MARINE SYNDICATE PVT. LTD.
EIA STUDY FOR DEVELOPMENT OF SHIP BREAKING FACILITY AT “UNITED DOCKYARD” JAIGAD CREEK
S. No. 41 & S. No. 42, H. No. 18 & 19/1, Village Katale (Jaigad Creek), Tal Guhagar, Dist Ratnagiri, Maharashtra.
FINAL EIA REPORT MAY, 2019
Final EIA study for proposed “United Dockyard” Port Terminal in Jaigad Creek Index
CONTENTS
Contents ...... 2
Chapter 1 INTRODUCTION ...... 16 1.1 General ...... 16 1.2 Project Overview ...... 16 1.2.1 Details of the Project Proponent ...... 16 1.2.2 Project location ...... 17 1.3 Need for the Project ...... 21 1.4 Ship Breaking Activity in India ...... 21 1.5 Purpose of the EIA Study ...... 22 1.6 Institutional Setting in the Environmental Context ...... 24 1.6.1 Ministry of Environment, Forests and Climate Change ...... 24 FOR 1.6.2 MoEF&CC’s Regional Offices ...... 24 1.6.3 Central Pollution Control Board (CPCB) ...... 24 1.6.4 Maharashtra Pollution Control Board (MPCB) ...... 25 1.6.5 Departments of Forests (DoF) of Maharashtra ...... 25 1.6.6 Environmental Clearances Requirements ...... 25 1.6.7 Public Hearing ...... 26 1.7 Scope of the Study ...... 26 1.8 Permissions Received till date ...... 27 1.9 Terms of Reference ...... 28 1.10 Methodology of Study ...... 33 1.11 Baseline Environmental Studies ...... 34 1.12 Structure of the report ...... 35 1.12.1 Project Influenced Area (PIA)/ general Study Area ...... 35 1.12.2 Study period ...... 35 1.12.3 Methodology ...... 35 1.12.4 Baseline Environmental Conditions ...... 35 1.13 Structure of the EIA report ...... 38
Chapter 2 ...... 39
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PROJECT DESCRIPTION ...... 39 2.1 Introduction ...... 39 2.2 Type of Project ...... 40 2.3 Site Setting and Location ...... 40 2.4 Existing Facilities ...... 41 2.5 Connectivity and Accessibility ...... 43 2.5.1 Accessibility ...... 43 2.5.2 Navigational Accessibility: ...... 44 2.5.3 Connectivity and communication facilities ...... 45 2.6 Ship Tranquility Studies ...... 45 2.6.1 Anchorage ...... 45 2.6.2 Navigational Channel ...... 45 2.6.3 Movement of Small Ships or Barges ...... 46 2.7 Bathymetry Study: ...... 46 2.8 Project Layout ...... 50 2.8.1 Conceptual layout planning ...... 50 2.9 Ship breaking facility ...... 53 2.9.1 Ship breaking facility for small ships upto 150 m lengths and 5 m draft ...... 53 2.9.2 Details of Ship Breaking Process ...... 54 2.9.3 Infrastructure and Other Services for Ship Breaking yard ...... 57 2.9.4 Size of the ship breaking yard ...... 58 2.9.5 Hazard Involved in Ship breaking Activities ...... 61 2.9.6 Impact of Ship Breaking Activity ...... 63 2.9.7 Material recovery and waste generation factors ...... 64 2.9.8 Role of ship breaking activities in our national Economy ...... 66 2.10.1.1 Waste Management during Ship Repair Activity ...... 68 2.11 Cargo Shipment (Handling) ...... 69 2.12 Coastal Regulation Zone (CRZ) Compatibility ...... 70 2.13 Site Services ...... 73 2.13.1 Water supply ...... 73 2.13.2 Sewerage ...... 74 2.13.3 Bilge and ballast water collection and treatment (if any) ...... 76 2.13.4 Storm-water drainage system ...... 78 2.13.5 Municipal Solid Waste (MSW) collection and treatment ...... 79
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2.13.6 Hazardous waste disposal facility ...... 79 2.13.7 Fire fighting infrastructure ...... 80 2.13.8 Training infrastructure development, health and safety ...... 81 2.13.9 Hospital management and medical infrastructure ...... 81 2.13.10 Greenbelt development and water harvesting ...... 81 2.14 Manpower ...... 81
Chapter 3 ...... 83
ANALYSIS OF ALTERNATIVES ...... 83 3.1 Analysis of Alternatives for Site Selection ...... 83 3.2 Identification of Suitable Alternative Sites ...... 83 3.3 Site Photographs of Alternative Sites ...... 84 3.4 Comparisons in shortlisted sites ...... 86
Chapter 4 BASELINE ENVIRONMENT ...... 88 4.1 Meteorology ...... 90 4.1.1 On site Meteorological Observation (October 16 to December 16) ...... 90 4.1.2 Temperature ...... 91 4.1.3 Winds ...... 91 4.1.4 Rainfall ...... 92 4.1.5 Humidity ...... 92 4.1.6 Flood ...... 93 4.2 Air Environment ...... 94 4.2.1 Presentation of Air Quality Analysis Results ...... 96 4.2.2 Air Quality Index (AQI) ...... 98 4.2.3 Results and compliance ...... 100 4.3 Noise ...... 101 4.3.1 Noise Monitoring Stations ...... 101 4.3.2 Methodology ...... 101 4.3.3 Results ...... 102 4.4 Water Environment ...... 103 4.4.1 Groundwater ...... 103 4.4.2 Marine Water and Sediment Quality ...... 110 4.5 Land Environment ...... 117 4.5.1 Topography and Regional Setting ...... 117 4.5.2 Geology and Geomorphology ...... 118
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4.5.3 Hydrogeology (GSDA, 2009) ...... 121 4.5.4 Land Use/ Land cover ...... 122 4.6 Ecology ...... 125 4.6.1 Terrestrial Ecology ...... 127 4.6.2 Marine Ecology ...... 136 4.6.3 Environmentally/Ecologically Sensitive Areas ...... 153 4.7 Seismicity and Earthquake ...... 154 4.8 Soil Quality ...... 155 4.8.1 Soil Quality Monitoring Locations ...... 155 4.8.2 Methodology of Soil Monitoring ...... 157 4.8.3 Soil Characteristics in the Study Area ...... 158 4.8.4 Results and Discussions ...... 158 4.9 Socio Economic Aspects ...... 159 4.9.1 Population and Demographic Profile ...... 159 4.9.2 Caste Profile ...... 161 4.9.3 Literacy Levels ...... 162 4.9.4 Occupational profile ...... 165 4.9.5 Educational Institutional ...... 167
Chapter 5 ...... 168
ANTICIPATED ENVIRONMENTAL IMPACTS AND ...... 168
MITIGATION MEASURES ...... 168 5.1 Impact Evaluation Methodology– ...... 169 5.2 Impact during construction phase ...... 172 5.2.1 Identification of Impact Activities ...... 172 5.2.2 Identification of Environmental Attributes ...... 173 5.3 Identification of Potential Impacts ...... 173 5.4 Land Environment ...... 173 5.4.1 Environmental aspects of construction Operation ...... 173 5.4.2 Impacts due to Land Acquisition...... 174 5.4.3 Impacts due to Changes in Land Use Pattern ...... 174 5.4.4 Impacts due to Changes in Coastline/Shoreline ...... 175 5.4.5 Impact on Local Infrastructure ...... 175 5.4.6 Impact on Soil and Geology ...... 175 5.5 Potential Impact due to Operation ...... 175
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5.6 Water environment ...... 176 5.6.1 Potential Impact Due to Construction ...... 176 5.6.2 Potential Impact during Operation ...... 177 5.7 Marine Environment ...... 180 5.7.1 Anticipated impacts due to the project implementation and proposed measures to mitigate the likely impacts are listed in the following table: ...... 180 5.7.2 Potential Impact Due to Ship discharges ...... 188 5.8 Biological Environment (Terrestrial and Marine Ecology) ...... 192 5.9 Solid Waste ...... 193 5.9.1 Anticipated Impacts ...... 193 5.9.2 Occupational Safety & Health ...... 203 5.10 Air Environment ...... 205 5.10.1 Potential Impact during Construction ...... 205 5.10.2 Potential Impact due to Operation ...... 206 5.10.3 Impact due to Cargo Handling and Storage ...... 207 5.10.4 Impact due to DG set emission ...... 212 5.10.5 Impact due to Ship breaking and Repair Activity ...... 213 5.11 Noise Pollution ...... 214 5.11.1 Impact due to Port Construction Activities ...... 214 5.11.2 Impact due to Port Operation ...... 215 5.11.3 Impact due to Ship Breaking and repair Operation ...... 215 5.12 Impact on Socio-Economic Environment ...... 216 5.12.1 During Construction Phase ...... 216 5.12.2 During Construction Phase ...... 216 5.13 Traffic Pattern and Density ...... 216 5.13.1 Construction Phase ...... 217 5.13.2 Operation Phase ...... 217 5.13.2.1 Methodology ...... 217 5.13.2.2 Existing Traffic ...... 218 5.13.2.3 Traffic Management Plan ...... 221 5.14 Impacts due to Changes in Coastline/Shoreline ...... 221 5.15 Construction Debris Management Plan ...... 226
Chapter 6 ...... 227
ENVIRONMENTAL MONITORING PROGRAM ...... 227
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6.1 Monitoring and Reporting ...... 227 6.1.1 Monitoring Plan for Construction Phase ...... 227 6.1.2 Monitoring during the Operational Phase ...... 228 6.2 Reporting ...... 228 6.2.1 Compliance Reports ...... 228 6.3 On-site Mock Drills Requirements ...... 228 6.4 Budgetary Estimates for Environmental Management ...... 229 6.4.1 Environmental Budget ...... 229
Chapter 7 ...... 232
ADDITIONAL STUDIES ...... 232 7.1 Public Consultation ...... 232 7.2 Preliminary Risk Analysis ...... 234 7.3 Natural Hazards/Calamities ...... 234 7.3.1 Flood ...... 235 7.3.2 Cyclone and Wind Storm ...... 235 7.3.3 Coastal Hazard ...... 235 7.3.4 Earthquake...... 236 7.4 Man-Made Events ...... 236 7.4.1 Ships Mishaps/Vessel accident ...... 236 7.4.2 Coal handling Management Plan ...... 236 7.4.5 Fire/Explosion ...... 243 7.5 Disaster Management Plan (DMP)...... 244 7.5.1 Classification of Emergencies ...... 245 7.5.2 Categorisation of Emergency ...... 245 7.5.3 Onsite Emergency Plan (Formulation of DMP and Emergency Services) ...... 246 7.6 Response Organization ...... 247 7.6.1 General Action Plan ...... 247 7.6.2 Assembly Point ...... 247 7.6.3 External Aid ...... 248 7.6.4 Emergency Control Centre ...... 248 7.7 Communication ...... 249 7.8 Training ...... 249 7.9 Reporting and investigation ...... 249 7.9.1 Reporting ...... 249
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7.9.2 Investigation ...... 249 7.10 Hazard kit ...... 249 7.10.1 Protective clothing ...... 250 7.10.2 Other Apparatus ...... 250 7.10.3 First Aid equipment ...... 250
Chapter 8 ...... 251
PROJECT BENIFITS ...... 251 8.1 Introduction ...... 251 8.2 Infrastructure Facilities ...... 251 8.3 Biodiversity and Climatic Benefits ...... 251 8.4 Improved Socio-Economic Conditions ...... 252 8.4.1 Quality of Life...... 252 8.4.2 Health, Safety and Environment (HSE) ...... 252 8.5 Employment Opportunity ...... 253 8.6 Corporate Social Responsibility (CSR) ...... 254 8.6.1 Budgetary provision for CER activities ...... 254 8.7 Project Benefits due to Revenue Generation ...... 255 8.8 Project Benefits to Local Economic Growth ...... 255
Chapter 9 ...... 256
ENVIRONMENTAL COST BENEFIT ANALYSIS ...... 256 9.1 Introduction ...... 256 9.1.1 Regulatory Compliance ...... 256 9.2 Economic Cost Benefit study ...... 256 9.3 Management Action Plans To Negate Environmental Impact...... 257 9.4 Environmental Management Plan (EMP) ...... 257 9.4.1 Contractors EMP...... 257 9.4.2 Environmental Budget ...... 257 9.5 Environmental Cost Benefit Analysis – Conclusions ...... 258
Chapter 10 ...... 259
ENVIRONMENTAL MANAGEMENT PLAN ...... 259 10.1 Introduction ...... 259 10.1.1 Contractors EMP...... 259 10.1.2 Dedicated Environmental Management Team ...... 260
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10.2 Administrative and Technical Setup for Environmental Management .. 260 10.3 Environmental Management Cell (EMC) ...... 260 10.4 Audits and Inspections ...... 262 10.5 Components of EMP and CSR ...... 262 10.6 Pollution Control Aspects/Waste Management Plan ...... 282 10.6.1 Water Management Plan ...... 282 10.6.2 Sewage and Oily waste Management Plan ...... 283 10.6.3 Rain Water Harvesting System ...... 283 10.6.4 Drainage System ...... 283 10.6.5 Solid Waste management Plan ...... 287 10.6.5.1 Waste Minimization Principles ...... 287 10.6.5.2 Separation of Solid Waste According to Established Classification .... 288 10.6.5.3 Solid Waste Collection & Storage ...... 288 10.6.5.4 Waste Reuse/Recycle Opportunities ...... 289 10.6.5.5 Final Disposal of waste ...... 289 10.7 Dust Suppression System ...... 289 10.8 Green Development Area ...... 290 10.8.1 Objectives of Green belt Area: ...... 290 10.8.2 Choice of species ...... 291 10.8.3 Species for Plantation ...... 291 10.9 Budgetary Provisions for Environmental Monitoring Plan ...... 293
Chapter 11 ...... 294
SUMMARY AND CONCLUSION ...... 294 11.1 Introduction ...... 294 11.2 Project Description ...... 294 11.3 Description of Environment ...... 295 11.3.1 Marine Environment ...... 296 11.3.2 Terrestrial Environment ...... 296 11.4 Environmental Impacts and Mitigation/Avoidance Measures ...... 297 11.5 Environmental Monitoring Programme ...... 297 11.6 Additional Studies ...... 297 11.6.1 Preliminary Risk Analysis ...... 297 11.6.2 Disaster Management Plan ...... 298
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11.6.3 Oil Spill Contingency Plan ...... 298 11.7 Project Benefits...... 298 11.8 Environmental Management Plan (EMP) ...... 299 11.9 Disclosure of Consultants ...... 299
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LIST OF TABLES
Table 1-1 Coordinates of the project site ...... 17 Table 1-2: Important Acts & Rules for Environmental Protection in India ...... 22 Table 1-3 Terms of reference and compliance ...... 28 Table 1-4 List of Environmental Attributes for Baseline studies ...... 33 Table 2-1 Details of project site ...... 41 Table 2-2 Proposed landuse of plot for “United Dockyard” Katale Port ...... 51 Table 2-5 Waste and substances anticipated during Ship Breaking ...... 62 Table 2-6 Pollutants generated, anticipated Impacts & Mitigation Measures ...... 63 Table 2-7 Prevailing Scrap Recovery /Waste Generation from Ship breaking ...... 64 Table 2-8 Material Expected to be Recovered (Ships having max weight of 2000 tonnes) ...... 65 Table 2-9 Salvageable Materials from Ships ...... 65 Table 2-10 Waste Management during ship repair ...... 69 Table 2-11 Water Requirement ...... 73 Table 4-1 Meteorological Data of Ratnagiri District ...... 90 Table 4-2 On Site Meteorological Data ...... 91 Table 4-3 Details of Monitored parameters ...... 94 Table 4-4 Ambient Air Sampling Location ...... 95 Table 4-5 Ambient Air Quality Status ...... 97 Table 4-6National Ambient Air Quality Standards (NAAQS) ...... 99 Table 4-7Noise Monitoring Sampling Locations ...... 101 Table 4-8 Noise Monitoring Results ...... 102 Table 4-9Ambient Noise Quality Standards ...... 102 Table 4-10 Details of Groundwater Quality Monitoring Stations ...... 103 Table 4-11 Summary of Groundwater Quality Results ...... 105 Table 4-12 Marine Water Sampling Stations ...... 112 Table 4-13Marine Water Quality Analysis Results ...... 113 Table 4-14 Sampling Locations & its Geographical Coordinates ...... 114
Table 4-15 Marine Sediment Quality Monitoring Results ...... 116 Table 4-16 Area Distribution of study area ...... 123 Table 4-17 Terrestrial Ecology (Herbaceous and Ephemerals) ...... 127
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Table 4-18 List of Mangroves observed (Patches within 10 km radius) ...... 129 Table 4-19 Ethno-botanical Studies: Some Common Plants used by the Local People129 Table 4-20 Checklist of plant species observed in project area covering 10 km radius130 Table 4-21 List of Butterfly Species Reported During the Study ...... 132 Table 4-22 List of Birds Species observed ...... 134 Table 4-23 List of Wildlife Species recorded in study area ...... 136 Table 4-24 Sampling locations (Marine Ecology) ...... 138 Table 4-25 Quantitative Evaluation of Marine phytoplankton during High tides ...... 139 Table 4-26 Quantitative Evaluation of Marine phytoplankton during Low tides ...... 140 Table 4-27 Phytoplankton variations in Abundance and Diversity in Sampling Stations during High Tide and Low Tide ...... 142 Table 4-28 Taxon Diversity of Phytoplankton (Group Level) During HTL and LTL . 142 Table 4-29 Systematic Account of Phytoplankton in the Sampling Locations in Jaigad Creek And Shastri River ...... 144 Table 4-30 Variations in Chlorophyll–A Pheophytin-A In Samples ...... 145 Table 4-31 Quantitative Evaluation of Marine Zooplankton during High tide ...... 146 Table 4-32 Quantitative Evaluation of Marine Zooplankton during Low tide ...... 147 Table 4-33 Zooplankton Variations In Abundance And Diversity During HTL & LTL148 Table 4-34 Taxon Diversity of Zoo Plankton (Group Level) During High Tide And Low Tide ...... 149 Table 4-35 Systematic Account of Zooplankton from the Sampling Locations in the Sampling Locations in Jaigad Creek and Shastri River ...... 150 Table 4-36 Benthic Fauna ...... 151 Table 4-37 Details of Soil Quality Monitoring Locations ...... 156 Table 4-38 Analytical Method and its Detection Limit for Soil Quality Monitoring Parameters ...... 157 Table 4-39 Soil Quality Monitoring Results ...... 158 Table 4-40 Demographic profile in the study area villages ...... 159 Table 4-41 Caste profile in the study area villages ...... 161 Table 4-42 Distribution of literate and illiterate population in the study area villages 163 Table 4-43 Occupational Profile of Study Area Villages ...... 165 Table 5-1 Impact magnitude and significance evaluation ...... 170
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Table 5-2 Magnitude Definitions for Physical, Human and Marine Resources / Receptors ...... 170 Table 5-3 Total Predictive GLCs of PM10 ...... 210 Table 5-4 Classified Traffic volume Count ...... 219 Table 5-5 PCU Factors ...... 220 Table 5-6 Peak Hour PCU Count ...... 221 Table 5-6 Data Source Used for Shoreline Study ...... 223 Table 5-8 Shoreline statistics of Ratnagiri ...... 223 Table 6-1 Environmental Management –During Construction Phase ...... 229 Table 6-2 Environmental Management – Annual O&M cost for Port, road and ancillary sites during Operation Phase ...... 230 Table 6-3 Monitoring Program during Operation Stage...... 231 Table 7-1 Fugitive emission will be in form of dust generation ...... 238 Table 7-2 Potential emergencies ...... 245 Table 7-3 Onsite and offsite Emergency Plans ...... 245 Table 8-1 Budgetary Provision for CER Activities ...... 255 Table 10-1 Potential Impacts and Mitigation Measures of Various Project Activities 263 Table 10-2 Environmental Management Plan Matrix ...... 277 Table 10-3 Environmental Management Plan – Ecology ...... 278 Table 10-4 Water demand during operational Phase ...... 282 Table 10-5 Type of Waste and Treatment Methods ...... 289 Table 10-6 List of Plant Species for Greenbelt Development ...... 292
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LIST OF FIGURES
Figure 1-1- Location of the Proposed Project ...... 18 Figure 1-2 Location of the Proposed Project on Google Image ...... 19 Figure 1-3 Connectivity from project site to NH 66 ...... 20 Figure 2-1 Existing Jetty Photographs ...... 41 Figure 2-2 Existing jetty Plan ...... 42 Figure 2-3 Existing approachable Road ...... 43 Figure 2-4 Site Photographs ...... 44 Figure 2-5: The bathymetry chart Jaigad Creek ...... 48 Figure 2-6 Proposed Layout of the Project ...... 52 Figure 2-7 Ship Breaking Activity Flow Chart ...... 57 Figure 2-8 Layout for Ship Breaking Facility ...... 59 Figure 2-9 Ship Breaking Area ...... 60 Figure 2-10 Ship repairing facility using FDD ...... 68
Figure 2-11: HTL/LTL Demarcation Map of the Area ...... 71
Figure 2-12: A Schematic of the Phytorid System ...... 75
Figure 2-13: A Schematic of the ETP ...... 78 Figure 3-1 Musakazi Bay Rajapur ...... 84 Figure 3-2 Vijaydurg creek ...... 84 Figure 3-3 Inland Waterways of Jaigad Creek ...... 85 Figure 4-1 Study area (10 km radius) ...... 89 Figure 4-2 Windrose Diagram ...... 92 Figure 4-3 Cyclone Hazard Map ...... 93 Figure 4-4 Flood Hazard Map ...... 93 Figure 4-5 AAQM Sampling locations ...... 95 Figure 4-6 Ambient Air Quality Monitoring Locations ...... 96 Figure 4-7 Graphical representation of Average AAQM results...... 100 Figure 4-8 Location of Noise Level Monitoring ...... 101 Figure 4-9 Groundwater sampling location ...... 104 Figure 4-10 Pre-monsoon GW levels, Ratnagiri District ...... 106 Figure 4-11 Post-monsoon GW levels, Ratnagiri District ...... 107
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Figure 4-12 Pre-monsoon water level trend map, Ratnagiri District ...... 109 Figure 4-13 Drainage pattern of Ratnagiri District ...... 111 Figure 4-14 Marine Water Sampling Stations ...... 112 Figure 4-14 Sediment Sampling ...... 114 Figure 4-15 Sediment Sampling Locations during Low tide ...... 115 Figure 4-16 Sediment Sampling Locations during HighTide ...... 115 Figure 4-17 Beach area in the project stretch ...... 118 Figure 4-18 Elevation Map of Study area ...... 121 Figure 4-19 Hydrogeology of the Ratnagiri area ...... 122 Figure 4-20 Landuse-land cover classification map, MSPL, Ratnagiri ...... 124 Figure 4-21 Study Area ...... 125 Figure 4-22 Marine Ecology Sampling Locations ...... 137 Figure 4-23 Sample collection for marine Biological Studies ...... 138 Figure 4-24 Sampling for Benthic fauna ...... 139 Figure 4-25 Phytoplankton ...... 143 Figure 4-26 Zooplankton ...... 149 Figure 4-27 Ratnagiri forest division map ...... 154 Figure 4-28 Seismic zones Map ...... 155 Figure 4-29 Detailed soil map of Ratnagiri district ...... 156 Figure 4-30 Soil Sampling Location ...... 157 Figure 4-31 Demographic Profile of Study Area Villages ...... 160 Figure 4-32 Caste Profile in the Study Area Villages ...... 162 Figure 4-33 Literacy Profile of Study Area Villages...... 164 Figure 4-35 Occupational Profile of Study Area Villages ...... 166 Figure 5-1 Isopleths of Predicted Incremental GLC of PM10 ...... 211
Figure 5-2 Isopleths of Predicted concentration of SO2 ...... 213 Figure 5-3 Shoreline statistics of Ratnagiri ...... 224 Figure 7-1 General arrangement of FDD ...... 241
Figure 7-2 Shore Seal Booms ...... 243
Figure 10-2 Cross section of inline SWD settling pits ...... 285 Figure 10-3 Cross section of inline SWD settling pits ...... 286 Figure 10-4 General Classification of Solid waste for Segregation ...... 288
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Chapter 1 INTRODUCTION
1.1 General
M/s Marine Syndicate Pvt Ltd is proposing the development of a multipurpose terminal known as “United Dockyard” with jetty (existing) for cargo handling, ship repairs using floating dry dock and ship breaking facility. The project site is located on north bank of the Jaigad Creek at village Katale, Ratnagiri District, Maharashtra.
1.2 Project Overview
The project site is under the ownership of M/s Marine Syndicate Pvt. Ltd (MSPL). Total area of the project plot is 29,030 m2 (Approx. 7.25 Acres) and is included in the agreement signed with the Maharashtra Maritime Board (MMB) for multipurpose terminal. The project location is given in Figure 1.1 and Figure 1.2.
Ship breaking facility for small ships upto 150 m length & 5 m draft is planned in separate zone very close to the water frontage already availed for cargo shipment & ship repair work under the agreement signed with MMB. Around 10-15 nos. of ships/barges will be dismantled every year in this ship breaking facility.
MMB has approved cargo shipment and ship repair work at this multipurpose terminal and granted 3500 m2 water frontage on lease for this purpose. It has also given permission for the operation of a Floating Dry Dock in the water frontage leased to M/s Marine Syndicate Pvt. Ltd. MMB has issued letter of intent (LOI) dated 15.12.2014 to the Company for development of Ship Breaking Facility very close to existing terminal. Total cargo quantum will be maximum 2 lakh ton (0.2 million ton) only per year at this terminal. The estimated project cost for ship breaking facility is Rs. 2.43 Crore.
1.2.1 Details of the Project Proponent
M/s Marine Syndicate Pvt. Ltd., is a company duly incorporated under the company Act 1956 having its registered office at United Premises, Bhatye, Ratnagiri, and administrative office at 'Neelashri' Thiba Palace Road, Ratnagiri, Maharashtra. Whereas, the project site is on north bank of the Jaigad Creek at village Katale, Dist. Ratnagiri, Maharashtra.
This company is promoted, operated and managed by all local technicians, engineers and professionals who are native residents of Ratnagiri and nearby Konkan region. The employees working at the office and the project site are share-holders of this company.
The contact details of the authorized person of the company are provided here.
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Mariner, Dilip Bhatkar Director, Marine Syndicate Pvt Ltd., ‘Neelashri’, Thiba Palace Road, Ratnagiri, Maharashtra – 415 612. Phone: (02352)223814 Mobile: 09823120081. Email- [email protected] [email protected]
1.2.2 Project location
The project site is located at Katale village on North bank of the Jaigad creek (Shastri River) in its inland waterways. This site is 3 nautical miles upstream from the Jaigad harbour and 4 nautical miles from the sea mouth. The site is at 72 km from Ratnagiri & 52 km from Chiplun city. It is connected to the Mumbai-Goa National highway no. 66 (old No. 17) at 40 km at Sawarde, via SH 105.
Figure 1.1 and 1.2 depict the location of the project and Table 1-1 shows the project coordinates.
Table 1-1 Coordinates of the project site
S. No. Latitude Longitude
Cargo Loading Ramp 1 17017’25.08”N 73016’36.84”E
Coordinates of the Proposed Ship Breaking Facility 2 17017’23.06”N 73016’39.33”E
3 17017’21.88”N 73016’38.70”E
4 17017’21.5”N 73016’42”E
5 17017’20.76”N 73016’41.5”E
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Figure 1-1- Location of the Proposed Project
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Figure 1-2 Location of the Proposed Project on Google Image
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Figure 1-3 Connectivity from project site to NH 66
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1.3 Need for the Project
Promoters have done two shipments of Laterite cargo by using the existing jetty in past. Laterite is available in abundant quantity in Konkan region. Considering the proximity of cargo shipments such as Laterite, Bauxite, Molasses, Sugar, Fertilizers etc. and its future demand; it is planned to expand the facility of the cargo terminal/jetty (13 m X 25 m) by one additional platform close to existing jetty. The total capacity with this addition will be 2 lakh ton per year (0.2 million ton per year).
Similarly, small ships, barges, tugs are struggling to get the slots in the ship repair yards especially for their underwater repairs. Considering growth of this region and infrastructure availability in other ports for small vessels; is proposed to set up a ship repair facility using floating dry dock for small vessels. Proposed ship repair facility with floating dry dock will prove beneficial to small vessels, barges, tugs etc. operating between Mumbai and Goa on the Konkan coast.
One large scale ship breaking facility is located at Alang on the Gujarat coast. Many Indian and foreign ships are brought to Alang for dismantling and re-cycling. Few old ships are also scrapped at Darukhana near Reay Road-Mazagon in premises of Mumbai Port Trust. However, this facility in Darukhana will be closed in near future.
There is no other ship breaking facility on the Konkan coast including Goa region. Whereas, many small ships and old barges require space and facility to break them into scrap instead taking them all the way to Alang in Gujarat. After 20 to 25 years of operations, a ship becomes uneconomical and unsafe to operate. When a ship reaches this stage it becomes necessary to discontinue its operation and recover and recycle the materials used in its construction. There are few vessels lying on the Konkan coast in unseaworthy condition. The project proponent with a firm belief in safe and viable environmental practices is willing to provide such ship breaking facility for small vessels upto 150 m length at this project site.
1.4 Ship Breaking Activity in India
Of the approximate 45,000 ocean-going ships in the world about 700 (1.55%) are taken out of service every year (FIDH, 2002). At the end of their sailing life, ships are sold, so that the valuable steel about 95% of ship mass can be recovered (Greenpeace, 2005).
In India ship breaking activities are carried out at Alang, a coastal town in the state of Gujarat. The yard is located on the Gulf of Khambat, 50 kilometers southeast of Bhavnagar. This place has the best continental shelf available for ship breaking in the
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whole of Asia. At the same time, it is known for the highest tidal level (10 meters) in the country. The vast expanse of intertidal zone gets exposed during ebb tide, which makes it expedient for ship breaking activities, whereas the high tide makes it possible to accommodate big ships. Tens of thousands of low-paid jobs are supported by this activity, and millions ton of steel are recovered (Alang-Wikipedia, the free encyclopedia www.wikipedia.com).
1.5 Purpose of the EIA Study
The most relevant acts, rules, policies and notifications for environmental protection with respect to this project are provided in Table 1.2.
The proposed Project proposal (as defined in Section 1.2) falls under activity no. 7(b) of Category ‘A’ (ship breaking yards including ship breaking units) of Schedule to the EIA Notification 2006 wherein these facilities require prior Environmental Clearance from the Ministry of Environment, Forests and climate change (MoEF&CC), Government of India based on an EIA study conducted as per the Terms of Reference approved (given in Annexure I) by the Expert Appraisal Committee (EAC) of MoEF & CC. The project also requires CRZ Clearance under the CRZ Notification, 2011 as the above proposed activities fall in CRZ IB, III and IVB Zones.
This EIA study has been prepared as per the Terms of Reference (ToR) approved by the EAC of MoEF&CC as issued by MoEF&CC on 12th November 2015. The ToR accorded is given in the following Section 1.4 and also attached as Annexure I. The extention validity was given by MoEF&CC for ToR from 12th November, 2018 to 11th November, 2019. (Annexure II). The finalized EIA becomes the basis for appraisal by MoEF&CC and Maharashtra Coastal Zone Management Authority (MCZMA) Annexure IV.
Table 1-2: Important Acts & Rules for Environmental Protection in India
Applicability Act Year Objective Authority to the Project To protect and Environmental MOEF, CPCB, 1986 improve the overall Yes MPCB (Protection) Act Environment.
Notification on To provide Environment Impact environmental Assessment of clearance to new MoEF Development 2006 development activities Yes Projects (and following amendments) (the environmental impact Notification on Assessment. Environmental
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Applicability Act Year Objective Authority to the Project Clearance; To regulating activities like setting up and MOEF, Coastal regulation expansion of industries 2011 MCZMA Yes Zones Notification ,operations or processes, etc. in the CRZ Water (Prevention To control water and Control of pollution by controlling Pollution) Act 1974 discharge of pollutants MPCB Yes subsequent as per the prescribed amendments) standards Air (Prevention and To control air pollution Control of by controlling emission Pollution)Act (and 1981 of air pollutants as per MPCB Yes subsequent the prescribed amendments) standards Public Hearing notification of To Provide procedure 1997 MPCB Yes MOEF of 10th April, of public hearing 1997
Forest Forests 1980 To protect forest area No (Conservation) Act, Department, GoM To protect wildlife in Wildlife Wildlife (Protection) general and particular Division, 1972 No Act to National Parks and Forests Sanctuaries Department, GoM To handle, recycle and Hazardous Wastes dispose the hazardous (Management and 2016 MPCB Yes waste in environment Handling) Rules, friendly manner To prevent the Maharashtra Merchant Shipping 1958 pollution from the Port Yes Act ships beyond 5 km. Authority To manage E-waste in E-Waste 2016 environment friendly MPCB Yes (Management) Rule manner To manage Solid waste Solid Waste generated in 2016 MPCB Yes Management Rule environment friendly manner To manage all the Plastic Waste 2016 MPCB Yes plastic waste generated
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Applicability Act Year Objective Authority to the Project Management Rule in environment friendly manner To manage all the Batteries batteries waste in (Management and 2001 MPCB Yes environment friendly Handling) Rule manner
In order to obtain prior environmental clearance from statutory authorities, the EIA study for proposed “United Dockyard” Port Terminal in Jaigad Creek, Maharashtra has been carried out as per the Ministry of Environment, Forests and climate change (MoEF&CC) approved Terms of Reference (ToR).
1.6 Institutional Setting in the Environmental Context
Thus, as discussed in the subsequent sections, the following agencies play important roles in this project.
1.6.1 Ministry of Environment, Forests and Climate Change
The primary responsibility for administration and implementation of the Government of India’s policy with respect to environmental management, conservation, ecologically sustainable development and pollution control rests with the Ministry of Environment, Forests and climate change (MoEF&CC). Established in 1983, MoEF&CC is the agency primarily responsible for the review and approval of EIA pursuant to GOI legislation.
1.6.2 MoEF&CC’s Regional Offices
The MoEF&CC has set up regional offices, in four regions of the country. The regional office for the present project is located at Nagpur. This office is responsible for collection and furnishing of state information relating to EIA of projects, pollution control measures, status of compliance of various conditions in projects cleared by MoEF&CC, legal and enforcement measures and environmental protection in special conservation areas such as wetlands, and other biological reserves.
1.6.3 Central Pollution Control Board (CPCB)
CPCB is a statutory authority attached to the MoEF and located in New Delhi. The main responsibilities of CPCB include the following
Plan and implement water and air pollution monitoring programs Advise the Central Government on water and air pollution monitoring programs
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Set air and water standards, and Co-ordinate with the State Pollution Control Boards or Committee.
1.6.4 Maharashtra Pollution Control Board (MPCB)
The Maharashtra Pollution Control Board (MPCB) is the government agency responsible for ensuring the compliance with the relevant standards related to discharge of pollutant into the environment. The following activities of the MPCB will be relevant to the project.
Planning and executing air and water quality initiatives
Establishing standards based on National Minimum standards
Enforcing monitoring of all activities under the Air Act, the Water Act, Hazardous waste Act etc., and
Issuing No Objection Certificate (NOC) for various developmental projects.
1.6.5 Departments of Forests (DoF) of Maharashtra
The department of forests, Govt. of Maharashtra is responsible for the management and administration of forest resource in the union Territory. Permission to cut trees for land clearance has to be obtained from the forest department.
1.6.6 Environmental Clearances Requirements
GOI Requirements:
The primary responsibility for administration and implementation of the Govt. Policy with respect to conservation, ecologically sustainable development and pollution control rests with the MoEF&CC. The MoEF&CC is responsible to enforce the regulations established pursuant to the National Conservation Strategy, National Forest Policy, and the Policy for Abatement of Pollution (1992) and the Indian Environmental (Protection) Act 1986. Environmental Impact Assessment Notification, 2006 identified port project as one of the project requiring prior Environmental clearance from the MoEF&CC. Therefore this project required environmental clearance from MoEF&CC.
Therefore, the environmental impact assessment (EIA) is a statutory requirement for obtaining the environmental clearance. Also for the development in the coastal area of India require permission from the MoEF&CC as specified in the CRZ regulation, 2011. Therefore the clearance is required under this CRZ regulation for the proposed project.
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1.6.7 Public Hearing
In order to obtain a No Objection Certificate (NOC) from the State Pollution Control Committee and ultimately the environmental clearance from the MoEF&CC, it is necessary to organize the public hearing.
These consultations should be coordinated by the state pollution control committee. Necessary advertisement is given in local newspapers one month in advance and followed by reminders to people by announcement on loud speakers a day before the public hearing will conducted.
Summary of Mandatory Clearances from GOI and GOM
The project would need the following clearances from GOI and GOM.
(a) Environmental Clearance from the MoEF&CC. (b) Environmental Clearance from the MoEF&CC under CRZ Regulation. (c) Clearance from the Maharashtra Pollution Control Board under the Air (Prevention and Control Of Pollution) Act, 1981 (as amended), the Water (Prevention and Control of Pollution) Act, 1974 (as amended) and the Cess Act 1998, if stipulated by the State Pollution Control Board while giving the NOC. (d) Minutes of meeting of public hearing from MPCB. (e) “Consent” from the MPCB for cargo handling, recycling and disposal of hazardous waste and effluents produce from the port operation.
1.7 Scope of the Study
The scope of the EIA study is as follows:
To describe the scope of the proposed project and associated works;
To establish the baseline environmental status of the project site;
To identify and quantify pollution sources and determine the significance of impacts on sensitive receptors;
To identify, predict and evaluate environmental and social impacts expected during the construction and operational phases if any;
To develop mitigation measures so as to abate, minimize pollution, environmental disturbance and nuisance during construction and functional phases; and
To design and specify the monitoring schedule necessary to ensure the implementation and the affectivity of the mitigation measures adopted.
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1.8 Permissions Received till date
Maharashtra Maritime Board (MMB) has issued letter of Intent (LOI) dt. 15.12.2014 to the company for the development of ship Breaking Facility (small ships 150 m) close to the existing terminal with water frontage of 125 m. MMB has approved cargo shipment and ship repair work at this multipurpose terminal and granted 3,500 m2 water frontage (100 m) on lease for this multipurpose terminal. MMB has granted permission for operation of Floating Dry Dock in the water frontage leased to the company. No Objection Certificate has been granted from Grampanchayat regarding Ship repair using Floating Dry Dock and Ship Breaking Facility. Received Consent to Operate from MPCB for cargo handling (0.1 MTPA) and ship repair activity using floating dry dock
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1.9 Terms of Reference
The EIA study is carried out as per the Terms of Reference received by MoEF&CC vide its letter no. F. No. 11-17/2015.IA.III dt. 12th November 2015. The TOR specified by the Committee and compliance of ToR points are given in Table 1-3.
Table 1-3 Terms of reference and compliance
Sr. ToR Points Chapter/Section in EIA Report No. 1 Details of land use around 10 km Land-use classification was done for the radius of the project site and map of 10 km radius area around the project the project area and 10 km area site using LISS IV January 2015 from the boundary of imagery. The detailed Land use study proposed/existing project area, including the map of 10 km radius from delineating project areas notified the project boundary, classification, by CPCB from time to time / area under each category etc. is given in notified eco-sensitive areas/ Chapter 4, Section 4.5.4. interstate boundaries and international boundaries. Analysis should be made based on latest satellite imagery for land use with raw images. 2 The EIA /EMP study should give The impact study and EMP was carried cumulative impact assessment of all out considering the cumulative impact the three activities namely cargo of all 3 activities involved in the project. handling, ship repairs using dry The detailed impact analysis of all the dock and shipbreaking (small project activities on various ships) and no activity should be environmental parameters is given in allowed in the creek. Chapter 5, while the EMP is given in Chapter 6. 3 Submit the present land use and At present the land is under the permission required for any ownership of the project proponent and conversion such as forest, there is no need for conversion. There is agriculture etc. land acquisition no forest land involved. There is no status, rehabilitation of habitation on the project plot; it is an communities/ villages and present open land with existing jetty for cargo status of such activities. handling. Therefore there is no need of rehabilitation in the project.
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Sr. ToR Points Chapter/Section in EIA Report No. 4 Details of the process for each The Chapter 2 in Section 2.7, 2.8 and 2.9 activity, generation of wastes, provides a detailed description of all the types, quantity and methodology project activities, namely ship breaking for collection, storage, treatment ship repairs and cargo handling and disposal. respectively. The types of waste generated, quantity and disposal methods are also given in respective Sections. Storage yard layout is given in Figure 2.7. The impacts due to various wastes on environmental parameters and their mitigation measures are given in Chapter 5. 5 Details of Tri Butyl Tin (TBT) based The use of TBT is prohibited as per paints to be used, details of international convention on the control collection and treatment of the ship of harmful antifouling system on 17th wash containing TBT and solid Sept. 2008. Hence, any TBT waste waste generation is not expected. TBT waste if at all generated, it will be sent to CHWTSDF. Emptied TBT antifoulants containers will be disposed off in a sanitary landfill, or by other approved State and local procedures. Open burning and dumping will be prohibited. Details of impacts of TBT hazards and generation, collection, disposal of TBT polluted ship wash and solid waste with respect to the project is given in Chapter 5, Section 5.6.1.4 6 Details of water resource, waste The details of water resource, waste generation. Treatment system and generation, treatment system and disposal along with water balance. disposal along with water balance is given in Chapter 2, Section 2.11 7 Details of emission control, details To mitigate the dust emission during
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Sr. ToR Points Chapter/Section in EIA Report No. of monitoring of VOC loading and unloading of cargos such as coal, bauxite ore etc., use of chute is preferred instead of dumping from the ramp. Material Handling Cranes have been considered using grab unloaders or clamp-shell buckets for cargo movement between the barges to jetty/ berth. Grab unloaders or clamp-shell buckets will reduce dust, spillage, handling loss etc. during cargo discharging from the barges at Jetties. Tarpaulin covers will be used to avoid fugitive dust There will not be any other significant air emission at the project site. Details of VOC monitoring are given in Chapter 4 Section 4.2. 8 MoU with authorized agency for The project proponent is in the process disposal of hazardous wastes if any of signing MoU with CHWTSDF 9 Detailed base line marine water The baseline marine water quality with quality vis-à-vis likely impact due details of sampling and analysis is given to ship breaking and mitigation in Chapter 4, Section 4.4.2. The impact proposed on Marine water and mitigation measures are given in Chapter 5, Section 5.4.2.2. 10 Details of personal protective PPE will be provided to all the workers equipment’s (gas masks, dust at the ship breaking and repair facility masks, hand gloves, safety shoes, along with safety training and safety, goggles etc.) for workers periodical health check-ups. The details engaged for cutting, dismantling, of PPE to be used during cutting, isolation and segregation process. dismantling, isolation and segregation process is given in Chapter 2, Section
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Sr. ToR Points Chapter/Section in EIA Report No. 2.9.9 and Chapter 7, Section 7.9 (Hazard Kit ) 11 Details of the dredging, quantity Dredging is not necessary and will not and disposal be carried for the project as the channel has 7 meter depth from Jaigad harbour upto the site even during low tides. 12 Details of reclamation along with No reclamation will be done. the source of materials and its quantity & quality 13 Details of shore line changes along The results of the shoreline change with the shore protection if any assessment around 2 km either side required during 2005 – 2010, reveal spatial variations in the shoreline change rates and also that the shoreline at the proposed port development area has not undergone changes. As per the National Shoreline Change Assessment Report for Maharashtra state, the site is under rocky coasts category. The details of shoreline change are given in Chapter 5, Section 5.9 14 Details of Environmental The detailed EMP is given in chapter 10 Management Plan and and EMP along with the costing is given Environmental Monitoring Plan in Chapter 6 & 9. with parameters and costs 15 Details of Oil Spill Contingent Oil Spill and Contingent Management Management Plan. Details of oil, Plan is given in Section 7.3.2 of Chapter hazardous materials, asbestos etc. 7. handling onshore or offshore Hazardous material handling and storage is described in Chapter 2 Section 2.11.6 Asbestos handling and storage is described in Chapter 5, Section 5.6.1.1
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Sr. ToR Points Chapter/Section in EIA Report No. 16 Details of Risk Assessment, Disaster Detailed DMP during natural and man- Management Plan including made disasters like flood, cyclone, emergency evacuation during tsunami and earth quake is given in natural and man-made disaster like Chapter 7 floods, cyclone, tsunami and earth quakes etc. 17 Copy of layout superimposed on Map showing HTL/LTL is given in HTL / LTL map demarcated by an Figure 2.4 authorized agency on 1:4000 scale MCZMA has recommended the case along with the recommendation of from CRZ point of view to the SEIAA, the SCZMA. Maharashtra. 18 Details of independent road The Proposed site is accessible by 9 m connectivity to main NH/SH wide road which is connected to State highway no. 105 (Tavsal- Abloli). The site is well connected to Mumbai Goa national highway no. 66 near Sawarde towards Mumbai and 52 km at Niwali towards Goa. Details of Connectivity of the project site are given in Chapter 2, section 2.4 19 Noise levels, particularly for night There will not be any activity carried operation out at night. 20 Any further clarification on This EIA report is prepared referring carrying out the above studies the Model ToR available on MoEF including anticipated impact due to website. the project and mitigative measure, project proponent can refer to the Model ToR available on Ministry website “http//morf.nic.in/Manual/Ship breaking yard”
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1.10 Methodology of Study
Following steps by step methodological approach was incorporated in the process of preparation of the report:
Screening of the project based on project information available. Sampling locations for baseline data collection were established based on site survey, probable impacts, location of sensitive areas etc. Following attribute studies were carried out for the establishment of baseline data.
Table 1-4 List of Environmental Attributes for Baseline studies
Sr. Attribute Parameters Frequency of Monitoring No
Ambient Air Quality samples were monitored PM10, PM2.5, SO , NO , 1 Ambient air quality 2 x for 24hrs, twice a week for CO and VOCs total 13 weeks (Annexure III) Surface: Wind speed and Primary data at Site, and direction, temperature 2 Meteorology Secondary data collection relative humidity and from IMD. rainfall. Primary data – Physical, chemical and Groundwater sample were 3 Water quality bacteriological collected from Project site parameters. and lake water, marine water
Existing terrestrial and Based on the data collected 4 Ecology aquatic flora and fauna. from secondary sources.
Continuous 24-hourly 6 Noise levels Noise levels in dB(A) monitoring at 6 locations during the study period Parameters related to 7 Soil characteristics agricultural & 2 samples in study area afforestation potential. Survey at 1 location once in 8 Traffic study Traffic density / pattern study period. Land use for different 9 Land use Based on secondary data categories. Socio-economic Based on data collected 10 Socio-economic aspects characteristics of local from secondary sources .i.e. population Census 2011.
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Sr. Attribute Parameters Frequency of Monitoring No
Based on data collected 11 Geology Geology of the area from secondary sources.
Drainage pattern, nature of streams, aquifer Based on data collected 12 Hydrology characteristics recharge from secondary sources. and discharge areas. Tides, wave patterns, currents, shoreline morphology – near Coastal Based on data collected 13 shore, foreshore, dynamics and from secondary sources. morphology Sediment – characteristics and transport, etc. Benthal quality, Microbiological population, Pathogenic Based on data collected bacteria, flora and fauna from secondary sources in the marine and primary data – marine 14 Marine biological water sampling taken at 3 parameters environment including fisheries – migratory locations species, species with commercial /recreational value, etc.
The scoping was done based on quantifying impacts of proposed Project on the surrounding area, both before and after development. The criteria that have been developed to evaluate impacts due to the proposed Ship Breaking facility, together with other proposed activities at the Multipurpose Terminal and existing operations within the dockyard, on various environmental components is based on assessment of: o Magnitude (severity), prevalence, frequency and duration of impact i.e. actual change to the environment taking place; and o The sensitivity/importance/value of receptors or the affected resource. Impact assessment and mitigation measures were recommended, deliberated and established by various area experts as listed in the EIA project team (Chapter 11) based on the specialised studies carried out for baseline as well as impact prediction.
1.11 Baseline Environmental Studies
The baseline of the environmental and social-economic status/conditions of the study area has been established through primary data generated/collected through field study,
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surveys and monitoring and review, compilation and analysis of existing published secondary data/literature/information.
1.12 Structure of the report
The report is structured as per EIA Notification, 2006, as amended and also EIA guidance manual for Ship breaking yards August 2010, released by the MoEF&CC. The approach to the EIA study involved establishing of the environmental and social baseline conditions of the study area (including the 10 km radius general study area). The next step is to identify both negative and positive potential impacts. After identification of environmental and social impacts, the respective impact mitigation and avoidance framework is proposed to mitigate the adverse environmental impacts and to enhance the positive impacts.
