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Table 79 The distance of nearby mangroves patches

# Location Coordinates Distance from Nature of centre of project site mangroves 1 Upstream of 210 09’ 08.0” 2.44 km Good patch along Magdalla bridge 72044’52.8” the fringes of river bank 2 Immediate down 21008’ 54.5” 1.93 km Scattered and stream of 72044’31.3” stunted in nature Magdalla bridge 3 Near KRIBCO 21008’ 46.1” 1.13 km Saplings stunted jetty 72042’45.3” in nature 4 Opposite bank 21008’ 14.5” 1.15km Scattered and 72042’49.0” stunted in nature 5 Along the fringes 21008’ 34.8” 1.80 km Scattered and of island Kidia bet 72042’23.7” stunted in nature Figure 30 Nearest mangrove patches

1

3 5

2

4

4.1.8. Impact due to the project site on existing Industries: Few industries are located closer to the project site, ONGC plant is located besides the project site. KRIBCO is another industry located in Nearby at Kavas village. KRIBCO captive jetty is located just adjacent to the project site at downstream of Tapti estuary. Due to the Project activity, including the Coal handling and Coal stock pile, will have some impacts on the surrounding

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industries; especially ONGC located near the project site due to the dust emission as suspended particulate matter.

4.1.9. Cumulative Impact due to the project with existing Industries: The cumulative impact if any will be only due to the increase in vessel traffic in the Dumas approach channel of the Tapti estuary. The GMB’s Magdalla port and other captive jetties like KRIBCO, Ambuja cement, are depending on the barge transport through this channel. The increase in barge traffic due to the proposed project will increase the existing vessel traffic in this channel. Gujarat Maritime Board has already implemented Vessel Traffic and Port Management system (VTPMS) dedicated for Gulf of Khambhath. This system has high-tech master control station (MCS) located at Hazira. This station will be connected through microwave linked Radars, Automatic Identification system (AIS), VHF etc. This is adequately controlling the ever increasing traffic in Gulf of Khambhath, risk of accidents, collision, oil spill and other security concerns.

Existing vessel traffic:

As per the information available from Surat office GMB office the cargo handled at GMB Magdhalla jetty (I&II), Ambuja cement jetty and Kribco jetty in last five years is given below DETOX CORPORATION PVT. LTD. February , 2018 173 EIA report for EC and CRZ clearance for Jetty and allied . M/s Mata Sitadevi Infrastructure and infrastructures research private limited

Table 80 Cargo handling at the Existing ports in Tapti Estuaruy

Jetty Cargo Cargo handling in MMTPA

2011- 2012- 2013- 2014- 2015- 2016- 2012 2013 2014 2015 2016 2017 GMB coal 2.42 2.07 2.83 3.00 3.0 2.13 jetty -I GMB Clinker 0.66 0.75 0.82 0.85 0.75 0.77 Jetty and _II Cement Ambuja Cement 0.74 0.78 0.73 0.73 0.84 0.78 cement Jetty KRIBCO Urea 0.005 0.12 0.26 0.38 0.29 0.30 jetty Total 3.82 3.72 4.64 4.96 4.88 3.98 The existing barge traffic from these ports are difficult to calculate as various DWT barges are engaged by the different jetty operators. Considering the parcel size of average 1500-2000 MT per trip, the approximate existing barge trip through the approach channel of the Tapti estuary varies from 1860 -2480 per annum in last five years.

Proposed increase vessel traffic:

The proposed jetty will be handling 4.3 MMTPA of cargo. The anticipated vessel traffic for the proposed cargo will be as per given below. Additional barge traffic through the Dumas channel per annum will be 2150 per year after achieving the peak cargo handling capacity of 4.3 MMTPA.

Table 81 Proposed increase in vessel Traffic

Commodity Fertilizers Cement Fruits, Sugar Project General Coal /Cargo & vegetables cargo for cargo, Clinker and Food heavy container grains engineering and Ro- Ro cargo from local industries

Cargo 0.5 1.0 0.10 0.05 0.10 0.45 2.10 Projection MMTPA Average 2000 2000 2000 2000 2000 2000 2000 parcel size in T Number 250 500 50 25 50 225 1050 of barge call per annum

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4.1.10. Impact due to the Gas pipeline passing near the project site : Few underground gas pipelines are observed along the boundary of the project site. No construction activity will be carried out at this gas pipeline route. The jetty development will be carried out with the prior guidance and discussion with the pipeline operators regarding the pipeline route as per Petroleum and Natural Gas regulatory Board (Technical Standard and specifications including safety standards for natural Gas pipelines) regulation (2009) and Petroleum and Natural Gas regulatory Board (codes of practices for emergency Response and disaster management Plan) regulation (2010).

4.1.11. Impact due to the project site on fishing activities: As per the information available from the Fisheries department very few active fishermen located near the project site along the Tapti estuary. Magdalla (67), Kavas (84) are the villages located closer to project site with active fishermen. Other fishing villages are located along banks of Gulf of Khambath. Hence the impact on the livelihood of theses fishermen will not be significant due to this project. Fisheries activities in the Tapti estuarine zone are comparatively very less. Fishing in this area is mainly dominated by the marine fishing of Bombay Duck, Coila, Shark, Shrimps Mullet and catfish. As per the data available from the office of Director of fisheries, Surat, the major fish landing centre near the project sites; Bhimpore, Dumas and Hazira are used for marine fish landing which are located at the mouth of the estuary far away from the project site.

4.1.11.1. Impact due to the project site on Hilsa fishing activities Earlier Tapti estuary was one of the few remaining estuaries in India along with Narmada estuary where, Indian Shad, (Hilsa (Tenualosa) ilisha ) Whitehead, 1983 synonym Hilsa ilisha (Hamilton, 1822) ), an anadromous fish belonging to the family Clupeidae, occurring in the Indo-West Pacific region, come during monsoon season for breeding. In earlier time in Tapti and Narmada estuary, during Hilsa fishing, fisher men follows lunar periodicity, where fishing is done during 12th day of the moon till first day after full moon or new moon, in each lunar fortnight. (Kulkarni, 1950). As per the personal interaction with fishermen communities at Gavier and Magdalla village, it was informed that, the Hilsa fishing are not giving attractive return for the fishermen families of this region now. As per the secondary data collected from Superintend of Fisheries, Surat, there is no Hilsa fishing in the estuarine zone. Whatever Hilsa recorded is from marine fishing and at the mouth of the Estuary.

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While analysing the secondary information towards the distribution pattern of different species of the prized fish Hilsa and its species-wise abundance in Indian waters it was revealed that all the three species viz. Tenualosa ilisha, Tenualosa toli and Hilsa kelee were earlier available only in the Tapti estuarine system of the west coast. These fish species were contributed sizeable catches in the sea face region of the Tapti estuary (Utpal Bhaumik et.al 2013). As of now Tapti is virtually devoid of commercial fisheries of Hilsa. Events like installation of Ukai Dam and subsequently construction of causeways and weirs at the downstream negatively impacted the hydrological and also hydrographical phenomenon of the river course for incoming Hilsa. Thus, by quoting the investigation done by (Utpal Bhaumik et.al (2013), it can conclude that the fishery of Hilsa in Tapti estuary has become the victim of the excessive river control under river taming programmes. Hence impact due to the proposed barge jetty and its operation will not have any impact on the Hilsa fish and its fishing activity.

Table 82 Fishing villages near the project site

Distance from Total Active Centre name project site in fishermen population fishermen KM family Bhimpor 6.9 223 1250 458 Dumas 2.6 482 2474 1118 Sultanabad 5.6 40 205 72 Hajira 3.5 221 908 352 Magdalla 2.7 61 321 67 Surat 4.3 80 902 0 Sunvali 8.5 49 236 98 Rajgari 7.8 43 199 53 Damka 7.6 44 286 44 Vansva 9.1 27 158 27 Kavas 3.5 55 250 84 Umra >11 11 87 14

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Figure 31 Map showing Fishermen village from the study area

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4.1.11.2. Impact of the location of the project site on Sand mining activity Manual sand mining is a lucrative business in Tapti estuarine region nowadays. Most of the boats in this region are engaged in sand mining activity. No sand mining is observed near the project site and the Dumas approach channel. Most of the boats engaged in sand mining activity is taking the Hazira channel to approach the landing centre near Magdalla Bridge. No impact on the sand mining operation is envisaged due to location and operation of the project. The passage of the barges from the Dumas channel towards the jetty berthing will have some chances of collision with the boats used for mining. While taking the precaution during the approach towards the jetty, barges can avoid any chances of collision with the boats carrying sand.

4.2.IMPACT DURING CONSTRUCTION PHASE 4.2.1. Construction water front 4.2.1.1. Potential impacts on water quality Pile driving, deposition of rubble, sand compaction and other construction work in water may cause increase in sediment concentration and turbidity in the water column. It also reduces sunlight penetration. Disturbance from construction activities may cause displacement of fauna resources and other mobile bottom biota. The increase in the suspended solids shall be resulted in high turbidity, which in turn resulted in the limit of photic zone. The damage to phytoplankton due to the increase of turbidity would be minor, localized, temporary and reversible. Nevertheless, it is unlikely to produce a measurable impact as the water column of the Tapti estuary is naturally very turbid as reflected in the Total suspended solids value in the range of 2800- 7920mg/L., during spring tide , and 2100 mg/L – 6700 mg/L during Neap tide period sampling . Being a one-time operation, any long term adverse impact is not envisaged as the phytoplankton community structure will recover its initial status once the construction is completed. No mangrove patches or coral reefs or other eco-sensitive receptors are present near the project site. Hence any ecological impact due to the construction activity will be localized and reversible. More over New habitats formed by structures (especially pilings) will attract many marine fauna to get entangled and survive. 4.2.1.2. Potential impacts on bottom contamination Construction work and piling activity at water front may disturb bottom sediments and induce re- suspension, dispersal and settlement of such sediments. Impact of

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construction activity on the sub tidal sediment quality would be essentially confined to minor changes in the sediment texture. About 583 m2 area would be disturbed due to the construction of piles in both the intertidal and sub tidal regions. Since the sediment in the study area is silty sandy and uncontaminated, these changes would be minor and unlikely to influence the overall sediment quality of the area. Hence adverse impacts of the construction activity, if any, on the sediment quality would be localized, minor and temporary. 4.2.1.3. Potential impacts on marine/coastal ecology Disturbance from construction activities may cause displacement of mobile bottom biota. The total intertidal area affected due to construction of 18 piles would be 20.35 m2, while it is 563 m2 due to the construction of 498 piles in sub tidal region. In relative terms, the maximum negative impact would be on benthic habitats which would be destroyed due to proposed piled structures of jetty. Benthic populations were very less in this area which was varying from 80-170 N /m2 in the 4 stations sampled with an average of 130/m2, represented by two groups; Nematodes and Polychaetes. Other macro benthic communities in the intertidal region were represented only by Mud skippers (Bolethalamus dusmuurie). Mud skippers will avoid the zone of disturbance by itself. Hence no impact on them is envisaged. The major macro faunal components expected to be affected at the impact area in the sub tidal region are polychaetes and nematodes in 563.22 m2. Moreover Piles, concrete surfaces, rubble mounds and other similar structures in water could form new habitats, which may introduce many marine species. Many fouling organisms associated flora and fauna components would colonize on these areas within 1-2 years of completion of the jetty. Their community structure would be however different than those destroyed during construction. Evidently, the habitat and the faunal losses due to expansion of jetty would be partly compensated. 4.2.1.4. Potential impacts on bottom contamination Construction work and pilling operation disturb bottom sediments and induce re- suspension, dispersal and settlement of such sediments. Impact of construction activity on the sub tidal sediment quality would be essentially confined to minor changes in the sediment texture. About 583.57 m2 area would be disturbed due to the construction of piles in sub tidal regions and intertidal region. Since the sediment in the study area is silty-sand and uncontaminated, these changes would be minor and unlikely to influence the overall sediment quality of the area. Hence adverse impacts of the construction activity, if any, on the sediment quality would be localized, minor and temporary. DETOX CORPORATION PVT. LTD. February , 2018 179 EIA report for EC and CRZ clearance for Jetty and allied . M/s Mata Sitadevi Infrastructure and infrastructures research private limited

The sediment dispersed in the water column during piling will be minimal, localized and temporary, considering the piling methodology (Pile driving with casing) which is supposed to be adopted by M/s MSIL. The sediment material flushed out during the pile driving activity will be collected on the drilling platform itself, when piling in the intertidal zone or in a dump barges while piling in the sub tidal region. The collected sediment during piling activity will be used for reclamation of low-lying area. The baseline data indicates that the water of Tapti estuary sustains unpolluted sediment with respect to heavy metals. Hence, the possibility of releasing the pollutants due to the disturbance of riverbed during piling activities into estuarine water of Tapti estuary is ruled out.

4.2.2. Potential impacts on air quality Emissions from construction equipment, work vessels, trucks and other vehicles used in construction work could be a source of air pollution. Dust from construction activities is also a possible source of air pollution. Sources during construction phase that create potential impacts on air quality, includes: Dust and air emission particularly due to the excavation, reclamation, construction of jetty facility and movement of vehicles, dust and other exhaust atmospheric emissions generated by vehicle movement, concrete mixing machinery etc. Fumes and gases near the work area due to welding activities. 4.2.3. Potential impacts due to Noise and vibration Construction activities may create a problem of noise and vibration generated by Pile driving construction equipment, truck traffic, work vessels and other similar sources. The impact of anthropogenic underwater sound on estuarine biota is an important environmental aspect. Sound speed in water is about 4.5 times more than that in air and absorption is less compared to air. In the Tapti estuary the occurrence of any threatened marine mammals are not reported except unusual sighting of Dolphins during, February and March, 2013. One dead dolphin was sighted in March 2013 .Hence impact of noise on the marine fauna except fishes during piling activity can be ruled out. There are several factors which affect the type and intensity of sound pressure waves during piling such as the size and material of the pile, the firmness of the substrate, and the type of pile-driving hammer that is used (Hanson et al. 2003). The anthropogenic noise propagation which is dependent on its frequency, characteristics and duration may have some impact on certain fishes, unless

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noise control measures are undertaken during construction activities. Fish may leave area disturbances. However, the piling methodology to be adopted by M/s MSIL will minimise the impact of noise and vibration considerably on the organisms. Also piling is a short term one time activity, hence impacts if any, are minor and reversible in nature. 4.3.IMPACT DURING OPERATION PHASE 4.3.1. Potential Impacts on Water Quality 4.3.1.1. Impacts of Ship Traffic and Discharges Possible discharges from barges that could be sources of water pollution are bilge water, oily wastes, sewage, garbage and other residues in barges. Spills of oils, lubricants, fuels and other oily liquids may also be other sources of water pollution. Once an oil or oily compound is discharged into water, it is spread on the surface by winds and currents, forming a thin layer. On the surface oils can be polymerized gradually by biodegradation and eventually form dense particles which may sink. 4.3.1.2. Impact due to spillage of cargo during Handling : The proposed jetty will be utilized for handling only non-hazardous dry bulk cargo like, Coal, Fertilizers, Cement & clinkers, Fruits, vegetables, Food grains, Sugar, Heavy engineering cargo etc. Hence the impact due to the spillage of cargo on water quality will be minimum and insignificant. Even though, proper care shall be provided during the cargo handling to avoid any spillage in the estuarine environment. Loading and unloading operation from barges may contribute to changes in water quality due to the interaction of water with dust fallout especially coal spillage. The quantity of fugitive dust and spillage generated will depend upon the type of operation and the efficiency of environment control if employed. The impact depend upon the concentration of pyrite and sulphur in the coal,

concentration of Ca Co3 and other neutralizing substances, concentration of trace metals in the coal. The pyritic sulphur content of the coal is a major factor because it is the primary acid forming substance. Metals are more likely to solubilize in the low pH runoff/leachate. For coal handling at the berthing phase a grab crane/ suitable crane and a hooper is prosed to minimize any spillage during coal handling at berthing phase. The grab crane will load the coal in a hooper and from the hooper the coal will be loaded in a truck or trailers through gravity for transportation towards the coal stock yard. During the transportation the truck will be covered properly to avoid any windblown dust. Hence the impact due to spillage of cargo will be insignificant during the cargo handling.

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4.3.1.3. Impact due to Coal storage area runoff : Coal stock piles and storage areas are exposed to the environment are a major potential source of water pollution at coal handling facilities. Coal storage piles produce effluents resulting from the drainage and runoff of water which occurs during and after precipitation. Precipitation drains and leaches soluble pollutants from the coal, which may affect the aquatic life in nearby waterways. Coal contains many elements and compounds often in trace amounts. The major parameters of concern in the runoff from high sulphur contains coal are low pH , heavy metals suspended solids. The impact due to coal runoff and leachate on nearby receiving water body depends on factors like,  Volume of coal stored  Coal particle size  Surface area of the coal pile  Coal piles geometry (angle of side slopes)  Compacts of Coal pile  Characteristics of soil beneath coal storage area ( Permeability)  Amount of precipitation  Intensity of rainfall The discharge of untreated leachate and contaminated runoff from coal piles into surface water may cause several environmental impacts. Potential diverse impact include,  The alteration of pH of receiving streams  The precipitation of metallic hydroxides, which can result in flocculent coatings that cover the river bed and destroy benthic organisms.  Significantly increase the concentration of trace metals in the receiving water. Trace metals can bio accumulate in the food chain.  Increase in turbidity  Reduce oxygen content f eater through chemical oxygen demand The discharge of untreated leachate /run off from the proposed coal handling facility is unlikely because the discharge into surface water is regulated through storm water drains and sumps along the boundary of coal stack yard. 4.3.1.4. Impact due to spraying water for dust suppression: Small quantities of water may be used to control dust emission from loading, unloading, stacking operation. The waste water resulting from the quantities of water used for dust control are small compared to runoff /leachate from piles and therefore have little environment significance. More over M/s MSPL is proposed to use the well-designed dust control system for control fugitive coal dust without using excessive amounts of water. DETOX CORPORATION PVT. LTD. February , 2018 182 EIA report for EC and CRZ clearance for Jetty and allied . M/s Mata Sitadevi Infrastructure and infrastructures research private limited

4.3.2. Potential impacts on Estuarine and coastal ecology As the proposed jetty will be handling only non-hazardous bulk cargo like coal, cement, sugar etc. severe impact due to the spillage of cargo on estuarine environment and coast hydrology is not anticipated during the operation phase. Whatever impact due to the spillage of cargo will be minimum and localized. Leakage of oils, oily wastes and mixtures from barges may directly cause some damage to fishery resources, aquatic biota and coastal habitat. Biodegradation of oil also generates polymerized oil particles and toxic aromatic fractions which indirectly cause damages to bottom biota and habitat. The chance of any spillage during the fuelling operation and unintentional spillage of oily waste water to the estuarine environment will be rare. Extreme precaution shall be undertaken to avoid any sort of spillage to the estuarine environment. The mother ship will be stationed at dedicated anchorage point in Gulf of Khambhath. The cargo from the mother ship will be transferred to the barges through the crane and cargo handling equipments available in the ship itself. To avoid any spillage of bulk cargo from the mother ship to the barges extreme care will be taken. During the rough sea condition the cargo handling from mother ship to the barges and unloading of barges at the jetty will be avoided. 4.3.3. Potential impact on air quality 4.3.3.1. Emission from the barges Barges are a possible source of airborne emissions such as gasses, smoke, soot

and fumes in the proposed jetty premises. NOx and S02 are typical pollutants generated by barges while both manoeuvring and berthing and may affect air pollution in the hinterland. Diesel engines are also other major source of air pollution, particularly emissions of NOx and PM. Diesel fuel contains sulphur that may also contributes to particulate and SOx emissions. Because the compression pressure in diesel engines is higher than in spark-ignition engines, the temperatures within the combustion chamber are higher and result in much higher NOx emissions. In addition, diesel fuel contains more complex molecules than gasoline, and when burned, results in relatively high particulate emissions, particularly under heavy load when the air/fuel mixture is richer. Barges typically run their auxiliary engines while docked (termed “hotelling”) in order to provide electrical power to barges for, lighting, on-board cargo handling equipment, and other uses. Hotelling emissions can make up a major portion of total port emissions. Emission of gaseous pollutants from diesel engines from barges is generally infrequent and should not cause significant impact on prevailing air quality. Therefore is not significant for environment impact analysis. DETOX CORPORATION PVT. LTD. February , 2018 183 EIA report for EC and CRZ clearance for Jetty and allied . M/s Mata Sitadevi Infrastructure and infrastructures research private limited

4.3.3.2. Impact due to point source emission: The emission from D.G set from the jetty premises is the only point source of air emission. One D.G sets of 600 KVA will be in operational stage at jetty premises during power failure. To fulfil the requirement of operation activities uninterrupted during power failure one D.G set is sufficient, while one D.G set will remain as stand by for emergency conditions. Air modelling study predicted maximum Ground level concentration of the selected parameters as: The maximum 24 hourly average GLC’s for PM is observed to be 110. µg/m3. These GLC’s are expected to occur at a distance of 707 m from the source towards the SE direction The maximum 24 hourly average GLC’s for SO2 is observed to be 19.43 µg/m3. These GLC’s are expected to occur at a distance of 707 m from the source towards the SE direction. The maximum 24 hourly average GLC’s for NOX is observed to be 42.96 µg/m3. These GLC’s are expected to occur at a distance of 707 m from the source towards the SE direction. 4.3.3.3. Air modelling studies Meteorological Parameters Surface meteorological data at project site was collected for one season (November 2016 –January, 2017). The hourly meteorological data considered during this period were: Wind speed and Direction; Ambient atmospheric temperature; Humidity. Following parameters were considered for dispersion modelling – Following parameters were considered for dispersion modelling – Point source: Quantity of fuel; Emission rate of pollutants Stack: Internal diameter at top of stack; Height of stack; Exit gas velocity; Exit gas temperature; Source of Emission – Point Source The source considered for emissions is Diesel Generator (DG) sets. The Stack details and emission rates of pollutants are shown in table below

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Table 83 Details of Stack for D.G set

Stack attached to DG set No. of stacks 1 Stack height 15 m Diameter of stack 1 m Exit gas temperature 100 deg C Exit gas velocity 10 m/s Pollution load Particulate matter 0.491 g/s

SO2 0.023 g/s

NOx 7.369 g/s

Assumptions The dispersion modelling assumptions considered are as follows: The terrain of the study area was considered as flat. The mathematical equations used for the dispersion modelling assumes that the earth surface acts as a perfect reflector of plume and physic-chemical processes such as dry and wet deposition and chemical transformation of pollutants are negligible. Study has been conducted for winter season of year 2016-2017. The stack emission concentrations used for dispersion modelling were taken as per CPCB guidelines issued for conducting air quality modelling. Details of air dispersion model The air quality impact of a source or group of sources is evaluated by the use of mathematical models. The models simulate the relationships between air pollutant emissions and the resulting impact on air quality. It is most widely accepted for its interpretability. For the present study, this model is used for the prediction of maximum Ground Level Concentration (GLC). Assessment of air pollution is carried out for stack attached to D.G set. The ISCST-3 (Industrial Source Complex – Short term -3) from Lakes and Environment is an hour-by- hour steady state Gaussian Plume Model.

This model is widely recognized as a predictive tool in impact assessment for air environment. The ISCST-3 model has been applied with elevated and flat terrain, gradual plume rise and buoyancy induced dispersion options in the present study.

The inputs to the model include data relating to emissions, meteorology and atmospheric details like ambient temperature, wind speed and wind direction, all of which are determined by formulating impact scenarios.

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The site specific and monitored details are considered for input data for the software “ISCST3” by Lakes Environmental for prediction of impact on air environment

Point source emission

The simulations were made to evaluate Particulate Matter, SO2 and NOx incremental short-term concentrations due to proposed project. These results are based on considering the emission due to proposed installation of DG set.

In the short-term simulations, the incremental concentrations were estimated to obtain an optimum description of variations in concentrations within study area of 10 km radius.

Maximum ground level concentration will be observed at different distance for

Particulate matter, So2 NOx. The maximum ground level concentration for different parameters is given in table below for proposed project. Equal

concentration contour plots for the PM, SO2, NOx, are given in Figure follows.

Table 84 Resultant Concentrations Due To Incremental GLC

Pollutant Increme Baseline Resultant Distance Direction ntal Concentratio Concentration w.r.t. centre w.r.t. Concent n* km centre ration

3 PM(µg/m ) 1.13 110 111.13 0.707 SE

3 SO2(µg/m 0.05 19.38 19.43 0.707 SE ) NOx(µg/m 16.96 26.00 42.96 0.707 SE 3) Incremental concentrations are shown in form of isopleths.

# GLC – Ground Level Concentration

The results given in the above table indicate that resultant ambient air quality after proposed plant operation will be within the limit specified by NAAQS

Conclusion

The incremental increase shall be observed at distance of 707 m in South East direction. As no sensitive area except estuarine portion of Tapti River is located within 0.707 km in SE direction, the impact on sensitive area will be minimum. No agriculture land and habitation fall under 707 m from the project site. Hence due to the increase in the above parameters there shall be minimal impact on receptors population and the productivity of crop.

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Figure 32 Isopleths for PM

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Figure 33 Isopleths of PM superimposed on land use map

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Figure 34 Isopleths for Sox

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Figure 35 Isopleths of Sox superimposed on land use map

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Figure 36 Isopleths for NOx

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Figure 37 Isopleths of Nox superimposed on land use map

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4.3.4. Emissions of dust from bulk cargo handling: The extent to which the ambient air quality will be affected by coal transfer operations and terminal facilities will depend primarily on the equipment, storage and transportation facilities used at installation. In general air emissions that are common to coal transfer operations occur in the form of fugitive dusts from open storage and spillage during transfer. In addition, fugitive dusts are also generated from road traffic around the terminal facilities. Coal storage could be one of the major sources of total suspended particulate (TSP) emission of the proposed project. Significant of transfer operation that could cause air quality impacts from coal transfer facilities include; Loading and unloading operation, Transport of coal within terminal 4.3.4.1. Coal handling and Storage : Coal transfer facilities will be at the proposed project site will be custom designed according to the site specific requirement conditions. The impact due to coal handling depend upon certain conditions, which include quantity of coal handled, incoming and outgoing mode of coal transport , physical size and shape of the site , metrological conditions of the site area. Barge Unloading operation: For barge unloading at the proposed facility a grab carne and a hooper will be provided at berthing phase . Barge unloading operation is commonly accomplished by grab carne. The grab crane will be direct load the cargo to the hooper. From the hooper the cargo will be transferred to the trucks and trailers through gravity .Environment concern associate with barge unloading include fugitive dust, contamination of water due to runoff and dust fallout and aesthetic impact. Truck loading and unloading: In most situations where the trucks are used to transport the coal from the barge to stockyard trucks is generally used tilting truck. Trucks that tilt for unloading usually are smaller in size. Truck loading and unloading operation is a potential source of fugitive dust. Stockpiling Storage area: Ground storage is currently the most common method practised to accomplish the supply necessary for high speed truck loading. The most popular form of storage is the single conical piles. Stacking particularly will be done by fixed height trippers and through use of dozers. The primary port terminal dust emission sources are Stockpile lift-off due to Surface moisture loss. Moisture is lost by evaporation from the surface of iron ore and coal stockpiles at a rapid rate, compared with the main mass of stockpiled DETOX CORPORATION PVT. LTD. February , 2018 193 EIA report for EC and CRZ clearance for Jetty and allied . M/s Mata Sitadevi Infrastructure and infrastructures research private limited

product, due to exposure to sun and wind. As the surface moisture level falls below DEM, dust lift-off occurs at an increasing rate with rising surface wind speed. Fugitive dust is emitted from open storage piles via wind is similar to the wind erosion of soil. The dispersion of fugitive dust in a down wind direction will vary with wind velocity, existing barriers (embankments, vegetation) and the fallout characteristics of the particle. After dust is formed, control systems are used to reduce dust emissions. Although installing a dust control system does not assure total prevention of dust emissions, a well-designed dust control system can protect workers and often provide other benefits, such as  Increasing visibility and reducing probability of accidents;  Reducing clean-up and maintenance costs;  Reducing equipment wear, especially for components such as bearings and pulleys on which fine dust can cause a "grinding" effect and increase wear or abrasion rates;  Increasing worker morale and productivity;  Assuring continuous compliance with existing health regulations. In addition, proper planning, design, installation, operation, and maintenance are essential for an efficient, cost-effective, and reliable dust control system. There is an increasing requirement to minimise dust emission from bulk handling facilities located in close proximity to residential areas, Lower level dust emissions can be controlled by operational measures such as water addition to products, and use of water spray on stockpile surfaces. However these effects are suspected to be contained within the immediate vicinity of the project site since fugitive dust particles are usually large and quickly settle to the surface. 4.3.5. Potential impacts on bottom contamination Bottom contamination may result from runoff from quay and storage area, spills from bulk cargo operations, and windblown dust. Discharge from barges is a major source of contamination of bottom sediments. 4.3.6. Potential Impacts due to Noise and Vibration There are three basic sources of noise radiation form the jetty /terminal facilities 1. Vehicular movements 2. Barge movements 3. Cargo handling equipments

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The environmental impacts of noise from jetty/ terminal facilities will depend upon  Quantity and quality of noise generated  Distance of the source ( facility) to residential or natural communities  Ability of surrounding terrain to buffer noise  Exiting land use in the vicinity of the site

The nearest village is located more than 1.5 km across river from the proposed project site. Hence the impact will be minimum and localised. 4.3.7. Potential Impact due to Collision of Barges/ berthing of barges due to natural calamities The proposed jetty handles only dry bulk cargo of non-hazardous substances Like coal, Fertilizers, Cement, Fruit, Vegetable and Food grains, Sugar; as well as project cargo for heavy engineering. There is a likely hood of the barge / vessel getting damaged due to an accident due to collision between other barges or with the mother ship or with small boat using the approach channel. Improved procedures for vessel traffic control (VTS) systems and requirements for collision avoidance systems, like Radar, shore based radar reflectors. LORAN-C, GPS, DECCA, etc. may avoid any chances of collision between the barges. Proper weather forecasting may also avoid the chances of barges may encounter any natural calamities during the voyage towards the mother ship and back to the jetty. 4.3.7.1. Vessel Traffic & Port Management System (VTPMS) for Gulf of Khambhath: The Vessel Traffic & Port Management System (VTPMS) of Gulf of Khambhath has been in operation since 15 th Aug 2010 through Gujarat Maritime Board (GMB). 4.3.8. Potential Impact due the fuelling operation of barges Company arrange for direct filling of Diesel in these barges through tankers. Each Barges shall have two storage tanks for Diesel .The chances of spillage of Diesel during the filling operation of these tanks directly from the tanker will be minimum, even though all oil spillage contingency management shall be provide at the jetty premises. 4.4.EVALUATION OF IMPACTS A description of the potential health and environmental effects of several key operations and processes in the jetty premises make a case for investigating and implementing Pollution Prevention opportunities and best management practices (BMPs):

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4.4.1. IMPACT ON TOPOGRAPHY : The proposed construction of the jetty on piles will change the land scape of the area. There are no mangrove patches and other eco sensitive receptor in the area where of jetty construction will be undertaking. 4.4.2. IMPACT ON AIR ENVIRONMENT 4.4.2.1. Construction Phase Due to accumulating raw material, preparatory operations and movement of vehicles for transportation of construction materials etc., the ambient air quality is expected to little bit impair for a while, at least in terms of suspended Particulate matter (SPM) concentration. However increase in SPM will only be short term and reversible. 3 The maximum PM10 concentration was observed to be closer 120 µg/m during few sampling days against the limit of 100 µg/m3 prescribed for Residential and rural area by CPCB while all other concerned parameters are well within the limit. The suspended particulate matter in this locality is mainly generated due to the windblown dust. These activities will be intermittent during construction phase; therefore, no significant impact on air quality is envisaged. Table 85 Impact on Air Environment due to operation phase

Major Activity Predicted Impact on Air environment construction site Some deteriorating impact in the air quality is expected due to the movement of trucks and other earth moving equipments. Increase in the level air quality monitoring parameters Jetty construction Piled jetty Construction like SPM, NOx and SO2 and will be site minimum and reversible. As there is no settlement near by the impact of air pollutants on human being will restrict only on the construction workers. There is no permanent approach Some deteriorating impact in the air Project site road available connecting the quality is expected which will be Road project site to the Main road, minimum and reversible except one unpaved road, this road has to be developed prior to the construction activity. Pile driving, deposition of rubble, Along the water shoreline protection and other Some deteriorating impact in the air front near the construction work as well as the quality is expected which will be site emission from the vessels minimum and reversible involved in the construction activity

