ENVIRONMENTAL IMPACT ASSESSMENT REPORT FOR DEEPENING & WIDENING OF APPROACH CHANNEL TO SECOND CHEMICAL BERTH AT PIR PAU, MUMBAI
PROPOSED BY MUMBAI PORT TRUST
PREPARED BY Enkay Enviro Services Pvt. Ltd., Jaipur
Accrediation CERTIFICATE No. NABET/EIA/2023/RA 0183
MARCH 2021 Table of Contents
TERMS OF REFERENCE (TOR)...... 10
PUBLIC HEARING DETAILS...... 24
CHAPTER 01 – INTRODUCTION...... 29
1.1 INTRODUCTION...... 29
1.1.1 OBJECTIVES OF EIA STUDY...... 29
1.1.2 ENVIRONMENTAL CLEARANCE PROCESS...... 30
1.2 SIGNIFICANCE OF THE EIA STUDY...... 30
1.3 VALIDITY OF ENVIRONMENTAL CLEARANCE...... 33
1.4 POST ENVIRONMENTAL CLEARANCE MONITORING...... 34
1.5 TRANSFERABILITY OF ENVIRONMENTAL CLEARANCE...... 34
1.6 GENERIC STRUCTURE OF ENVIRONMENT IMPACT ASSESSMENT REPORT...... 34
1.7 IDENTIFICATION OF PROJECT PROPONENT...... 37
1.8 PROJECT DETAILS...... 39
1.10 IMPORTANCE OF THE PROJECT...... 41
1.11 SIGNIFICANCE OF THE EIA STUDY...... 41
1.12 SCOPE OF WORK...... 42
1.13 APPROACH & METHODOLOGY...... 42
1.13.1 BASELINE STUDY...... 42
CHAPTER 02 – PROJECT DESCRIPTION...... 46
2.1 BACKGROUND...... 46
2.1.1 NAVIGATIONAL CHANNEL...... 48
2.1.2 DEVELOPMENT OF SECOND CHEMICAL BERTH...... 50
2.2 LOCATION OF SCB...... 51
2.3 PROJECT DESCRIPTION...... 52
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 2 2.4 NEED OF THE PROJECT...... 54
2.5.1 CARGO TRAFFIC ANALYSIS AND FORECAST...... 54
2.6 CHANNEL DESIGN & DREDGING VOLUME...... 64
2.7 DESIGN OF APPROACH CHANNEL:...... 67
2.10 DREDGING VOLUME ESTIMATION...... 73
2.11 ESTIMATION OF DREDGING VOLUMES...... 74
2.11.1 DREDGING PROCESS...... 74 2.11.1.1 TYPES OF DREDGERS...... 75
2.12 DREDGED MATERIAL MANAGEMENT PLAN...... 79
2.13 IMPLEMENTATION SCHEDULE...... 79
2.14 PROJECT COST ESTIMATION...... 79
CHAPTER 03-ALTERNATIVE ANALYSIS...... 81
CHAPTER 04 - BASELINE ENVIRONMENTAL STUDY...... 82
4.1. SCOPE OF WORK...... 82
4.2. BASELINE ENVIRONMENTAL STATUS...... 82
4.3. BASELINE ENVIRONMENTAL MONITORING...... 82
4.4. ENVIRONMENTAL STUDY AREA...... 85
4.5. TOPOGRAPHY & GEOLOGY...... 85
4.6. CLIMATE & METEOROLOGY OF THE STUDY AREA...... 87
4.6.1. TEMPERATURE AND CLIMATE...... 87
4.6.2. WIND...... 87
4.6.3. HUMIDITY...... 88
4.6.4. CLOUD COVER...... 88
4.6.5. RAINFALL...... 88
4.7. AMBIENT AIR QUALITY...... 94
4.7.1. SELECTION OF MONITORING STATIONS...... 94
4.7.2. METHODOLOGY...... 95
4.7.3. AMBIENT AIR QUALITY MONITORING...... 95
4.7.4. OBSERVATION AND CONCLUSION...... 98
4.8. AMBIENT NOISE LEVEL...... 99
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 3 4.9. WATER QUALITY...... 101
4.10. SOIL ENVIRONMENT...... 105
4.11. SOCIO-ECONOMIC ENVIRONMENT...... 106
4.12. ECOLOGY AND BIODIVERSITY...... 108
4.12.1. MARINE BIODIVERSITY STUDY...... 108
4.12.2. TERRESTRIAL BIODIVERSITY STUDY (WITHIN 10 KM)...... 111
4.12.2.1 BACKGROUND...... 111
4.12.2.2 THE SITE...... 112
4.12.2.3 . SCOPE OF THE STUDY...... 112
4.12.2.4 ACTIVITIES UNDERTAKEN DURING THE STUDY...... 113
4.12.2.5 SURVEY LIMITATION...... 113
4.12.2.6 APPROACH OF THE STUDY...... 113
4.12.2.7 METHODOLOGY...... 114
4.12.2.7.1. DESK STUDY...... 114
4.12.2.7.2. HABITAT SURVEY...... 114
4.12.2.7.3. FLORA...... 114
4.12.2.7.4. FAUNA AND AVIFAUNA...... 114
4.12.2.7.5. SAMPLING STATIONS...... 115
4.12.3. OBSERVATIONS...... 115
4.12.4. HABITAT SURVEY...... 115
4.12.5. AREAS WITHIN 1 KM RADIUS (CORE ZONE)...... 115
4.12.6. FLORISTIC DIVERSITY...... 116
4.12.7. FLORA IN THE PROJECT SITE (CORE AREA)...... 117
4.12.7.1. FLORA IN THE BUFFER RANGE...... 117 4.12.7.2. QUALITATIVE STUDY...... 117 4.12.7.3. SUMMARY OF THE FLORISTIC SURVEY...... 118
4.12.8. FAUNAL DIVERSITY...... 120
4.12.9. MAMMAL DIVERSITY...... 121
4.12.10. AVIAN DIVERSITY...... 121
4.12.11. REPTILES DIVERSITY...... 123
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 4 4.12.12. LEPIDOPTERA AND OTHER INSECT DIVERSITY...... 123
4.12.13. DOMESTICATED ANIMALS...... 124
4.12.14. SUMMARY OF FAUNAL OBSERVATIONS...... 124
4.13. TRAFFIC STUDY...... 125
4.13.2. FUTURE TRAFFIC...... 126
4.13.3. VESSEL TRAFFIC...... 126
4.14.2. PIR PAU BERTHS...... 128
4.14.3. CAPACITY AUGMENTATION...... 129
CHAPTER 05 -IMPACT ANALYSIS AND MITIGATION MEASURES...... 130
5.1. PURPOSE OF ENVIRONMENT IMPACT ASSESSMENT...... 130
5.2. ENVIRONMENT IMPACT ASSESSMENT...... 131
5.3. IMPACT ON AMBIENT AIR QUALITY...... 132
5.4. IMPACT ON WATER QUALITY...... 134
5.5. IMPACT ON NOISE ENVIRONMENT...... 140
5.6. IMPACTS ON FISHERIES...... 141
5.7. IMAPCT ON FLORA AND FAUNA...... 142
5.8. IMPACT ON TOPOGRAPHY AND GEOLOGY...... 143
5.9. IMPACT ON ECOLOGY & BIODIVERSITY...... 143
5.10. SCOCIO-ECONOMIC ENVIRONMENT...... 144
5.11. REPORTING OF THE MAJOR- PARAMETERS AND RESPONSIBLE ORGANIZATION...... 144
5.12. EVALUATION OF IMPACTS...... 147
CHAPTER 06 -ENVIRONMENTAL MONOTORING PROGRAMME...... 149
6.1. INTRODUCTION...... 149
6.2. AREAS OF CONCERN...... 152
6.3. WATER QUALITY...... 152
6.4. SOIL QUALITY...... 153
6.5. AMBIENT AIR QUALITY...... 153
6.6. NOISE...... 154
6.7. BIOLOGICAL ENVIRONMENT...... 154
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 5 6.8. ENVIRONMENT MONITORING CELL...... 155
6.9. SUMMARY OF ENVIRONMENTAL MONITORING PROGRAMME...... 155
7.1 OBJECTIVE OF DISASTER MANAGEMENT PLAN...... 157
7.2 HAZARD IDENTIFICATION...... 159
CHAPTER 08 -PROJECT BENEFITS...... 188
8.1 ABOUT THE PROJECT...... 189
8.2 PROJECT BENEFITS...... 190
CHAPTER 9-ENVIRONMENTAL MANAGEMENT PLAN...... 191
9.1. INTRODUCTION...... 191
9.2. SUMMARY OF CRITICAL IMPACTS/ ISSUES...... 192
9.3. IDENTIFICATION OF IMPLEMENTING AUTHORITY...... 193
9.4. IMPLEMENTATION OF RECOMMENDED MITIGATION MEASURES...... 193
9.5. MONITORING PLAN...... 194
9.6. DREDGED MATERIAL MANAGEMENT PLAN...... 196
9.7. ENVIRONMENTAL TRAINING...... 197
9.8. BUDGETS FOR ENVIRONMENTAL MANAGEMENT PLAN...... 198
CHAPTER 10 - SUMMARY AND CONCLUSION...... 200
10.1. INTRODUCTION...... 200
10.2. BRIEF DESCRIPTION OF PROJECT...... 202
10.3. NEED OF THE PROJECT...... 202
10.4. SITE LOCATION...... 202
10.5. PROJECT COST...... 203
10.6. BASELINE ENVIRONMENT...... 203
10.7.1. AMBIENT AIR QUALITY...... 205
10.7.2. WATER QUALITY...... 208
10.7.3. MARINE/COASTAL ECOLOGY...... 209
10.7.4. OIL SPILL...... 210
10.7.5. DISPOSAL OF SEWAGE/ EFFLUENT IN MARINE AREA...... 210
10.8. PROJECT BENEFITS...... 211
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 6 CHAPTER 11...... Error! Bookmark not defined.
DISCLOSURE OF CONSULTANT ENGAGED...... Error! Bookmark not defined.
CHAPTER 11 - DISCLOSURE OF CONSULTANTS ENGAGED...... 213
LIST OF TABLES Table 1 – Compliance to Additional Terms of Reference by EAC, MoEF&CC...... 10 Table 2 - Compliance to Standard Terms of Reference by EAC, MoEF&CC...... 18 Table 3 -Traffic Forecast...... 54 Table 4 - Depths available at various sections for approaching FCB/SCB...... 67 Table 5 - Design Vessel Characteristics...... 67 Table 6 - Channel depth evaluation for Tidal window of 2.5...... 68 Table 7 - Channel depth evaluation for Tidal window of 1.3 m...... 69 Table 8 - Channel depth evaluation for Tidal window of 0.76 m...... 69 Table 9 - Design Width Estimation of Approach Channel...... 70 Table 10 - Width of Approach Channel for Various Design Vessel...... 71 Table 11 - Depth of Berth Pocket for the two design vessels...... 72 Table 12 -Width of Berth Pocket for various design vessel...... 72 Table 13 - Length of Berth Pocket for various design vessel...... 72 Table 14 Environmental Settings...... 83 Table 15- Environmental Study Area...... 85 Table 16 – Wind Data...... 87 Table 17- Environmental Monitoring Locations...... 94 Table 18 - Ambient Air Quality Monitoring Standards (CPCB)...... 95 Table 19 - Ambient Air Quality Monitoring...... 96 Table 20 Noise Quality Monitoring Locations...... 99 Table 21 - Permissible Noise Level (CPCB Standards)...... 100 Table 22 - Ambient Noise Level in study area...... 100 Table 23 – Marine water and Groundwater Quality Monitoring Locations...... 101 Table 24 – Marine Monitoring Results...... 102 Table 25 - Groundwater Monitoring Results...... 103 Table 26 - Soil Sampling Locations...... 105 Table 27 -Soil Analysis Report...... 105 Table 28 - Distribution of Population...... 107 Table 29 - Literacy Rate...... 108 Table 30 - Sampling Locations...... 115 Table 31 - The traffic handled in last five years at Pir Pau as under...... 125 Table 32 - Various performance parameters at Pir Pau berths...... 128 Table 33 - Reporting of the Major- Parameters and Responsible Organization...... 144 Table 34 - List of Possible Environment Impacts due to Proposed Project...... 147 Table 35 - Project Start-Up Checklists...... 149 Table 36 - The Summary of Environmental Monitoring Programme for Implementation during Project Construction and Operation Phase...... 155 Table 37 Checklist of hazards involved due to handling of various cargo...... 159 Table 38 - Damage due to incident radiation intensity...... 163
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 7 Table 39 - Physiological effect of threshold thermal doses...... 164 Table 40 - Tolerance thermal radiation for various time exposures to human body...... 164 Table 41 - Tolerable intensities of various objects...... 165 Table 42 - Threshold Limit, LFL and UFL concentration of all material...... 165 Table 43 - Tolerable overpressure intensities of various objects...... 165 Table 44 - Dispersion of LPG vapour cloud (released quantity 5.83 tonnes)...... 167 Table 45 - Dispersion of butadiene vapour cloud (released quantity 5.83 tonnes)...... 167 Table 46 - LPG vapour cloud flash fire...... 168 Table 47 - Butadiene vapour cloud flash fire...... 168 Table 48 - Distance of occurrence of various over pressure intensities due to LPG vapour cloud explosion...... 168 Table 49 - Distance of occurrence of various over pressure intensities due to butadiene vapour cloud explosion...... 169 Table 50 - Distance of occurrence of various thermal radiation intensities for POL products (Naphtha pool fire)...... 169 Table 51 - Distance of occurrence of various thermal radiation intensities for benzene spillage pool fire...... 170 Table 52 - Critical Impacts / Issues...... 192
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 8 List of Figures Figure 1 Prior Environmental Clearance Provess for Category A Project...... 33 Figure 2 - Map of Mumbai Harbour...... 49 Figure 3 - Location plan diagram of Second Chemical Berth...... 51 Figure 4 – India’s Chemcial Import (USD billion)...... 57 Figure 5 –Chemicals Exports of India (USD billion)...... 57 Figure 6 - Petroleum Product-wise consumption from crude oil FY15 (mmt)...... 58 Figure 7 - Site locationon google map...... 63 Figure 8 - Proposed widening and deepening...... 65 Figure 9 - The layout of existing harbor channel...... 66 Figure 10 - Proposed deepening & widening of SCB Channel (shown hatched)...... 73 Figure 11 - Mechanical dredgers...... 76 Figure 12 - Hydraulic dredger...... 77 Figure 13 - Environmental Study Locations...... 84 Figure 17 - Sampling area, red line is 10 km radius...... 116 Figure 18 - Composition of plant diversity seen in buffer area...... 118 Figure 19 - Fauna observed in Buffer area during the survey...... 125
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 9 TERMS OF REFERENCE (TOR) Duly catering to the commonly expected environmental concerns, Terms of Reference (TOR) for the Port and Harbors sector is prepared. In addition, the proponent is required to identify specific issues, if any, pertinent to the project and include those issues also in the TOR for preparation of EIA report. The application for obtaining ToR (proposal No. IA/MH/MIS/71139/2017) for the project ‘Deepening and Widening of Approach Channel to Second Chemical Berth SCB at Pir Pau, Mumbai Port water area, Mahul, Mumbai, Maharashtra was submitted to Ministry of Environmnet Forest & Climate Change on 23.07.2017. The ToR was granted by the Expert Appraisal Committee (lnfra-2) in its 26th meeting held on 14-15 December, 2017. The compliance to the additional ToR given by the EAC, MoEF&CC are given in Table 1 & compliance to the Standard ToR given in Table 2 below: Table 1 – Compliance to Additional Terms of Reference by EAC, MoEF&CC Sr. No. Additional ToR Compliance 1. Importance and benefits of the Increased depth and width of the channel project. will cater the need of larger new generation vessels to board at MbPT. Time will be saved due to better movement by vessels. Fright cost will be reduced due to larger vessels. The development is envisaged to play a significant role in strengthening connectivity along the Maharashtra coastline. Enhancement in economy of Maharashtra. Substantial positive impact on socio- economic profile of the area, in Particular, and Raigad, in general, both in terms of overall employment and skill development of local workforce.
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 10 Direct as well as indirect employment potential is envisaged 2. The EIA should specifically address The deepening by additional 1m at berth to the environmental impacts of pocket will have to be carried out either by drilling and blasting and give an cutter suction dredger or under controlled analysis of alternatives along with blasting to avoid damage to existing pile mitigation plans. structures. Dredging & other construction work in water cause resuspension of sediments and turbid water. Dredging will cause high turbidity, removal of nutrient due to dredging, which would ultimately affect the marine flora and fauna. Dredging may cause changes in current patterns and flows as well as salt wedge intrusion into a river mouth or littoral drifts in the shore zone. Changes in littoral drifts lead to beach erosion or accretion. Disposal of dredged material on land may possibly cause leakage of harmful substances into ground water or changes in waterfront drainage. Dredging disturb bottom sediments and induce resuspension, dispersal and settlement of such sediments. Dumping of dredged material directly alters bottom configuration and biota and may disperse toxic or harmful chemicals around the disposal site. Dredging removes bottom habitat and may lead to a loss of fishery resources.
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 11 Due to the rock dredging and development port at an offshore location, marine life will be impacted. Rock blasting due to which communities residing near the coast may feel the vibrations. The impact of the blasting and its mitigation are given in point number 5.5.2, 5.5.3 of Chapter 05 of EIA report 3. A report on the impacts of dredging CWPRS have detailed dispertion studies on the disposal on the DS-3 site along with Mathematical Model of Mumbai Harbour. the total holding capacity, the They have concluded that the DS3 location material already dumped and the which is on the 20m contour is most suitable spare capacities available for and the dumping of material will have no utilisation. advesrse affect. They alos stated that the capacity of said location is 100 million cu. M. it is proposed to diposaed of the dredged material at the dumping station DS3 identified and studied and recommended by the CWPRS, Pune the dumping station DS 3 is proposed to be utilized for the project of Mumbai Port Trust CWPR Report enclosed as annexure-I 4. A detailed list of the Chemicals to A detailed list of the Chemicals is given in be handled and conformity to the Table 3 of Chapter 2 of EIA report Manufacture, Storage and Import of Hazardous chemicals Rules 1989 as amended prescribed under the E.P. Act 1986. 5. The E.l.A. should also submit a Disaster Manamgement Plan is given in copy of the 'On site management Chapter 07 of EIA report plan' as prescribed under the MSIHC Rules of 1989
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 12 6. Certified Compliance Report issued The Compliance report is being submitted to by the MoEF&CC, Regional Office MoEF every six month. or concerned Regional Office of Central Pollution Control Board or the Member Secretary of the respective State Pollution Control Board for the conditions stipulated in the earlier environmental clearance issued for the project along with an action taken report on issues which have been stated to be partially complied or non/not complied. 7. Submit a complete set of CRZ application documents are enclosed as documents required as per para Annexure - 2 4.2 (i) of CRZ Notification, 2011. 8. Submit a copy of layout CZMP of scale 1:4000 is enclosed as superimposed on the HTL/LTL map Annexure - 3 demarcated by an authorized agency on 1:4000 scale. 9. Recommendation of the SCZMA. MCZMA Recommendation letter is attached as Annexure-4 10. Various Dock and shipbuilding Not Applicable, since present proposal does facilities with capacities for existing not incl ude the same. and proposed project. 11. List of cargo to be handled along Cargos handled at SCB are Naphtha, Other with mode of transportation. specialized grades of POL, LPG and Chemicals
The liquid cargo will be unloaded/ loaded by the MLAs and will be transported through extension of product pipelines
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 13 from FCB to SCB.
The Chemical cargo will be unloaded/ loaded by the marine loading arms and will be transported through extension of product pipelines from 1st Chemical Berth to 2nd Chemical Berth. 12. Layout plan of existing and Layout plan of Second Chemical Berth & proposed Port. proposed dredging at navigation channel enclosed as Annexure 5 13. Study the impact of dredging on the The details of impact of dredging acitivity are shore line. given in Chapter 05 of EIA report 14. A detailed impact analysis of rock The total quantum of rock dredging involved is dredging. 1.45 lakh cu.m. The details of impact of rock dredging acitivity are given in point 5.5.3 Chapter 05 of EIA report 15. The Air Quality Index shall be Baseline Ambient Air quality of the study area calculated for base level air quality. has been studied the details of the same are given in point 4.7.3 of Chapter 04 of EIA report 16. Study the impact of dredging and Marine Ecological Impact Assessment dumping on marine ecology and Studies was conducted in January 2018 by draw up a management plan through NIO for the was conducted for Proposed Oil the NIO or any other institute Berth (JD5) at Jawahar Dweep, Mumbai specializing in marine ecology. which is located adjacent to SCB is enclosed as Annexure 6 17. A detailed analysis of the Marine Water Quality was studies and the physico-chemical and biotic report are given in Table 24 in Chapter 04 of components in the highly turbid EIA report waters round the project site (as exhibited in the Google map shown during the presentation), compare
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 14 it with the physico-chemical and biotic components in the adjacent clearer (blue) waters both in terms of baseline and impact assessment and draw up a management plan. 18. Details of Emission, effluents, solid The details Emission, effluents, solid waste waste and hazardous waste and hazardous waste generation and their generation and their management in management in the existing and proposed the existing and proposed facilities. facilitie and its mitigation are given in Chapter 05 of EIA report 19. The EIA would also include an Noted affidavit that no Hazardous chemicals as defined under the Environment Protection Act, 1986 are proposed to be handled. 20. Toxicity Factor to be carried out on No trade effluent is envisaged to be generated treated trade effluent beside in proposed project acitivity chemical analysis. 21. The existing project should avail of Copy of the Consent to Operate for Second and submit consent to operate from Chemical Berth is enclosed as Annexure 7 the State Pollution Control Board. 22. Requirement of water, power, with The proposed activity pertains to dredging source of supply, status of approval, acitivity for deepening & widening of water balance diagram, man-power Navigation Channel at Second Container requirement (regular and contract). Terminal, thus does not envisages water use 23. Wastewater management plan. The sewage generated during operation phase at dredger will be disposed at vessels itself. In no circumstance’s sewage will be disposed into sea. 24. Details of Environmental Details of Environmental Monitoring Plan is Monitoring Plan. given in Chapter 06 of EIA report 25. To prepare a detailed biodiversity Marine Ecological Impact Assessment Studies
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 15 impact assessment report and was conducted in January 2018 by NIO for the management plan through the NIOS Proposed Oil Berth (JD5) at Jawahar Dweep, or any other institute of repute on Mumbai which is located adjacent to SCB was marine, brackish water and fresh submitted to State Biodiversity Board on water ecology and biodiversity. The 21.02.2018 report shall study the impact on the Copy Enclosed as annexure-8 rivers, estuary and the sea and include the intertidal biotopes, corals and coral communities, molluscs, sea grasses, sea weeds, subtidal habitats, fishes, other marine and aquatic micro, macro and mega flora and fauna including benthos, plankton, turtles, birds etc. as also the productivity. The data collection and impact assessment shall be as per standard survey methods. This plan, duly evaluated and validated by the State Biodiversity Board shall form a part of the EIA report. 26. A detailed traffic management and Details of Cargo Traffic Analysis and Forecast traffic decongestion plan to ensure are given in point 2.5.1 of Chapter 2 of EIA that the current level of service of report the roads within a 05 kms radius of the project is maintained and improved upon after the implementation of the project. This plan should be based on cumulative impact of all development and increased habitation being carried out or
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 16 proposed to be carried out by the project or other agencies in this 05 Kms radius of the site in different scenarios of space and time and the traffic management plan shall be duly validated and certified by the State Urban Development department and the P.W.D. and shall also have their consent to the implementation of components of the plan which involve the participation of these departments. 27. Disaster Management Plan for the Disaster Management Plan is given in Chapter above terminal. 07 of EIA report 28. Layout plan of existing and Layout plan of SCB is enclosed as Annexure 5 proposed Greenbelt. 29. A response to any complaints that Not Applicable have been received by the project against the setting up of the project including the representation submitted by the Conservation Action Trust. 30. The details of waste water disposal No sewage envisages to generated for into the sea, its impacts and proposed project Management plan. 31. Status of court case pending against Not Applicable the project. 32. Public hearing to be conducted and Public hearing has been conducted (on issues raised and commitments 01.12.2020) as per guidelines and details of the made by the project proponent on the Public hearing is attached in following the same should be included in the section. EIA/EMP in the form of tabular
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 17 chart with financial commitments budget for complying commitments made. 33. A tabular chart with index for point Noted wise compliance of above TORs.
Table 2 - Compliance to Standard Terms of Reference by EAC, MoEF&CC STANDARD TOR Sr. ToR Compliance No. 1. Reasons for selecting the site with details Not applicable as the proposed project of alternate sites examined/ rejected/ pertains to dredging acitivty for selected on merit with comparative deepening & widening of navigation statement and reason/basis for selection. channel of SCB The examination should justify site suitability in terms of environmental angle, resources sustainability associated with selected site as compared to rejected sites. The analysis should include parameters considered along with weightage criteria for short-listing selected site. 2. Details of the land use break-up for the Not applicable as the proposed project proposed project. Details of land use pertains to dredging acitivty for around 10 km radius of the project site. deepening & widening of navigation Examine and submit detail of land use channel of SCB around 10 km radius of the project site and map of the project area and 10 km area from boundary of the proposed/existing project area, delineating project areas
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 18 notified under the wild life (Protection) Act, 1972/critically polluted areas as identified by the CPCB from time to time/notified eco-sensitive areas/interstate boundaries and international boundaries. Analysis should be made based on latest satellite imagery for land use with raw images. 3. Submit the present land use and Not applicable as the proposed project permission required for any conversion pertains to dredging acitivty for such as forest, agriculture etc. land deepening & widening of navigation acquisition status, rehabilitation of channel of SCB communities/ villages and present status of such activities. 4. Examine and submit the water bodies Not applicable as the proposed project including the seasonal ones within the pertains to dredging acitivty for corridor of impacts along with their deepening & widening of navigation status, volumetric capacity, and quality channel of SCB likely impacts on them due to the project. 5. Submit a copy of the contour plan with Not applicable as the proposed project slopes, drainage pattern of the site and pertains to dredging acitivty for surrounding area deepening & widening of navigation channel of SCB 6. Submit the details of terrain, level with Not applicable as the proposed project respect to MSL, filling required, source of pertains to dredging acitivty for filling materials and transportation details deepening & widening of navigation etc. channel of SCB 7. Examine road/rail connectivity to the Details of Cargo Traffic Analysis And project site and impact on the existing Forecast are given in point 2.5.1 of traffic network due to the proposed Chapter 2. of EIA report project/activities. A detailed traffic and transportation study should be made for
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 19 existing and projected passenger and cargo traffic. 8. Submit details regarding R&R involved Not applicable as the proposed project in the project pertains to dredging acitivty for deepening & widening of navigation channel of SCB. 9. Submit a copy of layout superimposed CZMP of scale 1:4000 is enclosed as on the HTL/LTL map demarcated by an Annexure 3 authorized agency on 1:4000 scale along MCZMA Recommendation letter is with the recommendation of the attached as annexure-4 SCZMA. 10. Submit the status of shore line change at Not applicable as the proposed project the project site pertains to dredging acitivty within the sea area. 11. Details of the layout plan including details For the proposed widening and of channel, breakwaters, dredging, deepening of existing approach disposal and reclamation. Channel to SCB, the quantum of soil dredging estimated is as 5 lakhs cu.m and rock dredging as 1.5 lakhs cu.M. NO RECLAIMATION. 12. Details of handling of each cargo, Cargo handled at existing SCB are storage, transport along with spillage Naphtha, Other specialized grades of control, dust preventive measures. In POL, LPG, chemicals. case of coal, mineral cargo, details of storage and closed conveyance, dust The dust suppression and prevention are suppression and prevention filters. given in point 8.5.1 Chapter 8 of EIA report 13. Submit the details of fishing activity and No Fishing activity uis being carried out likely impacts on the fishing activity due in the within the SCB limit to the project. Specific study on effects of construction activity and pile driving on marine life.
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 20 14. Details of oil spill contingency plan. Oil Spill Contigency Plan is given in
Chapter 07 15. Details of bathymetry study. Hydraulic model/desk studies were carried out at the Central Water and PowerResearch Station (CWPRS) by MBPT for the Pir Pau Marine Terminal in 1988 (for the First liquid chemical berth). 16. Details of ship tranquillity study. -- 17. Examine the details of water No water requirement envisages for requirement, impact on competitive user, proposed project treatment details, use of treated waste water. Prepare a water balance chart. 18. Details of rainwater harvesting and Not Applicable utilization of rain water. 19. Examine details of Solid waste CWPRS have detailed dispertion studies generation treatment and its disposal. on the Mathematical Model of Mumbai Harbour. They have concluded that the DS3 location which is on the 20m contour is most suitable and the dumping of material will have no advesrse affect. They alos stated that the capacity of said location is 100 million cu. M. it is proposed to diposaed of the dredged material at the dumping station DS3 identified and studied and recommended by the CWPRS, Pune the dumping station DS 3 is proposed to be utilized for the project of Mumbai Port Trust. 20. Details of desalination plant and the Not Applicable. study for outfall and intake. 21. Examine baseline environmental quality The details of the baseline environmental
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 21 along with projected incremental load quality of the various environmental due to the proposed project/activities. parameters such as Air, Noise, Water Soil, Ecology etc are given in Chapter 04 22. The air quality monitoring should be The air quality monitoring carried out carried out according to the notification according to the notification issued on 16th issued on 16th November, 2009. November, 2009. The Results of air quality monitoring are given in Table 19 in Chapter 04.of EIA report 23. Examine separately the details for The Environmental Monitoirng Plan is construction and operation phases both given in Chapter 06 & The for Environmental Management Plan Environmental Management Plan is and Environmental Monitoring Plan with given in Chapter 09 along with the cost and parameters. Budget for EMP in Table 53. of EIA report 24. Submit details of a comprehensive Risk The Risk Assessment and Disaster Assessment and Disaster Management Management Plan is given in Chapter 07 Plan including emergency evacuation during natural and man-made disasters 25. Submit details of the trees to be cut Not applicable as the proposed project including their species and whether it also pertains to dredging acitivty within the involves any protected or endangered sea area. species. Measures taken to reduce the number of the trees to be removed should be explained in detail. Submit the details of compensatory plantation. Explore the possibilities of relocating the existing trees. 26. Examine the details of afforestation Not applicable as the proposed project measures indicating land and financial pertains to dredging acitivty within the outlay. Landscape plan, green belts and sea area. open spaces may be described. A thick green belt should be planned all around
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 22 the nearest settlement to mitigate noise and vibrations. The identification of species/ plants should be made based on the botanical studies. 27. The Public Hearing should be conducted Public hearing has been conducted (on for the project in accordance with 01.12.2020) as per guidelines and details provisions of Environmental Impact of the the Public hearing is attached in Assessment Notification, 2006 and the following section. issues raised by the public should be addressed in the Environmental Management Plan. The Public Hearing should be conducted based on the ToR letter issued by the Ministry and not on the basis of Minutes of the Meeting available on the web-site. 28. A detailed draft EIA/EMP report should Noted & Agreed be prepared in accordance with the above additional TOR and should be submitted to the Ministry in accordance with the Notification. 29. Details of litigation pending against the Not Applicable project, if any, with direction /order passed by any Court of Law against the Project should be given. 30. The cost of the Project (capital cost and The Budget for EMP is given Chapter 09 recurring cost) as well as the cost towards implementation of EMP should be clearly spelt out. 31. Any further clarification on carrying out Noted the above studies including anticipated impacts due to the project and mitigative measure, project proponent can refer to
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 23 the model ToR available on Ministry website "http://moef.nic.in/Manual/Port and harbour".
PUBLIC HEARING DETAILS As per the additional ToR point no. 32, Public hearing was conducted on 01.12.202. Public hearing order and the MoM of public hearing are as follows.
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 24 EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 25 EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 26 EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 27 There were no such questions, suggestions or comments of any sort were raised from the public Proceedings of the the Public Hearing is attached as Aneexure 9
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 28 CHAPTER 01 – INTRODUCTION
This chapter contains the general information on the port sector, major sources of environmental impact in respect of port projects and details of the environmental clearance process. Detailed study based on environmental assessment to determine the type and level of effects an existing facility is having, or a proposed project would have, on its natural environment is Environmental Impact Assessment Study
1.1 INTRODUCTION It is observed that there is sufficient future growth of Chemical and POL products in Maharashtra and Gujarat region, there is not adequate data to assess the exact future traffic at Mumbai Port. In various meetings the Users are pressing for further deepening of SCB channel and berth to handle bigger ships and improve efficiency by minimising the dependence on tide. In order to assess the realistic figure, the future incremental traffic has been worked out based on the present traffic. It is observed that in 2016-17 with berth occupancy of 65.43 % the traffic handled at SCB is 1.46 MT. Out of which Chemical traffic was 0.56 MT and POL traffic 0.90 MT. In the year 2016-17 total 203 no of ships were handled at SCB with average vessel being of 25,713 GRT. By extrapolation, for a berth occupancy of 70%, the SCB berth can handle 220 vessels of average GRT of 25,713 (say 26,000 GRT). Considering the proposed deepening and widening of the channel, 10% increase in no of vessels can be expected.
1.1.1 OBJECTIVES OF EIA STUDY Its objectives include (1) to help decide if the effects are acceptable or have to be reduced for continuation of the facility or proceeding with the proposed project, (2) to design/implement appropriate monitoring, mitigation, and management measures, (3) propose acceptable alternatives, and (4) to prepare an environmental impact assessment report. The adequacy of an EIA is based on the extent to which the environmental impacts can be identified, evaluated, and mitigated.
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 29 1.1.2 ENVIRONMENTAL CLEARANCE PROCESS In terms of the 14th September 2006 notification of the MoEF, ports and harbor projects are divided into two categories as mentioned below:
1.2 SIGNIFICANCE OF THE EIA STUDY Environmental Impact Assessment (EIA) of a project ensures accountability of all the environmental impacts of the various project activities right from the stages of project initiation. The study incorporates the various environmental issues into planning and design stages of the project. It further guarantees the initiation of the various steps for minimization of the identified project impacts and assures a careful consideration of the different project alternatives. An exhaustive EIA process is inclusive of the various steps as described below:
1.2.1 STAGE (1)-SCREENING In case of Category ‘B’ projects or activities, this stage will entail the scrutiny of an application seeking prior environmental clearance made in Form 1 by the concerned SEAC for determining whether or not the project or activity requires further environmental studies
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 30 for preparation of an Environmental Impact Assessment (EIA) for its appraisal prior to the grant of environmental clearance depending upon the nature and location specificity of the project. The projects requiring an Environmental Impact Assessment report shall be termed Category B1 and remaining projects shall be termed Category B2 and will not require an Environmental Impact Assessment report
1.2.2 STAGE (2)- SCOPING ‘Scoping’ refers to the process by which the EAC in the case of Category A projects or activities, and SEAC in the case of Category B1 projects or activities, including applications for expansion and/or modernization and/or change in product mix of existing projects or activities, determine detailed and comprehensive TOR addressing all relevant environmental concerns and CRZ issues for the preparation of an EIA report in respect of the project or activity for which prior environmental clearance is sought. The EAC or SEAC concerned shall determine the TOR on the basis of information furnished in the prescribed application Form 1 including TOR proposed by the applicant, a site visit by a sub-group of EAC or SEAC concerned, if considered necessary by the EAC or SEAC and other information that may be available with the EAC or SEAC. The CRZ maps indicating the High Tide Line (HTL), Low Tide Line (LTL), demarcated by one of the authorized agencies and the project lay out superimposed on the map shall be submitted on 1:5000 scale map.