1.12.1 Project Influenced Area (PIA)/ general Study Area
As per the norms laid out by MoEF an area falling within 5 km from the project boundary and 10 km radius with port site as centre has been earmarked for the study as the study area. The core study area is the project site.
1.12.2 Study period
The baseline environmental surveys were carried out during October 2016 – December 2016. The collected secondary data has been supplemented by conducting the necessary primary data generation/collection through the seasons field study/monitoring. The field monitoring and analysis of parameters with respect to ambient air, noise, water and soil was carried out.
1.12.3 Methodology
The EIA for the proposed port has been carried out both for establishment of Ship breaking activity as well as operational phases. In each phase, the anticipated impacts due to the proposed project on terrestrial and marine environmental components have been addressed. The methodology adopted for the study is discussed.
1.12.4 Baseline Environmental Conditions
The baseline environmental status of the study area was established by carrying out the field survey covering terrestrial and marine environmental components. In addition, secondary data was also collected, reviewed and presented.
Terrestrial Environment: The baseline environmental data for terrestrial environment was collected within the study area for following attributes.
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Meteorology
Ambient Air Quality (PM10, PM2.5, SO2, NO2, CO and VOC) Noise Water Quality Soil Ecology Geology Land Use and Land Cover Mapping Topography
The baseline terrestrial environmental conditions are described in Chapter 4.
Marine Environment:
Marine Water Quality: Marine water samples at different locations by Niskin sampler. Relevant physico-chemical parameters were analysed.
Sediment Quality: Sediment samples from different locations were collected by Van- Veen Grab sampling method and were analysed for different physico-chemical parameters.
Socio-Economic Environment:
Socio-economic data (population data, literacy, occupation, amenities, and medical facilities) was collected from the Census of India (2011). This data was analysed to prepare the socio-economic impact of the proposed project. A socio-economic survey was conducted in 10 km study area of the proposed project site.
Environmental Monitoring Programme
Post project environmental monitoring programme has been formulated for the port, road connectivity which is presented in the Chapter 6 of this report. The environmental monitoring programme as well as the effectiveness of mitigation measures (including measurement methodologies, frequency, location, etc., and detailed budget) are discussed in Chapter 6.
Additional Studies
Public Consultation:
In line with the requirements of EIA Notification, 2006 (as amended) for Category A projects, Public Hearing was conducted for the proposed development of shoip breaking
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activity. For conducting Public Hearing, the Draft EIA Report was prepared in accordance to MoEF&CC approved ToR and Executive summaries in English and Local (Marathi) languages had submitted to Maharashtra State Pollution Control Board (MPCB). The meeting was presiding over as a chairman by Additional District Magistrate, Ratnagiri. I/C Sub Regional Officer of Kolhapur MPCB as a member and Field officer from Chiplun office as a convener of comitee welcome to chairman. The participants from project area as well as from surrounding villages were presented in huge number. All of the participants were in favour of the project. The details will be included in Chapter 7.
Risk Assessment (RA) and Disaster Management Plan (DMP): Preliminary Risk analysis (RA) covering the hazard identification is carried out. Based on this, a preventive measure, the Disaster Management Plan (DMP) was prepared outlining various action to combat accidents including ship breaking, ship repairing, oil spills and natural disasters. Also measures to guard against fire hazards have been provided in Chapter 7.
Project Benefits
The project benefits in terms of improvements in the physical infrastructures and social infrastructure, employment potential and other tangible benefits are presented in Chapter 8.
Environmental Cost Benefit Analysis
The Chapter 9 covers the environmental cost benefit analysis of the project.
Environmental Management Plan (EMP)
An EMP is the key to ensuring a sustainable development and it is the outcome of the overall EIA process. For now, it basically comprise of all the mitigation measures, which have been proposed for the identified potential impacts. The mitigation measures have been discussed in Chapter 5 under the respective sections. The Environmental Monitoring Programme has been discussed in Chapter 6. The institutional mechanism responsible for the implementation of the mitigation measures and Green Belt development is presented in Chapter 10.
Summary and Conclusion
The summary and conclusion of the proposed project is discussed in Chapter 11.
Disclosure of Consultants Engaged (Chapter 12)
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1.13 Structure of the EIA report
Chapter 1: Introduction
Chapter 2: Project Description
Chapter 3: Analysis of Alternatives
Chapter 4: Description of Baseline Environment
Chapter 5: Anticipated Environmental Impacts and Mitigation Measures
Chapter 6: Environmental Monitoring Programme
Chapter 7: Additional Studies
Chapter 8: Project Benefits
Chapter 9: Environmental Cost Benefit Analysis
Chapter 10: Environment Management Plan
Chapter 11: Summary and Conclusion.
Chapter 12: Disclosure of Consultants Engaged
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Chapter 2 PROJECT DESCRIPTION
2.1 Introduction
M/s Marine Syndicate Pvt. Ltd (MSPL) is going to planning for establish a Ship breaking facility at S. No. 41 & 42, H. No. 18 & 19/1, village Katale (Jaigad Creek), Tal Guhagar, District: Ratnagiri, of Maharashtra. Around 10 to 15 small ships/barges will be dismantled every year in this ship breaking facility. Ship breaking facility for size small ships are planned in the separate zone very close to the water frontage already availed for cargo shipment and ship repair work under the agreement signed with MMB. Separate agreement will be signed with MMB for lease of addition 5000 m2 water frontage to be used for proposed ship breaking facility.
In this proposed ship breaking project the proponent planned for the development of multipurpose terminal with existing jetty. Along with this ship breaking facility three types of activities will be provided. Hence, to know about the project and its impact on environment, different environmental components need to be examined. The various activities established in proposed development project are listed and described below:
a) Ship repair
Ship repair work by using steel Floating Dry Dock (FDD) will be carried out at this terminal. Small ships, barges, tugs, supply vessels etc. up to 75 m. length and 5 m. draft will be docked on this Floating Dry Dock. Floating Dry Dock will be moored and operated in the water frontage granted by MMB on lease. Ship repair work will be attended as per orders. Around 24 to 30 ships every year will be attended. Total 3500 m2 water frontage is availed from MMB on lease for cargo shipment and ship repair work.
b) Ship breaking facility
The ship breaking facility for small ships upto 150 m length & 5 m draft is planned in separate zone very close to water frontage already availed for cargo shipment & ship repair work under the agreement signed with MMB. Separate agreement will be signed with MMB for lease of addition 5000 m2 water frontage to be used for proposed ship breaking facility. Around 10-15 nos. of ships/barges will be dismantled every year in this ship breaking facility.
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c) Cargo shipments
Cargo shipments will be undertaken with feeder support service by using small ships and barges of maximum 4 m draft from this terminal up to mother vessels at anchorage and upto nearby coastal ports. Cargo shipments of Bauxite, Laterite, Coal, Fertilizers, Molasses etc. as well as bulk, bagged and liquid cargo is planned at this terminal. Total cargo quantum will be maximum 2 lakh ton (0.2 million ton) only per year at this terminal. This terminal has Customs notification for export of Bauxite.
2.2 Type of Project
The proposed project proposal (as defined in Section 1.2) falls under activity no. 7(b) of Category ‘A’ (ship breaking yards including ship breaking units) of Schedule to the EIA Notification 2006 wherein these facilities require prior Environmental Clearance from Ministry of Environment and Forests (MoEF), Government of India based on an EIA study conducted as per the Terms of Reference approved by the Expert Appraisal Committee (EAC) of MoEF. The project also requires CRZ Clearance under the CRZ Notification, 2011 as the above proposed activities fall in CRZ IB, III and IVB Zones. The proposal was considered in 115th MCZMA meeting (item no. 47 dt. 17.01.2017) and as per the MoM the project is recommended from CRZ point of view to SEIAA, Maharashtra.
2.3 Site Setting and Location
The proposed site is planned at S. No. 41 & 42, H. No. 18 & 19/1, village Katale (Jaigad Creek), Tal Guhagar, District: Ratnagiri, of Maharashtra located on 17°17’24’’ N latitude and 73°16’36’’ E longitude. (Refer Table 1-1 Chapter 1). The location of the project is depicted in Figure 1.1 and 1.2 in Chapter 1. The site photographs for the project are given in Figure 2.1.
It is inland waterways of Jaigad creek and ideally situated between Mumbai and Goa. The proposed project is at village Katale on the north bank of Jaigad creek in its inland waterways. The site is 3 nautical miles upstream from Jaigad Harbor and 4 nautical miles from sea mouth. Existing channel has 7 m depth from Jaigad harbour upto the site even during Low tides. There are no mangroves at this site. Other details of Project Site location are given in the Table 2-1 below.
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Table 2-1 Details of project site
Sr. No. Particulars Details Katale (Jaigad Creek), Tal Guhagar, 1. Location District: Ratnagiri, Maharashtra 2. Nearest railway station Sawarde (40 km) 3. Nearest airport Kolhapur, Panji 4. Nearest Port JSW & Angre SH 105 connects the site to NH 66 at 5. Access Road Sawarde 6. Latitude 17°17’24’’ N 7. Longitude 73°16’36’’ E
2.4 Existing Facilities
The existing port has one jetty to load the cargo into barges and that is operational when the weather is favourable.
Few shore bollards and mooring buoys are already in place. Installation of Very High Frequency (VHF) station is in progress. Toilet facilities and sewage disposal arrangement are at site as per the approval accorded by District Health Officer. Fire fighting facilities are provided including portable fire extinguisher, fire hoses and diesel driven fire water pumps are present at site. Transport facilities of heavy vehicles like trucks, dumpers, tractor trolleys etc. are already available at site.
A photograph of Existing jetty is depicted in Figure 2.1.
The plan showing super structure of existing jetty is depicted in Figure 2.2.
Figure 2-1 Existing Jetty Photographs
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Figure 2-2 Existing jetty Plan
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2.5 Connectivity and Accessibility
2.5.1 Accessibility
The proposed site is located in Ratnagiri district of Maharashtra State at village Katale on the north bank of Jaigad creek in its inland waterways. The proposed site is at 72 km from Ratnagiri city and 52 km from Chiplun city. The Proposed site is accessible by 9 m wide road which is connected to State highway no. 105 (Tavsal- Abloli). The site is 3 nautical miles upstream from Jaigad Harbor and 4 nautical miles from sea mouth. The site is well connected to Mumbai Goa highway no. 66 near Sawarde towards Mumbai and 52 km at Niwali towards Goa. Sawarde Railway station is at 40 km from this site. Nearest Airport is located at Kolhapur within 175 km, Goa within 295 km and Mumbai within 310 km from proposed project site.
Figure 2-3 Existing approachable Road
SH105 Ferry Drive
SH 105 (Tavsal- Abloli)
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2.5.2 Navigational Accessibility:
Maximum draft of the vessel arriving at this terminal will be 5 m only. There is 6 m. water depth available at sea mouth on sand bar during average high water. Immediately after the sand bar; there is 12 to 14 m water depth in Jaigad harbour and then there is 7 m. deep river channel from Jaigad harbour upto this proposed site. This site has open bay of 600 m dia turning circle available for free manoeuvring of vessels when arriving at site (Figure 2.4). Pilot boat will be provided to guide the vessels in the channel while approaching to the site. The mooring boats will be provided for mooring purpose when vessels arrive at site. One tug will be arranged for pushing, pulling and positioning the vessel while keeping on mooring buoys or beaching the vessel on soft mud at the site (Figure 2.4).
Figure 2-4 Site Photographs
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2.5.3 Connectivity and communication facilities
Public address system will be provided at all port operational areas. An efficient and effective operation of a port terminal requires the provision of reliable and adequate communication facilities. Communication is usually required between the outside world and the port, between and within the terminals as well as other locations where port staff, customs officials etc. are located. To meet these requirements, a communication system comprising telephones, fax machines, wireless sets, computers, etc. and a public address system will be provided. These aspects are broadly described here.
Land line BSNL telephone & Vodafone; Idea Mobile network is available at site.
2.6 Ship Tranquility Studies
2.6.1 Anchorage
The proposed site is located in Ratnagiri district of Maharashtra State at village Katale on the north bank of Jaigad creek. The outer anchorage from the nearest port as well as from the mother vessels will be used for the transfer of cargo to barges. The cargo will be transported form the mother vessels to the MSPL by the barges only.
2.6.2 Navigational Channel
Jaigad creek is the tidal creek with mean tidal variation about 1 m to 4 m above CD. The wave height ranged between 0.4 and 1.8 m. Cargo shipments will be undertaken with feeder support service by using small ships and barges of maximum 4 m draft from this
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terminal up to mother vessels at anchorage and upto nearby coastal ports. Due to the sufficient CD in the creek the MSPL need not required dredging practices in the channel. The current navigability of the creek is easily approachable for the small ships and the barges for handle cargo. During public hearing Shri. Natekar raised question to kept channel open all time for the fishing boats. The Project Proponent assured that No hindrance and obstacles to fishing activity and tourism in the creek after the expansion of the project.
2.6.3 Movement of Small Ships or Barges
After the expansion port will engaged with cargo shipments of Bauxite, Laterite, Coal, Fertilizers, Molasses etc. as well as bulk, bagged and liquid cargo is planned at this terminal. Total cargo quantum will be maximum 2 lakh ton (0.2 million ton) only per year at this terminal. Some minor fishing practiced in the creek and the navigability of this fishing ships also easily moved in the creek after proposed expansion of the port.
This terminal has customs notification for export of Bauxite. Ship repair work by using steel Floating Dry Dock (FDD) will be carried out at this terminal. Small ships, barges, tugs, supply vessels etc. up to 75 m. length and 5 m. draft will be docked on this Floating Dry Dock. Floating Dry Dock will be moored and operated in the water frontage granted by MMB on lease. Ship repair work will be attended around 24 to 30 ships every year. Total 3500 m2 water frontage is availed from MMB on lease for cargo shipment and ship repair work.
The ship breaking facility for small ships upto 150 m length & 5 m draft is planned in separate zone very close to water frontage already availed for cargo shipment & ship repair work under the agreement signed with MMB. Separate agreement will be signed with MMB for lease of addition 5000 m2 water frontage to be used for proposed ship breaking facility. Around 10-15 nos. of ships/barges will be dismantled every year in this ship breaking facility.
2.7 Bathymetry Study:
The bathymetric survey was conducted in December 2017 with Ganaraj Krupa survey vessel. FUGRO’S STARFIX system was used for positioning and control of bathymetry survey with in the study area. All bathymetric data acquired during the survey were reduced to CD, using observed tides. Water depths within the survey area were ranging between a minimum of 0 m (at the northern extreme of the survey area,) and maximum of 11 m (at the southern extreme of the survey area). The recorded depths within the
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survey area were reduced to chart datum using predicted tides. The contour depths have been observed maximum from the south to north east i.e. 0 to 10 meter. The depth 11 m showed below chart datum which is the highest depth along the width of the creek. The depth near to the proposed platform area had observed 4-5 m below chart datum. The chart duly signed by Charge Hydrography of National Hydrographic Office (NHO) is enclosed. The bathymetry of the project region is shown in Figure 2-5.
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Figure 2-5: The bathymetry chart Jaigad Creek
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2.8 Project Layout
All the port facilities are proposed to be developed entirely on private land whereas the entire infrastructure facilities like administrative buildings, backup areas, warehouse, truck terminal areas, etc. are planned to be developed on the 2.90 Ha (i.e. around 7.25 Acre) is owned by MSPL.
As a part of port development, several infrastructure facilities have to be developed. The Proposed site is accessible by 9 m wide road which is connected to State highway no. 105 (Tavsal- Abloli). Some of these infrastructure facilities are to be developed close to the port. Therefore adequate backup area and other land resources have been acquired in the vicinity of proposed port. These are together termed as ancillary sites which will be a part of the overall port infrastructure. These ancillary sites and facilities are for developing
Warehouse Port Annex Facility (PAF) zone which includes Truck Terminal, a 25 HP 3-phase 415 V electrical power supply for industrial use and separate 25 HP 3 phase 415 V electrical power supply for commercial use sub-station port operator’s colony Port backup areas for administrative and other utilities such as water harvesting area, greenbelt, etc. Ship Breaking Area Ship repair facility using Floating Dry Dock
The layout of the project site with clear demarcation of the ship breaking zone, port area, PAF, Warehouses etc. is shown in Figure 2.5. The proposed port development has identified the conceptual footprint and location for various terminal buildings required for the functional port operations as provided. Provisional locations for these buildings are proposed with flexibility for future expansion. Table 2-2 shows the land use of the project plot.
2.8.1 Conceptual layout planning
For conceptualizing layout plans for the proposed facility, the requirements have been identified like storage godowns, open storage yards, shipbreaking material storage,
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worker’s amenity area etc. Based on above, suitable areas within the proposed location of the site have been identified where these facilities are to be developed.
Table 2-2 Proposed landuse of plot for “United Dockyard” Katale Port
Sr. No. Land use plan Sr. No. Land use plan 1 Administrative Building 4 Future Expansion Area 2 Staff Building 5 Customs building/Shed 3 Port Parking Area 6 Open Stockyard No. 1 to 2
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Figure 2-6 Proposed Layout of the Project
Source: MSPL
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2.9 Ship breaking facility
The various aspects considered during the ship breaking facility are as follows:
2.9.1 Ship breaking facility for small ships upto 150 m lengths and 5 m draft
Ship breaking facility for above size small ships is planned in the separate zone very close to the water frontage already availed for cargo shipment and ship repair work under the agreement signed with MMB. Separate agreement will be signed with MMB for lease of addition 5000 m2 water frontage to be used for proposed ship breaking facility. Around 10 to 15 small ships/barges will be dismantled every year in this ship breaking facility.
The basic components of the ship breaking are as follows: • Beaching area • Steel section and steel plates open storage area • Machinery storage area • Scrap and outfit material storage area • Electrical items storage area • Storage area for hazardous material • Miscellaneous items storage area • Equipment like Material Handling Cranes, Winches • Utility area (Worker’s rest room, change room, etc.) • Office and other buildings Total 4 Nos. shore bollards will be installed ashore to hold the vessels very close to shore. Small ships and barges arriving for dismantling purpose will be beached in soft mud at this terminal. Separate 5000 m2 water frontage will be used for ship breaking facility. Total 2 Nos. mooring buoys will be placed for stern lines of the vessel when beached for dismantling purpose.
In addition to shore bollards, there will be 3 nos. of winches ashore to pull the vessel closer as and when required. One weigh bridge of 30 ton capacity will be installed ashore.
Vessels will be inspected at the outer anchorage of Jaigad outer sea thoroughly for any hazardous material on board. Vessels with hazardous material on board will be prevented from entering into harbour. After the inspection at outer anchorage; the vessel will be brought in the bay close to the site and will be kept on mooring buoys. Vessel will be again examined for potential sources of pollution.
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Residual fuel and lubricant oils will be collected in sludge tank or in drums and then it will pumped ashore and stored in drums and portable tanks for handing it over to Common Hazardous Waste Treatment Facility for safe disposal or authorised recycler.. Ships tanks will be cleaned and wiped dry. Bilge water, slop water and other oil containing water will be treated in ETP.
Solid waste will be collected on board ship and removed ashore and segregated for disposal following permissible methods. Utmost and entire care will be taken to avoid pollution in the bay and ashore.
2.9.2 Details of Ship Breaking Process
Ship breaking is the process of dismantling an obsolete vessel’s structure for scrapping or disposal. Conducted at a pier or dry dock or dismantling ship, it includes a wide range of activities, from removing all gears and equipment to cutting down the ship’s infrastructure. Ship breaking is a challenging process, due to the structural complexity of ships and the many environmental, safety, and health issues involved (OSHA, 2001).
Ships can be dismantled in water, on land (Dry-dock Method) and at water and land interface (Beaching Method). A very broad comparison between these three methods is given in Table 2-3, highlighting the method to be adopted at the proposed ship breaking yard.
Table 2-3 Proposed Ship breaking method compared with others
Ship Breaking At Water-Land In Water On Dry Dock Method Surface Buoy, Quay Dry-dock Beach with large tidal Infrastructure side[man made] [man-made] Variation [natural] Large Energy spent for (Making of dry- Nil (Tidal energy is Medium Infrastructure dock using steel naturally available) etc.) Environmental Impact Same Hazard Same Method of Ship Breaking proposed at United Dockyards
The ship is sailed to the beach under its own power or is towed by barges. A beached ship is rendered immobile, and cannot usually be refloated. Beaching is thus irreversible. Subsequently the beached ship is dismantled section by section and brought to the yard for further cutting. The ship breaking flow chart is given in Figure 2.6.
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Following step by step activities will be involved in the ship breaking process at United Dockyard:
Conducting a Vessel Survey: - Understanding and identifying various compartments of the ship to plan the work based on potential locations of hazardous materials. Removing fuels, oils, and other liquids and combustible materials if any: This process continues throughout the ship breaking process. Hot work permits will be checked for dismantling the ship and also to ensure safety of workers. Removing the Equipment: - Fixtures, anchors, chains, and small equipment are removed initially. Large reusable components (e.g., engine parts) are removed as they become accessible. Reusable materials and equipment may be sold directly with little or no refurbishment by the scrapping facility. Propellers may also be removed so that the hull can be pulled into shallow water. Removing and Disposing Asbestos-containing Materials (ACM) and Polychlorinated Biphenyls (PCBs) Containing Materials: - ACM is removed from cut lines so that large sections of the ship can be removed. The engine rooms, which usually contain most of the asbestos, take longer time for removal. PCB materials will be removed and stored at designated area until the further transportation. Preparing Surfaces for Cutting: - Paint is removed after asbestos and PCBs are removed. The presence of hard-to-remove and potentially toxic materials may require specific cut-line preparation, such as grit blasting. Metal cutting: - During the cutting phase, the upper decks superstructure and systems are first cut, followed by the main deck and lower decks. Metal cutting is typically done manually using oxygen-fuel cutting torches, but may be done with shears or saws (for non-ferrous metals). Typically, as large parts of the ship are cut away, they are lifted by crane to the ground where they are cut to specific shapes and sizes required by the foundry or smelter to which the scrap is shipped. As cutting continues and the weight of the structure is reduced, the remaining hull floats higher, exposing lower regions of the hull. Bilge water is sampled, treated in ETP and discharged appropriately. Ultimately, the remaining portion of the hull is pulled ashore and cut. Recycling or Disposal of Scrap: Scrap metals, including steel, aluminium, copper, copper-nickel alloy, and lesser amounts of other metals, are sorted by grade and composition and sold to the re-melting firms or to scrap metal brokers. Valuable metals, such as copper in electric cable, that are mixed with non-metal material may be recovered using shredders and separators. The shredders produce a gravel-like mixture of metal particles and non-metal ‘fluff’. The metals are then separated from the fluff using magnetic separators, air flotation, separator columns, or shaker
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tables. Other materials that are not recycled, including hazardous materials and other wastes, are disposed following the applicable laws and regulations. Reuse: Many parts such as engine, auxiliary diesel motors, pumps, winches, cranes, radar and electronic equipment can be directly reused. Tools, auxiliaries, lamps, tables, fluorescent tubes, benches, ropes, safes, cables, ornamental plastic sheeting can be marketed to resellers. A demolition plan is often used to systematically scrap the vessel and to ensure the safety and health of the workers. A demolition plan involves the following steps:
Removing Hazardous Material Illustration of Shipbreaking survey (Ship's piping coated with asbestos)
Illustration of worker salvaging equipment Illustration of worker scrapping ship
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Figure 2-7 Ship Breaking Activity Flow Chart
2.9.3 Infrastructure and Other Services for Ship Breaking yard
The proposed ship breaking yard ‘United Dockyards’ at Katale, will handle small ships of 150 m length and 5 m draft of around 2,000 tonnes weight as mentioned in Section 2.1 (c). The following infrastructure facilities are planned at the site considering the size of ships, number of ships to be handled, area requirement for storage and transport of salvaged and disposable material.
Equipments required for Ship Breaking Process
1. Winches 2. Speed Boats 3. Wire Rope 4. Multiple sheave block pulleys 5. Bow and U shackles 6. Bollards 7. Ship Breaking Equipments
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2.9.4 Size of the ship breaking yard
Total area 29,030 m2 (Approx. 7.25 Acres) is owned by the Company and is included in the agreement signed with the Maharashtra Maritime Board (MMB) for this multipurpose terminal. The 3500 m2 water frontage is adjoining fore-shore land owned by the Company. This water frontage is granted by MMB to the company for use of multipurpose terminal for cargo movement and ship repair work and is demarcated and covered in the agreement signed with MMB.
MSPL has requested for additional 5000 m2 water frontage with 125 m fore-shore length for proposed ship breaking facility. Location of this new water frontage is very close to already availed 3500 m2 water frontage. This new 5000 m2 water frontage is also adjoining the fore-shore land owned by the Company.
Exact location of 3500 m2 already availed water frontage and proposed additional 5,000 m2 water frontage to be used for ship breaking work are shown in Figure 2.7
The area distribution for ship breaking yard is shown in Figure 2.8
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Figure 2-8 Layout for Ship Breaking Facility
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Figure 2-9 Ship Breaking Area
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2.9.5 Hazard Involved in Ship breaking Activities
Ship breaking activities are often discourages as the whole process entails a series of risky tasks and as a depot of hazardous substances, which pose threats to the ambient environment and working people. Depending on their size and function, scrapped ships have weight of Max. 2000 tones, 70% of which is steel, coated with paint containing lead, cadmium, organotins, arsenic, zinc and chromium. Ships also contain a wide range of other hazardous wastes, sealants containing PCBs; various types of asbestos; and several thousand liters of oil (engine oil, bilge oil, hydraulic and lubricant oils and grease). Tankers additionally hold up to 1,000 cubic meters of residual oil. Most of these materials are defined as hazardous waste under the Basel Convention.
Following table depicted the Common hazards that are likely to cause work-related injuries and death, ill health, diseases and incidents among ship breaking workers (ILO, 2003).
Table 2-4 Hazards Anticipated during Ship Breaking
Serious Accident Hazards Fire and explosion: explosives, flammable Being struck by falling objects materials Compressed between heavy objects Struck by moving objects Handling heavy objects; poor access to Oxygen deficiency in confined spaces. Lack progressively dismantled vessels of PPE, housekeeping practices, safety signs Hazardous Substance Asbestos fibres, dusts PCBs & PVC (combustion products) Heavy and toxic metals(lead, mercury, Welding fumes cadmium, copper, zinc etc. Organometallic substances Volatile organic compounds (solvents) (Tributytin, etc.) Batteries, fire-fighting liquids Compressed gas cylinders Physical Hazard Noise Vibration Extreme temperatures Poor illumination Mechanical Hazard Trucks and transport vehicles Shackles, hooks; chains Power-driven hand tools, saws, grinders, Cranes, winches, hoisting & hauling abrasive cutting wheels equipment; Biological Hazards Toxic marine organisms Ergonomic and Psychological Hazards Repetitive strain injuries, awkward postures, repetitive and monotonous work, Mental stress, strained human relations excessive workload. General Concerns Lack of safety and health training Inadequate accident prevention
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and inspection procedures Inadequate emergency, first-aid and Poor work organization rescue facilities Lack of medical facilities and social Inadequate Treatment Facilities protection
Wastes and substances that may be inherent in the vessel’s structure are depicted in Table No. 2.5.
Table 2-5 Waste and substances anticipated during Ship Breaking
Waste Waste-location on the ship Alloys with lead in lead-acid storage Antimony batteries, solder Hardening agent in alloys, fuel containers, Beryllium navigational systems Cadmium Bearings Lead Connectors, couplings, bearings Tellurium In alloys Fire retardation in plastics, textiles, Antimony compounds rubber etc. Cadmium compounds Batteries, anodes, bolts and nuts Batteries, lead and chromate paint, paint Lead compounds coatings, cable insulation, lead ballast, generators, and motor components Arsenic: arsenic compounds Paints on the ship’s structure Thermometer, light fittings, electrical level switches, mercury in fluorescent Mercury: mercury compounds light tubes, fire detectors, and tank-level indicators Paints (lead chromate) on the ship’s Hexavalent chromium compounds structure Waste zinc residues Anodes (Cu, Cd, Pb, Zn) Glass waste from cathode-ray tubes and TV and Computer screens other activated glass Thermal insulation, surfacing material, sound insulation, hanger liners, mastic under insulation, cloth over insulation, Asbestos cable, lagging and insulation on pipes and hull, adhesive, gaskets on piping connections, and valve packing Compressed gases (acetylene, propane, Waste of explosive nature butane), cargo residues (cargo tanks) (Source: UNEP, 2002; ILO, 2003; OSHA, 2001)
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2.9.6 Impact of Ship Breaking Activity
Pollutants generated from ship breaking activities are like liquid, metal, gaseous & solids and are depicted in Table 2.6. along with the anticipated impacts and the proposed mitigation measures.
Table 2-6 Pollutants generated, anticipated Impacts & Mitigation Measures
Pollutants Impacts Mitigation Measures
Polychlorinated PCB containing wastes are paint PCB containing wastes will be biphenyl chips, engine oil, hydraulic fluids, stored in designated area & compounds damaged electrical cable handed over to authorize (PCBs), insulation, damaged electrical CHWTSDF. components, rubber and plastics.
Organotins, TBT is highly toxic to aquatic The use of TBT is prohibited as organisms, impairs their immune per international convention system, damage the central on the control of harmful nervous system and reproductive antifouling system on 17th mechanisms in mammals, Sept. 2008. Hence, any TBT waste generation is not expected. TBT waste if at all generated, it will be sent to CHWTSDF.
Oil/ Fuel Release, spread or leakage while Before breaking of ship, all taking out oil from the ship engine oil & residual fuel will be removed and stored in (Oil contains several highly volatile designated area till further compound composed of mainly transport. hydrocarbon, sulphur containing To prevent accidental spillages compounds etc., approximately provision of containment, 75% of the constituents of oil are booms, oil skimmers shall be hydrocarbons) used to minimize the damage to marine environment.
Metals Scrap Generation of dust/fumes during Use of Mask & PPE will be cutting process compulsory for the workers
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Pollutants Impacts Mitigation Measures
while cutting/ breaking
2.9.7 Material recovery and waste generation factors
Ship breaking produces useful scrap material and also wastes in the form of solids and liquids. The scrap and the rejects from ship-scrapping process are listed in Table 2-7.
Table 2-7 Prevailing Scrap Recovery /Waste Generation from Ship breaking
Material/ Scrap Recovery / Waste Generation Disposal waste from Ship Scrapping Option Scrap Material Rerolling Scrap Scrap Market Melting Scrap Cast Iron Scrap Non-ferrous Metal Machinery Wooden Furniture and Others Solid wastes Asbestos, PCBs Centralized Glass wool CHWTSDF
Sludge residue &Contaminated Materials Plastics and cables(with Paint chips) Rubber Fibreglass
Rexene Iron Scales Chicken mesh Cardboard and packing material Glass Cement tiles Municipal Solid Waste Landfills Liquid waste Bilge Water (For a medium Ship) & ballast Treatment Plants: water (if any) ETP will be provided Oils and Fuels
Source: Technical EIA Guidance Manual for Ship Breaking Yards, IL&FS
Substantial portion of the recovered material includes re-rollable plates and melting scrap (Table 2-8). An effort has been made to estimate statistics of waste generation from the ship breaking facility based on available data, viz. the type of ships that will be dismantled in the proposed facility and their structural composition.
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Table 2-8 Material Expected to be Recovered (Ships having max weight of 2000 tonnes)
Sr.No Type of wastes Quantity in % 1 Steel scrap 70 2 Machinery 20 3 Electrical Items 5 4 Wood/plywood/furniture 3 5 Others 2
The following items (Table 2-9) on board ships are recovered from scrapped ships (as machinery and other material). Some of these items are salvaged and the balance discarded as waste.
Table 2-9 Salvageable Materials from Ships
A. Petroleum Products & Chemicals Diesel Fuel Oil Lubricants Hydraulic fluids Refrigerants Anti-freeze / Anti seize Electrolytes Boiler additives Detergents Cleaningchemicals chemicals & Pesticides Sacrificing anodes solvents B. Industrial Materials Asbestos & Asbestos Paints Containing insulting PVC tubes / sheets Dunnage wood Materials Cotton rags Rubber packing and tubes Window panes Glass sheets Drums Cylinders of Industrial Polystyrene sheets Metal pipes and Nuts & Bolts Fibregases glass / reinforced Steel wool Glassvalves wool Cardboard Miscellaneousplastic items metallic items C. Electrical Machinery and Appliances Generators Motors Batteries Circuit Breakers Contactors Electrical welding Transformers Fuses and Fuse Switches Lightingequipment equipment Cables Panelboxes boards Accumulators Search-lights Fans and Blowers Portable lights D. Machinery Winches Pumps Compressors Lathes Grinders Ships’ Main & Auxiliary Engine Spares Machinery Spares Cranes Airengines conditioning plants Water treatment Boilers Bearings Gears & Gear Boxes plants E. Tools and Tackle Gas cutters Leather gloves Chains Polypropylene Wire ropes Pulleys & pulley blocks Hand tools CompressedRopes air tools Electrical Brushes Ships’ anchors tools
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F. Safety Equipment / Appliances Life boats Survival suits Floatation rings Life jackets & belts Helmets Fire fighting suits and Safety Boots Fire extinguishers Gas masks Breathingequipment apparatus Safety goggles Welding goggles G. Communication Equipment & Accessories Marine trans-receiver sets Telephones (Smashed by Customs soon PA systems FAX Machines after beaching) H. Navigation Equipment & Accessories Compasses GPS systems Radar sets Navigation Charts Signalling and Navigation Distress signals & Flags Fog horns lights flares I. Domestic Wares and Electro-mechanical appliances Photo- TVs, Music systems, Video Refrigerators Washing Machines copiers Players Furniture Personal Computers & Vacuum Cleaners Mattresses & linen Food items Kitchenaccessories utensils & Crockery Dish washers Books & magazines Cooking & food processing Cabin fittings Water coolers Buckets appliances Bathroom Show pieces & decorative Carpets & Ceramic tiles Fittings items Linoleum J. Miscellaneous Office Technical Documents & Domestic Ships’ Documents Stationery Books Detergents Source: Report “Pollution Potential of Ship Breaking Activities” prepared by MECON Ltd. for CPCB in 2001)
2.9.8 Role of ship breaking activities in our national Economy
Ship breaking activities hold potential as it creates economic opportunities for labourers and contribute to the economic growth of regions in need of private sector investment. Nearly 100% of the ship is recycled. In this perspective, ship breaking can be claimed to be a sound sustainable industrial activity. In the terms of an OECD (2001) report on ship scrapping: “Ship demolitions removes many recyclable materials and that can be used in a ship’s construction and is a major employer in the main shipbreaking areas”.
2.10 Ship repair work for small ships with Floating Dry Dock facility:
Ship repair work by using steel Floating Dry Dock (FDD) will be carried out at this terminal (Fig. 2.9 shows same kind of facility for reference). Small ships, barges, tugs, supply vessels etc. upto 75 m. length and 5 m draft will be docked on this FDD. The FDD
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will be moored and operated in the water frontage granted by MMB on lease. Ship repair work will be attended as per orders. Around 24 to 30 ships every year will be attended.
Total 3,500 m2 Water frontage is availed from MMB on lease for cargo shipment and ship repair work.
Total 2 Nos. mooring buoys will be placed in the bay for mooring small ships and barges for afloat repairs. Whereas, 80 m long one steel floating dry dock owned by other company namely M/s Katale Shipyard Pvt. Ltd., Mumbai will be used in the bay for this multipurpose terminal. Marine Syndicate Pvt. Ltd. will execute operations of this FDD. MMB has granted permission to Marine Syndicate Pvt. Ltd for operation of this FDD in the bay.
Total 4 Nos. anchors/sinkers will be placed to hold this FDD in position during its operations
The Principle design particulars are as follows:
Length Overall : 80.00 m Breadth : 24.00 m Breadth between side walls : 20.00 m Depth of Pontoon : 02.00 m Depth including side wall : 09.20 m FDD weight : 1250 ton Lifting Capacity : 1800 ton Max. draft of vessel to be docked : 05.00 m
A dry dock is a narrow basin or vessel that can be flooded to allow a load to be floated in, and then drained to allow that load to come to rest on a dry platform. Dry docks are used for the maintenance and repair of ships, boats etc.
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Figure 2-10 Ship repairing facility using FDD
2.10.1.1 Waste Management during Ship Repair Activity
The major waste streams are as follows:
• Chemical paint stripping waste • Surface preparation waste • Painting & solvent waste • Equipment cleaning waste • Engine overhauling & repair waste • Vessel cleaning waste
Reduction of waste is achieved through better operating practice or administrative policies. • Waste Stream segregation • Personal Practice Management Initiatives Employee Training • Procedural Measurements Documentation Material Handling & storage Scheduling
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Table 2-10 Waste Management during ship repair
Waste Stream Mitigation Measures Chemical Paint • Maximize stripper usage by reuse (appropriate recycling stripping waste techniques) • Better operating practice Equipment • Segregation of cleaning waste Cleaning waste • Recycling of cleaning waste Engine Repair • Segregation of spent engine & lube oil. waste • Recycling of oil & solvents • Use aqueous degreasers (for cleaning greasy and oily parts) Oily Compounds • Oily wastes and other hydrocarbon compounds (fuels and grease) are likely to be generated from maintenance activities conducted at the Dry Dock. Oily compounds will be disposed of in accordance with appropriate environmental protocol to ensure that it does not infiltrate the water, soil or air adjacent to floating dry dock. Metals • Floating Dry Dock will generate scrap metal in the form of sheet & solid metal off-cuts & it will be sold for recycling. Glass Materials • The facility will also generate negligible glass waste. Glass waste will be recycled where appropriate or disposed of at the appropriate landfill. Batteries • Used Batteries will be stored in a designated bounded area or disposed of as per Batteries (Management and Handling) Rules, 2001.
2.11 Cargo Shipment (Handling)
Cargo shipments will be carried out with feeder support service by using small ships and barges of maximum 4 m draft from this terminal upto mother vessels at anchorage and upto nearby coastal ports.
Cargo shipments of Bauxite, Laterite, Coal, and Fertilizers, Molasses etc. bulk, bagged and liquid cargo are planned at this terminal. Total cargo quantum will be maximum 2 lakh ton (0.2 Million ton) only per year at this terminal. This terminal has Customs notification for export of Bauxite.
Open ground is made available as stockyard for Bauxite material and approx. 60000 ton material will be stacked at one time. Bauxite cargo will be unloaded from lorries in this stockyard for storage.
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One cargo loading ramp is planned for loading bulk Bauxite cargo into barges. One small base platform (Pile Cap) of size 7000 mm. x 2400 mm. installed on total 6 Nos. RCC piles each of 600 mm dia. will support this cargo loading ramp on struts & beams. Tidal water will move freely between the piles without significantly obstructing the tidal flow. Existing jetty photographs are shown in Figure 2.1.
Barge will rest on this platform during loading cargo with mooring ropes secured to shore bollards.
2.12 Coastal Regulation Zone (CRZ) Compatibility
Institute of Remote Sensing (IRS), Anna University, Chennai has carried out demarcation of High Tide Line (HTL), Low Tide Line (LTL) and Coastal Regulation Zone (CRZ) for the project site.
The distances to the identified HTL were measured with respect to known points such as survey plot boundaries and transferred to the base map. Existing land use and landform in the project area have been used for the identification of CRZ categories.
The project area does not have any sensitive ecosystems such as mangroves, sand dunes, corals, etc. As per the CZMP of the State the land part adjacent to the project site belongs to CRZ III.
The proposed port development is permissible in CRZ subject to conditions as per the CRZ Notification 2011 as it requires waterfront and foreshore facilities. The project layout superimposed on HTL, LTL and CRZ setbacks is given as Figure 2.10.
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Figure 2-11: HTL/LTL Demarcation Map of the Area
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2.13 Site Services
2.13.1 Water supply
Based on the requirements of proposed port development, the water demand at the port is estimated to be 10 KLD including potable and dust suppression measures. Out of this, the potable water demand for the port personnel is 2 KLD with the balance being raw water.
Source of Water Supply: Daily requirement of 2 KL water (fresh water demand) will be made available from well water existing in the port premises (outside CRZ). Additional water supply will be available from village water supply scheme. Tanker water supply from Abloli village at 10 km distance is also available. Toilets facility &sewage disposal arrangement are at the site as per the approval accorded by the District Health Officer. The proposed fresh water mains will mainly serve the purpose of potable water supply to the usage points.
Storage of Water
The water storage facilities will be in overhead water tanks. The water requirement for the port complex is given in Table 2.11.
Table 2-11 Water Requirement
Water Total Water Water Total Requirement Particulars Requirement/ Demand Population Basis (in person KLD lpcd)* Domestic Population on site 100 25 45 4.5 Gardening/ Dust - - - 5.5 Suppression Total 100 10 90 % of Domestic & 100 % of Sewage Generation 4.3 Flushing Requirement Sludge 1 % of Sewage Generation 0.05 Recycling for
Flushing Population on site 100 20 2 Total 100 2 Excess Treated Water to 2.3 gardening/ dust suppression NBC: 2016
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2.13.2 Sewerage
Phytorid based STP of 10 KLD will be designed for the project. Treated water will be recycled for flushing and green belt development/ dust suppression measures. Proper maintenance and operation of the STP will be ensured by employing trained labours at the STP and following Standard Operating Procedures (SOP).
PHYTORID based Sewage Treatment and Reuse Implementation Project
A schematic diagram of Phytorid system for treating domestic wastewater is illustrated in Figure 2-11.
Introduction
• The Phytorid technology can be constructed in series and parallel modules / cells depending on the land availability and quantity of wastewater to be treated
• The Phytorid technology treatment is a subsurface flow type in which wastewater is applied to cell / system filled with porous media such as crushed bricks, gravel and stones. The hydraulics is maintained in such a manner that wastewater does not rise to the surface retaining a free board at the top of the filled media
• The system consists of the following three zones: (i) inlet zone comprising of crushed bricks and different sizes of stones, (ii) treatment zone consisting of the same media as in inlet zone with plant species, and (iii) outlet zone
The Process Involves Following Steps
Primary Settling Cell: In this water is stored and sedimentation process is allowed to take place.
Secondary Advanced Filter Cell: It consists of pebbles / stones of different sizes arranged in the form of layer through which waste water is allowed to pass. Thus it acts like natural filter. It consists of various baffles that allow the passage of water through the chamber.
Tertiary Biological Wetland Cell: It consists of layer of gravel/stones/pebbles and layer of mud with plants planted like Elephant grass (Pennisetum purpurem), Cattails (Typha Spp.), Reeds (Phragmites Spp.), Cannas pp. Yellow flag iris (Iris pseudocorus) that are normally found in natural wetlands with filtration and treatment capability. Furthermore some ornamental as well as flowering plants species such as Golden Dhuranda, Bamboo, Nerium, colosia etc. can be used for treatment.
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Sand filters: wastewater will be adequately treated with the help of this sand filters prior to disinfection in order for any disinfectant to be effective.
Disinfection: for destruction of pathogenic organisms to prevent the spread of water borne disease to downstream user
Collection tank: Clear water is collected & used according to demand.
Figure 2-12: A Schematic of the Phytorid System
Collection Tank Phytorid Bed Treated Water Collection PSF & ACF with O&G Tank- Treated control baffles water
Merits:
STP plants cannot remove pollutants like nitrates and phosphates which penetrate the groundwater and pollute it, but Phytorid does the job. Phytorid also removes the fecal coliform from waste water. Cost-effective in terms of O&M is the most important factor Operation and maintenance expenses are low. Low electricity requirement and nearly fossil energy free Smaller footprint (Retention time: Typically less than 24 hrs.) Facilitates recycle and reuse of water No Sludge Production, No foul odors and No Mosquito Nuisance. Tolerates fluctuations in operating conditions such as flow, temperature and pH No electricity required, No chemicals required, No machines involved in process The total area required for the system is approximately 20 sq. m. for 10 m3/day.
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Demerits
In evaluation with conventional treatment technology, Phytorid Technology generally requires more land area for execution but comparing with all other benefits with respect to energy consumption, O & M etc. is a preferred option.
Various Plant Species:
1. Forage Kochia Kochia app 2. Poplat Trees Populas app 3. Willow trees Salix app 4. Alfalfa Medicago sativa 5. Cattail Typha latifolia 6. Coontail Ceratophyllum demersvm L 7. Bullrush Scirpusspp 8. Reed Phragmites spp. 9. American pondweed Potamogeton nodosus 10. Common Arrowhead Sagittaria latifolia 11. Elephant grass Pennisetum purpurem 12. Cattails Typha sp. 13. Reeds Phragmite ssp. 14. Kardal Canna Indica 15. Yellow flag iris Iris pseudocorus
2.13.3 Bilge and ballast water collection and treatment (if any)
At the proposed project we do not anticipate any ballast water on board as this is applicable only to ocean going ships. Since the ship repair and breaking will be of ships of limited length, they would be coastal ships operating along the Indian coast. For the coast ships, exchange of ballast is not mandate or it is impractical.
Bilge water will be sampled, collected, treated in ETP and treated water will be used for the dust suppression measures. After the ship has been raised to dry land, pipelines will be laid from the ship to shore based storage tanks, and the bilge water will be pumped into them. As the size and number of ships to be handled at this project is small, portable PVC 1000 l storage tanks will be provided at the site for collection of the bilge water. The water will be filtered and treated in the ETP proposed at the site.
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Effluent Treatment Plant (ETP)
• The ETP of capacity 10 m3/day will be provided to treat bilge water, slop water and other oily waste waters from ships (repairing and breaking activity) by physic-chemical and biological means. Oily water is collected from the ships and transported by tankers or in drums to the ETP.
• The sequence of treatment is as follows: 1. The effluent is collected in a collection tank. 2. From the collection tank, the effluent flows to an oil & grease removal unit, where oil & grease floats to the top and skimmed off. Along with oil & grease, coarse solids including sticks, rags etc. are also removed by settling / floatation. 3. From the oil removal unit, the effluent flows to the Equalization Tank. The pH of the effluent is adjusted to 7.5 – 8.5. 4. From the Equalization Tank, the effluent is pumped to the Flash Mixer, where coagulants are added. The effluent is homogenized mechanically. 5. The homogenized effluent flows by gravity to the flocculator / reaction channel. 6. From the reaction channel the effluent flows by gravity to the Primary Settling Tank. The underflow of the Primary settling tank is sent to sludge drying beds; dried sludge is collected & transported to CHWTSDF. 7. The overflow of the Primary Settling Tank flows by gravity the Aeration Tank. Di-ammonium phosphate and urea are added to the Aeration tank to promote the growth of micro-organisms. 8. Treated water from the Aeration Tank flows by gravity to the Secondary Settling Tank. Part of the sludge from the Secondary Settling Tank is recycled back to the Aeration Tank. The rest of the sludge is pumped to sludge drying beds. 9. Treated water is stored in storage tank and will be used for the dust suppression measures.
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Figure 2-13: A Schematic of the ETP
2.13.4 Storm-water drainage system
Immediately after a ship has been hauled up, a temporary berm will be constructed astern of the ship (i.e. between the ship and the sea). This berm will be compacted. The purpose of this berm will be to prevent any spillages of liquid effluents and storm water runoffs carrying solid debris from reaching the creek. Storm Water management will be carried out through a network of garland drains and settling pits. Garland drains will be constructed on sides of the ship cutting area prior to monsoons. The garland drains will be routed to a settling pit to settle out suspended solids in the storm water. The settling pit will be a permanent structure and will also be provided with oil and grease trap. The settling pits and drains will be cleaned periodically, especially before and during monsoons. The storm water runoff from the stock yard area will be collected via channels with 600 mm wide with 4 Nos. of settling pits (each of 100 m3) to arrest any course particle/material entering into the creek. The storm water from the administrative offices sheds and all other buildings will also be connected to the storm water drain. The storm water collected from the workshop and ship breaking yard will be treated in an oil skimmer before disposing off to the storm water drain.
An oil /sediment in-line unit is recommended to provide basic treatment to the storm water before discharging through outfalls to the creek. A gravity drainage system with outfalls is suggested for the proposed port.
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Further details of the storm water drainage system are given in Chapter 10, section 10.6.4
2.13.5 Municipal Solid Waste (MSW) collection and treatment
As the project comprise of 3 activities viz. Cargo Handling, Ship Repairing and Ship breaking, the solid waste generation from the project will be of different categories. MSW from the project will be collected and segregated. The solid waste generated is expected to around 20 kg/day. Following steps will be undertaken to handle MSW at the site,
Segregation of Wet & Dry Garbage will be at source itself. Dry waste will be handed over to authorized recyclers. Wet garbage will be composted by using Vermicomposting pit and same will be used as manure for gardening. In this proposed project solid waste generated will be purely domestic and is estimated to be 20 kg/day out of which 12 kg/day is expected to be biodegradable waste and 8 kg/day of non-biodegradable waste.