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4.4.2.2. Operational Phase: The impact on air environment due to the operation phase is summarized in the Table given below. Table 86 Impact on Air Environment due to operation phase

Major Source Air Emission Predicted impact on Air Environment Cargo mainly The extent to which the ambient air Release of fugitive dust emission Coal quality will be affected by fugitive from coal handling at transportation unloading dust from coal transfer operation and storage are continuous in operation and terminal facilities will depend nature. The fugitive coal dust can Movement of the on the equipment, storage and deposit on neighbouring plants and coal within the transportation facilities used at leaves thereby inhabiting their terminal to the each installations. photosynthetic capabilities. The Stack yard Fugitive dust ( particulate matter ) accumulation of coal dust on ground emitted from open storage piles via vegetation and soil can be harmful wind and other weathering process for live stocks feeding on the acting on the surface of piles are vegetation. However these effects major identified source of are suspected to be contained within particulate matter emission at jetty the immediate vicinity of the jetty premises premises, since the fugitive dust from coal handling area usually large and quickly settle on surface. The transportation from the jetty to the existing National High way will be through a dedicated road network. This road is not passing through any villages and other habitation. Hence the major impact will be site specific. In order to minimize the impact of dust emission during coal handling grab cane and Hooper facility is proposed at berthing phase. Spontaneous NOx, SOx, PM, and toxic air Emission of gaseous pollutants from combustion of pollutant emissions combustion of coal from storage coal from piles is generally infrequent and storage piles may not cause significant impact on prevailing air quality Off-Road NOx, SOx, PM, and toxic air Emission of gaseous pollutants from Equipment at pollutant emissions diesel engines is generally jetty , Cargo Ships/ barges typically run their infrequent and may not cause handling auxiliary engines while docked significant impact on prevailing air equipment and (termed “hotelling”) in order to quality. However, NOx, SOx, PM, Harbour vessels provide electrical power Hotelling and toxic air pollutant emissions emissions can make up a major contribute to some adverse health portion of total port emissions effects and environmental effects while NOx reacts with volatile organic compounds (VOC) to form ground-level ozone, commonly known as smog. Ground-level pollutants can trigger a variety of health problems including aggravated asthma, reduced lung DETOX CORPORATION PVT. LTD. February , 2018 197 EIA report for EC and CRZ clearance for Jetty and allied . M/s Mata Sitadevi Infrastructure and infrastructures research private limited

capacity, and increased susceptibility to respiratory illnesses like pneumonia and bronchitis. People with respiratory problems are most vulnerable, but even healthy people who are active outdoors, such as construction and port workers. Sulfur dioxide particulate, carbon Deterioration of air quality in the Vehicle monoxide, and nitrogen oxides immediate vicinity movement for from diesel fuel engines in cranes, cargo through generator sets, and other roads equipments and vehicles 4.4.3. Impact on Noise Level 4.4.3.1. Construction Phase During the construction phase, noise level will be generated due to operation of material handling equipment, stationary equipment, pneumatic tools and movement of vehicles. The expected levels of noise generated from equipment range from 50 to 95 dB (A). The construction will be carried out mainly during day time. Therefore, noise levels due to construction activities will be limited to the day hours. Workers working near the high noise generating equipment will be equipped with ear muffs and therefore no effects are expected. Pile driving and other waterfront construction activities cause considerable noise and vibration. This disturbance may temporarily cause displacement of fisheries and other mobile animals. These animals will usually return to the area once the disturbance ceases. 4.4.3.2. Operation Phase Movement dumber and trucks as well as other vehicular traffic will also increase the noise level of the jetty environment. There are two basic source of noise which radiate from the jetty premises 1. Vehicular movement and traffic noise ( Barges, trucks etc) 2. Cargo handling equipments 3. Propagation and attenuation of noise pressure wave is dependent on many factors, important amongst them are the medium of travel and ambient conditions. The environment impact of noise from jetty premises will depend upon 1. Quantity and quality of noise generated 2. Distance of source to residential or other communities 3. Existing land use in the vicinity of the site. Sudden and periodic noises may affect animal including human being behaviour. In extreme case, loss of hearing through inner ear damage can occur. As DETOX CORPORATION PVT. LTD. February , 2018 198 EIA report for EC and CRZ clearance for Jetty and allied . M/s Mata Sitadevi Infrastructure and infrastructures research private limited

indicated, the expected noise levels in the vicinity of port area are of the order of 50-75 dB(A) as against National Ambient Noise Standards of 70 dB(A). The noise levels in the nearest residential locality located at a distance of > 1.8 km across the river from the proposed project remain more or less the same as without this project. However, due to increase in vehicular activities during operation phase, there may be some increase in background noise levels. 4.4.4. IMPACT ON AQUATIC ENVIRONMENT 4.4.4.1. Construction Phase Water required during the construction phase will be met from GWSSB pipelines. The peak labour force during construction period is expected to be 150-170. The workers will be provided with potable water through bottled RO treated water. No waste water stream is expected during the construction phase. The labourers will be provided with mobile toilets driven by tractors.

Table 87 Impact on Aquatic Environment during construction phase of the Jetty

Major Source Water pollution Predicted impact on Aquatic Environment Erection of piles Pile driving, deposition of It reduces sunlight penetration. and construction of rubble, sand compaction and Disturbance from construction over structure of other construction work in activities may cause jetty water may cause increase in displacement of fishery sediment concentration and resources and other mobile turbidity in the water column bottom biota.

Erection of piles Spillage of construction materials including cements

Operation Phase The total water requirement during operation will be about 25.0 KLD. In Ist phase and another 25KLd in IInd Phase Water will be needed mainly for meeting drinking purpose. There will very limited domestic activity in the jetty premises Table 88 Impact on Aquatic Environment during operation phase of the Jetty

Major Source Water pollution Predicted impact on Aquatic Environment Discharges Bilge Important source of Jetty pollution is Discharges and spills from Water; Sewage the discharge of oily bilge water by ships/barges or shore facilities from barges vessels using the port/ jetty. can result in the introduction of Implementation of the MARPOL contaminants into the harbour 73/78 requirements limits the oil waters. These discharges can content of such discharges to less be harmful to marine life and than 15 parts per million (ppm) in also render fish unfit for human the port or its environs. Ships/ consumption.

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barges will generate oily mixtures As the proposed location of during their normal operations jetty is in Tapti Estuary which have relatively high water exchange during high tide and low tide, which result that pollutants tend to have very short residence times in the jetty environment. Cargo loading, Loading, unloading, stacking may Fugitive dust and spilled cargo Unloading , contribute to the changes in water will settled on the site and can stacking and quality due to the interaction of reach nearby water sources. storage water with dust fallout and cargo The amount of water quality spillage. Generated from these degradation would therefore operations. .The quantities of depend upon the quantity and spillage generated will depend upon quality of fugitive dust and the operation and efficiency of spillage of cargo generated. environment control adopted. Coal stock piles and storage area The pyritic sulphur content of exposed to the environment are the coal is a major factor Water from Coal major potential source of water because it is primary acid stock piles and pollution at coal handling facilities. forming substance. Metals are storage area Coal storage piles produce effluents more likely to solubilize in low resulting from the drainage and pH runoff/leachate. runoff of water which occur during The discharge of untreated and after precipitation. Precipitation leachate and contaminated drains and leaches soluble pollutants runoff from coal piles in to from coal which may affect the surface water may cause these aquatic life nearby water sources adverse impacts. Coal may contain many elements 1. Alteration of pH of the and compounds often in trace receiving system amounts. The major parameters of 2. The precipitation of concern in runoff are low pH, trace metallic hydroxide which and heavy metals, suspended solids can result in flocculants and dissolved and colloidal materials. coatings that cover the During period of non-precipitation, stream bottom and destroy retained moisture within the coal pile benthic organisms. is dissolving minerals that are then 3. Significantly increase the flushed from the pile during concentration of trace precipitation. metals. Metals can bio magnified in food chain and n=may effect humans. 4. Reduce oxygen content of layer through chemical oxygen Demand Spraying water Small quantity of Water may be The quantity will be smaller and other used to control dust emission from compared to run off /leachate chemical for Dust loading , unloading , stacking of from piles therefore has little suppression cargo especially Coal. The waste environment significance. The water resulting from the quantities impact identified will be same of water used for dust control can as that for runoff and leachate reach the receiving water body but lesser in magnitude

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4.4.5. IMPACT ON BIOLOGICAL ENVIRONMENT 4.4.6. Construction Phase Some impacts on estuarine ecosystem are expected. Structures extending into waters and supported by pilings driven into the bottom can impose several impacts on the site and vicinity. Piling Installation will disturb the bottom beneath the proposed structure, destroying some of the bottom habitat and temporarily.

Disturbance from construction activities may cause displacement of mobile bottom biota. The total intertidal area affected due to construction of 18 piles would be 20.35 m2, while it is 563.22 m2 due to the construction of 498 piles in sub tidal region. In relative terms, the maximum negative impact would be on benthic habitats which would be destroyed due to proposed piled structures of jetty. The estimated total loss of benthos is about 1 kg of biomass. The major macro faunal components expected to be affected at the impact area are polychaetes and nematodes in a area of 584.57 m2. Moreover Piles, concrete surfaces, rubble mounds and other similar structures in water could form new habitats, which may introduce many marine species. This loss of macro benthos is insignificant and this loss would not be reflected in the overall productivity of the coastal ecosystem. Many fouling organisms associated flora and fauna components would colonize on these areas within 1-2 years of completion of the jetty. Their community structure would be however different than those destroyed during construction. Evidently, the habitat and the faunal losses due to expansion of jetty would be partly compensated. Turbidity of water will increase in the vicinity of the construction site, which will impact the planktonic and benthic communities in the immediate vicinity of the construction site. However, the impacts generated on account of mechanical disturbances will be short term and reversible. As there is no dredging operation is envisaged for this particular project, no modification of bottom and sediment is expected. The negative impact on the ecology of the marine environment would be insignificant during the construction phase.

4.4.7. Operation Phase Erection of piers usually provides an abundant supply of new attachment surfaces, i.e., habitats for marine/estuarine organisms. Shore line protection stones and other structures possessing quarried rock or rip-rap surfaces also supply much shelter for mobile aquatic animals. In addition, the structure, when completed with decking, will shade the area underneath and possibly diminish survival by attached algae and other aquatic

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plants. Presence of piling clusters will alter the habitat to some extent and may encourage the presence of many fouling organisms species. 4.4.8. Ecological impact assessment EIA studies are often based on a so called “ecological risk assessment” approach

on valued environment components.‐ Valued Environment Components (VECs) are ecosystem components that are considered to be important or valuable and that merit for detailed consideration in the EIA process (Treweek, 1999). The concept of selection of VECs for a project in EIA process is to highlight the important receptors which could be affected positively or negatively by the different aspects of the project under consideration. The VECs are selected based on the identification of pathways linking important environment components with the different phase of project and the location specificity of the project.

Baseline data collection (Primary & Secondary) of Tapti Estuary was concentrated to identify the following VECs during the construction and operation phase of the project

The objective of this approach is to systematically identify and evaluate the relationships between stressors as caused by anthropogenic activity (exposure analysis), and subsequent impacts on receptors (effects analysis). Stressors can be all single characteristics of a project or activity that lead to an ecological effect. Stressors can be of chemical, physical, or biological nature, such as for example the release of a chemical, the mechanical impact from construction, or the introduction of an alien species. The receptors are the different environmental features, usually operationally defined by an ecological entity (e.g. a single species) and its indicators (e.g. population size, biodiversity). Potential Impacts on the Environment The objective of the exposure analysis is to describe the exposure of receptors in terms of intensity, space, and time. To this end, exposure pathways are established, including the stressor source, the spatial and temporal distribution of stressors in the environment, and the extent and pattern of contact or co occurrence with receptors.

The‐ ecological effects analysis then investigates the relationship between stressor levels and resulting responses. In essence, the ecological risk assessment approach is based on an analysis of how exposure to stressors is likely to occur and on an analysis of the significance

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of the associated impacts. The result is a list of stressor response relationships,

often also termed cause effect relationships. ‐ As ecosystems are diverse‐ and complex systems, these relationships are often interrelated and have a netlike rather than a linear structure, as one stressor may lead to multiple exposures and may also cause secondary (indirect) effects. The establishment of single cause effect relationships should therefore be

understood as a simplified conceptual‐ model which is used to systematically predict and investigate the key relationships between stressors and receptors. The level of detail and accuracy of the cause effect relationships depends on how well information on stressor sources, exposure opportunities, characteristics of the ecosystem at risk and ecological effects is available. Risk assessments are typically conducted at a time when not all necessary information is available, in which case the process helps to identify missing data. On this basis, an analysis plan is usually developed that includes a delineation of the assessment design and a framework for further investigations, including data needs and techniques for data collection. In the following analysis phase, the ecological effects predicted in the cause effect relationships are further

investigated and refined. ‐ In this step, the stress or response relationships are integrated into an overall risk estimation and description, which takes the significance and likelihood of effects into account as well as the limitations of the method and the analysis, such as scientific uncertainties and assumptions. Risk characterization is to be distinguished from risk management and decision making, which involves the selection of a course of action in response to the identified risks and other factors. The stressors and receptors provide the system boundaries for EIA studies. Stressors are usually classified according to life cycle stage and project components. In the following, stressors and receptors relevant to this proposed jetty projects are listed. Stressors Stressor sources of this piled jetty allied infrastructure projects can be subdivided into the following life cycle stages and key elements: Construction Phase Operation Phase Receptors An environmental assessment should address the effects of a project on fauna, flora, water, air, climate and landscape, including all direct and indirect effects and the interactions between single factors. Based on this definition the following DETOX CORPORATION PVT. LTD. February , 2018 203 EIA report for EC and CRZ clearance for Jetty and allied . M/s Mata Sitadevi Infrastructure and infrastructures research private limited

categories will used for describing the potential impacts of jetty projects on the environment:  Impact on Water quality construction and operation  Impact on air quality due to cargo handling  Impact on Sediment Quality through bottom contamination  Impact on Plankton communities  Impact on Benthic communities  Impact on Mangroves  Impact on Fishing activity ,Fisheries potential especially on Hilsa fisheries  Furthermore, potential impacts on human beings, material assets and the cultural heritage need to be evaluated where relevant This contains only the analysis and description of strictly environmental impacts of jetty project, limited to the most common abiotic and biotic environmental factors. Stressor sources are categorized by lifecycle stage and potential impacts on relevant receptors. Impact Rating Methodology The objective of an EIA study is to identify and analyze all project related impacts

on the environment, which includes an assessment of the relative‐ significance of the predicted impacts. The evaluation of significance allows for a rating of the predicted impacts in terms of priority for impact mitigation. Impacts that were found to be significant have a high priority for impact mitigation and should either be prevented or minimized (if avoidance is not possible) by suitable impact mitigation measures to levels that are less than significant. If an impact remains significant after mitigation, some form of compensation is normally required. For all impacts found to be less than significant, additional (optional) mitigation measures (“nice to haves”) can be identified, but these normally do not influence

the overall outcome‐ ‐ of the EIA and project assessment. The evaluation of significance thus allows project planners and regulators to focus on the most relevant impacts, for which impact mitigation measures need to be implemented. Whether or not an impact is rated to be significant depends on many factors, such as the project size and design, the sensitivity of the environment in the selected site, the availability of impact mitigation measures, but also the definition and perception of significance. No universally valid definition of significance exists, and the perception of significance may vary regionally. The primary purpose is to provide some form of indicative guidance by identifying aspects that will typically have a high priority for project and site specific

investigations, and that would typically require some form of impact‐ mitigation.‐

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The potential stressor sources identified in the preceding sections are rated in terms of intensity, space, and time .Space and time refer to the spatial and temporal distribution of the stressor sources. Whether or not an exposure occurs also depends on the spatial and temporal distribution of the receptors in the environment (i.e. the distribution of algae stands or benthic species in the project site). For the rating of intensity, it is assumed that the receptor is present in the impact area, and that impacts are caused by a jetty activity as the intensity of impacts generally increases with the size of the facility. Impacts are rated under the assumption that no impact mitigation measures have been adopted so far. The probability criterion gives a rough estimate of the likelihood of exposure, taking the likelihood of stressor occurrence (e.g. of a chemical spill) as well as receptor occurrence (e.g. presence of a mobile species) into account. The assessment of impacts was based on the professional judgment, fieldwork and desk-top analysis of available secondary data and previous studies. The significance of potential impacts that may result from the proposed jetty was determined in order to assess the impact of the activity on Biodiversity of Tapti Estuary. The significance of an impact is defined as a combination of the consequence of the impact occurring and in what probability that the impact will occur. The criteria used to determine the consequence of an impact are presented in table below Table 89 Criteria used to determine the Consequence of the Impact

Rating Definition of Rating Score A. Spatial Extent– the area in which the impact will be experienced None 0 Localized Confined to project site 1 mid range within the project site and nearby areas 2

‐ within 1,000 m distance of origin far range effects beyond project site and nearby areas 3

‐ beyond 1,000 m distance of origin B. Intensity– the magnitude or size of the impact None No alteration 0 negligible negligible alteration of natural properties, functions, processes 1 notable notable alteration of natural properties, functions, processes 2 severe severe alteration of natural properties, functions, processes 3 C. Duration– the time frame for which the impact will be experienced None 0

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Rating Definition of Rating Score

Short term less than one year or restricted to construction, reversible 1 Medium several years (< 5) of duration, (including aftermath effects) 2 term reversible, periodic events (several times per year)

Long term continuously or regularly (once per day) over project life, 3 permanent or irreversible effects (including aftermath effects)

The combined score of these three criteria corresponds to a Consequence Rating, as set out in table below Table 90 Method used to determine the Consequence Score

Combined Score 0-2 3-4 5 6 7 8-9 (A+B+C) Consequence Not Very Low medium high Very high Rating significant low Once the consequence was derived, the probability of the impact occurring was considered, using the probability classifications presented in table below Table 91 Probability classification

Probability of impact – the likelihood of the impact occurring Improbable < 40% chance of occurring Possible 40% - 70% chance of occurring Probable > 70% - 90% chance of occurring Definite > 90% chance of occurring The overall significance of impacts was determined by considering consequence and probability using the rating system prescribed in table below Table 92 Impact Significance Ratings

Significance Rating Consequence with Probability Insignificant Very low + Improbable Very low + Possible Very Low Very Low + Probable Very Low + Definite Low + Improbable Low + Possible Low + Probable Low + Definite Low Medium + Improbable Medium + Possible

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Significance Rating Consequence with Probability Medium + Probable Medium + Definite Medium High + Improbable High + Possible High High + Probable High + Definite Very High + Improbable Very High + Possible Very High Very High + Probable Very High + Definite Finally the impacts were also considered in terms of their status (positive or negative impact) and the confidence in the ascribed impact significance rating. The prescribed system for considering impacts status and confidence (in assessment) is laid out in table below Table 93 Impact status and confidence classification

Status of impact Indication whether the impact is adverse + ve (positive – a ‘benefit’) (negative) or beneficial (positive). – ve (negative – a ‘cost’) Neutral Confidence of assessment The degree of confidence in predictions Low based on available information, judgment Medium and/or specialist knowledge High The impact significance rating should be considered in decision-making process based on the implications of ratings ascribed below: Insignificant: the potential impact is negligible and will not have an influence on the decision regarding the proposed activity/development. Very Low: the potential impact should not have any meaningful influence on the decision regarding the proposed activity/development. Low: the potential impact may not have any meaningful influence on the decision regarding the proposed activity/development. Medium: the potential impact should influence the decision regarding the proposed activity/development. High: the potential impact will affect the decision regarding the proposed activity/development. Very High: The proposed activity should only be approved under special circumstances. DETOX CORPORATION PVT. LTD. February , 2018 207 EIA report for EC and CRZ clearance for Jetty and allied . M/s Mata Sitadevi Infrastructure and infrastructures research private limited

Integration of Studies into the Biological Impact assessment report The completed specialist studies and their findings have been integrated into this Report. The key findings of each specialist were evaluated in relation to each other to provide an overall and integrated assessment of the project impacts. In this report we have considered the suite of potential impacts in a holistic manner and in certain instances, based on independent professional judgment and this integrated approach, may have altered impact significance ratings. Where ever required mitigation measures are suggested to mitigate the identified impact; a practical monitoring programme that will, firstly, allow real time control of project activities to reduce environmental risks and, secondly, facilitate a qualitative determination of actual versus predicted project impacts were recommended.

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Table 94 Ecological significance on Water Quality due to the construction and operation phase of the proposed jetty

Phase Region Impacts Extent Intensity Duration Consequence Probability Significance Status

Pile driving, deposition of rubble, reclamation and other construction work in water Localized Notable short term Very low definite Very low Neutral may cause increase in sediment concentration and ‐ turbidity in the water column. Construction Jetty It also reduces sunlight Premises penetration. , it is unlikely to produce a measurable impact as the water column of the Tapti estuary is naturally very turbid as reflected in the Total suspended solids value in the range of 2900- 7920mg/L., during spring tide , and 2100 mg/L – 6700 mg/L during Neap tide period sampling Spillage of construction Localized Notable short term Very low Possible Insignificant Neutral material may deteriorate water quality ‐ Possible discharges from ships/ barges that could be sources of water pollution are mid range Severe Mid term bilge water, ballast water, oily High Possible Medium negative Jetty wastes, sewage, garbage and ‐ ‐ Operation premises other residues in a ship/ phase barges Spills of oils, lubricants, fuels and other oily liquids may also be other sources of water pollution

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Spillage of fuel during filling mid range Severe Mid term High Possible Medium negative operation ‐ ‐ The proposed jetty will be mid range Negligible midterm low possible Very low neutral utilized for handling non- hazardous cargo like, Coal, ‐ Fertilizers, Cement & clinkers, Fruits, vegetables, Food grains, Sugar, Heavy engineering cargo etc. Hence the impact due to the spillage of cargo on water quality will be minimum and insignificant. Spillage of cargo especially Localized Notable Mid term low Possible Very low negative coal during transferring from barges to trucks to stock yard ‐ Spillage of cargo during mid range Notable Mid term Low Probable low Negative transferring from ship to barges ‐ ‐ Coal storage Coal stock piles and storage Short Negative area areas are exposed to the mid range Notable term Low Probable low environment are a major ( Only potential source of water ‐ during pollution at coal handling rain) facilities. Coal storage piles produce effluents resulting from the drainage and runoff of water which occurs during and after precipitation.

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Table 95 Ecological significance on Air Quality due to the construction and operation phase of the proposed jetty

Phase Region Impacts Extent Intensity Duration Consequence Probability Significance Status

Pile driving, deposition of rubble, shoreline protection and reclamation and other Localized notable short term Very low definite Very low neutral Jetty construction work as well Premises as the emission from the ‐ vessels involved in the construction activity Some deteriorating impact in the air quality is Mid - notable short term low definite low Neutral expected due to range Construction activity, and ‐ Construction the movement of trucks Backup area and other earth moving equipment’s. Increase in the level air quality monitoring parameters like SPM, NOx and SO2 and will be minimum and reversible. Emission from Off-Road Localized notable Long term medium definite Medium negative Equipment at jetty , Cargo handling equipment and Harbour vessels Jetty barges typically run their Localized notable Long term Medium Possible Low Neutral Operation premises auxiliary engines while phase docked (termed “hotelling”) in order to provide electrical power Hotelling emissions can make up a major portion of total port

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emissions

Estuarine Ships / barges are a Mid- negligible Long term Medium Definite Medium negative environment possible source of airborne range emissions such as gasses, smoke, soot and fumes. NOx and S02 are typical pollutants generated by ships Vehicle Sulfur dioxide particulate, Mid- negligible Long term Medium Medium Negative movement carbon monoxide, and range Definite along the nitrogen oxides from diesel Road for fuel engines in cranes, Cargo generator sets, and other transportation equipment and vehicles Coal stack The extent to which the Mid negligible Long term Medium Medium Negative yard ambient air quality will be range Definite affected by coal transfer operations and terminal facilities will depend primarily on the equipment, storage and transportation facilities In general air emissions that are common to coal transfer operations occur in the form of fugitive dusts from open storage and spillage during transfer. In addition, fugitive dusts are also generated from road

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traffic around the terminal facilities. Coal storage could be one of the major sources of total suspended particulate (TSP) emission of the proposed project.

Table 96 Ecological significance on Bottom Contamination due to the construction and operation phase of the proposed jetty

Phase Region Impacts Extent Intensity Duration Consequence Probability Significance Status Construction Jetty Disturbance from premises construction activities may cause localized notable short term low definite Low Neutral displacement of to during pile mobile bottom medium‐ term driving biota. The total intertidal area ‐ affected due to construction of 18 piles 498 piles in sub tidal region. Operation Jetty Possible discharges phase Premises from barges that could be sources of water pollution are localized notable short term low Possible Very low -ive bilge water, oily to impact wastes, sewage, medium‐ term garbage and other residues in a / ‐ barges. Leakage of oils, oily wastes and mixtures may directly cause

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damage to fishery resources, aquatic biota and coastal habitat

Spillage of fuel localized notable short term low Possible Very low - ive during filling to impact operation medium‐ term

Spillage of cargo localized notable short term‐ low Possible Very low -ive during transferring to impact from barges medium‐ term

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Table 97 Ecological significance on Estuarine and Coastal Ecology due to the construction and operation phase of the proposed jetty

Phase Region Impacts Extent Intensity Duration Consequence Probability Significance Status Construction Disturbance from construction activities may Jetty cause premises displacement of fishery resources and other mobile localized notable short term Very low definite Very low Negative bottom biota. during pile ‐ In relative terms, driving and the maximum excavation negative impact would be on benthic habitats

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which would be destroyed due to proposed marine structures. The total intertidal area affected due to construction of 18 piles would be 20.35 m2, while it is 563.22 m2 due to the construction of 498 piles in sub tidal region. potential impacts definite from increased during pile Short-term turbidity, reduced driving and light penetration localized notable Very low excavation Very low Negative on phytoplankton potential impacts short term Possible Insignificant neutral from localized notable Very low remobilization of ‐ nutrients or pollutants from sediments plankton , benthos and fishes Operation Jetty Impact due to localized notable medium term/ Low Probable low -ive phase premises spillage of cargo Long term plankton , benthos ‐ and fishes Impact due to localized notable medium term/ Low Probable low -ive spillage oil Long term plankton , benthos ‐ and fishes

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Operation Jetty Moreover Piles, localized notable medium term/ Low Definite low +ive phase premises concrete surfaces, Long term rubble mounds ‐ and other similar structures in water could form new habitats, which may introduce many marine species. Many fouling organisms associated flora and fauna components would colonize on these areas within 2-3 years of completion of the jetty. Their community structure would be however different than those destroyed during construction Impact due to localized notable medium term/ Low Probable low -ive spillage of cargo Long term‐ Impact due to localized notable medium term/ Low Probable low -ive spillage oil Long term‐

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4.4.9. Impact on socioeconomic environment: There is no village with habitation existing in the immediate vicinity of project site. However following three villages namely Bhatpore (3.74 km in NE direction), Gavier village (1.80 km SE direction), Kavas (3.95 km N direction) have been identified for the socio economic data gathering with direct interactions, through questionnaire. 4.4.9.1. Development Benefits of the Project: The anticipated Benefits of the project are expected as follow. 4.4.9.2. Availability of New port for the General cargo: Hazira near Magdalla is an industrial belt. Apart from GMB owned Magdalla port all other existing jetties are developed as captive jetty by the various industries for the individual cargo handling. Hence there is no other jetty available in this region, except GMB’ own Magdalla jetty for handling general cargo. This jetty is now dedicated to handle only coal. The other jetty facilities existing in this region are Shell Hazira Private port, Reliance captive jetty, ESSAR captive jetty, L&T captive jetty, Ambuja cement Captive jetty, , KRIBCO cement captive jetty and ABG shipyard outfitting jetty. These above mentioned captive jetties may not be available for other commodities. There is a great potential of a privately owned jetty to handle various commodities as required by the requirement in this industrially well-developed region. (2) Hazira and Magdalla are fast industrial development area and huge investment is already made towards port related industries and South Gujarat is golden corridor who’s Export-Imports of raw material and finished goods are so much increasing that new jetty is needed to meet the demand of the fast increasing demand. (3) There are large number of Agro-based enterprises such as fertilisers, Sugar, Milk and dairy products, fruits and vegetables. These fast expanding Agro-commodity industries need to have facility of the exports and imports. (4) The Jetty also will provide the facility of importing coal and cement to meet the increasing demand of the golden corridor. (6) Employment: Even though direct employment will be less due to the fact that, the Project is highly capital intensive and auto operational in its working , a good number of unskilled labours will be needed to employs during construction of the project as well as for the operation of the jetty. More over there is a great potential of indirect / secondary employment opportunities as almost all excepted beneficiaries are Agro-based industries, and other industries which are highly labour intensive, their expansion and increasing needs of labour power will generate indirect employment at firm as well as farm level. This will be very significant indirect

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benefit of the project. Thus, this project will add to the economic growth of the region adding further employment opportunity to local population during construction and operation stages. It will enhance the standard of living of these people. 4.4.10. Impact on the traffic 4.4.10.1. Ship traffic The number of barges trip through the approach channel will increase after the proposed jetty to handle 4.3 MMTPA. The anticipated barge call per annum will be 2150 for different projected cargo. Table 98 Traffic for Capacity Cargo Calculation

Particular Unit Cargo Coal Fertilizer Cement General Food Soybean Sugar Containe cargo grains rs Traffic MMT 2.10 0.50 1.0 0.25 0.10 0.10 0.05 0.20 anticipant PA Average T 2000 2000 2000 2000 2000 2000 2000 2000 parcel size Number of no 1050 250 500 125 50 50 25 100 barge call per annum

4.4.10.2. Road Traffic After the proposed jetty, there will be an increase in the road traffic for cargo transportation. The proposed jetty located along the bank of the Tapti estuary will be connected to the State highway through the dedicated road. The road connecting the project site to State highway will not be passing through any village roads. Hence impact due to the road traffic on nearby villages and settlements will be negligible. Through state highway the cargo traffic can easily reach Ahmedabad Mumbai National High way through Palsana without interfering the local traffic.

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Table 99 Existing Road Traffic

Average Road Traffic 09am -12 1pm -2 pm 2pm-6pm on Magdalla bridge Traffic per hour Traffic per hour Traffic per hour Two wheelers 32 20 46 Three wheelers 4 2 8 Passenger cars 32 15 48 Commercial vehicle 28 10 34 Anticipated Truck traffic: The proposed jetty will be anticipated to handling 4.3 million metric ton of dry bulk cargo per annum. Among them the major portion (2.10 MMTPA) will be coal. During peak capacity of coal handling, the terminal is expected to handle 7777 MT /day considering 270 operational days per year. Hence dedicated 380-400 trucks may require for transporting 7777 MT coal per day. If terminal is handling all the proposed cargo to the maximum expected limit of 4.3 MMTPA 500- 550 trucks may require per day for transportation of cargo. 4.4.11. Impact due to the Collison of barges with jetty There are six degrees of freedom of movement of a vessel. The three translational components are surging along the longitudinal axis, swaying along the lateral axis and heaving along the vertical axis. The three rotational components are rolling about the longitudinal axis, pitching about the lateral axis and yawing about the vertical axis. Barge movements are induced by waves, winds and current and can influence the jetty structures. The impact on the jetty structures can be minimized through the proper design of the pier such as its fenders, moorings and water depth. When a barge is moored at a pier, the movements in the horizontal plane, including surge, sway and yaw, are subject to the restraining forces of the mooring lines and the fenders which tend to counteract the movement of the vessel from its equilibrium position. The oscillation of the vessel in these three directions is governed by the mass of the vessel, the added mass of the surrounding water affected by the oscillation, the configuration and stiffness of the mooring lines and the fenders. These movements are usually not critical for small to medium-size vessels that are normally under sufficient restraint. However, for large vessels under long period waves, the mooring forces can be very high and may exceed the breaking limit of the mooring lines. The barges at the berthing area of the jetty shall be properly moored during the loading period as well as during ideal berth phase. A mooring refers to any permanent structure to which a vessel may be secured. A vessel /barges is secured to a mooring to forestall free 219

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movement of the ship/vessel on the water. As a verb, mooring refers to the act of attaching a vessel to a mooring. Mooring is often accomplished using thick ropes called mooring lines or hawsers The lines are fixed to deck fittings on the vessel at one end, and fittings on the shore, such as bollards, rings, or cleats, on the other end. Mooring lines are usually made out of synthetic materials such nylon. The jetty structures shall be protected from the force of collision by using fenders. A fender is a bumper used to absorb the kinetic energy of barges or vessel berthing against a jetty. Fenders are used to prevent damage to boats, vessels and berthing structures. To do this, fenders usually have high energy absorption and low reaction force Fenders are typically manufactured out of rubber, foam or plastic. Rubber fenders are either extruded or made in a mould. The type of fender that is most suitable for an application depends on many variables, including dimensions and displacement of the vessel, maximum allowable stand-off, berthing structure, tidal variations and other berth-specific conditions. The size of the fender unit is based on the berthing energy of the vessel which is related to the square of the berthing velocity. 4.4.12. Impact due to the Collison of barges with nearby ONGC bridge: The proposed jetty is located approximately 2km from the nearest ONGC bridge, Even though, the chances of collision of barges with the bridge cannot be ruled out considering the heavy tidal currents experienced in Tapti estuary. In order to avoid any chances of barges at anchorage to reach the bridge during high tidal currents, proper mooring shall be provided. For the operation of cargo, mainly self-propelled barges shall be employed.