1.2.3 STAGE (3)- PUBLIC CONSULTATION “Public consultation” refers to the process by which the concerns of local affected persons and others who have plausible stake in the environmental impact of the project or activity are ascertained with a view to taking into account all the material concerns in the project or activity design as appropriate. All Category ‘A’ and Category ‘B1’ projects or activities shall undertake public consultation, except the projects or activities concerning national defense and security or involving other strategic considerations as determined by the central government and all B2 Projects and activities.
After completion of the public consultation, the applicant shall address all the material environmental concerns expressed during this process, and make appropriate changes in the draft EIA and EMP. The final EIA report, so prepared, shall be submitted by the applicant to
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 31 the concerned regulatory authority for appraisal. The applicant may alternatively submit a supplementary report of draft EIA and EMP addressing all the concerns expressed during the public consultation. All category A and category B1 projects of ports and harbors shall undertake public consultation except “all projects or activities concerning national defense and security or involving other strate- gic considerations as determined by the Central Government”
1.2.4 STAGE (4)- APPRAISAL Detailed scrutiny by the EAC or SEAC of the application and other document like the final EIA report, outcome of the public consultations including public hearing proceedings, submitted by the applicant to the regulatory authority concerned for grant of EC
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 32 Figure 1 Prior Environmental Clearance Provess for Category A Project
1.3 VALIDITY OF ENVIRONMENTAL CLEARANCE The prior environmental clearance granted for ports and harbors sector is valid for a period of five years. The regulatory authority concerned may extend this validity period by a maximum period of five years.
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 33 1.4 POST ENVIRONMENTAL CLEARANCE MONITORING In respect of category A projects, it shall be mandatory for the project proponent to make public the environmental clearance granted for their project along with the environmental conditions and safeguards at their cost by prominently advertising it at least in two local newspapers of the district or state where the project is located and in addition, this shall also be displayed in the project proponent’s website permanently.
In respect of category B projects, irrespective of its clearance by MoEF/SEIAA, the project proponent shall prominently advertise in the newspapers indicating that the project has been accorded environmental clearance and the details of MoEF website where it is displayed. The Project management shall submit half-yearly compliance reports in respect of the stipulated prior environmental clearance terms and conditions on 1st June and 1st December of each calendar year to the regulatory authority concerned. All such reports shall be public documents. The latest such compliance report shall also be displayed on the website of the concerned regulatory.
1.5 TRANSFERABILITY OF ENVIRONMENTAL CLEARANCE A prior environmental clearance granted for a specific project or activity to an applicant may be transferred during its validity to another legal person entitled to undertake the project or activity on application by the transferor or the transferee with a written “no objection” by the transferor, to, and by the regulatory authority concerned, on the same terms and conditions under which the prior environmental clearance was initially granted, and for the same validity period.
1.6 GENERIC STRUCTURE OF ENVIRONMENT IMPACT ASSESSMENT REPORT
Chapter 1 Introduction This chapter contains the general information on the port sector, major sources of environmental impact in respect of port projects and details of the environmental clearance process. Chapter 2 Project Description This chapter should cover the description of the project, such as the type of project, need for the
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 34 project, project location, project layout, cargo handling methods, utilities and services, and the project implementation schedule, estimated cost of development etc Chapter 3 Analysis of This chapter should cover details of various Alternatives alternatives both in respect of location of site and (Technology & technologies to be deployed, in case the initial Site) scoping exercise consider such a need. Chapter 4 Description of This chapter designs the heart of the manual, since it Environment is in this chapter that the proponent shall give the comprehensive data on the existing and additional data collected by him on the baseline environmental data in the study area as well as in the surrounding area that is likely to be affected by the proposed activity. Chapter 5 Anticipated This chapter should cover the anticipated impact on Environmental the environment and mitigation measures. Impact and The method of assessment of impact including Mitigation studies carried out, modeling techniques adopted to Measures assess the impact where pertinent should be elaborated in this chapter. It should give the details of the impact on the baseline parameters, both during the construction and operational phases and the mitigation measures to be implemented by the proponent.
Chapter 6 Environmental This chapter should cover the planned Monitoring Environmental Monitoring Program. It should Programme include the technical aspects of monitoring the effectiveness of mitigation measures Chapter 7 Additional Studies This chapter should cover the details of the additional studies, if any, required in addition to
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 35 those specified in the TOR and which are necessary to cater to more specific issues applicable to the particular project. These studies may be suggested either by the proponent itself or the regulatory authority. Chapter 8 Project Benefits This chapter should cover the benefits accruing to the locality, neighborhood, region and nation as a whole. It should bring out details of benefits by way of improvements in the physical infrastructure, social infrastructure, employment potential and other tangible benefits. Chapter 9 Environmental This chapter should cover Environmental Cost Cost Benefit Benefit Analysis of the project, if recommended by Analysis the Expert Appraisal Committee at the scoping stage. Chapter 10 Environmental This chapter should comprehensively present the Management Plan Environmental Management Plan (EMP), which includes the administrative and technical setup, summary matrix of EMP, the cost involved to implement the EMP, both during the construction and operational phases. Chapter 11 Summary and This chapter makes the summary of the full EIA Conclusions report condensed to ten A-4 size pages at the maximum. It should provide the overall justification for implementation of the project and should explain how the adverse effects are proposed to be mitigated
Chapter 12 Disclosure of This chapter should include the names of the Consultants consultants engaged with their brief resume and Engaged nature of consultancy rendered.
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 36 1.7 IDENTIFICATION OF PROJECT PROPONENT The Port of Mumbai is situated almost midway (Latitude 18o 54’ N, Longitude 72o 49’ E) on the West coast of India and is gifted with a natural deep water Harbour of about 400 square kilometres protected by the mainland of Konkan on its East and Island of Mumbai on its West. The deep waters in the Harbour provide ample shelter for shipping throughout the year. The approaches to the Harbour are well lighted, with the Prongs Lighthouse to the North, visible 27 kilometres and the Kennery Light House to the south visible 29 kms. The entrance of the Harbour which has approaches from the South-west is between Prongs Reef and the Thull Reef lying off the mainland to the South-east, a distance of about 9 kilometres.
The main navigational Harbour Channel is, for the great part, a natural deep-water fairway. The channel has been deepened to 11 metres. With a mean high water neap tide of 3.3 metres, the channel is adequate to meet the requirement of a large number of cargo vessels, passenger ships and deep drafted tankers. With good lighting arrangements navigation is allowed at the port round the clock.
Dry Cargo Handling There is a enclosed wet dock namely Indira Dock having a total water area of 24.04 hectares and a quayage of about 4000 metres. The Indira Dock, has an Entrance Lock 228.6 metres long and 30.5 metres wide though which vessels can enter or leave the docks at any state of tide. There are 21 berths inside the basin and 5 berths along the harbour wall, with a designed depth of 9.14 metres and 7.5 metres respectively. The depth of berths inside the basin can be increased by 1.20 metres by impounding water by electric pumps. There are two berths on the Southward extension of East arm of the Indira Dock, namely Ballard Pier Station and Ballard Pier Extension. The Ballard Pier Extension berth, is 244 metres long and has a modern passenger Terminal Building. It has a designed depth of 9.75 metres CD The Ballard Pier Station berth caters to container vessels and has a designed depth of 9.1 metres CD.
Marine Oil Terminals For handling Crude oil and Petroleum products, there are four jetties at Jawahar Dweep. One of the jetties at Jawahar Dweep, which was commissioned in 1984 can handle tankers with the maximum loaded draft of 12.7 metres corresponding to 125,000 Displacement tons. Two
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 37 of the jetties can accommodate tankers upto 70,000 Displacement Tons and 228.6 m length and the third one can take tankers of 213.4 m length and upto 48,000 Displacement Tons. Chemical and POL products are handled at two jetties at Pir Pau. Old Pir Pau jetty can accommodate tankers of 170.7 m length while the new one commissioned in December 1996 can handle tankers with a length of 197 m and a draft of 10.5 m. All the jetties are connected to Oil Refineries by a network of pipelines.
Bunders Besides the wet docks, there are along the harbour front a number of bunders and open wharves where the traffic carried by barges/sailing vessels are handled.
Dry Dock The port has one dry dock, inside the Indira Dock, viz. Hughes Dry Dock which is 304 metres long.
Storage There are transit sheds at most of the berths and a number of warehouses in the Port area for storage of uncleared cargo and pre-shipment storage of export cargo. Mumbai Port has long been the principal gateway to India and has played a pivotal role in the development of the national economy, trade & commerce and prosperity of Mumbai city in particular. The port has achieved this position through continuous endeavor to serve the changing needs of maritime trade. Though traditionally designed to handle general cargo, over the years, the port has adapted to changing shipping trends and cargo packaging from break bulk to unitisation/palletisation and containerisation. Besides, it has also developed specialised berths for handling POL and chemicals. For decades, Mumbai Port was India’s premier port. Even today, with the development of other ports, it caters to 10% of the country’s sea-borne trade handled by Major Ports of the country in terms of volume. It caters about 19% of POL Traffic handled by Major Ports.
Having weathered and survived many a changes in maritime trade in its long history, Mumbai Port is today facing challenges posed by competition from adjoining ports and private ports, changing traffic patterns, inherent physical constraints and continuing labour
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 38 intensive operations, etc. However, Mumbai Port is taking various measures to render cost effective and quality services to the trade.
1.8 PROJECT DETAILS It is observed that there is sufficient future growth of Chemical and POL products in Maharashtra and Gujarat region, there is not adequate data to assess the exact future traffic at Mumbai Port. In various meetings the Users are pressing for further deepening of SCB channel and berth to handle bigger ships and improve efficiency by minimising the dependence on tide. In order to assess the realistic figure, the future incremental traffic has been worked out based on the present traffic. It is observed that in 2016-17 with berth occupancy of 65.43 % the traffic handled at SCB is 1.46 MT. Out of which Chemical traffic was 0.56 MT and POL traffic 0.90 MT. In the year 2016-17 total 203 no of ships were handled at SCB with average vessel being of 25,713 GRT. By extrapolation, for a berth occupancy of 70%, the SCB berth can handle 220 vessels of average GRT of 25,713 (say 26,000 GRT). Considering the proposed deepening and widening of the channel, 10% increase in no of vessels can be expected.
The MbPT has proposed Deepning and widening of Approach channel to Second Chemical Berth (SCB) at Pir Pau, Mumbai. The Second Chemical Berth (SCB) was partly commissioned in June 2015 and fully commissioned in January 2016. The Environmental Clearance for the SCB was obtained on 21.03.2007 vide letter no. 10-18/2006.IA-III from MoEF&CC New Delhi. The Second Liquid Chemical Berth is constructed 650-meter south of existing First Chemical Berth (FCB) off Pir Pau and in the same alignment as that of the FCB. The capacity of the Second Liquid Chemical Berth is of 2MMTPA. It was initially designed for handling tankers of 37,000 DWT. For the Second Liquid Chemical Berth, the berth pocket of 300 m x 60 m is dredged to 13m below Chart Datum and the existing navigational approach channel is widened by about 60m for vessels of 9.00 mt. draft. The SCB is connected to FCB by a approach trestle of 650m length. The berth structure of SCB consists of - 2 Nos. of Breasting Dolphins supported on piles with concrete deck on top. It is provided with fenders and quick release mooring hooks.
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 39 4 Nos. of Mooring Dolphins on piles with concrete deck and quick release mooring hooks.
Unloading platform (The Marine Loading Arms (MLAs) on top of the platform are provided by the Users.) The dredging & civil works were done by MbPT through its internal resources. The liquid cargo will be unloaded/ loaded by the MLAs and will be transported through extension of product pipelines from FCB to SCB. The expenditure on loading arms & pipelines is borne by the Users. Before completion of the construction of SCB, MbPT decided to check the adequacy of the structure for vessel berthing up to 55,000 DWT. Accordingly MbPT appointed IIT Madras to verify the layout, configuration, analysis and design for 55,000 DWT vessels. M/s IIT Madras vetted the design and accordingly the construction was carried out so that vessels in the range of 15,000 to 55,000 DWT can be accommodated.
The MbPT has proposed Deepning and widening of Approach channel to Second Chemical Berth (SCB) at Pir Pau, Mumbai. The Second Chemical Berth (SCB) was partly commissioned in June 2015 and fully commissioned in January 2016. The Second Liquid Chemical Berth is constructed 650 meter south of existing First Chemical Berth (FCB) off Pir Pau and in the same alignment as that of the FCB. The capacity of the Second Liquid Chemical Berth is of 2MMTPA. It was initially designed for handling tankers of 37,000 DWT. For the Second Liquid Chemical Berth, the berth pocket of 300 m x 60 m is dredged to 13m below Chart Datum and the existing navigational approach channel is widened by about 60m for vessels of 9.00 mt. draft. The SCB is connected to FCB by a approach trestle of 650m length.
The dredging & civil works were done by MbPT through its internal resources. The liquid cargo will be unloaded/ loaded by the MLAs and will be transported through extension of product pipelines from FCB to SCB. The expenditure on loading arms & pipelines is borne by the Users. Before completion of the construction of SCB, MbPT decided to check the adequacy of the structure for vessel berthing up to 55,000 DWT. Accordingly MbPT appointed IIT Madras to verify the layout, configuration, analysis and design for 55,000 DWT vessels. M/s IIT Madras vetted the design and accordingly the construction was carried out so that vessels in the range of 15,000 to 55,000 DWT can be accommodated.
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 40 1.9 LOCATION OF PROJECT The Mumbai Harbour is a natural deep-water harbor, situated, on the west coast of India (Latitude 18̊ 54, N, Longitude 72̊ 49’E) and inside the protected waters of the Mumbai Gulf area. The Mumbai Port area is spread up at serveral places inside the gulf. The wet docks (Indira, Voctroia and Princess) and bunders areon the western side of the Gulf. There are four jetties for handling crude and POL Products which are situated at the Jawahar Dweep (Butcher Island). The first deep draft liquid chemicals/specialised grades of POL berth was commissioned in December, 1996 on the northern side of the Gulf near the explosive vessels anchorage area, about 2.85 km offshore at Pir Pau (WGS Coordinate 280995.2E, 2099921.2 N). The Second Liquid Chemical Berth is constructed 650 meter on the south of existing First Chemical Berth Off Pir Pau and in the same alignment as that of the First Chemical Berth (WGS Coordinate of SCB 280522.0E, 2099481.1N)
1.10 IMPORTANCE OF THE PROJECT Considering the growth of chemical industries in and around Maharashtra and as per the requirement of Users of Pir Pau terminals it is proposed to carry out deepening and widening of SCB Channel to handle bigger size vessel at SCB.
1.11 SIGNIFICANCE OF THE EIA STUDY Environmental Impact Assessment (EIA) of a project ensures accountability of all the environmental impacts of the various project activities right from the stages of project initiation. The study incorporates the various environmental issues into planning and design stages of the project. It further guarantees the initiation of the various steps for minimization of the identified project impacts and assures a careful consideration of the different project alternatives.
The key objectives of the study are as follows: Including the viable environmental options into micro planning of the project. Providing mitigation measures as may be required for the successful implementation of the overall project.
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 41 Providing an Environment Management Plan for the site, considering the likely environmental issues and mitigative action plans in the near future. Providing a Disaster Management Plan for making sound arrangements for emergency preparedness at the time of natural or man-made disasters.
1.12 SCOPE OF WORK Following inception meeting and various site surveys, the study area for the EIA project was defined. While the primary focus of the study is restricted to the project boundaries, an area within radii of 10 km was fixed to conduct the Rapid EIA study. The EIA study is primarily based on collection of baseline information and assessment of short-term as well as long-term impacts. In order to fulfill these objectives a three-phased approach to the study was followed:
Phase I: Data Collection and Description of the Baseline Environment; Phase II: Assessment and Evaluation of potential Environmental Impact of the project; Phase III: Development of recommendations including an EMP and Disaster
Management Plan (DMP) for improving the environmental features of the project on a long term. The three phases of the Environmental Impact Assessment study includes the various activities/tasks for exhaustive coverage of the various issues and concerns for the project site. The description of each task has been done in the following sections in accordance with the Environmental Impact Assessment guidelines of Ministry of Environment & Forests, Government of India, Asian Development Bank and World Bank for similar type of projects.
1.13 APPROACH & METHODOLOGY The general approach followed for carrying out the EIA for the project is summarized in the enclosed flow chart on the following page.
1.13.1 BASELINE STUDY The general approach followed for carrying out the EIA for the project is summarized in the enclosed flow chart on the following page. 1.13.1.1 FIELD MONITORING
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 42 Field monitoring at landward as well as marine site and surroundings in the radius of 10 kms. from site to assess the existing baseline status. The study will include:
Ambient Air Quality Monitoring AAQM survey as per the guidelines to collect the data on following parameters: Suspended particulate matter (SPM),
Sulphur Dioxide (SO2) and
Oxides of Nitrogen (NOx). Also air samples for analysis of Carbon Monoxide (CO).
Meteorological Data Micro-meteorological data to monitor site-specific meteorological data. The parameters to be mentioned will include: Wind speed Wind direction Temperature Humidity Meteorological monitoring will be carried out through out the study period at a periodical frequency.
Water Quality (Surface, Ground) Water samples from surface water bodies i.e. sea, rivers, streams, etc. within 05 kms. radius area and analyzed once during the study period for various physico-chemical parameters. Also ground water samples from wells of villages in 05 kms. area to be collected and analyzed for various physico-chemical parameters.
Soil Quality Soil samples from the proposed site and from land/field of villages in 05 kms. area collected and analyzed for various soil parameters. Noise Level
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 43 Background noise levels monitored at all AAQM locations for (24) hours once during the study period with a frequency of half an hour. The linear equivalent (Leq) values will be calculated from this data. (8 locations)
Field Surveys Field surveys include collection of following data in 10 kms. area: Geology of the area Land use pattern Flora / fauna of the area Endangered species in the area, if any.
Pollutional Aspects Based on the data supplied by the client for following aspects will be studied: Water sources and break-up of water uses Wastewater generation, quantity and characteristics Air emissions, stack details Solid waste and slurries produced with quantity and characterization.
1.13.2 PROJECT IMPACT ASSESSMENT Impacts of the project on environment both during construction phase and operational phase was assessed against the baseline information and traffic data. Baseline information along with predicted air quality and noise levels data were compared with the National Standards stipulated by regulatory agencies like CPCB and MoEF. Qualitative assessment of the impacts of increased noise level, water and soil pollution due to project on public health, animal and surrounding vegetation has been assessed.
1.13.3 FORMULATION OF MITIGATIVE MEASURES The standard guidelines of MoEF and other regulatory agencies were considered to suggest different / alternative mitigative measures. Trade–off and multi–alternative analysis was carried out to arrive at the most appropriate measures to minimize the negative impacts of the project. 1.13.4 ENVIRONMENTAL MANAGEMENT PLAN
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 44 Environmental Management Plan (EMP) is prepared after identifying, predicting and evaluating the significant impacts on each component of the environment with a view to maximize the economic benefits from the project. Post-project Environmental Monitoring program is also detailed in the report.
Preparation of environmental management plan is required for formulation, implementation and monitoring of environmental protection measures during and after commissioning of projects.The plans should indicate the details as to how various measures have been or are proposed to be taken including cost components as may be required.Cost of measures for environmental safeguards should be treated as an integral component of the project cost and environmental aspects should be taken into account at various stages of the projects:
Conceptualization:preliminary environmental assessment Planning:detailed studies of environmental impacts and design of safeguards Execution:implementation of environmental safety measures Operation:monitoring of effectiveness of built-in safeguards
The management plans should be necessarily based on considerations of resource conservation and pollution abatement, some of which are: Liquid Effluents Air Pollution Solid Wastes Noise and Vibration Occupational Safety and Health Human Settlements Transport Systems Green Cover Disaster Planning Environment Management Cell
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 45 CHAPTER 02 – PROJECT DESCRIPTION
This section of the report described the features of the proposed project in sufficient details to allow an assessment of its environmental impact. A complete description is important to understand the potential environmental implications of the initiative and accordingly addressing issues in an appropriate manner. Description of the proposed project components and activities are presented together with the aspects during the construction and operation phase of the project, which are also important from the environmental perspective.
2.1 BACKGROUND The Port of Mumbai has long been the principle Gateway of India located strategically on the west coast of India and blessed by nature with calm and sheltered waters. Mumbai Harbour is located at latitude 18 deg. 57' N and longitude 72 deg 51' E. It is natural harbour protected by the main land on its east and the Mumbai peninsula to its West. The entrance to the harbour is from the South West between Prong's Reef at the southernmost tip of Mumbai and Thal Reef lying off the main land. The main harbour channel is, for the greater part, a natural channel following the longitudinal axis of the harbour, approaching the Docks & Oil & Chemical berths.
Initially the existing old pier at Pir Pau was originally built in 1922 for handling of the Petroleum Oil Products (POL) traffic at the Mumbai Port. In the year 1951, the Government of India accorded license for setting up of two Oil Refineries in Trombay and instructions were issued to the Mumbai Port Trust to provide adequate Port facilities for handling of the POL cargo to be generated by these two Refineries. A study then carried out revealed that:
(i) The sole pier pier at Pir Pau is not only inadequate; but is too inferior for handling the volume of POL traffic to the two Refineries. (ii) The water-front at Pir Pau is not suitable for the deep- water port facilities required for handling the volume of the POL traffic to be generated by the two Refineries;
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 46 (iii) A new common user and multiproduct, Marine Oil Terminal (MOT) should be developed at Jawahar Dweep (JD) (formerly known as Butcher Island), for handling the entire POL traffic to be generated by the two Refineries. A Marine Oil Terminal (MOT) comprising three berths was original developed at JD and commissioned in phases in 1955. The Facilities have been augmented in 1984 by the commissioning of a fourth berth at JD. After commissioning of the MOT in 1955, the POL traffic shifted to MOT complex at JD and it was expected that the old pier at Pir Pau would, in course of time, become redundant and could be de-commissioned at the end of its service life. In course of time, however, new traffic developed in the “Specialised Grades of POL” (LPG, Lube oils), “Bulk liquid Chemicals” and these could not be handled at the MOT complex, JD, and therefore, the old pier at Pir Pau was retained for this new traffic even though its design life was over. General feasibility studies for the establishment of marine terminal facilities at and around Pir Pau were carried out during 1965-70 by M/s. Bertlin & Partners (India) as a part of the Master Plan study for the development of the Port of Mumbai. This master plan was reviewed by the same firm in the year 1984 which highlighted the need for an integrated and staged development of Pir Pau and to construct a new marine terminal at Pir Pau for the traffic in bulk liquid chemicals, specialised grades of POL and coal. In 1987- 88, M/s Howe India Pvt. Ltd. (HIPL) was engaged to prepare:
(i) A Master plan for development of water front at Pir Pau. (ii) A DPR for a new pier for specialised grades of POL and bulk liquid chemicals in replacement of old pier at Pir Pau.
The Master Plan prepared by HIPL envisaged three berths at Pir Pau – two for “Specialised grades for POL and Bulk liquid chemicals” and one for “Coal”, - each to be designed for 30,000 to 35,000 DWT vessels. As envisaged by the Master Plan prepared by M/s. HIPL, the first berth to handle liquid chemicals/ specialised grades of POL in bulk was constructed and commissioned in December 1996. The connecting jetty to the first berth is having provision for 20 Nos. pipelines of 300 mm dia. or equivalent, which are provided on one side of trestle in two tiers. These pipelines are extended from the End block of RCC approach trestle of the old pire. Space is available on the existing pipe trestle for laying, in future pipelines of about t Nos. of 300 mm. dia. or equivalent.
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 47 After the commissioning of the first berth at Pir Pau M/s. Tata Electric Companies (TEC) have started operations from the first berth and presently M/s CTTL, M/s. ACIL, M/s. IOBL are operating from the first berth. However, M/s HPCL and M/s BPCL are still operating from the old pier at Pir Pau and have not shifted their operations to first berth.
The need was felt for construction of second chemical berth and accordingly, detailed feasibility report was prepared by the Port through the consultant, M/s. Consulting Engineering Services (India) Ltd. in August 1999. The Port accepted the recommendation of the consultant to construct second chemical berth to the north of first chemical berth through private participation on BOT basis with provision that capital dredging and navigational aids will be undertaken by the Port. The Port invited offers for construction of second liquid chemical berth on BOT basis in 2001. Two firms viz. M/s. Adani Port Ltd. and M/s. Aegis Logistics Ltd. were short-listed. However, only M/s. Aegis Logistics Ltd. submitted the proposal, which was not found attractive. The scheme could not be implemented through private participation. Vide T.R.No. 103 of 25.03.1997 Board’s sanction was accorded for the acceptance of the offer of TATA Electrical Co. to construct a Coal Berth through BOOT route at Pir Pau south of First Chemical Berth. However they have failed to commence the project as per the terms of agreement and therefore by T.R.No.58 of 10.5.2005, sanction was accorded to terminate the license. Therefore the location at south of First Chemical berth was available for construction of second chemical berth which had certain advantages in terms of Navigations, Capital Dredging Cost.
Considering the demand from the users and the traffic projections, the Board approved construction of second chemical berth with its own resources to the south of first chemical berth instead of north, as envisaged in the Feasibility Report for navigational convenience.
2.1.1 NAVIGATIONAL CHANNEL The main Harbour Channel is for the greater part a natural deep water fairway following the longitudinal Axis of the Harbour. Till 2012 the depth of the Channel was 11 meter below CD. With increasing demand for catering to vessels of larger drafts, the deepening and widening of Main Channel was carried out in the year 2012. The channel depth was increased from 11
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 48 meter to 14 m below CD in outer channel to facilitate handling vessels of 14 m draft with utilisation of tidal window and the Channel was widened from 325 meter to 370 meter for straight stretches and to minimum 450 meter at bends. The common user Channel of JNPT and MbPT was extended from 21.02 Km to 26.36 Km. Recently JNPT has undertaken further deepening and widening of main navigational ( Phase II). The Channel depth at outer section will be increased to (-) 16.20 meter C.D to (-) 15.0 M C.D. The approach Channel to MOT berths (J1 to J3) leaves the main Harbour Channel north east of MOT berth No.4 . The approach to the First Chemical and second Chemical berths is an extension of the Channel leaving off from the MOT berths 1 to 3. The approach Channel to Old Pir Pau is an extension of the Channel leaving off from the First Chemical Berth. The map of Mumbai Harbour is shown in Figure 2 below.
Figure 2 - Map of Mumbai Harbour
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 49 2.1.2 DEVELOPMENT OF SECOND CHEMICAL BERTH The Second Chemical Berth (SCB) was partially commissioned in June 2015 and fully commissioned in January 2016. The SCB is constructed 650 meter on the south of existing First Chemical Berth off Pir Pau and in the same alignment as that of the First Chemical Berth. The capacity of proposed SCB is 2MMTPA and initially it was designed for handling capacity of 37,000 DWT tankers. For the SCB, the berth pocket of 300 m x 63 m is dredged upto –13m below Chart Datum and the existing navigational approach channel is widened by about 60m for vessels of 9.00 mt draft. The SCB is connected to First Chemical Berth by a separate approach trestle of 650 m long. The berth structure consists of - 2 Nos. of Breasting dolphins of size 15m x 14m supported on bored cast in situ piles and concrete deck with fenders and quick release mooring hooks for berthing and mooring the vessels. 4 Nos. of Mooring dolphin of size 11m x 12m supported on bored cast in situ piles and concrete deck with quick release mooring hooks for mooring the vessels. Unloading platforms.
The dredging & civil works were done by MbPT through its internal resources. The Chemical cargo will be unloaded/ loaded by the marine loading arms and will be transported through extension of product pipelines from 1st Chemical Berth to 2nd Chemical Berth. The expenditure on loading arm & pipelines is borne by the users. Before completion of the construction of Second Chemical Berths, MbPT decided to check the adequacy of the structure for vessel berthing up to 55,000 DWT. Accordingly MbPT appointed IIT Madras to verify the layout, configuration, analysis and design for 55,000 DWT vessels. M/s IIT Madras vetted the design and accordingly the construction was carried out so that vessels in the range of 15000 DWT to 55,000 DWT can be accommodated. The location plan diagram of Second Chemical Berth is shown in Figure 3 below.
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 50 Figure 3 - Location plan diagram of Second Chemical Berth
2.2 LOCATION OF SCB The Mumbai Port area is spread up at serveral places inside the gulf. The wet docks (Indira, Voctroia and Princess) and bunders are on the western side of the Gulf. There are four jetties for handling crude and POL Products which are situated at the Jawahar Dweep (Butcher Island). The first deep draft liquid chemicals/specialised grades of POL berth was commissioned in December, 1996 on the northern side of the Gulf near the explosive vessels anchorage area, about 2.85 km offshore at Pir Pau (WGS Coordinate 280995.2E, 2099921.2 N). The Second Liquid Chemical Berth is constructed 650 meter on the south of existing First Chemical Berth Off Pir Pau and in the same alignment as that of the First Chemical Berth (WGS Coordinate of SCB 280522.0E, 2099481.1N). The Mumbai Harbour is a natural deep water harbor, situated, on the west coast of India (Latitude 18̊ 54, N, Longitude 72̊ 49’E) and inside the protected waters of the Mumbai Gulf area. Google Earth image with project location is given in Figure 2 below.
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 51 2.3 PROJECT DESCRIPTION It is observed that there is sufficient future growth of Chemical and POL products in Maharashtra and Gujarat region, there is not adequate data to assess the exact future traffic at Mumbai Port. In various meetings the Users are pressing for further deepening of SCB channel and berth to handle bigger ships and improve efficiency by minimising the dependence on tide. In order to assess the realistic figure, the future incremental traffic has been worked out based on the present traffic. It is observed that in 2016-17 with berth occupancy of 65.43 % the traffic handled at SCB is 1.46 MT. Out of which Chemical traffic was 0.56 MT and POL traffic 0.90 MT. In the year 2016-17 total 203 no of ships were handled at SCB with average vessel being of 25,713 GRT. By extrapolation, for a berth occupancy of 70%, the SCB berth can handle 220 vessels of average GRT of 25,713 (say 26,000 GRT). Considering the proposed deepening and widening of the channel, 10% increase in no of vessels can be expected.
The MbPT has proposed Deepning and widening of Approach channel to Second Chemical Berth (SCB) at Pir Pau, Mumbai. The Second Chemical Berth (SCB) was partly commissioned in June 2015 and fully commissioned in January 2016. The Second Liquid Chemical Berth is constructed 650 meter south of existing First Chemical Berth (FCB) off Pir Pau and in the same alignment as that of the FCB. The capacity of the Second Liquid Chemical Berth is of 2MMTPA. It was initially designed for handling tankers of 37,000 DWT. For the Second Liquid Chemical Berth, the berth pocket of 300 m x 60 m is dredged to 13m below Chart Datum and the existing navigational approach channel is widened by about 60m for vessels of 9.00 mt. draft. The SCB is connected to FCB by an approach trestle of 650m length. The berth structure of SCB consists of –
2 Nos. of Breasting Dolphins supported on piles with concrete deck on top. It is provided with fenders and quick release mooring hooks. 4 Nos. of Mooring Dolphins on piles with concrete deck and quick release mooring hooks.
Unloading platform- (The Marine Loading Arms (MLAs) on top of the platform are provided by the Users.) The dredging & civil works were done by MbPT through its internal
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 52 resources. The liquid cargo will be unloaded/ loaded by the MLAs and will be transported through extension of product pipelines from FCB to SCB. The expenditure on loading arms & pipelines is borne by the Users. Before completion of the construction of SCB, MbPT decided to check the adequacy of the structure for vessel berthing up to 55,000 DWT. Accordingly MbPT appointed IIT Madras to verify the layout, configuration, analysis and design for 55,000 DWT vessels. M/s IIT Madras vetted the design and accordingly the construction was carried out so that vessels in the range of 15,000 to 55,000 DWT can be accommodated.
Considering the growth of chemical industries in and around Maharashtra and as per the requirement of Users of Pir Pau terminals it is proposed to carry out deepening and widening of SCB Channel to handle bigger size vessel at SCB.
The existing world fleet of tankers for various types of liquid cargo and the ships normally calling at Indian Ports and in particular at the existing Chemical berths has been considered to arrive at an optimum design vessel size and the deepening and widening parameters of Channel leading to Second Chemical Berth have been worked out accordingly. The Design Vessel size considered is as under:
Size of Vessel 55,000 DWT LOA 230 M Beam 36 M Draft 12.8 M
Based on the above design vessel size, the dimensions of the proposed deepening and widening of SCB Channel is as under Width of the Channel = 300 m Depth of the Channel = up to 11.0 m below Chart Datum (CD) Radius of Turning Circle = 460 m Depth at Berth pocket = 14.0m below CD
For the proposed widening and deepening of existing approach Channel to SCB, the quantum of soil dredging estimated is as 5 lakhs cu.m and rock dredging as 1.5 lakhs cu.M. The
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 53 dredged materials will be dumped at the designated dumping ground DS3. It is assumed that the soil dredging will be carried out by Trailing Suction Hopper Dredger (TSHD) and Cutter Section Dredger (CSD) will be deployed for weathered rock dredging. In case hard rock is encountered the same will be removed by underwater controlled drilling and blasting method. The estimated cost of the project is 84 Crore exclusive of GST and the expenditure will be met through internal resources of Mumbai Port Trust. For execution of works Mumbai Port Trust seeks prior environmental clearance for the dredging works.
2.4 NEED OF THE PROJECT Considering the growth of chemical industries in and around Maharashtra and as per the requirement of Users of Pir Pau terminals it is proposed to carry out deepening and widening of SCB Channel to handle bigger size vessel at SCB.
2.5 TRAFFIC DETAILS 2.5.1 CARGO TRAFFIC ANALYSIS AND FORECAST 2.5.1.1 LIQUID CHEMICAL AND POL TRAFFIC AT MBPT At the initial stage during preparation of feasibility report in 1999, the Consultant had made Traffic projection as under: Table 3 -Traffic Forecast (In million tonnes)
Sr. No. Category 2001 2006 2011 2016 1 Naphtha 0.79 1.299 2.2 2.897 2 Other specialised 0.97 1.200 1.598 2.147 grades of POL 3 LPG 0.7 1.40 1.500 1.550 4 Chemicals 1.145 1.267 1.43 1.616 Total in MMT 3.5 5.2 6.7 8.2
The consultant M/s CES had assessed the capacity of First Chemical Berth and Old Pir Pau as 1.72 MTPA and 0.75 MTPA respectively with an average handling rate of 600 TPH for First Chemical Berth and 200 TPH for Old Berth with 20 hours production basis. The Old Pir Pau is not in structurally sound condition and may be required to be decommissioned or may be
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 54 used for barges for the construction of MTHL project by the Government of Maharashtra. MbPT updated the feasibility report (1999) in house in the year 2006. Considering the Chemical traffic scenario of 2005, the traffic of Chemicals and specialised grades of POL for the Second Chemical Berth was forecasted as under: Table 4- Traffic of Chemicals and specialised grades of POL (in MMTPA) Year POL Products Chemicals Total Traffic Traffic for 2nd/ At Pir Pau future berths 2008-09 1.3 1.15 2.45 0.45 2009-10 2.5 1.61 4.11 2.11 2010-11 3 1.93 4.93 2.93 2011-12 3.07 2.32 5.39 3.39 2012-13 3.15 2.62 5.82 3.82 2013-14 3.23 3.07 6.3 4.3 2014-15 3.31 3.38 6.69 4.69 2015-16 3.39 3.71 7.11 5.11 2016-17 3.48 3.99 7.47 5.47
The above Traffic projections were worked out based on the discussion held in 2015 with All India Liquid Bulk Importers and Exporter Association (AILBIEA) and Indian Chemical Manufacturer Association ( ICMA), when they informed that the traffic at Pir Pau will continue to rise in future. The actual traffic handled in Pir Pau has been raised from 1.15 MTPA in 2005 to 3.18 MTPA in 2014-15.
