DEPARTMENT OF PORTS GOVERNMENT OF KERALA
DEVELOPMENT OF VIZHINJAM PORT
RAPID ENVIRONMENTAL IMPACT ASSESMENT REPORT February, 2004
L&T-RAMBØLL CONSULTING ENGINEERS LIMITED Corporate Office : Hyderabad Office : 339/340, ANNA SALAI 501, MAHAVIR HOUSE NANDANAM BASHEER BAGH CHENNAI – 600 035 HYDERABAD – 500 029 Tel: 91 – 44 – 2433 1181 / 82 Tel : 91 – 40 – 5582 8603 Fax: 91 – 44 – 2433 1183 Fax : 91 – 40 – 5582 8604
C1021119 - RP010 rev. 2 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2
DEPARTMENT OF PORTS GOVERNMENT OF KERALA DEVELOPMENT OF VIZHINJAM PORT FOR IMPLEMENTATION WITH PRIVATE SECTOR PARTICIPATION
RAPID ENVIRONMENTAL IMPACT ASSESSMENT REPORT
TABLE OF CONTENTS
Chapter 1: Introduction 1.1 Background 1.2 Site Appreciation 1.3 REIA Study 1.3.1 Objective 1.3.2 Scope of REIA Study 1.3.3 REIA Methodology 1.3.4 Environmental Impacts 1.3.5 Environmental Management Plan (EMP) 1.4 Structure of REIA Report 1.5 Acknowledgements
Chapter 2: Project Development Plan
2.1 General 2.2 Salient Features of the Vizhinjam Port 2.3 Port Traffic 2.4 Development Needs and Planning Considerations 2.4.1 Navigational and Operational Requirements 2.4.2 Berthing Requirements 2.4.3 Cargo Handling Equipment 2.4.4 Storage Requirements 2.5 Master Plan of the Vizhinjam Port 2.5.1 Planning Considerations 2.5.2 Port Layouts 2.5.3 Model Studies 2.5.4 Master Plan 2.5.5 Berthing Requirements 2.5.6 Breakwaters 2.5.7 Approach Channel and Turning Circle 2.5.8 Landuse Plan 2.6 Immediate / Short Term Development 2.6.1 Berthing Facilities 2.6.2 Container Quay 2.6.3 General Cargo Berth
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2.6.4 Breakwaters 2.6.5 Equipment 2.6.6 Storage Facilities 2.6.7 Dredging 2.6.8 Berths 2.6.9 Turning Circle 2.6.10 Approach Channel 2.6.11 Navigational Aids 2.6.12 Port Craft 2.6.13 Hinterland Connections 2.6.14 Communication, Operation and Management 2.6.15 Container Security Operations 2.6.16 Pollution Control Facilities 2.6.17 Water Supply 2.6.18 Power Supply 2.6.19 Buildings 2.6.20 Bunkering 2.6.21 Storm Water Drainage 2.6.22 Sewerage and Oily Waste Disposal
Chapter 3: Baseline Environmental Status
3.1 General 3.2 Regional Setting 3.3 Physical Conditions 3.3.1 Topography 3.3.2 Geology and Soils 3.3.3 Landuse/Land cover 3.4 Compatibility with Coastal Regulation Zone 3.4.1 Coastal Zone Management Plan of Thiruvananthapuram 3.4.2 Coastal Regulation Zoning in the Project Region 3.5 Sea Area Features 3.5.1 Fishing Zones 3.5.2 Spawning Area 3.5.3 Aquatic Habitats 3.5.4 Near Shore Habitats 3.5.5 Sand Dunes / Dune Vegetation 3.5.6 Traditional Boat Navigation Routes 3.6 Sea Bed Engineering and Oceanographic Conditions 3.6.1 Bathymetry 3.6.2 Seabed Features 3.6.3 Currents 3.6.4 HTL / LTL Demarcation 3.6.5 Grab Sampling 3.7 Marine Environment 3.7.1 Marine Water Quality 3.7.2 Marine Biology 3.7.3 Sediment Quality 3.7.4 Observation on Sediment Quality 3.7.5 Benthic Communities 3.8 Terrestrial Environment 3.8.1 Meteorological Conditions 3.8.2 Air Quality
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3.8.3 Ambient Noise 3.8.4 Ground Water Quality 3.8.5 Soil Quality 3.8.6 Flora and Fauna 3.9 Socio-economic Profile – Project District 3.9.1 Population Characteristcs 3.9.2 Occupational Pattern 3.9.3 Infrastructure Facilities 3.9.4 Industrialisation 3.10 Socio-Economic Profile – Study Area 3.10.1 Social Profile 3.11 Profile on Fishing Activity 3.11.1 Fishing Activity – Thiruvananthapuram District 3.11.2 Fishing Activity – Project Region 3.12 Profile on Tourism
Chapter 4: Environmental and Social Impacts
4.1 General 4.2 Vizhinjam Port Activities 4.2.1 Construction Phase 4.2.2 Operation Phase 4.3 Environmental Impacts – Construction Phase 4.3.1 Impacts on Seawater Quality and Marine Biology 4.3.2 Impacts on Beach Profile, Seabed and Benthos 4.3.3 Impacts on Coastal Regulation Zone 4.3.4 Impacts on Environmental Aesthetics / Visual Impacts 4.3.5 Impacts on Atmosphere 4.3.6 Impacts on Water Use 4.3.7 Impacts from Quarrying 4.3.8 Impacts from Transportation of Construction Material 4.3.9 Impacts from Construction of Road / Rail Linkage 4.3.10 Impacts from Laying of Water Pipeline 4.4 Socio-Economic Impacts – Construction Phase 4.4.1 Impacts from Land Acquisition 4.4.2 Impacts from Worker Camps 4.4.3 Impacts on Vizhinjam Fishery Harbour 4.4.4 Impacts on Fishing and Fishing Communities 4.4.5 Impacts on Tourism 4.4.6 Impacts on Employment Potential 4.4.7 Impacts from Induced Development 4.5 Environmental Impacts – Operation Phase 4.5.1 Impacts from Port Operations 4.5.2 Impacts from Inland Cargo Movement 4.5.3 Impacts on Water Use 4.5.4 Impacts from Maintenance Dredging 4.6 Socio- Economic Impacts - Operation Phase 4.6.1 Impacts on Landuse Pattern 4.6.2 Impacts on Population Growth 4.6.3 Impacts on Vizhinjam Fishery Harbour 4.6.4 Impacts on Tourism 4.6.5 Impacts on Employment Potential 4.7 Beneficial Impacts
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Chapter 5: Environmental Management Plan
5.1 General 5.2 Mitigation Measures – Construction Phase 5.2.1 Capital Dredging, Reclamation and Construction of Breakwaters 5.2.2 Construction of Cargo Berths and Container Stacking Area 5.2.3 Quarrying 5.2.4 Transportation of Construction Material 5.2.5 Construction of Road / Rail Linkage 5.2.6 Laying of Water Pipeline 5.2.7 Construction Yards 5.2.8 Hazardous Material Storage 5.2.9 Worker Camps 5.2.10 Induced Development 5.3 Mitigation Measures – Operation Phase 5.3.1 Port Operations 5.3.2 Maintenance Dredging 5.3.3 Inland Cargo Movement 5.3.4 Solid Waste Management 5.3.5 Hazardous Material Management 5.3.6 Disaster Management Plan 5.3.7 Green Belt Development 5.3.8 Population Influx due to Vizhinjam Port 5.3.9 Training of Personnel 5.4 Environmental Monitoring 5.5 Institutional Mechanism 5.5.1 Reporting Procedures 5.6 Implementation Schedule and Cost Estimation 5.6.1 Implementation Schedule 5.6.2 Budgetary Estimates for Environmental Monitoring
LIST OF FIGURES
Chapter 1 Figure FD0101 : Location Map Figure FD0102 : Study Area Map – 10 km Radius
Chapter 2
Figure FD0201 : Alternative I (Short Term) Figure FD0202 : Alternative I (Long Term) Figure FD0203 : Alternative II Figure FD0204 : Alternative III (Short Term) Figure FD0205 : Alternative III (Long Term) Figure FD0206 : Master Plan Figure FD0207 : Layout Plan – Short Term Figure FD0208 : Landuse Plan – Long Term Figure FD0209 : Typical Arrangement of Container Berth – Mainline Figure FD0210 : Typical Arrangement of Container Berth – Feeder line Figure FD0211 : Typical Arrangement of General Cargo Berth Figure FD0212 : Typical Cross Section of Breakwater
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Figure FD0213 : Existing Road / Rail Connections Figure FD0214 : Proposed Road Connectivity – Option 1 Figure FD0215 : Proposed Road / Rail Connectivity – Option 2 Figure FD0216 : Typical Cross Section of Proposed Road / Rail Corridor
Chapter 3
Figure FD0301 : Landuse / Land Cover Map Figure FD0302 : Demarcation of High Tide Line and Low Tide Line Figure FD0303 : Marine Environment Monitoring Locations Figure FD0304 : Wind Rose Diagram Figure FD0305 : Ambient Air Quality Monitoring Locations Figure FD0306 : Noise Level Monitoring Locations Figure FD0307 : Ground Water Quality Monitoring Locations Figure FD0308 : Soil Quality Monitoring Locations Figure FD0309 : Socio –Economic Survey Zones Figure FD0310 : Fishing Villages and Fish Landing Centres in the Vicinity of Vizhinjam Port
Chapter 5
Figure FD0501 : Proposed Solid Waste Management Site
LIST OF TABLES Chapter 2 Table 2-1 : Traffic to Vizhinjam Port (Moderate Scenario) Table 2-2 : Design Vessel sizes and Dimensions Table 2-3 : Requirement of Number of Berths/Berth Length Table 2-4 : Summary of Container Cargo Handling Equipment Table 2-5 : Storage Area Requirements for Container Cargo (Cumulative) Table 2-6 : Storage Requirement for General Cargo (Cumulative) Table 2-7 : Berthing Requirements Table 2-8 : Berthing Facilities For Immediate / Short Term Development Table 2-9 : Summary of Cargo Handling Equipment Table 2-10 : Storage Requirement for Container Cargo Table 2-11 : Storage Requirement for General Cargo Table 2-12 : Water Requirements Table 2-13 : Estimated Electrical Demand (in MW)
Chapter 3 Table 3-1 : Spatial Distribution and Extent of Level -II Land use / Land Cover Classes in the Study Area Table 3-2 : Seabed Slopes in the Project Area Table 3-3 : Observed Current at Project Location Table 3-4 : Marine Water Sampling Locations Table 3-5 : Parameters Monitored for Marine Water Quality Table 3-6 : Plankton Sampling Locations Table 3-7 : Marine Sediment Sampling Locations Table 3-8 : Parameter Monitored for Sediment Quality
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Table 3-9 : Meteorological Parameters in the Study Area Table 3-10 : Ambient Air Quality Monitoring Locations Table 3-11 : Ambient Air Quality – Particulate Matter Table 3-12 : Ambient Air Quality - Gaseous Pollutants Table 3-13 : Noise Level Monitoring Locations Table 3-14 : Noise Levels – Day, Night and Day – Night equivalents in db (A) Table 3-15 : Ground Water Sampling Locations Table 3-16 : Soil Sampling Locations Table 3-17 : Geographical Area, No. of HH, Population, Density, Sex-Ratio in the Study Table 3-18 : Cluster Wise Statistics Related to the Fishermen in the Vicinity of VPPA Table 3-19 : Places of Interest Chapter 5 Table 5-1 : List of Tree Species Suitable for Green Belt Development Table 5-2 : Costs for Environmental Monitoring during Developmental Phase Table 5-3 : Costs for Environmental Monitoring during Operation Phase
LIST OF ENCLOSURES
Appendices
Appendix A : Baseline Environmental Data Report Appendix B : Socio-Economic Surveys Report
Annexures
Annexure A : Social Surveys Questionnaire Annexure B : Social Surveys Data Tables Annexure C : Socio-Economic Case Studies Annexure D : Environmental Monitoring Programme
LIST OF ABBREVIATIONS
GoK : Government of Kerala AAQ : Ambient Air Quality APHA : American Public Health Association CESS : Centre for Earth Science Studies CFE : Consent For Establishment CMFRI : Central Marine Fisheries Research Institute CO : Carbon Monoxide CPCB : Central Pollution Control Board CRZ : Coastal Regulation Zone CZMP : Coastal Zone Management Plan DO : Dissolved Oxygen DoP : Director of Ports EMP : Environmental Management Plan FPD : Fisheries and Ports Department GoI : Government of India
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HC : Hydro Carbons HTL : High Tide Line KMDC : Kerala Maritime Development Corporation KSEB : Kerala State Electricity Board KSPCB : Kerala State Pollution Control Board LTC : L&T Capital Company Limited LTL : Low Tide Line LTR : L&T-RAMBOLL Consulting Engineers Limited MoEF : Ministry of Environment and Forests MSL : Mean Sea Level NH : National Highway NOC : No Objection Certificate NOx : Nitrogen Di Oxide OPST : Operational and Performance Standards PIC : Public Information Consultation PUC : Pollution Under Control REIA : Rapid Environmental Impact Assessment RMC : Rogge Marine Consulting RPM : Respirable Particulate Matter RTG : Rubber Tyre Gantry SPM : Suspended Particulate Matter SO2 : Sulphur DiOxide VCZ : Very Core Zone VPPA : Vizhinjam Port Project Area
Table of Contents Page vii CHAPTER 1
INTRODUCTION Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2
1 Introduction
1.1 Background
The state of Kerala, located along the West Coast of India, is endowed with a coastline of 580 km. Along this coast, there are 14 minor ports, 3 intermediate ports and one major port i.e. Cochin. The minor ports and the intermediate ports come under the jurisdiction of Department of Ports, Government of Kerala and the Cochin Port is under the jurisdiction of Ministry of Shipping, Government of India. Out of the minor / intermediate ports, Vizhinjam Port is one which has been accorded Minor Port status in 1977. Since then, a fishing harbour and a custom port has been developed with limited facilities like a wharf and transit shed.
Other than Cochin Port, none of the other ports including Vizhinjam along the Kerala coast handle significant amount of cargo. A number of reasons have been attributed to this situation, significant among them being lack of importance to the state ports, poor hinterland connections, existence of Major Port at Cochin and proximity to another Major Port at Tuticorin Port in Tamil Nadu. Further, rapid strides in shipping trade and technology necessitate specialised handling systems, which are not available at the state ports. Lack of adequate funds with the authorities resulted in non-investments, which proved detrimental to the state ports.
The onset of liberalisation and globalisation of Indian economy in 1991 has resulted in attracting private sector investments in general. In line with the Government of India (GoI) policies, Government of Kerala (GoK) also adopted a pro-active approach to these changes and drafted a policy for development of port infrastructure and inland navigation. The policy redefines the role of the principal agencies mandated with maritime issues such as Fisheries and Ports Department (FPD), Director of Ports (DoP) and Kerala Maritime Development Corporation (KMDC) in the ‘Business of Ports’ and outlined the privatisation guidelines. Now, GoK is in the process of finalising these policies and guidelines for port investment, which are likely to be in place shortly.
With this background, Government of Kerala is poised to attract investments and has embarked on development of a Port at Vizhinjam with Private Sector Participation (PSP). GoK decided to appoint a Consultant to carry out the services required for the development of modern port at Vizhinjam. Following an international competitive bidding, GoK appointed L&T-RAMBØLL Consulting Engineers Limited (LTR) in association with Rogge Marine Consulting (RMC), G.M.B.H, Germany; RAMBØLL, Denmark; and L&T-Capital Company Limited (LTC) as Consultants to carry out a Techno-Economic Feasibility Study, project structuring and assisting in procurement of Developer. The scope of services of the project comprises carrying out the project, in three phases, as follows: • Phase I: Traffic Assessment and Preliminary Viability • Phase II: Detailed Feasibility and Project Structuring • Phase III: Assistance towards Technical and Financial Closure As a part of the Phase I study, a Rapid Environmental Impact Assessment study (REIA) needs to be carried out. This Report, Rapid Environmental Impact Assessment Report is one of the deliverables under the Phase I work. The REIA study has been carried out in a format suitable for seeking No Objection Certificate / Consent for Establishment (NOC / CFE) from the statutory authorities.
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1.2 Site Appreciation
Vizhinjam Port is located, almost, at the southern tip of India in the state of Kerala. It is located about 20 km south of Thiruvananthapuram, the capital city of Kerala state. The proposed site for development of Vizhinjam Port is located at Latitude 8o 22’ N and Longitude 77o E. Vizhinjam is endowed with a natural bay formed by a rocky promontory on the northern side and some rocky outcrops on the southern side. A map showing the project location is enclosed as Figure FD0101.
The site at Vizhinjam enjoys a natural water depth of around 24 m within a nautical mile from the coast. It is located very close to the international shipping route, about 10 nautical miles, which connects UK, West Asia with Far East. These two factors make Vizhinjam a promising candidate for a world-class port. Additional advantages include littoral transport being minimal along this coast, thus, practically relieving the port from maintenance dredging, unlike most port locations. Some of the salient features of the site are: • Deepwater close to the shore • Proximity to International shipping routes • Insignificant littoral drift and sediment transport • No ecologically sensitive areas reported along this stretch • No Resettlement and Rehabilitation issues involved • No active fishing grounds reported in the immediate vicinity of the offshore project area • Proximity to the national road and rail networks viz., NH 47 (Thiruvanthapuram and Nagercoil) and Thiruvananthapuram – Nagercoil section of Southern Railway.
1.3 REIA Study
1.3.1 Objective
The objective of this assessment was to elaborate the task of collecting and presenting necessary information on environmental and social features of Vizhinjam Port Project Area (VPPA) and carrying out Rapid EIA Study of the proposed project that will assist the prospective Developer to understand the critical environmental and social issues related to the project.
1.3.2 Scope of REIA Study
The scope of the REIA Study is: • To collect and review the past reports / secondary data • To establish the baseline environmental and social conditions • To assess the environmental and social impacts on the offshore and onshore environment, and on socio-economic conditions due to the development of the proposed Vizhinjam Port • To prepare an Environmental Management Plan (EMP) • Technical Assistance to GoK while seeking approvals from Kerala State Pollution Control Board (KSPCB).
1.3.3 REIA Methodology
The REIA study was carried out as per the guidelines of Ministry of Environment and Forests framed for Ports and Harbour. A study area of 10 km radius with the Vizhinjam Port as centre
1 Introduction Page 1-2 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 has been earmarked for the study. The study was carried out during the months of April – May 2003. A map showing the REIA study area is enclosed as Figure FD0102. The REIA study was carried out covering the following tasks.
1.3.3.1 Baseline Environmental Data Generation
Baseline environmental data was generated both for the offshore and onshore environmental attributes in the study area. In addition, sample socio-economic surveys were carried out to assess the socio-economic profile of the Vizhinjam region.
Offshore Environment
Marine Water Quality
To quantify the impacts arising due to the development of Vizhinjam Port, marine water samples were collected using Nishkin Sampler at selected locations and were analysed for the physico-chemical characteristics, nutrient and organic status, heavy metal concentrations and the plankton content.
Sediment Quality
Sediment samples were collected using Peterson’s Grab Sampler at selected locations to assess the physico-chemical characteristics including benthic communities in the Vizhinjam Port area.
Marine Biology
The plankton content in the marine waters were assessed by towing a plankton net (mesh size 50 microns) and the sediment samples for assessing the biological characteristics were preserved with Rose Bengal and formalin solutions for assessment of meio and macro benthos.
Onshore Environment
Meteorology
The meteorological parameters were recorded during the study period through installation of an automatic weather station and rain gauge in Vizhinjam. The parameters recorded included wind speed, wind direction, temperature, relative humidity and rainfall on hourly basis.
Air Environment
To assess the air quality status of the study area, a network of ambient air quality monitoring stations were established. The monitoring stations were selected based on the prevailing pattern of wind directions and wind speeds in the region. Also, the climatological conditions, land use and human activities were taken into consideration. The air quality was monitored for Suspended Particulate Matter (SPM), Respirable Particulate Matter (RPM) and gaseous pollutants like Sulphur dioxide (SO2), Oxides of Nitrogen (NOx), Carbon monoxide (CO) and Hydrocarbons (HC). These pollutants were monitored on 24 hourly basis except CO, which
1 Introduction Page 1-3 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 was monitored 8 hourly. Respirable Dust Samplers (RDS) with attachments for gaseous sampling were used for monitoring the air quality parameters.
Noise Levels
To evaluate the noise pollution in the study area, noise levels were monitored at selected locations in the study area using a hand-held sound level meter.
Ground Water Quality
Ground water quality was monitored through collection of water samples in the study area. The samples were analysed for various physico-chemical and bacteriological parameters.
Land Environment
The landuse / landcover in the study area was arrived through interpretation of the Satellite Imagery. In addition, soil samples were collected to assess the existing quality of the soil.
Socio-Economic Aspects
Information related to socio-economic conditions in the Vizhinjam region was established through collection of data from Department of Socio-Economics, Government of Kerala. Apart from this, a sample socio-economic survey was also conducted to arrive at a meaningful profile of the region. Further, information relating to the fishing communities was collected from the Department of Fisheries.
1.3.4 Environmental Impacts
The various environmental impacts, which are likely to arise due to the development (construction) and operation of the Vizhinjam Port, are studied in detail with respect to the facilities being proposed in the port. Further, the impacts have been assessed taking into consideration the existing baseline status of the offshore, onshore and socio-economic components.
1.3.5 Environmental Management Plan (EMP)
An Environmental Management Plan (EMP) has been prepared which presents the various mitigation measures, pre (during construction) and post (during operation) project environmental monitoring, institutional mechanism supported with necessary budgetary estimates.
1.4 Structure of REIA Report
The structure of the REIA Report is as follows: • Chapter 1 Introduction • Chapter 2 Project Development Plan • Chapter 3 Baseline Environmental Status • Chapter 4 Environment and Social Impacts • Chapter 5 Environmental Management Plan
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Chapter 2 presents the details of project location, the different components of the Vizhinjam Port and the supporting facilities.
Chapter 3 presents the baseline environmental status of the project area. It covers description of the study area including the Vizhinjam Port site. The baseline environmental status is presented for offshore and onshore environments. The offshore environmental study included sea area features, water and sediment quality, and biological status. The onshore environment included ambient air quality, noise levels, ground water quality and soil quality.
A separate section covering the socio-economic status of the project area has been presented which includes the population characteristics, profile of the fishing communities in the area and existing infrastructure.
Chapter 4 presents an assessment of various environmental and social impacts which are likely to occur due to the development and operation of the Vizhinjam Port with special emphasis on the environmental and social issues identified in the baseline environmental assessment. The impact assessment covered both offshore and onshore environments.
Chapter 5 presents the Environmental Management Plan (EMP). The EMP presents the summary of the impacts, mitigation measures, monitoring programme, budgetary estimates and integration of the EMP with the project activities.
Annexures of respective chapters have been presented at the end of the chapter. The ‘Environmental Data Report’ and ‘Socio-Economic Survey Report’ are given as Appendix A and Appendix B, respectively, at the end of the report.
1.5 Acknowledgements
With great pleasure, we would like to express our gratitude to all the officials of the GoK, particularly DoP, for extending their co-operation and providing valuable suggestions during the study.
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PROJECT DEVELOPMENT PLAN Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2
2 Project Development Plan
2.1 General
Consultants have carried out detailed Techno-Economic Studies for the development of Vizhinjam Port and presented in various reports. This Chapter briefly discusses about the Project Development Plan for Vizhinjam Port as a transhipment hub under the following main heads: • Salient features of Vizhinjam Port • Port traffic • Development needs and planning considerations • Master Plan of Vizhinjam Port • Immediate and short-term development • Project development schedule.
2.2 Salient Features of Vizhinjam Port
The site at Vizhinjam enjoys a natural water depth of around 24 m within one nautical mile from the coast and is also located near to the international sea route. These two principal factors make Vizhinjam a promising location for development of an all weather deep-water port. Additional advantages include, amongst others, littoral transport being minimum along the coast, thus, practically relieving the port from maintenance dredging, unlike at most other locations of Indian Ports.
The proximity to the international shipping route of the proposed Vizhinjam Port would attract a fair share of the container transhipment traffic, meant for India and beyond that is currently being handled by foreign ports at Salalah / Oman, Al Fujairah / UAE Dubai, Colombo, Singapore and West Port / Malaysia. As a result of the present scenario, the Indian shippers and forwarders, engaged in exports and imports, incur substantial foreign exchange outflows, in addition to additional time, risks and costs for transhipment at these foreign ports. The development of a container hub at the proposed location could, therefore, save considerable foreign exchange outflow and more importantly, increase the global competitiveness of Indian exports and that of Kerala in particular due to transhipment through Vizhinjam Port.
2.3 Port Traffic
The port traffic considered for the Vizhinjam Port development is summarised in Table 2-1 and Table 2-2 below.
Table 2-1: Container Traffic to Vizhinjam Port (Traffic Figures in Million TEU)
Year Pessimistic Moderate Optimistic Movement by Road / Rail 2007 0.04 0.06 0.07 2012 0.09 0.15 0.16 2017 0.15 0.25 0.31 2022 0.22 0.37 0.47
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Year Pessimistic Moderate Optimistic 2027 0.32 0.46 0.60 2032 0.38 0.56 0.74 2033 0.39 0.58 0.77 Movement by Feeder Vessels Year Pessimistic Moderate Optimistic 2007 0.30 0.43 0.46 2012 0.62 1.05 1.14 2017 1.03 1.72 2.18 2022 1.56 2.56 3.31 2027 2.23 3.21 4.21 2032 2.66 3.89 5.21 2033 2.74 4.03 5.40
Table 2-2: Hinterland Traffic
Year Hinterland Traffic General Cargo Container Cargo in million tonnes in million TEUs 2007 0.45 0.01 2012 0.60 0.02 2017 0.97 0.02 2022 1.41 0.03 2027 1.87 0.04 2032 2.40 0.05 2033 2.48 0.06
2.4 Development Needs and Planning Considerations
In order to evaluate the conceptual layout plans for a greenfield port, the first step is to assess the facility requirements in terms of number of berths, required cargo handling facilities, navigational and operational parameters, etc. The next step is to identify suitable locations within the proposed area, where these facilities could be developed.
The basic navigational needs, such as water depths and widths in approach channel, harbour basin and at berths; tranquillity conditions inside the harbour, adequate stopping distance for vessels of largest size entering the harbour, sufficient water area for easy manoeuvrability of vessels and crafts throughout the year, as well as efficient fenders and mooring systems are also planned.
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2.4.1 Navigational and Operational Requirements
As a pre-requisite for planning the layout of a port with the required facilities, it is essential to set the basic criteria for the design of the various components like navigational and operational aspects to handle different types of vessels likely to call at the port and for loading / unloading operations. These conditions are related to the marine environmental conditions at the location of the terminals. They comprise the following aspects: • Vessel type and dimension • Operational criteria • Protection against prevailing waves and winds • Minimum vessel speed and stopping distance. These criteria lead to: • Navigational channel dimensions • Manoeuvring area dimensions • Berthing area dimensions • Minimum vessel speed.
2.4.1.1 Vessel Sizes
Detailed Vessel Size Analysis has been carried out to arrive at the most optimal vessel sizes, which is important in planning the Vizhinjam Port. The principal dimensions of the design vessels for different types of cargo for Vizhinjam Port are summarised in Table 2-3.
Table 2-3: Design Vessel Sizes and Dimensions
Container Vessel (TEU) LOA (m) Beam (m) Draft (m) Main Line Vessels Short-Term 8,000 325 46 14.5 Medium-Term 10,000 345 50 15.0 Long-Term 12,000 365 60 17.0 Feeder Vessels Short-Term 1,000 160.0 25.0 9.0 Medium-Term 1,500 175.0 27.0 10.5 Long-Term 2,000 188.0 30.0 10.5 General Cargo Vessels (DWT) Short-Term 20,000 160 24.8 10.0 Medium-Term 40,000 209 30.0 12.5 Long-Term 40,000 209 30.0 12.5
2.4.1.2 Operational Criteria
In planning port facilities for handling different types of cargoes, the operational criteria for vessels handling and ship shore transfer of cargo need to be taken into account. Vessel handling and / or ship to shore transfer of cargo operations can be interrupted due to any one of the following reasons:
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• Pilots cannot board arriving vessel due to rough sea and weather conditions. • Tugs are unable to assist in manoeuvring the vessels because of rough weather conditions and hence, mooring operations are not possible. • Motion of moored vessels is too high to continue ship to shore cargo transfer operations. • Vessels have to leave the berth because of excessive mooring forces. These aspects are discussed in more detail hereunder: a) Pilot Boarding
Vessels visiting the port will need the services of a pilot for safe and efficient navigation to and from the port. A pilot will be taken from a shore-based station to the pilot boarding area by a pilot launch. The governing criteria for pilot boarding are the acceptable sea conditions for the pilot launch when sailing to the pilot boarding area and when boarding the vessel. The limiting operational wave criteria for pilot boarding is Hs = 1.5m. b) Tug Assistance, Ship Berthing
Vessels arriving at the port 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, ballast 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 operational limit wave criteria for tug assistance and berthing manoeuvres of the sizes of vessels considered is equal to Hs=1.5m. c) Ship – shore Cargo Transfer Limits
When motions of moored vessels increase and tend to become unstable, cargo-handling operations have to cease to prevent damage to the vessels and cargo handling equipment. Waves, currents and winds mainly induce motions of moored ships.
The ship conditions for a given sea state depends on ship dimension and direction of wave motion. The acceptable sea state conditions increase as the size of the ship increases. The initial limit is lowest for beam sea and highest for head sea. The wave height for different direction of wave attack on ships before loading and unloading operations ought to be stopped are given below:
Type of Ship Limiting Wave Height Hs (m) 00 (head on or stern on) 450 - 900 General cargo 1.0 0.8 Containers 0.5 - Dry bulk loading 1.5 1.0 Dry bulk unloading 1.0 0.8 –1.0 Tankers: 30,000 DWT 1.5 1.0 –1.2 30,000 – 200,000 DWT 1.5 – 2.5 1.0 – 1.2
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The values given above refer to the heights of residual deepwater waves with high periods in the range of about 7 to 12 sec. When the wave height is exceeded, cargo-handling operations have to be stopped. d) Survival Conditions
When mooring forces become too high, vessels have to leave the berth. The conditions at which this occurs are defined as survival conditions and are mainly dependent on vessel size and wave conditions. Survival criteria are generally assessed as 1.5 times the acceptable wave height for cargo handling.
2.4.1.3 Protection Against Waves
For providing tranquillity conditions in the harbour basin and at the berths, for smooth loading / unloading operations, necessary protection in the form of breakwaters against predominant wave directions may need to be provided. The alignment and length of breakwaters will be governed by the following factors: • Predominant wave direction • Water area requirement • Number of berths requiring protection • Stopping distance for the vessel.
2.4.1.4 Stopping Distance
The length of the protected approach channel upto the turning circle should be sufficient to provide safe stopping distance for all vessels. It should be 3 to 5 times the length of the largest vessel visiting the port.
2.4.1.5 Navigation Channel Dimensions
The channel alignment has to be oriented considering the following aspects: • The channel be oriented so as to avoid cross winds and currents. • The channel be aligned in a straight line as far as possible. • The channel be oriented so as to reach the deep-water contours in shortest possible distance (this is to optimize the quantity of dredging). The dimensions of the navigation channel to the terminal are dependent on the vessel size, the behaviour of the vessel when sailing through the channel, the environmental and maritime conditions (winds, currents and waves) and the channel bottom conditions. Channel design primarily involves the determination of the safe channel width and depth for the dimensions of the design vessel.
A number of American, British and International Standards are available for channel design. However, the primary source of reference is Permanent International Association of Navigation Congress (PIANC), International Association of Ports (IAPH): Approach Channels – ‘A Guide for Design’, Final Report of the Joint Working Group, June 1997.
2.4.1.6 Channel Width
The minimum width of a straight channel depends on the size and manoeuvrability of the vessel navigating the channel, the type of channel bank, the effects of other vessels in the
2 Project Development Plan Page 2-5 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 channel and the effects of wind and currents. The required width comprises three main zones viz., manoeuvring lane, ship clearance lane and bank clearance. Additional channel widths have to be provided for considerations such as vessel speed, cross winds, cross currents, longitudinal current, significant wave height and wave length, aids to navigation, nature of sea bottom, depth of waterway, cargo hazard level and traffic density.
The width of the channel is normally determined as multiple of the beam of the largest design vessel which enters the port. The required width of the channel (two way traffic) considering all these aspects with specific reference to the environmental conditions prevailing at the proposed site is worked out as follows:
Basic manoeuvring lane : 3.3 B Wind effects : 0.5 B Cross currents (moderate: 0.5 to 1.5 kn) : 0.8 B Wave action : 0.0 B Aids to Navigation System : 0.2 B Bank Clearance (both sides sloping) : 1.0 B Bottom Surface : 0.2 B Depth of waterway : 0.4 B Cargo hazard level : 0.6 B ------Total 7.0 B ------The design vessel considered has a beam of 46 m in short term, 50 m in medium and 60 m in long term. Accordingly, 320 m wide channel during short term, 350 m in the medium term and 420 m during long term are proposed for Vizhinjam Port.
2.4.1.7 Channel Depth
The depth in the channel should be substantially greater than the static draughts of the vessels using the waterway to ensure safe navigation. Generally, the depth in the channel is determined by: • vessel’s loaded draught; • trim or tilt due to the loading within the holds; • ship’s motion due to waves, such as pitch, roll and heave; • character of the sea bottom, such as soft or hard; • wind influence of water level and tidal variations; and • sinkage of the vessel due to squat or bottom suction.
Considering the above factors, the under keel clearance is taken as 15% of the draught of the design vessel in the channel in sheltered areas and 20% in unsheltered areas.
From the above considerations, the depths required in the navigation channel at Vizhinjam Port are worked out and presented below:
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Outer Channel Inner Channel • Short-Term : 17.4 m 16.7 m • Medium-Term : 18.0 m 17.3 m • Long-Term : 20.4 m 19.6 m
2.4.1.8 Manoeuvring Area Dimensions
The location of the manoeuvring area or the turning basin, required to swing and berth the vessels, is very important and it’s design must provide the proper configuration, the proper dimensions and access. The size of the manoeuvring area is a function of the length and manoeuvrability of the vessels and the time available for executing the turning manoeuvred. The optimum configuration of such basin would be circular.
By considering environmental conditions and the fact that vessels will be assisted by tugs, the diameter of the turning circle is taken as 3 times maximum length of the vessel in unsheltered areas and 2 times in sheltered areas. The depth is taken as 115% of the fully loaded draft of the design vessel that will use the marine facilities.
The above discussion leads to the following diameter and depths for turning circle for safe manoeuvring of design vessel for short, medium and long term development proposed at Vizhinjam Port. • Short-Term : 650m φ and 16.7 m depth • Medium-Term : 690m φ and 17.3 m depth • Long-Term : 730m φ and 19.6 m depth
2.4.1.9 Tugs and Launches
For effective handling of vessel sizes during the short-term development of the Vizhinjam Port two tugs of about 20 T to 40 T bollard pull have been proposed. The tugs are equipped with necessary fire fighting arrangements along with necessary pollution control equipment.
It is also proposed to provide the following launches in the short- term development: • Pilot Launch - 2 no. (25 knots) • Survey Launch - 1 no. (10 knots) • Bilge Barge - 1 no.
2.4.2 Berthing Requirements
The stage wise requirements for berths have been worked out taking into consideration the throughput, parcel size, cargo handling. The number of berths required for different commodities are summarised in Table 2-4.
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Table 2-4: Requirement of Number of Berths / Berth Length
S. Description Short Term Medium Term Long Term No. (2012 – 2017) (2017 – 2032) (2007 – 2012) Container Cargo 1 Number of mainline berths 2 3 4 2 Number of feeder berths 3 5 7 3 Berth length required for main line 720 1140 1600 vessels @ 360 m/berth @ 380 m/berth @ 400 m/berth 4 Berth length required for feeder 700 950 1470 vessels + general cargo @ 175 m/berth @ 190 m/berth @ 210 m/berth 5 Berth length required 1245 1900 2860 6 Berth length provided* 1420 2090 3070
* Additional berth length is provided to accommodate mainline / feeder vessels for flexibility and for handling of general cargo.
2.4.3 Cargo Handling Equipment
The installation of mechanical cargo handling equipment on ship berths and in storage / stackyard areas for unloading / loading has been proposed to match the traffic demand. A summary statement listing the equipment proposed for installation in different stages of the development is presented in Table 2-5.
Table 2-5: Summary of Container Cargo Handling Equipment
S. Cargo Equipment Type Rated Nos. (Incremental) No. Capacity 2007 – 2012 – 2017 – 12 17 32 1 Containers Berth Equipment Quay Cranes Post Panamax type 50 t 6 3 7 Panamax type 40 t 6 7 6 Stackyard Equipment RTGs 40 – 50 t 30 20 55 Toplift Trucks 20 t 10 8 10 Reach Stackers 50 t 3 2 5 Tractors - 55 40 60 Trailers 50 t 55 40 60
(Note: The number of equipment shown under medium and long term is additional.)
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2.4.3.1 General Cargo
General cargo will be operated using ship-mounted cranes at the rate of 300t/h in the short- term, 500t/h in the medium-term and 750t/h in the long-term.
2.4.4 Storage Requirements
The storage yard acts as a buffer between the ship unloading system and cargo evacuation system. Storage area must be planned so that a maximum amount of material can be stored in a minimum area. The area required depends on several factors and it varies from cargo to cargo. Generally, it is dependent on the factors like ship parcel size; ship arrival distribution; hinterland transport distribution; and ship loading and unloading rates. Generally the rate of unloading system is higher than the rate of evacuation system. If the storage capacity is insufficient then the ship will be waiting to unload the cargo. The UNCTAD manual on the port development gives guidelines for storage area dimensioning as a function of annual throughput and average parcel size. These guidelines reduce the probability of the disruptions of the ships due to non-availability of stack yard to less than one percent.
Based on the above, storage area requirements have been worked out and presented in the following Table 2-6 and Table 2-7.
Table 2-6: Storage Area Requirements for Container Cargo (Cumulative)
Description Short Term Medium Term Long Term (2012-2017) (207-2012) (2017-2032) Container Parking Yard Throughput (‘000TEU) 620 1020 2250
Area (ha) 15 22 50 Container Freight station Storage Demand (‘000TEU) 35 55 120 Area (ha) 2.1 3.4 7.5
Table 2-7: Storage Requirement for General Cargo (Cumulative) Items Short Term Medium Term Long Term (2007-2012) (2012-2017) (2017-2032) Throughput (‘000t) 624 972 2379 Storage Demand Open 6000 9000 22000 (T) Covered 6000 9000 22000
2.5 Master Plan of Vizhinjam Port
A port development plan need to have Master Plan showing development concept and potential plan indicating the total developmental solutions to meet the ultimate requirements. Functionally, the port shall provide facilities to receive / dispatch and handle efficiently the projected cargo from / to the vessels (of different sizes) that will be calling at the port in the future. Normally, a Master Plan is developed for a time horizon of 15-20 years as any prediction of cargo throughput (and the matching development requirements, in terms of port operational needs) beyond this period may not be very accurate. The Master Plan need to
2 Project Development Plan Page 2-9 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 allow development in stages to meet the demands as they come and grow and also be flexible to incorporate mid course modifications to be responsive to emerging scenarios (possible containerisation of general cargo) as time goes on.
In the case of Vizhinjam Port, a Master Plan for port development has been drawn up to cater for the traffic build up upto the year 2032 AD in three stages viz., short term, medium term and long term. The port facilities are planned for moderate scenario of traffic, but with a provision to cater for ‘Optimistic’ scenarios of traffic projections. Master Plan has been prepared based on the facility requirements identified in the previous sections and planning parameters defined in the following sections.