4.4.13. Impact due to the Collison of barges with another barges during movements through Dumas channel. The movements of barges through the Dumas channel will be strictly under the The Vessel Traffic & Port Management System (VTPMS) of Gulf of Khambhath of Gujarat Maritime Board (GMB). This system has a high-tech Master Control Station (MCS) connected through microwave link to highly sensitive and accurate Radars, Automatic Identification System (AIS), VHF Directional Finders, Hydrological, Meteorological & SCADA Sensors. All the barges outsized for the proposed jetty will be with Automatic Identification System (AIS). The system is spread across coastal areas of the Gulf, where Ghogha, Sartanpur, Mahuva, Jafrabad, Dahej, Magdalla, Hazira and Sultanabad have installations for Radar, AIS, DF, VHF, MET & Hydro etc. All the stations are connected to the Master Control Station (MCS) at Hazira through microwave link, using repeater stations at Alang and Bhagwa. Presently the MCS is operating from Hazira. The Duty Master controls, entire operations of the VTS and ensures VTS services are provided to all the vessels sailing in the Gulf of Khambhath. 220

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4.4.14. Impact due to the flood In the Tapti: The project site is situated opposite to Magdalla jetty along the banks of estuarine portion of River Tapti, 120 km down stream of Ukai dam and about 15 km upstream of Hazira near mouth of Tapti. Tapi river is known for occurrence of large floods due to influence of depressions originating from Bay of Bengal and travelling from East to West along the river course causing rains first in upper catchments and then in the lower catchments resulting in aggravation in magnitude of flood along its course. Surat city and surroundings region have experienced frequent flood before construction of Ukai Dam in 1972. The highest flood of 44,170cu.m/sec (15.6 lakh cusec) occurred during August 1968, when the flood levels of 12.08 m and 7.08 metre were reported at Nehru Bridge and Magdalla respectively (GWPRS technical report 4667, (2009). After construction of Ukai Dam no major floods were experienced in Surat for a period of over 20 years. Thereafter , floods of 14,870 cum/sec (5.25 lakh cusecs) and 19,060 cum/sec(6.73 lakh cusec) were experienced during 1994 and 1998 respectively, when inflow to Ukai dam were reported at 25100m3/sec, 8.87 lakh cusec) and 29817 m3/sec( 10.58 lakh cusec) respectively ( GWPRS technical report 4667, (2009). During the flood of 1998, the flood levels of 11.4 m and 7.8 meter were reported at Nehru Bridge and Magdalla port respectively. In August 2006, flood discharge of about 9.1 lakh cusec released from Ukai dam for a sustained period of 22 hours and the flood discharge remained between 7-9 lakh cusec over a period of 40 hours. The flood levels of 12.9 m. 15.0 m, 16.0 meter and 20.11 m were recorded at Nehru bridge, Singanpur, Variav intake, Savji Korat bridge and Khathore bridge respectively. The dates and trends of unit hydrograph for 1968 and 2006 floods usually occurs in August associated with storm East to West. River regime in Surat has capacity of 4 L cusecs within banks. In general Surat city is safe for floods up to 6 L cusecs and with proposed Pala, it can pass flood of 8.5 L cusecs without major spills to city.

The flood frequency analysis of the water level and discharge data analysis shows that there was a likelihood of a flood hazard once in eight years till 1998, but that has increased during the recent decade to once in five years. (Gurang Joshi (2014) If in case of flood due to the release of more than 9.0 L cusecs of water associated with spring tide from the Gulf of Khambhath, the proposed jetty and back up area will be under the influence of Flood water.

This terrain along the river bank is almost flat and with extremely low gradient towards South-North, with few isolated depressions. As per the Topography the project site area is located +4.5 to + 6.5 with respect to CD. Water front is at high elevation than the

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landward area. This will ensure that no water will enter the project site during the normal high tidal flux. The existing water front of the project site is more than 4.5 meter-6.5 meter with respect to Char datum. This water front shall be raised through reclamation by about 6.75 meter. The increase in the height very minimum compared to the existing level. Hence the impact due to the reclamation, on the spillage of flood water elsewhere is not envisaged. In addition to this proposed slope protection along the water front and reclamation to the+ 6.75 meter above CD, will act a flood protection measures against the flood to the area located beyond the project site.

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Chapter-5 Environment Management Plan 5. ENVIRONMENT MANAGEMENT PLAN This section describes how unwanted environmental impacts, from the proposed jetty construction and operation along the bank of Tapti estuary, can be prevented; controlled or mitigated. An environmental management plan (EMP) is a management framework for reducing environmental impacts and improving organizational performance. EMP provide organizations, a structured approach for managing environmental and regulatory responsibilities to improve overall environmental performance, including areas not subject to regulation such as unregulated risk, resource conservation, and energy efficiency. Jetty can bring about considerable changes in land / coastal and marine/estuarine environment. As it is aware that even very minor alterations of the physical and chemical environment may lead to both short term and long-term effects on biological system, proper care has to be taken from planning stage itself. Adopting mitigatory measures, including incorporation of suitable features in the planning and design stage can minimize the adverse impacts, envisaged during construction and operation phases. The major objectives and benefits of utilizing environmental impact assessment in project planning stage are to prevent avoidable losses of environmental resources and values as a result of environmental alteration through proper management. Environmental management generally includes protection / mitigation / enhancement measures as well as delineation of post project monitoring program. Here the environmental management plan is aimed at ensuring sustainable operation of the Jetty at Bhatpore village along the bank of Tapti estuary. The present plan is therefore attempts at controlling possible pollution at source with techno-commercially viable solutions to effectively bring down the pollution levels. In view of the study area and project requirements, the proposed plan discusses appropriate measures to be considered during construction as well as operation phases. 5.1. Construction phase  Measures shall be appropriately taken during construction phase of the jetty, to contain land, water and air pollution. There are no dredging operations in the waterway except piling operation for jetty. Water sprinklers shall be used to control

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the fugitive dusts. Diesel driven construction machineries shall be properly maintained to minimize the exhaust emission and noise pollution  Construction activities shall be restricted to daytime as far as possible to avoid any disturbance to surrounding areas.  Whatever construction debris generated can be utilized for reclamation of low lying areas, therefore, there will not be any problems of removal and disposal from the site. Also during concrete work, care will be taken so that no mortar or cementing material should fall in the water.  To minimize any impact on aquatic system all precautionary measures shall be taken, by using plastics sheet or tarpaulin in order to avoid any chance of dumping of construction materials in to the creek  Provisions for infrastructure services including water supply, and electrification will be made available to the construction workers from the existing facilities.  Safety equipment shall be provided to the workers working in the high-risk zone as per the safety rules under existing regulation. 5.1.1. Air Environment  All the internal roads shall be properly surfaced to reduce the fugitive dust due to vehicular movement.  All construction operations will be carried out as per established procedures and due precautions will be taken in order to control the fugitive emissions and effective personnel protective equipments will be provided  No solid waste storage/ burning will be permitted in the jetty premises most of the solid waste will be utilized for land reclamation if any left over, the same shall be disposed to a licensed facility available in the vicinity. 5.1.2. Aquatic Environment  No waste streams like domestic wastewater generation is expected during construction period. However, any wastewater generated during the construction period shall not be allowed to be discharged in estuarine environment.  The labourers shall be instructed not to create any such waste as far as possible. Movable latrine, driven by tractors will be provided to the construction workers. After the days of work this latrine will be driven back to the village and disposed into the septic tank.  Care will be taken by the authorities to ensure that domestic wastes if any during the construction phase are not thrown in open space, to river or any other space, which may cause inconvenience.

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 Waste collection bins / bags will be provided at each probable location where waste generation is expected.  Transportation of waste will be done on regular basis before the temporary waste- storage containers start overflowing. 5.1.2.1. Proposed Pile Driving Environment Management Plan To reduce the impact . For the prosed jetty construction, pile driving will be adopted instead of pile drilling operation. Here Piles for new construction will be driven, not bored. This will keep sediment disturbance to a minimum when piles are driven in water. Only, piling for supporting the superstructure can have a direct impact on the estuarine ecosystem through increases in suspended solids and thereby turbidity. In order to avoid any impact on the estuarine environment following measures shall be adopted.  First a casing will be inserted in the river bed prior to piling operation at the location of each pile.  The Driving of the piles will be within the casing.  Vibro hammer will be used for pilling.  The sediment material flushed out during the pile driving activity will be collected on the drilling platform itself, when piling in the intertidal zone or in a dump barges while piling in the sub tidal region.  The collected sediment during pilling activity will be used for reclamation of low lying areas.  Approximate quantity of sediment generated during the pile jetty construction of 516 piles with 1.2 meter diameter to a depth of 25 meter is approximately 14,582 m3  This will ensure that impact on the suspended solids in the water will be minimum during pile driving and precast pile grouting.  More over the suspended sediment load in Tapti estuary is comparatively very high, hence the release of suspended sediment during piling activity may not be create any significant impact on the TSS and turbidity.  Even though the proposed plan for pilling ensure that the sediment generated during the Pile driving operation is not discharged in the estuarine environment and are utilized for the reclamation purpose.  Environment monitoring will be undertaken for turbidity generated through pile driving to measure as compliance.

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 Turbidity data will be collected pre and post pile driving activities in accordance with the Contractors EMP 5.1.2.2. Pile Construction Plan:  Construction of the propose jetty will be executed either by working from the shore on a span-by span basis using the completed works to access subsequent spans or through Crane barge for piling activity with pile guide frame& supporting structure mounted on barge within the access of crane boom radius .  A specially-designed cantilevered frame will be used to provide an above-water working platform for the driving of piles and installation of headstocks when working span-by span basis.  The casing pipe will consists of two parts, removable casing pipe and sacrificial shoe pipe. Both the casing pipes (steel pipes) will have suitable connection and it may be single piece where underwater cutting is envisaged. The casing pipe will be stabbed through the pile guide frame and lowering to the riverbed by using the crane and maintaining a straight vertical line till it touches the riverbed.  The casing pile will be then lowered onto riverbed till it penetrates through the hard layer using vibro hammer.  The pile rig consisting of drill bit, stabilizer, drill collar is assembled on the barge/ platform and positioned on the top of steel casing pipe  Once all the connections are established, the drilling bit is lowered from the rig/ platform then the pile drilling will be commenced. The drilled material is flushed out from the drilled bore hole with air flushing technique and collected on the platform or in a hopper barge with geo-textile sump thereby preventing the sediments to escape into estuarine environment.  While piles will be driven using a crane and vibrating or drop hammer, due to varying geotechnical conditions, pile driving times are expected to vary from a few hours in favorable conditions to several hours where conditions are unfavorable. It is planned to set and drive both piles at each pier using the vibrating hammer, before completing driving with the drop hammer.  Up on reaching the target depth as per drawing, the driving activity will be stopped subsequently driving unit will be recovered from pile guide.  While working from the shore on a span-by span basis using the completed works to access subsequent spans, piles for the abutment and initial piers will be driven from the ground. Piles for subsequent piers will be driven from the previously completed

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deck. Once the initial piles are driven, precast headstocks will be installed and girders and deck for the first spans completed.  A semi-trailer or crane would be driven along the new jetty deck to supply precast components to the crane for placement.  The pile will be transported to the location using the transportation barge when using crane barges and then the pile is lifted from the barge and lowered in the drilled socket using crane mounted on jack up barge / crane barge. Diving team will be engaged while installation of pile and make ensure that the pile is inserted in the drilled socket correctly.  The surveyor will ensure that the pile is positioned in the center of the socket using the crane and upon confirmation release the pile for annular grouting.  The grouting unit which is already preassembled in the floating barge shall be placed alongside of crane barge / jack up barge before commencement of grouting. Grout material is pumped in the hollow section of pile and annulus space between the pile and pile socket.  The pile is well secured with the help of jack up barge / crane barge till completion of grouting and curing. Upon completion of the curing time and achieving the grouting strength, the pile will be released from the jack up / crane barge, then the barge will be repositioned and being shifted to the next pile location. The same sequence shall be followed in other piles till completion of entire piling scope which includes approach trestle, jetty trestle, berth platform, service platform & dolphins.  Headstocks, girders and deck units will be fabricated off-site, transported to site, stored in the designated storage area and lifted into place using a land-based crawler crane or excavator as appropriate

Cantilever pile frame for driving piles Temporary walkway being removed after girder installation

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5.1.3. Noise Environment Construction activities will be restricted to daytime as far as possible to avoid any disturbance to surrounding areas. The construction machinery will be properly maintained to reduce the nuisance of noise pollution. Effective and appropriate noise abatement equipment shall be fitted to the exhausts of construction equipments and vehicles. Vibro hammer shall be used for pilling; this will reduce the noise generated during pile driving Properly qualified and experienced personnel shall be employed to carry out preventive and regular maintenance and repair of construction equipment and vehicles. 5.1.4. Health The proponent /contractors will take necessary measures to provide healthy environment and safeguard occupational health and hygiene. Good housekeeping & safety appliances will be provided to the required workers. Drinking water and sanitary facilities shall be provided for the workers All the employees will be trained in the health, safety, and environmental aspects related to their job. Well maintained first aid box will be provided at all strategic locations. 5.2. OPERATION PHASE EMP for predicted impacts on Air Environment, Water environment and Land Environment due to the operation phase is summarized as follows. 5.2.1. Air Environment Diesel engines power much of the world’s off-road vehicles, equipment, and vessels. The power, durability, and efficiency of the diesel engine make it suitable for use in a wide range of applications at ports and jetty. Diesel engines are also a major source of air pollution, particularly emissions of nitrogen oxides (NOx), particulate matter (PM), sulphur oxide gases (SOx), and toxic air pollutants, all of which contribute to serious adverse health and environmental effects. Because the compression pressure in diesel engines is higher than in spark-ignition engines, the temperatures within the combustion chamber are higher and result in much higher NOx emissions. In addition, diesel fuel contains more complex molecules than gasoline, and when burned, results in relatively high particulate emissions, particularly under heavy load when the air/fuel mixture is richer.

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At a jetty, off-road equipment can include on-dock cargo handling equipment, harbour vessels, barges. There is an urgent need to reduce emissions from off-road diesel engines in use today at Port and jetty premises. There are two strategically suitable options; Technological strategies that modify the piece of equipment or its fuel to reduce emissions. Operational strategies that change the way the equipment is used in a way that reduces emissions shall be adopted. Technological strategies can be summarized as the “Five Rs” – Retrofit, Repower, Refuel, Replace, and Repair/Rebuild. Diesel Retrofit A retrofit typically involves the addition of an after-treatment device to remove emissions from the engine exhaust. Retrofits can be very effective at reducing emissions – eliminating up to 90 percent of pollutants in some cases. Operational Strategies In addition to the technological options described above, a variety of strategies that change the operating practices of diesel equipment can result in lower emissions. These strategies include: idling reductions, marine vessel speed reductions, jetty gate improvements and cold ironing. Some of these strategies involve improvements in operational efficiency that reduces costs for equipment operators. Idling Reductions Reducing engine idling can be an effective way to reduce emissions while saving fuel and maintenance costs for the equipment owner. Diesel equipment often idles for extended periods, often to provide necessary power to operate heating, air conditioning, and other vital services, but sometimes unnecessarily. Training can help to encourage equipment operators to shut down the engine rather than idle unnecessarily. Some Cold Ironing Vessels typically run their auxiliary engines while docked (termed “hotelling”) in order to provide electrical power to the barges for, lighting, on-board cargo handling equipment, and other uses. Hotelling emissions can make up a major portion of total port emissions .Cold ironing, or vessel electrification, involves retrofitting ocean going vessels to allow them to receive shore power to meet their energy needs while docked at the port, thus allowing them to shut off their auxiliary engines. Marine Vessel Speed Reductions Reducing vessel speed typically reduces emissions. Barges speed reductions can be promoted by expanding the reduced speed zone or lowering the specified reduced speed Port Gate Improvements

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When jetty/ port do not provide enough gates or operate their gates during limited hours, trucks serving the port may be forced to wait in queues that sometimes back up for miles, causing unnecessary truck idling and emissions. This can be avoided by providing suitable gate operation system. Separate entry and exist gate have been provided. A dedicated parking area for truck also provided in jetty premises itself, thereby the queues of trick along the approach road and the nearby roads can be avoided. 5.2.1.1. EMP for Coal Handling: The proposed jetty will be handling 2.1 millions of tons of coal per year; hence minimizing coal dust is a high priority of EMP of this jetty. A wide range of techniques shall be used to manage, control and prevent coal dust in and around coal-handling jetty premises including grab crane/suitable crane and hooper facility. The coal will be unloaded from the barges by using grab crane to minimize pillage. The grab cane will load directly to a hooper in the berthing phase. From the hooper, coal will be loaded in to trucks through gravity. The sprinkling system will be provided at the hooper for wetting the coal to minimize the dust during coal handling and transportation. The truck carrying coal from the jetty area to stock yard will be covered properly to avoid windblown dust. After dust is formed, control systems will used to reduce dust emissions. Although installing a dust control system does not assure total prevention of dust emissions, from coal handling. Wet dust suppression system - Wet dust suppression techniques use water sprays to wet the material so that it generates less dust. There are two different types of wet dust suppressions: (i) wets the dust before it is airborne (surface wetting) and (ii) wets the dust after it becomes airborne. Surface wetting system: The principle behind surface wetting is the idea that dust will not, even be given a chance to form, become airborne. With this method, effective wetting of the material can take place by static spreading (wetting material while it is stationary) and dynamic spreading (wetting material while it is moving). For static wetting, more effective dust suppression arises by increasing the surface coverage by either reducing the droplet diameter or its contact angle. For dynamic spreading, more factors come into play such as the surface tension of the liquid, the droplet diameter, the size of the material being suppressed, and the droplet impact velocity. In the proposed jetty, for coal handling a grab crane/suitable crane and hooper is envisaged at the berthing phase. Where the grab crane will load the coal directly in the hooper, and the trucks and trailers will be loaded from hopper through gravity. While hooper is loading, surface wetting through sprinklers are proposed to avoid any dusting during transportation.

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Airborne dust capture system - Airborne dust capture systems may also use a water- spray technique; however, airborne dust particles are sprayed with atomized water. When the dust particles collide with the water droplets, agglomerates are formed. These agglomerates become too heavy to remain airborne and settle. Airborne dust wet suppression systems work on the principle of spraying very small water droplets into airborne dust. When the small droplets collide with the airborne dust particles, they stick to each other and fall out of the air to the ground. This collision between the particles occurs due to three factors involving both the water and the dust particles. As a dust particle and water particle approach each other, the airflow could move the particle around the droplet, have a direct hit on the droplet, or barely graze the droplet. If a droplet is smaller than the dust particle or vice versa, then they may never collide and instead just be swept around each other. The last factor is the dependence of an electrostatic force on a droplet and how the path is affected by this force. Just like with magnets, similarly charged particles repel each other. Thus it is advantageous to have the particles either both neutrally charged (so that they neither repel nor attract one another) or oppositely charged (so that they attract one another) in order to increase the likelihood of a water and particle collision. Atomizing Systems Efficiency: Over the years, water sprays has established the following facts: (1) For a given spray nozzle, the collection efficiency for small dust particles increases as the pressure increases; (2) At a given pressure, the efficiency increases as the nozzle design is changed so as to produce smaller droplets. The efficiency of spray dust capture increases by increasing the number of smaller sized spray droplets per unit volume of water utilized and by optimizing the energy transfer of spray droplets with the dust-laden air. The advantages of using Atomizing Systems for dust suppression are: (a) Reduced health hazards; (b) Decrease in atmospheric pollution; (C) improved working conditions; (d) Efficient operation with minimum use of water.

5.2.1.2. Other EMP measures for Coal handling  In order to avoid any spillage in to the river, a boundary wall of 9 meter shall be established along the river side.  Coal handling unit shall store coal in such a way that coal heap will not be higher than 5 meter and clear distance between two adjoining heaps at ground level shall be 5 meters.  Mechanized loading/ unloading system from the loading /unloading area to the stacking yards and in to the vehicles shall be provided. 231

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 All trucks before leaving the storage yard shall be showered with water with adequate system, Trucks Shall be covered with tarpaulin or any other effective measure/device completely and also ensure that trucks are not over loaded as well as there is no spillage during transportation.  The vehicle carrying the coal shall not be overloaded by raising the height of carriage. Weigh scale shall be provided within the loading area only and jetty authority shall ensure that no overloading is done.  Paved approach roads shall be provided with adequate traffic carrying capacity  Sprinkling shall be carried out on the top of the heap at regular intervals to prevent dusting, fire & smoke.  To prevent fugitive emission during loading/unloading, fixed pipe network with sufficient water storage and pump shall be installed.  Water sprinkling shall be carried out at each and every stage of handling to avoid generation of coal dust or other dust within premises.  Regular sweeping of coal dust from internal and main road shall be conducted by using mechanical broom and it will also ensure that there is adequate space for free movement of vehicles. For the movement of vehicle 15 meter wide road has been provided.  Dust containment cum suppression system for the coal stack, loading and unloading shall be provided.  Effective wind breaking wall shall be provided based at suitable location based on the local condition, considering the prevailing wind direction to prevent the suspension of particles from the heaps.  RCC flooring shall be provided in the plot area/ godown etc.  System for regular cleaning and wetting of the floor area within the premises shall be provided  Three rows plantation with tall growing tress, all along the periphery of the coal handling premises shall be provided  Proper drainage system shall be provided in all coal storage area so that water drained from sprinkling & runoff is collected at a common tank and can be reused after screening through the coal slit.  Engineering control measures like mechanized loading and unloading, shall be provided in addition to the measures recommended in the environmental guidelines for curbing the pollution.

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5.2.1.3. Compliance status of Coal Handling Guidelines: The compliance status of coal handling guidelines at the proposed jetty premises is as given below.

Table 100 Compliance status for Coal Handling Guide

Coal Handling Guidelines Status

criteria Coal handling unit/Agency shall not Not using any agriculture land, use any agriculture land and shall the back-up area will be be located at a minimum distance developed along the privately of 250 meters away from the owned land along the bank of surrounding agriculture land river Tapti. Located >500 meters from the agriculture fields Government waste land not Selected privately owned land suitable for any agriculture purpose area along the bank of river meeting with the requisite siting / Tapti for coal handling distance criteria shall be preferred for establishing coal handling units Coal handling unit/Agency shall be Located more than 1000 minimum 500 meters away from meters away from the Location The residential area, residential area, criteria school/colleges, Historical school/colleges, Historical Monuments, Religious Places, Monuments, Religious Places, Ecological sensitive area as well as Ecological sensitive area forests area. Coal handling unit/Agency shall be Coal handling unit is located located at a minimum 500 meters more than 500 meters away away from the Railway line, from the Railway line, Express Express ways, National Highways, ways, National Highways, State State ways and District Roads and ways and District Roads. But from water bodies like River, Nala, located closer to the estuarine Canal, Pond etc. portion of river Tapti. In order to avoid any spillage in to the river, a boundary wall of 9 meter shall be established . In case of coal handling activities at In order to avoid any spillage the ports and jetties or extension in to the river, a boundary wall thereof, the distance and land use of 9 meter shall be established. criteria may be relaxed and Proper mechanization for Compensated by handling of coal shall be advanced/sophisticated pollution adopted by using grab cane control measures and and hooper at berthing phase. mechanization & thick plantation, however all such ports and jetties, where coal handling is carried out, shall provide closed conveyor belt 233

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and mechanization for handling of coal. Coal handling unit/Agency shall Coal handling unit shall store store coal in such a way that coal coal in such a way that coal heap should not be higher than 5 heap will not be higher than 5 meter and clear distance between meter and clear distance two adjoining heaps at G.L. should between two adjoining heaps Storage and be 5 meters, so that in case of fire, at G.L. shall be 5 meters. handling Approach is available. There should be mechanized Mechanized loading/ unloading criteria loading/ unloading system from the system from the Loading /unloading area to the loading /unloading area to the stacking yards and in to the stacking yards and in to the vehicles. vehicles shall be provided Coal handling unit/Agency shall shall undertake take all take all corrective steps to resolve corrective steps to resolve the the issue of air pollution at issue of air pollution at permitted coal storage/handling permitted coal area where coal is being stored. storage/handling area where coal is being stored Coal handling unit/Agency shall Shall ensure that all trucks ensure that all trucks before before leaving the storage leaving the storage yard shall be yard shall be showered with showered with water with adequate water with adequate system, system, Shall be covered with Shall be covered with tarpaulin tarpaulin or any other effective or any other effective measure/device completely and measure/device completely also that trucks are not over loaded and also that trucks are not as well as there is no spillage over loaded as well as there is during transportation. no spillage during transportation. The vehicle carrying the coal should The vehicle carrying the coal Transport not be overloaded by raising the shall not be overloaded by height of carriage. Weigh scale raising the height of carriage. criteria shall be provided within the loading Weigh scale shall be provided Area only and port / coal park within the loading area only authority shall ensure that no and jetty authority shall ensure overloading is done. that no overloading is done. The top of the vehicle should be The top of the vehicle shall be covered with fixed cover instead of covered with tarpaulin cover to Tarpaulin covers to avoid spillage avoid spillage or dusting of or dusting of coal. coal. Coal handling unit/Agency shall Shall obtain all transport obtain transport permission from permission from the local the local Administration under Administration under the the relevant rules. relevant rules. Coal handling unit/Agency shall Shall be provided paved provide paved approach with approach with adequate traffic adequate traffic carrying capacity carrying capacity Coal handling unit/Agency shall shall construct compound wall construct compound wall all along all along periphery of the periphery of the premises with premises with minimum 9 minimum 9 meters height meters height Pollution Continuous water sprinkling shall Continuous water sprinkling be carried out on the top of the shall be carried out on the top prevention Heap at regular intervals to prevent of the heap at regular intervals criteria dusting, fire & smoke. To prevent to prevent dusting, fire & Fugitive emission during smoke. 234

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loading/unloading, fixed pipe To prevent fugitive emission network with sufficient water during loading/unloading, fixed storage and pump shall be pipe network with sufficient installed. Water sprinkling shall be water storage and pump shall carried out at each and every stage be installed. of handling to avoid generation of Water sprinkling shall be coal dust or other dust within carried out at each and every premises stage of handling to avoid generation of coal dust or other dust within premises Coal handling unit/Agency shall Regular sweeping of coal dust ensure regular sweeping of coal from internal and main road dust from internal and main road shall be conducted and it will and also ensure that there is also ensure that there is adequate space for free movement adequate space for free of vehicles. movement of vehicles. For the movement of vehicle 15 meter wide road has been provided The following adequate Air Pollution The following adequate Air Control Measures shall be Pollution Control Measures shall installed and to be operated be installed and will be efficiently. operated efficiently.  Dust containment cum Dust containment cum suppression system for the coal suppression system for the stack, loading and unloading. coal stack, loading and  Construction of effective wind unloading. breaking wall suitable to local Construction of effective wind condition to prevent the breaking wall suitable to local suspension of particles from the condition to prevent the heaps. suspension of particles from  Construction of metal road & the heaps. RCC Pucca flooring in the plot Construction of metal road & area/ godown etc. RCC Pucca flooring in the plot  System for regular cleaning and area/ godown etc. wetting of the floor area within System for regular cleaning the premises. and wetting of the floor area  Entire coal storage area/ godown within the premises. should be covered with No crushing/sieving/grading permanent weather shed roofing activity shall be carried out in and side walls i.e., in closed the premises. Hence shed, in case of permanent weather shed crushing/sieving/grading activity roofing and side walls is no is carried out (i.e. G. I. Sheet) envisaged along with adequate additional APCM should be installed.

Coal handling unit/Agency shall Three rows plantation with carryout three rows plantation with tall growing tress all along the tall growing tress all along the periphery of the coal handling periphery of the coal handling premises, inside & outside of Premises, inside & outside of the the premises along with road premises along with road. shall be provided Proper drainage system shall be Proper drainage system shall provided in all coal storage area so be provided in all coal storage that water drained from sprinkling area so that water drained & runoff is collected at a common from sprinkling & runoff is Tank and can be reused after collected at a common tank screening through the coal slit or and can be reused after 235

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any other effective treatment screening through the coal slit system. All the engineering control Engineering control measures measures and state of art like mechanized loading and technology including covered unloading, silo etc. shall be conveyer belts, mechanized loading provided in addition to the and unloading, provision of silo measures recommended in the etc. shall be provided in addition to environmental guidelines for the curbing he pollution. Measures recommended in the conveyer belts are not environmental guidelines for envisaged for the proposed curbing the pollution. project as the distance is very less and the Storage yard is located closer to the jetty promise Coal handling unit/Agency shall Adequate firefighting measure provide adequate fire fighting to avoid any fire or related measure to avoid any fire or hazards including adequate related hazards including adequate water storage facility shall be Water storage facility, and the provided in the premises shall Safety premises shall be exclusively used be exclusively used for storage requirement for storage of the coal. of the coal. An onsite emergency plan shall be Onsite emergency plan are prepared and implemented by prepared and incorporated Coal handling unit. along with this report and will be implemented positively Necessary permission from all the Necessary permission from all applicable regulatory authorities the applicable regulatory and adequate steps under the authorities’ provisions of provisions of applicable applicable environmental Acts/ environmental rules like Environment Acts/ rules shall be taken. Clearance, CRZ clearance, CTE &CCCA shall be taken. Coal handling unit/Agency shall EMP (Environment prepare EMP (Environment Management Plan) has been Management Plan) and implement prepared and will be the same in true spirit and thus implemented the same in true Maintain overall environment of spirit. that area.

Coal handling unit/Agency shall not Coal handling unit shall not Legal criteria carry out the operation of carry out the operation of loading/unloading of coal/coal dust loading/unloading of coal/coal at any place, till adequate air dust at any place, till adequate pollution control equipment for dust air pollution control equipment control/suppression are installed for dust control/suppression and efficiently operated and the are installed. consent under the provisions of Air (Prevention & Control of Pollution) Act, 1981 is obtained by the coal yard owners/ Coal handling unit/Agency / coal importers. Coal handling unit/Agency shall Coal handling unit/ shall operate continuous Ambient Air conduct continuous Ambient Air Quality Monitoring Stations as per Quality Monitoring Stations as CPCB guideline. The results of per CPCB guideline. The results parameters like SPM, RSPM, and of parameters like SPM, RSPM, SO2 and NOx to the SPCB every and SO2 and NOx to the GPCB 236

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month. every month. In case of port which provides the Privately owned jetty by M/s facility to individual developers an Mata devi Infrastructure and agreement /MoU shall be made Research privet Limited. between port authority and Developer for curtailment of pollution. Port authority shall be responsible for supervising and controlling the pollution control Related activities and implementation of the environmental guidelines. The concentration of the following Shall be complied parameters in the ambient air within the premises and a distance of 10 meters from the source (other than the stack/vent) shall not exceed the following levels.

PARAMETERS PERMISSIBLE LIMIT μg/m3 Annual 24 Hrs Average PM 10 60 100

PM 2.5 40 60

SO2 50 80 NOx 40 80

5.2.1.4. Green belt development: A green belt shall be developed around the periphery of the jetty especially along the boundary of coal stockyard by dense plantation of suitable trees and bushes as required. Open area pockets inside the backup area which are not required for hard core operations shall be landscaped and greened. Avenue plantation shall be undertaken by planting ornamental trees and bushes alongside internal roads. A dedicated green belt area of about 45,731 m2 (21 % of the total area, 30% of the available land area except reclaimed water front area) is earmarked at the project site. A three tire green belt shall be developed along the boundary wall of the open coal storage yard. All the internal road’s hedges shall also be covered with suitable shrubs to minimize the impact duet airborne dust.