2.5.1.2. CHEMICAL INDUSTRY PRODUCTS Presently Chemical Industry plays a major role in the country’s economic growth. Some of the useful current information on Chemical Industry is - The Chemical Industry holds a significant position in the economy. It comprises 2.11% of National GDP. Gujarat and Maharashtra have emerged as most favourite zones. The chemical Industry Infrastructure across India is shown in fig 6.
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 55 Chemical Industry expected to clock a growth of 10-13% percent over current years. Chemical export from India stood at USD 12.70 billion for the financial year 2014-15 and it is growing at CAGR of 0.9% is shown in fig 5. Total imports of Chemicals growing from USD 10.1 billion in Financial year 2012-13 to USD 19 billion in Financial year 2014-15 at CAGR of 37.5%. shown in fig 4. Government allows 100% FDI in chemical Industry. Procedures relating to FDI have been simplified. It is expected that in 2025, Chemical Industry is expected to grow and reach USD 403 billion mark.
From above, it can be seen that chemical Industry is growing at high rate including import and export of chemical cargo.
2.5.1.2 Petroleum Products Some of the useful current information on Petroleum products is – With increase in refinery capacity, production of petroleum products has increased substantially during last few years. During 2013-14, 67.864 MMT of petroleum products, valued at Rs. 3,68,279 crores were exported. During the previous year 2012-13, export of these products was 63.408 MMT valued at Rs. 3,20,090 crores. Export of petroleum products during 2013-14 was higher by 7.03% in terms of quantity and by 15.05% in terms of value, as compared to the previous year. The quantity of petroleum products imported during 2013-14 was 16.718 MMT valued at Rs. 74,605 crore. During 2012-13, imports of these products were 15.774 MMT valued at Rs. 68,363 crore. Imports of petroleum products increased by 5.98% in terms of quantity and increased by 9.13% in value terms, as compared to the previous year. During FY15, consumption of petroleum products in India stood at 183.5 MMT. Petroleum products derived from crude oil include light distillates such as LPG, naphtha; middle distillates such as kerosene; and heavy ends such as furnace and lube oils, bitumen, petroleum coke and paraffin wax. Light distillates with the highest growth rate grew at CAGR of 4.09 per cent, while middle distillates and heavy end segment witnessed a CAGR of 4.02 per cent and
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 56 1.78 per cent respectively, during the year FY08-15. Consumption of petroleum products is shown in fig 7. During the 12th Five-year Plan period (2012–17), production of petroleum products in India is expected to reach 1195.8 MMT. The Government allows 100 per cent Foreign Direct Investment (FDI) in upstream and private sector refining projects.
Figure 4 – India’s Chemcial Import (USD billion)
Figure 5 –Chemicals Exports of India (USD billion)
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 57 Figure 6 - Petroleum Product-wise consumption from crude oil FY15 (mmt)
2.5.2 PRESENT TRAFFIC The traffic handled in last five years at Old and first & second chemical berth and occupancy of the berths are as under: Table - Traffic handled in last five years (in MMTPA) Year 2012-13 2013-14 2014-15 2015-16 2016-17
Category OPP FCB OPP FCB OPP FCB OPP FCB OPP FCB SCB
Chemicals 0.44 1.24 0.34 1.42 0.39 1.60 0.49 1.72 0.15 1.33 0.56
Products 0.28 1.10 0.42 0.96 0.56 0.63 0.41 0.87 0.30 0.23 0.90
Total 0.72 2.34 0.76 2.38 0.95 2.23 0.90 2.59 0.45 1.56 1.46
Berth 47.43 87.08 33.89 88.14 40.38 84.91 52.34 78.74 20.68 67.35 65.43 Occupancy Total 3.06 3.14 3.18 3.49 3.47 Traffic Note: OPP = Old Pir Pau, FCB = First Chemical Berth, SCB = Second Chemical Berth.
The FDI limit for public sector refining projects has been raised to 49% without any disinvestment of domestic equity in the existing PSUs.
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 58 From the above it can be seen that the requirement of petroleum products are also growing at high rates which in turns increase the growth rate of import/ export of petroleum products.
2.5.2.1 Conclusion The conclusions and findings emerging out from the previous discussion on Chemical and POL products are as under: Maharashtra & Gujarat account for the major share of the all India demand for liquid chemicals and products. The traffic assessed at Mumbai Port holds good. Users have shown preference for further developments in Pir Pau areas. Improvement of Infrastructural facility at Pir Pau areas are required to cope with import / export growth in Chemical / Product sector. BPCL & HPCL are keen on laying additional pipe lines from SCB which will create additional traffic at Pir Pau. Land allotment of the plot previously with RCF is under consideration for development of Tank farm which would create additional traffic at Pir Pau.
2.5.3 Vessel Traffic Analysis & Forecast 2.5.3.1 Vessel Traffic analysis M/s Consulting Engineer Services (CES) in their DPR of 1999 had observed that 88% of world fleet for chemical tankers were up to 30000 DWT. The feasibility report prepared by CES was updated in 2006 and enquiries with largest tanker operators in the world revealed the largest vessels as follows:
Sr. Vessel Name DWT Draft in LOA in m Displacement No. m in Tonnes 1 Montana Blue 40,077 11.22 176 49,454
2 Stolt Creativity 37,186 11.68 176.75 49,845
3 Stolt Aquamarine 38,719 12.23 176.8 50,238
Considering the draft requirement at that time, the design Vessel size of 37,000 DWT was considered and the particulars of Design Vessel was as under:
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 59 Size of vessel : 37,000 DWT LOA : 210 M Beam : 28 M Draft : 10.8 M Based on the above design vessel size, the construction of Jetty structure (SCB) and dredging works started. However before completion of the construction of Second Chemical Berth, MbPT decided to check the adequacy of the structure for vessel berthing up to 55,000 DWT. Accordingly MbPT appointed IIT Madras to verify the layout, configuration, analysis and design for 55,000 DWT vessels.
M/s IIT Madras vetted the design and accordingly the construction was carried out so that vessels in the range of 15,000 to 55,000 DWT can be accommodated. The max. design vessel size particulars that the civil structure can accommodate is as under: Dead Weight Tonnage : 55,000 (DWT) Displacement Tonnage : 72,600 (MT) Length Overall (LOA) : 230 m Beam (B) : 36.0 m Draft : 12.8 m
In view of the time lapse fresh enquiries have been made and the details of few largest chemical tanker vessels available in the market is as under:
Sr. No. Vessel Name DWT 1 Stolt Breland 43,476 2 Stolt Sneland 44,080 3 Stolt Facto 46,105 4 Stolt Gulf Mishref 46,089
From the above it can be seen that over the years the vessel size of chemical tankers have not been increased much and the design vessel size of 55,000 DWT is on higher side as present scenario for handling chemicals.
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 60 2.5.3.2 Pir Pau Berths Presently at Pir Pau, three berths i.e. Old Pir Pau (OPP), New Pir Pau (FCB) and the newly constructed Second Chemical Berth (SCB) are operational. Since the Old Pir Pau berth may not handle ships due to implementation of Mumbai Trans Harbour Link (MTHL) project the same is not considered for analysis. The various performance parameters at Pir Pau berths are as under. Year 2012-13 2013-14 2014-15 2015-16 2016-17 Average time spent at berth (Days) 1.12 1.02 1.01 1.11 0.97 Average Pre-berthing detention on 0.83 1.30 0.87 20.46 4.67 Port Account ( Days) (Hrs) ( Hrs) Average Turn-round time (Days) 2.03 2.41 1.97 2.04 1.25 Idle Time at berth (%) 32.18 29.36 31.3 34.99 33.77
Berth Occupancy of Old Pir Pau, First & Second Chemical Berths are as under: Year 2012-13 2013-14 2014-15 2015-16 2016-17 Old Pir Pau (OPP) 47.43 33.89 40.38 52.34 20.68 New Pir Pau ( FCB) 87.08 88.14 84.91 78.74 67.35 Second Chemical ( SCB) ------65.43
2.5.4 Capacity Augmentation From the above section, it is seen that average time spent at berth by the vessel and idle time at berth have not improved much even after the construction of SCB. There is reduction in pre-berthing detention time of vessels. After SCB is operational the berth occupancy at FCB & SCB is 67.35% & 65.43%. The productivity is not increased. The main factors affecting the productivity are as under:
The average time spent at berth. Idle time at berth has not improved and is on higher side. As a result it restricts reduction in turn-around-time. One of the reason for more time spent by the vessel at the berth is lesser tidal window available for the vessels for both FCB & SCB. At the Pir Pau berths most of the ships unload the cargo and leave the berth with light draft while ships arriving at the berths, depending on the sizes, need to wait for suitable high tide.
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 61 Further ships berthed at SCB need to use Turning circle in front of FCB. This affects movements of vessels at both the places. Certain big ships have to wait longer time for berthing for the availability of the requisite high tide.
Considering this current scenario at Pir Pau, the Marine Survey Division is of the opinion that if the tidal window of vessels for SCB is reduced by further deepening the approach channel and providing separate Turning circle in front of SCB along with widening of channel at certain locations for easy manoeuvring, the idle time at berth and turnaround time can be reduced. This will improve the efficiency of the chemical terminals.
Further the Oil Industry Users are keen on laying additional pipe lines from SCB which will result in effective capacity augmentation of the Pir Pau berths. For capacity augmentation at SCB and improvement of vessel operations and management it is proposed to deepen the approach channel leading to SCB.
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 62 Figure 7 - Site locationon google map
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 63 2.6 CHANNEL DESIGN & DREDGING VOLUME Dredging plays a vital role in the socio-economic development and the environmental health of many countries and regions in the world. Yet like any infrastructure or development project dredging also have impacts on the environment. Direct or indirect environmental and socio-economic effects may be associated with any element of the dredging process – dredging/excavation, transport and disposal. The effects may be positive or negative, short term or long term and may include, amongst others, impacts on water quality, e.g. increase of suspended solids concentration and potential release of contaminants during dredging or disposal; leaching of contaminants from disposal sites; • habitats and natural areas, e.g. habitat enhancement or creation, removal or destruction of benthos, smothering; • local communities, e.g. the effects of noise; increased labour opportunities; • changes to bathymetry or topography • physical processes, e.g. waves, currents, or drainage, and hence erosion or deposition • archaeological assets, e.g. shipwrecks • recreation, e.g. sailing, swimming and beach use; • economic activities, e.g. commercial fishing, improved infrastructure
The removal of sediments can have adverse impacts on marine species and habitats. The impact may be due to physical or chemical changes in the environment at or near the dredging site. The extent of the impact depends on the size, characteristics and sensitivity of the dredged area and the dredging technique.
The dimensions of the navigational areas such as approach channel, maneuvering areas are based on the vessel envisaged to visit the Pir Pau areas with prevailing environmental conditions, traffic density and safe navigational practice as per the standards. The existing channel leading to FCB and SCB is deepened to 9.0 m below CD. Considering the design vessel characteristics and various environmental parameters and other surrounding restrictions, the optimum channel depth and width have been finalised. The Turning circle has been provided in front of the berth. The proposed widening and deepening is shown in Figure 9 below.
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 64 Figure 8 - Proposed widening and deepening Dimensions of the proposed deepening and widening is as under: Width of the Channel = 300 m Depth of the Channel = 10.0 m & 10.5 m below CD Radius of Turning Circle = 460 m Depth at Berth pocket = 14.0m below CD The size of the berth pocket does not require modification.
2.6.1 Existing Channel The existing common user main channel is 26.4 km long with widths of 370 m along straight stretches and 450 m at bends. The layout of existing harbor channel is shown below in Figure 10 below.
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 65 Figure 9 - The layout of existing harbor channel
The existing design depth of main channel at outer section is 14.2 m below CD and design depth of main channel near JD4 is 13.2 m below CD. M/s JNPT has undertaken further deepening of main harbor channel under Phase II under which existing depth of 14.2 m will be increased to 16.00 m below CD & 13.2 m will be increased to 15.0 m below CD. The common user main harbour channel ends at 4th Oil berth. After the 4th Oil berth, the main harbor channel bifurcates into the “Y” junction – one channel leading to Jawahar Dweep / Pir Pau areas and other channel leading to JN Port. The Channel leading to Jawahar Dweep is maintained at 10.5 m below CD for vessels being handled at JD Berth No.s 1, 2 & 3. The design depth at JD berth Nos.1 & 3 is 11.6 m below CD while design depth at JD Berth No. 2 is 11.0 m below CD. The approach channel to SCB/FCB is an extension of the channel leaving off from the MOT berths 1 to 3 (JD 1, 2 & 3). The existing channel leading to FCB
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 66 and SCB is deepened to 9.0 m below CD. The depths available at various sections for approaching FCB/SCB are given in Table 5 below.
Table 4 - Depths available at various sections for approaching FCB/SCB Sr. No Channel Area Length Depth Below CD 1 Main Harbour (Outer section up to JD1) 26.34 Km 14.0 m to 13.2 m 2 Channel Approach to JD1, 2 & 3 2.53 Km 10.5m 3 Approach Channel to FCB/SCB 2.1 Km 9.0 m 4 Approach Channel to OPP 3.53 Km 4.5 m
2.6.2 Channel Design Parameters The parameters primary influencing the design of approach channel are vessel characteristics and environmental parameters such as tide, wave, current etc and surrounding conditions.
2.6.3 Design Vessel Characteristics The design vessel size considered are 37,000 DWT for which the SCB Jetty was designed and 55,000 DWT for which the SCB Jetty was verified by IITM. The vessel particulars are as under. Table 5 - Design Vessel Characteristics Sr. No Vessel Size LOA (m) Beam (m) Draught (m) 1 37,000 DWT 210 28 10.8 2 55,000 DWT 230 36 12.8
2.7 DESIGN OF APPROACH CHANNEL: The approach Channel used by the ships for the first chemical berth would also be used by the Second Chemical berth as envisaged earlier. Presently the approach Channel is maintained at (-) 9.0 M CD. As per the discussion had with the Dy Conservator, for handling bigger ships at SCB the Turning Circle shall be made in front of Berth for ease of navigations and the existing Channel is also need to be deepened and widened. The details designing of proposed approach channel to SCB is covered in later chapter.
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 67 The design of approach channel comprises of determining the channel alignment, width, depth. Considering vessel size & various channel design parameters and the existing surrounding conditions, the most suitable alternative is evaluated.
2.7.1 CHANNEL ALIGNMENT Since this is a brownfield expansion, with approach channel already in place and deepened to 9.0 m, it is considered prudent to maintain the present alignment and modify only widths and depths of the channel.
2.7.2 CHANNEL DEPTH For determining the depth required in the approach channel to SCB, the use of optimal tidal window and the depth available just prior to entering approach channel to SCB i.e. JD channel needs to be considered for providing the most economical/feasible solution. The components to be evaluated for determination of the channel depth are as follows: Static draft of the design ship Under keel clearance required for various environmental parameters Allowance for siltation Optimisation based on the depth of approach channel to JD1, 2 &3.
2.7.3 DETERMINATION OF APPROACH CHANNEL DEPTH Two alternatives have been considered for determining the Channel depth and tabulated below. Table 6 - Channel depth evaluation for Tidal window of 2.5 Vessel Size 37,000 DWT 55,000 DWT Static Draft 10.8 m 12.8 m Under keel clearance (10 % of static draft) 1.08 m 1.28 m Siltation Allowance 0.3 m 0.3 m Net Channel Depth 12.18 m 14.38 m Tidal Window 2.5 m 2.5 m Rounded Depth of Channel required 9.7 m below CD 11.9 m below CD
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 68 Table 7 - Channel depth evaluation for Tidal window of 1.3 m Vessel Size 37,000 DWT 55,000 DWT Static Draft 10.8 m 12.8 m Under keel clearance (10 % of static draft) 1.08 m 1.28 m Siltation Allowance 0.3 m 0.3 m Net Channel Depth 12.18 m 14.38 m Tidal Window 1.3 m 1.3 m Rounded Depth of Channel required 10.9 m below CD 13.1 m below CD
Table 8 - Channel depth evaluation for Tidal window of 0.76 m Vessel Size 37,000 DWT 55,000 DWT Static Draft 10.8 m 12.8 m Under keel clearance (10 % of static draft) 1.08m 1.28 m Siltation Allowance 0.3 m 0.3 m Net Channel Depth 12.18 m 14.38 m Tidal Window 0.76 m 0.76 m Rounded Depth of Channel required 11.4 m below CD 13.6 m below CD
From the Table it can be seen that the largest average size of chemical tanker is of 45,000 DWT. The design vessel size of 55,000 DWT is not calling very often to Indian Ports and if they do call at Mumbai Port, the channel depth could be provided such that they can come at High Water Spring tides. Therefore the Channel depth predominantly is decided based on the 37,000 DWT vessel. Further it is also to be noted that the JD channel which is between the Pir Pau channel and the Main Channel is maintained at 10.5m below CD. Further deepening of Approach Channel to JD berths (1 to 3) will serve no purpose as the max. depth at the JD berth (pocket) is 11.6 m and no further deepening of these berths is envisaged. It is therefore proposed to restrict the channel depth to 10.5 m at approach channel to Pir Pau. With the channel depth of 10.5 m, a 37,000 DWT vessel can come at a tidal window of 1.7 m (12.2 m -10.5m). If Channel depth is kept as 10.0 m, then the 37,000 DWT vessel would require a
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 69 tidal window of 2.2 m which is also reasonably alright. Based on the quantum of rock dredging involved and financial analyses the channel depths will be decided.
2.7.4 CHANNEL WIDTH Assessment of the channel width required for safe navigation for all expected vessels at SCB involves evaluation of a multitude of parameters such as ship sizes, nature of cargo & prevailing environmental conditions. The basic components of approach channel depend on the manoeuvring lanes, bank clearance and ship passing clearance lane. Allowance must be given in designing the width of channel to account for the following factors –
1. Speed of the ship 6.Wave Action 2. Prevailing cross wind 7.Quality of Navigational Aids 3. Prevailing Cross Current 8.Nature of the bottom surface of the channel 4. Longitudinal current 9.Cargo hazard level 5. Depth/Draft ratio
The vessel expected to be handled at Pir Pau are of liquid cargo. All components and various allowances have been considered as per PIANC guidelines. The designed single and two way navigable width of approach channel is estimated based on the above considerations and is presented below. Table 9 - Design Width Estimation of Approach Channel Sr. Two Way Channel One Way Channel Allowances Given Assumed Data No Allowance Allowance Allowance Allowance 1 Maneuvering Lane Good 2* 1.5B 3.0B 1.5B 1.5B 2 Ship Clearance Moderate 1.8B 1.8 B -- -- 3 Bank Clearance Moderate 2* 1.0 B 2.0 B 2* 1.0 B 2.0B 4 Cross Windss Moderate/Good 2* 0.4 B 0.8 B 0.4 B 0.4 B 5 Cross Current Moderate/Good 2* 0.7 B 1.4 B 0.7 B 0.7 B 6 Wave Action Hs ≤ 1m 0.0 0.0 0.0 0.0 7 Quality of Good 2* 0.1 B 0.2 B 0.1 B 0.1 B Navigational Aids 8 Nature of Cargo Medium 2* 0.5 B 1.0 B 0.5 B 0.5 B
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 70 Hazard Level Total 10.2 B 5.2 B Based on the selected allowances for the components of the approach channel width, the estimated channel width for various design vessels is presented below.
Table 10 - Width of Approach Channel for Various Design Vessel Estimate Width Design Vessel Width (m) Two Way One Way 37,000 DWT 28 10.2 X 28 = 285.6 m 5.2 X 28 = 145.6 m 55,000 DWT 36 10.2 X 36 = 367.2 m 5.2 X 36 = 187.2 m
However the channel in front of SCB berth is not adequate and the same will be suitably widened while designing separate Turning Circle for SCB. The existing channel width of approach channel up to SCB berth is 300 m which is adequate for two way lane of 37,000 DWT vessel. Hence no change in width of the channel is proposed
2.7.5 DESIGN OF CHANNEL BENDS In the existing Channel alignment there is a bend near the Second Chemical berth. Channels with bends are more difficult to navigate compared with straight stretches. At the bends when vessel takes a turn the vessel control is reduced and the width of swept path is naturally greater than the beam of the vessel. Therefore additional width is provided at bends. The navigation of vessels at Pir Pau channel will be assisted by tugs, so vessel movement is controlled. However the following equation developed from the Dave Taylor Model Basin studies is used to calculate the increase in channel width required in bends:
Δ W =0.9144 ɸ Vs2 L2 F / (Rt Cc S) Δ W= Increase in ship width lane (m) ɸ = angle of turn, degrees (assumed value = 45º) Vs= speed of ship in channel (kts) (assumed value : 8 Knots) L= ship Length = 230 m. Rt = turning Radius (m) (assumed value 500 m) Cc = coefficient of vessel manoeuvrability (assumed value 2) F = 1.0 for one way traffic.
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 71 S = unobstructed sight distance from the bridge of the ship. As per Panama canal study the minimum sight distance required is 2446m. Since in MbPT the vessel will be guided by tugs, this same value is adopted here. Accordingly Δ W = (0.9144 x 45 x 82 x 2302 x 1)/(500 x 2 x 2446) = 56.95 m ( say 60 m) Hence Channel width required at bend for 55,000 DWT vessel is = (187.2 + 60) = 247.2 m.
2.8 DESIGN OF BERTH POCKET The dredged depth required in berth pocket is bigger than the rest of the channel as the ship have to lie alongside the berths at all states of tide and advantage of tidal window cannot be taken. For ship of 37,000 DWT & 55,000 DWT, the required depths of pocket alongside of the berth are as under: Table 11 - Depth of Berth Pocket for the two design vessels Components of Design 37,000 DWT 55, 000 DWT Static Draft of Vessel 10.8 m 12.8 m Allowance for trim Vessel 0.3 m 0.3 m Safety Clearance 0.3 m 0.3 m Allowance for Lowest low Water 0.3 m 0.3 m Allowance for Siltation 0.3 m 0.3 m Allowance for sinkages due to density changes 0.1 m 0.1 m Depth require at berth pocket 12.1 m below CD 14.1 m below CD
The width and length of berth pocket are evaluated and the dimensions of berth pocket to be dredged are given in table below:
Table 12 -Width of Berth Pocket for various design vessel Design Vessel Beam of Ship Allowance of 0.5B Total Width (m) 37,000 DWT 28 m 14 m 42 m 55,000 DWT 36 m 18 m 54 m
Table 13 - Length of Berth Pocket for various design vessel Design Vessel Length of Ship Total length of Pocket (1.2 x LOA) 37,000 DWT 210 m 252 m 55,000 DWT 230 m 276 m
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 72 Hence existing length & width of 300 m x 60 m is sufficient for 55,000 DWT vessel. Hence plan dimensions of berth pocket do not need modification. As regards depth, the existing depth of berth pocket is 13 m below CD which is sufficient for 37,000 DWT vessel. For handling fully loaded 55,000 DWT vessels the depth of berth pocket required is 14.1 m. By restricting handling 55,000 DWT ships in monsoon or having better control on other allowances 14 m below CD at Berth pocket can be considered for handling 55,000 DWT vessel. The deepening by additional 1m at berth pocket will have to be carried out either by cutter suction dredger or under controlled blasting to avoid damage to existing pile structures.
2.9 DESIGN OF TURNING CIRCLE As per IS 4651, the diameter of Turning circle shall be 1.7 to 2 times the length of largest ship. Accordingly diameter of turning circle is proposed as 460 m ( 230 m x 2).
2.10 DREDGING VOLUME ESTIMATION The area where Capital Dredging required for deepening & widening of the approach channel to SCB shown hatched in the Figure 13 below.
Figure 10 - Proposed deepening & widening of SCB Channel (shown hatched) . The volume of capital dredging required both soil and rock for various alternative depths have been computed based on the existing and proposed dredged levels.
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 73 2.11 ESTIMATION OF DREDGING VOLUMES The quantity of dredging have been worked out using Hy-Pack software Tin model. The channel area & berth pocket area as shown hatched in fig 5.2 has been considered for volume computation. The rock quantity is estimated from the seismic survey data with respect to proposed design depth model. Then the total dredged quantity (i.e. rock + soil) has been estimated from the existing bathymetry survey with respect to proposed design depth model and a tolerance of 0.3 m. Thereafter the soil dredging quantity is worked out from the difference between the two quantities. The quantity of soil & rock dredging have been worked out for two alternatives depths and furnished below:
Channel Depth 10 m and Berth Pocket Depth 14 m (Below CD) Total quantum of dredging = 5,35,000 Cu. m Total quantum of rock dredging = 1,45,000 Cu. m Total quantum of soil dredging = 5,35,000 – 1,45,000 =3,90,000 cu. m
2.11.1 DREDGING PROCESS The dredging process consists of following three elements: D redging: the process of removal of sediments and/or from the bed of the water body. T ransport of excavated material: transporting materials from the dredging area to the site of utilization or disposal or intermediate treatment is done usually by i. self contained hoppers of the dredgers, ii. In barges, iii. Pumping through pipelines, iv through waves and currents. U tilization or disposal of dredged material: in construction projects, the dredging is carried out as per the requirement and demand and carried to the site for utilization. In navigation and remedial dredging the question of disposal of dredged material arises.
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 74 2.11.1.1 TYPES OF DREDGERS Dredgers are specialized equipment employed for dredging. Dredgers vary in shape and size and are mostly water- based and sometimes land based. Depending on the method of dredging and operation, dredgers are grouped into categories as:
Mechanical dredgers Mechanical dredgers are well suited to remove hard packed material or debris and to work in confined areas. In mechanical dredging the excavation is done by dislodging the material and then raising it to the water surface by bucket or dipper. The dredged material is then transported through barges or boats to the shore or area of disposal. The main sub groups of mechanical dredgers are:
Bucket dredgers It consists of chain of buckets thrust into the underwater deposit to be dredged out. Each bucket digs its own load and carries it to the surface. The bucket has the advantage of continuous operation, high cutting force, minimum dilution, definitive positioning for channels but the type is expensive as it includes high cost for mobilization and maintenance.
Dipper dredge A dipper dredge is a barge mounted shovel. It operates at a depth of about 15m. The dipper has spuds and the dredged material is collected into the bucket. The dipper is moderately priced and has a moderate capacity. They can perform well in all types of soil such as coarse sand, gravel, rock, clay including firm material. The only disadvantage is poor sea state response. They are subject to severe damage if and when the bucket is driven to the bottom by dredge hull descending from a swell.
Grab dredgers The grabs are mounted on a barge and equipped with wire mounted bucket of the type deemed most appropriate for the material to be dug. The bucket is dropped through the water in an open position and digs into the bottom material, it is closed, removing material from the bottom, then raised and emptied into the barge.
The grab has an advantage of being low priced and less man power requirement. They can be
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 75 used in confined areas and are able to pick up large particles. As they are connected by wires they can work in most of the sea- state and also have a sizeable digging capacity.
The limitation of a grab is that it has low capacity and does not give good results in light free flowing material.
Figure 11 - Mechanical dredgers Hydraulic dredgers The hydraulic dredgers use centrifugal pumps to provide the dislodging and lifting force and remove the material in a slurry form. These are usually used for excavation of silts, sand, gravels and soft clays. Cutter suction dredgers are used for more cohesive material. In the hydraulic dredging and transport method a large amount of water is added to the sediment to make it slurry, thus there is a change in the original structure of the sediments. The main subgroups of the hydraulic dredgers are:
Trailing suction or hopper dredgers Trailing suctions are self-propelled sea going ships equipped with propulsion machinery, sediment containers, dredge pumps and other equipment required to excavate/dredge material. They have the capacity to dredge against the strong currents and to work in rough, open sea. The dredge material is raised by pumps on the hopper built in the vessel and then the vessel moves immediately to the disposal site. Hoppers are the only type of dredge that work effectively, safe and economically in rough waters; its operation does not disturb traffic of the
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 76 waterways. Hoppers cannot dredge continuously as the operation involves loading, transporting, unloading and returning. Also it has difficulty dredging the side banks of hard packed sand, around piers and other structures.
Cutter suction dredgers The hydraulic pipeline cutter head draws slurry from the bottom material and water through suction line pumps the mixture through a floating discharge line to the disposal site. They are capable of excavating most of the types of materials and pumping through pipelines to long distances. They have maximum economy and efficiency. They can able to dredge rocks like corals without blasting. But they have a limited capacity of working in open waters without endangering man and equipment.
Side casting dredgers They are shallow draft sea going vessels especially designed to remove material from bar channels where hoppers cannot operate. They do not have hopper bins but the dredged material is pumped directly overboard through an elevated discharge boom. These are fast moving vessels and can be used for far apart projects but they cannot remove large volumes of material compared to hopper dredge.
Figure 12 - Hydraulic dredger
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 77 Special, low-impact dredgers These dredgers have been developed with an aim of increasing precision. These reduce over dredging and minimize the suspension of bed material. A few examples of modified dredgers are: encapsulated bucket liners for bucket chain dredgers, closed buckets for backhoes, closed clamshell for grab dredgers, auger dredger, disc cutter, scoop dredger and sweep dredger.
Other types of dredgers There are a few dredgers that are especially developed for specified purposes. The selection of dredging equipment for a particular project depends upon a combination of factors that include: the nature, quantity and level of contamination of the material to be dredged the method of placement The distance to the placement site.
2.11.1.2 SELECTION OF DREDGING EQUIPMENT The most suitable types of dredgers to complete the dredging work of this nature in shortest possible time is Trailing Suction Hopper Dredger (TSHD) and Cutter Section Dredger (CSD). From the available bore hole data at berth pocket it can be seen that nature of strata is weathered rock which can be dredged with powerful cutter suction dredger. If the rock is sound/hard, it may not be economical to dredge with CSD. The most effective and productive process comprises the drilling and blasting technique. The blasting technique shall normally be avoided at berth pocket due to presence of existing berthing structure. However in case dredging in berth pocket requires blasting, very controlled blasting need to be carried out at this location. However the contractor shall be free to select their equipment and working method, as long as the safety, quality and project schedule is maintained.
2.11.1.3 TIME REQUIRED FOR DREDGING ACTIVITY The total quantum of soil dredging involved is 3.9 lakh cu.m. and rock dredging involved is 1.45 lakh cu.m. The critical activity is rock dredging and delay may occur for the permission required for blasting from various authorities. However it should be possible to complete the entire dredging activity in one fair season i.e from October to April.
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 78 2.12 DREDGED MATERIAL MANAGEMENT PLAN The Dredged Material Management Plan (DMMP) is intended for the environmental acceptability of dredged material management alternatives. Two management alternatives may be considered for dredged material as below: Confined disposal ( Reclamation) Offshore disposal
2.13 IMPLEMENTATION SCHEDULE The project requires administrative approval of Board for the cost estimate. The necessary environmental clearance needs to obtained from Ministry of Environment, Forests and Climate Change ( MoEF&CC). The completion period of dredging works would be around 7 months.
2.14 PROJECT COST ESTIMATION Cost Estimate for Alternative I (Channel depth: 10 m) Sr. Description Quantity Rate Amount Rs No (in crores) 1 Soil Dredging 3,90,000 cu.m Rs 110 /cu.m 4.29 2 Roch Dredging 1,45,000 cu.m Rs 4000/ cu.m 58.00 3 Mob + Demobilization LS 6.23 4 Procurement of Navigational Aids LS 0.50 5 EIA Study and EMP LS 0.50 Total (Sr No. 1 to 5) 69.52 Add 3% contingencies 2.09 Grand Total 71.61 Say Rs 72 crores Cost Estimate for Alternative II (Channel depth: 10 m) Sr. Description Quantity Rate Amount Rs No (in crores) 1 Soil Dredging 5,25,000 cu.m Rs 110 /cu.m 5.78 2 Rock Dredging 2,15,000 cu.m Rs 4000/ cu.m 86.00 3 Mob + Demobilization LS 9.18 4 Procurement of Navigational Aids LS 0.50
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 79 5 EIA Study and EMP LS 0.50 Total (Sr No. 1 to 5) 101.96 Add 3% contingencies 3.06 Grand Total 105.02 Say Rs 105.02 crores
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 80 CHAPTER 03-ALTERNATIVE ANALYSIS
As the proposal is for deepening and widening of existing Channel, therefore no alternative site is considered.
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 81 CHAPTER 04 - BASELINE ENVIRONMENTAL STUDY
The Environmental Impact Assessment study report will give an assessment of the various environmental impacts likely to be caused on the surrounding nature in and around the proposed project. It will also incorporate the appropriate control measures required to be adopted or implemented in order to minimize the adverse effects thereof.
4.1.SCOPE OF WORK In order to carry out such assessment study, it is first necessary to delineate and define the existing environmental factors in and around the proposed project on the existing environmental scenario which will include various environs like ecology, flora-fauna, socio economic profiles, environmental quality in respect of air, water, noise & soil etc.
4.2. BASELINE ENVIRONMENTAL STATUS This section of the report gives description of the existing environmental conditions within the project area, which constitutes the baseline for the study. Natural conditions are often critical when designing and constructing infrastructure works. The assessment of baseline studies of the appropriate environmental parameters, which may be affected by the project implementation, is a pre-requisite for any Environmental Impact Assessment (EIA) study. M/s. Global Managment & Engineering Consultanat International is appointed as EIA Consultants to carry out the Environmental Impact Assessment (EIA) study for the proposed project site incorporating baseline data for various Environmental Components, viz, air, water, noise, land and biological along with the parameters of human interest and to prepare Environmental Management Plan (EMP) for mitigation adverse impacts.
