar Environmental Portal)
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Figure 38: Priority of Biodiversity corridors of Myanmar (Myanmar Environmental Portal)
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5.6.1 Terrestrial ecology/wildlife
Myanmar’s forests are habitats for numerous terrestrial animals of which a summary of terrestrial biodiversity corridors in Myanmar is below. The Chin Hills Complex corridor and Rakhine Yoma Corridor are near the project area.
Terrestrial Biodiversity Corridors in Myanmar
Name Area (Km2)
Chin Hills Complex Corridor 36,272
Bago Yoma Range corridor 16,143
Western Shan Yoma Range Corridor 27,742
Upper Chindwin Catchment Corridor 50,156
Lower Chindwin Forest Corridor 40,087
Thanintharyi Range Corridor 42,880
Rakhine Yoma Range Corridor 47,914
Upper Ayeyawady Catchment Corridor 101,394
Total 362,588
Table 20: Terrestrial Biodiversity corridors in Myanmar
There are 77 species of terrestrial mammals of Myanmar listed in the ICUN of which 3 are critically endangered, 19 are endangered, 23 are vulnerable and 15 are near threatened. The three critically endangered species of terrestrial mammals are
Status in Sl No Scientific Name Common name Myanmar
1 Dicerorhinus sumatrensis81 Sumatran Rhinoceros Probably extinct
2 Rhinoceros sondaicus82 Javan Rhinoceros Probably extinct
3 Rhinopithecus strykeri83 Myanmar Snub-Nosed Monkey 260-330 numbers
Table 21: Critically endangered terrestrial mammals in Myanmar
81 http://www.iucnredlist.org/details/6553/0 82 http://www.iucnredlist.org/details/19495/0 83 http://www.iucnredlist.org/details/13508501/0
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The project activity is spread across long stretch of river that is rich in biodiversity. However, the project activity is only using the river for transport which was already under navigation and does not result in any change to the land apart from the terminal development at Paletwa and Sittwe. Hence the project operations are not going to significantly affect the terrestrial ecology or wildlife of the region.
5.6.2 Forest/Vegetation Cover
The river Kaladan runs through forest areas and thick vegetation; mangroves and seagrass are found throughout Rakhine state.
Along the coastline of the state, on the sheltered side of islands, river mouths and inland areas with streams and creeks, there are a lot of mangrove habitats that cover an area of around 223,506 Ha of which Sittwe Township has around 2997 Ha. Mangrove species84 recorded from Rakhine State coast include Rhizophora, Xylocarpus, Avicennia, Bruguiera, Sonneratia, Heritiera, Finlaysonia, Ceriops, Lumnitzera, Excoecaria, Nypa and Aegiceras85.
Figure 39: Mangroves in Rakhine region in Myanmar (Photo by Dr San Tha Tun)
The mangroves prevent erosion and are important for the survival of coral reef fish species. The development activities have resulted in reclamation of mangrove areas mainly for firewood collection, agriculture and aquaculture. The mangrove cover has reduced to more than 50% in comparison with the mangrove cover in 1900. The reduction in Mangrove cover in the period from 2000 to 2015 is around 23%. However, the reduction in the mangrove cover is very less in the Sittwe region.
84 http://www.themimu.info/sites/themimu.info/files/documents/Report_Socio_Ecological_Assessment_of_Mangrove_Areas_in_ Rakhine_REACH_Nov2015.pdf 85 http://www.lighthouse-foundation.org/fileadmin/LHF/PDF/Myanmar_- _Scoping_Paper_Myanmar_Coastal_Zone_Management_211113_96dpi.pdf
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In Myanmar, the species of seagrass86 found are Syringodium isoetifolium, Cymodocea rotundata, C. serrulata, Cymodocea sp., Halodule uninervis, H. pinifolia, Enhalus acoroides, Thalassia hemprichii, Halophila beccarii (IUCN Red list-Vulnerable), H. decipiens, H. ovalis and H. major. Seagrass is found in river waters across Rakhine state and these seagrass act as the breeding areas for several fishes and invertebrates. However, project activity does not require the clearance of forest area or the removal of mangrove in the harbour.
5.6.3 Aquatic Biota and Habitats
The lower part of the Kaldan River and its confluence area where the project operation will be happening is rich in aquatic biota, seagrass and mangroves and is also explained in the section 5.4.2 for forest vegetation.
Figure 40: The Coral reef Ecosystem in Myanmar
86 http://www.boblme.org/documentRepository/BOBLME-2015-Brochure-13.pdf
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The coral reef ecosystem in Myanmar is found only in the Southern Rakhine and the Thanintharyi region. The Ayeyarwady delta does not have coral reefs due to high sedimentation. As per Flora and Fauna International (FFI) there are 380 species of corals that support the coastal and marine fisheries. They also act as natural protective barriers, deterring beach erosion, retarding storm waves and are good for tourism as seen in other parts of the globe.
Figure 41: Coral Reefs in Myanmar (Source Flora and Fauna International)
Among the continents, the largest fisheries production is from Asia and many livelihoods are dependent upon freshwater biodiversity which provide food security to the poorest of communities. South and South East Asia is one of the most speciose areas on the planet containing 20% of all known freshwater vertebrate species and 25% of known aquatic
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plants. The project zone falls in the Chin hills-Arakkan coast freshwater ecoregion as categorised by ICUN87. There are 520 species listed in the ICUN red list category as given below.
Global red list category Number of species Extinct 0 Extinct in the wild 0 Critically endangered 5 Endangered 15 Vulnerable 50 Near threatened 46 Least concern 263 Data Deficient 141 Total 520
Table 21: The Eastern Himalayas freshwater fish fauna in the ICUN red list
The species “Garra Flavatra” in the Rakhine Yoma is the vulnerable category of the red list stated above. The ornamental international fish trade has increased from Myanmar since 2000 and has resulted in decline in the number of this species that is a popular aquarium fish.
Figure 42: Garra Flavatra, the vulnerable fish species
There are around 28 to 40 endemic species in the region; however they fall in the high number of data deficient species listed above because of lack of surveys and data in the remote Myanmar region due to inaccessibility. “Channa pulchra”, one of the species endemic to the western slopes of the Rakhine Yoma is one such Data Deficient species.
87 https://cmsdata.iucn.org/downloads/iucn_eastern_himalaya_report_30dec__2_.pdf
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Figure 43: Channa Pulchra, another endemic fish from the region
Marine Mammals
The Myanmar waters have been reported with presence of 21 cetaceans (whale and dolphin) and one (1) sirenian species. The Irrawaddy Dolphin (Orcaella brevirostris) and Dugong (Dugong dugon), have been protected under the Myanmar Protection of Wildlife and Conservation of Natural Areas Law since 1994 under the category “completely protected”.
The Irrawaddy River Dolphins, is categorized in the ICUN red list as vulnerable88, are reported to have been sighted in the river Kaladan. The data on the population, distribution, habitat utilization and seasonality of marine mammals in this region in Myanmar is limited due to fewer scientific surveys having been conducted and low availability of stranding information.
Dugongs are found in the shallow and sheltered waters on the coastal region and are migratory in nature and feed on seagrass. Rakhine waters have reported the presence of Dugongs and there have been instances when they have been caught in fishing nets.
Marine Turtles
The Rakhine waters support five species of marine turtles, all of which are IUCN listed threatened species Olive Ridley turtle (Lepoidochely olivacea)89 (Endangered), Loggerhead turtle (Caretta caretta)90 (Endangered), Green turtle (Chelonia mydas)91 (Vulnerable), Hawksbill turtle (Eretmochelys imbricata)92 (Critically Endangered), and Leatherback turtle (Dermochelys coriacea)93 (Endangered).
88 http://www.worldwildlife.org/species/irrawaddy-dolphin 89 http://www.iucnredlist.org/details/11534/0 90 http://www.iucnredlist.org/details/3897/0 91 http://www.iucnredlist.org/details/4615/0 92 http://www.iucnredlist.org/details/8005/0
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Annual turtle nesting activity in Rakhine waters is reported to occur between September and March with the peak period of activity occurring from December to January. The turtle eggs are collected by people in Myanmar for human consumption and are a threat to their survival.
The biodiversity of the river Kaladan and the confluence area is highlighted by the occurrence of water birds such as Spoon billed Sandpipers (Eurynorhynchus pygmeus)94, Wintering Bar-headed Geese and breeding Sarus Cranes95 on the river banks.
The marine aquatic biota is going to be affected by the capital and maintenance dredging activity for the project. However, the harbour environment is already busy with vessels movement and periodic dredging and hence the addition of such impacts due to the project is not very significant. The port historically had draft of more than 8 metre in the late 1980s and the dredging due to the project is only going to restore the depth.
5.6.4 Wetlands
The delta of the river Kaladan is a complex network of streams and rivers throughout the state and there are lot of marshy and swampy area near the river. The livelihood of the people in the plains around the river is closely connected with these wetlands. However, the project activity is not going to significantly alter the river flow and hence have little effect on the wetlands.
5.6.5 Protected Areas
There are no protected areas or zones in the project area
5.6.6 Biodiversity
The biodiversity of Rakhine and Chine states fall under the Eastern Himalayas region which is rich in biodiversity. The region has many endemic and threatened species. In the six years period from 2009 to 2014, a total of 211 species (133 plants, 39 invertebrates, 26 fish, 10 amphibians, one reptile, one bird and one mammal) have been found in the Eastern Himalayas. The discoveries comprise of new shy bird species, Himalayan pitviper (Protobothrops himalayansus), miniature ‘dracula fish’ (Danionella dracula) and dwarf ‘snake head’ fish (Channa Andrao), snub-nose monkey (Rhinopithecus strykeri), strikingly blue eyed frog (Leptobrachium Bompu), and 133 plants from a diverse assemblage, including 15 beautiful orchids. The botanical discoveries derive from some 35 different plant families.
However, these discoveries are not in the Chin hills-Arakkan coast ecoregion where the project zone is and the movement of barges and the development of the terminals in Paletwa and Sittwe are not going to significantly affect the biodiversity. But the development in the region and increase in population will hamper the biodiversity because of habitat loss, irresponsible fishing and pollution.
93 http://www.iucnredlist.org/details/6494/0 94 http://birdlife.org/datazone/userfiles/file/babbler/Babbler_24_25_Mar2008.pdf 95 http://www.arccona.de/download/SBS%20Survey%20and%20workshop%20Myanmar%202008%20press%20relase.pdf
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5.7 Infrastructure and Services
The Project area lies entirely in two states of Rakhine and Chin and the river passes through six townships of which Sittwe, Pauktaw, Ponnagyun, Mrauk-U, and Kyauktaw are in Rakhine state and Paletwa is in Chin state. The transportation infrastructure is the waterway and the road.
The Kaladan river waterway is wide from Sittwe till Kyauktaw with around 100 km distance and boats plying regularly transporting people and goods. A road is running parallel to the river on the west bank from Sittwe town till Kyauktaw town that connects Ponnagyun town in between. The towns of Mrauk U and Pauktaw are not in the road or waterway. The river narrows down after Kyauktaw and the transportation from Kyauktaw to Paletwa is mainly through the Kaladan River which is around 60 km; the road route on the east bank of the river is around 95 km and is not well developed.
Country boats connect Paletwa and Kyauktaw ferrying people and goods. The IWT terminal developed in Paletwa will be the only port terminal for the state of Chin and the project can significantly improve the socio economic parameters of the backward state. Once the highway from India Myanmar border is developed, the terminal in Paletwa will be a main point of transportation for Chin state.
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5.8 Socio-Economic Components
5.8.1 Outline of content
The socio-economic components for the project comprise of the current status and effect of the project in terms of direct and indirect employment generation. This covers the social profile, demographics, economic activity and livelihoods, jobs, health, infrastructure, housing, water use, roads and transportation, agriculture, aquaculture, small scale industries, tourism, and religion.
Figure 44: poverty Incidence in Rakhine and Chin states of Myanmar
Among the 17 states and regions of Myanmar, Rakhine and Chin96 states are ranked 10th and 17th in poverty with poverty rates of 43.5%97 and 73.3%98 against a national average of 26%.
5.8.2 Administrative organisations and limits
The port and inland water transport is covered under various departments under the ministry of transportation (MOT). The review of socio-economic parameters covered interactions with these authorities.
5.8.3 Social Profile
The people in the nearby townships along the river have their livelihoods connected to the Kaladan River and the region is poverty stricken which can be described as poorly developed in comparison with other parts of the country. The project lies in two states, namely Rakhine and Chin.
96 http://www.undp.org/content/dam/myanmar/docs/Publications/PovRedu/MMR_FA1_TargetingVulnerabe.pdf 97 https://www.unicef.org/myanmar/Rakhine_State_Profile_Final.pdf 98 https://www.unicef.org/myanmar/Chin_State_Profile_Final.pdf
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Figure 45: Fishermen in Kaladan River in Kyauktaw
Rakhine is the second most populous state in the country with around 3.1 Million population and the townships Sittwe, Pauktaw, Ponnagyun, Mrauk U and Kyauktaw are along the Kaladan River. Agriculture and Fisheries is the major livelihood of the people. Rice is the major crop cultivated with around 85% coverage of agricultural land. The state is poorly connected by bad roads to rest of Myanmar which amplifies the poverty. The capital city of Rakhine state, Sittwe was electrified only in 2014 which show the level of development in the state.
Chin is the second smallest state with a population of around 465,000 and is one of the poorest states in the country. The township of Paletwa is in the project zone and will be the only port terminal in the state when the project is operational. A ceasefire agreement in 2012 between the Chin National Front (CNF) and the Government of Myanmar has been a starting point of development for the state. Crop farming is the major livelihood of people in Paletwa.
5.8.4 Populations and communities
The project zone population is around a million people dependent on the Kaladan River spread in six townships. The region comes in Rakhine and Chin states of Myanmar and the population consist mostly of Arakkan (Rakhine), Bengali, Bamar and Chin tribes.
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Township Literacy Female Working State Population99 Name rate (%) Population population Sittwe Rakhine 147,899 89 77,429 100,098 Pauktaw Rakhine 145,957 84.8 77,762 87,157 Ponnagyun Rakhine 129,753 85.1 69,774 78,794 Mrauk-U Rakhine 189,630 86.2 101,956 117,017 Kyauktaw Rakhine 173,100 84.7 95,059 105,969 Paletwa Chin 64,971100 65.3 33,867 36,673
Table 22: The population in the project zone townships (Source Census 2014)
Figure 46: Chin women in Paletwa township carrying cement unloaded in the jetty
5.8.5 Economic activities
The major economic activity in the project zone is farming and fishing both of which are related to the river Kaladan. Rice being the major crop, its mills are found in abundance on the banks of the river from Sittwe till Paletwa. The villagers living near the River near Kyauktaw, also rely on the timber that flows down the river for livelihood. The villages near the river are poverty stricken and under developed with most of them non- electrified.
99 http://www.dop.gov.mm/moip/index.php?route=product/product&path=54_52&product_id=117 100 http://www.dop.gov.mm/moip/index.php?route=product/product&path=54_52&product_id=89
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Figure 47: A fisherman throwing his net in Kyauktaw
The people under poverty in the states of Rakhine and Chin are 43.5%101 and 73.3%102 of the population respectively whereas the national poverty rate of Myanmar is only 25.6%
Figure 48: Rice mills on the banks of Kaladan River
5.8.6 Employment
People in the project zone are employed mostly in the sectors of agriculture, fishing, timber and transportation. Myanmar being a developing country is in need for more employment opportunities and the project can contribute to direct and indirect employment in the region that is backward and under developed. The transportation
101 https://www.unicef.org/myanmar/Rakhine_State_Profile_Final.pdf 102 http://www.unicef.org/myanmar/Chin_State_Profile_30-07-15.pdf
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infrastructure improvement can increase the trade and commerce of the region contributing to poverty reduction and hunger eradication.
Figure 49: Timber as a livelihood for the people on the banks of Kaladan
Graduates above Government Township Name Private jobs age 25 jobs
Sittwe 10,708 11,367 16,227
Pauktaw 1,502 1,706 14,067
Ponnagyun 2,021 1,928 4,502
Mrauk-U 2,837 3,139 24,654
Kyauktaw 2,958 3,923 11,570
Paletwa 920 1,424 741
Table 23: The education and employment statistics (source-census 2014)
5.8.7 Vulnerable groups
The Bengali community is found in the Rakhine state on the banks of Kaladan who were affected by the ethnic conflicts in the region. However, their vulnerability is neither amplified by the project activity nor it has any significant effect.
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5.8.8 Land Use (current and planning)
The land use in the project zone is mostly related to agriculture and fishing based livelihoods. The project activity is not going to affect the land use of the area.
5.8.9 Infrastructure facilities
The infrastructure in the project zone is lacking development and the project can contribute to improvement of the transportation infrastructure. The town of Sittwe which is rich in natural resources is cut off from the rest of Myanmar due to poor road network. The road conditions have improved in the recent times. The river is under navigation with jetties in the townships for docking country boats and rafts.
Figure 50: Jetty in Kyauktaw on Kaladan River
Once operational Paletwa will be the only port terminal for Chin state. With the development of road connectivity to the Mandalay highway from this port, the economic potential to the township of Paletwa will be enormous having a supply chain to export their agricultural produce.
5.8.10 Water use and water supply
The project zone is near the river and hence the access to water is satisfactory. The water supply in Sittwe is provided by the municipal water supply. However, the clean drinking water supply is a problem in most of the townships.
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Figure 51: Access to improved water for Rakhine and Chin
5.8.11 Transportation
Figure 52: The manual cycle ferry in front of Kyauktaw jetty
The townships are connected by both roads and waterways; the transportation infrastructure in the project zone has improved in the recent times with road connectivity and an existing waterway navigation; however the region need improvement in the transportation infrastructure to have availability of food and other commodities at cheaper rates.
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5.8.12 Navigation
The project area is in the Kaladan River that is navigational and is used by the people of the townships as a mode of transportation. The road networks are not very good and hence people reply on the river to move around. The travel from Kyauktaw to Paletwa is almost entirely through the Kaladan River. The road from Sittwe to Kyauktaw is repaired in the recent years making it usable for transportation.
Figure 53: The country boats in the Kyauktaw jetty
5.8.13 Energy sources
The sources of energy for the people are electricity, fossil fuels, agricultural waste. The electrification has happened only in the major townships and that too was made possible in the recent years. The capital city of Rakhine state, Sittwe was electrified only in 2014.
The number of households that use electricity for lighting is highest in Sittwe Township with 47.49% of the households. The other townships have very low electric lighting such as 5.01% in Ponnagyun, 6.06% in Pauktaw, 7.83% in Mrauk U, 10.34% in Kyauktaw and 7.0% in Paletwa.
5.8.14 Agriculture
The main livelihood of the people in the project zone is farming and crops cultivated are rice, pulses, beans, tapioca, sugar cane and ground nut. The project operations can boost the overall agricultural market giving the villagers an option for transporting their produce to sell for better prices to the other parts of the country. Rice is the most dominant crop with maximum coverage share of the agricultural land.
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Figure 54: The farming on the banks of Kaladan from Kyauktaw to Paletwa
5.8.15 Forestry
The river runs through forest and vegetation; however, the project activity does not need the clearance of forest area or the mangrove in the harbour.
5.8.16 Fisheries/Aquaculture
Fishing and aquaculture is one major source of livelihood for the people in the project zone. Sittwe is known for its seafood and fresh water fish resources.
5.8.17 Industries
Sittwe is the capital of Rakhine state and it has few industries mostly related to processing of seafood and freshwater fishes. The river banks are dotted with rice mills that dump the husk into the river.
5.8.18 Mineral Development
There is no mineral development in the project affected areas.
5.8.19 Tourism
The project is expected to boost up the tourism activity with better waterway navigation. The ancient town of Mrauk U has old architectural remains and ruins from the 16th century and is a tourist destination.
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Figure 55: Ancient pagoda in Mrauk U
5.8.20 Unexploded Ordinance (UXO)
The project area was under continuous inhabitation for years for residential purpose and there is no history of use of land mines and other explosives in the project area.
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5.9 Public Health Components
In Myanmar, the general state of health care103 can be described as poor with the spending on health care in the country being less than 3% of the GDP. The public healthcare facilities lack basic facilities and related equipment. The location being backward even in comparison with other parts of Myanmar, the people living nearby area of the project area are in a worse situation. The access to healthcare in the project zone is not satisfactory barring Sittwe town. People in the rural areas mostly make use of the public healthcare facilities where as in the urban areas, there exist an option of a private health care facility.