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Table 101 Green belt area

Green belt area I 17094.35 m2

Green belt area II 14630.00 m2

Green belt along internal road 11950.00 m2 side

Three tire green belt at boundary 2056.86 m2 of coal storage area

Total green belt area 45731.21 m2

5.2.1.4.1. Recommended plants for green belt development

Greenbelts are an effective mode of control of air pollution, where green plants form a surface capable of absorbing air pollutants and forming a sink of pollutants. Leaves with their vast area in a tree crown, sorbs pollutants on their surface, thus effectively reduce pollutant concentration in the ambient air. Often the adsorbed pollutants are incorporated in the metabolic pathway and the air is purified. Plants grown to function as pollution sink are collectively referred as greenbelts.

An important aspect of a greenbelt is that the plants are living organism with their varied tolerance limit towards the air pollutants. A green belt is effective as a pollutant sink only within the tolerance limit of constituent plants. Planting few, known pollutant sensitive species along with the tolerant species within a green belt however, do carry out an important function of indicator species

Apart from function as pollution sink, greenbelt would provide other benefit like aesthetic improvement of the area and providing suitable habitats for birds and animals.

5.2.1.4.2. Selection of plants for Greenbelts:

The main limitation for plants to function as scavenger of pollutants are, plant’s interaction to air pollutants, sensitivity to pollutants, climatic conditions and soil characteristics. While making choice of plants species for cultivation in green belts, due consideration has to be given to the natural factor of bio- climate. Xerophytes plants are not necessarily good for greenbelts; they with their sunken stomata can withstand pollution by avoidance but are poor absorber of pollutants.

Character of plants mainly considered for affecting absorption of pollutant gases and removal of dust particle are as follows.

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 For absorption of Gases:

Tolerance towards pollutants in question, at concentration, that are not too high to be instantaneously lethal Longer duration of foliage Freely exposed foliage Adequate height of crown Openness of foliage in canopy Big leaves( long and broad laminar surface) Large number of stomatal apertures  For Removal of Suspended Particular matter 1. Height and spread of crown. 2. Leaves supported on firm petiole 3. Abundance of surface on bark and foliage 4. Roughness of bark 5. Abundance of axillary hairs 6. Hairs or scales on laminar surface 7. Protected Stomata Table 102 Recommended Plant Species for Green Belt Development along the Boundary of as a wind barrier as well as to prevent dust pollution

PLANT SPECIES HABIT TOLERANCE STOMATAL INDEX MODE OF LIMIT REGENERATION Acacia auriculiformis Tree Tolerant 10.9 Seeds Acacia leucophloea Shrub T 12.01 Seeds Ailanthus excelsa Tree T 13.01 Seeds, shoot, root cuttings Alstona scholaris Tree T 15.23 seeds Azadirachta indica Tree T 29.2 Seeds Bougainvillea spectabilis Shrub T 32.53 Cutting Callistemon citrinus Small T 127.49 Seeds tree Cassia javanica Tree T seeds Cassia siamea Tree T 21.2 Seeds Delonix regia (Gulmohur) Tree Sensitive 14.38 Seeds /stem cutting Hibiscus rosa-sinensis Small T 23.32 stem cutting tree Kegelia Africana Small T 12.90 Seeds tree Mangifera indica Tree S 30.77 Seeds/ budding/grafting Melia azadirachta Tree T Seeds /stem cutting Nerium indicum Shrub T 15.7 Cutting Peltophorum pterocarpum Tree T 16.78 Seeds

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Polyathia longifolia Tree Sensitive 22.27 sedds Prosopis cineraria Tree T 18.1 Seeds/root suckers Tecoma satans Shrub T 23.08 Seeds/ cuttings Terminalia catapppa Tree T 20.9 seeds Thespesia populneoides Tree T 29.81 Seeds/ cuttings Thevetia peruviana Shrub T 27.8 Seeds T: Tolerant S- sensitive, (--) =Not available Sources: CPCB (March, 2000) Guidelines for developing green belts PROBES/75/1999-2000

5.2.1.4.3. Roadside Plantation

Roadside plantation plays a very important role for greening the area, increasing the shady area, increasing aesthetic value and for eco-development of the area. The approach roads to project site, etc. can be planted with flowering trees. Trees can be planted to increase aesthetic value as well as shady area along the roads. The selected plant species list is given for Roadside plantation.

Table 103 Plants for Plantation along the roadside

Yellow Flowered Trees 1. 1. Acacia auriculaeformis 10. Erythrina parcelli 2. 2. Acacia baileyana 11. Laburnum anagyroides 3. 3. Acacia dealbata 12. Michelia champaca 4. 4. Acacia decurrens 13. Parkinsonia aculeata 5. 5. Acacia implexa 14. Peltophorum pterocarpum 6. 6. Anthocephalus chinensis 15. Pterocarpus dalbergioides 7. 7. Bauhinia tomentosa 16. Schizolobium excelsum 8. 8. Cassia calliantha 17. Tabebuia spectabillis 9. 9. Cassia fistula 18. Thespesia populnea Red Flowered Trees 1. Brownea grandiceps 5. Saraca asoca 2. Erythrina blakei 6. Spathodea campanulata

3. Erythrina laurifolia 7. Wrightia coccinea 4. Erythrina variegate 8. Scarlet Flowered Trees 1. arringtonia acutangula 5. Callistemon lanceolatus 2. Brassia actinophylla 6. Delonix regia 3. Brownea coccinea 7. Stenocarpus sinuatus 240

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4. Butea monosperma Pink Flowered Trees 1. Bauhinia purpurea 5. Hibiscus collinus 2. Cassia javanica 6. Kleinhovia hospital 3. Cassia nodosa (Red) 7. Lagerstroemia speciosa 4. Cassia renigera Blue Flowered Trees 1. Bolusanthus speciosus 2. Jacaranda acutifolia White Flowered Trees 1. Albizia lebbeck 8. Millingtonia hortensis 2. Bauhinia acuminate 9. Mimusops elengi 3. Calophyllum inophyllum 10. Plumeria alba 4. Kydia calycina 5. Magnolia grandiflora 6. Magnolia pterocarpa 7. Mesua ferrea

Table 104 List of Suitable Ornamental Climbers/ shrubs as plantation inside the garden and open spaces

Family Scientific name Common English Flowering season name Bignoniaceae Bignonia ventusa Golden shower Jan-Feb Bignonia capreolata Trumpet Flower March-April Bignonia unguis –cati Cat’s claw April Bignonia speciosa Handsome flower March April Tecoma satans Yellow bell Throughout the year Tecoma radicans Trumpet vine Throughout the year Caesalpiniaceae Caesalpinia Peacock flower April-June pulcherrima Ixora coccinea Scarlet Ixora Throughout the year Ixora rosea Pink Ixora Aug-Sept Ixora parviflora Small Flowered Ixora March-April Rubiaceae Ixora barbata Brarded Ixora April-May Ixora lutea Yellow Ixora Throughout the year Euphorbiaceae Euphorbia Christmas Flower Dec-Jan pulcherrima Apocynaceae Thevetia peruviana Trumpet Flower Throughout the year Alemanda nerifolia - April-June Nerium Indicum Oleander Throughout the year Catharanthus roseus Periwinkle Malvaceae Hibiscus mutabilis Changeable rose September-October Hibiscus Coral Hibiscus April-September schizopetalus Hibiscus rosa – Chinese Rose Throughout the year sinensis Nyctaginaceae Bougainvillea Throughout the year 241

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spectabilis and With seasonal bloom different varieties 5.2.1.4.4. Guidelines for plantation The plant species identified for greenbelt development can be planted using pitting technique. Width of the green belt in the available land area may prove difficult for many industries to attain for one or more reasons. Hence it can be decided to have green belt in places available around the proposed jetty (source oriented plantation) as well as along the approach road around the nearby habituated area (receptors oriented plantation). The choice of plants for green belt should include shrubs and trees. The intermixing of trees and shrubs should be such that the foliage area density in vertical is almost uniform. The pit size has to be either 45 cm x 45 cm x 45 cm or 60 cm x 60 cm x 60 cm. bigger pit size will be considered at marginal and poor quality soil. Soil used for filling the pit should be mixed with well decomposed farm yard manure or sewage sludge at the rate of 2.5 kg (on dry weight basis) and 3.6 kg (on dry weight basis) for 45cm x 45 cm x 45 cm and 60 cm x 60 cm x 60 cm size pits respectively. The filling of soil has to be completed at least 5-10 days before actual plantation. Healthy sapling of identified species should be planted in each pit with the commencement of monsoon. The trees and shrubs selected from the above mention lists based on its availability shall be, planted as greenbelt around the plant boundary. The plantation will be in this recommended pattern: Table 105 Three Tire plantation management

Tire Habit Height in meter Rows Ist Tire Trees 10-20 2 (Towards boundary) IInd Tire ( Middle layer) Small tress 5-10 meter 1 IIIrd Tire Shrubs 1-5 meter Thick pattern ( Towards backup area )

Table 106 Budgetary allocation for green belt for five years

Year Activity Amount in Indian Rupees Ist year Ist phase Plantation in the Green belt area I (18657 m2)and II (18985 m2) as well as boundary of the open storage yard and regular watering 3,00,000=00 IInd year IInd phase Plantation in the Green 3,00,000=00 belt area-I (18657 m2)and II (18985 m2) as well as Plantation along the road side boundary of the open storage yard and regular watering

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IIIrd year Replantation in the Phase I and 2,00,00=00 Phase –II area based on survival rates IVth year Maintenance and replantation effort 2,00,000=00 during monsoon season Vth year Maintenance and replantation effort 2,00,000=00 during monsoon season 5.2.2. Water Environment 5.2.2.1. EMP for Sewage treatment: M/s MSIRPL has decided to install one 20 KLD fluidized media reactor, as sewage treatment plant to treat domestic waste water generated from the jetty in Ist phase and based on the market demand and increase in the manpower requirement one more 20 KLD fluidized media reactor shall be established in IInd phase . It will work on principle of zero discharge option. No treated waste water shall be released to the Tapti River. The treated waste water shall be utilized for gardening; plantation, dust suppression (Coal dust) and the remaining water shall be stored as storage in three fire main tanks ( 600 KL capacity). The details of fluidized media reactor given in detail in Chapter#2 5.2.2.2. EMP for Barges discharges - bilge water; sewage Oily bilge water is the mixture of water, oily fluids, lubricants and grease, cleaning fluids and other wastes that accumulate in the lowest part of a vessel from a variety of sources including engines (and other parts of the propulsion system), piping, and other mechanical and operational sources found throughout the machinery spaces of a vessel. Bilge water from the barges employed at the M/s MSIRPL jetty will be periodically pumped out from the barges and the accumulated bilge water will be transferred into a holding tank onshore. The bilge water then can be managed by a reception facility on shore, by treating it onshore with a bilge separator. Bilge separators, also known as oily water separators (OWS), are treatment systems designed to remove the oil from vessel bilge water prior to its discharge. Current regulations of oily bilge water discharge from vessels is based on Annex I of the International Convention for the Prevention of Pollution From Ships, 1973 as modified by the Protocol of 1978 (MARPOL 73/78) The oily sludge generated will be collected separately and stored in containers before dispatching to TSDF sites. The reaming water shall be diverted to proposed STP for further polishing treatment. It is proposed to install a potable Bilge oil water separator, with flow rate of about 1000 L /hr, with a treatment efficiency of <15 ppm oil content in the out let. Care shall be taken so that no bilge water will be discharged in to the river water.

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5.2.2.3. Development of Shore Facilities for Receiving Ship/ Barges Generated Sewage and Garbage Every effort shall be made to prevent discharges of untreated sewage from ships and barges smaller vessels used for harbour services tug boats and barges should be equipped with recycling or chemical toilets or holding tanks that can be discharged to shore facilities. A collection and disposal system for ship generated garbage should be established for ships alongside and at anchor. Closable skips can be provided at the berths and a towed or self- propelled barge fitted with skips can be used to collect garbage from barges at anchor. The discharge of potentially oily bilge and ballast water shall be prevented from reaching surface waters. 5.2.2.4. EMP for General bulk Cargo handling at Jetty M/s MSIRPL will be handling mainly non-hazardous cargo like, coal, food grain, cement, soybean and general cargo including containers. All care shall be taken to avoid any spillage of cargo during it transfer from/to the barges. Mechanical cargo handling equipments shall be provided at cargo handling area from barges. To avoid any spillage of cargo during the transfer from barges, some protective measures like tarpaulin or plastic sheet will be provided at the interspace between the barge and the berthing jetty 5.2.3. Land Environment Solid Waste Management Solid waste generation from the proposed jetty will be minimum and negligible. Whatever solid waste generated shall be properly disposed of. For hazardous waste removal a member ship shall be taken from the approved TSDF site. As of now provisional member ship has been obtained from M/s SEPPL. (Saurashtra Enviro project Private limited), an approved Hazardous waste Management and disposal facility. 5.2.4. Noise Environment The principal goal of noise control is to ensure that project noise does not exceed acceptable parameters and that noise levels are not injurious to health and do not create a nuisance. Effective procedures for noise control shall be developed and implemented at the project sites, at off - site project facilities and along all off – site access roads. The critical area where the high noise level expected is cargo operation through conveyor belts. Personal Protective Equipments ensuring the for eardrum protection of the workers and visitors shall be provided. Two D.G sets shall be established in acoustic Enclosures to provide noise attenuation.

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To reduce the noise level during pile driving activity, Vibro hammer shall be used to reduce the noise level. Moreover, the piling activity will be restricted only during the day time as far as possible. 5.2.5. EMP for general Jetty maintenance and Housekeeping  For maintaining a clean and organized facility, which helps prevent exposure of pollutants to storm water, Jetty premises will be practiced a daily schedule for clean-up.  Removal and proper disposal of general yard refuse, including but not limited to paper, plastics, cans, drink bottles,  Proper removal and disposal of saturated soils.  Trash cans and trash bins shall be provided in the appropriate yard locations and are emptied when full.  Mechanical clean-up will be accomplished by mechanical sweepers, front end loaders, vacuum cleaners or other innovative equipment.  Manual methods include the usage of shovels and brooms  The active part of the work yard shall be paved or concreted as much as possible to encourage good maintenance and recovery of contaminants. 5.2.6. EMP for Material Storage and Handling  Liquid wastes shall not be discharged into a storm sewer,.  Care will be taken in handling these products and spills cleaned up promptly at the time detected.  Supply of petroleum absorbent material and “spill-dry” shall be maintained in a readily accessible location.  In addition, the jetty will have a written spill prevention and contingency plan to deal with petroleum product spills.  All spills that have the potential to have an impact on the environment will be reported to Coast Guard and GMB Used Lead-Acid Batteries  Used lead acid batteries shall be stored on an impervious surface, stored under cover, protected from freezing and picked up by an approved recycler. New Oil  This includes new engine oil, transmission fluid, hydraulic oil, and gear oil. These petroleum products shall be kept in non-leaking containers on an impermeable surface and covered in a manner that will prevent storm water from contacting the container.

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 Leaking containers shall be emptied promptly upon detection, either by transferring the product to a non-leaking container or by disposing of it in the “waste oil” container. Waste Oil  This includes waste engine oil, transmission fluid, hydraulic oil, and gear oil. Waste oil shall be stored in a clearly marked non-leaking container on an impermeable surface, and covered in a manner’ that will prevent storm water from contacting the container.  Oil spills will be prevented from leaving the area by means of a berm or retaining structure.  Waste oil will be removed from the site by a permitted waste oil transporter.  Paints, Waste Diesel, Kerosene and Mineral Spirits  These products shall be stored in non-leaking containers on an impermeable surface, and covered to prevent storm water from contacting the container.  Each container shall be clearly labelled with its contents and storage’ locations should conform to local Fire Codes.  The disposal of any waste products from these materials shall be performed by a licensed waste transporter  These waste products’ will not be allowed to evaporate; poured on the ground; disposed of in storm sewers, septic systems; or discharged to surface waters.  Waste Gasoline  Waste gasoil ne will be stored in a non-leaking container, on an impermeable surface and covered to prevent storm water from contacting the container.  The container will be clearly labelled “waste gasoline”: and the storage location should conform to local Fire Codes.  Whenever possible, waste gasoline will be filtered and used as a fuel. Waste gasoline will not be allowed to evaporate; poured on the ground; disposed of in storm sewers, septic systems or discharged to surface waters.  Waste gasoline will be removed from the site by a licensed waste transporter.  Quantity of waste oil generation expected from the project activity will be 100L per month 5.2.7. Storm Drain Management During rainy season and Flood Condition:  Storm drain inlets can be prevalent throughout the facility.  There are channels passing through the both boundaries of the project site. One is the natural creek let and other one is manmade channel carrying waste stream from

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ONGC complex. One storm water drain will be made along the boundary of the project site, connecting these two channels. In case of flood in the Tapti , the water accumulated at the back side of the project site can be easily drain out through this storm water drain connecting the creek let and one man made channel. Hence the accumulated water during the Flood as well as rainy season can be easily drained out.  The storm water drain inlets ; inside the backup area and storage area will be provided with Filter media (i.e. straw bales) and filter fences to restrict the movement of pollutants into the storm drain system while allowing the storm water to enter.  The filter fence may be of woven or non-woven burlap, nylon, polyester, polypropylene or numerous other fabrics. Support posts shall be placed on the inside of the filter material.  The filter media will provide filtering and absorbent action for the pollutants while the filter fence will enhance the filtering action.  The protected storm drain inlets shall be inspected frequently to determine the need for filter/absorbent replacement or repairs.  Post-storm inspection will also be conducted to determine if any subsequent flooding of storm water is excessive or a threat to adjacent properties.  For storm drain inlets in the centre of roadways, a sediment chamber or a basket lined with filter fabric should be hung from the grate to limit the amount of sediment entering the storm sewer system.  All used filtering material and absorbent materials must be disposed of in appropriately marked trash receptacles.  Oil/water separators, booms, skimmers or other methods should be employed to minimize oil contaminated storm water discharge. 5.2.8. Health  The proponent will take necessary measures to provide healthy environment and safeguard occupational health and hygiene.  All the employees will be trained in the health, safety, and environmental aspects related to their job.  Well maintained first aid box will be provided at all strategic locations  Safety appliances will be provided to the required workers.

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 Where respirator use is required, the employer must establish a respiratory protection program. The respiratory protection program addresses procedures for properly selecting and using respirators in the workplace  Employers shall be provided appropriate protective clothing and equipment (head coverings, gloves, and foot covering)  The employer shall also ensure that employees use the clothing and equipment provided, and follow a number of specified practices to ensure that protective clothing and equipment is used and handled in a manner that is protective of employee health.  Employers shall provide adequate hygiene facilities and ensure that employees comply with basic hygiene practices that serve to minimize exposure  Change rooms must be provided where employees must change out of their street clothes to use protective clothing and equipment  The change rooms must be equipped with separate storage facilities (e.g., lockers) for protective clothing and equipment and for street clothes, and these facilities must prevent contamination of street clothes  Readily accessible washing facilities capable of removing dust from the skin must be provided  The employer must ensure that eating and drinking areas and surfaces are maintained as free as practicable from any pollution. 5.2.9. OIL SPILL PREVENTION, RESPONSE AND RECOVERY A marine emergency contingency plan shall be prepared for the jetty, clearly outlining authority and responsibility for dealing with such incidents. Guidance can be found in the IMO Manual on Oil Pollution -Section II - Contingency Planning. Reporting and alerting mechanisms shall be established to ensure that any spillage is promptly reported to the jetty. Authorities, Coast guard, Gujrat Maritime Board and all those personnel shall be involved are informed in order that they may take appropriate action. Specialized oil spill response equipment shall be available in the jetty to deal with small to medium spillages. This equipment may include containment booms, recovery devices, oil recovery or dispersant application vessels. 5.2.9.1. Containment of the area near the Jetty Containing operations at jetty generally involve the use of floating harriers that can be used to confine, concentrate or manage oil slicks and other debris. Various types of collection equipment may be used, the choice of which will depend on the requirement.

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The aim of the Containment Plan is to protect the community and the environment of estuarine, marine and foreshore zones from the adverse effects of oil and other noxious or hazardous substances. It also aims to minimize those effects where protection is not possible. 5.2.9.2. Containment and Recovery Spilled oil or hazardous substances can be contained and recovered using booms and skimmers. A boom is a mechanical barrier, which generally extends above and below the water. It contains the spilled oil or other substances or diverts its flow. Booms may be placed in fixed positions to protect sensitive areas of coastline, or towed between two boats. Containment of oil by a boom enables easier recovery. A skimmer is a mechanical device designed to collect spilled oil from the water surface. Skimmers are mainly used when a thick layer of oil is present. The effective operation of booms and skimmers can be limited by adverse wind, currents and sea conditions. Sorbents are materials used to recover oil by absorption or adsorption. They are used as alternatives or to complement booms and skimmers, especially when dealing with small oil slicks. Sorbents are made from a variety of materials, such as peat, cotton, vermiculite, polypropylene fiber, wool or pine bark. They come in various forms: mops, pads, booms or as loose material. Sorbents can provide the "final touch" in a cleanup response. 5.2.9.3. National oil spill Disaster contingency plan (NOS-DCP) India is a party to the United Nations Convention on the Law of the Sea (UNCLOS) and has an obligation to protect and preserve the marine environment. The Forty-second amendment to the Constitution of India obliges the State to endeavour to protect and improve the environment. NOS-DCP is a measure of fulfilment of the obligation on the State under the Law of the Sea Convention and the Constitution of India. The responsibility for co-ordination of marine oil spills at sea was transferred to the Coast Guard from the Directorate General of Shipping on 07 March 1986. Consequent to the transfer of responsibility, a draft National Oil Spill Disaster Contingency Plan (NOS-DCP) was prepared by the Coast Guard on 14 April 1988 and circulated to all concerned agencies for offer of comments. The final draft was approved by the Committee of Secretaries on 04th November 1993. The NOS-DCP was published in July 1996. As per the amendment to the Allocation of Business Rules of 12 December 2002, the responsibilities of the

Ministry of Defence through the Coast Guard organisation include matters related to:

 Central Coordinating Agency for combating oil pollution in various maritime zones;

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 Implementation of national contingency plan for oil spill disaster;  Surveillance of maritime zones against oil spills;  Combating oil spills in various maritime zones except within jurisdiction of ports and oil installations; and  Undertaking oil spill prevention and control, [and] inspection of ships (except within ports) and offshore platforms in the country. The M/s MSIRPL shall undertake necessary training under Vadinar Coast guard station for the preparedness for Oil spillage contingency plan.

5.2.10. EMP to avoid any collision with barges during its movement through the approach channel The Vessel Traffic & Port Management System (VTPMS) of Gulf of Khambhath: The Vessel Traffic & Port Management System (VTPMS) of Gulf of Khambhath has been in operation since 15th Aug 2010 by Gujarat Maritime Board (GMB). Based on Kongsberg Technology, the system has a high-tech Master Control Station (MCS) connected through microwave link to highly sensitive and accurate Radars, Automatic Identification System (AIS), VHF Directional Finders, Hydrological, Meteorological & SCADA Sensors. It seamlessly addresses concerns such as ever increasing traffic at the ports and in the Gulf, risk of accidents, oil spills, security concerns etc. The system is spread across coastal areas of the Gulf, where Ghogha, Sartanpur, Mahuva, Jafrabad, Dahej, Magdalla, Hazira and Sultanabad have installations for Radar, AIS, DF, VHF, MET & Hydro etc. All the stations are connected to the Master Control Station (MCS) at Hazira through microwave link, using repeater stations at Alang and Bhagwa. Presently the MCS is operating from Hazira. An Emergency Response Centre (ERC) is located at GMB office, Gandhinagar and a Remote Monitoring Station (RMS) is located at North-West Regional Head Quarters of Indian Coast Guard at Gandhinagar. The Master Control Station, located at Hazira, Surat, operates 24X7, under the direct control of Gujarat Maritime Board. It operates with 3 operators each manning VTS East, West & North. The Duty Master controls entire operations of the VTS and ensures VTS services are provided to all the vessels sailing in the Gulf of Khambhath. All the operators and masters have been trained and certified for IALA V-103 as per IALA guidelines. Purpose of a VTS: To fulfil the overall purposes as listed in IMO A857 (20) VTS may carry out one or more of several functions. The most important functions are related to contributing to and thereby enhancing Safety of Life at Sea  Safety of navigation 250

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 Efficiency of vessel traffic movement  Protection of the marine environment and  Protection of the adjacent communities and infrastructure

Achieving the safety objectives in busy waterways:  By providing the Master/pilot with the information of traffic movement planned and/ or being executed at real time for better planning of navigation /manoeuvring.  By establishing Safety Zones around vessels carrying hazardous cargo or Marine pollutant.  By establishing exclusion zones in an area around incidents/ accidents.  By use of functionality of domain watch, thereby warning the vessels any intrusion into the domain. Other various target assignments such as Collision Survey, Domain watch Grounding watch, Navigation Channel watch, Reporting area entry/exit warning, Sailing route warning, Turning circle, Turning circle deviation area, Vessel Type & size deviation warning for assigned berth/ channel/ port. Additional Benefits to Port & Terminal Users VTS user may wish to install a slave VTS Operating Consol (VOC), so that one can view real time surface picture of entire VTS area and can monitor their own ship plying in Gulf of Khambhat. This is normally achieved by using a high end PC installed with additional hardware, software, digital chart and broadband. The required hardware with PC as a VOC slave will be supplied and maintained by GMB at extra cost, which is inexpensive. With a real time traffic image in hand; port adds more value to its customers. 5.2.11. ENVIRONMENTAL CELL Regular monitoring of environmental parameters will be made to find out any deterioration in environment quality. An environmental cell headed by a Senior Executive, will be responsible for total environmental management of the Jetty. Environmental monitoring is the measurement of environmental parameters at regular intervals over an extended period of time. Monitoring allow the assessment of environment and biological changes in an ecosystem, with the goal of distinguishing natural fluctuations from the environmental changes as well as identifying causes and effect relationship between changes in environment and changes in the biological community. Monitoring is also essential to measure the progress and effectiveness of conservation measures. Monitoring is very valuable in the estuarine environment to detect biological trends in response to natural and human induced perturbations in the environment. Comprehensive monitoring program are important component of the assessment and protection of estuarine biodiversity. 251

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Monitoring of the yard area will be regularly conducted in respect of air, water, noise level, and biological environment with the help of competent NABL accredited environmental consultant. The proposed structure of Environment cell of the MSIPL is given below. Environment cell

# Environment Professional Qualification Duties 1 Manger Environment and BE- Civil/ Environment Compliance of all norms Safety M.Sc. Environmental and Environment Science Management plan 2 Assistant Manager BE-Betch/ M.sc Conducting Regular Environment and Safety Environmental Science Monitoring of the yard area, jetty premises 3 Environment Consultants ( GPCB/NABEL approved Regular post project Out sourcing) Laboratory Environment Monitoring

5.2.12. EMPLOYEE TRAINING  Employees and contractors shall be trained in Recommended Management Practices related to their employment to prevent or minimize abrasive and spent materials and floatable solids from reaching air and water bodies.  Employees and contractors shall be provided with refresher training at least once a year or when significant changes are made to the recommended management Practices that affect their activities.  Employees, contractors and customer representatives shall be instructed not to dispose of abrasive, spent and floatable materials to air and water bodies or to drains, drainage channels, or trenches. 5.2.13. FUND ALLOCATION FOR ENVIRONMENT MANAGEMENT PLAN: Towards the Environment Management Plan, Indian Rupees 75,50,000 ( (Seventy five lakh Fifty thousand Indian rupees) are earmarked as capital Investment. Indian Rupees 13,50,000 ( Thirteen lakhs Fifty Indian rupees ) per annum shall be allocated as operation and maintenance cost. This is inclusive of anticipated cost of regular post project environment monitoring plan as explained in the chapter #7, Rs. 5,00,000 (Five lakhs Rupees) per anum. EMP Capital investment Operation cost/ In lakhs ( Indian Maintenance charge rupees) In lakhs ( Indian rupees) Bilge water treatment facility 10.0 0.5 D.G set Enclosure with 20.0 0.5 stacks

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STP in two phases 40.0 0.5 TSDF ship membership fees 2.0 0.5 and yearly payment Green belt development 3.0 2.0 Employees training 0.5 0.5 Post project monitoring - 5.0 Programme Total EMP cost 75.5 13.5

5.2.14. COOPERATIVE SOCIAL RESPONSIBILITY: According to the UNIDO, “Corporate social responsibility is a management concept whereby companies integrate social and environmental concerns in their business operations and interactions with their stakeholders. CSR is generally understood as being the way through which a company achieves a balance of economic, environmental and social imperatives (Triple-Bottom-Line Approach), while at the same time addressing the expectations of shareholders and stakeholders. Mata Sita Devi Infrastructure and research private limited (MSIRPL) will follow the guidleines of Ministry of Corporate Affairs’ recently notified Section 135 and Schedule VII of the Companies Act as well as the provisions of the Companies ( Corporate Social Responsibility policy) Rules ,2014 ( CSR Rules) which come into effect from 1st April 2014 as part of their Corporate Social Responsibility. 5.2.14.1. Social Management Plan The social management plan proposes to improve the quality of life of inhabitants of potentially affected villages directly. The goal is “a pollution free area with improved quality of life and empowered community “ and the three key pillars on which this would be developed are – social, health, infrastructure improvements with efforts on minimal disruptions present life style and any ensuing negative impacts. Social – Awareness on project benefits, gender empowerment, increases livelihood opportunities during implementation of technical and social remediation plans and generating community participation. On the basis of interactions with villagers the area for development assistance has been already recognized. A portion of the profit will be dedicated for the CSR activity after the commencement of operation of this jetty.

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Following few has been selected on priority. The rest of the villagers in the study area can communicate with the management after the operation of the jetty through their representatives for the better utilization of the CSR fund for the benefit of this region.  Development Assistance to Village Gavier through, NGO “KUST BHANJAN MANAV SEVA TRUST – (R. No. E-8025 started in 2016). This NGO now assisting villagers at the time of Medical emergency by providing monetary assistance. Now villagers are contributing one Rupee per person per month and the fund generated is distributing at the time of medical emergency as assistance to needful. Some amount from CSR fund will be contributed to this noble cause.  One public toilet and bath room near the village crematoriums will be provided as CSR activity  Contribution for the Skill development for the unemployed educated youths at one or two villages in the study area will be considered  Deepening of village ponds and beatification of their periphery  Development of Gavier village pond as Bird and Butterfly watching centre  Construction of Public Toilets as part of Swatch Bharath Abhyan  Contribution towards girl child education.  Women empowerment 5.2.14.2. CSR Fund: Mata Sita Devi Infrastructure and research private limited (MSIRPL) is dedicated for the development of the nearby villages through their Cooperative Social responsibility. The management is committed to provide a suitable portion of their annual profit for the CSR fund. For the better utilization of this fund, the interaction with the responsible Villagers is expected. As for initial stage, M/s MSIRPL is committed to provide annually Rs. 5, 00,000/- (Five lakhs Rupees) for CSR fund. Table 107 The Anticipated breakup of the Annual fund allocations.

# Social responsibilities Amount

1 Towards social welfare of the villagers 2,00,000=00

2 Towards Girl child Education 50,000=00

3 Towards women empowerment programme 50,000=00

4 Towards Swachh Bharth Abhiyan 1,00,000=00

5 Towards Medical welfare fund 1,00,000=00

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6 Total CSR fund allocation 5,00,000=00

5.2.15. Occupational Health Management Plan Noise Noise will be regularly monitored in jetty boundary for checking compliance against environmental noise parameters as per CPCB norms. It will also be monitored near noise generating equipment to ensure that all noise generating equipment do not emit noise in excess of the statutory norms. All workmen will be provided with required set of PPEs like ear plug, ear muff etc. where noise levels in excess of 80 db (A) are regularly generated. Preventive maintenance of noise generating equipment shall be regularly carried out to ensure that noise levels are minimized to the extent possible. To the extent feasible, equipment will be purchased considering noise generation as one of the parameters.

Heat The project does not envisage conditions that could lead to excess heating. Consequently, special requirements for protection against heat stress are not anticipated. However, the following shall be carried out: Ventilation shall be provided to take care of heat evacuation. Cold Drinking water availability shall be ensured at several locations within the jetty to ensure workers have easy access to the same.

Dust The possibility of suspended particles going into the body of the workmen, either in the form of inhalation, ingestion or through skin absorption. At the same time the level of SPM and RPM will definitely be of least and nominal value. But even though the same will be under closed monitoring and periodical surveillance as per EIA norms and applicable legislations and any minor deviation from the same will be dealt immediately and will be corrected. Further to this all of the workmen will be provided with complete set of appropriate PPEs, like nose musk / nose respirator, gloves, helmet, protective uniform and clothing, eye protections etc.