4.3.BASELINE ENVIRONMENTAL MONITORING The monitoring surveys of the study area (project area) were carried out for one season, during the months of March 2018 to May 2018. Field monitoring for meteorological conditions, ambient air quality, water quality, noise quality, etc. was carried out, which constitutes major portion of the baseline environmental studies. The baseline quality of various components of the environment, viz. air, noise, water, and land, biology, meteorological and socio-economic is assessed within the impact zone around the proposed site are indicated in the following Table
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 82 Table 14 Environmental Settings Aspect Mode of Data No. of Sampling Frequency Parameter Collection Locations Meteorology Secondary Data -- -- Temperature, Humidity, Wind speed, Wind from IMD direction and Rainfall
Ambient Air Field Studies 8 locations within 10 km. 24 hrs twice a week PM10, PM 2.5, SO2,NOX ,CO. Quality at each location Noise Level Field Studies 8 locations within 10 km. Once Equivalent noise Level dB(A) Soil Quality Field Studies 1 location on project site Once pH, Electrical conductivity, Sodium, Nitrogen, Phosphate, Potassium, Organic matter, moisture content & metals Ground Water Quality Field Studies Study Area within 10 km Once Physical, chemical and bacteriological parameters shall be analyzed Surface Water Quality Field Studies Study Area within 10 km Once Physical, chemical and bacteriological parameters shall be analyzed Land use Pattern Secondary sources Study Area within 10 km -- Topography & Geology, Soil, Land use pattern. Ecology Field studies & Study Area within 10 km -- Inventory of major & minor faunal species Biodiversity Literature review Socio-economic Census of India Study Area -- Demography, caste profile, literacy rate, Environment 2011, Secondary occupational profile sources
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 83 Figure 13 - Environmental Study Locations
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 84 4.4.ENVIRONMENTAL STUDY AREA The Mumbai Harboud is a natural deep water harbour, situated, on the west coast of India ((Latitude 18o 54, N, Longitude 72o 49’E) and inside the protected waters of the Mumbai Gulf area.The present location is having geographical co-ordinates at Latitude 18°58'32.96"N & Longitude 72°54'55.12"E. The various 8 locations selected on the merits of environmental settings are indicated in the Table 17 and Figure 14. Table 15- Environmental Study Area Sr. No Environmental Parameters Location Code Location Pointer 1. Ambient Air Quality AAQ
2. Noise Level NL
3. Soil Quality SQ
4. Marine Water MW
5. Ground Water GW
4.5.TOPOGRAPHY & GEOLOGY Mumbai consists of two distinct regions: Mumbai City district and Mumbai Suburban district, which form two separate revenue districts of Maharashtra. The city district region is also commonly referred to as the Island City or South Mumbai. The total area of Mumbai is 603.4 km2. Of this, the island city spans 67.79 km2, while the suburban district spans 370 km2, together accounting for 437.71 km2 under the administration of Brihan Mumbai Municipal Corporation (BMC). The remaining area belongs to Defence, Mumbai Port Trust, Atomic Energy Commission and Borivali National Park, which are out of the jurisdiction of the BMC. Mumbai lies at the mouth of the Ulhas River on the western coast of India, in the coastal region known as the Konkan. It sits on Salsette Island, partially shared with the Thane district. Mumbai is bounded by the Arabian Sea to the west. Many parts of the city lie just above sea level, with elevations ranging from 10 m to 15 m; the city has an average elevation of 14 m. Northern Mumbai is hilly, and the highest point in the city is 450 m at Salsette in the Powai- Kanheri ranges. Sanjay Gandhi National Park (Borivali National Park) is located partly in the Mumbai suburban district, and partly in the Thane district, and it extends over an area of 103.09 km2
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 85 The original seven islands of Bombay consisted of 22 hills. Most of them were razed to fill in the shallows to connect the islands. The hills still standing today are: M alabar Hill — the highest point in the city area C umbala Hill A ntop Hill S ewri Hill G ilbert Hill W orli Hill P ali Hill M azgaon Hill Si on Hill M ahakali Hill G olanji Hill P ulshachi Dongri S alamati Hill
There are three hill ranges with the city limits. The Ghatkopar Hills are present near the station of Ghatkopar. The hill range runs parallel to the Central Railway track and is inhabited by slums. During the monsoon season, landslides are common. The Trombay Hills
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 86 occupy a large portion of Trombayon the eastern part of the city. The highest hill is about 302 metres above sea level. The Powai Hills are present north of the city. The Borivali National Park occupies most of the region. The Vihar and Tulsi Lakes are present within the hills. The highest point of the metropolis, at 450 metres, is located in this region. There are three lakes in the city. The Vihar Lake and the Tulsi Lake are present within the National Park and supply part of the city's drinking water. The Powai Lake is immediately south of these two. Back Bay is the largest bay in the city. The coastline of Back Bay is an inverted C-shaped region 4 kilometres in length, and Marine Drive is located along this stretch. North of Marine Drive is Worli Bay. In the centre of the bay is the tomb of Haji Ali, a 13th century Muslim saint. The bay perimeter is about two kilometres in length. Mahim Bay is the second largest bay in the city. The Mithi River empties into the Mahim Creek which drains into the bay. The border between the city and its suburbs bisects the bay. To the north lies Bandra and to the south, Mahim. Mumbai has numerous creeks with close to 71 km2 of creeks and mangroves along its coastline. The Vasai Creek to the north and Thane Creek to the east separates Salsette Island from the mainland. Within the city the Malad (or Marve) Creek and the Gorai (or Manori) Creek inundate the suburban region. The Mahim Creek forms the border between the two districts. On the eastern front, a large creek—the Thane Creek—is present. There are also the Mahul Creek and the Mahim Creek.
4.6.CLIMATE & METEOROLOGY OF THE STUDY AREA 4.6.1. TEMPERATURE AND CLIMATE The climate of the region is influenced by two annual monsoon seasons – southwest monsoon (June to September) and north-east monsoon (November to March). The fair weather period is from October to May. Most of the rainfall in the region occurs during south west monsoon with aggregate rainfall 200 to 250 cm. The rainfall during November to March is minimal. Relative humidity is high all-round the year, 85 to 90% during summer months and reducing to 60 to 70% during November to February. Mean day temperature is 25 to 38oC which falls in winter to 20 to 25o C minimum.
4.6.2. WIND Predominant wind is from north to west directions with seasonal variations as given in Table Table 16 – Wind Data Month Predominant Direction Wind Speed (Beaufort scale)
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 87 February to May NW 4 to 6 (Max. 8 to 10) June to September WNW 6 to 8 (Max. 6 to 10) October to January NNW 2 to 6 (Max 6 to 8)
4.6.3. HUMIDITY The Relative Humidity (RH) ranges from 61% to 87% in the monsoon period. From November to January i.e. in the winter months, the relative humidity varies from 57% to 72%. The Relative Humidity generally is higher than 60% throughout the year. The humidity during the study period varied from minimum 46% to maximum 68% in the study area.
4.6.4. CLOUD COVER Skies are mostly overcast during the monsoon months i.e. starting from May right till September. During the winter and the post monsoon season’s skies are generally clear. Maximum numbers of overcast days are observed during the month of May.
4.6.5. RAINFALL Monsoon generally sets in around the second week of June and continues till late September. July and August are the wettest months all over the region. There is hardly a day without rain, in these two months. Towards the later part of the season, there are breaks in between, when the oppressive hot weather is associated with high humidity along the coast. The average rainfall in the region is nearly 2000 mm.
4.6.6. VISIBILITY The visibility in this area is normally good except high peaks of hills which are not visible clearly from a distance of more than 5 km. Foggy condition prevail during winter and heavy rains. As per the atmospheric visibility data obtained from IMD, the number of days during which visibility is poor (up to 4 km) are very few. Visibility is 4 to 10 km during 25% of the days in the year. The number of days with poor visibility is the maximum during the month of December.
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 88 4.6.7. CYCLONES The west coast is subjected to occasional severe cyclonic storms. The region experiences very strong winds and heavy wide spread rain in the post-monsoon months of October and November and to a lesser extent in May. The frequency of cyclones is 0.3 per year i.e. about one cyclone in 3 years. During strong winds, the swell can have significant effect but due to channel bathymetry the wave heights are considerably reduced. The thunder storms occur mainly in May and June and in the late September to the middle of November. On an average thunder storms may occur for about 17 days in a year. The squalls occurs mainly in the monsoon months from June to September. In November-December a squall coming from east and lasting for about half an hour occurs in the evening. During these squall wind force goes upto 6 on Beauforts scale. On as average the squalls may occur for about 15 days in a year. The occurrences of dust storm and fog are very rare.
4.6.8. SPECIAL WEATHER PHENOMENA The thunder storms occur mainly in May and June and in the later September to the middle of November. On an average thunder storms may occur for about 17 days in year. The squalls occurs mainly in the monsoon months from June to September. In November – December a squall coming from east and lasting for about half an hour occurs in the evenings. During these squalls wind force goes upto on Beauforts scale. On an average the squalls may occur for about 15 days in a year. The occurrences of dust storm and fog are very rare.
4.6.9. TIDES The tidal variation at Mumbai is mainly diurnal. An automatic tide gauge has been installed at Apollo Bunder, near Gateway of India for regular observation of tides. Tide levels considered for this report are as under (with reference to chart -datum). HHW + 5.38 M MHWS + 4.42 M NGWN + 3.30 M MSL + 2.50 M MLWN + 1.80 M MLWS + 0.76 M LLW - 0.44 M
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 89 The statistical studies done in the Master Plan indicate that i) All high tides exceed + 2.7 m. ii) About 95%of all highest high tides would be greater than + 3.2 m iii) About 95% of all lower high tides would be greater than + 2.85m
4.6.10. CURRENTS/ WAVES Currents in Mumbai Gulf are caused by tidal ebb and flood flows. Normal maximum current inside the Gulf are about 2 to 3 knots, though ad maximum 4 knots could be expected in the ebb during monsoon spring tide. The DPR for the Pir Pau Marine Terminal (1988) indicated that the flood currents, as they approach the Tromaby Island change dirtection from north to north-east and further beyond tend to become northerly again. The Maximum velocity of the current at the Pir Pau old pier is reported to be 1.0 M/Sec on neap tide. As regards waves, the Mumbai harbour is not subjected to any abnormal wave conditions. The wave heights reaches a maximum of 1.5 m under normal conditions with wave period ranging from 6 to 10 seconds. The past studies show that waves entering the Mumbai Harbour get substantially attenuated by the time the waves reach the Pir Pau berth and that only 10 percent of waves exceed 0.3 M amplitude at old pier.
The maximum currents of flood and ebb tides are shown in Fig. 10 and 11 Hydraulic model/desk studies were carried out at the Central Water and PowerResearch Station (CWPRS) by MBPT for the Pir Pau Marine Terminal in 1988 (for the First liquid chemical berth), with the following objectives in mind.
To assess the tranquility conditions in the harbour at the proposed alternative locations of the (chemicals/POL) berths. To determine the most favorable alignment of the berthing structures with respect to the tidal currents and waves. To study the siltation patterns the rate of siltation per year. To determine the optimum length of the approach bund to ensure that thegeneral circulation patter in the vicinity is not disturbed significantly. To assess the impact of the proposed reclamation, in general, on the surrounding area and specifically on the siltation of erosion pattern of the dredged area. It is proposed to fill the area between the existing and new approach to the existing Pir Pau Jetty.
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 90 CWPRS’s specific note no. 2509 submitted to MBPT in April 1988 reported for the bulk chemicals/specialised grades of POL berths at Pir Pau are well protected from waves by the Mumbai Island itself. Moreover, the area of the Pir Pau terminal being 16 km from the harbour entrance the wave activity would be low at all locations. Further, the berthing face of jetties in the recommended alternative was well aligned to the tidal flow in this and there was no likelihood of any problem of berthing of berthing and mooring of vessels alongside the berths. Since the second chemical berth is aligned in the same direction as the existing First chemical berth, it is likely that the proposed second berth also will have no problem of berthing and mooring of vessels.
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 91 Figure 14 - Flood Tide Maximum Currents
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 92 Figure 15 - Ebb Tide Maximum Currents
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 93 4.7.AMBIENT AIR QUALITY The study on baseline ambient air quality status in the project area is an essential and primary requirement for assessing the impacts on air environment due to any proposed developmental activity. The baseline studies on air environment include identification of specific air pollution parameters expected to have significant impacts and assessing their existing levels in ambient air within the impact zone. To assess the baseline status of ambient air quality in the study area monitoring is undertaken to ascertain the baseline pollutant concentrations in ambient air.
4.7.1. SELECTION OF MONITORING STATIONS The locations for ambient air quality monitoring study were selected within the 10 km radius of the proposed project. Ambient air quality was monitored on 8 locations to generate representative ambient air quality data. The details of location are given in Table 19 and Figure 14. Table 17- Environmental Monitoring Locations Sr. no. Study Location Location Code Distance (in km) AMBIENT AIR QUALITY & NOISE LEVELS 1 Project Site AAQ 01 / NL 01 -- 2 Gharapuri AAQ 02/ NL 02 2.15 km SE 3 Sewri AAQ 03/ NL 03 6.88 km NW 4 Fort AAQ 04/ NL 04 9.89 km SW 5 Chembur AAQ 05/ NL 05 6.76 km SE 6 JNPT AAQ 06/ NL 06 4.18 km SE 7 Byculla AAQ 07/ NL 07 7.56 km W 8 Navhakhadi AAQ 08/ NL08 7.63 km SE MARINE WATER 1 Navhakhadi SW 01 7.63 km SE 2 Elephanta Jetty SW 02 1.3 kmSE GROUND WATER 1 P. J. Hindu Gymkhana GW 01 3.40 km E SOIL QUALITY 1 Gharapuri S 1 2.15 km SE 2 Shivaji Park S 2 9.81 km NW
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 94 4.7.2. METHODOLOGY Ambient Air Quality Monitoring was monitored on 24 hourly average bases as per guidelines of Central Pollution Control Board (CPCB) and National Ambient Air Quality Standards
2009(NAAQS). Ambient Air Quality Standards stipulated by CPCB are presented in Table 20. Table 18 - Ambient Air Quality Monitoring Standards (CPCB) Pollutant Time Concentration in Ambient Air Weighted Industrial, Ecologically Methods of Measurement Average Residential, Sensitive Rural And Area Other Areas (Notified by Central Govt.) Sulphur Dioxide Annual * 50 20 - Improved West & Gaeke (SO2) (g/m3) method 24 hours** 80 80 - Ultraviolet Fluorescence Nitrogen Dioxide Annual * 40 30 -Modified Jacob & (NO2) (g/m3) Hochheiser method. (Na – 24 hours** 80 80 Arsenite) Chemiluminescence Particulate Matter Annual * 60 60 - Gravimetric (Size less than 10 - TOEM m) or PM10 g/m3 24 hours** 100 100 - Beta Attenuation Particulate Matter Annual * 40 40 -Gravimetric (Size less than 2.5 -TOEM m) or PM2.5 g/m3 24 hours** 60 60 - Beta Attenuation Carbon Monoxide 8 hours** 2 2 -Non dispersive infra red (CO) (mg/m3) (NDIR) Spectroscopy 1 hour 4 4
4.7.3. AMBIENT AIR QUALITY MONITORING The ambient air quality monitoring data are presented in Table 21
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 95 Table 19 - Ambient Air Quality Monitoring Location Project Parameters Gharapuri Sewri Fort Chembur JNPT Byculla Navhakhadi 98 Site Avg. Min. Max Limits Station Code Persentile AAQ AAQ AAQ AAQ 1 AAQ 2 AAQ 5 AAQ 7 AAQ 8 3 4 6 Sulphur 19.9 18.1 19.4 20 20.1 21.5 20.7 19.6 21.39 19.91 18.1 21.5 80 Dioxide μg/m3 Nitrogen 20.1 18.9 21.4 19.4 22.4 22.9 21.4 20.2 22.83 20.84 18.9 22.9 80 Dioxideμg/m3
Particulate Matter (10) 66.4 68.9 65.4 66.6 66.1 67.4 65.4 62.5 68.69 66.09 62.5 68.9 100 μg/m3
Particulate Matter (2.5) 41.7 40.1 39.8 42.9 39.9 40.4 40.2 39.5 42.73 40.56 39.5 42.9 60 μg/m3
Ozone μg/m3 24.9 19.9 25.4 21.7 19.8 18.4 21.4 19.6 25.33 21.39 18.4 25.4 100
Lead μg/m3 <0.01 <0.01 <0.01 <0.01 <0.01 <0.01 <0.01 <0.01 - <0.01 <0.01 <0.01 1
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 96 Carbon Monoxide <0.5 <0.5 <0.5 <0.5 <0.5 <0.5 <0.5 <0.5 - <0.5 <0.5 <0.5 2 mg/m3 Ammonia 5.18 5.02 5.2 5.1 4.8 5.1 4.9 5.11 5.2 5.09 4.87 5.25 400 μg/m3
Benzene μg/m3 <2.0 <2.0 <2.0 <2.0 <2.0 <2.0 <2.0 <2.0 - <2.0 <2.0 <2.0 5 Benzo(a)pyrene <0.1 <0.1 <0.1 <0.1 <0.1 <0.1 <0.1 <0.1 - <0.1 <0.1 <0.1 1 ng/m3
Arsenic ng/m3 <0.5 <0.5 <0.5 <0.5 <0.5 <0.5 <0.5 <0.5 - <0.5 <0.5 <0.5 6 Nickel ng/m3 <0.5 <0.5 <0.5 <0.5 <0.5 <0.5 <0.5 <0.5 - <0.5 <0.5 <0.5 20
EIA report for “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 97 4.7.4. OBSERVATION AND CONCLUSION The status of the ambient air quality in the study area was established by carrying out monitoring for air quality parameters like PM2.5, PM10, SO2, NOX, CO, Pb, O3, As, Benzne, BaP etc. at 8 locations in the study area. The data presented is average for 24 hours.
Sulphur Dioxide (SO2) 3 The average value of the SO2 within study area observed was 19.91 µg/m . The maximum 3 3 average value of SO2 was 21.5 µg/m at JNPT and minimum of 18.1 µg/m at Gharapuri. 3 The SO2 values are below permissible level of 80µg/m .
Oxides of Nitrogen (NOx) The average value of the NOx within study observed was 20.8 µg/m3. The maximum average value of NOx was 22.9 µg/m3 at JNPT and minimum of 18.9 µg/m3 at Gharapuri. The NOx values are below permissible level 80µg/m3.
Particulate Matter (PM10) PM10 values within study area was below permissible level of 100 µg/m3. The average value of PM10 recorded at site was 66.0 µg/m3. The maximum value of 68.9 µg/m3 and a minimum 62.5 µg/m3 were recorded at Gharapuri & Nhava Khadi respectively in the study area.
Particulate Matter (PM2.5) PM2.5 values within study area were below permissible level of 6 µg/m3. The maximum 42.9 µg/m3 and a minimum 39.5 µg/m3 were recorded at Fort & Nhava khadi respectively in the study area. The average value of 40.5 µg/m3 was observed within study area. The values of the PM2.5 withtin study area were well below the limiting standards.
Ammonia (NH3) Ammonia values within study area was below permissible level of 400 µg/m3. The average value of NH3 recorded at site was 5.0 µg/m3. The maximum value of 5.2 µg/m3 and a minimum 4.8 µg/m3 were recorded at Sewri & Chembur respectively in the study area.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 98 4.8. AMBIENT NOISE LEVEL The ambient noise levels were monitored at the selected 8 locations within the study area during day and nighttime. Equivalent noise level is a scale for measurement of long-term noise exposure and has been accepted by International Standard Organization for the measurement of both communities.
4.8.1. METHODOLOGY The baseline noise data has been measured using 'A' weighted Sound Pressure Level Meter (SPLM). The sound pressure level measurement in the outside environment was made using SPML. The main objectives of the study conducted are: Assessment of background noise levels. Identification and monitoring the major noise sources. To assess the impact of noise of general population.
4.8.2. MONITORING LOCATIONS To establish the baseline noise scenario, results of noise level monitoring carried out during the study period at 8 locations in the study area have been considered. These locations are given in following Table 20
Table 20 Noise Quality Monitoring Locations Sr. no. Study Location Location Code Distance (in km) 1 Project Site NL 01 -- 2 Gharapuri NL 02 2.15 km SE 3 Sewri NL 03 6.88 km NW 4 Fort NL 04 9.89 km SW 5 Chembur NL 05 6.76 km SE 6 JNPT NL 06 4.18 km SE 7 Byculla NL 07 7.56 km W 8 Navhakhadi NL 08 7.63 km SE
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 99 4.8.3. NOISE MONITORING FREQUENCY At each ambient noise monitoring station, Leq. noise level has been recorded at hourly intervals for 24 hours. Readings were taken by keeping the noise recording instrument on for fifteen (15) minutes for each reading. The permissible noise level (CPCB Standards) are given in Table 21. The result of the noise level monitoirng is represented in Table 21 and Figure 7. Table 21 - Permissible Noise Level (CPCB Standards) Permissible Limit Area Category of Area Leq Day time Leq Night time A Industrial Area 75 70 B Commercial Area 65 55 C Residential Area 55 45 D Silence Zone 50 40 Note - 1 Day time is reckoned in between 6.a m and 10 p.m. Note - 2 Nighttime is reckoned in between 10 p.m. and 6 p.m.
Table 22 - Ambient Noise Level in study area Sr. no. Study Location Location Code Noise Level dB(A) Day Time Night Time 1 Project Site NL 01 58.1 42.2 2 Gharapuri NL 02 59.4 40.3 3 Sewri NL 03 60.9 42.8 4 Fort NL 04 60.1 44.2 5 Chembur NL 05 60.8 43.2 6 JNPT NL 06 66.9 50.2 7 Byculla NL 07 60.4 40.6 8 Navhakhadi NL 08 59.9 42.7 Day Time: 06:00 am to 10:00 pm Night Time: 10:00 pm to 06:00 am
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 100 4.8.4. OBSERVATION AND CONCLUSION Noise monitoring was carried out at 8 locations. The Table 21depicts permissible Noise Levels (CPCB Standards) whereas Table 22 indicates noise data for project areas. Noise levels studied in the project area show that the levels of noise are lower than the permissible limits both during the day as well as at night time.
4.9. WATER QUALITY The main source of supply of water in the study area is provided through Municipal Corporation of Greater Mumbai water supply network. The nearest water body located close to the project site is the Mahim Bay, Mahul-Sewri Creek. However upcoming project will not affect these water bodies directly or indirectly. As regard ground water and surface water, field survey was conducted at few locations to obtain data on various physiochemical aspects of the ground water and surface water. The details of the location for Surface water and ground water samples are given in Table 23.
Table 23 – Marine water and Groundwater Quality Monitoring Locations Sr. No. Code No Location Surface Water 1. MW1 Navhakhadi 2. MW2 Elephanta Jetty Ground Water 1. GW1 P. J. Hindu Gymkhana
4.9.1. MARINE WATER QUALITY Surface water samples were collected from two locations and was analysed fro physicochemical and biological parameters and the result of the same are given in Table 26 below.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 101 Table 24 – Marine Monitoring Results Parameter Unit Locations Primary Water SW 1 SW 2 Quality Criteria for Class SW-IV Waters (For Harbour Waters) Physical Parameters Temperature oC 23.4 24.9 -- Turbidity NTU 6.18 8.37 -- pH -- 7.09 7.15 6.5-9.0 Chemical Parameters Total dissolved solids mg/lit 31952 32092 -- Dissloved oxygen mg/lit 2.1 1.9 3.0 Salinity % 31.41 31.54 -- Sulphates mg/lit 2143 1534 -- Phosphates mg/lit 4.52 5.21 -- Nitrates mg/lit 0.19 1.11 -- Nitrites mg/lit 0.21 1.21 -- Silica mg/lit 3.12 2.75 -- B.O.D. mg/lit 51 50 5 mg/l C.O.D. mg/lit 123 128 -- Hardness mg/lit 5776 5795 -- Oil & Grease mg/lit <0.5 <0.5 10 mg/l Metals / Heavy metals Lead mg/lit <0.005 <0.005 -- Copper mg/lit <0.002 <0.002 -- Mercury mg/lit <0.0005 <0.0005 -- Biological Parameters
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 102 Total coliforms no. x 106 1.0 1.0 500/100 ml (PAN) Faecal coliforms no. x 105 7.9 8.5 --
Conclusion Marine Surface water samples were collected from two locations Nhavakhadi & Elephanta Jetty and were analysed for physicochemical and biological parameters. The pH, DO, BOD COD, Oil & Grease & Total Coliform are observed to be as per Primary Water Quality Criteria for Class SW-IV Waters (For Harbour Waters) of CPCB
4.9.2. GROUNDWATER QUALITY Groundwater samples were collected from one location and was analysed for physicochemical parameters and the result of the same are given in Table 25 below.
Table 25 - Groundwater Monitoring Results
Acceptable Permissible Limits Limit in the Sr. Test Parameter Unit GW 1 IS 10500:2012 absence of No. alterntive source
1 pH ---- 7.2 6.5-8.5 6.5-8.5
2 Colour Hazen <5 5 15
3 Odour --- Agreeable Agreeable Agreeable
4 Taste --- NA Agreeable Agreeable
5 Turbidity NTU 1.45 1 5.0
6 Total Hardness mg/l 304 200 600
7 Ammonia mg/l Absent 0.5 0.5
8 Residual Free Chlorine mg/l Absent 0.2 1.0
9 Total Dissolved Solid mg/l 511 500 2000
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 103 10 Chlorides (as Cl) mg/l 149 250 1000
11 Fluoride mg/l 1.3 1.0 1.5
12 Arsenic mg/l <0.01 0.01 0.05
13 Iron (as Fe) mg/l <0.1 0.3 0.3
14 Nitrate mg/l 18 45 45
15 Sulphate (as SO4) mg/l 166 200 400
16 Selenium mg/l < 0.01 0.01 0.01
17 Zinc mg/l 0.62 5 15
18 Mercury mg/l < 0.001 0.001 0.001
19 Lead mg/l < 0.01 0.01 0.01
20 Copper (as Cu) mg/l < 0.05 0.05 1.5
21 Cyanide mg/l Absent 0.05 0.05
22 Chromium mg/l < 0.05 0.05 0.05
23 Nickel mg/l < 0.02 0.02 0.02
24 Cadmium mg/l < 0.003 0.003 0.003
Shall not be Shall not be MPN/ detectable in detectable in 25 Coliforms or E. coli 09 100ml any 100 ml any 100 ml sample sample
Conclusion Groundwater sample was collected from P. J Hinduja Gymkhana and was analysed for physicochemical parameters. All the parameters of the ground water are observed to be within the Acceptable Limits and Permissible Limit in the absence of alterntive source of IS 10500:2012
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 104 4.10. SOIL ENVIRONMENT Soil is here defined as the top layer if the land surface of the earth composed of small rock particles, humus (organic matter), water and air and geology concern the rocks beneath the soil. Some types of development have effects on the underlying geology, and almost all have an effect on the soil.
It is essential to determine the potentiality of soil in the area and to indentify the impacts of urbanization on soil quality. Accordingly, the soil quality assessment has been carried out. The sampling locations have been identified with the following objectives;
To determine the baseline soil characteristics of the study area; To determine the impact of proposed project on soil characteristics and
For studying soil characteristics of the region, soil sampling locations were selected to assess the existing soil conditions in and around the project area representing various land use types. The physical and chemical composition of the soils was determined. The samples were collected by ramming and core cutter into the soil up to a depth of 90 cm.
4.10.1. SOIL SAMPLING LOCATION Soil samples were collected from two locations in order to determine the soil quality within the study area. The location of the soil quality sampling is given in Table 26 below. The results of the soil quality are given Table 27.
Table 26 - Soil Sampling Locations Sr. No. Code No Location 1 S1 Gharapuri 2 S2 Shivaji Park
Table 27 -Soil Analysis Report
Sr. Locations Parameter Unit No S1 S 2
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 105 1 Texture --- Laterite Sandy Loam
2 Water Holding Capacity % 35 50
3 Cation Exchange Capacity mEq/100gm 1.10 1.12
4 Porosity % 48 45
5 pH ---- 8.0 8.3
6 Conductivity µS/cm 529 658
7 Total Nitrogen mg/kg 299 352
8 Potassium as K mg/kg 258 159
9 Phosphorous as P mg/kg 52 63
10 Sodium Adsorption Ratio -- 258 250
11 Zinc as Zn mg/kg 139 158
12 Copper as Cu mg/kg 8.5 8.9
4.11. SOCIO-ECONOMIC ENVIRONMENT Socio-economic environment in the vicinity of any ensuing project is affected by the mode of change that is likely to occur due to the beneficial or adverse effects arising out of the project activity. The impact of such change is dependent upon likely job opportunities economic output immigration strain on the existing basic amenities and overall impact on the quality of environment which may impair the health status of the people living in that geographical area. The projection of such assessment calls for collection of the baseline and background information about the socio-economic and demographic environment of the surrounding areas of the proposed site.
The socio-economic profile of the study area based on Census of India data is classified into following points: Population and dwelling units Social profile Education Health and medical infrastructure
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 106 Communication facilities Socio-economic factor plays an important role in any development, as it may have positive or beneficial impact. Therefore it is necessary to check with socio-economic impact due to the proposed project. The various factors dealing with socio-economic study included direct and indirect employment during construction and operation phases, health and hygiene etc. The local body / authority for the region have adequately and wide spread facilities provided to the region.
4.11.1. BASELINE DATA The methodology adopted for the study is based on the review of secondary data, which mainly comprises 2011 Census records, as these are more comprehensive and authentic. The sociological aspects studied include human settlements, demographic and other socio- economic aspects and infrastructural facilities available in the study area. The salient features of the demographic and socio-economic details are described in the following sections.
4.11.2. SETTLEMENT PATTERN AND DEMOGRAPHY The socioeconomic condition was studies for Mumbai City.
4.11.2.1. DISTRIBUTION OF POPULATION As per 2011 census, Mumbai city consists of a total population of 30, 85, 411 residing in 6, 74, 339 residential households. This indicates an average household size of 5 persons per household. The distribution of settlements and population in the Mumbai city is shown in Table 28 below.
Table 28 - Distribution of Population Sr. No. Particulars Study Area 1 No. of Households 674339 2 Total Population 3085411 3 Male population 1684608 4 Female population 1400803 Source: 2011 Census Handbook
4.11.2.2. SEX RATIO
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 107 The average national sex ratio in India is 832 females per 1000 males as per latest reports of Census 2011 Directories.
4.11.2.3. LITERACY LEVELS The analysis of the literacy levels reveals a medium literacy rate in the study area. The area experienced a literacy rate of 89.2% in 2011. If this compared only for the people of above the age group of 5 years, i.e. the school going age people, this slightly increase the literacy rate. The distribution of literates and literacy rates in the study area is given in Table 31 below. Table 29 - Literacy Rate Sr. No. Particulars Percentage 1 Literacy rate 89.2 % 2 Male Literacy rate 91.48 % 3 Female Literacy rate 86.45 %
This indicates that there is a need for sociological development in the region. The demographic characteristics i.e. the emerging trend in population growth, its characteristics, spatial distribution are sure to have profound influence on the structure and size of the city. It is therefore essential ad interesting to study the dynamics of population growth and structures of city. As population is a key parameter for planning of infrastructure and other activities, a thorough analysis as discussed above shall help city to take a analytical and holistic approach towards urban management.
4.12. ECOLOGY AND BIODIVERSITY 4.12.1. MARINE BIODIVERSITY STUDY Marine Ecological Impact Assessment Study report attached as Annexure 6
Mangroves
Mangroves are various types of trees up to medium height and shrubs that grow along the intertidal zone of coast or estuaries in the tropics and subtropics mainly between latitudes 25° N and 25° S (Giri et al 2011; Zhang et al 2007) They have special physiological adaptations
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 108 to frequently inundation by the tides (Lewis III 2005). Numerous studies on mangrove habitats have demonstrated the high biological productivity and rich biodiversity of these ecosystems in tropical and sub-tropical regions (Lindegarth & Hoskin 2001; Valiela et al 2001; Ashton & Macintosh 2002; Macintosh et al 2002).
Despite the physical and biological fragility of these coastal ecosystems, they provide a wide range of ecological services such as:
(1) Improve water quality by filtering and assimilating pollutants;
(2) Stabilize and improve the soil and protect shorelines from erosion; (3) maintain biodiversity and genetic resources;
(4) provide feeding, reproductive, shelter and nursery sites to several terrestrial and aquatic species;
(5) Regulate important processes of estuarine chemical cycles and
(6) Capture carbon dioxide (Ronnback 1999; Sydenham & Thomas 2003; Kathiresan & Rajendran 2005). Mangroves formerly occupied ~75% of tropical coasts and inlets (Farnsworth & Ellison 1997), but today they only line ~25% of the world’s tropical coastlines (World Resources Institute 1996). For the Asia-Pacific region an annual deforestation rate of 1% is considered to be a conservative measure (Ong 1995). More than 50% of the loss in mangrove area can be attributed to conversion into shrimp pond aquaculture. Other factors influencing the global decline of mangrove systems are widespread urban agricultural, and industrial development, as well as pollution and overfishing (Macintosh 1996; Valiela et al 2001) These mangrove losses have resulted in a reduction in biodiversity and the abundance of macrofauna, particularly seafood. In fact, the ecological basis for economic value of seafood production is supported by mangrove ecosystems (Ronnback 1999). Mangroves play a vital role in the energy budget of tropical coastal areas by providing significant nutrient supplies to adjacent benthic and pelagic food webs (Kieckbusch et al 2004; Alfaro 2006). However, the pathways and mechanisms by which this primary productivity is transferred to higher tropic levels and its ability to support secondary productivity can be difficult to identify.
Ecological Importance of Mangroves
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 109 Mangrove trees are an indigenous species to Florida and a major contributor to the state's marine environment. The mangrove tree is a halophyte, a plant that thrives in salty conditions. It has the ability to grow where no other tree can, thereby making significant contributions that benefit the environment. Their coverage of coastal shorelines and wetlands provides many diverse species of birds, mammals, crustacean, and fish a unique, irreplaceable habitat. Mangroves preserve water quality and reduce pollution by filtering suspended material and assimilating dissolved nutrients. The tree is the foundation in a complex marine food chain and the detrital food cycle. The detrital food cycle was discovered by two biologists from the University of Miami, Eric Heald & William Odum, in 1969. As mangrove leaves drop into tidal waters they are colonized within a few hours by marine bacteria that convert difficult to digest carbon compounds into nitrogen rich detritus material. The resulting pieces covered with microorganisms become food for the smallest animals such as worms, snails, shrimp, mollusks, mussels, barnacles, clams, oysters, and the larger commercially important striped mullet. These detritus eaters are food for carnivores including crabs and fish, subsequently birds and game fish follow the food chain, culminating with man. Many of these species, whose continued existence depends on thriving mangroves, are endangered or threatened. It has been estimated that 75% of the game fish and 90% of the commercial species in south Florida rely on the mangrove system. The value of red mangrove prop root habitat for a variety of fishes and invertebrates has been quantitatively documented. Data suggest that the prop root environment may be equally or more important to juveniles than are sea grass beds, on a comparable area basis. Discovery of the importance of mangroves in the marine food chain dramatically changed the respective governmental regulation of coastal land use and development. Despite increasing awareness regarding value and importance, the destruction of mangrove forest continues to take place in many parts of the world under a variety of economic as-well-as political motives. In some areas, mangroves are protected by law but a lack of enforcement coupled with the economic incentive to reclaim land can result in deliberate destruction. Escalating pressure on mangrove populations and increasing quantities of pollutants reaching coastal and intra-coastal waters has brought new interest in the importance of mangroves to a healthy marine ecology. TABLE 30 MANGROVES SP. OBSERVED WITHIN 10 KM RADIUS OF THE PROJECT No. of No. of Sr. no Family genus species 1 Avicenniaceae 1 2 2 Acanthaceae 1 1 3 Euphorbiaceae 1 1
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 110 4 Mycrinaceae 1 1 5 Rhizophoraceae 1 3 6 Sonneratiaceae 2 2 Total 6 7 10
A total of 10 species were recorded within 10 km Radius of the project. Avicennia marina was found to be the most dominant species followed by Acanthus illicifolius, other species be insignificant in this region The dominance of Avicennia marina is due to its wide range of tolerance to the extreme environment The production of seeds, their survival rate, germination establishment and growth is altogether found to be more than the other species.