Figure 56: The child health Profile of Rakhine and Chin States
As per the data from Multiple Indicator Cluster survey MICS 2009-2010 by UNDP, Rakhine and Chin states fare poorer in infant mortality, all three parameters of malnutrition (underweight, stunting and wasting), and sanitation compared to the national average.
Access to improved Township Name Disability (%) Sanitation (%) Sittwe 69.9 2.8 Pauktaw 11.2 2.0 Ponnagyun 13.6 2.6 Mrauk-U 20.2 6.8 Kyauktaw 21.7 5.6 Paletwa 28.0 6.3
Table 24: The sanitation and disability statistics (source-census 2014)
103 http://www.who.int/gho/countries/mmr.pdf?ua=1
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Figure 57: The access to sanitation for Rakhine and Chin
The states of Chin and Rakhine fare poorly in access to improved sanitation and water supply in comparison with country average like the other human development indices.
Figure 58: The access to improved water for Rakhine and Chin
Road accident Farm Injury Burns/scalds Drowning State Morbidity Mortality Morbidity Mortality Morbidity Mortality Morbidity Mortality
Rakhine 0.63 1.97 0.96 0.94 0.33 2.09 0.05 3.76 Chin 1.6 6.47 0.94 0.42 0.44 0.45 0.09 5.38 Myanmar 1.76 6.06 1.01 0.83 0.37 0.52 0.06 4.43
Table 25: Accident and Injury statistics (source Ministry of Health data 2012)104
104 http://mohs.gov.mm/content/publication/list?category=Annual%20Hospital%20Statistics&pagenumber=1&pagesize=40
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5.10 Cultural Components
5.10.1 Archaeology
The archaeological sites of Mrauk U is near the project zone; however, the sites are far from the river zone and the navigation of the barges cannot affect them
Figure 59: Heritage sites in Mrauk U
5.10.2 Temples, Monuments
The townships are dotted with monasteries, and Pagodas, and grave sites. However, the project is inland waterway navigation and port which is not located in a way to have a negative impact on any of them.
5.10.3 Minority Groups
There are no minority groups in the project affected area.
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5.11 Visual Components
5.11.1 Aesthetic
The port and waterway project will not affect the aesthetic beauty of the region.
5.11.2 Points of Interests
There are no existing points of interests in the area that could be obstructed with access and/or view because of the project. The area near the deep sea port in Sittwe used to be a view point and recreational space for the people. When the project construction started, the river bank on the downstream of the river was provided by the authorities as a place for recreation.
5.11.3 Landscape
The landscape of the region will not change significantly because of the project activity.
5.11.4 Others
There are no other visual components to be considered.
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6.0 Impact and risk Assessment and Mitigation Measures
6.1 Impact Assessment Methodology
6.1.1 Scope of Assessment
The scope of this assessment consists of the impacts, risks, and mitigation measures due to the port and IWT components of the Kaladan project.
6.1.2 Geographical scope: Study area boundaries
The geographical project boundary for the assessment will be the ports, port buildings, approach channel, Kaladan River, project land, the surrounding townships near the river.
6.1.3 Temporal scope
The temporal scope covers impacts during the phases of the pre-construction, construction, operation and decommissioning of the port.
6.1.4 General Methodology
The methodology and approach applied for the preliminary identification and assessment of impacts is from interaction and observation during visit made to the site on 26th, 27th and 28th of July 2016, review of data about the project, the review of the records of the communications with interested parties, the past experience from other projects and research about the project activity.
During the EIA study, a field survey was made to assess ports, river channel, and the machines and equipment on 8th, 9th and 10th of September 2016. The interview and consultations with the representatives of the people of the townships and related government departments covered the social aspects of the project.
6.1.5 Methodology for the determination of Significance
The significance of the impacts shall be determined by reviewing the magnitude and materiality of the impacts to the environment and the people living nearby. The risk assessment based on the environmental management system standard ISO 14001:2015 and the risk assessment standard ISO 31000:2009 was considered for the study.
As per the ISO guide 73:2009105 for vocabulary for the risk assessment,
Risk is defined as “effect of uncertainty on objectives”.
The aspects and their impacts were reviewed as per the severity and likelihood of occurrence. Severity is the magnitude or the negative consequences of the impact on the environment, flora, fauna and or health of people. The Likelihood is the probability of that impact occurring.
105 http://www.iso.org/iso/catalogue_detail?csnumber=44651
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The risk matrix used to denote the risk criteria is provided below. The four levels of severity are Very high, High, Medium and Low with scores 4, 3, 2 and 1 respectively. The four levels of likelihood are Always, Frequent, usual and rare with scores 4, 3, 2 and 1 respectively. The risk is determined as the product of the severity and likelihood of the Impact from that aspect.
Risk=Severity X Likelihood
For example, if the severity of a particular aspect and impact are “High” and the likelihood is “Frequent”, the risk is 3 X 3= 9. If the risk value is 4 or more, that aspect is considered as significant.
Severity/Likelihood Always(4) Frequent (3) Usual(2) Rare(1)
Very High (4) 16 12 8 4
High (3) 12 9 6 3
Medium (2) 8 6 4 2
Low (1) 4 3 2 1
Significant Aspect Non-significant Aspect
Figure 60: Risk criteria matrix used for the aspect impact analysis.
ISO 31000:2009 provides a list on risk treatment as below; Risk treatments that deal with negative consequences are referred to as “risk mitigation”, “risk Elimination”, “risk prevention” and “risk reduction”. Risk treatment can create new risks or modify existing risks.
Avoiding the risk by deciding not to start or continue with the activity that gives rise to the risk Accepting or increasing the risk in order to pursue an opportunity Removing the risk source Changing the likelihood Changing the consequences Sharing the risk with another party or parties (including contracts and risk financing) Retaining the risk by informed decision
The control of risk as per ISO 31000:2009 is by modifying the risk. Controls include any process, policy, device, practice, or other actions which modify risk. The risk that remains after the risk treatment is called as residual risk. To control them, it requires periodic
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monitoring and review. The formulation of Environmental management plans (EMP) are to ensure that risk is treated adequately.
6.1.6 Mapping
The field survey study covered all the project affected areas and included the project ports, harbour, jetties, port buildings, river and the nearby townships.
6.1.7 Key issues and selection of valued ecosystem components
The ecosystem in the project is very large and encompasses the stretch of the river where the project extends and the ports at which the docking activities are going to happen. This cover all kinds of flora and fauna (plants and animals) that get affected by the port operations, inland water transport by the barges and emissions from the project.
6.1.8 Modeling requirements
6.1.8.1 Outline of content
The content of the modelling requirements cover the environmental emissions from fossil fuel usage (greenhouse gas emissions), indirect emissions from the electricity usage, and ground water quality and usage.
6.1.8.2 Air emissions
The project construction and later the port operations will result in air emissions from the use of fossil fuels in the port, its equipment, vehicles, and the barges. The dust levels will increase from the vehicle movements in the port area due to the loading, unloading and transportation activities. During the construction phase, the reclamation and truck movements will increase the dust in the atmosphere.
Parameter Unit Limits Method Suspended particulate matter µg/m3 NS IS 5182 Part 16 3 Respirable particulate matter PM10 µg/m 100 IS 5182 Part 23 Sulphur Dioxide as SO2 µg/m3 80 IS 5182 Part II Oxides of Nitrogen as NO2 µg/m3 80 IS 5182 Part IV Hydrocarbon as HC µg/m3 NS106 Digital Gas analyser Carbon Monoxide as CO mg/m3 2 Digital Gas analyser
Table 26: The ambient air quality testing
The test reports and records maintained by the contractor since the start of the construction were reviewed. They have monitored the ambient air quality by a six monthly third party laboratory tests and also periodic testing of air quality by the internal EHS department which is reviewed by the consultant for project supervision.
106 Not specified
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Average value for eight samples Parameters Workshop Port Jetty IWT Jetty Suspended particulate matter 111.22 90.33 87.19
Respirable particulate matter PM10 42.97 35.07 29.97
Sulphur Dioxide as SO2 4.47 3.34 5.52
Oxides of Nitrogen as NO2 26.71 21.84 22.94 Hydrocarbon as HC NDL NDL NDL Carbon Monoxide as CO NDL107 NDL NDL
Table 27: Ambient air quality levels at Sittwe in March-April 2013
The tests done at the start of the construction phase by the third party laboratory, Pollucon Laboratories Ltd from 21 March to 13 April 2013 was sampled.
The points chosen were at the workshop- N20º 8.257', E92º 53.974', at the port jetty- N20º 8.239', E92º 54.150' and the IWT jetty- N20º 1.371', E92º 54.175'. The samples were drawn from the period 21 March 2013 to 13 April 2013 at a three day interval for the points. The results indicate that the ambient air quality in the construction site is within the allowable limits of ambient air quality. The air quality testing was done in the same points as it was taken as per the wind rose diagram and air movement direction.
Sittwe, Rakhine state Parameter (24 hour) Workshop Port Jetty IWT Jetty Limits
Respirable particulate matter PM10 34.50 32.10 26.20 50
Sulphur Dioxide as SO2 5.54 3.76 5.32 20
Oxides of Nitrogen as NO2 23.98 25.23 24.45 40 Carbon Monoxide as CO NDL108 NDL NDL 2
Paletwa, Chin State Parameter (24 hour) Workshop Jetty Office Limits
Respirable particulate matter PM10 33.66 31.91 20.02 50
Sulphur Dioxide as SO2 4.76 3.28 4.32 20
Oxides of Nitrogen as NO2 25.32 23.22 18.67 40 Carbon Monoxide as CO NDL NDL NDL 2
Table 28: Ambient air quality levels at Sittwe and Paletwa in September 2016
The emission levels specified in the environmental emission guidelines dated 29th December 2015 published by the Ministry of Environment and Conservation of Forests (MOECAF) for ports and harbours was used as the reference and is part of the Environment Management Plan.
107 No detectable levels 108 NDL is Not at detectable levels
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Guidance value limit Parameter averaging period µg/m3 1 year 40 Nitrogen Dioxide 1 hour 200 Ozone 8 hour daily maximum 100 1 year 20 Particulate matter PM10 24 hour 50 1 year 10 Particulate matter PM2.5 24 hour 25 24 hour 20 Sulphur Dioxide 10 minute 500
Table 29: air emission limits for as provided in Environmental emission guidelines
6.1.8.3 Greenhouse Gases
The vessels plying between the deep sea port and the IWT terminal, the machines and equipment at the terminals use fossil fuels such as diesel, Liquefied Petroleum Gas (LPG) and Compressed Natural Gas (CNG) and electricity that are source of greenhouse gases (GHG) to the atmosphere. The emissions caused by fossil fuel combustion are called as direct emissions and the emissions caused by electricity use are known as energy indirect emissions. The calculation of the estimated greenhouse gases emissions shall be done using the emission factors provided in the United Nations Framework Convention for Climate change (UNFCCC) and the emissions will be monitored through the use of Environment Management Plan (EMP).
Direct emissions from Fossil fuels
The project uses fossil fuels such as Diesel, gasoline and/or compressed natural gas (CNG) etc for the operations or the machines or the equipment. Since Diesel is the major fuel used and its emission factor is comparatively higher (Diesel is more environmentally impacting than the other fossil fuels) compared to the other fuels, for conservativeness, the calculations used for Diesel is used for all the fossil fuels.
Calculation 1
The default emission factor for Diesel fuel as per the inter-governmental Panel for 109 Climate Change (IPCC) guidelines is 74,100 kgCO2/TJ or 74.10 kgCO2/MJ. The gross calorific value for Diesel fuel is 44.80 KJ/Tonne whereas the Net Calorific Value is 43.40 KJ/Tonne110. The specific density of Diesel fuel is 0.823 kg/Litre and the emission factor of Diesel per volume can be calculated by the product of emission factor, calorific value and specific density.
The emission factor per volume for diesel is calculated as 2.646719kgCO2/Litre or
2.646719tCO2/KL. This calculation method is as per the guideline “Tool to calculate
109 http://www.ipcc-nggip.iges.or.jp/public/2006gl/pdf/2_Volume2/V2_2_Ch2_Stationary_Combustion.pdf 110 http://www.engineeringtoolbox.com/fuels-higher-calorific-values-d_169.html
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project or leakage CO2 emissions from fossil fuel combustion” provided in the UNFCCC website111. This method can be used to calculate the carbon emissions from combustion of any fossil fuel.
74.10 kgCO2/MJ X 43.40 KJ/Tonne X 0.823 kg/Litre = 2.646719tCO2/KL
Parameter Denoted as Value Unit
Emission factor of Diesel EF 74.10 kgCO2/MJ Net Calorific Value of Diesel NCV 43.40 KJ/Tonne Specific Density of Diesel SD 0.823 kg/Litre
emission factor per weight EFw 3.21594 kgCO2/Tonne
Emission factor per volume EFv 2.646719 kgCO2/Litre
Table 30: Emission factor calculation for Diesel fuel Calculation 2
As per the United States environmental assessment guidelines, the carbon emission 112 coefficient for diesel consumption is 10.16 kgCO2 equivalents per US gallon; considering that one US Gallon is 3.78541 Litres, for every 1000 litre (KL) of Diesel
combustion, there is greenhouse gas emission of 2.6840 tonneCO2 equivalent (tCO2e).
Carbon emission coefficient of Diesel=10.16 kgCO2/US gallon
Converting to Litre, the coefficient=10.16/3.78541 kgCO2/Litre=2.6840kgCO2/Litre
Hence for conservativeness, the higher value of 2.6840kgCO2/Litre is used for the emission estimations in the project. The estimated volume of the fossil fuel usage in Kilo Litre (KL) will be multiplied by this factor to arrive at the greenhouse gas emissions from the combustion of the fossil fuels. For every 1000 litre (KL) of Diesel combustion, there
is greenhouse gas emission of 2.6840 tonneCO2 equivalent (tCO2e).
The estimates of the consumption of the fossil fuels and the electric power will be multiplied by the corresponding emission factors to estimate the greenhouse gases emissions from the project.
Indirect emissions from the use of electricity
The equipment used in the project uses electricity that is drawn from the national grid as source of power. Electricity is produced by the national grid using a mix of various power plants that uses different technologies and methods which can be broadly classified as Renewable and non-renewable energy generation. The non-renewable energy systems use fossil fuels such as diesel, and coal, whereas the renewable energy systems use environmentally friendly sources such as wind, solar and hydropower as a source of power. Each of the non-renewable sources results in emission of greenhouse gases to the atmosphere when generated at different factors as per the emission factors and calorific value of the fuel they use.
111 https://cdm.unfccc.int/methodologies/PAmethodologies/tools/am-tool-03-v2.pdf 112 https://www.eia.gov/environment/emissions/co2_vol_mass.cfm
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When electricity is consumed by people and industries, there is an indirect greenhouse gas emission to the atmosphere because the grid has generated a part of the electricity using fossil fuel combustion. This equivalent emission of fossil fuels per unit of electricity varies in different electricity generating grids as per this ratio mix of renewable and non- renewable power plants they use for the generation. If the grid uses more of renewable sources, the factor will be lower and vice versa.
This calculation is done as per the tool to calculate the emission factor for an electricity system113 as specified in the United Nations Framework Convention for Climate change (UNFCCC) website. The grid emission factor to ascertain the amount of indirect emissions for electricity consumption is calculated for Myanmar National grid for the registered emission reduction project with the registered number 7731114. The emission
factor for electricity consumption is 0.39459 tonne CO2 equivalent per Mega Watt hour
(tCO2e/MWhr).
6.1.8.4 Surface water quality
The surface water quality in the Sittwe port can get affected by the maintenance dredging to maintain the depth. The water turbidity, pH value, Carbon Monoxide, dissolved oxygen, suspended solids, and salinity to be tested. The test reports and records maintained by the contractor since the start of the construction shall be reviewed. The samples to be drawn from the surface for shallow points and both surface and sub-surface samples to be drawn for points those are deeper than 3 metres.
The water samples were drawn from the Kaladan River at Sittwe port from three points on 08th September 2016, Paletwa port on 09th September 2016 from two points to test the turbidity, salinity, dissolved oxygen and pH. The contractor is monitoring these parameters once in every 10 days during the construction period and the records at site were sampled and reviewed.
Parameter Unit Equipment Method Turbidity NTU Lutron TU-2016115 ISO 7027 Salinity % Lutron PSA-311116 APHA 2520B Dissolved Oxygen (DO) mg/Litre Lutron DO-5512SD117 APHA 4500 OC pH - Lutron pH-222118 APHA 4500 H+B
Table 31: water testing during the site visit
113 https://cdm.unfccc.int/methodologies/PAmethodologies/tools/am-tool-07-v5.0.pdf 114 https://cdm.unfccc.int/filestorage/t/m/XVMU7R9ONJBAP2ZGD8L3C4FYE5KHW0.pdf/PDD.pdf?t=cW98b2p4ZTNvfDAqS3b4 6aGwGIQ2wXPzwhSJ 115 http://www.lutron.com.tw/ugC_ShowroomItem_Detail.asp?hidKindID=1&hidTypeID=148&hidCatID=&hidShowID=1032&hidP rdType=&txtSrhData= 116 http://www.lutron.com.tw/ugC_ShowroomItem_Detail.asp?hidKindID=1&hidTypeID=55&hidCatID=&hidShowID=894&hidPrd Type=&txtSrhData= 117 http://www.lutron.com.tw/ugC_ShowroomItem_Detail.asp?hidKindID=3&hidTypeID=157&hidCatID=&hidShowID=1192&hidP rdType=&txtSrhData= 118 http://www.lutron.com.tw/ugC_ShowroomItem_Detail.asp?hidKindID=1&hidTypeID=45&hidCatID=&hidShowID=290&hidPrd Type=&txtSrhData=
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6.1.8.5 Ground water quality
The ground water quality near the Sittwe port can be affected by the waste generation from the docking ships and due to the port operations. The quality shall be compared with the norms set by the World Health Organisation (WHO). The emission levels specified in the environmental emission guidelines dated 29th December 2015 published by the Ministry of Environment and Conservation of Forests (MOECAF) for ports and harbours to be used as the reference and will be part of the Environment Management Plan.
The project operations have to comply with the effluent limits set in the environmental emission guidelines dated 29th December 2015. These values have to be also complied with during the construction phase.
Parameter Unit Guideline Value
Biochemical Oxygen Demand (BOD) mg/l 30
Chemical Oxygen Demand (COD) mg/l 125
Oil and Grease mg/l 10
pH SU119 6 to 9
Total coliform bacteria 100ml 400
Total Nitrogen mg/l 10
Total Phosphorous mg/l 2
Total Suspended solids (TSS) mg/l 50
Table 32: Effluent limits for port, harbours and terminals120
6.1.8.6 Noise
The project construction will result in increase in the noise levels and the noise monitoring logs kept by the contractor from the start of construction shall be reviewed and also the noise levels in the current situation shall be monitored. The emission levels specified in the environmental emission guidelines dated 29th December 2015 published by the Ministry of Environment and Conservation of Forests (MOECAF) was used as the reference and will be part of the Environment Management Plan. There is no specific noise levels provided for the ports and harbours; however, there is a common guideline given as below.
119 Standard Unit 120 http://www.ecd.gov.mm/?q=media/national-environmental-quality-emission-guidelines-final-draft-myanmar-version
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One Hour LAeq (dBA)121 Receptor Day time Night time
Residential, institutional, educational 55 45
Industrial, Commercial 70 70
Table 33: Noise limits as per the environmental emission guidelines
The construction contractor for the project, Essar Projects (India) Ltd as part of their environmental and health safety manual and related procedures, periodically monitor the noise level at site.