2.13.6 Hazardous waste disposal facility
The Hazardous waste generated from the project will be disposed as per the ‘‘Hazardous Wastes (Management, Handling and Transboundary Movement) Rules, 2016”. Following is the list of hazardous substances that maybe encountered during the ship breaking process of small ships at the proposed project site.
Spent oil and other oily waste will be collected in temporary storage tanks which will be appropriately labelled and handed over to authorized recyclers.
Operational Substances and Consumables
Cargo residues including slops Dry tank residues Fuel oil, Diesel oil, Gas oil, Lubricating oil, Greases & Anti-seize Compounds Hydraulic oil Waste oils (contents of sludge tank) Antifreeze fluids Kerosene and White Spirit Evaporator Dosing and Descaling Acid Domestic Water treatment Chemicals Paints and Rust Stabilizers Solvents and Thinners
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Refrigerants (R12 or R22) HALON CO2 (in cylinders - engine room fire protection) Acetylene, Propane and Butane Services Cleaners Lead-acid Batteries Battery Electrolyte PCB and/or PCT and/or PBB at levels of 50 mg/kg or more Mercury Radio-active Material i.e. liquid level indicators Miscellaneous Medicines Insecticide Spray Miscellaneous Chemicals such as Alcohol Methylated Spirits, Epoxy Resins, etc. Plastics as covered under MARPOL Raw and Treated Sewage Per fluorocarbons (PFCs)
Toxic Materials (as part of the ship‘s structure)
Asbestos, PCBs Lead-based Paint Coatings on Ship‘s Structure Tin-based Anti-fouling Coatings on Ship’s Bottoms Others
2.13.7 Fire fighting infrastructure
Fire fighting facilities are provided including portable fire extinguishers, fire hoses, electrical and diesel driven fire pumps along with the fire water tanks etc. at site. The fire fighting system will be upgraded taking into consideration the ship breaking and repair activities and cargo handling.
Arrangements of Gas Free Certificates for various tanks on board ships and regulations of ship breaking code will be strictly observed at this site. Compliance of Labour Laws will be observed. Disposal and transportation of solid waste, residual fuel and lubricant oils collected in containers, paint particles, barnacles to the safe destination will be executed with utmost care. Entry and exit points of this site will be under security check with strict vigilance.
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2.13.8 Training infrastructure development, health and safety
Safety training to all the site personnel will be undertaken periodically. Safety, health and hygiene of personnel will be looked after on priority. Use of Personal protective equipment (PPE) will be made compulsory for the labours involved in ship breaking/ repairing activity. The list of PPE is as below:
Head Covering / Helmets Face Shield/Goggles Approved respirators Ear plugs Gloves Protective overalls Work boots
2.13.9 Hospital management and medical infrastructure
Medical assistances, Doctors and Cottage hospital are available in Abloli town at 12 km distance from site. Bigger hospitals are available in Chiplun and Ratnagiri city.
2.13.10 Greenbelt development and water harvesting
A Greenbelt Development Plan will be implemented around the various project components of proposed port. This will help to achieve environmental protection and mitigation of pollution levels in the vicinity of proposed area. Road lengths of 2.5 km from SH105 to proposed project site have been planted with strip plantation on both sides.
Roof top rainwater harvesting is proposed at the site. Runoff from the administrative buildings, sheds, etc. will be collected stored and filtered at the site. Storage will be done in underground water tanks of sufficient capacity.
2.14 Manpower
During operational phase, the port is likely to generate direct employment of 100 persons and nearly 20-25 indirect employment opportunities. Local people will be given preference based on their qualification and skill set. Together with this employment potential, project will help to enhance the socio economic conditions of the area with better schooling, communication and transport facilities that will be developed as a part of overall economic development of the region.
Among the workers, about 80 workers shall be highly skilled / skilled workers engaged in gas cutting, winching of ship, and operation of material handling equipment. Few
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Skilled workers required for the ship breaking activity shall include:
Gas cutters (the gas cutters work with gas torches). Crane operators (operate cranes to load and unload) Truck drivers (transport the materials) Foremen Semi-skilled and unskilled workers shall include truck helpers, semi-skilled gas cutters, semi-skilled fitters, lifters, loaders, wire pullers, cutter, loading and wire pulling helpers. The casual type workers shall mostly be engaged through labour supply contractors, and paid on a daily basis and work under the contractor’s supervision. The office staff shall be plot operators’ employees. There shall be two types of security guards in ship-recycling facility, such as those Engaged on regular basis by MSPL/ plot operators; Training programmes will be organised where unskilled or semi-skilled workers and other staff can be trained for skill up gradation
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Chapter 3 ANALYSIS OF ALTERNATIVES
3.1 Analysis of Alternatives for Site Selection
Analysis of alternatives is one of the important steps that must be followed to enhance the overall Positive Impacts of the project and minimize the negative impacts of the project. This is particularly true in the case of social impacts. Avoidance of all major impacts along the dropped alternative alignments could be rated as the best impact mitigation achieved by way of avoidance strategy.
3.2 Identification of Suitable Alternative Sites
The project proponent is the native residents of Ratnagiri & nearby Konkan region. Therefore, initially 3 locations were selected for proposed port terminal;
1) Musakazi Bay in Rajapur Taluka 2) Vijaydurg Creek 3) Inland water ways of Jaigad creek
However, present location selected in inland waterways on north bank of Jaigad creek at village Katale is found most suitable for following reason.
1) Project proponent has his own private land ashore at this location. 2) This site has natural protection of mountains giving safe shelter from south west monsoon & north westerly winds. 3) The existing river channel has 7 m water depth from Jaigad harbour upto this site even at Low Tide.
The site is 3 nautical miles upstream from Jaigad harbour & 6 nautical miles from Jaigad outer anchorage of 12 m water depth. There are no mangroves at this site. This terminal has open bay of 600 m dia large turning circle for free manoeuvring of vessel when arriving at this site.
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3.3 Site Photographs of Alternative Sites
Figure 3-1 Musakazi Bay Rajapur
Figure 3-2 Vijaydurg creek
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Figure 3-3 Inland Waterways of Jaigad Creek
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3.4 Comparisons in shortlisted sites
Musakazi Bay Rajapur Vijaydurg Creek Inland waterways of Jaigad Creek We don’t have own land ashore at this We don’t have own land ashore at this We have our own private land ashore at this location. We have to buy the land and land location. We have to buy the land and location. acquisition will be the task. land acquisition will be the task. The site is not surrounded by mountains to The site is not surrounded by mountains It has natural protection of mountains giving obstruct the rains and wind. to obstruct the rains and wind. safe shelter from south-west monsoon and north westerly winds No sufficient river channel depth No sufficient river channel depth Existing river channel has 7 m depth from Jaigad harbour No proper frontage in high water to bring No proper frontage in high water to bring The site has draft of 6 m in high water, hence the vessels very close. the vessels very close. no dredging required. Dredging will be required Dredging will be required The site has open bay of 600 m dia turning circle available for free and safe maneuvering of vessels when arriving at this site. No river bed with soft mud. No river bed with soft mud. This site has river bed of soft mud with gradual slope which is most suitable for beaching the vessels at this site.
There are mangroves present at the site There are mangroves present at the site There are no mangroves There is dependency on road transport There is dependency on road transport This site is connected to Up-Ghat districts by road on one side and also connected to Jaigad port by inland waterways on the other side
There is no proper road network for the There is no proper road network for the Total 2.5 km long 9 m wide private road site site connecting to Tavsal-Abloli State high way No. 105.
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Musakazi Bay Rajapur Vijaydurg Creek Inland waterways of Jaigad Creek This site is further connected to Mumbai- Goa national highway near Sawarde on 42 km distance towards Mumbai and at Nivali on 52 km distance towards Goa.
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Chapter 4 BASELINE ENVIRONMENT
Chapter 4 contains the environmental baseline conditions prevailing in the study area pertaining to United Dockyards with specific reference to the impacts arising from the environment aspects of the proposed developments. Information on the baseline environment has been obtained from the following sources:
Reconnaissance and field surveys and investigations including ecological and socio-economic studies during post-monsoon of 2016; Environmental monitoring around the onshore and offshore area surrounding the proposed development at Katale village in Ratnagiri, during October to December 2016 by Aswamedh Laboratories, Nashik. The literature review on available secondary information and studies conducted previously for the Ship breaking and ports and Harbour developmental activities by MSPL and MEEPL; Consultations with local regulatory agencies; and Study team’s own experience.
Study area: A study area with a 10 km radius from the project site is taken into account for the EIA. The study area map on Toposheet is given as Figure 4-1.
Description of core area: The project site is located at Katale village on North bank of the Jaigad creek (Shastri River) in its inland waterways. This site is 3 nautical miles upstream from the Jaigad harbour and 4 nautical miles from the sea mouth. The project site falls under Coastal Regulation Zone (CRZ) I (B), CRZ-IV (B) and partly under CRZ III zone2. The project layout superimposed on HTL, LTL and CRZ setbacks is shown in Figure 2.11 (CZMP 2011).
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Figure 4-1 Study area (10 km radius) E43N3 E43N7
E43N4 E43N8
Source: Survey of India
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4.1 Meteorology
The climate of Ratnagiri is mainly governed by the Arabian Sea and the Western Ghats (range of mountain spread over the Western side of India), which acts as a shield and protects the State from the dry winds blowing North to South. Also, the Ghats play a significant role in the onset of the monsoon. Presence of the sea also influences the diurnal variation of climatic condition. The landward sea breeze in the evening keeps the temperature at a pleasant range. The meteorological data of Ratnagiri is given in the Table 4.1.
Table 4-1 Meteorological Data of Ratnagiri District
Mean No. of Relative Sr. Temperature Rainfall Wind Month Rainy Humidity No (oC) (mm) Speed Days (%) kmph Max. Min. 1 January 30.9 19.1 0.6 0.0 62 7.6 2 February 30.8 19.6 0.0 0.0 63 7.6 3 March 31.4 22.4 0.2 0.0 69 8.0 4 April 32.2 25.3 2.2 0.2 71 9.0 5 May 32.7 26.5 40.2 2.3 72 10.1 6 June 30.5 24.9 828.6 19.8 84 12.9 7 July 28.8 24.2 937.6 26.0 89 17.9 8 August 28.5 24.0 612.2 24.3 88 14.8 9 September 29.3 23.6 280.1 14.9 85 8.1 10 October 31.5 23.5 121.8 5.4 77 6.6 11 November 32.9 21.6 41.8 1.8 64 7.4 12 December 32.2 20.2 9.6 0.3 59 7.8 Total 2874.9 95.0 Average 31.0 22.9 73 9.8 Source: Indian Meteorological Department (IMD)
The project area has a typical coastal climate. The year can be divided into four distinct seasons. The period from March to May comprises the summer seasons and in subsequent months from June to September, the area comes under the influence of south- west monsoons. The months of October and November experience the post-monsoon seasons, while winter seasons lasts from December to February.
4.1.1 On site Meteorological Observation (October 16 to December 16)
Temperature: The monthly minimum and maximum temperatures recorded on-site during the aforesaid monitoring period varied between (20)C and (34)C respectively (Table 4-2) with the maximum temperature during the month of November, 2016.
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Relative humidity: The monthly minimum and maximum relative humidity recorded on- site during the said monitoring period varied between (54 and 76) % (Table-4-2). The maximum level of relative humidity (76%) went up during October, 2016 while the lowest level went down to 54% during December, 2016.
Wind speed and direction: During the monitoring period, the monthly mean wind speed measured on-site varied between 5.2 km/hr in Oct, 5.8 km/h in Nov 2016 and 6.4 km/hr in December, 2016. The overall mean wind speed during the period was 5.8 km/hr. The wind rose diagrams indicates that the predominant wind directions are from East while calm conditions were observed for 27.28 % for the entire period.
Table 4-2 On Site Meteorological Data
Average wind Temperature Relative Month speed (0C) Humidity (km/hr) Min Max (%) October 2016 5.2 230C 320C 76% November 2016 5.8 220C 340C 61% December 2016 6.4 200C 330C 54%
4.1.2 Temperature
Large scale variations in temperature in various seasons are not observed in the area. The month of May is the hottest month of the year with mean monthly maximum temperature being 32.7C. The month of January, is the coolest month of the year with a monthly minimum temperature of 19.1C.
4.1.3 Winds
The wind rose diagram for the study area is shown in Figure 4-2.
Winds blow from the western or south-western direction during the rainy seasons from June to September. In the post-monsoon months and up to the month of December, the pre-dominant wind direction is from east. However, during this period, decrease in wind speed is observed. During the months from December to March, winds blow from east, northeast and southeast direction in the morning and west and north-western direction in the evening. In the remaining part of the year, wind blows from directions between north and east in the morning which changes to west and north-west direction in the afternoons. The wind speed is highest in the months from June to August with, the mean wind speed ranging from 12.9 to 17.9 km/hr. The minimum wind speed is observed in the months from October to February. The average wind speed during these months is of the order of 6.6 to 7.8 km/hr. From mid-April, the wind speed increases again and it
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year, northWIND- ROSEwest PLOT: is the predominant direction. DISPLAY: Wind Rose for Kavdoli Bauxite Mine Wind Speed Direction (blowing from) Figure 4-2 Windrose Diagram
NORTH
30%
24%
18%
12%
6%
WEST EAST
WIND SPEED (m/s)
>= 11.1 8.8 - 11.1 5.5 - 8.8 SOUTH 3.6 - 5.5 2.1 - 3.6 0.5 - 2.1 Calms: 27.28%
4.1.4 RainfallCOMMENTS: COMPANY NAME: Mr. Dinesh Trikannad
MODELER: The average annual rainfall in the RatnagiriMahabal district Enviro isEngineer about 2875 mm. The average Pvt. Ltd. Thane annual rainfall for the RatnagiriCALM WINDS: city is 2575 mm.TOTAL COUNT: On an average, the project area district 27.28% 2207 hrs. has about 95 rainy days perAVG. year. WIND SPEED: Most of theDATE: rainfall (93.2%) isPROJECT received NO.: in the months from June to September unde1.47r m /thes influence of8 /4south/2010 -west monsoons. WRPLOT View - Lakes Environmental Software 4.1.5 Humidity
The humidity is generally high throughout the year. During the monsoon months i.e. June to September, humidity ranges from 81% to 90%. During rest of the year, humidity varies from 58% to 80%. The average humidity observed over the year is 73%.
The coastal area of Maharashtra comes under the moderate damage risk zone as per the cyclone hazard map prepared by the Building Materials and Technology Promotion Council (BMTPC). The cyclone hazard map is given in Figure 4-3.
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Figure 4-3 Cyclone Hazard Map
Project site
4.1.6 Flood
The flood hazard map of India is given in Figure 4-4. As per the map, the Ratnagiri district is flood prone and has a probable maximum surge height of 4.0 m. Flood in Maharashtra are highly localised due to undulating terrain features except sandy plain coastal areas.
Figure 4-4 Flood Hazard Map
Project site
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4.2 Air Environment
Ambient Air Quality Monitoring (AAQM) was carried out twice a week at each location for entire study seasons. Gaseous samples were collected for the duration of eight hours and PM10/PM2.5 samples were collected for 24 hour duration as per the guidelines of the National Ambient Air Quality (NAAQ) Standards, 2009 by Ashwamedh Labs. High Volume Air Samplers, Respirable Dust Samplers and Impingers with trapping solutions were used to collect samples. The air samples were analysed as per standard methods specified by the Central Pollution Control Board (CPCB), IS: 5184 and American Public Health Association (APHA). The monitored parameters, sampling frequency their minimum detection limits and analytical method adopted are given in Table 4.3
Table 4-3 Details of Monitored parameters
Sampling Parameters Measurement Methods Frequency 24 hourly, twice a PM IS:5182 (Part 23):Gravimetric 10 week 24 hourly, twice a PM Gravimetric 2.5 week 24 hourly, twice a IS:5182 (Part II):Improved West Sulphur Dioxide (SO ) 2 week and Gaeke 24 hourly, twice a IS:5182 (Part VI):Modified Jacob Nitrogen Dioxide (NO ) 2 week & Hochheiser (Na-Arsenite) 8 hourly, twice a Carbon Monoxide (CO) Digital Gas Analyser week 24 hourly, twice a VOCs GC-MS Analysis week
The ambient air monitoring stations are described in Table 4-4 and their location shown in Figure 4-6.
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Table 4-4 Ambient Air Sampling Location
Position with respect to the Location S. No. Location Name project site Code Direction Distance km 1 A1 Project Site - 0.0 2 A2 Satkondi Village S 1.5 3 A3 Katale Village N 1.8 4 A4 Abloli Village NE 7.0 5 A5 Vaidyalaogan Village SE 4.2
Five (05) sampling locations were selected in the study area of 10 km radius around the project for air quality monitoring. Monitoring location details are delineated in table 4-4. Photographs of sampling location at Satkondi Village and Abloli Village are given in Figure 4-5.
Figure 4-5 AAQM Sampling locations
AAQM station at Satkondi Village (A2)
AAQM station at Abloli Village (A4)
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Figure 4-6 Ambient Air Quality Monitoring Locations
A N4 4
N3 A3
N1 A1 N2 A2
S2 A5
N5
4.2.1 Presentation of Air Quality Analysis Results
Ambient air quality analysis results for the five monitoring locations, which were selected to represent baseline conditions of the region, are given below.
The summary of the monitoring results including minimum, maximum and average levels along with the 98th percentile values are presented in Table 4.5. The results obtained were compared with 24 hrs average standards for residential areas prescribed by the National Ambient Air Quality Standards (NAAQS). The analysis results of all the locations carried out during the study period are presented in Annexure III. The National Ambient Air Quality Standards are presented in Table 4.6.
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Table 4-5 Ambient Air Quality Status
Sr. Concentration No Location NOx SO2 PM 10 PM 2.5 CO VOC (μg/m3) (μg/m3) (μg/m3) (μg/m3) (mg/m3) (μg/m3) 1 At Project Site Maximum 15.6 10.6 62.2 27.8 0.3 BDL Minimum 11.9 8.1 44.2 20.2 0.1 BDL Average 13.8 9.0 52.4 23.7 0.2 BDL Standard BDL Deviation 1.1 0.6 4.2 2.0 0.1 98th BDL Percentile 15.5 10.2 61.1 27.3 0.3 AQI 52 2. At Satkondi Village Maximum 14.0 9.0 55.9 23.7 0.4 BDL Minimum 10.8 6.9 39.8 17.1 0.1 BDL Average 12.4 7.7 46.4 20.2 0.2 BDL Standard BDL Deviation 1.0 0.5 3.9 1.7 0.1 98th BDL Percentile 14.0 8.7 55.0 23.2 0.4 AQI 46 3. At Katale Village Maximum 15.4 10.0 56.5 24.1 0.9 BDL Minimum 11.8 7.7 40.2 17.5 0.1 BDL Average 13.7 8.5 46.8 20.6 0.4 BDL Standard BDL Deviation 1.1 0.6 4.0 1.8 0.2 98th BDL Percentile 15.4 9.7 55.5 23.6 0.8 AQI 47 4. At Abloli Village Maximum 17.0 10.1 62.2 25.3 0.5 BDL Minimum 13.0 7.6 44.2 19.6 0.1 BDL Average 15.1 8.6 51.6 22.6 0.3 BDL Standard BDL Deviation 1.2 0.6 4.4 1.3 0.1 98th BDL Percentile 16.9 9.7 61.1 25.1 0.5
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Sr. Concentration No Location NOx SO2 PM 10 PM 2.5 CO VOC (μg/m3) (μg/m3) (μg/m3) (μg/m3) (mg/m3) (μg/m3) AQI 52 5. At Vaidyalaogan Village
Maximum 13.1 10.3 53.7 22.9 0.6 BDL Minimum 10.1 7.9 38.1 17.7 0.1 BDL Average 11.6 8.8 44.5 20.4 0.3 BDL Standard BDL Deviation 0.9 0.6 3.8 1.2 0.1 98th BDL Percentile 13.1 9.9 52.8 22.7 0.6 AQI 45
4.2.2 Air Quality Index (AQI)
The objective of an AQI* is to quickly disseminate air quality information that entails the system to account for pollutants which have short-term impacts. An air quality index (AQI) is a number related parameters (SO2, CO, visibility, etc.) used to communicate to the public how polluted the air currently is or how polluted it is forecast to become. As the AQI increases, an increasingly large percentage of the population is likely to experience increasingly severe adverse health effects.
AQI Associated Health Impacts Good(0–50) Minimal Impact Satisfactory May cause minor breathing discomfort to sensitive people (51–100) Moderately May cause breathing discomfort to the people with lung disease polluted such as asthma and discomfort to people with heart disease, (101–200) children and older adults Poor May cause breathing discomfort to people on prolonged exposure (201–300) and discomfort to people with heart disease May cause respiratory illness to the people on prolonged Very Poor exposure. Effect may be more pronounced in people with lung and (301–400) heart diseases May cause respiratory effects even on healthy people and serious Severe health impacts on people with lung/heart diseases. The health (401-500) impacts may be experienced even during light physical activity
Interpretation using AQI
AQI has been calculated for entire study period and it can be seen that the air quality is satisfactory at two (2) monitoring locations and is good at three (3) monitoring locations.
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Table 4-6National Ambient Air Quality Standards (NAAQS)
Concentration in Ambient Air (in µg/m3 except indicated) Sr. Time Weighted Industrial Pollutants No. Average Residential, Sensitive Rural and Area Other Areas Annual Average* 50 20 1 Sulphur dioxide (SO2) 24 Hours** 80 80
Annual Average * 40 30 2 Nitrogen Dioxide (NO2) 24 Hours** 80 80 Particular Matter (Size Annual Average * 60 60 3 less than 10 µg) or PM10 24 Hours** 100 100 Particular Matter (Size Annual Average * 40 40 4 less than 2.5 µg) or PM2.5 24 Hours** 60 60 8 Hour Average 02 mg/m3 02 mg/m3 5 Carbon monoxide (CO) 1 Hour Average 04 mg/m3 04 mg/m3
Annual Average * 6 VOC 24 Hours** NS NS *Annual arithmetic mean of minimum 104 measurements in a year taken twice a week 24 hourly at uniform interval ** 24 hourly/8 hourly values should be met 98% of the time in a year. However, 2% of the time it may exceed but not on two consecutive days NS Standard not specified
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Figure 4-7 Graphical representation of Average AAQM results
60 52.4 51.7 46.8 50 46.4 44.5
40
30 23.7 22.6 20.2 20.6 20.4 20 13.8 13.7 15.1 12.4 11.6 9 8.5 8.6 8.8 10 7.7 0.2 0.2 0.4 0.3 0.3 0 Project site Satkondi Village Katale village Abloli village Vaidyalavgan village
NOx (μg/m3) SO2 (μg/m3) PM 10 (μg/m3) PM 2.5 (μg/m3) CO (mg/m3) VOC (μg/m3)
4.2.3 Results and compliance
The analytical results of ambient air quality at all the monitoring locations are given in Table No. 4-5.
The salient observations of the average results and their compliance to the 24 hourly average NAAQ standards are as follows:
The peak PM10 and PM2.5 values = observed at Project site are well below standard of 100 µg/m3 and 60 µg/m3 respectively.. The Sulphur dioxide levels monitored at all the locations conforms to the
standard of 80 µg/m3, with highest value of 9.0 µg/m3. The Oxides of Nitrogen levels monitored at all the locations also complies with the stipulated standard of 80 µg/m3 with highest value 15.1 µg/m3. The Carbon monoxide levels also complied with the stipulated standards of 2.0 mg/m3, The CO levels at all the locations were within the stipulated limit. The volatile organic matters (VOCs) monitored at all the locations were below detectable limits (BDL).
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4.3 Noise
4.3.1 Noise Monitoring Stations
To establish the ambient noise in the study area, monitoring of ambient noise level was carried out at Five (05) representative locations in the study area using a suitable portable sound level meter. The sampling locations varied in nature from Silence zone to residential areas. The details of the noise monitoring locations are given in Table 4-7and shown in Figure 4.8
Figure 4-8 Location of Noise Level Monitoring
Noise Level Monitoring at Satkondi Village (A2) Noise Level Monitoring at Abloli Village (A4)
Table 4-7Noise Monitoring Sampling Locations
Position with respect to project Location S. No. Location Name site Code Direction Distance km 1 N1 Project Site - 0.0 2 N2 Satkondi Village S 1.5 3 N3 Katale Village N 1.8 4 N4 Abloli Village NE 7.0 5 N5 Vaidyalaogan Village SE 4.2
4.3.2 Methodology
Ambient noise level or sound pressure levels (SPL) were measured by a portable sound level meter. A-weighted equivalent continuous sound pressure level (Leq) value was computed from the values of A-weighted SPL. Noise Measurements were carried out as per IS: 4954 standards as given by the Central Pollution Control Board (CPCB). Day time Leq has been computed from the hourly Leq values between 6.00 a.m. and 10.00 p.m. and night time Leq from the hourly Leq values between 10.00 p.m. and 6.00 a.m. using the following formula:
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Where, Li = Leq value of the hourly time interval.
4.3.3 Results
The equivalent noise levels viz., Lday and Lnight at all the noise monitoring locations are presented in Table 4.8. The equivalent noise levels obtained at these locations were compared with day time and night time Ambient Noise Quality Standards which are given in Table 4.9.
Table 4-8 Noise Monitoring Results
Day Time Night Time Location Leq Limit Leq Limit dB(A) dB(A) dB(A) dB(A) At Project Site 48.8 55 39.6 45 At Satkondi Village 51.6 55 37.1 45 At Katale Village 49.8 55 40.3 45 At Abloli Village 53.6 55 42.6 45 At Vaidyalaogan Village 40.3 55 39.6 45 Daytime shall mean from 6.00 a.m. to 10.00 p.m. Night time shall mean from 10.00 p.m. to 6.00 a.m.
Table 4-9Ambient Noise Quality Standards
Limits in dB(A) Leq* Area Code Category of Area/Zone Day Time Night Time (A) Industrial area 75 70 (B) Commercial area 65 55 (C) Residential area 55 45 (D) Silence Zone 50 40 Day time shall mean from 6.00 a.m. to 10.00 p.m. Night time shall mean from 10.00 p.m. to 6.00 a.m. Silence zone is defined as an area comprising not less than 100 meters around hospitals, educational institutions and courts. The silence zones are zones, which are declared as such by the competent authority.
Mixed categories of areas may be declared as one of the four above-mentioned categories by the competent authority.
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4.4 Water Environment
4.4.1 Groundwater
The hydro-geological map of Ratnagiri district is given in Figure 4.18, it can be inferred that the area around the project site consists of both hard rock and soft rock. The northern part of site is made up of hard rock and the southern part is underlined by soft rock.
Table 4-10 Details of Groundwater Quality Monitoring Stations
Position with respect Location Location to Project Site code Name Direction Distance km GW1 At Project Site - 0.0 GW2 Katale Village N 1.0
The location and brief description of the groundwater quality monitoring locations are given in Table 4-10 and the sampling location is given in Figure 4.9
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Figure 4-9 Groundwater sampling location
GW2
GW1
4.4.1.1 Groundwater Quality Monitoring Results
The groundwater samples were collected from wells, which were being used by the local people for their consumption. The groundwater quality results of all the stations were compared with the permissible limits of Criteria for Raw Water Used for organized Community Water Supplies (Surface and Ground Water) Primary Parameters as per Annexure 4 of MoEF - EIA guidance manual for Ports and Harbors, MoEF, 2010. The summary of groundwater quality parameters are given in Table 4-11. The pH value of the water sample is 7.24 – 7.38, which is within the permissible limit of 6.5 to 8.5. The total hardness ranges from 184.6-198.4 mg/l, which indicates the softness of water. Low Calcium and Magnesium values are also attributable to soft nature of water. The concentration of anions namely chlorides, sulphates are well within the permissible limits. The concentration of heavy metal is low, indicating absence of any metal pollution source. The water is not concentrated with bacteriological population.
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Table 4-11 Summary of Groundwater Quality Results
Locations Sr. No. Parameters Unit At Project Site Katale Village GW1 GW2 1 Colour Hazen <5.0 <5.0 2 Odour - Unobjectionable Unobjectionable 3 Taste - Agreeable Agreeable 4 Turbidity NTU <0.1 <0.1 5 pH - 7.38 7.24 Total Dissolved 6 mg/l 234 222 Solids 7 Total Hardness mg/l 184.6 198.4 8 Chlorides as Cl - mg/I 60.8 74.6 9 Calcium as Ca mg/l 28.1 32.8 10 Magnesium as Mg mg/l 5.2 6.2 11 Fluoride as F mg/l BDL BDL 12 Nitrate as NO3- mg/l 0.96 0.48 13 Sulphate as SO4- mg/l 3.8 4.6 14 Iron as Fe mg/l 0.10 0.08 15 Total Alkalinity mg/l 54.6 42.2 16 Phosphate mg/l <0.01 <0.01 17 Residual Chlorine mg/l <0.1 <0.1 18 Silica mg/l 11.6 14.2 19 Total Coliforms MPN/100ml Absent Absent
4.4.1.2 Water Level Scenario
Central Ground Water Board periodically monitors 48 National Hydrograph Network Stations (NHNS) stations in Ratnagiri district, four times a year i.e., in January, May (Pre- monsoon), August and November (Post-monsoon). Based on data collected from these stations Pre-Monsoon Depth to Water Level Map, Post-Monsoon depth to Water Level Map are compiled for the Year-2011 The groundwater levels in the project area during pre-monsoon and post-monsoon seasons are shown in Figure 4.10 and Figure 4.11. From the figures it is evident that the groundwater table is recharged during monsoon. The groundwater level of the project site was recorded 5.0 m bgl in pre-monsoon and 2 – 5 m bgl in post-monsoon period.
Depth to water level- Pre-monsoon (May 2011)
Pre-monsoon depth to water levels in the district during May-2011 varies from 1.6 m (Khopi) to 36.40 m bgl (below ground level) (Dhmanand). Depth to Water Level Map of Ratnagiri district is depicted in Figure-4.10. From depth to water level map it is seen that
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Figure 4-10 Pre-monsoon GW levels, Ratnagiri District
Source: Ground water Information Ratnagiri District, Central Region, Nagpur
Depth to Water Level – Post-monsoon (Nov.-2011)
Post-monsoon depth to water levels in the district observed during month of November- 2011 varies from 1.42 m bgl (Vakarli) to 16.32 m bgl (Abitgaon).. Perusal of Post monsoon depth to water level map of Ratnagiri district reveals that in major portion of eastern, central and north-eastern part of the district water level is occurring between 2 to 5 mbgl. In southern and north-western part of district depth to water level is observed between 5 to 10 mbgl. In isolated pockets depth to water level more than 10 m bgl is observed in Ratnagiri, Sangmeshwar and Rajapur Taluka area.
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Figure 4-11 Post-monsoon GW levels, Ratnagiri District
Source: Ground water Information Ratnagiri District, Central Region, Nagpur
Seasonal Water Level Fluctuation– (May to Nov. 2011)
In general in major part of the Ratnagiri district, rise in water level in the range of 0.05m (at Sakarpa, Taluka- Sangmeshwar) to 7.22m (at Jaigarh, Taluka-Ratnagiri) is recorded between pre-monsoon and post-monsoon seasons of the year-2011. In major portion of district excepting north-west and central-west part, rise in water level is varying between 2 to 4m. In north-west and central west portion rise in water level is recorded between 2 to 4m and in isolated pocket. Rise from 4 to 7.22 m is too observed in this area.
Fall in water levels between 0.21m (at Rajapur, Taluka-Rajapur) to -3.90 (at Dabhol, Taluka-Sangmeshwar) are also observed in localized pockets in north-east part (parts of Khed and Chiplun Taluka area) and in other parts as isolated pockets between pre- monsoon and post-monsoon seasons.
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Water Level Trend (2002-2011)
Long term trend of water levels for pre-monsoon and post-monsoon period for last decade (2002-2011) have been computed for Ground Water Monitoring Wells (GWMW). Analysis of long term water level trend indicated that 29 GWMW are showing rising water level trend in pre-monsoon seasons and rise in water level is recorded between 0.002 m/year (Vakrali) and 1.65 m/year (Dabhol). However falling water level trend is also observed in 17 GWMW and decline in water levels is varying from 0.008 m/yr (Tetavali) to 0.53 m/year (Abitgaon) during pre-monsoon seasons. Long term trend analysis for post-monsoon seasons indicates rising water level trend in 16 GWMW and rate of rise in water levels is recorded between 0.01m/year (Dugway) and 1.08 m/year (Dhabhol). Whereas majority of GWMW (27) are showing falling water level trend and rate of fall in water levels is observed between 0.05 m/year (RaiPatan) and 0.37 m/year (Chiplun). The pre-monsoon water level trend map was also prepared for the period May 2002-2011 and the same is presented in Figure- 4.12 A perusal of the map indicates that in major part of the district the rising trend of water level in the range 0 to 0.20 m/year is observed. The falling trend of water level in the range of 0 to 0.20 m/year is observed in northern eastern parts of the district (in parts of Khed and Chiplun Taluka) and in southern part of the district (in Rajapur Taluka).
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Figure 4-12 Pre-monsoon water level trend map, Ratnagiri District
Status of Ground Water Development
Ground Water development depends on many factors viz., availability, crop water requirement, socio-economic fabric and the yield of the aquifers existing in the area. As for as availability is concerned ground water resources estimation figures reveals that there is ample scope for future development. For base year 2008-09 in Ratnagiri district Net Ground Water Availability was computed as 46,605.08 ha-m, whereas Existing Ground Water draft for all uses was only 5249.47 ha-m and Stage of Ground Water Development was calculated as 11.26%. After making allocation of 2437.54 ha-m for domestic and industrial water supply for next 25 years, still 40136.83 ha-m ground water is available in balance for future irrigation. But considering steep topography of the area of Sahyadri Hills perhaps availability of this much ground water may not exist in true sense, especially in deeper horizons.
Analysis of Statistical Data of Ratnagiri District available for year 2010-11 reveals that area irrigated from ground water sources was 22.63 sq. km, whereas Canal Irrigation accounts for 62.73 km2 and Net Irrigated Area was 146.03 km2. It indicates that component of ground water irrigation in this district is also having significant contribution and it is worked out to be 15.50% of Gross irrigation. However Net Irrigated
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Area of the district is negligible when compared with Net Sown area of 2716.85 hectares and it is found as 5.37% only. There were 7534 Irrigation Wells in the district 10951 Electric Pumps and 636 Diesel Pumps under use for irrigation. There were very few irrigation bore wells in the district and area irrigated by them was negligible.
Ground water is also playing an important role in rural water supply of the district for drinking purposes. In Year 2010-11 The Maharashtra Government was using 2560 bore wells for rural water supply in the district under various schemes out of which 184 were reported fitted with electric pumps and 2376 were installed with Hand Pumps.
4.4.2 Marine Water and Sediment Quality
4.4.2.1 Drainage pattern of Ratnagiri district
All the rivers in the district originate from the Sahyadri ranges and flow from east to west and merge in the Arabian Sea. The river Savitri flows on the northern periphery forming a natural boundary between Ratnagiri and Raigad districts. It is also navigable for about 35 kms in the district. Vashishthi is the most important river of the district from the point of view of length as well as navigational facilities. The other important rivers in the district are Shastri, Bav, Ratnagiri (Kajali) Muchkundi, Jaitapur and Jagbudi. The district has numerous small creeks named Kelshi, Kalabadevi, Palshet, Borya, etc. and back waters all along the coastline which can be developed from the Tourism point of view. Most of the rivers are non-perennial although they are flooded during the monsoon. However, the rivers in this district are of great value from the point of view of navigation and fisheries. Figure 4-13 shows the drainage pattern of the district.
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Figure 4-13 Drainage pattern of Ratnagiri District
Monitoring of the marine water, sediment and ecological parameters was carried out in Oct 2016 to Dec 2016. The details of marine monitoring locations are given in Table 4.12 and the results are given in Table 4.13
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Table 4-12 Marine Water Sampling Stations
Position with respect Location Location to Project Site Code Name Direction Distance km SMW1 At Project Site(Jaigad Creek) - 0.0 SMW2 Satkondi Village(Jaigad Creek) W 1.9 Lavgan Village(Jaigad Creek, SMW3 W 3.8 Chougule Port) Figure 4-144 Marine Water Sampling Stations
4.4.2.2 Marine Water Quality Analysis Methodology
The marine water samples were collected after anchoring the fishing boat, using a Nansen reversing water sampler with transparent sampling tube of polycarbonate; grease free ball valves with Teflon creeks (Capacity 1.7 l)]. The water samples were transferred to oxygen bottles and clean black polythene bottles of 1.0 litre capacity. Temperature, pH, turbidity, etc. were measured on board using Portable multi probe Water Quality Analyser (WQA) and Nephelometer. The results are given in Table 4.13.
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Table 4-13Marine Water Quality Analysis Results
At Project Katale Village Satkondi Site (Jaigad Creek, Village Sr.No Parameters (Jaigad Chougule (Jaigad Creek) Port) Creek) 1 Temperature, oC 27 28 29 2 pH value 8.5 8.8 8.6 3 Dissolved Oxygen, mg/l 5.8 5.2 4.2 4 Suspended solid, mg/l 34 20 36 5 Oil & grease, mg/l BDL BDL BDL 6 Phosphate, mg/l 0.03 0.07 0.08 7 Conductivity μS/cm 32455 36295 35945 8 Alkalinity (as CaCO3), mg/l 62.2 68.9 72.8 9 Chlorides(as Cl), mg/l 18050 19046 18226 10 Sulphate(as SO4), mg/l 278 294 356 Total Hardness (as CaCO3), 11 542 686 758 mg/l 12 Calcium(as CaCO3), mg/l 296 336 396 13 Nitrate, mg/l 0.086 0.012 0.019 14 Turbidity, NTU 6.1 8.2 9.4 Magnesium (as CaCO3), 15 1132 1192 1216 mg/l 16 Fluorides (as F) , mg/l 1.01 0.94 1.02 17 Lead(as Pb) , mg/l 0.22 0.56 0.78 18 Sodium (as Na) , mg/l 442 516 746 19 Potassium (as K) , mg/l 382 308 298 20 Zinc (as Zn), mg/l 0.12 0.16 0.28 21 Copper(as Cu), mg/l BDL BDL BDL 22 Manganese (as Mn), mg/l BDL BDL BDL 23 Iron (as Fe), mg/l 1.2 2.2 3.6 24 Chromium (as Cr), mg/l 0.04 0.08 0.16 25 Cadmium (as Cd), mg/l 0.08 0.06 0.12 BDL: Below Detectable Limit
Interpretation: The temperature of natural coastal water varies in accordance with the air temperature and was in the range 27-290C. The pH was on the alkaline side (8.5-8.8) as commonly observed for saline waters. The dissolved oxygen, the most important water quality parameter that influences the health of aquatic biota was high and suggests the absence of organic pollution in the creek. Due to the high influence of seawater intrusion in the estuary under the influence of high tide, the chloride concentration exceeded 18000 mg/l. Other physico-chemical parameters are in the range expected for marine coastal waters (Water quality criteria Class SW-IV).
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4.4.2.3 Marine Sediment Quality Monitoring Methodology
The prime objective of the present ecological survey is to study the impact of the proposed terminal on the existing quality of land, marine ecology and socio-economic environment of the proposed terminal. These impacts will be ascertained by superimposing the impacts due to the planned activities on the baseline environmental status. Mitigation measures in the form of an Environmental Management Plan (EMP) have also been outlined as a part of the EIA report. During the survey, water and sediment samples were collected across two different tides (High tide and Low Tide) from 3 different stations. The coordinates of the sampling stations are given in Table-4.14 and depicted in Figure 4-14 and 4-.15.
Figure 4-15 Sediment Sampling
Table 4-14 Sampling Locations & its Geographical Coordinates
Sample Sr. No. Tide Level Latitude (N) Longitude (E) Code 1. Low Tide 17017’37.6’’N 73015’51.3’’E S1 2. High Tide 17017’21.7’’N 73016’13.9’’E 3. Low Tide 17017’18.2’’N 73016’41.9’’E S2 4. High Tide 17017’18.6’’N 73016’42.0’’E 5. Low Tide 17017’14.7’’N 73017’33.1’’E S3 6. High Tide 17017’13.2’’N 73017’33.9’’E
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Figure 4-165 Sediment Sampling Locations during Low tide
Figure 4-176 Sediment Sampling Locations during HighTide
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Marine Sediment Quality Monitoring Methodology
Sediment samples were collected using a Van-Veen grab sampler. The grab is lowered vertically from the stationary boat till it touches the bottom. Sediment samples were collected and preserved for sediment texture analysis and physico-chemical analysis.
Table 4-15 Marine Sediment Quality Monitoring Results
Results Creek Creek Creek Creek Creek Creek No. Parameters Sediment Sediment Sediment Sediment Sediment Sediment Units S1 S1 S2 S2 S3 S3 Low Tide High Tide Low Tide High Tide Low Tide High Tide pH (1:5 1. 8.01 8.94 7.97 8.67 7.68 8.39 - Suspension) Organic 2. 3.5 2.9 3.1 2.5 3.4 2.7 % Matter Electrical 3. Conductivity 3.7 8.2 2.78 7.83 2.54 7.12 mS/c (at 250C) m Calcium 4. 104 526 100 498 85 464 mg/kg (as Ca) Chloride 5. 3434 21387 2939 16981 2734 15495 mg/kg (as Cl) Copper 6. 168 52.6 133 46.5 112 38.6 mg/kg (as Cu) 7. Iron 112384 32438 106047 29789 103242 26258 mg/kg Cadmium BDL BDL BDL BDL BDL BDL 8. mg/kg (Cd) 9. Lead (as Pb) 21.2 7.6 15.5 6.18 12.5 5.94 mg/kg 10. Zinc (as Zn) 72.6 32.8 69.5 27.1 64.3 23.8 mg/kg Sodium 11. 1816 6834 1541 5573 1312 5234 mg/kg (as Na) Potassium (as 12. 758 1426 661 1353 638 1286 mg/kg K) Sodium 13. Absorption 78 108.6 63 101.2 52.6 96.2 - Ratio Magnesium 14. 68 318 48 254 42 212 mg/kg (Mg) 15. Alkalinity 25.2 96.8 19.9 84.8 17.6 76.4 mg/kg BDL: Below Detection Limit DL:5 : Detection Limit mg/Kg for cadmium Cd Interpretation: Alkaline pH and low organic matter indicate the sediment is oxygenated to support benthic organisms. The concentrations of copper, cadmium, lead and zinc are either low or below detection limit indicating absence of anthropogenic contamination of sediment by these metals. The high concentration of iron in sediment is typical of the sediment of
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4.5 Land Environment
4.5.1 Topography and Regional Setting
About 19.72 % of the study area consists of marine water body including the creek. Approximately 6.01% of the total area is land covered by Residential Area. At about 2 km inward from the shoreline, agricultural land and coconut plantations are present in between human settlements with a semi urbanised or rural set up. Padave village fishing harbour, which is a manmade infrastructure, is located at the western side of the project site (at a distance of approximately 1.5 km). The region is densely populated predominantly by fishermen communities. The National Highway Mumbai to Goa (NH) 66 is approximately 26.0 km from the project site towards South-East.
Geographically, the district can be classified into three zones.
1) The area lying in the east bordering the Sahyadri Ranges which is a hilly track covering an area of 15 Kms.
2) The middle track of the district having a plateau surface between the Foothills and 15 kms away from coastline in which cereal crops like rice and ragi are cultivated.
3) The western part of the district, the coastal zone where coconut, mango, arecunuts, etc. are grown. Refer Figure-4.18 for elevation map of Study area.
The beach area in the project stretch is marked in Figure 4-17.
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Figure 4-187 Beach area in the project stretch
Beach Area
Beach Area
4.5.2 Geology and Geomorphology
The coastal geomorphology of the project stretch is described under the Marine Environment. The data pertaining to geology and geomorphology of the Ratnagiri district have been assimilated by reviewing published literature and documents, especially from the Publication of Geological Survey of India (GSI), 2004.
The project site falls under district Ratnagiri, which is situated on the edge of the Deccan plateau. Major part of the district is covered by basaltic lava flows of Upper Cretaceous to Lower Eocene age. (GSDA, 2009)
The geomorphology of the study area is highly uneven with very narrow reverie plains that fringe the coastline. Small hills, which project from the main ranges, are separated from each other by undulating plateaus having area gradually increasing westward towards the coast.
The physiography of the Ratnagiri area has given rise to five characteristic landforms, namely 1) coastline 2) estuarine plains and river basins 3) lateritic plateaus 4) residual hills and 5) scarp faces of the Sahyadri proper. The lateritic plateaus that occupy most of
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Ratnagiri because of its location i.e. the coastline and proximity to the Sahyadri ranges, following soil types can be observed. (GSDA, 2009)
Coarse Shallow Soil: They are reddish brown in colour and occur on the slopes of the hills and are partly eroded, poor in fertility, shallow in depth and course in texture. These soils are ideal for Cashew and Mango plantations.
Medium Deep Soil: These are reddish yellow in colour and have various names depending upon the place of occurrence. Those situated at higher elevations are known as Mal, while at slightly lower levels are known as Kuyat.
Near water courses, which have a fair supply of water during Rabi season are known as Panthal or Vaigan. Paddy is grown on these soils during Kharif. On Panthal soils pulses and summer paddy can also been grown.
Deep Soil: They occur along river banks or valleys and are usually of mixed origin and are yellowish red to brown in colour. They are light, easily workable, well drained and fairly fertile. Areca nut and coconut gardens are grown well on these soils.
Coastal Alluvial Soil: They are found along the coastal strip and consist of deep sandy loams suitable for Coconut and Areca nut.
Coastal Saline Soil: They are formed due to the inundation of the creek, whereby part of coastal soils becomes salty. They are locally known as Khar, Khajan and Kharvat etc. They are found along coastal strip of Dapoli, Guhagar and Ratnagiri tehsils.
Geotechnical Hazards are many & diverse. The most common hazards are due to: Ground water, slope instability, subsidence, compressible soil, swelling soil, weak soil, weathering of soil & rock.
Nearly all geotechnical hazards are associated in some way with water. Water in soil & rocks can, through reducing effective stress, bring about a reduction in strength which may lead to slope becoming unstable. Changes in ground water conditions can cause the collapse of surface voids that can result in subsidence. Changes in moisture content in certain clay-rich soils can result in swelling & shrinkage leading to structural damage of building founded in them. The movement of water through certain rocks & soil can result
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Hard Rock Areas
• Deccan Trap Basalt
Major part of the district is covered by basaltic lava flows of Upper Cretaceous to Lower Eocene age. The lava flows are predominantly of ‘aa’ type with ‘pahoehoe’ type flows occurring at few places. Deccan Trap Basalt forms an important water bearing formation in the district. The primary porosity in the vesicular units is negligible due to lack of interconnection and secondary filling. The secondary porosity due to cooling joints, partition planes, cracks and fissures play an important role in ground water circulation especially in the highly porous ‘pahoehoe’ flows.
Degree of weathering and topographic setting also plays a major role in respect of productivity. In Basalt, ground water occurs in Vesicular and Massive Basalt as well as inter-flow zones in weathered mantle and fractured zones. In general, ground water occurs under water table conditions in shallow aquifer and semi-confined to confined conditions in deeper aquifer. The unconfined aquifer is developed due to the weathering and jointing of upper flow in Basalt down to depth of 15-20 m bgl and the yield of the wells tapping such aquifer varies from 15 to 145 m3/day. Bore wells are not common in the district due to poor ground water potential of deeper aquifers of Deccan Traps and their yield varies between 2 and 20 m3/hr.
• Laterite
Laterite has better porosity due to intricate network of sinuous conduits making it porous formation. The ground water circulates through a network of voids and conduits, joints and fractures. The lithomarge clay occurring at base act as aquiclude preventing further percolation of ground water and springs emerge at this contact due to lateral movement of ground water. Only dug-wells are found in this formation tapping aquifer down to about 15 m and their yield varies from about 4 to 22 m3/day.
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Figure 4-198 Elevation Map of Study area
4.5.3 Hydrogeology (GSDA, 2009)
Deccan Trap lava flows (Upper Cretaceous to Lower Eocene age), Kaladgi Sandstones (Precambrian), Laterite (Pleistocene) and Alluvial deposits (Recent to Sub-Recent) are the water bearing formations observed in Ratnagiri district. However Kaladgi formation occurs in very limited patches and does not form potential aquifer in the district. The Alluviums also has limited areal extent found mainly along the coast. A map depicting the Hydrogeological features is shown in Figure 4-19
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Figure 4-209 Hydrogeology of the Ratnagiri area
Project Project Site Site
Project Site
Source: Geological survey of India (District Resource Map- Ratnagiri District, Maharashtra)
4.5.4 Land Use/ Land cover
4.5.4.1 Land Availability
All the port facilities are proposed to be developed entirely on owned land where all the infrastructure facilities like backup areas, warehouse, administrative buildings, etc. are planned to be developed. The total area required for development of port and associated facilities will be 2.90 Ha (Excluding the water area for the port).