4.12.2. TERRESTRIAL BIODIVERSITY STUDY (WITHIN 10 KM)
4.12.2.1 BACKGROUND
The present document is a flora, fauna and associated ecology status assessment report for the proposed expansion project for Deepening and Widening of approach channel to Second Chemical Berth at MbPT Pir Pau, Mumbai. Maharashta.
The study was commissioned to Global Management & Engineering Consultants International order to review the present status of natural ecology and biodiversity elements in the Core area and surrounding region i.e. Buffer area. The objectives of this study were to provide an assessment of present status of flora, fauna and ecological habitat in the site, comment upon ecological richness, assess the occurrence of ecologically important or rare variety of floral and faunal species, evaluate possible direct or indirect impact of the project on ecology - biodiversity and suggest mitigation measures accordingly.
The present document considers definition of ecological impact as “any and all changes in the structure and function of ecosystems.” In a general perspective, loss or alteration of species, communities and population structure may cause changes in ecological dynamics, interactions and functions and thereby may lead to ecological impact. Therefore, flora and fauna is documented and used in this particular study/survey as a primary tool to understand the status of ecology in core and buffer areas and analyze the ecological impact of the corresponding project
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 111 4.12.2.2 THE SITE The Mumbai Harbour is a natural deep water harbor, situated, on the west coast of India (Latitude 18o 54, N, Longitude 72o 49’E) and inside the protected waters of the Mumbai Gulf area.
1. Location: a) Site : Pir Pau b) District : Mumbai c) State : Maharashtra d) Latitude : 18°54',N e) Longitude : 72°49',E 2. Nearest Railway Station : Wadala Railway Station (3.5 km) 3. Nearest Airport : Mumbai Airport 4. Nearest City : Mumbai 5. Nearest River : Mithi River 6. Nearest highway : Eastern FreeWay – Mumbai
Figure 16 - Google image of the project site
4.12.2.3 . SCOPE OF THE STUDY 1. Site Description 2. Listing of Industries of study area
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 112 3. To assess the flora and fauna present in the core site of the proposed project and in surrounding area i.e. Buffer region including Marine biodiversity (10 Km radius range) 4. To document Rare, Endangered, Threatened (RET) species in the Core site and in the Buffer region 5. Assessment of species protected by specific legislation (Rare, endangered, critically endangered, endemic and vulnerable) 6. To identify designated locations, habitats and features of ecological significance Assess the impact on the surrounding environment due to the plant activity & provide mitigation measures for the same
4.12.2.4 ACTIVITIES UNDERTAKEN DURING THE STUDY 1. Flora survey - Tree, shrub, herb, climber and grass species identification and enumeration - Diversity of species under plantations - Analysis of Rare-Endangered-Threatened flora 2. Fauna survey - Documentation of Avian, Reptilian, Insect, Amphibian, Mammal and other faunal diversity - Observations by direct and indirect evidences (Direct evidence- Sighting and hearing, Indirect evidence- Pug marks, nests and other signs) - Analysis of Scheduled species 3. Habitat/microhabitat diversity in the Core site and Buffer areas 4. Photo documentation
4.12.2.5 SURVEY LIMITATION This survey records the flora and fauna evident on the days of the site visit and field survey. It does not record any flora or fauna that may appear at other times of the year, and as such, were not evident at the time of visit. The report represents ecological status of the area evident during the particular period of the study. This is an ecological report and as such, no dependence should be given to comments relating to buildings, engineering, soils or other unrelated matters
4.12.2.6 APPROACH OF THE STUDY To assess the ecological issues and document flora and fauna associated with the project following tasks were undertaken:
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 113 (i) Preliminary visit on the site (ii) Desk Study (iii) Site Survey by subsequent visits (iv) Strategic sampling of 5km and 10 km radius areas from the project location.
4.12.2.7 METHODOLOGY 4.12.2.7.1. DESK STUDY The purpose of the desk study was to identify habitats and species of conservation value that may not have been present or apparent during the survey visit (e.g. season specific plants). The desk study was also helpful in understanding the historical biodiversity and ecological status of the site.
The desk study was carried out by referring the hard copy literature related to ecology and biodiversity of the region and of other related areas encompassing the proposed site. Literature survey was also undertaken by collecting and stating research papers and reports specific to the region.
4.12.2.7.2. HABITAT SURVEY
To collect data on flora (Herbs, Shrubs and Trees) and fauna (Birds, Insects, Spiders, Reptiles, Mammals) various strategies were practiced. These strategies differed as per the habit and habitat of concerned group of species.
4.12.2.7.3. FLORA The structure and composition of vegetation cover was studied by using Phytosociological methods. Analysis and estimation of diversity, density, dominance and frequency of different members of plant populations encountered were made. Observations were made within 10 km of radius from the core site where maximum vegetation exists.
4.12.2.7.4. FAUNA AND AVIFAUNA The assessment of fauna was mostly based on random sightings. For animals, other than directly sighted, secondary evidences were recorded through calls, dung boles, scats, and spoors, rub signs, signs of debarking, drag mark etc. For birds, actual counts at each sampling site were made, by walk through in a chosen one-kilometer stretch of the site and the number
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 114 of birds were directly counted and listed. The results were expressed as total density/km². A species list was prepared along with taxonomic position of each species
4.12.2.7.5. SAMPLING STATIONS To collect data of the overall landscape, multiple sampling locations in all directions were strategically undertaken to cover all major representative vegetation patterns, faunal diversity and habitat diversity. Phytosociological study was undertaken to assess the quantitative parameters of flora in the buffer and core site. 6 sampling locations were selected for the study in 10 km area.
Table 30 - Sampling Locations Sr. No. Sampling locations Range (km) 1 Site area 0-1 2 Near Elephanta caves 0-5 3 Five Garden, Matunga 5-10 4 Horniman Circle Garden,Fort 5-10 5 Near Jijamata Udyan 5-10 6 Josheph Baptishta Garden, Mazgaon 5-10 4.12.3. OBSERVATIONS Observations were made for all possible habitats and flora and fauna species in and around the site (except micro organisms). All possible landscape features and areas in the site were visited to collect the required amount of data. The observations recorded are site, time and season specific observations. However, the actual observation data was supported by the data obtained from secondary sources (reports, research papers, literature survey) to gather a wide and in-depth perspective. 4.12.4. HABITAT SURVEY Habitats are decisive factors and determine the diversity and distribution of flora and fauna in any given ecosystem. Therefore, it is vital to understand dynamics and diversity of habitats and micro ecosystems in and around the area that are proposed for the project. Google earth and actual field observations were used to characterize and distinguish landscape diversity in the study site and the buffer region. The habitat represents water bodies, urban area etc. Presence of natural ecosystem within 10 km radius from the project site is very less & limited to the places like Elephanta island, Trombay hill, Mahul Goan etc.
4.12.5. AREAS WITHIN 1 KM RADIUS (CORE ZONE) The area within 1 km radius range is mostly covered by Thane creek and Bay
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 115 Areas within 10 Km Range (Buffer zone) Areas within 10 km zone are urbanized with some vegetation patches near Sewri area (mostly mangrove vegetation), Elephanta island, wetlands near Nhava Khadi etc. The overall area in the 10 km range can be categorized as wetland and urbanized.
Figure 14 - Sampling area, red line is 10 km radius
4.12.6. FLORISTIC DIVERSITY Floristic study was undertaken to document diversity and density of herb, shrub, climber and tree species prevalent in the areas falling within the Core site and Buffer region. Background information on floristic/vegetation diversity from literature survey was used to create a detailed account of local vegetation that may not have been encountered during the study.
Sampling was done by using Quadrat method. Quadrats were laid randomly at various locations within the Core and Buffer region of the project. Random survey was also undertaken to create a detailed list of species. Important plants were photographed and specimens that could not be identified on field were preserved/ photographed for off-field analysis. The specimens were identified by using keys from Floras. Pascal key was used for specimens without reproductive organs. Based on direct field observations and strategic selection of sampling locations primary data was collected to represent the status of flora prevalent in the core site and the buffer region of the project.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 116 4.12.7. FLORA IN THE PROJECT SITE (CORE AREA) The core area of the project site is falls within the Bay of Thane creek thus no floral species were observed.
4.12.7.1. FLORA IN THE BUFFER RANGE The buffer range of the project as per the literature review falls in Mumbai region and some part of Uran. However, during the study considerable amount of diversity was observed. Common cultivable plants such as Banyan, Pipal, Taman, Gulmohar and Umber can be observed along with different species of mangroves.
4.12.7.2. QUALITATIVE STUDY During the study in the buffer area, the data about diversity and community arrangement of plant species was collected by plotting 14 quadrates across locations divided on the basis of 5 km and 10 km radius range from the project location. Overall, 61 species of plants were observed in following compositions of habits: The species can be categorized into following habit group combinations.
Habit Number of species Tree 43 Herb 5 Shrub 8 Creeper/Climber 3 Grass 2 Total 61
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 117 Figure 1815 - Composition of plant diversity seen in buffer area 4.12.7.3. SUMMARY OF THE FLORISTIC SURVEY Total number of plant species observed in the core site including trees, herbs and shrubs: 0 Total number of species observed in the buffer region: 61 Number of quadrates used in studying buffer region: 16 Number of locations studied in Buffer: 5 Rare, Endangered, vulnerable or protected species encountered in the project site area: None Rare, Endangered, vulnerable or protected species encountered in buffer area: None Potential of rare and endangered plant species in forests in buffer area: Yes
Table 31 List of plant species observed in buffer Sr. Common No. Botanical Name name Family Habit 1 Alstonia scholari Saptparni Apocynaceae Tree 2 Nyctanths arbor-tristis Coral jasmin Oleaceae Tree 3 pletophorum pterocarpum Copper pod Fabaceae Tree 4 Delonix regia (Hook.) Rafin. Gulmohar Caesalpiniaceae Tree 5 Ficus religiosa Pimpal Moraceae Tree 6 Tamarindus indica Linn. Chinch Caesalpiniaceae Tree 7 Couroupita guianensi Canon ball tree Lecythidaceae Tree
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 118 Sr. Common No. Botanical Name name Family Habit 8 Cassia fistula Linn. Bahava Caesalpiniaceae Tree 9 Samanea saman Rain tree Fabaceae Tree 10 Neolamarkia cadamba kadamba Rubiceae Tree 11 Ceiba pentandra Hirvi sawar Malvaceae Tree 12 Cocos nucifera Nariyal Arecaceae Tree 13 Caryota urens Berli mad Arecaceae Tree 14 Barassus Flabellifer Tad Arecaceae Tree 15 Polyalthia longifolia asopalav Annonaceae Tree 16 Roystonea regia Bottle palm Arecaceae Tree 17 thespesia populnea Bhendi Malvaceae Tree 18 Livistonia chinensis Chinese palm Arecaceae Tree 19 Morinda citrifolia Aal tree Rubiceae Tree 20 Ficus banghalensis Vad Moraceae Tree 21 Ficus hispida Linn.f. Kala Umber Moraceae Tree 22 Ficus racemosa Linn. Umber Moraceae Tree 23 Spathodea Campanulata African tulip Bingoniaceae Tree 24 Ficus racemosa Linn. Umber Moraceae Tree 25 Prunus dulcis badam Rosaeae Tree 26 Mangifera indica Linn. Amba Anacardiaceae Tree 27 Alstonia scholaris saptparni Apocynaceae Tree 28 Annona squamosa L. Sitaphal Annonaceae Tree 29 Azadirachta indica (L.) A. Juss. Kaduneem Meliaceae Tree 30 Bauhinia racemosa Lamk. Apta Caesalpiniaceae Tree Bombax ceiba(Buch.-Ham.) Dutta & 31 Harvey. katesavar Bombacaceae Tree 32 Borassus flabellifer Linn. Tad Arecaceae Tree 33 Cassia fistula Linn. Bahava Caesalpiniaceae Tree 34 Delonix regia (Hook.) Rafin. Gulmohar Caesalpiniaceae Tree 35 Morinda pubesence Sm. Bartondi (Mp) Rubiaceae Tree 36 Moringa pterigospermaGaertn. Shevga Moringaceae Tree 37 Pithecellobium dulce (Roxb.) Benth. Vilayati Chinch Mimosaceae Tree 38 plumeria sp. Chafa Apocynaceae Tree 39 Prunus dulcis badam Rosaeae Tree 40 Psidium guajava Linn. Peru Myrtaceae Tree 41 Syzygium cuminii (Linn.) Skeels Jamun Myrtaceae Tree 42 Tamarindus indica Linn. Chinch Caesalpiniaceae Tree 43 Carica sp. Papaya Caricaceae Shrub
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 119 Sr. Common No. Botanical Name name Family Habit 44 lagerstroemia speciosa Taman lythraceae Tree 45 Thevetia peruviana Pivla kaner Apocynaceae Shrub 46 plumeria rubra khair champa Apocynaceae Shrub 47 Calotropis gigantea Rui Apocynaceae Shrub Menispermacea 48 Cocculus hirsutus (Linn.) Diels - - e Shrub 49 Lantana camara L. Ghaneri Verbenaceae Shrub 50 Datura innoxa Mill. Dhotra Solanaceae Shrub 51 Alternanthera sessilis (Linn.) R.Br. Kanchari Amaranthaceae Herb 52 Achyranthes aspera Linn. Aghada Amaranthaceae Herb 53 Cassia tora Linn Takla Fabaceae Herb 54 Urena lobata Linn. Van-bhendi Malvaceae Herb 55 Celosia argentea Linn. Kurdu Amaranthaceae Herb 56 Cynodon dactylon Durva Poaceae grass 57 Pennisetum purpureum Elephant grass Poaceae grass 58 Cajanus scarbaoides (Linn.)Thouars. Ghoshyachi vel Fabaceae Climber 59 Ricinus sp. Castor oil plant Euphorbiaceae Shrub climber/Creepe 60 Bougainvillea sp Bougainvillea Nyctaginaceae r climber/Creepe 61 Vernonia Curtain creeper Asteraceae r climber/Creepe 62 Clitoria ternatea Gokarn Fabaceae r
4.12.8. FAUNAL DIVERSITY The Faunal diversity in the core site was limited to few common species of Birds, Butterflies, insects, rats and lizards. The areas surrounding the core site has a moderate Avifaunal diversity. In the Buffer region due to the presence of urban vegetation patches, there was a good diversity of Birds, Butterflies and other insects. To study faunal diversity and richness in the area, random sightings were preferred and various methods of observations were practiced. For reptiles, stone lifting was done; rock crevices and wall space of structures in the site were checked. Amphibians were searched near the stagnant water pools and small streams. Insects were observed on underside of
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 120 leaves, nests, rock crevices, bushes and other places. Birds were studied by undertaking several field trails in and around the site.
4.12.9. MAMMAL DIVERSITY Based on direct sightings, interaction with local people, indirect evidences, 5 species of mammals found the Buffer region.
Table no. 32 Mammals Found In Buffer Sr. Common Name Scientific Family Feeding Schedule of IUCN No. Name Status Wildlife Category H=Herbivore (Protection) C=Carnivore Act, 1972) O=Omnivore Greater Short Nose Least 1 Cynopterus sphinx Pteropodidae H V Fruit bat Concern Least 2 House rat Muridae H/C V Mus musculus Concern Bandicota Least 3 Field rat Muridae H / C V bengalensis Concern Indian palm squirrel Funambulus Least 4 Sciuridae H - palmarum concern Pteropodidae Least 5 Indian Flying fox H V Pteropus giganteus Concern
4.12.10. AVIAN DIVERSITY The observations were made based on direct sightings and bird calls. In the observed list of birds, none of the species were classified as Endangered or rare. While surveying the buffer area, 44 species of birds were observed. It must be noted here that all the birds species recorded during the survey are of least concern classification. As per the secondary data migratory birds like, greater Flamingo, Lesser Flamingo, Painted stork and other water birds are recorded near Sewri mudflat and adjoining areas.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 121 Table 32. : Birds found in Buffer S Scientific name Common name Family Schedule IUCN N status status 1 Acridotheres tristis Common Myna Sturnidae schedule IV LC 2 Columba livia Blue rock pigeon Columbidae schedule IV LC 3 Corvus splendens House Crow Corvidae schedule IV LC 4 Cypsiurus balasiensis Asian palm swift Apodidae schedule IV LC 5 Milvus migrans Black kite Accpitridae schedule IV LC 6 Bubulcus ibis Cattle egret Ardeida schedule IV LC 7 Acridotheres tristis Common Myna Sturnidae schedule IV LC 8 Centropus sinensis Greater coucal Cuculidae schedule IV LC 9 Passer domesticus House sparrow Passeridae schedule IV LC 10 Egretta garzetta Little egret Ardeida schedule IV LC 11 Ardeola grayii Pond heron Ardeida schedule IV LC 12 Leptocoma zeylonica purple rumped sunbird Nectariniidae schedule IV LC 13 Pycnonotus cafer Red-vented bulbul Pycnonotidae schedule IV LC 14 Pycnonotus jocosus Red-whiskered bulbul Pycnonotidae schedule IV LC 15 Streptopelia chinensis Spotted dove Columbidae schedule IV LC 16 Oriolus kundoo Golden oriole oriolidae schedule IV LC 17 Psittacula krameri Rose ringed Parakeet Psittaculidae schedule IV LC 18 Psittacula eupatria Alexandrine parakeet Psittaculidae schedule IV LC 19 Psilopogon haemacephalus coppersmith barbet Megalaimidae Shedule IV LC 20 Eudynamys scolopaceus Asian koel Cuculidae Shedule IV LC 21 Rhipidura sp. Fantail Rhipiduridae Shedule IV LC 22 Halcyon smyrnensis White throated Halcyondae Shedule IV LC Kingfisher 23 Tyto alba Barn owl Tytonidae Shedule IV LC 24 Dinopium javanense flame back woodpicker Picidae Shedule IV LC 25 Orthotomus sutorius Tailor bird Cisticolidae Shedule IV LC 26 Phalacrocorax fuscicollis Indian Cormorant Phalacrocoracid schedule IV LC ae 27 Hirundo rustica Barn swallow Hirundinidae schedule IV LC 28 Pycnonotus jocosus Red Whiskerd Pycnonotidae schedule IV LC kingfisher 29 Dicrurus macrocercus Black drongo Dicruridae schedule IV LC 30 Actitis hypoleucos Common sandpiper Scolopacidae schedule IV LC 31 Charadrius dubius Little Ringed Plover Charadriidae schedule IV LC 32 Ardea cinerea Gery heron Ardeida schedule IV LC 33 Egretta gularis western reef egret Ardeida schedule IV LC
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 122 S Scientific name Common name Family Schedule IUCN N status status 34 Tringa totanus Common red Shank Scolopacidae Shedule IV LC 35 Chroicocephalus Brown headed gull Laridae Shedule IV LC brunnicephalus 36 Haliastur indus Bramhini kite Accpitridae Shedule IV LC 37 Motacilla cinerea Gery wagtail Motacilidae Shedule IV LC 38 Merops orientalis Green Bee eater Meropidae schedule IV LC 39 Centropus sinensis Greater coucal Cuculidae schedule IV LC 40 Corvus macrorhynchos Large billed crow Corvidae schedule IV LC 41 Amaurornis phoenicurus White breasted Rallidae Shedule IV LC waterhen 42 Vanellus indicus Red wattled lapwing Charadriidae Shedule IV LC 43 Ploceus philippinus Baya Weaver passeriformes Shedule IV LC 44 Tringa hypoleucus Common Sandpiper Scolopacidae Shedule IV LC
4.12.11. REPTILES DIVERSITY During the survey, only 5 species of reptile and 1 species of amphibians were found in the Buffer region. Table 33. Reptiles in Buffer Sr. No. Common name Scientific name Family 1 Brahminy Skink Mabuya carinata Scincidae 2 Striped keelback Amphiesma stolatum Colubridae 3 oriental garden lizard Calotes versicolar Aganidae 4 Indian rat snake Ptyas mucosa Colubridae 5 Gecko Hemidactylus sp. Gekkonidae
4.12.12. LEPIDOPTERA AND OTHER INSECT DIVERSITY Lepidoptera is a group of insects consisting of butterflies and moths. Sampling for butterflies and moths was made based on random sightings, sitting across water puddles and searching of caterpillars and cocoon in and around the site. In total 5 species of butterflies and 11 species of other insects were observed while surveying areas in the region within 10 km range from the project site.
Table . 34 : Insects in the Buffer Sr. No. Scientific name Common name Family Animal group
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 123 1 Catopsilia pomona Emigrant Pieridae Butterflies
2 Junonia lemonias Lemon pansy Nymphalidae Butterflies
3 Eurema hecabe Common grass yellow Pieridae Butterflies
4 Euploea core Common indian crow Nymphalidae Butterflies
5 Danaus chrysippus Plain tiger Nymphalidae Butterflies
6 Apis mellifera Honeybee Apidae bee
7 Musca domestica House fly Muscidae bee
8 Orthetrum luzonicum Rosy Skimmer Libellulidae Odonates/Dragonflies
9 Diplacodes trivialis Ground skimmer Libellulidae Odonates/Dragonflies
10 Orthetrum sabina Green Marsh Hawk Libellulidae Odonates/Dragonflies
11 Pheidole sp Harvester ant Formicidae Ant
12 Oecophylla Weaver ant Formicidae Ant
13 Vespa sp. Potter wasp Vespidae wasp
14 Caelifera sp Grasshoppers family: acrididae Grasshopper
15 Mantodea sp Praying mantis suborder: mantodea Mantids
16 Gerris sp water strider Gerridae Water bug
4.12.13. DOMESTICATED ANIMALS Stray dogs (Canis lupus), and Domestic cat (Felis catus) are commonly observed in buffer region of the project site.
4.12.14. SUMMARY OF FAUNAL OBSERVATIONS Number of Bird species observed in the 10 km radius: 44 Number of Reptiles observed in the 10 km radius: 05 Number of Butterfly species observed in the 10 km radius: 5 Number of Mammals observed(wild) in the 10 km radius: 5 Possible Mammal species (Wild) in 10 km buffer: Mongoose and Macaque.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 124 Figure 1916 - Fauna observed in Buffer area during the survey
4.13. TRAFFIC STUDY 4.13.1. PAST TRAFFIC Consistent with the domain of study, traffic study was confined to Liquid chemicals and POL Products handled at MbPT in the past and their assessed future incremental traffic. Over the years the share of MbPT in all India Port traffic of Chemicals and POL was around 15%.
Table 31 - The traffic handled in last five years at Pir Pau as under Year 2012-13 2013-14 2014-15 2015-16 2016-17 Category OPP FCB OPP FCB OPP FCB OPP FCB OPP FCB SCB
Chemicals 0.44 1.24 0.34 1.42 0.39 1.60 0.49 1.72 0.15 1.33 0.56 Products 0.28 1.10 0.42 0.96 0.56 0.63 0.41 0.87 0.30 0.23 0.90 Total 0.72 2.34 0.76 2.38 0.95 2.23 0.90 2.59 0.45 1.56 1.46 Berth Occupancy 47.43 87.08 33.89 88.14 40.38 84.91 52.34 78.74 20.68 67.35 65.43
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 125 Total Traffic 3.06 3.14 3.18 3.49 3.47
4.13.2. FUTURE TRAFFIC In order to assess the future potential of Liquid chemicals and POL products traffic at Mumbai Port the following perspective has been taken into account: Maharashtra & Gujarat accounts for the major share of all India demand of liquid chemicals and products. Users have shown preference for further developments in Pir Pau area. Improvement of Infrastructural facility at Pir Pau is required to cope with the exim growth in Chemical/ product sector. BPCL & HPCL are keen on laying additional pipe lines from SCB which will create additional traffic at Pir Pau. Land allotment of the plot previously with RCF is under consideration for development of Tank farm which would create additional traffic at Pir Pau.
Though it is observed that there is sufficient future growth of Chemical and POL products in Maharashtra and Gujarat region, there is not adequate data to assess the exact future traffic at Mumbai Port. In various meetings the Users are pressing for further deepening of SCB channel and berth to handle bigger ships and improve efficiency by minimising the dependence on tide. In order to assess the realistic figure, the future incremental traffic has been worked out based on the present traffic. It is observed that in 2016-17 with berth occupancy of 65.43 % the traffic handled at SCB is 1.46 MT. Out of which Chemical traffic was 0.56 MT and POL traffic 0.90 MT. In the year 2016-17 total 203 no of ships were handled at SCB with average vessel being of 25,713 GRT. By extrapolation, for a berth occupancy of 70%, the SCB berth can handle 220 vessels of average GRT of 25,713 (say 26,000 GRT). Considering the proposed deepening and widening of the channel, 10% increase in no of vessels can be expected.
4.13.3. VESSEL TRAFFIC The existing world fleet of tankers for various types of liquid cargo and the ships normally calling at Indian Ports and in particular at the existing Chemical berths has been considered to arrive at an optimum design vessel size and the deepening and widening parameters of Channel leading to Second Chemical Berth have been worked out accordingly. The Design Vessel size considered is as under:
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 126 Size of Vessel 55,000 DWT LOA 230 M Beam 36 M Draft 12.8 M
4.14. VESSEL TRAFFIC ANALYSIS & FORECAST 4.14.1. VESSEL TRAFFIC ANALYSIS M/s Consulting Engineer Services (CES) in their DPR of 1999 had observed that 88% of world fleet for chemical tankers were up to 30000 DWT. The feasibility report prepared by CES was updated in 2006 and enquiries with largest tanker operators in the world revealed the largest vessels as follows.
Sr. No. Vessel Name DWT Draft in m LOA in m Displacement in Tonnes
1. Montana Blue 40,077 11.22 176.00 49,454 2. Stolt Creativity 37,186 11.68 176.75 49,845 3. Stolt Aquamarine 38,719 12.23 176.80 50,238
Considering the draft requirement at that time, the design Vessel size of 37,000 DWT was considered and the particulars of Design Vessel was as under: Size of vessel : 37,000 DWT LOA : 210 M Beam : 28 M Draft : 10.8 M
Based on the above design vessel size, the construction of Jetty structure (SCB) and dredging works started. However before completion of the construction of Second Chemical Berth, MbPT decided to check the adequacy of the structure for vessel berthing up to 55,000 DWT. Accordingly MbPT appointed IIT Madras to verify the layout, configuration, analysis and design for 55,000 DWT vessels. M/s IIT Madras vetted the design and accordingly the construction was carried out so that vessels in the range of 15,000 to 55,000 DWT can be accommodated. The max. design vessel size particulars that the civil structure can accommodate is as under:
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 127 Dead Weight Tonnage : 55,000 (DWT) Displacement Tonnage : 72,600 (MT) Length Overall (LOA) : 230 m Beam (B) : 36.0 m Draft : 12.8 m
In view of the time lapse fresh enquiries have been made and the details of few largest chemical tanker vessels available in the market is as under: Sr. No. Vessel Name DWT 1. Stolt Breland 43,476 2. Stolt Sneland 44,080 3. Stolt Facto 46,105 4. Stolt Gulf Mishref 46,089
From the above it can be seen that over the years the vessel size of chemical tankers have not been increased much and the design vessel size of 55,000 DWT is on higher side as present scenario for handling chemicals.
4.14.2. PIR PAU BERTHS Presently at Pir Pau, three berths i.e. Old Pir Pau (OPP), New Pir Pau (FCB) and the newly constructed Second Chemical Berth (SCB) are operational. Since the Old Pir Pau berth may not handle ships due to implementation of Mumbai Trans Harbour Link (MTHL) project the same is not considered for analysis. The various performance parameters at Pir Pau berths are as under. Table 32 - Various performance parameters at Pir Pau berths Year 2012-13 2013-14 2014-15 2015-16 2016-17 Average time spent at berth (Days) 1.12 1.02 1.01 1.11 0.97 Average Pre-berthing detention on 0.83 1.30 0.87 20.46 4.67 Port Account ( Days) (Hrs) ( Hrs) Average Turn-round time (Days) 2.03 2.41 1.97 2.04 1.25 Idle Time at berth (%) 32.18 29.36 31.30 34.99 33.77
Berth Occupancy of Old Pir Pau, First & Second Chemical Berths are as under:
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 128 Year 2012-13 2013-14 2014-15 2015-16 2016-17 Old Pir Pau (OPP) 47.43 33.89 40.38 52.34 20.68 New Pir Pau ( FCB) 87.08 88.14 84.91 78.74 67.35 Second Chemical ( SCB) ------65.43
4.14.3. CAPACITY AUGMENTATION From the above section, it is seen that average time spent at berth by the vessel and idle time at berth have not improved much even after the construction of SCB. There is reduction in pre-berthing detention time of vessels. After SCB is operational the berth occupancy at FCB & SCB is 67.35% & 65.43%. The productivity is not increased. The main factor affecting the productivity are as under.
The average time spent at berth. Idle time at berth has not improved and is on higher side. As a result it restricts reduction in turn-around-time. One of the reason for more time spent by the vessel at the berth is lesser tidal window available for the vessels for both FCB & SCB. At the Pir Pau berths most of the ships unload the cargo and leave the berth with light draft while ships arriving at the berths, depending on the sizes, need to wait for suitable high tide. Further ships berthed at SCB need to use Turning circle in front of FCB. This affects movements of vessels at both the places. Certain big ships have to wait longer time for berthing for the availability of the requisite high tide.
Considering this current scenario at Pir Pau, the Marine Survey Division is of the opinion that if the tidal window of vessels for SCB is reduced by further deepening the approach channel and providing separate Turning circle in front of SCB alongwith widening of channel at certain locations for easy manoeuvring, the idle time at berth and turnaround time can be reduced. This will improve the efficiency of the chemical terminals.
Further the Oil Industry Users are keen on laying additional pipe lines from SCB which will result in effective capacity augmentation of the Pir Pau berths. For capacity augmentation at SCB and improvement of vessel operations and management it is proposed to deepen the approach channel leading to SCB. The details of proposed Channel design will be dealt in the next Chapter.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 129 CHAPTER 05 -IMPACT ANALYSIS AND MITIGATION MEASURES
The first step of an environmental impact assessment is to identify the potential effects of a project on environment. In this section, attempts will be made on outlining possible effects of the project on environment, together with mitigation measures.
5.1. PURPOSE OF ENVIRONMENT IMPACT ASSESSMENT The projects, like any others, have impacts in the environment at a smaller degree. The magnitude of the impacts, of course, depends on the scale of the works. For this reason one should also realize that the extent of the investigation is not always the same. The points to be considered for EIA are given below. One should assess for every project, in the feasibility study, the scope and the size of EIA.
A complete Environment Impact Assessment study should describe the following items. A description of the “as is” situation before the project starts in the area influenced by the project A description of the proposed project and is influence on the environment after completion. A description of the works and actions to be carried out to implement the project. A description of the probable impact of all works and action described relating to:
o The possible beneficial environmental effects of the project. o The possible adverse environment effects of the project o An evaluation of the effects of various execution methods during the implementation period of the project
o An evaluation of the effects during the period the project is commissioned o An evaluation of the effects of demolishing a structure during the period of construction
o An evaluation of the (ir) reversibility of impacts o The range of primary, secondary and tertiary impacts (direct or indirect) of the project
o A proposal for remedial actions to reduce the impacts of the project
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 130 5.2. ENVIRONMENT IMPACT ASSESSMENT This chapter deals with the assessment of project impacts on environment. Mitigative measures are suggested to minimize the likely negative impacts. An environmental management plan is also suggested along with an estimate of environmental costs as an input for evaluation the economic feasibility of the project. The project will have impacts of varying magnitude on different environmental components. These impacts could be categorized as-
Primary impacts, i.e. impacts which occur as a direct result of the project activities Secondary and tertiary impacts, i.e. impacts that occur as a result of primary impacts.
Impacts could occur during the construction phase as well as during the operational phase. Impacts during these phases are discussed separately in this chapter.
5.2.1. SIGNIFICANT ENVIRONMENTAL IMPACTS AND MITIGATIVE MEASURES In view of the above study, we will sub divide the key environmental factors into 3 groups:- In respect of existing status In respect of construction phase and In respect of operation phase
The type and magnitude of the impacts is entirely site specific. In order to logically analyze situation on a probable scale, following standards have been devised for the project under consideration to quantify the impact:
0 = No Impact - 1 = Negligible - 2 = Mild - 3 = Moderate - 4 = Significant - 5 = Severe Utility of the above noted qualitative scale is that it can be used as a method to approximately indicate varying order of caution while dealing with different stretches of the project. (refer Table 33)
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 131 Each of the negative impacts on the environment requires consideration of mitigative measures. Some of these measures require judicious application of road engineering design and construction methodology while others require special techniques. An attempt has been made to indicate the required mitigative measures for each type of identified negative impact.
5.3. IMPACT ON AMBIENT AIR QUALITY Proposed project pertains to dredging work for deepening & widening of navigational channel to for cater vessels of larger drafts. Such activities not have long term impact on air environment; impacts are generally restricted to construction phase only. Details of impact and their management / mitigation as tabulated below:
5.3.1. DREDGING (CONSTRUCTION) PHASE During dredging (construction) phase, suspended particulate matter is the main pollutant generated during the project activitity due to operation of DG sets, dredger, construction vessels and other construction equipments etc. The DG sets and barges used during the dredging activity will emit the pollutants by burning fuel (diesel). The impact of emissions from barges will be negligible due to the longer distance of human settlements from the
. DG sets will only be used during the emergency. The full capacity of barges will be utilized to avoid extra trips which may cause increase in emissions.
MITIGATION MEASURES 1. A dredge material disposal option shall be in place 2. Adequate capacity shall be available at the disposal location for the quantity of the material to be removed, taking into account bulking factors and water content 3. All necessary environmental and planning approvals shall be in place in relation to dredge material disposal 4. Testing of dredged material shall be undertaken on regular basis 5. Harbour Master shall be notify of dredging program, including timing, locations to be dredged, equipment to be used and any access restrictions or hazards to vessels using the navigation access channel. 6. Harbour Master shall be notify of completion of the dredging program 7. Fishermen shall be notify of proposed works
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 132 8. Proper signage shall be in place to notify Fishermen 9. It shall be ensure that the dredging equipment and associated vessels comply with all the necessary requirements 10. It shall be ensure that access to the project area limit is maintained throughout the dredging program. 11. It shall be ensure that pipelines and other floating, partially submerged or fully submerged components are marked so as to be clearly visible to all boat operators. If left in place at night, ensure that warning lights are used. 12. It shall be ensure that there are no discharges from the dredging vessels 13. It shall be ensure that there are no sewage discharges within the marine area / port area 14. It shall be ensure that litter and other wastes are fully contained on all barges and vessels associated with dredging. 15. Waste materials shall be removed from barges and vessels each day, and the minimum required amount of hydrocarbons shall be kept on board 16. Any chemicals shall not be carried on barges or vessels associated with dredging. Only fuel and oils contained within equipment shall be carried. 17. Do not wash down decks of barges or vessels unless all wash down water is fully contained on the barge. 18. Spill kit suitable for small to medium spills shall be carried. 19. Confirm that all dredging will take place within the originally approved port limit and navigation access channel. If dredging outside this area is required, seek additional approvals. 20. Clearly delineate area to be dredged and review with dredging contractor. Provided written advice to dredging contractor on dredging area. 21. Dredge only in delineated areas 22. Ensure that silt curtains are available for deployment if required. 23. Check water quality monitoring results for any non-compliance with the water quality triggers or guidelines. Initiate corrective action as required to address any non- compliance or trends towards triggers. 5.3.2. OPERATION PHASE During operation phase there will be no increase in air pollution load as the project profile during operation phase will remain same.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 133 Mitigation Measures All vehicles shall have a valid PUC certificate and regular maintenance shall be mandated. All the roads in the vicinity of the project site will be paved or black topped to minimize the entrainment of fugitive emissions. If any of the road stretches cannot be blacktopped or paved due to some reason or the other, then adequate arrangements will be made to spray water on such stretches of the road. For wind generated dust, a windshield with a wire mesh fencing with fast growing creepers up to a height of 10 m around the stockyard shall be installed. In addition to all the above measures, a 10 m wide greenbelt will be developed for dust arresting proposes. No unauthorized labour settlement shall be allowed in the vicinity of the port. It will be a responsibility of labour contractors to provide for clean fuel to the labours.