Peak sound Number of Sound Exposure (dB) impulses (dB) time (hrs) 140 100 90 8 135 315 92 6 130 1000 95 4 125 3160 97 3 120 10000 100 2 102 1.5
105 1
107 0.75
110 0.5
115 0.25
Table 34: The noise limits for instantaneous impulse and continuous exposure
6.1.8.7 Climate Change
The port operations result in the emission of greenhouse gases (GHG) to the atmosphere that eventually contribute to climate change. The calculation of the estimated greenhouse gases is done using the emission factor provided in the United Nations Framework Convention for Climate change and will be part of the Environment Management Plan. It is provided in the section 6.1.8.3 above
6.1.8.8 Natural Hazards
There project area is on Sittwe harbour and the stretch of Kaladan River that does not have any natural hazards. There is a bridge across the river at Kyauktaw which is 92.7 km upstream from Sittwe to connect Kyauktaw to Mrauk U; the bridge has adequate vertical and horizontal clearances for vessels to pass through even at high flood levels.
121 Equivalent continuous sound level in decibels
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6.2 Potential Impacts by phases
6.2.1 Pre-construction phase
Activity/Impact
Noise
Air Quality Air
habitat habitat loss
Water quality Water
Electricity use Electricity
Fossil fuel use fuel Fossil
Water depletion Water
Waste generation Waste
Soil contamination Soil
Threat to livelihood to Threat Population Increase Population
Sample collection Bathymetry Hydrographic survey Travel
Significant Impact Insignificant Impact No Impact
Table 35: Activities and impact during pre-construction
6.2.1.1 Potential Impacts
The pre-construction phase of the project involves only the technical feasibility studies, survey of the river, port area and soil testing for determining the feasibility for construction. There are no significant impacts from this activity.
6.2.1.2 Proposed mitigation measures
The environmental impacts during the pre-construction phase is negligibly small
6.2.1.3 Residual Impacts
There are no residual impacts from the pre-construction phase
6.2.1.4 Proposed monitoring
Not Applicable
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6.2.2 Construction phase
The construction phase consists of construction activities such as dredging, reclamation, piling, at the Sittwe harbour and Paletwa terminal, dredging of the shoals in the river for navigational channel. A deep sea port and IWT jetty and related port facilities are under construction at Sittwe harbour. The dredging in the navigational channel and the jetty area was done to have a depth of 7.9 metre. The dredging in the river is reduced by 95% after the project design was changed to have waterway only till Paletwa instead of Kaletwa.
Activity/Impact
depletion
Noise
Air Quality Air
habitat habitat loss
Water quality Water
Electricity use Electricity
Fossil fuel use fuel Fossil
Water Water
Waste generation Waste
Soil contamination Soil
Threat to livelihood to Threat Population Increase Population
Dredging at Harbour Reclamation work Piling for the jetty Heavy Machinery General Construction river dredging
Significant Impact Insignificant Impact No Impact
Table 36: The activities and impacts during construction Phase
6.2.2.1 Potential Impacts
The construction phase commenced in December 2010 and the impacts during the construction phase are
1. Habitat loss and turbidity increase in Sittwe water due to dredging-
The construction phase is expected to have capital dredging at the port, approach channel and the river that will adversely affect the benthic habitats and also causes increase in turbidity of the water. The total dredging done in 2012-2013 at Sittwe was 1.06 Million cubic metres and the dredging in the navigational channel was 123,000 cubic metres. The marine water quality was tested before and after the dredging started in 2013 and the results of the water quality before and after the dredging activity is not significantly different.
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Figure 62: Sebastiano Caboto122, the dredging vessel used in Sittwe123
The disposal of this dredged material from the river, confluence or the sea is also a significant environmental aspect. The disposal of the dredged material was done by bottom dump method in the sea at locations mutually agreed with the local authorities to reduce the increase in turbidity. The environmental testing results of the marine water samples were presented to the authorities during the review meeting. The copy of the records maintained by the construction contractor was reviewed (refer the picture below). The data is also provided in the table 14 in section 5.3.9 for Surface and ground water quality modelling.
The water in the Sittwe port was already turbid with a poor visibility of few centimetres due to the presence of high content of suspended solids. The port of Sittwe is busy with movement of boats used for fishing as well as transportation; further, the climate in the region is dotted with cyclones, and heavy rainfall which contributes to increase in turbidity in the water near to the jetty area.
Hence, the additional load due to dredging is unlikely to contribute significantly to the prevailing high suspended solids and turbidity to reduce light penetration. Further, the sediment sample tests indicate that the dredged material is low in organic carbon and it can be concluded that the dredging has not resulted in significant removal of ocean benthos.
122 https://www.dredgepoint.org/dredging-database/equipment/sebastiano-caboto 123 http://www.jandenul.com/sites/default/files/equipment-item/pdfs/01.tshd_en_-_v2013-2_-_sebastiano_caboto.pdf
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Figure 63: An example of water quality tests maintained by Essar Projects (India) Ltd
2. Change in topography due to reclamation by sand and soil-
Figure 64: The reclaimed area where the port facilities are being constructed
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The reclamation of the land changes the shoreline and the topography of the area changes. The mangroves and seagrass on the shores if present will be destroyed during the reclamation. The increase in dust particles also occur during the dry periods of summer due to vehicle movement and wind erosion. Prior to commencement of dredging physical survey is carried out to ensure mangroves patch at shoreline Survey indicates absence of mangroves and seagrass patch at shoreline of proposed expansion.
The total reclamation done at Sittwe during the construction phase was for an area of 70,000 m2 and required a volume of 0.265 Million cubic metres of soil. The dredged material is not used for reclamation as it was not fit to be used for reclamation.
3. Increased population due to migrant workers for construction-
The workforce that comes to find jobs at the site from nearby townships and villages during the construction phase will result in a surge in population at Sittwe and Paletwa and hence environmental impacts related to waste disposal, poor sanitation and contagious diseases can occur.
Figure 65: Workers at Paletwa terminal site during September 2016
A total of 5,526,643 man hours have been spent till the end of July 2016 for the construction of which 4,630,775 was performed by subcontractors. These subcontracted works would have resulted in an increase in population in the construction areas in Sittwe and Paletwa. There was no reported incident of an epidemic or a contagious disease due to the migrant workers.
4. Greenhouse Gas (GHG) Emission from the fossil fuels used-
There will be emissions from the use of fossil fuels in the vehicles and the construction equipment during the construction phase. The operation of equipment by powering them using a Diesel Generator set due to less access to electricity at the sites will add to this fossil fuel usage.
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The quantification of the fossil fuels used by the vehicles and equipment is not recorded or maintained separately for the environmental objectives as many of them are owned by the subcontractors; however, the construction contractor has made effort to minimise the cost of the fossil fuels by efficient usage for economic benefits and as part of their environmental management system.
Equipment Nos Litre/hr total Litre/hr Excavator 1 29 29 Excavator-Tata Hitachi 1 14 14 Dozer-Caterpillar 1 18 18 Wheel Loader, caterpillar 1 17 17 Backhoe loader, JCB 1 5 5 Hydraulic crawler Crane-80 1 8 8 Hydraulic crawler Crane-35 3 4 12 Essar Tug 1 1 30 30 Welding machine 7 3 21 Diesel Generator 250 kVA 4 13 52 Diesel Generator 125 kVA 4 9 36 Diesel Generator 2 5 10 Concrete mixer machine 2 3 6 Air compressor 2 16 32 7.5 MT Double drum Power winch 12 7 84 Vibrator with needle set 3 0.4 1.2 Concrete Pump 2 6 12 Hydra 1 3 3 Low bed trailer 1 2 2 Flatbed trailer 2 2 4 Crane truck 2 3 6 Ambulance 1 6 6 Diesel Bowser 9KL 1 1.5 1.5 Car-Mahindra Scorpio 2 8124 16 Transit mixers 3 4 12 Dump Trucks 2 4 8 Crusher machine 2 2 4 Tadano crane 1 5 5 20 kVA DG set 1 4 4
Table 37: Fuel consumption of the equipment at site
The average fuel consumption in litre per hour for the equipment at site is provided above; the operating hours of the equipment is not being recorded and hence the computation of the fuel usage during construction is not possible.
124 The fuel consumption data is in kilometer per Litre
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5. Indirect Greenhouse gas emission from electricity usage-
There will be use of electricity during the construction phase of the project. Since the project construction is being done at remote sites, the availability of electricity is limited; the project construction work is mostly powered by using Diesel generator sets. This electricity consumption is not in significant volume.
6. Depletion of water resource-
The construction will result in water consumption due to concreting, cleaning, and personal use by the workforce. The water usage is controlled at the construction sites; however, the quantification of water spent for the construction is not being recorded and maintained.
7. Air Pollution from construction-
The major pollutant in the construction phase is suspended solids being air-borne due to various construction activities. The vehicular movement generates pollutants such as Oxides of Nitrate, Carbon Monoxide and Hydro carbons. But, the vehicular pollution is not expected to lead to any major impacts. The fugitive emissions due to vehicular movement will be 1 to 2 kg/km travelled by the vehicle. The soils in the project area are sandy in texture, and are likely to generate dust when dry. However, the fugitive emissions generated due to vehicular movement are not expected to travel beyond a distance of 200 to 300 m. The wind-blown dust is also likely to be substantial, especially during the summer months.
8. Noise from Construction-
The construction phase will make use of a variety of equipment such as Impact hammers, dump trucks, cranes, generators, compressors, pumps and earth movers that will generate noise whilst operations. The most widespread source of noise from typical construction equipment is generally due to internal combustion engines that provide the energy for operation. Other sources of noise associated with the equipment include the mechanical and hydraulic transmission actuation systems that can sometimes produce high sound levels. Construction related noises are usually of a temporary duration and relatively intermittent.
The project site in Sittwe is at the periphery of the commercial market area and the nearest residence is about a five hundred meter away. The site at Paletwa is on the opposite bank of the town and there are no nearby houses that could be affected by the noise.
The project construction contractor has done a noise level mapping for the sites and also perform daily noise monitoring of the project site. The copies of records kept were reviewed. They had conducted an audit of the noise generation from the equipment at site by recording with idle run noise and the operational noise.
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Figure 66: The noise level map at Sittwe project site
Idle run Noise Operational Noise 1.0 2.0 1.0 2.0 Equipment Near Near metre metre metre metre machine machine away away away away Excavator 78.10 73.90 70.90 89.60 85.20 80.30 Excavator with breaker 79.00 74.00 69.20 97.50 92.20 85.10 Wheel loader 86.60 80.50 78.10 97.40 85.50 83.90 Crusher machine 72.90 84.50 81.20 100.90 96.00 91.30 Grinding machine 101.10 90.30 88.50 105.90 98.30 93.40 Welding DG 95.00 86.70 83.00 96.00 87.20 83.70 Diesel Generator 80.10 77.00 75.00 82.30 78.50 72.10 Winch Machine-01 85.00 79.00 76.00 98.00 93.20 88.50 Winch Machine-02 84.60 76.00 77.00 104.00 96.00 92.60 Winch Machine-03 86.00 79.00 76.50 97.00 92.80 89.50 Winch Machine-04 87.00 74.00 73.20 99.00 93.10 89.00 Hydra Crane 84.10 76.20 71.90 92.20 80.40 79.20 Crawler Crane-35 T 81.30 76.10 72.80 89.10 81.70 78.30 Crawler Crane-80 T 79.70 68.70 66.80 95.30 72.40 71.30 Compressor-batching plant 90.20 85.40 80.30 90.10 86.40 81.60 Office-DG 88.00 80.20 79.00 85.40 81.50 79.80
Table 38: The result of the noise audit at site
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9. Waste Generation-
The construction phase will result in effluent discharge from the spent oils, lubricants, chemicals, concreting, and solid waste generation from the consumables such as welding waste, building materials, plastic, packaging, chemicals, cut offs etc. The total solid waste generation per was estimated at around 1.5 tonnes per day.
The construction contractor, as part of their Environmental Management system, records the Monthly Waste Consignment Details at Project. All departments in operations maintain a Register of the quantities and characteristics of the wastes sent to landfill, Indicating origin, type, quantities and landfill Locations. The record sampled to review the waste management during the site visit was for the months of November 2011, January 2013 and July 2016.
The waste disposal records for the dredging vessel used for the capital dredging at Sittwe during 2012-13 were reviewed. The Vessel name was Sebastiano Caboto125 and the copies of the records reviewed were the hazardous waste disposal, onshore non- hazardous waste disposal, oil log sheets and the training records for the crew.
125 https://www.dredgepoint.org/dredging-database/equipment/sebastiano-caboto
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6.2.2.2 Proposed Mitigation measures
1. The habitat loss and turbidity increase due to dredging-
The disposal of the dredged material will be done using submerged bottom disposal methods employed by the Trailing Suction Hopper Dredger (TSHD). TSHD is mainly used for dredging loose and soft soils such as sand, gravel, silt or clay. One or two suction tubes, equipped with a drag head, are lowered on the seabed, and the drag head is trailed over the bottom. A pump system sucks up a mixture of sand or soil and water, and discharges it in the ‘hopper’ or hold of the vessel. Once fully loaded the vessel sails to the unloading site. The material can be deposited on the seabed through bottom doors, or reclaimed by using the ‘rain-bowing’ technique.
This was managed through a Disposal Management Plan. All material dredged from the access channel shall be disposed of at designated sea disposal area. Disposal area located along the 15.0 m Chart Datum depth contour length of 2500 m and width of 1000 m. The sailing distance to the centre of sea disposal area is approximately 2.0 km with a bearing of approximately east south form the savage 1 (Old Light house).
The water quality was tested by third party laboratory before and after the dredging activity and the change in the quality parameters were not significant. The project construction contractor has been monitoring the Salinity, Dissolved Oxygen, Turbidity, and pH of the water near the jetty and is keeping the records. The surface water quality is part of the Environmental Management Plan
2. Change in topography due to reclamation by sand and soil-
The reclamation in the harbour is only for the jetty and the port facilities covering an area of 70,000 m2. The change in topography is irreversible; but the effect of this reclamation on the river flow is not very significant. The water draining from the site will have high suspended solids and can affect the water quality. To minimize this, the water draining from the reclamation site is diverted away from the drainage channel preferably via sand ponds to permit removal of excess suspended solids. This was managed through an Environmental Management Plan (EMP) that monitors the water quality.
The reclamation plan was carefully examined prior to the commencement of sand in the area nearest to shoreline. Bund wall was prepared and Provision of separate channel to ensure the prevention of outflow of drained seawater along with sand.
Prior to commencement of dredging physical survey was carried out to ensure mangroves patch at shoreline Survey indicates absence of mangroves patch at shoreline of proposed expansion.
Turbidity, Dissolved Oxygen, pH and Salinity will be monitored once every week at four locations, namely near the Dredging area, existing Jetty, and at both IWT & Port Gantry. Records of monitoring are maintained. The monitoring will be continued during entire construction phase of the port terminal.
The air and dust emissions are separately described in the sections below.
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3. Increased population due to migrant workers for construction-
The contractor Essar maintains a base camp for the construction workers near the port near to West San Pa quarter. This camp has proper sanitation and drinking water facilities with adequate number of toilets and enough potable water.
The drinking water quality is tested periodically in a third party laboratory to ensure the food safety. This is managed through an Environmental Management Plan (EMP) and is also part of the occupational health and safety management. The water quality tests were done for Sittwe and Paletwa by ISO Tech laboratories, Yangon in November 2015 for the BMG purified water and U Hla Maung Thein purified water respectively. The results show that the water quality was well within the WHO limits.
Liquefied Petroleum Gas (LPG) is provided to the camp for cooking and an outside caterer is engaged to supply the food.
4. Greenhouse Gas (GHG) Emission from the fossil fuels used-
The consumption of fossil fuels is managed by having the equipment at site under a strict preventive maintenance regime and is subject to efficiency audits on a quarterly basis. The Diesel generator sets are suitably serviced and maintained promptly to reduce the usage and also the emissions. Essar Projects (India) Limited follows “No Idle Running” policy to reduce the wastage of fuel. The environmental management plan contains the measures taken.
Figure 67: Mufflers fitted to the equipment that uses fossil fuels
KMTT Project EIA/SIA Study Report and EMP 118
All Vehicles and Plant equipment used during Construction phase are fitted with appropriate mufflers and catalytic converters to reduce air emissions.
5. Indirect emissions from Electricity usage-
The equipment at site is generally powered by the diesel generator sets as availability of electricity is limited. The electricity consumption is limited to the project management offices during the construction phase. The environmental management system of the construction contractor aims to conserve the electricity by limited use and spread of awareness.
6. Water usage-
This use of water at site is for the construction activities such as concreting, cleaning and other personal uses by the labourers at site. The environmental management system of the construction contractor aims to conserve water all the while meeting the quality specifications and the general hygiene requirements by limited use and spread of awareness.
7. Air pollution from construction-
The major pollutant in the construction phase is suspended solids being air-borne due to various construction activities. The soils in the project area are sandy in texture, and are likely to generate dust when dry. The vehicles and equipment are fitted with catalytic converters and mufflers to reduce the air pollution. The trucks sprinkle water twice a day to reduce the dust movement in the wind. The trucks transporting soil or sand are covered with tarpaulin to avoid the emission of dust to air environment.
Figure 68: Sprinkling water to reduce the dust emissions
KMTT Project EIA/SIA Study Report and EMP 119
Figure 69: Trucks covered with tarpaulin to reduce the dust emission to air
8. Noise from construction-
The noise from construction phase is managed by below methods
Air compressors at the construction sites are fitted with exhaust mufflers and intake mufflers. Chassis and engine structural vibration will be dealt by isolating the engine from the chassis and by covering various sections of the engines. Exposure of workers near the high noise levels will be minimized by methods such as job rotation, automation, use of personal protective equipment like ear plugs.
The noise levels are being regularly monitored by the EHS team of the construction contractor Essar Projects (india) limited. The equipment sound level audits are done periodically to monitor the defects. This shall be managed through an Environmental Management Plan (EMP).
KMTT Project EIA/SIA Study Report and EMP 120
Figure 70: Example of a noise monitoring sheet maintained by Essar Projects (India) Ltd
9. Generation of waste-
The waste generated during the construction phase is disposed through subcontracted disposal agents such as the municipality and or waste management agencies. The site has bins and containers segregated for different types of waste for easy disposal. They have an oil spill response plan to manage the liquid wastes, spent oils etc.
Figure 71: The spill kits and waste bins maintained in the dredging vessel
KMTT Project EIA/SIA Study Report and EMP 121
The garbage collection truck is located in the construction site. Hazardous waste (Used Oil, Battery) from construction site is disposed to Local Vendors at Sittwe through buy back Policy.
The disposal of the waste from the ships and vessels used such as dredgers is disposed as per the MARPOL regulations as Myanmar is a signatory to MARPOL convention. As per the MARPOL 73/78126 regulations, the waste disposal in the sea is prohibited for
Discharge oil or oily water such as bilge water containing more than 15 ppm of oil within 19 km of land. Release of Category A hazardous chemicals to the sea Type B, C and D may be discharged with conditions. Plastics of any form Harmful material in packed form Untreated sewage Garbage to the sea
6.2.2.3 Residual Impacts
There are no residual impacts from the construction phase
6.2.2.4 Proposed monitoring
Not Applicable
126 http://www.imo.org/en/About/Conventions/ListOfConventions/Pages/International-Convention-for-the-Prevention-of- Pollution-from-Ships-(MARPOL).aspx
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6.2.3 Operational phase
The operational phase will result in various environmental aspects and impacts related to resource usage, wastage, emissions to air and water.
se
Activity/Impact
Noise
Air Quality Air
habitat habitat loss
Water quality Water
Electricity use Electricity
Fossil fuel u fuel Fossil
Water depletion Water
Waste generation Waste
Soil contamination Soil
Threat to livelihood to Threat Population Increase Population Dredging at Harbour Barge Movement Barge accident Heavy Machinery Port operations river dredging
Significant Impact Insignificant Impact No Impact
Table 39: The activities and impacts during Operational Phase
6.2.3.1 Potential Impacts
Significant Impacts from the port Operations Aspect Impact Severity Likelihood Air pollution High Very Frequent Use of Fossil fuels Greenhouse Gases High Very Frequent Depletion of resource High Very Frequent Greenhouse Gases High Frequent Use of Electricity Depletion of resource High Frequent Use of water Depletion of resource High Frequent Water pollution High Usual Waste Generation Public Health degeneration High Usual Equipment Operation Noise Generation Medium Usual Water pollution Medium Rare Maintenance Dredging Destruction of biota and habitats Medium Rare Fire Accident Loss of life and property Devastating Very Rare Water pollution Very High Very Rare Barge Public Health degeneration High Very Rare Accident/Spillage Destruction of biota and habitats High Very Rare
Table 40: Significant impacts during Operational phase
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The potential impacts during the operational phase are
1. Indirect Greenhouse gas (GHG) emission from electricity usage
The port facilities will make use of equipment that consumes electricity for its operation and the use of electricity will have indirect emissions to the atmosphere as greenhouse gases (GHG). The power load estimation at Sittwe and Paletwa is 922 kVA and 399kVA respectively and the project design is for 1000kVA and 500kVA to cater to this requirement. However, this power load calculation is considering all the standby and spare equipment and hence the actual working load at a time is much lesser to around 800kVA at Sittwe and 300kVA at Paletwa.