2.5.1 Planning Considerations
2.5.1.1 Harbour Layout Considerations
The following attributes have been considered during the planning of the harbour layouts: • Bathymetry • Wave incidence • Required Tranquillity in harbour areas • Littoral Drift Management • Expansion in stages • Environmental Impact. a) Bathymetry and Sub-sea Soil Conditions
Recent Bathymetry surveys indicate that 10 m, 15 m and 20 m contours occur at 350 m, 900 m, and 1200 m respectively from the shoreline towards southern side of the existing fishing harbour. The shallow seismic survey and geotechnical investigations results show presence of rock at varying depths in the proposed port development area. There are some exposed rock patches at two / three places. These aspects guided the harbour planning, the breakwater lengths and their alignment on principles of optimisation for breakwater construction and dredging requirements. Layout has been prepared by avoiding rock dredging as far as possible. b) Wave Incidence and Tranquillity
The near-shore wave simulations (model studies) showed that the near-shore waters off Vizhinjam are exposed to waves from the west during the SW monsoon and SSW and S during the NE monsoon. About five months of the year waves are from the west and north- west direction and the other seven months predominant waves are from south. Hence, the harbour layout for development will have a north breakwater extending upto 22 m depth contour for protection against waves from the S and SW; and a south breakwater extending upto 15 m depth contour for protection against waves from SE. This breakwater protection will give the desired tranquillity conditions at the berths and vessel manoeuvring area. c) Littoral Drift Management
The net littoral drift on the West Coast of India is not as severe as on the East Coast. Considering pre-monsoon, monsoon and post-monsoon seasons, the net long shore sediment transport is not significant. However during monsoon season, there is a net drift of about 0.06 million m3 per annum towards south. Due to the change in sediment movement
2 Project Development Plan Page 2-10 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 direction and because of the headland north of the Vizhinjam Fishery Harbour, there will not be any sediment problem near north breakwater. Sediment deposition may occur near south breakwater during non-monsoon season and erosion during monsoon season. Exact sediment movement near the south breakwater would be studied in detail for the project. Since channel is located at 17 to 20 m contour, there will not be any sediment problem in the channel. d) Stages of Development
The port is planned to be developed in stages to meet the demands arising out of progressive increase in traffic. The harbour layout has been planned for developments in the following stages. • 2007 – 2012 – Short-Term • 2012 – 2017 – Medium-Term • 2017 – 2032 – Long-Term It is to be noted that the port facilities have to be developed continuously over the master plan period and the harbour layout plan drawn up for the above stages are only a ‘milestone’ in the port development plan. e) Environmental Aspects
The harbour and port layout has been so planned as to group the facilities in such a way that the environmental management of different types and degree of impact become area specific and thus, cost effective to provide. While planning layout, social aspects such as fishing, etc. are duly considered. The container transhipment is the main cargo to the port and some amount of general cargo, which is segregated, is located in another area.
2.5.2 Port Layouts
Based on the existing site conditions at Vizhinjam and in the absence of any naturally protected and sufficiently large water area available near Vizhinjam, the following two options for developing the port are considered: • By dredging onshore by creating a lagoon type harbour connected to sea through an entrance channel protected by short breakwaters on either side of it; • By creating an outer harbour offshore protected by long breakwaters. In the first option, the length of the breakwaters would be small but the quantum of dredging would be large. In the second option, the dredging quantity would be less but the breakwaters will be longer and would have to be built in deepwater. The choice between a lagoon type harbour and offshore harbour would depend, besides others, on the optimisation of the costs for dredging vis-à-vis breakwater construction, availability of land onshore to create the lagoon. In case of Vizhinjam, it is to be noted that there is no land available along the shoreline due to presence of high laterite cliffs near the coast and the deepwater is close to the shoreline.
Based on the existing site conditions at Vizhinjam (viz., lack of backup land behind the coastline) and other planning parameters, second option is found to be the only alternative available for development of Vizhinjam Port.
For the selected option, following different port layouts are proposed.
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2.5.2.1 Alternative 1: Harbour with South-East Opening
Figures FD0201 and FD0202 show the conceptual layout plan of Alternative 1 for short term and long term, respectively.
In this alternative, the harbour facilities are proposed for development by constructing a long north breakwater, which is starting from the shore and extending upto – 22 m contour for a length of about 3,300 m in the short-term and will be further extended by about 1,350 m in the long-term. This breakwater will protect waves from the west, south-west and south direction. A south breakwater will be constructed starting from the shore and extending upto –15 m contour for a length of about 450 m. This breakwater will protect waves from east and south-east. An entrance channel is provided from the SE of the harbour. This straight channel starts at – 20.4 m contour extending upto the turning circle almost parallel to the shoreline for a length of about 4 km. A turning circle of 730 m diameter is provided for the long term development. This alignment is giving a stopping distance of more than 2,000 m, which is adequate for safe manoeuvring.
Main advantage of this alternative is that the movement of the fishing boats to Vizhinjam Fishery Harbour will not be a hindrance to the movement of vessels to the proposed commercial port. Any further expansion of the port can be towards south only.
2.5.2.2 Alternative 2: Harbour with Symmetrical South and North Breakwaters
Figure FD0203 shows the conceptual layout plan of Alternative 2 for short-term development.
In this alternative, two symmetrical breakwaters one on the west and other on the east i.e. Danish ‘Hanstholm-model’ is attempted by providing breakwater arms at 140o included angle. This will help smooth passage of sediment at the harbour entrance. The Channel is extended towards south upto – 19.6 m contour. With this arrangement, northern breakwater will have a length of 2,420 m and southern breakwater will have a length of 2,100 m.
Main disadvantage of this alternative is that the alignment of harbour mouth is towards the south-west direction, which is the predominant wave direction. This will affect the tranquillity condition inside the harbour. There is a requirement of more length of breakwater even in the initial stage to maintain the tranquillity condition. This leads to higher cost of facilities. Another problem with this alternative is that difficulty in providing the required stopping distance and this will affect manoeuvring of the vessels inside the harbour. With all these disadvantages it is not feasible to develop this alternative and so this alternative can be ruled out.
2.5.2.3 Alternative 3: Harbour with North-West Opening
Figures FD0204 and FD0205 show the conceptual layout plan of Alternative 3 for short term and long term respectively.
In this alternative the harbour facilities are formed by constructing a long south breakwater, which is starting from the shore and extending upto – 23 m contour for a length of about 3,700 m in the short-term and will be extended further for about 500 m in the long-term. This breakwater will protect waves from the south-west, south and south-east direction for about 7 months of the year. A north breakwater of 1,200 m will be constructed starting from the shore
2 Project Development Plan Page 2-12 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 and extending upto –19 m contour. This breakwater will protect waves from north-west. A finger pier will be constructed extending from the north breakwater parallel to the shoreline for a length of about 650 m. Long berthing face of about 2,250 m is proposed to be provided at –13 m contour. This along with finger pier provided at the northern breakwater will give required storage area and berthing space for the long term. In this layout, channel starts at – 19.6 m contour extending up to the turning circle for a length of about 3 km. A turning circle of 730 m diameter is provided for the long-term development. This alignment is giving a stopping distance of 1,825 m, which is required for safe manoeuvring.
Essential requirement of the layout is the provision of tranquillity condition inside the harbour. All other planning parameters being satisfied for both Alternatives 1 and 3, it is essential to check the tranquillity condition inside the harbour for short-term and long-term development. The mathematical modelling will clearly indicate which plan / layout gives the best wave tranquillity in the basin, entrance channel and turning circle, etc. It will also help in assessing possible siltation problems, which will probably be almost non-existent. The hydrodynamic modelling will provide useful information for optimisation of the layouts, e.g. for determination of the necessary width of the entrance channel depending on the wave disturbance in the areas. Hence, Alternatives 1 and 3 are short-listed for further studies.
2.5.3 Model Studies
Preliminary model studies are carried out for the two alternatives. Model studies showed that the wave heights in the harbour basin and berths for Alternatives 1 and 3 for the short-term development are within the permissible limits. Alternative 1 requires a 3,400 m long north breakwater at – 22 m water depth for protection and Alternative 3 requires about 3,600 m of breakwater at – 25 m water depth with a 250 m spur for full protection. Also, Alternative 3 will have interruption from the movement of fishing boats to the fishing harbour. So by considering wave tranquillity cost and operation of the vessels, Alternative 1 is selected as most promising alternative and is further developed.
2.5.4 Master Plan
Detailed Master Plan layout is prepared for Vizhinjam Port and shown in Figure FD0206. Master Plan layout is prepared for the moderate scenario of Option 1 of traffic forecast by considering all planning parameters.
2.5.5 Berthing Requirement
Cargo-wise berthing requirements, vessel sizes and dredged depths considered in the master plan are summarised in Table 2-8 below:
Table 2-8: Berthing Requirement
S. No. Type of Berth Number of Berth Ship Size Dredged berths length (TEU/DWT) Depth (m) 1 Container – 4 1600 12,000 -18.7 Mainline 2 Container - Feeder 6 1260 2,000 -11.6 3 General Cargo 2 460 40,000 -13.8
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2.5.6 Breakwaters
Two breakwaters have been proposed, one on south side and the other on north side, to provide tranquillity in the harbour area for safe cargo handling operations as follows: • North Breakwater : 4,650m long, extending from shore to – 22 m depth contour • South Breakwater : 450 m long, extending from shore to – 15 m depth contour.
2.5.7 Approach Channel and Turning Circle
Dimensions of the approach channel and turning circle required for the design vessel has been worked out and the details are presented below.
Approach Channel • Length : 4,000 m • Width : 420 m • Dredged Depth : – 20.4 m (Outer channel) – 19.6 m (Inner Channel)
Turing Circle • Diameter : 730 m • Dredged Depth : – 19.6 m Surveys conducted at the project location showed that there are some rock patches in the area. Selected port layout is superimposed on the rock / hard laterite contour to understand the dredgeability of the material. This shows that the hard rock / laterite strata are present about 3-4 m below the depth contour. Analysis is carried out to fix location of the berthing face, which will give required storage area with minimum cost of breakwater and dredging (rock dredging). Any rock dredging in the long term can be avoided by providing berthing face at – 15 m contour but by increase in breakwater cost. Placing berthing face behind – 13 m contour result in heavy rock dredging and reduction in storage area. Analysis shows that berthing face at – 13 m contour will give required storage area at the same time this will avoid any rock dredging during short term and medium term. There will be small rock dredging in the long term. Berthing face at – 13 m contour is found as optimal solution, where small rock dredging in the final phase instead of increasing breakwater cost from short term.
In the Master Plan layout, the north breakwater is extending upto – 22 m contour and dredged depth of channel provided are as follows: • Inner approach channel : – 19.6 m • Outer approach channel : – 20.4 m. The total length of approach channel is 4 km and is almost parallel to the shoreline.
A harbour arm is provided at the northern end of the harbour to accommodate feeder vessels. This arm will have a width of 200 m and will accommodate four feeder vessels.
Layout for short-term development is shown in Figure FD0207.
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2.5.8 Landuse Plan
The land use plan has been prepared after identifying the requirement of land for various port related activities of the proposed Vizhinjam Port. While preparing the land use plan, the extent and limits of surrounding developments, development needs of infrastructure facility, easy land access to port site, cargo handling facilities, hazards and environment and safety requirements, etc. have been given due consideration.
Landuse plan has been prepared assuming that there is no land available at the port location as immediate back up. Berth line is formed about 400 m to 600 m away from the shoreline and the area between the shoreline and berth is reclaimed. This reclaimed area will be around 140 ha. A pier on the north breakwater will also be reclaimed which will give a storage area of about 22 ha. Hence, the total backup area available for port use is 162 ha.
Detailed land use plan has been prepared for the Vizhinjam Port backup area and shown in Figure FD0208.
2.6 Immediate / Short-Term Development
Various elements of the short-term development plan are detailed in the following paragraphs.
2.6.1 Berthing Facilities
Berths are required for handling various types of cargo. Dimensions of the berths are planned as per the vessel sizes and cargo handling equipment requirements.
Consultant has studied various berthing structure such as sheet pile wall, piled structure, block wall construction, etc. Model studies showed that the vertical wall structures are causing some harbour resonance especially in the master plan layout. So it is proposed to provide piled berth structure with stone-pitched slope beach underneath to avoid any wave reflection. It is proposed to provide a block wall construction behind the berth to protect reclaimed soil. Cost effective designs have been given due importance at all stages of the project development. Details of berths required for short term / immediate developments are presented in Table 2-9 below.
Table 2-9: Berthing Facilities for Immediate / Short-Term Development
S. No. Type of Berth Ship Size No. of Berth Dredged (DWT) Berths Length (m) Depth (m)
1 Container – Main line 8,000 TEU 2 720 - 16.0
2 Container – Feeder 1,000 TEU 3 525 - 10.0
3 General Cargo* 20,000 t – – –
4 Port Craft (Tugboats) 40t / 20t 5 150 - 6.0 (bollard pull)
*General cargo will be handled at feeder berth
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In the short-term, it is planned to provide all mainline berths parallel to the shoreline on the main berthing line and feeder berths and general cargo berth are proposed to be provided on the dock arm and on the pier formed along north breakwater. Mainline berths are proposed to be dredged upto – 16 m depth. Major portion of the feeder berth and general cargo berths are on – 10 m or more water depth and hence, dredging requirement for feeder berths is very minimal.
Berthing Structure
Two types of berthing structures are possible viz., quay wall type berths, constructed of either concrete block work or sheet pile and open piled berths. Simulation studies showed development of harbour resonance / standing waves, if berths are provided with a vertical wall structure. Therefore, any structure with a vertical face such as sheet pile or block work in front of the berth is not recommended. This leads to the selection of the open type of structure, namely piled structure. Present selected structure consists of piled construction with pile sockets into the rock. The width of the structure is proposed to be 40 m, considering the quay crane rail spacing of 30.48 m. The storage yard on reclaimed fill is contiguous on the rear of the berth. In order to retain the fill required for the storage area, there is a need for a retaining wall at the rear side of the piled structure. Recent sea bottom survey results indicate presence of rock / hard laterite 3-4 m below the seabed. Under such circumstances, a sheet pile type retaining wall is not possible. Therefore, it is proposed to provide a block wall construction behind the berth, which will retain this reclaimed soil. Stone pitching will protect slope below the berth, which will be on a 1:2 slope.
Open space / storage yard will be paved with concrete blocks, flexible bituminous or rigid concrete pavements as follows: • All container storage yard – Pre-cast concrete interlocking block pavement • Access road and gate access – Asphalt paving • Access around buildings and truck parking – Concrete pavement. Detailed figures have been prepared for various types of berths as mentioned below: • Figure FD0209 – Typical Arrangement of Main-line Berth • Figure FD0210 – Typical Arrangement of Feeder Berth • Figure FD0211 – Typical Arrangement of General Cargo Berth.
2.6.2 Container Quay
The berths are arranged as a continuous linear quay with crane rails running all along the quay length and over the years can be extended to several thousand metres in length. The power supply to the cranes is normally arranged with a cable duct along the quay front where the cranes can connect their cables. The crane has a long cable on a cable drum, which automatically winds up or unwinds the cable when the crane moves along the quay. The continuous crane rails are essential in order to optimise the use of all cranes, concentrating them on a ship or at a quay section, which needs a speedy loading / unloading effort.
The area between the legs of the crane is used for longitudinal traffic (tractor-trailer movement) along the quay. Behind the rear legs, normally the hatch covers from the ships are stored during the stay in port. This area, directly reachable by the crane, is also used for emergency stacking of containers, if the unloading from ship is quicker than the transfer from
2 Project Development Plan Page 2-16 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 quayside to stacking area. It can also be used if it is necessary to temporarily discharge some containers in order to reach some containers below, which has not been conveniently placed during the loading of the vessel.
The width of the quay apron, where no long-term stacking of goods, etc. may take place, should be around 60 m wide, and the rail gauge of the cranes is often around 30 m. Behind the berths, ideally the stacking areas are located, extending up to 300 or 400 m inland.
2.6.3 General Cargo Berth
In the short-term development one general cargo berth will be constructed for container feeder vessels. Later, this berth will be allocated for the feeder vessels. A 40 m wide piled structure, same as container quay, will be proposed for this berth. In the long-term development, dedicated general cargo berth of 20 m wide will be constructed. Ship-mounted cranes are proposed to be used for the unloading of the general cargo. The cargo that is unloaded in the general cargo may be shifted to the transit sheds or warehouses near the berth.
2.6.4 Breakwaters
The layout of the proposed port to be developed at Vizhinjam consists of two breakwaters. North breakwater would be 3,300 m long in Phase I, which will be increased by 1,350 m further in the final phase. A south breakwater is provided in the medium-term, extending from shore to –15 m contour, basically to protect harbour from diffracted SE waves.
Another south breakwater will be required in the short-term at the location. This breakwater will act as a protection against waves from SE as well as a barrier for reclamation. Portion of this breakwater extending to the harbour, about 250 m, will re removed in the medium-term to make the quay line continuous, which is necessary for the easy movement of cranes between berths for flexibility of operation.
North breakwater is connected to the shoreline about 150 m away from the fishing harbour extending upto – 22 m contour in the short-term. This 3.3 km long north breakwater would be adequate for providing tranquil conditions in the channel, berth and turning circle and to provide adequate stopping distance.
Location and alignment of south and north breakwater is principally based on the following five criteria: • Storage area requirement • To avoid rock dredging • Stopping distance for safe passage of design vessels • Tranquillity conditions throughout the year in the port basin • Scope for future expansion of the port facilities. The slowing down and stopping length required within the port boundaries is determined by the entrance speed of large ships, the time required to tie up the tugboats and to manoeuvring vessels into position. Based on mathematical model studies carried out as part of port planning, the location and alignment) of breakwater is designed to avoid disturbance in port basin.
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The preliminary cross-sections of the breakwaters at various water depths are presented in Figure FD0212. In shallower waters (– 15 m) the crest level would be +7 m above CD and in deeper waters (– 23 m) it is increased to +8 m above CD. This would reduce overtopping by waves during the monsoon and moderate cyclonic disturbances like depressions. The primary layer in shallow waters shall be a single layer Accropod units of volume 6.3 m3, while in deeper waters a single layer of 9 m3 Accropods have to be provided on a slope of 1:1.5. The rear side armour in both cases shall be rock armour of size 2-7 tons.
There are a number of approved quarries in and around the project site, which may be tested for their suitability and used for construction of breakwater.
2.6.5 Equipment
Equipment required for the short-term development is summarised in Table 2-10 below.
Table 2-10: Summary of Cargo Handling Equipment
S. Cargo Equipment Type Rated Nos. No Capacity Short term (2007-12) 1. Containers Berth Equipment
Quay Cranes Super Post Panamax type 50 t 6 Panamax type 40 t 6 Stackyard Equipment RTGs 40 – 50 t 30 Toplift Trucks 20 t 10 Reach Stackers 50 t 3 Prime Movers - 62 Trailers 50 t 62
2.6.6 Storage Facilities
Storage requirements for short-term development are summarised in Table 2-11 and Table 2-12 below.
Table 2-11: Storage Area Requirements for Container Cargo
Description Short Term (2007-2012)
Container Parking Yard
Traffic (‘000TEU) 620
Area (ha) 15
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Description Short Term (2007-2012)
Container Freight station
Traffic (‘000TEU) 35
Area (ha) 2.1
Table 2-12: Storage Requirement for General Cargo
Items Short Term (2007-2012) Throughput (‘000 t) 624 Storage Demand Open 6,000 (sq. m.) Covered 6,000
2.6.7 Dredging
The navigational channel, harbour basin and berths will have varying dredged depths depending upon the vessels to be serviced in different areas.
2.6.8 Berths
For handling of mainline container vessel of 8,000 TEU vessels, a design depth of –16 m CD is proposed at the berths. Berths are provided at – 13 m contours and hence, a dredging of 3 m is required at the berth location. Feeder berths are located between – 9 to –13 m contour. So, partial dredging will be required at feeder berths. General cargo berth is located at –14 m contour and hence, dredging will not be required at this berth.
2.6.9 Turning Circle
The water area in the basin in front of the berths will have a 650 m diameter turning circle with a design dredged depth of – 16.7 m CD. Turning circle is provided between –15 m and – 20 m contours. So, only partial dredging is required for turning circle.
2.6.10 Approach Channel
The north breakwater is terminated at – 22 m contour and proposed alignment of the approach channel lies between – 17 and – 20 m contours. Design depth required for the channel is – 16.7 m. So, there is no dredging envisaged in the approach channel. Length of approach channel provided is about 1,300 m with a width of 325 m. This theoretical approach channel ends at breakwater tip and there is no necessity of an outer approach channel. This saves time in moving a vessel through a long approach channel.
2.6.11 Navigational Aids
The proposed short-term port development involves creating a turning circle besides adequate harbour basin and breakwaters. Though there is no approach channel required, these areas must be delineated by appropriate navigational aids. Also, it will be quite useful to establish a well-marked navigation line by installing two navigation marks / leading light
2 Project Development Plan Page 2-19 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 towers, one in the front near the high water line and the other at the rear. These marks will distinctly demarcate the channel. The height and spacing in-between the towers must be designed suitably with adequate day marks and night leading lights, fulfilling the navigational needs of vessels approaching the port facility.
A brief description of the proposed navigational aids is presented summarised below:
Channel Marking Buoys – 2 No.s • Star board size (1 no.): • Conical buoy • Painted green • Light flash green every 5 seconds • Visibility 3 nautical miles • Port-hand side buoys (1 No.): • Rectangular / square buoy • Painted red • Light flash red every 5 seconds • Visibility 3 nautical miles. Turning Circle Lighting Buoys – 2 No.s • Spherical buoy • Painted orange • 2 light flash every 10 seconds. Rear Leading Light Tower –1 No.: • Steel / concrete tower • About 18 m height (to design) • Painted Black and white horizontal bands • Quick flash light white • Visibility 12 to 15 nautical miles Front Leading Light Tower – 1 No.: • Steel / concrete tower • About 10 m height (to design) • Red / white horizontal bands • Long flashing white every 5 seconds. Signal Station
A terminal control building will be built near the shoreline. This will also serve as shore- based signal station to regulate the movement of vessels by qualified marine staff.
Ship to Shore Communication
In the beginning, 2-VHF sets of 25 km range and 8-walkie-talkie sets of 10 km range will be adequate. Radar also may be provided.
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Light House
It may not be required to construct an exclusive lighthouse for the proposed facility. The existing lighthouse at Fishery Harbour appears adequate for guiding the ships calling at Vizhinjam Port.
2.6.12 Port Craft
Tugs
To handle the proposed vessel sizes in the short-term development, it will be necessary to have two tugs of about 40 t to 60 t bollard pull, with fire-fighting arrangements, to act as a fire float in case of any emergency. Also, the tug shall have the pollution control equipment on board.
Launches
It is proposed to provide the following launches in the short-term development: • Pilot Launch - 1 no. (25 knots) • Survey Launch - 1 no. (10 Knots) • Bilge Barge - 1 no.
2.6.13 Hinterland Connections
2.6.13.1 Existing Road and Rail Connectivity
A map showing the major roads and the rail network in Thiruvananthapuram district is presented as Figure FD0213.
The major road / rail networks in the project region are the National Highway (NH) 47 connecting Salem to Kanyakumari and the Southern Railway (SR) Broad Gauge (BG) line connecting Thiruvananthapuram to Nagercoil. These are located about 8-10 km north-east of the proposed port site. The nearest settlements through which the above networks are traversing are Neyyattinkara and Balaramapuram.
NH47 connecting Salem to Kanyakumari passes through Coimbatore in Tamil Nadu and Palakkad, Thrissur, Kochi, Kollam, Alappuzha, Thiruvananthapuram in Kerala and Nagercoil again in Tamil Nadu. Further, it is connected to Chennai and rest of the country through NH17, NH46 and NH45. As a part of the Prime Minister’s National Highways Development Programme, some stretches between Salem and Kochi are identified for strengthening and widening to four / six lane standards.
The BG line of SR connecting Thiruvananthapuram – Nagercoil – Kanyakumari is the major rail network in the project region. The railway line runs north-south and connects to Mumbai through Konkan Railway. The rail line connects southern parts of Tamil Nadu through Nagercoil and Madurai as well as to the north-west region of Tamil Nadu through Palakkad and Coimbatore. Indian Railways have a Division in Thiruvananthapuram and a Goods Yard is located at Veli, which is on the northern part of Thiruvananthapuram. At present, the rail line is a single track between Thiruvananthapuram and Kanyakumari. Beyond Thiruvananthapuram, towards north, the rail is in double line up to Kayamkulam and further north upto Cochin the doubling of track work is in progress. After Cochin, the trunk route to
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Chennai is of double line track. Electrification of rail track between Cochin and Thiruvananthapuram is in progress.
To bypass Thiruvananthapuram, Neyyattinkara, Balaramapuram, Parassala and other small settlements, National Highways Division proposed a Bypass to the west of the existing NH47 between Kazhakottam and Parassala with a length of 44.25 km. The total Bypass is divided into two phases. Phase I is from Kazhakottom to Kovalam of 22.63 km and is already completed. Phase II section connecting Kovalam to Parassala of 21.62 km, with a Right-of- Way (RoW) of 46 m, is further sub-divided into three segments. The PWD, NH Division marked the alignment on the ground and completed the land acquisition between Kovalam and Mukkola of 3.27 km. The second stretch of 8.74 km extending upto Kanjiramkulam has also been demarcated with pillars and funds for land acquisition were allotted. The stretch from Kanjirakulam to Parasala has been identified. The alignment of the Bypass is also shown in Figure FD0213.
2.6.13.2 Proposed Road and Rail Connectivity to Port
The proposed port is mainly intended as a Container Transhipment Hub where the movement of cargo to the hinterland is limited. It is estimated that about 2.5 million tonnes of cargo will be distributed to the hinterland by road / rail corridor during the initial phases of development.
The land abutting the proposed Vizhinjam Port location is of relatively high elevation above Mean Sea Level compared to the eastern part. Due to high cliffs, the existing roads leading to the vicinity of the proposed port have steep gradients. These roads are having poor geometrics, which are below the acceptable limits. Any new alignment directly to the east of the proposed port is ruled out as it will also have steep gradients and sharp curves much below the acceptable standards for the port connection. Based on the above considerations, the following options were identified for developing the hinterland connections to the port: • Option 1: Access from the North Breakwaters – Immediate and Short-Term Development • Option 2: Access from the South Breakwaters – Long-Term. Option 1: Access from the North Breakwaters – Immediate and Short-Term Development
A map showing the alignment for road access during the immediate and short-term development is presented as Figure FD0214.
Keeping in view the terrain and activities at Vizhinjam Fishery Harbour, an elevated corridor is proposed from the north breakwater of proposed port to NH47 Bypass meeting point, north-east of Mukkola Junction. The alignment between the north breakwater and Mukkola road near Kottapuram is a greenfield stretch and thereafter, the alignment runs along the Vizhinjam – Mukkola Road and meets the NH47 Bypass meeting point, 100 m north-east of Mukkola Junction.
The road stretch between Vizhinjam to Mukkola is steep and meandering. It will be difficult for the multi-axle vehicles to negotiate the gradient with heavy loads. Geometric improvements are needed for this stretch of the road. At present, a small Bypass connecting Vizhinjam Junction and Petrol Pump is under development. Once the Bypass is completed, the vehicles plying towards Mukkola and Poovar will avoid some of the steep stretches in the road.
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The existing road connecting Mukkola to Balaramapuram is generally flat compared to the road connecting Vizhinjam to Mukkola. Geometric improvements are needed for this stretch of the road. Due to the difficulty in the terrain in the north and insignificant inland cargo movement, railway link is not considered in this option.
At Mukkola, the existing road meets the proposed NH Bypass and further joins the NH47 at Balaramapuram. Further, this corridor can be extended to NH47 via Balarampuram by strengthening and widening of the Mukkola and Balarampuram section of about 7 km. Until the NH47 Bypass is completed, vehicles will ply along the Mukkola – Balarampuram Road. For the movement of goods through railway, a separate railway transit yard will be constructed near Balaramapuram Railway Station. Cargo from the port will be brought to this yard through the proposed road connection. A 10.5 m wide RoW is considered for the road from port to the Bypass point.
Option 2: Access from the South Breakwaters – Long-Term
A map showing the alignment for road and rail access during the long-term development is presented as Figure FD0215.
The corridor takes off from the south breakwater, crosses the Karichal River, runs south-east of Kanjirakulam, crosses NH47 north-west of Neyyattinkara and ends at Neyyattinkara Railway Station. It is a combined corridor comprising of road and rail having a length of about 6 km till NH47 Bypass meeting point, south of Kanjirakulam Junction. From NH47 Bypass, it is a single corridor, only rail link, upto Neyyattinkara.
The initial stretch of 2 km traverses along the Goathan Road, east of Adamalathurai Road, on a flat ground. Just before the Karichal river, the corridor takes a turn towards north-east, crosses the small backwaters / Kayal (of Karichal River), east of Adamalathurai, crosses the Poovar – Admalathurai Road and Karichal River in skew.
After crossing the Karichal River, the corridor crosses the Mukkola – Poovar Road and traverses west of Kochupally and Marathukonam villages. The corridor crosses the Pulivilla – Kanjirakulam Road north of Chavadi intersection. Near the intersection Point, Kanjirakulam Panchayat office is located. After crossing the Pulivilla road, it crosses the Kanjirakulam – Poovar Road, near south of the Municipal Ground, traverses further and meets the NH47 Bypass point near Nellakurichi village, 2 km south of Kanjirakulam Junction. The corridor from Mukkola – Poovar Road crossing to NH47 Bypass meeting point is undulating in nature.
After reaching the NH Bypass, the vehicles can follow the Bypass alignment and would reach Parasala in the south and Kazhakuttam in the north to join NH 47. Hence, from this point till Neyyattinkara, only rail link is envisaged. The rail link is planned west of the Pazhayakada – Neyyattinkara Road. At the Bypass point, the rail line will be grade separated. It further runs towards east, parallel to Pazhayakada – Neyyattinkara Road. The terrain along the rail corridor is undulating. Near Olattani, the proposed alignment crosses Olattani – Kodungavila Road. The rail corridor crosses the Olattani – Kodunguavila Road, north-west of Olattani Junction and runs west of the Olattani – Neyyattinkara Road and crosses the NH47, 3 km west of Neyyattinkara, near Municipal Stadium and ends at Neyyattinkara Railway Station. The rail alignment will cross the existing NH between Balaramapuram and Neyyattinkara by grade separation and reach the main railway line before Neyyattinkara Station.
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A maximum gradient of 2%, and minimum radius of curvature of 300 m and a 40 m wide RoW is considered for the new road-cum-rail corridor from port to the Bypass point. The RoW for further rail corridor is considered as 15 m for two broad gauge lines. Initially single line rail connectivity will be provided, which will be doubled as the traffic increases. The typical cross-section of road – rail corridor is presented as Figure FD0216.
2.6.14 Communication, Operation & Management
One of the most critical areas for effective terminal management is a real-time continuous communication link between the various components within the system, which in turn leads to a highly efficient monitoring of container positions within the terminal. Traditional solutions are fraught with problems. Solutions to such problem lie in Electronic Data Interchange (EDI) systems. Main advantage of this system is that the scope for error is dramatically reduced and it allows the access of same information, in real-time, by all interested parties – shipping lines, haulage companies, freight forwarders, agents, carriers, terminal operators, etc.
Another advantage of connecting to EDI is that through this system the terminal operators and shipping liners will be able to exchange information saving considerable berthing time.
Yard planning is the key to efficient terminal operations the purpose of which is to integrate all activities within the terminal area into a continuous one. There are many varieties of software systems for terminal planning. These systems are compatible with GPS real-time tracking system.
Vizhinjam Port will need to implement a fully computerised operation and management system in order to become ‘state-of-the-art’ container terminal. This will cover all the important functions of the terminal such as: • Container discharge and loading planning • Container tracking • Yard inventory • Equipment deployment optimisation • Passing of information to customers • Accounting and Invoicing • Maintenance monitoring. Port offices / operational areas will be provided with modern telecommunication system consisting of telephone, telefax, e-mail, etc. EDI will be available for online data exchange with ships and shipping agents.
2.6.15 Container Security Operations
The health of the world economy today depends on an efficient and reliable global freight transportation system. Recent events (US led war against terrorism and occupation of Iraq and continuing terrorist assaults between Israel and Palestine as well as US warnings against, inter-alia, Syria, Iran, North Korea) have heightened concerns that the international freight system is vulnerable to exploitation or disruption by criminal and terrorist groups. To partially address these concerns, the United States Customs Service announced the Container Security Initiative (CSI) in early 2002.
US initiative include amongst others Customs Trade Partnership Against Terrorism (CT-PAT)
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These US-initiatives were approved and agreed upon by the so-called G8 states, the EU member states and the IMO. Except for the CT-PAT, the ISPS incorporates and supersedes all other port and shipping related (anti-terror) security legislation and measures as soon as it comes into force on 01 July 04.
It might be possible for GoK to join the CT-PAT without GoI involvement. However, this is not the case with / for the ISPS Code since it is an IMO convention and, as such, subject to GoI ratification and implementation. It is possible that India will endorse the ISPS. However, it needs to understood whether 'Designated Authorities' includes delegation of GoI's related security duties to Indian coastal states, as it is done e.g. in Germany. GoK will have to verify this with GoI. VPD must fulfil all ISPS-requirements as a pre-requisite (to many others) for entering the market.
2.6.15.1 System
About 6 years ago, US-based firm Science Application International Corporation (SAIC) developed two Vehicle And Cargo Inspection Systems (VACIS). Both systems use the same technology, gamma instead of x-ray for screening and software to generate images for comparison with manifests and identification of contrabands and aliens.
2.6.15.2 Facilities
Assuming that GoI does not object to US-approved technology, it is suggested to include gamma-ray container screening equipment.
Number of Screening Units • One stationary unit is able to screen 150,000 units per annum. • One mobile unit is able to do the same number minus time needed to travel from one location to another plus 10. 5 minutes for each mobilisation and de-mobilisation. • Considering that private sector development of Vizhinjam Port will not pay (or be attractive / financially rewarding) for an annual throughput below 1.5 Million TEU and assuming that GoI / GoK agree to join CT-PAT and numbers of transhipped containers might over time will already have received ISPS clearance before they reach Vizhinjam Port, it is assumed that planning should allow for: • Short-term : 1 mobile plus 1 stationary unit • Medium-term : 1 mobile plus 2 stationary units • Long-term : 2 mobile plus 3 stationary units • Space requirement: length 27 m, width 12 m. Since a 40' container is scanned in 10 seconds but imaging and checking takes 2 to 3 minutes, holding areas / lanes must be provided for on the entry and exit side of the unit for some 20 container carrying vehicles (trailers, lorries, etc.). In addition, space should be allowed on the exit side for visual inspection of containers that produce non-match images. Total area requirements, hence, adds upto about 2,000 sq. m. (including a small 60 sq. m. operations room / building).
2.6.16 Pollution Control Facilities
The handling of containers does not pose any major pollution problem in the port. It is proposed to provide pollution control facilities as per MARPOL 73 / 78.
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2.6.17 Water Supply
Water is required at the port for the following activities: • Supply to ships • Supply to port staff and port users • Pollution control and fire fighting purposes • Environmental conservation and maintenance of greenery in the port • Miscellaneous. The requirement of water for the above mentioned heads is estimated and presented in the Table 2-13 below.
Table 2-13: Water Requirements
S. Activity Water Requirement (m3/Day) No. (Short-Term 2007-2012) 1. Supply to ships @100m3/shipcall 130 2. Supply to port staff and users 100 3. Pollution control and fire fighting purposes 100 4. Environmental conservation and greenery 50 5. Miscellaneous 50 TOTAL 430
Water requirement during the construction is expected to be around 100 kilolitres/day.
2.6.17.1 Identification of Water Source
Kerala is blessed with heavy rainfall of about 2,000 mm to 2,500 mm a year. During the discussions with the Chief Engineer, Kerala Water Authority (KWA) about the water availability to Vizhinjam Port, it was conveyed that Vellayani Lake would have sufficient capacity to supply water to proposed Vizhinjam Port. New water supply pipelines would be laid. At present, KWA is preparing a Project Report for a water supply scheme for Vizhinjam area and agreed to include the water requirement for proposed project in the report.
It is proposed to provide water pipelines with metered outlets for connection by flexible hoses to ship’s tanks. The pipeline system will be connected to an overhead tank system to supply water to ship at the rate of 35-50 m3/h having a minimum outlet pressure of 175 kN/m2.
2.6.18 Power Supply
One of the most important parameter in attracting cargo / vessel traffic is providing better and efficient port facilities. The power required for port activities have been estimated based on the annual demand every year and keeping in view the nearby source for power generation / transmission.
2.6.18.1 Requirements
The electric power is required for the following port operations: • Quay cranes / mechanised cargo handling equipments at the berths
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• Cargo transfer system from berth to stack yard / plant • Backup area equipment • Lighting of the port • Miscellaneous. Quay-side cranes will be power driven and other yard equipment will be diesel driven. Ships at the berth will use their own generators and will not be connected to land power.
The requirement of electric power for the above-mentioned activities is estimated and presented in Table 2-14 below.
Table 2-14: Estimated Electrical Demand (in MW)
Items 2007-2012 20012-2017 2017-2032 Quay Cranes - Super Post Panamax 11 17 30 - Panamax 10 23 32 Port lighting – Yard 3 4 5 Port Lighting - General 2 4 5 Reefer connection 1 2 3 Total 30* 50 75
* (rounded off)
Power requirement during the construction stage is expected to be around 5 MW.
2.6.18.2 Proposed Source of Power Supply
The source for power supply identified is the KSEB sub-station located at 3 km from Vizhinjam Fishery Harbour, towards Kovalam Junction. During the construction of port and subsequently during port operations, power could be drawn from this sub-station. Discussions were held with the Chief Engineer (Distribution), Kerala State Electricity Board (KSEB) to understand the availability of power to proposed Vizhinjam Port. It was understood that a new 110 KV line from Madurai to Thiruvananthapuram would be commissioned by March 2004. After commissioning, KSEB will have sufficient power to supply to the proposed Vizhinjam Port. It was also mentioned that the existing sub-station capacity at Vizhinjam was only 66 KV (18 MVA) and that this needs to be upgraded to 110 KV sub-station.
2.6.19 Buildings
Various buildings envisaged in the port complex will be as follows: • Administrative buildings including the administrative office and officer’s amenities, port operational buildings / offices and the office space for major port users • Maintenance buildings comprising a central workshop, functional work stations in different port terminal / operational areas and in the central fire station • Substations to provide distribution of power • Navigational control centre, plant operational buildings, customs and security buildings, traffic offices, medical centre and amenity buildings / conveniences.
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2.6.20 Bunkering
Provision of fuel oil and fresh water bunkering will be made at all the berths or alternatively it can be outsourced to other service providers.
2.6.21 Storm Water Drainage
The shore side of the Vizhinjam port is rocky mountains and so a good amount of storm water will flow to the port container terminals. This storm water shall be disposed of, as efficiently as possible, in order to give good operational criteria for all the areas used. It is suggested to install a peripheral ‘garland’ drainage canal, connected to the harbour basin, all the way along the rocky face behind the harbour areas, to intercept all rainwater running down the rocky face.
A properly designed drains on entire container storage area, quay aprons and traffic lanes will be constructed with sloping surfaces towards drainage pits and canals conducting the storm water directly to the harbour basin. Open pits and canals will be provided with heavy duty galvanised steel grating designed to carry the heavy wheel loads of mobile cranes, forklifts, etc.
The sloping areas will be designed in such a way that the storm water surge in case of temporary clogging of a drain pipe or canal will only be a fraction of a meter before the water will flow over the surface and directly towards the harbour basin over the quay edge.