5.4. IMPACT ON WATER QUALITY As the major acitivity of the proposed project is dredging of navigation channel for widening & deepening thus it may pose impacts on the water quality.
5.4.1. SUSPENDED SOLIDS AND TURBIDITY Dredging disturb bottom sediments and induce resuspension, dispersal and settlement of such sediments. Dumping of dredged material directly alters bottom configuration and biota and may disperse toxic or harmful chemicals around the disposal site. Dredging removes bottom habitat and may lead to a loss of fishery resources. During dredging the main environmental effect is the increase in the suspended sediments and thereby turbidity in the water column. All methods of excavation release suspended sediments in the water column during the excavation itself and during the flow of sediments through barges. The increase in the turbidity decreases the depth of the light penetration in the water column.
Mitigations Measures A survey of contamination of bottom sediments should be undertaken before dredging. In case substances or materials listed in the annexes of the London Dumping Convention are found during the survey, the dredged material should be treated in accordance with the respective provisions of the convention. Selection of disposal site, disposal methods and
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 134 requirements for capping are key issues in undertaking disposal at sea. In shallow water, silt curtains, as well as careful selection of the dredging method, could be effective in minimizing dispersal of resuspended sediments. Specific Guidelines for the Disposal of Dredged Material at Sea have been adopted by the Contracting Parties to the London Dumping Convention.
5.4.2. ORGANIC MATTER AND NUTRIENTS AND DEPLETION IN OXYGEN CONTENT The release of organic rich sediments during dredging can cause the removal of oxygen from the surrounding water. However it is important to stress that the removal of oxygen from the water column is a temporary phenomenon and the oxygen content is replenished with the tidal exchange. Therefore the depletion of oxygen will have a very negligible impact on the marine organisms.
The re- suspension of sediments during dredging may also result in an increase in the levels of organic matter and nutrients in the water column. The nutrient enrichment can cause an algal bloom in the localized area which is adapted low nutrient condition. The blooms can affect the surrounding area by depleting oxygen content from water column or by release of toxins in the water.
Mitigation measure Grabs shall be used as dredging equipment as it is observed that grabs limits the increase of turbidity and possible contamination in the surrounding water. The dredged shall be disposed on the land in containments, isolated from the sea
5.4.3. IMPACTS ON MARINE/COASTAL ECOLOGY Disturbance from dredging activities may cause displacement of fishery resources and other mobile bottom biota. Dredging removes bottom biota and dumping of dredged material covers bottom habitat, both of which may reduce fishery resources. Settlement of resuspended sediments on fragile marine fauna and flora damages the ecosystem particularly coral reefs, which are formed by the extracellular product of symbiotic plants. The great number of coral polyps need dissolved oxygen for respiration and the plants need sunlight for photosynthesis.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 135 Mitigations Measures Careful survey of a fragile marine and coastal ecology is essential for appropriate planning of dredging and disposal of dredged material. All care shall be taken that trees shall be protected as far as possible while site clearing and infrastructure development. Detailed ecological survey shall be conducted during detailed EIA study to assess the impacts. No construction activity will be allowed during the monsoon season so as to avoid breeding period of fishes. Use of silt curtains is recommended to confine areas of high turbidity during dredging and pile diving. Areas with high fish yield or used by locals for fishing shall be avoided.
5.4.4. OIL SPILL Leakage or spill of oil form dredger and other dredging vessels is envisaged during the dredging (construction phase). The release of oil in long run may cause bioaccumulation of these substances in sediment as well as marine flora and fauna. The constituents of oil are toxic to marine life and release of oil contents on to water will result in formation of a shining film on the surface of water which prevents dissolution of oxygen across the surface of water. Moreover, oil gets accumulated on the body of the small species of fish or invertebrates and coat feathers and fur, reducing birds' and mammals' ability to maintain their body temperatures.
Mitigation Measures The following actions shall be taken to avoid any major damage due to oil spill: Oil spill contingency plan shall be in place to deal with the eventualities of the oil spill. Mopping system shall be deployed for cleaning of the oil from the surface waters. Turbid waste water shall be mitigated and treated in sedimentation pond, if required.
5.4.5. DISPOSAL OF SEWAGE/ EFFLUENT IN MARINE AREA The most likely impacts from the operation phase of the project will be on the marine water, primarily due to (a) oily wastes such as bilge water, washing water, lubricant oil and other
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 136 residues from vessels and machineries (b) sewage; All these may lead to odour and degradation of water quality.
Possible discharges from dredging vessels that could be sources of water pollution are bilge water, oily wastes, sewage, garbage and other residues in a ship. Spills of oils, lubricants, fuels and other oily liquids may be other sources of water pollution. Once an oil or oily compound is discharged into water, it is spread on the surface by winds and currents, forming a thin layer. On the surface of seas in tropical or temperate zones, oils can be polymerized gradually by biodegradation and eventually form dense particles which sink. Concentration of oily compounds in water is an important indicator of water quality, particularly in recreational water areas. Repair docks may be a possible source of toxic or harmful materials such as antifoulants, paints, or heavy metals.
MITIGATION MEASURES Appropriate regulations on ship discharges and provision of reception facilities are indispensable for proper control of emissions and effluent from ships. Detection of spills is also important for regulating ship discharges. Since accidental spills are unavoidable, recovery vessels, oil fences, and treatment chemicals should be prepared with a view to minimizing dispersal. Proper contingency plans and a prompt reporting system are keys to prevention of oil dispersal. Periodical clean-up of floating wastes is also necessary for preservation of port water quality. To combat oil pollution near the port, inflatable type containment boom with oil skimmers will be provided at the berth. A clean sweep oil recovery unit consisting of a power pack and the recovery unit mounted on a system will also be deployed for this purpose. The ships will not be allowed to discharge their sewage in the marine water. The International Convention Guidelines for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 (MARPOL, 73/78) will be strictly adhered.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 137 Concept diagram illustrating anticipated impact of dredging on water column
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 138 Concept diagram illustrating anticipated impact of dredging on seabed
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 139 5.5. IMPACT ON NOISE ENVIRONMENT Such activities not have long term impact on environment; impacts are generally restricted to operation phase only. Details of impact and their management / mitigation as below:
5.5.1. IMPACT DUE TO NOISE GENERATED BY DREDGING INSTRUMENTS The noise will be generated due to operation of instruments used for dredging. The noise generated during this activity will not affect the human population/ settlements as the alignment lies in open sea and existing channel area. To avoid noise impact on marine fauna and avifauna acoustic enclosures will be provided.
5.5.2. IMPACT DUE TO NOISE GENERATED DURING ROCK DREDGING BY CONTROLLED BLASTING The noise will be generated due controlled blasting for rock dredging and it will cause disturbance in the local benthic fauna but the impact is reversible. Necessary precautions will be taken into consideration while control blasting.
5.5.3. OTHER POSSIBLE IMPACTS DUE ROCK DREDGING BY DRILLING & CONTROLLED BLASTING Ground vibration, which is the energy from the blast transmitted through the rock or ground, can occur from the blasting. These vibrations are determined by various factors such as quantity of charges, characteristics of the rock and distance from the blast.
There is a risk of propagation between (blast) holes in underwater blasting. This could cause larger total charges to be detonated at the same time as well as stronger ground vibrations. The energy from the blast can be transmitted in various directions in the water and at different frequencies – these frequencies are high at short distances but are reduced further from the blast.
Underwater shock waves are another impact from blasting that can cause damage to nearby structures, aquatic fauna and even vessels and people in the water. In water, the explosive energy is transmitted with great efficiency, which means that the shock wave has high destructive power even over large distances. Moreover, the pressure of the shock waves is higher if the explosive is detonated freely in the water – the maximum pressure is 10 times
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 140 higher if the explosive is detonated on a rock surface instead of a blast hole drilled into the rock.
MITIGATION MEASURE Ground vibrations can be controlled by determining the right size of charges in relation to the drilling patterns and the firing sequence. Just like mitigating ground vibrations, the most effective way to reduce both the pressure and impulse of a shock wave is to reduce the charges through reduction of spacing between blast holes and charging fewer explosives in the rock.
Another method to mitigate the pressure of underwater shock waves is to use an air bubble curtain around the blasting zone. The air bubble curtain is produced by using perforated steel pipes, through which air is pumped and bubbles up to the surface. The shock waves in the water are partly absorbed in the bubbles – the air bubble curtain reduces the peak pressure of the shock but not the impulse of the wave.
The air bubble curtain is one method but other methods such as acoustic deterrent devices can also be utilised. The acoustic deterrent devices can emit specialised acoustic signals to safely and temporarily deter various marine fauna species from marine construction sites.
5.6. IMPACTS ON FISHERIES The impact on fisheries may be either due to physical impacts of suspended solids or due to changes caused in the food chain. As the fishes are capable of free movement in water they avoid areas with very high turbidity levels. The fishes return to the area, once turbidity reduces after the cessation of dredging and dumping activities. Many researchers have concluded that extremely turbid water that is formed briefly during dredging operation can be determined to fish, but the impacts are not very alarming. The area to be dredged is a part of Mumbai and Jawaharlal Nehru Port, which has significant ship movement. Due to continuous ship movement, fisheries are not well developed in the area. Hence no significant impacts on fisheries are anticipated. Likewise, at the disposal sites, at present large scale fishing is not observed. The existing fish fauna would avoid the area during dumping operations, due to high turbidity and are expected to return only after the cessation of dumping/disposal activities. This phenomenon has been observed at many sites and the same scenario is expected at the proposed site as well. Thus no significant impact on fish fauna is anticipated
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 141 5.7. IMAPCT ON FLORA AND FAUNA The flora shall be covered with the sediments that will be suspended and dispersed due to dredging. The fish and other nektonic organisms shall move away from the area to avoid the change in the environment. The benthos includes the organisms that live on or in the sediment at the bottom of a sea. The benthic community is complex and is composed of a wide range of plants, animals and bacteria from all levels of the food chain. It can be differentiated by their habitat: infauna is animals and bacteria of any size that live in bottom sediments, such as worms and clams. They form their own community structures within bottom sediments, connected to the water by tubes and tunnels. Epifauna are animals that live either attached to a hard surface (for example, on rocks or pilings) or move on the surface of bottom sediments. Epifauna include oysters, mussels, barnacles, snails, starfish, sponges and many other marine invertebrates.
The construction work phase would increase temporarily the water turbidity. This could affect marine flora (Phytoplankton specially) because of a decrease in the possible received light. However, this impact would be transient so the habitat loss caused is expected to be negligible, owing to the fact that marine invertebrates have greater capability to regenerate and colonies.
The Benthic organism found in the Study area includes the commonly occurring local species that does not fall under the category of Endangered species. These benthic organisms are always attached only on the surface of the Sea-bed. Moreover proper Mitigative measures shall be taken such as soft-scraping of the upper soft layer of sea-bottom and relocation to another site, which is conducive for its reproduction.
There may be temporary decrease or change in the faunal species in the estuary. Study done by Bemvuti et.al. reveal that theestuarine fauna have high resilience. This efficient mechanism of estuarine organisms helps them for rapid decolonization after disturbances caused by substrate dredging.
Thus minimum impact is envisaged on the local benthic species at the project site due no change in substratum available to benthic fauna. No new or alien species are expected to be introduced during or after the project construction.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 142 5.8. IMPACT ON TOPOGRAPHY AND GEOLOGY Any considerable topography and geological site is not located in the project area, thus no impact is expected.
5.9. IMPACT ON ECOLOGY & BIODIVERSITY Construction Phase Fauna Turbid water inflowing from dredging area may impact on aquatic fauna. Part of the dredging channel ecosystem is likely to be temporarily affected.
Operation Phase Fauna- Increase in traffic number Impact on the Flamingo roots
Mitigation Measures Fauna Adoption of excavation methodology that can minimize turbid water (i.e. bore casing and excavation) Implementation of monitoring for migratory birds Use low-noise machines near CRZ It is recommended that detailed baseline survey for fauna and preparation of monitoring plan in the project area before design-build stage. Sound barriers may be installed at appropriate places in CRZ area as to minimize the adverse impacts. Adoption of ecofriendly design to reduce significant impacts on migratory bird flying course in project area. Distribution area and flying course for such as Flamingo shall be identified through baseline survey prior to operation stage. Implementation of periodical monitoring for migratory birds.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 143 5.10. SCOCIO-ECONOMIC ENVIRONMENT No negative impact is expected. 5.11. REPORTING OF THE MAJOR- PARAMETERS AND RESPONSIBLE ORGANIZATION Table 33 - Reporting of the Major- Parameters and Responsible Organization Sr. No Project Action to be Taken Responsible Organization Related Issue A Construction phase 1 Provision of Provide provisioned health, Contractor and Developer sanitation at hygiene facilities for in consultation with the workers colony construction worker camp. state revenue department Prepare and administer land use control measure 2 Utilities Not Applicable Not Applicable 3 Reduction of Not Applicable Not Applicable vegetative cover 4 Road side Tree Not Applicable Not Applicable Plantation and compensatory A forestation 5 Borrow pits and Not Applicable Not Applicable quarry sites development. 6 Sewerage Temporary toilets for Developer and contractor disposal and construction workers. solid waste at Collection of domestic refuse workers camp and its suitable disposal. 7 Traffic Secure assistance Contractor and Developer management from local police for traffic control during construction phase. Safety measures will also be undertaken by installing road signs and
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 144 making for safe and smooth movement of traffic 8 Noise Level Proper maintenance Contractor and Developer machinery and vehicles Construction activities strictly prohibiting between 10 pm and 6 pm near habitation Provision of using ear plugs by workers being exposed high noise levels Vegetative and solid barrier along inhabitant centre and sensitive receptor 9 Air Quality Barricades along the Contractor and Developer periphery of the site. Ear plugs for workers. DG set as per CPCB norms. 10 Water Quality Drinking water requirement Contractor and Developer for workers is provided through drinking water tanker. Provision of mobile toilets with proper septic tanks for workers and staff. B Operation phase 12 Prevention of Not Applicable Not Applicable Road side Squatters or indirect Urban Sprawls 2 Road Safety Not Applicable Not Applicable and Traffic Management 3 Air Quality Monitor periodically ambient Contractor and Developer
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 145 air quality at selected sites. in consultation with MPCB Confinement and absorption of the pollutants at source by creating vegetation along the length. Enforcing different control measures to check pollution (e.g catalytic converters, unleaded petrol, proper serving etc.) 4 Noise level Monitor periodically ambient Contractor and Developer noise level at selected sites. in consultation with MPCB Minimization of use of horns near sensitive locations/ silence zones with the help of sign boards at proper places. Provide noise barriers with roadside plantation. 5 Water Quality Monitor periodically water Contractor and Developer quality for establishing the and MPCB change of water quality, if any, and assessing its potentiality of surviving aquatic flora and fauna and for irrigation use. 6 Soil Not Applicable Not Applicable Characteristics 7 Maintenance of Plantation of trees Contractor and Developer Avenue trees Employment of local population for maintenance avenue plantation. 8 Human Health Adoption & Contractor and Developer and Safety implementation of all the safety
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 146 measures as per the Diaster Manamgent Plan in place.
5.12. EVALUATION OF IMPACTS The Environment impact of the project has been discussed in this chapter and the potential of the impact is mainly under the construction and operational phase. The type and magnitude of the impact is entirely site specific.
Impacts from Project Location Project location plays an important role in prevention of adverse impacts and to minimize the mitigative measures. These measures can be classified as follows: -
1. Through Engineering Design 2. Through project Scheduling 3. Through Tree Planting 4. Through property constructed and maintained labour camps. 5. Through post construction by providing facilities other Government, Departments and agencies to watch, monitor, enforce environment standards. All this is presented in individuals tables
EVALUATION OF IMPACTS Evaluation of impacts has been done for following issues namely: -
1. Environmental Impact due to project location 2. Environmental Impact from construction camps 3. Environmental Impact from road construction phase 4. Environmental Impact from Operation phase.
These impacts have been evaluated and are enumerated in following Table 33 Table 34 - List of Possible Environment Impacts due to Proposed Project Sr. No. Attributes Proposed Mitigative measures Development Impact Marks
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 147 1 Project Location 0 Change in land use pattern
2 Soil Slippage 0 No impact on soil quality 3 Dredging 2 Material will be obtained from authorized agencies 4 Air quality 1 Provision of adequate monitoring Distortion during operational phase, no changes in this line during construction period due to proper mitigative measures. 5 Water Quality 1 No sewage from dredger will be dispose on marine area.Proper care will be taken to avoid oil spillage from dredger. 6 Noise Quality 1 Proper noise control management plan during construction period, 7 Land use 0 The land use pattern shall change after the proposed project. 8 Reduction in built 0 Not Applicable habitation of structures 9 Displacement of 0 No encroachments or settlements. population 10 Heritage / Archaeology 0 Not Applicable 11 Socio - economy 0 No impact of socio economy 12 Loss of Environmental 0 No impacton Environmental Aesthetics Aesthetics
Note: The total negative impact is only 5 where severe most could have been 5 x 12 = 60. So negative impact is 8% to positive impact is 92%. As the total positive impact of the project is 90, therefore, it can be concluded that this is an environment friendly project.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 148 CHAPTER 06 -ENVIRONMENTAL MONOTORING PROGRAMME
Monitoring is an essential component for sustainability of any developmental Project. It is an integral part of any environmental assessment process. Any development project introduces complex inter-relationships in the project area between people, various natural resources, biota and the many developing forces. Thus, a new environment is created. It is very difficult to predict with complete certainty the exact post-project environmental scenario; hence, monitoring of critical parameters is essential in the post-project phase.
6.1. INTRODUCTION Monitoring of environmental indicators signal potential problems and facilitate timely prompt implementation of effective remedial measures. It will also allow for validation of the assumptions and assessments made in the present study. Monitoring becomes essential to ensure that the mitigation measures planned for environmental protection function effectively during the entire period of projects operation. The data so generated also serves as a data bank for prediction of post-project scenarios in similar projects. Environmental monitoring during the construction phase shall comprise checking appropriate permits, certificates, authorizations and compliance with the EMP and governmental regulations. This can be ensured through use of checklists for: Site Establishment, Monthly Audit, Site Closure, Environmental Management Plan implementation monitoring during the construction phase. Table 35 - Project Start-Up Checklists ENVIRONMENTAL YES/NO COMMENTS ASPECTS Personnel on site are environmental aware of various issues of interest Telephone numbers of emergency services are
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 149 available on site
Solid waste management system has been established at both construction site and labor camp Wastewater management system has been establish at both construction site and labor camp Necessary firefighting equipment is available and in good working order.
Weekly Checklists ENVIRONMENTAL YES/NO COMMENTS ASPECTS Construction camp is neat and tidy and the laborers facilities are of the acceptable standard. Waste collection and removal system is being monitored. Sufficient firefighting equipment is available at the construction site and is in good working order. All construction vehicles are in good working order and have a valid PUC certificates. Dust control measures (wherever necessary) are in place and are in working efficiently.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 150 Noise control measures (wherever necessary) are in place and are effective in controlling erosion. Erosion control measures (wherever necessary) are in place and effective in controlling erosion.
Monthly Checklists: ENVIRONMENTAL YES/NO COMMENTS ASPECTS Environmental management is reviewed in he monthly review project review meeting at site. All new personnel on site are imparted training on environmental awareness. Construction activities are undertaken according to the approved method statements. Fuel flammable material storage areas comply with general fire safety requirements.
Site Closure Checklist ENVIRONMENTAL YES/NO COMMENTS ASPECTS Contractor has cleared everything not forming the part of the permanent works. Re-vegetation has been satisfactorily completed.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 151 All areas disturbed during construction have been brought back to the near original condition in accordance with the conditions.
6.2. AREAS OF CONCERN From the monitoring point of view, the important parameters are resettlement and rehabilitation of project-affected persons, marine water quality, ambient air quality, noise, etc. An attempt is made to establish early warning system, which indicates the stress on the environment, suggested monitoring parameters and programmers are described in the subsequent sections.
6.3. WATER QUALITY The soil sample is collected in and around the site to establish the baseline characteristics of the study area. Both surface and bottom water should be sampled and analysed. The parameters to be monitored are as follows- Water Quality Physico-Chemical Parameters pH Conductivity TDS Turbidity DO BOD Phosphates Nitrates Sulphates Chlorides Cadmium Chromium Cyanides Lead
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 152 6.4. SOIL QUALITY The soil sample is collected in and around the site to establish the baseline characteristics of the study area. Soil sample is collected using the auger from the depth of 60 cm from the project site. Soil sample collected from the project site is analysed for the physical and chemical characteristics. The parameters analysed is as follows-
Moisture pH Electrical Conductivity Cation Exchange Capacity Alkalinity Organic Carbon Chlorides Available Nitrogen Available Phosphorus Available Potassium
Heavy Metals: Iron Copper Zinc Lead Cadmium Chromium Magnesium Calcium Sodium
6.5. AMBIENT AIR QUALITY Construction Phase Ambient air quality monitoring is recommended to be monitored at three stations close to the construction sites. The monitoring can be conducted for one season. Monitoring can be conducted twice a week for 4 consecutive weeks. The parameters to be monitored are PM10,
PM2.5, S02 ,NOx, CO etc.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 153 Operation phase Micrometeorology An essential part of air quality monitoring would be to establish a small automatic Meteorological observation station to record daily continuous synoptic data. Arrangements for recording temperature, humidity, visibility, wind direction and speed, cloud cover, rainfall and meteorological phenomena like storms would be required to be established at the terminal site. The ambient air quality monitoring will have to be conducted at three locations; Air quality could be monitored for one season. High volume samplers can be used for this purpose. The frequency of monitoring shall be twice a week for 24 hours for four consecutive weeks.
The parameters to be monitored are PM10, PM2.5, SO2 NOx, CO etc. The ambient air quality monitoring during project Operation phase can be carried out by project staff. Sufficient provision has been earmarked for purchase of monitoring of: Ambient air quality and micro- meteorological instruments and equipments.
6.6. NOISE Personnel involved in the work areas, where high noise levels are likely to be observed during project construction and operation phases. For such in-plant personnel, audiometric examination should be arranged at least once per year. The project staff arid a noise meter can be purchased will carry out the noise level monitoring during construction and operation phases.
Neighborhood (up to radius of 1 km) It is recommended that during project operation phase, monitoring of sensitive areas like schools and Medicare centers be conducted within a distance of 1 km radius of the site to ascertain noise levels at receptors.
6.7. BIOLOGICAL ENVIRONMENT The ecological survey was carried out to establish the baseline ecological conditions of the region. Sites of greenbelt development should be monitored once in every month during Project operation phase to study the growth of various species and to identify the needs if any, such; as for irrigation, fertilizer dosing, pesticides, etc. Project staff can conduct monitoring.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 154 6.8. ENVIRONMENT MONITORING CELL An Environmental Monitoring Cell (EMC) will be formed in order to assess and review the progress of the various mitigation measures suggested in the Environmental Management Plan. The committee will consist of representatives and experts from the concerned Departments. The committee will sit at predetermined intervals for verifying progress and reporting the same. The project authority shall depute a Senior Officer to coordinate with the monitoring committee. The said committee will be channeled by Deputy Chief Engineer of MHADA. He will be assisted by the team of Executive Engineer, Deputy Engineer along with representative of NGO if any in the locality and representative from a concerned educational institution from area. This will strengthen the efficiency of MHADA to evolve a planning during construction and operation phase. It will envisage that the meetings of EMC are held twice in a month as on required basis. The Committee also inspects various areas in the project site and advises improvements on the Environmental activities carried out and gives suggestions for additional Environmental pollution mitigative measures as may be necessary based on the requirements from time to time.
6.9. SUMMARY OF ENVIRONMENTAL MONITORING PROGRAMME The summary of Environmental Monitoring Programme for implementation during Project construction and operation phases is given in Table 36.
Table 36 - The Summary of Environmental Monitoring Programme for Implementation during Project Construction and Operation Phase Sr. Aspects Parameters To Be Monitored Frequency Of Location No. Monitoring 1. Water Physical Colour, Turbidity, pH value, Once in three 3 to 4sites Parameters Suspended Solids, Dissolved months Solids. Inorganic Chloride, Once a year 3 to 4sites Parameters Fluoride, Phosphate, Sulphates, Nitrates, Total Hardness, Calcium, Magnesium, Total Iron,
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 155 Dissolved Iron, Manganese Biological Total Coliform MPN/100 ml. Once in a year 3 to 4 sites parameters
2. Ambient air SPM, RPM, SO2 & NOx, CO Summer, post Close to quality monsoon & major winter seasons construction Twice a week sites for four consecutive weeks per season
3. Ambient Noise Equivalent noise Level During peak Construction Quality. construction sites activities
4. Greenbelt Rate of Survival and Growth Once per … Development Of Various Species. Month
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 156 CHAPTER 07 -DISASTER MANAGEMENT PLAN
Disaster is a sudden occurrence of hazard with a magnitude which could restrict the normal pattern of life in the facility and/or in vicinity causing extensive damage to life and/or property. A Disaster Management Plan (DMP) gives a clear organizational structure and elaborates the duties to be performed by individuals (including outside agencies), when situation demands, so as to reduce the probability/severity of community suffering and property damage. The best way to protect against major accidents occurrence is by implementation of high levels of safety standards.
Need for Disaster Management Plan The types of emergencies envisaged at Second chemical / POL berth at Pir Pau are listed as below: Fire on Tankers (vessels) Spillage form tankers in port Spillage from pipeline Spillage due to collision in channel/jetty accidents Spillage while bunkering by vessel Air strike / war situation Cyclone / rough weather at sea
The emergency plans are likely to be separate for on-site and off-site, but they must be consistent with each other as they must be related to same assesses emergency conditions. He on-site and off-site plan is called Disaster Management Plan (DMP and emergency Preparedness Plan (EPP) respectively.
7.1 OBJECTIVE OF DISASTER MANAGEMENT PLAN The objective of the DMP is to make use of the combined resources of the plant and the outside services to achieve the following: Effective rescue and medical treatment of casualties Safeguard other people Minimize damage to property and the environment
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 157 Initially contain and ultimately bring the incident under control Identify any dead Provide for the needs of relatives Provide authoritative information to the news media Secure the safe rehabilitation of affected area Preserve relevant records and equipment for the subsequent inquiry into the cause and circumstances of the emergency Generally, the following five steps are involved in an emergency response
1) Discovery and Notification: An event with an imminent threat of turning into an accident must first be discovered and the discoverer quickly notifies the same to the plant safety officer.
2) Evaluation and Accident Control Initiation: Based on the evaluation of available information, the safety authority makes a rapid assessment of the severity of the likely accident and initiates the best course of action.
3) Control Measures: Action is first taken to control the accident by eliminating the causes which may lead to the spread of accident. Measures are also taken to minimize the damage to personnel, property and environment.
4) Clean-up and Disposal: After the accident is effectively contained and controlled, the clean-up of the site of the accident and safe disposal of waste generated due to the accident are undertaken.
5) Documentation: All aspects of accidents, such as its occurred sequence, control steps and the extent of the damage and injury, must be documented for subsequent analysis of accident for prevention in future, damage estimation, insurance recovery and compensation payment. It may be noted that some aspects of documentation, such as, photographs of the site of accident and main objects involved in the accident, survey for damage estimation, etc. may have to be carried out before the clean-up and disposal phase. However, the effort in all cases is to recommence the production as soon as possible.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 158 7.2 HAZARD IDENTIFICATION The hazardous Cargo being handled at the proposed port include POL, LPG, Naphtha and hazardous bulk liquid chemicals, e.g. ammonia, benzene, butadiene, toluene, othoxyiene and paracylene. Most of-these liquid products mentioned are flammable, therefore, fire is one type hazards due to handling of these at jetty. The liquid gases to be handled under pressurized and/or ryogenic conditions are LPG, butadiene etc. therefore any amount leaked will immediately forms vapour cloud because their boiling point is much lower than ambient temperature. This vapour cloud may cause fire and explosion hence can cause fire and explosion hazards.
The credible LPG spill event and leakage of flammable chemicals (toluene, orthoxylene and paraxylene), POL products (naphtha) and liquefied gases is considered to be package of any single unloading arm handling these products.
Failure or unloading arm and consequent spillage may result into fire hazards but leakage of chemicals such as benzene, toluene, oxthoxylene and paraxylene will not only result in fire hazards but also in toxic hazards. The checklist of hazards as a result of handling or hazardous cargo at the proposed terminal is given in Table 37.
Table 37 Checklist of hazards involved due to handling of various cargo
Hazard Possible Hazards Material Fire Explosion Toxicity to Toxicity to Marine Human Environment LPG Yes Yes No No Lube Oil Yes No Yes No FO/LSHS Yes No Yes Yes Butadine Yes Yes No No Benzene Yes No Yes Yes Toluene Yes No Yes Yes Orthoxylene Yes No Yes Yes Paraxylene Yes No Yes Yes
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 159 7.2.1 VULNERABLE OPERATIONS AND HAZARD PRONE UNITS At Pir Pau Second chemicals berth all commodities will be pumped from main vessels to tank farm. The transfer will be through marine unloading arms. Hence the pumping operation (transfer operation) is vulnerable operation. The transportation of these products through pipeline along the approach trestle of jetty is also vulnerable.
The hazard prone units in the present case are marine unloading arm, transfer, hoses, the pump on the board vessel and piping systems connected to unloading arm.
7.2.2 CONSEQUENCE ANALYSIS Consequence analysis considers individual failure cases and damages caused by them. It is done to predict the potentially possible consequences on man and material in and around installation battery limit. It is carried out on a variety of preconceived accidental scenarios.
The results of consequence analysis provide sufficient information about hazard effects from an accident scenario and also o how to deal with catastrophic events. It gives installation personnel and public living around and understanding of risk they are living in
7.2.3 APPROACH TO THE CONSEQUENCE ANALYSIS The consequence analysis will generate information to consider major change in jetty layout to control any accident effectively. All of these materials are farmable in nature and pose fire and explosion hazards. Some materials such as toluene, orthoxylene, paraxylene and benzene are not only flammable but also toxic.
Once the above approach was decided, the likely spillage quantities for the credible accidental scenario and the worst case accidental scenario were subjected to consequence analysis.
7.2.4 METHODOLOGY FOR CONSEQUENCES ANALYSIS The methodology adopted study for thermal radiation, vapour cloud dispersion, fire ball burning and overpressure calculation is summarized in the-following paragraphs:
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 160 7.2.5 THERMAL RADIATION The thermal radiation calculation is based on Thomas correlation as modified by Moorhouse. In computing fire radiation intensity at different distances effect of smoke cover has not been taken into account to estimate thermal radiation intensity at source.
7.2.6 VAPOUR CLOUD DISPERSION The vapour cloud dispersion or dispersion of vapours of material to be handled at port site has been computed using the equations proposed by TNO. It may be mentioned that for vapour cloud dispersion the concept of virtual source has been used.
7.2.7 OVERPRESSURE CALCULATIONS The distances of occurrence or tolerable overpressure or various objects have been computed using TNT deflagaration equivalent model.
7.2.8 FIREBALL BURNING If a flammable vapor cloud ignites but fails to explode, it forms a fire ball. This is of duration and only harms people and ignites emergency vents or pools of flammable liquids. The correlations proposed by TNO for fireball durations, fire ball diameter and for thermal radiation intensity at different distances have been used.
7.2.9 EFFECTS OF RELEASE The hazardous materials on escape to atmosphere lead to formation of a vapour cloud in the air. Direct cloud formation occurs when a gaseous or flashing liquid escapes to atmosphere. Indirect cloud formation occurs through evaporating pool of liquids which have come to rest on ground. In event of release of hydrocarbon products to be handled at port to atmosphere, the following effects will usually observed: Spreading of hydrocarbon vapour with wind till it finds a source of ignition or safely disperses. Pool fire of a spillage mainly causing different levels of incident thermal radiation.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 161 Unconfined Vapour Cloud Explosion (UVCE) which generates damaging blastwave. Fireball or BLEVE (Boiling Liquid Expanding Vapour Explosion) due to burning of vapour cloud.
7.2.10 DAMAGE CRITERIA The damage effects are different for different scenarios mentioned above. In order to appreciate the damage effects produced by various scenarios, it will be appropriate to discuss the physiological/physical effects of hydrocarbon vapours, blast wave, thermal radiation or BLEVE and toxic release. a) Hydrocarbon vapour released accidentally will normally spread out in the direction of wind. If, it finds an ignition source before being dispersed below Lower Flammability Limit (LFL), a flash fire is likely to occur and the flame may travel back to source of leak. Any person caught in the flash fire is likely to suffer fatal burn injury. Therefore, in consequence analysis, the distance of LFL value is usually taken to indicate the area which may be affected by flash fire. Any other combustible materials within flash fire are also likely to catch fire and secondary fire may ensure. In the area close to source of hydrocarbon leak there is a possibility of oxygen depletion. For human lives, a minimum of 16% oxygen in air is considered essential. b) Thermal' radiation due to pool fire, jet flame or fireball may cause various degree of burn on human bodies. Moreover, their effects on inanimate objects like equipment, piping or vegetation also need to be evaluate to assess the impact. The damage effect due to thermal radiation intensity is summarized in Table-6.7. In case of jet flames effect of direct impingement is severe as it may cut through equipment, pipeline or structure.
c) When pressurized Liquefied gas is subjected to external fire, the metal temperature rises so much that it may fail at the operating pressure itself. With metal failure the entire content of the vessel is released to atmosphere. The liquid starts boiling and expands violently. Huge vapour cloud is formed almost instantaneously. Because of high degree of turbulence, a lot of air is drawn in and the vapour cloud that formed quickly diluted within flammable range, Immediately, following rupture of the vessel, the body of this boiling liquid likely to be ignited by the fire that initiated the failure
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 162 since the core body is still too rich, the fire remains limited to the periphery, the rate of burning is usually controlled by the rate at which the air is drawn.
d) For transient fires like fire ball, the steady state heat flux cannot be used to estimate the damage for such incident. In this case the dosage of thermal radiation (i.e. total incident energy) is used to estimate threshold damage levels. Thermal radiation dose is a combination of incident radiation intensity and time of exposure.The dose and damage effect due to various thermal dose levels is given in Table-6.8. The tolerable thermal radiation for various time exposures to human body has been given in Table- 6.9. For a continuous thermal radiation intensity (specially resulting from pool fires) the tolerable thermal radiation intensities have been given. in table-6.10.The LFL and UFL concentration of all materials handled at site are given in Table-6.11
e) In the event of an explosion taking place within tank farm due to hydrocarbon and air mixing and catching fire, the resultant blast wave has damaging effects. The tanks buildings structures etc. can only tolerate level over-pressure. Human body, by comparison, can withstand higher overpressure. But injury of fatality can be inflicted by collapse of buildings or structures. The blast peak overpressure is a transient one and the equivalent static pressure will vary depending on material of construction and other factors, the damaging effects of blast overpressures are listed in Table-6.12. Table 38 - Damage due to incident radiation intensity
Incident Radiation Type of Damage Intensity (Kw/m2) 62.0 Spontaneous ignition of wood 37.5 Sufficient to cause damage to process equipment 25 Minimum energy required to ignite wood at infinitely long exposure (non piloted) 12.5 Minimum energy required for piloted ignition of wood melting plastic tubing, etc. 4.5 Sufficient to cause pain to personnel who is not able to reach cover within 20 seconds; however blistering of skin(1st degree burns) is likely. 1.6 Will cause no discomfort no long exposure.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 163 Source: Guidelines for chemical process Quantitative Risk Analysis, Center for chemical process safety, American Institute of Chemical Engineers, New York.
