ENVIRONMENTAL IMPACT ASSESSMENT REPORT FOR FRESH ENVIRONMENTAL CLEARANCE FOR BALANCE WORK OF CONSTRUCTION OF 4TH CONTAINER TERMINAL AND MARINE CONTAINER TERMINAL AT JAWAHARLAL NEHRU PORT TRUST
PROPOSED BY JAWAHARLAL NEHRU PORT TRUST
PREPARED BY GLOBAL MANAGEMENT AND ENGINEERING CONSULTANTS INTERNATIONAL SAHARAN TOWER, 308, OFFICERS CAMPUS EXTENSION SIRSI ROAD, KHATIPURA, JAIPUR -302012, RAJASTHAN
DECEMBER 2018
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TABLE OF CONTENTS
CHAPTER 1- INTRODUCTION TO THE REPORT ...... 10 1.1 INTRODUCTION ...... 10 1.2 ABOUT THE PROJECT PROPONENT ...... 11 1.3 ABOUT PROJECT ...... 12 1.4 TERMS OF REFERENCE: ...... 12 1.5 SIGNIFICANCE OF EIA STUDY ...... 24 1.6 REGULATORY ASPECTS ...... 25 1.7 SCOPE OF WORK ...... 25 1.8 APPROACHES AND METHODOLOGY ...... 26 1.8.1 Baseline study ...... 26 1.8.2 Project Impact Assessment ...... 27 1.8.3 Formulation of Mitigation Measures ...... 27 1.8.4 Environmental Management Plan ...... 27 1.9 GENERAL STRUCTURE OF ENVIRONMENT IMPACT ASSESSMENT REPORT ...... 27
CHAPTER 2 - PROJECT DESCRIPTION ...... 31 2.1. INTRODUCTION ...... 31 2.2. BACKGROUND OF THE PROJECT ...... 31 2.3. PROJECT DETAILS ...... 32 2.3.1. CIVIL INFRASTRUCTURE ...... 32 2.3.2. MARINE FACILITIES ...... 33 2.3.2.1. NAVIGATIONAL CHANNEL ...... 33 2.3.2.2. CAPITAL DREDGING PLAN ...... 33 2.3.2.3. NAVIGATIONAL AIDS ...... 34 2.3.3. ONSHORE FACILITIES ...... 34 2.3.3.1. CONTAINER STACKYARD ...... 34 2.3.3.2. RAIL CONTAINER DEPOT ...... 35 2.3.3.3. INTERNAL ROADS, PARKING AREA, BUILDINGS ...... 36 2.3.3.4. LANDSCAPING ...... 36 2.3.4. EQUIPMENT ...... 36 2.3.5. TRAFFIC AND VESSEL FORECAST ...... 36 2.4. PROJECT LOCATION ...... 40 2.4.1. CONNECTIVITY TO FOURTH CONTAINER TERMINAL ...... 40 2.4.1.1. Rail Corridor ...... 40 2.4.1.2. Road Corridor ...... 40 2.6. CONSTRUCTION OF NEW CONTAINER BERTH ...... 43 2.7. CONSTRUCTION OF NEW MARINE CHEMICAL BERTH ...... 43 2.8. THE RECLAMATION PROCESS ...... 43 2.9. DREDGING PROCESS ...... 44 2.9.1. VARIOUS DREDGING TECHNIQUES ...... 45 2.9.2. Dredging Operation at Project Site ...... 48 2.9.3. Disposal of dredged material ...... 49 2.10. BACKGROUND OF THE ACTIVITIES ...... 49 2.11. PROJECT LAYOUT & BACKGROUND ...... 50 2.12. PORT HARBOUR DEVELOPMENT ACTIVITIES ...... 53 2.12.1. Proposed plan of action ...... 53
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2.12.2. Widening of port roads from Container and Bulk gate to the junction near ROB- Karal and up to JNP‟s CFS: ...... 53 2.12.3. Development of 4th Container Terminal:...... 54 2.12.4. Improvement of road connectivity: ...... 54 2.13. ALTERNATIVE-I ...... 59 2.14. ALTERNATIVE-II ...... 59 2.15. ALTERNATIVE -III ...... 60
CHAPTER 3 - BASELINE ENVIRONMENT STUDY ...... 61 3.1. SCOPE OF WORK ...... 61 3.2. METHODOLOGY OF CONDUCTING STUDIES ...... 61 3.3. BASELINE ENVIRONMENTAL STATUS ...... 62 3.3.1. Location ...... 62 3.4. METEOROLOGY ...... 62 3.4.1. Topography ...... 63 3.4.2. Geology ...... 63 3.5. METEOROLOGICAL CONDITIONS ...... 63 3.5.1. Climate ...... 64 3.5.2. Temperature ...... 64 3.5.3. Wind ...... 65 3.5.3.2. Onshore Wind ...... 66 3.5.4. Humidity ...... 69 3.5.5. Cloud Cover ...... 69 3.5.6. Rainfall ...... 70 3.5.7. Visibility ...... 71 3.6. OCEANOGRAPHIC INFORMATION ...... 73 3.6.1. Waves ...... 73 3.6.1.1 Offshore Wave Climate ...... 73 3.6.1.2 Near shore Wave Climate ...... 74 3.6.2 Currents ...... 76 3.6.3. Tides ...... 78 3.6.4. Bathymetry ...... 79 3.7. ENVIRONMENTAL BASELINE ...... 81 3.7.1. Air environment ...... 