In order to avoid oil contamination of the storm water led to the harbour basin, the following design features will be applied: • Fuel tanks will be surrounded by a spill basin and storm water collected inside the basin will only be led to the storm water drains after inspection and testing for oil content. If it is contaminated, it will be treated accordingly. • Fuel loading areas and refuelling bays for equipment will be furnished with fuel spill monitoring pits from where clean storm water can be led to the drains and contaminated water to the treatment plant. • RTG and other equipment washing areas will be furnished with drain systems leading storm water to the ordinary storm water canals when no equipment washing takes place and to the oily waste water tank during washing.
2.6.22 Sewerage and Oily Waste Water Disposal
For efficient sewage and oily wastewater disposal, following facilities are proposed: • Drainage pits in workshop areas will be connected to an oily wastewater tank. • All water with oil content will be collected in the oily wastewater tank and passed through an oil separator. Further, the waste oil will be brought to destruction and the water led to the sewerage treatment system. • Ordinary wastewater from toilets, bathrooms, kitchens, etc. will be led to the sewage treatment unit. • It is proposed to install own sewage water treatment system. So a small captive plant is included in the project. • All the pollution control and bilge water reception facility as per MARPOL 73/78 will be provided in the port.
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BASELINE ENVIRONMENTAL STATUS Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2
3 Baseline Environmental Status
3.1 General
This chapter presents the existing baseline environmental conditions in and around the Vizhinjam Port area. The baseline environmental conditions have been presented for a study area of 10 km (Refer Figure FD0101) with the Vizhinjam Port as the centre. It has been assessed through monitoring of marine, terrestrial and socio-economic attributes. M/s Shriram Institute of Industrial Research, Bangalore has carried out the monitoring during the months of April – May 2003. The baseline environmental data report is enclosed as Appendix A.
The socio-economic conditions presented in this chapter reflect the profile of the study area covering population characteristics and infrastructure levels on a macro-level. A sample socio-economic survey was carried out to assess the broad profile within the study area. M/s Loyola College of Social Sciences, Thiruvananthapuram has been entrusted the task of carrying out the socio-economic surveys. The social survey report is enclosed as Appendix B.
The baseline environmental and social conditions have been presented for the following aspects: • Physical Conditions • Marine Environment • Terrestrial Environment and • Socio-Economic Conditions.
3.2 Regional Setting
Vizhinjam is located about 20 km south of Thiruvananthapuram, the capital city of Kerala. The entire coastal stretch in the study area falls under Vizhinjam and Thiruvananthapuram Panchayats.
Administratively, the proposed Vizhinjam Port area falls under the jurisdiction of Vizhinjam Panchayat and Neyyattinkara Municipality in Thiruvananthapuram District. The whole of Thiruvananthapuram District is treated as one Revenue Division spread over 2,192 sq. km divided into 4 Taluks viz., Neyyattinkara, Nedumangad, Thiruvananthapuram and Chirayinkil. Thiruvananthapuram, the southern most district of Kerala State is situated between Latitudes 80° 17’ and 80° 54’ and Longitudes 76° 41‘ and 77° 17’. The southern most extremity, Parasala, is only 56 km away from Kanyakumari, the ‘land’s end of India’. The district stretches along the shores of the Arabian sea for a distance of 78 km. Thiruvananthapuram is surrounded by Kollam District on the north, Kanyakumari District on the south, Tirunelveli District on the east of Tamil Nadu and Arabian Sea on the west.
National Highway (NH) No. 47 and Broad Gauge (BG) Railway Line of Southern Railway, both connecting Thiruvananthapuram with Nagercoil in Tamil Nadu, traverse through the region. Both the road and rail network are located about 7 km away from Vizhinjam.
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Kovalam one of the major tourist destinations in India is also located in the vicinity, about 3 km north of Vizhinjam. The coastal stretch in the region extending from Kovalam to Pulinkudi is characterised by lateritic cliffs interspersed with small beach pockets.
Karichal River, Neyyar River and Vellayani Kayal are the important surface water bodies observed in the region. Neyyar is located on the southern tip of the study area. The region exhibits dendritic drainage pattern dipping towards the coast.
Majority of the region, except for few patches of land, is under plantations of coconut, rubber, etc. interspersed with dense habitations. There is no significant industrialisation noticed in the region expect for Balarampuram area, which is famous for handloom industries.
The Fishery Harbour at Vizhinjam is the major centre of commercial activity in the region. Apart from fishing, tourism is another important revenue generating activity in the region with the development of resorts promoting health tourism.
The coastal stretch in the study area is devoid of coastal vegetations such as mangroves.
3.3 Physical Conditions
3.3.1 Topography
The study area forms part of the western coastal plains of Kerala State with altitudes varying from 1 m to 35 m above MSL. The study area can be divided into three physiographic units viz., beaches, coastal cliffs and valleys. Except the beaches, the terrain in the entire study area is undulating with small hillocks and valleys. The coastal stretch in the study area is mainly rocky in the southern reaches between Kovalam and Pulinkudi. The beaches in the study area are plain and devoid of sand dunes.
3.3.2 Geology and Soils
Review of the Geological Map of the area showed that the study area comprises rock formation of Pre-cambrian age represented by granulites and gneisses. These Archean formations are hard and resistant to weathering. The coastal plain between Kovalam in the north and Poovar in the south comprise of white and red sands, shell limestone, loose shelly sands and exposed rocks along the coast, which include Charnockite, Khondalite and Gneisses.
3.3.3 Landuse / Land cover
The landuse / landcover in the study area was mapped by using Remote Sensing applications with visual interpretation techniques. The landuse / land cover features in the study area have been arrived by using IRS 1-D, LISS – III and PAN Satellite imageries procured from National Remote Sensing Agency, Hyderabad. The landuse / land cover map prepared on 1:12,500 scale is enclosed as Figure FD0301.
The spatial distribution of Level – II landuse / land cover in the study area is presented in Table 3-1 below.
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Table 3-1: Spatial Distribution and Extent of Level -II Land use / Land Cover Classes in the Study Area S. Land Use / Land Cover Area No. Classification In hectares Percentage % 1. Built-up land Town / Village 1,756 14.89 Industry 3 0.03 2. Agricultural Land Double Crop 637 5.39 Plantation 8,694 73.69 3. Forest Forest Plantation 21 0.18 4. Waste Land Land with Scrub 172 1.46 Barren Rocky / Stony Waste 16 0.14 Water Logged Land 27 0.23 Coastal Sand 66 0.56 5. Waterbodies River / Stream / Tank / Reservoir 405 3.43 Total 11,797 100.00 The land-use wise description of some of the important landforms is presented hereunder.
3.3.3.1 Built-up Land
Areas of human settlement comprising of residential and commercial structures, community places, utility lines, etc. come under built-up land. In the study area, Vizhinjam, Vellayani, Mukkola, Pulinkudi and Kovalam are the main villages covering an area of about 1759 ha.
3.3.3.2 Agricultural Land
Most of the study area is covered with plantations covering around 9,331 ha. The area under double crop is very less.
3.3.3.3 Forest Plantations
The area under forest plantations is around 21 ha and the plantation is mainly Rubber, which might have been grown as part of compensatory social forestry programmes.
3.3.3.4 Waste Lands
The area under wastelands is around 281 ha out of which most of the area is land with scrubs.
3.3.3.5 Water Bodies
Vellayani Kayal and Karichal River are two important water bodies in the region and occupy about 405 ha in the study area.
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Landuse/ Land Cover
8694
Towns / villages Industry Double cropped areas Area under plantations Forest Plantations Lands with scrubs Barren rocks / stony wastes Water logged land Coastal land 637 3 Water bodies 1756 21 405 172 16 27 66
3.4 Coastal Regulation Zone
3.4.1 Coastal Zone Management Plan of Thiruvananthapuram
As per the Coastal Regulation Zone (CRZ) Notification, the Coastal States and Union Territories are required to prepare Coastal Zone Management Plans (CZMP) identifying and classifying the coastal areas within their respective territories in accordance with the CRZ guidelines and obtain the approval of the Government of India (GoI). For the State of Kerala, including the Thiruvananthapuram district, Centre for Earth Science Studies (CESS) has prepared the CZMP.
3.4.2 Coastal Regulation Zoning in the Project Region
CESS, Thiruvananthapuram prepared the CZMP of Kerala State in the year 1995. Based on the review of the zoning in the project region in the CZMP, the CRZ classification in the project area is inferred as follows: • The area earmarked for development of Vizhinjam Port falls partially under the Vizhinjam – Beemapalli coastal stretch and partially under Pulinkudi – Poozhiyur coastal stretch of the CZMP of Thiruvananthapuram district. • The entire stretch between Poozhiyur – Pulinkudi, in which the southern end of the port site falls, is classified as CRZ III except for a small area adjoining the laterite cliff zone (0.063 sq. km) which is classified as CRZ I considering it’s susceptibility to slumping and it’s outstanding natural beauty. • The stretch between Vizhinjam – Beemapalli, in which the remaining major portion of the port site falls, is a complex coast comprising of rocky areas, laterite cliffs, pocket beaches, barrier beaches and open beaches. The laterite cliffs are observed between Mulloor and south of Vizhinjam Fishery Harbour. The entire stretch between Mulloor and Pachalloor is classified as CRZ III except for laterite cliff area between Mulloor and Vizhinjam, in which the proposed port site falls, is classified as area of outstanding beauty and hence, a 50 m zone was demarcated as CRZ I.
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3.5 Sea Area Features
A broad summary of the important features is given hereunder.
3.5.1 Fishing Zones
No significant fishing zones are reported in the immediate vicinity of the proposed Vizhinjam Port area.
3.5.2 Spawning Area
Generally, spawning occurs in the areas where interface exists between fresh water and marine water in the form of estuary or a river mouth. The interface of fresh water and seawater provide excellent conditions for spawning. In addition, mud banks are also termed as good areas supporting spawning activity.
The report prepared by the Expert Committee for Fisheries Management Studies reported spawning activity in the Vizhinjam region during the months of May to July. It can be noted that there are neither mud banks / mangrove vegetations nor estuarine zones observed in the coastal stretch identified for the development of the Vizhinjam Port. Based on the above, it can be assumed that the spawning activity reported in the Vizhinjam area might not be happening in the proposed Vizhinjam Port area.
3.5.3 Aquatic Habitats
There are no mangrove vegetations observed in the coastal stretch identified for the development of the Vizhinjam Port.
3.5.4 Near Shore Habitats
The near shore habitats in the study area are Kovalam, Vizhinjam (north and south) Panathura, Puthiyarnoor, Pallam, Pulivilla, Adimaluthurai, Chowara, Kollamcode, Parathaiyoor, Poovar, Karumkulam and Kochuthara.
3.5.5 Sand Dunes / Dune Vegetation
The coastal stretch in which Vizhinham Port is being contemplated is devoid of sand dunes and dune vegetation.
3.5.6 Traditional Boat Navigation Routes
Generally, traditional fishermen traverse up to a distance of 5-10 km in the sea, whereas the mechanised trawlers traverse greater distances. No specific map showing the traditional navigational routes for fishing was available. Formal interactions with local fishermen indicate that the mechanised trawlers generally follow depth contours and the traditional fishermen have no specific routes and change the route depending on season, traditional beliefs and hunch. From the review of the fishing practices and methods in the Vizhinjam area, it was noticed that majority of the fishing activity is being carried out from Vizhinjam Fishery Harbour using mechanised trawlers or fibre boats fitted with onboard engine.
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3.6 Sea Bed Engineering and Oceanographic Conditions
3.6.1 Bathymetry
The 10 km stretch was surveyed along shore in parallel lines for bathymetry apart from detailed 12 lines in the Vizhinjam area of 4 km each and cross-line of 2 km each at spacing of 0.5 km. Due to presence of hard rocks with uneven nature at near shore areas, the survey beyond 7 m towards the shore could not be carried out. The bathymetry reveals that the contours are generally parallel to the coast. There are some sudden rises and falls in the seabed due to the presence of hard rock / compact formations and the sea bed slopes are given in Table 3-2 below.
Table 3-2: Seabed Slopes in the Project Area Contour Depth w.r.t. CD 10-15 m 15-20 m 20-25 m 1 in 28 to 1 in 50 1 in 70 to 1 in 90 1 in 98 to 1 in 103 1 in 25 to 1 in 100 1 in 98 to 1 in 148 1 in 74 to 1 in 180 - 1 in 100 to 1 in 150 1 in 70 to 1 in 160
3.6.2 Seabed Features
Sidescan sonar survey has been carried out for a total of 98.1 line km in the project area with five regional shore parallel lines of 10 km and 12 lines of 4 km each. It reveals that the entire area is mostly covered by sandy sediments of fine to medium size with outcrops of hard / compact formations at places. The sand at places show sand waves less than 1 m high. At many places the sandy sediments were seen to have mega ripples. The most interesting feature brought out by sonar image was the presence of hard rock / compact formations in the area. Rock outcrops are identified at 5 locations in the survey area.
3.6.3 Currents
The current speed and directions were measured at two locations for the total depth at every 1 m interval from surface to the bottom. Details of the current observations are presented in Table 3-3 below.
Table 3-3: Observed Current at Project Location S. Current Meter PositionTotal Duration Current Speed No Depth (m/s) (m)
Latitude Longitude From To Min. Max.
1080 19.3’21” 770 02.10’ 22.5 24-04-2003 25-04-2003 0.12 0.86 2080 21.6’34” 760 59.743’ 17.0 25-04-2003 26-04-2003 0.10 0.84 The maximum current observed during deployment was 0.86 m/s. The current direction is noticed as SE and NW i.e. parallel to the coast during different phases of tide and direction of waves.
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3.6.4 HTL / LTL Demarcation
A field survey was carried out by National Institute of Ocean Technology (NIOT) in May 2003 for demarcation of High Tide Line (HTL) and Low Tide Line (LTL) in the project region. Based on the topographic survey, shoreline profiling has been carried out and the levels are reduced to Chart Datum (CD). The high and low tide levels have been estimated using tidal data of Thiruvananthapuram. The values for HTL and LTL are 1.20 m and – 0.10 m, respectively. The HTL and LTL together with the 200 m buffer line from HTL and 500 m buffer line from LTL are presented in Figure FD0302.
3.6.5 Grab Sampling
To validate the ground truth of sidescan and sub-bottom, grab samples were collected from 20 stations in the area. The collected samples revealed that most of the area consists of fine sand with a mixture of medium sand. The silt and clay percentage rarely exceeded the limit. At two places, grab samples showed higher percentage of clay of 34% and 41%.
3.7 Marine Environment
This section presents the existing marine environmental conditions in and around the proposed Vizhinjam Port area. Marine water quality, sediment quality (physico-chemical parameters) and marine biology (planktons and benthos) were monitored for arriving at the marine environmental conditions. The marine environmental monitoring locations have been selected taking into consideration the developmental plans of Vizhinjam Port. Details of marine flora and fauna collected from secondary sources is also presented. The marine environmental quality monitoring locations are presented in Figure FD0303 and the details of the same are presented in the following sub-sections.
3.7.1 Marine Water Quality
Marine water quality was monitored at eight locations in and around the Vizhinjam Port area. The water samples were collected using a Nishkin Sampler and preserved in 2 litre plastic containers. Parameters such as pH, DO, Temperature, Conductivity and Salinity were tested on-board using portable field kits. The details of the sampling locations are presented in Table 3-4. The collected samples were tested as per the Standard Methods prescribed by American Public Health Association (APHA). Heavy metal content in the samples was tested as per American Association of Official Analytical Chemists (AAOAC) methods using an Atomic Absorption Spectrophotometer. The parameters monitored under marine water quality are given in Table 3-5.
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Table 3-4: Marine Water Sampling Locations S. Station Description Latitude Longitude No. Code 1 M 1 Near north breakwater of Vizhinjam Port 8°22’36” 76°59’24.8” 2 M 2 Close to the shore, west of Mulloor within 8°22’6.6” 76°59’55.1” the proposed Vizhinjam Port area 3 M 3 South of Mulloor within the proposed 8°21’27” 77°00’25.7” Vizhinjam Port area 4 M 4 Near Adimalathurai village, close to the 8°20’37” 77°01’37.6” confluence point of Karichal River 5 M 5 South-west of Vizhinjam Port area 8°21’53.7” 76°59’00” 6 M 6 South of Station M2 8°21’20.6” 76°59’47.8” 7 M 7 South of Station M3, outside the littoral 8°21’5.7” 77°00’24.4” zone 8 M 8 South-west of Admalathurai village 8°20’13.6” 77°00’28.6” Table 3-5: Parameters Monitored for Marine Water Quality S. No Attribute Parameters
1 Physical pH, Salinity, Turbidity, Temperature, Electrical conductivity, Total parameters Dissolved Solids 2 Chemical Dissolved Oxygen (DO), Biological Oxygen Demand (BOD), parameters Chemical Oxygen Demand (COD), Phosphates, Sulphates, Chlorides, Phenols, Nitrates, Nitrites, Calcium, Magnesium, Potassium, Total Kjeldahl Nitrogen & Cyanide 3 Heavy metals Zinc, Copper, Nickel, Cadmium, Chromium, Manganese, Mercury and Lead 4 Bacteriological Total coliform and Faecal coliform Parameters The marine water quality observed in the Vizhinjam area is presented in the following paragraphs.
3.7.1.1 Physical Parameters
The Vizhinjam coastal waters are alkaline in nature with pH varying from 7.9 to 8.2 and with temperatures varying between 23°C and 28°C. The salinity is ranging between 31.7 ppt and 32.7 ppt and the Turbidity is < 5 NTU at all the sampling locations.
3.7.1.2 Chemical Parameters
Dissolved Oxygen
The DO values recorded at all the sampling locations were found to be varying between 2.8 mg/l and 5.3 mg/l. The samples collected from bottom level showed a low DO level of 2.8 mg/l.
BOD and COD
The BOD and COD levels reported at all the sampling locations are <1 mg/l and 2-3mg/l, respectively, indicating clean coastal waters.
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Nitrates
Nitrates are ranging between 3.3 mg/l and 4.2 mg/l. The sample collected near the Karichal River showed high nitrate concentrations among all the samples and the reason could be attributed to possible human intervention into the river waters.
Chlorides, Sulphates and Phosphates
Chlorides were found to be ranging between 19,331 mg/l and 20,081 mg/l and the Sulphates between 2,685 mg/l and 2,983 mg/l. The Total Phosphates in all the water samples varied between 0.05 mg/l and 0.08 mg/l.
Heavy Metals
The heavy metal concentrations in all the samples, at all locations, are found to be in trace amounts.
Bacteriological Characteristics
Total coliform and the faecal coliform count was not reported at any of the sampling locations.
3.7.2 Marine Biology
The nature and quality of biological species in a particular environment is dependent on the various physico-chemical characteristics of water. The quality and quantity of plankton obtained in any water body is an indicator of the physico-chemical quality of the water and the type of the water body. The benthic population also serves as good indicator for marine diversity. The plankton and benthos, together, are used for arriving at the marine biology of the area.
The biological quality of marine water in the proposed Vizhinjam Port area was monitored through collection of plankton samples at six locations. The details of plankton sampling locations are presented in Table 3-6. Plankton samples were collected using a plankton net which was towed for 15 minutes at each location. The samples intended for estimation of chlorophyll were preserved in polythene containers and wrapped with black paper for protection from sunlight.
Table 3-6: Plankton Sampling Locations S. Sample Description Latitude Longitude No. Code 1 P 1 Near north breakwater of Vizhinjam Port 8°22’36.0” 76°59’24.8” 2 P 2 Close to the shore, west of Mulloor within 8°22’6.6” 76°59’55.1” the proposed Vizhinjam Port area 3 P 3 Near Adimalathurai village, close to the 8°20’37.0” 77°01’37.6” confluence point of Karichal River 4 P 4 South-west of Vizhinjam Port area 8°21’53.7” 76°59’00” 5 P 5 South of Station M2 8°21’20.6” 76°59’47.8” 6 P 6 South of Station M3, outside the littoral 8°21’5.7” 77°00’24.4” zone
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The collected samples were transferred to the laboratory for further analysis. The biological quality of the marine water in the Vizhinjam Port area is summarised in the following paragraphs:
3.7.2.1 Phytoplankton • About 42 algal species were recorded from the sampling locations all of which belong to the Class Bacillariophyceae. The phytoplankton content was found to be highest at location P5. • Species like Lauderia annulata, Chaetoceros decipens, Streptotheca thiamensis, Bellerochea malleus, Fragilaria oceanica, Thallasionema nitzschiodes and Thallsiothix fraunfeldii were found at all sampling locations. Among these Chaetoceros decipens was found to be highest at all locations. • The Shannon Weaver’s Diversity Index varied between 1 and 2.
3.7.2.2 Zooplankton • About 9 species of zooplanktons and 8 larval forms were recorded from the sampling locations. • The zooplanktons were mainly Protozoans, Coelentrates and Crustaceans. Among these, the Crustaceans were found in large numbers at all locations. • Crustaceans found were mainly Copepods, Appendicularians, Calanus, etc. Of these the Copepods were found in highest numbers. • Among the larval forms, Naupli larvae were found in almost all locations except at location P5. • The Shannon Weaver’s Diversity Index varied between 0.6 and 1.
3.7.2.3 Chlorophyll
Generally the presence and / or the level of Chlorophyll-a is considered to be an indicator of the biomass. The Chlorophyll concentrations at all the sampling locations were similar and were in the range of 2- 4 mg/m3.
3.7.2.4 Marine Flora and Fauna
Information on marine flora and fauna of the region was obtained from review of secondary data. The following paragraphs present an account of the marine flora and fauna.
Algal Flora
The marine algal flora of the Vizhinjam-Kovalam sector composed of 16 species belonging to the orders – Chlorophyta, Rhodophyta and Phaeophyta. The dominant species of algae are – Ulva fasciata, Sargassum and Gracilaria corticata.
Rocky shores are unique and fascinating ecosystems bathed daily by recurring tides. The pattern of zonation of flora and fauna of the rocky shores shows variations corresponding to physio–chemical and biological characteristics. The important flora is the marine algae. The faunal elements include Gastropods, Balanus, Amphipoda, Isopoda, Polychaeta, Coelenterata and Echiniderms. Perna virdis, P. indica, Cellana radiata, Acmae sp., Node littorina, Thais sp. Pyrena sp. Chthamalus malayensis, Chiton sp. etc. are the common forms observed in the rocky shores of Kovalam. Chlorophytic algae are confined to the high tide region and Phycophyta and Rhodophyta to the mid and low tide regions.
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Husk Retting Zones
Retting zones are common towards Panathura region. The major bacterial group associated with this zone is Aerobactor, Pseudomonas, Bacillus, Paracolobactrum, Eicherichia, Micrococus, etc. Fungi include species like Aspergillus, Trichoderma, Penicillium., etc. Yeast flora like Rhodotorula, Saccaromyces, etc is also reported from retting zones.
The zooplankton in the backwaters generally consist of protozoa, coelenterata, rotifera, copepoda, copepod nauplii and insect larvae. Fish and other economically important forms are poor in this zone probably due to pollution and anaerobic conditions of the retting zones.
Marine Fishery Resources
The important fishes are Grey Dog Shark, Hammer Headed Shark, Pale-edged Sting Ray, Giant Herring, White Sardine, Short Bodied sardine, Oil Sardine, White Bait, Indian Anchovy, Dorab Wolf, Giant Sea Pike, Mullet, Glassy Perchlet, Rocky Cod, Yellow Fin Trevally, Russel’s Cod, Horse Mackarel, etc. The big jawed two spined jaw fish, Indian Mackerel, Stripped Tuna, Seer fish, Pomfret etc. are also present.
3.7.3 Sediment Quality
Sediment samples were collected at six locations in and around the project site using Peterson Grab Sampler. The details of sediment sampling locations are presented in Table 3-7
Table 3-7: Marine Sediment Sampling Locations S. No. Location Description Latitude Longitude Code 1 S 1 Near north breakwater of Vizhinjam 8°22’36.0” 76°59’24.8” Port 2 S 2 Close to the shore, west of Mulloor 8°22’6.6” 76°59’55.1” within the proposed Vizhinjam Port area 3 S 3 Near Adimalathurai village, close to 8°20’37.0” 77°01’37.6” the confluence point of Karichal River 4 S 4 South-west of Vizhinjam Port area 8°21’53.7” 76°59’00” 5 S 5 South of Station M2 8°21’20.6” 76°59’47.8” 6 S 6 South of Station M3, outside the 8°21’5.7” 77°00’24.4” littoral zone The sediment samples collected from all the locations were sieved and sub-sampled for physico-chemical and biological analysis. Samples intended for Benthos estimation were preserved with Rose Bengal and formalin solutions whereas the samples for assessing physico-chemical parameters were digested with strong acids and were shifted to laboratory for further analysis.
3.7.4 Observation on Sediment Quality
The parameters monitored for assessing the sediment quality in the proposed Vizhinjam Port is are presented in Table 3-8.
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Table 3-8: Parameters Monitored for Sediment Quality
S. Component Parameters No 1 Chemical pH, total sulphates, chloride, organic matter, total phosphates, total parameters nitrogen , oil and grease 2 Heavy metals Zinc, Copper, Nickel, Cadmium, Chromium, Manganese and Lead 3 Benthos Benthic fauna for total counts ( bio-mass and Shannon Weaver Index)
A brief summary of the sediment quality is presented below. • pH was observed to be similar at all locations indicating alkaline nature. • Oil and Grease concentrations were found to be less than 1 mg/kg at all locations. • Heavy metals were found only in trace amounts at all sampling locations and Cd concentration was found at negligible level (<0.1 mg/kg) at all locations except at location S2 where the concentration of Cd was found to be 0.3 mg/kg.
3.7.5 Benthic Communities • Overall observation of the data revealed that the major, meio and macrobenthic faunal groups comprising of Protozoans, Nematodes, Diatoms, Gastropods, Lamellibranchs, Bivalves were recorded at all the locations. • Among the macro benthos Bivalves were abundant at all locations followed by Gastropods, Lamellibranchs.
3.8 Terrestrial Environment
This section presents the terrestrial environmental conditions in the study area. It has been arrived by monitoring meteorology, air, noise, water and land environments. The details of the monitoring are presented in the following sections.
Socio-economic conditions in the study area are presented in a separate section.
3.8.1 Meteorological Conditions
3.8.1.1 General Conditions
The project region presents a tropical humid climate with oppressive summer. The monthly variations of the meteorological parameters are tabulated and presented as Table 3-9. The period between March to May is hot with the maximum temperatures shooting upto 33°C. This is followed by South West monsoon from June to September and North East monsoon between October to December. The maximum wind speed is observed in the month of August and the maximum relative humidity in the month of June.
Table 3-9: Meteorological Parameters in the Study Area
Month Temperature (oC) Rainfall Average Mean Wind speed (km/hr) Max. Min. (mm) Humidity (%) January 31.5 22.2 22.9 70 5.1 February 31.8 22.8 20.8 71 5.9
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Month Temperature (oC) Rainfall Average Mean Wind speed (km/hr) Max. Min. (mm) Humidity (%) March 32.5 24.1 38.6 73 6.6 April 32.6 25.1 106 77 7.8 May 31.8 24.9 208 81 9.2 June 29.7 23.6 356 86 9.6 July 29.3 23.2 223 85 10.9 August 29.5 23.1 146 83 11.2 September 30. 23.3 138 82 10.4 October 30.0 23.4 273 84 7.3 November 30.3 23.1 206 83 5.5 December 31 22.6 74.7 75 4.8 Total Mean 30.8 23.5 1813 79 7.9
The region receives an average annual rainfall of about 1800 mm, which is below the Kerala state average. Most of the rainfall in the region is accounted from South West Monsoon. Rainfall is at peak during the months of June and July. The air is humid throughout the year and the maximum humidity is observed during the monsoon months with humidity upto 85%.
Annual Temperature variation in the Annual Variation of Rainfall Study Area 400 40 300 30 200 Maximum 20 100 Minimum 0 10 Rainfall (mm) 123456789101112 Temperature 0 Months 1 3 5 7 9 11 Months Winds are moderate to strong during summer and southwest monsoon periods when compared to the post monsoon period.
Variation in Average humidity Annual Variation in Wind Speed
100 15 50 10 Humidity(%)
0 Wind 5 Speed (km/hr) 123456789101112 0 1 3 5 7 9
Months 11 Months
3.8.1.2 Meteorological Conditions During Study Period
A weather station was installed in the project area near Vizhinjam, to record the meteorological parameters during the study period. The meteorological data was collected for four weeks covering important parameters such as Temperature, Wind Speed, Wind Direction, Relative Humidity and Rainfall.
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Temperature
The maximum and minimum temperatures observed during the study period are 35°C and 23°C respectively.
Humidity and Rainfall
The maximum and minimum relative humidity recorded during the study period is 92% and 61% respectively. The number of rainy days reported during the study period is 6 with a rainfall of 36 mm.
Wind Speed and Wind Direction
The maximum wind speed recorded during the study period is 32.4 km/hr. The windrose diagrams, showing the wind pattern have been prepared by compiling the wind data recorded during the study period and are presented as Figure FD0304. On perusal of the windroses, the predominant winds were observed from N (11.3%) followed by SSE (11%) and SE (9.7%). Calm conditions prevailed for 6.6% of the total time.
3.8.2 Air Quality
Ambient air quality was monitored to assess the current air quality status in and around the proposed Vizhinjam Port and within the study area. A network of six air quality-monitoring locations was set-up and the locations were selected taking into consideration the various activities associated with the development and operation of the port along with the general meteorological conditions of the region. The details of the monitoring locations are presented in Table 3-10 and also shown in Figure FD0305. The parameters monitored under the air quality include Suspended Particulate Matter (SPM), Respirable Particulate Matter (RPM),
Sulphur Di-Oxide (SO2), Oxides of Nitrogen (NOx), Carbon Monoxide (CO) and Hydro Carbons (HC).
Table 3-10: Ambient Air Quality Monitoring Locations Location Monitoring Geo Co- Distance & Landuse Code Location ordinates bearing w.r.t to Vizhinjam (km) AAQ 1 Vizhinjam N 08O 23' 07.4” Project Site Residential area E 76 O 59' 00.9” AAQ 2 Pulinkudi N 08 O 21' 24.5” 2.24 Residential area E 77 O 00' 41.4” AAQ 3 Muttakad N 08 O 24' 18.6” 3.8 Residential area E 76 O 59' 21.7” AAQ 4 Punnamad N 08 O 25' 55.6” 6.1 Residential area E 77 O 01' 36.9” AAQ 5 Balarampuram N 08 O 25' 08.2” 7.4 Commercial E 77 O 02' 33.5” AAQ 6 Nellimudu N 08 O 22' 45.5” 5.4 Residential area E 77 O 02' 43.1”
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SPM and RPM have been estimated by gravimetric method. Modified West and Gaeke method (IS-5182, part II, 1969) has been adopted for estimation of SO2 and Jacobs- Hocheiser method (IS-5182 part IV) for NOx. CO and HC were estimated using GC-FID method.
The sampling was carried out for 24 hours twice a week for four weeks at each location using pre-calibrated Respirable Dust Samplers.
The samples for SO2 and NOx were drawn at a flow rate of 0.3 to 0.5 LPM using 35 ml volume of respective absorbing media and 1 mm diameter orifice, standard impingers as per 5182 Part V, 1975. SPM and RPM samples were collected at a flow rate, of 1.0 to 1.5 m3/minute. CO was collected using charcoal tubes and HC was collected using Mylar bags.
The ambient air quality monitoring results are tabulated in Table 3-11 and Table 3-12. The analytical values tabulated in the respective tables present the minimum, maximum and the mean values compiled from the four weeks data generated during the study period.
Table 3-11: Ambient Air Quality – Particulate Matter
Location SPM (µg/m3)RPM (µg/m3) Code Location Min. Max. Mean Min. Max. Mean AAQ1 Vizhinjam 103.0 143.0 119.5 34.0 47.0 39.9 AAQ2 Pulinkudi 76.0 92.0 81.2 25.0 31.0 28.1 AAQ3 Muttakad 89.0 111.0 99.1 26.0 36.0 30.0 AAQ4 Punnamad 86.0 109.0 95.9 27.0 36.0 31.6 AAQ5 Balaramapuram 129.0 168.0 154.0 34.0 62.0 52.4 AAQ6 Nellimudu 103.0 127.0 115.8 33.0 44.0 37.4 CPCB Limits 200 100
Table 3-12: Ambient Air Quality - Gaseous Pollutants Location CO HC 3 3 Code Location SO2 (µg/m )NOx (µg/m )
Min. Max. Mean Min. Max. Mean (ppm) AAQ1 Vizhinjam 4.0 6.0 4.8 7.0 10.0 8.8 <1 <1 AAQ2 Pulinkudi 2.0 4.0 3.1 4.0 7.0 5.3 <1 <1 AAQ3 Muttakad 3.0 5.0 3.6 7.0 9.0 7.8 <1 <1 AAQ4 Punnamad 3.0 5.0 3.7 6.0 9.0 7.4 <1 <1 AAQ5 Balaramapuram 6.0 9.0 7.7 11.0 15.0 13.0 <1 <1 AAQ6 Nellimudu 3.0 4.0 3.4 5.0 8.0 6.4 <1 <1 CPCB Limits 80 80 2.0 NS
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Air Quality – Particulate Matter
Perusal of Table 3-11 showed that maximum levels of SPM and RPM (168.0 µg/m3 and 62.0 µg/m3) were observed at Balaramapuram and minimum concentrations (76 µg/m3 and 25 µg/m3) at Pulinkudi. Both SPM and RPM levels at all the locations are within the prescribed limits specified under standards.
Air Quality – Gaseous Pollutants
3 • The maximum concentration of SO2 was observed at Balaramapuram (9 µg/ m ) and the minimum was recorded at Pulinkudi (2 µg/ m3).
3 • The maximum concentration of NOx was observed at Balaramapuram (15.0µg/ m ) and the minimum was recorded at Pulinkudi (4 µg/ m3) • CO and HC levels at all monitoring locations were observed to be <1 ppm. • Relatively higher particulate matter and gaseous pollutant levels recorded at Balaramapuram could be attributed to the intensive commercial activities at the monitoring location owing to its proximity to NH47. The ambient air quality in the study area is well within the National Ambient Air Quality Standards due to the presence of vast green cover and absence of significant industrialisation.
3.8.3 Ambient Noise
Study on noise environment is one of the important components in impact assessment study. In the present study, noise monitoring was carried out to delineate the background levels and for further using them in quantification of the impacts associated with the development and operation of the Vizhinjam Port. Based on above, eight locations have been identified in the study area covering all landuses for monitoring the noise. Noise levels were recorded on hourly basis for one complete day, at each location, using a precalibrated noise level meter. The details of the monitoring locations are given in Table 3-13 and also presented in Figure FD0306.
Table 3-13: Noise Level Monitoring Locations
Location Monitoring Distance and Landuse Code Location Bearing w.r.t Vizhinjam ( km ) N 1 Vizhinjam Project Site Residential N 2 Mulloor 1.1 Residential N 3 Balaramapuram 7.4 Commercial N 4 Mukkola 1.1 Mixed N 5 Muttakad 3.8 Residential N 6 Punnamad 6.1 Residential N 7 Cheruvetturkonam 3.4 Residential N 8 Nellimudu 5.4 Residential
The noise levels recorded at each location were used in computing the day equivalent, night equivalent and day-night equivalent levels. The day, night and day-night equivalent noise levels for all the eight locations are presented in Table 3-14.
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Table 3-14: Noise Levels – Day, Night and Day–Night equivalents in dB (A)
Location Location Ldeq Lneq Ldneq Code
N1 Muttakad 46 39 43.0 N2 Mukkola 44 37 41.0
N3 Vizhinjam 53 40 45.0 N4 Balarampuram 53 40 47.0 N5 Nellimudu 47 38 43.0
N6 Pulinkudi 50 37 44.0 N7 Cheruvetturkonam 45 36 39.0 N8 Punnamad 45 36 40.0
The Day (Ldeq) and Night (Lneq) equivalent noise levels compiled from the noise level data recorded during the study period, are conforming to the National Ambient Air Quality Standards for Noise specified for Day equivalent (55 dB(A)) and Night equivalent (45 dB (A)) Among all the locations, the maximum Leq Day of 53 dB (A) and Leq Night of 40 dB (A) are observed at Vizhinjam and Balarampuram. Despite intensive commercial activities at both these locations, the noise levels are still within the limits and could be attributed to the extensive green cover in the region, which in turn is attenuating the excessive noise levels.
Noise Levels at varius Monitoring Locations
60
50
40
Ldeq 30 Lneq Ldneq Noise Level (dB) 20
10
0
Mukkola Muttakad Vizhinjam Pulinkudi Nellimudu Punnamad Balarampuram Cheruvetturkonam Location 3.8.4 Ground Water Quality
Being a coastal area, ground water quality was monitored to check for any incidence of saline water intrusion into the ground water aquifers in the study area. Six locations / sources have been identified for monitoring the ground water quality and the same were selected by taking into consideration their current usage pattern, proximity to coast and the proposed Vizhinjam Port site.
Prior to finalising the sampling locations, the sampling sites were visited for a better understanding of the source, its usage pattern and conditions around the source. It was noticed that the ground water was being used for domestic purposes including drinking at
3 Baseline Environmental Status Page 3-17 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 some places. However, treated water is also being supplied to most of the villages in the study area. The details of the ground water sampling locations are presented in Table 3-15 and also presented in Figure FD0307.
Table 3-15: Ground Water Sampling Locations Location Name of the Latitude Longitude Remark Code Location GW 1 Vizhinjam 8°22’14.1” 77°00’07.9” Dug well used for general purpose including drinking GW 2 Muttakad 8°24’12.9” 76°59’30.0” Dug well used for general purpose GW 3 Cheruvettur- 8°24’12.0” 76°59’11.0” Dug well used for general purpose konam GW 4 Pulivilla 8°20’36.5” 77°02’14.1” Dug well used for general purpose GW 5 Balarama- 8°25’08.9” 77°02’30.7” Tube well located on the road – puram public use GW 6 Nellimudu 8°22’56.4” 77°02’37.8” Open well used for general Purpose The water samples collected were analysed for various Physico–Chemical parameters as per IS 10500 – 1991. A brief summary on the ground water quality in the study area is presented hereunder: • pH is ranging between 7.2 to 8.2. The ground water samples collected from Cheruvetturkonam, Vizhinjam and Balaramapuram depicted alkaline conditions (pH of 8.2). • TDS in the ground waters is ranging from 36 mg/l to 238 mg/l. The sample collected from Vizhinjam showed high TDS (238 mg/) and from Nellimudu recorded low TDS (36 mg/l.) Total alkalinity was observed to be in the range of 12 mg/l to 96 mg/l. • Total hardness is in the range of 0 mg/l to 86 mg/l. Among all the samples, the sample collected from Vizhinjam reported high hardness (86 mg/l) which is well below the permissible limit of 300 mg/l. • Chloride concentration was observed ranging from 12 to 59 mg/l. Sulphate concentration ranged between < 2 mg/l and 17 mg/l. Of the six locations, 3 locations had concentration of < 2 mg/l. The Chloride and Sulphate concentrations at all locations were well below the permissible limit of 250 mg/l. • Heavy metals like Cadmium, Nickel, Arsenic, Chromium, Mercury, Lead, Copper and Zinc were analysed. The concentrations of all heavy metals are observed to be below the permissible limits.
3.8.4.1 Incidence of Saline Water Intrusion
Generally incidence of saline water into the ground water aquifers is reported using certain Base-Exchange ratios of some of the important hydro-geo-chemical parameters such as Ca / Mg, TA / TH.