The actual electricity use at the port will be as per the use of equipment and the scale of operations. If all the equipment at site runs throughout the day for all days in a year, the electricity consumption will be 7008,000 kWhrs and 2628,000 kWhrs for Sittwe and Paletwa respectively.
But many of the equipment at the ports are used only for less than one hour in a day (for example drinking water pump or service water pump) and hence the power load that may be required throughout the day is less than 400kVA for Sittwe and 150 for Paletwa. Even this estimation considers that sets of equipment which runs for 24 hours of the day and is a conservative estimation. Considering this load to run throughout the day and the intermittent loads to run for 2 hours a day, the total electricity estimation is as below. This estimation is on the higher side considering very busy operations at Sittwe and Paletwa for 24 hours a day
Full day power load Intermittent power load Total Location kVA hours/day Total/year kVA hours/day Total/year kWhr Sittwe 400 24 3,504,000 400 2 292,000 3,796,000 Paletwa 150 24 1,314,000 150 2 109,500 1,423,500 Total 550 24 4,818,000 550 2 401,500 5,219,500
Table 41: The maximum estimated power usage
The emission factor for the electricity usage in Myanmar is described in section 6.1.8.3 earlier in the report and is based on the modelling in the registered climate change mitigation project reference number 7731 in the UNFCCC; the emission factor is
1 Mega Watt hour electricity usage=0.39459 tonne CO2 equivalent
Hence the total estimated GHG emissions per year from electricity usage for the project
operations is 5219.5 X 0.39459= 2059.563 tCO2e per year
This estimation is for a hypothetical situation where all the equipment at site is being run throughout the year.
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2. Greenhouse gas (GHG) from the use of fossil fuels
The project operations will consume the fossil fuels such as Diesel, gasoline, Liquefied Petroleum Gas (LPG), Compressed Natural Gas (CNG) etc for the equipment, vehicles, barges and kitchens. The estimated fuel consumption considering all the equipment being used at the same time is 2184 Litres for Sittwe and 1048 Litres for Paletwa. The maximum possible fuel consumption at the terminals is 797,160 litres in Sittwe and 382,520 litres in Paletwa.
Fuel Consumption Details for Sittwe
No Description Qty Litre / Hr Hours / Day Litre/day Litre/Year
1 500 KVA DG Set 1 72 16 1152 420,480 2 320 KVA DG Set 1 46 8 368 134,320 3 10T Mobile Crane 1 8 8 64 23,360 4 3T Forklift 6 2.5 8 120 43,800 5 40HP Tractors 6 10 8 480 175,200 Total 2,184 797,160 Fuel Consumption Details for Paletwa
No Description Qty Litre / Hr Hours / Day Litre/day Litre/Year
1 180 KVA DG Set 1 32 16 512 186,880 2 75 KVA DG Set 1 14 8 112 40,880 3 10T Mobile Crane 1 8 8 64 23,360 4 3T Forklift 2 2.5 8 40 14,600 5 10T Truck-tractors 4 10 8 320 116,800 Total 1048 382,520
Table 42: Fossil fuel consumption at terminals and jetty
The barges will take 28 hours for one trip and the total fuel required is 598 Gallon for fuel and 2 gallon for engine oil. Considering that one US Gallon is 3.78541 Litres, the total fossil fuel usage per trip of the barge is 2271.246 Litres. One barge takes 28 hours to make the trip and hence we can assume that it can make a maximum of 120 trips in a year. So for all the six barges, the maximum trips possible are 720 trips per year. The total fuel consumption 2271.246 X 720= 1,635,297.12 Litres
Fuel consumption per trip in Gallons 600 Maximum number of trips in year 120 No of barges in the channel 6 Total trips possible in a year 720 Total fuel consumption in Gallons/year 432,000 Total fuel consumption in Litres/Year 1,635,297.12
Table 43: Fuel consumption of the barges in a year
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Location Consumption in Litres emission Factor tCO2e/Year Sittwe 797160.00 2.684 2139.57744 Paletwa 382520.00 2.684 1026.68368 Barges 1635297.12 2.684 4389.13747 Total 2814977.12 2.684 7555.39859
Table 44: Estimated emissions from the use of fossil fuels
The total estimated emissions from the use of fossil fuels for the project operations are 7,555.40tCO2e/year. This estimation is considering the hypothetical situation of all equipment working together for all the time.
The estimation does not include the fuel usage emissions from the international ships docked at the deep sea port and the cargo trucks that come to the port for material movement. This emission depends on the time the ships spend at the port for manoeuvring, waiting, berthing, productive time and idle time. If the ship time at the ports is reduced, the emissions from the ships at the port will be reduced.
Figure 72: Ship time at the port- source- International Maritime Organisation (IMO)127
The equipment at port account for only 30% of the total fossil fuel usage and the rest 70% is from the ships calling the ports and the heavy trucks for cargo movement. Hence
the emissions from the deep sea port at Sittwe will be 2139.577/30%=7131.925 tCO2e per year. The total emissions from the use of fossil fuel in the project are
7131.925+1026.68368+4389.13747=12,547.75 tCO2e per year.
127 http://www.imo.org/en/OurWork/Environment/PollutionPrevention/AirPollution/Documents/Air%20pollution/M5%20Port- Ship%20interface%20IMO%20TTT%20course%20presentation%20final1.pdf
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3. Depletion of water resources
The port operations will consume water which is a national resource.
Details of Water Supply Facilities at Sittwe Consumption Sr. No Description Tank Capacity (Litre) Litre/per day 90,000 (UGT)128 1 Drinking Water 90 / Person 30,000 (OHT)129 250,000 (UGT) 2 Service Water 100,000 50,000 (OHT) 3 Fire Water 500,000 During Emergency Details of Water Supply Facilities at Paletwa Consumption Sr. No Description Tank Capacity (Litre) Litre/per day 150,000 (UGT) 1 Drinking Water 90 /person 30,000 (OHT) 65,000 (UGT) 2 Service Water 65,000 15,000 (OHT) 3 Fire Water 400,000 During Emergency
Table 45: Estimated water usage at Paletwa and Sittwe
The water use is categorised into three requirements, namely the drinking water that include the personal uses, service water and the water for fire protection. Three different pipelines are provided at both the terminals in Paletwa and Sittwe. The project operations will use an estimated 100 KL at Sittwe and 65 KL at Paletwa for service water and the personal uses is estimated as 90 litres per person per day. The tanks are designed to cater to these water requirements with sufficient margin to accommodate additional requirements in future.
This estimation does not take into account the water usage in the IWT barges that ply between Sittwe and Paletwa as the water consumption at the port terminals include the water supplied to the barges as well.
4. Air Pollution and noise due to port operations
The port operations will increase the air pollution due to fossil fuel usage and movement of dust particles due to cargo trucks and other vehicle transportations. This will also be amplified by the emissions from the ships calling the ports. Only 24% of the particulate
matter PM10 and 23% of the Oxides of Nitrogen are caused due to equipment in the port. The rest are contributed by the cargo trucks and the ships calling the deep sea port.
128 UGT is Underground Tank 129 OHT is Overhead Tank
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The noise levels in the port terminal area will increase because of busy cargo movement related activities such as vehicle traffic, and operation of equipment at site.
5. Spillage of hazardous cargo in to the river water from hull failure of the barges
The barges that ply between the two terminals carry different types of cargo and in case of an unlikely scenario of an accident or collision; the hull failure will cause the spillage of hazardous material into the river which will be devastating.
The water quality will be affected, the aquatic flora and fauna will be destroyed, and the health and livelihood of the people in the nearby townships will be affected.
6. Waste Generation from port and barge operations
The port operations that involve docking of international ships and IWT barges, movement of cargo to and from the terminals and office and warehouse facilities will generate the waste that need to be disposed without causing pollution. The ships and barges will bring hazardous waste and cargo that include the spent oils, chemicals, batteries, plastic and other synthetic material which is prohibited to be disposed in the sea as per MARPOL 73/78.
The waste discharge of effluent and solid waste will affect the water quality in the river as well as the ground water in case of land contamination from spillage.
7. Habitat loss and increase in water turbidity due to maintenance dredging
The deep sea port, approach channel and the waterway in the river needs maintenance dredging to maintain the depth for navigation and this will cause the loss of habitat for ocean benthos and also will increase the turbidity in the waters. The maintenance dredging every year is estimated to be a maximum of 25% of the capital dredging done.
The approach channel and the port will need around 2.5 Lakhs to 3 lakhs cubic metres of silt removal every year. The dredging in the river is estimated to be at only to a maximum of 4 shoals where the depth is low and the maximum dredging anticipated is 30,000 cubic metres. The stretch from Sittwe to Kyauktaw will not need any dredging and the four shoals are in the stretch from Kyauktaw to Paletwa.
8. Increased traffic in the river and the port area roads
The six barges being constructed to ply between Sittwe and Paletwa has a speed of 9 Knots (16.8 km/hr) and will take 28 hours per trip. Considering a vessel can make maximum 120 such trips in a year, the total trips done are 720 which is a hypothetical situation. The six barges in the river is not going to increase the traffic in the river significantly. The river is already under navigation from mechanised vessels.
The traffic in the towns of Paletwa and Sittwe are going to increase because of availability of a port facility which will bring cargo trucks, other related customer and agent’s transportations. .
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9. Fire break-out accidents
The port terminals and the office buildings are places that store flammable gases, fossil fuels and other chemicals. Moreover, the vessels that call the port and terminals also carry inflammable material and fluids that may cause accidents.
The port and terminal locations in Sittwe and Paletwa are prone to a fire breakout accident. In the unlikely event of a fire accident, there will be large amount of losses to life and property and will also affect the people living nearby. It will also cause significant pollution in terms of air emissions and water pollution.
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6.2.3.2 Proposed Mitigation measures
1. Indirect emissions from Electricity usage-
The electricity consumption will be monitored with clear objectives and targets which are commensurate with the cargo being handled. The electricity consuming equipment shall be brought under a good preventive maintenance and repair program to work efficiently and consume less power. This monitoring shall be part of the Environmental Management Plan (EMP)
2. Greenhouse Gases (GHG) Emission from the fossil fuels used-
The ship port time shall be monitored to reduce the emissions generated from the docking ships. The equipment consuming the fossil fuels will be brought under a strict preventive maintenance and repair to have efficient operations. The equipment will be fitted with energy efficient retrofits wherever possible and practicable. This monitoring shall be part of the Environmental Management Plan (EMP)
3. Water usage-
The operation of the port and offices will result in consumption of water for three requirements, namely, drinking water, service water and fire system. The water is planned to be drawn from the municipality water supply system and no water treatment system has been planned to be constructed. The water usage shall be monitored and periodic checks will be done to the piping and plumbing system and the pumps used shall be under preventive maintenance to work efficiently. This monitoring of the water consumption shall be part of the Environmental Management Plan (EMP)
4. Air Pollution and noise from port operations
The air pollution shall be tested once in six months using third party laboratory covering the parameters such as respirable particulate matter, oxides of Nitrogen, and Oxides of Sulphur. The ship port time will be monitored to reduce the emission from the docking ships.
The noise levels shall be tested six monthly by third party testing body and the internal monitoring and auditing of noise levels shall be done on a weekly basis. The Environmental Management plan will have these monitoring requirements specified.
5. Spillage of Hazardous Cargo-
The barges will be transporting cargo that may contain the hazardous material through the river. In case of a hull failure, the spillage of this material will pollute the river. As a preventive measure, the six barges that are fabricated will be made with double bottom to counter this hull failure. The barges shall be maintained as per the frequency recommended by the manufacturer’s instructions and the international maritime norms for quality, safety and environment.
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6. Waste Generation-
The port operations and the ships and barges docking will increase the solid waste and the effluent generation that needs to be disposed of in a sustainable way. The monitoring of waste management shall be part of the EMP with periodic third party testing of the river water quality and the ground water quality.
7. The habitat loss and turbidity increase due to dredging-
The dredging will be done using trailing suction hopper dredgers and the disposal will be done using the bottom dump method at the points mutually agreed with the authorities. This monitoring shall be part of the Environmental Management Plan (EMP)
8. Increase in River Traffic and port area road traffic-
The barge operations will increase the traffic in the Kaladan River but will not result in significant increase for a river that is already under regular navigation by mechanised vessels. The trucks movements shall be monitored by efficient handling of the cargo by minimising the transportation requirements.
9. Fire break-out accidents-
There are minimal chances of fire break accidents and there will be a fire management plan established with proper training given to the employees, maintaining fire-fighting equipment, and visitor management in the ports
6.2.3.3 Residual Impacts
There are no residual impacts
6.2.3.4 Proposed monitoring
Not applicable
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6.2.4 Decommissioning phase/closure
6.2.4.1 Potential Impacts during decommissioning
Being a port and waterway project, the environmental impacts of decommissioning is important. Upon closure or decommissioning of the port, the vessels and the equipment for utilities shall be sold for reuse elsewhere. When the equipment is found to be non- usable, it will be scrapped. The hazardous waste remaining shall be disposed in a sustainable manner. The port under construction does not have a power generation systems or Onshore Power Supply (OPS) to provide power to the vessels calling the ports.
The decommissioning system shall be part of the environmental management plan (EMP).
6.2.4.2 Proposed mitigation measures
Being a port and waterway project, the environmental impacts of decommissioning is important. Upon closure or decommissioning of the port, the vessels and the equipment for utilities shall be sold for reuse elsewhere. When the equipment is found to be non- usable, it will be scrapped. The hazardous waste remaining shall be disposed in a sustainable manner. The decommissioning system shall be part of the environmental management plan (EMP).
6.2.4.3 Residual Impacts
There are no residual impacts from the post closure phase
6.2.4.4 Proposed monitoring
Not Applicable
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6.3 Biophysical Impact Assessment
6.3.1 Erosion and sedimentation
There will be siltation at the harbour; the silt formed at the jetty and the approach channel will be removed by maintenance dredging periodically. The estimated dredging is around 2.5 Lakhs to 3 Lakhs cubic metres of silt annually.
The port or jetty does not have any breakwaters made that may cause erosion of shoreline on one side and sedimentation on the other side.
6.3.2 Water Resources
The water resources from the river Kaladan is an important factor for more than a million people living in the project zone; however, the port and IWT operations is not going to affect the water resources. The project is only using the river as a navigational channel which already is under navigation with mechanised vessels.
Figure 73: The Water risk map from the World Resource Institute
The project area is classified as “Medium risk” and/or “Low to medium risk” by the World Resource Institute130 for the water resources. Water consumption is explained in the potential impacts in section 6.1.9.3.2 above. The monitoring of water usage shall be part of the Environmental Management Plan (EMP).
130 http://www.wri.org/applications/maps/aqueduct-atlas/#x=98.96&y=8.83&s=ws!20!28!c&t=waterrisk&w=fb&g=0&i=BWS- 8!WSV-4!SV-2!HFO-2!DRO-4!STOR-8!GW-4!WRI-8!ECOS-4!MC-8!WCG-4!ECOV-2!&tr=ind-1!prj- 1&l=4&b=terrain&m=group&init=y
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6.3.3 Fish and fish habitat
The confluence area of Kaladan River at the Sittwe harbour is a busy fishing zone with lot of fish and aquatic fauna. The capital dredging done to have the draught of 7.9 metres for the approach channel and the jetty will result in removal of habitat for some fishes and organisms in the jetty area.
However, the harbour area is busy with movement of vessels and boats and there is regular maintenance dredging that happen at the existing jetty and the environment is already exposed to these kinds of impacts for years and hence the adverse effects will be minimal in nature.
6.3.4 Ecosystem
Figure 74: The Eastern Himalayan Ecoregions
The project zone is in the Chin hills and Arakkan coast freshwater ecoregion and stretches in a very large area and hence lot of plants and animals are going to be in the project affected zone; however, the movement of barges in the inland waters of the river that is already under navigation is not going to significantly affect the ecosystem.
6.3.5 Terrestrial Mammals, Amphibians and reptiles
The project zone stretches in a very large area and hence lot of terrestrial mammals, amphibians and reptiles are going to be in the project affected zone; however, the movement of barges in the inland waters of the river that is already under navigation is not going to significantly affect these animals.
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6.3.6 Birds and Bats
The project zone is classified by Birdlife International as an area that has 14 threatened species of birds; however, the movement of barges in the inland waters of the river that is already under navigation is not going to significantly affect the bird ecosystem. The port development and reclamation of land has not destroyed any habitat or breeding zones for water birds, marine mammals, turtles or fish fauna.
6.3.7 Protected Areas
The project zone does not have any protected areas
6.3.8 Others
There are no other biophysical impacts.
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6.4 Social Impact Assessment
6.4.1 Communities and Services
The project will improve the trade and commerce and the agricultural sector in the region with the better transport infrastructure and will indirectly improve the communities.
Figure 75: Typical houses on the banks of the river Kaladan
6.4.2 Population and communities
The project scenario does not have any significant negative impact on the population and communities as there is no land acquisition, or resettlement is involved. The project is in an existing inland waterway that is used by many mechanised vessels. The port construction at Sittwe and Paletwa does not involve any land acquisition or resettlement.
Figure 76: Children playing in the Kaladan River-between Paletwa and Kyauktaw
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6.4.3 Economic activities
The project will improve the economic activity in the region by creation of direct and indirect employment, improvement of related industries and transportation.
Figure 77: Fishing activities in the river Kaladan
6.4.5 Land Use
The land use of the neighbourhood is not affected by the project.
6.4.6 Infrastructure Facilities
Figure 78: Existing jetty at Paletwa on the western bank of the river for country boats
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The project will improve the water transport infrastructure facilities in the region. Currently there is no inland water terminal in the state of Chin and they have been deprived of development for a long time with a high poverty rate of 73.5%.
6.4.7 Water use and water supply
The port operations will consume the water resources in Sittwe and the water is planned to be drawn from the municipal water supplies.
6.4.8 Energy sources
Figure 79: People gather the flowing trees and branches for firewood and timber
The energy sources of people in the project zone are mostly fossil fuels such as kerosene, firewood and agricultural residues. The electrification has happened only in the urban areas. The project will not affect the energy sources of the neighbourhood.
6.4.9 Transportation
The project will increase the road traffic in the port and harbour areas in Sittwe, Paletwa and Kyauktaw.
6.4.10 Navigation
Figure 80: The existing jetty and docked boas in Kyauktaw
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The project is inland water transport using barges in an existing waterway that has many mechanised vessels and country rafts plying. The addition will be just 6 barges for the transportation and this increase is negligibly small and insignificant.
Figure 81: country rafts plying in the river Kaladan
6.4.11 Public health and safety
The effluent discharges from the project may result in water borne diseases and the air pollution may result in respiratory ailments to the public and livestock. The project construction will result in migration of workers as labour force in the project and may cause issues with public health. The project contractor had made accommodation for the labourers with clean drinking water and food.
Figure 82: The land allocated for setting up workers camp- 2010
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The environmental management plans formulated has monitoring to reduce the effluent discharges and the air pollution due to the project which will mitigate the chances of a public health issue due to the project.
6.4.12 Occupational health and safety
Figure 83: Contractor’s employees in Paletwa display their safety performance
The construction contractor is certified for the international standard for occupational health and safety management-OHSAS 18001:2007 and is also a member of British safety council. They had recently completed the recertification audit from their third party certification body and the audit report was reviewed.
