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1. RISK ASSESSMENT 1.1 HAZARD IDENTIFICATION & RISK ASSESSMENT The Preliminary Hazard Analysis for process, storage area and whole airport is given in Table 1. Table 1: Hazard Analysis Source Process Potential Hazard Provisions Remarks DG Set Production of Fire Hazard in FRLS/Standard cables electrical Lube oil system, to be used, Fire - energy cable gallery, short detection system used circuit Power Unit Fire& Explosion FRLS/Standard cables Transfer - to be used, Fire - detection system used Switch Yard 220KVA Fire FRLS/Standard cables Control room switch yard to be used, Fire - detection system used ATF/Jet A1 Fuel Storage Fire & Explosion Precautions as per The refueling shall & HSD for aircraft, TAC, OISD to be be done by tankers Storage Area Ground followed. Refueller /refueller fuelling vehicles fuelling facility has supplied by BPCL, been provided for as & when Aircraft refueling. Fire required. detection & alarm system. Buildings Electrical short Fire All electrical fittings Provision of Fire circuit causes and cables will be extinguishers at spark (Source provided with standard potential points & of Ignition) quality/ FRLS type. Fire hydrant All motor starters to be network as per flame proof TAC / NBC guidelines. The airport will have limited flights and taxiways are separate and open (no blind spots). There will be dedicated lanes for incoming and out-goings cars with trained drivers. Hence the risk due to taxi/Aircraft collision is not considered significant with available security checks & ATC system. 1.2 FIRE EXPLOSION AND TOXICITY INDEX (FE&TI) APPROACH Fire, Explosion and Toxicity Indexing (FE & TI) is a rapid ranking method for identifying the degree of hazard. The application of FE & TI would help to make a quick assessment of the nature and quantification of the hazard in these areas. The hazard potential is identified based on the numerical value of F&EI (Fire & Explosion Index) as per the criteria given below. Sl. No. F&EI Range (F) Hazard Potential 1. F<65 Category-I (Lowest Hazard) 2. 65 =/< F<95 or 65≤F<95 Category-II (Moderate Hazard) 3. F>/=95 or F≥95 Category-III(Highest Hazard) PROJECT PROPONENT: ENVIRONMENT CONSULTANT: PAGE P P : GREENCINDIA CONSULTING PRIVATE AIRPORTS AUTHORITY OF INDIA, 1 LIMITED, NCR, GHAZIABAD HUBLI, DHARWAD, KARNATAKA H RISK ASSESSMENT Certain basic minimum preventive and protective measures are recommended for the three hazard categories. 1.2.1 RESULTS OF FE AND TI FOR STORAGE/PROCESS UNITS Based on the GOI Rules 1989, the hazardous fuels used by the proposed project were identified. Fire and Explosion are the likely hazards, which may occur due to the HSD/ fuel storage. Hence, Fire and Explosion index has been calculated for on-site storage of HSD. As per NFPA Classification, the health hazard for HSD is ‘0” (zero), Fire Hazard is ‘2’ and Reactivity is also ‘0’ (zero). The MF Value (Material Factor Value) of HSD is ‘10’. Hence HSD is the major fire hazard. The Fire and Explosion Index ‘F’ of HSD is calculated from: F &EI = MFx (1+GPH) x(1+SPH), Where, GPH =General Process Hazard; SPH is Special Process Hazard; MF is Material Factor as stated above is 45.75, putting it in category-I (Lowest Hazard). Similarly, as per NFPA Classification the JET Fuel has health hazard =1, Fire hazard = 3, Reactivity Hazard=0 and Material Factor (MF) =16. Hence considering the storage condition, transportation by Fueller/Tanker from storage tank to ultimate uses/ fuelling the Aircraft, the F&EI has been calculated, which comes out to 42, putting it also in category-I (Lowest Hazard). The Jet fuel is kept in Fueller and loaded in Aircraft. Results of FE&TI analysis show that the storage of HSD & Jet fuel falls into Category-I (Lowest Hazard) category of fire and explosion index with a Nil toxicity index (Health Hazard Index =0 for HSD & 1 for Jet fuel).(Reference: Major Hazard Control, A Practical Manual, ILO Contribution to the International Programme on Chemical Safety of UNEP, ILP.) The types of operating events that have the potential to cause a major Jet A-1 fuel spill are shown in Figure 1. PROJECT PROPONENT: ENVIRONMENT CONSULTANT: PAGE P P : GREENCINDIA CONSULTING PRIVATE AIRPORTS AUTHORITY OF INDIA, 2 LIMITED, NCR, GHAZIABAD HUBLI, DHARWAD, KARNATAKA ENVIRONMENT CLEARANCE FOR AIRPORT PROJECT NEAR HUBLI, DHARWAD DISTRICT, KARNATAKA H Figure 1: Fault tree Analysis of risk associated with major spill of Jet-A1 Fuel The following safety system requires initiation at the time of fuelling: • The Deadman’s Control on the fuelling vehicle; • The lanyard operated pilot device in the fuel pit; • The fuel farm shut off or Emergency shutdown button(ESB) Failure Probability data during fuelling: • Type of spill – Low pressure fuel spills, • Probability of spill per fuelling operation: 6.85 x 10-4 (Ref: Quantified Risk Assessment of Aircraft fuelling operations by WS Atkin’s safety & Reliability, Report no. AM5204, Birchwood Boulevard, Warrington,WA3 7WA) 1.3 EMERGENCY PLANNING Emergency planning is essential for overall loss control programme for effective management of an accident / incident to minimize losses to people and property