A low Ca / Mg ratio is an indicator of salt-water contamination of the aquifer because the concentration of Magnesium is very high in seawater than Calcium. Similarly, excess of Total Alkalinity (TA) over Total Hardness (TH) indicates presence of Sodium Bicarbonate. If the water analysis indicate that the presence of free Sodium Bicarbonate i.e. TA/TH=1, then it indicates that the ground water is free from saltwater intrusion. However, if the ratio of TA/TH is less than 1, it indicates seawater intrusion.
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Normally, in ground waters Calcium content is always on the higher side compared to Magnesium. However, in seawater the ratio of Calcium to Magnesium is almost 1 to 5. • In the current study, it is observed that the Calcium concentrations are ranging from 14 mg/l to 74 mg/l and Magnesium from 2 mg/l to 22 mg/l. This high Ca/Mg ratio confirms absence of saline water in the ground water aquifers. • Except at Muttakad and Pulivilla, in all the other samples Total Alkalinity and Total Hardness ratio is found to be >1 suggesting no salt-water intrusion into the ground water aquifer at present. Regarding the Muttakad and Pulivilla, the TA/TH ratio was observed to be slightly less than 1 indicating seawater intrusion.
3.8.5 Soil Quality
Soil samples were collected at five locations in the study area. The soil sampling locations are listed in the Table 3-16 and shown in Figure FD0308.
Table 3-16: Soil Sampling Locations Location Location Latitude Longitude Remarks Code SQ 1 Vizhinjam 8° 22’13.9” 77° 00’7.6” Soil sample was collected near a resort (in Vizhinjam area). SQ 2 Muttakad 8° 22’25.9” 77° 00’26.8” Soil sample was collected in a coconut farm near Mulloor. The soil condition was generally good for plantation. SQ 3 Cheruvettur 8° 24’12.0” 76° 59’11.0” Soil sample collected from a konam coconut farm. SQ 4 Nellimudu 8° 22’46.1” 77° 02’42.2” Sample was collected from a coconut farm. SQ 5 Karamkulam 8° 19’40.5” 77° 03’18.5” Sample was collected from a coconut farm. The results of soil quality monitoring are presented below: • The pH of the soil ranges from 5 to 6.7 indicating slightly acidic nature. • Electrical Conductivity was found to be in the range of 50 µmhos/cm to 92 µmhos/cm and the Cationic Exchange Capacity was in the range of 10.5 meq/100 gm to 18.3 meq/100 gm. • The Sodium Absorption Ratio was observed in the range of 0.61 to 1.82. • The Nitrogen content of the soil was observed to be varying from 208 to 794 mg/kg of the soil. The Total Phosphates level was observed to be in the range of 301 to 2016 mg/kg of the soil. The Chloride level ranged from 9.2 mg/kg to 34.3 mg/kg. • Heavy metals like Cadmium was less than 0.1 mg/kg. But other heavy metals like Copper values ranged from 3.5 to 20 mg/kg, Manganese - 38 to 91 mg/kg. • Zinc values were observed to ranged from 19 mg/kg to 51 mg/kg and Chromium values ranged from 5 mg/kg to 134 mg/kg.
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3.8.6 Flora and Fauna
3.8.6.1 Terrestrial Vegetation
The entire land in the study area except the narrow stretch of beach is settlements and under coconut cultivation (Cocus nucifera). Inter cropping is practiced in coconut plantation with a variety of crops such as vegetables, spices and other economically important plants. The native species found within homesteads and hedges are Artocarpus hirsutus, A. heterophyllus, Tamarindus indica, Psidium guaja, Mangifera indica, Morinda tinctoria, Canthium agustifolium, Adenanthera pavonina, Desmodium triquetrum, Crotalaria retusa, Cussia tora, Mimosa pudica, Melastomamalabaricum, Sida cordifolia, Urena lobata, Ziziphus oenoplea, Borreria stricta, Merremia tridentata, Scoparia dulcis, Euphorbia hirta, Phoenix humilis, Aristida setacea, Clitoria ternatea, Panicum repens, Thespesia populnea, Borassus flabellifer etc. None of the plants are rare or endangered. The salt tolerant Scaevola sericea is found on rock crevices, which is subjected to constant salt spray. Other common species found along the beaches are Calotropis gigantea, Ipomoea biloba, Ipomoea repens, Dregia volobilis, Cleome viscosa, Leucas aspera, Protulaca tuberosa, Frothia trifoliata etc and few grasses and sedges. Economically important trees like Mangifera indica, Artocarpus heterophyllus and Anacardium occidentale are commonly seen in the area.
The native vegetation in the area is under immense pressure due to competing demands of land for various developmental activities in the region. And, therefore, natural vegetation is poorly developed and confined only to hedges, waste places and marshes. Prolific growth of aquatic weeds is common in brackish water areas.
3.8.6.2 Fauna
Terrestrial Fauna
The common lowland fauna found here include rodents, reptiles and amphibians.
Avifauna
The cosmopolitan birds found throughout the country side are Sea gulls, Pigeon, Parakeet, Cuckoo, Crow pheasant, Barn Owl, Kingfisher, Palm Swift, Wood pecker, Oriole, Grey Drongo, Common Myna, Jungle and House crows, Bulbuls, Babblers, Flycatchers, Warblers, Magpie Robin, Weaver birds, etc. In beaches and near shore waters, occasional presence of sea birds is noticed. A few migratory birds are reported from Vellayani Kayal near Kovalam, which include Wood Sandpiper, Green Sandpiper, Marsh Sandpiper and Blackwingged Stilt. Large flocks of migratory ducks like Garganey and Pintail are also reported from within and nearby wetlands of Vellayani besides the common species of birds. The density of the avifauna is very low along the Kovalam Beach.
Endangered Species
No rare and endangered biota is observed in the area.
3.9 Socio-economic Profile – Project District
This section presents the Socio-economic profile of the project district, Thiruvanthapuram on broad basis. The profile of the project district was arrived by compilation of secondary /
3 Baseline Environmental Status Page 3-20 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 published data collected from Directorate of Census Operations, Department of Fisheries and Department of Tourism. The project district is sub - divided into 116 revenue villages spread over 12 Community Development Blocks. Besides the Thiruvananthapuram Corporation, there are 4 Municipalities viz. Neyyatinkara, Nedumangad, Varkala and Attingal. The profile of the district is presented in the following sub-sections (Refer Section 3.1 for administrative details).
The socio-economic profile presented in this section reflects the demographic characteristics, social stratification, occupational pattern, regional economic drivers etc of the project district .
3.9.1 Population Characteristics
The district has a population of 32.35 lakhs with male to female sex ratio of 1000 : 1036 as per the 2001 census. A population growth rate of 24.13% was recorded between 1991 and 2001 corresponding to an annual average growth of 2.41%. The district recorded a literacy rate of 89%.
3.9.2 Occupational Pattern
The major occupation in the district is Agricultural related (41.15 % of which are Agricultural Labour & 11.46 % Cultivators) followed by Service Sector (36.48 %) which includes either self-employed (Trade & Commerce 11.08 %) or engaged in Services (Govt. or Private (19.63%) or Transport, Storage & Communication (5.77 %). The distribution of population under each occupational category is given below.
Out of all the occupations, fishery has a very low presence (5.7%) in the project district in which the proposed port is being contemplated.
Occupatinal Pattern % Cultivators
Agricultural Labour
LS, Fishery & Plantation 11% 20% Mining & Quarrying
Household Industry
6% Industrial Labour 30% Construction 11% Trade & Commerce 4% Transport Storage 10% 0% 6% 2% &Comm. Services
3.9.3 Infrastructure Facilities
The district is well connected by roads, railways and air besides port facilities in Vizhinjam, Valiathura and Anjengo. The district has 36 km of State Highway, 700.32 km major district roads and 899.94 km of other district roads along with 90.43 km village roads.
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3.9.4 Industrialisation
Though the district enjoys favourable infrastructural facilities, it continues to be industrially backward. There are 75 large/medium industries in the district and in the year 2001-02, about 1880 SSI units commenced commercial operations. Some of the major industrial houses in the project district include Travancore Titanium Products, Trivandrum Rubber Works, Trivandrum Spinning Mills, The Kerala Automobiles, KELTRON, Hindustan Latex, English Indian Clays, T.K. Chemicals, Metropolitan Engineering Company, Vijayamohini Mills etc.
3.10 Socio-economic Profile – Study Area
This section presents the socio-economic profile in the study area (10 km). The profile of the study was established through desk review and compilation of the available data together with the data generated from the primary surveys. A sample Socio-economic survey was carried out for selected households within in the study area using a structured questionnaire and the same is enclosed as Annexure A.
A study area of 10-km radius was considered for carrying out the socio-economic survey. There are 27 habitations / villages within the study area, out of which 4 including Vizhinjam Panchayat are falling in the Very Core Zone. The study area was sub-divided into three zones viz., Very Core Zone (0 – 2 km), Core Zone (2 – 5 km) and Buffer Zone (5 –10 km). An index map showing the study above zones is attached as Figure FD0309.
The universe of the study area is 27 habitations falling within 0-10 km radius and the details of the villages are tabulated. For any socio-economic survey a sample of minimum 10%, or a maximum 20% of habitations representing different Zones are taken. Keeping this in mind, 5 villages/habitations are selected from existing 27 habitations (5/27*100=18.5%) by representing almost all sides/Zones of the study area. The details of the 5 villages are:
• Vizhinjam (C) central village from Very Core Zone
• Venganoor (NE) and Kottukal (East) in Core Zone and
• Tiruvallam (NW) and Karamkulam (SE) in Buffer Zone
About 100 households have been selected from all the three zones (Figure FD0309). Out of which 50% weightage was given to Very core zone (0-2 km) and 25% weightage each to the core zone (2-5 km) and the buffer zone (5-10 km) maintaining proportionate representation of all-important occupational categorises.
The socio-economic profile of the study area is presented in the following subsections.
3.10.1 Social Profile
3.10.1.1 Geographical Area, Population Density and Sex Ratio
Even though there are 27 Habitations / Hamlets / Fishing Clusters, the population data are available for only 10 Census Villages / Panchayats. The data is based on 1991 Census, as the micro level / Hamlet level/ Village level, population characteristics are not finalized for
3 Baseline Environmental Status Page 3-22 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2
2001 Census. The geographical area, population characteristics of all the Panchayats are presented in Table 3-17 below.
Table 3-17: Geographical Area, No. of HH, Population, Density, Sex-Ratio in the Study Area
Sex ratio No. of Total Population including Density Name of No. of females / S. Area in occupied Institutional and Houseless (Pop / Panchayats in house 1000 sq.kms residential Population Sq.km) No the Study Area holds Males houses Male Female Total
1 Vizhinjam 12.62 7876 8094 21597 20805 42402 3360 963
2 Venganoor 10.12 6140 6201 14360 14382 28742 2840 1002
3 Kottukal 12.16 6260 6293 14540 14428 28968 2382 992
4 Tiruvallam 13.6 6573 6756 16430 16606 33036 2429 1011
5 Nemam 12.18 8597 8853 20684 21223 41907 3441 1026
6 B.R.Puram 10.53 6300 6468 15847 15712 31559 2997 991
7 Aithiyanur 12.44 5246 5373 11508 12007 23515 1890 1043
8 Thirupuram 8.59 3608 3682 8341 8259 16600 1937 990
9 Karumkulam 2.43 5376 5721 13001 12730 25731 10589 979
10 Poovar 7.34 3674 3752 9380 9375 18755 2855 990
Total 102.01 59650 61193 145688 145527 291215 2855 998
Source: Census of India 1991
3.10.1.2 Population Characteristics
The total population in all zones is 480. The average family size is 4.80. In the VCZ, the family size is about 6 per household and the population characteristics are tabulated in Table B-1 of Annexure B. Perusal of the data showed that most of the respondent families belong to the Backward Class (BC) category (68%). Of the 50 families in the VCZ, 38 respondents belong to BC families and the remaining 12 to Forward Caste communities. There is no presence of SC / ST families in the VCZ. However, they surfaced in other zones with miniscule presence. In the VCZ, male members outnumber the females in a very significant manner, which in turn indicates low social and health status of females.
Distribution of Sample Households by Sex Ratio
The distribution of the respondent families by sex ratio is given in Table B-2 of Annexure B This table shows that in the VCZ the male population is 57.19% compared to 42.8% of female population. When it comes to sex ratio, it is 1:0.75 in the VCZ. There is no evidence of any attempt of female feoticide efforts. In fact, couples go for a third or fourth child to get a girl child.
3 Baseline Environmental Status Page 3-23 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2
Distribution of Sample Households by Landholding
The landowning pattern of the respondent families is presented in Table B-3 of Annexure B. It is observed that 74% of the respondents from the VCZ do not own any land, though they have their dwellings. Majority of the respondent population belong to either landless or marginal landowners.
Distribution of Sample Households by Type of House
The distribution of the sampled households by type of house is given in Table B-4 of Annexure B. This table shows the type of dwelling of the respondent families. Over 50% of the people in the VCZ live in huts and kutcha houses. The scenario is more or less same in other zones as well.
Distribution of Sample Households by Head of Family
The distribution of respondent families by head of family is shown in Table B–5 of Annexure B. Perusal of the table reveal that 11% of the respondent families are headed by Females out of which 5% are noticed in VCZ, 4% in CZ and 2% in BZ. It is not that the families follow a matriarchal system, but deaths and desertion have made it that way. The burden of bringing up the family rests with women.
Distribution of Sample Households by Religion
The distribution of respondent families by religion is shown in Table B–6 of Annexure B. The religion-wise distribution of population in Kerala show that Hindus (57.28%) constitute the majority, Muslims come next at 23.33% and Christians are the third (19.32%). The distribution is not even everywhere. There are some districts in Kerala, which account for a single religion group to be in majority viz., Malappuram, Wynad, Idukki. Hindu, Muslim and Christian fishermen are there in Kerala but each community has its own pockets of influence due to numerical strength.
In the study area, 51% of the respondents are Hindus, 40% are Christians and Muslims are just 6%. In the VCZ, out of 50 households 29 are Christians. There are 40 Christian families in the respondent population and 39 of them are from VCZ (29) and BZ (10). Though Karumkulam is in the BZ, it is actually a fishing hamlet.
The concentrations of Christian families in certain areas are due to their occupational choice. Fishermen who are traditionally Christians inhabit Vizhinjam proper and other coastal belts in the study area. This concentration in isolated pockets is both a problem and a prospect. The majority-minority syndrome does come into play very often. Each group is highly excitable and volatile in nature. The institutional religious leader can swing the group either way. Any entry can be made among the Christian group only through the church leaders.
Distribution of Sample Households by Literacy
The distribution of the respondent families by literacy levels is presented in Table B-7 of Annexure B and the level of education in Table B-8 of Annexure B. In Kerala, the male to female literacy ratio is 94:87. There is no significant difference in male to female literacy rate among the respondents in the study area.
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The data shows that female population has higher educational qualifications at the rate of 2:1 ratio. In primary education, girls lag behind boys. When it comes to education beyond school final, it is girls who out number boys in all the zones.
Distribution of Sample Households by Period of Stay
The distribution of respondents by period of stay is presented in Table B-9 of Annexure B. Majority of respondents are born and brought up in the area itself. Very few families are of recent origin since all are natives of this locality, their attachment to place of birth, bonds with forefathers, affection for the kith and kin, employment, means of earning a living, etc. create strong emotions.
Distribution of Sample Households by Age
The age-wise distribution of the respondent families is presented in Table B-10 of Annexure B. As seen in the table, the population growth rate is very low in all the zones and conforms to the state average i.e. 9.42%.
One fourth of the total population is school – college going. Less than 50% of the population is coming under the age of 60. Among the age group of 6-12 years in the VCZ the number of male children far outweigh the female children by 3 to 1 ratio.
Distribution of Sample Households by Occupation
The occupation-wise distribution of the respondent families is presented in Table B-11 of Annexure B. Perusal of the occupational status of the respondent population showed that 156 persons are engaged in gainful employment. Fishing (39%) is observed to be main occupation of the respondent families followed by agricultural / plantation labourers (20%) and household industries (14%).
It appears that females constitute just 26.3% of the working population. Very few people among the respondents have a fixed salaried employment either in government or private sectors. Only a minuscule group of respondents are earning a livelihood from cultivation.
Distribution of Sample Households by Annual Income Levels
The annual income distribution of the sample households is presented in Table B-12 of Annexure B. All the respondent families were divided into three groups viz., high (annual income >Rs. 72,000) middle (annual income between Rs. 36,000 – Rs. 72,000) and low (annual income Distribution of Sample Households by Income and Caste For the purpose of the study, three different income groups were identified viz., high, medium and low-income groups. Since the samples were purposive a fair distribution of all income groups was arrived. Table B-13 of Annexure B shows the caste and income wise distribution of the respondents. Vast majority of the respondents (77%) falls either in the medium or low-income groups. Out of the total respondents, 47% belong to low-income group. Almost all of them, in all the 3 Baseline Environmental Status Page 3-25 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 zones, belong to socially backward classes. Under ST category only one family has been reported in the low-income group. 3.10.1.3 Ranking of Priorities During the socio-economic survey, the respondents have been asked to list out their priorities with respect to the infrastructure development in the region. The data collected during the survey was compiled and the priorities were ranked by giving due weightage and the same are presented in Table B-14 of Annexure B. All the indicators were rated on a ten-point scale. Coming to the priorities, “water and sanitation” ranked first and “Better health care for all” ranked second. The third rank is given to “promotion of industrial development including the port”. 3.11 Profile on Fishing Activity Kerala State with its natural endowments emerged has one of the leading fish producing state in India. The length of the coastal line is 590 km with a continental shelf area of 40,000 m2, the potential resources at 0 to 50 m depth is about 571317. There are 335 fishing villages (marine and inland sectors) of which the marine fishing villages account for 222. There are about 226 marine fish landing centres in the state. The number of active fishermen during 1999 – 00 was 2.26 lakh, which comprise of 1.85 lakh in marine and 0.41 lakh in inland sector. Kollam district ranks first in the number of fisher folk with a population of 1.77 lakh followed by Alapuzha (1.74 lakh). The district-wise marine fish landings during the year 1999 is graphically presented below. District-wise Marine Fish Landings during the Year 1999 160000 140000 120000 100000 80000 Fish Catch 60000 40000 20000 Kollam Kannur Eranakulam Thrissur Malappuram Kasaragod Kozhikode Alappuzha 0 Thiruvananthapuram Districts The assessment of fisheries resource made by the Central Marine Fisheries Research Institute reveals the there is potential for capture fisheries to the extent of 11.50 lakh tonnes in marine sector. This includes 5.70 lakh tonnes from the inshore areas and 1.80 lakh tonnes through offshore and deep-sea fishing. 3 Baseline Environmental Status Page 3-26 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 Past performance of the sector reveals that the state could tap only around 50 % of the total fisheries potential. In the marine sector, the activity is largely concentrated in the inshore areas without any serious effort for tapping the potential available in the offshore and deep sea areas. There has been an enormous increase in the fishing crafts during the last decade in Kerala. The total number of mechanised and Non – Mechanised crafts has increased from 34,007 in 1988 -- 89 to 54,774 in 1999 – 2000. The increase was mainly in the case of Motorized crafts which rose from 9914 to 28,829. However the increase in the fishing crafts did not contribute to the boosting of the fishing production proportionately. Further this also affected the traditional fishermen who live in this activity for subsistence. The state has enacted the Kerala Marine Fishing Regulation Act (KMFRA) with a view to enforcing strict regulatory measures for restricting the number of crafts and their operational areas. According to this Act, the traditional fishermen using country crafts have demarcated the inshore area coming within the depth range of 50 m for fishing and the area beyond this limit in the economic zone can be utilized by mechanized boats and Large vessels. The target for fish production set for the Ninth Five year Plan is 7.5 lakh tonnes consisting of 6.0 lakh tonnes marine and 1.5 lakh tonnes inland. The overall performance during the last three years presents more or less a similar trend, which has been persisting over the last decade. The marine fish production is stagnant and the inland fish production is showing signs of improvement though at a very slow pace. 3.11.1 Fishing Activity – Thiruvananthapuram District The district has long coastline of 78 km with continuous stretch of lakes and backwater fishing. Some of the major fishing centres in the district are Vizhinjam, Varkala, Anjengo, Ponthura, Poovar, Sanghumukham and Aakkulam. Apart from Vizhinjam, the other fish landing centres in the district are Marinadu, Pulivilla and Punthura. The trends observed in Fish Catch during the last 10 years are graphically represented below. As per the latest fishermen census (1999-2000), the total population of Marine Fishermen is 1,70,135 of which 50,890 are Adult Males (30 %), 49,273 are Adult Females (29 %) and 69,972 are Children both Male & Female (41 %). The estimated potential figure of active fishermen for 2002-2003, is 25,445 which works out to 50% of the total Adult Fishermen. Trends in Fish Catch at Thiruvananthapuram from 1991 - 1999 70000 60000 50000 40000 30000 Fish Catch 20000 10000 0 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 Year 3 Baseline Environmental Status Page 3-27 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 As stated in earlier sections, Fishing has a very low presence( 5.7%) in the district among all the occupations 3.11.2 Fishing Activity – Project Region The fishing villages in the vicinity of the Vizhinjam Port are Vizhinjam south, Vizhinjam North, Adilamulathurai, Chowara, Palem, Pulivilla, Puthiathura, Karumkulam, Kochuthara, Poovar, South Kollemcode and Parathayioor. A map showing the fishing villages in the vicinity of the Vizhinjam Port is enclosed as Figure FD0310. Out of the all fishing villages, Vizhinjam and Adamaluthurai are located within the immediate vicinity. Adamaluthurai village is located 1.2 km from eastern breakwaters. The fishermen of Adamaluthurai are using the beachfront as the landing place for their fishing crafts. Based on the recommendation of the committee constituted for setting up of landing centres for traditional fishermen, government has accepted in principle the construction of 60 landing centres along the Kerala coast. Of this, eight centres were sanctioned by government of India (1993 – 94) of which two were constructed in Vizhinjam north and Vizhinjam south. Fishing Method and Practices Most of the fishing villages still follow the traditional method of fishing using catamarans although some of the fishermen are having wooden boats with outboard engines. These engines are having very high-speed acceleration capacity. Few fishermen have launchers with which they are capable of fishing at very deep-sea areas, several kilometers away from shore. Other than this, the Long Lining fishing is also observed in the area where a fishing net with long leads is cast in the open sea (perhaps 100-200 m into the sea). The group divides itself into two at the shoreline and each group pulls the fishing net lead towards themselves and gradually close the net as it approached the shore. The fishing activity extends upto 8 months on an average in a year. Generally fishermen were advised not to catch fish during monsoon period. The coast guards were set in action to prevent them from fishing. During the monsoon period the fishermen are engaged in some other labour work. Fishing Crafts The fishing craft used by the fishermen are of three types viz. Catamarans, Wooden boats with onboard engine and launches (this craft is huge enough to catch big fishes and in large quantity). Cluster Wise Statistics related to the Fishermen in the vicinity of Vizhinjam Port area is presented in Table 3-18 below. The table presents the list of the villages, fishermen- fisherwomen population and the fishing crafts. 3 Baseline Environmental Status Page 3-28 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 Table 3-18: Cluster Wise Statistics Related to the Fishermen in the Vicinity of Vizhinjam Port area Name Of The Fish Total Boats Total S. Only FM : B Landing Center / FM FW FM + FW with Boats No Boats 3/8 Cluster / Village (3+4) Motor (6+7) 12 3456789 A. VZM Fishing Cluster 1 Vizhinjam South. 3610 846 4456 67 791 858 4.2 2 Vizhinjam North 1320 52 1372 33 302 335 3.9 3 Kovalam 322 89 411 6 75 81 1.4 4 Pamathura 326 47 373 8 76 84 4.0 B Sub total 5578 1034 6612 114 1244 1358 4.1 Fishing Cluster (%) 84.36 15.64 100.00 8.39 91.61 100.00 B. Adamalathurai Fishing Cluster 5 Adimulathurai 1323 524 1847 100 60 160 8.2 6 Palem 375 166 541 80 20 100 3.8 7 Pullivila 2138 926 3064 142 500 642 3.3 8 Puthiyathora 1350 420 1770 165 350 515 2.6 9 Chowara 245 60 305 50 15 65 3.8 Sub total 5431 2096 7527 537 945 1482 3.7 Fishing Cluster (%) 72.15 27.85 100.00 36.23 63.77 100.00 C. Poovar Fishing Cluster 10 Karumkulam 722 353 1075 100 21 121 6.0 11 Kochuthara 260 203 463 50 5 55 4.7 12 Poovar 1241 571 1812 200 130 330 3.8 Sub-Total 2223 1127 3350 350 156 506 4.4 Fishing Cluster (%) 66.36 33.64 100.00 69.17 30.83 100.00 Grand Total 13232 4257 17489 1001 2345 3346 4.0 Total of all Fishing Clusters (%) 75.65 24.35 100.00 30.00 70.00 100.00 FM – Fisherman FW - Fisherwoman 3.12 Profile on Tourism Tourism is one of the most promising sectors in Kerala concerning employment and revenue generation. Tourism in Kerala thrives on natural resources, lush Western Ghats, the wetlands, backwaters and the beaches. The project district, Thiruvananthapuram, is one of the important tourism destinations in Kerala. Tourism in the district is concentrated on the hilly areas and coastal areas. Ponmudi is one of the important destinations in the hilly areas. 3 Baseline Environmental Status Page 3-29 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 For the tourism along the coastal stretches, the area south of Thiruvananthapuram is an important tourism destination. The coastal stretch between Kovalam and Pulinkudi is termed as areas of outstanding beauty due to hillocks covered with coconut plantations. Kovalam, one of the internationally renowned tourism destinations is located in this stretch, which is instrumental in triggering the local revenue and employment potential. Kovalam is located north of the proposed Port site. Apart from Kovalam, about 8-10 resorts have come up all along the lateritic stretch between Mulloor - Adamalathurai on the hills, which are promoting health tourism. Coconut Bay, Somatheeram Resorts are some of the important resorts located in this stretch. In addition, island resorts have been developed in the Neyyar backwaters near Poovar village, which is located south of the proposed Port. Some of the places of interest within 10 km of the project area are given in Table 3-19 below. Table 3-19: Places of Interest Sl. No. Name of the Place Significance 1. Puvar South Wide beach, Back water About 9 km from Vizhinjam 2. Pilinkudi – Kovalam Rocky cliff, extensive stable beach 3. Kottukal Vizhinjam Bhagavathy Temple About 4 km from Vizhinjam 3 Baseline Environmental Status Page 3-30 FIGURES CHAPTER 4 ENVIRONMENTAL AND SOCIAL IMPACTS Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 4 Environmental and Social Impacts 4.1 General This Chapter presents the various impacts on the environmental and social attributes, which are likely to arise due to the construction and operation of the Vizhinjam Port. Both beneficial (positive) and potential negative impacts are envisaged due to the construction and operation of the Vizhinjam Port. Prior to detailing the impacts, a brief summary of the activities associated with Vizhinjam Port are presented to aid the reader in appreciation of the impacts vis-à-vis port construction and operation. The environmental and social impacts are assessed for each activity involved in the construction and operation phases of Vizhinjam Port. 4.2 Vizhinjam Port Activities The major activities involved during construction and operation of Vizhinjam Port encompass the following: • Marine-side activities - Capital dredging - Reclamation for backup area - Construction of breakwaters - Construction of cargo berths and container stacking area - Installation of cargo handling equipment - Movement of ships calling at the port - Movement of tugs and port crafts - Cargo handling. • Land-side activities - Development of external infrastructure (water, power and hinterland connectivity – road / rail network) - Inland cargo movement. 4.2.1 Construction Phase 4.2.1.1 Capital Dredging The short-term development involves limited capital dredging of 0.9 million m3. It is proposed to reclaim upto 13 m depth contour and develop the berthing area. For handling of mainline container vessel, a depth of –16 m CD is proposed at the berths. Berths are provided at – 13 m contours and hence, a dredging of 3 m is required at the berth location. Feeder berths are located between – 9 to –13 m contour. So, partial dredging will be required at feeder berths. General cargo berth is located at –14 m contour and hence, dredging will not be required at this berth. The turning circle will with a dredged depth of – 16.7 m CD and the present available depth in the proposed area is between – 15 m and – 20 m contours. So, only partial dredging is required for turning circle. The proposed alignment of the approach channel lies between – 17 and – 20 m contours and the depth required for the channel is – 16.7 m. So, there is no dredging envisaged in the approach channel. 4 Environmental and Social Impacts Page 4-1 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 In the medium-term and long-term, 1 million m3 and 11.2 million m3 dredging will be necessitated As the quantum of dredging is less, it is estimated that the capital dredging during short-term development will be completed in one season. Cutter suction and trailer suction dredgers will be deployed for dredging. The amount of capital dredging is less when compared with the amount of capital dredging required to create similar harbour facilities elsewhere because of the prevailing depth contours off Vizhinjam coast, which is a site-specific advantage. All the capital dredged material is proposed to be used for reclamation. 4.2.1.2 Reclamation for Backup Area As the proposed site lacks shore area for development of backup areas, it is proposed to reclaim the offshore area upto 13 m contour depth to create the backup area. Since the volume of the capital dredged material is estimated to be less and would not suffice for the reclamation needs, additional fill material will be sourced by dredging in the offshore. The reclamation quantities required during short-term, medium-term and long-term are 11.5 million m3, 3.2 million m3 and 8 million m3, respectively. The area will be reclaimed by dumping the dredged material using barges. The area to be reclaimed during short-term, medium-term and long-term are 82 ha, 27 ha and 54 ha, respectively. The dredged fill will be covered by gravel prior to hard standing and the exposed top surface will be paved with cement concrete blocks. 4.2.1.3 Construction of Breakwaters The breakwaters proposed at Vizhinjam Port will provide the following: • Tranquil conditions in the harbour basin • Protection of the approach channel and the harbour basin from waves and currents • Safe berthing conditions for ship and operations • Visual guidance augmented with navigational beacons for ship traffic. The layout of the proposed port to be developed at Vizhinjam consists of two breakwaters. North breakwater would be 3,300 m long in Phase I, which will be increased by 1,350 m further in the final phase. North breakwater is connected to the shoreline about 150 m away from the fishing harbour extending upto – 22 m contour in the short-term. Another south breakwater of 750 m will be required in the short-term at the location extending upto –16 m contour. Portion of this breakwater extending to the harbour, about 250 m, will re removed in the medium-term. A south breakwater of 450 m is provided in the medium-term, extending from shore to –15 m contour. The construction of breakwaters will involve large volume of natural rock, which will be sourced from the surrounding approved quarries. The breakwaters will be constructed through End-on and Side Dumping Floating Barge Method using Bottom Dump Barges and Side Dump Barges. The major activity during the construction of breakwaters is quarrying and transportation of material to the Vizhinjam Port site; and the breakwater construction itself. 4 Environmental and Social Impacts Page 4-2 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 4.2.1.4 Construction of Cargo Berths and Container Stacking Area The cargo berths and container stacking area will be constructed on the reclaimed areas. Few of the cargo berths will be constructed along the breakwaters. The cargo berth will be constructed as a combination of piled and block work type structures. The container stacking area will be paved with custom-made paver blocks. Materials required for construction will be transported via road. 4.2.1.5 Installation of Cargo Handling Equipment After construction of the berths and container stacking area, the cargo handling equipment required such as quay cranes, Rubber Tyre Gantry (RTG), etc. will be installed. 4.2.1.6 Development of External Infrastructure As a part of the developmental plan of Vizhinjam Port, the following requisite external infrastructure such as hinterland connectivity, power and water will be provided: • Hinterland Connectivity For hinterland connectivity, road / rail linkages with the national network will be developed. Two options are being studied for providing the road link. Option 1: Access from the North Breakwaters – Immediate and Short-Term Development The proposed corridor starts from the north breakwater of Vizhinjam Port ands ends at NH47 Bypass meeting point, north-east of Mukkola Junction. A 10.5 m wide RoW is considered for the road from port to the Bypass point. The alignment between the north breakwater and Mukkola Road near Kottapuram is a greenfield stretch and thereafter, the alignment runs along the Vizhinjam – Mukkola Road and meets the NH47 Bypass meeting point, 100 m north-east of Mukkola Junction. At Mukkola, the existing road meets the proposed NH Bypass and further joins the NH47 at Balaramapuram. Further, this corridor can be extended to NH47 via Balarampuram by strengthening and widening of the Mukkola and Balarampuram section of about 7 km. Until the NH47 Bypass is completed, vehicles will ply along the Mukkola – Balarampuram Road. For the movement of goods through railway, a separate railway transit yard will be constructed near Balaramapuram Railway Station. Cargo from the port will be brought to this yard through the proposed road connection. Option 2: Access from the South Breakwaters – Long-Term The corridor takes off from the south breakwater, crosses the Karichal River, runs south-east of Kanjirakulam, crosses NH47 north-west of Neyyattinkara and ends at Neyyattinkara Railway Station. It is a combined corridor comprising of road and rail having a length of about 6 km till NH47 Bypass meeting point, south of Kanjirakulam Junction. After reaching the NH Bypass, the vehicles can follow the Bypass alignment and would reach Parasala in the south and Kazhakuttam in the north to join NH 47. From NH47 Bypass, it is a single corridor of only rail link upto Neyyattinkara. At the Bypass point, the rail line will be grade separated. • Power Kerala State Electricity Board (KSEB) will supply the power required for Vizhinjam Port. The source for power supply identified is the KSEB sub-station located at 3 km from Vizhinjam Fishery Harbour, towards Kovalam Junction. During the construction of port and 4 Environmental and Social Impacts Page 4-3 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 subsequently during port operations, power could be drawn from this sub-station. The power requirement during the construction stage is expected to be about 5 MW. The power requirement during the short-term development is estimated to be about 30 MW. The power requirements during the medium-term and long-term developments are 50 MW and 75 MW. Discussions were held with the Chief Engineer (Distribution), Kerala State Electricity Board (KSEB) to understand the availability of power to proposed Vizhinjam Port. It was informed that a new 110 KV line from Madurai to Thiruvananthapuram would be commissioned by March 2004. After commissioning, KSEB will have sufficient power to supply to the proposed Vizhinjam Port. It was also mentioned that the existing sub-station capacity at Vizhinjam was only 66 KV (18 MVA) and that this needs to be upgraded to 110 KV sub-station. • Water Water requirement for the construction of Vizhinjam Port is expected to be around 100 kilolitres/day. About 430 m3/day will be required for port use or during operation for the short- term development. The water requirement, both for construction and operation of port, will be met from Vellayani Lake, after preliminary treatment, which is close to the proposed Vizhinjam Port site. A new water supply pipeline will be laid from the lake intake point to the Vizhinjam Port to transfer water. There will be a requirement of about 10 m ROU for laying of pipeline. The pipeline alignment would be along the existing road network to the extent possible to preclude land acquisition. 4.2.2 Operation Phase The Vizhinjam Port operations will involve movement of ships calling at the port, berthing, loading / unloading of container and general cargoes, stacking of containers, handling of container and general cargoes for further transportation inland. The port will also provide services, such as tugs and port crafts assistance, for safe navigation and berthing of vessels. Also, there will be hinterland cargo movement along the proposed road / rail linkages. 4.3 Environmental Impacts – Construction Phase 4.3.1 Impacts on Seawater Quality and Marine Biology 4.3.1.1 Construction Activities The various activities such as capital dredging, reclamation and construction of breakwaters would result in varying potential impacts on the seawater quality and marine biology of the coast. The direct impacts on seawater quality from construction would be increased turbidity due to suspended sediment, which would result in indirect impacts on marine biology. The impacts from aqueous discharges and underwater noise would be more pronounced compared to construction, on seawater quality and marine biology, respectively, which are discussed in the paragraphs below. 4.3.1.2 Aqueous Discharges The seawater quality will be impacted through discharge of oily wastes, sanitary wastes, sullage from the dredgers, barges and workboats involved in capital dredging, reclamation and construction of breakwaters. The impacts on seawater quality would in turn result in impacts on the marine biology of the Vizhinjam coast. As the capital dredging involved is not 4 Environmental and Social Impacts Page 4-4 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 substantial and would last for only one season during short-term development, the impacts of aqueous discharges on seawater quality from the operating dredgers is not expected to be significant. The barges and workboats involved in reclamation and construction of breakwaters would operate for about 18 months and aqueous discharges, if not regulated, would result in significant impacts on seawater quality. However, to eliminate the impacts on seawater quality, it is proposed to enforce preventive control measures such as prohibiting all aqueous discharges. Further, it is proposed to collect all liquid and solid waste in slop tanks and transport it onshore through workboats, at regular intervals, for treatment and subsequent disposal at approved points. 4.3.1.3 Underwater Noise There would be a number of vessels in the Vizhinjam Port offshore area during construction. The operation of diesel engines of dredgers, barges and workboats involved in the construction activities would generate underwater noise. The capital dredging, reclamation and construction of breakwaters would also generate underwater noise, relatively to a lesser extent compared to the operation of diesel engines. Noise and turmoil are inherent parts of the dredging, reclamation and construction of breakwaters. The physical disturbances that occur during capital dredging, reclamation and construction of breakwaters are classified as physical forces resulting in noise and turmoil. The underwater noise is expected to result in moderate impacts on marine biology in the construction areas. The marine ecological species of the Vizhinjam coast are exposed and hence, accustomed to the underwater noise generated from the movement of the fishing vessels because of the location of Vizhinjam Fishery Harbour in the immediate vicinity of the proposed Vizhinjam Port area. The marine species are expected to tolerate the increased noise generated from the increased vessel and construction activities. There would be a degree of avoidance behaviour (flight) exhibited by marine species initially and they would eventually be expected to return once they become accustomed to the increased noise levels or once the noise source had moved or ceased, as the construction is a relatively short-term activity. The noise generating sources are mobile and hence, the impacts will be localised and short-term. The impacts due to noise and turmoil persist throughout the dredging and reclamation period and problems cope up when the operations are in the sensitive period like breeding and production. The report prepared by the Expert committee for Fisheries Management Studies reported spawning activity in the Vizhinjam region during the month of May – July. It should be noted that there are no mud banks / mangrove vegetation or estuarine zones, which favour spawning, observed in the coastal stretch identified for the development of Vizhinjam Port. Based on the above, it can be assumed that the spawning activity reported along the Vizhinjam coast might not be happening in the Vizhinjam Port area. As no fishing grounds / spawning areas are reported in the Vizhinjam Port project coastal area, the impacts due to the noise and turmoil will be insignificant. 