Table 39 - Physiological effect of threshold thermal doses
Dose Threshold Unit Effect 375 K/m2 3rd degree burns 250 K/m2 2nd degree burns 1000 (Kw/m2)4/3.S Some severe injuries threshold of lethality of typical population 2nd Degree Burn Involve whole of epidermis over the area of the burn plus some portion of dermis area of the burn. 3rd Degree Burn Involve whole of epidermis and dermis. Subcutaneous tissues may also be damaged. Source: Guidelines for chemical process Quantitative Risk Analysis, Center for chemical process safety, American Institute of Chemical Engineers, New York. Table 40 - Tolerance thermal radiation for various time exposures to human body
Radiation Intensity Tolerance time (seconds) BTU1hr/ft2 440(2.39kW/m2) 60 550(1.6 kW/m2) 40 740(2.333kW/m2) 30 920(2.9 kW/m2) 19 1500(4.7kW/m2) 9 2200(6.93kW/m2) 6 3000(9.5kW/m2) 5 3700(11.66kW/m2) 4 6300(19.9kW/m2) 2 Source: Guidelines for chemical process Quantitative Risk Analysis, Center for chemical process safety, American Institute of Chemical Engineers, New York.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 164 Table 41 - Tolerable intensities of various objects
Object Tolerable Intensity( kW/m2) Drenched Tank 38 Special Buildings (No Windows, Fire Proof 000/s ) 25 Normal Buildings 14 Vegetation 10-12 Escape Route 6( upto 30 seconds) Personnel in Emergencies 3( upto 30 seconds) Plastic Cables 2 Stationery Personnel 1.5 Sources: Mecklenburgh, J.G., "Process Plant Layout", George Godwin, London. Table 42 - Threshold Limit, LFL and UFL concentration of all material
Material Concentration(ppm) LFL UFL LPG 18000 95000 Propylene 2400 101000 Ethylene 3000 320000 Butadiene 2000 115000 Table 43 - Tolerable overpressure intensities of various objects
Object Tolerable Overpressure(Bar) High concentration of people e.g. School Hospitals 0.02 Domestic Housings 0.04 Public roads 0.05 Ordinary plant buildings 0.07 Buildings with shatter resistant windows, fired roof tanks 0.10 containing highly flammable or toxic Material. Floating roof tanks, other fixed roof tanks, cooling towns, 0.20 utility areas, site roads Plant with large atmospheric pressure vessels or units having large superficial area 0.30 Other Hazardous Plants 0.40
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 165 Non Hazardous (if occupied) Plants, Control rooms 0.70 designed for blast resistance Sources: Mecklenburg, J.G., "Process Plant Layout", George Godwin, London.
7.3 LEAKAGES/SPILLAGE OF LPG AND BUTADIENE DUE TO MARINE UNLOADING ARM FAILURE The failure of unloading arm has been considered as credible accident situation. The average rated capacity has been taken as 350 tonnes per hour (TPH). The unloading arms will be provided with electronic sensors which will shut off emergency valves provided on unloading arm in 30 seconds after being activated due to over stretch. The arm decoupler would be activated in case of further drif of ship tanker from unloading arm. The unloading operation would be continuously monitored from ship tanker and control room. Further, noticing the leakage the unloading pump can also be switched off.
Thus considering the above features an intervention time of one minute is justified i.e.30 seconds for sensing and 30 seconds for shutting off emergency valves. The spilled quantity in 60 seonds is estimated as 5.83 tonnes. The spilled pressurized liquefied gas out of any of the mentioned above will immediately form vapour cloud as considerable portion will immediately transform into vapour cloud due to thermodynamic flashing Balance portion will also immediately evaporate because boiling point of all the gases is much lower than ambient temperature. As computed under failure frequency estimation the vapour cloud formed may either disperse, ignite immediately and there may be delayed ignition. In case of dispersion of vapour cloud the distance of occurrence of the lower flammable limit (LFL), upper flammable limit(UFL) concentrations in ambient air have been obtained under various categories of weather. The results of dispersion are given in Tables 44&45. It is Clear that distance of occurrence of LFL concentration does not exceed 618m under worst conditions of weather(3/F) for liquefied gas release. This distance of 618m occurs for LPG spillage. Hence location of of second chemcicals berth should preferably be at a safe distance of 618m to 650m from the adjacent first chemicals berth.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 166 Table 44 - Dispersion of LPG vapour cloud (released quantity 5.83 tonnes)
Sr.No Pasquill Stability LPG Vapour concentration Distance (m) of Occurrence 1 A LFL 126.0 UFL 51.0 2 D LFL 304.0 UFL 121.0 3 F LFL 618.0 UFL 243.0
Table 45 - Dispersion of butadiene vapour cloud (released quantity 5.83 tonnes)
Pasqual Stability LPG Vapour concentration Distance (m) of occurrence A LFL 153.0 UFL 45.0 B LFL 374.0 UFL 108.0 C LFL 592.0 UFL 215.0
The other possibility of vapour cloud formed is that it catches fire in presence of ignition source and it will result in flash fire (fireball). The fire ball burning duration has been estimated as 7.20 Seconds. The thermal radiation intensities during fire ball burning at various distances have been given in Tables 6.15 to 6.16. It may be mentioned that the fire ball' duration, fire ball diameter. height arc same for all categories of vapour cloud because the quantity .released has been considered same. However, the thermal radiation intensities for flash fire are different because of varying value of heat of combustion of various gases. It is clear that thermal radiation intensity beyond 300 m will have no significant impact. The distances of occurrence of highest thermal radiation intensities have been marked on layout in Figure-6.2. The third possibility of vapour cloud formed is that it may explode. This explosion will cause over pressures of varying intensities at varying distances. The distances of occurrence of various over pressure intensities have been shown in Table 46-49. It is clear
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 167 that over pressure intensity of 0.04 bar (tolerable level for domestic housing) occurs at a distance of 225 m and there is no domestic housing within this distance.
Table 46 - LPG vapour cloud flash fire
Distance(m) Thermal Radiation Intensity 100 49.24 150 21.31 200 11.59 250 7.31 300 4.94 350 3.60 400 2.73 450 2.08 500 1.70 Table 47 - Butadiene vapour cloud flash fire
Distance Thermal Radiation Intensity(JKw/m2) 100 47.80 150 20.50 200 11.13 250 7.06 300 4.75 350 3.46 40 2.60 450 2.00 500 1.62 Table 48 - Distance of occurrence of various over pressure intensities due to LPG vapour cloud explosion
Over Pressure (Bar) Distance (m) of occurrence 0.02 400 0.04 227 0.05 190 0.07 150
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 168 0.10 120 0.20 75 0.30 62 0.40 50 0.70 36.0 Table 49 - Distance of occurrence of various over pressure intensities due to butadiene vapour cloud explosion
Over Pressure (Bar) Distance (m) of occurrence 0.02 394 0.04 224 0.05 188 0.07 143 0.10 116 0.20 72 0.30 59 0.40 48 0.70 26
The products handled at second Pir Pau jetty under POL category will be naphtha and specialized grade lube oil. Amongst various grades of lube oil and naptha the vulnerable substance. The average pumping rate to be maintained for naphtha will be 800 TPH. The released quantity for one minute intervention period will be 13.33 tonnes (sya 14 tonnes). Thus quantity is assumed to be spilled on ground; distances of occurrence of various thermal radiation intentions due to pool fire are given in Table 50. The radiation intensity causing first degree burns occur at a distance of 100 m. This distance will be well within the port limits. The distances of occurrence of some of the radiation intensities have been marked in Figure. Table 50 - Distance of occurrence of various thermal radiation intensities for POL products (Naphtha pool fire)
Radiation Intensity(Kw/m2) Distance (m) Occurrence from Edge of pool 38 41 25 48 14 62 12 66
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 169 6 88 4.5 100 3 119 2 143 1.5 162
The main causes of spillage identified in previous sections is unloading arm failure; grounding, collision and ship berthing contact. The frequencies estimate indicates that there are very rare chances chance of occurrence of spillage on account any of above mentioned reasons. Table 51 - Distance of occurrence of various thermal radiation intensities for benzene spillage pool fire
Radiation Intensity(Kw/m2) Distance (m) of Occurrence 38 26 25 30 14 37 12 39 6 51 405 57 3 67 2 79 1.5 89 Spillage of liquefied gases (LPG and Butadiene) Flammable Chemicals (Toluene, Paraxylene and Orthoxylene) and POL products (Naptha and Lune Oil) in Sea
7.4 HAZARD POINT OF VIEW FOR THE THREE ALTERNATIVE METHOD OF PRODUCT EVACUATION FROM SECOND CHEMICALS BERTH The product transfer from vessel to storage tank farm at shore can take place with following three alternatives for all ships culling at Second chemicals berth. i) The piping system from existing approach trestle of first chemicals berth can be extended to the proposed chemicals berth for product transfer. ii) An independent approach trestle construction with all piping systems. iii) Submarine pipeline laying for product transfer from Second chemicals berth.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 170 If viewed from hazard point view the alternative (i) is safer as the number of pipelines handling the hazardous cargo will not increase. Since the number is not going to increase the failure frequency for leakage/spillage will also not increase. Further this alternative is cost effective also. The construction of approach trestle for the Second chemical berth will further increase 'congestion because piping systems and approach trestle of Pir Pau old Jetty, existing, first jetty and Tata/BPC intake jetty are existing. Secondly this alternative is also not cost effective. Though the third alternative for lying of submarine pipeline will be safer than second alternative but it will not be cost effective. The chances of leakage from this pipelines will be there due to grounding of ships which will call at Pir Pau old jetty
7.5 SAFETY CONSIDERATIONS 7.5.1 AT THE BERTH Equipment handling the berth arc the loading/unloading arms and the piping system connected to them. The unloading arms arc designed to move freely along all three axes when connected to a ship's manifold, within a space envelope traversed by the end flange which is attached to the ship's manifold. This movement will be continuously monitored, by a computerized Position Monitoring System (PMS). If, the flange approaches limits of the envelope a warning will be provided to operators and if will move beyond these limits the automatic decoupling sequence will be activated. This will activate the two tight shutoff- valves of (i.e. Emergency Safety Device
ESD) of the arm to rotate to their shut: position at predetermined rate such that it would not cause liquid hammer which could damage the pipe system and its fittings. Once these valves have located tightly against their seat the ESD will release a collar which physically decouples the part attached to the ship from the part attached to the shore mounted structure. The pressurized gas contained between the valves of the ESD would be spill into the open in such an event; this quantity will be limited by the design of the ESD to only a few litres. In recent years, the design and operation of loading/unloading arms has improved considerably to minimize spillages of contents in emergency situations and to increase safety in operation. In another scenario the loading/unloading arm could suffer mechanical damage by impact from a vehicle, crane, boom etc. The scenario resulting from such a failure has been assessed to be loss of containment of the liquid being pumped through the arm at the set delivery rate
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 171 for system. Such spillage will continue until flammable atmosphere sensors mounted around the arm react to the presence of free flammable vapours, their associated circuitry platform shut-off valves at the ship’s manifold, and the fixed pipe end on the berth complete their rotation. This rotation has to be regulated to prevent liquid hammer effect which could damage the pipe system and its fillings. The safe assumption for the time for these sequential actions is between 30 seconds and 1 minute. Therefore quantity of one minute has been taken in failure of unloading arm.
7.5.2 ALONG THE BERTH JETTY Pipes carrying product will run along the berth jetty, over earth till on the storages at shore seamless pipes manufactured to rigid quality standards and specifications with adequate design margins will be used for this application. Further all joints between pipes, valves and fittings will be of welded subject to hundred percent radiographic inspection. Postulated adverse conditions such as unintended overpressure, corrosion, liquid hammer etc. will be addressed adequately in the design. As such the probability leaking of product from any part of these systems has been taken to be negligible. However, the other possible sources of leak from these piping systems are the bonnet joints and stem seals of the valves. If such a leak should develop then the conceivable scenario, could be the loss of containment of the entire amount of product in line up to the next shut-off facility on either side. In this event the rate of spillage of material would be much lower order than in that described earlier at the berth. The two scenarios possible during such an occurrence; namely spillage of material on the solid surface of the jetty berth or spillage of material directly on the sea surface. The spilled quantity in this case has been assumed to be spilled quantity will be much less due described safely features.
7.5.3 STORAGE TANK AT SHORE There will be pressurized and normal storage of chemicals, liquefied gases and POL products at tank farm. All the tanks will be designed as per national and international codes. Further minimum distance between the tanks will be maintained ¼ (d+D) where‘d’ and ‘D’ are diameter of two different tanks. This requirement is as per OISD-Standard 118 (Oil Industry Safety Directorate). The minimum distance from storage terminal boundary of tank if diameter is more than 20 m. this is also as per OISD-Standard 118. 7.5.4 FIRE FIGHTING ARRANGEMENTS STORAGE TERMINAL
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 172 All fire fighting arrangements will be provided as per recommendations of OISD-117 standard on fire protection facilities for petroleum depots and terminals.
7.5.5 DISASTER MANAGEMENT PLAN AGAINST TSUNAMI The phenomenon Tsunami is a series of traveling ocean waves of extremely long length generated primarily by earthquakes occurring below or near the ocean floor. Following safety measures needs to be learnt before, during and after the occurrence of tsunami.
Before Be familiar with the tsunami warning signals. People living along the coast should consider an earthquake or a sizable ground rumbling as a warning signal. A noticeable rapid rise or fall in coastal waters is also a sign that a tsunami is approaching. Make sure all employees know how to respond to a tsunami. Make evacuation plans.
Pick an inland location that is elevated. After an earthquake or other natural disaster, roads in and out of the vicinity may be blocked, so pick more than one evacuation route. Teach workers how and when to turn off operations. Prepare emergency kit beforehand. The emergency kit should contain Flashlight and extra batteries, battery-operated radio and extra batteries, First aid kit Emergency food and water, Essential medicines etc.
During Listen to a radio or television to get the latest emergency information, and be ready to evacuate if asked to do so. If you hear a tsunami warning, move at once to higher ground and stay there until local authorities say it is safe to return. Move in an orderly, calm and safe manner to the evacuation site Stay away from the shoreline.
After Stay tuned to a battery-operated radio for the latest emergency information.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 173 Help injured or trapped persons. Stay out of damaged buildings. Use a flashlight/torch when entering damaged buildings. Check for electrical shorts and live wires. Do not use appliances or lights until an electrician has checked the electrical system.
A tsunami is a series of ocean waves caused by an underwater earthquake, landslide, or volcanic eruption. More rarely, a tsunami can be generated by a giant meteor impact with the ocean. These waves can reach heights of over 100 ft.The first wave of a tsunami is usually not the strongest, successive waves get bigger and stronger.Tsunamis can travel at speeds of about 500 miles or 805 kilometers an hour, almost as fast as a jet plane.
General Information anout the Tsunami If you live near, or regularly visit a coastal area, learn about the risk of tsunami in the area. Some at-risk communities have maps with evacuation zones and routes. If you are a visitor, ask about community plans. Learn the signs of a potential tsunami, such as an earthquake, a loud roar from the ocean, or unusual ocean behavior, such as a sudden rise or wall of water or sudden draining of water showing the ocean floor. Know and practice community evacuation plans and map out your routes from home, work, and play. Pick shelters 100 feet or more above sea level, or at least one mile inland. Get out of the water and move away from the immediate water's edge of harbours, coastal estuaries, rock platforms, and beaches. Boats in harbours, estuaries and in shallow coastal water should return to shore - secure your boat and move away from the waterfront. Vessels already at sea should stay offshore in deep water until further advised. Do not go to the coast to watch the tsunami, as there is the possibility of dangerous, localised land inundation of the immediate foreshore. Check that your neighbours are aware of the situation. Create a family emergency communication plan that has an out-of-state contact. Plan where to meet if you get separated. Sign up for your community’s warning system. The Emergency Alert System (EAS) and National Oceanic and Atmospheric Administration (NOAA) Weather Radio also provide emergency alerts.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 174 Consider earthquake insurance and a flood insurance policy through the National Flood Insurance Program (NFIP). Standard homeowner’s insurance does not cover flood or earthquake damage.
Recommended activity after Tsunami Stay tuned to a battery-operated radio for the latest emergency information. Help injured or trapped persons. Give first aid where appropriate. Do not move seriously injured persons unless they are inimmediate danger of further injury. Call for help. Remember to help your neighbors who may require special assistance--infants, elderly people,and people with disabilities Stay out of damaged buildings. Return home only when authorities say it is safe. Enter your home with caution. Use a flashlight when entering damaged buildings. Check for electrical shorts and live wires. Donot use appliances or lights until an electrician has checked the electrical system. Open windows and doors to help dry the building. Shovel mud while it is still moist to give walls and floors an opportunity to dry. Check food supplies and test drinking water. Fresh food that has come in contact with flood waters may be contaminated and should bethrown out. Have tap water tested by the local health department.
7.5.6 DISASTER MANAGEMENT PLAN AGAINST CYCLONE A cyclone is a storm accompanied by high speed whistling and howling winds. It brings torrential rains. A cyclonic storm develops over tropical oceans like the Indian Ocean and Bay of Bengal and the Arabian Sea. Its strong winds blow at great speed, which can be more than 118 kilometres per hour. When a cyclonic storm approaches, the skies begin to darken accompanied by lightning and thunder and a continuous downpour of rain. Safety activity to be performed before and during cyclone
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 175 Create storm awareness by discussing effects of a cyclonic storm with members so that everyone knows what one can and should do in an emergency. This helps to remove fear and anxiety and prepares everyone to respond to emergencies quickly. Keep your valuables and documents in containers, which cannot be damaged by water. Keep lanterns, torches and spare batteries ready. These must be kept in secure places and handy. Make plans for people who are either sick, suffer from disabilities, aged and children. Keep trees and shrubs trimmed. Remove damaged and decayed parts of trees to make them resist wind and reduce the potential for damage. Cut weak branches and make winds blow through. Continue to listen to warning bulletins and keep in touch with local officials. Keep radio sets in working condition. Battery powered radio sets are desirable. Evacuate people to places of safety when advised.
Activities which should not be done during cyclone During the storm do not venture out unless advised to evacuate. If you have a vehicle and wish to move out, leave early before the onset of a cyclone. Avoid remaining on the top floor of dwellings. Stay close to the ground. Avoid taking shelters near damaged buildings or near trees. Do not touch power lines. One may get electrocuted. Activities which are recommended to do after storm/Cyclone Watch out for broken glass and other sharp items in debris. Watch out for snakes and insects. Try to call for help. Listen to the advice of local officials and emergency workers. Be sure that the storm has subsided before venturing out. It is advisable to wait for the "all clear message" on radio and TV networks. Wait for emergency relief teams to arrive. It may take a little time before relief becomes effective. Stay away from flooded areas.
7.5.7 DISASTER MANAGEMENT PLAN AGAINST EARTHQUAKE Earthquake is another natural disaster which can make a larger Impact on human beings and as well as on other livings and non-livings. Strategy can be prepared to reduce the possible impact of the earthquake and it can be briefly described as per following points
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 176 General Information about the Earthquake Take the training for first aid and fire fighting Do not keep heavy and fragile things in the selves Do don’t hang photo frames, mirrors, or glasses above your desk activity in case of an Earthquake Do not panic If already inside, then Stay indoors. Get under a heavy desk or table and hang on to it. If fire breaks out, drop on the floor and crawl towards the exist If you are out doors during the quake, keep away from buildings, trees and electricity lines. Walk towards open places, in a calm and composed manner. If you are driving, quickly but carefully move your car to clear area. Stay inside the car until shaking stops
Recommended activity after Earthquake Listen to radio-TV and other media for Government Announcement Check for injuries to yourself and those around you. Take first aid where you can Extinguish fire, if any Examine walls, floors, doors, staircases and windows to make sure that the building is not in danger of collapsing Do not enter into the unsafe or risky buildings Inspect for Gas leaks-If you smell gas or hear blowing or hissing noises, open a window and quickly leave the building. Don’t light your kitchen stove if you suspect a gas leak. Switch off electric lines
7.6 SITE EMERGENCIES CONTROL ROOM ANDD FACILITIES An emergency has to be controlled from one particular spot which should be away from likely points of accidents arid be easily accessible. In the present case it is suggested that there should be provision for site emergency control room (SECR) establishment at control room from where all the operations of unloading are controlled.
In SECR following information should be displayed and provided with facilities as mentioned below:
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 177 Jetty and piping system with vicinity details of berth such as old Pir Pall jetty existing First chemicals berth and failure coal jetty of Tata Electric Company (TEC) Internal and external telephone connections including hotline connection to civic authorities, police control room, fire brigade, hospitals, etc Public address system and torch lights List of dispensaries and registered medical practitioners around port List of key persons, their addresses and telephone numbers (This should be prepared after the port operations are started) Nominal role of employees Note pads and pencils to record messages received and instructions to be passed through runners Detailing areas where spillage, leak or fire has occurred
7.7 HAZARD MANAGEMENT PLAN AND KEY PERSONNEL Out of personnel associated with berth the senior people will be involved to form a crisis management team which should comprise of the following form: Senior most personnel Official spokesman Communication coordinator Welfare/Finance coordinator Fire safety and Mutual aid coordinator Transport and security coordinator Medical coordinator Advisory Team consisting of senior people Master of ship Harbour master
The general coordination among key personnel and their roles and responsibilities are given in the following paragraphs. The Emergency Leader (Chief Coordinator) will be the senior most personnel for all emergencies. In his absence next to senior most personnel will be the emergency leader. In night shift senior most officer present will be the emergency leader till arrival of Chief Coordinator.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 178 7.8 MANAGEMENT OF EMERGENCY A multi-channel communication network will connect SECR to all concerned with management plan. The advisory team of Chief Coordinator will continuously advise him.
7.9 ROLES AND RESPONSIBILITIES OF EMERGENCY TEAMS Chief Coordinator The Chief Coordinator will' assume absolute control of site and will be located at SECR.
Communication Coordinator The communication coordinator will be the overall incharge for emergency communication from site emergency control room to incident site and other internal communication required according to scale of incident and location of incident.
Official Spokesperson One senior personnel of manger rank will act as an official spokesperson to release information
Fire, Safety and Mutual Aid Coordinator The Chief Coordinator will raise the alarm for emergency by pager/wireless/telephone and he will organize the fire fighting man power, equipment and appliances to extinguish the fires and will coordinate with outside fire fighting facilities of district: administration and industries under mutual aid scheme.
Welfare/ Finance Coordinator The Welfare/ Finance Coordinator will look after the welfare of all employees of port involved in controlling and combating the emergencies. He will communicate to the relatives of employees involved in emergency control operations and those got injured during controlling and combating operations. He will arrange for supply of food to personnel involved in emergency control. He will arrange to release finances for the various coordinators for emergency purchases of materials, roods, medicines and other essential items.
Role of Transport, Security Police Coordinator
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 179 The transport requirements will be looked after by him. He will mobilize the necessary required vehicles. Arrange vehicles to evacuate persons/casualties from place of incident to hospital. He will depute security guards for manning gates and traffic control at site of emergency.
Medical Coordinator He will be a doctor/trained compounder at the first aid camp/medical centre. He will arrange for necessary treatment and call ambulance for emergency if, required, He will arrange for round the clock persons at hospital to look after-the need of affected personnel. He' will also arrange blood in coordination with blood bank
Emergency Plan for Jetty and Tankers Jetty Terminal Emergency Plan This plan will be drawn up in consultation with port authority, fire brigade, coast guard and police etc. the major emergency expected is spillage leakage of flammable chemicals. POL products and liquefied gases through marine unloading arm/transfer pipeline at jetty. The plan will include: Stopping or unloading operation immediately Specific initial action 10 be taken by those at the location or ell1cricency (to notify time, position source and cause of spill) to control room and Coast guard Immediate action to combat oil pollution Evaluations of situation by on scene controller regarding threat posed by spill and identify threatened resources Coordinated arrangement for quick and safe release of tanker in case or an emergency Details or communication system available siren code An inventory, including location details of emergency equipment Sound alarm-terminal fire fighting staff to fight fire Unberth vessel to discharge Mobilize-firefighting equipment Electric power to switch off - emergency lighting to switch on
The ships calling at Jetty will be advised of the teminal emergency plan particularly the alarm signals and procedures to summon assistance in the event of an emergency on board.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 180 Tanker Emergency Plan Planning and preparations are essential if personnel are to deal effectively with emergencies on board vessel. Though various types of emergencies can occur on the tanker, only fire on the terminal is of major concern in the present context. The immediate action to be taken by the master of the vessel will include: Raising the alarm (also sound the terminal fire alarm to support ships effort to control fire) and commence shutting down and discharging, bunkering or deballasting operations which may be taking place Harbour master will proceed to jetty and collect all information from master ship regarding emergency and pass the same to action group Locate and assess the incident and assess possible dangers Organize manpower and equipment for quick control of the incident Coordinate arrangements for quick & safe release of the vessel Terminal (Jetty) to suspend operations – disconnection of arm – clear terminal of unnecessary personnel
Mobiles tugs and launches and keep piolets and mooring staff and standby to remove vessel from jetty if required.
Rough Weather 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 continued with all emergency precautions. Red Status - Emergency situations or rough weather operation will be suspended Activities controlled by incharge of emergency operations. The vessel/tanker is to be unberthed to safe anchorage or will be advised to proceed to sea.
Breaking of Moorings Supervisor/unloader operator to sound alarm Secure vessel again
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 181 Monsoon vessel surging - unberth vessel Ship staff be notified on arrival mooring instructions and details of tidal range and strong currents.
Emergency Committee (For Major Offsite Emergencies) In the extremely rare event of massive spillage of liquefied gases, POL and flammable chemicals allowed by fire and explosion population vegetation, animal etc. are likely to be affected for such situation an emergency committee comprising of civic administration and port authorities should be formed. This committee will also look after major oil spillage at port. The organizations that are desired to be involved are as follows: State and local authorities: Municipality authorities and Revenue, Divisional Officer: Factory Inspectors: Chief Inspector of Factories, Join Chief Inspector of Factories, Inspector of factories (Testing and Safely) Environmental Agencies: Member Secretary, Maharashtra Pollution Control Board represented by regional environmental engineer. Fire Department Fire Officer of the region in which port is located Police Department: Superintendents of Police of the region Public Health Department: Medical Officer and Residential Medical Officers of public Health Centers (PHC) in a radius of 10 km around incident site Local Community resources: Regional Transport Officer, district and divisional Engineer Telephones Coast guard Petroleum Industry Red Cross and other social organizations. All the outside agencies will report to district magistrate depending upon incident and the OM will interact with Chief Coordinator.
Casualty Services The Head of casualty services will be district hospital medical officer. Functions First aid service by first aid parties on the spot Ambulance service for transport of casualties from the spot to hospital.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 182 Procedure for treatment On getting a signal form the SECR or information on telephone or on hearing siren the medical officer will report to hospital and doctor on call duty and first aid personnel will report to site emergency control room. The Ambulance with the driver will report to SECR, first aid parties will render first aid to causalities at the place of occurrence and those requiring further treatment will be transported to the nearest Hospital by ambulance. In case of extra help from outside or within medical officer will contact plant Chief coordinator for help in areas such as extra medical help from neighboring hospitals, evacuating the casualties and essential assistance in first aid.
First Aid It is necessary to give first aid to the persons injured in disaster. There will be two first aid posts to meet the the work load One post will be at the medical centre at incident site and the other post will be at hospital. At each post G first aid parties will be kept in rotating shift of 8 hours.
Record of Casualties The first aid team would put the label on each patient seen, treated and transported which would bear the particulars about the name, date of accident, details of injury, condition of patient and treatment. Following three types of labels will be used for different type of casualties White - for walking patient with minor injury Green - for moderately injured Red - for seriously injured
Equipments Each member of the first aid will be provided with the following personal items: Helmet - 1 No. Water bottle - 1 No. Torch - 1 No. First aid box - 1 No.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 183 Fire Fighting Services Fire officer will be the Commanding Officer of Fire Fighting Services. Additional strength for firefighting which is beyond the control of fire fighting facilities of port will come from outside fire stations. Functions To co-ordinate fire fighting activities To enforce all regulations for prevention of fire Equipment Foam cum water tender Portable fire fighting pumps Fire jeeps / vehicles Foam fire extinguishers Dry chemical powder extinguishers
Co2 extinguishers Fire protections suits Full face and half face mask respirators Light water foam AFFF Spark proof torch Fire alarm system Gas measuring meter Fire tugs at Haji-bunder side: Deployment of Ambulance with paramedic and first-aid services Rescue boats: 02 nos. at both the ends CCTV on each column and also at both the stations/towers Fire alarm system . Oil free dry type electrical transformers Invertors/DG sets for emergency lighting in selective areas Hydrant pumps, sprinkler pumps and diesel engine pump for fire protection Surveillance cameras to monitor selected areas such as car parks Life jacket , first aid kit and telecommunication system and fire extinguisher will be provided in cable care
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 184 CONCLUSION AND RECOMMONDATIONS The unloading operation from shipping vessel is a potential hazardous activity and can result in loss of petroleum products, flammable chemicals. Liquated gases and POL Among all liquefied gases ethylene has highest zone of influence. The consequence analysis shows that the effect of major accidental scenarios will limited to a very short distance. The proposed location of second berth is safer w.r.t. to existing first berth, old Pir Pau jetty and proposed jetty of TEC. The fire hydrant and/or tire fighting installations at different places will be provided as per statutory requirements. It is essential to eliminate all sources of ignition. Some sources which are particularly relevant are as follows: Direct heat cigarettes, hot soot Mechanical sparks metal tools: cigarette lighters Chemical energy metal smears, spontanel l us combusii on, phosphoric iron sulphide Electrical equipment:
Static electricity Emergency control centers will be provided with all items as mentioned in point 7.7 The unloading arm failure of LPG gives a maximum distance of occurrence 618 m for LFL concentration under weather conditions. This distance is well within port limits. The over pressure intensity of 0.3 bar, causing heavy damage to housing occurs within 65 m which is also well within port limits. In order to minimize occurrence of unloading arm failure/leakage/spillage the presence of operator will be made mandatory during unloading operation of vessel. There should be effective communication between ship, shore storage terminal and port authorities at all times but specially during specially during discharging operation. The information on weather conditions will remain available at time or unloading operation to master of ship, harbour master and operator of jetty. Suitable communication links shall be provided. Walkie talkies between with critical services and direct hot line to fire brigade/neighboring installations need to be established.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 185 A multi use wireless/paging system for locating key personnel will be provision for activating fire alarm/flashing lights at strategic/hazard prone areas to alert fire control room, receiving stations control room will be made. Suitable coded siren system to alert people/residents in surrounding areas in case of site emergency situations will be developed Summary of emergency procedures detailing role of essential staff, action procedures detailing role of essential staff, action procedures with telephone numbers /location will be displayed at receiving station aid will be issued in booklet form also. Mutual aid scheme with nearby industries likely to be established in future, will be developed and strengthened with constant interactions with member industries and convener. The emergency plan will be tested after each two months through rehearsals for checking of plan and based on difficulties faced while rehearsing amendments will be made in the plan.
Recovery The recovery procedures discussed below are designed to help successfully manage the adverse effects of an emergency event. The focus of these procedures is to move the installation into a normal operating mode as efficiently as possible.
Accident Investigation As soon as possible after the emergency event the physical properties will be investigated in order to determine the cause of the event. Representatives from multiple disciplines will be members or the investigating team. The area of the event shall be sealed off so that tamper1g or alteration of the physical evidence will not occur. Key components will be photographed and logged with time, place, direction, etc. Statements will be taken from those who were involved with the operation or who witnesses the events.
Damage Assessment This phase of recovery establishes operability accumulation of replacement parts, property and personnel losses and culminates in a list of necessary repair and reconstruction work.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 186 Insurance companies will be informed of these results and are often willing to help in establishing them.
Cleanup and Restoration This phase will only begin after the investigation is complete. Reporting documentation will be gathered and forwarded to appropriate authorities. Repairs, restoration and cleanup Insurance claims will be prepared and submitted. Fully equipped ambulance will be provided at Sewri end .
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 187 CHAPTER 08 -PROJECT BENEFITS
The growth in India's port traffic is expected to be sustained at approx. 12% to 15% per year during the next decade. Ports handle around 95% of India's total trade in terms of volume and 70% in terms of value. Strong economic growth and liberalization have led to a considerable increase in domestic and international trade volumes over the past five years. As a result, the volumes being handled - and in turn movement of cargo - by Indian corporate has increased manifold. Consequently, the requirement for transportation, handling and warehousing is growing at a robust pace and is driving demand for logistics solutions.
The ability of Indian port infrastructure to meet these increasing demands will be critical to the growth of the economy. In this context, it has been recognized that a national plan needs to be developed which would identify in a structured manner, the required investments in port and related infrastructure, while at the same time reducing dependence on government funds. In order to meet this objective, the planning commission and the ministry of shipping, road transport and highways have initiated the preparation Business Plan for all major ports.
Channel widening and deepening is a process of removal of material from the bed of navigation channel and disposing it in another part of the water body, where it will not be re suspended and move into the main channel or is disposed on land. Dredging operations are primarily for the purpose of deepening or widening navigation channel.
Dredging is often undertaken in order to- Deepening existing navigational channels Extract sand, gravel etc for construction and reclamation purpose. Create new underwater foundations Facilitate emplacement of pipelines or immersed tunnel elements Construct flood control structures such as dams, Create or maintain storage capacity in water supply reservoirs.
The approach Channel used by the ships for the first chemical berth would also be used by the Second Chemical berth as envisaged earlier. Presently the approach Channel is maintained at (-) 9.0 M CD. As per the discussion had with the Dy Conservator, for handling bigger ships at SCB the Turning Circle shall be made in front of Berth for ease of navigations
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 188 and the existing Channel is also need to be deepened and widened. The details designing of proposed approach channel to SCB is covered in later chapter.
8.1 ABOUT THE PROJECT Mumbai Port has long been the principal gateway to India and has played a pivotal role in the development of the national economy, trade & commerce and prosperity of Mumbai city in particular. The port has achieved this position through continuous endeavor to serve the changing needs of maritime trade. Though traditionally designed to handle general cargo, over the years, the port has adapted to changing shipping trends and cargo packaging from break bulk to unitisation/palletisation and containerisation. Besides, it has also developed specialised berths for handling POL and chemicals. For decades, Mumbai Port was India’s premier port. Even today, with the development of other ports, it caters to 10% of the country’s sea-borne trade handled by Major Ports of the country in terms of volume. It caters about 19% of POL Traffic handled by Major Ports.