81 3.7.2. Noise Studies ...... 85 3.7.2.1 Noise monitoring methodology ...... 87 3.7.2.2 Discussion ...... 90 3.7.3. Marine water quality ...... 90 3.7.3.1 RESULTS OF MARINE WATER QUALITY ...... 93 3.7.3.2. Observations ...... 99 3.7.3.3. Conclusion: ...... 99 3.7.4. Marine biodiversity study ...... 99 3.7.4.1. Phytoplankton and Zooplankton ...... 100 a. Phytoplankton ...... 100 b. Zooplankton ...... 104 3.7.4.2. Primary productivity ...... 107 3.7.4.3. Benthic fauna ...... 109 3.7.4.4 Mangroves ...... 111 3.7.4.5 Floral Diversity ...... 113 3.7.4.6 Faunal diversity ...... 115
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3.8. SOCIO-ECONOMIC FACTOR ...... 120 CHAPTER 4- ASSESSMENT OF ANTICIPATED IMPACTS AND MITIGATION MEASURES ...... 121 4.1. INTRODUCTION ...... 121 4.1.1. EIA Definitions ...... 121 4.1.2. Purpose of Environment Impact Assessment ...... 121 4.1.3. Potential Environment Impacts of the project ...... 122 4.2. ENVIRONMENT IMPACT ASSESSMENT ...... 122 4.2.1. Introduction ...... 122 4.2.2. Impact Assessment Methodology ...... 123 4.2.3. Scoping of significant issues for impact assessment ...... 123 4.3. FACTORS AFFECTING THE POTENTIAL MARINE ENVIRONMENT DURING DREDGING ...... 127 4.4. IMPACTS OF DREDGING AND MITIGATION MEASURES ...... 127 4.4.1. Impacts on Water quality ...... 127 4.4.2. Impacts on Environment ...... 129 4.4.6. Impacts due to transportation and disposal of excavated material ...... 133 4.5. DISPERSION OF MATERIAL DUE TO RECLAMATION ACTIVITY AND DREDGING OPERATIONS ...... 133 4.5.1. Air Environment ...... 134 4.5.2. Noise Environment ...... 135 4.5.3. Land Environment ...... 136 4.5.4. Human Use Values ...... 136 4.6. POSITIVE IMPACTS OF THE PROJECT ...... 138 4.7. EVALUATION OF IMPACTS ...... 138 4.7.1. Physical Resources ...... 139 4.7.2. Ecological Resources ...... 141 4.7.3. Human Use Values ...... 143 4.7.4. Quality of Life Values ...... 143 4.7.5. Overall Impact Evaluation ...... 144
CHAPTER 5-ENVIRONMENT MONITORING PROGRAMME ...... 146 5.1. THE NEED ...... 146 5.2. MONITORING CHECKLISTS ARE GIVEN BELOW: ...... 147 5.3. CURRENT MONITORING STATUS ...... 148 5.3.1. Air Monitoring ...... 148 5.3.1.1. Air quality monitoring methodology ...... 149 5.3.2. Marine water and sediment quality monitoring [harbor& creek] including study of sediment characteristics ...... 150 5.3.2.1. Marine water quality monitoring methodology ...... 151 5.3.2.2. Marine Water Quality Parameters Harbour Area & Creek Area ...... 151 5.3.3. Marine ecosystem monitoring ...... 152 5.3.3.1. Sampling Stations ...... 152 5.3.4. Sampling methodology adopted ...... 152 5.4. RECOMMENDED MONITORING FOR PROJECT ...... 158 5.4.1. Areas of concern ...... 158 5.4.2. Ambient air quality ...... 158 5.4.5. Noise ...... 159 5.5. SUMMARY OF ENVIRONMENTAL MONITORING PROGRAMME ...... 159
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CHAPTER 6 - DISASTER MANAGEMENT PLAN ...... 161 6.1. CONCEPT OF RISK ASSESSMENT ...... 161 6.2. LEAKS AND SPILLAGES ...... 161 6.2.1. Spillages of Fuel during Re- Fuelling ...... 162 6.2.2. Leakages of Fuel during Navigation ...... 163 6.2.3. Leakages of fuel from storage tanks ...... 163 6.2.4. Leakage or spillage during ship/Barge washing process ...... 164 6.3. RISK ANALYSIS STUDY ...... 164 6.4. ONSITE EMERGENCY PLAN ...... 165 6.5. LIFE SAVING APPLIANCES AND ARRANGEMENTS ...... 166 6.6. OCCUPATIONAL HEALTH AND SAFETY ...... 167 6.7. DISASTER MANAGEMENT PLAN (DMP) ...... 168 6.8. EMERGENCY PLAN FOR BERTHS AND VESSEL ...... 