4.5.4.2 Land Use Pattern in Study Area
A land use/land cover map for the project area is presented in Figure 4-20. The classification of the study area is given in Table 4.16.
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Table 4-16 Area Distribution of study area
Classification Area m2 Area Ha Area km2 Area % Vegetation 112711550 11271.16 112.71 35.89 Mangroves 157325 15.73 0.16 0.05 Open land 108587050 10858.71 108.59 34.58 Fallow Land 11307300 1130.73 11.31 3.60 Water 61935450 6193.55 61.94 19.72 Beach 480325 48.03 0.48 0.15 Settlements 18861325 1886.13 18.86 6.01 Total 314040325 31404.03 314.04 100.00
The “Settlement” and “Coastal Sand” (beach area) respectively constitute about 6.01% and 0.15% of the total area. The remaining area of 35.89% is covered by vegetation.
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Figure 4-21 Landuse-land cover classification map, MSPL, Ratnagiri
Source: LISS IV January 2015
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4.6 Ecology
The Konkan is bordered with Western Ghats mountain range (Sahyadri range) along its eastern side with high diverse biological diversity consisting of both natural as well as agricultural biodiversity. The Konkan region presents a microcosm of the most imposing and extremely threatened topographic, floristic, and faunistic features of the Western Ghats (Gaonkar 1996) and is of highest conservation value (Khoshoo 1994). The undulating terrain along the sea coast sharply raises from the sea at most places. The moderately undulating table land gradually merges with the Western Ghats mountain ranges along the east. The Konkan is blessed with outstanding scenic beauty and pristine environmental conditions even today in most areas.
Figure 4-22 Study Area
Source: Arun, 2007
Grasslands are the natural climax vegetation atop vast tracts of hard laterite covered table lands of Ratnagiri area. Laterite stones, rich in aluminium ore and are hard in nature but have intricate pores and cavities within, which allow grasses to grow, while other larger plants find it a hostile land to take roots. Some areas are even completely barren in summer, probably because of hardy substratum and aluminium toxicity. However, this barren looking laterite soil plays several crucially important roles in the local ecology especially in ensuring the water security.
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The laterite layer plays an important role in fresh water conservation because its excellent water holding capacity due to the network of pores and cavities. The fresh water entrapped within the laterite layer is released in a controlled fashion into the ground water aquifers and streams ensuring steady supply of fresh water round the year. Destruction of these natural water harvesting and groundwater recharging system due to developmental impacts has already started affecting the fresh water sources in this region.
This hard soil structure with abundant laterite and grassland cover also help in reducing the soil erosion during rainy season to a great extent and thus plays an important role reducing the sediment load in the sea and creek waters, which in turn helps in maintaining the ideal conditions for the sustenance of the rich marine resources of the area, especially helping the growth of seaweeds and corals.
Proposed area falls under Konkan region of Maharashtra Based on the LULC map, the project area including its 10 km surroundings has good vegetation cover (around 36%) while water bodies too contribute substantially (around 20%) to the land cover. Several Mangrove areas are present in the Jaigad creek. Some of these patches extend over several hundred sq. meters, while some others are in the form of smaller patches. The mangroves of this area, however do not occupy in contiguous vast expanses because of the peculiar terrain and narrow intertidal zones, are distinctly more diverse (with very high alpha diversity)
Among the vegetation class, disturbed and scrub vegetation found across most of the areas which are often interspersed with orchards and habitations. Very few areas have primary vegetation, mostly in inaccessible valleys and slopes. Open forest is also seen on the private lands that have been subjected to shifting cultivation or are under raab (slash and burn) cultivation. This indicates that the fallow land is most common followed by the scrubland. The agricultural land is mainly under cultivation of lesser millets and occasionally paddy in low-lying areas. A few pockets of fruit orchards of mango and cashew nuts are seen.
Among other major land use class, open areas (around 35%) contribute substantially followed by settlements (around 6%) and fallow land (around 4%). Together they contribute to around 50% of the land use of the area. This clearly indicates that around 30% of the area has vegetation cover and around 20% is water.
The ecological studies undertaken include rapid surveys with detailed checklist of floral and faunal elements. To understand the impact of proposed activity on the vegetation,
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The following sections briefly describe various aspects of the ecology in the study area.
4.6.1 Terrestrial Ecology
Floral studies revealed that the natural vegetation was dominated by deciduous elements. Vegetation, except for the inaccessible hills slopes and valleys, show considerable human impact and can be classified as secondary vegetation. Cultivation for orchards and cutting for fire woods have put pressure on existing sparse vegetation considerably. The secondary vegetation has large number of species of economic importance such as Tectona grandis, Carrisa carandas, Holarrhena antidysenterica, Terminalia paniculata and T. bellerica. The dominant species are Terminalia paniculata, T. crenulata, Bridelia hamiltonianai, Calycopteris floribunda, Holarrhena antidysenterica, Lagerstroemia nana, Tectona grandis and Leea indica.
Large scale and small-scale plantation of Mangifera indica (Mango), Anacardium occidentale, Cocus nucifera, and Garcinia indica from fruits and Acacia catechuoides for tannin source are seen. Additionally species like Artcocarpus heterophylla and Syzygium cuminii are commonly observed bordering agricultural areas.
4.6.1.1 Monsoon qualitative evaluation: Ephemerals and herbaceous species
Flora documentation undertaken during the monsoon season records several species indicating rich herbaceous flora. The details of species composition for individual area are provided in the Table 4.17.
Table 4-17 Terrestrial Ecology (Herbaceous and Ephemerals)
Sr. Common Name Family Name of species No. Araceae Amorphophallus commutatus, 1 Dragon Stalk Yum Engler. Araceae Amorphophallus campanulatus, 2 Elephant Foot Yam Blume 3 Anthocerotaceae Anthoceros sp. Flower Horn 4 Convolvulaceae Argyreia speciosa, Sweet Elephant creeper Asparagaceae Asparagus racemosus 5 Shatavari var.javanica, Baker 6 Aspleniaceae Asplenium, L. Spleenworts 7 Acanthaceae Asystasia violacea Dalzell Neelkanth 8 Balsaminaceae Impatiens inconspicua, Benth. Tiny Balsam
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Sr. Common Name Family Name of species No. 9 Begoniaceae Begonia crenata, Dryand. Common Begonia Oxalidaceae Little Tree Plant, 10 Biophytum sensitivum, (L.) DC. Sensitive plant,(Lajalu) 11 Urticaceae Boehmeria scabrella, Gaudich False nettels 12 Phyllanthaceae Breynia patens, Rolfe Cup Saucer Plant 13 Caesalpiniaceae Cassia mimosoides, L. Feather-leaved Cassia 14 Caesalpiniaceae Cassia tora, Linn. Sicklepod, Chakvat 15 Ranunculaceae Clematis hedysarifolia, Dc Burman Clematis 16 Lamiaceae Clerodendron serratum, Spreng Glory bower 17 Menispermaceae Cocculus villosus, DC Broom Creeper 18 Araceae Colocasia antiquorum, Schott Wild Taro 19 Commelinaceae Commelina benghalensis, L. Bengal Dayflower 20 Costaceae Costus speciosus, Sm Crepe Ginger 21 Asclepiadaceae Cryptolepis buchanani, R & S Indian sarsaparilla 22 Fabaceae Crotalaria phillipsia, Benth Rattlepods 23 Hypoxidaceae Curculigo orchioides, Gaertn Orchid palm grass Zingiberaceae Curcuma pseudomontana, J. 24 Hill Turmeric Graham Fabaceae Loose Flowered 25 Desmodium laxiflorum, DC Desmodium 26 Fabaceae Desmodium triflorum, DC. tropical trefoil 27 Dioscoreaceae Dioscorea bulbifera, L Air potato 28 Dioscoreaceae Dioscorea pentaphylla, L. Wild yam 29 Asteraceae Eclipta alba, Haask False Daisy 30 Asteraceae Emilia sonchifolia, DC. Emilia 31 Euphorbiaceae Euphorbia hirta, L. Asthma Weed 32 Convolvulaceae Evolvulus alsinoides, L. Dwarf Morning Glory 33 Liliaceae Gloriosa superba, L Glory Lily Orchidaceae Greater purple fringed 34 Habenaria grandiflora, Lindl. orchid 35 Asclepiadaceae Hemidesmus indicus, R.Br. Indian Sarsaparilla 36 Acanthaceae Justicia simplex, D.Don. Spurious Justicia 37 Cyperaceae Kyllinga triceps, Rottb. White Water Sedge Vitaceae Leea macrophylla, Roxb.ex 38 Hathikana Hornem. Asclepiadaceae Leptadenia reticulata, Wight & 39 Cork Swallow-Wort Arn. 40 Lamiaceae Leucas aspera, Spreng. Common Leucas 41 Mimosaceae Mimosa pudica, Linn Touch-me-not 42 Cucurbitaceae Momordica dioica, Roxb. in Willd Ban karela 43 Passifloraceae Passiflora foetida, L. Love-in-a-mist 44 Fabaceae Phaseolus vulgaris, Linn. Kidney Bean 45 Piperaceae Piper nigrum, L. Black Pepper 46 Polygalaceae Polygala chinensis, L. Field Milkwort Apocynaceae Rauvolfia densiflora, Benth. ex Dense-Flowered 47 Hook.f. Snake Root 48 Malvaceae Sida rhombifolia, Mast. Jelly leaf
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Sr. Common Name Family Name of species No. 49 Smilacaceae Smilax macrophylla, Roxb Kumarika 50 Solanaceae Solanum xanthocarpum, Schrad. Thai eggplant 51 Dioscoreaceae Tacca pinnatifida, Forst batflower 52 Malvaceae Thespesia lampas, Dalz, & Gibs. Common Mallow 53 Asteraceae Tridax procumbens, Linn. Coat Buttons 54 Asteraceae Vernonia cinerea, Less. Little ironweed 55 Vitaceae Vitis elongata, Wall. catbird grape 56 Asteraceae Emilia sonchifolia, DC. Purple Sow Thistle 57 Euphorbiaceae Euphorbia hirta, L. Asthma weed Source: Field survey
Table 4-18 List of Mangroves observed (Patches within 10 km radius)
Sr. Family Name of species Common Name No. 1. Acanthaceae Acanthus ilicifolius* Sea Holly 2. Myrsinaceae Aegiceras corniculatum River Mangrove 3. Acanthaceae Avicennia marina Grey Mangrove 4. Acanthaceae Avicennia officinalis Indian Mangrove 5. Rhizophoraceae Bruguiera gymnorrhiza Black Mangrove 6. Rhizophoraceae Ceriops tagal Tagal Mangrove 7. Euphorbiaceae Excoecaria agallocha* Milky mangrove white-flowered 8. Combretaceae Lumnitzera racemosa mangrove 9. Rhizophoraceae Rhizophora apiculata Tall-Stilt Mangrove 10. Rhizophoraceae Rhizophora mucronata Asiatic Mangrove Sweet-Scented Apple 11. Lythraceae Sonneratia alba Mangrove 12. Lythraceae Sonneratia apetala Sonneratia Mangrove 13. Lythraceae Sonneratia caseolaris Apple mangrove 14. Lythraceae Sonneratia griffithii Apple mangrove 15. Aizoaceae Sesuvium portulacastrum* Sea Purslane 16. Amaranthaceae Suaeda nudiflora* Sea blite 17. Fabaceae Derris scandans* Garudvel 18. Lamiaceae Clerodendron inermi* Clerodendrum * Mangrove associate
4.6.1.2 Ethno-botanical Studies
Below we present the plants used by local people with their use. Over 38 plant species are used by local communities as mentioned in Table 4.19.
Table 4-19 Ethno-botanical Studies: Some Common Plants used by the Local People
Sr. Botanical Name Local name Local Uses No. 1 Artocarpus integrifolius Linn. F. Neer Phanas Fruits edible 2 Abrus precatorius Linn. Gunj Medicinal
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Sr. Botanical Name Local name Local Uses No. 3 Acacia auriculiformis A. Cunh. Babhul Fuel wood & Timber 4 Acacia catechuoides (Roxb.) Benth. Khair Kattha 5 Achyranthes aspera Linn Aghada Medicinal 6 Adhatoda vasica Nees Adulsa Medicinal 7 Agave Sp. Ghaypat Medicinal 8 Alstonia scholaris R. Br. Satvin Medicinal 9 Amorphophallus commutatus Engl. Suran Medicinal 10 Anacardium occidentale Linn. Kaju Fruits edible 11 Annona reticulata Linn Ramphal Fruits edible 12 Areca catechu Linn. Supari Fruits edible 13 Argemone mexicana Linn. Pivala dhotra Medicinal 14 Carissa carandas Linn. Karvand Fruits edible 15 Cinnamomum zeylanicum Blume Dalchini Spices 16 Cocos nucifera Linn. Naral Fruits edible 17 Curcuma pseudomontana Grah. Ranhalad Medicinal 18 Embelia robusta Roxb. Vavding Medicinal 19 Ficus glomerata Roxb. Umbar Medicinal 20 Garcinia indica (Dupetit-Jhou.) Choiss. Kokam Fruits pulp edible 21 Hemidesmus indicus Schultes Anantmul Medicinal Holarrhena antidysenterica (Heyne ex 22 Kuda Medicinal Roth) wall. 23 Leea indica (Burm. F.) Merrill. Dinda Medicinal 24 Mangifera indica L Amba Fruits edible 25 Murraya koenigii (Linn.) Spreng. Kadipatta Condiment 26 Oroxylum indicum Vent. Tetu Medicinal 27 Piper nigrum Linn. Miri Spices 28 Randia dumetorum Lamk. Gel Fish poisoning 29 Rauvolfia serpentina Benth. Ex kurz. Sarpagandha Medicinal Fruits edible & 30 Syzygium cuminii Skeecs. Jamun Medicinal 31 Tectona grandis Linn. F. Sag Timber 32 Terminalia arjuna Wight. & Arn. Arjun Medicinal & fuel wood 33 Terminalia bellerica Roxb. Behda Medicinal & fuel wood 34 Terminalia paniculata Roth. Kinjal Fuel wood 35 Tinospora glabra (Burm.f.) Merrill. Gulvel Medicinal 36 Vitex negundo Linn. Nirgudi Medicinal 37 Woodfordia fruticosa Kurz. Dhayati Medicinal 38 Ziziphus mauritiana Lamk. Ber Fruits edible Table 4-20 Checklist of plant species observed in project area covering 10 km radius
Sr. Common Name Name of species Family No. 1 Fabaceae Acacia auriculfiformis Earleaf acacia 2 Fabaceae Acacia catechuoides Black Cutch tree
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3 Sapindaceae Allophylus cobbe Indian Allophylus 4 Vitaceae Ampelocissus latifolia Wild Grape 5 Anacardiaceae Anacardium occidentale Cashew 6 Poaceae Bambusa sp. Giant Bamboo 7 Bombacaceae Bombax ceiba Silk Cotton Tree 8 Phyllanthaceae Bridelia retusa Spinous Kino Tree 9 Combretaceae Calycopteris floribunda Paper Flower 10 Rhizophoraceae Carallia brachiata Freshwater Mangrove 11 Apocynaceae Carrisa carandas Karanda 12 Celastraceae Celastrus paniculatus Black Oil Plant 13 Combretaceae Combretum albidum Piluki 14 Boraginaceae Cordia dichotoma Indian cherry 15 Fabaceae Dalbergia horrid Prickly Dalbergia 16 Fabaceae Derris scandens Jewel Vine 17 Primulaceae Embelia robusta Malabar Embelia 18 Moraceae Ficus hispida Hairy Fig 19 Phyllanthaceae Fluggea leucopyra Bushweed 20 Tiliaceae Grewia aspera Phalsa 21 Asclepiadaceae Hemidesmus indicus Indian Sarsaparilla 22 Helicteres isora East-Indian screw Sterculiaceae tree 23 Apocynaceae Holarrhaena antidysenterica Kurchi 24 Rubiaceae Ixora coccinea Bandhuka 25 Rubiaceae Ixora parviflora Small Flowered Ixora 26 Oleaceae Jasminum malabaricum Malabar Jasmine 27 Lagerstroemia parviflora Small Flowered Crape Lythraceae Myrtle 28 Anacardiaceae Lannea coromandelica Indian Ash Tree 29 Verbenaceae Lantana camara Ghaneri 30 Vitaceae Leea indica Bandicoot Berry 31 Euphorbiaceae Mallotus philippensis Kaamala Tree 32 Anacardiaceae Mangifera indica Mango 33 Rubiaceae Meyna spinosa Muyna 34 Rubiaceae Pavetta crassicaulis White pavetta 35 Rubiaceae Randia dumetorum Madanaphala 36 Apocynaceae Rauvolfia serpentina Sarpagandha 37 Smilacaceae Smilax macrophylla Kumarika 38 Myrtaceae Syzygium cuminii Jambhul 39 Verbenaceae Tectona grandis Teak 40 Combretaceae Terminalia arjuna Arjun 41 Combretaceae Terminalia crenulata Laurel 42 Combretaceae Terminalia paniculata Kindal Tree 43 Menispermaceae Tinospora glabra Gulvel 44 Cannabaceae Trema orientalis Indian Charcoal Tree 45 Verbenaceae Vitex negundo Chaste Tree 46 Lythraceae Woodfordia fruticosa Fire Flame Bush 47 Apocynaceae Wrightia tinctoria Sweet Indrajao 48 Rhamnaceae Ziziphus oenoplea Jackal jujube 49 Rhamnaceae Ziziphus rugosa Wild Jujube Source: Field study
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The vegetation is very sparse on private lands as most of the private land is put to agriculture. Areas near the stream are less inhabited and few patches of dense vegetation still exist.
4.6.1.3 Faunal Studies
Amphibians
Amphibians can live in water as well as on land especially damp, moist & marshy places. There is no report of Urodels in study area but the members of order Anura i.e. frog Rana toad, Bufo, & Hyla tree frogs are seen. The amphibian fauna is not diverse. The aquatic bodies show less plankton density and are ultimately responsible for checking the population of amphibians.
Reptiles
Few snakes are only reported near human habitationlike rat snakes, boas, viper, and krait. The checkered keel back, is the very common snake found in water bodies. The poisonous snakes were pit viper, Russel’s viper, cobra & Krait. Among the geckos, house gecko and forest calotes are abundant.
Butterflies:
Some of the butterflies recorded during the study are provided in the table below:
Table 4-21 List of Butterfly Species Reported During the Study
Sr. No Family Scientific Name Common Name 1 Hasora chromus Common Banded Awl 2 Hesperiidae Spialia galba Indian Skipper 3 Udaspes folus Grass Demon 4 Matapa aria Common Redeye 5 Leptotes plinius Zebra Blue 6 Jamides bochus Dark Cerulean Lycaenidae 7 Chilades trochylus Grass Jewel 8 Jamides celeno Common Cerulean
9 Talicada nyseus Red Pierrot 10 Cigaritis vulcanus Common Silverline 11 Melanitis leda Common Evening Brown 12 Lethe rohria Common Tree brown 13 Mycalesis perseus Common Bushbrown 14 Nymphalidae Phalanta phalantha Common Leopard 15 Neptis hylas Common Sailor 16 Euthalia aconthea Common Baron 17 Tirumala limniace Dark Blue Tiger 18 Acraea terpsicore Tawny Coster 19 Melanitis phedima Dark Evening Brown
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20 Cupha erymanthis Rustic 21 Euthalia nais Baronet Or Red Baron 22 Ariadne merione Common Castor 23 Junonia hierta Yellow Pansy 24 Junonia orithya Blue Pansy 25 Junonia lemonias Lemon Pansy 26 Junonia almana Peacock Pansy 27 Junonia iphita Chocolate Pansy 28 Hypolimnas bolina Great Eggfly 29 Hypolimnas misippus Danaid Eggfly* 30 Tirumala limniace Glassy Blue Tiger 31 Junonia atlites Grey Pansy 32 Danaus chrysippus Plain Tiger 33 Danaus genutia Striped Or Common Tiger 34 Euploea core Common Crow 35 Castalius rosimon Common Pierrot 36 Pachliopta aristolochiae Common Rose 37 Pachliopta hector Crimson Rose** 38 Graphium agamemnon Tailed Jay Papilionidae 39 Papilio demoleus Lime 40 Papilio polytes Common Mormon
41 Papilio polymnestor Blue Mormon 42 Graphium nomius Spot Sword tail 43 Papilio helenus Red Helen 44 Catopsilia pomona Common Emigrant 45 Catopsilia pyranthe Mottled Emigrant 46 Eurema brigitta Small Grass Yellow 47 Eurema hecabe Common Grass Yellow 48 Pieridae Delias eucharis Common Jezebel 49 Leptosia nina Psyche 50 Colotis etrida Small Orange Tip 51 Ixias marianne White Orange Tip 52 Ixias pyrene Yellow Orange Tip 53 Pareronia hippia Common Wanderer 54 Colotis amata Small Salmon Arab * Schedule I species (Wild life protection Act 1972) ** Endemic Species Birds
The Jaigad creek and its immediate environs support a large number of bird species. Reported species from the area include critically endangered birds such as the White- backed vulture (Gyps benghalensis), Flamingoes (Phoenicopterus ubber) are among the winter visitors (Arun, 2007)
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Table 4-22 List of Birds Species observed
IUCN Sr. No. Common name Scientific Name status 1 Little Grebe Tachybaptus ruficollis LC 2 Little Cormorant Phalacrocorax niger LC 3 Darter Anhinga Anhinga melanogaster NT 4 Little Egret Egretta garzetta LC 5 Western Reef-Egret Egretta gularis LC 6 Grey Heron Ardea cinerea LC 7 Large Egret Casmerodius albus LC 8 Median Egret Mesophoyx intermedia LC 9 Cattle Egret Bubulcus ibis LC 10 Indian Pond-Heron Ardeola grayii LC 11 Little Green Heron Butorides striatus LC 12 Black-crowned Night-Heron Nycticorax nycticorax LC 13 Black Bittern Dupetor flavicollis LC 14 Asian Openbill-Stork Anastomus oscitans LC 15 White-necked Stork Ciconia episcopus LC 16 Oriental Honey-Buzzard Pernis ptilorhynchus LC 17 Black-shouldered Kite Elanus caeruleus LC 18 Black Kite Milvus migrans LC 19 Brahminy Kite Haliastur indus LC 20 White-bellied Sea-Eagle Haliaeetus leucogaster LC 21 Short-toed Snake-Eagle Circaetus gallicus LC 22 Crested Serpent-Eagle Spilornis cheela LC 23 Western Marsh-Harrier Circus aeruginosus LC 24 Pied Harrier Circus melanoleucos LC 25 Montagu’s Harrier Circus pygargus LC 26 Shikra Accipiter badius LC 27 Booted Eagle Hieraaetus pennatus LC 28 Osprey Pandion haliaetus* LC 29 Common Kestrel Falco tinnunculus LC 30 Peregrine Falcon Falco peregrinus* LC 31 Little Ringed Plover Charadrius dubius LC 32 Kentish Plover Charadrius alexandrinus LC 33 Lesser Sand Plover Charadrius mongolus LC 34 Red-wattled Lapwing Vanellus indicus LC 35 Whimbrel Numenius phaeopus LC 36 Eurasian Curlew Numenius arquata NT 37 Common Redshank Tringa totanus LC 38 Marsh Sandpiper Tringa stagnatilis LC 39 Common Greenshank Tringa nebularia LC 40 Wood Sandpiper Tringa glareola LC 41 Common Sandpiper Actitis hypoleucos LC
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IUCN Sr. No. Common name Scientific Name status 42 Little Stint Calidris minuta LC 43 Heuglin’s Gull Larus heuglini LC 44 Yellow-legged Gull Larus cachinnans LC 45 Pallas’s Gull Larus ichthyaetus LC 46 Brown-headed Gull Larus brunnicephalus* LC 47 Black-headed Gull Larus ridibundus LC 48 Slender-billed Gull Larus genei LC 49 Lesser Crested Tern Sterna bengalensis LC 50 Large Crested Tern Sterna bergii LC 51 Little Tern Sterna Sterna albifrons LC 52 Whiskered Tern Chlidonias hybridus LC 53 Blue Rock Pigeon Columba livia LC 54 Little Brown Dove Streptopelia senegalensis LC 55 Spotted Dove Streptopelia chinensis LC 56 Eurasian Collared-Dove Streptopelia decaocto LC 57 Rose-ringed Parakeet Psittacula krameri LC 58 Brainfever Bird Hierococcyx varius LC 59 Asian Koel Eudynamys scolopacea LC 60 Greater Coucal Centropus sinensis LC 61 White-rumped Needletail Swift Zoonavena sylvatica LC 62 Asian Palm-Swift Cypsiurus balasiensis LC 63 Alpine Swift Tachymarptis melba LC 64 Small Blue Kingfisher Alcedo atthis LC 65 Stork-billed Kingfisher Halcyon capensis LC 66 White-breasted Kingfisher Aalcyon smyrnensis LC 67 Lesser Pied Kingfisher Ceryle rudis LC 68 Small Bee-eater Merops orientalis LC 69 Woodpecker Dinopium Dinopium benghalense LC 70 Common Swallow Hirundo rustica LC 71 Wire-tailed Swallow Hirundo smithii LC 72 Red-rumped Swallow Hirundo daurica LC 73 Large Pied Wagtail Motacilla maderaspatensis LC 74 Yellow Wagtail Motacilla flava LC 75 Paddyfield Pipit Anthus rufulus LC 76 Red-whiskered Bulbul Pycnonotus jocosus LC 77 Red-vented Bulbul Pycnonotus cafer LC 78 White-browed Bulbul Pycnonotus luteolus LC 79 Common Iora Aegithina tiphia LC 80 Oriental Magpie-Robin Copsychus saularis LC 81 Grey-breasted Prinia Prinia hodgsonii LC 82 Ashy Prinia Prinia socialis LC 83 Plain Prinia Prinia inornata LC 84 Blyth’s Reed-Warbler Acrocephalus dumetorum LC
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IUCN Sr. No. Common name Scientific Name status 85 Common Tailorbird Orthotomus sutorius LC 86 Purple-rumped Sunbird Nectarinia zeylonica LC 87 Purple Sunbird Nectarinia asiatica LC 88 White-throated Munia Lonchura malabarica LC 89 White-rumped Munia Lonchura striata LC 90 Spotted Munia Lonchura punctulata LC 91 Black-headed Munia Lonchura malacca LC 92 House Sparrow Passer domesticus LC 93 Common Myna Acridotheres tristis LC 94 Eurasian Golden Oriole Oriolus oriolus LC 95 Black Drongo Dicrurus macrocercus LC 96 Ashy Drongo Dicrurus leucophaeus LC 97 House Crow Corvus splendens LC 98 Jungle Crow Corvus macrorhynchos LC IUCN Status: NE: Not Evaluated NT: Near Threatened VU: Vulnerable LC: Least Concern
Wildlife Species
The entire area adjoining to the project site is almost barren with little vegetation along the slope. Hence the area does not support good habitation for the wild life species. The list of major faunal species reported in the study area is given in Table 4-23.
Table 4-23 List of Wildlife Species recorded in study area
Local Name Scientific Name Wild Boar Sus scrofa*** Foxes Vulpes bengalensis Rock snake Ptyas mucosus** Indian cobra Naja naja** Jackal Canis aureus** Palm squirrel Funambulus palmarum Bat Megaderma lyra
4.6.2 Marine Ecology
Jaigad creek appears to be rich in seaweeds which are important to sustain the marine biodiversity. Corals are present along this coast, which is an unusual feature along the west coast (Qasim and Wafer 1979; Parulekar 1981; Vineeta 1997). Seaweeds such as Sargassum cinereum and Padina tetrastromatica are found to be very common in the study area. Presence of Common Dolphins (Delphinus delphis) has been observed in this
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It seems, there are no reference to other marine or shore organisams such as from various phyla – Chlorophyta, Ochrophyta, Rhodophyta, Porifera, Cnidaria, Platyhelminthes, Annelida, Sipunculida, Arthropoda, Pieces, Echinodermata, Aves, Molluscs, Mammals, etc. Also no reference to river, estuarine plants, animals, zooplanktons, phytoplanktons, etc.
The productivity of the aquatic ecosystem is determined by the biological characteristics of the water body. The primary productivity plays a vital role in the maintenance of diverse array in the aquatic ecosystem. The phytoplanktons are the primary producers of the water, which trap the solar energy and transform them into potential biochemical energy that sustains life in the water. Phytoplanktons are the major source of food for zooplanktons and some fishes.
The requirement for useful water sampling is to collect a representative sample of suitable volume from the specified depth and retain it free from contamination during retrieval (Figure 4-22). Pump sampler was used to collect sea water from the sub surface and mid depth layer. During the sampling the plastic hosepipe, was lowered to the desired depth. The retrieved samples were first collected in a clean bucket to reduce the heterogeneity. From the collected water sample 1 litter of water was taken in an opaque plastic bottle for chlorophyll estimation. Quantitative Plankton samples were collected by filtering rest of the water sample using plankton net assembly of 60 and 20 µm mesh size.
Figure 4-23 Marine Ecology Sampling Locations
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Table 4-24 Sampling locations (Marine Ecology)
# Location Latitude Longitude In the Jaigadh Creek opposite Tavasal village near 1 170 17’ 26.9” 730 14’ 40.1” Jindal Power 2 In the Jaigadh Creek Opposite Padave village 170 17’ 37.9” 730 15’ 49.7” 3 In the Jaigadh Creek Near Project site 170 17’ 18.5” 730 16’ 40.4” In the Shastri River between Kudali Village and 4 170 17’ 14.9” 730 17’ 33.1” Jambhari village Figure 4-24 Sample collection for marine Biological Studies
4.6.2.1 Phytoplankton
Methodology adopted for Plankton sampling: Mixed plankton sample for qualitative evaluation were obtained from the sub surface layer, at each sampling locations by towing the net horizontally with the weight during low tide and high tide of a tidal cycle. After the tow of about 15-20 minutes at speed of 1- 1.5 m/s, plankton net was pulled up and washed down to the tail and collected the plankton adhered to plankton net in the collection bucket at the bottom by springing outer and inner surface of the net with sea water, while the net was hanging with the mouth upward (Figure 4-20). As already mentioned for quantitative evaluation 50 L sample each was collected from the three layers (sub surface, mid-depth and bottom) and composite samples were made. Composited water samples from the sampling stations were filtered through 20 µm mesh size net assembly.
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Figure 4-25 Sampling for Benthic fauna
Methodology adopted for benthic fauna sampling Van veen sampler (0.1 m2) was used for sampling of bottom sediments (Figure 4.23). Two sets of sediments were sampled from each location. The macro fauna in the sediments were sieved on board to separate out the organisms. The fixation of benthic fauna is normally done by bulk fixation of the sediment sample. The bulk fixation is done by using 10% formalin (Buffered with borate) with Rose Bengal as stain. The organisms were preserved with seawater as diluting agent.
Phytoplankton The phytoplankton includes a wide range of photosynthetic and phototrophic organisms. Marine phytoplankton is mostly microscopic and unicellular floating flora, which are the primary producers that support the pelagic food-chain.
Table 4-25 Quantitative Evaluation of Marine phytoplankton during High tides
GENUS/SPECIES ABUNDANCE IN UNITS/CELLS / L OF MARINE WATER FROM DIFFERENT SAMPLING STATIONS I II III IV V Diatoms D1 Planktoniella sp. 6 8 4 6 4 D2 Coscinodiscus sp. 46 36 50 32 40 D3 Palmeria sp. 8 10 12 6 4 D4 Skeletonema sp 38 40 48 50 36 D5 Biddulphia sp. 4 8 12 6 4 D6 Eucampia sp. 4 2 6 4 2 D7 Rhizosolenia sp. 4 6 0 2 4 D8 Chaetoceros 18 20 14 10 8 D9 Navicula sp. 6 4 2 8 6 D10 Pleurosigma sp. 4 2 6 4 2 D11 Gyrosigma 0 2 0 4 0 D12 Bacillaria sp. 8 6 9 12 8
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GENUS/SPECIES ABUNDANCE IN UNITS/CELLS / L OF MARINE WATER FROM DIFFERENT SAMPLING STATIONS I II III IV V D13 Nitzschia 4 2 2 8 4 D14 Synedra sp. 0 2 0 0 0 D15 Asterionellopsis sp. 2 4 6 2 4 D16 Thalassionema sp. 4 6 4 2 7 Total diatoms 156 158 175 156 133 units/L Dinoflagellates F1 Dinophysis sp. 4 2 6 4 5 F2 Ceratium breve 8 9 12 10 7 F3 Ceratium furca 6 8 4 2 6 F4 Ceratium 2 4 4 5 2 trichoceros F5 Ceratium tripos 6 8 10 12 9 F6 Pyrocystis SP. 2 0 0 0 0 F7 ProtoperidiniumSP 8 6 12 9 10 Total Dinoflagellates 36 37 48 42 39 Units/L Total 192 195 223 198 172 Phytoplankton Table 4-26 Quantitative Evaluation of Marine phytoplankton during Low tides GENUS/SPECIES ABUNDANCE IN UNITS/CELLS / L OF MARINE WATER FROM DIFFERENT SAMPLING STATIONS I II III IV V Diatoms D1 Planktoniella SP. 0 2 0 0 0 D2 Coscinodiscus sp. 30 28 27 36 32 D3 Palmeria sp. 4 10 8 12 6 D4 Skeletonema sp 24 18 20 26 24 D5 Biddulphia sp. 2 6 4 2 2 D6 Eucampia sp. 0 0 0 0 0 D7 Rhizosolenia sp. 2 6 4 2 2 D8 Chaetoceros 12 11 8 14 12 D9 Navicula sp. 2 4 4 6 2 D10 Pleurosigma sp. 4 2 6 4 2 D11 Gyrosigma 0 0 0 0 0 D12 Bacillaria sp. 8 12 9 6 4 D13 Nitzschia 0 0 0 0 0 D14 Synedra sp. 4 2 6 4 2 D15 Asterionellopsis sp. 4 2 0 4 6 D16 Thalassionema sp. 6 4 2 6 4 Total diatoms 102 107 98 122 98 units/L Dinoflagellates F1 Dinophysis sp. 8 10 12 16 20 F2 Ceratium breve 4 2 2 6 4 F3 Ceratium furca 2 4 4 7 6 F4 Ceratium 5 6 8 4 2
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GENUS/SPECIES ABUNDANCE IN UNITS/CELLS / L OF MARINE WATER FROM DIFFERENT SAMPLING STATIONS I II III IV V trichoceros F5 Ceratium tripos 12 8 10 6 9 F6 Pyrocystis SP. 0 0 0 0 0 F7 ProtoperidiniumSP 0 0 0 0 0 Total Dinoflagellates 31 30 36 39 41 Units/L 133 137 134 161 139 Phytoplankton population:
For the evaluation of the Phytoplankton population in Jaigadh creek and Shashtri River within the immediate surroundings of the proposed project sampling was conducted from 4 sampling locations. The phytoplankton community during high tide and low tide of tidal cycle was represented by Diatoms and Dinoflagellates; Diatoms were represented by 16 genera belongs to 6 classes, 11orders, and 12 families. Dinoflagellates were represented by 7 species of one class Desmophyceae 3 orders and 4 families. Phytoplankton of the sampling stations at sub surface layer in Jaigad creek and was varying from 171-223 units/ L in high tide period and 133-161 units/ L in low tide period. See figure 4.24.
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Table 4-27 Phytoplankton variations in Abundance and Diversity in Sampling Stations during High Tide and Low Tide
Margalef’s No of Diversity Shannon diversity Species Index Weiner Sampling Abundance index Tide observed (Simpson’s index Station In units/L (Species /total Index) H ( log10) Richness species 1-D S) High 192 21/23 3.80 1.11 0.88 tide I Low 133 17/23 3.27 1.06 0.89 tide High 195 22/23 3.98 1.14 0.90 tide II Low 137 18/23 3.45 1.12 0.91 tide High 223 19/23 3.32 1.08 0.88 tide III Low 161 16/23 3.06 1.09 0.09 tide High 198 21 /23 3.78 1.12 0.89 tide IV Low 139 17/23 3.14 1.08 0.89 tide Table 4-28 Taxon Diversity of Phytoplankton (Group Level) During HTL and LTL
No of Sampling Range Location Sampling Group of plankton Tide depth UNITS/L locations High tide 133-175 Diatoms Low tide 98-122
Jaigad High tide 36-48 Dinoflagellates Creek and 4 Low tide 30-41 Sub surface Shashtri TOTAL High tide 172-223
River PHYTOPLANKTON Low tide 133-161 UNITS/L
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Figure 4-26 Phytoplankton
PHYTOPLANKTON
Coscinodiscus sP Pleurosigma sp.
Eucampia sp. Chaetoceros sp
Bacillaria sp. Dinophysis sp
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Table 4-29 Systematic Account of Phytoplankton in the Sampling Locations in Jaigad Creek And Shastri River
GROUP PHYLUM CLASS ORDER FAMILY GENUS/SPECIES # Thalassiosirales Thalassiosiraceae Planktoniella SP. D1 Coscinodiscophyceae Coscinodiscales Coscinodiscaceae Coscinodiscus sp. D2 Palmeria sp. D3 Thalassiosirales Skeletonemataceae Skeletonema sp D4 DIATOMS Bacillariophyta Biddulphiophycidae Biddulphiales Biddulphiaceae Biddulphia sp. D5 Hemiaulales Hemiaulaceae Eucampia sp. D6 Rhizosoleniophycidae Rhizosoleniales Rhizosoleniaceae Rhizosolenia sp. D7 Chaetocerotophycidae Chaetocerotales Chaetocerotaceae Chaetoceros sp.. D8 Naviculales Naviculaceae Navicula sp. D9 Pleurosigmataceae Pleurosigma sp. D10 Bacillariophycidae Gyrosigma D11 Bacillariales Bacillariaceae Bacillaria sp. D12 Nitzschia D13 Fragilariophycidae Fragilariales Fragilariaceae Synedra sp. D14 Asterionellopsis sp. D15 Thalassionematles Thalassionemataceae Thalassionema sp. D16 Desmophyceae Dinophysiales Dinophysiaceae Dinophysis sp. F1 Gonyaulacales Ceratiaceae Ceratium breve F2 DINOFLAGELLATES Pyrrophyta (or Ceratium furca F3 Dinophyta) Ceratium trichoceros F4 Ceratium tripos F5 Pyrocystaceae Pyrocystis SP. F6 Peridiniales Protoperidiniaceae ProtoperidiniumSP F7
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CHLOROPHYLL-A & Pheophytin-A
Water Samples for the chlorophyll estimation were collected from sub surface, for each sampling locations and analysed for Chlorophyll –a, and after acidification for Pheophytin –a. (APHA 1998)
The chlorophyll-A varied from 1.2 to 1.9 mg/m3. Pheophytin –a level was below detectable limit in the all 4 sampling stations during summer 2016.
Table 4-30 Variations in Chlorophyll–A Pheophytin-A In Samples
Station Chlorophyll-a Pheophytin- a Location of Station T1de # (mg/m3 ) (mg/m3 ) In the Jaigad Creek Opposite High 1.53 BDL I Tavasal village near Jindal Low 1.85 BDL Power In the Jaigad Creek Opposite High 1.63 BDL II Padave village Low 1.33 BDL In the Jaigad Creek Near High 1.93 BDL III Project site Low 1.98 BDL In the Shastri between High 1.24 BDL IV Kudali Village and Jambhari village Low 1.25 BDL BDL: Below Detectable Limit
4.6.2.2 Zooplankton
Zooplankton can be subdivided into holoplankton, i.e., permanent members of the plankton (e.g., Calanoid copepods), and meroplankton, i.e., temporary members in the plankton e.g., larvae of fish, shrimp, and crab). The meroplankton group consists of larval and young stages of animals that will adopt a different lifestyle once they mature. In contrast to phytoplankton which consist of a relatively smaller variety of organisms, Zooplankton are extremely divers, consist of a host of larval and adult forms representing many animal phyla.
Among the zooplankton two groups always dominate than others; they are the members of sub class copepods (Phylum Athropoda), and Tintinids (Phylum Protozoa) among the net planktons. These small animals are of vital importance in marine ecosystem as one of the primary herbivores animals in the sea, and it is they who provide vital link between primary producer (autotrophs) and numerous small and large marine consumers.
Zooplankton sample was collected from the sub surface layer during high tide period and low tide period in 5 different sampling locations near project site during summer 2016.
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Zooplankton community was represented by five groups of plankton; Titinids, Copepods, Decapoda, Urochordata Arrow worms, and larval forms of Crustaceans, Brachurian larvae, and Trachophore larvae,. Among these holoplankton of this region; Copepods were the most dominant group followed by Tintinids, Nauplius Larvae and Zoea larvae also dominated the net plankton at all the sampling locations. During this sampling run, Trachophore larvae of Polychaete were observed in their various growing stages. The zooplankton density varied from 78-103 No/L in Jaigad creek area during high tide period and 71-91No/L during low tide period. See Figure 4.25.
Table 4-31 Quantitative Evaluation of Marine Zooplankton during High tide
Sr. ABUNDANCE IN UNITS/CELLS / L OF MARINE WATER GENUS/SPECIES No FROM DIFFERENT SAMPLING STATIONS I II III IV V Tintinids 1 Leprotintinnusssp. 6 4 2 6 4 2 Tintinnopsis radix 2 6 4 0 4 3 Favella sp. 18 10 12 19 20 4 Titinids Total 26 20 18 25 28 units/L Copepods 5 Cosmocalanus 8 10 6 12 8 darwinii 6 Acrocalanus 2 4 2 6 4 7 Clausocalanus 10 8 9 12 10 minor 8 Centropages sp. 4 2 6 4 2 9 Labidocera sp. 4 0 2 0 0 10 Acartia sp. 2 0 5 4 2 11 Oithona sp. 5 2 0 4 2 12 Corycaeus SP. 0 2 2 0 4 13 Copepods Total 35 28 32 42 32 N/L Decapoda 14 Acanthephyra sp. 2 4 2 0 4 15 Decapoda Total 2 4 2 0 4 N/L Urochordata 16 Fritillaria sp. 7 4 6 4 2 17 Urochordata Total 7 4 6 4 2 N/L Arrow Worms 18 Sagitta sp 2 0 0 2 0 19 Arrow Worm 2 0 0 2 0 Total N/L 20 Larval Forms 21 Nauplius larvae of 18 10 10 22 20 Copepods 22 Zoea Larvae 4 6 8 4 2
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Sr. ABUNDANCE IN UNITS/CELLS / L OF MARINE WATER GENUS/SPECIES No FROM DIFFERENT SAMPLING STATIONS I II III IV V 23 Cirripede 6 4 8 4 6 Nauplius 24 Trachophore 0 2 4 0 0 larvae Larval Form Total N/L 28 22 30 30 28 Total Zooplankton N/L 100 78 88 103 94
Table 4-32 Quantitative Evaluation of Marine Zooplankton during Low tide
Sr. ABUNDANCE IN UNITS/CELLS/ L OF MARINE WATER GENUS/SPECIES No. FROM DIFFERENT SAMPLING STATIONS I II III IV V Tintinids 1 Leprotintinnusssp. 4 6 8 4 2 2 Tintinnopsis radix 0 0 0 0 0 3 Favella sp. 12 15 18 12 10 Titinids Total 16 21 26 16 12 units/L Copepods Cosmocalanus 4 4 6 4 2 5 darwinii 5 Acrocalanus 4 2 2 0 4 Clausocalanus 6 8 12 6 10 8 minor 7 Centropages sp. 4 2 2 4 6 8 Labidocera sp. 0 0 2 0 0 9 Acartia sp. 2 4 6 4 2 10 Oithona sp. 6 4 2 7 4 11 Corycaeus SP. 0 2 0 0 0 Copepods Total 28 32 24 27 29 N/L Decapoda 12 Acanthephyra sp. 0 2 0 0 0 Decapoda Total 0 2 0 0 0 N/L Urochordata 13 Fritillaria sp. 8 6 12 9 4 Urochordata 8 6 12 9 4 Total N/L Arrow worms 14 Sagitta sp 0 0 0 0 0 Arrow Worm 0 0 0 0 0 Total N/L Larval Forms Nauplius larvae 15 18 12 10 20 16 of Copepods 16 Zoea Larvae 8 10 6 8 4 17 Cirripede 4 6 4 2 6
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Sr. ABUNDANCE IN UNITS/CELLS/ L OF MARINE WATER GENUS/SPECIES No. FROM DIFFERENT SAMPLING STATIONS I II III IV V Nauplius Trachophore 18 0 2 0 0 0 larvae Larval Form Total N/L 30 30 20 30 26 Total Zooplankton N/L 82 91 82 82 71 Table 4-33 Zooplankton Variations In Abundance And Diversity During HTL & LTL
No of Margalef’s Diversity Shannon Species diversity Index Weiner Sampling Abundance Tide observed index (Simpson’s index Station In N/L /total (Species Index) H (log10) species Richness S) 1-D I High 100 16/18 3.257 1.086 0.906 tide Low 82 12/18 2.496 1.005 0.895 tide II High 78 15/18 3.213 1.110 0.924 tide Low 91 15/18 3.104 1.079 0.912 tide III High 88 16/18 3.350 1.134 0.928 tide Low 82 13/18 2.723 1.011 0.894 tide IV High 103 13/18 2.589 1.002 0.886 tide Low 82 11/18 2.269 0.948 0.878 tide
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Table 4-34 Taxon Diversity of Zoo Plankton (Group Level) During High Tide And Low Tide
No of Sampling Group of Range Location Sampling Tide depth plankton N/L locations High tide 18-28 TINTINIDS Low tide 12-26 High tide 28-42 COPEPODS Low tide 24-32 High tide 0-4 DECAPODA Low tide 0-2 High tide 2-7 UROCHORDATA Low tide 4-12 Jaigad Sub surface 4 High tide 0-2 ARROW WORMS Creek Low tide 0 High tide 22-30 LARVAL FORMS Low tide 20-30 TOTAL High tide 78-103 ZOOPLANKTON N/L Low tide 71-91 Figure 4-27 Zooplankton
ZOOPLANKTON
Favella spp. Euterpina sp.
Acanthephyra spp. Trachophore larvae
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Table 4-35 Systematic Account of Zooplankton from the Sampling Locations in the Sampling Locations in Jaigad Creek and Shastri River
GROUP PHYLUM CLASS ORDER FAMILY GENUS/SPECIES Tintinids Protozoa Spirotrichea Tintinnida Tintinnidiidae Leprotintinnuss sp. (Ciliophora) Codonellidae Tintinnopsis radix Xystonellidae Favella sp. Copepods Arthropoda Sub class copepoda Calanoida Calanidae Cosmocalanus darwinii (Crustacea) Paracalanidae Acrocalanus Sp. Clausocalanidae Clausocalanus minor Centropagidae Centropages sp. Pontellidae Labidocera sp. Acartiidae Acartia sp. Cyclopoida Oithonidae Oithona sp. Harpacticoida Euterpinidae Euterpina sp. Decapoda Arthropoda Malacostraca Decapoda Oplophoridae Acanthephyra sp. (Crustacea) Urochordata Urochordata Appendicularia Fritillariidae Fritillaria sp. Arrow worms Chaetognatha Sagittoidea Aphragmophora Sagittidae Sagitta sp. Crustacean Arthropoda Copepoda - - Nauplius larvae of Copepods larvae (Crustacea) Brachyuraian Arthropoda Decapoda Zoea Larvae larvae (Crustacea) (brachyura) Cirripedes larvae Cirripedia Cirripede Nauplius Ploychate larvae Trachophore larvae
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4.6.2.3 Benthic Organisms:
The benthic organism collected along with sediments by using the Van-veen grabs were represented by one group of benthic organisms, Polychaetes with, their number varying from 210 to 360 N/m2. The sediments were dominated by many dead shells of bivalves and Gastropods but no live forms were recorded during this sampling run.
Table 4-36 Benthic Fauna
Polychaetes Family: Nephthydidae Nepthys sp. Family Amphinomidae Paramphinome sp. Family Onuphidae Onuphis sp. Family Pilargiidae Sigambra sp.
Estuarine Zone This is the segment of the river near to the confluence of Shastri River at Phangus. Through the mouth of the Shastri River at Jaigad, the tidal water of the Arabian Sea ingresses during flood tides up to Vandri Village. This 4 km stretch after the confluence turns into an estuary.