May-16 Jun-16 July-16 Cumulative hours ESSAR (Construction contractor) 2,728 2,640 2,728 897,868 Local Contractors 107,384 111,360 106,888 4,630,775 Total Man hours 110,112 114,000 109,616 5,528,643 Safety performance of the Construction work till end of July 2016 Accident free Man days worked (days) 2,050 Near Misses (numbers) 400 First aid incidents (numbers) 77 Medical treatment cases (numbers) 9 Dangerous occurrences (numbers) 0 Fatality cases (numbers) 0 Lost time injury free distance driven (km) 603,919
Table 46: Safety performance of Construction phase
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They keep records of all incidents, near misses and accidents along with lost time due to injuries and incidents. The port operations present many occupational health hazards that require proper risk assessment. The brief summary of OHS performance of the on- going construction job is provided in the table 46.
The construction activity followed the requirements of the OHSAS 18001 standard and ensured that the employees were provided with personal protective equipment (PPE) and are trained in the safety norms. The OHS guidelines131 provided in the IFC manuals and International Labour Organisation (ILO)132 are referred for the well-being of the employees.
1. Air quality at workplace
Poor quality of air in the workplace due to the release of contaminants can result in issues such as respiratory irritation, discomfort, or illness to workers. The guidelines are provided by American Conference of Governmental Industrial Hygienists (ACGIH)133for air and ventilation requirements in the factory or port facilities. Considering an average exposure on the basis of a 8 hours per day, 40 hours per week work schedule the threshold limit values (TLV) is as below
Chemical Unit TLV
Ammonia (NH3) ppm 25
Hydrogen Sulphide (H2S) ppm 10 Carbon Monoxide (CO) ppm 25
Carbon Dioxide (CO2) ppm 5,000 3 Total Particulate matter (PM10) mg/m 10 Respirable Dust mg/m3 3
Table 47: Threshold limit values for indoor air quality for occupational health
2. Noise and vibration at workplace
When the construction is in process, no employee should be exposed to a noise level greater than 90 Decibels for duration of more than 8 hours per day without hearing protection. In addition, no unprotected ear should be exposed to a peak sound pressure level (instantaneous) of more than 140 Decibels.
The use of hearing protection is enforced actively when the equivalent sound level over 8 hours reaches 90 Decibels, the peak sound levels reach 140 Decibels, or the average maximum sound level reaches 110 Decibels. Hearing protective devices provided should be capable of reducing sound levels at the ear to at least 90 Decibels. Periodic medical hearing checks should be performed on workers exposed to high noise levels.
131 http://www.ifc.org/wps/wcm/connect/9aef2880488559a983acd36a6515bb18/2%2BOccupational%2BHealth%2Band%2BSaf ety.pdf?MOD=AJPERES 132 http://www.ilo.org/global/standards/subjects-covered-by-international-labour-standards/occupational-safety-and-health/lang- -en/index.htm 133 http://www.acgih.org/
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Exposure to hand-arm vibration from equipment such as hand and power tools, or whole-body vibrations from surfaces on which the worker stands or sits, should be controlled through choice of equipment, installation of vibration dampening pads or devices, and limiting the duration of exposure. Limits for vibration and action values, (i.e. the level of exposure at which remediation should be initiated) are provided by the ACGIH. Exposure levels should be checked on the basis of daily exposure time and data provided by equipment manufacturers.
The Vibration Regulations include an exposure action value (EAV) and an exposure limit value (ELV) based on a combination of the vibration at the grip point(s) on the equipment or work-piece and the time spent gripping it. The exposure action and limit values are a daily EAV of 2.5 m/s2 that represents a clear risk requiring management; and a daily ELV of 5 m/s2 that represents a high risk above which employees should not be exposed.
3. Solid and hazardous waste
The organisation has a plan for waste management, handling, storage and disposal. The contractor has been manging the waste generation during the construction phase. For the management of solid waste, a garbage collection truck is placed on construction site for collection. Garbage collected is then transferred to the common garbage collection centre of Sittwe Municipal Corporation.
Hazardous solid waste from ships is being collected on board and will be disposed off to approved recyclers (As there is no approved recycler at Sittwe). Hazardous Solid waste (Used Oil, Battery) from construction site and is being disposed off to Local Vendors at Sittwe through buy back Policy.
The waste segregation in the port facilities will be as below
Area Hazardous Non Hazardous Finished Oil Construction waste Fuel Oil drags Cardboard Mechanical Oil Packaging material Industrial waste Absorbent Steel scrap, cut offs Lights, tubes Tubes Drums Wooden pallets Industrial waste Battery Furniture Glass Paper & paper board Office Trash Cartridges Food waste Electronic waste public area garbage
Table 48: Waste classification in the port facility
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4. Waste water/Effluent
The waste water generated in the project will be disposed complying with the effluent norms set in the table given in section 6.1.8.4. The employees shall be trained to handle and segregate the waste so that they are not exposed resulting in contaminations. The monitoring is part of the Environmental Management Plan (EMP).
5. Drinking water
The workplace shall be provided with bottled water cans for the use of employees. The quality of the water will meet the standards set by World Health Organisation (WHO)134 for potable water. The periodic testing of the drinking water shall be performed at least once in a year by third party laboratory. This shall be part of the Occupational Health Safety Management plan. The tests reports of drinking water at Sittwe and Paletwa was reviewed.
6. Safety management
Figure 84: The safety performance display board at project management office in Sittwe
The hazards at the workplace for the workers have been identified with mitigation measures. The significant hazards are exposure to fire accidents, compressed gases, electric shocks, rotating & moving equipment, hot components and heavy material
134 http://www.who.int/water_sanitation_health/publications/dwq-guidelines-4/en/
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handling. The construction workers and the port workers shall be given proper safety training and personal protective equipment (PPE) to minimize the risks. The near misses, incidents and accidents shall be logged and reviewed for corrective action periodically. There is a fire prevention and emergency preparedness plan that covers these risks that the employed may be exposed to.
7. Communicative diseases including HIV/AIDS
General awareness and education is essential for assisting employees to understand potential exposure to infectious diseases, how they are transmitted, and know what to do if an accidental exposure does occur in the workplace.
Utilize standard precautions in all situations where the risk of exposure to blood and body fluids may be present. Dispose of all sharps (e.g. used needles, broken glass, and razor blades) in sharps containers, and obtain immediate first aid and medical treatment when required. Provide vaccinations to the employees as preventive measure. Develop awareness programs for HIV/AIDS, Hepatitis, Tuberculosis, rabies, snake bites etc.
Figure 85: The PPE sets on display at Project Management office in Sittwe
6.4.13 Agriculture
The project will improve the agriculture industry in the region with better transportation facilities and access to more markets.
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6.4.14 Forestry
No part of forest is cleared for the project and the project operation is not going to affect the existing forest cover of the region. The port construction causes reclamation of land and this work has not resulted in any removal of mangroves.
6.4.15 Fisheries and aquaculture
The project is developed in an existing waterway and harbours; the adverse effect on fisheries and aquaculture projects in the area is negligible. But the new port and transportation infrastructure can result in more people investing in fisheries and aquaculture
Figure 86: A boy fishing in Mrauk U
6.4.16 Industries
The presence of a deep sea port will increase the investment in factories and other industrial units near to the port area. The related service industry such as transportation, packaging, food material supply etc will improve because of the port and waterway project. This can create lot of direct and indirect jobs and employment for the region.
The government of India has offered an aid of USD 150 Million to develop a Special Economic Zone (SEZ) in Sittwe135. The SEZ is being planned at Ponnagyun Township about 37 miles north of Sittwe town136.
135 http://pib.nic.in/newsite/mbErel.aspx?relid=96493
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6.4.17 Mineral Development
Not applicable for the project
6.4.18 Tourism
The project can improve the tourism sector by providing a better water travel infrastructure. The archaeological and heritage sites of Mrauk U are near to the project zone.
6.4.19 Vulnerability to Natural Hazards and climate change
The use of electricity and fossil fuels will result in greenhouse gas emissions that cause climate change. The project location areas have not been subject specifically to significant change in climate over the years. The use of electricity and fossil fuels shall be monitored in the EMP.
136 http://economictimes.indiatimes.com/news/politics-and-nation/india-planning-to-set-up-sez-in-myanmars- sittwe/articleshow/53496839.cms
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6.5 Cultural Impact Assessment
6.5.1 Archaeology
Figure 87: The ruins of the fort and palace in Mrauk U
The township Mrauk U has archaeological sites of the old Rakhine kingdom; however, the project zone is distant and the project cannot be considered to be affecting these archaeological sites. The townships in the project zones are dotted with pagodas and monasteries but the project activity will have no significant effect. No religious, archaeological or grave sites shall be affected due to the project activity.
6.5.2 Temples, Monuments
Figure 88: Pagoda on top of the hill on the bank of Kaladan in Kyauktaw
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The townships are dotted with monasteries, Pagodas, and grave sites. However, the project is not located in a way to have a negative impact on any of them.
6.5.3 Minority groups
The Bengali community lives on the banks of the river Kaladan; however, they are no way affected by the project operations.
6.5.4 Others
No other cultural impacts
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6.6 Visual Impact Assessment
Not applicable for the project
6.6.1 Aesthetic
Not applicable for the project
6.6.2 Points of Interest
Not applicable for the project
6.6.3 Particular Landscape
Not applicable for the project
6.6.4 Others
No other Visual impacts
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6.7 Project Impact Area
Figure 89: The map of the project affected zone
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7.0 Cumulative Impact Assessment
7.1 Methodology and Approach
The methodology used for the cumulative impact is the review of all other projects under development that are nearby and/or that may have a relation to this project. The guidelines provided in the handbook of cumulative impact assessments by IFC137 were referred. The environmental impacts that are experienced such as the climate change, loss of biodiversity, depletion of resources, and depletion in air and water quality are because of the cumulative effect of collection of many anthropogenic activities. To identify these projects that contribute cumulatively, the infrastructure projects that are within 100 miles from the project are considered.
7.2 Cumulative Impact Assessment
The port and inland waterway components is part of a large multimodal project that connects between countries and vast stretch of area and people; the large project has a sea route, port operations, inland water route and road highway of which the EIA/SIA study covers only the port and inland waterway components of the project. There is direct relation between other components of the project such as the road highway that connect Paletwa terminal to Indo-Myanmar border and the sea route that connect Sittwe to Kolkata in India.
Figure 90: The Kaladan Multimodal transit transport project
The negative impacts of the other components of the project that has a cumulative effect are contribution to climate change and depletion of air quality from vehicle and ship movement, depletion of resources such as fossil fuels and water for operations.
137 https://www.ifc.org/wps/wcm/connect/3aebf50041c11f8383ba8700caa2aa08/IFC_GoodPracticeHandbook_CumulativeImpactA ssessment.pdf?MOD=AJPERES
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Apart from the project under study, there are other infrastructure projects that are under development in the state of Rakhine; namely the Shwe gas pipeline project in Kyauk Phyu that is around 100 km south (on the coast) and Industrial zone development in Ponnagyun that is 30 km from Sittwe and is near the Kaladan River.
Figure 91: Shwe Gas Pipeline project in Kyaukphyu
These two infrastructure projects will also have a cumulative effect on the air pollution, climate change, water pollution and increased traffic as the industrial zone will result in more vessel traffic in the port and more road traffic to and from the port.
However, the impacts due to the project under the study are estimated conservatively on the higher side and the management plans are devised as per that. To manage the cumulative effect of the projects, the project owner plans to share the environmental management plans with the other project owners to have cooperation to implement mitigating measures.
The road connectivity from North eastern states of India and the presence of the other infrastructure and industrial zone project will increase the movement of commodities in the waterway and will have an amplified positive effect of growth and job creation in the region.
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8.0 Environmental Management Plan
8.1 Project Description by phases
There are four phases in the project; namely the preconstruction, construction, operation and decommissioning. The pre-construction phase is only the feasibility studies and surveys that do not have any significant impacts. The construction phase involves reclamation of part of the river at Sittwe for the jetty and port, dredging of the approach channel and the docking area, capital dredging in the river for waterway development, port and IWT terminal construction at Paletwa and fabrication of six barges. The operational phase involves the port operations at Sittwe and Paletwa, transportation by barges between the two terminals and maintenance dredging periodically to maintain the depths. The decommissioning phase involves the removal of equipment and machinery installed at the ports, and disposal of the hazardous items and materials.
The port and waterway operations have various environmental impacts as listed in the previous section 6 in the report that cannot be avoided and the environmental Management plan is to mitigate their effects when the project is in operation.
8.2 Project Proponent's Environmental and Social Policies and Commitments
8.2.1 Environmental and social standards
The project proponent aims to comply with the international standards like Occupational Health & Safety (OHSAS), Environmental Management (ISO 14001) and other international maritime and water transport guidelines. They have ensured that the contractor engaged for the construction, Essar Projects (India) Limited is certified for ISO 14001:2015 (earlier ISO 14001:2004) and OHSAS 18001:2007 from third party certification body. Their certification renewal audit was done a month before the field study was undertaken by the EIA consultants and could review the corresponding audit report and the environmental performance of Essar Projects (India) Limited.
8.2.2 Institutional Arrangements
The Ministry of environment and conservation of forests (MOECAF) has published environmental emission guidelines for each industry sector of which port and water transport is also included (page 105 to 106). This document defines the emissions to air, water and soil with the acceptable emission levels for each sector.
8.2.3 Legal Requirements
The ports and inland water projects are under the Ministry of Transport (MOT). The coastal ports are under the department Myanma Port Authority (MPA) and other departments in the ministry related to the project are Directorate of Water Resources and Improvement of River Systems, Inland Water Transport (IWT) and Department of Marine Administration.
KMTT Project EIA/SIA Study Report and EMP 153
As per the ports and harbour sector in which the project falls, the applicable laws are
The Territorial Sea and Maritime Zones Law, 1977 The Ports Act, 1908 The Yangon Port Act, 1905138 The Conservation of Water Resources Law, 2006 Law regarding Inland Water Transport Vessels - Pyidaungsu Hluttaw Law No. 29/2015
The projects in Union of Republic of Myanmar have to comply with the environmental conservation law “Myanmar Environmental Conservation Law (Law No. 9, 2012)”. The EIA study will be as per the EIA Procedure and the Environmental Quality (Emissions) Guidelines dated 29/12/2015.
However, the project construction has started in 2010 before the enactment of the environmental conservation law in Myanmar in 2012 that stipulates the conduct of an environmental impact assessment. The project developer has reported the environmental performance during their review meetings with the Myanmar authorities. This assessment report aims to formulate effective Environmental Management Plans (EMP).
138 https://archive.org/stream/burmacode00burmiala/burmacode00burmiala_djvu.txt
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8.3 Summary of Impacts and Mitigation Measures
The potential negative impacts of the projects are the depletion of water resources, emissions from the usage of electricity and fossil fuels, turbidity increase due to maintenance dredging, increase in river traffic, waste generation and fire break-out accidents and barge accidents.
Significant Impacts from the port Operations
Aspect Impact Severity Likelihood Very Air pollution High Frequent Very Use of Fossil fuels Greenhouse Gases High Frequent Very Depletion of resource High Frequent Greenhouse Gases High Frequent Use of Electricity Depletion of resource High Frequent Use of water Depletion of resource High Frequent Water pollution High Usual Waste Generation Public Health degeneration High Usual Equipment Operation Noise Generation Medium Usual Water pollution Medium Rare Maintenance Dredging Destruction of biota and habitats Medium Rare Fire Accident Loss of life and property Devastating Very Rare Water pollution Very High Very Rare Barge Public Health degeneration High Very Rare Accident/Spillage Destruction of biota and habitats High Very Rare
Table 49: Significant impacts of the project operations
The mitigation measures for these impacts are regular periodic monitoring of usage of natural/national resources such as water, electricity and fuel, dredging disposal and training the employees to reduce the waste generation, manage disposal, train employees for managing fire break outs and other emergencies.
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8.4 Overall Budget for implementation of EMP
The resources required for the implementation of management plans in the port and IWT components are categorised as the equipment, man hours and third party cost.
Equipment and machinery
The management plans and monitoring systems will need purchase of measuring instruments, testing apparatus and analysis equipment. The waste water effluent discharge monitoring system may plan to install a treatment plant to recycle the water in future. The current plan does not have waste water treatment plant installations for the port and waterway.
The effluent treatment plant that uses a membrane technology will cost around USD 50,000 to 60,000 for the volume of water used at the port. The cost of monitoring and measuring instruments will be within USD 10,000.
Man hours of employees
The man hours of well-trained employees are required to be spent for the effective monitoring, data collection, testing, training and reviews. Yearly the estimated man hour spending for the monitoring systems will be around 4,800 man hours at Sittwe port, 2,400 man hours at Paletwa terminal and 200 man hours for each barge making it 1200 hours in total for barges.
Third party inspections and testing
The six monthly testing by third party bodies will cover the effluent discharge quality, air quality, water quality in the river and groundwater, noise measurements and barge inspection. The costing of these third party services will be around USD 5,000 for the tests and around USD 10,000 for the barge inspections
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8.5 Management and Monitoring Plans
The structure, content and the coverage of the management and monitoring plans to be developed during the EIA is given below
8.5.1 Outline of Content
The EMPs made are laid out phase wise as the magnitude and significance is different in various phases.
By Project Phases
Pre-Construction Construction Operation Decommissioning/Closure/Post Closure
Methodology for Management Plans
Objectives Context Legal Requirements Management Actions Monitoring Plans Implementation Schedule Budgets and Responsibilities
8.5.2 Management and Monitoring Plans
The Management Plans that were developed in the EIA study for the project are
Dredging and Reclamation Management Plan (Section 8.6.1) Water conservation plans (Section 8.6.2) Electricity consumption management plan (Section 8.6.3) Fossil fuel consumption management plan (Section 8.6.4) Effluent and Waste Management and disposal plan (Section 8.6.5) Noise and Air quality Management Plan (Section 8.6.6) Occupational health and safety management plan (Section 8.6.7) Worker accommodations management plan (Section 8.6.8) Firefighting and fire accident management plan (Section 8.6.9) Vessel accident response plan (Section 8.6.10)
8.5.3 Emergency Preparedness Plan
There should be an emergency preparedness plan as per the requirements in ISO 14001 developed during the EIA study for managing the emergency situations, disasters and accidents.
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8.5.4 Public Consultation and Disclosure
The port and waterway project views the surrounding townships and the local authorities as the key stakeholder in the project and the environmental management plans will be communicated.
8.5.5 Implementation Program
Employees and operators will be trained in the requirements of the EMP for better implementation.
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8.6 Management Plans-Formats and checklists
8.6.1 Dredging and Reclamation Management Plan-KMTT
Objective
To describe the overall requirements for monitoring and measurement to ensure that there is adequate control on the dredging, disposal & reclamation works and to achieve objectives and targets of Environmental Management.
Context
The context of this EMP is for the port and waterway operations for Sittwe port and harbour and related waterway in the Kaladan River. This is applicable in the stages of construction, and operation of the project. The capital dredging is a one-time activity during the construction phase and the maintenance dredging is every year during the operational phase.
Legal requirements
The Conservation of Water Resources and Rivers Law, 2006 defines the norms related to dredging in the Myanmar waters and its disposal. The dredging work also has to meet the environmental emission guidelines dated 29th December 2015 published by the Environmental Conservation Department (ECD) of Ministry of Environmental conservation and Forestry (MOECAF)
Management Actions
a) Dredging
Capital and maintenance Dredging should only be conducted if necessary, and based on
An assessment of the need for new infrastructure components Port navigation access to create or maintain safe navigations channels, For environmental reasons, to remove contaminated materials to reduce risks to human health and the environment;·
Prior to initiation of dredging activities, materials should be evaluated for their physical, chemical, biological, and engineering properties to inform the evaluation of dredge materials reuse or disposal options.
The choice of method used for the Excavation and dredging should be aimed to minimize suspension of sediments, minimize destruction of benthic habitat, increase the accuracy of the operation, and maintain the density of the dredge material, especially if the dredge material includes contaminated areas. The trailing suction Hopper dredger (TSHD) should be used for the harbour and the approach channel area with a submerged bottom dumping method.
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The identification of areas sensitive for marine life such as feeding, breeding, calving, and spawning areas should be done prior to the start of dredging. Where sensitive species are present, dredging (and blasting) should be conducted in a manner so as to avoid fish migration or spawning seasons, routes, and grounds.
Dredging is to be undertaken from well maintained and inspected vessels which are free from structural defects and potential sources of leakages.
b) Disposal of dredged material
For disposal of the dredged material, an analysis of the material should be performed to choose the appropriate disposal options (e.g. land reclamation, open water discharge, or contained disposal). Beneficial reuse of uncontaminated, dredged material should be considered (e.g. for wetland creation or enhancements, habitat restoration, or creation of public access / recreational facilities).