Occupational Hazards Specific and Periodic Monitoring

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As per policy and norms all of the workmen are put to medical examination and testing periodically and at set interval. Based on the medical report actions are taken, if at all anything is necessary and required. Even based on the medical examination report/feedback, workmen are counselled and put in different area /job rotation kind of activities. General medical health check-up of employee shall be conducted by Mata sita devi Infrastructure Research PVT LTD as per factory rules.

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6. ENVIRONMENT MONITORING PROGRAMME Monitoring is required to confirm that a project is meeting the agreed level of impact and that the predictions of impacts during the EIA have been accurate. To develop an effective environmental monitoring and management programme, it is necessary to identify the environmental receptors in the potential impact on Valued Environmental Components and the impacting processes that may affect each receptor. The monitoring programme must be designed to ensure that the monitoring will be able to isolate and distinguish impacts of the project from other external (natural or human) impacts. The methodology for environment management of the project is laid down in an Environmental Management Plan (EMP). The proposed Environment monitoring program will be developed to monitor the impacts of jetty operation and cargo handling on water quality, air quality and on other ecological receptors. The monitoring program includes baseline as well as during operation phase. The objective of the environment monitoring program will be to provide continuous ambient air quality data and water quality data to assist in the management during the operation phase. 6.1. Sampling stations for Environment Monitoring plan: Air Quality Total Six stations In the project premises: Four  Jetty area  Administrative building  Down wind direction of Coal storage yard  Up wind direction of Coal storage yard In the Surrounding Villages: Two  Gavier village  Bhatpore village Water/ Sediment Quality and Biological Parameters Three stations  One station Upstream  One station down stream  One station near the jetty premises

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6.2. Duration / frequency of monitoring: Ambient and water Quality parameters shall be monitored once in a month through a NABL accredited agency. While Continuous dust fall shall be monitored at the top of the Administrative building by installing one dust fall collector. Biological parameters shall be monitored twice in a year.

Table 108 Environment monitoring parameter

SELECTED PARAMETERS FOR MONITORING Ambient Air Quality :  PM10  PM 2.5  SO2  NOx Water quality parameters of River Tapti  pH,  Salinity,  Dissolved Oxygen,  Bio-Chemical Oxygen Demand,  Turbidity,  Total suspended solids,  Total Petroleum Hydrocarbons,  Oil and grease,  Cadmium,  Lead,  Mercury and  Total Chromium Sediment quality parameters  Total Petroleum Hydrocarbons,  Cadmium,  Lead,  Mercury, and  Total Chromium. Biological parameters  Phytoplankton, its diversity,  Chlorophyll-a  Zooplankton, its biomass and diversity,  Macro benthos, its population and diversity,  Mangroves in the vicinity of the project site  Biological status of other floral and faunal communities Fisheries.

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Table 109 Budget estimate for Environment monitoring

Parameters Number of Frequency One time Annual stations Anticipated Anticipated Environment Environment monitoring monitoring cost cost in in Indian Indian rupees rupees Ambient Air Quality six Once in a 18,000=00 2,20,000=00 month Water Quality Three Once in a 10,000=00 1,20,000=00 month Sediment Three Once in a 5,000=00 60,000=00 month Biological Three Twice in year 20,000=00 40,000=00 STP inlet and out let Two Once in a 5,000=00 60,000=00 month Total annual Environment Monitoring cost 5,00,000=00

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Detox Corporation PVT.LTD EIA report for EC and CRZ clearance for Jetty and allied . M/s Mata Sitadevi Infrastructure and infrastructures research private limited Chapter-7 Risk Assessment & Disaster Management plan

7. Risk Assessment and Disaster Management plan Jetty and harbour area are vulnerable to various kinds of natural and man-made emergencies. Examples of Natural disasters are, Cyclone, earthquake, lightening etc. and manmade disasters like major fire, explosion, etc. Thus, the emergency can be divided in the following types, depending upon the nature:

7.1. Risk Assessment : The aim of the risk assessment is to identify the significant risks to health and safety to any person arising out of, or in connection with any work activity of the proposed jetty. It identifies how the risks arise, and how they impact on those affected. The information is needed so that decisions can be made about how to manage the risks in an informed, rational and structured manner and so that the action taken is proportionate. Risk assessment includes:  Identify the significant risks arising out of the work activity;  Consider all those who may be affected;  Be appropriate to the nature of the work; and  Be such that they remain valid for a reasonable period of time. The level of detail in a risk assessment will be proportionate to the type and significance of the intrinsic hazards. Once the risks have been assessed and taken into account,

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insignificant risks can usually be ignored as can risks arising from routine activities associated with everyday life, unless the activity compounds or significantly alters those risks. Risk assessment shall begin with a simple qualitative assessment, including consideration of whether any relevant good practice is applicable. In some cases it will be appropriate to supplement the qualitative assessment by a more rigorous semi-quantitative or quantitative assessment, depending upon the level of risk identified. The risk assessment shall take into account the following criteria for jetty construction and operation of project the proposed jetty.  Flooding from tides, river water, land water or a combination of both;  Earthquake  Cyclone  Collision  Coal Handling  Construction  Marine structure failure  Health and safety

Flood, earthquake are natural events though they have high potential to damage the proposed facility.

7.1.1. Flood: The project site of M/s MSIRPL is situated opposite to Magdalla jetty along the banks of estuarine portion of River Tapti, 120 km down stream of Ukai dam and about 15 km upstream of Hazira near mouth of Tapti. Tapi river is known for occurrence of large floods due to influence of depressions originating from Bay of Bengal and travelling from East to West along the river course causing rains first in upper catchments and then in the lower catchments resulting in aggravation in magnitude of flood along its course. The Surat city and villages around are part of flood drainage of Tapti River. Surat city and surroundings region have experienced frequent flood before construction of Ukai Dam in 1972. The highest flood of 44,170cu.m/sec (15.6 lakh cusec) occurred during August 1968, when the flood levels of 12.08 m and 7.08 metre were reported at Nehru Bridge and Magdalla respectively (GWPRS technical report 4667, (2009). After construction of Ukai Dam no major floods were experienced in Surat for a period of over 20 years. Thereafter , floods of 14,870 cum/sec (5.25 lakh cusecs) and 19,060 cum/sec(6.73 lakh cusec) were experienced during 1994 and 1998 respectively, when inflow to Ukai dam were reported at

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25100m3/sec, 8.87 lakh cusec) and 29817 m3/sec( 10.58 lakh cusec) respectively ( GWPRS technical report 4667, (2009). During the flood of 1998, the flood levels of 11.4 m and 7.8 meter were reported at Nehru bridge and Magdalla port respectively. In August 2006, flood discharge of about 9.1 lakh cusec released from Ukai dam for a sustained period of 22 hours and the flood discharge remained between 7-9 lakh cusec over a period of 40 hours. The flood levels of 12.9 m. 15.0 m ,16.0 meter and 20.11 m were recorded at Nehru bridge , Singanpur, Variav intake, Savji Korat bridge and Khathore bridge respectively. The dates and trends of unit hydrograph for 1968 and 2006 floods in August associated with storm East to West. River regime in Surat has capacity of 4 L cusecs within banks,. In general city is safe for floods up to 6 L cusecs and with proposed Pala it can pass flood of 8.5 L cusecs without major spills to city. The flood frequency analysis of the water level and discharge data analysis shows that there was a likelihood of a flood hazard once in eight years till 1998, but that has increased during the recent decade to once in five years. (Gurang Joshi (2014) 7.1.1.1. Flood Risk and Effects The proposed site has the potential to result in the following effects during flooding, all of which were considered in the EIA:  Changes of flooding the site and surrounding land;  Desk based baseline data collation relating to key surface water features, discharges, and flood risk etc  Protection of the jetty and back up area during the flood will be a part of the design criteria of the structures.  The shoreline protection will extend for the full length project site where flooding of the river and storm surge may be a threat.  Flooding of the site or to adjacent areas as a consequence of the development.  The some part of the area characterized by a low-lying, which is particularly susceptible to flooding hence reclamation to the level of +6.75 meter CD will be carried out along with shoreline protection work.

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As per Gujrat Flood Hazard Risk zone project site falls under food zone Source GSDMA Flood control cell

Considering the location of the site, the storm water drainage shall be designed to accommodate storm event or similar event where high water levels are to be expected. Arrangements shall be made with reliable weather service agencies (IMD, GMB) to obtain warnings of adverse weather conditions in good time to enable appropriate action to be taken before the arrival of the adverse weather. The action may include:  Stopping cargo handling operation;  Moving and securing large cranes and other objects likely to be affected by the predicted conditions;  Deploying sandbags and other flood-protection equipment;  Evacuation.  Removal of stored cargo to safer places 7.1.1.2. The other Flood hazard included are: Grounding of vessels in port approaches (i.e. Vessel grounds in the port approach area off entrance to Tapi Channel. 7.1.1.3. Mitigation measures for flood hazards: Nonetheless, mitigation measures include the contractor preparing guidelines and procedures for immediate clean-up actions following any spillage of oil, fuel; observing good 263

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operating practices and proper maintenance of equipments (bulldozers, trucks, vessels); keeping the number of , fuel, and oil containers to a minimum and returning them to storage areas when not in use; establishing locations for storing waste materials, fuels, oils, and equipment that are as far from the water as possible and not prone to flooding; and storing drums and liquid containers on an impermeable base within a bund. Ensure the provision of column mounted floodlights to provide a general coverage of working areas – where ever it is required for better operation.

7.1.2. Earthquake Earthquake produces various damaging effect in the jetty and back up area. The list of some of the main effects caused by earthquakes is given below:

1. Earthquake causes damage to the building, jetty, Piled structures etc. 2. Earthquake in many cases can cause great loss of life. 3. Earthquake can also cause floods. 4. If the earthquake happens to be beneath the ocean floor, they can lead to a tsunami.

As per Gujarat Earthquake hazard Zonation, the study area falls under Seismic zone –III Source : GSDMA

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The site is located in the SEISMIC ZONE – 3 . All the construction and equipment installation will be suitable to work in the adverse conditions at the site. Earthquake may be an important risk factor during and after construction. Significant damage to marine structures had been reported from various port accidents disasters. The general framework is presented for seismic risk assessment of port facilities with a particular focus on a methodology for estimating the expected loss of a seaport due to scenario earthquakes. The methodology is divided into two inter-related components: estimating a port’s seismic vulnerability, in terms of short-term expected economic loss, and estimating the effects of the damaged port to the regional economy during the recovery period that follows a major earthquake. The short-term expected loss is evaluated by estimating the repair cost of the damaged port facilities and the loss due to loss of functionality of those facilities. The geographical data set contains the physical locations of each of the port’s facilities. Information describing the soil conditions at the port is stored in the geological database. This information is in the form of maps, soil profiles or borehole data. The seismological data set includes length, depth, location, and type of faults, and magnitudes and frequency of earthquake events. Sites at close proximity to an active geological faults have increased risk of disruption due to earthquakes.

Earthquake causes considerable loss of life and economic disruption.

The largest earthquake affected this area was on 26th January 2001. Detailed engineering design for the port facility shall include designs for earthquake events based on the building code. In addition, NFPA codes shall be applied to all piping and flammable material storage and transmission systems as well as for the fire prevention and protection systems to be installed at the port. In the event that a place of work has become unsafe, or there is a risk of serious harm, no further work is to be carried out until that place has been made safe. Effective, temporary measures to protect the employees and others include fencing, flagging or other suitable means which discourage access to the place of work until the place has been made safe again.

Dos and Don’ts for Protection against earthquake:

The earthquake strike suddenly, violently without warning at any time of the day or night..

1. All the jetty super structures on piles other buildings in seismic zone shall be designed so that they can withstand major tremors. 2. Since some building may catch fire, it is necessary that all the building will have their fire-fighting equipment in order. 265

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3. Safer places indoors, as well as outdoors, shall be clearly identified. 4. An emergency communication plan shall be made available. 5. Disaster management supplies (like flashlights, first aid box etc.) shall be available on hand. Emergency response for earthquake during earthquake, if indoors:  Take cover under a piece of heavy furniture or against an inside wall and hold on.  Stay inside under the corners of the room as are well supported by the civil structures  The safest place considered at the Building is the toilet and bathroom block as they contain water, open window for ventilation and is generally located at the corner of the building floor area. Also, generally there is second roof structure normally used as the storage place in the Building resulting into double protection for the roof.  The most dangerous thing to do during the shaking of an earthquake is to try to leave the building because objects can fall on persons at the near vicinity / occupants. During earthquake, if outdoors:  Move into the open, away from buildings, street lights, and Utilities wires.  Once in the open, stay there until the shaking stops. During earthquake, if in a moving vehicle:  Stop quickly and stay in the vehicle.  Move to a clear area away from buildings, trees, overpasses, or Utilities wires.  Once the shaking has stopped, proceed with caution. Avoid bridges or ramps that might have been damaged by the quake. After earthquake  Be prepared for aftershocks. Although smaller than the main shock, aftershocks cause additional damage and may bring weaken structures down. Aftershocks can occur in the first hours, days, weeks, or even months after the quake.  Help injured or trapped persons.  Give first aid where appropriate.  Do not move seriously injured persons unless they are in immediate danger of further injury.  Call for help.

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 Listen to a battery-operated radio or television for the latest emergency information.  Stay out of damaged buildings.  Use the telephone only for emergency calls.  Clean up spilled chemicals or other flammable liquids immediately. Leave the area if you smell gas or fumes. 7.1.3. Cyclone:

Cyclones are natural events, which can neither be wished away nor prevented. What actually makes these hazards turn in to disasters is the vulnerability of the people and their means of livelihood and the fragility of infrastructure. A tropical cyclone is a rotational low pressure system in tropics when the central pressure falls by 5 to 6 hPa from the surrounding and maximum sustained wind speed reaches 34 knots (about 62 kmph)

Although cyclones affect the entire coast of India, the East Coast is more prone compared to the West Coast. An analysis of the frequencies of cyclones on the East and West coasts of India showed that nearly 308 cyclones (out of which 103 were severe) affected the East Coast. During the same period 48 tropical cyclones crossed the West Coast, of which 24 were severe cyclonic storms. Out of the cyclones that develop in the Bay of Bengal, over 58 percent approach and cross the east coast in October and November. Only 25 percent of the cyclones that develop over the Arabian Sea approach the west coast. In the pre-monsoon season, corresponding figures are 25 percent over the Arabian Sea and 30 percent over the Bay of Bengal. Tropical cyclone of specific intensity when it strikes the coast of India, usually produces a higher storm surge compared to that when such a cyclone strikes elsewhere in the world. This is because of the special nature of the coastline, the shallow coastal ocean topography and the characteristics of tide in the region. Recently Cyclone Ockhi, dissipates before hitting Gujarat coast near Surat during December5th and 6th, 2017

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Gujarat Cyclone Hazard Risk Zone the project site fall under 34 39 m/sec category

Cyclone waning in India:

Cyclones form in certain favorable atmospheric and Oceanic conditions. There are marked seasonal variations in their places of origin, tracks and attainment of intensities. These behaviors help in predicting their movements. Cyclones do not form in Arabian sea during the months of January, February and March and are rare in April, July, August and September. They generally form in southeast Arabian Sea and adjoining central Arabian Sea in the months of May, October, November and December and in east central Arabian Sea in the month of June. Some of the cyclones that originate in the Bay of Bengal travel across the peninsula, weaken and emerge into Arabian Sea as low pressure areas. Most of the storms in Arabian Sea move in west-north-westerly direction towards Arabian Coast in the month of May and in a northerly direction towards Gujarat Coast in the month of June. In other months, they generally move northwest north and then recurve northeast affecting Gujarat-Maharashtra coasts; a few, however, also move west north westwards towards Arabian coast.

For cyclone forecast and advance warning, the Government has strengthened the Meteorological Department, by providing Cyclone Surveillance Radars at Calcutta, Paradeep, 268

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Visakhapatnam, Machilipatnam, Madras and Karaikal in the east coast and at Cochin, Goa, Bombay and Bhuj in the west coast. Satellite picture receiving (APT) equipment at Delhi, Bombay, Pune, Madras, Visakhapatnam, Calcutta and Guwahati are receiving satellite pictures of the cyclones from the polar-orbiting Satellites of the U.S.A. and U.S.S.R. Since April 1, 1982 A.V.H.R.R. (Advance very High Resolution Radio-meter) ground receiving equipment is operative at New Delhi. At this Centre very High Resolution Cloud pictures (Resolution 1.1 km) in 5 channels as also T.I.P. data (Tiros Information Processor) are being regularly received and are being archived in Magnetic Tapes. Hard copies of the pictures in 2 or 3 channels are being obtained regularly. Distinct advantage of these pictures is due to their very High Resolution in all the 5 channels. Further improvements in the cyclone tracking and forecasting have taken place after the Meteorological application programme of the Indian Geo-Stationary Satellite INSAT-LB has become operational since October 1983. Monitoring of the cyclone by taking hourly pictures has helped the forecaster to improve his skill in issuing the timely warnings to the public. Satellite pictures received by the Meteorological Data Utilization Centre (M.D.U.C.) at New Delhi are further disseminated to all the forecasting Offices through Radio Facsimile. Cyclone operations are being done by the Meteorological Department through the Area Cyclone Warning Centers (ACWC) and the Cyclone Warning Centers (CWC). ACWC at Madras and Bombay and CWC at Ahmedabad are responsible for the cyclones in the Arabian Sea - the National Forecast Centre or the weather central at Pune being the coordinator. Computerized Operational Advisory Forecasts on cyclone movements are being issued by the Numerical Weather Prediction (NWP) division of the Department at the H.Q. Office at New Delhi. Storm surge advisories are being issued to the ACWC/CWC by the Northern Hemispheric Analysis Centre (NHAC) at the H.Q. Office at New Delhi. Cyclone warnings issued to the Chief Secretaries, the Relief Commissioners and the District Collectors of the maritime states are the very basic information for cyclone distress prevention and mitigation. These are disseminated under "Two Stage Warning Scheme" i.e., in two stages whenever any coastal belt is expected to experience heavy rains, gales and tidal waves in association with a cyclonic storm or depression expected to intensify into a cyclonic storm. The first stage warning known as the "Cyclone Alert" is issued 48 hours in advance of the expected commencement of the adverse weather over the coastal areas. The second stage warning known as the "Cyclone Warning" is issued 24 hours in advance. Both cyclone "Alert" and "Warning" messages are passed to the AIR stations for repeated broadcast. However, they are requested to broadcast cyclone warnings at hourly or half- hourly intervals, when the cyclone is nearer to the coast. For dissemination of cyclone

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warnings, the Meteorological Department has to depend mostly on the Telecommunication channels of the Post and Telegraph Department consisting of landline telegrams, Teleprinter, Telex, Telephone, etc. India Meteorological Department has been including some of the vital information like port signal advices in the cyclone warning bulletin issued to the AIR. Concerned officials have also been advised to monitor the cyclone-warning bulletin on the AIR during cyclone seasons, which would help them to take appropriate action even in the case of not receiving the addressed warnings due to delay or failure of communications. During l987, INSAT based Cyclone Warning Dissemination System (CWDS) for south Andhra and north Tamil Nadu coasts was made operational, which is capable of circumventing failure of traditional communication Systems. Under this scheme, the cyclone warnings are directly sent to the users through INSAT. Such facilities have now been extended to all other cyclone prone areas.

Cyclone Impact: There are three elements associated with a cyclone, which cause destruction.

 Cyclones are associated with high-pressure gradients and consequent strong winds. These, in turn, generate storm surges. A storm surge is an abnormal rise of sea level near the coast caused by a severe tropical cyclone; as a result, sea water inundates low lying areas of coastal regions. Very strong winds may damage installations, dwellings, communication systems, trees., etc. resulting in loss of life and property.

 Heavy and prolonged rains due to cyclones may cause river floods and submergence of low lying areas by rain causing loss of life and property. Floods and coastal inundation due to storm surges pollute drinking water sources causing outbreak of epidemics.

It may be mentioned that all the three factors mentioned above occur simultaneously and, therefore, relief operations for distress mitigation become difficult. So it is imperative that advance action is taken for relief measures before the commencement of adverse weather conditions due to cyclones. The most destructive element associated with an intense cyclone is storm surge. Past history indicates that loss of life is significant when surge magnitude is 3 metres or more and catastrophic when 5 metres and above. Storm surge heights depend on the intensity of the cyclone, i.e., very high-pressure gradient and consequent very strong winds and the topography of seabed near the point where a cyclone crosses the coast. Sea level also rises due to astronomical high tide. Elevation of the total sea level increases when peak surge occurs at the time of high tide. 270

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The West coast of India is less vulnerable to storm surges than the east coast of India in terms of both the height of storm surge as well as frequency of occurrence. However, the following segments are vulnerable to significant surges( Maharashtra coast, north of Harnai and adjoining south Gujarat coast ii) The coastal belt around the Gulf of Kutch.

Dos and Don’ts for Effective Cyclone Disaster Prevention and Mitigation Plan:

 A Cyclone Forecast - and Warning Service.  Rapid dissemination of warnings to the Government Agencies, Marine interests like the Ports, and to General Public.  Organizations to construct Cyclone Shelters in the cyclone-prone areas and ready machinery for evacuation of people to safer areas.  Community preparedness at all levels to meet the exigencies.

DOs

 Check port Buildings, jetty structure, secure loose tiles by cementing wherever necessary, and repair doors and windows.  Check the area around the site. Remove dead or weak trees, anchor removable objects like lumber piles, loose bricks, garbage cans, sign-boards, loose zinc sheets etc.  If wooden boards not handy, paste paper strips on glasses to prevent splinters flying into the Building.  Keep a hurricane Lantern filled with kerosene, flash light and enough dry cells and keep them handy.  Those who have radio sets should ensure that the radio is fully serviceable. In the case of transistors an extra set of batteries should be kept handy.  Keep your radio on and listen to latest weather warnings and advisories from the nearest AIR station. Pass the information to others.  Pass only the official information you have got from the radio to others.  Get away from low lying beaches or other locations which may be swept by high tides or storm waves. Leave sufficiently early before your way to high ground gets flooded. Do not delay and run the risk of being marooned.  The port Building should be out of danger from high tides and flooding from the river and it is well built. However, please act promptly if asked to evacuate.  Be alert for high water in areas where streams of rivers may flood due to heavy rains. 271

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 Get extra food, especially things which can be eaten without cooking or with very little preparation. Store extra drinking water in suitably covered vessel.  If you are in one of the evacuation areas, move your valuable articles to upper floors to minimise flood damage  Check on everything that might blow away or be torn loose. Kerosene tins, cans, agricultural implements, garden tools, road signs and other objects become weapon of destruction in strong winds. Remove them and store them in a covered room.  Be sure that a window or door can be opened on the lee side of the Building i.e. the side opposite the one facing the wind.  If the centre of' ‘eye' of the storm passes directly over your place, there will be a lull in the wind and rain, lasting for half an hour or more. During this period stay in safe place. Make emergency repairs during the lull period if necessary, but remember that strong wind will return suddenly from the opposite direction, frequently with even greater violence.  Be calm. Your ability to meet emergency will inspire and help others.  You should remain in shelters until informed by those in charge that you may return Building.  Any loose and dangling wire from the lamp post should be strictly avoided.  People should keep away from disaster areas unless you are required to assist.  Anti-social elements should be prevented from doing mischief and reported to the police.  The Buildings and dwellings should be cleared of debris  The losses should be reported to the appropriate authorities.  Relatives should be promptly informed about the safety of persons in the disaster area.  Remove the cargo from the ware house and open storage area to safer places  Evacuate cargo handling machinery and cargo handling vehicle to safer places  All the barges movement has to be stopped immediately after receiving warning  The Barges berthed along the jetty should be provided with proper mooring facility Don’ts  Avoid being misled by rumours.  Don’t leave shelters until informed by the rescue personals.  Don’t leave the safer place during lull, however minor repairs can be carried out.  Don’t touch the loose and dangling wire from lamp post, it may have electric current.

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Within the vicinity of 2 kms from project area, there is the bridge over the river connecting the two sides of Surat. During the flood, cyclone, and high winds the vessel/ship may damage the anchorage and collide with the bridge. This may result into heavy loss and also the traffic movement of vehicles at the vicinity. The ONGC manufacturing & processing facility is next door and any accident/damage to the bridge may affect the operations of project. However adequate safety measures will be taken at site and MSIRPL will be a part of Mutual Aid group to overcome any emergency.

7.1.4. Collision: The proposed jetty will be dedicated to handle dry bulk cargo like, coal, fertilizer, cement, food grains etc. no chemicals or oil are planned to be loaded or unloaded from this jetty. However the vessels contain fuel and accidental spills of this fuel can occur in the case of a collision between vessels. The volume of fuel containers in barges is limited when compared to bulk transport vessels, and the impact will be minor when safety regulations are strictly implemented. Mitigation measures: Mitigation measures will include Installing navigation aids to ensure safe transit through the channel. Providing pilotage for vessels entering the jetty if required. Reviewing and updating the Oil Spill Contingency Plan for jetty as per National Oil Spill Disaster Contingency Plan (NOS-DCP) under supervision of Indian Coast Guard. Proper care has to provide during refuelling operation of the barges to avoid spillage Installing an emergency response system for oil leaks an spillage With the adoption of strict measures including those as an outcome of the applicable rules and regulations, the potential for impacts associated with oil spills or other disasters can be managed to a suitable level of safety and is considered to be minor. Tidal movements can affect access and egress to the ships, cause difficulties during loading operations and result in collisions between dockside equipment and a ship. The operating platforms of end-controlled powered trucks and tractors should be provided with substantial guards to prevent the operators from being crushed in the event of collision with obstacles or other vehicles. Great care should be taken by jetty operators and other workers in the hold to avoid collisions with people, cargo stacks, which could be dislodged, or damage to the ship’s structure.

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7.1.4.1. Collision of Barges with tugs and Mother ships: Collision between vessels may lead to impact on ecosystem. The ongoing growth of vessel traffic and the number of vessels in Dumas channel has the potential to result in a higher risk of both collision , running a ground; events which may see the release of subsequent large amount of cargo and fuel as well as other pollutants. Barges arriving at the jetty of M/s MSIPL may need the assistance of tugs during the stopping and berthing manoeuvre. Vessel berthing needs acceptable sea condition such that fender forces are not exceeded and the risk of collision/damage to berth is low, upon departure, vessels need some tug assistance to de-berth and line up for departure. The operational criteria for tug assistance are determined by the ability to fasten the tugs to the vessels and acceptable forces in the lines. The worst case scenario involves release cargo, due to barge collision. This will leads to  Disturbance to marine and Estuarine Flora and fauna due to pollution  Potential damage to vessel.  Fatality or major injuries to personnel,  Vessel sinking and blocking the approach channel Safety measures are also incorporated into the design and operations of the jetty approaches. These take the form of navigational aids such as buoys, lights, radio and radar based systems. Dos when collision of barges with Tugs and Mother ship  The movement of vessel is increasingly confined by the limits of navigable water only during high tide period.  Immediately Send Distress Signal: Send designated or undesignated distress messages through VHF ,MF/HF, SAT C or any other available means, depending on the sea area you are in and time limit you have. If you have enough time inform the company and the nearest coast radio station about the incident.  Record Important Data: Record the time of ship collision, name and IMO number of the vessel(s) you collided with. Waste no time in arguing with other vessel. Leave VHF channel unoccupied, through which, you can get necessary information regarding assistance and help if the situation demands. Use any other VHF channel for inter/intra ship communication. If possible, take a photograph of the collision from a secure location.  Sound the Alarms: Sound the general emergency alarm; general alarm signal is sounded as precaution. It should not be mistaken as a signal for abandoning the vessel.

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 Take attendance, if anybody is missing report the same to the master.  Inform the officer responsible on muster station about the situation.  Make arrangements, to search and find the missing person.  The responsible officers and crew should lower the life boats up to embarkation deck and make all arrangements to abandon the vessel at quick notice.  It should be noted that engine room should not be left unattended if the impact of collision is minimal, which do not need an immediate evacuation of the compartment.  Also, the engine room in-charge should ensure all officers and crew working in the engine room are ready with their life jackets and TPA if immediate evacuation is required in the later stages.  Assess the Damage: Send an officer responsible to the area where the vessels have taken the impact. Inquire about the percentage of damage occurred. If the damaged area is an enclosed space, ensure to take all necessary precautions, for enclosed space entry.  Make an assessment of the damage and report the same to master. Any decision should be taken by the master or if the master is incapable of making decision or carry out his duties, the person next to his command should do so.  Take Immediate Action In Case of Damage: If any tank or tanks appeared to have suffered damage and ingress of water is confirmed, make necessary arrangements to pump out the water.  If the pumps are not effective and cannot contain the ingress of water the whole compartment can be sealed preventing other compartments from being flooded. If a self- closing water tight door is provided, it should be operated from the bridge itself.  Check For liquid Spill: If any of the fuel tanks or oil tank is damaged and if there is imminent danger of liquid spill. The procedures mentioned in EMP should be followed to contain the Liquid spill.  Reach The Nearest jetty or port If Possible: If the master attempts to correct adverse list or trim, he should consider the effects of shear force, bending movements, free surface effect when transferring liquids and blasting and de-blasting on the hull. If the own ship to be afloat without danger and engines are ready to manoeuvre, set course for the nearest port for repair. All the above mentioned duties have to be carried out in a very quick sequence and with utmost precision as collision can lead to other emergencies simultaneously.

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7.1.4.2. Collision of Barges on the Berthing phase There are six degrees of freedom of movement of a vessel. The three translational components are surging along the longitudinal axis, swaying along the lateral axis and heaving along the vertical axis. The three rotational components are rolling about the longitudinal axis, pitching about the lateral axis and yawing about the vertical axis. Vessel movements are induced by, winds and tidal current and can influence the jetty structures. The impact on the jetty structures can be minimized through the proper design of the pier such as its fenders, moorings and water depth.

When a vessel is moored at a pier, the movements in the horizontal plane, including surge, sway and yaw, are subject to the restraining forces of the mooring lines and the fenders which tend to counteract the movement of the vessel from its equilibrium position. The oscillation of the vessel in these three directions is governed by the mass of the vessel, the added mass of the surrounding water affected by the oscillation, the configuration and stiffness of the mooring lines and the fenders. These movements are usually not critical for small to medium-size vessels like barges operating from the proposed jetty that are normally under sufficient restraint. However, for large vessels under long period waves, the mooring forces can be very high and may exceed the breaking limit of the mooring lines.

The vessels at the berthing area of the jetty shall be properly moored during ideal berth phase. A mooring refers to any permanent structure to which a vessel may be secured. A vessel /barges are secured to a mooring to forestall free movement of the vessel on the water. As a verb, mooring refers to the act of attaching a vessel to a mooring. Mooring is often accomplished using thick ropes called mooring lines or hawsers The lines are fixed to deck fittings on the vessel at one end, and fittings on the shore, such as bollards, rings, or cleats, on the other end. Mooring lines are usually made out of synthetic materials such nylon.

The jetty structures shall be protected from the force of collision by using fenders. A fender is a bumper used to absorb the kinetic energy of barges or vessel berthing against a jetty. Fenders are used to prevent damage to boats, vessels and berthing structures. To do this, fenders usually have high energy absorption and low reaction force Fenders are typically manufactured out of rubber, foam or plastic. Rubber fenders are either extruded or made in a mould. The type of fender that is most suitable for an application depends on many variables, including dimensions and displacement of the vessel, maximum allowable stand-off, berthing structure, tidal variations and other berth-specific conditions. The size of the fender unit is based on the berthing energy of the vessel which is related to the square 276

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of the berthing velocity. The following points are just for the purpose of guidance, and during a real situation, one’s knowledge, seamanship and personal competence come in to play in handling the situation and saving lives on the berthing phase.

Dos when barges collide with the berthing phase:

 Inform the Master and Engine room: This is obvious, but make sure you inform the Master, if he is not on bridge. Inform the engine room and stop the engine. The officer on watch should not hesitate to call the master even if he has the slightest doubt about any given situation. (The decision to stop the engine would depend on the severity of the accident and immediate action to be taken.)  Master’s experience, knowledge and his overriding authority helps in making quick and bold decisions to save lives. Once the master takes over the command of the situation, act on his orders.  Exhibit NOT UNDER COMMAND (NUC) signal if the ship/ barges has lost its headway completely.  Sound the Alarms: Sound the general emergency alarm; general alarm signal is sounded as precaution.  Take attendance, if anybody is missing report the same to the master. Inform the officer responsible on muster station about the situation. Make arrangements, to search and find the missing person.  It should be noted that engine room should not be left unattended if the impact of collision is minimal, which do not need an immediate evacuation of the compartment. Also, the engine room in-charge should ensure all officers and crew working in the engine room are ready with their life jackets and TPA if immediate evacuation is required in the later stages.