Secondary data suggests that this estuarine zone does not receive any discharges of waste water and sustained normal water quality. Hence it is represented a water body with normal water quality and sediment quality along with expected biological characteristics. However, bacterial counts were high in both water and sediment (Ref: monitoring of costal marine and estuarine ecology of Maharashtra phase I, NIO)
4.6.2.4 Fishes
Fishing is the most common occupation of the people in nearby villages i.e. surrounding the project site. Most coastal fishing happens in the vicinity of Shastri river mouth.
Fishing seasons commences from September and lasts till the end of May. There is practically no fishing in the monsoon except in the creeks. Sharks, skates, rays, mackerels, sardines, tuna, surmai, pomfrets, karel, dagol and catfish form the main varieties of the district.
The common species of fishes observed in the Jaigad creek are Renavi, Palu, Tamboshi,
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Catfish (Local Names). They are caught by local people for their consumption. Jaigad creek is one of the important fishing creeks along the West coast, supporting nearly 42 fishing villages. Fish catch for the year 2009-10 for Jaigad Fish landing site was 3,953 Tonnes (Fish Production Report, GOM, 2010).
While most fishermen go out in the open sea, some specialize in estuarine fishing, around 20 km in the mouth of the river. These fishermen do not have mechanised boats and use diesel fired ‘dibkos’ or manual boats. Their proportion in the overall catch is barely 1.2% (98.8% by mechanised boats with trawlnets). Freshwater fishing is carried out by special tribes, as well as women in all riparian villages using indigenous techniques, but the catch seldom comes in the market and is used for domestic consumption.
The commercial fishing occurs in the region of the estuary below the confluence of the river Bay with the Shastri.
(1) Skates and rays. — They are caught throughout the fishing seasons with the help of long-lines and bottom-set gill-nets.
(2) Mackerel and sardine — they are caught in the Rampan-nets from November to February.
(3) Tuna and Surmai.—they are caught in the surface drift-nets from September to December.
(4) Pomfrets.—they are caught in surface as well as bottom-set gill-nets from September to December and April-May.
(5) Silver bar or Karli—these are mostly caught in bottom-set gill-nets from January to May.
(6) Dagol and catfishes. — These are mostly caught by long-lines throughout the fishing seasons.
BNHS report (within 10 km of Jindal thermal power plant)
Red-toothed Trigger Fish (Odonus niger), Butterfly fish, Indo-Pacific Sergeant (Abudefduf vaigiensis), Surge Demoiselle (Chrysiptera leucopoma), Blue-lined Hind (Cephalopholis formosa), Indo-Pacific Humpback Dolphins (Sousa chinensis) and Bottlenose Dolphin (Tursiops truncatus) were commonly observed in nearby open sea and also the Smooth Sea Otters (Lutra perspicillata). bivalves (Mercia divaricata) and Oysters, Emperor
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Angelfish (Pomacanthus imperator), and occasionally a Nurse shark (Nebrius ferrugineus).
4.6.2.5 Coral Reefs
Coral reefs are unique ecosystems which were once present all along the west coast of India. Most of these disappeared during the course of time due to siltation and other climatic reasons. Living remnants of the erstwhile west coast coral reefs are now present only in Gujarat and along the Konkan region of Maharashtra, and there are several reports on the coral reefs along various parts of the Indian coast line (Qasim and Wafer 1979; Vineeta et al. 1997; Sewell 1932; Vineeta 1997).
Coastal areas of Konkan especially Ratnagiri have patchy reefs along the shoreline. These shallow patches are chiefly constructed by boulder and sub-massive corals such as Porites, Coscinaraea, Turbinaria Favia and Pseudosiderastrea. Most of the reef area is exposed during low tide (especially spring tide). Reef bottom are covered with fine sediment, which is brought from leaward hills during monsoon in some reef areas, which may restrict the coral growth adversely.*(Qasim and Wafer, 1979, Untawale et al, 2000, Spalding et al 2001)
4.6.3 Environmentally/Ecologically Sensitive Areas
There are no environmentally sensitive sites within the study area covering an aerial distance of 10 km radius from centre of the port. The Figure 4-26 shows the Ratnagiri forest division map, showing the location of forests, rivers and dams. No protected area is located within 10 km of the proposed site.
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Figure 4-28 Ratnagiri forest division map
Source: Forest division, Kolhapur
4.7 Seismicity and Earthquake
The seismo-tectonic faults and earthquake zonation is shown in Figure 4-27. From the map it is evident that no major/regional seismically active faults, thrusts or trenches are present in the project area. The proposed project area is located in Zone III the moderate damage risk zone is also evident that the study area did not experience any major earthquake in the past.
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Figure 4-29 Seismic zones Map
Source: www.mapsofindia.com
4.8 Soil Quality
4.8.1 Soil Quality Monitoring Locations
The soil map of Ratnagiri district is given in Figure 4-28. This will help to assess the soil quality of the project area, the physico-chemical and fertility characteristics of the soils within the study area were examined by obtaining soil samples from selected points and subsequent analysis of the same. Samples were collected from Two (02) locations evenly distributed within the 10 km zone to understand the soil characteristics of the study area. The soil sampling locations are given in Table 4-37 and depicted in Figure 4-29.
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Figure 4-30 Detailed soil map of Ratnagiri district
Project Site
Source: District Resource Map- Ratnagiri District, Maharashtra Table 4-37 Details of Soil Quality Monitoring Locations
Distance (km) S. No. Location code Location Name from Project area 1 S1 At Project Site 0.0 2 S2 Satkondi Village 2.0
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Figure 4-31 Soil Sampling Location
S1
S2
4.8.2 Methodology of Soil Monitoring
A number of parameters, which are indicative of physical, chemical characteristics and fertility of the soil, were determined. Sampling and analysis were conducted as per established standard methods and procedures prescribed in IS: 2720, Central Pollution Control Board (CPCB) and United States Environment Protection Agency (USEPA). The respective methods used for the analysis of soil samples and their minimum detection limit are given in Table.4-38
Table 4-38 Analytical Method and its Detection Limit for Soil Quality Monitoring Parameters
Minimum No. Parameters Unit Method Detection limit 1 pH - IS: 2720 Part-26 1.0 2 Electrical Conductivity μS/cm IS: 2720 Part-21 10.0 3 Organic Matter % by mass IS: 2720 Part-22 0.01
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4 Organic Carbon 5 Phosphorous (as PO43-) 5.0 6 Total Kjehldal Nitrogen CPCB/P.K.Behra, 20.0 mg/kg 7 Potassium (as K) P-105 10.0 8 Sodium (as Na) 9 Texture - USEPA-SW-846 - 10 Sand CPCB/P.K.Behra, 11 Clay % by mass 1.0 P - 17 12 Stilt 13 Lead (as Pb) mg/kg USEPA-SW-846 10.0
4.8.3 Soil Characteristics in the Study Area
The soil samples were collected from the project site and Satkondi village representative locations. Table 4-39 summarises the soil quality analytical results for all of the aforementioned seasons. The characteristics of the soil and soil analysis results are given below.
Table 4-39 Soil Quality Monitoring Results
Location Sr. No. Parameters Units At Project Site Satkondi Village 1 pH 8.04 7.11 - 2 Moisture Content 3.8 1.8 % 3 Organic Matter 4.0 6.8 % 4 Electrical Conductivity 0.24 0.16 mS/cm 5 Chlorides 78 52 mg/kg 6 Sulphate as SO4 126 96 mg/kg 7 Phosphate as PO4 148 112 mg/kg 8 Total Nitrogen 176 124 mg/kg 9 Calcium as Ca 2842 2318 mg/kg 10 Magnesium as Mg 1246 876 mg/kg 11 Sodium as Na 842 652 mg/kg 12 Potassium as K 768 681 mg/kg Sodium adsorption 13 18.62 17.4 Meq/L ratio (SAR)
4.8.4 Results and Discussions
1. Soil texture of the area varied from shallow to moderately deep. 2. Soil pH was slightly alkaline to neutral. Electrical conductivity in all the stations and seasons varied from 0.16 to 0.24 mS/cm. 3. Organic matter content in the soil samples, which indicates the soil fertility, was high in the Satkondi village (6.8% by mass). In the Project area, where the organic matter content was comparatively low (4.0% by mass), indicates the low fertility of the soil in this areas.
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4. Concentration of Nitrogen was 176 mg/kg and 124 mg /kg at project site and Satkondi village respectively. 5. Concentration of Phosphate was less than 150 mg/kg at the sampling locations
4.9 Socio Economic Aspects
The data collected in this Chapter is based on secondary data sources. The study area for the socio economic survey consists of 10 km radius around the project stretch.
4.9.1 Population and Demographic Profile
As mentioned the proposed project is located in Ratnagiri district. The study area comprises about 42 villages. The total population in the study area villages is 37,404 persons as per Census of India 2011. The distribution of population and demographic profile in the study area villages is outlined in Table-4.40 and depicted in Figure-4.30.
Table 4-40 Demographic profile in the study area villages
No of Total Population Sr. Total Male Name TRU House- Female Below 6 No. Population Population hold Population years 1 Tavasal Rural 206 692 271 421 82 2 Padave Rural 539 3011 1430 1581 311 3 Tavasalwadi Rural 146 538 256 282 50 4 Rohile Rural 8 25 14 11 2 5 Sheer Rural 409 1403 505 898 159 6 Abloli Rural 625 2319 1098 1221 232 7 Aware Rural 197 599 212 387 45 8 Agarewadi Rural 59 270 129 141 29 Agarewadi 9 kh Rural 118 430 203 227 31 10 Bandarwadi Rural 346 1402 687 715 130 11 Chindrawale Rural 288 826 281 545 76 12 Chaperi Rural 313 1202 646 556 120 13 Asore Rural 128 405 162 243 28 14 Dodavali Rural 202 687 274 413 83 15 Karde Rural 321 1097 496 601 92 16 Naravan Rural 541 1857 792 1065 159 17 Muslondi Rural 114 322 119 203 24 18 Masue Rural 115 399 173 226 41 19 Jambhali Kh. Rural 171 584 196 388 78 20 Patilwadi Rural 127 380 161 219 43 21 Katale Rural 334 1345 574 771 181 22 Ambere Bk. Rural 165 602 275 327 74 23 Vaidya Rural 34 169 84 85 15
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No of Total Population Sr. Total Male Name TRU House- Female Below 6 No. Population Population hold Population years Lavagan 24 Gadnaral Rural 196 744 318 426 86 25 Miravane Rural 205 706 274 432 88 26 Kolisare Rural 216 845 373 472 91 27 Watad Rural 903 3687 1687 2000 376 28 Marathwada Rural 244 1047 483 564 98 29 Reel Rural 143 558 262 296 35 30 Undi Rural 79 317 149 168 30 31 Kasari Rural 89 306 141 165 32 32 Kachare Rural 23 97 50 47 2 33 Sandkhol Rural 35 135 77 58 10 34 Nandivade Rural 232 923 456 467 79 35 Kunbiwadi Rural 90 315 153 162 31 36 Jambhari Rural 231 815 350 465 56 37 Panhali Rural 68 257 112 145 30 Sandelavaga 38 n Rural 153 834 584 250 47 39 Satkondi Rural 146 627 284 343 53 40 Kolisare Rural 216 845 373 472 91 41 Kalzondi Rural 437 1725 759 966 154 42 Saitvade Rural 535 2057 903 1154 176 TOTAL 9,747 37,404 16,826 20,578 3,650 Source: Primary Census Abstract, 2011
Figure 4-32 Demographic Profile of Study Area Villages
Population
44.98 % Male 55.02 % Female
The distribution of male and female population in study area villages comprises of about 44.98% and 55.02% respectively. The population comprising of infants and children below the age of 6 years constitute about 10.0% of the total population in the study area
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villages. The sex ratio and average family size in the study area villages is 1,223 and 4 persons per family respectively.
4.9.2 Caste Profile
The distribution of population in study area villages on the basis of caste is depicted in Table-4.41 and Figure-4.31. The General Caste is the dominant caste group in the study area village accounting for almost 93.0% of the total population followed by Schedule Caste (6.8%) and Schedule Tribe (0.2%).
Table 4-41 Caste profile in the study area villages
Population Population Population Sr. Total Name Schedule Schedule General No. Population Caste Tribe Caste 1 Tavasal 692 0 0 692 2 Padave 3011 0 0 3011 3 Tavasalwadi 538 0 0 538 4 Rohile 25 0 0 25 5 Sheer 1403 164 3 1236 6 Abloli 2319 109 27 2183 7 Aware 599 95 1 503 8 Agarewadi 270 0 0 270 9 Agarewadi 430 0 0 430 10 Bandarwadi 1402 44 9 1349 11 Chindrawale 826 0 0 826 12 Chaperi 1202 168 0 1034 13 Asore 405 0 0 405 14 Dodavali 687 0 0 687 15 Karde 1097 0 0 1097 16 Naravan 1857 1 2 1854 17 Muslondi 322 0 0 322 18 Masue 399 0 0 399 19 Jambhali Kh. 584 0 0 584 20 Patilwadi 380 0 0 380 21 Katale 1345 66 0 1279 22 Ambere Bk. 602 0 0 602 Vaidya 23 Lavagan 169 0 0 169 24 Gadnaral 744 87 1 656 25 Miravane 706 0 0 706 26 Kolisare 845 206 0 639 27 Watad 3687 518 21 3148 28 Marathwada 1047 159 0 888
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Population Population Population Sr. Total Name Schedule Schedule General No. Population Caste Tribe Caste 29 Reel 558 37 0 521 30 Undi 317 0 0 317 31 Kasari 306 68 5 233 32 Kachare 97 0 0 97 33 Sandkhol 135 0 0 135 34 Nandivade 923 0 3 920 35 Kunbiwadi 315 4 0 311 36 Jambhari 815 154 0 661 37 Panhali 257 0 0 257 38 Sandelavagan 834 4 8 822 39 Satkondi 627 0 0 627 40 Kolisare 845 206 0 639 41 Kalzondi 1725 175 0 1550 42 Saitvade 2057 290 0 1767 TOTAL 37404 2555 80 34769 Source: Primary Census Abstract, 2011
Figure 4-33 Caste Profile in the Study Area Villages
0.21 6.83
% SC caste
% ST caste
92.96 % General Caste
4.9.3 Literacy Levels
The details of literate and illiterate population amongst the total population of study area villages are shown in Table-4.42. It is observed that about 72% of the total population in the study area villages is literate, while about 28% of the population is illiterate.
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Table 4-42 Distribution of literate and illiterate population in the study area villages
Total Popula- Popula- Male Female Sr. Male Fe-male Name Popula- tion tion Illiterat Illiterat No. Literate Literate tion Literate Illiterate e e 1 Tavasal 692 434 205 229 258 66 192 2 Padave 3011 2355 1194 1161 656 236 420 3 Tavasalwadi 538 414 212 202 124 44 80 4 Rohile 25 22 12 10 3 2 1 5 Sheer 1403 824 349 475 579 156 423 6 Abloli 2319 1748 889 859 571 209 362 7 Aware 599 408 170 238 191 42 149 8 Agarewadi 270 197 100 97 73 29 44 9 Agarewadi 430 278 143 135 152 60 92 10 Bandarwadi 1402 1046 580 466 356 107 249 11 Chindrawale 826 510 209 301 316 72 244 12 Chaperi 1202 892 530 362 310 116 194 13 Asore 405 295 127 168 110 35 75 14 Dodavali 687 421 191 230 266 83 183 15 Karde 1097 795 398 397 302 98 204 16 Naravan 1857 1274 614 660 583 178 405 17 Muslondi 322 192 79 113 130 40 90 18 Masue 399 244 123 121 155 50 105 19 Jambhali Kh. 584 347 141 206 237 55 182 20 Patilwadi 380 227 115 112 153 46 107 21 Katale 1345 821 400 421 524 174 350 22 Ambere Bk. 602 381 209 172 221 66 155 Vaidya 23 169 122 67 55 47 17 30 Lavagan 24 Gadnaral 744 486 236 250 258 82 176 25 Miravane 706 459 194 265 247 80 167 26 Kolisare 845 605 292 313 240 81 159 27 Watad 3687 2814 1418 1396 873 269 604 28 Marathwada 1047 792 395 397 255 88 167 29 Reel 558 503 240 263 55 22 33 30 Undi 317 238 126 112 79 23 56 31 Kasari 306 223 120 103 83 21 62 32 Kachare 97 88 45 43 9 5 4 33 Sandkhol 135 118 70 48 17 7 10 34 Nandivade 923 760 397 363 163 59 104 35 Kunbiwadi 315 251 130 121 64 23 41 36 Jambhari 815 550 281 269 265 69 196 37 Panhali 257 198 97 101 59 15 44 Sandelavaga 38 834 640 487 153 194 97 97 n
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Total Popula- Popula- Male Female Sr. Male Fe-male Name Popula- tion tion Illiterat Illiterat No. Literate Literate tion Literate Illiterate e e 39 Satkondi 627 476 242 234 151 42 109 40 Kolisare 845 605 292 313 240 81 159 41 Kalzondi 1725 1198 603 595 527 156 371 42 Saitvade 2057 1693 794 899 364 109 255 TOTAL 37404 26944 13516 13428 10460 3310 7150 Source: Census of India 2011
Figure 4-34 Literacy Profile of Study Area Villages
Literacy Rate (%)
49.84 50.16 % Literacy Male % Literacy Female
Figure 4-35 Illiteracy Profile of Study Area Villages
Illiteracy Rate (%)
31.64 %Illiteracy Male %Illiteracy Female 68.36
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4.9.4 Occupational profile
The details of occupational profile in the study area villages are given in Table-4.43. About 39% of the total population is engaged in some form of economically productive activity and are designated as working population. On the other hand, Non-workers or persons who are dependent on the population engaged in economically productive work, accounts for about 53% of the total population. Among the working population, about 83% has been designated as Main workers while the remaining 17% are designated as Marginal workers. The distribution of main and marginal worker is depicted in Figure 4.31.
Table 4-43 Occupational Profile of Study Area Villages
Main Marginal Non- Total Total Sr. Working Working Working Name Popula Working No. Populatio Populatio Populatio tion Population n n n 1 Tavasal 692 377 377 0 315 2 Padave 3011 1045 885 160 1966 3 Tavasalwadi 538 337 193 144 201 4 Rohile 25 20 20 0 5 5 Sheer 1403 848 745 103 555 6 Abloli 2319 1026 760 266 1293 7 Aware 599 371 370 1 228 8 Agarewadi 270 119 119 0 151 9 Agarewadi 430 246 236 10 184 10 Bandarwadi 1402 500 447 53 902 11 Chindrawale 826 511 510 1 315 12 Chaperi 1202 532 513 19 670 13 Asore 405 204 202 2 201 14 Dodavali 687 360 351 9 327 15 Karde 1097 444 407 37 653 16 Naravan 1857 924 864 60 933 17 Muslondi 322 164 164 0 158 18 Masue 399 256 249 7 143 19 Jambhali Kh. 584 293 293 0 291 20 Patilwadi 380 262 230 32 118 21 Katale 1345 609 605 4 736 22 Ambere Bk. 602 290 287 3 312 Vaidya 23 169 93 93 0 76 Lavagan 24 Gadnaral 744 399 328 71 345 25 Miravane 706 289 265 24 417 26 Kolisare 845 396 328 68 449
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Main Marginal Non- Total Total Sr. Working Working Working Name Popula Working No. Populatio Populatio Populatio tion Population n n n 27 Watad 3687 1761 1230 531 1926 28 Marathwada 1047 294 285 9 753 29 Reel 558 257 102 155 301 30 Undi 317 111 96 15 206 31 Kasari 306 105 101 4 201 32 Kachare 97 32 29 3 65 33 Sandkhol 135 56 54 2 79 34 Nandivade 923 431 325 106 492 35 Kunbiwadi 315 195 43 152 120 36 Jambhari 815 450 232 218 365 37 Panhali 257 84 75 9 173 38 Sandelavagan 834 529 484 45 305 39 Satkondi 627 399 263 136 228 40 Kolisare 845 396 328 68 449 41 Kalzondi 1725 1280 848 432 445 42 Saitvade 2057 451 346 105 1606 TOTAL 37404 17746 14682 3064 19658 Figure 4-36 Occupational Profile of Study Area Villages
Occupational Profile
39% Main Working Population %
53% Marginal Working Population %
Non Working Population % 8%
The occupation of the proposed study area could be classified as fishing, fishing allied activities, agriculture, tourism and others.
The proposed port is likely to have positive impact on the socio economic conditions of the region. The social infrastructure in the region is likely to change due to the creation of
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job opportunities and avenues for income generation. People will have income due to direct as well as indirect employment. The proposed project will have a positive impact on the socio economic conditions of the region. Details are given in chapter 8.
4.9.5 Educational Institutional
There are many educational institutions like primary schools, higher secondary schools, intermediate colleges and vocational training centres in Ratnagiri. Moreover, there are many small private institutions, such as coaching centres for competitive exams, computer training centres and training centres for Ayurveda practice.
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Chapter 5 ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES
Impact assessment describes identification and appraisal of various impacts due to the proposed project. "Environmental Impact" can be defined as any alteration of environmental conditions or creation of a new set of environmental conditions, adverse or beneficial, caused or induced by the action or set of actions under consideration.
Generally, the environmental impacts can be categorized as either primary or secondary. Primary impacts are those, which are attributed directly by the project, secondary impacts are those, which are indirectly induced and typically include the associated investment and changed patterns of social and economic activities by the proposed action.
The impacts have been predicted for the proposed project assuming that the pollution due to the existing activities has already been covered under baseline environmental monitoring.
This section identifies and assesses the potential changes in the environment that could be expected from the proposed Cargo Handling, ship breaking and ship repair activities.
Cargo shipments of Bauxite, Laterite, Coal, Fertilizers, Molasses etc. bulk, bagged and liquid cargo are planned at this terminal. Total cargo quantum will be maximum 2 lakh ton (0.2 Million ton) only per year at this terminal.
Ship repair work by using steel Floating Dry Dock will be carried out at this terminal. Small ships, barges, tugs, supply vessels etc. up to 75 m. length and 5 m. draft will be docked on this Floating Dry Dock. Floating Dry Dock will be moored and operated in the water frontage granted by MMB on lease. Around 24 to 30 ships every year will be attended. Total 3500 m2 water frontage is availed from MMB on lease for cargo shipment and ship repair work.
Ship breaking facility for 150 m length and 5 m draft size (small ships) is planned in the separate zone very close to the water frontage already availed for cargo shipment. Around 10 to 15 small ships/barges will be dismantled every year in this ship breaking
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facility. Separate agreement will be signed with MMB for lease of addition 5000 m2 water frontage to be used for proposed ship breaking facility.
The earlier chapters provided project description (Chapter 2) and baseline environment (Chapter 4) and this chapter describes potential impacts and mitigation measures
Baseline When A is operated at B, the impact Project (A) Environment (B) on the environment (C) Baseline environment as There will be both positive and negative Proposed provided in Chapter 4 includes impacts. Potential project as physical, biological and the negative impacts and mitigation described in socioeconomic measures of such impacts are the Chapter 2 Environment. subject matter of this Chapter 5
5.1 Impact Evaluation Methodology–
Impact/Risks Significance
The significance of an impact due to the project related activities is determined based on three factors:
• Magnitude (severity) of impact i.e. actual change taking place to the environment • The sensitivity/importance/value of receptors or the affected resource • The intensity, duration and extent of impact
Following types of impacts could be there due to a developmental Project:
• Direct: when an impact that results from a direct interaction between the Project activity or related element and a resource/receptor; • Indirect: when an impact that follows as a result of subsequent interactions from a direct interaction between the Project and its environment (e.g. viability of a species population resulting from loss of part of a habitat as are result of the Project activity or related element); • Induced: when an impact that results from other activities (which are not part of the Project) but that happen as a consequence of the Project; and • Cumulative: when the Project may also be taking place at the same time as other developments causing impacts affecting the same resources or receptors, such that there will be cumulative effects with the proposed Project.
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Table 5-1 Impact magnitude and significance evaluation
Sensitivity/importance/vulnerability of resource or receptor Low Medium High
Negligible Negligible Negligible Negligible Small Negligible Minor Medium
Medium Minor Medium Major
impact Magnitu de of the of de Large Medium Major Major
The magnitude of impacts i.e. negligible, small, medium or large have been evaluated based on definitions as given in Table 5.2 which are used as guiding principles for assessing magnitude of impacts on terrestrial and marine environments covering physical, social (human) and biological resources/ receptors.
Table 5-2 Magnitude Definitions for Physical, Human and Marine Resources / Receptors
Definitions Terrestrial Magnitu Marine Resource/ Receptors Resources/Receptors de Biophysical Human Seabed Seawater Resource/ Resources/ Ecological Impacts Quality Receptor Receptors Immeasu Immeasurabl Immeasurab Immeasurab rable, e, le, Immeasurable, le, undetecta undetectable undetectabl undetectable or undetectabl ble or Negligibl or within the e or within within the e or within within e range of the range of range of the range of the range normal normal normal natural normal of normal natural natural variation natural natural variation variation variation variation Slight Slight change in Affects a Perceptible changes in water quality specific difference in background expected over group of baseline levels well a limited area localised conditions. within with water individuals Tendency is accepted quality within a that impact norms. Minimal returning to population is local, rare Emissions/ seabed background over a short Small and affects a Discharges disturban levels within time period small are well ce few metres and (one proportion within / or • generation of benchmark Discharges are or less), but households discharge well within does not and is of a limits. The benchmark affect other short effected effluent trophic duration environment discharge levels or the
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Definitions Terrestrial Magnitu Marine Resource/ Receptors Resources/Receptors de Biophysical Human Seabed Seawater Resource/ Resources/ Ecological Impacts Quality Receptor Receptors al conditions limits population are expected itself. to be recovered within a few months Clearly Temporary evident Affects a or localised difference portion of a change in from population physical or Temporary or baseline and may biological localised conditions. bring about environment. change in Tendency is a change in The recovery water quality that impact abundance of such with water affects a Localised and/or changes quality substantial and /or distribution returning to returning to area or short over one or background background Medium number of Term more levels levels here people disturban generations, thereafter after and / or and/or is of ce of but does not and / or Occasional medium seabed threaten the Occasional exceedance duration. integrity of exceedance bench mark Frequency that of effluent maybe population benchmark discharge occasional or any emission/ limits and impact population effluent maybe dependent discharge regional in on it. limits scale. Change over Change Change in Affects an a large area dominates water quality entire or ecological over over a large population conditions baseline area that lasts or species that lasts conditions. Wide over the course insufficient over the Affects the spread of several magnitude course of majority of and/or months with to cause a several the area or long term quality likely to decline in months with population disturban cause abundance Large quality likely in the Area ce or secondary and/or to cause of Influence permane impacts on change in secondary and/or nt change marine ecology distribution impacts; and persists to the ;and / or beyond /or Routine over many seabed Routine which exceedance years. The exceedance of natural of bench impact may benchmark recruitment mark be effluent (reproducti mission/ experienced discharge on,
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Definitions Terrestrial Magnitu Marine Resource/ Receptors Resources/Receptors de Biophysical Human Seabed Seawater Resource/ Resources/ Ecological Impacts Quality Receptor Receptors effluent over a limits immigration discharge regional or from limits national unaffected area. areas) would not return that population or species, or any population or species dependent upon it, to its former level within several generations.
5.2 Impact during construction phase
Changes in the environmental parameters and their impact whether short term or long term, positive or negative are identified and predicted as well as reversible nature of impacts is described in this chapter. The impact caused by activities during construction phase will be temporary and restricted to a period of construction phase only. The proposed project is a construction of Jetty for handling of Cargo and allied services like ship repair and ship breaking facilities.
5.2.1 Identification of Impact Activities
A. Construction Phase B. Operation Phase
The activities identified for the proposed project under each phase are:
A. Construction Phase 1. Foundation and civil work 2. Transportation of construction materials and machineries 3. Construction of Jetty 4. Excavation B. Operation Phase
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1. Material storage and handling (cargo) 2. Ship repair activities using Floating dry Dock (FDD) 3. Ship breaking activity
5.2.2 Identification of Environmental Attributes
Before the Environment Impact Assessment it is necessary to focus on environmental parameters, the major concern of selecting the environmental parameters are for Impact identification, prediction and quantification. These parameters may be independent or inter‐related with each other as well as related with the proposed project. The selected parameters for the Environmental Impact Assessment are illustrated bellow.
(a) Ecological Parameters: Floral communities, faunal communities, Aquatic ecosystem and Marine ecosystem (b) Physico-chemical parameters: Surface water quality, Air quality, soil quality and land use
(c) Socio-Economic Environment: Health & Safety, Socio-economic activities, Employment
5.3 Identification of Potential Impacts
Cumulative impacts due to Cargo Handling, ship breaking and ship repair activities were identified and analysed in relation to the following areas-
• Land environment • Drainage and water environment • Air environment • Noise environment • Biological environment • Occupational health • Socio-economics
5.4 Land Environment
5.4.1 Environmental aspects of construction Operation
Major environmental concerns related to construction activities are:
Generation, storage, and disposal of wastes;
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Noise pollution due to plant, machinery, equipment’s and vehicle movement; Air pollution due to machinery/equipment’s and vehicle movement; Generation and disposal of wastewater; Impact on ecology; and Consumption of resources such as water, electricity, and diesel. Physical change in landscape due to earth work excavation and related activities. Soil erosion caused due to loss of vegetation and other construction activities.
5.4.2 Impacts due to Land Acquisition
There is no land acquisition related to the port terminals and is proposed to be developed on 29,030 m2 of privately owned land. The project involves Cargo shipment area, ship repair work with floating dry dock of up to 75 m in length and 5 m draft and ship breaking facility of 150 m in length and 5 m draft.
The infrastructural/ancillary facilities of the port like warehouse, backup areas, road connectivity, will be required.
5.4.3 Impacts due to Changes in Land Use Pattern
The proposed port is planned to be developed completely on the land of the port. Part of the land cover towards landside of the port is covered with trees. There will be construction of 13 X 25 m Unloading Ramp and backup areas along the existing land. Due to the undulating topography, there will be cutting and filling required changing the topography, laying of internal roads will result in change in land use.
Mitigation Measures - Land Use
The material recovered from the cutting activity will be used for filling within the project boundaries. The layout will be in accordance with landscape planning concepts to minimise major landscape changes. The change in land use pattern will be limited to the proposed port limits and will be carried out in such a way as to ensure proper drainage by providing surface drainage systems including storm water network, etc.
With regards to the road connectivity the change in land use has been anticipated mainly up to the level of internal road networks. Total 2.5 km long and 30 feet wide private road is laid by the Company to connect from Tavsal-Abloli state highway 105 runs close to the proposed multipurpose terminal hence any major road infrastructure will not be required outside the project boundaries.
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5.4.4 Impacts due to Changes in Coastline/Shoreline
Details are given in section 5.11.
5.4.5 Impact on Local Infrastructure
During operation phase, there will be an increase in the heavy vehicle traffic as compared to the present conditions due to the cargo handling proposed at the development. This increase in traffic will have to be properly managed. Provision of parking for the cargo trucks is made in the proposed project.
5.4.6 Impact on Soil and Geology
Contamination of soils may result in case solid and liquid wastes are not properly managed and disposed. Some of the impacts might be permanent if not remediated. Furthermore, contamination of soils may occur as a result of spillage of fuels, lubricant chemicals, sanitary wastewater, etc., as well as from leakage from inadequately protected solid waste storage facilities and sites.
Mitigation Measures - Geology and Soil
Proper planning of works and work design (avoid some works in rainy seasons), to avoid or minimise erosion will be done Planting of vegetation on barren and/or sloping surfaces will be undertaken Channel runoff from hardened surfaces will be directed to well designed and properly maintained drains. Sewage/solid waste/construction wastes will be collected and treated where required and disposed or sold to authorised recyclers as per the MoEF&CC guidelines. Hazardous materials from the ship breaking and repair activities will be handled, stored, and transported so as to avoid leaks, spills or other types of accidental releases into soils, surface water, and groundwater resources.
5.5 Potential Impact due to Operation
During the operational phase, there will be an increase in the movement of traffic and hence, emissions from the moving vehicles will also increase. The exhaust from tugs launches, diesel operated small boats will enhance pollution load during the operational phase. With the increase in the number of ships and boats, their operation and movement
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of cargo to and fro will also increase. These activities will increase the pollution load, particularly dust particles, in the atmosphere.
5.6 Water environment
Daily water demand of the proposed development is estimated to be around 10 KL. Out of this the potable water demand is 2 KLD which will accommodate the requirements for the port personnel with balance being the raw water. As indicated in Chapter 2, the source of water shall be from well water existing in the port premises. Additional water supply will be available from village water supply scheme. Tanker water supply from Abloli village at distance 10 km distance is also available. Temporary hut mates will be established away from High Tide Level and will be provided with proper sanitation including toilets and bathrooms. The labour force employed during this phase will be provided potable water to avoid any waterborne diseases. The domestic wastewater / sewage generated from the labour colony will be treated in septic tanks and soak pits and it will be used for developing green plantation, which will be an eco-friendly solution.
The major impacts on marine water quality are envisaged due to the civil works activities like driving of piles, construction of berth, movement of construction equipments etc. will have a high potential to disperse the fine grained sediments in the water, thus increasing the particular load which in turn can adversely influence the photosynthetic activity further affecting the marine life. However this rise in turbidity will be only during the construction phase. Proper mitigation measures will be implemented to avoid such runoff as well as spillage of construction materials so that the materials in runoff cannot enter in to the water bodies. Water conservation actions shall be taken during the construction phase by associated workforce & officials. Potential impact on groundwater resources is not envisaged as there will not be any toxic material release in sub soil region having potential of ground water contamination.
5.6.1 Potential Impact Due to Construction
Port Development Impact
Project Water Management Plan will be developed in order to avoid the water pollution of creek during construction phase.
A creek water monitoring program will be implemented during the construction phase.
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Following measures will be taken during construction phase of the project:
Emphasis on using best available technology/ Equipment's Use of silt curtain to minimize spreading of silt plume Proper planning and scheduling during pilling i.e. to avoid strong wind, current and tides that will further add to widen the effect of spreading of sediments Used of best available method Testing and analyzing the water column at upstream and downstream from all the pilling activities Limit the hours of operation
5.6.2 Potential Impact during Operation
5.6.2.1 Waste water generation during Operation phase
During operation phase, no impact is envisaged on surface and groundwater resources. Around 100-125 personnel will be directly and indirectly employed due to this project. Waste water generated will be treated in STP of 10 KLD capacity. Treated water will be used for flushing, gardening and dust suppression measures. Bilge and Slop water during operation phase will be treated in 10 KLD capacity ETP. The effluent shall be transferred to ETP at regular intervals and can easily be treated to achieve the desired water quality preferred for use in sprinkling. Details of sewerage, Bilge and slop water treatment (ETP), storm water treatment is described in chapter 2 section 2.11.2, 2.11.3 and 2.11.4 respectively.
5.6.2.2 Impact on Marine Water Quality due to Cargo Operations
Since the proposed port is a multipurpose port, there will be handling of Bauxite, Laterite, Coal, Fertilizers, Molasses etc. bulk, bagged and liquid cargo at this terminal. Total cargo quantum will be maximum 2 lakh ton (0.2 million ton) per year. Hence, direct impact on water with cargo handling will be insignificant. Marine water may get polluted as a result of releases of contaminants such as sewage, bilge etc. if any into the marine system.
Water Quality - Mitigation Measures
All ship related waste with a potential to cause pollution to the marine environment will be disposed in according with the guidelines stipulated by the MARPOL 1973/78 Convention. Careful storage and usage of fuels, oils (and chemicals). will be ascertained
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Fuel and oil stores will be located away from the site drainage system and the shoreline. If this is not possible, adequate measures will be identified to prevent or contain any spillage (e.g. blocking drainage points). Correctly marking/labelling as to their contents and capacities will be ensured. Spill response equipment at the fuel facility and bowers will be stationed at the fuel facility and bowers. General awareness of all workers will be increased through training and safety meetings with focus of Environmental Management Systems and practices with “Zero Waste Tolerance” planned with an objective to achieve as much as possible. Facilities for holding and collecting storm water runoff using sedimentation pits will be installed. Waste water will be treated up to the standards for discharge (Prevention and Control of Pollution) Act 1974.
5.6.2.3 Impact on Environment due to Ship Breaking Activity
Pollutants generated from ship breaking activities include liquid, metal, and gaseous & solids.
Impacts of ship breaking on biodiversity
The ship breaking activities contaminate the coastal soil and sea water environment and thus impair ecological settings. Anticipated ship breaking impact along with the mitigation measures are already discussed in chapter 2 section 2.7.5 and 2.7.6.
High turbidity of water may cause decrease the concentration of DO and substantially increase the BOD. Furthermore, oil spilling may cause negative impact by reduction of light intensity, inhibiting the exchange of oxygen and carbon dioxide across the air-sea water interface, and by acute toxicity. As a result the growth and abundance of marine organisms especially plankton and fishes may be affected.
Primary Productivity: Primary productivity is the base of marine food chain, which supports diverse marine life. Pollution caused by ship breaking activities may hamper the primary productivity.
Phytoplankton: Phytoplankton is the primary food producers of the aquatic habitat and plays an important role in the food chain. Phytoplanktons are generally considered to be the best index of the biological productivity. Phytoplankton makes their food by
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photosynthesis using solar light. Phytoplankton suffers from the reduction of light intensity, beneath an oil film, which inhibits photosynthesis.
Zooplankton: Drifting small floating animal, in the water body are collectively known as zooplankton on which the whole aquatic life depends directly or indirectly. As zooplanktons are sensitive to optimum condition, so the coastal pollution due to ship breaking activities may have profound effects on its survival and occurrence.
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5.7 Marine Environment
5.7.1 Anticipated impacts due to the project implementation and proposed measures to mitigate the likely impacts are listed in the following table:
Likely Impacts in the Sr. Proposed Activity absence of Mitigation No. Mitigation Measures Measures 1 Ship breaking and Noise Quality Noise will be maintained below threshold levels stipulated by Ship Repair Ship repair/ breaking Central/ State Pollution Control Board (CPCB)/SPCB Diesel run machine Procurement of machinery / equipment will be done in accordance with specifications conforming to source noise levels less than 75 dB (A) Well-maintained equipment, which meets the regulatory standards for source noise levels, will be used Any equipment emitting high noise, wherever possible, will be oriented so that the noise is directed away from sensitive receptors Noise attenuation will be practised for noisy equipment by employing suitable techniques such as acoustic controls, insulation and vibration dampers High noise generating activities will be scheduled at daytime (6.00 am to 10 pm) Personnel exposed to noise levels beyond threshold limits will be provided with protective gear like earplugs, muffs, etc. Water Quality There will be provision of treatment facility (ETP) for bilge and Slop Bilge water discharge water discharge. Slop and other oil water Machines will be washed in a designated area and the effluents will be discharge routed through drains to a settling pit with oil & grease trap. The clarified effluents will be used for dust suppression purposes to
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Likely Impacts in the Sr. Proposed Activity absence of Mitigation No. Mitigation Measures Measures minimize the fresh water demand. Hazardous waste PCB (poly chlorinated PCB containing wastes will be stored in designated area & handed over biphenyl’s) containing wastes to the CHWTSDF. are paint chips, engine oil, hydraulic fluids, damaged electrical cable insulation, damaged electrical components, rubber and plastics. TBT (Tri Butyl Tin) is the most The use of TBT is prohibited as per international convention on the toxic compound for aquatic control of harmful antifouling system on 17th Sept. 2008. Hence, any ecosystem, impairs the immune TBT waste generation is not expected. TBT waste if at all generated, it system of organisms, damage will be sent to CHWTSDF. the central nervous system and reproductive mechanisms in mammals, Release, spread or leakage Before breaking of ship, all the engine oil & residual fuel will be while taking out oil from the removed and stored on shore ship As a mitigation measure for spillages an oil spill contingency plan will be implemented. To combat accidental spillages provision of containment, oil skimmers, Booms will be used to minimize the damage to marine environment. Generation of dust/fumes Use of PPE will be compulsory for the workers while cutting/ during cutting process breaking
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Likely Impacts in the Sr. Proposed Activity absence of Mitigation No. Mitigation Measures Measures Marine Water Quality Oily Compounds: Oily wastes and other hydrocarbon compounds Change in marine water quality (fuels and grease) are likely to be generated from ship breaking due ship repairing activity on activity and maintenance activities conducted at the Dry Dock. Oily floating dry dock compounds will be disposed of in accordance with appropriate Storm water runoff from port environmental protocol to ensure that it does not infiltrate the area to harbour basin adjacent water and soil. Metals: Ship breaking and repair activity will generate scrap metal in the form of sheet & solid metal off-cuts & it will be disposed for recycling. Glass Materials: The facility may also generate small volume of glass waste. Glass waste will be recycled wherever appropriate or disposed off at the landfill. Batteries: Batteries will generate as solid waste during ship repair & breaking activity. These batteries will be stored in a designated bounded area until such time as they are recycled or disposed of in an environmentally sensitive manner. Excavated soil at backup, PAF Zone and ware house area will be stockpiled in a corner of the site in bunded area to avoid run off with storm water. Settling pits will be provided along with the storm water drain lines to arrest any course particle/material entering into the creek. 2 Pilling for proposed Impacts during civil works Preventing measures will be taken to prevent runoff from the site Jetty activities like driving of piles, containing construction materials, debris, construction waste and construction of berth, excavated earthen materials to prevent impacts on the water movement of construction environment especially on nearby marine water resources equipment’s etc. will have Sediment is a leading cause of impaired water; construction high potential to disperse the activities can affect the water quality. Best management
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Likely Impacts in the Sr. Proposed Activity absence of Mitigation No. Mitigation Measures Measures fine grained sediments in to practices (BMPs) will be conducted during construction phase the water, thus increasing the of the project. particular load which in turn Use of Silt curtains to minimize spreading of silt plume. can negatively influence the Proper planning and scheduling for construction phase to avoid photosynthetic activity strong wind, current and tides that will further add to widen the through locally further affecting the marine life. effect of spreading of sediments. Construction phase operations To assess the effects of the construction, daily water quality may also lead to potential samples will be taken upstream and downstream from the impacts due to re-suspension construction site. The samples will be categorized as baseline, and settlement of sediments, active construction, and post-construction to isolate the effects increased turbidity decreasing of the construction activities. the light penetration and low Turbidity levels with baseline levels as reference will be checked photosynthetic activity, and, during entire monitoring programme loss of benthic habitats due to Discharge of untreated waste into creek and streams will be disturbance of the sea floor. prohibited Oil Spill control measures will be adopted Slop tanks will be provided to barges/ workboats for collection of liquid/ solid waste which will be periodically emptied, segregated and disposed as per the prevailing norms. 3 Cargo Handling & Air Quality To mitigate the dust emission during loading and unloading of cargos Storage Area Emissions during loading & such as coal, bauxite ore etc., use of chute/hoppers is preferred for unloading activities loading from the ramp. Emissions from DG sets Material Handling Cranes have been considered using grab (during power failure), unloaders or clamp-shell buckets for cargo movement between the vehicular emissions barges to jetty/ berth. Noise Quality Grab unloaders or clamp-shell buckets will reduce dust, spillage,
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Likely Impacts in the Sr. Proposed Activity absence of Mitigation No. Mitigation Measures Measures handling loss etc. during cargo discharging from the barges at Jetties. Tarpaulin covers will be used to avoid fugitive dust During the cargo handling, the dust will be controlled by using water foggers There will be control measures during loading and unloading activities of coal and other cargo to minimise PM concentrations Stock piles, excavated earthen materials etc. will be managed with water sprinkling to avoid dust being airborne from the specific site Use of low sulphur diesel fuel is proposed Acoustic barriers and enclosures will be provided wherever necessary. Personal Protecting Equipment (PPE) will be provided for workers wherever necessary Truck movement will be regulated Greenbelt will be developed 4 Sewage and Marine Water Quality Wastewater and sewage have a potential to pollute marine water or liquid/Oil Cargo Change in marine quality soil, if disposed untreated. However the treatment of sewage in STP spills as proposed will minimize the impact & increase availability of water for flushing, greenbelt development/ Dust suppression measures. In the Coal handling yard, proper drains are provided to collect the runoff coming from the coal stock yard during the monsoon. The same is being passed through the settling ponds to arrest any course particle/ material entering the creek and then the supernatant will be discharged to storm water drains. Liquid cargo storage will be connected to the berths via pipelines. The loading/unloading of liquid cargo will be via tested hoses meeting required standards (OISD- 135). In case of any cargo spillage during
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Likely Impacts in the Sr. Proposed Activity absence of Mitigation No. Mitigation Measures Measures transfer from/to ships, it will be contained and recovered. Oil spill control equipment such as absorbent pads, containment boom, skimmers etc. will be available for recovery. Spill contingency plan as a part of the Disaster Management Plan will be prepared in accordance to the cargo to be handled Spill recovery/immediate response measures will be displayed at cargo handling areas, Material Safety Data Sheet (MSDS) of cargo (if applicable) being handled will be also displayed. Mock drills will be conducted at periodic intervals. All ship related wastes with a potential to cause pollution to the marine environment will be disposed in according with the guidelines stipulated by the MARPOL 1973/78 Convention. Careful storage and usage of fuels, oils (and chemicals). will be ascertained Fuel and oil stores will be located away from the site drainage system and the shoreline. If this is not possible, adequate measures will be identified to prevent or contain any spillage (e.g. blocking drainage points). Correctly marking/labelling as to their contents and capacities will be ensured. 5 Water supply Impact on existing water Water requirement of 10 KLD during the operation phase and this resource will be met from Bore-well at project site (outside CRZ) or tanker water supply from nearby village and the recycled water from STP. 6 Wastewater Water Quality Separate collection and treatment for oil and grease for runoff from Discharge Impact due to discharge of workshop area will be available. runoff from storage and Sewage treatment plant will be used to treat waste water generated sewage from port and port from Admin bldg, Annex bldg. etc.
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Likely Impacts in the Sr. Proposed Activity absence of Mitigation No. Mitigation Measures Measures premises Treated wastewater from STP will be used for flushing, Bilge & slop water from ship greenbelt/dust suppression measures repair/ breaking activity Bilge & slop water will be collected separately, filtered & then treated in ETP and will be used for dust suppression measures. 7 Solid Waste Groundwater and Soil quality An integrated solid waste management plan is proposed for port and Management Impact due to disposal of solid associated facilities waste on ground without Composted bio-degradable waste will be used as manure in greenbelt. treatment Other recyclable wastes will be sold. Scrap & salvageable material generated during ship breaking will be sold to authorized vendors. 8 Handling of Human life and loss of Hazardous materials will be stored as per the prescribed/approved hazardous wastes property safety norms. Hazardous wastes (used oil & used battery) will be sent to MPCB/CPCB approved recyclers. Medical facilities including first aid will be available for attending injured workers Emergency alarms, provision of fire hydrant system/ extinguishers will be installed. Effective Disaster Management Plan (DMP) which covers onsite and offsite emergency will be developed. Recovery of spills to the extent possible will be ensured. Waste containing PCBs, TBT, paint chips, asbestos etc. will be stored in designated are sent to CHWTSDF. 9 Fishing Fishermen and fishing villages Interactions will be initiated with the fishing community before commencement of work Path of incoming vessel traffic will be delineated and communicated
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Likely Impacts in the Sr. Proposed Activity absence of Mitigation No. Mitigation Measures Measures to fishermen. Activities impacting shore areas during fish breeding period (June & July) will be avoided. 10 Operation of Port Socio-economic conditions of During operational phase, the port is likely to generate direct the region employment of 100 persons and 20-25 indirect employment Shoreline change opportunities. Local people will be given preference based on their qualification and skill set. Together with this employment potential, project will help to enhance the socio economic conditions of the area. The results of the shoreline change assessment around 2 km either side during 2005 - 2010 reveal spatial variations in the shoreline change rates and also that the shoreline at the proposed port development area is stable and does not undergo changes.
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5.7.2 Potential Impact Due to Ship discharges
During cargo handling and Ship repair and breaking activities
The effluents which are likely to be generated from the proposed project are:
1. Bilge water 2. Slops generated during washing of cargo tanks and pipelines of oil tankers 3. Oily water generated due to washing of fuel tanks prior to cutting. 4. Sewage from the facility’s offices, rest rooms and canteens
5.7.2.1 Impacts of Ballast Water Discharge
Empty cargo ships pump water into empty tanks to increase draft so that their propellers and rudders are effective. When taking on cargo, this water ballast is simply pumped overboard. When the ballast water is pumped overboard, the marine organisms which were present in the waters of the port of origin of the ballast water are released into the waters of the port of discharge. These marine organisms can be invasive species in the waters of the port of discharge, with negative effects on the local ecology.