Use of submerged discharges should be considered for hydraulic disposal of dredged material; ·
Use of lateral containment in open water disposal should be considered. Use of borrow pits or dikes reduces the spread of sediments and effects on benthic organisms; ·
Use of cap containment sediments with clean materials should be considered. Level bottom capping or a combination of borrow pits / dikes with capping reduces the underwater spread of contaminated material; ·
Confined disposal facilities should be used, either nearshore or upland, when open water disposal is not feasible or desirable. If dredge spoil is contaminated, confined disposal facilities should include liners or other hydraulic containment design options to prevent leaching of contaminants into adjacent surface or groundwater bodies. Treatment of dewatering liquids (e.g. metals and persistent organic pollutants) may be required prior to discharge. Site-specific discharge quality standards should be established depending on the type and toxicity of the effluents and the discharge location
The disposal method and location has to be mutually agreed with the local Myanmar authorities prior to being carried out.
c) Reclamation
The reclamation work required for the port construction and any further developments done during the operational phase will make sure that the reclamation does not result in removal of mangroves and/or seagrass on the shores.
The water draining from the reclamation site is diverted away from the drainage channel preferably via sand ponds to permit removal of excess suspended solids.
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Monitoring Plans and responsibility
The dredging logs, oil spent and the waste generated by the dredging vessels shall be recorded. The third party laboratory tests of the sediments and marine water shall be maintained.
The monitoring of capital dredging operation will be responsibility of the project director of Essar Project (India) Limited during the construction phase with approvals from the third party consultant for supervision URS Scott Wilson India Ltd.
The monitoring of maintenance dredging will be the responsibility of the port manager of Sittwe port during the operational phase.
The effluent norms for the dredging, and reclamation is as below; this shall be tested by a third party laboratory.
Parameter Unit Guideline Value Biochemical Oxygen Demand (BOD) mg/l 30 Chemical Oxygen Demand (COD) mg/l 125 Oil and Grease mg/l 10 pH SU139 6 to 9 Total coliform bacteria 100ml 400 Total Nitrogen mg/l 10 Total Phosphorous mg/l 2 Total Suspended solids (TSS) mg/l 50
139 Standard Unit
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Audit checklist for Dredging and reclamation-KMTT
Date of Dredging/Reclamation Soil/Silt Quantity in m3 Location-Latitude Location-Longitude Date of this audit
Check points for dredging and reclamation Yes/No? The inspection report of the vessel used for dredging is satisfactory? The survey of areas sensitive to marine life was identified prior to the start of the dredging activity? Is the dredging or reclamation resulting in destruction of mangroves or seagrass? The test reports of sediment and water quality is in line with the methods used for dredging and disposal? The dredge logs, records of oils spent and waste generated are maintained by the vessel and are appropriately filled in? The effluent tests reports confirm that the discharge is within the allowed limits? Is the waste disposal of the dredging vessel as per the MARPOL 73/78 convention? The disposal area has been approved by the local authorities prior to being carried out?
Remarks and corrective actions if any
Checked By
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8.6.2 Water consumption and conservation management plan-KMTT
Objective
To describe the overall requirements for monitoring and measurement to ensure that there is adequate control on water consumption and to achieve objectives and targets.
Context
The context of this EMP is for the port construction and operations where there is water consumption. This is applicable in construction and operation stages of the project.
During construction water would be used for: General domestic purposes such as washing, drinking and amenities; Washing down and cleaning equipment at localised work sites; Concrete batching and curing; Dust reduction measures; and Fire water for use during emergencies
During operational phase, the water will be used for General domestic purposes such as washing, drinking and amenities; Washing down and cleaning equipment at localised work sites; Fire water for use during emergencies
Legal requirements
There is no specific requirement related to water consumption in Myanmar.
Management Actions
Preventive maintenance of all pumps, motors, and other plumbing related equipment has to be done at necessary intervals. Change the oil and filter of the pumps according to manufacturer recommendations Periodically check for pipeline leaks, missing nozzles, and nozzles that are not working properly Replace leaking gaskets and plug any holes in the pipeline Prevent spillages that requires water for cleaning Ensure the quality of the potable water by periodic testing by third party
Monitoring Plans and responsibility
The monitoring of the monthly water consumption shall be done and corrective actions will be taken as deemed necessary. If the consumption shows a difference of more than 15%, a review will be undertaken and records kept. The preventive maintenance schedule shall be monitored.
A yearly water consumption audit shall be performed for efficient operations. The port manager shall be responsible to have the audits arranged at regular intervals.
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Water consumption monitoring checklist
Date of check Department/Function
Yes/No Check points for electricity consumption ? Is monthly consumption of water abnormal for the period of audit? Is the preventive maintenance schedule adhered to for all plumbing related equipment? Are the oil and filter of the pumps changed according to manufacturer recommendations? Is spillage of liquid on the shop floor monitored to minimize cleaning? Is there any pipeline leaks, missing nozzles, and nozzles that are not working properly? Is the water tested periodically for its fitness for drinking?
Remarks and corrective actions if any
Checked By
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8.6.3 Electricity consumption management plan-KMTT
Objective
To describe the overall requirements for monitoring and measurement to ensure that there is adequate control on electricity consumption, compliance with legal and other requirements, and to achieve objectives and targets.
Context
The context of this EMP is for the port construction and operations in Sittwe and Paletwa. This is applicable in all stages of all phases of the project.
Legal requirements
There is no specific requirement related to electricity consumption in Myanmar.
Management Actions
Preventive maintenance of all machinery, equipment, pumps, motors, air conditioners, and other equipment has to be done at necessary intervals. Change the oil and filter of the pumps according to manufacturer recommendations Annually the energy audit performed for the equipment. Always Procure equipment with higher energy efficiency for operations and assess the life cycle operational cost while making the buying decision. Spread awareness and train the operator about the need for energy efficient operations. Set energy saving mode for all electrical equipment where possible Avoid using compressed air for cleaning purposes Switch off unnecessary lighting; and /or Switch off power supply when they are not in use; and /or Switch off all power supply in the area while leaving.
Monitoring Plans and responsibility
The monitoring of the monthly electricity consumption shall be done and corrective actions will be taken as deemed necessary. If the electricity consumption shows a difference of more than 15%, a review will be undertaken and records kept. The preventive maintenance schedule shall be monitored.
A yearly energy audit of the electrical equipment shall be performed for efficient energy consumption. The port manager shall be responsible to have the audits arranged at regular intervals.
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Electricity consumption monitoring checklist
Date of check
Check points for electricity consumption Yes/No? Is monthly consumption of electricity abnormal for the period? Is the preventive maintenance schedule adhered to for all equipment? Are the oil and filter of the machines, equipment and pumps changed according to manufacturer recommendations? Is there any machinery/equipment that showed poor performance in the energy audit? List those machinery/equipment here and provide details of corrective actions below Are all the machinery and equipment in energy saving mode? Are the operators aware about the need for electricity conservation? The energy audit reports for the equipment are satisfactory?
Rated Actual Repair required Equipment efficiency efficiency Y/N?
Remarks and corrective actions if any
Checked By
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8.6.4 Fossil fuels consumption management plan-KMTT
Objective
To describe the overall requirements for monitoring and measurement to ensure that there is adequate control on fossil fuel consumption, compliance with legal and other requirements, and to achieve objectives and targets.
Context
The context of this EMP is for port construction and operation at Sittwe and Paletwa where there is fossil fuel consumption from the generators, vehicles, and heavy machinery and equipment. This is applicable in all stages of all phases of the project.
Legal requirements
There is no specific requirement related to fossil fuel consumption in Myanmar.
Management Actions
The port time per vessel will be monitored to ensure that the ships spend less time at the ports amounting to more GHG emissions to air. The trucks movement also shall be monitored to reduce their running time inside the port facilities. Preventive maintenance of all Generators, equipment, machinery, vehicles, and other equipment has to be done at necessary intervals. Ensure that the engine fuel filters and air cleaners are been replaced or serviced as recommended by the manufacturer Always Procure equipment with higher fuel efficiency for operations and assess the life cycle operational cost while making the buying decision. Ensure that the cylinder, regulators, hoses, flash back arrestors etc are in good condition and the regulators are free from grease and oil. The fossil fuels should not be stored near the sources of heat or in the direct sun. It has to be kept in a ventilated area. Any leaks or spills of fossil fuels, lubricants and paints have to be recorded in the spill register maintained. Never drag the gas cylinders. Optimize the welding machines for uniform flow of the welding gases
Monitoring Plans and responsibility
The monitoring of the monthly fossil fuel consumption shall be done and corrective actions will be taken as deemed necessary. The preventive maintenance schedule shall be monitored.
A yearly maintenance audit of the vehicles and equipment shall be performed for efficient fuel consumption. The Port manager shall be responsible to have the audits arranged at regular intervals.
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Fossil fuel consumption monitoring checklist
Date of check
Check points for fossil fuel consumption Yes/No? Is the port time per vessel managed effectively to reduce the time spent? Is the truck movement in the port facilities monitored to reduce the movement? Is monthly consumption of fossil fuel abnormal for the period? Is the preventive maintenance schedule adhered to for all equipment? Is the spillage register maintained and updated regularly? Are all the cylinders, flash back arresters, hoses, regulators, nozzles, valves etc are leak free? Are the engine fuel filters and air cleaners been replaced or serviced as recommended by the manufacturer? Has the welding gas flow has been optimized for better efficiency? Are the fuel storage or gases in cylinders storage near sources of heat or sun?
Corrective Fossil fuel/gases Quantity stored Spillage/leaks actions Yes/No?
Remarks and corrective actions if any
Checked By
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8.6.5 Effluent and Waste Management plan-KMTT
Objective
To describe the overall requirements for monitoring and measurement to ensure that there is adequate control on effluent and waste management and to achieve objectives and targets.
Context
The context of this EMP is for the port construction and operation in Sittwe and Paletwa. This is applicable in all stages of all phases of the project.
Legal requirements
The industries in Myanmar have to comply with the waste disposal guidelines and the environmental emission norms provided by the Ministry. The limits set for effluent for metal products industry will be used for monitoring
Effluent
The effluent levels set by the Ministry of environmental Conservation and forestry (MOECAF) for shipping, ports and harbours is as below.
Parameter Unit Guideline Value Biochemical Oxygen Demand (BOD) mg/l 30 Chemical Oxygen Demand (COD) mg/l 125 Oil and Grease mg/l 10 pH SU140 6 to 9 Total coliform bacteria 100ml 400 Total Nitrogen mg/l 10 Total Phosphorous mg/l 2 Total Suspended solids (TSS) mg/l 50
Waste handling and disposal
The port facilities have a plan for waste management, handling, storage and disposal. The waste will be segregated and disposed through approved waste management service providers. The employees shall be trained to handle and segregate the waste so that they are not exposed resulting in contaminations.
The vessels calling the ports and the vessels used for dredging or other services will also generate waste as they cannot dispose the waste in the sea. This waste also will be disposed as per the same plan. The waste disposal will be as per the MARPOL 73/78 convention.
140 Standard Unit
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The waste segregation in the port will be as below
Area Hazardous Non Hazardous Finished Oil Construction waste Fuel Oil drags Cardboard Mechanical Oil Packaging material Industrial waste Absorbent Steel scrap, cut offs Lights, tubes Tubes Drums Wooden pallets Industrial waste Battery Furniture Glass Paper & paper board Office Trash Cartridges Food waste Electronic waste public area garbage
. Management Actions
Monitor the spillage and wastage to minimize the waste generation The employees are to be trained in waste handling, storage, segregation and disposal Engage approved third party for treatment and disposal of waste generated Installation of an effluent treatment plant will be considered in future
Monitoring plans and responsibility
The monitoring of the waste generation shall be done and corrective actions will be taken as deemed necessary. All storage tanks and equipment at site shall be inspected daily for leakage by the corresponding operator in that area. The supervisors will do a bi- weekly leakage inspection and this shall be recorded. The waste management inspection shall be done by supervisors monthly and records shall be kept
A yearly third party laboratory test of the effluent shall be performed to determine the discharge water quality as per the values stated above. The port manager shall be responsible to have these tests and audits arranged at regular intervals.
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Waste Management Audit checklist
Sl Questions Port and No terminal Office Kitchen Storage 1 Waste segregation is performed? 2 Disposable plastic material is used? 3 Re-use and Recycling is done? 4 Waste disposal is OK? 5 New employee awareness is OK? 6 Is the area clean and neat? 7 Packaging material storage is OK? 8 Scrap storage is OK? 9 Empty cylinder storage is OK? 10 Is the consumption of material high? 11 The spillage records are available? 12 Any wastage since packet left open? 13 Disposal of batteries/cartridge is OK? Generic Questions Yes/No? 1 Are the effluent test reports results are within the limits? 2 Are the waste management contractor is approved? List the names here 3 The bi-weekly leakage inspection records are available? 4 Is there any injuries reported due to exposure to hazardous waste? 5 Spill kits are available near the machines and equipment? Remarks
Supervisor Date
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Spillage Report form-KMTT
Parameter Details Date of Spillage Oil/Chemical Name Department Equipment Quantity (Gal/Lit) Description of the incident
Root Cause of spillage
Correction
Corrective action
Training needs if any
Supervisor Date
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8.6.6 Air emission, Noise and Vibration management plan
Objective
To describe the overall requirements for monitoring and measurement to ensure that there is adequate control on emissions to the air, noise, and vibration and to achieve objectives and targets.
Context
The context of this EMP is for the port construction and operations in Sittwe. This is applicable in the stages of construction, operation and de-commissioning of the project.
Legal requirements
There is air emission norms set by the government for air emissions in the Environmental (Emission) guidelines; there are no specific norms for ports and harbours. The noise and vibration limits are formulated from the guidelines published by IFC, AICGH and OHS-UK.
Management Actions
a) Construction phase
Construction shall be done with pre-engineered structures having assembly at site which will reduce the air, noise and vibration emissions. The work will be done during day time only to reduce nuisance to the public. Provide protective equipment for workers who work near the equipment that emit noise and vibration. Noise monitoring shall be done on a daily basis. The noise level audit of the equipment shall be performed once in six months. The air quality testing will be done once in six months
b) Operational phase
Use noise reducing panels and canopies for machines and equipment as far as practically possible. Provide protective equipment for workers who work near the equipment that emit noise and vibration. Monitor the periodically the emissions to air, the noise and vibration of the machines. Third party tests shall be done once in six months to monitor the air pollution and noise.
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Monitoring Plans and responsibility
Periodic monitoring of the noise levels, indoor air quality, and ambient air quality shall be done. The limits set for the parameters are as below. The port manager shall be responsible to have these testing done and have a periodic audit of the situation with the checklist in the next page.
Guidance value limit Parameter averaging period µg/m3 1 year 40 Nitrogen Dioxide 1 hour 200 Ozone 8 hour daily maximum 100 1 year 20 Particulate matter PM 10 24 hour 50 1 year 10 Particulate matter PM 2.5 24 hour 25 24 hour 20 Sulphur Dioxide 10 minute 500
The air quality limits as per the emission guidelines from ECD
Chemical Unit TLV
Ammonia (NH3) ppm 25
Hydrogen Sulphide (H2S) ppm 10 Carbon Monoxide (CO) ppm 25
Carbon Dioxide (CO2) ppm 5,000 3 Total Particulate matter (PM10) mg/m 10 Respirable Dust mg/m3 3
Threshold limit values for indoor air quality
Workers and employees should not be exposed to a noise level that is greater than 90 Decibels for duration of more than 8 hours per day without hearing protection. In addition, no unprotected ear should be exposed to a peak sound pressure level (instantaneous) of more than 140 Decibels. The use of hearing protection should be enforced actively when the equivalent sound level over 8 hours reaches 90 Decibels, the peak sound levels reach 140 Decibels, or the average maximum sound level reaches 110 Decibels. Hearing protective devices provided should be capable of reducing sound levels at the ear to at least 90 Decibels. Periodic medical hearing checks should be performed on workers exposed to high noise levels.
The exposure action and limit values set are a daily exposure action value (EAV) of 2.5 m/s2 and a daily exposure limit value (ELV) of 5 m/s2.
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Periodic Audit checklist for air emissions, noise and vibration control
Plot No Date of check
Check points for air emissions, noise and vibration control Yes/No? Has the periodic testing results crossed the limits set for air emissions? Has the periodic testing results crossed the limits set for noise emissions? Has the periodic testing results crossed the limits set for vibrations? Have the yearly medical reports of any worker shown deterioration in respiratory and hearing related parameters? Are the employees aware of the hazards of air emission, noise and vibration? List the people interviewed. Is there training records available? Is the monitoring of ship’s port time carried out effectively with improvement? Is the monitoring of the truck movement monitored effectively with improvement?
Remarks and corrective actions if any
Checked By
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8.6.7 Occupational health and safety management plan
Objective
To describe the overall requirements for monitoring and measurement to ensure that there is adequate control on occupational health of the employees, compliance with legal and other requirements, and to achieve objectives and targets.
Context
The context of this EMP is for port construction and operations where the employees and workers are exposed to safety issues related to the equipment, machines, chemicals, waste and fire. This is applicable in all stages of all phases of the project.
Legal requirements
There are no occupational health and safety regulations in Myanmar. However, the project owner shall use the guidance documents from the international organisations such as International Labour Organisation (ILO) for occupational safety of their employees
Management actions
Employees will be trained to have awareness on the safety issues, reporting requirements related to safety, and the use of personal protective equipment (PPE). The PPE provided shall be of adequate quality and usable condition The Hazard Identification and risk assessment for the operations shall be done with adequate measures taken. Make sure that the first aid kits maintained in the office is replenished in time to avoid shortages. The operators should be trained in first aid including handling snake bites The operators should be trained in using the machines and equipment. The operators should be trained in handling the chemicals and waste. The contact numbers of the nearby hospitals and health centres should be available in the office and/or the operator area. Encourage the workers to report the near misses and incidents. Have a grievance redress system for the workers Periodic monitoring of air quality, noise, vibration, and availability of drinking water shall be done.
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Monitoring plans and responsibility
The indoor air quality, noise and vibration and the potable water quality shall be periodically checked. The norms specified in the section 6.3.12 for Occupational Health & Safety shall be used for this monitoring.
1. The limit for noise shall be 90 Decibels for 8 hour duration with a maximum instantaneous value of 140 Decibels. 2. The exposure limit values for vibration will be 5m/s2 with action value set at 2.5m/s2. 3. The limit values for indoor air quality is as below
Chemical Unit TLV
Ammonia (NH3) ppm 25
Hydrogen Sulphide (H2S) ppm 10 Carbon Monoxide (CO) ppm 25
Carbon Dioxide (CO2) ppm 5,000 3 Total Particulate matter (PM10) mg/m 10 Respirable Dust mg/m3 3
Conduct a yearly audit of the occupational health and safety situation in the port. The port manager shall be responsible to have this arranged in time.
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Occupational health monitoring checklist
Date of check
Check points for Occupational health Yes/No? Are the indoor air quality, noise and vibration test reports satisfactory? Is adequate number of PPE available for the workers and they use it at work? The condition of the PPE is satisfactory? The first aid kits are maintained in order with adequate supplies? Is the number of injuries and lost time due to accidents in the factory abnormal? The employees are aware on safe handling of the machines and equipment? The contact of the nearby health centres and hospitals available and the employees are aware of it? The employees are trained in first aid including handling the snake bites? Is there a system of grievance redress mechanism for the workers?
Remarks and corrective actions if any
Checked By
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8.6.8 Workers accommodation management plan
Objective
To describe the overall requirements for monitoring and measurement to ensure that there is adequate control on conditions of the employees, compliance with legal and other requirements, and to achieve objectives and targets.
Context
The context of this EMP is for port construction and operations where the employees and workers are using the accommodation facilities. This is applicable in the construction and operational of the project.
Legal requirements
There are no regulations in Myanmar related worker accommodation. However, the guidelines of International Labour Organisation and International Finance Corporation (IFC)141 shall be referred.