169 6.8.1. Terminal Emergency Plan ...... 169 6.8.2. Rough Weather ...... 170 6.8.3. First Aid & Fire Fighting Services ...... 170 6.9. IDENTIFICATION OF MAJOR HAZARDS ...... 170 6.9.1. Earth Quake ...... 170 6.9.2. Fire ...... 171 6.9.3. Tsunamis ...... 171 6.10. EMERGENCY RESPONSE MEASURES FOR NATURAL HAZARDS ...... 171 6.10.1. Response in case of Earthquake ...... 171 6.10.2. Response in case of Fire ...... 172 6.10.3. Instructions for an Individual in case of fire ...... 173 6.11. ORGANIZATION STRUCTURE ...... 175 6.11.1. Roles and Responsibilities of Emergency Team ...... 177 6.11.2. Inform the following authorities about the incident through zonal/sector authorities ...... 178 6.11.3. Establish contacts with the following, through Controllers: ...... 178 6.11.4. Emergency Co-ordinators ...... 178 6.11.5. Communication Coordinator (Responsibilities include): ...... 178 6.11.6. Safety Coordinator (Responsibilities include): ...... 179 6.11.7. Communication: ...... 179
CHAPTER 7- BENEFITS OF THE PROJECT ...... 180 7.1. ABOUT PROJECT ...... 180 7.2. BACKGROUND ...... 181 7.3. PROJECT DESCRIPTION ...... 182 7.4. PROJECT BENEFITS ...... 182 7.5. SOCIO-ECONOMICAL BENEFITS ...... 183 CHAPTER 8 ENVIRONMENTAL COST BENEFIT ANALYSIS ...... 189 8.1. INTRODUCTION ...... 186 8.2. BACKGROUND OF THE PROJECT ...... 187 8.3. PROJECT DETAILS ...... 187
CHAPTER 9 - ENVIRONMENT MANAGEMENT PLAN ...... 190 9.1. INTRODUCTION ...... 190 9.2. SUMMARY OF CRITICAL IMPACTS/ ISSUES ...... 191 9.3. IDENTIFICATION OF IMPLEMENTING AUTHORITY ...... 192
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9.4. IMPLEMENTATION OF RECOMMENDED MITIGATION MEASURES ...... 192 9.5. MONITORING PLAN...... 193 9.6. WASTE WATER MANAGEMENT: ...... 194 9.7. SOLID WASTE MANAGEMENT: ...... 195 9.8. ENVIRONMENTAL TRAINING ...... 195 9.9. BUDGETS FOR ENVIRONMENTAL MANAGEMENT PLAN ...... 195 9.10. CORPORATE ENVIRONMENT RESPONSIBILITY ...... 198 9.11. ENVIRONMENTAL MONITORING PLAN ...... 201 9.12. PERFORMANCE INDICATORS ...... 201
CHAPTER 10 - EXECUTIVE SUMMARY ...... 203 10.1. ABOUT JAWAHARLAL NEHRU PORT TRUST ...... 203 10.2. ABOUT THE PROJECT ...... 203 11.2.1 Civil infrastructure: ...... 204 10.3. NEED OF THE PROJECT ...... 205 10.4. SOCIO-ECONOMICAL BENEFITS ...... 206 10.5. METHODOLOGY ADOPTED FOR THE DREDGING: ...... 209 10.5.1. Disposal And Dispersion Dredged Material ...... 209 10.6. ENVIRONMENTAL STUDIES ...... 210 10.6.1. Meteorological data ...... 210 10.6.2. Bathymetry ...... 212 10.11 MANGROVES ...... 215
CHAPTER 11 - CONSULTANTS ENGAGED ...... 217
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LIST OF TABLES Table 1 - Compliance to additional ToR...... 12 Table 2 - Compliance to Standard ToR ...... 19 Table 3 -Container traffic projection – JNPT ...... 37 Table 4 - Expected container vessel composition at JNPT & MbPT ...... 39 Table 5 - Road Density Calculation ...... 41 Table 6 - Reclamation details ...... 44 Table 7 - Environmental Settings ...... 62 Table 8 - Monthly Maximum and Minimum Recorded Temperatures...... 64 Table 9 - Onshore wind direction ...... 66 Table 10-Onshore Wind Speeds and % of Occurrence ...... 67 Table 11 - Maximum Wind Speeds and Directions for Various Months (Kmph) ...... 68 Table 12 - Mean Monthly Relative Humidity...... 69 Table 13 - Monthly Average Cloud Cover ...... 70 Table 14 - Monthly Average Rainfall Intensity ...... 71 Table 15 - Monthly Average Sea-Level Atmospheric Pressure ...... 72 Table 16 - Extreme Near shore Wave Conditions ...... 