Having weathered and survived many a changes in maritime trade in its long history, Mumbai Port is today facing challenges posed by competition from adjoining ports and private ports, changing traffic patterns, inherent physical constraints and continuing labour intensive operations, etc. However, Mumbai Port is taking various measures to render cost effective and quality services to the trade.
The MbPT has proposed Deepning and widening of Approach channel to Second Chemical Berth (SCB) at Pir Pau, Mumbai. The Second Chemical Berth (SCB) was partly commissioned in June 2015 and fully commissioned in January 2016. The Second Liquid Chemical Berth is constructed 650 meter south of existing First Chemical Berth (FCB) off Pir Pau and in the same alignment as that of the FCB. The capacity of the Second Liquid Chemical Berth is of 2MMTPA. It was initially designed for handling tankers of 37,000 DWT. For the Second Liquid Chemical Berth, the berth pocket of 300 m x 60 m is dredged to 13m below Chart Datum and the existing navigational approach channel is widened by about 60m for vessels of 9.00 mt. draft. The SCB is connected to FCB by a approach trestle of 650m length.
The dredging & civil works were done by MbPT through its internal resources. The liquid cargo will be unloaded/ loaded by the MLAs and will be transported through extension of
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 189 product pipelines from FCB to SCB. The expenditure on loading arms & pipelines is borne by the Users. Before completion of the construction of SCB, MbPT decided to check the adequacy of the structure for vessel berthing up to 55,000 DWT. Accordingly MbPT appointed IIT Madras to verify the layout, configuration, analysis and design for 55,000 DWT vessels. M/s IIT Madras vetted the design and accordingly the construction was carried out so that vessels in the range of 15,000 to 55,000 DWT can be accommodated.
8.2 PROJECT BENEFITS Increased depth and width of the channel will cater the need of larger new generation vessels to board at MbPT. Time will be saved due to better movement by vessels. Fright cost will be reduced due to larger vessels. The development is envisaged to play a significant role in strengthening connectivity along the Maharashtra coastline. Enhancement in economy of Maharashtra. Substantial positive impact on socio-economic profile of the area, in Particular, and Raigad, in general, both in terms of overall employment and skill development of local workforce. Direct as well as indirect employment potential is envisaged
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 190 CHAPTER 9-ENVIRONMENTAL MANAGEMENT PLAN
9.1. INTRODUCTION This chapter provides purpose of the EIA report, background information of the project, stage of EIA report preparation, and scope, methodology and brief outline of EIA report. Impact assessment helps in identifying potentially damaging aspects of a proposed project. Based on the findings of the impact assessment, Environment Management Plan is devised to minimize adverse impacts and enumerated various steps to be taken for improvement of the environment.
Impact assessment helps in identifying potentially damaging aspects of a proposed project. Based on the findings of the impact assessment, Environment Management Plan is devised to minimize adverse impacts and enumerated various steps to be taken for improvement of the environment.
However, no major adverse impact on the Air, Water, Land, Biological Environment envisaged due to the project, the Environment Management Plan shall not be very complicated and only regular monitoring of ambient air quality, water quality, noise level monitoring and soil quality monitoring shall be carried out as per the requirements.
All persons working near the noise generation equipments shall use personal protective equipment such as earplugs muffs and closely monitored for implementation. All workers should be made aware of adverse effect high noise levels through training program; this will ensure proper implementation of mitigation majors.
Environmental Management Plan (EMP) is the key to ensure a safe and clean environment. A project may have identified proper mitigation measures but without a management plan to execute it, the desired results may not be obtained. The present chapter on Environment Management Plan envisages proper implementation of mitigation measures to reduce the adverse impacts arising out of the project activities.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 191 The following issues have been addressed in this EMP: 1. Mitigation measures for abatement of the undesirable impacts caused during various stages of the project 2. Details of management plans 3. Institutional set up for implementation of the EMP 4. Expenditures for environmental protection measures.
The EMP is proactive in nature and should be upgraded if new facilities or modification of existing facilities, with environmental concerns, come up at a larger stage. The EMP’s that will be put into place consist of those during construction and operating stages of the project and includes the following elements- Water Management. Solid Waste Management. Air Pollution Control and Management. Noise Control and Management. Land Management and plantation. Occupational, Safety and Health Issues. Energy Conservation. Environmental Monitoring. Emergency Response Plans for Emergency Scenarios.
9.2. SUMMARY OF CRITICAL IMPACTS/ ISSUES The major impacts due to different project activities and their mitigation measures have been identified in Chapter-4. These measures together constitute part of Environmental Management Plan (EMP). Environmental study carried out by the consultants has highlighted the following critical features of the project (Table 36).
Table 52 - Critical Impacts / Issues Sr. no Issues Description 1. Ambient Air Quality During excavation to some extent and minor effect during transportation of the dredged material.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 192 2. Ambient Noise Level During the excavation to some extent minor effect during transportation vehicles and dreging equipments but all care will be taken to avoid any water bodies issues. 3. Ecology Marine ecology shall be impacted due to the activities but the impact will be temporary and reversible in nature. 4. Water Quality During excavation activities. All the care will be taken to avoid any water bodies issues
In the Environmental Management Plan (EMP), impact mitigation and monitoring requirements are specified and the institutional arrangements for implementation of the project identified. The EMP also includes the cost of implementing mitigation and monitoring requirements.
9.3. IDENTIFICATION OF IMPLEMENTING AUTHORITY The responsibility for the implementation of the EMP will be with the Project proponent. An environmental management cell (EMC) is already established by the MbPT and regular monitoring of environmental attributes is being carried out for environment management. The P & C need to be collaborating with order institutions in the public and private sector viz. State forest Department, State Public Health Engineering Department, State Traffic Department, and State Police Department etc. The EMC will ensure timely implementation of various mitigative measures at different stages of the project i.e. during construction and operation stage and the completion of the project within scheduled time frame.
In addition, an Environmental Officer will be appointed by project authorities for management of the project with the objective of reviewing and assessing the progress made by the concession company in implementing the suggested mitigative measures
9.4. IMPLEMENTATION OF RECOMMENDED MITIGATION MEASURES Different activities to be addressed in the management plan have been considered and discussed in detail in Table no 8.1. This table presents an inventory of tasks to be performed for environmental management.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 193 The mitigation measure for the impact is made a part of proposed activities. The major instruments of environmental management will be monitoring performance of the construction by the EMC. The conditions, which must fulfilled documents, are suggested below: 1. All necessary measures and precautions will be cited so that the execution of the works and all associated operations on site or off- site are carried out in conformity with statutory and regulatory environmental requirements. 2. Necessary measures and precautions to avoid nuisance or disturbance arising from the execution of the works will be included, preferably at the source it self. 3. Wastes such as spoil or debris or silt from the sites will be immediately removed and the affected areas will be restored to their original state.
9.5. MONITORING PLAN The regular components of monitoring and its frequency have been identified in Table 8.2.The air, noise quality and water quality monitoring will be performed at the same locations where baseline monitoring was carried out.
Environment Management Cell (EMC) Constituted by the MbPT will be the prime agency for monitoring all activities. Project promoters will supervise all activities and accordingly advise the JNP to improve on areas where any shortcomings are observed. The EMC will provide all the monitoring results to project promoters who will keep a record of all information and suggest suitable measures to be adopted by the Contractor if any aspect is found to be diverting from the anticipated values/ standards.
ENVIRONMENTAL MONITORING PLAN
Component Parameter Monitoring Institutional Standard Location Frequency Duration responsibility (Chainage)
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 194 Air Twice a (Prevention All locations week for 2 PM10, and Control where weeks in PM2.5, of baseline each location Continuous Air MbPT SO2, NOx, Pollution) monitoring in every 24 hours CO Rules, has been season CPCB, 1994 carried out. (except monsoons) All locations Reading to Noise where Noise be taken in levels on baseline Continuous Noise Standard by one location MbPT dB (A) monitoring 24 hours CPCB once in a scale has been season. carried out. Threshold for each MbPT contaminant Monitoring set by IRIS Once in a of DO, database of season for 3 COD, At an Water USEPA seasons - Turbidity, accident/spill until (except oil and national monsoons) grease standards are promulgated
9.5.1. AIR QUALITY MANAGEMENT During Operation period (i.e Dredging and Widening operation), there is emission from dredger, barges, D.G set etc and Transportation vehicles. This can be attributed to leveling activity and vehicular movement. Proper maintenance of vehicles and equipment to minimize exhaust. Water sprinkling is suggested to address this issue. Tree plantation program along the boundaries of the project site to control fugitive dust from the dredging equipment activity, material handling and due to vehicle movement in the premises,
Additional recommendations include the following: Frequent water sprinkling using truck-mounted sprinklers; Regular servicing and maintenance of dredging equipments to keep gaseous emissions within the design specifications; and
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 195 To minimize disturbance during nighttime construction activities restricted to daytime only much as possible.
9.5.2. WATER QUALITY MANAGEMENT During operation period, the water quality is affected due to the dredging and blasting activity. The impact on the water quality is short term and proper care will be taken to minimize the water pollution.
9.5.3. NOISE QUALITY MANAGEMENT Noise Generation is well anticipated due to dredging machines and equipment. However, these impacts is short term and intermittent in nature.Nevertheless, the following mitigation measures are as under; Provision of Inlet and outlet mufflers; Provision of earmuffs to the workers and its compliance Noise prone activities restricted to the extent possible during night time, particularly during the period between 10 pm to 6 am in order to have minimum environmental impact on the workers as well as on the neighborhood; and No worker to expose to more than 90 dB (A) in an 8-hour shift and under no circumstance the noise level from any equipment greater than 115 dB (A).
9.6. DREDGED MATERIAL MANAGEMENT PLAN The Dredged Material Management Plan (DMMP) is intended for the environmental acceptability of dredged material management alternatives. Two management alternatives may be considered for dredged material as below: Confined disposal (Reclamation) Offshore disposal
9.6.1. RECLAMATION The subsoil strata in the proposed area of dredging mainly silty clay followed by weathered rock. Owing to the poor Engineering property of the silty clay material, it cannot be used for reclamation.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 196 However the dredged rock material has good engineering value. It can be used for reclamation of the area at Butcher Island or any shore protection works.
9.6.2. OFFSHORE DISPOSAL The site identified for the disposal of dredged material DS3, is already an existing dumping ground and will not have any adverse effect on the surrounding area. The quantum of dredging involved is small and therefore no separate study is envisaged for dumping of dredged material at DS3 location.
9.6.3. SANITATION To meet the proper standards of hygiene, provision of sufficient and suitable toilet facilities at construction site.
9.6.4 SITE SECURITY The site security arrangements ensure that the local inhabitants and the stray cattle are not exposed to the potential hazards of construction activities.
9.6.5 FACILITIES TO BE PROVIDED BY THE LABOUR CONTRACTOR The contractor has to provide following facilities to construction work force: First Aid: First aid facilities and ambulance facilities to take injured person to the nearest hospital. Potable Water: Provision of Sufficient and safe drinking water at suitable places.
9.7. ENVIRONMENTAL TRAINING The Environment Management Cell (EMC), in addition to implementing and monitoring different environmental attributes, will also be actively involved in imparting training and raising environmental awareness of Construction Engineers/ Contractors and other staff members/ workers so as to enable them take the environmental aspects into consideration as and when required. In the long run, the EMC can impart additional and specialized training in environmental management of the road and building construction system.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 197 9.8. BUDGETS FOR ENVIRONMENTAL MANAGEMENT PLAN The mitigative measures suggested in the preceding chapters forms costs related to measures incorporated into project scheduling, site planning and preparation of tender documents. The estimated environmental cost considered here includes: 1. Provision of air, noise, barriers for project area 2. Air pollution monitoring 3. Noise monitoring 4. Water quality monitoring 5. Training and Education 6. Socail Awarness Table 54 - Budget for Environmental Management Plan
Sr. Items Cost (INR) During Construction Cost (INR) During Operation P No Phase Per Year hase Per Year
1 Air Environm 7,50,000 3,22,000 ent
2 Water Enviro 8,00,000 2,12,000 nment
3 Noise Enviro 8,15,000 3,10,000 nment
Marine Biodi 12,20,000 4,70,000 4 versity
Total 35,85,000 13,14,000
The environmental cost is consisting of monetary value of the mitigative measures adopted to minimize the negative impact of project on environment. Environmental cost is divided into two categories, i.e. capital cost and operation and maintenance cost. Capital cost is the cost of all the structural measures proposed for environmental protection during construction phase
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 198 while the operation and maintenance cost include the cost of monitoring air, noise, soil and water and maintaining the structural measures over project life.
Corporate Environmental Responsiblility (CER)
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 199 CHAPTER 10 - SUMMARY AND CONCLUSION
10.1. INTRODUCTION The MbPT has proposed Deepning and widening of Approach channel to Second Chemical Berth (SCB) at Pir Pau, Mumbai. The Second Chemical Berth (SCB) was partly commissioned in June 2015 and fully commissioned in January 2016. The Environmental Clearance for the SCB was obtained on 21.03.2007 vide letter no. 10-18/2006.IA-III from MoEF&CC New Delhi.
The Second Liquid Chemical Berth is constructed 650 meter south of existing First Chemical Berth (FCB) off Pir Pau and in the same alignment as that of the FCB. The capacity of the Second Liquid Chemical Berth is of 2 MMTPA. It was initially designed for handling tankers of 37,000 DWT. For the Second Liquid Chemical Berth, the berth pocket of 300 m x 60 m is dredged to 13m below Chart Datum and the existing navigational approach channel is widened by about 60m for vessels of 9.00 mt. draft. The SCB is connected to FCB by a approach trestle of 650m length. The berth structure of SCB consists of - 2 Nos. of Breasting Dolphins supported on piles with concrete deck on top. It is provided with fenders and quick release mooring hooks. 4 Nos. of Mooring Dolphins on piles with concrete deck and quick release mooring hooks.
Unloading platform (The Marine Loading Arms (MLAs) on top of the platform are provided by the Users.) The dredging & civil works were done by MbPT through its internal resources. The liquid cargo will be unloaded/ loaded by the MLAs and will be transported through extension of product pipelines from FCB to SCB. The expenditure on loading arms & pipelines is borne by the Users. Before completion of the construction of SCB, MbPT decided to check the adequacy of the structure for vessel berthing up to 55,000 DWT. Accordingly MbPT appointed IIT Madras to verify the layout, configuration, analysis and design for 55,000 DWT vessels. M/s IIT Madras vetted the design and accordingly the construction was carried out so that vessels in the range of 15,000 to 55,000 DWT can be accommodated.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 200 Considering the growth of chemical industries in and around Maharashtra and as per the requirement of Users of Pir Pau terminals it is proposed to carry out deepening and widening of SCB Channel to handle bigger size vessel at SCB.
The existing world fleet of tankers for various types of liquid cargo and the ships normally calling at Indian Ports and in particular at the existing Chemical berths has been considered to arrive at an optimum design vessel size and the deepening and widening parameters of Channel leading to Second Chemical Berth have been worked out accordingly. The Design Vessel size considered is as under:
Size of Vessel 55,000 DWT LOA 230 M Beam 36 M Draft 12.8 M
Based on the above design vessel size, the dimensions of the proposed deepening and widening of SCB Channel is as under Width of the Channel = 300 m Depth of the Channel = up to 11.0 m below Chart Datum (CD) Radius of Turning Circle = 460 m Depth at Berth pocket = 14.0m below CD
For the proposed widening and deepening of existing approach Channel to SCB, the quantum of soil dredging estimated is as 5 lakhs cu.m and rock dredging as 1.5 lakhs cu.M. The dredged materials will be dumped at the designated dumping ground DS3. It is assumed that the soil dredging will be carried out by Trailing Suction Hopper Dredger (TSHD) and Cutter Section Dredger (CSD) will be deployed for weathered rock dredging. In case hard rock is encountered the same will be removed by underwater controlled drilling and blasting method. The estimated cost of the project is 84 Crore exclusive of GST and the expenditure will be met through internal resources of Mumbai Port Trust. For execution of works Mumbai Port Trust seeks prior environmental clearance for the dredging works.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 201 10.2. BRIEF DESCRIPTION OF PROJECT The MbPT has proposed Deepning and widening of Approach channel to Second Chemical Berth (SCB) at Pir Pau, Mumbai. The Second Chemical Berth (SCB) was partly commissioned in June 2015 and fully commissioned in January 2016. The Second Liquid Chemical Berth is constructed 650 meter south of existing First Chemical Berth (FCB) off Pir Pau and in the same alignment as that of the FCB. The capacity of the Second Liquid Chemical Berth is of 2MMTPA. It was initially designed for handling tankers of 37,000 DWT. For the Second Liquid Chemical Berth, the berth pocket of 300 m x 60 m is dredged to 13m below Chart Datum and the existing navigational approach channel is widened by about 60m for vessels of 9.00 mt. draft. The SCB is connected to FCB by a approach trestle of 650m length.
The dredging & civil works were done by MbPT through its internal resources. The liquid cargo will be unloaded/ loaded by the MLAs and will be transported through extension of product pipelines from FCB to SCB. The expenditure on loading arms & pipelines is borne by the Users. Before completion of the construction of SCB, MbPT decided to check the adequacy of the structure for vessel berthing up to 55,000 DWT. Accordingly MbPT appointed IIT Madras to verify the layout, configuration, analysis and design for 55,000 DWT vessels. M/s IIT Madras vetted the design and accordingly the construction was carried out so that vessels in the range of 15,000 to 55,000 DWT can be accommodated.
10.3. NEED OF THE PROJECT Considering the growth of chemical industries in and around Maharashtra and as per the requirement of Users of Pir Pau terminals it is proposed to carry out deepening and widening of SCB Channel to handle bigger size vessel at SCB.
10.4. SITE LOCATION The MbPT has proposed Deepning and widening of Approach channel to Second Chemical Berth (SCB) at Pir Pau, Mumbai. The Mumbai Harbour is a natural deep water harbor, situated, on the west coast of India (Latitude 18̊ 54, N, Longitude 72̊ 49’E) and inside the protected waters of the Mumbai Gulf area. The Second Liquid Chemical Berth is constructed 650 meter on the south of existing First Chemical Berth Off Pir Pau and in the same alignment as that of the First Chemical Berth (WGS Coordinate of SCB 280522.0E, 2099481.1N).
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 202 10.5. PROJECT COST Cost Estimate for Alternative I (Channel depth: 10 m)
Sr. Description Quantity Rate Amount Rs No (in crores) 1 Soil Dredging 3,90,000 cu.m Rs 110 /cu.m 4.29 2 Roch Dredging 1,45,000 cu.m Rs 4000/ cu.m 58.00 3 Mob + Demobilization LS 6.23 4 Procurement of Navigational Aids LS 0.50 5 EIA Study and EMP LS 0.50 Total (Sr No. 1 to 5) 69.52 Add 3% contingencies 2.09 Grand Total 71.61 Say Rs 72 crores Cost Estimate for Alternative II (Channel depth: 10 m) Sr. Description Quantity Rate Amount Rs No (in crores) 1 Soil Dredging 5,25,000 cu.m Rs 110 /cu.m 5.78 2 Rock Dredging 2,15,000 cu.m Rs 4000/ cu.m 86.00 3 Mob + Demobilization LS 9.18 4 Procurement of Navigational Aids LS 0.50 5 EIA Study and EMP LS 0.50 Total (Sr No. 1 to 5) 101.96 Add 3% contingencies 3.06 Grand Total 105.02 Say Rs 105.02 crores
10.6. BASELINE ENVIRONMENT 10.6.1. AMBIENT AIR QUALITY MONITORING The locations for ambient air quality monitoring study were selected within the 10 km radius of the proposed project. Ambient air quality was monitored on 8 locations to generate representative ambient air quality data. Ambient Air Quality Monitoring was monitored on
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 203 24 hourly average bases as per guidelines of Central Pollution Control Board (CPCB) and National Ambient Air Quality Standards (NAAQS).
The status of the ambient air quality in the study area was established by carrying out monitoring for air quality parameters like PM2.5, PM10, SO2, NOX, CO, Pb, O3, As, Benzne, BaP etc. at 8 locations in the study area.
Conclusion
Sulphur Dioxide (SO2) 3 The average value of the SO2 within study area observed was 19.91 µg/m . The maximum 3 3 average value of SO2 was 21.5 µg/m at JNPT and minimum of 18.1 µg/m at Gharapuri. 3 The SO2 values are below permissible level of 80µg/m .
Oxides of Nitrogen (NOx) The average value of the NOx within study observed was 20.84 µg/m3. The maximum average value of NOx was 22.9 µg/m3 at JNPT and minimum of 19.3 µg/m3 Gharapuri. The NOx values are below permissible level 80µg/m3.
Particulate Matter (PM10)
3 PM10 values within study area was below permissible level of 100 µg/m . The average v lue
3 3 of PM10 recorded at site was 66.09 µg/m . The maximum value of 68.9 µg/m and a minimum 62.5 µg/m3 were recorded at Byculla & Worli respectively in the study area.
Particulate Matter (PM2.5) 3 PM2.5 values within study area were below permissible level of 60 µg/m . The maximum 40.56 µg/m3 and a minimum 39.5 µg/m3 were recorded at Fort & Worli respectively in the study area. The average value of 42.9 µg/m3 was observed within study area. The values of the PM2.5 withtin study area were well below the limiting standards.
Ammonia (NH3) Ammonia values within study area was below permissible level of 400 µg/m3. The average 3 3 velue of NH3 recorded at site was 4.87 µg/m . The maximum value of 5.25 µg/m and a minimum 4.66 µg/m3 were recorded at Fort & Worli respectively in the study area.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 204 10.6.2. AMBIENT NOISE LEVEL The ambient noise levels were monitored at the selected 8 locations within the study area during day and nighttime. Equivalent noise level is a scale for measurement of long-term noise exposure and has been accepted by International Standard Organization for the measurement of both communities. To establish the baseline noise scenario, results of noise level monitoring carried out during the study period at 8 locations in the study area have been considered. At each ambient noise monitoring station, Leq. noise level has been recorded at hourly intervals for 24 hours. Readings were taken by keeping the noise recording instrument on for fifteen (15) minutes for each reading.
Observation and Conclusion Noise monitoring was carried out at 8 locations. Noise levels studied in the project area show that the levels of noise are lower than the permissible limits both during the day as well as at night time.
10.6.3. SURFACE WATER QUALITY (MARINE) Marine Surface water samples were collected from two locations Nhavakhadi & Elephanta Jetty and were analysed for physicochemical and biological parameters. The pH, DO, BOD COD, Oil & Grease & Total Coliform are observed to be as per Primary Water Quality Criteria for Class SW-IV Waters (For Harbour Waters) of CPCB
10.6.4. GROUNDWATER QUALITY Groundwater sample was collected from P. J Hinduja Gymkhana and was analysed for physicochemical parameters. All the parameters of the ground water are observed to be within the Acceptable Limits and Permissible Limit in the absence of alterntive source of IS 10500:2012
10.7. ENVIRONMENTAL IMPACTS & MITGATRION MEASURES 10.7.1. AMBIENT AIR QUALITY Proposed project pertains to dredging work for deepening & widening of navigational channel to for cater vessels of larger drafts. Such activities not have long term impact on air environment; impacts are generally restricted to construction phase only. Details of impact and their management / mitigation as tabulated below:
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 205 Dredging (Construction) Phase During dredging (construction) phase, suspended particulate matter is the main pollutant generated during the project activitity due to operation of DG sets, dredger, construction vessels and other construction equipments etc. The DG sets and barges used during the dredging activity will emit the pollutants by burning fuel (diesel). The impact of emissions from barges will be negligible due to the longer distance of human settlements from the project. DG sets will only be used during the emergency. The full capacity of barges will be utilized to avoid extra trips which may cause increase in emissions.
Mitigation Measures 1. A dredge material disposal option shall be in place 2. Adequate capacity shall be available at the disposal location for the quantity of the material to be removed, taking into account bulking factors and water content 3. All necessary environmental and planning approvals shall be in place in relation to dredge material disposal 4. Testing of dredged material shall be undertaken on regular basis 5. Harbour Master shall be notify of dredging program, including timing, locations to be dredged, equipment to be used and any access restrictions or hazards to vessels using the navigation access channel. 6. Harbour Master shall be notify of completion of the dredging program 7. Fishermen shall be notify of proposed works 8. Proper signage shall be in place to notify Fishermen 9. It shall be ensure that the dredging equipment and associated vessels comply with all the necessary requirements 10. It shall be ensure that access to the project area limit is maintained throughout the dredging program. 11. It shall be ensure that pipelines and other floating, partially submerged or fully submerged components are marked so as to be clearly visible to all boat operators. If left in place at night, ensure that warning lights are used. 12. It shall be ensure that there are no discharges from the dredging vessels 13. It shall be ensure that there are no sewage discharges within the marine area / port area 14. It shall be ensure that litter and other wastes are fully contained on all barges and vessels associated with dredging.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 206 15. Waste materials shall be removed from barges and vessels each day, and the minimum required amount of hydrocarbons shall be kept on board 16. Any chemicals shall not be carried on barges or vessels associated with dredging. Only fuel and oils contained within equipment shall be carried. 17. Do not wash down decks of barges or vessels unless all wash down water is fully contained on the barge. 18. Spill kit suitable for small to medium spills shall be carried. 19. Confirm that all dredging will take place within the originally approved port limit and navigation access channel. If dredging outside this area is required, seek additional approvals. 20. Clearly delineate area to be dredged and review with dredging contractor. Provided written advice to dredging contractor on dredging area. 21. Dredge only in delineated areas 22. Ensure that silt curtains are available for deployment if required. 23. Check water quality monitoring results for any non-compliance with the water quality triggers or guidelines. Initiate corrective action as required to address any non- compliance or trends towards triggers.
Operation Phase During operation phase there will be no increase in air pollution load as the project profile during operation phase will remain same.
Mitigation Measures All vehicles shall have a valid PUC certificate and regular maintenance shall be mandated. All the roads in the vicinity of the project site will be paved or black topped to minimize the entrainment of fugitive emissions. If any of the road stretches cannot be blacktopped or paved due to some reason or the other, then adequate arrangements will be made to spray water on such stretches of the road. For wind generated dust, a windshield with a wire mesh fencing with fast growing creepers up to a height of 10 m around the stockyard shall be installed. In addition to all the above measures, a 10 m wide greenbelt will be developed for dust arresting proposes. No unauthorized labour settlement shall be allowed in the vicinity of the port.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 207 It will be a responsibility of labour contractors to provide for clean fuel to the labours.
10.7.2. WATER QUALITY As the major acitivity of the proposed project is dredging of navigation channel for widening & deepening thus it may pose impacts on the water quality.
Suspended solids and turbidity Dredging disturb bottom sediments and induce resuspension, dispersal and settlement of such sediments. Dumping of dredged material directly alters bottom configuration and biota and may disperse toxic or harmful chemicals around the disposal site. Dredging removes bottom habitat and may lead to a loss of fishery resources. During dredging the main environmental effect is the increase in the suspended sediments and thereby turbidity in the water column. All methods of excavation release suspended sediments in the water column during the excavation itself and during the flow of sediments through barges. The increase in the turbidity decreases the depth of the light penetration in the water column.
Mitigations Measures A survey of contamination of bottom sediments should be undertaken before dredging. In case substances or materials listed in the annexes of the London Dumping Convention are found during the survey, the dredged material should be treated in accordance with the respective provisions of the convention. Selection of disposal site, disposal methods and requirements for capping are key issues in undertaking disposal at sea. In shallow water, silt curtains, as well as careful selection of the dredging method, could be effective in minimizing dispersal of resuspended sediments. Specific Guidelines for the Disposal of Dredged Material at Sea have been adopted by the Contracting Parties to the London Dumping Convention.
Organic matter and nutrients and depletion in oxygen content The release of organic rich sediments during dredging can cause the removal of oxygen from the surrounding water. However it is important to stress that the removal of oxygen from the water column is a temporary phenomenon and the oxygen content is replenished with the tidal exchange. Therefore the depletion of oxygen will have a very negligible impact on the marine organisms.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 208 The re- suspension of sediments during dredging may also result in an increase in the levels of organic matter and nutrients in the water column. The nutrient enrichment can cause an algal bloom in the localized area which is adapted low nutrient condition. The blooms can affect the surrounding area by depleting oxygen content from water column or by release of toxins in the water.
Mitigation measure Grabs shall be used as dredging equipment as it is observed that grabs limits the increase of turbidity and possible contamination in the surrounding water. The dredged shall be disposed on the land in containments, isolated from the river
10.7.3. MARINE/COASTAL ECOLOGY Disturbance from dredging activities may cause displacement of fishery resources and other mobile bottom biota. Dredging removes bottom biota and dumping of dredged material covers bottom habitat, both of which may reduce fishery resources. Settlement of resuspended sediments on fragile marine fauna and flora damages the ecosystem particularly coral reefs, which are formed by the extracellular product of symbiotic plants. The great number of coral polyps attached need dissolved oxygen for respiration and the plants need sunlight for photosynthesis.
Mitigations Measures Careful survey of a fragile marine and coastal ecology is essential for appropriate planning of dredging and disposal of dredged material. All care shall be taken that trees shall be protected as far as possible while site clearing and infrastructure development. Detailed ecological survey shall be conducted during detailed EIA study to assess the impacts. No construction activity will be allowed during the monsoon season so as to avoid breeding period of fishes. Use of silt curtains is recommended to confine areas of high turbidity during dredging and pile diving. Areas with high fish yield or used by locals for fishing shall be avoided.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 209 10.7.4. OIL SPILL Leakage or spill of oil form dredger and other dredging vessels is envisaged dueing the dredging (construction phase). The release of oil in long run may cause bioaccumulation of these substances in sediment as well as marine flora and fauna. The constituents of oil are toxic to marine life and release of oil contents on to water will result in formation of a shining film on the surface of water which prevents dissolution of oxygen across the surface of water. Moreover, oil gets accumulated on the body of the small species of fish or invertebrates and coat feathers and fur, reducing birds' and mammals' ability to maintain their body temperatures.
Mitigation Measures The following actions shall be taken to avoid any major damage due to oil spill: Oil spill contingency plan shall be in place to deal with the eventualities of the oil spill. Mopping system shall be deployed for cleaning of the oil from the surface waters. Turbid waste water shall be mitigated and treated in sedimentation pond, if required.
10.7.5. DISPOSAL OF SEWAGE/ EFFLUENT IN MARINE AREA The most likely impacts from the operation phase of the project will be on the marine water, primarily due to (a) oily wastes such as bilge water, washing water, lubricant oil and other residues from vessels and machineries (b) sewage; All these may lead to odour and degradation of water quality.
Possible discharges from dredging vessels that could be sources of water pollution are bilge water, oily wastes, sewage, garbage and other residues in a ship. Spills of oils, lubricants, fuels and other oily liquids may be other sources of water pollution. Once an oil or oily compound is discharged into water, it is spread on the surface by winds and currents, forming a thin layer. On the surface of seas in tropical or temperate zones, oils can be polymerized gradually by biodegradation and eventually form dense particles which sink. Concentration of oily compounds in water is an important indicator of water quality, particularly in recreational water areas. Repair docks may be a possible source of toxic or harmful materials such as antifoulants, paints, or heavy metals.
Mitigation Measures
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 210 Appropriate regulations on ship discharges and provision of reception facilities are indispensable for proper control of emissions and effluent from ships. Detection of spills is also important for regulating ship discharges. Since accidental spills are unavoidable, recovery vessels, oil fences, and treatment chemicals should be prepared with a view to minimizing dispersal. Proper contingency plans and a prompt reporting system are keys to prevention of oil dispersal. Periodical clean-up of floating wastes is also necessary for preservation of port water quality. To combat oil pollution near the port, inflatable type containment boom with oil skimmers will be provided at the berth. A clean sweep oil recovery unit consisting of a power pack and the recovery unit mounted on a system will also be deployed for this purpose. The ships will not be allowed to discharge their sewage in the marine water. The International Convention Guidelines for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 (MARPOL, 73/78) will be strictly adhered.
Table: Budget for Environmental Management Plan
Sr. No. Items Cost (INR in lakh) 1 Air Environment 10.00 2 Water Environment 10.00
3 Marine Biodiversity 12.00
4 Noise Environment 7.00 5 Training and Education 6.0 6 Social Awareness 5.0 Total EMP Cost 50.00
10.8. PROJECT BENEFITS Channel widening and deepening is a process of removal of material from the bed of navigation channel and disposing it in another part of the water body, where it will not be re suspended and move into the main channel or is disposed on land. Dredging operations are primarily for the purpose of deepening or widening navigation channel.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 211 Increased depth and width of the channel will cater the need of larger new generation vessels to board at MbPT. Time will be saved due to better movement by vessels. Fright cost will be reduced due to larger vessels. The development is envisaged to play a significant role in strengthening connectivity along the Maharashtra coastline. Enhancement in economy of Maharashtra. Substantial positive impact on socio-economic profile of the area, in Particular, and Raigad, in general, both in terms of overall employment and skill development of local workforce. Direct as well as indirect employment potential is envisaged
10.9. CONCLUSION It is necessary to widen and deepen the existing channel and the turning circle to increase berthing capacity. There will be neglesible impact on the environment due to proposed project activity. The project proponent will take atmost care to maintain the environmental baseline quality.
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 212 CHAPTER 11 - DISCLOSURE OF CONSULTANTS ENGAGED
“Mumbai Port Trust (MbPT)” have entrusted “M/s. Enkay Enviro Services Pvt. Ltd.” for carrying out EIA study for the said project.
The organization is accredited as Category-A under the QCI-NABET Scheme for Accreditation of EIA Consultant Organization, Version 3: for preparing EIA-EMP reports in the following Sectors;
1. Mining of minerals including open cast/underground mining 2. Thermal Power Plant 3. Mineral beneficiation 4. Metallurgical Industry (ferrous & non-ferrous) 5. Cement Plants 6. Asbestos milling and asbestos based products 7. Chemical fertilizers 8. Synthetic organic chemicals industry 9. Distilleries 10. Isolated storage & handling of Hazardous chemicals 11. Air ports 12. Industrial estates/ parks/ complexes/areas, export processing Zones, Special Economic Zones (SEZs), Biotech Parks, Leather Complexes 13. Common hazardous waste treatment, storage and disposal facilities
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 213 14. Bio-medical waste treatment facilities 15. Ports, harbours, break waters and dredging 16. Highways 17. Common effluent treatment plants (CETPs) 18. Common Municipal Solid Waste Management Facility (CMSWMF) 19. Building and construction projects 20. Township & Area Development projects
The Accreditation shall remain in force subject to continued compliance to the terms and conditions mentioned in QCI-NABET’s letter of accreditation bearing no. QCI/NABET/ENV/ACO/20/1537 dated Nov 23, 2020.
Declaration by the head of the Accredited Consultant Organization
I, Sunita Mantri, hereby, confirm that the above mentioned experts prepared the EIA. I also confirm that I shall be fully accountable for any misleading information mentioned in this statement.
Signature
Name Sunita Mantri Designation CMD Name of the EIA Consultant Organization Enkay Enviro Services Private Limited NABET Certificate No. & Issue Date QCI/NABET/ENV/ACO/20/1537 dated Nov 23, 2020
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 214 Inputs of expertise contributed by the Functional Area Experts
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 215 “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 216 “Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 217 NABET Accrediation Certificate
“Deepening and Widening of Approach Channel to Second Chemical Berth (SCB)” at Pir Pau, Mumbai” 218