Management actions
The workers shall be provided with adequate comfortable accommodation with comfortable sleeping space, beds, lighting and ventilation The workers shall be provided with and nutritious food and clean potable water. The hygienic toilet facilities with water supply and proper drainage shall be provided for the workers Appropriately situated and furnished laundry facilities shall be provided to the employees Accommodation facilities shall be separate for different sexes. They will be provided with adequate rest time
Monitoring plans and responsibility
Conduct a yearly audit of the accommodation facility situation in the accommodation facilities. The port manager shall be responsible to have this arranged in time.
141 http://www.ifc.org/wps/wcm/connect/9839db00488557d1bdfcff6a6515bb18/workers_accomodation.pdf?MOD=AJPERES&C ACHEID=9839db00488557d1bdfcff6a6515bb18
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Workers accommodation monitoring checklist
Date of check
Check points for workers accommodation Yes/No? Is adequate number of beds and bedding available for the workers? Is the accommodation facilities provided comfortable for the workers? The food and water provided is hygienic? The toilets are clean and hygiene? The lighting and ventilation is comfortable for the workers? There are laundry facilities available for the workers?
Remarks and corrective actions if any
Checked By
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8.6.9 Firefighting and fire break-out management plan-KMTT
Objective
To describe the overall requirements for monitoring and measurement to ensure that there is adequate control on fire break out management, compliance with legal and other requirements, and to achieve objectives and targets.
Context
The context of this EMP is for port construction and operations where there is a chance of fire break out. This is applicable in all stages of all phases of the project. The Disaster management and response plan also contain the fire management and evacuation.
Legal requirements
There are no regulations in Myanmar related to fire management apart from the basic fire fighting requirements for any business enterprise.
Management actions
The fire procedures for employees will include Hot work permits, Storage and handling of inflammable materials, Fire extinguishers, fire hazard identification, housekeeping, fire wardens and fire co-ordinator responsibilities. There will be a proper training given to the employees for managing fire and fire fighting equipment, alarms, assembly areas, emergency shutdown, evacuation routes etc Fire drills shall be conducted at least one in a year The assembling point in case of a fire will be the cleared area between the office building and the storage sheds. Fire exits, evacuation routes shall be illuminated or marked in fluorescent colour for visibility. Doors and paths that could be mistaken for fire exits shall be appropriately marked to prevent use in an emergency. The exit doors shall be side hinged and open towards the travel of exit. It must be able to be opened without keys. At a minimum, 2 exits per floor shall be provided. The storage of fossil fuels and inflammable chemicals shall be fire safe. The gas hoses, regulators, valves shall be inspected for leaks regularly. The cylinders shall be stored in upright position. The cylinders carrying different gases shall be segregated and the employees shall be trained in the colour coding of gas cylinders. Empty cylinders shall be kept separate and no cylinder shall be left open for exposure in the direct sun. All storage areas shall be adequately ventilated. The oxygen and Acetylene cylinders shall be kept away from other gases maintaining a distance of at least 20 feet or separated by a non-combustible barrier of 5 feet height. All electrical equipment shall be energy audited and tested for safe earthing at least once in a year. The recommended wire sizes and insulations shall be used and make shift wiring repairs are not allowed. The fixtures, plugs, circuit breakers and other equipment used shall be approved
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The maintenance of fire-fighting equipment, alarms, extinguishers etc shall be regular. The fire extinguishers shall be inspected monthly and the alarms shall be tested weekly. A hot work permit program will be developed and maintained for all hot works like welding, brazing or cutting. The equipment shall be well maintained to avoid fire risks. All fire accidents shall be investigated and corrective actions taken. The near misses and incidents shall be also recorded. The visitors in the factory shall be briefed on fire risk and management. The emergency contact numbers shall be displayed in all sections.
Monitoring plans and responsibility
Mock fire drills shall be conducted at least yearly. The fire fighting equipment shall be checked every month for adequacy and the alarms shall be tested weekly There will be an audit done annually to assess the readiness for managing a fire break out. The port manager shall be responsible to have the audits performed regularly.
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Fire break out management monitoring checklist
Date of check
Check points for fire management Yes/No? Are the fire equipment maintained in order and the equipment is available in the office, storage sheds, hot work areas, production floor, and worker’s accommodation area? The employees are competent to operate the fire fighting equipment? The alarm testing was done weekly for the period of audit? The exits are clearly marked in and the doors that are side hinged are opening towards the exit? The employees are aware of the exits to be used in case of emergency? The contact numbers of the fire station is provided in the shop floor, office, storage sheds and the susceptible areas? The fossil fuels and other flammable chemicals storage are adequate enough with proper ventilation. The cylinders are segregated with respect to gases and kept in upright positions? Employees/operators can differentiate between the gases? Any cylinder is near a heat source, steam pipe, hot equipment? Are the cylinders, hoses, valves and regulators well maintained and free from worn off or leaks? The electrical wiring and earthing has been done properly for all the equipment? Is the fire register maintained with near misses and incidents reported?
Remarks and correcti ve actions if any
Checked By
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8.6.10 Vessel accident management plan-KMTT
Objective
To describe the overall requirements for monitoring and measurement to ensure that there is adequate control on fire break out management, compliance with legal and other requirements, and to achieve objectives and targets.
Context
The context of this EMP is for the barge and other vessel operations where there is a chance of an accident from collision resulting in a hull failure. This is applicable in operational phase of the project.
Legal requirements
Myanmar is signatory to the MARPOL 73/78 convention and hence the disposal of waste into the waters is prohibited. Myanmar is also party to International Convention for the Safety of Life at Sea, 1974 (SOLAS) and the International Maritime Dangerous Goods (IMDG) Code.
Management actions
The barges made will have double bottom hull as part of their design to prevent the hazardous cargo being leaked into the waters in case of an accident The periodic inspections and certification of the seaworthiness of the barges shall be done regularly. The crew in each barge will be trained to inspect their barge for leaks or any other damage including the fire fighting and emergency response equipment. The emergency contact numbers of the Ports and healthcare facilities in Sittwe, Paletwa, Kyauktaw, Ponnagyun, Pauktaw and Mrauk U will be listed in the barge There will be a 24 hour emergency contact helpline established in which the vessel crew or other vessels can report the accidents or any oil spills they come across to incident response teams. The crew will be trained in managing the accidents and any spillage of the cargo including the use of spill kits. The Sittwe port, Paletwa terminal and the barges will maintain the spill containment booms, absorbents and other relate spill management kit with periodic inspections for quality. Mock spill response drills shall be done by the barges at least once in a year.
Monitoring plans and responsibility
Mock drills shall be conducted at least yearly with records kept for audits The spill response equipment shall be checked every month for adequacy There will be an audit done annually to assess the readiness for managing an accident. The vessel’s captain shall be responsible to have the audits performed regularly.
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Vessel accident management monitoring checklist
Date of check
Check points for fire management Yes/No? The inspection and certification of the barges are done appropriately? Are the fire and other emergency equipment maintained in order? The employees are competent to operate the emergency equipment? The contact points of the ports and townships provided are updated and working? The spill response kit equipment available in the ports and the barges are in good condition? The fossil fuels and other flammable chemicals storage are adequate enough with proper ventilation. The cylinders are segregated with respect to gases and kept in upright positions? The crew can differentiate between the gases and other chemicals? Any cylinder is near a heat source, steam pipe, hot equipment? Are the cylinders, hoses, valves and regulators well maintained and free from worn off or leaks? The electrical wiring and earthing has been done properly for all the equipment? Is the barge incident register maintained with near misses and incidents reported?
Remarks and corrective actions if any
Checked By
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8.7 Emergency Preparedness and Response Management Plan
Introduction and Purpose
The port operator has to be committed to the safety and well-being of its employees, operators and customers. Upholding this commitment requires planning and practice. This plan exists to satisfy those needs and to outline the steps to be taken to prepare for and respond to an emergency affecting the organisation.
Objective
The objective of port operator in responding to an emergency situation include The safety of all staff, operators, and visitors The physical and emotional well-being of staff, operators and visitors The timely stabilization of an emergency situation The protection of facility, property, and the belongings of staff, operators, and guests
Applicability and Scope
This plan applies to all employees of the ports in Sittwe and Paletwa and any person occupying the physical Port area, office, storage sheds, barges and accommodation area. The scope of this plan is intended to encompass all hazards. This plan may be consulted when responding to any and all emergencies. When encountering a situation which has not been expressly addressed in this plan, use good judgment and the guiding principles outlined below.
Responsibility
The emergency plan is the responsibility of the port manager or his/her assistant. This plan will be reviewed and updated at least once annually. Revisions will be made as needed throughout the year. Any suggestions, comments, or questions should be directed to the factory manager or his assistant.
Order of Succession
Leadership authority during an emergency shall flow downward through the following list of people:
1. Respective Port Manager 2. Assistant Port Manager
Emergency Communications
During an emergency, the ports will use the following means and methods of communication. Landline Telephones Cell Phones (possible outages during emergency) Texting (more reliable during an emergency) Two-way Radios
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Media Inquiries
Inquiries from the media during or after an emergency will be addressed by the port manager or his assistant.
Test, Training, and Exercises
The port officers will spend time, at the very least, discussing the contents of this and other emergency plans with their employees. It is also recommended that at least once annually the employees are briefed on it.
Emergency Contact Directory
Port Manager- To be determined Assistant Port Manager- To be determined Office Land line- To be determined
Emergency Protocols
Fire and Evacuation
In the Event of a fire, pull the Fire Alarm and Call the fire station
If you see smoke or flames, use CARE Contain the fire Activate the nearest Fire Alarm Report the fire to fire station and the police Evacuate or extinguish (In most cases, it is best to Evacuate)
Use a Fire Extinguisher only if: You have been trained You have your back to an unobstructed exit You have a fully charged and proper type unit for the fire you are fighting The fire is contained, and you have reported the fire Everyone else has left the area There is little smoke or flames
Never fight a fire if: You lack a safe way to escape should your efforts fail It has left its source of origin You are unsure of the type of extinguisher you need or have If you can’t control the fire within 30 seconds, abandon your efforts, close the door(s) and evacuate immediately.
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Building Evacuation
You should familiarize yourself with the evacuation routes posted in all buildings, machines, office, storage sheds, and accommodation area. If an evacuation order is issued for your building, or if it were necessary to evacuate due to an emergency, fully cooperate with Safety and Security/emergency personnel and:
Take only the keys, wallets and essential belongings with you If possible wear weather appropriate clothing If you are the last one to exit your room close, and lock doors Leave the building immediately Do not investigate the source of the emergency Walk; don’t run, to the nearest exit Use stairs, not elevators Assist people with special needs If there is no immediate danger, persons with disability/mobility limitations should shelter in place and call Safety and Security to report location and number of people needing assistance If there is imminent danger and evacuation cannot be delayed, the person with a disability should be carried or helped from the building in the best and fastest manner (the person with the disability is the best authority as to how to be moved out of the building) If you are unable to evacuate, call Safety and Security and report your location As you make your way out, encourage those you encounter to exit as well Follow instructions of the Safety and Security or other identified emergency personnel Wait for instructions before returning to your building after an evacuation
Medical Emergency
If someone is injured or becomes ill: Stay Calm Dial the hospital or health centre and explain the type of emergency, the location, condition, and number of victims Let the dispatcher know of any safety hazards - chemical spill, fire, fumes, etc. Do not hang up unless told to do so by the dispatcher Do not move the victim unless there is danger of further injury if s/he is not moved Render first-aid or CPR only if you have been trained Do not leave the injured person except to summon help Comfort the victim until emergency medical services arrive Have someone stand outside the factory to flag down the ambulance and/or Safety and Security when they reach the vicinity
Hostile armed Intruder (s)
If a hostile armed intruder is outside your building, get to a room that can be locked; close and lock windows and doors and turn off the lights. Try to get everyone down on the floor (so that no one is visible from outside the room).
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Call the police and provide information as detail as possible with the exact location, number of intruders, etc.
Stay in place (calls from unfamiliar voices to come out may be the attacker attempting to lure you). Do not respond to any voice commands until you are sure that they come from a Police Officer, or a Safety & Security Officer
If a hostile intruder is INSIDE your building, exit (get out of) the building immediately and notify anyone you may encounter to exit the building immediately. Call the police and provide information as detailed as possible
If exiting the building is not possible, go to the nearest room or office. If you are locked out of all rooms, seek refuge in the nearest restroom, lock yourself in a stall and keep quiet. Close and lock the door and/or block it (try barricading the door with desks and chairs). Call the police and provide information.
Keep quiet and silence the cell phones, watches, alarms etc. Do not answer the door and do not respond to any voice commands until you are sure that they come from a Police Officer, or a Safety & Security Officer
If a hostile intruder enters your office or room or shed, remain calm and dial the police. If you can’t speak, leave the line open so the Dispatcher can listen to what’s taking place. Try to overpower the intruder only if you are sure of success.
If the hostile intruder leaves your area, and as soon as it is safe to do so, close and lock the door and/or block it (try barricading the door with desks and chairs) and call the police
If you decide to flee during a hostile intruder situation, make sure you have an escape route and plan in mind.
Do not carry anything while fleeing and do not attempt to remove injured people (leave wounded victims where they are and notify authorities of their location as soon as possible). Move quickly, keep your hands up high and visible and follow the instructions of any Police Officers you may encounter as the police or security staff may treat you as a suspect. Do not leave until you have been interviewed and released
Utility Failure and Natural Disaster
Utility Failures
These may include electrical outages, plumbing failure/flooding, gas leaks, steam line breaks, ventilation problems, elevator failures, etc. For your personal safety, in the event of a utility failure, remain calm and immediately notify Safety and Security.
If the building must be evacuated, follow the instructions on Building Evacuation, unplug all electrical equipment (including computers) and turn off light switches.
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Use a flashlight: Do not light candles or use other kinds of flames for lighting
If passengers are trapped in an elevator (currently there is no plan for elevators in the factory), advise them to stay calm and tell them you are getting help. If it is safe for you to stay in the building, stay near the passengers until assistance arrives. If you are trapped in an elevator, remain calm and use the Call Button of Phone to call for help. Do not try to climb out or exit the elevator without assistance
Floods
Minor or area flooding could occur as a result of a water main break, loss of power to sump pumps, or major multiple rainstorms. For imminent or actual flooding, and only if you can safely do so:
Secure vital equipment, records, and other important papers If present in your area, report all hazardous materials, chemicals to security officers. Move to higher, safer ground Shut off all electrical equipment Do not attempt to drive or walk through flooded areas Wait for further instructions on immediate action from Safety and Security If the building must be evacuated, follow the instructions on Building Evacuation Do not return to your building if you have been evacuated by flooding until you have been instructed to do so by security officers If you are assisting with flood clean-up, report immediately to Environmental Health and Safety any oil, chemical, or hazardous materials suspected of mixing with flood waters
Tornadoes
A “Tornado Watch” means that tornadoes could potentially develop. A “Tornado Warning” means a tornado has actually been sighted. In case of a tornado,
Go to underground excavation, or lower floor of interior hallway or corridor (preferably a steel-framed or reinforced concrete building) Seek shelter under a sturdy workbench or heavy furniture if no basement is available Listen for reports and siren/public address announcements Avoid areas with glass windows or doors or areas with large, free-span roofs If out in the open, do not wait out the storm in a vehicle and move away from the path of the tornado at a right angle direction. Lie flat in the nearest depression, ditch, or ravine if there is no time to escape
Earthquakes
In the event of an earthquake:
Stay away from large windows, shelving systems, or tall room partitions and get under a desk, table, door arch, or stairwell. If none of these is available, move
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against an interior wall and cover your head with your arms. Remain under cover until the movement subsides After the shaking stops, survey your immediate area for trapped or injured persons and ruptured utilities (water, gas, etc.). If damage has occurred in your area, inform Safety and Security immediately Do not evacuate until instructed by emergency personnel If out in the open, stay in an open area away from buildings, power lines, trees or roadways. If in a car, pull over and stop. Do not park under an overpass or near a building. Be cautious about driving again, in the event roads are damaged
After an earthquake:
Put on enclosed shoes to protect against broken glass If the power is out use a flashlight. Do not light a match or candle Be alert for safety hazards such as fire, electrical wires, gas leaks, etc. Check on others. If there are injuries or other urgent problems, report them to Safety and Security Give or seek first aid. Assist any disabled persons in finding a safe place for them Evacuate if the building seems unsafe or if instructed to do so Cooperate with emergency personnel, keep informed, and remain calm
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8.8 Public Consultation and Disclosure
The port project views the surrounding neighbourhood and the local authorities as the key stakeholder in the project and the environmental management plans will be communicated.
Employees and operators will be trained in the requirements of the EMP for better implementation.
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9.0 Public consultation and Disclosure
9.1 Overview, Methodology and Approach
Kaladan Multimodal Transit transport project, since the concept stage, has been a point of interest and the project developers and contractors have ensured that the government, local authorities and the surrounding township are well informed about the progress of the project without fail. They have taken initiatives to have the news about the project being published in newspapers and websites. Being a strategic project of huge economic outcomes having great significance related to bilateral trade and diplomatic relations between India and Myanmar, the project has caught the attention of the national and international media. There are numerous articles and features related to this project published in the print and online media in the past decade because of the importance of the project.
Figure 92: open house forum about Kaladan Multimodal transit transport project
9.2 Summary of the Public Consultation
The project owner has kept continuous communication with the local NGOs and the local government authorities disclosing the details of the project, development plans and has taken keen interest to have the progress disclosed in the form of publishing in newspapers and websites. The details of the project progress are publicly made available in the websites of Ministry of Information-Myanmar142, Burma Rivers Network143, Inland Waterways Authority of India144, Ministry of External Affairs-India145,
142 http://www.moi.gov.mm/moi:eng/?q=news/10/11/2016/id-9138 143 http://www.burmariversnetwork.org/index.php?option=com_content&view=article&id=489:india-starts-river-project-in- myanmar&catid=11&Itemid=46 144 http://iwai.nic.in/ 145 http://www.mea.gov.in
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Ministry of Development of North Eastern Region-India146, Indian Embassy in Yangon147, Press Information Bureau of India148. The news about the project has been reported149 by various national newspapers150.
The agreement between the Governments of India and Myanmar for the project was widely covered in national and international newspapers and magazines.
9.2.1 Government
The project development is as per the framework agreement151 between the governments of India and Myanmar and the project since its concept stage has been proceeding with the at most transparency as far as practically possible.
The review meetings about the project progress with the chosen delegation from both the countries are regular. The environmental and safety performance of the construction is being discussed in detail during these review sessions. Government of the Republic of the Union of Myanmar has constituted a Working Committee comprising of Members from its various Ministries & Departments for facilitating the implementation and monitoring the implementation of works under the Kaladan Project.
The Committee meets regularly at Yangon in which representatives from Inland Waterways Authority of India (IWAI), Indian Embassy and the Construction Contractor also participate. So far, the Committee had 23 meetings through which a regular and continuous monitoring of the project is being ensured. The IWAI and the Contractor maintains close coordination with the local government and departments in the Rakhine state also. The Port Officer at Sittwe is the Nodal Officer for the project, nominated by the Government of Myanmar.
9.2.2 Affected Parties
The populations, communities and groups that are affected by the port and IWT components of the KMTT project are the people in the six townships that are in the project zone where the river Kaladan flows from Paletwa till Sittwe. This population is well over a million and these people in the region are very much dependent on the river Kaladan for the livelihood that mostly comprise of agricultural and fishing activities. The project zone lies in the Rakhine and Chin states of Myanmar which is predominantly poor and backward in most of human development indices (HDI) compared to not just rest of the world, but to rest of Myanmar.
A Stakeholders public consultation152 was held in U Ottama Hall in Sittwe on 10th April 2016 for taking the comments. Embassy of India and representatives of Government of Myanmar held this public consultation which included local people, media and civil society representatives. U Aung Kyaw Zan, the Rakhine State Minister for Electrical
146 http://mdoner.gov.in/content/introduction-1 147 http://www.indiaembassyyangon.net/index.php?view=category&catid=41&option=com_joomgallery&Itemid=137&lang=ENG 148 http://pib.nic.in/newsite/PrintRelease.aspx?relid=116864 149 http://www.mmtimes.com/index.php/national-news/10862-india-stands-by-controversial-kaladan-transport-project.html 150 http://www.globalnewlightofmyanmar.com/kaladan-transport-transit-project-expected-to-finish-next-month/ 151 http://iwai.nic.in/showfile.php?lid=198 152 http://www.indiaembassyyangon.net/index.php?view=category&catid=41&option=com_joomgallery&Itemid=137&lang=ENG
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Energy, Transport and Communication also graced the occasion. Around 300 people attended the program. The details of the meeting were also published in the social media platforms153 of the Indian Embassy in Myanmar154.