7.1.4.3. Collision due to land side Traffic Traffic movement and the loading and unloading of vessels is a high risk activity in docks. The two most significant risks are:  Pedestrians being struck by vehicles.  Collisions between vehicles. Port authorities, port operators and employers should aim at providing collective measures to eliminate risks of road traffic accidents, including or ensuring:  Complying with port security/safety systems  Regulations for vehicle and pedestrian access.

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 Clear guidelines and information on the port and terminal layouts for visitors who are not familiar with the port environment and could be distracted by their surroundings e.g. private vehicles, deliveries, taxis and external service providers. Segregation of pedestrian and vehicle traffic routes are suggested, including clearly separating pedestrian and vehicle routes at entrances of the jetty itself and at ware house Buildings, storage sheds, trailer parks and loading yards to protect pedestrians and drivers. This includes provision of;  Speed limits that are clearly signposted and enforced;  Suitable, adequate and well defined roads for the type and volume of traffic;  One way traffic systems and minimizing of need for reversing, where practical;  Safe procedures for parking and reversing;  Footpaths, where possible, or marked pedestrian walkways and crossing points;  Well surfaced, marked, illuminated and maintained roads, footpaths, pedestrian walk-ways and mobile equipment operating areas;  Arrangements for highlighting road features and hazards that might not be apparent, especially during darkness;  Marking and edge protection; edges of loading bays and ramps, and sections of nonworking dock edge, should be clearly marked and fitted with barriers, where practical; and  Adequate and well maintained traffic and driver information and warning signs. 7.1.4.4. Collision to the Tapi Bridge (Magdalla /ONGC bridge) During the monsoon period or during strong wind, there are all chances of the barges/ other vessel collision to the nearby bridge located around 2-3 kilometres away from the jetty location. This may be either due to wind or tidal currents strong enough either to carry the barges approaching the jetty through Dumas channel or by breaking the mooring ropes tied up at the bollards of the moored barges, In order to avoid the vessel, carried away by strong tidal currents or wind towards the bridge, the suitable tugs assistance and the other port operations shall be in place to face the emergency situation like this, to guide the barges safely towards the mooring platform. Following Additional control measures will be provided at mooring platform.  High capacity bollard shall be installed at the wharf / jetty area.  Fenders will be installed with proper spring tension to absorb the sudden shock by the hit of vessel to the wharf surface.  Auto controlled winch system is planned to be installed to maintain the push and pull effect due to wind velocity and water currents.

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 During the high alert of cyclone like situations, the entire berthed vessel shall be protected additionally with string for vessel accidental control, this can be the auto winching arrangements specially used at the areas having the heavy current.  Tugs normally make fast movements approximately at 6 knots, these tugs will be ready to take any eventualities during any emergency. Moreover the tugs at the jetty will be fitted with all the emergency control measures. The operational criteria for tug assistance are determined by the ability to fasten the tugs to the vessels and acceptable forces in the lines. 7.1.5. Risk at Coal Stack Yard The main hazards associated with Coal handling are: 1. Health hazards due to handling of Coal. 2. Fire hazard due to handling of Combustible Coal. 3. Other mechanical hazards in maintenance and operation. 4. Environment hazards due to air/water/soil pollution. The present report addresses the risks posed by all the above hazards, , Quantification of risk was not possible due to the fact that no toxic chemicals are involved and the radiative flux hazards due to any coal fire would be restricted primarily to the port premises. 7.1.5.1. Health hazards due to handling of Coal. As explained in the EMP chapter of this report, the port proposes to take adequate control measures to ensure that the hazards do not result into any accident scenarios. The necessary equipment / hardware would be provided at the design stage itself. In addition the employees would be adequately trained to combat any emergency arising out of fire in the coal yard. 1. Exposure to coal dust in handling coal. 2. Fire hazard. Following safe operating work procedure & precautionary measures will be adopted. 1. Work permit system will be followed strictly. 2. The supervisor & the workers will be trained for the work to be carried out. They will be made aware of the hazards involved in particular work & remedial measures to be observed. 3. Required P.P.E. as per job requirement be issued & their use be ensured while working. 4. It would be ensured that the contractor would deploy well trained physically fit workers for the work.

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5. Authorized driver & cleaner are assigned the work of driving the vehicles. 6. Adequate lighting arrangement will be ensured in the coal yard & near the equipment. The workers will be using nose mask, safety shoes, gum boots & helmet while working in coal handling plant to ensure their safety. 7.1.5.2. Fire hazard due to handling of Combustible Coal Self-heating of coal to its ignition temperature, resulting in what is called spontaneous combustion, is a phenomenon identified with coal storage industries. Virtually all grades of coal (except high grade anthracite) are vulnerable to spontaneous heating and ignition. Although the precise cause of the spontaneous combustion of coal is not well defined, it is believed that when coal is freshly mined, the fresh surface of coal pieces liberate absorbed hydro-carbons, chiefly methane (in varying amounts), After the escape of the absorbed gases, the exposed surface of coal particles get oxidized by the oxygen in the ambient air. The oxidation is very slow but heat is generated in the process. If the heat is not allowed to dissipate, the temperature of the coal may rise gradually but sufficiently enough to cause the mass to ignite. It is also believed that this self-heating of coal usually occurs in about 90 to 120 days after the coal is extracted in mining operations. All types of coal, when exposed to the atmosphere, are liable to suffer deterioration of quality through surface oxidation, but the extent of deterioration differs from type to type. Lignite is a type of brown coal containing a high percentage of volatiles. It is subject to weathering much more rapidly than bituminous coal Storage of large quantities of coal requires two conditions to be met viz. (i) avoidance of deterioration in quality and (ii) avoidance of heating in the pile. While neither of the conditions can be fulfilled completely, deterioration and risk of fire can be reduced to a minimum by careful manipulation of the conditions of storage. As basic necessary steps to avoid spontaneous heating in coal storage, the following guidelines shall be adopted: 1. The ground or floor where coal is to be stored will be thoroughly cleaned of leaves, grass, weds, pieces of wood, cotton waste or other organic waste and precautions taken to prevent such matter from getting under, into or on the coal pile. 2. There will not be any steam or hot process pipelines or openings or sewers under, into, through or adjacent to coal piles. 3. The floor and walls of coal storage bins will be of non-combustible material.

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4. The storage site will be provided with drainage facility to prevent accumulation of water on the ground. Special attention will be given to monitoring of the coal stack, floor or wall temperature in excess of 420C. 5. The stack will be planned so as to facilitate dissipation of heat by wind from the surface of the stack. 6. Newly broken fines of coal are more susceptible to spontaneous heating. Dropping coal from heights while piling will be avoided. 7. Conical piles will be avoided - these storage will be built up in layers by roll packing - this helps to exclude oxygen and thus prevents fires by discouraging spontaneous heating. 8. As far as possible coal piles from different sources will not be stored together. 9. Coal stock should be limited in height. Low-grade coal will not be piled higher than 3 meters and best grade not higher than 4-5 meters. Coal will be stored in mixed sizes as too many fines will be hazardous. 10. No standing timber or pipes, poles, etc. will be allowed in the piles. It is recommended to locate coal yards at least 6-7 meters away from any important buildings and other combustible storage areas. During the period of low off take, coal stock generally tends to build up to alarming levels. Since most of the grades of coal are susceptible to spontaneous ignition if it is undisturbed for a certain period of time, risk of fire exists in coal stacks. Following precautions will be taken for preventing spread of coal stock fire: 1. Removal of coal will be done on first in-first out basis. 2. Temperature of the coal pile will be checked regularly. Specific attention will be given to the sloped sides of the piles where vulnerable air pockets exist. If pile temperature exceeds 700C, the pile will be opened and placed the over heated material in a separate small pile or use it promptly. 3. Inspection of stack will be done to detect smouldering and organise removal / consumption of the smouldering coal on priority and to extinguish the flames in time. Such inspections are vital after the rains as water falling on the surface and penetrating the coal pile may aggravate and accelerate spontaneous heating by assisting oxidation. 4. Coal having high moisture content will be stored separately, if possible, and used promptly.

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7.1.5.3. Stack Yard The stack yard shall be constructed using graded gravel of 250 mm with quarry dust 25 mm thickness as top layer. The detailed design will be developed as per the engineering guidelines for the port construction and NBC - 2016 The stack yard comprises the following. a) Water sprinkling system at stock yard b) Wind shield at stock yard c) Green belt and compound wall at stock yard d) Catch pits and settling pond e) Stacker cum re-claimer f) Truck loading system g) Centralized control room h) Firefighting system at stock yard 7.1.5.4. Coal Handling  Coal dust will be generated generally, coal unloading area and coal stock pile area. Hence, coal transfer points and coal stock yard can be provided with dust suppression/dust extraction facilities.  Dust collection system can be provided in bunkers to evacuate dust and hazardous gases like Methane from the coal bunkers.  Internal roads will be concreted / asphalted to reduce fugitive emission.  Hydro bins will be provided to collect bottom ash for further disposal to the users. 7.1.5.5. Firefighting inventories Fire Hydrant 1) Sufficient Number of Fire Hydrant around the stack yard as per the TAC guidelines 2) Sufficient Number of fire Hydrant point at coal Berth area: Stock yard is fully equipped with fire hydrant system stack pile. Separate pump house is provided. During the power failure period diesel operated pump is available at stock yard and berth. a. Fire Extinguisher

CO2 Type Extinguisher Dry Power Type Mechanical Foam Type The fire extinguishers will be provided as per IS - 2190 b. Sand Bucket: Sufficient numbers of sand bucket kept at various locations at coal stack yard and berth

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c. Fire Fighting Hose: Fire Fighting Hose with box installed at various locations, and Hoses are available in Pump House. d. Water Capacity: Capacity of the three water sump in the jetty area will be 600 KL (200 KL X 3). One 200 KL fire main tank will be situated near the coal yard exclusively for the coal firefighting arrangement. The Coal stockyard the following safety related conditions. 1. Good housekeeping will be maintained at all times. 2. All starting and stopping controls will be clearly marked. The area around these devices will be kept free of obstruction to permit easy access and a clear view of them at all times. 3. The area around all loading and unloading points on the conveyors will be kept clear of obstructions at all times. 4. Pedestrians will be using only approved crossovers. For any maintenance the power will be disconnected and the starting control will be positively locked in the open or stop position Description: Coal stack of full height below the surface on the entire length shall be considered as an emergency Resources:  Availability of fire hydrant and spray system around the stack yard.  Firefighting tenders.  Portable diesel firefighting pump.  Trained firefighting personnel.  Earth moving equipment (Dozers & Pay loader). Procedure: o On observation of emergency fire situation in coal stack yard CHP operation engineer shall immediately report to ECC. o On receipt of communication from ECC all key personnel shall reach to designated emergency control centre. o Work incident controller shall ensure containing of the fire affected stack yard by cutting of coal on either side of coal stack by means of available machinery such as dozers. o The coal so removed shall be transported to the unaffected portion of the stack

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yard or adjacent stack yard. o After ensuring complete isolation of the affected portion of stack yard, press spray of water from water hydrant from all possible directions along with tenders. Ensure quenching of flames and smouldering coal. Spontaneous hibernation of steam from the quenched coal stack should not be a cause of worry, however care to be exercised that persons involved in tackling the emergency does not get hurt by the steam burst. o Excess firefighting water going through the drain shall be contained in the holding pond and shall be released only after complete settling of coal in the holding pond. o After containing the fire completely, press dozers in service and compact the coal further. o Reclaim the partially burnt coal at the earliest.

7.1.6. Construction Activity The sections below describe the potential construction risks that are relevant to the project. This section also provides a qualitative assessment of potential health and safety hazards to site personnel and the general public during the water front and land-based construction along with the mitigation measures. Slips, Trips or fall Slips, trips and falls are a common source of workplace injury. Slips, trips or falls could occur at the wharf or berthing phase during construction activity. Construction workers as well as the general public utilizing the wharf area could be subject to this risk. Higher risk areas include wet or oily floors, uneven ground, sloping surfaces and cluttered areas. The risk of slips, trips and falls during construction can be reduced through effective site housekeeping, appropriate work wear (e.g. shoes with non-slip soles) and work process planning. Working over Water During construction activities at the wharf / jetty personnel will be working over and near water. The key hazards associated with working over and near water are the possibility of falling into the water resulting in drowning, or risk of electrocution when using electrical equipment near water. Appropriate management measures for the risks associated with working over water include fall protection, appropriate Personal Protective Equipment (PPE) (e.g. life jackets or buoyancy aids), rescue equipment, provision of a safe power supply and staff training.

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Construction Dust Workers at the land-based construction site may encounter wind-blown particles (e.g. from operating machinery, exposure of surfaces), with risk of eye injury or respiratory irritation. This risk can be managed through the use of appropriate PPE (e.g. eye protection, masks), worksite management (e.g. dust suppression) and work planning to avoid high-wind conditions. Construction Noise The Plant and machinery shall be regularly maintained and lubricated for noise control.Workers may encounter noisy plant and equipment, particularly from piling or dredging activities. Excessive noise may result in short or long term hearing loss. Health risks arising from construction noise can be mitigated through the use of appropriate PPE (e.g. ear plugs) and where necessary, muffling of excessively noisy machinery or equipment. Vehicle/Equipment Accident There is a risk that the public or on-site workers may be adversely impacted by construction vehicles and/or moving equipment during either construction or operation of the project. This includes both land-based construction and operational equipment within the Port, the vehicles and marine machinery. The additional movement of vehicles on public roads will be limited. Workers at the land-based construction site will be working with moving equipment and parts. Injury arising from machinery or equipment (e.g. trapped or crushed limbs, lacerations) is common in a construction setting and can have minor or major consequences. These risks can be mitigated through worker training, job safety analysis, appropriate PPE and the use of appropriate tools for the job. Hazardous Substances A hazardous material is one that poses a hazard to human health when improperly handled, stored or disposed of. The hazard may arise from acute or chronic toxicity or carcinogenicity of the substance or its corrosive or flammable nature. Hazardous or flammable materials that may be generated by construction include: • Lubricants, paints or sealants • Construction waste • Refuelling of equipment. The use and volumes of such substances are likely to be minimal during both construction and operation of the project. Fire

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Construction activities that pose a fire risk include welding works, grinding or heat generating machinery. Fire risk may be exacerbated ( Worsen) in the presence of flammable substances such as fuels and oils that are likely to be used in small quantities during construction as described above. Appropriate management measures for fire risk during construction include appropriate storage of flammable substances and worker training for ‘hot works’. The likelihood of a bushfire occurring is considered to be Highly Unlikely due to the lack of bush land or vegetated areas in proximity to the site. Exposure Weather conditions during outdoor construction work can pose a hazard to worker safety such as sun exposure, dehydration, heatstroke or heat stress. This is particularly relevant in summer conditions where daytime temperatures in the site with high humidity. Work planning (e.g. regular breaks), use of PPE (e.g. sunscreen, hats, long sleeves) and worker awareness training are relevant management measures to reduce the risk of negative health effects from exposure. Natural Hazard Natural hazards including cyclone or storm surge could cause direct or indirect harm to workers on the dredge vessel and the wharf. Monitoring of weather conditions and forecasts to avoid working in high risk conditions is the key risk avoidance measure for natural hazards. An emergency management plan and response procedure for the construction period will also help to safeguard worker safety in the event that avoidance is not possible. Safety Measures to be implemented during construction phase The contractor shall adhere to safe construction practice, guard against hazardous and unsafe working conditions and follow all safety precautions for prevention of injury or accidents and safeguarding life and property. The contractor shall comply with relevant provisions of Dock Workers (Safety, Health and Welfare) Act – 1986 and Dock Workers (Safety, Health and Welfare) Regulation – 1990. Building and other construction workers act and rules, Construction and demolition rules 2016 . All safety rules shall be strictly followed while working on live electrical systems or installations as stipulated in the relevant safety codes. . All mechanical hoisting and hauling devices and equipment required for execution of the work, including their attachments, construction tools, machineries and equipments shall be of adequate capacity and shall comply with relevant safety codes. All the components shall be in good working condition and shall be checked

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frequently to ensure that no defect/breakage has developed. . During work at night, the Contractor shall deploy halogen lamps/ other electrical lamps at the required spots to ensure there is adequate illumination for hazard- free work. . The Contractor shall also surround vulnerable areas of on-going works with old rubber tyres as a precaution against accidental collision and damage. . High quality well-sheathed cables shall be used for all temporary electrical work. All electrical installations shall be grounded and well protected. . All accessories such as welding leads, electrode holders, welding gloves and helmets, etc. must be of high quality and should be well maintained and checked. Tag and test all equipment. . Marine Environmental Risk, No damage is caused to plants and vegetation unless the same is required for execution of the project proper. 7.1.7. Marine Structural Failure: Structural safety of marine structures depends on the variability and uncertainties of loading and strength consequences of failure and the cost of failure. The variability of loading result basically from its random nature, the uncertainties of structural strength result from several muses among them are structural modelling & analysis, procedure, fabrication defects, scantling tolerances, etc. The life cycle cost of a marine structure is composed basically of the initial cost and the cost of failure. Both cost items depend among other things, on structural reliability, probability of failure or factor of safety. The initial cost increases with increased structural reliability, the cost of failure, on the other hand decreases with increased reliability. Therefore, there is an optimum value or range of values of structural reliability or the factor of safety which give a low value for the expected total cost in case of structural failure. The consequences of structural failures (caused by an accidental action) typically come in several forms: for example fatalities, injuries, structural damage, damage to contents, loss of functionality and environmental damage. When considering structural failures these consequences are often divided into two categories, direct and indirect consequences. The type of consequences considered, and whether they are considered direct or indirect consequences, is dependent on the system boundaries. These should be defined clearly at the onset of any consequence analysis. Direct consequences: Generally, direct consequences are confined to the effects of immediate damage following the occurrence of a hazard and are related to the

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vulnerability of the structure. Indirect Consequences: are related to a loss of system functionality or failure, as a result of local failure, and are related to the robustness of the structure. Put simply, indirect consequences occur as a result of direct consequences. The consequences of failure vary significantly from structure to structure, and may depend on a wide range of factors, including:  Nature of the hazard;  Properties of the structure;  Location;  Time frame over which the consequences are assessed; Marine structure failure could be one of the catastrophic disasters. It can be caused by heavy flood, earthquake or hitting by vessel. The vulnerability may be associated with (i) the column failure, (ii) the failure of the supported floor or (iii) the collapse of the entire structure. The consequences of failure vary significantly from structure to structure, and may depend on a range of factors; related to the hazard, the structure and the surrounding environment. The nature of the hazard will considerably affect the consequences considered. It is evident that the greater the magnitude and duration of a hazard, the greater the consequences will be. But the type of hazard will also have an effect. Additionally, it is important to specify if a hazard poses an additional risk to humans (or animals) though exposure, inhalation or ingestion. Mitigation Measures: Vessel – On board Safety  Ensure that machinery and equipment in the place of work is designed, made, set up, and maintained to be safe for employees.  Ensure that employees are not exposed to hazards in the course of their work.  Provide and maintain facilities for the safety and health of employees at work.  Develop procedures for dealing with emergencies that may arise while employees are at work.  Walkways, roadways and storage areas are to be designed in a manner that provides for safe movement of foot and mechanised traffic throughout the workplace, and any changes to designated areas must be advised to all users.  All surfaces used for the movement of any lifting machinery, appliance, other cargo-handling equipment, or for vehicle traffic or for the stacking of goods or

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materials, need to be suitable for the purpose, structurally sound, resilient to damage and properly maintained.  Where goods or materials are stacked, stowed, unstacked or un stowed, the work shall be done in a safe and orderly manner having regard to the nature of the goods or materials and their packing.  Any obstacle liable to be dangerous to the movement of a lifting machine, appliance, other cargo-handling equipment, vehicle or person which cannot be removed for practical reasons, shall be suitably and conspicuously marked and, where necessary, adequately lighted. All persons likely to be affected by such an obstacle need to be informed of its existence.  As far as reasonably practicable, all storage containers, pallets and like equipment used for handling, transporting or storing materials must be maintained free from sharp edges, projections or rough surfaces that are likely to injure any person working near or passing by them Access to ships’ holds, cargo decks and cranes  When a barge is being loaded or unloaded alongside a quay or another ship, adequate and safe means of access to the vessel is required, properly installed, secured and adjusted to suit tidal conditions.  From a wharf (quay) access to the barges must be by means of a gangway with nets slung from the ship’s side to the opposite side of the gangway, or an enclosed solid structure, or by other means that will prevent a person falling from the gangway and landing on the wharf or in the water.  Only a competent person is to be permitted to open or close power operated hatch covers. The hatch covers are not to be opened or closed while any person is liable to be injured by the operation of the covers.  Before loading or unloading takes place, any hatch cover or beam that is not adequately secured against displacement is to be removed.  All practicable steps are to be taken to ensure the safety of employees required to be in the hold or on the cargo deck of a ship.  Adequate ventilation is to be provided by the circulation of fresh air to prevent risk of injury to the health arising from any fume or dust emitted by the cargo being handled, or by any internal combustion engine or any other source.  Where a fall of more than 3 metres is possible, means must be provided to prevent a fall.  Adequate measures are to be taken to protect any opening in or on a deck where

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employees are required to work, through which opening employees, machinery, or other articles, materials or equipment are liable to fall.  Adequate arrangements, including safe means of escape, must be made for the safety of persons when dry bulk cargo is being loaded or unloaded in any hold or cargo deck, or when an employee is required to work in a bin or hopper.  Suitable personal protective clothing and equipment is to be provided, including the provision of a suitable life line and harness for employees required to work in a bin or hopper, which must be attended by another employee at all times so that emergency assistance can be given if necessary. Machine guards All dangerous parts of machinery are to be effectively guarded, unless they are in such a position or of such construction as to be as safe as they would be if effectively guarded. Only an authorised person is to be permitted to: (a) Remove any guard where this is necessary for the purpose of the work being carried out; (b) Remove a safety device or make it inoperative for the purpose of cleaning, adjustment or repair. If any guard is removed, adequate precautions must be taken, and the guard shall be replaced as soon as practicable.

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7.2. Disaster Management Plan The DMP is supposed to be a dynamic, changing, document focusing on continual improvement of emergency response planning and arrangements. A structure working on a Plan, Do, Check & Act (PDCA) cycle has been therefore suggested. Another advantage of doing this is to have a system that is in synchronicity with commonly used EHS systems such as ISO 14001 and OHSAS 18000. Policy The Quality Health Safety & Environment policies of MSIRPL are to be made accessible to all at site and to other stakeholders. The policies will be framed considering legislative compliance, stakeholder involvement, continual improvement, and management objectives. Identification and Prevention of Possible Emergency Situation Possible emergency situations of the proposed jetty can broadly be classified into fire or explosion. Additional emergency situations can be developed on the basis of audit / HAZOP or other procedures prior to commencement of operations. Emergency Prevention. Some of the ways of preventing emergencies are as follows:  Preparation of a Preventive Maintenance Schedule Programme covering maintenance schedule for all critical equipment and instruments as per recommendations of the manufacturers user manuals.  Importantly, it is of great importance to collect and analyse information pertaining to minor incidents and accidents at the site, as well as for recording near-misses or emergencies that were averted. This information give an indication of how likely or unlikely it is for the site to face actual emergencies and what should be further done to prevent them from occurring.  Establishment of an ongoing training and evaluation programme, incorporating the development of capabilities amongst employees about potential emergencies and ways and means of identifying and averting the same. Most emergencies do not occur without some incident or an abnormal situation. So there is always time of few seconds to few minutes to arrest an incident of abnormal situation from turning in to an emergency. This is the role of the shift in-charge who is the incident controller (IC) along with his shift team. Formation of Emergency Plan Objectives Specific objectives of the Emergency Response Plan are to be clearly listed with regards to the responses desired for successful management of the possible emergency

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situations. Suggested Objectives could, initially include:  Formulation of suitable onsite / offsite fire release response  Formulation of suitable onsite / offsite explosion prevention and relief response.  Improved awareness of safety issues amongst site personnel.  Training of key persons in Fire Fighting / First Aid -cardio-pulmonary resuscitation.  Awareness programme for workers and people engaged directly or in directly to the site. The objectives are suggested currently are generic in nature. However, they will evolve and become more specific as the project develops further. Implementation Allocation of Resources M/s MSIRPL will allocate of suitable resources for effective implementation of the DMP. Resources include both human and financial resources. Emergency Structure and Responsibility The key personnel involved in the emergency response are  Employee detecting the incident (Observer)  Site in charge and &M/s MSIRPL installation manager.  Location Incident management Team Members  Managing Director of MSIRPL  Onshore Emergency Response Team Emergency site Coordinator & Incident Management Procedure  MSIRPL Emergency Site Coordinator – Initial Actions Following the notification of an incident by the Incident Observer, the Emergency Site Coordinator shall: -  Confirm the Details.  Contact the affected location and verify incident.  Determine the category of the Incident.  Use the Initial Notification Checklist as a guide.  Log all information Individual Incident management Team Member – Initial Actions  Proceed immediately to your normal office.  Arrange for incoming telephone calls to be screened and for calls pertaining to the Incident be forwarded to the MSIRPL ECC.  Issue delegations of authority and/or arrange for work matters that may arise

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while you are in the MSIRPL Emergency Control Centre to be dealt with.  Document any calls pertaining to the Incident that are made from your normal office or at home and bring them to the MSIRPL Emergency Control Centre.  Retrieve any relevant data and take it to the MSIRPL ECC when it is operational. When advised, go to the MSIRPL Emergency Control Centre. Update the MSIRPL Chief Emergency Coordinator that you have arrived.  Check the Status Boards for the most recent information.  Ensure that your telephone line is "live". Keep a record of incoming and outgoing telephone calls, using a pre-formatted note pad. If a material fact regarding the Incident comes to your attention, immediately advice the Board Writer who will display the information onto the Status Board and ensure the events log is updated. Composition of MSIRPL Emergency Response Team Individual and alternates have been nominated to form the core MSIRPL ERT as under.  Managing Director  Chief Operating Officer  In charge – Field Service  In charge - Operations  In charge - Finance & Admin  In charge - HR  Manager ( Environment & Safety)  Manager(Operation) Job Description of Emergency Response Team  Managing Director – Chairman ERP  Assume overall control and ensure that the Emergency Response Plan is activated and implemented.  Chair and monitor the ERT review sessions.  Liaison with local, state and central Government authorities and partners.  Chief Operating officer Dy. Chairman ERP  Assumes the duty of Alternate Chairman of ERP  Look after Overall control of Incident.  Keep Managing Director updated on the actions initiated.  In charge (operations)– Chief Emergency Coordinator The MSIRPL Chief Emergency Coordinator is responsible for the incident management

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support both during and outside working hours. The MSIRPL Chief Emergency Coordinator shall: -  Notify the Managing Director and Chief Operating Officer of any incident and keep him informed.  Act as ‘Manager Emergency Response’ of the MSIRPL ERPT on behalf of the MSIRPL ERPT Chairman.  Decide whether or not to mobilize the MSIRPL ERT  Initiate activation and call out of the MSIRPL ERPT.  Initiate activation of the MSIRPL Emergency Control Room (ECR).  Organize resources to support the emergency response to the incident.  Call a meeting with Emergency Response Team in Emergency Control Room to discuss the incident and develop a response plan  Advice the Managing Director to notify appropriate external agencies, resource centres and the local emergency services, if necessary. (Different persons in the emergency Response Team should be assigned to call each of the external agencies) The chief emergency coordinator will act as chairman of Emergency Response Team (ERT) till MD takes the charge of ERT chairman  Manager - (Environment & Safety)  Act as the focal point of Incident.  Assess and decide category of Incident.  Assist in preparation of update for spokesperson.  Advice CEC regarding mobilization of MSIRPL ERT.  Advice MD/CEC on restoration of any environmental damage.  Notify the Statutory agencies as required.  Assume the role of secretary ERPT.  Provide assistance as required on issues related to Safety and Environment.  Assist in preparation of updates for spokesperson.  Coordinate documentation of safety and environmental aspects of incident.  Coordinate surveillance and photo documentation.  Assure that MSIRPL’s Health and Safety policies are observed.  Report any accidents, as required, to the appropriate Regulatory Agencies.  Provide support to plan procedures and follow-up investigations.   In charge (F&A and Admin) – Finance and Insurance Coordinator

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 Set up separate account for qualifying the expenses related to all major incidents.  Provide experienced personnel from finance group to coordinate payment of emergency purchases  Liaison with insurance company and insurance representative  In charge - (HR)  Inform employees and provide updates as deemed necessary in the event of any emergency.  Review and provide media responses to spokesperson.  Ensure adequate communication means available and operational in MSIRPL at Head Office.  In charge - (Material & Logistics) – Mutual Aid  Contract for temporary facilities and office as required.  Arrange for contract personnel, equipment and services to carry out operations.  Source and supply maps of affected area.  Arrange for recovery and disposal of damaged property, in case of oily debris co-ordinate with the Safety/Environmental Manager as necessary.  Manager (Production)  Coordinate with site In-charge.  Direct the site In-Charge in consultation with Director(operations)  Keep CEC (operations) updated on site situation.  Coordinate with External agencies regarding Toxic chemical spill response. Setting up of Emergency Infrastructure To enable the key persons to implement the DMP, the following infrastructure will require to be set up: Site map  Site Map with Escape Routes and Safe Assembly Points Marked on it  Site layouts have to be put up at key areas where assembly is to be done. These points could vary depending upon the atmospheric stability and location and intensity of the emergency.  With the onset of emergency, all non-essential persons (those workers not assigned emergency duty) shall evacuate the area and report to the specified emergency assembly point. Wind Sock It is required to install wind sock at the top of any tall structure in the vicinity of the

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Detox Corporation PVT.LTD EIA report for EC and CRZ clearance for Jetty and allied . M/s Mata Sitadevi Infrastructure and infrastructures research private limited

site. In case there is a risk of the structure getting damaged during the emergency, it is desirable to have alternate wind sock(s) as required. At least one wind sock should be visible from any part of the site. Site personnel have to be trained in reading the atmospheric conditions on the basis of the status of the wind sock. Evacuation, Escape and Rescue (EER) Plan In a major emergency, it would be necessary to evacuate personnel from affected areas and as a precaution / measure to further evacuate non-essential workers from areas likely to be affected should the emergency escalate. Whether evacuation is required or not can be decided by the Incident Controller, and arrangements made to communicate with employees in this regards. Arrangements could include announcements over the public address system, or through other suitable means. On evacuation, employees should be directed to pre-determined assembly points already explained earlier. If they are required to be evacuated outside the site and at a remote place, their transportation will be necessary for which vehicles will be required. Employees should use own vehicles first and then use, if necessary, the mutual aid system or hired vehicles from elsewhere. The vehicle may be needed to warn neighbouring area also. The safe passages/routes for escape shall be decided and marked by arrows in the plans as explained in the details of Emergency Control Centre in this chapter. Safe Assembly Points In affected and vulnerable locations, all non-essential persons (who are not assigned any emergency duty) shall evacuate the area and report to a specified assembly point. The need to evacuate non-essential - persons from non-affected areas will be determined by the foreseeable rate at which the incident may escalate. Each assembly point must be situated in a safe place, well away from areas of risk and least affected by down wind direction. It may be in the open or in a building depending on hazard involved. More than one assembly point is needed:  To ensure that employees do not have to approach the affected area to reach the assembly point;  In case any assembly point lies in the path of wind-blown harmful materials, e.g. toxic gas, burning brands, thrown (expected) materials and; Before reaching an assembly point, or subsequently, if it is required to pass through an effected area or the release of toxic substance, suitable personal protective equipment (PPE) including respirator, helmets etc., should be available to the people. Emergency Control Center

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An Emergency Control Centre (ECC) is the primary area from where emergencies are handled. The Main Control Centre, or any structure on the site, at sufficient distance from the affected area, and that is designed to withstand overpressure and radiation stress should be designated as the ECC. However, MSIRPL’s emergency control centre will be set up at MSIRPL corporate office at Surat. An ECC should contain various items as listed: For communication:  Intercom sets  External phone sets  Telephone directory  Company Telephone Directory  List of Important phone numbers required in emergency like Ambulance, Police, mutual aid agency etc.  Mobile phones Documents for ready reference:  Site Plan  Layout plan with hazard zones, assembly points marked and location of siren, safety/fire system shown (Display)  Stock list of fire extinguishers  Fire-water system and additional sources of water  Emergency Response Plan  Copy of First Aid  MSDS of materials used in the plant  Mutual Aid Members,  List of employees and addresses and phones Wall Display:  Site plan  Layout plan  Emergency Organization Chart All equipment should be regularly inspected and tested for adequacy. Personnel should be trained in the use of the same, where special training is required. Records of the same are to be maintained. First Aid Basic items in a first aid kit consist of following items:  First aid leaflet, including CPR

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 Sterilized finger dressing  Sterilized hand or foot dressing  Sterilized body or large dressing  Sterilized burns dressing - small  Sterilized burns dressing - large  Sterilized burns dressing – extra large  Sterilized cotton wool (25 gms)  Cetavolon (28 gms)  Eye pads  Adhesive plaster  Assorted roller bandage  Triangular bandages  Safety pins  Scissors, ordinary, 12.7cms, both sides sharp  Savlon liquid, 150 ml, or equivalent  Cotton wool for padding, 100 gms  Eye Ointment of sulphacetamide preparation  Loose woven gauze (28”x8”), compressed pack  Scribbling Pad, 4”x 6” with a pencil in a plastic cover  Adhesive dressing strips  Field dressing of modified army pattern  Record cards in a plastic cover  Torch, medium size with cells  Eye wash  Wooden splints, small  Wooden splints, big Awareness Training and Competence Awareness General awareness is to be invoked in all site personnel (including contractor’s employees) with regards to the importance of safety in general and emergency procedures in particular. Awareness can be generated in a number of ways, some of which are:  Awareness of Environment, Health and Safety Policies and the role of each employee in achieving what are covered under the policies  Awareness of the importance of carrying out tasks as mentioned in the Standard

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Operating Procedures and the potential impacts of not doing so.  The importance of use of personal protective equipment  Awareness about relevant portions of the safety instructions covered in equipment manuals used at site  Celebration of National Safety day, World Environment Day, Fire week to create awareness related to Health, safety and Environment. Training Specific training requires to be given to key employees. Examples of such training include:  Specific, skilled training pertaining  Testing of critical equipment and controls  First aid and Cardio-Pulmonary Resuscitation  Use of firefighting equipment  Emergency Evacuation and Rescue (EER) procedures.  Training in use of communication procedures to be followed in case of emergencies.  Training needs identification exercises should be undertaken prior to commencement of operations and the same must cover environment, health and safety issues. Competence : Competence is a function of training, experience and education. Key persons involved in administering the DMP will be competent. The level of competence can be decided for each key task and a clearly defined competence chart should be prepared. Communication Communication is vital during emergencies. Communication is important and it is required to divulge the potential emergencies that could arise out of the operations related to Operational units. After undertaking an assessment of risks and their possible environmental impacts, and setting up an organization for the preparedness to control the emergency, including related infrastructure, the next step is making the communications system operational. Depending upon the severity of the event, communications may have to be made with:  Persons inside the site premises  Key personnel outside the site premises during their non-working hours  Outside emergency services and authorities, and Neighbouring businesses, industries and general public.