75 Table 17 - Input Near shore Normal Wave Conditions ...... 75 Table 18 - Significant Wave Heights inside the Approach Channel for Normal Wave Conditions ...... 75 Table 19 - Significant Wave Heights inside the Approach Channel for Extreme Wave Conditions ...... 76 Table 20 - Current Velocity and Direction in JNP Harbour ...... 77 Table 21 - Peak Current Velocities and Bearings along the Navigational Channel Based On Mathematical Model Studies ...... 77 Table 22 - Recorded Tidal Levels at MBP and JNP's Harbor with reference to CD ...... 78 Table 23 - Tidal Range ...... 79 Table 24 - Bathymetry Details of JNP Navigational Areas ...... 79 Table 25 - Air Quality Monitoring Locations ...... 81 Table 26 - Measurement Techniques ...... 82 Table 27 - Monthly Ambient Air Quality Monitoring from Jan 2018-Oct 2018 ...... 84 Table 28 - Noise Monitoring Locations ...... 85 Table 29 - Permissible Noise Level (CPCB Standards) ...... 87 Table 30 - Result of Noise Levels at Various Stations of JNP Area ...... 88 Table 31 - Noise Levels statistical analysis ...... 89 Table 32 - Marine Water & Sediment Quality Locations ...... 91 Table 33 - List of Parameters Monitored for Marine Water Quality ...... 93 Table 34 - Results of Marine Water Analysis at Harbour from January 2018 to October 2018 ...... 94 Table 35 - Sediment Quality Nutrients during Tidal Cycle (Biotic) during Tidal Cycle January 2018 to February 2018...... 95 Table 36 - Sediment Quality Nutrients during Tidal Cycle (Biotic) during Tidal Cycle March 2018 to May 2018 ...... 96
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Table 37 - Sediment Quality Nutrients during Tidal Cycle (Biotic) during Tidal Cycle June 2018 to October 2018...... 97 Table 38 - Results of Sediment Samples Collected from JNP Harbour Area during Tidal Cycle January 2018 – April 2018 ...... 98 Table 39 - Results of Sediment Samples Collected from JNP Harbour Area during Tidal Cycle May 2018 – October 2018 ...... 98 Table 40 - Biological Characteristics of Marine Water in and Around JNPT Area ...... 108 Table 41 - Benthos observed at Various Sampling Stations in and around JNPT Area ...... 110 Table 42 - Mangroves Sp. Observed In JNPT Area ...... 113 Table 43 - Floral Diversity Observed In & Near JNPT Area ...... 114 Table 44 - Faunal Diversity observed in & near JNPT Area ...... 116 Table 45 - General Impact Significance Assessment Matrix ...... 123 Table 46 - Potential Significant Impact Assessment Due To Dredging and Reclamation .... 124 TABLE 47 - Evaluation of Environmental Impact on Physical Resources ...... 140 Table 48 - Evaluation of Environmental Impact on Ecological Resources ...... 141 Table 49 - Evaluation of Impact on Human Use Values ...... 143 Table 50 - Evaluation of Impact on Quality of Life Values ...... 143 Table 51 - Overall Impact Evaluation ...... 144 Table 52 - Description of Marine Water Quality Monitoring Stations ...... 150 Table 53 - The Summary of Environmental Monitoring Program for Implementation during construction and Operation Phase ...... 159 Table 54 - Summary of the Disasters Preparedness Plans ...... 174 Table 55 - Critical Impacts / Issues...... 191 Table 56 - Environmental Monitoring Plans ...... 193 Table 57 - Budget for Environmental Management Plan ...... 195 Table 58 - Budget for CSR ...... 196 Table 59 - Environment Management Plan for the Various Parameters Likely to be affected by the Project ...... 200 Table 60 -Meteorological Data ...... 211 Table 61 - Environment Management Plan for the Various Parameters Likely To Be Affected By the Project ...... 215