Figure 93: Open forum on Kaladan Multimodal Transit Transport project on 10 April 2016
Figure 94: The Indian Ambassador to Myanmar, Mr Gautam Mukhopadhaya addressing the press during the public consultation.
153 https://www.facebook.com/IndiaInMyanmar/posts/1059111890849975 154 https://twitter.com/indiainmyanmar/status/719549353979940864
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Figure 95: A basket weaver in Paletwa
9.3 Results of Consultations
The details of the project and the environmental assessment were communicated publicly by the project owner and the EIA consultant in their websites.
The consultant performing the EIA study performed the consultation with the people representatives of the neighbourhood townships, non-governmental organisations and the local government bodies to assess the perception of the stake holders about the project.
9.3.1 Meetings with local administrations
The consultation with the government departments related to the project was undertaken by the EIA consultant during the field survey for the EIA study. The people interviewed were the township officer at Kyauktaw, the forest officer at Kyauktaw, the jetty in charge at Kyauktaw jetty, the port officer at Sittwe, the mayor of Sittwe, and the township officer at Paletwa
As discussed with the local administrators in the project zone, people are looking forward to the deep sea port being operational and they have a perception that it is going to improve their trade opportunities. The people initially had an apprehension that since the project construction is done by companies in India; operation of the port also will be under the control of foreigners. The project owner has taken efforts to make awareness that the port will be operated by Myanmar Port authorities once the construction is complete.
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Name Location Department Designation U Myo Thein Zaw Kyauktaw General Deputy Township Officer U Than Lwin Kyauktaw Forest Forest Ranger U Tun Zaw Kyauktaw Transport Jetty In-charge Daw Awaine Chae Kyauktaw Agriculture Deputy Township Officer U Kyaw Myo Naing Paletwa General Township Officer U Htun Htay Sittwe Ports Port Officer U Than Myint Sittwe General Mayor-Sittwe
Table 50: The list of local administrators met
The project construction has resulted in creation of jobs for the local people engaged as labourers in construction work and transportation. The construction contractor has provided their assistance to the local public in the form of monetary aid, lease of heavy machinery, roofing and housing materials to the flood affected villagers, donation of equipment to the public healthcare facilities in Sittwe and Paletwa.
9.3.2 Meetings with affected communities and people
The EIA consultant during the field surveys had detail interactions with the people neighbourhood townships to assess the social impacts of the project. The team had expert specialised in local language and customs to ensure smooth interaction.
Figure 96: Meeting with Secretary of Rakhine Rice Association, U Soe Khant
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The meeting with the secretary of the Rakhine rice association, U Soe Khant which also operate boats to Yangon and back was done on 8th September 2016 to understand the perception of the businessmen and ship/boat operators in Sittwe. Currently the ships that dock at Sittwe bring cement and take back agricultural produce or fishery products to other ports. The recently improved roads have brought down the prices of transportation between Sittwe and Kyauktaw and with the operation of the waterways; the cost of commodities can further reduce.
The local businessmen look forward to the start of port operations to set up high investment projects and industrial ventures near to the port.
Figure 97: Meeting with U Khin Maung Gree, Chairman of Green & Blue NGO
The EIA consultants also met with U Khin Maung Gree, Chairman of the NGO for environmental conservation, Blue and Green Consultants. He is also a central committee member of the Rakhine Nationalities Development Party (RNDP) and is a popular figure in Rakhne state and Sittwe in particular.
The concerns raised by the affected parties
Blue and Green Consultants had expressed their concern about the possibility of change in river flow due to the jetty construction and subsequent erosion and sedimentation on the river banks. This concern was raised during the public meetings they had with the project owner and contractor and they confirm that they were sufficiently explained about the river flow changes and its effects up to their satisfaction.
The Blue and Green consultants and the Rakhine Rice Association had raised concern about the port once operational, may be open exclusively for foreign companies, specifically from India. They confirmed that the project owner has explained to them
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about the build and transfer method of the project which results in Myanmar Ports Authority (MPA) having full control of the port.
The EIA consultants met with U Than Myint, the mayor of Sittwe town and a hotelier who has chain of resorts and properties in Sittwe and Mrauk U. He explained that they are looking forward to the deep sea port opening since they believe that the tourism sector will have significant development and benefits from the project.
Figure 98: U Hla Maung, timber merchant from Kyauktaw
The EIA consultants met with U Hla Maung, a timber merchant and boat owner from Kyauktaw. His business will be a direct beneficiary from the deep sea port operations in Sittwe and is eagerly waiting for the project to be operational.
The EIA consultants met with Dr Thiri Aung, the National Project Coordinator for United Nations Development Program (UNDP), in their Yangon office on 1st September 2016. The UNDP team had completed projects related to socio economic progress and governance in the project zone and provided valuable inputs about the conditions of the people. They also assisted the EIA team with copy of the reports they had made during their development projects in the region.
9.3.3 Presentation of the draft EIA report and the EMPs
The progress of the EIA study was communicated to the affected parties and the local authorities by the EIA team and also their inputs were taken to draft the report. The EIA report draft and the EMPs were presented to the representatives of the affected parties.
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The executive summary was provided in Myanmar language and the explanation was done in local language for better understanding.
The revised EIA reports and the EMPs were submitted in hard copies and electronic formats to the following departments for their comments and suggestions. The comments were reviewed and incorporated in the final report after discussions with these departments.
The comments were raised mostly about the check points in the Environmental management Plan for the effluent and waste control, spill control from barge accidents. The scoping report and terms of reference used for the study had the spill control plan as part of the waste management plan. However, as per the comments raised, a separate EMP was made for the spill control from barge accidents and hull failures additional to the waste management plan.
Sl No Organisation Name
1 Myanmar Port Authority, Myanmar
2 Directorate of Water Resources and Improvement of River Systems, Myanmar
3 Inland Water Transport, Myanmar
4 Inland water Authority of India, Directorate of Shipping, India
5 Indian Embassy, Yangon, Myanmar
6 ESSAR India Ltd, India
Table 51: The stakeholders that reviewed the EIA/SIA report
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9.4 Further Ongoing Consultations
The Environmental Management plans will be communicated to local authorities and the neighbouring projects in the area. The consultations with the other project developers that include the other components of the Kaladan Multi modal transit transport project and the industrial zone in Ponnagyun will be continuing to ensure adequate control over the impacts.
9.5 Disclosure
The progress of the project as well as the EIA study was communicated to the affected parties and the details were publicly posted in social media platforms of the EIA consultant. The presentation was done in Myanmar language at Sittwe for the affected parties as many people in Myanmar cannot follow English. The executive summary of all reports, the scoping report, terms of reference and the draft EIA study report were in Myanmar language.
The EIA report will be published for access to public in the websites of the project developer, Government authorities related to the projects of both the countries and the website of the EIA consultant.
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10.0 Conclusions and recommendations
The Port and Inland Waterway component of the Kaladan Multimodal Transit Transport (KMTT) project is a major step in improving the shipping and transportation infrastructure of the region. The project will result in overall economic growth of the region with creation of direct and indirect jobs, improved transportation facilities and exporting options for the people in the backward states, increased access to food and other essential commodities and improvement of agriculture. Paletwa will be the only port in Chin State and can contribute to its overall economic progress.
The project comes with some unavoidable negative impacts such as the depletion of natural and national resources such as electricity and fossil fuels, & water, waste generation, turbidity increase due to dredging, change in topography due to reclamation, air and noise emissions, and possible fire break-out and barge accidents.
The construction contractor and the project owner has adequately monitored, measured and controlled the impacts during the construction phase that is nearing completion. The records reviewed and the tests of samples done during the EIA study confirms that the construction has not resulted in contamination of the environment, destruction of biodiversity, disruption to livelihood of people and communities, land acquisition and resettlement and forced labour.
Recommended actions as per EMPs during the operational phase Half yearly testing of the air quality, ground and surface water quality, noise levels, soil from dredging by a recognized third party testing laboratory Yearly audits to monitor the efficient use of electricity, fossil fuels and water Reduce the port time and gross berth time for the ships calling the port Ensure compliance to MARPOL 73/78 regulations for all the ships calling the port Yearly audit of the preventive maintenance and the emergency preparedness Third party classification of the IWT barges for their seaworthiness Monthly safety audit of the fire protection system and the barges Regular training for the staff at the ports, terminals and barges
To arrive at the final conclusions and opinion, MyAsia Consulting Co., Ltd carried out review of the project documents, review of reports and technical documents published by international organisations, field surveys and physical on site assessment of the project site and interviewing the stakeholders. The assessment team confirm that the contents of the report are true to best of their abilities and professional judgement and no omissions or misstatements have been made. The consultant confirm that the assessment was carried out using that degree of care and skill ordinarily exercised under similar circumstances by members of the environmental assessment and auditing profession.
Syju Alias, EIA Specialist and Team Leader MyAsia Consultant Co., Ltd, Myanmar
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Appendix-A: Current Status of the Project Construction
IWT TERMINAL
PORT TERMINAL
Aerial View of the Sittwe Port and the IWT terminal
Port Facilities at Sittwe
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Port Office at Sittwe
IWT Office at Sittwe
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Electrical and Diesel Generator room at Sittwe
Canteen and Rest room at Sittwe
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Covered Storage Shed-I at Sittwe
Covered Storage Shed-II at Sittwe
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Covered storage shed-III at Sittwe
Overhead water tank at Sittwe
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IWT Terminal at Paletwa
Jetty at Paletwa
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IWT Office at Paletwa
Crash barrier works in Paletwa jetty
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Electrical and Diesel Generator room in Paletwa
Canteen and rest room at Paletwa
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Supply of Equipment-10 Tonne ELL Crane (Anupam make)
Supply of Equipment-10 Tonne Mobile Crane (Escorts HK17)
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Supply of Equipment- 3 Tonne Forklifts (Godrej make)
Supply of Equipment- Tractors (Mahindra make)
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Appendix B: Profile of the specialists
Mr SYJU ALIAS EIA Specialist and Climate change expert +95 (0) 930399970, +91 (0) 9820723553 [email protected]
His expertise is in the field of operational excellence, quality, environment, and health-safety. Currently, he works as Head of Assessments, Certifications and audits for MyAsia Consulting Co Ltd in Myanmar. He also continues to work with Lloyd’s Register (UK) as Lead Assessor (Lead Auditor) for Management system Certifications in India, Sri Lanka, Thailand and Myanmar.
He has experience of managing projects across India, Sri Lanka, Thailand, Vietnam, Indonesia, Bangladesh and Myanmar. He has completed Masters of Business Administration (MBA) in Operations and project Management in 2004 from Cochin University of Science & Technology (CUSAT) after graduating with Production Engineering (B-Tech Production Engineering) in 2001, from University of Calicut.
PROFESSIONAL EXPERIENCE
Organization: MyAsia Consulting Co., Ltd, Yangon Duration: From January 2014 to Present Designation: Head- Management System Certifications and Assessments
Responsibilities: Environmental Impact Assessments and Sustainability reporting Consulting for implementation of ISO 9001, ISO 14001, OHSAS 18001, ISO 22000, HACCP, BRC, GAP, GMP, ISO 14064 and ISO 50001 Verification of GHG inventories against ISO 14064 requirements. Conducting Environment, Health, Safety and technical due diligence and audits Sustainability Performance improvement through identification of abatement levers in area of energy, GHG, water & waste
Organization: Lloyd’s Register Quality Assurance Ltd. (LRQA), Mumbai. Duration: Dec 2008 – January 2014 Designation: Specialist - Climate Change & Sustainability Services
Responsibilities: Project Management of more than 150 Green House Gas emission reduction CDM projects on behalf of United Nations Frame work Convention on Climate Change (UNFCCC) Audit of more than 40 GHG/CDM projects on behalf of UNFCCC in the role of Team Leader and team member Validation of Environmental Impact Assessments and Sustainability Assessment and certification of Industries for Quality, Environment and Safety Standards Assessment and Assurance of Corporate Social Responsibility (CSR) and Sustainability Reports against GRI reporting guidelines applying AA1000AS
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Sustainability Performance improvement through identification of abatement levers in area of energy, GHG, water & waste Countries worked in: India, Vietnam and Sri Lanka Sectors worked in: Renewable Energy (Wind/Solar/Hydro/Biomass), Iron/Steel industry, Waste Heat Recovery, Municipal Solid Waste, Landfill gas recovery.
Organization: Bureau Veritas, Mumbai. Duration: From December 2006 to Dec 2008 Designation: Assessor and Verifier-Green House Gases (GHG) mitigation projects and certifications Responsibilities: Onsite assessment of GHG mitigation projects Validation, verification of CDM projects and technical reporting of the same Assessment and certification of Industries for Quality, Environment and Safety Standards
Organization: SGS India Pvt Ltd, Mumbai Duration: From Dec 2005 to Dec 2006 Designation: Inspection Engineer
Responsibilities: Onsite Inspection of equipment and components for Oil & Gas and Power & Energy sector Assessment and certification of Industries for Quality, Environment and Safety Standards Inspections of pressure vessels, Turbine blades, guide vents/wicket gates, Transformers, Generators and Submersible pumps
Organization: JK Industries Limited, Tyres Division, Mysore Duration: From May 2004 to Dec 2005. Designation: Executive-Product Development
Responsibilities: Product Engineer for truck radial tyres in Kerala-Southern Region Inspection and claim analysis in the truck radial Tyres division. Market research & product development for new innovative products Competitor tracking and market segmentation studies for Business Intelligence
ACADEMIC QUALIFICATIONS:
B-Tech in Production Engineering from Government Engineering College, Thrissur, Calicut University, Kerala State, India (1997-2001) MBA in Operations & Marketing from CUSAT, Cochin University of Science & Technology, Kerala State, India (2002-04)
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PROFESSIONAL QUALIFICATIONS:
IRCA registered Lead auditor from LRQA in December 2015 for ISO 9001:2015 IRCA registered Lead Auditor training from LRQA in March 2013 for ISO 9001:2008 Level of assurance and Materiality course in CSR assurance / ISO 14064 on 15-16 January 2013 at LRQA, Mumbai Lead Verifier and Validator training from LRQA in Sep 2009 for Data Information Verification analysis (DIVA) for Environmental, Social and Corporate Assessment and reporting IRCA registered Lead Auditor training from LRQA in Dec 2008 for ISO 14001:2004 IRCA registered Lead Auditor training from Bureau Veritas in Aug 2007 for ISO 9001:2000 Auditor training from Bureau Veritas in January 2007 for ISO 22000 and HACCP
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Dr MON MYAT Jetty, Port & Terminal Management and Water quality expert +95 (0) 9798155771, [email protected]
His expertise is in the field of jetty, port and terminal management, agriculture and livestock management and water treatment and environmental management. Currently, he works as EIA consultant for Impact Assessments for MyAsia Consulting Co Ltd in Myanmar. He also continues to work with Wai International Development Co., Ltd as Executive director for the waste water treatment, sanitation and management.
His has completed his graduation in Veterinary medical Science and Animal Husbandry and holds diplomas in International law and business law along with a diploma in English language.
PROFESSIONAL EXPERIENCE
Organization: MyAsia Consulting Co., Ltd
Duration: From June 2014 to Present Designation: EIA consultant-Impact Assessments
Responsibilities:
Specialist for EIA/SIA projects as consultant for water and soil quality, jetty, ports, agriculture, fisheries and livestock expert Consultant for implementation of environmental management systems in industrial units and food processing units Interpreter for Myanmar language and local customs during public consultation meetings in the Social impact assessments
Organization: Wai International Development Co., Ltd
Duration: From February 2013 to Present Designation: Executive Director
Responsibilities:
Management of Primus solutions, Water sanitation and waste water treatment and management wing Advisor for Water quality analysis and treatment system designs
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Organization: Myanmar Economic Holding Ltd
Duration: From March 2005 to February 2013 Designation: General Manager
Responsibilities:
Jetty, boats and trucks management of the Asia Prosperity Manufacturing Co Ltd Management of the fishmeal factory operations including the purchase of raw material, production, recruitment, and business development Consulting the Dairy cattle farm (650 cattle) and the feed mill and condensed milk factory Consultant to the sugarcane and corn plantations of Myanmar Economic Holding Ltd
Academic Qualification
Bachelor of Veterinary Science / Vet. Science & Animal Husbandry (BVS)from Institute of Animal Husbandry & Veterinary Science (1982-1991) Diploma in English (Dip. In Eng.) from Yangon university (2001-2002) Diploma in Business Law (DBL) from Yangon University (2002-2003) Diploma in International Law (DIL) from Yangon University (2004-2005)
Memberships and affiliations
Member of the Republic of the union of Myanmar Federation of Chambers of Commerce and Industry (UMFCCI) Member of the Myanmar Veterinary Association and Myanmar Veterinary Council
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VP Kuriakose Construction and Architecture Expert +91 9895956705 e-mail: [email protected] ------He is experienced in the field of in design, construction, and project management of commercial and infrastructure projects. Currently, he is working as the Managing Director of Magic Pen Architects and Builders, Calicut, India after retiring from public works department in the government sector after more than 30 years of service overseeing irrigation and hydro projects in the state of Goa in India.
Professional Positions
2008 till present Managing Director of Magic Pen Architects and Builders, Calicut, India 2014 till present Technical consultant to MyAsia Consulting Co Ltd for construction projects 1976 to 2008 Public Works Department-Hydropower and Irrigation, Government of Goa, India
Educational qualification
1967 Diploma in Civil Engineering from Calicut University, India
Major Consulting Project Experience
Construction supervision of various dams, bunds, irrigation canals and other related public works in the state of Goa, India in the period from 1976 to 2008
Construction of Shopping mall with more than 70,000 square feet in Thamarassery, Calicut India for City Group
Construction of St George Syrian Orthodox Church and parish hall in Puthuppady, Calicut, India
Construction of St Mary’s Dialysis Centre and Hospital in Calicut, India
Construction of Thamarassery recreation Club and badminton centre, Calicut, India
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Lyju Elias Meteorology, Hydrology, Oceanography and Dredging Expert ++91 976942195 e-mail: [email protected] ------He is experienced in the field of Meteorology, Climatology and hydrology having experience in dredging and oceanography from Indian Navy now working as a consultant for environmental impact and the feasibility studies of marine and inland water projects.
Professional Positions
2001-2016 Indian Navy
No Unit Duration Duties carried out
01 INS Rajali, Arakkonam, 2002-2007 Meteorological Observer Tamil Nadu, India In-charge, Climatology Section
02 Indian Naval Academy, 2007-2009 Instructor Meteorology Ezhimala, Kerala, India In-charge, Meteorology Section
In-charge, Training Office
03 Deputed to India 2009-2010 Member of the Core Forecasting Meteorological Department, Team for Common Wealth Games MoES, New Delhi 2010
04 Integrated Headquarters of 2010-2012 In-charge, Met Budget the Ministry of Defence (Navy), New Delhi In-charge, Procurement Projects Divisional Petty Officer (HR)
05 INS Viraat, Aircraft Carrier 2012-2014 In-charge, Fire & Safety
In-charge, Meteorological Forecasting
Conduct of Educational Exams
Divisional Petty Officer
06 Headquarters, Western 2014-2016 Assistant Command Public Relations Naval Command, Mumbai Office (PRO)
In-charge, Met Budget & procurement
In-charge, Fire & Safety
Divisional Chief
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Educational qualification
B-Sc-Mathematics Bachelor of Science from Madras University, India
Diploma in Meteorology from the Cochin University of Science and Dip-Meteorology Technology in First Class with Distinction
Professional and Technical Qualifications:
Numerical Weather Prediction Course from Indian Air Force Centre for Numerical Weather Prediction, New Delhi Synergie Onsite Training Course by Meteo France International Meteorological Instrument Servicing and Maintenance Course from India Meteorological Department Leadership Course by Indian Navy with distinction Diploma in Security & Banking (DSB) from Cardinals Educational Society, Hyderabad with ‘A’ grade Secured above 80% marks in all my professional and Promotion based courses conducted by the Indian Navy
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