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 Requirements pertaining to communication during emergencies are covered in this section. Level of Emergency Three levels of emergencies are to be recognized:  First level: Confined to a particular unit of the entire site,  Second level: A spreading emergency, that requires outside help, and  Third level: A major emergency requiring neighbouring population to be alerted.  Suitable alarms require to be made for each of these potential emergencies. The alarm should be audible in every part of the site. In areas of high noise levels, an alternative to an audible alarm, such as flashing lights may be installed. Raising the First Level Emergency Alarm Any person noticing an emergency should be able to raise or cause to be raised, the First Level Emergency Alarm (FLEA). All employees must be trained to operate such emergency alarms. There should be adequate places within the site, where provision to raise an alarm is available. This could be an audible warning, individual signal or message to a manned location. Major emergencies can be avoided by doing this. Raising the Second and Third Level Emergency Alarms In case there is a risk of the event spreading beyond the original unit and / or outside the site premises, then a second level emergency alarm can be raised. This could be across the entire site, as opposed to the first which could be at a part of the site. In case a third level or (major) emergency is to be declared, telephonic information to members of the local crisis group, or in case of failure of power and formal communication systems, and non-availability of mobile phone signals, a big bell or a messenger can be deployed. Declaring a Major Emergency Declaration of a major emergency should never be done on whims, immature judgment or without proper thought. Further, because of the scale of activity that will commence due to declaration of a major emergency, it is advisable to restrict the authority to declare it, and a limited number of persons may be invested the authority to declare such an emergency, although care should be taken to ensure that at least one such person is always at site. Identifying the Type of Emergency through an Alarm Alarm systems vary and will depend upon the size of individual sites. The person noticing the incident should warn all those in the site vicinity to either evacuate or take other immediate action according to a predetermined plan. Automatic alarms may be

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considered. Audible alarms include sirens or other alarms over public address systems. Alarms for a particular type of emergency (toxic leak or fire) can be raised separately enabling different emergency plans to be put in motion. However, this must be done after giving due thought about avoiding confusion in the minds of the site personnel. Use of alarms can be carried out to communicate different information such as:  Declaration of a first level emergency by an alarm in a particular area  Declaration of an advanced emergency situation by sounding of an alarm in the entire site  Declaration of a major emergency by sounding of a hooter, alarm or by communication through phone, bell or messenger.  Communication of Emergency  There should be an effective system to communicate emergency:  Inside the site i.e. to the persons including key personnel and essential persons on duty, and inside normal working hours,  To the key personnel and essential persons not on duty and outside during normal working hours  To outside emergency services and the government authorities, and Use of telephones and the role of the telephone operator After hearing the emergency alarm and emergency declaration, or even while fast receiving the emergency message on phone, a telephone operator (or communication officer) has to play an important role. He should be precise, sharp, attentive and quick in receiving and noting the message and then for immediate subsequent action of further communication. Communication with Personnel inside the Site during the Incident Relevant statutory information pertaining to the site must be made available beforehand, preferably in the form of a booklet, to workers so that they can prepare themselves to prevent or control the emergency. In all cases, once the communication of emergency is done, through an alarm, all personnel should be ready to undertake their roles in the same. Communication with Personnel outside the Site during the Incident Because of the suggested planning covered in report, key personnel will typically be available in all shifts or on short call. But due to some reason, if some are outside or not on duty and if their help is required, their updated details should be kept in the ECC for communication. As far as possible, names should be listed in the order or priority. Communicators

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should be told to call in the personnel in the order given, but not to waste time and call the next in line, returning to those who could not be contacted later. On making contact, the communicator should give a short pre-arranged message to the effect that an emergency has been declared at the site. While coming to the site, they should be instructed to carry with them their identity cards in case they are stopped at road Fields. Communication with External Emergency Services and Relevant Authorities Communication with external agencies is important and essential, both to control the emergency and as per regulatory compliance requirements. This is specially so for reportable (lost time) accidents. In such cases, it is essential that the outside emergency services as well as relevant outside agencies be informed in the shortest possible time. Liaison at the local level will help to determine the best means for achieving this. Communication with Neighbouring Firms and the General Public Telephone can be used for contact with industries in the nearby area with a view of receiving mutual aid. However, the public in the area, in some circumstances, may require to be informed about the emergency, which as stated earlier, should be done after careful evaluation. Communication with District Crisis Group and the Local Crisis Group The general public communication will require being provided to the district administration and this may be done by liasoning with different agencies. Emergency Documentation and Document Control Document Control  Documents should be legible.  All documents should be protected against damage, deterioration and loss.  Changes, if any, should also be approved by the Site in-charge.  Copies of the approved DMP are to be kept with the Site in-charge at the office in the Emergency Control Centre, with the Site Main Controller.  Obsolete documents should be marked as such, and copies of such documents are to be collected and prevented from being used. Emergency Control In case of emergencies, actions can broadly be categorized into the following activities:  Saving of human lives  Controlling the spread of the emergency and ultimately stopping it from further developing

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Onsite Emergency Control  Shut down and Isolation: Raising the alarm, followed by immediate safe shut down and isolation of affected areas.  Escape, Evacuation and Rescue: Safeguarding human lives at site by commencement of the Emergency Evacuation and Rescue Plan. Ensuring that all personnel are accounted for and carrying out a head count of persons evacuated. Notification and commencement of offsite emergency plan in case offsite impacts are possible.  Stopping the development of the emergency: Control or response to the emergency depending upon its nature (fire and explosion). Fire can be somewhat better controlled through firefighting, Impacts of explosions cannot be controlled once they occur, hence efforts will require focusing on provision of relief or control of secondary impacts (such as property damage or fires) resulting from explosions.  Treatment of injured: First aid and hospitalization of injured persons.  Protection of environment and property: During mitigation, efforts should be made to prevent impacts on environment and property to the extent possible.  Welfare of the personnel managing the emergency: Changeover, first aid and refreshments for the persons managing the emergency.  Informing and collaborating with statutory, mutual aid and other authorities including those covered in the Local Crisis Group.  Informing and assisting relatives of the victims.  Informing the news and electronic media.  Preserving all evidences and records: This should be done to enable a thorough investigation of the true causes of the emergency.  Investigation and follow up: This requires to be carried out to establish preventive measures for the future and a review of the DMP  Ensuring safety of personnel prior to restarting of operations: Efforts require to be made to ensure that work environment is safe prior to restarting the work. Off-site Emergency Response Plan An emergency may affect areas offsite of the works as for example, an explosion can scatter debris over wide areas and the effects of blast can cover considerable distances, wind can spread burning brands of gases. In some cases e.g. as the result of an explosion, outside damage will be immediate and part of the available resources of the Emergency Services may need to be deployed in the affected areas. In any case,

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the possibility of further damage may remain, e.g. as the result of further explosion or by the effect of wind spreading burning brands of hazardous material. Management will usually need expert advice in drawing up plans so that if such a release occurs, they will be able to collaborate with Emergency Services to estimate as far as practicable which downwind areas are at risk. It may be necessary to prepare in advance simple charts or tables relating the likely spread of the vapours cloud taking into account its expected buoyancy, the local topography and all possible weather conditions during the time of release. Advice on all these matters can be obtained from the Meteorological Office. Any such advice will include the recommendation that if a release occurs the local Meteorological Office (whose address is in the telephone directory) should be contacted for the current state of the weather over a somewhat wider area and, in the case of prolonged emergencies, information on imminent changes in weather which may alter the areas at risk. Such information is likely to be more specific if prior consultation has been made. The following are the responsibilities towards generation of the Offsite Emergency Plan:  To provide basic information on Risk and Environmental Impact Assessment to the Local/District Authority, Police, Fire Brigade, Doctors, surrounding industries and the public and to appraise them on the consequences and the protection/prevention measures and control plans and seek their help to manage the emergency.  To assist the District Authorities in preparing the Off-site Emergency Plan. Checking and Corrective Action Monitoring and Measurement Monitoring of the planned arrangements and the implementation of the DMP are essential to deliver the required output and enhance emergency preparedness. This includes:  Monitoring compliance to permits and statutory requirements laid down by regulatory authorities.  Conducting mock drills (including fire drills) to check whether the planned arrangements are working as per the required norms or not.  Periodical testing of intrinsically safe equipments.  Identifying minor leaks, accidents, near misses and others incidents that can lead to emergencies. A detailed monitoring checklist requires being prepared and the required actions carried out, prior to start of work.

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Records Records are a means of evaluating performance. Records include (but are not limited to):  Regulatory records, such as permits and related documents  Monitoring and test records  Correspondence with relevant offsite and onsite agencies Site management will ensure that records are properly maintained and available. It is desirable to keep copies of all records at the site as well at the project sites, to prevent their loss. The retention time for these records will depend upon their criticality and an ultimate decision will require to be taken by Head Office in this regards. Legal records should be kept permanently. DMP Audit, Non Conformance and Corrective Action and Preventive Action Since this DMP has been designed as a dynamic document, it is required that its performance be audited at regular intervals. Ideally, persons auditing the DMP should be external auditors (i.e. not employed at the site being audited). The audit should result in a set of findings that are put before the site management for review. Audits will be periodic, at intervals that are decided by the Head Office. Audit reports shall state the exact non-compliance with the particular clause of this DMP, and should include steps to be taken to attain compliance, through corrective and preventive actions. Review of Emergency Performance The site / head office management will review the findings of the audit and the non- compliances. It will consider whether the DMP is providing adequate safety assurance to the management, delivering performance as desired, and whether it continues to be in the spirit of Environment, Health and Safety Policies, and changing requirements. On the basis of these, the management will record its decisions and consider modifying the DMP, as deemed appropriate. 7.3. Fire Fighting System Fire safety at jetty shall be provided as per ISI standard and TAC ( Technical advisory Commission) regulation  Prevention and isolation.  Detection and alarm facilities.  Protection equipment.  Emergency and escape routes.  Emergency planning.

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 Evacuation procedures. Fire safety at jetty requires an appropriate balance between good design features, safe operational procedures and good emergency planning. Fire protection alone will not provide an acceptable level of safety. Fire protection measures should not interfere with mooring, anchoring or other operations Automatic fire detection, and the subsequent rapid response of emergency personnel and fire protection equipment, will limit the spread of fire and the hazard to life and property at unmanned locations or at locations with limited numbers of personnel. Fire protection facilities should be designed to contain and control fires that may occur in defined areas and to provide time for emergency exit. Emergency exit facilities are needed to ensure the safe evacuation of all personnel from the affected area in the event that fire protection facilities do not successfully control a fire. Fire Prevention and Isolation: Safety at jetty and storage area begins with fire prevention features inherently designed into the overall facility. Fire-fighting equipment is usually dispersed around the site and much of it is exposed to the weather. To ensure that it is fit for use, it is essential that all fire-fighting equipment is regularly inspected, maintained in a constant state of readiness and tested periodically to ensure reliable operation. Jetty operators should ensure that all fire-fighting equipment is maintained under the control of a planned maintenance system. The training and competence of personnel are of critical importance. Periodic simulated emergency drills, both announced and unannounced, are recommended to ensure operability of the equipment, operator proficiency in the use of equipment and familiarity with emergency procedures. Detection and Alarm Systems: The selection and fitting of fire detection and alarm systems at jetty is dependent upon the risk of exposure presented by the product being handled. The location of all detectors should take into account natural and mechanical ventilation effects, since heat is carried and stratified by convection currents. Other considerations, such as the ability of flame detectors to ‘see’ flames, should be taken into account. The advice of manufacturers should be sought, along with a compliance check against local regulations, before installation. In general terms, automatic detection and alarm systems have the purposes of alerting personnel and initiating a system to respond with the aim of reducing loss of life and property due to fires or other hazardous conditions. These systems may have one or more circuits to which automatic fire detectors, manual activation points, water

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Detox Corporation PVT.LTD EIA report for EC and CRZ clearance for Jetty and allied . M/s Mata Sitadevi Infrastructure and infrastructures research private limited

flow alarm devices, combustible gas detectors and other initiating devices are connected. They may also be equipped with one or more indicating device circuits to which alarm indicating signals, such as control panel indicator and warning lamps, outdoor flashing lights, bells and horns are connected. Alarm and Signaling Systems An alarm and signalling system must perform four significant functions. It should:  Rapidly transmit an alarm or signal to indicate the detection of fire before there is significant damage.  Initiate a sequence of events to evacuate personnel in the vicinity of fire.  Transmit an alarm or signal to notify responsible parties or initiate an automatic extinguishing system.  Have the capability to automatically self-test and warn of malfunction. Types of Alarm Systems Alarm systems are used to indicate an emergency and to summon assistance. There are many different types ranging from a local system providing an alert signal at the protected facility, to one which alerts at a remote station attended by trained personnel 24 hours per day, such as a fire or police station or a third party answering service. The type of system installed at a particular location should be based on a thorough risk assessment with input from competent personnel in the field of fire protection, taking due account of any applicable local regulations. Types of Signal Fire alarm systems provide several distinct types of signal which can be audible, visual or both. They range from relatively simple trouble signals, such as alarms for power interruptions, through supervisory signals, such as when critical equipment is in an abnormal condition, to either coded or non-coded alarm signals sounded when a fire alarm is activated either continuously or in the form of a prescribed pattern. Control Rooms/Control Buildings When determining necessary detection and alarm equipment for control rooms, the first consideration should always be the requirements of local regulations. The following general detection and alarm facilities are suggested for all control rooms or buildings: Manual fire alarm stations should be provided at all exits. The operation of a manual fire station should sound a local alarm and should activate an alarm at the main fire control panel, if provided. A fire detection system should be installed in any area of a control building that is

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normally unattended. Each detector should raise a local alarm in the areas of the control room that are normally occupied and should activate an alarm at the main fire control panel located in a continuously attended area. Fire-Fighting Equipment Fire-fighting systems are required to protect potentially exposed equipment in order to avoid fire escalation and to minimise fire damage. Ideally, most fires should be controlled and extinguished by first isolating the source of the fuel and, if necessary and feasible, by extinguishing the fire with appropriate agents. Fixed fire-fighting systems should be capable of full operation by the personnel locally available within the first 5 minutes of the outbreak of a fire. Jetty Fire-Fighting Equipment The type and quantity of fire-fighting equipment should be related to the port size and location Portable and Wheeled Fire Extinguishers and Monitors Portable fire extinguishers should be located at such place so that a person can reach without travelling more than 15 metres. Wheeled extinguishers should normally be located in accessible positions at each end of loading arm gantries or at the berth approach access point. Fire extinguisher locations should be permanent and conspicuously identified by luminous background paint or suitably coloured protective boxes or cabinets. The top or lifting handle of a fire extinguisher should normally not be at a height of more than one metre. Dry chemical extinguishers are recognised as the most appropriate type of extinguisher for the quick knock-down of small hydrocarbon fires. Carbon dioxide extinguishers have little value at berths or on jetties, except at points where minor electrical fires could occur. However, enclosed electrical sub-stations or switch rooms located within ports should be equipped with an adequate number of carbon dioxide extinguishers or should have a fixed carbon dioxide system installed. Foam extinguishers with a capacity in the order of 100 litres of pre-mix foam solution are suitable for use at berths. They are capable of producing approximately 1,000 litres of foam and provide a typical jet length of about 12 metres. Small foam extinguishers with capacities of about 10 litres are, in most cases, too limited to be effective in the event of a fire at a port. At least two portable foam/water monitors should be provided for jetty, together with adequate lengths of foam induction hose and fire hose to facilitate deployment at their maximum range.

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Port Fixed Fire-Fighting Equipment  Fire Water Supply  Fire main water at jetty will be provided by the unlimited supply fresh water /treated waste water  Three fire main tanks are proposed for the jetty. One near administrative building one dedicated to coal stockyard and one near the jetty dedicated to waterfront and closed storage area The water reserve for fire-fighting purposes shall be equivalent to at least 4 hours continuous use at the maximum design capacity of the fire-fighting system. More over all the three fire main tanks shall be interconnected. The piping arrangements at such storage facilities shall be arranged to prevent use of the fire-fighting reserve for other purposes and the integrity of the make-up water supply to such a reserve will be assured. Fire water flow rates and pressures should be sufficient to cover both extinguishing and cooling water requirements for a fire that might realistically occur. Fire Pumps Permanently installed fire pumps shall be provided on a scale which will ensure adequate reserve capacity to allow for contingencies, such as fire pump maintenance, repairs or breakdowns during emergencies. Typically, a combination of diesel and electric driven pumps will be preferred. Fire-Main Piping Permanent fire water mains and/or foam-water solution mains shall be installed in jetty and along the approach routes and at the storage area. Mains should extend as possible and be provided with a number of accessible water take off (hydrant) points. The hydrant points generally consist of headers with individually valved outlets fitted with a fire hose connection suitable for the particular type of fire hose coupling in use locally. Isolating valves shall be fitted so as to prevent the loss of all fire-fighting systems due to a single fracture or blockage of the fire-main network. The minimum capacities and pressures for fire water mains are dependent upon whether the system is to be used for cooling or for the production of foam, and upon the length of jet required. Fire Hydrants The location and spacing of hydrants at ports will generally be determined by the character of the facilities to be protected. At the berth or loading arm areas, it will

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often be difficult to achieve uniform spacing of fire hydrants, whereas on approach or access routes, uniform spacing can usually be achieved. For guidance purposes, hydrants should be spaced at intervals of not more than 45 metres in the berth or loading arm areas and not more than 90 metres along the approach or access routes. Hose connections should be of a design compatible with those of the local or national fire authorities. Hydrants should be readily accessible from roadways or approach routes and located or protected in such a way that they will not be prone to physical damage. The system will be designed in Ordinary Hazard category and Hydrants shall be suitably spaced at 45m interval. Along with each landing valve two sets of hoses, each of 15 m long one branch pipe will be placed in a hose box. In this proposed jetty the number of Hydrant Points are more than 55, hence the pump capacity will be designed as 273 m3/ hr. The system will be designed hydraulically ensuring a minimum 3.50 Kg/Sq.cm water pressure is available at the remotest hydrant point. Necessary isolation i.e. sluice valves shall be provided at suitable location to facilitate isolation of any particular pipeline for maintenance, or ensuring water reaches by the shortest route to the area desired in case of fire. System shall be designed to operate on Automatic Mode but stopping of the main pump shall be done manually. For maintaining the pressure in the system a Jockey pump shall be included which shall start automatically on drop in pressure and stop automatically when the pressure reaches the pressurised level.The water supply to the system is from one electrically driven pumping set of 273 m3/hr capacity operating at 70 MWC head. Pump proposed is suitable for more than 55 no. Hydrant points. A Stand by pump of the same capacity is also be provided. The capacity of Jockey Pump shall be 10.8 m3/hr, 70 MWC at 2900 rpm. The pumps draw water from a firemain tank. Electrical driven pump, of capacity 273 cum/hr at 7 Kg/cm2, running at 2900 rpm. The Pump shall have Cast Iron casing, Bronze Impeller, Sleeves and SS Shaft.125 HP totally enclosed fan cooled motor suitable to operate at 415 ± 5% 3 Phase 50 c/s ± 3% A.C. Supply with combined voltage variation of ± 5% having class “F” insulation suitable for an ambient temperature of 45 D.C. The above pump and motor shall be coupled by means of flexible couplings and mounted on a common base plate. To keep the Hydrant system in a pressurised state a Jockey Pump is employed of capacity 180 lpm with 70 MWC. 25 HP TEFC Motor suitable to operate at 415 ±5% 3 phase 50 c/s ± 3% A.C. supply with combined voltage variation of ± 5% having class

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“E” insulation suitable for an ambient temperature of 45°C. The motor shall be provided by IP - 44 degree of protection as per IS: 4691. The above pump and motor shall be coupled by means of flexible couplings and mounted on a common base plate. Initially the system shall be pressurized to the desired pressure. In case of any minor leakage, there, shall be fall in pressure and at a pressure, which is higher than the Main Pump operating pressure, the Jockey Pump shall start and pressurize the pipeline. On achieving the desired pressure it shall shut-off automatically. For Auto-start of the Engine a Diesel Engine Starter panel suitable for automatic starting of the Engine with three successive starting attempts is provided. This panel also consists of a battery charger for charging the batteries complete with Ammeter and Voltmeter. The panel shall have push buttons for manually starting and stopping the Engine. Audio Visual signals are included for Engine failure to start, low lube oil pressure, high cooling water pressure. Visual indications are provided for Engine running and battery conditions. The Panel is suitable for 230 Volts single Phase supply the panel shall be fabricated from 16 SWG sheet and suitable for floor mounting. Foam Systems Foam concentrate should be properly proportioned and mixed with water at some point downstream of fire water pumps, and upstream of foam making equipment and application nozzles. Fixed pipelines for expanded (aerated) foam are not recommended because the fully developed foam cannot be projected effectively due to loss of kinetic energy and high frictional losses through such systems. The type of foam concentrate selected, i.e. protein, fluoro-protein, Aqueous Film Forming Foam (AFFF), or alcohol/polar solvent resistant type concentrate (hydrocarbon surfactant type concentrate), will depend upon the fuel type and formulation, whether aspirating or non-aspirating equipment is installed and ease of re-supply.

There are several systems that can be adopted for feeding foam concentrate into foam making equipment at the berths. Some of the principal systems are briefly described. Monitors (or Cannons) Monitors may be used for foam and water, although specific types may be designed solely for foam. Large capacity monitors would normally be on a fixed mounting or on a mobile unit.

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Monitors may be situated at berth or wharf deck level (normally only suitable at small ports) or may be mounted on fixed towers. Typically, monitors will provide a jet length of 30 metres and a jet height of 15 metres in still air. Automatic Mode This mode, as selected on the Pump set mode switch provides for complete Un- attended operation. When the mode switch is put in "Auto" position, the operation of the Diesel Engine Pumping set is as follows :  While normal water pressure is above 3.00 Kg/Cm2 the Diesel Engine Driven. Pump shall be at rest, when the water pipe line pressure switch for Diesel Engine is actuated on water pressure dropping to a pre set level, the control system shall actuate the Pumping set.  When the Diesel Engine Driven Pump is to be switched off, this shall be done manually. On shutting down the pump is ready for the next operation. Off Mode The Off-Mode, as selected on the unit mode switch, all functions from the Panel are in Off condition. Battery Charging System however does not remain effected. Manual Mode The Manual Mode of operation as selected on the unit mode switch is different from the Automatic Mode that the Diesel Fire Pump has to be started manually by the operator by pressing the "START" push button. To ensure Engine stops, the "STOP" push button should remain in pressed position, till the engine stops completely, otherwise the engine shall start again. A three attempt starting facility is provided for the Engine and if it fails to start in all the three attempts (from receiving the starting signal) the set is locked out automatically and an Audible and Visual indication alarm is given. Under ground pipelines The underground pipelines will be given anticorrosion treatment. Consisting of sluice valve, non-return valves, landing valves etc. Water-Borne Fire-Fighting Equipment Water-borne fire-fighting equipment, normally in the form of fire tugs, can be highly effective, particularly when there is the scope to manoeuvre upwind of a fire. In locations where fire-fighting boats are well equipped, continuously available and able to be in attendance very quickly from time of call, for example within 15-20 minutes, then the scale of fire-fighting equipment provided at a berth may be established after

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consideration of, and in relation to, the calibre of local water-borne fire-fighting equipment. Where the fire-fighting capability of tugs is part of a port’s planned response to fires on tankers or on the port itself, they should be made available as soon as they are required if their contribution is to be effective. If these tugs are assisting a barges berthing or un berthing at the jetty or in some other part of the harbour when a fire emergency occurs, arrangements should be made to ensure that they can be released in the shortest possible time to assist in fire-fighting. When these tugs are idle between routine tasks, they should be moored with easily slipped moorings, within easy reach and, where possible, within sight of the jetty, and must keep a continuous radio and visual watch on the jetty. Where the attendance of these fire-fighting tugs at a fire cannot be assured within a reasonable timescale, their contribution should not be included when assessing the fire-fighting requirements for the port. Protective Clothing All fire protective clothing gives some protection against radiant heat and consequently from burns. Conventional, heavy fire-fighting jackets are very good in this respect. However, modern practice is to provide fire protective clothing that is manufactured from a lightweight, fire resistant fabric incorporating an aluminium covering, sometimes referred to as a fire proximity suit. This type of suit is not suitable for direct fire exposure. Heavier suits, termed fire entry suits, will allow personnel wearing breathing apparatus with suitable rescue and backup provisions to withstand direct flame exposure for a limited period. Depending on local fire-fighting arrangements, provision at the port of a minimum of one or two complete sets of fire proximity and fire entry suits, including helmets, gloves and boots, may be advisable. All protective clothing should be kept serviceable and dry. It should be properly fastened while being worn. Access for Fire-Fighting Services Parking areas should be provided for fire-fighting vehicles close to port approaches. The provision of a lay-by or ‘passing’ area on jetty approach structures should also be considered. Consideration must also be given to any limitations regarding the maximum axle weights for vehicles accessing berth structures.

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Nearest Firefighting services # Source Location Contact Distance Response number time 1 Surat Municipal Adajan 02612781232 10 km Corporation Fire 2 stations Mora bagal 02612770768 15 km Head office Fire control room Less than 30 3 Planpoor 9724345693 12 km Telephone minutes 101,102 7433976498 4 Manjura 0261 20 km 2230686

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Figure 38 Lay out showing fire fighting system

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Detox Corporation PVT.LTD EIA report for EC and CRZ clearance for Jetty and allied . M/s Mata Sitadevi Infrastructure and infrastructures research private limited Chapter-8 Additional studies conducted 8. ADDITIONAL STUDIES CONDUCTED 1. Numerical modelling studies conducted through Environ Software (P) LTD. Bangalore. The modelling studies are carried out for predicting shoreline changes due to the construction of piled jetty. The study was conducted to predict the seasonal behaviour of the region in terms of hydraulics and sedimentation processes. 2. CRZ map indicating High tide and low tide marking prepared through National Institute of Oceanography, Goa 3. Sub soil investigation was conducted through M/s Bhumi Research centre, Surat.

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Detox Corporation PVT.LTD EIA report for EC and CRZ clearance for Jetty and allied . M/s Mata Sitadevi Infrastructure and infrastructures research private limited Chapter-9 Project Benefit 9. PROJECT BENEFIT  The proposed jetty will be located closer to the industrial Golden corridor belt of Surat-, Vapi. Apart from GMB owned Magdalla port, and all other existing jetties are developed as captive jetty by the various industries, for their individual cargo handling. These above mentioned captive jetties may not be available for other commodities. Hence there is no other jetty available in this region, except GMB’s own Magdalla jetty for handling general cargo. This jetty is now dedicated to handle only coal. There is a great potential of a privately owned jetty to handle various commodities by the requirement in this industrially well-developed region.  Moreover along with the proposed jetty, a RO-RO facility for passengers and cargo is also envisaged. Government of India is promoting Inland water transport through Inland Waterway Authority of India (IWAI) by National Water way act 2016. In the back ground of successful RO-Ro ferry service between Gogha and Dahej, there is a heavy potential for RO-RO ferry service from the proposed jetty through Tapti estuary, connecting other RO- RO jetty facilities along the Gujarat coast and other parts of India.  As the proposed Project is highly capital intensive and auto operational in its working direct employment will be very less. However, a good number of unskilled labours will be needed to employs during construction of the project as well as for the operation of the jetty.  However, there is a great potential of indirect / secondary employment opportunities as almost excepted beneficiaries of the project are Agro-based industries, and other industries which are highly labour intensive, their expansion and increasing needs of labour power will generate indirect employment at firm as well as farm level. This is will be a very significant benefit of the project.

 This project will add to the economic growth of the region adding further employment opportunity to local population during construction and operation stages. It will enhance the standard of living of these people.