In order to prevent the spread of invasive species, the “International Convention for the Control and Management of Ships’ Ballast Water and Sediments” (BWM Convention) was adopted by International Maritime Organisation (IMO) on 13th Feb., 2004. The convention requires all ships to implement a Ballast Water and Sediments Management Plan. IMO has formulated a protocol which requires ships to change their ballast water in high seas with an efficiency of 95% volumetric exchange while transiting between ports. A system for recording the ballast water exchange has also been devised and all ships are required to maintain the same for scrutiny.
Many concerned port authorities scrutinize the records of ballast water exchange prior to discharge of ballast water in their respective ports. In some cases ballast water may be contaminated with oil (i.e. the ballast water is “Dirty”). Discharge of oily water from ships can cause water and sediment pollution. Large concentrations of oil can lead to mortality of marine organisms. Lower concentrations, though not immediately lethal, can have long term lethal consequences due to bio-accumulation and bio-magnification.
At the proposed project we do not anticipate any ballast water on board as this is applicable only to ocean going ships. Since the ship repair and breaking will be of ships of limited length, they would be coastal ships operating along the Indian coast. For the coast ships, exchange of ballast is not mandate or it is impractical.
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5.7.2.2 Impacts of Bilge Water Discharge
The space between the floor plates of a ship’s engine room and the moulded bottom is called the bilge space. Water accumulating in the bilge space is called bilge water. The bilge water consists of stagnant dirty water and other liquids such as condensed steam, leakages from the engines’ fuel, oil, coolant and water pipelines, water seeping into the engine room through the propeller shaft glands etc. During ship scrapping, bilge water may also be generated due to accumulation of rain water (as the decks are open) and collection of water from fire lines that leak, are left open or are used to wet down compartments, water spraying during asbestos removal and metal cutting. If untreated bilge water is discharged into the sea, oil slicks are formed which may be carried long distances. The oil can have short term or long term toxic effects on marine organisms, which may be fatal. If biocides are present in the bilge water, the problem will be intensified.
Following precautions will be taken by the shipping company:
(a) The bilge water does not originate from cargo pump-room bilges;
(b) The bilge water is not mixed with oil cargo residues;
(c) The ship is proceeding en route;
(d) The oil content of the effluent without dilution does not exceed 15ppm;
(e) The ship has in operation oil filtering equipment which is properly serviced and maintained
(e) The filtering system is equipped with a stopping device which will ensure that the discharge is automatically stopped when the oil content of the effluent exceeds 15ppm.
At the proposed project, ETP will be provided to treat the Bilge and Slop water.
5.7.2.3 Impacts of Slops and Other Oil Water Discharges
Oil tankers and bulk liquid cargo carriers periodically need to wash their cargo tanks. Obviously the wash waters contain large concentrations of oil and other chemicals. This water is called slop water or simply “slops”. International regulations forbid the discharge of untreated slops into the sea. If the slops cannot be discharged to shore based treatment plants, they are stored on board in dedicated tanks called slop tank(s) till they can be discharged to shore based treatment plants. Ships also need to periodically wash their fuel tanks and pipelines. The wash waters contain high
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concentrations of oil & grease and since their direct discharge will lead to oil pollution, they are either routed to treatment plants (either on board or shore based) or pumped to the slop tanks.
At the proposed project, ships’ fuel tanks, ballast tanks, bilge spaces and tankers’ cargo tanks, slop tanks and pipelines will be cleaned prior to cutting. Necessary measures such as pumping the bilge, slop etc. to closed containers and their transfer to shore for disposal will be undertaken to prevent oil pollution on account of discharge of oil laden waters.
5.7.2.4 Mitigation measures
Bilge Water Management
The bilge water will be filtered in the on board systems prior to grounding. In case, the on board oil filtration systems are not fully operable, the concerned authorities will make a note of the same and issue orders that the bilge water should not be pumped out without prior permission. After the ship has been raised to dry land, pipelines will be laid from the ship to shore based storage tanks, and the bilge water will be pumped to the same. From the storage tanks, the bilge water will be taken by tankers to oily water treatment facilities (ETP) of United Dockyards.
Slop Water Management
Slop water is generated on board oil tankers (crude as well as product) on account of washing of cargo tanks. Obviously the water is expected to contain large concentration of oil. The water will be managed as described above for Slop and bilge water.
Fuel Tank Wash Water Management
Oily waste water and oily sludge is likely to be generated on account of cleaning of ships’ fuel tanks, oil sumps and pipelines prior to cutting. Nowadays most ships have compression ignition engines. Only LNG carriers and warships have steam turbine or gas turbine engines. Most ships’ use two kinds of fuels; furnace oil (= Bunker C Oil, Heavy Fuel Oil, Residual Fuel Oil No. 6 etc.) or diesel. Diesel fuel is used only within territorial waters of certain countries where air emission regulations are stringent (e.g. in USA) and consequently only small amounts may be stored aboard ships. Mostly furnace oil (F.O.) is used. As per Schedule II of Hazardous Wastes (Management, Handling and Transboundary Movement), Rules, 2016 Flammable Wastes are those wastes with Flash Point 65.6 oC or below. The flash point of F.O. is 66 oC and that of
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diesel>120 oC. Thus the contents of the fuel tanks cannot be classified as “Hazardous” and do not attract the provisions of the said rules. The residual unused fuel will be pumped out after the ship has been grounded and sold. The sludge will be removed by scraping, wiping with absorbent material such as rags and saw dust etc. and the same will be transferred to CHWTSDF. The wash water will be taken to a shore based shore based storage tanks. From the storage tanks, the oily water will be taken by tankers to oily water treatment facilities (ETP) at United Dockyards.
Sewage and Effluent
Sanitary sewage generated in toilets will be treated with Phytorid technology STP (10 KLD) and the treated water will be used for Flushing and Gardening/ Dust suppression purposes. An ETP of capacity 10 m3/day will be provided to treat oily waste waters from ships (repairing and breaking activity) by physic-chemical and biological means. Oily water is collected from the ships and transported by tankers or in drums to the ETP. Details are given in as per Chapter 2, section 2.11.2 and 2.11.3.
Drainage arrangement
Immediately after a ship has been hauled up, a temporary sand berm will be constructed astern of the ship (i.e. between the ship and the sea) by dozers /front-end loaders. This berm will be compacted. The purpose of this berm will be to prevent any spillages of liquid effluents and storm water runoffs carrying solid debris from reaching the sea. Storm Water management shall be carried out through a network of garland drains and settling pits. Garland drains shall be constructed on sides of the ship cutting area prior to monsoons. The garland drains will be routed to a settling pit to settle out suspended solids in the storm water. The settling pit will be a permanent structure and will also be provided with oil and grease trap. The settling pits and drains shall be cleaned periodically, especially before and during monsoons.
Machines will be washed in a designated area and the effluents will be routed through drains to a settling pit with oil & grease trap. The clarified effluents will be used for industrial purposes in the project. Details are given in Chapter 10 Section 10.6.4.
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5.8 Biological Environment (Terrestrial and Marine Ecology)
5.8.1.1 Potential Impact Due to Port Location
Land area for the proposed port does not have any mangroves however has natural vegetation on the hill slopes. Hence, proposed port development will not have any impacts on mangroves.
5.8.1.2 Potential Impact Due to Operation
Impact on Local fishing activity
During the Operation phase there will not be impact on fishing activity/ fisheries in the project region as no fishing activity/ fisheries is done nearer to the project site.
Forest Area: No protected / notified forest area or forest land has been identified along the proposed road alignment. Therefore no such impacts are anticipated.
Impact due to Aqueous Discharges and Mitigation Measures
There is a possibility of aqueous discharges from the cargo vessels such as dumping of ship wastes, bilge water, solid wastes, etc. if not regulated. It may affect marine life & production due to mixing of oil & grease, heavy metals, pesticide, nutrients etc. in creek.
Mitigation Measures:
Sewage coming out from port premises will be collected and treated in STP and treated water will be reused for gardening & flushing or dust suppression measures.
Potential Impact due to Cargo Operations
Due to Cargo Spills during Handling: Spills are not envisaged to occur during normal operations, as the cargo will be handled by loaders/unloaders etc. In the event of accidental spills of cargo during transfer from/to the ships, the marine water quality, sediment quality and ecology in the basin can be impacted.
Mitigation Measures
Spill contingency plan as a part of Disaster Management Plan is prepared in accordance to the cargo to be handled Spill recovery/immediate response measures will be displayed at cargo handling areas, Material Safety Data Sheet (MSDS) of cargo (if applicable) being handled will be also displayed. Mock drills will be conducted at periodic intervals.
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5.9 Solid Waste
The solid wastes which are likely to be produced from the proposed project are given as follows:
• Asbestos • Glass wool • Sludge Residue and Contaminated Material • Plastics and Cables with Paint chips • Rubber • Fibre Glass • Rexene • Iron Scales • Cardboard and Packing Material • Glass
5.9.1 Anticipated Impacts
5.9.1.1 Asbestos and Asbestos Containing Material (ACM)
Asbestos is the name given to a group of six different fibrous minerals (amosite, chrysotile, crocidolite, and the fibrous varieties of tremolite, actinolite, and anthophyllite) that occurs naturally in the environment. All forms of asbestos are hazardous, and all can cause cancer, but amphibole forms of asbestos (have straight, needle-like fibres) are considered to be somewhat more hazardous to health than chrysotile.
Asbestos refers to a group of minerals that occur naturally as masses of long silky fibres. Unlike most minerals, which turn into dust particles when crushed, asbestos breaks up into fine microscopic fibres. There are three main types of asbestos fibres:
1. Chrysolite (white asbestos) – fine, silky, flexible white fibres.
2. Amosite (brown asbestos) – straight, brittle, pale brown to light grey fibres; most commonly used asbestos in thermal insulation.
3. Crocidolite (blue asbestos) – straight, blue fibres like tiny needles
Individual asbestos fibres are often mixed with materials that bind them together, forming Asbestos Containing Material (ACM).
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Asbestos and ACM is found on ships in many types of materials, including, but not limited to:
• Bulk-head and pipe thermal insulation • Bulkhead fire-shields / fireproofing • Uptake space insulation • Exhaust dust insulation • Weld shop protectors and burn covers, blankets and any fire fighting clothing or equipment • Any other type of thermal insulating material • Brake linings • Steam, water and vent flange gaskets • Sound damping • Moulded plastic products (e.g. switch handles, clutch linings) • Sealing putty • Packing in shafts and valves • Asbestos arc chutes in circuit breakers
Since use of steam propulsion in ships is now limited mostly to LNG carriers only, requirement of asbestos based thermal insulation has also reduced. Consequently, diminishing number of ships containing large quantities of asbestos are in operation or being scrapped
Impact: Because asbestos fibres are small (0.1 – 10 microns long) and light, they easily become airborne and remain so for long periods. Workers who repeatedly breathe in asbestos fibers with lengths greater than or equal to 5 μm may develop a slow buildup of scar-like tissue in the lungs and in the membrane that surrounds the lungs. This scar- like tissue does not expand and contract like normal lung tissue and so breathing becomes difficult and hampers its ability to exchange gases. Blood flow to the lung may also be decreased, and this causes the heart to enlarge. This disease is called asbestosis. People with asbestosis have shortness of breath, often accompanied by a cough. This is a serious disease and can eventually lead to disability or death in people exposed to high amounts of asbestos over a long period.
Mitigation Measures
• The ships to be dismantled are small in size, hence there will not be any significant amount of asbestos present.
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• Based on the location of asbestos and ACM on the ship, the Supervisor will set up regulated/ containment areas and put up prominent and easily understood signs denoting them. • All asbestos and ACM have to be thoroughly wetted prior to removal (if any). A misting unit may be used to create a highly humid atmosphere within the removal area. A highly humid atmosphere quickens the settling of airborne asbestos fibres. During removal, the Supervisor shall ensure that the dismantled material is carefully lowered to the ground, without dropping, throwing or sliding or damaging or disturbing the material. • After removal the dismantled units / sections will be collected and contained in leak proof wrapping for disposal or stripped of asbestos / ACM. Any such waste shall be sent to Common Hazardous Waste Handling Facility for disposal.
The regulated areas, where asbestos handling will be done must meet the following requirements:
Only authorized personnel are allowed to enter the area. Eating, smoking, drinking or chewing paan / tobacco / gum are strictly forbidden within the regulated area. Workers engaged in asbestos removal shall wear special protective clothing including face masks and respirators and gloves
5.9.1.2 Poly Chlorinated Biphenyls (PCBs)
PCBs are found in solid and liquid forms. PCBs are a group of synthetic organic chemicals that are added to electrical insulation, lubricating oils, hydraulic fluids etc. to increase their thermal stability and fire resistance and as plasticizers in paints, plastics, rubbers, sealing compositions etc. They are a series of technical mixtures containing many isomers and compounds that vary from thin coloured liquids to yellow or black resins to white crystalline solids.
The primary route of movement of PCBs through the environment is via water. PCBs accumulate in fish and aquatic invertebrates at levels more than 75000 times its concentration in water and this leads PCB contamination in carnivorous birds and mammals. PCBs depress the immune system in some marine mammals, which then fall victim to common diseases.
PCBs may be found in a wide variety of components on ships especially older vessels. The PCB containing materials on board ships include:
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• Electrical cable insulation • Oil based paints • Rubber and felt gaskets • Thermal insulation (fibre glass, felt foam, cork) • Electrical transformers • Capacitors • Voltage regulators, switches, re closers, bushings, electromagnetics) • Engine oil and hydraulic fluids etc.
Impacts: PCBs are highly toxic and persistent pollutants. They bio accumulate and get highly magnified in the fatty tissue, especially in higher trophic level of the food chain. Exposure to PCBs has been associated with a variety of adverse health problems. PCBs have been linked to cancer, liver damage, reproductive impairments, immune system damage and behavioural and neurological damage (Tanabe, 1988; Hossain, 1989; Hossain, 2004).
Mitigation Measures
• In the proposed project, PCB containing wastes expected to be generated are paint chips, engine oil, hydraulic fluids, damaged electrical cable insulation, damaged electrical components, rubber and plastics. PCB containing wastes are classified as “Hazardous” as per the provisions of the “Hazardous Wastes (Management, Handling and Trans boundary Movement) Rules, 2016”. • Engine oil and hydraulic fluids will be carefully collected and sold to authorized recyclers. Salvageable electrical equipment / components, which may contain PCBs will also be sold to authorized recyclers. • Tarpaulin / plastic sheets will spread below the painted platings, from where paint is to be stripped prior to cutting to collect the falling paint chips. These will then be packed and disposed off as hazardous wastes. • Waste electrical cable insulation and electrical components which are unsalvageable, will also be treated as hazardous wastes and disposed off accordingly. The stringent measures described under will prevent release of PCBs into the environment from the proposed project. • Insulation from damaged electrical cables will be stripped in a designated area which will be marked accordingly. Similarly damaged electrical equipment, which may include PCB containing components, will be dismantled in the designated area.
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• All wastes, which may contain PCBs (e.g. damaged electrical cable insulation, capacitors etc.) will be segregated and stored separately in labelled packages as specified in Rule 19 of the Hazardous Wastes (Management, Handling and Trans- boundary Movement), Rules, 2016.
5.9.1.3 E-Wastes
E-wastes are likely to contain PCBs, heavy metals (Lead, Beryllium, Copper, Cadmium, Mercury, Antimony, and Hexavalent Chromium), PVCs and complex organic compounds such as Octabromodiphenyl ether (OBDE), Tetrabromobisphenol A (TBBPA). Many of these are toxic and once they enter the food chain can have long term toxic and teratogenic affects which may be fatal.
There will not be significant generation of E waste from the project as the ships to be dismantled are small in size. The engines and consoles will be removed at the harbour itself. Hence there will be very few wirings and other electrical equipment on board.
Mitigation Measure:
The E-waste if any generated from the project shall be stored in proper designated secure area and will be handed over to Authorised E waste Vendor for disposal.
Maintenance of a record of generation of e-wastes, their storage and segregation, storage and disposal (sale to authorized recycler and handing over to authorise vendor) will be practiced. These records will be made available for inspection by concerned authorities.
E waste generated will not be stored on site for more than 3 months.
5.9.1.4 Paint Chips – (TBT)
Paint chips are likely to contain heavy metals such as lead, chromium, copper, zinc & aluminium, toxic additives to inhibit marine growth and PCBs. It may be noted that the “International Convention on the Control of Harmful Anti-fouling Systems on Ships” which is adopted on 5th Oct., 2001 and in force since 17th Sept., 2008 prohibits the application or reapplication of organotins compounds which act as biocides in antifouling systems or the ships This shall bear a coating that forms a barrier to such compounds leaching from the underlying non-compliant antifouling systems”. India has ratified the Convention and is in force since 24 July, 2015. Thus TBT containing wastes generated at the proposed project ship breaking project will be small and
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ultimately will be eliminated. Nevertheless the details of TBT, its properties and impacts are listed below:
In the marine environment, most heavy metals are present in the sediments and only a small fraction is present as dissolved salts in the water. The metals are very slowly released from the sediments to the water. Heavy metals undergo bioaccumulation and bio-magnification as they are cycled through the food chain. Plants and primary consumers may not suffer any toxic effects of heavy metal uptake. But organisms at higher tropic levels invariably suffer some adverse effects which may be lethal either in the short term or in the long term.
As antifouling paints prevent, destroy or repel the growth of aquatic plant and animal life on underwater surfaces Tributyltin (TBT) compounds are registered for use in paint formulations as antifoulants on vessel hulls and other marine structures to inhibit the growth of aquatic organisms such as barnacles and algae. TBT antifouling paints are beneficial when used as coatings for underwater hulls of ships since they offer extended operating cycles over other antifoulants between dry-dockings and improve fuel efficiency by reducing resistance or drag.
The Environmental Protection Agency (EPA), USA has classified antifouling paint products containing Tributyltin (TBT) as “restricted use pesticides”. This classification limits the sale of the “restricted use” antifouling paints to certified applicators and application either by certified applicators or persons under the direct supervision of an on-site (at the work site) certified applicator. Users must adhere to prescribed safety and environmental precautions for application and disposal procedures in its handling.
Hazard Identification
Emergency Overview
OSHA Hazards:
Target Organ Effect, Toxic by ingestion and Harmful by skin absorption. Irritant
Target Organs
Blood, Liver, Kidney
Effects of TBT
Toxic if swallowed. Harmful in contact with skin.
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Causes skin irritation. Causes serious eye damage. Causes damage to organs through prolonged or repeated exposure. Very toxic to aquatic life with long lasting effects.
Precautionary statements:
Avoid release to the environment. Avoid eating & drinking in work Areas. Do not use TBT antifouling paint in ships interior. Wear protective gloves/ eye protection/ face protection. IF IN EYES: Rinse cautiously with water for several minutes. Get medical advice/ attention if you feel unwell. Dispose of contents/ container to an approved waste disposal plant.
Potential Health Effects:
Inhalation May be harmful if inhaled. Causes respiratory tract irritation.
Skin Causes skin irritation.
Eyes Causes eye irritation.
Ingestion Toxic if swallowed.
DANGER – This word signals you that the pesticide is highly toxic for one or more of the toxicity test categories. Any product that is highly toxic orally, dermally or through inhalation, or causes severe eye burning or severe skin burning will be labelled “DANGER”
POISON and the skull and crossbones symbol – All pesticides that are highly toxic orally, dermally or through inhalation will also carry the word “POISON” (printed in red) and the skull and the crossbones symbol. Pesticides that have the signal word “DANGER” due to skin or eye irritation potential do not have the skull and crossbones signal or the word “POISON” printed in red.
WARNING - This word signals you that the product is moderately toxic. Any product whose highest acute toxicity (orally, dermally, through inhalation, or for eye or skin irritation potential) is rated as moderate will have the signal word “WARNING”.
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CAUTION – This word signals you that the product is slightly toxic. Any product whose highest acute toxicity (orally, dermally, through inhalation, or for eye or skin irritation potential) is rated as slight will have the signal word “CAUTION”.
THE SIGNAL WORD ON TBT ANTIFOULING PAINTS IS DANGER.
Personal protective equipment
Respiratory protection
Where risk assessment shows air-purifying respirators are appropriate use a full-face respirator with multi-purpose combination (US) or type ABEK (EN 14387) respirator cartridges as a backup to engineering controls. If the respirator is the sole means of protection, use a full-face supplied air respirator. Use respirators and components tested and approved under appropriate government standards.
Hand protection
Handle with gloves. Gloves must be inspected prior to use. Use proper glove removal technique (without touching glove's outer surface) to avoid skin contact with this product. Dispose of contaminated gloves after use in accordance with applicable laws and good laboratory practices. Wash and dry hands.
Eye protection
Tightly fitting safety goggles. Face shield (8-inch minimum). Use equipment for eye protection tested and approved under appropriate government standards.
Skin and body protection
Complete suit protecting against chemicals, the type of protective equipment must be selected according to the concentration and amount of the dangerous substance at the specific workplace.
Avoid contact with skin, eyes and clothing. Wash hands before breaks and immediately after handling the product.
Disposal Considerations
Emptied TBT antifoulants containers will be disposed of in a sanitary landfill, or by other approved State and local procedures. Open burning and dumping will be prohibited.
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The dry dock and equipment surfaces will be swept or vacuumed to gather paint overspray and other paint waste, such as paint chips, dust and spent sand-blasting grit which accumulate in the dry-dock for disposal.
Spillage
Adequate supplies of a suitable absorbent to deal with accidental spillage of paint will be available around the work area. Any absorbent that has been used must be treated as solid toxic waste and disposed of as such. Use of protective coverings, such as plastic, canvas, etc. in the immediate work areas where TBT antifouling paints are going to be used will be ensured. TBT paint spills will be further contained by covering the entire spill area with absorbent materials such as sand or pads. Every effort will be made to ensure that there is adequate containment in the event of a spill. In the case of a spill, absorbent material will be applied to the spill area, collected, identified and disposed to Common Hazardous Waste Facility. The spill will be contained in as small an area as possible. If the spilled material is flowing into a ditch or depression, the flow will be blocked on all sides to reduce further movement. The important things to remember is do not allow the spilled material to enter any body of water.
Product offers surplus and non-recyclable solutions to a licensed disposal company. A licensed professional waste disposal service will be contacted to dispose of this material.
Application:
As the use of TBT application is prohibited, use of an alternative such as copper acrylate copolymer that has a comparable mechanism of action to TBT copolymers will be done.
In the proposed project, all necessary measures will be undertaken to prevent paint chips containing TBT finding their way to the environment. All the paint chips will be collected and disposed off to the CHWTSDF. Use of alternative antifoulants such as copper based antifoulants and copper acrylate copolymer instead of TBT will be explored.
5.9.1.5 Other Solid Wastes
Other solid wastes which are likely to be generated are remnants of cargo, packaging material (wood, cardboard, paper), insulating material (rubber, thermocol, plastics etc.), metal chips, contaminated soil etc. All non-hazardous non-metallic materials will be collected and stacked separately till they can be dispatched to the TSDF by M/s Marine Syndicate Pvt. Ltd.
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In spite of best efforts, the sand of the beach may be contaminated by spillages of oil / oily sludge, paint debris etc. In such cases, the contaminated sand will be scraped off and dispatched to TSDF.
The quantity of municipal solid waste generated from canteen and administrative areas is estimated at about 20 Kg/Day, of which 60% is expected to be bio-degradable and 40% non-biodegradable. These wastes will generate odour and health impacts and ground and surface water contamination, if not managed properly.
Mitigation Measures during Ship Breaking Activity
• Workers Protection • Workers Exposure Limits • Workers Training • Training Records • Supervisors Responsibilities • Use of PPE Mitigation Measures/Solid Waste Management
• The port Waste Management Plan for construction and operation phase will be developed defining adequate measures for SW collection, segregation, reuse and disposal. The sewage/solid waste/hazardous wastes will be treated and disposed or sold to authorised recyclers as per the MoEF guidelines. • Proper sanitation bins will be installed in the port area for collection of sewage/solid waste/construction wastes on site. • Burning of waste on site will not be permitted. All wastes, which cannot be recycled on site, will be collected and taken off site for recycling/reuse or disposal to an official/municipal waste disposal site after consultation with local authorities. • All rubbish, waste materials and debris will be systematically cleared from working areas as they accumulate; all such materials will be cleared at the end of each working day. • If removal of waste materials at the end of the working day is not possible, the materials will be covered with tarpaulin or similar material until cleared. • Waste materials not removed directly from the site will be temporarily stored at designated points and covered, pending removal from the site. • Hazardous waste will only be handled by agencies authorised by MPCB and following applicable local regulations
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• The ultimate objective of the EMP will be to create an awareness of ‘Zero Tolerance’.
5.9.2 Occupational Safety & Health
The work place is divided in terms of activities e.g. dismantling, metal cutting, material removal, material sorting, loading etc. The principal occupational risks in ship recycling are:
Failure of winches and / or air bags and / or snapping of winching lines during ship-uplift Asbestos exposure Fire Inhalation of toxic gasses Accidents involving falling of material from height Accidents involving fall from height Accidents during metal cutting Diseases due to dust inhalation Hearing loss Accidents involving material handling equipment
During operational phase, the port is likely to generate direct employment of 100 Nos and 20-25 indirect employment.
Category wise deployment of workers in hazard prone areas shall be as follows:
Sr. No. of Workers Working Operation No. Engaged hrs 1 Winching of Ship 8 8 (not regularly) 2 Asbestos removal and handling 10 8 (not regularly) 3 Ship Cutting 25 8 4 Dismantling of detachable items 25 8 5 Material sorting loading 12 8
Around 20 workers will be deployed for ship repair activities on Floating Dry Dock. 20- 25 will be deployed for Cargo handling and other ancillary services in the port premises.
Management Measures:
Rules and Safety guidelines will be followed and implemented as stipulated in the Indian Factories Act, 1948.
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Risk assessment will be carried out in the yard on a regular basis. The goal for each risk assessment session is to identify hazards, determine risk ratings and controls and to review the implementation of risk controls from previous risk assessment sessions.
Control room will be provided at Admin & Main building.
First Aid Centres will be established at different strategic locations.
During Winching:
During winching of ship, workers are at risk in case of equipment failure (winches, winching cables etc.). To minimize the risk of failures, winches will be regularly serviced and thoroughly overhauled prior to being used for ship winching process. For winching of ships, cables with sufficient rated capacity (including margin of safety) according to the weight of the ship to be hauled will be selected. The cables will be thoroughly examined / inspected for integrity prior to being put to use.
During Ship Cutting:
Process of ship cutting involves 2 stages viz. tripping of paint from surface followed by cutting with LPG oxygen touches for metal cutting.
Usually paint is stripped by chipping and rubbing with wire brushes. During this process, workers are at risk on account of flying off of paint chips which may damage the eyes and inhalation of paint dust which may contain heavy metals and toxic additives. To prevent the same, workers engaged in paint chipping and cleaning will be asked to wear goggles and dust masks.
While handling cutter, all necessary fire safety rules will be followed. Workers will be forced to use welders’ goggles / masks to protect their eyes and faces from intense heat and light. Fire-retardant gloves shall be used to protect the workers’ hands. Workers also issued with fire retardant suits and gas masks.
Workers during ship cutting will be enforced to take breaks at regular interval and workers shall ensure that all torches are extinguished and valves / regulators of gas cylinders turned to the “Off” position. Safety supervisor shall ensure the same.
During ship cutting Operations, workers may be at following risks
5. Fire and Explosion 6. Exposure to High temperature & Intense Light 7. Inhalation of Toxic Fumes
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Workers will be forced to use welders’ goggles / masks to protect their eyes and faces from intense heat and light. Fire-retardant gloves shall be used to protect the workers’ hands. Workers may also be issued with fire retardant suits and gas masks.
During Dismantling of detachable items
All workers deployed on board the ships shall wear safety helmets. Areas below areas where dismantling work is on shall be cordoned off. Workers engaged in dismantling work shall wear safety gloves while handling heavy / sharp / breakable objects. Workers working at height shall wear full body safety harnesses and safety belts.
During Material sorting loading
Wearing of safety helmets will be strictly enforced amongst all personnel working on board the ships and in material handling areas. There shall be audio-visual warnings while mobile cranes are moving heavy objects. Cables, ropes and chains used for hauling / lifting will be regularly inspected and tested.
5.10 Air Environment
5.10.1 Potential Impact during Construction
Some of the project activities (site clearance, construction of port infrastructure and use of heavy machinery during ship breaking activity) may generate air pollutants like NO2, SO2, HC, CO, PM, VOCs, etc. This has the potential to cause temporary impacts on the air quality.
The baseline concentrations of Particulate Matter (PM10 and PM2.5), SO2, NO2 and CO are within the limits of NAAQS stipulated by MoEF/CPCB. With the present background concentrations of air quality parameters, it is expected that there will only be a mild build-up of air pollutants. Further, because of the prevailing strong winds along the coastal region and the resulting dispersion the impact on air quality from pollutants would be reduced. At the hill top side all is green with full coverage of natural vegetation (green barrier) which will also minimise any air pollution impacts. In addition, adoption of suitable mitigation measures will ensure that these impacts are rendered insignificant.
Mitigation Measures
The following measures will mitigate the anticipated negative impacts on the ambient air quality:
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• Transportation vehicles will be properly and timely maintained and serviced regularly to control the emission of air pollutants in order to maintain the
emissions of NOX and SOX within the limits established by international regulations; • All Generator sets shall be used only during power cuts; • Use of good quality fuel and lubricants will be promoted. Moreover, low sulphur
content diesel shall be used as fuel for generator sets to control emission of SO2; • Generators, machineries and vehicles will be serviced and maintained regularly to avoid generation of dust and other air pollutants; • Regular verification of PUC certificates of all the vehicles entering into the port area will be done. • Vehicles older than 15 years will not allowed • Environmental awareness program/training will be organised to the personnel involved in developmental works • Adequately sized construction yard will be provided at the site for storage of construction materials, equipment tools, earthmoving equipment, etc. In addition, temporary field offices and worker amenities will be provided at site. Appropriate spill control measures and labelling / handling procedures will be maintained.
5.10.2 Potential Impact due to Operation
Operation of the port does not include bulk or uncovered materials; In fact the major concern at ports handling bulks (Particularly coal) is SPM during loading/unloading operation even while using hopper and conveyor systems. Exported from or imported to the terminal or stored on site. The sources of air pollutants from port operations include combustion emissions, mainly consisting of sulphur dioxide (SO2), nitrogen oxides
(NOX), greenhouse gases (e.g. carbon dioxide [CO2] and carbon monoxide [CO]), fine particulate matter [PM], and volatile organic compounds [VOC]), followed by combustion source emissions from vehicles, port equipment and land-based engines. Volatile organic compounds (VOC) may also be emitted fuel storage and transfer.
Mitigation Measures
Operation of the port itself is not anticipated to result in any significant air quality impacts. The following measures could mitigate the anticipated negative impacts on the ambient air quality during O&M phase.
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Transportation vehicles will be properly and timely maintained and serviced regularly to control the emission of air pollutants in order to maintain the emissions of PM, CO, NOx and SOx within the limits established by international regulations.
• Movement of cargo during high wind will be halted to avoid movement of dust particles. • Generator sets will be used only during power cut; • Use of good quality fuel and lubricants will be promoted. Moreover, low sulphur content diesel will be used as fuel for generator sets to control emission of SO2. • Generators, machineries and vehicles will be serviced and maintained regularly to avoid generation of dust and other air pollutants. • Regular verification of PUC certificates of all the vehicles entering into the port area will be conducted. • Use of more than 15 Year old vehicles for construction and operational phase will be prohibited.
The impact of the air pollution due these will be very negligible as the proposed project is in the coastal area. Due to the considerable wind speed the gaseous pollutant from these sources will get dispersed as soon as they are emitted and hence there will be no considerable impacts on air due the operation of the project. The short‐term increase in SO2 will be insignificant enough to have any adverse effect. In addition to this, the area is devoid any major habitation within 10 km from the site (identified from Land use land cover map). Moreover the entire land area of port side has natural vegetation, wherever possible thick greenbelt in port and its associated facilities will be provided.
It is therefore concluded that there will no significant impacts on the air environment due to the proposed project.
5.10.3 Impact due to Cargo Handling and Storage
Being a cargo terminal of Bauxite, Laterite, Coal, Fertilizers, Molasses etc. bulk, bagged and liquid cargo are planned at this terminal, hence significant direct impact on air quality is anticipated while handling and storage in the absence of proper precautions. Onshore operation activities and vehicle traffic on unpaved roads, may also contribute to particulate matter emissions.
The trucks will be covered with tarpaulin sheets to prevent coal dust from spilling / creating air pollution nuisance. Material Handling Cranes have been considered using grab unloaders or clamp-shell buckets for cargo movement between the barges to jetty/
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berth. Grab unloaders or clamp-shell buckets will reduce dust, spillage, handling loss etc. during cargo discharging from the barges at Jetties. During the cargo handling, the dust will be controlled by using water foggers. There will be control measures during loading and unloading activities of coal and other cargo to minimise PM concentrations. Stock piles, excavated earthen materials etc. will be managed with water sprinkling to avoid dust being airborne from the specific site.
The impact of air quality due to fugitive emissions from dry bulk cargo has been studied using the Industrial Source Complex, Short Term (ISCST3) dispersion model based on Steady State Gaussian Plume Dispersion, developed by US Environmental Protection Agency (US EPA).
US-Environmental Protection Agency’s (US-EPA) Industrial Source Complex Short Term Model (ISCST3) was used for the air quality dispersion analysis. The Industrial Source Complex Short-Term (ISCST-3) model provides options to model emissions from a wide range of sources that might be present at a typical industrial source complex.
The Industrial Source Complex Short‐Term (ISCST‐3) model provides options to model emissions from a wide range of sources that might be present at a typical industrial source complex. The basis of the model is the straight‐line, steady state Gaussian plume equation, which is used with some modifications, to model simple point source emissions from stacks. The ISCST‐3 model accepts hourly meteorological data records to define the conditions for plume rise, transport, diffusion, and deposition. The model estimates the concentration or deposition value for each source and receptor combination for each hour of input meteorology, and calculates user selected short‐term averages. For a steady‐state Gaussian plume, the hourly concentration at downwind distance x (meters) and crosswind distance y (meters) is given by:
2 QKVD y exp 0.5 2u s y z y Where, Q = pollutant emission rate (mass per unit time) K = a scaling coefficient to convert calculated concentrations to desired units (default value of 1 x 106 for Q in g/s and concentration in g/m3) V = vertical term D = decay term
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y, z = standard deviation of lateral and vertical concentration distribution (m)
us = mean wind speed (m/s) at release height.
The Vertical Term includes the effects of source elevation, receptor elevation, plume rise, limited mixing in the vertical, and the gravitational settling and dry deposition of particulate (with diameters greater than about 0.1 microns). The ISCST3 model uses either a polar or a Cartesian receptor network as specified by the user. In the Cartesian coordinate system, the X-axis is positive to the east of the user-specified origin and the Y-axis is positive to the north.
The wind power law is used to adjust the observed wind speed, uref, from a reference measurement height, zref, to the stack or release height, hs using power law equation. The plume height is used in the calculation of the Vertical Term “V”. This is the effective release height of the effluent. This is made up of physical stack height and plume rise due to buoyancy or momentum. In this case the plume rise will be controlled by buoyancy. Appropriate plume rise formulations have been used in this model. The effective plume rise for various weather conditions and wind speed are used. The method of Pasquill (1976) is used to account for the initial dispersion of plumes caused by turbulent motion of the plume and turbulent entrainment of ambient air. The infinite series term in the above Equation accounts for the effects of the restriction on vertical plume growth at the top of the mixing layer. The Equation assumes that the mixing height in rural and urban areas is known for all stability categories. The ISCST models currently assume unlimited vertical mixing under stable conditions, and therefore delete the infinite series term in the Equation for the E and F stability categories. Pollutants traveling downwind will be reflected at the ground. The elevated inversion layer (mixing height) will also reflect the pollutant. At long downwind distances the plume concentration will be fully mixed vertically. This effect has also been built up in the program (model) formulation. INPUTS TO ISCST3 MODEL Pollution dispersion calculation was done only for SPM emission by using ISCST3 model. Emission of dust from coal cargo as source of the particulate matter is controlled due to water sprinklings and dust suppression activity as pollution control. The area has been divided into 500m grid and the ground level concentration of the pollutant at each grid point was calculated. Total area for calculation of incremental GLCs has been considered for 10 km radius from the source. The plume spread parameters y and z in a double Gaussian dispersion model depend upon the sampling or averaging time.
The y value has to be corrected for the averaging time factor. The correction factor is given by:
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X 1h, 10min = (10/60) 0.12 = 0.807 = (1/1.24)
That is y from Pasquill graphs/Briggs formulation has to be multiplied by 1.24 or the concentration has to be reduced by a factor of 0.807. (Air Pollution Meteorology by V. V. Shirvaikar and V. J. Daoo – BARC/2002/E/013 – page 91)
MODELLING RESULTS
Air pollution dispersion modelling was carried out for prediction of incremental GLCs for PM10 within 10 km radius from the source.
Suspend Particulate Matter (SPM)
The total predicted a ground level concentration (GLC) of PM10 at all AAQMS is shown in the following Table.
Table 5-3 Total Predictive GLCs of PM10
Distance 24 hourly (Km) Max. Increme Total SPM Sr. Direct- from the baseline ntal SPM Predictive Location No. ion centre of SPM GLC GLC study Conc. (g/m3) (g/m3) area (g/m3) 1. Project Site - - 62.2 1.5 63.7 Satkondi 2. SW 1.9 55.9 2.5 village 58.4 Katale 3 NE 1.6 56.5 2.0 Village 58.5 4. Abloli Village NE 8.0 62.2 1.0 63.2 Vaidyalgaon 5. SW 4.8 53.7 1.5 village 55.2 The incremental PM10 GLCs were predicted at all AAQMS of the study area. The max concentration of 2.5 g/m3 is observed at 1.9 km in SW direction The predicted GLCs were superimposed over maximum monitored background concentrations at all the AAQMS of the study area. Total predicted GLCs at all the AAQMS were found to be within the limit of stipulated standard for PM10. These observed values are well below the NAAQS Limit.
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Figure 5-1 Isopleths of Predicted Incremental GLC of PM10
10000.00
8000.00
6000.00
3.00 4000.00
2.50 2000.00
2.00 0.00
1.50 -2000.00 1.00
-4000.00 0.50
-6000.00 0.00
-8000.00
-10000.00 -10000.00 -6000.00 -2000.00 2000.00 6000.00 10000.00
The predicted concentrations from the model will not lead to alter the baseline concentrations around the site as it is well within the norms stipulated. It must be noted that since the port site is area source and mitigation measures is not considered for computations in practice, the actual concentrations are likely to be lower than indicated. As there are no manufacturing or processing facilities within the port area, the activities such as unloading, loading and storage of cargo, transit by road; may not have impacts on Flora & Fauna beyond a short distance of about one km from the port.
Mitigation Measures
• Dust suppression measures such as water sprinkling will be used. • The trucks will be covered with tarpaulin sheets to prevent coal dust from spilling / creating air pollution nuisance.
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• Material Handling Cranes have been considered using grab unloaders or clamp- shell buckets for cargo movement between the barges at the jetty /berth. • Similarly movement of cargo during high wind will be halted to avoid any movement of dust particles. • Generator sets will be used only during power cut. • Regular verification of PUC certificates of all the vehicles entering into the port area will be conducted. • Use of more than 15 year old vehicles for construction and operational phase will be prohibited. • Greenbelt of adequate width will be developed around the cargo storage areas in particular and along the boundary of port to minimise the likely impacts due to air pollution.
5.10.4 Impact due to DG set emission
The project will result in negligible increase in the atmospheric concentrations of gases due to D.G. operations (back-up power only). The total installed capacity of the DG sets for the entire port is estimated about 250 KVA. These DG sets have been provided to take care of power availability during power failure from the MSEB. The impact of the DG sets on the environment has also been studied using mathematical model for ascertaining the gaseous pollutant impact.
The results of the mathematical model indicate that the maximum incremental increase in the SO2 concentration is 0.40 ug/m3. The isopleths of predicted SO2 concentrations is given in Figure 5-2. This is confined to a small area of 500 m in and around the project site. The predicted concentrations from the model will not lead to alter the baseline concentrations as it is well within the norms stipulated. Regular maintenance of DG sets shall be required. The stack of DG set should be 3 m above.
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Figure 5-2 Isopleths of Predicted concentration of SO2
1000 m
800 m
600 m
400 m 0.40
200 m 0.30
0 m
0.20 -200 m
-400 m 0.10
-600 m 0.00
-800 m
-1000 m -1000 m -800 m -600 m -400 m -200 m 0 m 200 m 400 m 600 m 800 m 1000 m
5.10.5 Impact due to Ship breaking and Repair Activity
There will not be any significant air emissions during these activities, baring small emissions such as welding fumes, dust generation etc.
Mitigation Measures
• Dust suppression measures such as water sprays, etc. will be used. • Generator sets will be used only during power cut; • Regular verification of PUC certificates of all the vehicles entering into the port area will be conducted. • Use of more than 15 Year old vehicles for construction and operational phase will be prohibited.
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5.11 Noise Pollution
5.11.1 Impact due to Port Construction Activities
Construction noise will result from operation of equipment including the piling equipment, tracked excavators, Lorries, dump trucks, and other earth-moving equipment, generators / lighting equipment. It is envisaged that noise level due to this equipments will be 70‐85 dB (A) at associated work/construction area. Noise nuisance during construction depends on the exact place of the receptor and of the source and the duration of the activity. The impacts due to noise of these equipments will be local and temporary as well as negligible due to the efficient implementation of proper mitigation measures like provision of Ear Protective Safety Equipment (ear plug & ear muff) for the personnel likely to be exposed to high noise level. The noise level of these machineries / equipments shall be minimized by proper lubrication, modernization, maintenance, muffling and provision of silencers wherever possible.
The noise and vibration generated by piling in water if not controlled and monitored properly, can be transmitted over considerable distances through the water and therefore have the potential to impact on marine mammals. Such noise pollution may also cause nuisances to nearby population. Atmospheric conditions that may affect noise levels include humidity, wind direction, and wind speed.
Mitigation Measures
The following measures will be implemented to mitigate the negative impacts caused by noise emissions:
• Noise mitigation measures shall be in place prior to the commencement of any construction work. • All contractors involved in the port construction phase will comply with the relevant national noise standards; • Residents in the vicinity will be notified about construction schedules and activities; • All plant and equipment will be fitted with silencers, mufflers, acoustic linings, or shields, as necessary. • Before commencing any piling operations, the contractors will be required to submit calculations to demonstrate that the appropriate standards as per CPCB will not be exceeded.
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• Vehicles and generator sets will be serviced regularly and maintained properly to avoid any unwanted generation of noise or vibration from them; • Heavy machineries and generators will be operated during day time only. • A noise monitoring programme during construction will be implemented. • Vehicles older than 15 years will not be allowed to operate during construction and operational phase.
5.11.2 Impact due to Port Operation
Impacts during operations mainly will result from the port terminal activities such as vessel loading /unloading, cargo handling and access road traffic that will result from cargo traffic arriving and departing through the port business day & ship breaking activities. The day to day terminal activities such as vessel loading / unloading, container handling etc. will cause additional underwater noise emissions. These are however not expected to be significant.
5.11.3 Impact due to Ship Breaking and repair Operation
The existing noise level in the study area, as measured is 40.3 to 53.6 dB (A) during day time (Refer Table 4.8, in Chapter 4) The major noise generating activity at the yard will be operation of diesel powered material handling machinery, handling of large pieces of metal, the cutting and breaking activities and trucks carrying away recovered materials.
Noise level is likely to increase in the project area as the project becomes operational. In the proposed ship-breaking and repair yard the personal exposure shall be less than 90 dB (A). Measures suggested below shall reduce the noise level.
Mitigation Measures
• The noise generated from construction activities is temporary and ceases upon completion of construction phase. However the proponent will adhere to good machineries and will take all precautions to control noise pollution. The Diesel Generator (DG) sets shall be erected with approval of MPCB with good enclosures for controlling noise.
• Noise level shall be maintained below 90 dB (A) in work zone (for 8 hours exposure) Noise levels are expected to increase due to handling of steel scrap and use of diesel powered machinery
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• Vehicles and generator sets will be serviced regularly and maintained properly to avoid any unwanted generation of noise or vibration from them.
• Employees working in noisy environment will be made to wear ear muffs/ear plugs to avoid any adverse impact of noise on them;
• A regular noise monitoring programme will be defined and implemented for the port O&M phase.
• Where necessary, noise emissions will be minimised and controlled through the application of techniques which may include installation of sound barriers.
5.12 Impact on Socio-Economic Environment
5.12.1 During Construction Phase
Project proponent will employ local people in the construction phase to meet the significant human resource requirement for construction works so that the locals would get opportunities for employment. Beside this, the local population would also get opportunities in related services activities like small contractors, sub-contractors, supply of construction materials, supply of basic facilities like eatables to the site etc. The construction activities will generate lot of employment in the ancillary activities.
5.12.2 During Construction Phase
Similar to the construction phase, the operation phase will provide significant opportunities for employment in skilled, semi-skilled & unskilled categories. This would multiply economic opportunities, and henceforth enhance the livelihood patterns of this region. The proposed project would require total 100-125 personnel for operation works and maximum of the human resource requirement will be met by local employment. Thus the proposed project would considerably beneficial to the socioeconomic conditions of local area. Beside the direct employment rise in indirect employment and enterprise development due to proposed project would also be significantly beneficial to the economy of local area. These direct & indirect employments would proliferate economic opportunities & conditions, henceforth enhance the livelihood patterns of this region.
5.13 Traffic Pattern and Density
The main road surrounding the proposed development site is SH-105 (Tavsal-Abloli) which connects to Mumbai-Goa national Highway at a distance of 52 km from the site.
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Details of the connectivity along with the approachable Roads are given in Chapter 2 section 2.5.1.
5.13.1 Construction Phase
The traffic impact during construction phase will be due to increased movement of haul trucks carrying debris. The parking for the construction vehicles will be made and adequate parking space will be provided to lessen the impacts.
5.13.2 Operation Phase
Traffic survey was carried out on SH 105 (Tavsal-Abloli) near Katale village. The traffic survey was conducted to ascertain the present traffic scenario along SH105 to evaluate traffic impact that will result from proposed development. The two key components of study included in the assessment were, the present Scenario and impact on traffic due to the proposed development. The survey was carried out for 12 hours in order to find out the existing traffic flow and thus to understand the residual capacity of the road.
The proposed cargo handling capacity is around 0.2 MTPA. However the activity will be carried out only for 8 months in a year except monsoon period. It is expected that around 75-100 trucks/day (heavy load vehicles) will be plying on the said road considering 10-15 T capacity/truck.
Along with the cargo handling on the site, ship breaking activity will also take place. During the proposed activity of ship breaking around 10-15 Nos. of ships/ barges of around 2,000 T capacity will be dismantled. However the activity will be carried only for 10 months in a year. It is expected that around 20-25 trucks/day of heavy vehicles will be plying on said road considering 10-15 T capacity/truck.
Overall increase of traffic will be around 100-125 trucks/day during full operation of the project considering both the activities of the project i.e. cargo handling and ship breaking.
The SH 105 & the access road is adequate to handle the additional traffic load considering the present Level of Service (LOS).
5.13.2.1 Methodology
The two major components of this study are:
• Assess the present traffic scenario • Traffic impact due to proposed developments
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5.13.2.2 Existing Traffic
To appreciate the present traffic condition on SH105 (Tavsal-Abloli), the present classified traffic volume count has taken into account.
The peak hour classified traffic volume Count for mentioned roads are given in Table 5.3.