both in and outside the airfield. Natural disasters and Manmade disasters like aircraft accidents, fires, terror attack & aircraft hijacking do occur at airports; therefore, it is required to have a emergency preparedness and Disaster management plan. 1.3.1 EMERGENCY HANDLING PROCEDURE Airport Controller is the Coordinator to deal with such situations and will issue instructions to various agencies suitably depending upon the gravity. Airports are among the essential utility services listed in the National Disasters Mitigation Plan. The role of airports in such exigencies prepared on the guidelines issued by National Disaster Mitigation Plan Committee recommendations and shall form part of airport emergency procedure. The responsibility for dealing with aircraft accidents and other emergencies on and in the vicinity of the airport is primarily that of Air Traffic Services and Airport Fire Services. However, to deal effectively with serious situations involving saving of human lives and valuable property, it is imperative that all organizations and agencies involved to establish for providing rescue, fire fighting, and medical aid or salvage services be mobilized as quickly as possible to render assistance with minimum delay. 1.3.2 TYPES OF EMERGENCY Different types of emergencies, which can be anticipated, are: • Emergencies involving aircraft o Accident – aircraft on airport. o Accident – aircraft off airport. o Incident – aircraft in flight. PROJECT PROPONENT: ENVIRONMENT CONSULTANT: PAGE P P : GREENCINDIA CONSULTING PRIVATE AIRPORTS AUTHORITY OF INDIA, 3 LIMITED, NCR, GHAZIABAD HUBLI, DHARWAD, KARNATAKA H RISK ASSESSMENT o Incident – aircraft on ground. o Sabotage including bomb threat. o Unlawful seizure. • Emergencies not involving aircraft. o Fire – Building. o Leakage of flammable material o Sabotage, including bomb threat (for terminal). o Natural disaster o Special service calls. • Medical Emergencies. • The aircraft emergencies are classified as under: o Visibility/weather standby o Local standby. o Ground Incident o Full Emergency. o Aircraft accident on or in the vicinity of the airport. o Aircraft accident off the airport o Emergency due medical reasons o Sabotage including bomb threat. o Unlawful interference 1.4 NATURAL DISASTER The disasters are broadly categorized under three heading i.e. natural, man-made and hybrid. Disasters which are applicable to an airport are listed in Table 2. Table 2: Types of Disaster and Implications Man Whether Services for Disaster Type Natural Hybrid Made proposed airport is at risk Earthquake Yes No No Yes Tsunamis Yes No No No Volcanic Eruptions Yes No No No Landslides Yes Yes Yes No Tropical Cyclones Yes No No Yes Floods Yes No Yes No Environmental Pollution Yes Yes No Yes Deforestation No Yes No Yes Desertification Yes Yes Yes No Pest Infestation Yes Yes Yes Yes Epidemics No Yes Yes Yes Nuclear, Biological & No Yes No Yes Chemical attacks From the description given in Table 7.3, the functioning of airport may be affected by earthquake, , cyclones and NBC attack instantly where as the impact of other disasters may be governed by three prepositions of impact of disasters given below and therefore the details of the responsibilities shall be as follow. PROJECT PROPONENT: ENVIRONMENT CONSULTANT: PAGE P P : GREENCINDIA CONSULTING PRIVATE AIRPORTS AUTHORITY OF INDIA, 4 LIMITED, NCR, GHAZIABAD HUBLI, DHARWAD, KARNATAKA ENVIRONMENT CLEARANCE FOR AIRPORT PROJECT NEAR HUBLI, DHARWAD DISTRICT, KARNATAKA H • When only airport is affected. • When outside the airport is affected. • When airport and outside both are affected. 1.4.1 WHEN ONLY AIRPORT IS AFFECTED In case only airport is affected, the disaster scenario in all above cases may render land aids including the runway, NAV Aids, electrical services and other assisting services at airport unserviceable / damaged as such the airport shall be closed for aircraft operation depending on extent of damage. The following actions will be taken up by Airport: • Declare the airport closure with tentative timings for resumption of operation; • Inform Navy/ Port Authority/ Army/ IAF/ Explosive Department/ Atomic Energy Department for necessary assistance, as the case may be; • A message shall be passed on to aerodrome telephones exchange or over local VHF frequency to HoDs to resort for rescue work within their premises and leave the area to a safer place. Necessary help should be extended to external services who have responded for assistance; • Mobilize rescue tools and emergency lights in CFT’s before moving to a safe place; • Render assistance to city /district/state command team; • Maintain contact with ATC/ATCO; and • Use of portable pumps, hydraulic cutters, lifting bags, hydraulic jacks, ladders, ropes, life buoys, rafts, first-aid boxes are considered to be very important to meet post disaster scenario. 1.4.2 WHEN AREAS OUTSIDE THE AIRPORT IS AFFECTED In case when disaster has affected the city but airport remaining safe the action taken up by Airport will be: • Airport shall remain open round the clock for receiving aids and for dispatching injured causalities, etc.

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