4.3.2 Impacts on Beach Profile, Seabed and Benthos The natural setting of the seabed and benthos will be impacted (or disturbed) by capital dredging, reclamation and construction of breakwaters. The impacts would be manifested in the form of changes to the seabed, beach profile and reduced photosynthesis activity of the 4 Environmental and Social Impacts Page 4-5 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 port project area. The details of these assessed impacts on the attributes are presented in the following paragraphs. 4.3.2.1 Impacts on Beach Profile Along the West Coast of India, in which the Vizhinjam Port site falls, the littoral drift is not as severe as on the East Coast. Considering pre-monsoon, monsoon and post-monsoon seasons, the net long shore sediment transport is not significant. However during monsoon season, there is a net drift of about 0.06 million m3 per annum towards south. Due to the change in sediment movement direction and because of the headland north of the Vizhinjam Fishery Harbour, there will not be any sediment problem near north breakwater. Sediment deposition may occur near south breakwater during non-monsoon season and erosion during monsoon season. The only pocket beach towards north, between the northern breakwater of proposed Vizhinjam Port and Vizhinjam Fishery Harbour, is proposed to be left as a no- development zone. Based on the proposed planning of no-development of the only beach zone and less severity of littoral drift, it is anticipated that there will be no impact on the beach profile. However, exact sediment movement near the south breakwater would be studied in detail for the project. Since channel is located at 17 to 20 m contour, there will not be any sediment problem in the channel. 4.3.2.2 Impacts on Seabed and Benthos The capital dredging, reclamation and construction of breakwaters will result in disturbance to the bottom sediments resulting in destruction of the habitats, increase in turbidity, uptake of pollutants into the sediments. However, the mobile faunal species in the offshore area of proposed Vizhinjam Port would escape from the area of operation. The main factors determining the magnitude of environmental impacts generated due to dredging, reclamation and construction of breakwaters is the presence of valuable marine ecosystems and the quality of the dredged material. Further, the capital dredged material is proposed to be used for reclamation and additional material required would also be sourced by dredging offshore. Considering that the sediment is from the immediate vicinity and free from pollution, it is expected that there will be no significant impacts on marine ecology from reclamation. In the project area there are no reported sensitive marine ecosystems. Further, the marine environment surveys indicated absence of any significant pollution in the sediments. The impacts can be broadly categorised as: • Input of substances into water column • Disturbances of substances and biota • Uptake of pollutants Input of Substances into Water Column During the dredging, reclamation and construction of breakwater, there would be transfer of substances from sediment to the water column. The presence of high concentrations of particles in water column especially turbidity would result in impacts. However, the impacts would be dependent on various factors like the duration of the activities, season, ecological value of the area, etc. 4 Environmental and Social Impacts Page 4-6 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 The dredging, reclamation and construction of breakwater will create turbid conditions in which the benthic communities suffocate as they pump water to meet their food / oxygen requirements. Further, there might be direct damage to the sensitive tissues due to physical contact with the particles. The sensitivity of many benthic communities to particles is dependent on normal and changed situations. Many organisms especially at larval stages do not survive or show retarded development due to sedimentation of finely divided material even much after cessation of operations. The indirect effects due to the large volumes of the suspended matter might result in reduction of light penetration affecting the primary production causing a weaker link for whole tropic chain. In addition, if light is prevented reaching the bottom area for a longer period de- nitrification may be reduced substantially, as a consequence of the lack of oxygen production in the sediment. Also during dredging, reclamation and construction of breakwater, oxygen-demanding compounds, nutrients and toxic compounds from sediments come into water column. Since the concentrations of these are normally much higher in pore water than in water column, oxygen demanding compounds will cause a drop in oxygen concentration, at times even to anoxic conditions. The nutrients may stimulate primary production (when light and temperature are sufficient) and may cause eutrophication problems when released in favourable conditions. Disturbance of Substances and Biota The disturbance of bottom sediments involving organic matter and nutrients will, in general, cause a higher oxygen penetration into sediment during the dredging operations. The shift may be apparent for specific species. Also some future generations of species may be lost owing to the removal of fish-eggs or sediment-bound larval stages. The changes may be short term, long term or even permanent depending upon the extent of operations. Uptake of Pollutants The pollutants present in sediments can be broadly classified into heavy metals and organic micro-pollutants. In particulate state, heavy metals may occur either in an adsorbed or a precipitated mode and cannot be taken up directly by organisms (unless by ingestion of particles) and thus the toxicity is reduced as long as the particulate state is preserved. The impacts arising due to exchange / release of heavy metals into the water column or uptake of heavy metals by the benthic communities will be insignificant in nature as the heavy metal concentrations recorded from the seabed in proposed Vizhinjam Port area are negligible. The impacts due to the increased turbidity are temporary in nature. However, settling of suspended material in the water column might mildly impact the benthic organisms. On the sea bottom of the project area, there are no valuable marine ecosystems reported. There are possible ways to improve / maintain environmental quality during the dredging like adhering to measures such as timing (season), dredging methods and selection of dredgers. Certain system indicators like turbidity should be considered, as it is an important indicator for controlling the impacts on the aquatic environment. Limiting turbidity during dredging will negate the impacts on the aquatic environment to a large extent. Also, as the project area 4 Environmental and Social Impacts Page 4-7 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 does not consist of any fishing grounds / spawning areas, significant impacts are not envisaged on the marine biota due to the dredging. The marine benthic biota of the coast are, in general, subjected to variations in turbidity as a regular phenomena and are expected to withstand localised increased turbidity induced by sediment heaps as a result of dredging and reclamation. 4.3.3 Impacts on Coastal Regulation Zone The development of Vizhinjam Port is a permissible activity under CRZ Notification. As per the Coastal Zone Management Plan (CZMP) of Kerala, the coastal stretch in which the proposed Vizhinjam Port site is located is classified as CRZ III except for a small area adjoining the lateritic cliff zone, which is designated as CRZ I. The port planning was carried out taking fully into consideration the lateritic cliff portion designated as CRZ I and excluding the same from all developments. Further, this area would be designated as no-development zone (secluded / prohibited area) to regulate and ensure that this area remains undisturbed during subsequent construction of the port. 4.3.4 Impacts on Environmental Aesthetics / Visual Impacts The lateritic cliff zone along the coastal stretch in which Vizhinjam Port is proposed to be developed is designated as CRZ I considering it’s susceptibility to slumping and it’s outstanding natural beauty. It will be attempted to plan and develop the Vizhinjam Port in a manner such that it is compatible i.e. seamlessly integrates, to the extent possible, with the landscape of the region and does not scar the environmental aesthetics of the coast or results in visual impacts. 4.3.5 Impacts on Atmosphere 4.3.5.1 Air Quality During the dredging, reclamation and construction of breakwaters, emissions from diesel run engines of dredgers, barges and workboats might contribute to localised deterioration of air quality. The activities such as construction of breakwaters, reclamation, construction of cargo berths and container stacking area will also have an impact on the air quality of the region. The fugitive dust suspension and exhaust emissions from diesel engines of operating construction machinery would contribute to deterioration in air quality in Vizhinjam village. The parameters affected will be Suspended Particulate Matter (SPM), Respirable Particulate Matter (RPM), Carbon monoxide (CO), Oxides of Nitrogen (NOx), etc. With the present background concentrations of these parameters and the likely duration of construction activities in the offshore and onshore region, it is expected that there will only be a mild build-up of air pollutants and consequent impacts in the immediate vicinity i.e. in Vizhinjam village. The cliff abutting the Vizhinjam Port area would act as a barrier preventing transport of pollutants landward. However, the impacts due to these activities are short-term in nature and will cease on completion of the construction. Further, to minimise the impacts from fugitive dust suspension it is proposed to adopt sprinkling of water in susceptible areas and to reduce impacts from exhausts, emission control norms will be enforced / adhered to. 4 Environmental and Social Impacts Page 4-8 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 4.3.5.2 Noise The construction activities, which contribute to the deterioration of air quality also, tend to increase the ambient noise levels. During dredging, reclamation and construction of breakwaters, the operation of diesel engines of dredgers, barges, workboats, etc. contribute to increased ambient noise levels. Further, the construction machinery used during the construction of the cargo berths and container stacking area would also impact the background noise levels. These impacts from increased noise levels would be felt on the villagers of Vizhinjam due to their close proximity to the port site. The presence of the hills immediately behind the Vizhinjam Port area would reduce the noise impacts by preventing dissemination landward. Use of protective gears and rotation of personnel would be adopted to largely mitigate the impacts on operating personnel from exposure to noise levels beyond threshold limits, if any. Low noise equipment and mufflers / enclosures would be used to limit the excess noise levels. However, the villagers of Vizhinjam would be affected due to the noise generated from the various construction activities. 4.3.6 Impacts on Water Use As Kerala is blessed with heavy rainfall of about 2,000 mm to 2,500 mm a year, it is expected that there will be sufficient (or surplus) water in Vellayani Lake to meet the water demand for construction of the port without impacting the existing water users. Vellayani Lake is located about 5 km to the north-east of the proposed Vizhinjam Port site. This lake possess good amount of potable water. During the discussions with the Chief Engineer, Kerala Water Authority (KWA) about the water availability to Vizhinjam Port, it was conveyed that Vellayani Lake would have sufficient capacity to supply water to proposed Vizhinjam Port. New water supply pipelines would be laid. A study carried out by the Centre for Earth Science Studies (CESS) indicated that the maximum storage of the lake would permit an extraction of 15-20 mld during the lean months (January to May). The water requirement for construction of Vizhinjam Port is expected to be around 100 kilolitres/day. Hence, no impacts are expected on the prevailing water use. However, studies will be carried out to ensure that there are no impacts on prevailing water use and necessary approvals from competent authorities will be obtained prior to construction of the port. At present, KWA is preparing a Project Report for a water supply scheme for Vizhinjam area and has agreed to include the water requirement for proposed Vizhinjam Port in the report. 4.3.7 Impacts from Quarrying The material for construction of breakwaters and reclamation would be sourced only from approved quarries. There is an existing quarry site at Attingal, which is about 35 km north of Thiruvananthapuram. This is an approved quarry with an area of 3.5 acre and has a height of about 10-15 m high. Adjacent to this quarry site, there is a hill of rock spread over an area of about 20 acre with a height of 150 m. This quarry will yield a volume of approximately 8 million m3 of stones. There are few other quarries also nearby this quarry. The quantity assessed for the proposed breakwater construction at Vizhinjam Port could be sourced from these quarries at Attingal. As the material is proposed to be sourced from these existing approved quarries, no significant impacts are envisaged from quarrying operations as compared to a new quarry 4 Environmental and Social Impacts Page 4-9 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 site. The impacts from the quarries, in the form of impacts on air quality and noise, would be felt on settlements adjoining these quarry sites. 4.3.8 Impacts from Transportation of Construction Material Attingal quarry site is near to NH47. The distance by road from Attingal quarry to proposed Vizhinjam Port is about 55 km. There would not be significant impacts from road transportation of quarry material if the road linkages are developed prior to start of construction of Vizhinjam Port. Alternatively, the quarry material could be transported by road and then sea. The possibility of transporting the quarry stones by barges to Vizhinjam was also studied. Muthalapuzhi Harbour, approximately 20 km away from Attingal quarry, is in a river mouth and the breakwater construction is nearing completion. A 150 m long berth construction is under progress on the right-hand side of the harbour. This area is a well-protected area with large water area. The breakwaters are being constructed with 2-3 tonne stones from the Attingal quarry. The quarry stones from Attingal quarry will be transported to Muthalapuzhi Harbour by road. Temporary arrangements will be made for loading barges at the left bank of river in Muthalapuzhi Harbour to further reduce the road distance by around 3-4 km. Alternatively, the present berth which is under construction on the right bank will be used. The later option for transporting the stones from Attingal quarry to the proposed Vizhinjam Port is the best. The proposed quarries are located near to NH47. The quarry material to Muthalapuzhi Harbour is already being transported along the existing road network. Hence, the impacts resulting from transportation of additional quarry materials would not be significant, as the quarries are accessible by a well-connected road network. These additional truck movements will contribute to further increase in traffic density along the roads from the quarry to the Muthalapuzhi Harbour, which in turn would result in deterioration of air quality, risks of road accidents and increase in ambient noise levels. Measures such as regulating truck movement during off peak hours, periodic maintenance of trucks, water sprinkling along unpaved sections would mitigate the impacts due to the transportation of the quarry materials. However, the need for improvements in the form of strengthening and widening of this haulage road for transportation of quarry material would be studied to mitigate the transportation impacts. The quarry material would be subsequently transported by sea, which would preclude the impacts from road transportation along the existing road network to Vizhinjam. If the road link is developed before the construction of Vizhinjam Port, the transportation of construction material would result in lesser impacts as it would ensure that there is no strain on the existing road network. However, transportation of construction material along the southern access road would have impact on the Adimalathurai village through which the alignment traverses. The impacts from transportation of construction material from northern access road would be felt on Vizhinjam and Mukkola villages. In case the road link is not in place before construction of Vizhinjam Port, transportation of construction material along the existing road network connecting the proposed port site, near Vizhinjam Fishery Harbour, to Balaramapuram on NH 47 via Mukkola, the impacts would be felt on Mukkola and Uchakkadu villages. In either case, the impacts would be in the form of increased air pollution from exhaust emissions and fugitive dust suspension, increased noise levels and traffic congestion. These impacts will be more pronounced if the construction 4 Environmental and Social Impacts Page 4-10 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 material is transported along the existing network compared to the new road link. If the existing road network is proposed to be used for haulage of quarry material or transportation of construction material, it would require improvements such as strengthening and widening. 4.3.9 Impacts from Construction of Road / Rail Linkage The proposed road / rail linkage would result in loss of prevailing landuse along the alignment. During the construction, there would be fugitive dust suspension and exhaust emissions from construction machinery, which would impact the villages adjoining the alignments. Further, the construction activity and construction machinery would contribute to the increased noise levels, which would again be felt on the above villages. To minimise the impacts, water sprinkling of construction areas and limiting exhaust emissions (air and noise) through control norms will be adopted. 4.3.10 Impacts from Laying of Water Pipeline No significant impacts are envisaged from pipeline laying operations, as standard and simple trenching and back-filling methods will be adopted. However, there might be temporary hardships to the local populace due to temporary walkways, during construction at road crossing, etc. The pipeline alignment from the river intake point is likely to be along the existing road network to minimise impacts from land acquisition. However, there would be impacts on traffic plying on these roads, during laying of pipeline (or pipeline construction), from construction activities leading to traffic congestion. This may result in mild impacts in the form of deterioration of air quality and increased noise levels. The pipeline would require ROU of about 10 m. The impacts from temporary ROU acquisition for pipeline laying would be mild, as the land acquisition involved would be very less and the land would be transferred back to the landowners after construction. However, to mitigate these impacts the landowners will be suitably compensated. 4.4 Socio-Economic Impacts – Construction Phase 4.4.1 Impacts from Land Acquisition The proposed site for Vizhinjam Port construction is in the offshore waters. Hence, no land acquisition is involved for the development of the backup areas. However, land acquisition will be involved from proposed hinterland connections i.e. dedicated road / rail corridor connecting to the national networks being planned as part of port development. The alignment between the north breakwater and Mukkola Road near Kottapuram is a greenfield stretch and thereafter, the alignment runs along the Vizhinjam – Mukkola Road and meets the NH47 Bypass meeting point. The access from north breakwater is partly a greenfield corridor and partly along the existing roads. To ensure that land acquisition is minimal and thereby the R&R issues are also minimised, an elevated corridor is being proposed. About 52 structures are likely to be affected due to the development of the north access road. The likely affected structures include kutcha, semi-pucca and pucca structures. Few commercial establishments are also likely to be affected. Besides affecting the above structures, there would also be acquisition of vacant patches of land and land under coconut plantations. 4 Environmental and Social Impacts Page 4-11 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 The alignment between the south breakwater and Neyyattinkara Railway Station is partly along the existing roads and partly a greenfield corridor. Similar to the access road from north, to ensure that land acquisition is minimal and thereby the R&R issues are also minimised, an elevated corridor is being proposed for the initial stretch upto beyond Adimalthurai beach. About 81 structures are likely to be affected due to the development of the north access road. The likely affected structures include kutcha, semi-pucca and pucca structures. Few commercial establishments are also likely to be affected. Besides affecting the above structures, there would also be acquisition of vacant patches of land and land under coconut plantations. The land acquisition issues will be settled amicably so that there would be no significant impacts. Further, the development plan prepared for the Development of Kovalam – Vizhinjam area by the Department of Town and Country Planning identified Vizhinjam – Balarampuram Road for further development i.e. widening to 18 m RoW in the Master Plan. The TRIDA Development Plan also suggested improvement of the Vizhinjam – Balarampuram Road Stretch to 18 m RoW. Based on the above suggestions given in the Master Plan regarding the road development, DoP / GoK would initiate discussions with concerned agencies for road developments so that impacts are minimised. 4.4.2 Impacts from Worker Camps The construction of Vizhinjam Port would require a large work force, about few hundreds. Worker camps will be provided for the construction personnel. To ensure that there is no strain on the existing infrastructure, the worker camps will be self-sufficient and would not rely on any local resource. This would also ensure that there is no conflict with the local population. Further, the worker camps will be located away from the coast and habitations. To mitigate the impacts, particularly health hazards, sanitation facilities will be provided. 4.4.3 Impacts on Vizhinjam Fishery Harbour The Vizhinjam Fishery Harbour is located adjacent, towards north, to the proposed Vizhinjam Port site. To ensure that impacts from port construction are curtailed, a buffer of 150 m is proposed between the proposed port and fishery harbour. This buffer zone, which is a pocket beach, will be a no-development zone. Due to the change in sediment movement direction and because of the headland north of the Vizhinjam Fishery Harbour, there will not be any sediment problem near north breakwater. Further, the proposed northern breakwater would have both positive and negative potential impacts. The northern breakwater will enable regulation of port construction and restrict the activities, which will ensure the objective of not impacting upon the fishery harbour. Further, the breakwater is likely to enhance the tranquil conditions inside the fishery harbour, which will ease the berthing of fishing crafts inside the harbour. These are all positive impacts from the construction of northern breakwater. The negative impacts will result from the fishing crafts having to circumnavigate the northern breakwater unlike the existing conditions. Though the proposed port will slightly hinder the free movement of fishing crafts it would not be an obstruction to the Vizhinjam Fishery Harbour. Barring this impact, no other significant impacts are envisaged. There would be 4 Environmental and Social Impacts Page 4-12 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 increased vessel activity (movement of barges and workboats) during construction of northern breakwater near Vizhinjam Fishery Harbour, which would result in mild impacts. Consultative exercises were held with the local fishermen, to take them into confidence regarding the proposed construction of Vizhinjam Port. Consultative exercises would be initiated again prior to construction and will continue during the construction period. 4.4.4 Impacts on Fishing and Fishing Communities The fishermen of Vizhinjam coast do not engage in near shore fishing but travel deep inside the sea for fishing. There are no fish landing centres / stations in the coastal stretch being proposed for construction of Vizhinjam Port. Hence, no impacts are envisaged from the proposed construction of Vizhinjam Port, as there is no conflict of interests between the port and fishing communities. As stated, dedicated road corridor is being planned from the north breakwater of the port in the short-term development. The small pocket beach between the southern breakwater of the Vizhinjam Fishery Harbour and the proposed north breakwater of Vizhinjam Port is presently being used by few fishermen belonging to Kottarpuram village. The fishing activity is mainly through Shorsien method. To ensure that there are no impacts, an elevated corridor is being proposed. Another road / rail corridor is being planned from the south breakwater of the port in the long- term development. The corridor proposed in this stretch is planned along the Goathan Road. Adamalthurai is a fishing village and the activity is concentrated along the beach. Shorsien method of fishing is practised along the Admalathurai beach. Similar to the north access road to ensure that there are no impacts, an elevated corridor is being proposed. Hence, development of the road / rail corridors are being planned such that there are no severance problems to fishing communities. 4.4.5 Impacts on Tourism The coastal stretch between Thiruvananthapuram and Poovar is famous for tourism and about 8-10 resorts have come up catering to the needs of tourists. All these resorts are located along the Thiruvananthapuram – Vizhinjam – Poovar Road on the laterite cliff area. The waterfront where the proposed port is being planned is extending between Vizhinjam Fishery Harbour on the north and Chowara cliffs on the south. Mulloor village, falling within this stretch, has few resorts located on the laterite cliffs. Presently, the tourists visiting these resorts are using the small beachfront in Mulloor for recreational purposes. There might be visual impacts during the construction phase of the project, which can disturb the tourists. However, these impacts are temporary and will be localised on cease of construction activity. Also, no significant impacts are envisaged on the major tourist destination of Kovalam which is located about 5 km north-west of the proposed Vizhinjam Port site as all the construction activities are extending southwards, still farther, away from Kovalam. 4 Environmental and Social Impacts Page 4-13 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 4.4.6 Impacts on Employment Potential At the time of capital dredging, reclamation, construction of breakwaters and cargo berths, there would be requirement of large number of skilled and unskilled labour. During this period it is anticipated that about few hundreds of workers of all types may be involved. There will be other establishments catering to the needs of the construction of the port that will also employ a substantial number to the extent of few hundreds of persons mostly unskilled and semiskilled. 4.4.7 Impacts from Induced Development Induced development will be witnessed through development of makeshift commercial establishments, which will impact on the aesthetics in the region. However, beneficial impacts are envisaged in the form of indirect employment opportunities. In addition, makeshift commercial establishments such as hotels, grocery shops, etc. would also spring up raising the income levels of the local populace and also provide indirect employment opportunities. The construction phase would require skilled and unskilled labour specialised for port construction. This will create a need for residential facilities for the migrant workers and the nearby areas, particularly Vizhinjam would be impacted due to the additional need. Also, there would be a stress on the existing infrastructure levels. 4.5 Environmental Impacts – Operation Phase 4.5.1 Impacts from Port Operations 4.5.1.1 Aqueous Discharges in Harbour Basin During the operation phase there will be continuous movement of cargo vessels, port crafts round the clock. Due to the cargo vessels there is a possibility of aqueous discharges such as dumping of ship wastes (sullage) / sewage, bilge water, solid wastes if not regulated. There may be accidental spills during transfer from the ships, which will impact the sea water and sediment quality in the harbour basin. However, to preclude these impacts on seawater quality and in turn on the sediment quality, it is proposed to enforce preventive control measures such as prohibiting all aqueous discharges. In addition, land-based sources of pollution such as runoffs from the port operational areas, waste water and sewage from the port facilities and effluent discharges would also effect the marine water and sediment qualities in the harbour basin. The wastewater generation during the operation phase will be mostly sewage, floor washings from the container stacking area, cargo storage areas, ships wastes etc. The wastewater generation is estimated to be around 70% of the water consumption. The liquid waste will be collected through a collection network and the same will be treated in a sewage treatment plant. Options such as recycling of wastewater for the domestic usage and green belt will be explored in order to minimise the water requirements. However, the impacts need to be contained as the pollutant might be carried out to elsewhere affecting the marine ecology. The pollution of the harbour basin will be averted through providing necessary pollution control facilities as per the guidelines. 4 Environmental and Social Impacts Page 4-14 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 4.5.1.2 Pollution from Cargo Handling At Vizhinjam Port, there will be handling of import / export containers, general and break bulk cargoes. Further, the cargo to be handled is predominately in containers, which is a clean cargo. No spills are expected from general cargo, which will be predominantly in bagged form. The cargo handling will include loading and unloading from the vessels, movement using prime movers / trailers of containers to stacking yards and further transhipment. Due to cargo handling, the attributes that would be impacted are air quality and increased noise levels. No significant air quality impacts are envisaged directly from cargo handling activity but are expected from the exhaust emissions of cargo handling equipment such as cranes, mobile prime movers, forklifts, trailers, tractors etc. The noise impacts would result from the cargo handling equipment and other pneumatic cargo handling equipment. The presence of cliffs immediately behind the proposed back up area, where all the cargo will be handled, is expected to act as a barrier preventing transport of both air and noise pollutants landward. However, in case of accidental spills, impacts are envisaged on air quality and seawater quality. To minimise the impacts on seawater quality spills will be recovered. 4.5.2 Impacts from Inland Cargo Movement The proposed port is mainly intended as a Container Transhipment Hub where the movement of cargo to the hinterland is limited. However, to ensure that there is no strain on the existing road network, it is proposed to develop road / rail corridors. If the road / rail links are developed before commencement of port operations, there would be less impacts from inland cargo movement. In this case, the impacts from air and noise pollution would be felt on Adimalathurai village if the southern access road is developed and on Vizhinjam and Mukkola if the northern access road is developed. If the road link is not in place before the port operations commence, there would be more pronounced impacts as the inland cargo movement will be along the existing dense traffic road networks and would create traffic congestion and also increase the risk of accidents. These impacts would be felt on Vizhinjam and Mukkola villages. 4.5.3 Impacts on Water Use The water requirement estimated for the Vizhinjam Port in the first phase is 430 m3/day. As Kerala is blessed with heavy rainfall of about 2,000 mm to 2,500 mm a year, it is expected that there will be sufficient (or surplus) water in Vellayani Lake to meet the water demand for operation of the port without impacting the existing water users. As stated earlier, discussions were held with the Chief Engineer, Kerala Water Authority (KWA) about the water availability to Vizhinjam Port and it was conveyed that Vellayani Lake would have sufficient capacity to supply water to proposed Vizhinjam Port. However, studies will be carried out to ensure that there are no impacts on prevailing water use and necessary approvals from competent authorities will be obtained prior to construction of the port. At present, KWA is preparing a Project Report for a water supply scheme for Vizhinjam area and has agreed to include the water requirement for proposed Vizhinjam Port in the report. No bore wells will be sunk to meet the water requirements for the Vizhinjam Port, as the same may result in salt-water intrusion due to the proximity of the coast. 4 Environmental and Social Impacts Page 4-15 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 Therefore, it may be concluded that the water requirements of the Vizhinjam Port will not affect the users in the region and also the ground water resources. 4.5.4 Impacts from Maintenance Dredging During the operation phase, based on the prevailing littoral drift and consequential sediment transport which is estimated to be insignificant, it is expected that there will be no requirement for maintenance dredging in the Approach Channel (Inner and Outer Navigation Channel), Turning Circle, Berthing Areas. Hence, no impacts are envisaged, as there is likely to be no maintenance dredging. The maintenance dredging to maintain the required draft, even if necessitated, would be a very small quantity and would not result in any significant impact. The impacts from the maintenance dredged material would be dependent on the quality of sediment which in turn is dependent on the pollution control facilities adopted by the port. As at the proposed Vizhinjam Port pollution control facilities are being proposed, the sediment quality is expected to be non-polluted and hence no impacts are envisaged. The maintenance dredged material during the initial phase would be used for reclamation for the next phase construction after analysing the dredged material for pollutant levels. Based on the baseline marine environment survey, the marine sediment quality depicts no perceptible pollution and hence, is expected not to result in any significant impacts when used for reclamation. The excess maintenance dredged material not used for reclamation or maintenance dredged material after the final phase construction of Vizhinjam Port would be disposed at suitable spoil grounds which will be identified based on mathematical modelling studies. 4.6 Socio-Economic Impacts – Operation Phase 4.6.1 Impacts on Landuse Pattern The landuse pattern in the vicinity of the Vizhinjam Port is characterised by predominantly plantations followed by residential and commercial areas. During the operation of the Vizhinjam Port, changes in landuse pattern will be observed. There will be demand for housing and infrastructure facilities, which may lead to uncontrolled growth. The Vizhinjam, Mulloor, Pulinkudi and Chowara areas will expand resulting in demand for additional infrastructure facilities. Mixed residential pattern would be developed in the residential areas. Also, there would be development of commercial areas along the roads leading to the Vizhinjam Port, which indirectly contributes to development of unauthorised structures and squatters, thereby reducing the effective lane width of the access road leading to traffic congestion. As the proposed construction of Vizhinjam Port is being conceived as an integral part of Thiruvananthapuram Capital Region Programme the planning authorities of the region have to draft the development controls to regulate the landuse changes to ensure sustainable development. 4.6.2 Impacts on Population Growth The operation phase of Vizhinjam Port is likely to attract significant migrant population to the region / area, which will exert / create strain on the existing infrastructure levels and also on 4 Environmental and Social Impacts Page 4-16 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 the social fabric of Vizhinjam and it’s adjoining villages. There will be an increase in demand for transportation services, utilities etc. In this potential scenario, it is suggested that the planning authorities should take into consideration the population growth due to the Vizhinjam Port, as it is an integral part of Thiruvananthapuram Capital Region Programme, and accordingly frame the development control rules for the region to ensure sustainable development. 4.6.3 Impacts on Vizhinjam Fishery Harbour There would not be any significant impacts from proposed Vizhinjam Port operations on Vizhinjam Fishery Harbour. The northern breakwater will enable regulation of port development and restrict the activities, which will ensure the objective of not impacting upon the Vizhinjam Fishery Harbour. The negative impacts will result from the fishing crafts having to circumnavigate the northern breakwater during the long-term perspective unlike the existing conditions. Though the proposed port will slightly hinder the free movement of fishing crafts it would not be an obstruction to the Vizhinjam Fishery Harbour. Barring this impact, no other significant impacts are envisaged. There would be increased vessel activity (movement of ships calling at the port), which would result in mild impacts. However, to mitigate these impacts channel marker bouys, navigational aids such as beacons etc. will be provided. To substantiate the statement that the proposed Vizhinjam Port would not cause significant negative impacts on the Vizhinjam Fishery Harbour and to the contrary would benefit the same, the best examples are the thriving fishery harbours near Cochin Port, Visakhapatnam Port and Mumbai Port. There would be continued consultative exercises with the local fishermen to mitigate any potential impacts during operation of Vizhinjam Port. 4.6.4 Impacts on Tourism The operation of Vizhinjam Port is envisaged not to have any significant negative impact on the tourism potential of the area especially on the resorts. The port developmental activities are confined to the waterfront and there is no disturbance to hillside resorts. Based on the above, it can be concluded that there will not be any need for relocating the resorts in the Mulloor area. It can be noted here that while developing the layout for the port development, a 50 m gap has been left between the High Tide Line and port boundary as no development area. In addition, a greenbelt is planned all along the boundary of the port, which will further enhance the aesthetics of the region. Hence, it is expected that there will not be any impact on the functions of the resorts since the resorts are not getting disturbed due to the operation of port. As the port is planned for handling clean cargo (containers) and will be developed to match the highly aesthetic surrounding landscape, there will not be any adverse visual impact due to the port operation. On the contrary, there might be beneficial impacts on the tourism sector due to the development of the Port. Vizhinjam is principally being planned in line with Port of Singapore, Port of Dubai, etc. which also have state-of-the-art facilities for cruise liners thereby being 4 Environmental and Social Impacts Page 4-17 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 instrumental in triggering the tourism potential of the respective countries. It is not uncommon world over to provide facilities for cruise liners within a container cargo port where the level of pollution is minimum compared to dry bulk port. Keeping these in view, it is proposed to develop a passenger terminal at Vizhinjam Port in such a manner that the operations of container handling are not affected. The berthing facilities for passenger vessels would be planned at a berth, which is away from the container berths. Moreover the draft requirements within the harbour for the cruise vessels are relatively less compared to the design vessel size for a container vessel. Hence, without losing focus on the primary business of Vizhinjam Port i.e. container transshipment, a provision is also being made in the Master Plan for handling cruise vessels and development of other associated facilities required for servicing passengers. One of the important tourist spots in India, Lakshwadeep islands located on the West Coast of India is close to Thiruvananthapuram. Presently, the tourists visiting these islands are travelling by air from Thiruvananthapuram. It is observed that vessels plying between Lakshwadeep and Thiruvananthapuram are involved in transshipping domestic cargo from Thiruvananthapuram to Lakshwadeep and use berthing facilities at Vizhinjam Fishery Harbour. Once Vizhinjam Port is developed, regular services between the two destinations can be started. In addition, there are possibilities of emerging tourism circuit between various tourist destinations such as Thiruvananthapuram-Colombo, Thiruvananthapuram-Maldives, Cochin-Colombo via Thiruvananthapuram, etc. Therefore, it is envisaged that one of the several positive aspects of Vizhinjam Port is that the state-of-the-art passenger terminal facilities will catapult increased arrival / use of tourists by sea and boost the tourism in the region. 