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Table 5-4 Classified Traffic volume Count Other Light Heavy Multi Auto Slow Hourly Hourly From To 4W 2W BUS Commercial Commercial Axle Bicycle rickshaw Moving Vehicles PCU Vehicle Vehicle Vehicle Vehicle PCU Factor 1 0.75 0.5 3 1.5 3 4.5 0.4 3 8:00 9:00 4 12 36 1 9 0 0 26 3 91 67 9:00 10:00 5 16 28 0 10 0 0 27 4 90 69 10:00 11:00 5 10 36 0 12 1 0 25 3 92 71 11:00 12:00 5 12 32 0 8 0 0 24 2 83 58 12:00 13:00 3 8 28 1 9 1 0 22 1 73 54 13:00 14:00 4 8 24 0 6 0 0 20 1 63 44 14:00 15:00 4 6 24 1 4 0 0 18 2 59 47 15:00 16:00 3 8 20 1 1 1 0 16 1 51 36 16:00 17:00 5 10 26 0 4 0 0 14 2 61 43 17:00 18:00 3 12 32 0 6 0 0 22 1 76 49 18:00 19:00 5 14 36 1 8 0 0 26 2 92 65 19:00 20:00 6 12 32 0 10 1 0 32 2 95 68
TOTAL 52 128 354 5 87 4 0 272 24 926 669
Veh/Hr PCU/Hr Peak 92 71 Period Evening 95 68 Period
Modewise Comparision of Hourly Total In-Flow Vehicle Volume
40 35 4W 30 Autorickshaw 25 2W 20 BUS 15 Light Commercial Vehicle 10 Heavy Commercial Vehicle
5 Vehicle Volume (Nos.) Volume Vehicle 0 Multi Axle Vehicle 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 Bicycle 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 Other Slow Moving Vehicle Time (Hours)
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Hourly veriation in Total In-flow Vehicle/ PCU Volume
Hourly PCU Hourly Vehicles
91 90 92 92 95 83 73 76 63 59 61 51 69 71 68 67 58 65 54 47 49 44 36 43
9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00
8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00
Modewise Contribution of Total In-Flow Vehicles 3% 7%
Car MTW BUS LCV 34% HCV MAV Bicycle OSMV
44%
0% 0% 11% 1%
Traffic Volume: Passenger Car Units
For working out the volume to capacity ratio of the roads, the PCU values considered are given as under and are in line with IRC: 106-1990
Table 5-5 PCU Factors Vehicle Types Equivalent PCU Factor Passenger cars 1.0 Auto Rickshaw 0.75 Two wheelers 0.5 Cycle 0.4 Light Commercial vehicle 1.5 Truck or bus 3
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Table 5-6 Peak Hour PCU Count
V/C Ratio Level of Traffic Volume Capacity Road Name (Congestion Service Scenario (PCU's/Hr) (PCU's/Hr) Index) (LOS) Existing Traffic 128 1200 0.11 A Conditions ( Year 2017) Projected SH105 Traffic (Tavsal- 509 1200 0.42 B Conditions Abloli) ( Year 2022) Projected Traffic 585 1200 0.49 C Conditions ( Year 2027)
Level of Range of General Operating Conditions Service V/C Free flow (traffic flows at or above speed limit and A <0.30 motorists have complete mobility between lanes) Reasonable flow (slightly more congested, with some B 0.3 – 0.47 manoeuvrability) C Stable flow (more congested than B, loads close to capacity) 0.48 – 0.68 Approaching unstable flow (speeds are some-what D reduced, example: busy corridor during middle of a 0.69 – 0.88 weekday, or a functional urban highway during rush hour) Unstable flow (flow becomes irregular, speed varies widely E 0.88 – 1.00 and rarely reaches speed limit) F Forced or breakdown flow (a constant traffic jam) > 1.00
5.13.2.3 Traffic Management Plan
Only PUC certified vehicles will be allowed. Port authority will manned to control the ingress & egress of the vehicles. Flagmen with flags will be effectively used during working stretch
Truck parking facility: Truck parking facility will be provide for easy accessibility of vehicles for transporting scrap and other materials and to relieve the traffic congestion around the yards.
5.14 Impacts due to Changes in Coastline/Shoreline
Measurement of coastline changes was made by comparing historical maps and charts provided based on accurate surveys. Remote Sensing and GIS techniques can be
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effectively used for the assessment of shoreline changes. Various approaches (Satellite imageries, Google images, one dimensional and two dimensional numerical models and Survey of India (SoI) maps) were used to study the shoreline changes along the coast.
The dataset for shoreline change mapping consists of Long-term shoreline positions compiled into a Geographic Information System (GIS) from the Survey of India topographic map and multi-date satellite imagery sources.
The maps produced in this assessment are in the scale of 1:50000 and further work is being carried out by the Survey of India on a 1:2000 scale using aerial photography.
These shorelines were used to examine temporal changes in the position of the shoreline since 1972 until 2010.
The multi-date images were used to derive quantitative estimates of the rate of shoreline change: erosion (-) or accretion (+)
Survey of India toposheet of 1972 has been used as a reference baseline for the State of Maharashtra
Digitization of all the physical structures such as ports, fishing, harbours, creek walls, etc., were carried out for the coast
The resultant coastal vector maps were used to determine the horizontal shoreline displacement/ shifting of the shoreline position
The study is focused on following objectives:
• Determine areas of the coast where significant erosion is occurring • Identify areas where erosion presented a serious problem, due to shoreline intrusion that required action to protect the coastal infrastructure
• Quantify the rates of erosion/ accretion along the nation’s coastline • Contribute to an understanding and prediction of future shoreline changes • Necessary action required to prevent further erosion
Five different data sources were used to obtain historical shorelines for the coast of Maharashtra given in Table 5.6.
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Table 5-7 Data Source Used for Shoreline Study
Spatial Resolution Data Source Day/ Month Year (m) SOI Topo-sheet 1972 26 January LANDSAT 1-5 MSS 56±28 1972 11 October 25 October LANDSAT 4-5 TM 30±15 1990 4 November 25 October LANDSAT 4-5 TM 30±15 2000 14 November LANDSAT 4-5 TM 1 January 30±15 2006 7 December Various dates from Jan IRS P6 LISS III 23.5±12 2010 3 to March 3
Various dates from Jan IRS P6 LISS IV -MX 5.8±2.9 2010 5 to May 12
Result & Discussion:
The results of the shoreline change assessment around 2 km either side during 2005 - 2010 reveal spatial variations in the shoreline change rates and also that the shoreline at the proposed port development area undergoes no changes.
It was also mentioned in National Shoreline change Assessment report for Maharashtra state, Ratnagiri district that the site is on rocky coasts as observed from their report mentioned in Table 5.5 and Figure 5.1.
Table 5-8 Shoreline statistics of Ratnagiri
Sr. Extent Classification of Coast Percent of coast Cumulative (%) No. (km) 1. High Erosion Zone 1.4 0.62 - 2. Medium Erosion Zone 13.78 6.06 - 3. Low Erosion Zone 42.69 18.76 25.43 4. Artificial Coast 1.14 0.5 0.5 5. Stable Coast 17.43 7.66 7.66 6. High Accretion Zone 0.2 0.09 - 7. Medium Accretion Zone 1.82 0.8 - 8. Low Accretion Zone 8.5 3.74 4.62 9. Rocky 140.58 61.78 61.78 Length of District 10. 227.55 100 100 Coastline *Source: National Assessment of shoreline change “Maharashtra Coast” by Anna University, NCSCM, SICOM& MoEF
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Figure 5-3 Shoreline statistics of Ratnagiri
70
60 Percent of coast 50
40
30
20
10 Shoreline Changes (%) ShorelineChanges
0
High Medium Low High Medium Low Artificial Stable Erosion Erosion Erosion Accretio Accretio Accretio Rocky Coast Coast Zone Zone Zone n Zone n Zone n Zone Percent of coast 0.62 6.06 18.76 0.5 7.66 0.09 0.8 3.74 61.78
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*Source: National Assessment of shoreline change “Maharashtra Coast” by Anna University, NCSCM, SICOM& MoEF
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5.15 Construction Debris Management Plan
Construction debris is bulky/ heavy and re-utilization or recycling is an important strategy for management of such waste.
The construction debris generated during construction phase is around 20 m3. The construction debris will be used (outside CRZ) at site for site formation/levelling. No health hazard is anticipated during construction phase. The regular health check of construction workers will be carried out at project site. The Personal protective equipment’s will be provided to each worker. The regular training on health and safety will be given to the workers.
During construction phase activities such as clearance, cutting, filling and Levelling will take place. Construction activities involving levelling, excavation and removal of existing vegetation (if required) would invariably disturb the soil of the area. The impacts on soil during construction phase shall be mainly due to loss of top soil in the construction areas and contamination of the soils of surrounding area due to construction materials such as cement, sand etc. The disturbances would be more pronounced during the summer and monsoon seasons with strong rains. However, it shall be temporary and shall be confined to the areas of construction only.
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Chapter 6 ENVIRONMENTAL MONITORING PROGRAM
Environmental monitoring of the proposed port assumes importance due the project location close to the 1200 MW JSW thermal power plant and the local fishing harbour. The EIA report also recommends a “zero tolerance to all kinds of pollution” to achieve to the extent possible. The port management will look in to more innovative and environmental friendly methods to show case the coexistence of port, power plant and a local fishing harbour.
Environmental Monitoring Programme is an important component during environmental management of the project for Construction and Operational phases. Therefore awareness of all EMP measures is required at all levels of institutional capability.
6.1 Monitoring and Reporting
Environmental and social performance monitoring of EMP is to be undertaken to ensure that mitigation measures are implemented and results achieved during construction and operational phases. Additional remedial measures may be undertaken if mitigation measures are inadequate or the impacts have been underestimated in the EIA report, in particular where the project would be in breach of permits, National standards and guidelines.
6.1.1 Monitoring Plan for Construction Phase
From a monitoring point of view, the important parameters are water, air, noise, soil, sediment, flora, fauna, plankton, benthos and occupational health. The sampling and analysis proposed in the monitoring plan will be carried out by the proponent.
The monitoring of water bodies inclusive of coastal creek water, inland surface water, groundwater, sewage, effluent (if any) and storm water etc. will be a very important focal point of monitoring mechanism to ensure that there is positive improvement in quality of all these streams. The solid waste need to be made and will be made zero through waste management plans.
Monitoring and analysis shall be carried out following methods suggested in the guidelines of GOI, MoEF in particular. Only laboratories approved by MoEF or National Accreditation Board for Testing and Calibration Laboratories (NABL), Government of India will be appointed for implementation of this monitoring plan.
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6.1.2 Monitoring during the Operational Phase
During the operational phase, the proponent will be responsible for monitoring project activities even when activities are out-sourced to third parties. The proponent will develop a separate Operational EMP for the operation of the different components of the Project (port, ship repair, ship breaking, transport via road, storage, etc.). The implementation of the EMP will be the responsibility of the EMC within the project complex, which reports will be generated on a regular basis.
6.2 Reporting
6.2.1 Compliance Reports
As a part of environmental monitoring programme, following compliance reports will be submitted to MPCB and Regional Office of MoEF.
Half yearly compliance reports in respect of the stipulated prior environmental clearance terms and conditions. Environmental statement to be submitted to MPCB, every year. Format for maintaining records of hazardous waste in Form 3 as per Hazardous Waste (Management, Handling and Transboundary movement) Rules, 2016. Format for maintaining notification of major accident in Schedule 6 as per MISHC rules, 1989 (as amended).
6.3 On-site Mock Drills Requirements
On-site mock drills are very important as it helps employees/workers to be aware of the safety procedures and how to react during the time of crisis. Conducting mock drills at regular intervals enhances preparedness and checks the viability of environmental/ disaster management plan. Mock drills are essential for the following reasons helps in:
Revising/improving the environmental/ disaster management plan to evaluate whether the responsible officials are trained efficiently.
Mock drills may also involve fire department, police, hospitals and other department/agencies that are mandated to provide emergency support. Documenting the outcome of mock drills is an important aspect as this helps in revising the existing plan more efficiently.
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6.4 Budgetary Estimates for Environmental Management
The budgetary estimate for Environmental Management for proposed port during construction phase is 11.25 Lakhs/year. During Operation phase the annual budgetary estimate is 55 Lakh (Capital Cost) & 28.75 Lakh/year as O&M cost. The breakup of environmental management cost of port during construction phase is given separately in Table 6-1.
6.4.1 Environmental Budget
Broadly 28.75 Lakh/year have been earmarked for the EMP and Environmental Monitoring Plan to address all environmental management requirements during operation phase of the project.
• Environmental (terrestrial and marine) monitoring in both construction and operation phases
• Sanitation facility • Water & Wastewater management • Solid, Hazardous waste management • Storm water management
Table 6-1 Environmental Management –During Construction Phase
Capital Cost Sr. No. Purpose (lakh) Marine Life Protection due to Oil Spill 1 4.0 (Oil spill contingency plan) 2 Solid waste management & Site Maintenance activity 1.5 3 Site Sanitation (Toilets) 0.75
4 Water Spray for Dust Control 0.5 Safety Personnel Equipment’s (Helmets, Safety shoes, Safety 5 1.5 belts, Hand gloves etc.) Air Quality Monitoring Water quality monitoring at various water bodies 6 Noise Monitoring at sensitive locations 3 Soil Quality Monitoring at sensitive locations Marine water quality and sediment and marine biology
Total 11.25
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Table 6-2 Environmental Management – Annual O&M cost for Port, road and ancillary sites during Operation Phase
Capital Cost O&M cost Sr. No. Purpose (lakh) (Lakh/year) 1 O&M cost for solid and Hazardous waste Management 10 10 2 Dust suppression Measures 10 2.5 3 Greenbelt development 3.5 0.5 4 Rain water Harvesting 1.5 0.25 5 Waste water treatment plants (STP & ETP) 20 6 6 Occupation Safety & Health 10 1.5 7 Expenditure on Energy saving measures 3 0.2 EMC recurring expenditure (Env. Engg. Salary, Documentation, 8 8 6 Assistants, support staff, expense and housekeeping) Environmental Monitoring Cost Compliance for Environmental protection & Environmental Analysis will be done by 9 Monitoring (Air, Water, Soil, Surface water, Marine water + 8 NABL accredited lab sediment) Total 66 34.95
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Table 6-3 Monitoring Program during Operation Stage
Environmental Parameters to be No. of Sampling Frequency of Standards Methods for Sampling & Attributes monitored Locations Monitoring Analysis Fine Particulate Samplers for PM ,PM , Respirable Dust Sampler for PM10, PM2.5, SO2, 10 2.5 Air Quality 3 Six Monthly SO2 and NO2, CO analyser /portable CO NOx, CO and VOCs meter for CO, and portable HC meter for HC Noise Levels Day and night noise levels 3 Six Monthly Portable hand-held noise level meter. Physical, Chemical and Grab sampling and analysis by using Water Quality 2 Six Monthly Biological standard methods. Soil texture, type, Collection and analysis of samples as electrical conductivity, Soil Quality 1 Six Monthly per IS 2720 pH, infiltration, porosity,
etc., Physical, Chemical Bottom sampler (Nishkin Sampler) and Marine Water Quality 3 Monthly and Biological analysis by using standard methods. Peterson’s Grab Sampler and analysis Sediment Quality Physical, Chemical 3 Monthly by using standard methods
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Chapter 7 ADDITIONAL STUDIES
7.1 Public Consultation
In line with the requirements of EIA Notification, 2006 (as amended) for the projects which are located outside of the Industrial Estate, public hearing needs to be conducted. Public Hearing was conducted at Lokshikshan Mandal Sabhagruh, village -Gonabarewadi, Tal. Guhagar, District- Ratnagiri for the proposed port. For conducting Public Hearing, the Draft EIA Report was prepared in accordance to SEAC I approved ToR and Executive summaries in English and Local (Marathi) languages were submitted to Maharashtra Pollution Control Board (MPCB).
We have applied for public consultation for our project to MPCB office, Chiplun on 15.02.2018 within the validity of ToR and the advertisements were also published by the MPCB in “Dainik Ratnagiri Times” and “Free Press Journal” on 24.04.2018 and 25.04.2018 respectively. Our public hearing for the said project was scheduled at 11.00 pm on 25.05.2018 at the project site. A day before the public hearing, Konkan graduates elections 2018 was declared and due to code of conduct our public hearing was cancelled by the District Collector, Ratnagiri.
We had reapplied for the public hearing and MPCB has rescheduled the public hearing on 05.09.2018.
Now, the Public Hearing was conducted at Lokshikshan Mandal Sabhagruh, village - Gonabarewadi, Tal. Guhagar, District- Ratnagiri on September 05, 2018 at 11.00 am by MPCB in the presence of Additional District Magistrate (District Collector), Dist. Ratnagiri and Maharashtra Pollution Control Board Officers, Chiplun and the Public (Annexure V).
The meeting was systematically carried out and was attended by nearly 150 people. Summary of the Draft EIA report was presented before the people in regional language (Marathi). Participants were given an opportunity to present his views and concerns in front of the Additional District Magistrate (District Collector) and officials from MPCB and local administration. The print as well as visual media was open with news relating to the transparent and successful manner in which the meeting was conducted.
The Minutes of Meeting (MoM) of Public Hearing issued by MPCB along with the point wise response to each of issues raised during Public Hearing is given in Annexure VI.
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Details included in Annexure VIII are the following:
Pre Newspaper Clippings for public hearing Minutes of public hearing Participants categorisation such as only support & supports with comments Photographs of public hearing Post public hearing Newspaper Clippings
Synoptic view of the Crowd Synoptic view of the Crowd
Public Hearing Panel Consultant presenting the project
The main objective of public hearing is to address the issues and concerns of the project, which received from the people of surrounding area. In total 150 people were present during the public hearing and mentioned their views in favour of the project. The attendant people were only in support of the project. The views of the people mentioned in Annexure VII. The News cottings and the photgraphs are mentioned of the successful Public hearing attached as Annexure VIII.
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7.2 Preliminary Risk Analysis
This section addresses risks associated with explosion, fire, or release of hazardous materials in the event of accident or a natural disaster at the site. Risk analysis (RA) is an extensive hazard analysis (if any), which involves the identification and quantification of hazards. Ra involves assessment of the damage, injuries and financial costs likely to be sustained in a geographic area over a given period of time.
The main objectives of the risk analysis studies are:
To define and assess emergencies. To control and contain incidents. To safeguard employees and people in vicinity. To minimise damage to property and environment. To inform the employees, the general public and the authority about the hazards / risk assessed, safeguards provided, residual risk if any and the role to be played in them in the event of emergency. To preserve records, equipment, etc., and to organise investigation into the cause of emergency and preventive measures to stop its recurrences.
The port will handle cargo including ores, coal, fertilisers and liquids as well as ship repair and ship breaking activities. The following risks are associated with the establishment of proposed project:
Fire and Explosion risks. Fugitive emissions Leakage and Release of Oil/Hazardous Materials. Risks associated with use of Heavy Equipment. Natural Hazards.
The analysis of risks is an extensive hazard analysis to identify and quantify the hazards and assessment of the damage, injuries and financial cost. Based on project details and the baseline environmental status, possible risks to the proposed port site and its surrounding have been identified with possible measure/initiatives.
7.3 Natural Hazards/Calamities
The selected site may be affected by the following natural events:
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7.3.1 Flood
The annual average rainfall (AAR) around Ratnagiri district is 2,874.9 mm. The area may observe seasonal flooding during SW monsoon as the river Shastri brings in water from Western Ghats to the coast. The project can be affected by flash floods, which occurs on the coast when high intensity rain in a localised area happens over a short period of time, in combination with spring tide. Most of the flooding problem in the area is due to poor or choked drainage conditions. The port authority shall consider the following precautionary measures to meet any such events:
Drainage routing to check blockages along the drainage. Conduct flood route analysis. Installation of water pumping stations (if required). Installation of warning systems (alarm, audio-visual public address system, etc.). Coordination with State and district level disaster management authorities.
7.3.2 Cyclone and Wind Storm
The coast of Jaigad is not a cyclone prone area though an occasional cyclone generated in the Arabian Sea may impact the region with high winds. In fact just 2 cyclones have affected the Maharashtra coast during the period 1990-2017. These are: (1) ARB 02 in 1994 with wind speed of 100 km/hr, and (2) Phyan in 2009 with wind speed of 100 km/hr. In December 2017, cyclone Ockhi that passed off the Konkan coast resulted in heavy non-seasonal rain and unusual storm surge. Nevertheless, following initiatives will be taken to prepare for such an eventuality:
Engineering designing for the port facilities such as buildings, transmission systems, storage facilities, etc. will be based on national level codes/standards for buildings and facilities.
Coordination with State and district level disaster management authorities will be planned.
7.3.3 Coastal Hazard
Coastal Hazards such as erosion, storm flow, tidal waves etc.; have the potential to harm the people, property and the environment.
The following initiatives will be taken:
Coordination with State and district level disaster management authorities.
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7.3.4 Earthquake
As per Seismic Zoning Map of India, the project area falls under Zone-III (moderate to low risk zone) as per the IS: 1893, Part-I, 2002.
7.4 Man-Made Events
The risks of the man-made events on the project site and its surroundings like fire/explosion, ships collision; release of hazardous materials (if any), etc. have been considered appropriate for analysis.
7.4.1 Ships Mishaps/Vessel accident
During towing and berthing of the ships, owing to natural calamity or piloting errors, there can be remote possibility of mishap of a ship. During such events, the ship may sink/break and could lead to accidental oil spill inside the port basin or in the vicinity. The ships mishaps/collusion shall be avoided by adopting following measures:
• Direct, control and management of movement, position, timing and manner in which a vessel may enter and leave the port waters. • Maintenance of safe and navigable channels and coordination of vessel movements. • Removal of damaged vessels in order to avoid interruptions in marine traffic.
7.4.2 Coal handling Management Plan
Coal is a fossil fuel extracted from the ground by underground mining or open pit mining. It is readily combustible, black sedimentary rock. It is composed primarily of carbon along with assorted other elements. Carbon forms more than 50% by weight and more than 70% by volume of the coal. Coal usually contains a considerable amount of incidental moisture, which is the water trapped within the coal in between coal particle.
The coals temperature begins to climb above ambient. As about 66-149 0C is begins to give off minute, but measurable, quantities of gas-aerosols, hydrogen and CO2 precursors of combustion. As the temperature increase further at about 316-371 0C, large visible particulates are emitted. Soon as heating rate increases in intensity to about 399-427 0C, incipient combustion and ultimately self-ignition and flame will occur.
Preventing spontaneous combustion coal fires involves attention to many different factors. Among the most critical are the type, age and composition of coal, how it is stored
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and how it is used. Giving the right kind of the coal, oxygen and certain temperature and moisture content, coal will burn itself.
Coal dust when dispersed in air and ignited would explode. Effective handling systems are most susceptible to this hazard. Stockpile areas will be provided with water sprinklers/ water foggers for dust suppression as well as to reduce spontaneous ignition of the coal stockpiles.
Even the most universal fire fighting substance, water cannot be used indiscriminately, because of the remote possibility of a steam explosion; it is advisable that water be applied using water foggers carefully from a safe distance. The above information suggests that coal fires require awareness and prior planning to extinguish efficiently, completely and safety.
Clauses of spontaneous Coal fires:
The following factors have been mentioned as root causes:
Delay in the application of water Coal handling procedure allowed for long time retention of coal which increases the possibility of heating. New coal added on top of old coal created segregation of particle size which is a major cause of heating. Failure of equipment needed to fight the fire
There are measures that can be taken to lessen the likelihood of coal pile fires.
Water foggers or water spray systems will be provided at coal handling yard to accumulations of coal or coal dust. Fire fighting equipments will be provided at the storage yard to fight the fire.
In the coal handling yard, proper drains are provided to collect the runoff coming from coal stack yard during monsoon season. The same is being collect through the settling ponds to arrest any suspended particles and the supernatant will be discharged into SWD. Details of the same are discussed in Chapter 10 section 10.6.4.
Recommendations for coal storage yard:
The “First in, First out” rule for loading, stacking and unloading of coal removes the chances of hot spots by precluding heat build-up. The inspection, testing and maintenance of fire fighting equipments will be carried out strictly in accordance with the maintenance schedule
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Table 7-1 Fugitive emission will be in form of dust generation
Detailed plan for prevention and control of S. No. Source of emission fugitive emission/ dusting The trucks will be covered with tarpaulin 1 Coal transportation sheets to prevent coal dust from spilling / creating air pollution nuisance. To mitigate the dust emission during loading of cargos such as coal, bauxite ore etc. use of chute/ hopper is preferred for loading from the ramp. Material Handling Cranes have been considered using grab unloaders or clamp- 2 Coal loading and unloading shell buckets for cargo movement between the barges to jetty/ berth. Grab unloaders or clamp-shell buckets will reduce dust, spillage, handling loss etc. during cargo unloading from the barges at Jetties. During the cargo handling, the dust will be controlled by using water foggers Wind screens will be effectively used to reduce fugitive dispersion There will be control measures during Emission from coal storage 3 loading and unloading activities of coal and yard other cargo to minimise PM concentrations Stock piles, excavated earthen materials etc. will be managed with water sprinkling to avoid dust being airborne from the specific site
7.4.3 Failures during Dry Docking or Undocking of Ships on FDD
In the field of ship repairing activity, it has been common practice for many years to use floating dry docks for major repairs. In using dry docks, a ship to be repaired is floated into the basin of the dry dock. A floating drydock is a U-shaped marine vessel used to service the ships. Operators let water into the drydock through valves to submerge it, which allows ships to drive in and out of the drydock. When the water is pumped out, the drydock rises in the water, lifting docked vessels out of the water. This allows workers to service and repair parts of the vessel usually under the waterline.
It is evident that, the calculations and analyses that go into creating docking plans and executing the process require equal attention from aspects of stability, as well as the strength of the ship. Most of the failures in dry docking of ships have been due to
Vessel load exceeds the overall design capacity of the Dock
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Vessel load per meter exceeds the dock’s rated maximum load per meter (if yes, lighten the vessel prior to docking) Improper evaluation of loading of the ship. Improper loading of the ship during docking (concentrated weights should not be stored in overhang regions during dry docking). Improper stability assessment of the ship during the critical period. For such procedures, the docking plans need to be prepared taking into consideration the weight of the ship structure. The calculations for undocking also play a major role in the process because it is during undocking that the ship is at a risk of capsizing.
PREPARATION OF DOCKING:
Ships requirement
Following data of the ships needs to be obtained: 1. Main Dimension 2. Docking draught forward and Aft 3. Docking weight, Centre of Gravity and Centre of Floatation 4. Shape of Ships keel and bottom 5. Length and width of free areas of the tank Checking of keel block loading: The ship’s load per meter run, i.e. the weight divided by the ship’s length which can be supported by blocks must not exceed its permissible value. The Stability during Docking: Before the ships enters the floating dry dock, the floor of the dry dock are so arrange along with the keel blocks that they can bear the weight of the ship and fix/sit the ship accordingly. The rate of pumping out water is reduced as the stern is almost about to touch the keel blocks. The stern of the ship must have to first sit on the keel blocks. Making of Ship Location: In the case of ships, which utilize the full capacity of the dock, centre of gravity shall be located at the same distance from both ends of dock.
Checking of Keel and Bilge Block: Prior to each docking operation, the wooden capping of keel and bilge blocks shall be checked to make sure that they are in conditions. The number of bilge blocks shall be decided based on the body plan and docking of the ship. Clearing up the dock:
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Scaffolding, staging etc. shall be removed to allow free entrance of the ship to the dock. Preparation of Hawsers: The hawsers required for in-hauling and mooring the ship shall be of a size and strength corresponding to the ship to be docked and shall arrange on the top deck. 2 measuring staffs must be available on each upper deck to measure the distance between ship and internal dock wall. Checking equipments for docking: Main ballast pumps/ fire fighting pumps are to be checked for proper functioning. Communication systems shall be checked. Whether conditions: There shall be no water waves causing excessive rolling or pitching of the dock when the docking/undocking is carried out. The environmental conditions shall be within the limits specified below: Wind speed (max) : 10 knots Wave height (max) : 0.5 m Current : 2 knots Required personnel’s: The following personnel’s will be available on board when the dock is in operation. Dock Master: responsible for managing the preparation and performance of docking operation Dock Operator: Controlling dock operation from control house and directing assignment to electrician and mechanic Electrician: Responsible for maintaining the electrical plant, equipment in working condition. Mechanic: Responsible for maintaining mechanical equipment in working condition. Dock workers: Operation of valve, fire fighting appliances and other equipment. DOCKING OPERATION: 1. Immersion of the dock: The dock is to be immersed by opening the main inlet valves and the distribution valves until the top level of keel blocks lies at 25 cm below the keel of the ship 2. The waiting should be trimmed so that it floats on even keel. The ship shall be kept in position by tug boats. After the dock is immersed sufficiently, the ship shall be pulled into the dock with aid of hauling hawser. During in-hauling operation, the ship is to be kept approx. in the centreline of the dock. The distance between centreline of the ship and centre line of the dock shall not exceed 10 cm.
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3. The lifting operation can be commenced when the ship has been properly positioned in the dock. The dock is to be lifted until the ship reposes safely or ship is reliably supported on the keel block. 4. When the position of the ship has been found correct, the dock is lifted to its desired draught. 5. Before starting repair work, it is necessary to check that ship is supported properly on the keel and bilge block. In the case there are gaps between the ship and the block, wedges have to be fitted. In case of extremely high load on a block it might be necessary to install another one and release the pressure.
Figure 7-1 General arrangement of FDD
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7.4.4 Oil Spill Contingency Plan
The risk of accidental spillage of oil from ship and cargo handling pose a threat to marine and land based resources. This requires careful and advance planning to ensure that the impact of the oil spill on environment is minimised or contained. Proactive measures such as display of zero tolerance information boards for all kinds of pollution in all important areas of operation is expected to lead to extra care with regards to pollution.
“Zero Tolerance for any kind of pollution” will be adopted as the core philosophy of EMP. This plan delineates the response to the emergency actions to be taken during oil spillage.
The major objectives of this plan are:
Early detection and effective communication system for reporting about oil spill/discharge. Accurate collection, situation analysis and distribution of information related to oil spill/discharge. Delineation of format for records which is indispensable for successful implementation and review of this plan. In order to function effectively roles and responsibilities shall be delegated with specific tasks allotted to each team member. Training and mock drills will be conducted at regular intervals.
Based on the suggestions and guidance from appropriate agency such as Indian Coast Guard official’s oil spill response equipment such as brush skimmer system, containment booms, absorbent booms, storages for recovered oil etc., will be acquired.
Oil Spillage:
Oil recovery will takes place within a few days of the ship being winched as a part of the “Decontamination” process, which is mandatory for issue of braking permission.
Oil Spills can take place at the ship breaking yard during pumping out of oil (fuel or lubricants). The oil spill can occur on water, land or (in future) during decontamination.
Prior to oil pumping from ship/barges (if any), all the pipeline will be checked for leaks. Personnel’s will be deployed all along the pipeline to watch out for leaks. As soon as anybody sees the sign of any oil leak, pump shall be instructed to shut down the pump.
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Oil Spill on Land:
Bags of saw dust and cotton rags will be kept handy, which will be spread on the spilled oil to absorb it. The oil soaked material will be collected and packed in leak-proof polythene bags and labelled. The hard surface where the oil has spilled will also be wiped with cotton rags and the used rags will be bagged. If the oil has spilled on sandy or soil, or the oil slick has touched the beach, the contaminated soil / sand will be scraped off and packed in leak-proof polythene bags and labelled.
Shore Seal Boom:
These are constructed in PVC materials. They comprise three separate chambers viz. top chamber is air filled and the lower two filled with water. When the water recedes, the boom provides a positive seal against the shoreline while at other times it acts as a more conventional floating barrier.
In case oil spill on water, booms will collect the spill oil. After the leak is plugged, the boom will be drawn shore-wards to hold the oil sink (shown in Figure 7-2) so as the spill oil can be collected by using oil skimmers.
All the recovered spill oil (if any), contaminated saw dust, sand, soil, used oil and slop oil will be packed in bags and given to CHWTSDF for disposal/or for authorized recyclers.
Figure 7-2 Shore Seal Booms
7.4.5 Fire/Explosion
There is risk of fire or explosion due to the electrical fault, during ship cutting, handling, transportation and use of flammable products (if any). The port authority shall implement cost effective mitigation measures as per national rules and regulations.
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Some measures which will be implemented are as follows:
Public address system to alert the personnel working in the terminal will be installed. Smoke or fire detectors will be placed at critical locations in the terminal. Fire alarm system will be installed. There will be strict ignition control such as prohibition of ignition source (smoking etc.) Periodic inspection and maintenance and adequate measures in the safety system design will be in place. Personal Protective Equipment (PPE) such as masks, respirators etc. will be provided to the workers. Fire extinguishers will be provided to withstand the fire or explosion condition. Training and Drill exercise will be conducted periodically. First aid box shall be provided.
7.5 Disaster Management Plan (DMP)
Disasters can be due to human error or to rough weather conditions, they can cause serious injuries, loss of lives, and extensive damages to property and equipment. Most of the time disasters arise with no warning and sometimes they may not be controlled. The first few minutes determines the effectiveness of the emergency plan. Dealing with an emergency situation may require external aid.
The quickest and well prepared the response is, the less likely there will be serious damages. Emergency planning enables to reduce the thinking time and thus permit to decrease the potentiality of damages. Emergency plans and equipment may never be used but they are essential. The key objectives of the disaster management plan are:
Provide the framework for an integrated multi-agency crisis response to a significant disaster incident within the Port Clarify specific roles and responsibilities Port community preparedness for any emergency incident Timely advice Safest possible environment during the resolution of the incident Provide continued education review and testing.
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7.5.1 Classification of Emergencies
In an emergency situation defining the level of risk is the initial step. Classifying emergencies enable to understand quickly what is likely to happen and to what extent the emergency plans will be driven. The nature of the emergency refers as if it is a man-made disaster or a natural one and the level of an emergency refers to the intensity of potential damages.
Table 7-2 Potential emergencies
Natural Disasters and Calamities Man-Made Disasters • Fire and Explosion • Major release of flammable/toxic • Flood chemical or gases • Cyclone • Person falling in harbour water • Earthquakes • Collapse of lifting appliances • Tsunami • Food/ water poisoning • Cargo Spill • Failures in dry docking or undocking of ships on FDD
7.5.2 Categorisation of Emergency
Any emergency situation has to be first categorised as an onsite emergency or an offsite emergency, the difference being that the effects of the onsite emergency are confined within the premises while those of an offsite emergency spill over beyond the port premises or even beyond the project site premises. Thus, the onsite and offsite emergency plans are detailed below:
Table 7-3 Onsite and offsite Emergency Plans
Components of an Onsite Emergency Components of an offsite emergency Plan plan
Formulation of Disaster Identification of location of hazardous Management or dangerous substances, personnel Plan and Emergency Services and emergency control rooms Organisation Structure Identification of facilities and Roles and Responsibilities of transport routes for toxic materials Emergency Contact for further advice such as Teams meteorological information, transport, Communication temporary food and accommodation, Emergency Control Centre first aid and hospital services, water, Alarm Systems & Assembly Points etc. Mutual Aid Scheme Establishing communication links Onsite Emergency Plan and including fire fighting materials, Rehearsals damage control and repair items Spillage & Contingency Plan Detailing emergency response
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Components of an Onsite Emergency Components of an offsite emergency Plan plan Formulation of Disaster procedures Management Evacuation arrangements Plan for Cyclones
7.5.3 Onsite Emergency Plan (Formulation of DMP and Emergency Services)
The assessment of the risks and hazards leads either to improvements being made at the installation in the form, for example, of additional safeguards or better procedures, or the decision being taken that the risk is sufficiently small to be accepted. The DMP must be related to the final assessment and it is the responsibility of the proponent to formulate it. The plan will include the following elements.
Assessment of the magnitude and nature of the events foreseen and the probability of their occurrence Formulation of the plan and liaison with outside authorities, including the emergency services Procedures for raising the alarm and communication both within and outside the port Appointment of key personnel and their duties and responsibilities (organizational structure) Emergency Control Centre Action on site and Action off site Coastal flooding: Coastal flooding occurs when high tides, combine with low barometric pressure and high winds. During the monsoon heavy rainfall and flood are more likely to occur. Cyclonic storms: Storms vary in size and intensity, in severe situation port operations should be interrupted. High winds are particularly hazardous. Earthquake: Project area falls under earthquake zone III which corresponds to a magnitude of 6.5 or more on the Richter scale. That means that the risk of earthquake and its consequences are non-negligible. Buildings and facilities construction must be designed to minimise the consequences of an earthquake. Tsunami: The phenomenon Tsunami is a series of travelling ocean waves of extremely long length generated primarily by sub-marine earthquakes. Nevertheless Tsunamis are unexpected and unpredictable but are a rare natural phenomenon.
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Fire and explosion: A fire incident is described as the destruction or partial destruction by fire. In Port there are a lot of sources of fire ignition because of the electrical fault, during ship cutting etc. A fire spread can be very fast, to confine the fire to manageable limits the reaction must be very quick. Collapse of lifting appliances during ship breaking and repairing, buildings, sheds: Port operations include the intervention of a lot of lifting and heavy appliances, which can collapse under man-made error or rough weather condition. When it appears, lives and safety of container terminal workers could be endangered and property and equipment damaged. The terminals operators and managers are trained to respond to this problem. They should monitor all safety measures necessary and coordinate response with other Port authorities if necessary. Major release of flammable/toxic/hazardous goods: The proposed port involves ship repair and ship breaking hence unwarranted incidents may occur. The potential impact of a spillage will depend on the nature, the quantity of the goods spilled and the area involved. It may be necessary to coordinate the response with Fire and Safety section.
7.6 Response Organization
7.6.1 General Action Plan
The primary role of the emergency response organisation is to determine the degree to which the emergency action plan should be activated, to coordinate the response and to assess the consequences. We can define three or four phases that composed an emergency action plan regarding the fact that there had been or not a warning.
First phase: Planning and preparedness (Before disaster strikes)
Second (optional) phase: Action before effective period
Third phase: Action during effective period and action after effective period
7.6.2 Assembly Point
A list of all the emergency assembly points will be made & notified on a plan and distributed to employees/ workers. All personnel that are not involved in handling the emergency response should assemble at the appropriate assembly point.
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7.6.3 External Aid
In some cases, qualified personnel and equipment in house may not be sufficient to control appropriately the emergency situation, and then external aid will be required. Additional resources can be mobilised from other agencies such as neighbouring Health Care-Establishments (HCE). This partnership could consist of an agreement with neighbouring HCE for help when necessary, which include the respect of the following conditions:
Respond promptly to emergency calls when communicated; Send personnel, supplies, equipment when required; Personnel will work under the management of the Site Incident controller; Site incident controller shall be responsible for their safety. Additional resources can also be mobilised by government authorities. The state of Maharashtra has designed a Disaster Management Policy, to minimise damages, through the authority of the State Disaster Management Authority and the District Disaster Management Authority. The GoM acknowledges the following set of institutional stakeholders that play key roles in disaster management: State and Central Government Departments; District Disaster Management Authorities; Local authorities such as /Municipalities, District /Gram Panchayat
7.6.4 Emergency Control Centre
The emergency control centre can be established separately for port and would be equipped with the following:
An adequate number of external telephones. If possible, one should accept outgoing calls only, in order to bypass jammed switchboards during an emergency. An adequate number of internal telephones, Radio equipment system. A layout plan of the facility. Location of possible spillage/fire points. Sources of safety equipment and other fire-fighting system elements. Escape Routes. A nominal roll of employees at the facility. A list of key personnel with addresses, telephone numbers, etc.
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An adequate number of personnel protective/safety equipment available on site / backup in warehouse or with other member groups of mutual aid programme.
7.7 Communication
Communication is a very important issue, a good communication that liaise all the services will enable a more effective response.
Means of communication Inside the Port with government authorities Telephone Telephone Mobile Fax Port announcement system E-mail Wireless radio Emergency vehicles Emergency vehicles
7.8 Training
Emergency response drills will be conducted periodically, all types of siren codes should be exercised, and a clear notice should be distributed to all the employees. A record of siren and drills testing shall be kept.
7.9 Reporting and investigation
7.9.1 Reporting
Any minor or major incident will be reported and a complete analysis of the incident should be done to understand causes, consequences and the level of failure. Special procedure and forms should be provided for this purpose (Incident report form, Work injury report etc.). A report should also be provided to government authorities.
7.9.2 Investigation
Each incident should be investigated to identify the causes, take appropriate preventive measures and comply with requirements. Special procedures and forms should also be provided for investigation.
7.10 Hazard kit
It will be provided in each emergency situation, its components will depend on the situation. Following is a list of some required elements needed in hazard kit.
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7.10.1 Protective clothing
Chemical protective suits, proximity suits, neoprene 14” gloves, natural rubber gloves, surgical gloves, high voltage lineman’s gloves, overall, goggles, hardhats with headband suspension, face shield, boots, safety harness, ear muffs.
7.10.2 Other Apparatus
Safety harness, positive pressure self-contained breathing apparatus, spare cylinders, full-face cartridge type respirators.
7.10.3 First Aid equipment
Extinguishers capable for handling, first aid kit, resuscitator. Oxygen trauma, first aid and emergency box kit: Oxygen cylinder, water jet blankets, rescue blankets, oxygen breathing kit, instant glucose, paramedic scissors, forceps, gloves, ring cutter, cervical collar, eye pads, tourniquets, multi trauma dressing, flexible bandages, pocket masks, eyewash bottle, bag mask resuscitator, Portable respirator, Portable lamps, mouth to- mask, blood pressure equipment.
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Chapter 8 PROJECT BENIFITS
8.1 Introduction
The proposed port terminal at village Katale would be beneficial to the local people. It will give opportunities for the local people for their livelihood and bring improvement in the local economic activity. The development of this terminal offers an efficient and cost effective supply chain/value proposition to the local intermingles and exterminates. This will accomplish one of the main aims of the proposed terminal project; which is to bring significant socioeconomic benefits to the local people and also to the region as a whole.
As a part of the port project, there are several components that are linked to the terminal which will also add to the list of benefits. For example, the road connectivity, which will play an integral part in the overall undertaking, will also bring several benefits to the region. The benefits of all these components which will together be integrated with the terminal development are detailed.
8.2 Infrastructure Facilities
As a part of terminal development, several infrastructure facilities have to be developed along with the road connectivity (existing). Most of these infrastructure facilities are to be developed close to the terminal. Therefore adequate backup area and other land resources have been acquired in the vicinity of proposed terminal.
The benefits to the terminal from having a dedicated road includes faster turn round times, terminal productivity, better operational efficiency, and the availability of business infrastructure and services. Good infrastructure facilities improve the functioning of the terminal and may assist in huge savings in terms of the usage of power, fuel, manpower, safety and security, etc.
8.3 Biodiversity and Climatic Benefits
The project involves improving the landscape of the area by planting indigenous trees (green belt /green areas development along the road corridor) of low economic value to add to the cause of biodiversity. All trees normally very good for direct use like mango, jackfruit, coconut etc. will be avoided and all other generally unwanted even for timber will be planted.
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Indigenous fast growing forest trees having high biodiversity value will be planted on the sides of road connectivity. All these biodiversity components will be dedicated to the cause of climate change and carbon benefits. Plantation of indigenous along periphery of the project will help in increasing local biodiversity as well as act as noise barrier.
8.4 Improved Socio-Economic Conditions
The proposed port is likely to have positive impact on the socio economic conditions of the region. The social infrastructure in the region is likely to change due to the creation of more job opportunities. People will have higher income due to direct as well as indirect employment and will have higher earning and purchasing capacities.
The social infrastructure in the region is likely to change due to the creation of job opportunities for the local people. This will allow the dependency changes and there will be more than one earning member in the family, which will provide economic freedom.
8.4.1 Quality of Life
The quality of life in the region is likely to improve due to the creation of jobs for the local people so that the dependency changes and there will be more than one earning member in the family, which will provide economic freedom. The employment generation also reduces the migration of local people to nearby areas.
8.4.2 Health, Safety and Environment (HSE)
Health: As a part of the Corporate Social Responsibility (CSR) initiatives, it is envisaged to create health infrastructure in the form of primary health centre, which will be beneficial to the employees and also local people living in the region as their dependence on nearby towns and cities for quality medical treatment will be reduced. As part of CSR, it is also proposed to provide one health clinic and conduct periodic health camps which will lead to better health conditions of the local people. Improved sanitation facilities, solid waste management systems, water management systems, and overall health, safety and environmental awareness will improve to new levels.
Safety: Safety of the employees will be improved ever before due to the many fold improved safety equipment’s, facilities etc.
Environment: The various Environmental facilities and infrastructure planned in the area, once become fully operational will certainly improve the Environmental condition of the area. This includes solid waste management facility, water treatment plant, and water harvesting facility, etc.
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8.5 Employment Opportunity
The proposed port would have beneficial impacts through provision of direct and indirect employment opportunities. At the time of construction and operational phases, there would be requirement for large number of skilled, semi-skilled and unskilled work force. The proposed port will open up new avenues of development through creation of direct and indirect employment opportunities. It is imperative that local people would be employed based on their skills and educational qualifications.
Following categories are listed to meet the skilled, semi-skilled and unskilled work force:
Dock master, Dock Operators. Electricians and Mechanics will be employed for Ship repairing activity on Floating Dry Dock (FDD).
Foremen: Foremen are the leaders of the labour group; supervise different problems of labour.
Fitters (they are engaged to dismantle important parts, pipes, hardware, metal etc. of the vessel).
Gas cutters (the gas cutters work with gas torches. This group is divided in two sub- groups, the first working on the ship, the other on shore. These are the most skilled workers, and the best paid, but they are also (those working on board the ship) the most exposed to the risk of explosions, which are frequent.
Crane operators (operate cranes to load and unload)
Truck drivers (transport the materials)
Rhythmic callers/singers (He goes on singing to synchronize steps of the group of casual workers while carrying heavy steel plates and pipes etc. from one place to another; their role is highly important).
Semi-skilled and unskilled workers like: Truck helpers, Semi-skilled gas cutters, Semi- skilled, Fitters ,Lifters, Loaders, Wire pullers, Cutter, loading and wire pulling helpers are included in casual type categories of labour.
The group of fitters who operate on board to remove everything that can be removed before cutting commences.
The group in charge of chains and cables moves parts of the ship, especially with winches, from the point where the ship was beached to the worksite
The group in charge of oil empties the ship of remaining fuels and hydrocarbon residues (in the case of tankers) and stores them at designated locations
The group of “sweepers” removes mud from all slices or segments of the ship after they have been dragged tens of meters inland.
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The group of loaders is in charge of the last stage of the dismantling operation: carrying steel plates and other pieces of the ship and loading them on the trucks that deliver them to buyers.
8.6 Corporate Social Responsibility (CSR)
As a part of Corporate Environment Responsibility (CER), MSPL has proposed to take up following activities for improving the living conditions of people of Katale and other nearby village through: Providing better health facilities. Providing better educational facilities. Strengthening of nearby hospitals. Strengthening of nearby Libraries. Building vocational / skill training facilities. Road developments in nearby villages Provision of Solar lightings in nearby settlement
8.6.1 Budgetary provision for CER activities
MARINE SYNDICATE PVT. LTD., has planned various activities under Corporate Environmental Responsibility (CER) as specified under Ministry's OM vide F. No. 22- 65/2017-IA.III dated 01.05.2018.
Project being Brownfield project falling under < 100 Crore Category, the investment in CER activity at the rate of 1% of Total Capital Investment of Rs. 1.8 Crore, is Rs. 1.8 lakh.
MSPL has budgeted Rs. 1.8 lakh towards Corporate Environment Responsibility (CER) fund.
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Table 8-1 Budgetary Provision for CER Activities
Budget Sr. No. CER Activity (Rs. Lacs) 1 Solar lights in nearby areas 0.80 2 Education & skill development 1.00 Total 1.8 Lacs
8.7 Project Benefits due to Revenue Generation
The exposure of economies to trade and its related activities gave prominence to the development of terminals. Terminals can be considered as the engines of growth for region. The terminals and its related infrastructure play a vital role in the growth of a region and its economy.
In addition port development will attract investments into the region and thereby contribute to economic growth of Ratnagiri District and the State of Maharashtra.
8.8 Project Benefits to Local Economic Growth
The local economy is going to improve as part of the complete development of the terminal infrastructure. The proposed port would have beneficial impacts through provision of direct and indirect employment opportunities. At the time of construction and operational phases, there would be requirement for large number of skilled, semi- skilled and unskilled work force.
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Chapter 9 ENVIRONMENTAL COST BENEFIT ANALYSIS
9.1 Introduction
This chapter has been included to focus on the environmental cost benefit of the proposed port project based on the extensive consultations carried out for the project during the project cycle. Due to the proximity to the CRZ areas and fishing village, all environmental decisions are streamlined to the design decisions; this has been made in a manner apparently consistent with the cost benefits. The engineering decisions have been systematically tuned and fine-tuned to improve the quality of assets especially during the operational phase. The possible impacts of the short term construction phase is also planned to address with all due care. However, construction and operation of the project for major infrastructure assets of the country are definitely to have few potential impacts also. Therefore, the management decisions were also taken in consistency with the requirement to avoid, compensate, negate or enhance the environmental impacts.
9.1.1 Regulatory Compliance
Each and every regulation is meant to achieve certain level of minimum standards in our actions. The compliance of required regulation is one of the major objectives of the project. In this way project also will have to pass through environmental appraisals at State and National level. Most important regulations are the September 14, 2006 EIA notification and January 6, 2011 CRZ notification. Benefits accruing out of such regulatory compliance are also project benefits especially from the socio economic angle.