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Detox Corporation PVT.LTD EIA report for EC and CRZ clearance for Jetty and allied . M/s Mata Sitadevi Infrastructure and infrastructures research private limited Chapter-10 Summary & Conclusion 10.SUMMARY AND CONCLUSION INTRODUCTION: Mata Sita Devi Infrastructure and Research Private Limited (MSIRPL) propose to develop one piled Barge Jetty and allied terminal Infrastructures on the right bank of river Tapti in Bhatpore village. A MoU was signed on 11th January 2013 with Govt. of Gujarat in this regard. Subsequently after observing all formalities and procedures Gujrat Maritime Board (GMB) issued letter of Intent (LOI) for development of proposed jetty and allied facility. Agreement was signed with GMB on 04th June 2016. Apart from GMB owned Magdalla port, all other existing jetties in this region are developed as captive jetty by the various industries for their individual cargo handling. Hence there is no other jetty available in this region for handling general cargo. Anticipated Cargo handling from the proposed jetty will be 4.3 MTPA. Hence this proposed jetty project, falls under 7(e), category -B of the schedule in the EIA notification, 2006. As per EIA notification (S.O. 1533) dated 14TH September 2006 and CRZ notification (S.O. 19(E)) dated 6th January, 2011, and their subsequent amendments, this project require Environment clearance and CRZ clearance form State environment Impact Assessment Authority (SEIAA). Accordingly M/s MSIRPL had obtained Terms of Reference from SEAC , to prepare EIA report. M/s MSIRPL retained Ms Detox corporation PVT.LTD as EIA consultant; an organization with category “A” accreditation for Sector 33 of NABET and Schedule 7 ( e) of EIA notification (Jetty and dredging) from National Accreditation Board for Education & Training (NABET). Ms Detox Corporation PVT.LTD is also a NABEL and MoEF &CC recognized organization. This draft EIA report is prepared for Public hearing process as recommended in the approved TOR. TYPE OF THE PROJECT: Proposed project is a pilled Jetty for barge operation for various cargos. The Berthing area is required to service mostly small barges up to 3000 DWT. The Deck Top level shall be kept +6.75 Meters with respect to Chart Datum. There will be three approach trestles to the berthing phase. Berth shall be on piled structures having total length 440 Meters. Width of Quay structure shall be 25 Meters. Berth shall be designed for handling four barges up to 3000 DWT at the same time. Anticipated cargo handling: Anticipated cargo handling from the proposed jetty will be 4.3 MTPA. The expected cargo shall be Fertilizers (0.5 MTPA), Cement & Clinker (1.0 MTPA, Fruits vegetable and Food

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grains (0.10 MTPA), Sugar (0.05 MTPA), Coal (2.10 MTPA), Project cargo for heavy engineering (0.1 MTPA), and General cargo, container and Ro-Ro cargo from local industries (0.45 MTPA). Vessel: It is planned to develop barge handling facilities to berth the vessels up to 3000 DWT. The coastal vessel of adequate capacity shall also be operated at the jetty to handle coastal cargo. The port will be generally operated as Lighterage (Mother Daughter Transmission system) in existing scenario. The main export /import vessels (Handymax/Panamax) will be handled in the deep sea at Hazira Port’s anchorage point. The flat bottom barges with lesser draft requirements may be used at the proposed facilities. Location details: The jetty shall be located along the right bank of estuarine region of Tapti River opposite to existing Magdalla Port. Land Ownership: The land on which backup area is planned; 1,53,866.00 Sq.M, fall under block #333A /AS#556, belongs to MSIRPL. MSIRPL already approached Department of Urban development and Urban Housing and Chief Town Planner Gujarat state for conversion of this land as industrial zone. Gujarat Maritime Board (GMB) also recommended to Chief Town planner for the conversion of the above mentioned plot to industrial zone. Reclamation: 64,711.26 m2, area has to be reclaimed along the water front. The reclamation levels will be finalized with regards to the risk of flooding. The Highest anticipated level at proposed site will be about +6.75 M. with respect to Chart datum. If the ground formation level of the backup area is lower than this level, then the foundations & plinths of the structures, roads shall be subjected to inundation. Bathymetry near Project site: As per the bathymetric data, draft availability at the berthing phase will be 3-4 meter. RO-RO ferry jetty : One part of the proposed berth will be utilized for Ro-Ro facility. A pontoon of 30 m X 30 m shall be utilized for all tide berthing of the Ro-Ro vessels. A link span of 7.5 m width will be installed with shore side connectivity along the first approach trestle. Mooring: Adequate mooring system shall be provided at berthing phase considering all design loads and currents and flood system in Tapti estuary.

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Availability of water and its source: Water from nearest tapping point of Gujarat water supply & sewerage Board through pipeline will be collected an underground storage tank.25M3/day water will be required at the jetty premises in first Phase and approximately 50 m3 /day is the estimated quantity of raw water in second phase . Quantity of waste generated (Liquid and solid): No industrial liquid and solid waste generation expected from the Barge jetty operation. The only waste generation expected is from domestic usage. The waste water generated from canteen, washing area and toilet blocks shall be treated by using 20 KLD fluidized media reactor based sewage treatment plant. The treated waste water shall be utilized for gardening; plantation, dust suppression (Coal dust) and the remaining water shall be stored as storage in three fire main tank. Power requirement source and capacity: Power requirement during construction period will be approx. 100 KVA and during the operation of jetty the anticipated requirement is 1200 KVA. The required Electric Power will be fetched from existing electric substation of Dakshin Gujarat Vij Co.LTD (DGVCL). Standby arrangement of power: As standby arrangement of power, two diesels driven DG Set of 600 KVA is envisaged. Among them One DG Set will remain standby. This D.G set will be operational only during the power failure conditions or on emergency. Equipments Coal Berths Coal Berth shall have Grab crane/suitable crane and specially designed hooper for coal handling. Suitable dust suppression system shall be developed at jetty head and in storage area. Equipments Multi-Purpose Berths Each Berth shall have Grab loading and unloading mechanical equipments of required rated capacity. The equipment will have various attachments to handle all dry bulk and containers. General cargo will be handled by cranes on the quay. Other Equipments: Miscellaneous mobile equipment to support the house keeping comprising mechanical boomer Dozers and other such aids shall be kept in sufficient numbers. Green belt: Green belt shall be developed around the periphery of the jetty especially along the boundary of coal stockyard by dense plantation of suitable trees and bushes as required. A dedicated green belt area of about 45,731 m2 is earmarked at the project site.

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Shoreline Protection to prevent Erosion: On river front and along boundary of the terminal a rock slope protection will be developed. The shore protection work will be having various layers of rock armour layer and core material. Cost of the Project: The anticipated project cost would be INR 191.00 Crores. DESCRIPTION OF ENVIRONMENT The study area within of 10 kms radius of the project site is considered for baseline data collection. Monitoring surveys of the study area have been carried out in winter season from November 2016 to February, 2017. Field monitoring for meteorological conditions, ambient air quality, estuarine water quality, estuarine bio diversity, terrestrial biodiversity noise quality, soil quality, ground water quality, of the study area etc. have been carried out as baseline environmental studies. In addition to these, important parameters of certain aspects like land use, socioeconomic studies, were also covered during the study period. The entire data has been collected through actual physical surveys and observations, literature surveys, interaction with locals, government agencies and departments. Micrometeorological data of the region is collected by establishing a automatic weather station near the project site for a period of 8th November 2016 to 7th February, 2017. Temperature recorded during the sampling months was varying from 16.0 0C to 35.00C. The relative humidity at this region was varying from 10-88% during the sampling period. The predominant wind directions in the project site were observed from North West (NW) and South East (SE) and North East (NE) to South West (SW). The average wind speed observed during the study period was 3.26 m/s. Ambient Air Quality: The villages close to the project site; Bhatpore and Kavas, and on the opposite bank Gavier and Magdalla are selected for monitoring. Ambient Air quality monitoring at these villages and also near the project site was conducted, twice in a week to assess the ambient air

quality with respect to PM10 , PM 2.5 , SO2 and NOx. The result indicated that, the PM10 value at Magdalla and Gavier village is slightly above the CPCB stipulated standard of 100 µg/m3

during some of the sampling days . While all other parameters like PM2.5, SO2 and NOx in the all five sampling locations are within the limit CPCB ambient air quality standard.

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Noise Quality: The sound level recorded in the surrounding villages and the project site is showing variation in day time with maximum recorded during day time at Magdalla village which is slightly higher than the standard for residential area. Ground water Quality: Representative ground water sample from villages were collected from the wells in the study area and analyzed for relevant parameters. The result indicates that the ground water is saline due to saline ingression with high TDS and Conductivity. Soil Quality: Soil of the study area collected from the agriculture fields of Kavas village, Bhata village, Magdalla village and Gavier village were analyzed for the 15 critical parameters to evaluate the suitability of this soil with respect to its agriculture potential. Soil of this region is Sandy loam texture. In the five sampling locations selected, organic matter content was with high organic matter content varies between 0.29-.3.61%. Geological Conditions with the topography and slope data : This is a terrain along the river bank, which is almost flat and with extremely low gradient towards South-North, with few isolated depressions. Water front is at high elevation than the landward area. No drainage in project site, one man made channel is passing through the Eastern boundary of the project site which is carrying waste steam to Tapti from ONGC complex. Ground water table observed is at 5 meter depth at bore holes. Land use and Land cover: The dominant land use of the study area are scrub land (21.60%), Agriculture land (15.73%), Habitation (14.59%), Industrial area (7.48%), Aquaculture ponds (5.26%), Open vegetation (4.93 %), Mangroves (2.19%) and Marshy vegetation (1.25%). The estuarine portion of Tapti and other creeks occupies 8.21% and 5.58 % respectively of the total area. Ecology & Biodiversity survey of Estuarine Environment: In order to assess the existing health of the Tapti Estuary , along its coast, where the proposed jetty is to be constructed ,four sampling stations were selected in the estuary, station-1 near Magdalla village , Station-2 Near Project site, Station 3- Near Bifurcation of Dumas channel and Hazira Channel and station-4 near the Sultanabad village near the mouth of the estuary. The sampling schedule for the estuarine water quality and plankton analysis was systematically programmed to collect representative samples from Tapti estuary, both during the low tide and High tide period on 30th November 2016 (Spring Tide), 8th December 2016 (Neap tide).

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Results Physico- chemical evaluation of sub surface water: The water temperature (21.0 – 24.0oC) at different locations off sampling stations varied in a narrow range during sampling period. pH of the water column of the Tapti estuary in the sampling stations varies from 7.12 to 7.4. The result shows the water column of the Tapti estuary near the project site is highly saline. The chloride level in the water column of the Tapti estuary shows variation from 12928- mg/L to 15033 mg/L during spring tide and 12577- 15542 mg/L during neap tide of winter season. TDS level varies from 16890 mg/L to 21420 mg/L during spring tide period sampling, 15960mg/L -18500 mg/L during Neap tide period sampling. The difference in conductivity, chloride and TDS between the sampling stations is mainly due to the volume of tidal influx experienced at the sampling locations at the time of sampling. The recorded level of dissolved oxygen in the sampling stations was less in the Tapti estuary, varying from 2.0 to 3.7 mg/L during Spring tide sampling and 1.8- 3.0 mg/L during neap tide sampling. The BOD level of the water mass in the Tapi estuary was varying from 20 mg/L- 32 mg/L during spring tide 37-72 mg/L during Neap tide sampling. The Nitrate level, phosphate level, and silicate level was showing very less fluctuation during sampling period but uniformly the Tapti estuary is very rich in nutrient content. The Tapi estuary, near the project site during the sampling period was very turbid as reflected in the Total suspended solids value. The heavy metal concentration in the Tapi estuary was evaluated for the selected metals; Cadmium, Chromium, lead and mercury based on the Eco sensitivity and chances of contamination during cargo handling from the proposed jetty. Cadmium was varying from 0.073 mg/L – 0.093 mg/L during spring tide period and 0.070-0.095 during neap tide period. Chromium was varying from 0.157mg/L – 0.210mg/L during spring tide period and 0.121-0.210during neap tide period. Lead was varying from0.765 mg/L – 0.914 mg/L during spring tide period and 0.741-0.964 mg/L during neap tide period. Mercury was below detectable limit (BDL) both during spring tide and neap tide sampling. Results Physico- chemical evaluation of sediment: The sediments were collected from four the sub tidal stations near the project site were analyzed for the most critical parameters like, organic matter, TPH, and heavy metals like total chromium, cadmium, lead and mercury based the Eco sensitivity and chances of contamination through cargo handling and other operation of the proposed jetty. Mercury was below detected throughout the sampling , cadmium content was in the range of 1.08 mg/kg-1.94 mg/Kg , Total chromium was varying from 7.06 mg/Kg - 19.52 mg/Kg and lead was in the range 15.17mg/Kg – 20.26 mg/Kg were detected. TPH was in the range of 66-110 (µg/g). Organic carbon shows the variation of 0.48 –0.78 %.

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Biodiversity of estuarine environment : In the sub surface water chlorophyll-a was varying from 1.178-4.283 mg/m3. Phytoplankton community from the Tapti estuary was represented by 18 genera. Diatoms were represented by 14 genera, thus forming the most dominant genera among the phytoplankton communities. The average number of Phytoplankton of the four sampling stations at sub surface layer was 93-126 units/ L and 75-98units/L during spring tide period and neap tide period respectively. Zooplankton sample collected from the sub surface layer represented by 7 groups, Rotifers, foraminifera, Copepods, Decapods and Larval forms of Crustaceans, Polychaetes and Bryozoa. Among the zooplankton communities Rotifers were the dominant form during both sampling runs they were represented by six genera. The average number of Zooplankton of the four sampling stations at sub surface layer was very high, 75-111 N/ L and 56-92 N/L during spring period and neap tide period respectively. Benthic populations were very less in this area which was varying from 80-170 N /m2 in the 4 stations sampled, represented by only two groups Nematodes and Polychaetes. Macro benthic communities in the intertidal region were represented only by few Mud skippers. Fisheries potential in Tapti Estuary: Fisheries activities in the Tapti estuary are comparatively very less. The fishing activity in this region is mainly dominated by the marine fishing of Bombay duck, Coila, Shark, Shrimps Mullet and catfish in the Gulf of Khambhath. As per the secondary data collected from office of Director of fisheries, Surat, no major Hilsa fishing is practised in Tapti estuarine region, whatever Hilsa recorded is from Gulf of Khambhath and at the mouth of the Estuary. Other Marine/ Estuarine Fauna: No marine reptiles and mammals are observed in the Tapti estuary near the project site and approach channel during the sampling period. In the Tapti estuary, one unusual sighting of Dolphins was reported during, February and March in 2013. Ecology and biodiversity of terrestrial environment: The present condition of the project site is a barren land with Prosopis and Salvadora bushes. Due to the industrialization and urbanization natural habitats in the area have been confined to very limited patches. Most of the barren land were occupied the large scale intrusion by Prosopis. Few patches of mangroves were observed in the fringes along the bank of Tapti estuary, as wells as along the banks of the “Kidiabet”. A thick patch of mangroves of Avecinnia alba was observed at the upstream of Magdalla bridge, that also only along the fringes of banks of River Tapti. Tree cover in the study area is restricted to

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homestead/ or road side plantation and very few farmland plantation which is dominated by a palm Borassus flabellifer (Tad). The major agriculture activity is restricted to few pockets in Ichapore, Malgama, Barbbodan and Gavier villages of the study area. No natural forest land was observed in the study area except mangrove patches in the mouth of Tapti estuary along the fringes of islands and mud banks and a thick patch of Prosopis juliflora dominated scrub land which is situated along the western shoreline between Sultanabad and Dumas village. No threatened and endemic flora observed in the study area, except few African baobab trees which reported to be rare locally. The One pond in Gavier village in the study area attracts many residential and migratory birds. Among the sighted fauna; one bird, White-rumped Vulture is categorized by IUCN as Critically Endangered while Painted stork and , Black-headed Ibis and one mammal Common Otter fall under Near threatened category of IUCN Red data. Some of the other sighted fauna were given protection by the Indian Wild Life (Protection) Act, 1972 by including them in different schedules. ANTICIPATED ENVIRONMENT IMPACTS Impacts due to location of jetty: As per the available status of shoreline changes due to erosion and accretion prepared by Institute of Ocean Management, Anna University, Chennai, the area falls under stable coast. Sub tidal benthic fauna in 563.23 m2 and intertidal benthic fauna in 20.36 m2 will be directly affected due to the piled jetty construction along with three approach trestles. Modelling studies are carried out through Environ Software PVT.LTD, Bangalore to interpret the hydraulic behaviour due to the proposed project, impact on flow regime and sedimentation process concluded that, there will some reductions in the flow velocity in project domain of the development, which will be localized at the piled structure approach trestles and piled structure berthing area. Model study predicted no significant impact on the general flow of the Tapti estuary due to the proposed development. Impacts on shoreline changes : No capital dredging and maintenance dredging will be carried out as a part for this project. From the model results, It can also be concluded that the there is no significant variation in the rates of deposition in the study area both before and after development, except the bed level change in the jetty area confined to piled structures. Impact on Eco-sensitive sites due to the project activity: The nearest habitation is a temporary settlement is a hut approximately 800 m from project site. Gavier village is located approximately 2 km across river are the only habituated area near the project site. Nearest Mangrove patch is located about 1.13 km from the project

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site, in the intertidal region near KRIBCO jetty, dominated by mangrove saplings, which were scattered and stunted in nature. There is no fish landing centre near the project site. Gavier village pond located approximately 2.18 km in SE direction attracts many waterfowls during winter period. Except this no other eco sensitive sites are observed near the project site. Cumulative Impact due to the project with existing Industries: The cumulative impact if any will be only due to the increase in vessel traffic in the Dumas approach channel of the Tapti estuary. Impact due to the project site on fishing activities: As per the information available from the Fisheries department very few active fishermen located near the project site along the Tapti estuary. Magdalla and Kavas are the villages located closer to project site with maximum active fishermen. Other fishing villages are located along banks of Gulf of Khambhath. Hence the impact on the livelihood of theses fishermen will not be significant due to this project. Fisheries activities in the Tapti estuarine zone are comparatively very less. Fishing in this area is mainly dominated by the marine fishing of Bombay Duck, Coila, Shark, Shrimps Mullet and Catfishes. As per the data available from the office of Director of fisheries, Surat, the major fish landing centre near the project sites; Bhimpore, Dumas and Hazira are used only for marine fish landing which are located at the mouth of the estuary far away from the project site. Impact of the location of the project site on Sand mining activity: Manual sand mining is a lucrative business in Tapti estuarine region nowadays. Most of the boats in this region are now engaged in sand mining activity. No sand mining is observed near the project site. Most of the boats engaged in sand mining activity utilizing the Hazira channel to approach the landing centre near Magdhalla Bridge. No impact on the sand mining operation is envisaged due to location and operation of this project. IMPACT DURING CONSTRUCTION PHASE: Potential impacts on water front: Pile driving, deposition of rubble, sand compaction and other construction work in water may cause increase in sediment concentration and turbidity in the water column. Nevertheless, it is unlikely to produce a measurable impact as the water column of the Tapti as it is naturally very turbid. About 583 m2 area would be disturbed due to the construction of piles in both the intertidal and sub tidal regions. Since the sediment in the study area is silty sandy and uncontaminated, these changes would be minor and unlikely to influence the overall sediment quality of the area. Hence adverse impacts of the construction activity, if any, on the sediment quality would be localized, minor and temporary. Benthic populations

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were very less in this area represented by only two groups; Nematodes and Polychaetes. Other macro benthic communities in the intertidal region were represented only by Mud skippers. Mud skippers will avoid the zone of disturbance by itself. Hence no impact on them is envisaged. The sediment material flushed out during the pile driving activity will be collected on the drilling platform itself, when piling in the intertidal zone and the sediment will be collected in a dump barges while piling in the sub tidal region. The collected sediment during piling activity will be used for reclamation of low-lying area. The baseline data indicates that Tapti estuary sustains sediment which is not highly contaminated with respect to heavy metals. Hence, the possibility of releasing the pollutants due to the disturbance of riverbed during piling activities into estuarine water of Tapti estuary is ruled out. Potential impacts on air quality : Emissions from construction equipment, work vessels, trucks and other vehicles used in construction work could be a source of air pollution during construction phase. Potential impacts due to Noise and vibration: Construction activities may create noise and vibration generated by Pile driving construction equipment, truck traffic, work vessels and other similar sources. The piling methodology; vibro hammer, to be adopted by M/s MSIPL will minimise the impact of noise and vibration considerably. Also piling is a short term, one time activity, hence impacts if any, are minor and reversible in nature. IMPACT DURING OPERATION PHASE : Potential Impacts on Water Quality : Possible discharges from barges that could be sources of water pollution are bilge water, oily wastes, sewage, garbage and other residues in barges. Spills of oils, lubricants, fuels and other oily liquids may also be other sources of water pollution. The proposed jetty will be utilized for handling only non-hazardous dry bulk cargo like, Coal, Fertilizers, Cement & clinkers, Fruits, vegetables, Food grains, Sugar, Heavy engineering cargo etc., hence the impact due to the spillage of cargo on water quality will be minimum and insignificant. Even though, proper care shall be provided during the cargo handling to avoid any spillage in the estuarine environment. Potential impacts on Estuarine and coastal Ecosystem: As the proposed jetty will be handling only non-hazardous bulk cargo severe impact due to the spillage of cargo on estuarine environment and coast hydrology is not anticipated during the operation phase. The chance of any spillage during the fuelling operation and unintentional spillage of oily waste water to the estuarine environment will be rare

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incidents. Extreme precaution shall be undertaken to avoid any sort of spillage to the estuarine environment. Impact due to point source emission: The emission from D.G set from the jetty premises is the only point source of air emission. One D.G sets of 600 KVA will be in operational stage at jetty premises during power failure. The incremental increase due to this point source emission is observed at distance of 707 m in South East direction. As no sensitive area, except estuarine portion of Tapti River is located within 0.707 km in SE direction, the impact on ecosystem will be insignificant. No agriculture land and habitation fall under 707 m from the project site. Hence due to the increase in the above parameters there shall be minimal impact on receptors population and the productivity of crop. Emissions of dust from bulk cargo handling: The extent to which the ambient air quality will be affected by coal transfer operations and terminal facilities will depend primarily on the equipment, storage and transportation facilities used at installation. Coal handling could be one of the major sources of total suspended particulate (TSP) emission from the proposed project. Coal transfer facilities at the proposed project site will be custom designed according to the site specific requirement conditions. For barge unloading at the proposed facility; a grab carne and a custom designed hooper will be provided at berthing phase. Barge unloading operation will be accomplished by grab carne. The grab crane will be directly loading the cargo to the hooper. From the hooper the cargo will be transferred to the trucks and trailers through gravity. This will minimize the spillage of coal and dust emission during coal handling at berthing phase. Potential Impact due to Collision of Barges/ berthing of barges due to natural calamities : The proposed jetty handles only dry bulk cargo of non-hazardous substances .There is a likely hood of the barge / vessel getting damaged due to an accidental collision between other barges or with the mother ship or with small boats using the approach channel. Improved procedures for vessel traffic control (VTS) systems and collision avoidance systems, like Radar, shore based radar reflectors, LORAN-C, GPS, DECCA, etc. may avoid any chances of collision between the barges. The Vessel Traffic & Port Management System (VTPMS) of Gulf of Khambhath has been in operation since 15 th Aug 2010 through Gujarat Maritime Board (GMB).

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Impact on the traffic: The number of barges trip through the approach channel will increase after the proposed jetty while achieving the maximum 4.3 MTPA of cargo handling. The anticipated barge call per annum will be approximately 2150 for different projected cargo. After the proposed jetty, there will be also an increase in the road traffic for cargo transportation. The proposed jetty located along the bank of the Tapti estuary, which will be connected to the State highway through the dedicated road. The road connecting the project site to State highway will not be passing through any village roads. Hence impact due to the road traffic on nearby villages and settlements will be negligible. The major portion of projected cargo (2.10 MTPA) will be coal. During peak capacity of coal handling, the terminal is expected to handle 7777 MT /day considering 270 operational days per year. Hence dedicated 380-400 trucks may require for transporting 7777 T coal per day. Other projected cargo handling will be based on the demand. ENVIRONMENT MANAGEMENT PLAN: Construction phase: Measures shall be appropriately taken during construction phase of the jetty, to contain land, water and air pollution. There are no dredging operations in the waterway except piling operation for jetty. Water sprinklers shall be used to control the fugitive dusts. Diesel driven construction machineries shall be properly maintained to minimize the exhaust emission and noise pollution. Construction activities shall be restricted to daytime as far as possible to avoid any disturbance to surrounding areas. Whatever construction debris generated can be utilized for reclamation of low lying areas, therefore, there will not be any problems associated with the removal and disposal from the site. To minimize any impact on aquatic system all precautionary measures shall be taken, by using plastics sheet or tarpaulin in order to avoid any chance of dumping of construction materials in to the creek. For the prosed jetty construction, pile driving will be adopted instead of pile drilling operation. This will keep sediment disturbance to a minimum when piles are driven in water. The sediment material flushed out during the pile driving activity will be collected on the drilling platform itself, when piling in the intertidal zone or in a dump barges while piling in the sub tidal region. The collected sediment during pilling activity will be used for reclamation of low lying areas. OPERATION PHASE: Air Environment: There are two strategically suitable options to reduce emission from the cargo handling equipments and vehicles; Technological strategies that modify the piece of equipment or its

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fuel to reduce emissions. Operational strategies that change the way the equipment is used in a way that reduces emissions. EMP for Coal Handling: The proposed jetty will be handling 2.1 millions of tons of coal per year; hence minimizing coal dust is a high priority of EMP of this jetty. A Wide range of techniques shall be used to manage, control and prevent coal dust in and around coal-handling jetty premises including grab crane/suitable crane and hooper facility. The coal will be unloaded from the barges by using grab crane to minimize spillage. The grab cane will load directly to a hooper in the berthing phase. From the hooper, coal will be loaded in to trucks through gravity. The sprinkling system will be provided at the hooper for wetting the coal to minimize the dust during coal handling and transportation. The truck carrying coal from the jetty area to stock yard will be covered properly to avoid windblown dust. After dust is formed, control systems will used to reduce dust emissions. All the criteria for coal handling guidelines shall be followed. EMP for Sewage treatment: M/s MSIRPL has decided to install one 20 KLD fluidized media reactor, as sewage treatment plant to treat domestic waste water generated from the jetty in Ist phase and based on the market demand and associated increase in the manpower requirement one more 20 KLD fluidized media reactor shall be established in IInd phase . EMP for Barges discharges - bilge water; sewage: Bilge water from the barges, employed at the M/s MSIRPL jetty will be periodically pumped out from the barges .The accumulated bilge water will be transferred into a holding tank onshore. The bilge water then will be managed by a reception facility on shore, by treating it onshore with a bilge separator. EMP for General bulk Cargo handling at Jetty: M/s MSIRPL will be handling mainly non-hazardous cargo like, coal, food grain, cement, soybean and general cargo including containers. All care shall be taken to avoid any spillage of cargo during it transfer from/to the barges. Mechanical cargo handling equipments shall be provided at cargo handling area from barges. To avoid any spillage of cargo during the transfer from barges, some protective measures like tarpaulin or plastic sheet will be provided at the interspace between the barge and the berthing jetty Land Environment Solid Waste Management: Solid waste generation from the proposed jetty will be minimum and negligible. Whatever solid waste generated shall be properly disposed. For hazardous waste removal a

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membership shall be taken from the approved TSDF site. As of now provisional member ship has been obtained from M/s SEPPL. Noise Environment: Personal Protective Equipments ensuring the eardrum protection of the workers and visitors shall be provided. Two D.G sets shall be established in acoustic Enclosures to provide noise attenuation. To reduce the noise level during pile driving activity, Vibro hammer shall be used to reduce the noise level. Moreover, the piling activity will be restricted only during the day time as far as possible. Storm Drain Management: Storm drain inlets can be prevalent throughout the facility. Filter media and filter fences will also be installed around the storm drain inlets to restrict the movement of pollutants into the storm drain system. Health: The proponent will take necessary measures to provide healthy environment and safeguard occupational health and hygiene. All the employees will be trained in the health, safety, and environmental aspects related to their job. Well maintained first aid box will be provided at all strategic locations Safety appliances will be provided to the required workers. Oil spill prevention, response and recovery: Specialized oil spill response equipment shall be available in the jetty to deal with small to medium spillages. This equipment may include containment booms, recovery devices, oil recovery or dispersant application vessels. The M/s MSIRPL shall undertake necessary training under Vadinar Coast guard station for the preparedness for Oil spillage contingency plan. Fund allocation for environment management plan: Towards the Environment Management Plan, Indian Rupees 75,50,000 ( (Seventy five lakh Fifty thousand Indian rupees) are earmarked as capital Investment. Indian Rupees 13,50,000 ( Thirteen lakhs Fifty Indian rupees ) per annum shall be allocated as operation and maintenance cost. This is inclusive of anticipated cost of regular post project environment monitoring plan, Indian rupees 5,00,000 (Five lakhs Rupees) per annum. COOPERATIVE SOCIAL RESPONSIBILITY: Mata Sita Devi Infrastructure and research private limited (MSIRPL) is dedicated for the development of the nearby villages through their Cooperative Social responsibility. The management is committed to provide a suitable portion of their annual profit for the CSR fund. The better utilization of this fund shall be achieved through the interaction with the

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responsible Villagers. In the initial stage, M/s MSIRPL is committed to provide annually Rs. 5, 00,000/- (Five lakhs Rupees) for CSR fund. OCCUPATIONAL HAZARDS SPECIFIC AND PERIODIC MONITORING As per policy and norms,, all of the workmen are put to medical examination and testing periodically and at set interval. Based on the medical report, actions shall be taken. General medical health check-up of employee shall be conducted by Mata Sita Devi Infrastructure Research PVT LTD as per factory rules. RISK ASSESSMENT : The risk assessment has taken into account the following criteria for jetty construction and operation of project the proposed jetty.  Flooding from tides, river water, land water or a combination of both;  Earthquake  Cyclone  Collision  Coal Handling  Construction  Marine structure failure  Health and safety Disaster management Plan: M/s MSIRPL will allocate of suitable resources for effective implementation of the DMP. Resources include both human and financial resources. The key personnel involved in the emergency response are  Employee detecting the incident (Observer)  Site in charge and &M/s MSIRPL installation manager.  Location Incident management Team Members  Managing Director of MSIRPL  Onshore Emergency Response Team PROJECT BENEFIT The proposed jetty will be located closer to the industrial Golden corridor belt of Surat-, Vapi. Apart from GMB owned Magdalla port, and all other existing jetties are developed as captive jetty by the various industries, for their individual cargo handling. These captive jetties may not be available for other commodities. At present no other jetty available in this region for handling general cargo. There is a great potential of a privately owned jetty to handle various commodities to meet the requirement in this industrially well-developed region

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Moreover along with the proposed jetty, a RO-RO facility for passengers and cargo is also envisaged. Government of India is promoting Inland water transport through Inland Waterway Authority of India (IWAI) by National Water way act 2016. There is a heavy potential for RO-RO ferry service from the proposed jetty through Tapti estuary, connecting other RO- RO jetty facilities along the Gujarat coast and other parts of India. Even though direct employment will be less due to the fact that, the proposed project is highly capital intensive and auto operational in its working , a good number of unskilled labours will be needed to employs during construction of the project as well as for the operation of the jetty. Moreover , there is a great potential of indirect / secondary employment opportunities as almost excepted beneficiaries of the project are Agro-based industries, and other industries which are highly labour intensive, their expansion and increasing needs of labour power will generate indirect employment at firm as well as farm level. This will be a very significant benefit of the project. Conclusion:

As the project, which is handling only non-hazardous dry cargo, is located in a site far away from residential area and Eco sensitive area and the road connecting the project site is not passing through any village roads, no significant environment impact is anticipated due to the project. If all recommended EMP and DMP adopted during the development of this project, it will be contribution towards sustainable economic development of this region.

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Detox Corporation PVT.LTD EIA report for EC and CRZ clearance for Jetty and allied . M/s Mata Sitadevi Infrastructure and infrastructures research private limited Chapter-11 Disclosure of Consultants

11.DISCLOSURE OF CONSULTANTS The preparation of EIA was done by M/s Detox Corporation Pvt. Ltd. having NABET accreditation for conducting EIA studies for project activities listed under Schedule 7(E) of EIA notification and Sr. 33 of NABET scheme accreditation of EIA consultants (Jetty and Dredging Category – A). The EIA Team engaged in the preparation of this EIA report consist of professionals with multidisciplinary skill and relevant experience required for undertaking this project. KEY FACTS ABOUT DETOX CORPORATION PVT. LTD. Established in the year – 1995 Our Growth through years - 1995: Laid Foundation Stone of Firm Activities covered fabrication & equipment supply 1997: Developed turnkey execution. 1997: Developed core competence for conducting Environment Audits. 1998: Developed a Full Fledged Laboratory 1998: Construction of ETP’s & STP’s 2000: Developed core competence for preparation of EIA Study Reports 2002: Expansion and Modernization of Lab & Office. 2004: Certified for ISO 9001: 2000 (QMS) 2004: Established First Branch Office at Gandhidham, Kutch 2005: Tie up with Ozmotech, Australia for Converting Waste Plastic to Diesel 2006: Foundation laid for setting up a Total Hazardous Waste Management site at Kutch, Gujarat 2008: Started Development of Integrated Common Hazardous waste management facility in Kutch region in name of SEPPL 2013: Started Development of Integrated Common Hazardous waste incineration facility in Dahej region in name of SEPPL

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ACCREDITATIONS  ISO 9001-2008 certification  NABL (National Accreditation Board for Testing & Calibration Laboratories)  NABET (National Accreditation Board for Education & Training) registration from Quality Council of India as EIA Consultant  REGISTRATIONS  Class AA Contractor registration from Surat Municipal Corporation (SMC)  Recognized Environmental Auditors from GPCB

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Accreditation from QCI and NABET

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MoEF&CC recognition

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Detox Corporation PVT.LTD EIA report for EC and CRZ clearance for Jetty and allied . M/s Mata Sitadevi Infrastructure and infrastructures research private limited Reference of Literature

 ABP Research (1999): Good practice guidelines for ports and harbours operating within or near UK European marine sites. English Nature, UK Marine SACs Project. 120 pages  Administrative staff College (2010) EIA Guidance manual Ports and Harbour  World bank Group (2017) Environment Health and Safety Guidelines For Ports, Harbour an Terminal

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