4.6.5 Impacts on Employment Potential The Vizhinjam Port is proposed to be developed in 3 stages in the Years 2007, 2012 and 2017, respectively. This development has both positive and negative impacts. The positive impacts are the rise of income levels, enhancement in local economy, development of infrastructure, etc.; and the negative impacts would be haphazard and uncontrolled growth, strain on infrastructure, etc. The construction and operation of the Vizhinjam Port will open up new avenues of development through creation of direct and indirect employment opportunities and the project region will experience significant growth. This would result in substantial population growth and the need for basic infrastructure increases along with the port development. The indirect employment potential will be created due to the establishment of service providers / port-based facilities considering that Vizhinjam Port will be a transhipment hub. Though, at present, no major industrial projects are on the anvil, it is likely that development of a world-class port at Vizhinjam is bound to attract investors. The proposed Vizhinjam Port is likely to create direct employment potential to a tune of 150 persons in the first stage of operations, in 2007, with an indirect employment potential to a few hundreds of persons. The indirect employment potential exists from port-based industries or service / facility providers like ship repairers, commercial establishments, stevedoring companies, shipping agents, clearing and forwarding agents, ship chandlers, logistics providers, etc. 4 Environmental and Social Impacts Page 4-18 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 The low direct employment potential is because Vizhinjam Port is being planned on the lines of modern world-class ports, with sophisticated and highly mechanised operations, predominantly handling container cargo. Perusal of the population growth and the employment potential due to the construction and operation of the Vizhinjam Port suggest that there is a great need for developing new areas, upgradation of the infrastructure in order to keep the quality of life and human use values. Further, there is an immediate need for framing development control rules for the Vizhinjam Port area to contain the haphazard and uncontrolled growth. 4.7 Beneficial Impacts While potential negative impacts are expected from Vizhinjam Port, the proposed development will bring a plethora of benefits, significant of which are listed below: • Benefits to fishermen because of improved infrastructure levels particularly the road connectivity, which would facilitate faster movement of the perishable goods such as fish products to new / farther and profitable markets. This would be a positive impact on the economy of fishing communities in the region. • Vizhinjam Fishery Harbour will flourish in similar lines as fishery harbours co-located / in the immediate vicinity of Ports at Cochin, Visakhapatnam, Mumbai, etc. • Fish processing units / chilling units are likely to be set up. This would pave way for exporting to other states and other countries. There would be scope for exporting fish products through port, earning higher profits and in the process earning the dearer foreign exchange for the country. • Enhancement in the economy of the Vizhinjam region, Thiruvananthapuram District and Kerala State through direct and indirect taxes. • Substantial positive impact on the socio-economic profile of the region, both in terms of overall employment and in skill development of the local workforce. • Development of infrastructure in the region • Development of new growth centres • Opening up a new era of investments into the State of Kerala and boosting the confidence of the investors. • Prior to the construction of Vizhinjam Port, entire external infrastructure such as road / rail connectivity, power and water will be provided without straining the existing levels. The infrastructure facilities of the region will, thus, be enhanced. • The proposed major industrial projects in the region will be benefited with the operation of Vizhinjam Port. • There would be a positive impact on the tourism sector as cruise liners can call at the Vizhinjam Port. 4 Environmental and Social Impacts Page 4-19 FIGURES CHAPTER 5 ENVIRONMENTAL MANAGEMENT PLAN Development of Vizhinjam Port on Commercial Format C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 5 Environmental Management Plan 5.1 General An Environmental Management Plan (EMP) is an implementation plan, which consists of mitigation measures, monitoring program and institutional arrangements to be adopted during the development and operation phases of Vizhinjam Port to minimise the adverse environmental and social impacts. The EMP formulated for the Vizhinjam Port is presented in this Chapter. The plan also includes the actions to be taken to implement the mitigation measures. The budgetary estimate for Environmental Monitoring Program, during the construction and operation phases is also included. The Environmental Monitoring Programme is presented in Annexure D. 5.2 Mitigation Measures – Construction Phase The environmental impacts associated with the development phase result from capital dredging, reclamation, construction of breakwaters, construction of cargo berths and container stacking area, quarrying, transportation of construction material and development of external infrastructure such as road / rail linkage and pipeline for water supply. The impacts will be on the marine, terrestrial and socio-economic environments. The mitigation measures for each of the activities, which are exerting impacts on the environment, are presented in the following paragraphs. 5.2.1 Capital Dredging, Reclamation and Construction of Breakwaters The capital dredging at Vizhinjam Port would generate dredged material, cause disturbance to the bottom sediments, impacts on the marine water quality, air and noise pollution, etc. The capital dredged material will be used in reclamation. For reclamation additional fill material will be required. The construction of breakwaters will require large volume of rock. The measures proposed to be adopted for mitigation of the impacts are: • Interaction with local fishing communities through the fishing co-operatives / unions, community leaders; and through direct contacts and informal talks with fishermen, will be held so that they are made aware of the construction of the port. • These interactions would be in continuation to the Public Information Consultation (PIC) exercises carried out during this study. These focus group interactions will ensure to be a forum for the Department of Ports, Government of Kerala to appreciate the concerns of public and clear apprehensions, if any. Pursuant to this activity, any specific remedial measures not already envisaged will be undertaken paving way for winning social confidence and co-operation of the local populace. • Local fishermen in Vizhinjam will be informed, through informal focus group interactions / discussions, about the construction so that they avoid the area in and around the immediate vicinity. • The construction zones would be demarcated by installing marker buoys along with display / signboards prohibiting movement of fishermen, limited to the construction period, in and around the construction limits. The signboards will be in Malayalam and other vernacular language. • Mitigation measures like provision of silt screens, cessation of operations intermittently for regaining lower turbid levels will be adopted. The construction operations, if possible, 5 Environmental Management Plan Page 5-1 Development of Vizhinjam Port on Commercial Format C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 will be limited to daytime to provide recuperation time at night and reduce the turbidity levels. • The turbidity at the dredged site will be minimised through adoption of less intrusive dredging procedures, provision of silt curtains and timing of the dredging activity. • It will be ensured that the barges / workboats have appropriate system (slop tanks) for collection of liquid / solid waste generated on board and it is transferred on shore for treatment and disposal regularly. No wastes will be discharged into the sea throughout construction. • Extreme precaution was taken during the planning stage to ensure that there will be no disturbance to adjacent properties / habitations. If this is warranted, then the same would be restored with consent from the affected persons. • Keeping in view the base line data generated prior to commencement of construction, normal annual fluctuations, extent and duration of construction, the services of a marine biologist will be engaged, if required for recommending mitigation measures during construction. • During construction and dredging, it will be ensured that the operational area is limited to bare minimum so that the impacted zone is minimal. • Extreme precaution will be taken not to hurt the sentiments and cultural interests of the local fishermen. • Ambient noise levels will be monitored during offshore construction. The monitoring program will cover all hours of construction. The high noise prone operations will be identified through monitoring and such activities will be regulated to the daytime. Noise attenuation measures will be provided so that noise limits stipulated by CPCB are not exceeded at the nearest habitations. Protective gear like earplugs, if necessary, will be provided to operating personnel exposed to noise levels beyond limits stipulated by CPCB. Rotation of personnel may also be considered. • Diesel driven engines of workboats, barges and dredgers will be well-maintained and will meet emission norms of diesel vehicles. The Pollution Under Control Certificates for CO for all deployed equipment / vehicles driven by diesel and / or petrol or any other forms of hydrocarbons will be checked. The certificates will be revalidated once in a month and emission tests will be conducted on-site. • Seawater quality monitoring program will be initiated with special emphasis on turbidity and will commence at least one week prior to start of construction / dredging and will continue throughout the construction. The monitoring prior to commencement of construction / dredging would generate baseline data using which the construction activity can be regulated. The seawater quality will be monitored on daily basis and will cover physico-chemical, heavy metals and biological parameters. Turbidity will be monitored thrice a day covering the complete working shift. • Currently there are no standards in India for turbidity levels. Keeping this in view, during construction, it will be attempted to meet the Operational and Performance Standards for Turbidity (OPST) standards. • Periodic monitoring of ground water will be initiated in Pulinkudi and Mulloor to check the incidence of salt-water intrusion due to the dredging, if any. Ground water quality monitoring will commence one week prior to start of dredging. • Submarine conditions during the dredging period would be inspected by divers and a photographic / videographic record would be maintained. • Prior to the commencement of dredging, a Dredging Management Programme will be prepared and implemented. 5 Environmental Management Plan Page 5-2 Development of Vizhinjam Port on Commercial Format C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 5.2.2 Construction of Cargo Berths and Container Stacking Area The construction of cargo berths and container stacking area would result in impacts on air quality and noise. The following measures would be adhered to mitigate the impacts: • The emissions from diesel driven vehicles, construction equipment, machinery, dozers, etc. will conform to the emission norms stipulated by the Kerala State Pollution Control Board / CPCB / MoEF. All construction equipments will have valid Pollution Under Control Certificates, which will be revalidated every month. • The construction equipment deployed would be provided with suitable mufflers / enclosures to reduce noise levels. Further, construction workers who are likely to be exposed to high noise levels beyond threshold limits will be provided with protective gears like earplugs, muffs, etc. Also, rotation of construction personnel will be considered. • The equipment deployed for construction will have appropriate monitoring and control facilities, which will be functional all throughout the operations. • During the movement of vehicles on the unpaved roads in the construction areas, water will be sprinkled to minimise suspension of dust. • Water will be sourced from Vellayani Lake and no bore wells will be dug. 5.2.3 Quarrying The construction of breakwater would require large volume of rock, which will be quarried. To mitigate the impacts the following are proposed: • The quarrying will be done from approved quarries to minimise impacts. • The quarry operations will be restricted to daytime to reduce the impacts from increased noise and will be minimised to reach the threshold levels stipulated by CPCB at the nearest habitations. • Ambient air quality monitoring will be carried out once in a month in and around the quarry sites. Based on the results, the quarrying operations will be accordingly regulated. • It will be ensured that the noise level prescribed by the CPCB for the day / night-time at the nearest habitation to the quarry site is not exceeded during quarrying. The personnel who are likely to get exposed to noise levels beyond threshold limits will be provided with protective gears like earplugs, muffs, etc. Rotation of personnel would also be considered. Ambient noise levels will be monitored twice in a month. 5.2.4 Transportation of Construction Material The measures proposed to be adopted to mitigate impacts from transportation of construction material are as follows: • Traffic density studies will be carried out along the access roads to assess the current traffic density and plan the trips to reduce congestion as well as the risk of accidents from transportation of construction material. • The proposed routes for transportation of construction material will be decided taking into account the traffic on the existing road network i.e. on NH 47 and access road to the project site via Mukkola. The movement of construction material to the project site will be regulated to minimise congestion. • The construction material movement will be planned during non-peak hours, if possible, to reduce traffic congestion from increased traffic during transportation to the project site. 5 Environmental Management Plan Page 5-3 Development of Vizhinjam Port on Commercial Format C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 • The proposed road links would be constructed before development of Vizhinjam Port to minimise impacts from transportation of construction materials. • The exhaust emissions from all transportation vehicles will conform to the norms stipulated by the Kerala State Pollution Control Committee / CPCB / MoEF and will have valid Pollution Under Control Certificates which will be revalidated every month. • The noise emissions from all transportation vehicles will conform to the norms stipulated by the Kerala State Pollution Control Board / CPCB / MoEF. • The proposed vehicular movements will be regulated such that noise levels generated from transportation will be minimised to the threshold noise levels stipulated by Central Pollution Control Board (CPCB) for daytime at the nearest habitations. • The construction material will be brought in covered trucks to minimise air borne (or suspension of) particulates and spills. 5.2.5 Construction of Road / Rail Linkage To mitigate the impacts from construction of road / rail linkage, the following are proposed to be adopted: • Prior to construction, the landowners whose land might have to be acquired will be suitably compensated as per the prevailing market value to mitigate the social impacts. • Water tankers with suitable sprinkling arrangement will be deployed to suppress fugitive dust, suspended during construction, along the unpaved portions. • The emissions from diesel driven construction equipments, machinery, dozers, etc. will conform to the emission norms stipulated by the Kerala State Pollution Control Board / CPCB / MoEF and will have valid Pollution Under Control Certificates which will be revalidated every month. • The noise levels generated by construction activities and equipment will be minimised such that the threshold noise levels stipulated by CPCB for daytime are not exceeded at the nearby villages. The construction equipment deployed would be provided with suitable mufflers / enclosures to reduce noise levels. 5.2.6 Laying of Water Pipeline The measures proposed to be adopted to mitigate impacts from laying of pipeline are as follows: • Prior to construction of pipeline, the landowners whose land will be temporarily acquired will be suitably compensated as per the prevailing market value to mitigate the social impacts. • The pipeline alignment will be demarcated on the ground and display / signboards will be installed indicating the construction and installation of pipeline. The signboards will be both in Malayalam and other vernacular language. • Care will be taken not to disturb any existing utilities, if any detected, during the construction of pipeline. The same will be restored, if unavoidable. • Mechanised pipeline construction equipment will be deployed so that the whole construction activities are completed as fast as possible. This would prevent resentment and unrest in the local population due to prolonged construction and disturbance thereof. • It will be ensured that the noise level prescribed by the CPCB for the day / night-time at the nearest habitations is not exceeded during construction. The construction equipment deployed would be provided with suitable mufflers / enclosures to reduce noise levels. Further, construction workers who are likely to be exposed to high noise levels beyond 5 Environmental Management Plan Page 5-4 Development of Vizhinjam Port on Commercial Format C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 threshold limits will be provided with protective gears like earplugs, muffs etc. Also, rotation of construction personnel will be considered. 5.2.7 Construction Yards The measures proposed to be adopted to mitigate impacts from construction yards are as follows: • Water tankers with suitable sprinkling arrangement will be deployed to suppress airborne dust in the construction yards and from movement of construction equipment. • Run-offs from construction yards will be not allowed to drain into the sea and would be collected. 5.2.8 Hazardous Material Storage During construction there will be requirement of hazardous materials such as weld gases, fuels (diesel / petrol), lubricants, etc. To minimise the accidental risks from these hazardous material storage and handling, the following are proposed: • Material such as welding gas, fuel for operation of tugs, barges, paints, etc. will be stored in designated places as per the norms specified for Industrial Safety. • The storage areas will be fenced / barricaded in order to restrict the movement of the local communities / grazing cattle. • Extreme precaution will be taken to avoid spillage or leakage of diesel, oils and lubes. To reduce the impacts from spills or leaks occur during fuel loading / unloading, the fuelling operations will be done only at designated and paved surfaces in the construction yard. Spills / leaks, if any, will be recovered. 5.2.9 Worker Camps There will be a large-scale requirement of skilled and unskilled labours during the development phase of the Vizhinjam Port. Majority of the labourers will be sub-contracted. The construction period will span around 24 months and worker camps will be set up for the unskilled labourers in the vicinity of the proposed Vizhinjam Port site. The following aspects would be taken into consideration before setting up the worker camps: • The worker camps will not be set-up close to Vizhinjam village. • The camps will be adequately equipped with all the necessary facilities / amenities such as water supply, power supply, wastewater collection, solid waste collection and sanitation. • The domestic wastes generated from the camps will be disposed at approved disposal sites. 5.2.10 Induced Development The development phase of the Vizhinjam Port will result in induced development through development of slums, makeshift commercial establishments indirectly affecting the neighbouring communities and also contributing to the haphazard growth. As development of Vizhinjam Port is proposed as an integral part of Thiruvananthapuram Regional Programme, the regional planning authorities should prevent any unplanned growth by drafting developmental controls and regulate / implement / enforce the same to preclude / minimise impacts from induced development. 5 Environmental Management Plan Page 5-5 Development of Vizhinjam Port on Commercial Format C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 5.3 Mitigation Measures – Operation Phase The Vizhinjam Port is planned as a Container Transhipment Hub / Port. The other cargo will be general / break bulk cargo. As the proposed cargo to be handled is a clean cargo, no significant impacts are envisaged. However, aqueous discharges and inland cargo movement will result in impacts. 5.3.1 Port Operations 5.3.1.1 Aqueous Discharges Aqueous discharges resulting in marine pollution in the harbour basin would occur from the following: • Operations on the quay areas • Cargo storage areas • Wastewater and sewage • Runoffs containing oil spills • Ship wastes and bilge water • Sewage from nearby areas • Accidental cargo spills. The measures proposed to be adopted to mitigate the impacts from the discharge of sewage, ship waste, oil spills, runoffs from operational areas, etc. are as follows: • All the operational areas will be connected with a network of liquid waste collection drains comprising of storm water, oily wastes and sewage collection pipelines. • The berth and terminals will be designed sloping landward for collection of the runoffs into the sewage collection network. • Oily wastes which are generated from the mechanical areas of the port will be collected in the effluent network and further treated. • Ships / vessels calling at the Vizhinjam Port would be prohibited from dumping the wastes / bilge water during the berthing period. • Vizhinjam Port would be equipped with all modern pollution control mechanism to contain the marine pollution from the port operational areas. Pollution control facilities would be designed with a possibility of recycling the wastes especially the treated effluents. 5.3.1.2 Cargo Handling During the handling, loading and unloading operations, of various types of cargoes there is a significant increase in air pollution and noise levels. In addition to these impacts, in the event of accidental spills, impacts are envisaged on seawater and sediment quality. To mitigate these impacts, measures proposed to be adopted are discussed in the following paragraphs: • The cargo handling equipment such as quay / mobile cranes, RTG, forklifts, trailers, etc., particularly pneumatic, would be provided with noise attenuation measures such as providing mufflers / enclosures. • It would be ensured that the exhaust emissions from cargo handling equipment such as mobile cranes, prime movers, forklifts, trailers, etc. meet the stipulated norms to reduce air pollution. • Spills occurring from leaky containers and bagged general cargo, resulting in air and water pollution, will be recovered. 5 Environmental Management Plan Page 5-6 Development of Vizhinjam Port on Commercial Format C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 5.3.2 Maintenance Dredging Based on the prevailing littoral drift and consequential sediment transport, which is estimated to be insignificant and presence of natural water depths in most part of the harbour, it is expected that there will be no requirement for maintenance dredging in the Approach Channel (Inner and Outer Navigation Channel), Turning Circle, Berthing Areas. In case maintenance dredging is required, the following measures will be adopted to minimise the impacts: • The maintenance-dredged material during the initial phase would be used for reclamation for the next phase development after analysing the dredged material for pollutant levels. • The excess maintenance dredged material not used for reclamation or maintenance dredged material after the final phase development of Vizhinjam Port would be disposed at designated spoil grounds. 5.3.3 Inland Cargo Movement If the proposed road / rail links are developed before commencement of port operations, it would mitigate the impacts from inland cargo movement to a significant extent compared to the transportation of cargo along the existing road networks. The measures to be adopted for mitigating the impacts are as follows: • Traffic density studies along the existing road network covering all the roads leading to Vizhinjam Port. • The proposed access road from north of Vizhinjam Port traverses through Vizhinjam and Mukkola. The proposed access road from south of Vizhinjam Port traverses through east of Adimalathurai village. Keeping this in view, patrolling needs to be carried out to check for unauthorised parking with close co-operation of the local authorities. • Avenue plantation would be developed, along the access roads, to reduce the impacts of air and noise pollution on the adjoining villages. This activity would be taken up during the developmental phase of the Vizhinjam Port and once the operations start there would be a good greenbelt in place to improve the air quality and attenuate the excess noise levels due to the cargo movement. • All the vehicles involved in transhipment of cargo, susceptible to be air borne or liable for fugitive suspension, would be covered adequately with tarpaulins in order to protect the road users from the wind blown dust. • The vehicles involved in transportation would be checked periodically to ensure that emissions are within the permissible limits. • The port vehicles that are involved in the cargo transhipment will have valid Pollution Under Control (PUC) Certificates. 5.3.4 Solid Waste Management As solid waste disposal is not being currently practised, Vizhinjam and it’s coastal areas are susceptible to pollution. The site already identified by Thiruvananthapuram Corporation and acquired by Vizhinjam Grama Panchayat for solid waste disposal is shown in Figure FD0501. This site is about 3 km from the proposed Vizhinjam Port site and solid wastes generated during Vizhinjam Port operations are proposed to be disposed at this site. The solid wastes generated would be segregated as bio-degradable and non-degradable. It would be attempted to recycle the non-degrading wastes. 5 Environmental Management Plan Page 5-7 Development of Vizhinjam Port on Commercial Format C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 5.3.5 Hazardous Material Management Vehicles for transportation of cargo, equipments used in the port for loading and unloading of cargo, vessels calling at the port, etc. will require fuel oils, POL products, lube oils, etc. Bunkering for fuel oil will be provided at the port. The following sections present a broad hazardous materials management plan for the operation phase of the Vizhinjam Port, which would need to be detailed, to minimise the risks from storage and handling of hazardous materials. The components to be considered in the plan are: • Screening of the materials • Hazardous materials management program • Community involvement and awareness 5.3.5.1 Screening of the Materials This is the first step in the hazardous materials management program. The screening will involve formulating hazard materials table, which include substance code, threshold quantity, class, description etc. to produce a summary with the following information: • Material Quantities (Daily / Weekly / Monthly) • Characteristics • Hazard level (low to high) • Threshold quantity. 5.3.5.2 Hazardous Materials Management Program The hazardous materials management program is a comprehensive system that sets out written policies and procedures to implement the program, assigns responsibilities for implementing the program and provides training, monitoring, recording and performance of the system. Also, it provides a system for periodic evaluation such as compliance audits in meeting the objective of the program. The components of the program are: Management Actions The management actions will include monitoring of workers health and safety, training needs, record keeping and reporting. Preventive Measures The objective of the preventive measures is to develop and implement the procedures to prevent accidents in the unforeseen conditions. Emergency Preparedness and Response Plan This is one of the important tools in the hazardous materials management program. The plan will include preparedness and responsive principles, communication with local authorities, medical aspects, emergency response, incident reporting and investigation, record keeping and emergency response training. It is suggested that a detailed hazardous materials management program be prepared and implemented during the operation phase of the Vizhinjam Port. 5 Environmental Management Plan Page 5-8 Development of Vizhinjam Port on Commercial Format C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 5.3.6 Disaster Management Plan The cargo proposed to be handled at Vizhinjam Port is mostly non-hazardous in nature. However, to meet any eventuality and to combat hazards from port operations, Disaster Management Plan (DMP) is a pre-requisite. The Disaster Management Plan will list out the necessary Emergency Response Procedures along with an organisational framework. This section presents a broad outline of the plan and a detailed plan would have to be prepared for the operation phase of the port. 5.3.6.1 Emergency Response Procedures for Hazards from Port Operation Contingency plans backed up by adequate and well-maintained equipment, detailed procedures and personnel trained are essential in combating various hazards anticipated from the port operations. The Port Developer would prepare a contingency plan broadly covering the following: • A database of the available resources (regional, national and international groups) so that it can be used in contacting the groups involved in disaster management in the event of any spillage depending on the magnitude. • Identification of sites for disposal of contaminated debris. • Identify the specialised equipment and plan for procurement, deployment and maintenance. • Training for the personnel. • Establishment of an authority and framing of responsibilities of individuals in the event of any spills / hazards. 5.3.6.2 Disaster Management Plan for Cyclones The Developer of Vizhinjam Port will develop a customised DMP to cope during disasters from natural calamities such as cyclones. Proper planning can reduce the potential damage from disasters in terms of losses to human lives, plant / port assets, environmental damage and rehabilitation costs. The DMP will be prepared by the Developer in consultation with the Department of Ports, Government of Kerala. The main components of the DMP will include the following: • Pre-Disaster (or Pre-Cyclone) Plan • On (or During Cyclone) Disaster Plan • Post (or After Cyclone) Disaster Plan. Rough-Weather Status Classification The rough weather operations will be controlled in three stages: • Green Status – The operations of loading / unloading will be carried out as planned. • Yellow Status – This is an alert stage indicating possibility of rough weather. Still operations can be continued with all emergency precautions. • Red Status – Emergency situations or rough weather and operation will be 5 Environmental Management Plan Page 5-9 Development of Vizhinjam Port on Commercial Format C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 suspended. Activities controlled by In-Charge of emergency operations. The vessel will be moved to safe anchorage or will be advised to proceed to sea. Organisation Structure An organisational structure will be developed with various officials of Vizhinjam Port designated as various co-ordinators during disaster management. The roles and responsibilities including details of succession chart (second-line) will be defined. Communication System A communication system, with a degree of redundancy, which will be fully functional during a disaster would be provided including standby power arrangement. The communication system will be functioning from the Emergency Control Centre. Emergency Control Centre (or Control Room) An Emergency Control Centre will be established and equipped with all the communication systems at a pre-designated safe place for co-ordination. Pre-Cyclone Plan Pre-Cyclone Measures The Vizhinjam Port will maintain and exchange information continuously with the local IMD authorities at Thiruvananthapuram for continuous updates of meteorological conditions, in general, and emerging / predicted weather phenomenon such as Cyclones, in particular. Upon issue of a cyclone warning by the IMD, the Vizhinjam Port would immediately initiate the Pre-Cyclone Measures. The Department of Ports and District Collector of Thiruvananthapuram would be informed of the imminent cyclone. All Vizhinjam Port officials dealing with operations and disaster management will be informed. Pre-Cyclone Exercise On signalling of a cyclone alert, the Control Room will be manned 24 hours a day for disaster management. The ‘Weather Signals’ depending on the data available about the cyclone and it’s threat perception will be informed to all personnel. The cargo handling operations will be regulated as per the rough-weather classification and will be continued with all emergency precautions. The different personnel of Vizhinjam Port would assume their roles and responsibilities, as previously identified, for disaster management. The standby arrangement for power supply will be checked. Pre-identified ‘Rescue Centres’ will be kept in readiness. A pre-alert will be issued regarding suspension of all operations in case of emergency and to await instructions regarding the same. All Port Crafts, Tugs and Ships will be fully secured inside the harbour area. Booms of mobile cranes will be lowered. Communication system including standby arrangement will be tested for working condition. Vehicles involved in rescue operations will be checked for working condition. Port Crafts, Tugs to be engaged in rescue will be kept in readiness. The safety of cargo in the port area will be ensured. During Cyclone Plan 5 Environmental Management Plan Page 5-10 Development of Vizhinjam Port on Commercial Format C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 The emergency alarm siren will be raised as per the ‘Alarm System’. All personnel will be evacuated except essential operational personnel and personnel dealing with disaster management. The cargo handling operations will be suspended. The vessel will be moved to safe anchorage or will be advised to proceed to sea. The stored cargo will be protected and secured. Power supply will be disconnected and alternative power supply will be restored in essential operational areas. Port Crafts and Tugs will continue to be in readiness for rescue. Post Cyclone Plan This would be the rescue and rehabilitation stage after passing of the cyclone. The damages would be assessed and rehabilitation work initiated to restore port operations at the earliest. The records of the events during the cyclone will be maintained and reviewed for possible enhancements to the DMP. Training Periodical training sessions including mock drills will be organised for building awareness and checking effectiveness of the system. District Level Emergency Committee As part of DMP, a District Level Emergency Committee will be set up for major offsite emergencies. This committee would comprise of the following members: • District Collector, Thiruvananthapuram • Regional Transport Authority, Thiruvananthapuram • District Medical Superintendent, Thiruvananthapuram • Police Department, Vizhinjam and Thiruvananthapuram • Fire Department, Thiruvananthapuram • Officials of Vizhinjam Fishery Harbour • Officer In-Charge of Vizhinjam Port. Mutual Aid Scheme A Mutual Aid Scheme will also be included in the DMP involving ports in the vicinity such as Cochin Port and Tuticorin Port. The arrangements for requesting of services of agencies such as Coast Guard, Navy, Airforce of Government of India and Department of Ports of Government of Kerala will be defined. 5.3.6.3 Community Involvement and Awareness The nearest settlements to the Vizhinjam Port are Vizhinjam, Mulloor and Pulinkudi and it is necessary to appraise the local communities about the activities involved in the development and operation of the project. The following information would be listed in the project site: • Providing general information on the nature and extent of offsite affects in the event of unforeseen circumstances. • Details of the safety measures to be adopted in tackling the hazards in the event of any disaster. • Involving the community members and developing awareness in them regarding emergency preparedness and disaster management. • Record keeping. 5 Environmental Management Plan Page 5-11 Development of Vizhinjam Port on Commercial Format C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 5.3.7 Greenbelt Development Greenbelt is proposed to be developed to mitigate the impacts and enhance the quality of environment and improve the aesthetics as follows: • Greenbelt development is proposed along the entire boundary of the Vizhinjam Port. In addition, tree cover will be developed within the port areas wherever feasible. • The greenbelt width would be varying from 7 to 10 m. • The greenbelt area is 9.3 ha and 15.51 ha in the Short-Term and Long-Term development, respectively. • The tree species for the greenbelt development would be native species and will be in line with the local ecology. • Possibilities for utilising treated effluent for the greenbelt requirements will be explored thereby contributing to the reduction in water usage. 5.3.8 Population Influx Due to Vizhinjam Port The operation of Vizhinjam Port will exert significant changes on the landuse pattern in the surroundings through population influx and from induced development resulting in creation of employment potential and development of commercial establishments. This activity if not planned and developed will create chaos affecting the integrity of the port and would not be a sustainable development. The following measures are / shall be taken into consideration, which will be useful in restricting the development. • As development of Vizhinjam Port is proposed as an integral part of Thiruvananthapuram Regional Programme, the regional planning authorities should prevent any unplanned growth by drafting developmental controls and regulate / implement / enforce the same to preclude / minimise impacts from induced development. • The Port Developer, in consultation with the local authorities, would monitor all the developments in and around the Vizhinjam Port. 5.3.9 Training of Personnel To ensure that the port operates safely and to manage the emergencies, the following is proposed: • The personnel involved in the operation of the port would be trained for identification of various hazards, methods to combat, responsiveness to emergency preparedness, etc. • Further, the personnel involved in handling of cargo would be trained for handling oil / chemicals spills, fire fighting methods, etc. 5.4 Environmental Monitoring The mitigation measures suggested in the preceding sections require environmental monitoring of air quality, noise levels, seawater, sediment, groundwater quality during the development and operation phase of the Vizhinjam Port. Offshore and onshore environmental surveys will be carried out to meet the monitoring requirements. The monitoring requirements would be carried out through sub-contracting the assignment to an approved agency with capabilities to undertake monitoring of onshore and offshore environmental surveys. 5 Environmental Management Plan Page 5-12 Development of Vizhinjam Port on Commercial Format C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 The environmental attributes to be monitored during the construction and operation phase of the Vizhinjam Port, specific description along with the technical details of the environmental monitoring including the monitoring parameters, methodology, sampling locations and frequency of monitoring are presented Annexure D. 5.5 Institutional Mechanism The effective implementation and close supervision of the environmental monitoring programme, as specified in the Annexure D, to negate the environmental impacts which are likely to arise due to the development and operation phase of Vizhinjam Port could be achieved only through a suitable institutional mechanism. A broad institutional mechanism responsible for the implementation of the mitigation measures is presented below: Developer of Vizhinjam Port Environment Management Unit EPC Contractor Environmental Officer Independent Agency (Full-time) for Environmental Monitoring The implementation of the Environmental Monitoring Programme (EMP) will be the responsibility of the proposed Developer of Vizhinjam Port. The Port Developer would see that the environmental monitoring works are included in the EPC contracts. The EPC contractor would appoint a full-time Environmental Officer to monitor the mitigation measures and keep a daily record of the same. The responsibilities of the Environmental Officer would include day to day recording of mitigation measures; planning and execution of environmental monitoring; review of the report submitted by the monitoring agencies; comparing the results with baseline; checking the level of compliance of results with respective standards; recommending corrective measures, if necessitated; preparation of monthly progress reports and documenting all the activities. The Environmental Officer of the EPC Contractor would report the monitoring programme to the Environmental Management Unit of the Port Developer. The Environment Management Unit of the Port Developer would also carry out environmental monitoring on random basis through an independent agency, other than the 5 Environmental Management Plan Page 5-13 Development of Vizhinjam Port on Commercial Format C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 EPC contractor’s agency, to check the monitoring results being reported. The Port Developer would appoint advisors / experts, if required, to review the monitoring results and provide recommendations during the construction and operation phases. 5.5.1 Reporting Procedures The Environmental Officer of the EPC Contractor will supervise all the environmental monitoring operations and document the test results on a monthly basis in the form of progress reports. The report would include results of the environmental monitoring programs, actions carried out with respect to the results of monitoring as prepared and implemented. The reports would be submitted to the Port Developer, which the Developer in turn would submit to KSPCB. 5.6 Implementation Schedule and Cost Estimation 5.6.1 Implementation Schedule The development of Vizhinjam Port is likely to commence in 2007 and prior to that implementation of EMP would commence. 5.6.2 Budgetary Estimates for Environmental Monitoring The budgetary estimates for environmental monitoring during the construction and operation phase (annual) of Vizhinjam Port are Rs. 50,68,800/- and Rs. 13,74,200/- respectively. The estimates are presented in Table 5-1 and , respectively. Table 5-1: Costs for Environmental Monitoring During Construction Phase S. Unit Rate Parameter Qty Total (Rs) No. (Rs.) Offshore Environment 1 Collection, preservation and analysis 5,000 219 10,95,000 of marine water samples for physico- chemical parameters including heavy metals at Surface, Middle and Bottom using a Nishkin sampler including Phytoplankton and Zooplankton. 