9.2 Economic Cost Benefit study
The main purpose of the project cost benefit analysis is to help design and select projects that contribute to the welfare of the region. A project may generate economic benefits in terms of:
Employment generation
On the other hand, it may also generate economic costs for such as:
Pollution Increase in accidents Displacement of people/village, etc.
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9.3 Management Action Plans To Negate Environmental Impact
The Management Action Plans (MAP) encompasses both EMP and RAP to address all issues comprehensively. While the RAP is the outcome of Social Impact Assessment (SIA) and the EMP is the outcome of EIA carried out for all components of the project.
9.4 Environmental Management Plan (EMP)
For the purpose of operational EMP and decentralised environmental management, different EMP sectors/zones are identified. All operation environmental management aspects of these units will be treated separately.
9.4.1 Contractors EMP
The Contractor is to prepare an implementable contractor EMP to address all construction related environmental impacts. This has to be approved by MSPL prior to implementation. Environmental monitoring consultant appointed by MSPL for the implementation of EMP will ensure the finalisation of an implementable contactors EMP during construction phase. The environmental consultant will supervise the implementation of the EMP as well. The major activities under the EMP are:
Dust suppression/pollution control measures Personal protective equipment (PPE) Solid waste Management Plan Health & safety measures Storm Water Management Plan Natural Recourse management Plan Transport Management Plan
9.4.2 Environmental Budget
Broadly 11.25 Lakh/year have been earmarked for the EMP and Environmental Monitoring Plan during construction phase to address all environmental management requirements.
Environmental (terrestrial and marine) monitoring in both construction and operation phase
Water & wastewater management Solid, Hazardous waste management Storm water management Tree plantation plan
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Environmental enhancement such as tree plantations
9.5 Environmental Cost Benefit Analysis – Conclusions
The project planning has taken in to consideration all aspects of environmental and ecological concerns through systematic studies based on regulatory and stake holders concerns. Economic cost benefit study has indeed considered on the environmental and social benefits accrued as result of CSR, environmental (EMP) and social impact mitigation (RAP), and other enhancement measures project has stream lined all environmental requirements with that of engineering requirements and the design and layouts were fine tuned. In other words it is called main streaming of Environmental and social concerns in to design, construction and operational phases Similarly MSPL is also committed to address all issues and concerns of the regulatory body’s particularly environmental appraisal by GoI-MoEF.
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Chapter 10 ENVIRONMENTAL MANAGEMENT PLAN
10.1 Introduction
The Environmental Management Plan (EMP) has been prepared for all the components of the port terminal to address the potential environmental impacts that will arise from the proposed activities. In this project both EMP measures and CSR measures are more or less identical and hence an appropriate institutional mechanism suggested.
“ZERO TOLERANCE FOR POLLUTION” will be an institutional slogan during operational phase of the project. This is basically to achieve maximum possible success with regards to various environmental management measures. With this slogan in mind, several programmes are being planned and the MSPL/GoM is also interested to develop innovative programmes and policies that could give value addition to this area; especially in terms of use of nonconventional energy resources like solar energy, and decentralised cost effective solid waste management programme. An elaborate decentralised solid waste management facility, rainwater harvesting programme and other water resources development initiative are also incorporated. EMP funds will not be used for any other purposes.
10.1.1 Contractors EMP
Contractor is to prepare an implementable contractors EMP to address all construction related environmental impacts. This has to be approved by MSPL prior to implementation. Environmental monitoring consultant appointed by MSPL for the implementation of EMP will ensure the finalisation of an implementable contactors EMP during construction phase. The same environmental consultant will supervise the implementation of the EMP as well. The major activities under the EMP are:
Waste Management Plan Local Employment Plan Personal Protective Equipment Natural Resource Management Plan Health, Safety & Hygiene Measures Transport Management Plan
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10.1.2 Dedicated Environmental Management Team
In order to achieve all set goals, a highly committed project management team will be required. The success of implementation of various EMP measures largely depends on the commitment of project management team with a clear vision. The dedicated environmental management team will drive the action with:
Adequate and dedicated trained staff
The main objectives of Environmental Management are to:
Identify key environmental issues envisaged to be encountered during construction and operation phases of the project. Provide guidelines for appropriate mitigation measures. Establish systems and procedures for implementing mitigation measures. Ensure the mitigation measures are being implemented effectively. Monitor the effectiveness of mitigation measures.
10.2 Administrative and Technical Setup for Environmental Management
A highly qualified and experienced person in the field of Environmental Management of port shall be considered for the position of Senior Manager for Environmental Management along with adequate supporting staff. The responsibilities of the Environmental Management Team shall be as follows:
Identify environmental aspects, normal, abnormal and emergency conditions Ensure implementation of standard operating procedures as updated from time to time Ensure and implement necessary corrective actions Establish procedures for reporting, document and record control
10.3 Environmental Management Cell (EMC)
The major duties and responsibilities of Environment Management Cell are:
To implement the environmental management plan Risk identification and control of environmental problems Evaluate the efficacy of the EIA, mitigation measures, as stipulated in the EMP. Coordination with MoEF and other central/state pollution control boards for prevention and Control of pollution. To assure regulatory compliance with all relevant rules and regulations
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To ensure regular operation and maintenance of pollution control devices To minimize environmental impacts of operations by strict adherence to the EMP To initiate environmental monitoring as per approved schedule Review and interpretation of monitoring as per approved schedule Review and interpretation of monitoring results and corrective measures in case of monitored results deviate from the specified limit Maintain environmental related records Coordination with regulatory agencies, external consultant, monitoring laboratories Maintain log of public complaints regarding environmental issues and the action taken Plantation/green belt development and monitoring.
The environmental management cell shall have all basic record keeping facilities such as hard ware/software facilities, adequate space, vehicle (transport) and basic furniture and all simple instruments such as GPS, Digital camera, Hand held noise metre etc. The cell shall have all basic environmental management related data of the project that includes but not limited to the following:
A list of consultants on environmental management will be maintained with yearly revision of the List. This will help to receive proper advice in case of an emergency or a requirement and also to implement day to day environmental management activities
Figure 10-1 Organizational Setup for Environmental Management Cell
General Manager (Environmental, Health & Safety, CER
Manager Manager Manager (Environmental- EMC Cell) (Fire & Safety) (CER Cell)
Environmental Monitoring & Analysis Fire Crew
Horticulture Safety Engineer
First Aid
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10.4 Audits and Inspections
In addition, the EHS Department shall be responsible for implementing Compliance Assurance activities, namely environmental audits. Internal audits and reviews of environmental procedures will be conducted annually. The EHS Steering Committee, made up of Management Team members, shall conduct quarterly EHS performance reviews. Any change to the environment wholly or partial will be identified, evaluated and necessary corrective actions will be taken to better the environmental performance.
10.5 Components of EMP and CSR
The environmental impact mitigation and avoidance measures for each likely impact on the prevailing environment have been discussed in detail at the respective sections in Chapter 5. The Environmental Monitoring Programme has been discussed in Chapter 6. Various project activities, associated impacts and mitigation measures are summarised in Table 10-1. Following are the important components with regards to EMP implementation during all phases of the project these are as follows:
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Table 10-1 Potential Impacts and Mitigation Measures of Various Project Activities
Relevant Responsible Likely Impacts in the Sr. Environmental Proposed Agency Activity absence of Mitigation No. components likely Mitigation Measures for Measures to be impacted Implementation CONSTRUCTION PHASE 1 Pilling for Marine water quality Impacts during civil works Sediment is a leading cause of Construction proposed Jetty activities like driving of piles, impaired water; construction Contractor/MSPL construction of berth / approach activities can affect the water way, movement of construction quality. Best management equipment’s etc. will have high practices (BMPs) will be potential to disperse the fine conducted during grained sediments in to the water, construction phase of the thus increasing the particular load project. Use of Silt curtains to which in turn can negatively minimize spreading of silt influence the photosynthetic plume. Proper planning and activity through locally further scheduling for construction affecting the marine life. phase to avoid strong wind, Change in local marine water current and tides that will quality due to aqueous discharges further add to widen the effect (oily waste, sanitary wastes) from of spreading of sediments. barges and workboats. To assess the effects of the Construction phase operations may construction, daily water also lead to potential impacts due quality samples will be taken to re-suspension and settlement of upstream and downstream sediments, increased turbidity from the construction site. The decreasing the light penetration samples will be categorized as and low photosynthetic activity, baseline, active construction, and, loss of benthic habitats due to and post-construction to disturbance of the bottom sea floor. isolate the effects of the construction activities.
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Relevant Responsible Likely Impacts in the Sr. Environmental Proposed Agency Activity absence of Mitigation No. components likely Mitigation Measures for Measures to be impacted Implementation Preventing measures will also be taken to prevent runoff from the site containing construction materials, debris, construction waste and excavated earthen materials to prevent impacts on the water environment especially on nearby marine water resources Turbidity levels with baseline levels as reference will be checked during entire monitoring programme Discharge of untreated waste into creek and streams will be prohibited Oil Spill control measures will be adopted 2 Material Air Quality Exhaust emissions from Tarpaulin covers will be used Construction transport vehicles/DG set to avoid fugitive dust Contractor/ and Windblown dust during material Stock piles, excavated earthen MSPL construction movement materials etc. will be managed activities Fugitive dust during material with water sprinkling to avoid unloading dust being airborne from the specific site To reduce impacts from exhausts, emission control
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Relevant Responsible Likely Impacts in the Sr. Environmental Proposed Agency Activity absence of Mitigation No. components likely Mitigation Measures for Measures to be impacted Implementation norms will be enforced / adhered. All the vehicles and construction machinery will be periodically checked to ensure compliance to the emission standards Providing adequately sized yard for storage of construction materials, equipment tools, earthmoving equipment, etc. Movement of material will be mostly during non-peak hours. Water sprinkling will be carried out to suppress fugitive dust Environmental awareness program will be provided to the personnel involved in developmental works Noise Noise from following activities Noise will be maintained Vehicles transporting below threshold levels construction material stipulated by Central/ State Diesel run engines machinery Pollution Control Board - (CPCB)/SPCB Procurement of machinery / construction equipment will
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Relevant Responsible Likely Impacts in the Sr. Environmental Proposed Agency Activity absence of Mitigation No. components likely Mitigation Measures for Measures to be impacted Implementation be done in accordance with specifications conforming to source noise levels less than 75 dB (A) Well-maintained construction equipment, which meets the regulatory standards for source noise levels, will be used Any equipment emitting high noise, wherever possible, will be oriented so that the noise is directed away from sensitive receptors Noise attenuation will be practised for noisy equipment by employing suitable techniques such as acoustic controls, insulation and vibration dampers High noise generating activities will be scheduled at daytime to minimise noise impacts Personnel exposed to noise levels beyond threshold limits will be provided with protective gear like earplugs, muffs, etc.
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Relevant Responsible Likely Impacts in the Sr. Environmental Proposed Agency Activity absence of Mitigation No. components likely Mitigation Measures for Measures to be impacted Implementation Ambient noise levels will be monitored at regular intervals 3 Solid Waste Soil quality Impacts due to disposal of solid Composted bio-degradable Management waste on ground without waste will be used as manure treatment in greenbelt. Other recyclable wastes will be sold. Excavated soil at backup, PAF Zone and ware house area will be stockpiled in a corner of the site in bunded area to avoid run off with storm water. MSPL General refuse generated on- site will be collected in waste skips and separated from construction waste. Burning of refuse at construction sites will be prohibited. All control measure will be taken to avoid the contamination of groundwater during construction phase 4 Water Water Pollution Water Quality Required water for Resources Impact due to discharge of runoff construction activities will be MSPL from storage and sewage from sourced from Tanker water port and port premises from nearby village.
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Relevant Responsible Likely Impacts in the Sr. Environmental Proposed Agency Activity absence of Mitigation No. components likely Mitigation Measures for Measures to be impacted Implementation Avoid/minimise the loss during conveyance Optimized utilization of the water Care will be taken to prevent the runoff from the construction site to the nearby natural streams, if any 5 Fishing Fishermen and Impact on fishing due to Interactions will be initiated fishing villages Construction works with the fishing community before commencement of work Path of incoming vessel traffic to be delineated and communicated to fishermen. Avoidance of activities impacting shore areas during fish breeding period (June & July) MSPL
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Relevant Responsible Likely Impacts in the Sr. Environmental Proposed Agency Activity absence of Mitigation No. components likely Mitigation Measures for Measures to be impacted Implementation OPERATION PHASE 1 Cargo handling Air Quality Emissions from DG sets (during Material Handling Cranes have and Power failure), Vehicular been considered using grab storage areas emissions unloaders or clamp-shell Cargo Handling (Bauxite, Laterite, buckets for cargo movement Coal or liquid cargo etc.) between the barges to jetty/ berth. Grab unloaders or clamp-shell buckets will reduce dust, spillage, handling loss etc. during cargo discharging from the barges at Jetties. Tarpaulin covers will be used to avoid fugitive dust MSPL During the cargo handling, the dust will be controlled by using water foggers Proper drains will be provided to collect runoff from stock yard during monsoon seasons along with the settling ponds There will be control measures during loading and unloading activities of coal and other cargo to minimise PM concentrations Use of low sulphur diesel fuel
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Relevant Responsible Likely Impacts in the Sr. Environmental Proposed Agency Activity absence of Mitigation No. components likely Mitigation Measures for Measures to be impacted Implementation is proposed Regularization of truck movement Proper on land transport and storage with spill control measures Speed regulations for vehicles engaged in transportation Control measures (use of chutes/hoppers) during loading and unloading activities of coal and other cargo to minimise SPM concentrations Greenbelt Development Noise Due to proposed activities and Acoustic Barriers and vehicular movement Enclosures Personal Protecting MSPL Equipment (PPE) Greenbelt Development Traffic Addition Cargo movement from/to port A dedicated road network (9 m wide) of approximately 2 km is developed from port to MSPL SH 105 bypass. Regularization of truck movement
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Relevant Responsible Likely Impacts in the Sr. Environmental Proposed Agency Activity absence of Mitigation No. components likely Mitigation Measures for Measures to be impacted Implementation 2 Aqueous Marine water quality Change in marine water Ships will be prohibited from discharges in and ecology quality/ecology due to discharge discharging waste-water, harbour basin ship wastes (spillage), sewage, bilge, oil wastes, etc. into the bilge water, solid waste etc. near-shore as well as harbour waters. As a mitigation measure for spillages an oil spill contingency plan will be implemented. Storage areas protected using garland drains so as to avoid mixing of runoff from these areas. Disposal of effluent & sewage shall not be made in to the MSPL nearby/adjacent marine as well as other ecological habitat to prevent impacts on the ecological structure & marine habitat of the area. Contamination of marine water caused by any project activities shall be avoided to prevent adverse impacts on ecology due to bio magnifications. A comprehensive greenbelt shall be developed within the premises as per CPCB
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Relevant Responsible Likely Impacts in the Sr. Environmental Proposed Agency Activity absence of Mitigation No. components likely Mitigation Measures for Measures to be impacted Implementation guideline Promotion of native species for plantation and creation of perching sites for birds. Regular monitoring of the local area shall be done to inspect any residual impacts on ecology or marine environment caused by the project operation. 3 Sewage and Marine water quality Change in marine water quality Wastewater and sewage have MSPL Cargo/Oil and ecology a potential to pollute marine spills water or soil, if disposed untreated. However the treatment of sewage in STP as proposed will minimize the impact & increase availability of water for flushing, greenbelt development/ Dust suppression measures. Bilge, ballast (if any) and slop water will be collected and treated in ETP before its final usage. Liquid cargo storage will be connected to the berths via pipelines. The loading/unloading of liquid cargo will be via tested houses
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Relevant Responsible Likely Impacts in the Sr. Environmental Proposed Agency Activity absence of Mitigation No. components likely Mitigation Measures for Measures to be impacted Implementation meeting required standards (OISD- 135). In case of any cargo spillage during transfer from/to ships, it will be contained and recovered. Oil spill control equipment such as absorbent pads, containment boom, skimmers etc. will be available for recovery. Spill contingency plan as a part of the Disaster Management Plan will be prepared in accordance to the cargo to be handled Spill recovery/immediate response measures will be displayed at cargo handling areas, Material Safety Data Sheet (MSDS) of cargo (if applicable) being handled will be also displayed. Mock drills will be conducted at periodic intervals. All ship related waste with a potential to cause pollution to the marine environment will be disposed in according with the guidelines stipulated by the MARPOL 1973/78
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Relevant Responsible Likely Impacts in the Sr. Environmental Proposed Agency Activity absence of Mitigation No. components likely Mitigation Measures for Measures to be impacted Implementation Convention. Careful storage and usage of fuels, oils (and chemicals). will be ascertained Fuel and oil stores will be located away from the site drainage system and the shoreline. If this is not possible, adequate measures will be identified to prevent or contain any spillage (e.g. blocking drainage points). Correctly marking/labelling as to their contents and capacities will be ensured. In case of any cargo spillage during transfer from/to ships, it will be attempted to recover the spills. 4 Water Supply Water Resource Impact on existing water Water requirement 10 KLD MSPL/ Port resource during operation phase will be Operator met from Bore-well at project site (outside CRZ) or Tanker water from nearby village water supply and recycled water from STP.
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Relevant Responsible Likely Impacts in the Sr. Environmental Proposed Agency Activity absence of Mitigation No. components likely Mitigation Measures for Measures to be impacted Implementation 5 Wastewater Water Quality Impact due to discharge of runoff Separate Collection and MSPL Discharge from storage and sewage from treatment for oil and grease port and port premises for runoff from workshop Bilge & ballast water from ship area, truck parking etc. repair/ breaking activity Sewage treatment plant will be constructed within port area Treated wastewater from STP will be used for irrigating the greenbelt/Dust suppression Measures Bilge, ballast (if any) and slop water will be collected separately, filtered & then treated in ETP. 6 Solid waste Groundwater and Soil Impact due to disposal of solid An integrated solid waste MSPL Management quality waste on ground without management plan is proposed treatment for port and associated Scrap & salvageable material facilities generated during ship breaking Composted bio-degradable waste will be used as manure in greenbelt. Other recyclable wastes will be sold. Scrap & salvageable material generated during ship breaking will be sold to authorized vendors.
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Relevant Responsible Likely Impacts in the Sr. Environmental Proposed Agency Activity absence of Mitigation No. components likely Mitigation Measures for Measures to be impacted Implementation 7 Handling of Fire accidents due to Human life and loss of property Hazardous materials if any MSPL hazardous products handling will be stored as per the wastes prescribed/approved safety norms. Hazardous wastes (used oil & used battery) will be sent to MPCB/CPCB approved recyclers. Medical facilities including first aid will be available for attending to injured workers Emergency alarms, provision of fire fighting equipments Effective Disaster Management Plan (DMP) which covers onsite and offsite emergency plans. Recovery of spills to the extent possible. 8 Operation of Socio-economic During operational phase, the port is likely to generate direct employment of 100 Nos. and nearly port conditions of the 20-25 indirect employment opportunities. Local people will be given preference based on their region qualification and skill set. Together with this employment potential, project will help to enhance the socio economic conditions of the area with better schooling, communication and transport facilities that will be developed as a part of overall economic development of the region. Natural Hazards Disaster Management Plan (DMP) will be prepared; Manager (EHS) will act as the overall in- charge of the control of educative, protective and rehabilitation activities to ensure least damage to life and property.
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Table 10-2 Environmental Management Plan Matrix
Environmental Responsible Mitigation Measures Time Frame Impacts and Issues Organisation Environmental This will include training, environmental management and During and after MSPL / Management and monitoring. Provision for purchasing required equipment. construction Consultants Monitoring Facility Equipment for EMP Dust After the compaction, water spraying will be carried out at regular During the Construction/ MSPL / intervals to prevent dust. Operation phase Consultants Air Pollution Vehicles and machinery will be maintained so that emissions Beginning with and MSPL / conform to State standards. continuing throughout Consultants All vehicles and machineries will obtain Pollution under Control construction phase Certificates (PUC). Noise Machinery and vehicles will be maintained to keep their noise to a Beginning and MSPL / minimum. Throughout construction Consultants Regular monitoring shall be carried out as per the Environmental phase/operation phase Monitoring Plan. Contamination from Wastes All justifiable measures will be taken to prevent the waste water throughout MSPL / produced during construction from entering directly into rivers construction phase Consultants Health and Safety All contractors‟ staff and workers must wear high visibility Health and Safety MSPL / purpose made overalls or trousers/a waist coat at all times All Consultants operators working with any materials above head height (even in trenches) must wear hard hats all at times on the worksite. OPERATION PHASE However precautionary measure shall be taken whenever dust is Environmental generated like control of emissions from vehicles. Dust Generation Operation phase Management Monitoring of air pollution at critical points as per Environmental Plan (EMP) Management Plan. Noise Use of sound barriers or other measures should be considered. Operation Phase EMP Especially at the Maintenance of SWD System Drainage systems will be maintained EMP beginning and end of
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Environmental Responsible Mitigation Measures Time Frame Impacts and Issues Organisation monsoon Solid waste comes from human activity/ Ship breaking /Ship Solid waste disposal During Operation Phase EMP repair will be stored & disposed as per EMP. Table 10-3 Environmental Management Plan – Ecology
Impact causing Sector Potential Impacts Mitigation Measures Remarks activity DURING CONSTRUCTION PHASE Minimum displacement of the existing vegetation. New plantation with native plant species. Terrestrial Vegetation clearance Disturbance to fauna Green belt around the labour camp. ecology Labour camps Promotion of tall trees which would act as perching sites for coastal birds. Daily checking of All the vehicles will have PUC certificate, without which they PUC document Air pollution due to will not be allowed the entry. Daily spraying of emissions Green Belt development with native plant species. Transportation water to reduce Noise pollution Spill containment planning will be done & implemented. dust emissions. Fuel / oil spills Periodical water spraying will be undertaken to supress the Monthly air quality dust. monitoring. Preventing runoff from the site containing construction materials, debris, construction waste and excavated earthen Biological analysis Disturbance to biota materials to prevent impacts on the water environment in Disturbance to water Marine Construction of especially on nearby marine water resources using Marine water and chemistry Ecology Berth/jetty drainages sediments – Disturbance to local Limit the damage to benthos at initial stage, quarterly. fisheries. Construction materials to be stored appropriately using proper hoisting machineries. D. G. Set operations Air pollution due to D. G. set exhaust will be placed above the building height.
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Impact causing Sector Potential Impacts Mitigation Measures Remarks activity emissions Acoustic enclosures will be placed to the D. G. set. Noise pollution Floating dry dock Solid & liquid waste An appropriate solid & liquid waste collection, store,
construction generation transport and disposal systems will be installed. OPERATIONAL PHASE Terrestrial Port onsite Air pollution due to A thick green belt of native species will be raised along the Regular monitoring ecology operations emissions border of the project which will act as buffer against air, and Noise pollution noise pollution. It also improves aesthetic of the area Disturbance to The plantation of native and fruit bearing species would mammals, avifauna, provide shelter and serve as nesting and roosting sites for reptiles various birds, bats and associated species Operations will be restricted during night hours so as to minimise impacts on nocturnal animals Typical landscape elements will be introduced such as culverts, wooden logs, to provide breeding sites for some species. Barricading such areas for minimising disturbance. Noise barriers (natural & artificial) will be maintained along with restricted working hours mainly during night. Transportation Air pollution due to All the vehicles will have PUC certificate, without which they emissions will not be allowed the entry. Noise pollution Noise barriers will be installed (natural/artificial) along the Fuel / oil spills transport route.
Green Belt development with native plant species. Spill containment planning will be implemented. Sprinkling of water as a dust suppression measures for unpaved roads will be taken up. Human disturbances Noise pollution The proposed project is coming in sparsely populated area and hence overall disturbance will be low compared to
projects that are surrounded by dense population Noise barriers will be installed (natural/artificial) along the
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Impact causing Sector Potential Impacts Mitigation Measures Remarks activity transport route and labour camp. Green Belt development with native plant species. D. G. Set operations Air pollution due to D. G. set exhaust will be placed above the building height. emissions Acoustic enclosures will be placed to the D. G. Set
Noise pollution Use of low noise generating / DG sets during and after commissioning Marine Wastewater Short term changes in Wastewater treatment systems will be implemented as per
Ecology generation water chemistry EMP so that water contamination will be avoided. Transportation Disturbance of biota Noise barriers will be installed (natural/artificial) along the Water chemistry transport route.
Green Belt development with native plant species. Spill containment planning will be done & implemented. Ship Breaking Air pollution due to Emission control systems will be installed (e.g. for dioxins activities emissions, and furans, etc.). Noise pollution, Noise barriers will be installed around the ship breaking Solid & liquid waste yard. generation, An appropriate solid & liquid waste collection, store, Oil waste transport and disposal systems will be installed, specifically for Lead, organotins such as tributyltinin anti-fouling paints, polychlorinated organic compounds, by-products of combustion such as polycyclic aromatic hydrocarbons.
All the legal compliances including Basel convention compliance will be followed. PCB containing wastes will be stored in designated area & handed over the authorized CHWTSDF. Before breaking of ship, all the engine oil & residual fuel will be removed and stored on shore To prevent accidental spillages provision of containment, oil skimmers shall be used to minimize the damage on marine. Use of Mask & PPE will be compulsory for the workers while
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Impact causing Sector Potential Impacts Mitigation Measures Remarks activity cutting/ breaking. Any TBT waste will be sent to CHWTSDF. However, the use of TBT is prohibited as per international convention on the control of harmful antifouling system on 17 sept 2008. Hence, we do not anticipate any TBT will come. An appropriate oil waste collection, store, transport and disposal systems will be installed. Floating dry docks Solid & liquid waste Waste Management Plan will be effectively implemented generation during Ship Repair Activity Containment procedures & equipment will be implemented
for Oil spills / oil mixed water from floating dry dock An appropriate solid & liquid waste collection, store, transport and disposal systems will be installed
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10.6 Pollution Control Aspects/Waste Management Plan
10.6.1 Water Management Plan
The water resource is from tanker, Bore-well at project site (outside CRZ) as well as nearby village water to meet the demand during operation phases. A Water Management Plan is developed taking into account the future needs of the region and the available resources and distribution potential. The water demand for proposed Port has been provided in the Table10.4
Table 10-4 Water demand during operational Phase
Requirement KLD Domestic Purpose (Fresh water) 2 Fire Fighting system (on time demand) 5
Water is required at the port (During operation) for the following activities:
Supply to port staff and Port users Pollution control and fire fighting purposes Environmental conservation and maintenance of greenery in the port
Water requirement during the construction is expected to be around 10 m3/day, will be sourced from Tanker Water supply from Abloli village.
The Water Management Plan has the following objectives:
Monitor water use: The Plan will set procedures for estimating water used by the Project, identifying activities that use this resource and following a reporting procedure for registering used volumes of water.
Minimise water use: STP will be used to treat domestic waste water generated. Treated water will be used for Flushing, gardening and dust suppression measures.
Document water sources and extraction locations: Water sources to be used will be agreed with the relevant local authorities. Sources of water will be identified and registered in the Plan, together with the GPS coordinates and the maximum water volumes allowed from the source.
The Water Management Plan will be developed following Indian policies. The plan will include provisions for the training of all workers on how to minimise the use of water and
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how to respond in the case of spills, and will include procedures providing information regarding internal and external communications during an Emergency Response. The proposed port is planned to have its own storm water runoff collection system by providing renewable system to collect and treat the storm water. It will treat oil contaminated rainwater (run-off) from impervious areas, e.g. Roads, yard areas and will be spread throughout the port area.
10.6.2 Sewage and Oily waste Management Plan
The following facilities are proposed in the Port for the efficient management of sewage and oily wastewater from domestic and other applications.
Oily Waste Management plan:
Drainage pits will be provided in the workshop areas, which will be connected to an oily wastewater tank. Oily wastewater collected in the oily wastewater tank will be passed through an oil-water separator to remove the oil content. The supernatant wastewater will be sent to ETP for further treatment.
Domestic Sewage Management:
Waste water from toilets, bathrooms, kitchens etc. will be led to the sewerage treatment plant (STP). STP of 10 KLD capacity is proposed at the port premises and the treated sewage will be used for flushing, green belt development/Dust suppression measures.
10.6.3 Rain Water Harvesting System
Rainwater harvesting system will be practiced in the port area. The water scarcity scenario in and around the project site can be solved by rainwater harvesting (RWH). Therefore, rainwater harvesting units are suggested to construct at strategic locations along with storm water drainage system. Rainwater harvesting has been planned in all EMP units (landward side). The rain water collected from the roof of buildings will be channelized through the rain water down comers and routed to the garland drain around the buildings. These garland drains are connected to the port storm water drainage network system.
10.6.4 Drainage System
The drainage system is designed to minimize the potential pollution in the port basin. A properly designed drain network on entire area will be constructed with sloping surfaces towards drainage pits conducting the storm water directly to the harbour basin. The
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rainy season persists from April to November. June to September is the wettest months of the year with an average rainfall of 2,875 mm. The average number of rainy days per year is 95 days. The maximum rainfall intensity has been taken as 30 mm/hr. These drains are connected through various cross drains bringing the water from the different areas of the terminals covering the port operational buildings. All the drains will be of Random Rubble (RR) stone pitched and grouted with cement mortar of 1:4 (slope). An impervious layer will be placed in the ground below these transverse drain lines. The storm water runoff from the yard area and adjacent roads will be collected, via trenches and buried pipelines.
(Rainfall data Source: Ratnagiri Gazetter)
In order to avoid oil contamination of the storm water led to the harbour basin, the following design features will be applied:
Fuel tanks will be surrounded by a spill basin and storm water collected inside the basin will only be led to the storm water drains after inspection and testing against oil content. If it is contaminated it will be treated in oil water separator accordingly. Fuel loading areas and refuelling bays for equipment will be furnished with fuel spill monitoring pits, from where clean storm water can be led to the drains and contaminated water to the oil water separator. Working areas and other equipment washing areas will be furnished with drainage systems along with leading, storm water to the ordinary storm water canals when no equipment washing takes place and to the oily wastewater tank during washing. Dust suppression systems are proposed in the stockyard to reduce air pollution caused by handling coal. The storm water runoff from the coal and ore stockyards will be collected and taken to the respective settling ponds/ pits.
The storm water from the administrative offices sheds and all other buildings will also be connected to the storm water drain. The storm water collected from the workshop will be treated in an oil skimmer before disposing off to the storm water drain.
An oil /sediment in-line unit is recommended to provide basic treatment to the storm water before discharging through outfalls. A gravity drainage system with outfalls would be required for the proposed port.
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Figure 10-2 Cross section of inline SWD settling pits
BAFFLE INLET OUTLET
BAFFLE OUTLET
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Figure 10-3 Cross section of inline SWD settling pits
Source: MSPL
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Sizes of Storm water drain channels: Channels with 600 mm wide with 4 Nos. of settling pits will be provided at open stockyard along with the storm water drain lines to arrest any course particle/material entering into the creek.
10.6.5 Solid Waste management Plan
The proposed Solid Waste Management Plan for port complex is based on the concept of 3-R i.e. Reduce, Reuse and Recycle. This plan shall be developed to manage solid wastes and to avoid any discharges into the soil/land or water. It shall establish procedures for the storage, collection and disposal of waste, hazardous and non-hazardous solid waste. The overall objective of solid waste management plan is to minimise impact of waste generated through the following:
Minimise the amount of waste that is generated;
Maximise the amount of waste that is recovered for recycling – including segregation of recyclable wastes at source;
Minimise the amount of waste that is deposited at landfill;
Ensure any hazardous wastes (e.g. used oils, lead-acid batteries) are securely stored and transferred to appropriate facilities;
Ensure all wastes are properly contained, labelled and disposed of in accordance with National/local regulations; and
Ensure waste is disposed of in accordance with the waste management hierarchy.
Solid waste management Plan for Operation phase:
Proposed solid waste management plan for operation phase of MSPL port complex includes back up areas, truck terminal, port operators colony, warehouse area, sub- station Area, road etc. The solid waste generated from Operation phase, will be about 20 kg/day (100 workers @ 0.2 kg/day/person).
The proposed Solid Waste Management Plan for the operational phase shall be developed by the operators.
10.6.5.1 Waste Minimization Principles
An inventory will identify the consumption of products/material, ensuring waste’s traceability, and identifying potential wastage and overconsumption. An inventory of all waste generated and disposed of will be retained (type and volume) and MSPL will
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develop goals for reducing the quantities of waste generated, based on periodic review inventory. The list of identified homogeneous zones/sectors is given in Table 10-3. These zones acts individually and hence the waste should be collected to a common collection area and then it should be segregated as mentioned.
10.6.5.2 Separation of Solid Waste According to Established Classification
Waste generated at proposed port complex is likely to be classified into three categories for disposal: organic and recyclable waste. Waste segregation at the source of waste generation is the important aspect of solid waste management plan. Waste generated in each identified zones are segregated broadly as Biodegradable and Non-biodegradable. Non-biodegradable waste will be further segregated into hazardous, non- hazardous/recyclable or inert waste. The Flow Diagram showing the general segregation classification is given in Figure 10.4
Figure 10-4 General Classification of Solid waste for Segregation
CHWTSDF
10.6.5.3 Solid Waste Collection & Storage
Collection of Solid waste from homogeneous zones is the important part of solid waste management. A common place will be identified in such a way that the place should be easily accessible without disturbing activities of other zones. Mobile services for collecting floating wastes will also be used for this purpose. A daily waste storage area comprising containers/skips shall be kept at the site. Storage will be partly roofed. Waste skips for oil wastes or other hazardous wastes will water proof. End of the day waste will be collected together from the storage area. Table 10.5 explains about various types of wastes that are possibly generated in the port site and their treatment methods.
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Table 10-5 Type of Waste and Treatment Methods
Sr. Treatment Type of waste Disposal Method Compliance No. Method Paper, plastic, Approved recycle 1 Recycle glass, metal, etc. vendors 2 Inert waste Landfill Secured landfill 3 Domestic waste Compost Compost / land fill Meet Approved recycle 4 Batteries Recycle MPCB vendors /CPCB Electronics Approved recycle 5 Recycle norms of Goods vendors waste Hazardous waste It will be sent to Hazardous management 6 management nearby approved waste facility HWMF Hazardous waste It will be sent to 7 Medical waste management nearby approved facility HWMF Since, the quantity of type of waste mentioned in Sr. No. 4, 5 and 6 is in large amount, it is economically not viable to set disposal systems for these types of waste at port premises. Details of disposal methods of above mentioned waste are given in Table 10.5.
10.6.5.4 Waste Reuse/Recycle Opportunities
Wastes will be separated according to local regulations. Recycling materials will be regularly collected to be recycled by local companies certified by the relevant authorities. It is proposed that recyclable waste like plastic, paper, glass, metal components are to be handed over to MPCB approved vendors. Hazardous waste will be disposed to CHWTSDF.
10.6.5.5 Final Disposal of waste
The domestic waste will be transported to the Vermi composting pit and same will be used as manure for gardening, as per the MPCB /CPCB norms of waste management.
10.7 Dust Suppression System
Dust suppression equipment (water sprinkling/ foggers) will be provided for efficient control of dust pollution on environment during storage and handling of Coal at berth and stockyard. An efficient dust suppression system will trap dust particles before it is airborne. A suitable system will be provided such as Material handling cranes or clamp shell buckets at ship unloader, stockyards and loading station to reduce spill during cargo handling.
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10.8 Green Development Area
The entire backup area is needs to be green and the plantation will be done at the rate two to one. Trees function as sinks of air pollutants, besides their bio-aesthetical values, owing to its large surface area. Presence of a green belt means conserving the biological diversity thus retaining of soil moisture. It also improves the aesthetic value of the area later on it becomes the natural habitat of various bird species. Development of a green belt around the project area will also help to contain noise generated during construction and operational phase.
Greenbelt development will be carried along road and on the vacant areas to reduce pollution as well as to improve aesthetic value. Species recommended by horticulturists will be selected on the basis of air pollution tolerance index of tree. Selection of the plant species will be based on their adaptability to the existing geographical conditions and the vegetation composition of the region. Regular watering will be undertaken. Soil conditioning and fertiliser application will be undertaken. If required, suitable soil treatment will be provided to ensure good growth of tree cover.
During the development of the green belt within the project area, it has to be emphasized that those native plant species shall be planted which are good ornamental values and are fast growing with excellent canopy cover. The general considerations involved while developing the green belt are:
Generally local/native fast growing trees will be planted around various project facilities.
Planting of trees should be undertaken in appropriate encircling rows around the project site.
10.8.1 Objectives of Green belt Area:
The Greenbelt Development has the following objectives:
Enhancement of the overall environmental quality. Improve ambient air quality. Conserve soil and moisture and provide healthy climatic conditions. Increase aesthetic value. Create awareness for environmental conservation and tree planting. Provide adequate shelter and habitat to the local fauna. Protect human health and prevent pollution.
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10.8.2 Choice of species
The selection of plant species for the development depends on various factors such as climate, elevation and soil. The plant species will exhibit the following desirable characteristic in order to be selected for plantation.
Will be fast growing and providing optimum penetrability. Will be wind-firm and deep-rooted. Will form a dense canopy. Will have least economic value. As far as possible, the species should be indigenous and locally available. Have thick canopy cover Be preferably evergreen Have large leaf area index Be resistant to specific air pollutants Maintain species diversity Be able to attenuate noise generated within the area
As per the stipulations of MoEF, greenbelt will be provided all along road and around the landward side of port boundary. Greenbelt will be developed around administration buildings. A Greenbelt Development Plan will be implemented around the various project components of proposed port. This will help to achieve environmental protection and mitigation of pollution levels in the area.
The general considerations for the development of greenbelt in port are:
Planting of trees will be done in appropriate encircling rows around port site. Trees will also be planted along the road side in such a way that there is dust control against the vehicular movement. Generally fast growing trees will be planted.
10.8.3 Species for Plantation
A list of indigenous tree, shrubs and herbs was made after identification of species suitable for rising in nurseries and for development of green belt around the project area. An elaborate survey was carried out to observe the vegetation type and density along with the soil characteristics. Based on the survey and environmental conditions suitable plant species for the green belt development was suggested. More than 350 plants are suggested for green belt development.
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The maintenance of the green belt area will be monitored by the Environmental Cell of proposed port.
Table 10-6 List of Plant Species for Greenbelt Development
Sr. Name of the Plant Common Quantity Characteristics & No. Name ecological Importance Shady, large tree, ball Anthocephalus 1 Kadamba 35 shaped flowers, Soil cadamba improver Shady tree, small white 2 Mimusops elengi Bakul 40 fragrant flowers Medium sized deciduous Bahava / tree. Beautiful yellow 3 Cassia fistula 35 Amaltas flowers, Butterfly host plant 4 Cocos nucifera Coconut 30 Wind Breaker Medium sized evergreen tree, fragrant yellow 8 Michelia champaca Son chapha 35 flowers, Butterfly host plant Wind breaker & Noise 9 Terminalia catappa Badam 40 abatement Dust, particulate & noise 10 Magnifera indica Mango 85 abatement, large fruit tree attracting birds
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10.9 Budgetary Provisions for Environmental Monitoring Plan
The orders of costs are presented under various headings in Table 10.7.
Table 10-7 EMP Costing Operation Phase
Operation and Capital cost in Component Description maintenance cost Lacs (Rs. In Lacs/year)
STP (Tertiary) Continuous O & M 5 1 ETP (Tertiary) Continuous O & M 15 5
Expenditure on Energy Weekly 3 0.2 saving measures Dust Control system Continuous 10 2.5
During rainy season
(Cleaning of RWH Rainwater harvesting 1.5 0.25 tanks and Filtration
chamber)
Solid Waste Composting plant (Hazardous + Non- Continuous O & M 10 10 Hazardous) Landscape Daily 3.5 0.5
Env. Engg. Salary, Documentation, EMC recurring Assistants, support 8 6 expenditure staff, expense and housekeeping Occupational Safety & Manning of OHS, 10 1.5 Health OHS expenses
Compliance for As per the CPCB Environmental protection guidelines through 8 & Environmental MoEF Approved Monitoring laboratories TOTAL 66 34.95
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Chapter 11 SUMMARY AND CONCLUSION
11.1 Introduction
Marine syndicate Pvt Ltd is planning to develop a Multipurpose Terminal with Jetty (existing) for Cargo Handling with barges, small ships and Ship Repairs using Floating Dry Dock (Small Ships) & ship breaking facilities (small ships).
This is the summary and conclusions derived from the EIA. The document is to comply with all National environmental regulatory requirements and National environmental standards for sustainable development. The EIA report is prepared as per the format prescribed by MoEF in the Guidance Manual for Ports and Harbours & Ship breaking yards and presented under the following heads:
Chapter 1 : Introduction
Chapter 2 : Project Description
Chapter 3 : Analysis of Alternatives
Chapter 4 : Description of Environment
Chapter 5 : Anticipated Environmental Impacts and Mitigation Measures
Chapter 6 : Environmental Monitoring Programme
Chapter 7 : Additional Studies
Chapter 8 : Project Benefits
Chapter 9 : Environmental Cost Benefit Analysis
Chapter 10 : Environment Management Plan (EMP)
Chapter 11 : Summary and Conclusions
11.2 Project Description
M/s. Marine Syndicate Pvt. Ltd. proposes to develop multipurpose terminal with jetty (existing) for cargo handling, ship repairs using floating dry dock and ship breaking facility at village Katale, Taluka Guhagar, Dist- Ratnagiri, Maharashtra. Requirement of project area for development of this port activity is 2.90 Ha (7.25 Acre). Additional 3.78 Ha (9.45 Acre) back up land is made available at the hill top.
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Marine Syndicate Pvt. Ltd. has signed two five yearly agreements with MMB during the period from 2004 till 2014. Thereafter, MSPL is desirous to have 30 years agreement and also include ship breaking facility. MMB has recommended vide its letter No. MMB/Planning-I/Marine Syndicate/2380 dt. 13.07.2015 this project to EAC/MOEF New Delhi and also to MCZMA and explained regarding the 30 years lease.
As a part of port development, several infrastructure facilities have to be developed with existing to road connectivity. Most of these infrastructure facilities are to be developed close to the port. Therefore adequate backup area and other land resources have been acquired in the vicinity of proposed port by the project proponent. These are together termed as ancillary sites which will be a part of the overall port infrastructure.
These ancillary sites and facilities are for developing
(1) Warehouse
(2) Port Annex Facility (PAF) zone
(3) Port backup areas for other office requirements.
In this proposed project the multipurpose terminal will provide three types of facilities
Cargo Shipment: Cargo shipment of Bauxite, Laterite, Coal, Fertilizers, liquid cargo etc. is planned. Total quantity for the same will be 0.2 million tons per year.
Ship repair work for small ships with Floating dry dock facility: Ship repair work by using steel floating Dry Dock will be carried out. Small ships, barges, tug etc. upto 75 m length and 5 m draft will be docked on this floating dry dock. Around 24 to 30 ships every year will be attended.
Ship breaking facility upto 150 m length & 5 m draft: The ship breaking facility for small ships upto 150 m length & 5 m draft is planned in separate zone very close to water frontage. Around 10-15 nos. of ships will be dismantled every year.
11.3 Description of Environment
The current State of the environment was studied (primarily for bench marking) in the project area and within a radius of 10 km from the project site (further referred to as the study area). The baseline environmental studies are carried out for marine and terrestrial environments by covering land, air, noise, water and biological environment.
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11.3.1 Marine Environment
Existing marine environmental conditions in the study area were established through collection and analysis of water and sediment samples at selected locations. Parameters monitored include physical parameters, chemical parameters and biological parameters.
Results of marine water quality are within permissible limits of Water Quality Standards for Coastal Waters (Annexure 5 of EIA guidance manual for Ports and Harbours, MoEF, 2010).
Results of marine sediment quality indicate that it is free from any significant pollution.
11.3.2 Terrestrial Environment
Existing terrestrial environmental conditions in the study area were established through collection and analysis of air, noise, groundwater, surface water, soil and ecology (flora and fauna) samples at selected locations.
As per the project site specific meteorological data is collected from October 2016 to December 2016.
The wind was blowing predominantly from the East direction. The average wind speed for this season was 5.8 km/hr.
Soil texture of the area varied from sandy clay loamy to loamy and soil samples are neutral to slightly alkaline in nature.
All the parameters of groundwater and surface water are well within the limits. As per the standards prescribed in Criteria for Raw Water Used for Organised Community Water Supplies (Surface and Ground Water) Primary Parameters as per Annexure 4 of MoEF EIA guidance manual for Ports and Harbours, MoEF, 2010, the water is suitable for community use after conventional treatment (Sedimentation, Filtration, Coagulation and Chlorination).
Ambient air quality parameters like Coarse Particulate Matter (PM10), Fine Particulate Matter (PM2.5), Oxides of Sulphur (SO2), Oxides of Nitrogen (NO2) and Carbon Monoxide (CO) and VOCs were monitored and found to be within limits prescribed by NAAQS.
Noise levels were monitored as per CPCB guidelines and are found to be well within the limits.
No declared eco-sensitive zones like a National Park, a Wildlife Sanctuary or Wetlands are present within a 10 km radius of the project site.
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11.4 Environmental Impacts and Mitigation/Avoidance Measures
The port activities and their impacts on the environmental and social attributes during the development and operation phase have been discussed in Chapter 5. The following potential impact categories are taken into account:
Land Environment
Flora and Fauna
Water Environment
Marine Environment
Air Environment
Noise Pollution
Occupational Health and Safety
Climate Change
Community Health and Safety
Solid Waste Management
The impacts have been summarised, evaluated and suitable mitigation measures proposed to negate the likely impacts are presented in Chapter 5.
11.5 Environmental Monitoring Programme
The environmental attributes to be monitored during construction and operation phase of the project, specific description along with technical details of environmental monitoring including the monitoring parameters, methodology, sampling locations and frequency of monitoring are presented in Chapter6. Environmental Management cost for establishment of environmental control equipment, including green belt development and annual recurring cost details are provided.
11.6 Additional Studies
11.6.1 Preliminary Risk Analysis
This section addresses proposed project actions related risks associated with explosion, fire, or release of hazardous materials in the event of accident or a natural disaster with the construction and operation of the proposed port in terms of identifying the hazards and suggesting the suitable mitigation measures.
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The Preliminary Risk Analysis carried out also provided inputs for formulating the onsite Disaster Management Plan (DMP). Preliminary risk analysis was carried out under the following heads:
Hazard identification including potential release events
Enumeration of potential accidents and typical failure frequencies
Risk reducing measures
11.6.2 Disaster Management Plan
A framework for Disaster Management Plan is prepared to minimise damages in the event of a disaster. An On-Site Emergency Preparedness Plan and Off-Site Emergency Preparedness Plan is broadly prepared to deal with emergencies and prevent disasters. An institutional framework with clear assignment of roles and responsibilities was broadly prepared with which location of Emergency Control Centre and Assembly Points will be identified. Communication system and alarm systems for effective communication in the event of a disaster are broadly identified. Disaster Management Plan (DMP) for natural hazards such as cyclones, tsunami is also broadly prepared. Mutual aid scheme, composition of District Level Emergency Committee and aspects relating to community involvement for dealing with off-site disasters were broadly prepared.
11.6.3 Oil Spill Contingency Plan
An oil spill contingency plan has been prepared and will be implemented. It is covers all including training, inspection and drill schedule and equipment, etc. required effect function of contingency plan. Details of the same are described in Chapter 7 section 7.3.2.
11.7 Project Benefits
The proposed terminal at village Katale would be beneficial to the region, the people of surrounding Region. It will give opportunities for the local people for their livelihood and bring movement in the local economic activity. Details are given in chapter 8. This will accomplish one of the main aims of the proposed terminal project; which is to bring significant socioeconomic benefits to the local people and also to the region as a whole.
The project and its benefits must be taken for the overall terminal project in its entirety. As a part of the terminal project, there are several components that are linked to the
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terminal which will also add to the list of benefits. The benefits of all these components which will together be integrated with the terminal development are detailed.
11.8 Environmental Management Plan (EMP)
The effective implementation and close supervision of the environmental management to mitigate the environmental impacts, which are likely to arise due to development/operation phases of the project could be achieved through a suitable institutional mechanism. A budget of Rs. 55 Lakh (capital cost) & 28.75 Lakh/year (O&M cost) has been earmarked for the Environmental Management Plan and Environmental Monitoring Plan to address all environmental management requirements. The institutional mechanism responsible for the implementation of the mitigation measures is presented in the Chapter 9.
11.9 Disclosure of Consultants
Due to the low toatal cost of project we can not engaged consultant and simillar study had done by acreditated consultant in same plot area for another ‘B’ category project. Hence proponent wish to present their own project.
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