2 Collection and analysis of marine 300 4682 14,58,000 water for monitoring of turbidity 3 Collection, preservation and analysis 5,000 219 10,95,000 of sediment samples for physico- chemical parameters including heavy metals. Also assessment of Benthic Flora and Fauna through preservation of sediment samples with necessary reagents. Onshore Environment 5 Environmental Management Plan Page 5-14 Development of Vizhinjam Port on Commercial Format C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 S. Unit Rate Parameter Qty Total (Rs) No. (Rs.) 4. Ambient Air Quality Monitoring for 3,000 108 3,24,000 SPM, RPM, SO2, NOx, CO & HC 5. Noise Level monitoring 1,000 108 1,08,000 6 Ground Water Quality monitoring for 1,800 216 3,88,800 physico-chemical parameters including heavy metals as per IS 10500, IS 2296 and other relevant standards Sub total 44,68,800 7. Mobilization and Demobilization 2,40,000 Charges @ Rs. 10,000 per month 8. Man-month cost for the 3,60,000 Environmental Officer for 24 months @ Rs. 15,000 per month Grand Total 50,68,800 Table 5-2 : Costs for Environmental Monitoring During Operation Phase (Annual) Unit Rate Total S. Parameter Qty (Rs.) (Rs.) No. Offshore Environment 1. Collection, preservation and analysis 5,000 52 2,60,000 of marine water samples for physico- chemical parameters including heavy metals at viz. Surface, Middle and Bottom using a Nishkin sampler including Phytoplankton and Zooplankton. 2. Collection, preservation and analysis 5,000 39 1,95,000 of Sediment samples for physico- chemical parameters including heavy metals. Also assessment of Benthic Flora and Fauna through preservation of sediment samples with necessary reagents. Onshore Environment 3. Ambient Air Quality Monitoring at 3,000 480 3,36,000 five locations @ two days in a week on 24 hr basis for SPM, RPM, SO2, NOx, CO , HC &CL 4. Noise Level monitoring at five 1,000 240 2,40,000 5 Environmental Management Plan Page 5-15 Development of Vizhinjam Port on Commercial Format C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 Unit Rate Total S. Parameter Qty (Rs.) (Rs.) No. locations for one day on 24hrly basis 5. Ground Water Quality monitoring for 1,800 24 43,200 physico-chemical parameters including heavy metals as per IS 10500 , IS 2296 and other relevant standards Sub total 10,74,200 6. Mobilisation and Demobilisation 1,20,000 Charges @ Rs 10,000.00 per month 7. Man-month cost for the 1,80,000 Environmental Officer for 12 months @Rs 15,000.00 per month Grand Total 13,74,200 5 Environmental Management Plan Page 5-16 ANNEXURES ANNEXURE A SOCIAL SURVEYS QUESTIONNAIRE Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 Annexure A: Social Surveys Questionnaire HOUSE HOLD INTERVIEW SCHEDULE SOCIO - ECONOMIC SURVEY OF DIFFERENT OCCUPATIONAL CATEGORIES UNDER CAPITAL REGION DEVELOPMENT SCHEME, TIRUVANANTHAPURAM 1 IDENTIFICATION 1.1 Name of the respondent ______ 1.2 Sex (Male - 1 Female - 2) ______ 1.3 Age (in completed years) ______ 1.4 S/o or W/o ______ 1.5 Name of the head of the family ______(if it differs from 1.1) 1.6 House No. ______ 1.7 Ward Name & No. ______ 1.8 Name of the village ______ 1.9 Name of the Panchayat ______ 1.10 Name of the CD Block ______ 1.11 Name of the Taluka ______ 1.12 Name of the District ______ 1.13 Community to which the respondent belongs to SC (1) ST (2) BC (3) OC (4) 1.14 Religion to which the respondent belongs to Hindu (1) Muslim(2) Christian (3) Any Other (4) (Specify)______ 1.15 Since how long the respondent has been living in the settlement/village ? Since Birth (1) More than 25 years (2) 15 to 25 years (3) 10 to 15 years (4) 5 to 10 years ((5) Less than 5 years (6) 1.16 Whether the respondents name is included in the voters list of the settlement/village ? Yes (1) No (2) 1.17 Whether holding a ration card ? Yes (1) No (2) 1.18 If the answer to 1.17 is yes whether it is a white or pink card Red (1) Blue (2) Annexure A: Social Surveys Questionnaire Page A-1 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 2 PROFILE OF THE RESPONDENTS FAMILY 2.1 Status of the family Joint Family (1) Nuclear Family (2) Single Member (3) 2.2 Composition of Demographic, Social and Economic Profile of the family S.No Name Sex Age Relation with Martial Education Usual Main Subsidary Skill Income per Remarks the HOF Status Activity Occupation Occupation Possessed month 12345 67 8 9 10111213 1 2 3 4 5 6 7 8 9 Annexure A: Social Surveys Questionnaire Page A-2 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 10 11 12 HOF: Head of the Family Sex Code: Male – 1, Female - 2 Relation Code: Self-1, Wife-2, Son-3, Daughter-4, Father-5, Mother-6, Others-7 Marital Status Code: Married -1, Unmarried - 2, Widow - 3, Education Code : As studied 1,2,3,4,5,6,7,8,9,10, 11 & 12 (for intermediate 1st and 2nd Widower - 4 year), 13, 14,15 (for degree 1st, 2nd & 3rd year) PG-16, Technical - 17, Uneducated - 18 Usual Activity Code : Employed -1, Unemployed -2, Housewife - 3, Student - 4, Retired - 5, School age children – 6, Non-school age children -7, Others - 8 Occupation Code : Agriculture/Culitivation/Farmer - 1; Agricultural labour - 2; Non-farm labour (Un skilled) - 3; Dairy/Goatry/Sheep rearing/Fishing/Plantation - 4; Mining and Quarrying - 5; Household industry(Cottage industry/Pottery/Blacksmith/Goldsmith)- 6; Industrial labour/Wages/Manufacturing Processing -7; Construction Labour -8; Trade and Commerce - 9; Transport/Storage/Communication -10; Private Services - 11; Govt. Services - 12; Professional - 13 Annexure A: Social Surveys Questionnaire Page A-3 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 2.3 Economics of Occupation 12 34567891011121314 Code Occupation No. of Days Area Production Production Cost of Labour (Rs) Cost of Total Total Total Remarks Any Details Engaged/ Acres/ Value in Value in raw Cost/Expen Income Profit/(Rs) Unit Cost Other Year in a Sq. Kgs/ Rupees Material/Tran -diture (Rs) (Rs) Net Income Fixed Cost Details month/ Year Yards/ Quintals -sport/Fuel (11-10=12) Working Location Units/No Capital Own Hired (Rs) (Rs) 1 Agriculture 1.1 Cultivation 1.2 Farmer (Own) 1.3 Share Cropping 2 Agriculture Labour 3 Non-farm Labour (Unskilled) 4 Fishing etc. 4.1 Fishing 4.2 Plantation Annexure A: Social Surveys Questionnaire Page A-4 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 12 34567891011121314 Code Occupation No. of Days Area Production Production Cost of Labour (Rs) Cost of Total Total Total Remarks Any Details Engaged/ Acres/ Value in Value in raw Cost/Expen Income Profit/(Rs) Unit Cost Other Year in a Sq. Kgs/ Rupees Material/Tran -diture (Rs) (Rs) Net Income Fixed Cost Details month/ Year Yards/ Quintals -sport/Fuel (11-10=12) Working Location Units/No Capital Own Hired (Rs) (Rs) 4.3 Sheep rearing 4.4 Goatry 4.5 Dairy 5 Mining and Quarrying 6 Household Industry 6.1 Cottage Industry 6.2 Basket making 6.3 Rope making 6.4 Pottery 6.5 Blacksmith Annexure A: Social Surveys Questionnaire Page A-5 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 12 34567891011121314 Code Occupation No. of Days Area Production Production Cost of Labour (Rs) Cost of Total Total Total Remarks Any Details Engaged/ Acres/ Value in Value in raw Cost/Expen Income Profit/(Rs) Unit Cost Other Year in a Sq. Kgs/ Rupees Material/Tran -diture (Rs) (Rs) Net Income Fixed Cost Details month/ Year Yards/ Quintals -sport/Fuel (11-10=12) Working Location Units/No Capital Own Hired (Rs) (Rs) 6.6 Goldsmith 6.7 Handloom 7 Industrial labour 7.1 Wages 7.2 Manufacturing 7.3 Processing 8 Construction labour 9 Trade and Commerce 9.1 Holiday resorts 9.2 Health Resorts Annexure A: Social Surveys Questionnaire Page A-6 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 12 34567891011121314 Code Occupation No. of Days Area Production Production Cost of Labour (Rs) Cost of Total Total Total Remarks Any Details Engaged/ Acres/ Value in Value in raw Cost/Expen Income Profit/(Rs) Unit Cost Other Year in a Sq. Kgs/ Rupees Material/Tran -diture (Rs) (Rs) Net Income Fixed Cost Details month/ Year Yards/ Quintals -sport/Fuel (11-10=12) Working Location Units/No Capital Own Hired (Rs) (Rs) 9.3 Small Trades 9.4 Commercial Activity 10 Transport etc. 10.1 Private Service 10.2 Storage (Cold Storage e.t.c.) 10.3 Communication (Tele e.t.c.) 11 Private Services 11.1 (White Collar) 11.2 (Blue Collar) 12 Govt. Services Annexure A: Social Surveys Questionnaire Page A-7 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 12 34567891011121314 Code Occupation No. of Days Area Production Production Cost of Labour (Rs) Cost of Total Total Total Remarks Any Details Engaged/ Acres/ Value in Value in raw Cost/Expen Income Profit/(Rs) Unit Cost Other Year in a Sq. Kgs/ Rupees Material/Tran -diture (Rs) (Rs) Net Income Fixed Cost Details month/ Year Yards/ Quintals -sport/Fuel (11-10=12) Working Location Units/No Capital Own Hired (Rs) (Rs) 12.1 Gazetted Officers 12.2 Non-Gazetted Officers 12.3 Ministerial Staff (ClassIV) 13 Professional 13.1 Doctors 13.2 Lawyers 13.3 Information Technology 13.4 Others Annexure A: Social Surveys Questionnaire Page A-8 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 3 ASSETS 3.1 Type of house Thatched house - 1, Mud-house with thatched roof - 2 Pucca house with Slab (RCC) - 3 Mud-house with tiled roof/stone slab - 4 Pucca house with tiled roof/stone slab - 5 3.1.1 Whether it is Owned (1) Rented (2) 3.2 Do you have any agriculture land? Yes (1) No (2) 3.2.1 If yes , then specify the area in acres Wet______Dry ______Total ______ 3.2.2 What type of crops are cultivated Paddy (1) Pulses (2) Millets (3) Others (Specify) (4) ______ 4 OCCUPATION DETAILS What is your main Occupation ? ______ Occupation Code : Agriculture/Cultivation/Farmer - 1; Agricultural labour - 2; Non-farm labour(Unskilled) - 3; Dairy/Goatry/Sheep rearing/Fishing/Plantation - 4; Mining and Quarrying - 5; Household industry (Cottage Industry/ Pottery /Blacksmith/ Goldsmith)-6; Industrial Labour/Wages/ Manufacturing Processing -7; Construction Labour -8; Trade and Commerce - 9; Transport/Storage/Communication -10; Private Services - 11; Govt. Services - 12; Professional - 13. Annexure A: Social Surveys Questionnaire Page A-9 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 If your main Activity is Fishing, Pl. give the following details. Fishing Means & Mode 4.1 What type of Fish catching you generally practice ? ______1- Shorsien Fishing , 2- Gillnet Fishing, 3- Only Traditional Wooden Boat ( Cataraman) , 4 - On Boat Engine, 5 - Mechanised 4.2 How many hours are you engaged in Fishing ? 1 - Early Morning --- Hours 2 - Evening --- Hours , 3 - Late Evening --- Hours.. 4.3 How far you go deep into the sea (continental shelf) for fishing? ______ 4.4 How many boats/ nets you have its Cost? (1) Manual boats ______(2) Mechanical / Motorised boats ______ No.______, Rs.______No. ______, Rs.______ (2) Nets Sl. No. Type of Net No. Cost Total 1 Big Net 2 Small Net. TOTAL 4.4.1 Did you get any economic support from Govt. for purchase of the fishing craft, nylon nets etc., Yes (1) No (2) If yes , to what extent (I) Subsidy Rs. ______ (II) Margin Money Rs. ______ (III) Bank Loan Rs. ______ Total Rs. ______ Annexure A: Social Surveys Questionnaire Page A-10 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 4.5 Please give Details of Type of Fish & Quantity you generally get per Day. Type of Fish Sl. No. Quantity Rate/Kg. TotalValue 1Big 2Small TOTAL 4.6 Since how long have you been in this activity ? ______ 4.7 How many members are engaged in fishing ? ______ Sl. No. Members No. Labour Cost Total Cost / per day. 1 Family 2 Labour TOTAL 4.8 What is your per Day Expenditure on Fish Boat Operation ? Type Fuel Family Other Repairs Others Total Sl. No. of Boat ( in Lts.) Labour Labour Maintain Cost ( Rs.) 1 Manual 2 On Boat Engine 3 Mechanized Annexure A: Social Surveys Questionnaire Page A-11 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 4.9 How do you market your Fish Catch? - Sl. No Type Qty Value Total 1 Middlemen 2 Family TOTAL 4.10 Where do you sell the fish catch ? (1) On the spot (2) Near by market (Specify place & distance ) Mode of sale (1) By direct sale (2) Through middle man (3) Through auction in the market Means of transport (1) By road (2) By rail 4.11 Is there any Co-operative society or Govt. agency that lends support to local fishermen in marketing their fish crop 4.12 For how many months in a year go for fishing ? ______ 4.13 What do you do for you livelihood during the non-fishing season? ______ 5 INCOME 5.1 Annual Income from all sources a) Agriculture b) Fishery Rs. ______ c) Dairy Rs. ______ d) Poultry/ Sheep/ Goatry-rearing Rs. ______ e) Household industry Rs. ______ f) Other industry Rs. ______ Annexure A: Social Surveys Questionnaire Page A-12 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 g) Trading Rs. ______ h) Services Rs. ______ i)Wages Rs. ______ j) Rent and interest Rs. ______ k) Other income Rs. ______ Total income Rs. ______ 6 EXPENDITURE 6.1 Annual expenditure on the following items 1) Fishing a) Fuel Rs. ______ b) Wages Rs. ______ c) Repairs & Maintenance of boats Rs. ______ d) Transport Rs. ______ Total Rs. ______ 2) Other than fishing expenditure Rs. ______ 3) Basic needs a) Food Rs. ______ b) Milk Rs. ______ c) Clothing Rs. ______ d) Health care Rs. ______ e) Education Rs. ______ f) Any other (specify) Rs. ______ Total Rs. ______ 6.2 Grant Total (expenses) (1 + 2 + 3 ) Rs. ______ 7 NET INCOME Rs. ______ (Income - Expenditure (5 - 6)) Annexure A: Social Surveys Questionnaire Page A-13 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 8 OTHER OCCUPATIONAL GROUPS If you are Engaged in other than Fishing Activity, what is your Main Occupation? ______ Occupation Code : Agriculture/Culitivation/Farmer - 1; Agricultural labour - 2; Non-farm labour (Unskilled) - 3; Dairy/Goatry/Sheep rearing/Plantation - 4;Mining and Quarrying - 5; Household industry (Cottage industry/ PotteryBlacksmith/Goldsmith)-6;Industrial Labour/ Wages/ Manufacturing Processing -7;Construction Labour -8; Trade and Commerce - 9; Transport/ Storage/ Communication -10;Private Services - 11; Govt. Services - 12; Professional - 13. 8.1 Period All the 12 months in the year - 1 , Part of the Year / Seasonal - 2 (Specify No of Months ) , If you are Engaged on l part of the year/ Seasonal, what do you do in the Remaining Period? 8.2 ______8.2.1 Type of Occupation Occupation Code : Agriculture/Culitivation/Farmer - 1; Agricultural labour - 2; Non-farm labour(Un skilled) - 3; Dairy/Goatry/Sheep rearing/Plantation - 4;Mining and Quarying - 5; Household industry (Cottage industry/ Pottery/ Blacksmith/ Goldsmith)- 6; Industrial labour/ Wages/ Manufacturing Processing -7;Construction Labour -8; Trade and Commerce - 9; Transport/ Storage / Communication -10;Private Services - 11; Govt. Services - 12; Professional - 13. 8.2.2 Wage earned Daily in Rs. ______ 8.2.3 Total Income Earned During the Period in Rs. ______. Less than 1000 - 1, 1000 to 2000 - 2, 2001 to 4000 - 3, 4001 to 6000 - 4, 6001 to 8000 - 5, 8001 to 10000 - 6, 10000 to 12000 - 7, 12001 and above - 8. 8.3 What is your Monthly Income in Rs. ? ______ Less than 1000 - 1 , 1000 to 2000 - 2 , 2001 to 4000 - 3 , 4001 to 6000 - 4 , 6001 to 8000 - 5 , 8001 to 10000 - 6 . 10000 to 12000 - 7 , 12001 and above - 8. 8.4 What is your Monthly Expenditure in Rs. ? ______ Less than 1000 - 1 , 1000 to 2000 - 2 , 2001 to 4000 - 3 , 4001 to 6000 - 4 , 6001 to 8000 - 5 , 8001 to 10000 - 6, 10000 to 12000 - 7 , 12001 and above - 8. 8.5 What is your Savings per Month in Rs. ? ______Nill - 1 , Upto 100 - 2 , 10 to 200 - 3 , 201 to 400 - 4 , 401 to 600 - 5 , 601 to 900 - 6 900 to 1000 - 7 , 1000 to 2000 - 8 , 20001 and above - 9 Annexure A: Social Surveys Questionnaire Page A-14 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 9 ATTITUDE ON REGIONAL DEVELOPMENT INCLUDING INFRASTRUCTURE AND INDUSTRIAL DEVELOPMENT 9.1 Do you Agree that this Region is Under Developed in terms of Poor Roads, Rail Lines & Industrial Development ? ______ Agree - 1 , Disagree - 2 , Can't Say - 3. 9.2 If you Disagree, Can you specify how this region is already Developed In terms of Road, Rail & Industrial Development ? ______ 9.3 Do you Support future New Road, Rail & Industrial Development in your Region ? ______ Yes - 1 , No -2 , Can't Say -3. 9.4 IF your Answer is No, Can you specify the Reasons ? ______ 9.5 If Proper care is taken to solve your Socio -Economic Problems due to Development Projects ( Road, Rail & Industrial Development ) in your Region, will you support future Developmental Works in Your Area ? ______ Yes - 1 , No -2 , Can't Say -3. 9.6 If No, then Specify Your Reasons ? ______ 10 RANKING OF PRIORITIES FOR DEVELOPMENT INDICATORS IN THE AREA What are your Priorities of Infrastructural & Industrial Development in Your Area ? 10.1 Better Roads/ Widening of Roads for Smooth Movement Of Vehicles 10.2 New Raliway Line Connections 10.3 Better Management of Beach Front Road / Pathway with Electricity Water and Sanitation Facilities Annexure A: Social Surveys Questionnaire Page A-15 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 10.4 Better health care for Infants / Children / Women & Men 10.5 Cleaner Environment around fishing grounds 10.6 Promotion of Technical Education Centres 10.7 Improvement of Inland Water ways 10.8 Strengthening and Improving Present Marine /Fish Catch /Processing Storage / Marketing in order to benefit Fishermen & women 10.9 Curbing Evil Habits like Drinking Liquor , Smoking among People through IEC Campaigns and make them Better Citizens 10.10 Promotion of Industrial Development by establishing industries related to Fisheries / Coir / Handlooms / Horticulture etc.. even necessary a new Sea port Better Coastal Management Plan in collaboration with different Depts. like 10.11 Revenue, Fisheries, Port, Block, Panchayat, Elected People, NGO's etc.. Annexure A: Social Surveys Questionnaire Page A-16 ANNEXURE B SOCIAL SURVEYS DATA TABLES Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 Annexure B: Social Surveys Data Tables Table B-1 Distribution of Sample Households / Population By Zone, Village, Caste And Sex S. No. Zone / Village SC ST BC OC TOTAL Family Size Wise FA M F T FA M F T FA M F T FA M F T FA M F T (22/19 ) 1 2 34567891011121314151617181920212223 IVery Core 1) VZM Total No. 38 149 108 257 12 22 20 42 50 171 128 299 5.98 Percentage 100 57.98 42.02 100 100 52.38 47.62 100 100 57.19 42.81 100 II Core 2) Venganoor Total No. 2224114536612611819122020403.33 Percentage 66.7 50 50 100 100 20 80 100 23.1 50 50 100 75.0 57.89 42.11 100 48 50 50 100 3) Kottukal Total No. 10330000101718352448132125463.53 Percentage 33.3 0 100 100 0 0 0 0 76.9 48.57 53.43 100 25 50 50 100 52 45.65 44.35 100 Core Total (2+3) No.32571145132324478151227254145863.44 Percentage 100 28.57 71.42 100 100 20 80 100 100 48.94 51.06 100 100 55.55 44.44 100 100 47.67 52.32 100 III Buffer 4) Thiruvallam Total No. 33811000 445938513101518333.3 Percentage 100 27.27 72.73 100 0 0 0 23.5 44.44 55.55 100 60 61.53 38.46 100 40 45.45 55.55 100 5) Karamkullam Total No. 0 0 0 0 0 0 0 13 32 25 57 2 3 2 5 15 35 27 62 4.13 Percentage 0 0 76.5 56.15 43.85 100 40 60 40 100 60 56.45 43.55 100 Buffer Total (4+5) No.33 8 110 0 0 173630665 117 18255045953.8 Percentage 100 27.27 72.73 100 100 0 0 100 54.55 45.45 100 100 61.11 39.89 100 100 52.63 47.37 100 IV All Zones Total No. 6 5 13 18 1 1 4 5 68 208 162 370 25 48 39 87 100 262 218 480 Percentage 6 27.77 72.23 100 1 20 80 100 68 56.21 43.78 100 25 55.17 44.82 100 100 54.58 45.41 100 SC = Scheduled Caste; ST = Scheduled Tribe; BC = Backward Caste; OC = Other Caste (Upper Caste) FA = No. of Families / Households; M = Male Annexure B: Social Surveys Data Tables Page B-1 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 Table B-2 Distribution of Sample Households By Sex Ratio S. No. Zone / Village SEX SEX Wise MALE FEMALE TOTAL RATIO 123456 IVery Core 1) VZM Total No. 171 128 299 1:0.75 Percentage 57.19 42.81 100 II Core 2) Venganoor Total No. 20 20 40 1:1 Percentage 50 50 100 3) Kottukal Total No. 21 25 46 1:1.19 Percentage 45.65 44.35 100 Core Total (2+3) No. 41 45 86 1:1.09 Percentage 47.67 52.32 100 III Buffer 4) Thiruvallam Total No. 15 18 33 1:1.2 Percentage 45.45 55.55 100 5) Karamkullam Total No. Percentage 35 27 62 1:0.77 Buffer Total 56.45 43.55 100 (4+5) No. 50 45 95 1:0.9 Percentage 52.63 47.37 100 IV All Zones Total No. 262 218 480 1:0.83 Percentage 54.58 45.41 100 Table B-3: Distribution of Sample Households / Population By Type of Landholding Marginal Small Medium Large S. No. Zone/ Village Landless (0.01 to 1(1.01 to 2.50(2.51 to 5(5.01 +Total Wise (0 ha) ha) ha) ha) ha) 12 3 4 5 678 IVery Core 1) VZM Total No. 37 12 1 0 0 50 Percentage 74 24 2 0 0 II Core 2) Venganoor Total No. 6 6 0 0 0 12 Percentage 50 50 0 0 0 100 3) Kottukal Total No. 9 4 0 0 0 13 Percentage 69.23 30.77 0 0 0 100 Core Total Annexure B: Social Surveys Data Tables Page B-2 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 Marginal Small Medium Large S. No. Zone/ Village Landless (0.01 to 1(1.01 to 2.50(2.51 to 5(5.01 +Total Wise (0 ha) ha) ha) ha) ha) ( 2+3 ) No. 15 10 0 0 0 25 Percentage 60 40 0 0 0 100 III Buffer 4) Thiruvallam Total No. 7 2 1 0 0 10 Percentage 70 20 10 0 0 100 5) Karamkullam Total No. 13 1 1 0 0 15 Percentage 86.65 6.67 6.67 0 0 100 Buffer Total (4+5) No. 20 3 2 0 0 25 Percentage 80 12 8 0 0 100 IV All Zones Total No. 72 25 3 0 0 100 Percentage 72 25 3 0 0 100 1 Hectare = 2.47 Acres = 247 Cents Table B-4: Distribution of Sample Households by Type of House S. No. Zone/ villageHuts Kutcha Pucca Total Wise Code 1 Code Tiled/stone R.C.C. 2+4 Code 5 Code 3 1234567 IVery Core 1) VZM Total No. 4 23 14 9 50 Percentage 8 46 28 18 100 II Core 2) Venganoor Total No. 2 6 3 1 12 Percentage 16.66 50 25 8.33 100 3) Kottukal Total No. 3 3 5 2 13 Percentage 23.07 23.07 41.66 15.38 100 Core Total ( 2+3 ) No. 5 9 8 3 25 Percentage 20 36 32 12 100 III Buffer 4) Thiruvallam Total No. 2 4 4 0 10 Percentage 20 40 40 0 100 5) Karamkullam Total No 1 7 6 1 15 Percentage 6.67 46.67 40 6.67 100 Buffer Total Annexure B: Social Surveys Data Tables Page B-3 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 S. No. Zone/ villageHuts Kutcha Pucca Total Wise Code 1 Code Tiled/stone R.C.C. 2+4 Code 5 Code 3 1234567 ( 4+5 ) No. 3 11 10 1 25 Percentage 12 44 40 4 IV All Zones Total No. 12 43 32 13 100 Percentage 12 43 32 13 100 Table B-5: Distribution of Sample Households by Head of the Family S. No. Zone / Village Family head Total Wise Male Female 12 3 4 5 IVery Core 1) VZM Total No. 45 5 50 Percentage 100 100 100 II Core 2) Venganoor11 1 12 Percentage 52.4 25 48.0 3) Kottukal10 3 13 Percentage 47.6 75 52 Core Total (2+3) No. 21 4 25 Percentage 100 100 100 III Buffer 4) Thiruvallam 8 2 10 Percentage 34.8 100 40 5) Karamkullam 15 0 15 Percentage 65.2 0 60 Buffer Total (4+5) No. 23 2 25 Percentage 100 100 100 IV All Zones Total No. 89 11 100 Percentage 89 11 Table B-6: Distribution of Sample Households by Religion S. No. Zone / Village Wise Hindu Muslims Christian Others Total 1 2 34567 IVery Core A1) VZM 183 29 0 50 Percentage 100 100 100 II Core 2) Venganoor 11 0 0 1 12 Percentage 52.4 0 0 100 48 3) Kottukal 10 2 1 0 13 Percentage 47.6 100 100 0 52 Annexure B: Social Surveys Data Tables Page B-4 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 S. No. Zone / Village Wise Hindu Muslims Christian Others Total Core Total (2+3) No. 21 2 1 1 25 Percentage 100 100 100 100 100 III Buffer 4) Thiruvallam 8 1 0 1 10 Percentage 66.7 100 0 50 40 5) Karamkullam 4 0 10 1 15 Percentage 33.3 0 100 50 60 Buffer Total (4+5) No. 12 1 10 2 25 Percentage 100 100 100 100 100 IV All Zones Total No. 51 6 40 3 100 Percentage 51 6 40 3 100 Table B-7: Distribution of Sample Households by Literacy S. No. Zone/ Village Literate Illiterate Total Wise M F TM FTM F T 1 2 3 4 5 6 7 8 9 10 11 IVery Core 1) VZM Total No. 115 96 211 56 32 88 171 128 299 Percentage 54.50 45.50 100 54.54 45.56 100 54.50 45.50 100 II Core 2) Venganoor Total No.1919383 3 6 202040 Percentage 50 50 100 50 50 100 50 50 100 3) Kottukal Total No.1918372 3 5 211940 Percentage 51.35 48.65 100 66.66 33.33 100 52.5 47.5 100 Core Total (2+3) No.3837755 6 11414586 Percentage 50.6 49.4 100 60 40 100 51.25 48.75 100 III Buffer 4) Thiruvallam Total No.1514291 2 3 161430 Percentage 51.72 48.28 100 100 0 100 53.33 46.66 100 5) Karamkullam Total No.3227592 2 4 322759 Percentage 54.23 45.76 100 0 0 0 54.23 45.76 100 Buffer Total (4+5) No.4741883 4 7 504595 Percentage 53.41 46.59 100 100 0 100 53.93 46.06 100 IV All Zones Total No. 200 174 374 62 44 106 262 218 480 Percentage 53.47 46.52 100 56 44 100 53.78 46.22 100 Annexure B: Social Surveys Data Tables Page B-5 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 Table B-8: Distribution of Sample Households by Level of Education S. No. Zone / Village Upto Primary Upto SSC Upto Inter Degree & Above Total Wise MFTMFTMFTMFTMFT 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 I Very Core 1) VZM Total No. 41 21 62 54 47 101 9 10 19 11 18 29 115 96 211 Percentage 66.13 33.87 100 53.47 46.53 100 47.37 52.63 100 39.93 62.06 100 54.50 45.50 100 II Core 2) Venganoor Total No. 53811819112279191938 Percentage 62.5 37.5 100 57.9 42.1 100 50 50 100 22.22 77.78 100 50 50 100 3) Kottukal Total No. 33612719055437191837 Percentage 50 50 100 63.16 36.84 100 0 100 100 57.14 42.86 100 51.35 48.65 100 Core Total (2+3) No. 861423153816761016383775 Percentage 57.14 42.86 100 60.52 39.48 100 14.29 85.71 100 37.5 62.5 100 50.67 49.33 100 III Buffer 4) Thiruvallam Total No. 2469312145336151429 Percentage 33.33 66.67 100 75.25 24.75 100 20 80 100 50 50 100 51.72 48.28 100 5) Karamkullam Total No. 10616201636033224322759 Percentage 62.5 37.5 100 55.56 44.44 100 0 100 100 50 50 100 54.24 55.76 100 Buffer Total (4+5) No. 1210222919481785510474188 Percentage 54.54 45.46 100 60.45 39.55 100 12.5 87.5 100 50 50 100 53.41 46.59 IV All Zones Total No. 61 37 98 106 81 187 11 23 34 22 33 55 200 174 374 Percentage 62.24 37.76 100 56.68 43.32 100 32.35 67.65 100 40 60 100 53.48 46.52 100 Annexure B: Social Surveys Data Tables Page B-6 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 Table B-9: Distribution of Sample Households by Period of Stay S. No. Zone / Village Since Birth More than 15 to 25 10 to 15 5 to 10 Less thanTotal Wise 25 Years Years Years Years 5 Years 12 3 4 5678 9 IVery Core 1) VZM Total No. 39 4 0 1 2 4 50 Percentage 100 100 0 100 100 100 100 II Core 2) Venganoor Total No. 7 0 1 0 1 3 12 Percentage 41.2 0 33.3 0 100 75 48 3) Kottukal Total No. 10 0 2 0 0 1 13 Percentage 58.8 0 66.7 0 0 25 52 Core Total (2+3) No. 170 3014 25 Percentage 100 100 100 0 100 100 III Buffer 4) Thiruvallam Total No. 7 3 0 0 0 0 10 Percentage 63.6 75 0 0 0 0 40 5) Karamkullam Total No. 4 1 2 3 1 4 15 Percentage 36.4 25 100 100 100 100 60 Buffer Total (4+5) No. 114 2314 25 Percentage 100 100 100 0 100 100 IV All Zones Total No. 67 8 5 4 4 12 100 Percentage 67 8 5 4 4 12 Annexure B: Social Surveys Data Tables Page B-7 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 Table B-10: Distribution of Sample Households / Population by Age S. No. Zone / Village 0-1 YR 2-5 YRS 6-12YRS 13-19YRS 20-39YRS 40-59TRS 60 & ABOVE TOTAL WiseMFTMFTMFTMFTMFTMFTMFTMFT 12 IVery Core 1) VZM Total No. 6 3 9 13 13 26 17 6 23 31 21 52 57 49 106 33 25 58 15 10 25 171 128 299 Percentage 66.66 33.33 100 50 50 100 73.91 26.08 100 59.61 40.38 100 53.77 46.22 100 55.17 44.82 100 60 40 100 57.19 42.80 100 II Core 2) Venganoor 1 0 1 0 1 1 1 2 3 3 3 6 7 7 14 5 3 8 3 4 7 20 20 40 Total No. Percentage 100 0 100 0 100 100 33.33 66.66 100 50 50 100 50 50 100 62.5 37.5 100 42.85 57.14 100 50 50 100 3) Kottukal 022033101112109196713325212546 Total No. Percentage 0 100 100 0 100 100 100 0 100 50 50 100 52.63 47.36 100 46.15 53.85 100 60 40 100 45.65 54.34 100 Core Total (2+3) No. 1 2 3 0 4 4 2 2 4 4 4 8 17 16 33 11 10 21 6 6 12 41 45 86 Percentage 33.33 66.66 100 0 100 100 50 50 100 50 50 100 51.51 48.48 100 52.38 47.61 100 50 50 100 47.67 52.32 100 III Buffer 4) Thiruvallam Total No. 0000440110447512639213151833 Percentage 0 0 0 0 100 100 0 100 100 0 100 100 58.33 41.66 100 66.66 33.33 100 66.66 33.33 100 45.45 54.54 100 5) Karamkullam Total No. 12320283116391181911516213352762 Percentage 33.33 66.66 100 100 0 100 72.72 27.27 100 66.66 33.33 100 57.89 42.10 100 68.75 31.25 100 66.66 33.33 100 56.45 43.54 100 Buffer Total (4+5) No. 1 2 3 2 4 6 8 4 12 6 7 13 18 13 31 17 8 25 4 1 5 50 45 95 Percentage 33.33 66.66 100 33.33 66.66 100 66.66 33.33 100 46.15 53.84 100 58.06 41.93 100 68 32 100 8 0 20 100 52.63 47.36 100 IV All Zones Total No. 8 7 15 15 21 36 27 12 39 41 31 73 92 78 170 61 43 104 25 17 42 262 218 480 Percentage 53.33 46.67 100 41.67 58.33 100 69.23 30.77 100 56.16 42.47 100 54.12 45.88 100 57.69 41.35 100 59.52 40.48 100 54.58 45.42 100 Annexure B: Social Surveys Data Tables Page B-8 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 Table B-11: Distribution of Sample Households by Occupation Zone / Village Agricultural Dairy/ Allied To Household Industrial Trade & Cultivators Govt. Service Total S. No. Wise Labourers Agricultural Industry, Artisans & Labourer Commerce Activities Services MFTMFTMFTMFTMFTMFTMFTMFT IVery Core 1) VZM Total No. 20216016351449358505516033662389 Percentage 100 0 100 100 0 100 71.43 27.57 100 37.5 62.5 100 100 0 100 83.33 16.77 100 0 100 100 74.16 25.84 100 II Core 2) Venganoor Total No. 2025051010110110110118412 Percentage 100 0 100 100 0 100 100 0 100 0 100 100 0 100 100 0 100 100 0 100 100 66.66 33.34 100 3) Kottukal Total No. 20240430324610111211214620 Percentage 100 0 100 100 0 100 100 0 100 33.33 66.77 100 100 0 100 50 50 100 50 50 100 70 30 100 Core Total (2+3) No.404909404257112123123221032 Percentage 100 0 100 100 0 100 100 0 100 28.57 71.43 100 50 50 100 33.33 66.67 100 33.33 66.67 100 68.75 31.25 100 III Buffer 4) Thiruvallam Total No. 50531411221310111213417 Percentage 100 0 100 75 25 100 50 50 100 66.67 33.33 100 100 0 100 50 50 100 76.47 23.53 100 5) Karamkullam Total No. 101101314134606202 14418 Percentage 100 0 100 100 0 100 75 25 100 25 75 100 100 0 100 100 0 100 77.77 22.23 100 Buffer Total (4+5) No.10160662824681930311227835 Percentage 100 0 100 100 0 100 75 25 100 33.33 66.67 100 88.89 11.11 100 100 0 100 50 50 100 77.14 22.86 100 IV All Zones Total No. 7 0 7 31 0 31 45 16 61 7 14 21 14 2 16 9 3 12 2 6 8 115 41 156 Percentage 100 0 100 100 0 100 73.77 26.23 100 33.33 6677 100 87.5 12.5 100 75 25 100 25 75 100 73.7 26.3 100 Annexure B: Social Surveys Data Tables Page B-9 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 Table B-12: Distribution of Sample Households by Annual Income People Earning Total Rs S. No Zone / Village Upto Rs 13,000 to Rs 36,001/- toRs 72,001/- to1,44,001/- Wise Rs 12,999/- 36,000/- 72,000/- 1,44,000/- and Above 12 34 5 6 78 IVery Core 1) VZM Total No. 3 17 13 8 9 50 Percentage 100 100 100 100 100 II Core 2) Venganoor Total No. 1 5 3 3 0 12 Percentage 33.3 50 50 60 48.0 3) Kottukal Total No. 2 5 3 2 1 13 Percentage 66.7 50 50 40 100 100 Core Total ( 2+3 ) No. 3 10 6 5 1 25 Percentage 100 100 100 100 100 III Buffer 4) Thiruvallam Total No. 1 5 0 2 2 10 Percentage 100 38.5 0 66.7 66.7 5) Karamkullam Total No. 0 8 5 1 1 15 Percentage 61.5 100 33.3 33.3 60 Buffer Total ( 4+5 ) No. 1 13 5 3 3 25 Percentage 100 100 100 100 100 100 IV All Zones Total No. 7 40 24 16 13 100 Percentage 7 40 24 16 13 100 Table B-13: Distribution of Sample Households / Population by Caste and Income S. No. Zone / Income SC ST BC OC Total Group FA FA FA FA FA 12 34 5 6 7 IVery Core 1) VZM Income High No. 11 1 12 Percentage 28.9 8.3 Medium No. 13 5 18 Percentage 34.2 41.7 Low No. 14 6 20 Percentage 36.8 50 Annexure B: Social Surveys Data Tables Page B-10 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 S. No. Zone / Income SC ST BC OC Total Group FA FA FA FA FA 12 34 5 6 7 Total No. 38 12 50 Percentage 100 100 II Core VEG + KOT Income High No. 1 1 3 5 Percentage 33.3 7.6 37.5 Medium No. 1 5 6 Percentage 33.3 38.46 Low No. 1 1 7 5 14 Percentage 33.3 100 53.85 62.5 Total No. 3 1 13 8 25 Percentage 100 100 100 100 III Buffer TIR + KAR Income High No. 4 2 6 Percentage 23.3 40 Medium No. 4 2 6 Percentage 23.3 40 Low No. 3 9 1 13 Percentage 100 52.94 20 Total No. 3 17 5 25 Percentage 100 100 100 7 IV All Zones Income High No. 1 16 6 23 Percentage Medium No. 1 22 7 30 Percentage Low No. 4 1 30 12 47 Percentage Total No. 6 1 68 25 100 Percentage Table B-14: Ranking Of Priorities for Development Indicators Number Indicator Score obtained Rank out of 1100 1 Better roads / widening of roads for 675 4 smooth movement of vehicles 2 New railway line 576 6 3 Better management of beach front road 853 1 / path way with electricity, water and sanitation facilities 4 Better health care for infants, children 764 2 and women Annexure B: Social Surveys Data Tables Page B-11 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 5 Cleaner environment around fishing 517 9 grounds 6 Promotion of technical education 673 5 centers 7 Improvement of inland water ways 427 11 8 Strengthening and improving present 439 10 marine / fish catch / processing storage / marketing in order to benefit fishermen and women 9 Curbing evil habits like drinking liquor, 564 7 smoking among people through IEC campaigns and make them better citizens 10 Promotion of industrial development by 695 3 establishing industries related to fisheries / coir/ handlooms/ horticulture etc. 11 Better coastal management plan in 557 8 collaboration with different departments, like revenue, fisheries, port, block, panchayath, elected people, NGO’s etc. Annexure B: Social Surveys Data Tables Page B-12 ANNEXURE C SOCIO-ECONOMIC CASE STUDIES Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 Annexure C: Socio-Economic Case Studies C.1 CASE STUDY 1 C.1.1 Demographic/ Family Profile Benhar, aged 37, is from Vizhinjam which falls under the very core zone of the study area.. His family consists of his wife Stella (30yrs), four children aged 7yrs, 6yrs, 5yrs and 4yrs and his mother Lilly (60yrs). He belongs to the Mukkuva community, the traditional fishing community in this region. Religion wise he belongs to the Latin Catholic denomination of the Roman Catholic Church. C.1.2 Economic Profile Benhur engages in fish trade and has a mini lorry to facilitate trading activity. He participates in the auction in which fish catch is sold locally on shore. He ferries the fish load to various fish markets far and near with the help of a driver. The driver is paid Rs.250 per day. He has a pucca house, recently completed with Bank loan. He belongs to the high-income group. He says that in a year he is able to work only for 300 days. The rest of the time accounts for holidays due to ban on trawling. The volume of business varies from season to season and even from day to day. There is no fixed return. Still on an average he gets Rs. 28000 a month. Thus his annual income comes to about A. Annual Income – 28000 X 10 = 280000 B. Expenditure on trading activity: Wages to the driver at Rs. 7500 per month for 10 months 75000 On repairs and maintenance 3500 On fuel at Rs.150 a day for 300 days 45000 Total 123500 C. Net Income (A-B) = 280000 - 123500 156500 D. Family Expenditure Food including milk, 5000x 12 = 60000 Clothing = 10000 Annexure C: Socio-Economic Case Studies Page C-1 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 Medical = 8000 Educational Expenses = 14000 Loan Repayment = 30000 Festivals and Pilgrimage = 12000 Sundry Expenses = 7000 141000 E. Savings (C-D) = 15500 The respondent is not in the habit of saving for future. He trusts that the Almighty will take care of everything. He is very much for the proposed port. He believes that alternate employment will change the face of the area and the state. C.2 CASE STUDY 2 C.2.1 Demographic /Family Profile Dasappan, 36 years of age is the head of the family. He lives with wife and four children aged between 5 and 10. Along with him stay his father and mother and one younger brother (22) and sister (19). He lives in Vizhinjam, which comes under the very core zone of the study area. Dassappan belongs to Latin Catholic Community by religion and belongs to the fisherman community. C.2.2 Boat Profile He owns a Fiber boat, which is mechanized with Zuzuki outdoor engine. The boat costs Rs. 89000/- the engine cost comes to Rs. 75000/- and the nylon net costs around 20000/-. He engages besides himself three workers on cost sharing and fish catch sharing basis. C.2.3 Profile of Fishing Activity Dassappan goes for fishing for 20 days on an average in a month. He operates for all 12 months of the year. The close by Vizhinjam harbour makes it possible. C.2.3.1 Fish Catch/ Cost/ Sharing The quantity of the fish catch varies. Certain days he gets a good catch. Some days return empty handed. There is great uncertainty about the whole business. Nevertheless on an average he gets 500 kilogram of fish, both big and small. He operates both times of the day, morning and evening and the said quantity is for a day. There is high fluctuation in the price as well. If the catch is phenomenal for all process slump and at such times there are no takes even. Fish is auctioned for a throw away price or given almost free. At favorable times he gets good bargain. Annexure C: Socio-Economic Case Studies Page C-2 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 It is admitted by him that the catch averages to Rs. 2500 per day and hence his annual income is as given below: Average per day 2500/- No. of days in a month 20 Total Catch worth 2500 X 20= 50000/- Average per year 50000 X 12= 600000/- Cost sharing: The prevailing cost sharing pattern is : A mandatory ‘tithe’ of Rs. 10/per 1000 is given to the church a sum of Rs. 900 is set apart for fuel cost and depreciation/ repairs cost. Another Rs. 100 is taken as common expense like pan/beedi/ cigarette for all and Tea café before embarking on fishing. The two comes to Rs. 100. The remaining amount is divided into six equal parts/ shares. The owner gets For boat 1 part For engine and net 1 part For his labour 1 part Other labour cost 3 Total labour cost 6 The available amount will be 2500 – 1000 (fuel etc..) 25 ------1025 Thus the amount causes to Rs. 1475 to be divided into six shares as mentioned above and one share comes to Rs. 245/- The owner gets: a. 1000 what is set apart as fuel cost. b. 245 X 3 = 735 for his three shares on days when he is not going he gets tow shares. Annexure C: Socio-Economic Case Studies Page C-3 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 Monthly return from fish catch 1735 X 20 = 34700 Annual 34700 X 12 = 416400 This is the gross income of the family. Expenditure on fishing activity: Per month fuel 900 X 20= 18000 Pan/Beedi/Tea 100 X 20= 2000 Per annum 240000 Repairs of net, drying of it etc12000 Tithe to the church @ 25 per day 25 X 20 X 12= 6000 Loan repayment Rs. 67 per day X 20 X12= 8880 ------266880 Net income is 416400 - 266880 ------149520 Family Expense: For ten people Food 90000 Clothing 9000 Education 10000 Health Care 7500 Festivals/Church activities 10000 Loan Repayment 12000 Other expenses 10000 Annexure C: Socio-Economic Case Studies Page C-4 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 There is hardly any savings for a person who earns a tidy amount in a year. There are many reasons for the same. The payment of Rs 25 per thousand rupees catch a day is an exorbitant amount. This is a flat rate of interest-levied persons who have availed any amount upto 50000. The outflow of Rs. 67.50 a day is a substantial amount. The loan amount is be paid as and when the person is ready and willing. The loan repayment never ends. Expense on religious festivals and other customs cost a lot. People do not mind spending any amount on birth-death related rituals of kith and kin. Savings for the rainy day is not in the culture of the people. “‘Mother sea will provide’ if not today or tomorrow but certainly the day after tomorrow”. C.3 CASE STUDY 3 C.3.1 Demographic /Family Profile Maria Francis 28 years old house wife and bread winner of the family of four. Her husband Francis 35 is a semiskilled agricultural worker. They have a son, who studies in the 1st standard. Maria’s father, 60 years of age and unemployed, also stays with them. They live in a small thatched house. She is from the very core zone study area. C.3.1.1 Occupational Profile Maria owns a sewing machine and she undertakes stitching of ladies and kids items. She has a steady income of about Rs. 1500 per month. Her husband also gets occasional work as coolie and gets about 1500 a month. Together they have an income of Rs. 3000 per month and their annual income works out to Rs. 36000/- They have very frugal needs and nearly 70% of the earnings are spent on food and related items like milk, fuel etc. They spent nearly Rs. 800 on clothing but expense on medicines cost them Rs. 900. Other sundry expense includes travel & festivals which amount to Rs. 2500/- per annum. They try to make both ends meet without running into debt trap. They have a small saving too. Here is a family where the woman gets an earning equal or more compared to her partner. She involves in decision making and run the family on a tight budget earning for future unexpected needs. The family is enthusiastic about the region being developed into a commercial centre for International shipping industry. No hesitation in saying that the spill over benefits will see them through a bright future. C.4 CASE STUDY 4 Mr. Ajith , 30, is running a medical store in Karumkulam falling under the buffer zone of the study area. He is the eldest son of Viswanathan (62) and Vishalakshi (56). Apart from his parents, Ajith’s younger sister and brother stay together constituting a family of five. The family can be considered as high income family. Annexure C: Socio-Economic Case Studies Page C-5 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 C.4.1 Economic Profile Ajith owns his land and building. Beside these he has invested another Rs. 1.5 lakhs as working capital medicine and furnishing. He employes a qualified pharmacist paying Rs. 4500 per month as salary. Ajith gives himself an honorarium of Rs. 6000 per month and another Rs. 6200 by way of margin from the business. The annual income of Ajith is 1,46,400. The expenditure is : Food 60000 Milk 7200 Clothing 3300 Electricity 3500 Telephone 9000 Other 3000 Total 85000 The income over expense is calculated as 1,46,400 – 85000 = 61,400. The amount can be considered as savings. He is mindful of his responsibility of giving off his sister in marriage. Marriages in these parts of the state are a very expensive affair. Ajith knows about the upcoming port project and welcomes it. He feels that the area has tremendous potential for growth and expansion and stating of diversified income generating activities like travel and tourism. C.5 CASE STUDY 5 C.5.1 Demographic/Family profile: Mr. Sutheeran is 37 years of age. He is married to Preethi, 27 and has two daughters aged 4 and 1. He has no land or house of his own. He lives in a rented house. He belongs to scheduled caste community. C.5.2 Economic Profile: He has completed wireman course from ITI and is a self employed person. He earns a monthly income of Rs. 2250 by working as electrical wireman. His wife is not gainfully employed. The only source of income is from the head of the family. Annual income comes to Rs. 27000 Annexure C: Socio-Economic Case Studies Page C-6 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 Annual Expenditure: Food 12000 Milk 3600 Clothing 750 Health care 1000 Education 1000 Rent 6600 ------ Total 24950 The family barely makes both ends meet. They survive a subsistence level. No hope of a way out. He too hopes for better times a head with the port coming up very soon. C.6 CASE STUDY 6 C.6.1 Demographic/Family Profile: Mr. Mahadevan is 55 years old. He lives with his wife Vimala 50. They both live in their own house, which is mud house, but with tiled roof. They own no agricultural land but earns a living by engaging in cultivation. By religion he is a Hindu belonging to other backward community. C.6.2 Economic Profile: He takes land on lease from others and profitably cultivate vegetables and other seasonal crops like tapioca and yam. The land is very fertile and has irrigation facilities. Cultivation is done on a sharecropping basis. He is assisted by his wife in the agricultural activities. The couple gets an annual income of Rs.50000/-. There is no assumed monthly income since all the operations are seasonal and prices depend as market fluctuations. The major expenses are manure, pesticides and seedlings. The amount mentioned is Family expenses: Food 18000 Milk 2500 Clothing 1500 Other expenses 3000 include travel, electricity and entertaining guests. Annexure C: Socio-Economic Case Studies Page C-7 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 They have saving of nearly Rs. 25000 a year. It is interesting to note that they do not spend anything as health care. Their regular exercise by way of work, good balanced diet, etc. keep them hale and healthy. Expense on food is kept to the minimum because they do not spend much on vegetables and fruits. Theirs is a contented family taking pride in a traditional occupation and enjoying freedom as well as being is with the rhythm of the nature. C.7 CASE STUDY 7 C.7.1 Demographic/Family Profile Mr. Narendra Nadar belongs to Hindu Nadar community, which is considered a backward community. He is 40 years of age and lives with his wife Jaya, 40. They own a pucca house. He belongs to the very core zone of the study area. C.7.2 Economic profile: He is an agricultural labour having no regular work since agriculture is seasonal and land holding pattern here leaves very little land for large-scale agricultural operations. He says he has just six cents of land. He cultivate the land and produces vegetables which are sold in the market. It brings him some money to meet exigencies. He says he gets about 500 rupees as wage in a month. But his annual expense is calculated Rs. 24000, i.e. Rs. 2000 per moth on an average. Here is a classical example of people hiding facts from authorities hoping to get some financial assistance from the agency conducting the study. It is not uncommon at here that even salaries government employees hold ration cards showing monthly income of Rs. 500. Annexure C: Socio-Economic Case Studies Page C-8 ANNEXURE D ENVIRONMENTAL MONITORING PROGRAM Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 Annexure D: Environmental Monitoring Programme D.1 Construction Phase The environmental attributes to be monitored during the development phase should cover both the marine and terrestrial environments. The monitoring programme for the construction phase is presented in Table D-1 to Table D-6. Table D-1: Marine Water Quality Monitoring during Construction Phase 1. Objective of The objective of marine water quality monitoring is to list out the Monitoring changes in the water quality during the construction of breakwaters and the capital dredging and use the results in planning the respective operations. Physical Properties: pH, EC, Salinity, Temp , Turbidity 2. Parameters to Chemical Properties : DO, BOD, COD, Oil & Grease, Nutrients, be monitored Sulphates, Chlorides Heavy Metals : Fe, Zn. Mg, Mn, Cd, Cr., Hg Bacteriological parameters : Coliform count Marine Biology : Phytoplankton and Zooplankton 3. Sampling Marine Water: Marine Water should be collected using a bottom Methodology sampler (Nishkin Sampler). Onsite Tests such as pH, DO, Temp, EC should be recorded immediately after the sample collection. The samples intended for chemical, Heavy metals and Bacteriological analysis should be suitably preserved with necessary reagents. The plankton samples should be collected using plankton net of dia. of 0.35m, No.25 mesh size 63 µ. The plankton net should be towed for 15 minutes at the sampling locations for collection of samples for estimation of Phytoplankton and Zooplankton. Three locations: 4. No. of locations • Vizhinjam Fishery Harbour • Near Breakwaters • Approach Channel 5. Frequency of The samples should be collected on a weekly basis commencing Measurements one week prior to commencement of construction and spread over for the entire construction period. 6. Compliance The tested samples should be compared with the Primary water quality standards framed by Central Pollution Control Board and also with other relevant guidelines to assess the compliance during the entire phase of the construction activities. Annexure D: Environmental Monitoring Programme Page D-1 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 Table D-2: Continuous Monitoring of Turbidity during Construction Phase 1. Objective Turbidity is an important indicator to predict the impacts on the marine environment. Therefore controlling Turbidity during the capital dredging and breakwater construction will largely mitigate the impacts on the marine aquatic communities. 2. Parameters to be Turbidity , TSS , TDS monitored 3. Sampling The samples for checking Turbidity should be collected Methodology using a bottom sampler (Nishkin Sampler) from the sampling locations. Immediately the samples should be tested for Temperature, Turbidity, TSS, TDS Three Locations: 4. No. of locations • Near Breakwaters • Reclamation Areas • Approach Channel 5. Frequency of Three times in a day to cover the complete the working shift Measurements 6. Compliance Currently there are no specific guidelines for measuring Turbidity in India. OPST standards should be taken as the guideline for limiting the Turbidity. However in the event the OPST standards are not achievable then they should be relaxed with the opinion of expert’s i.e. Marine Biological Specialist keeping in view of the baseline data. First implement cessation of operations after every four hours and stop for two hours If standards are not achievable, provide silt screens in the immediate vicinity of the work area to contain the spread of Turbidity to other areas. Table D-3: Sediment Quality Monitoring during Construction Phase 1. Objective of The objective of the sediment quality monitoring is to list Monitoring out the changes in the sediment quality during the construction of breakwaters and the capital dredging and use the results in planning the respective operations. Physico-Chemical Properties : pH, Organic Matter, 2. Parameters to be Nutrients , Oil and Grease monitored Heavy Metals : Fe, Mn, Cd, Ni, Cr, Hg, Zn and Pb Benthic Communities : Macro & Micro Benthic Flora and Fauna Annexure D: Environmental Monitoring Programme Page D-2 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 3. Sampling Marine Sediment should be collected using a Peterson’s Methodology Grab Sampler. The collected sediment should be segregated on the site for analysis of Physico-chemical parameters, Heavy Metals and Benthic communities. The Sediment Sample for Benthic communities should be subjected to sieving to record the macro benthos and there after the samples should be preserved with Rose Bengal and Formalin Solution for further analysis of Benthic communities. Three Locations: 4. No. of locations • Vizhinjam Fishery Harbour • Near Breakwaters • Approach Channel 5. Frequency of The samples should be collected on a weekly basis Measurements commencing one week prior to commencement of construction and spread over for the entire development period. 6. Compliance At present there are no standards for sediment quality in India. However, there should not be marked variations in the tested sediment characteristics during the entire construction phase. Table D-4: Ambient Air Quality Monitoring during Construction Phase 1. Objective The ambient air quality monitoring should be carried out with an objective to plan the activities involved in the development phase in line with the ambient air quality with an aim to protect the adjoining communities from the ill effects of air pollution. 1. Suspended Particulate Matter ( SPM) 2. Parameters to be 2. Respirable Particulate Matter ( RPM) monitored 3. Sulphur Dioxide ( SO2 ) 4. Oxides of Nitrogen ( NOx ) 5. Carbon Monoxide ( CO) 6. Hydrocarbons ( HC ) 3. Sampling The air quality monitoring should be conducted using High Methodology Volume Samplers. CO will be collected by Peroxide tube method or by portable CO meter. HC should be collected in Mylar Bags. Three Locations: 4. No. of locations • Vizhinjam • Mukkola Balaramapuram Annexure D: Environmental Monitoring Programme Page D-3 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 5. Frequency of Once in a month @ two days per monitoring Measurements 6. Compliance The monitoring results should be compared with the National Ambient Air Quality Standards. Table D-5: Noise Level Monitoring during Construction Phase 1. Objective The objective of noise level monitoring is to use check the noise levels in the vicinity of the Vizhinjam Port against the background levels and the plan the activities accordingly with out affecting the communities in the surroundings of the Vizhinjam Port. 2. Parameters to be Hourly noise levels for 24 hours monitored 3. Sampling The noise levels should be recorded using a portable hand Methodology held noise level meter. Three Locations: 4. No of locations • Vizhinjam • Mukkola • Balaramapuram 5. Frequency of Once in a fortnight Measurements 6. Compliance The monitoring results should be compared with the National Ambient Noise Quality Standards. Table D-6: Ground Water Quality Monitoring during Construction Phase 1. Objective The main objective of the Ground Water Quality monitoring is to check the incidence of salt-water intrusion into the ground water aquifers due to the capital dredging of the Harbour areas. Physical Parameters : pH, Temperature, Conductivity, 2. Parameters to be Chemical Parameters: BOD, COD, Alkalinity, TDS, monitored Hardness, Cl, Sulphates, Nitrates, Silica, Calcium, Magnesium, Sodium, Potassium, Oil and Grease, Phenolic compounds. Heavy Metals : As, Hg, Fe, Pb, Cd, Cr, Zn, Se Bacteriological Parameters : Coliform counts Annexure D: Environmental Monitoring Programme Page D-4 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 3. Sampling Water samples need to be collected in Polyethylene Methodology containers (about 1000 ml). The samples for chemical, heavy metals and bacteriological analysis should be segregated during the time of analysis 4. No of locations Three Locations: • Vizhinjam • Mulloor • Pullinkudi 5. Frequency of Once in a week Measurements 6 Compliance The monitoring results should confirm with IS 10500 Drinking Water Standards. D.2 Operation Phase The attributes to be monitored as a part of the mitigation measures are Air Quality, Noise Levels, Marine Water Quality and Sediment. The monitoring programme for the operation phase is presented in Table D-7 to Table D-11. Table D-7: Marine Water Quality Monitoring during Operation Phase 1. Objective of The objective of marine water quality monitoring is to list out the Monitoring changes in the water quality during the operation phase of the Vizhinjam Port and use the results in enhancing the pollution control measures. Physical Properties: pH, EC, Salinity, Temp , Turbidity 2. Parameters to Chemical Properties : DO, BOD, COD, Oil & Grease, be monitored Nutrients, Sulphates, Chlorides Heavy Metals : Fe, Zn. Mg, Mn, Cd, Cr., Hg Bacteriological parameters : Coliform count Marine Biology : Phytoplankton and Zooplankton 3. Sampling Marine Water should be collected using a bottom sampler Methodology (Nishkin Sampler). Onsite Tests such as pH, DO, Temp, EC should be recorded immediately after the sample collection. The samples intended for chemical, heavy metals and bacteriological analysis should be suitably preserved with necessary reagents. The plankton samples should be collected using plankton net of dia. of 0.35m, No.25 mesh size 63 µ. The plankton net should be towed for 15 minutes at the sampling locations for collection of samples for estimation of Phytoplankton and Zooplankton. Four Locations Locations: 4. No of locations • Harbour basin • Approach Channel • Berthing Areas • Fishery Harbour Annexure D: Environmental Monitoring Programme Page D-5 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 5. Frequency of The samples should be collected on a monthly basis Measurements commencing one month prior to commencement of commissioning of the port and spread over for the entire project life cycle. 6. Compliance The tested samples should be compared with the Primary water quality standards framed by Central Pollution Control Board and also with other relevant guidelines to assess the compliance during the entire phase of the construction activities. Table D-8: Sediment Quality Monitoring during Operation Phase The objective of the sediment quality monitoring is to list 1. Objective of out the changes in the sediment quality during Monitoring Operation phase of the Vizhinjam Port and to asses the quality with the background levels. Physico-Chemical Properties : pH, Organic Matter, 2. Parameters to be Nutrients , Oil and Grease monitored Heavy Metals : Fe, Mn, Cd, Ni, Cr, Hg, Zn and Pb Benthic Communities : Macro & Micro Benthic Flora and Fauna 3. Sampling Marine Sediment should be collected using a Peterson’s Methodology Grab Sampler. The collected sediment should be segregated on the site for analysis of Physico-chemical parameters, Heavy Metals and Benthic communities. The Sediment Sample for Benthic communities should be subjected to sieving to record the macro benthos and there after the samples should be preserved with Rose Bengal and Formalin Solution for further analysis of Benthic communities. Three Locations: 4. No of locations • Harbour basin • Port Entrance Channel • Near Breakwaters 5. Frequency of The samples should be collected on a monthly basis Measurements commencing one month prior to commencement of commissioning of the port and spread over for the entire project life cycle. 6. Compliance The sediment quality may be compared with the baseline conditions to assess the conditions during the operation phase. Annexure D: Environmental Monitoring Programme Page D-6 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 Table D-9: Ambient Air Quality Monitoring during Operation Phase 1. Objective The ambient air quality monitoring should be carried out with an objective to keep a record of air quality in order to assess the changes in the ambient air quality due to the various port operations. The results shall be compared with the background levels and the same will be used in planning the operations of the port. 1. Suspended Particulate Matter ( SPM) 2. Parameters to be 2. Respirable Particulate Matter ( RPM) monitored 3. Sulphur Dioxide ( SO2 ) 4. Oxides of Nitrogen ( NOx ) 5. Carbon Monoxide ( CO) 6. Hydrocarbons ( HC ) 3. Sampling The air quality monitoring should be conducted using High Methodology Volume Samplers. CO will be collected by Peroxide tube method or by portable CO meter. HC should be collected in Mylar Bags. Five Locations: 4. No of locations • Cargo handling areas • Vizhinjam • Mukkola • Pulinkudi • Balaramapuram 5. Frequency of Once in a week @ two days per monitoring Measurements 6. Compliance The monitoring results should be compared with the National Ambient Air Quality Standards. Table D-10: Noise Level Monitoring during Operation Phase 1. Objective The noise level monitoring should be carried out with an objective to list the changes in the background noise levels due to the various port operations. The results shall be compared with the background levels and the same will be used in planning the operations of the port. 2. Parameters to be Hourly noise levels for 24 hours monitored Sampling The noise levels should be recorded using a portable hand Methodology held noise level meter. Annexure D: Environmental Monitoring Programme Page D-7 Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 1 Five Locations: 4. No of locations • Cargo handling areas • Vizhinjam • Mukkola • Pulinkudi • Balaramapuram 5. Frequency of Once in a week Measurements 6. Compliance The monitoring results should be compared with the National Ambient Noise Quality Standards. Table D-11: Ground Water Quality Monitoring during Operation Phase 1. Objective The main objective of the Ground Water Quality monitoring to check the incidence of salt-water intrusion into the ground water aquifers and also the changes in water quality due to the various waste discharges into the harbour basin. Physical Parameters : pH, Temperature, Conductivity, 2. Parameters to be Chemical Parameters: BOD, COD, Alkalinity, TDS, monitored Hardness, Cl, Sulphates, Nitrates, Silica, Calcium, Magnesium, Sodium, Potassium, Oil and Grease, Phenolic compounds. Heavy Metals : As, Hg, Fe, Pb, Cd, Cr, Zn, Se Bacteriological Parameters : Coliform counts 3. Sampling Water samples need to be collected in Polyethylene Methodology containers (about 1000 ml). The samples for chemical, heavy metals and bacteriological analysis should be segregated during the time of analysis Two Locations: 4. No of locations • Vizhinjam • Mulloor 5. Frequency of Once in a month Measurements 6. Compliance The monitoring results should confirm with IS 10500 Drinking Water Standards. Annexure D: Environmental Monitoring Programme Page D-8 APPENDICES APPENDIX B SOCIO-ECONOMIC SURVEYS REPORT Appendix B Socio-Economic Survey Report 1.0 BACKGROUND The mandate given by L&T-RAMBØLL Consulting Engineers Limited to Loyola College of Social Sciences, Thiruvananthapuram was to prepare a meaningful socio-economic profile of the population representing all occupational groups within 0-10 km radius of Vizhinjam, which is the site proposed for port project. 2.0 METHODOLOGY 2.1 Study Area / Universe The entire study area was divided into three zones viz., Very Core Zone (VCZ) of 0 – 2 km radius, Core Zone (CZ) of 2 – 5 km radius and Buffer Zone (BZ) of 5 – 10 km radius. The study area / universe comprises 27 habitations, falling within these zones, in 10 km radius of Vizhinjam. 2.2 Sample of Habitations A representative sample of all the habitations has been taken for the study, keeping in view all the three zones. The VCZ includes Vizhinjam central village. Venganoor in north east and Kottakkal in the east are in the CZ. Thiruvallam in the north west and Karumkulam in the south east are in the BZ. A sample size of 100 households was selected giving due weightage to all the zones. Proportionate representation was given to 10 occupational categories identified in the area under study. Accordingly, the following number of families were considered: VCZ = 50 families CZ = 25 families BZ = 25 families 2.3 Occupational Profile The 10 occupational profiles considered are: 1. Fishing 24 2. Agricultural labour 24 3. Service holders (Private and government sectors) 13 4. Trade and commerce 11 5. Cultivators 09 6. Industrial workers 08 7. House hold industry 04 8. Construction 03 9. Transport and communication 03 10. Quarry 01 100 1 These ten occupational categories were further grouped into five broad categories, income- wise, as follows: • Agricultural based • Fishery based • Skilled workers • White collar workers • Unskilled workers The data for the study was collected with the help of an interview schedule. Pilot testing of the schedule was done prior to actual data collection. 3.0 SOCIO – ECONOMIC PROFILE OF RESPONDENTS The data collected during the surveys was analyzed for establishing the socio-economic profile of the study area and the same is presented below. 3.1 Population Characteristics The total population in all zones is 480. The average family size is 4.80. In the VCZ, the family size is about 6 per household and the population characteristics are tabulated in Table 3.1 below. Perusal of the data showed that most the respondent families belong to the Backward Class (BC) category (68). Of the 50 families in the VCZ, 38 respondents belong to BC families and the remaining 12 to Forward Caste communities. There is no presence of SC / ST families in the VCZ. However, they surfaced in other zones with miniscule presence. In the VCZ, male members outnumber the females in a very significant manner, which in turn indicates low social and health status of females. 2 TABLE NO 3. 1 DISTRIBUTION OF SAMPLE HOUSEHOLDS / POPULATION BY ZONE, VILLAGE, CASTE AND SEX Family S. No. Zone / Village SC ST BC OC TOTAL Size Wise FA M F T FA M F T FA M F T FA M F T FA M F T (22/19 ) 1 2 34567891011121314151617181920212223 IVery Core 1) VZM A Total No. 38 149 108 257 12 22 20 42 50 171 128 299 5.98 Percentage 100 57.98 42.02 100 100 52.38 47.62 100 100 57.19 42.81 100 II Core 2) Venganoor Total No. 2224114536612611819122020403.33 Percentage 66.7 50 50 100 100 20 80 100 23.1 50 50 100 75.0 57.89 42.11 100 48 50 50 100 3) Kottukal Total No. 10330000101718352448132125463.53 Percentage 33.30100100000076.948.5753.431002550501005245.6544.35100 BCore Total (2+3) No.32571145132324478151227254145863.44 Percentage 100 28.57 71.42 100 100 20 80 100 100 48.94 51.06 100 100 55.55 44.44 100 100 47.67 52.32 100 III Buffer 4) Thiruvallam Total No. 33811000 445938513101518333.3 Percentage 100 27.27 72.73 100 0 0 0 23.5 44.44 55.55 100 60 61.53 38.46 100 40 45.45 55.55 100 5) Karamkullam Total No. 000 00 00 133225572325153527624.13 Percentage 0 0 76.5 56.15 43.85 100 40 60 40 100 60 56.45 43.55 100 C Buffer Total (4+5) No. 3 3 8 11 0 0 0 17 36 30 66 5 11 7 18 25 50 45 95 3.8 Percentage 100 27.27 72.73 100 100 0 0 100 54.55 45.45 100 100 61.11 39.89 100 100 52.63 47.37 100 IV All Zones A +B+ C Total No. 65131811456820816237025483987100262218480 Percentage 6 27.77 72.23 100 1 20 80 100 68 56.21 43.78 100 25 55.17 44.82 100 100 54.58 45.41 100 SC = Scheduled Caste; ST = Scheduled Tribe; BC = Backward Caste; OC = Other Caste (Upper Caste) FA = No. of Families / Households; M = Male; F = Female; T = Total. 3 3.2 Distribution of Sample Households by Sex Ratio The distribution of the respondent families by sex ratio is given in Table 3.2 below. This table shows that in the VCZ the male population is 57.19% compared to 42.8% of female population. When it comes to sex ratio, it is 1:0.75 in the VCZ. There is no evidence of any attempt of female feoticide efforts. In fact, couples go for a third or fourth child to get a girl child. TABLE 3.2 DISTRIBUTION OF SAMPLE HOUSEHOLDS BY SEX RATIO S. No. Zone / Village SEX TOTAL SEX Wise MALE FEMALE RATIO 123456 IVery Core 1) VZM A Total No. 171 128 299 1:0.75 Percentage 57.19 42.81 100 II Core 2) Venganoor Total No. 20 20 40 1:1 Percentage 50 50 100 3) Kottukal Total No. 21 25 46 1:1.19 Percentage 45.65 44.35 100 BCore Total (2+3) No. 41 45 86 1:1.09 Percentage 47.67 52.32 100 III Buffer 4) Thiruvallam Total No. 15 18 33 1:1.2 Percentage 45.45 55.55 100 5) Karamkullam Total No. Percentage 35 27 62 1:0.77 C Buffer Total 56.45 43.55 100 (4+5) No. 50 45 95 1:0.9 Percentage 52.63 47.37 100 IV All Zones A+B+C Total No. 262 218 480 1:0.83 Percentage 54.58 45.41 100 3.3 Distribution of Sample Households by Landholding The landowning pattern of the respondent families is presented in Table 3.3 below. It is observed that 74% of the respondents from the VCZ do not own any land, though they have their dwellings. Majority of the respondent population belong to either landless or marginal landowners. 4 TABLE 3.3 DISTRIBUTION OF SAMPLE HOUSEHOLDS / POPULATION BY TYPE OF LANDHOLDING S. No. Zone / Village LANDLESS MARGINAL SMALL MEDIUM LARGE TOTAL Wise 0 HA 0.01 TO 1 HA 1.01 TO 2.50 HA 2.51 TO 5 HA 5.01 + HA 12 3 4 5 678 IVery Core 1) VZM A Total No. 37 12 1 0 0 50 Percentage 74 24 2 0 0 II Core 2) Venganoor Total No. 6 6 0 0 0 12 Percentage 50 50 0 0 0 100 3) Kottukal Total No. 9 4 0 0 0 13 Percentage 69.23 30.77 0 0 0 100 BCore Total ( 2+3 ) No. 15 10 0 0 0 25 Percentage 60 40 0 0 0 100 III Buffer 4) Thiruvallam Total No. 7 2 1 0 0 10 Percentage 70 20 10 0 0 100 5) Karamkullam Total No. 13 1 1 0 0 15 Percentage 86.65 6.67 6.67 0 0 100 C Buffer Total (4+5) No. 20 3 2 0 0 25 Percentage 80 12 8 0 0 100 IV All Zones A+B+C Total No. 72 25 3 0 0 100 Percentage 72 25 3 0 0 100 1 HECTARE = 2.47 ACRES = 247 CENTS 3.4 Distribution of Sample Households by Type of House The distribution of the sampled households by type of house is given in Table 3.4 below. This table shows the type of dwelling of the respondent families. Over 50% of the people in the VCZ live in huts and kutcha houses. The scenario is more or less same in other zones as well. TABLE 3.4 DISTRIBUTION OF SAMPLE HOUSEHOLDS BY TYPE OF HOUSE S. No. Zone/ Village HUTS KUTCHA PUCCA TOTAL Wise CODE 1 CODE 2+4 TILED/STONE R.C.C. CODE 5 CODE 3 1234567 IVery Core 1) VZM A Total No. 4 23 14 9 50 Percentage 8 46 28 18 100 II Core 2) Venganoor Total No. 2 6 3 1 12 Percentage 16.66 50 25 8.33 100 5 S. No. Zone/ Village HUTS KUTCHA PUCCA TOTAL Wise CODE 1 CODE 2+4 TILED/STONE R.C.C. CODE 5 CODE 3 1234567 3) Kottukal Total No. 3 3 5 2 13 Percentage 23.07 23.07 41.66 15.38 100 BCore Total ( 2+3 ) No. 5 9 8 3 25 Percentage 20 36 32 12 100 III Buffer 4) Thiruvallam Total No. 2 4 4 0 10 Percentage 20 40 40 0 100 5) Karamkullam Total No 1 7 6 1 15 Percentage 6.67 46.67 40 6.67 100 C Buffer Total ( 4+5 ) No. 3 11 10 1 25 Percentage 12 44 40 4 IV All Zones ( A+B+C) Total No. 12 43 32 13 100 Percentage 12 43 32 13 100 3.5 Distribution of Sample Households by Head of Family The distribution of respondent families by Head of Family is shown in Table 3.5 below. Perusal of the table reveal that 11% of the respondent families are headed by Females out of which 5% are noticed in VCZ, 4% in CZ and 2% in BZ. It is not that the families follow a matriarchal system, but deaths and desertion have made it that way. The burden of bringing up the family rests with women. TABLE 3.5 DISTRIBUTION OF SAMPLE HOUSEHOLDS BY HEAD OF THE FAMILY S. No. Zone / Village FAMILY HEAD TOTAL Wise MALE FEMALE 12345 IVery Core 1) VZM A Total No. 45 5 50 Percentage 100 100 100 II Core 2) Venganoor 11 1 12 Percentage 52.4 25 48.0 3) Kottukal 10 3 13 Percentage 47.6 75 52 B Core Total (2+3) No. 21 4 25 Percentage 100 100 100 III Buffer 4) Thiruvallam 8 2 10 Percentage 34.8 100 40 5) Karamkullam 15 0 15 Percentage 65.2 0 60 6 S. No. Zone / Village FAMILY HEAD TOTAL Wise MALE FEMALE 12345 C Buffer Total (4+5) No. 23 2 25 Percentage 100 100 100 IV All Zones A+B+C Total No. 89 11 100 Percentage 89 11 3.6 Distribution of Sample Households by Religion The religion-wise distribution of the sample households in the study area is presented in Table 3.6 below. TABLE 3.6 DISTRIBUTION OF SAMPLE HOUSEHOLDS BY RELIGION S. No. Zone / Village Wise HINDU MUSLIMS CHRISTIAN OTHERS TOTAL 1234567 IVery Core A1) VZM 18 3 29 0 50 Percentage 100 100 100 II Core 2) Venganoor 11 0 0 1 12 Percentage 52.4 0 0 100 48 3) Kottukal 10 2 1 0 13 Percentage 47.6 100 100 0 52 B Core Total (2+3) No. 21 2 1 1 25 Percentage 100 100 100 100 100 III Buffer 4) Thiruvallam 8 1 0 1 10 Percentage 66.7 100 0 50 40 5) Karamkullam 4 0 10 1 15 Percentage 33.3 0 100 50 60 C Buffer Total (4+5) No. 12 1 10 2 25 Percentage 100 100 100 100 100 IV All Zones A+B+C Total No. 51 6 40 3 100 Percentage 51 6 40 3 100 The religion-wise distribution of population in Kerala show that Hindus (57.28%) constitute the majority, Muslims come next at 23.33% and Christians are the third (19.32%). The distribution is not even everywhere. There are some districts in Kerala, which account for a single religion group to be in majority viz., Malappuram, Wynad, Idukki. Hindu, Muslim and Christian fishermen are there in Kerala but each community has its own pockets of influence due to numerical strength. In the study area, 51% of the respondents are Hindus, 40% are Christians and Muslims are just 6%. In the VCZ, out of 50 households 29 are Christians. There are 40 Christian families in the respondent population and 39 of them are from VCZ (29) and BZ (10). Though Karumkulam is in the BZ, it is actually a fishing hamlet. The concentrations of Christian families in certain areas are due to their occupational choice. Fishermen who are traditionally Christians inhabit Vizhinjam proper and other coastal belts in the study area. This concentration in isolated pockets is both a problem and a prospect. The majority-minority syndrome does come into play very often. Each group is highly excitable 7 and volatile in nature. The institutional religious leader can swing the group either way. Any entry can be made among the Christian group only through the church leaders. 3.7 Distribution of Sample Households by Literacy The distribution of the respondent families by literacy levels is presented in Table 3.7 and the level of education in Table 3.8 below. In Kerala, the male to female literacy ratio is 94:87. There is no significant difference in male to female literacy rate among the respondents in the study area. TABLE 3.7 DISTRIBUTION OF SAMPLE HOUSEHOLDS BY LITERACY S. No. Zone/ Village LITERATE ILLITERATE TOTAL Wise M F T M F T M F T 1234567891011 IVery Core 1) VZM A Total No. 115 96 211 56 32 88 171 128 299 Percentage 54.50 45.50 100 54.54 45.56 100 54.50 45.50 100 II Core 2) Venganoor Total No. 19 19 38 3 3 6 20 20 40 Percentage 50 50 100 50 50 100 50 50 100 3) Kottukal Total No. 19 18 37 2 3 5 21 19 40 Percentage 51.35 48.65 100 66.66 33.33 100 52.5 47.5 100 BCore Total (2+3) No.3837755 6 11414586 Percentage 50.6 49.4 100 60 40 100 51.25 48.75 100 III Buffer 4) Thiruvallam Total No. 15 14 29 1 2 3 16 14 30 Percentage 51.72 48.28 100 100 0 100 53.33 46.66 100 5) Karamkullam Total No. 32 27 59 2 2 4 32 27 59 Percentage 54.23 45.76 100 0 0 0 54.23 45.76 100 C Buffer Total (4+5) No. 47 41 88 3 4 7 50 45 95 Percentage 53.41 46.59 100 100 0 100 53.93 46.06 100 IV All Zones A+B+C Total No. 200 174 374 62 44 106 262 218 480 Percentage 53.47 46.52 100 56 44 100 53.78 46.22 100 TABLE 3.8 DISTRIBUTION OF SAMPLE HOUSEHOLDS BY LEVEL OF EDUCATION S. No. DEGREE & Zone / Village UPTO PRIMARY UPTO SSC UPTO INTER ABOVE TOTAL WiseMF TMF TMF TMF TMF T 1 2 34567891011121314151617 I Very Core 1) VZM A Total No. 41216254471019 101911182911596211 Percentage 66.13 33.87 100 53.47 46.53 100 47.37 52.63 100 39.93 62.06 100 54.50 45.50 100 8 S. No. DEGREE & Zone / Village UPTO PRIMARY UPTO SSC UPTO INTER ABOVE TOTAL WiseMF TMF TMF TMF TMF T 1 2 34567891011121314151617 II Core 2) Venganoor Total No.53811819112279191938 Percentage 62.5 37.5 100 57.9 42.1 100 50 50 100 22.22 77.78 100 50 50 100 3) Kottukal Total No.33612719055437191837 Percentage 50 50 100 63.16 36.84 100 0 100 100 57.14 42.86 100 51.35 48.65 100 B Core Total (2+3) No.861423153816761016383775 Percentage 57.14 42.86 100 60.52 39.48 100 14.29 85.71 100 37.5 62.5 100 50.67 49.33 100 III Buffer 4) Thiruvallam Total No.2469312145336151429 Percentage 33.33 66.67 100 75.25 24.75 100 20 80 100 50 50 100 51.72 48.28 100 5) Karamkullam Total No.10616201636033224322759 Percentage 62.5 37.5 100 55.56 44.44 100 0 100 100 50 50 100 54.24 55.76 100 C Buffer Total (4+5) No.1210222919481785510474188 Percentage 54.54 45.46 100 60.45 39.55 100 12.5 87.5 100 50 50 100 53.41 46.59 IV All Zones A+B+C Total No. 61 37 98 106 81 187 11 23 34 22 33 55 200 174 374 Percentage 62.24 37.76 100 56.68 43.32 100 32.35 67.65 100 40 60 100 53.48 46.52 100 The data shows that female population has higher educational qualifications at the rate of 2:1 ratio. In primary education, women lag behind men. When it comes to primary education beyond school final, it is girls who out number boys in all the zones. 3.8 Distribution of Sample Households by Period of Stay The distribution of respondents by period of stay is presented in Table 3.9 below. Majority of respondents are born and brought up in the area itself. Very few families are of recent origin since all are natives of this locality, their attachment to place of birth, bonds with forefathers, affection for the kith and kin, employment, means of earning a living, etc. create strong emotions. TABLE 3.9 DISTRIBUTION OF SAMPLE HOUSEHOLDS BY PERIOD OF STAY S. No. Zone / Village Since Birth More than 15 to 25 10 to 15 5 to 10 Less than Total Wise 25 Years Years Years Years 5 Years 12 3456789 IVery Core 1) VZM A Total No. 39 4 0 1 2 4 50 Percentage 100 100 0 100 100 100 100 II Core 2) Venganoor Total No. 7 0 1 0 1 3 12 Percentage 41.2 0 33.3 0 100 75 48 3) Kottukal Total No. 10 0 2 0 0 1 13 Percentage 58.8 0 66.7 0 0 25 52 9 S. No. Zone / Village Since Birth More than 15 to 25 10 to 15 5 to 10 Less than Total Wise 25 Years Years Years Years 5 Years 12 3456789 B Core Total (2+3) No. 17 0 3 0 1 4 25 Percentage 100 100 100 0 100 100 III Buffer 4) Thiruvallam Total No. 7 3 0 0 0 0 10 Percentage 63.6 75 0 0 0 0 40 5) Karamkullam Total No. 4 1 2 3 1 4 15 Percentage 36.4 25 100 100 100 100 60 C Buffer Total (4+5) No. 11 4 2 3 1 4 25 Percentage 100 100 100 0 100 100 IV All Zones A+B+C Total No. 67 8 5 4 4 12 100 Percentage 67 8 5 4 4 12 Two third of the respondents (67%) are sons of the soil. Another 8 families are there for 25 years or more. 3.9 Distribution of Sample Households by Age The age-wise distribution of the respondent families is presented in Table 3.10 below. As seen in the table, the population growth rate is very low in all the zones and conforms to the state average i.e. 9.42%. One fourth of the total populations are school – college going. Less than 50% of the population is coming under the age of 60. Among the age group of 6-12 years in the VCZ the number of male children far outweigh the female children by 3 to 1 ratio. 3.10 Distribution of Sample Households by Occupation The occupation-wise distribution of the respondent families is presented in Table 3.11 below. Perusal of the occupational status of the respondent population showed that 156 persons are engaged in gainful employment. Fishing (39%) is observed to be main occupation of the respondent families followed by agricultural / plantation labourers (20%) and household industries (14%). It appears that females constitute just 26.3% of the working population. Very few people among the respondents have a fixed salaried employment either in government or private sectors. Only a miniscule group of respondents are earning a livelihood from cultivation. 10 TABLE 3.10 DISTRIBUTION OF SAMPLE HOUSEHOLDS / POPULATION BY AGE S. No. Zone / Village 0-1 YR 2-5 YRS 6-12YRS 13-19YRS 20-39YRS 40-59TRS 60 & ABOVE TOTAL Wise MF TMF TMF TMF TMF TMF TMF TMFT 12 IVery Core 1) VZM A Total No. 6 3 9 13 13 26 17 6 23 31 21 52 57 49 106 33 25 58 15 10 25 171 128 299 Percentage 66.66 33.33 100 50 50 100 73.91 26.08 100 59.61 40.38 100 53.77 46.22 100 55.17 44.82 100 60 40 100 57.19 42.80 100 II Core 2) Venganoor 1 0 1 0 1 1 1 2 3 3 3 6 7 7 14 5 3 8 3 4 7 20 20 40 Total No. Percentage 100 0 100 0 100 100 33.33 66.66 100 50 50 100 50 50 100 62.5 37.5 100 42.85 57.14 100 50 50 100 3) Kottukal 022033101112109196713325212546 Total No. Percentage 0 100 100 0 100 100 100 0 100 50 50 100 52.63 47.36 100 46.15 53.85 100 60 40 100 45.65 54.34 100 B Core Total (2+3) No. 1 2 3 0 4 4 2 2 4 4 4 8 17 16 33 11 10 21 6 6 12 41 45 86 Percentage 33.33 66.66 100 0 100 100 50 50 100 50 50 100 51.51 48.48 100 52.38 47.61 100 50 50 100 47.67 52.32 100 III Buffer 4) Thiruvallam Total No. 0000440110447512639213151833 Percentage 0 0 0 0 100 100 0 100 100 0 100 100 58.33 41.66 100 66.66 33.33 100 66.66 33.33 100 45.45 54.54 100 5) Karamkullam Total No. 12320283116391181911516213352762 Percentage 33.33 66.66 100 100 0 100 72.72 27.27 100 66.66 33.33 100 57.89 42.10 100 68.75 31.25 100 66.66 33.33 100 56.45 43.54 100 C Buffer Total (4+5) No. 1 2 3 2 4 6 8 4 12 6 7 13 18 13 31 17 8 25 4 1 5 50 45 95 Percentage 33.33 66.66 100 33.33 66.66 100 66.66 33.33 100 46.15 53.84 100 58.06 41.93 100 68 32 100 8 0 20 100 52.63 47.36 100 IV All Zones A+B+C Total No. 8 7 15 15 21 36 27 12 39 41 31 73 92 78 170 61 43 104 25 17 42 262 218 480 Percentage 53.33 46.67 100 41.67 58.33 100 69.23 30.77 100 56.16 42.47 100 54.12 45.88 100 57.69 41.35 100 59.52 40.48 100 54.58 45.42 100 11 TABLE 3.11 DISTRIBUTION OF SAMPLE HOUSEHOLDS BY OCCUPATION Zone / Village Agricultural Dairy/ Allied To Household Industrial Trade & Cultivators Govt. Service Total S. No. Wise Labourers Agricultural Industry, Artisans Labourer Commerce Activities & Services MF TMF TMF TMF TMF TMF TMF TMF T I Very Core 1) VZM ATotal No. 20216016351449358505516033662389 Percentage 100 0 100 100 0 100 71.43 27.57 100 37.5 62.5 100 100 0 100 83.33 16.77 100 0 100 100 74.16 25.84 100 II Core 2) Venganoor Total No. 2025051010110110110118412 Percentage 100 0 100 100 0 100 100 0 100 0 100 100 0 100 100 0 100 100 0 100 100 66.66 33.34 100 3) Kottukal Total No. 20240430324610111211214620 Percentage 100 0 100 100 0 100 100 0 100 33.33 66.77 100 100 0 100 50 50 100 50 50 100 70 30 100 BCore Total (2+3) No. 404909404257112123123221032 Percentage 100 0 100 100 0 100 100 0 100 28.57 71.43 100 50 50 100 33.33 66.67 100 33.33 66.67 100 68.75 31.25 100 III Buffer 4) Thiruvallam Total No. 50531411221310111213417 Percentage 100 0 100 75 25 100 50 50 100 66.67 33.33 100 100 0 100 50 50 100 76.47 23.53 100 5) Karamkullam Total No. 101101314134606202 14418 Percentage 100 0 100 100 0 100 75 25 100 25 75 100 100 0 100 100 0 100 77.77 22.23 100 C Buffer Total (4+5) No. 10160662824681930311227835 Percentage 100 0 100 100 0 100 75 25 100 33.33 66.67 100 88.89 11.11 100 100 0 100 50 50 100 77.14 22.86 100 IV All Zones A+B+C Total No. 7 0 7 31 0 31 45 16 61 7 14 21 14 2 16 9 3 12 2 6 8 115 41 156 Percentage 100 0 100 100 0 100 73.77 26.23 100 33.33 6677 100 87.5 12.5 100 75 25 100 25 75 100 73.7 26.3 100 12 3.11 Distribution of Sample Households by Annual Income Levels The annual income distribution of the sample households is presented in Table 3.12 below. All the respondent families were divided into three groups viz., high (annual income >Rs. 72,000) middle (annual income between Rs. 36,000 – Rs. 72,000) and low (annual income TABLE 3.12 DISTRIBUTION OF SAMPLE HOUSEHOLDS BY ANNUAL INCOME S. No Zone / Village PEOPLE EARNING TOTAL Wise UPTO Rs 13,000 TO Rs 36,001/- TO Rs 72,001/- TO Rs 1,44,001/- Rs 12,999/- 36,000/- 72,000/- 1,44,000/- AND ABOVE 12 34 5 6 78 IVery Core 1) VZM A Total No. 3 17 13 8 9 50 Percentage 100 100 100 100 100 II Core 2) Venganoor Total No. 1 5 3 3 0 12 Percentage 33.3 50 50 60 48.0 3) Kottukal Total No. 2 5 3 2 1 13 Percentage 66.7 50 50 40 100 100 BCore Total ( 2+3 ) No. 3 10 6 5 1 25 Percentage 100 100 100 100 100 III Buffer 4) Thiruvallam Total No. 1 5 0 2 2 10 Percentage 100 38.5 0 66.7 66.7 5) Karamkullam Total No. 0 8 5 1 1 15 Percentage 61.5 100 33.3 33.3 60 C Buffer Total ( 4+5 ) No. 1 13 5 3 3 25 Percentage 100 100 100 100 100 100 IV All Zones ( A+B+C) Total No. 7 40 24 16 13 100 Percentage 7 40 24 16 13 100 3.12 Distribution of Sample Households by Income and Caste For the purpose of the study, three different income groups were identified viz., high, medium and low-income groups. Since the samples were purposive a fair distribution of all income groups was arrived. Table 3.13 shows the caste and income wise distribution of the respondents. 13 TABLE NO 3.13 DISTRIBUTION OF SAMPLE HOUSEHOLDS / POPULATION BY CASTE AND INCOME S. No. Zone / Income SC ST BC OC Total Group FA FA FA FA FA 12 3 4 5 6 7 IVery Core 1) VZM Income High No. 11 1 12 Percentage 28.9 8.3 Medium No. 13 5 18 Percentage 34.2 41.7 Low No. 14 6 20 Percentage 36.8 50 Total No. 38 12 50 Percentage 100 100 II Core VEG + KOT Income High No. 1 1 3 5 Percentage 33.3 7.6 37.5 Medium No. 1 5 6 Percentage 33.3 38.46 Low No. 1 1 7 5 14 Percentage 33.3 100 53.85 62.5 Total No. 3 1 13 8 25 Percentage 100 100 100 100 III Buffer TIR + KAR Income High No. 4 2 6 Percentage 23.3 40 Medium No. 4 2 6 Percentage 23.3 40 Low No. 3 9 1 13 Percentage 100 52.94 20 Total No. 3 17 5 25 Percentage 100 100 100 7 IV All Zones Income High No. 1 16 6 23 Percentage Medium No. 1 22 7 30 Percentage Low No. 4 1 30 12 47 Percentage Total No. 6 1 68 25 100 Percentage Vast majority of the respondents (77%) falls either in the medium or low-income groups. Out of the total respondents, 47% belong to low income group.. Almost all of them, in all the zones, belong to socially backward classes. Under ST category only one family has been reported in the low income group. 14 4.0 RANKING OF PRIORITIES During the socio-economic survey, the respondents have been asked to list out their priorities with respect to the infrastructure development in the region. The data collected during the survey was compiled and the priorities were ranked by giving due weightage and the same are presented in Table 3.14 below. Table 3.14 RANKING OF PRIORITIES FOR DEVELOPMENT INDICATORS Number Indicator Score obtained out of Rank 1100 1 Better roads / widening of roads for 675 4 smooth movement of vehicles 2 New railway line 576 6 3 Better management of beach front road / 853 1 path way with electricity, water and sanitation facilities 4 Better health care for infants, children and 764 2 women 5 Cleaner environment around fishing 517 9 grounds 6 Promotion of technical education centers 673 5 7 Improvement of inland water ways 427 11 8 Strengthening and improving present 439 10 marine / fish catch / processing storage / marketing in order to benefit fishermen and women 9 Curbing evil habits like drinking liquor, 564 7 smoking among people through IEC campaigns and make them better citizens 10 Promotion of industrial development by 695 3 establishing industries related to fisheries / coir/ handlooms/ horticulture etc. even necessary sea port 11 Better coastal management plan in 557 8 collaboration with different departments, like revenue, fisheries, port, block, panchayath, elected people, NGO’s etc. All the indicators were rated on a ten-point scale. The maximum point that could be obtained was 1100. Coming to the priorities, S. No. 3 “water and sanitation” ranked first and S. No. 4 “Better health care for all” ranked second. The third rank is given to S. No. 10 “promotion of industrial development including the port”. 5.0 CONCLUSIONS Social Aspects The area under study is predominantly constituted of Backward Castes (68%). The number of female-headed households is 11% and this has both social and economical implications. The religious composition of the area is 51% Hindus, 40% Christians, 6% Muslims and rest are others. At the same time, the castes involved are quite varied . Consequently, the social dynamics that emerges may be difficult to predict. 15 There is concentration of Christians and Muslims in certain areas. Thus, the coastal belt is inhabited by fishermen mainly Christians and Muslims living in clusters. Communal riots and brawls with regard to fishing have once been very frequent and nowadays, it is still a periodic phenomenon. Majority of the people are natives and have deep attachment to the location. Two third of the respondents (67%) are natives and eight more have been there for over 25 years. The sex ratio in favor of male (especially in the 6-12 years) is indicative of the poor health status and gender bias of the community. However, at the same time it must be pointed out that in the Christian fishermen community, women have a dominant role in the management of the family. Economic Aspects The important occupational pattern observed in the study area are mostly fishing, agriculture, skilled / unskilled workers. Of the total, fishing communities represent 39%, agriculture based 20% and household industrial category as 14%. Fishing and Agriculture are seasonal activities and the populations involved in these occupations are facing financial crisis Developmental Priorities: To an impoverished group, what would be the developmental priorities? It is interesting to note that water and sanitation gets the first choice, better health care second and promotion of industrial and other development including port comes third. 16