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LIST OF FIGURES Figure 1- Environmental Studies ...... 30 Figure 2 - Google Image showing Project Location ...... 40 Figure 3 - Layout Plan of Proposed 4th Container Berth & Chemical Berth at JNPT ...... 50 Figure 4 - Proposed Dumping Ground Location DS3 ...... 55 Figure 5 - Project Map ...... 56 Figure 6 - CRZ Map of JNPT as per CRZ notification 2011...... 57 Figure 7 - Dispersion Material from Dumping Site DS3 ...... 58 Figure 8 - Wind Rose Data Offshore Of Jnp For The Period 1986 To 2001 ...... 65 Figure 9 - Wave Rose Data Offshore of JNP for The Period 1968 to 2000 ...... 73 Figure 10 - Wave Rose Diagram of the Near shore Climate ...... 74 Figure 11 - Topgraphy & Bathmetry 4th Container Terminal ...... 80 Figure 12 - Ambient Air Quality Monitoring Locations ...... 82 Figure 13 Noise Monitoring Locations ...... 86 Figure 14 - Marine Water & Sediment Quality Locations...... 92 Figure 15 - Concept Diagram Illustrating Anticipated Impact of Dredging on Water Column ...... 125 Figure 16 - Concept Diagram Illustrating Anticipated Impact of Dredging on Seabed ...... 126 Figure 17 - Mangrove areas near JNPT ...... 132 Figure 18 - Emergency Organization Chart ...... 177 Figure 19 - Organizational Chart of JNPT (Environmental Division) ...... 202
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CHAPTER 1- INTRODUCTION TO THE REPORT
1.1 INTRODUCTION Environmental Impact Assessment (EIA) is a tool generally used to identify the environmental, social, and economic impacts of a project prior to arriving at decision. It aims to predict environmental impacts at an early stage in project planning and design, find ways and means to reduce adverse impacts, shape projects to suit the local environment and present the predictions and options to project proponent.
By using EIA both environmental and economic benefits can be achieved, such as reduced cost and time of project implementation and design, avoid treatment/clean-up costs and impacts of statutory compliance. Environmental assessment is a procedure that ensures that the environmental implications of decisions are taken into account before the decisions are made.
The process involves an analysis of the likely effects on the environment, recording those effects in a report, undertaking a public consultation exercise on the report, taking into account the comments and the report when making the final decision and informing the public about that decision later on.
The main objective of the study is to establish the base line environmental conditions and to identify the environmental impacts of Site and provide a suitable environmental management plan. The study zone is defined within radian distance of about 5 km from the site.
Quantitative and qualitative analysis was undertaken for air, water, soil etc. in the various areas of investigation.
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1.2 ABOUT THE PROJECT PROPONENT
The Jawaharlal Nehru Port Trust (JNPT) at Navi Mumbai (formerly known as the Nhava Sheva Port) is India‟s No. 1 container port handling 55% of the container cargo across all major ports in India. Commissioned on 26th May 1989, JNPT occupies a prominent place among the most modern ports in India. It is the second youngest and one of the most modern major ports of the country. Initially, JN Port was planned to be a „satellite port‟ to the Mumbai Port with a purpose to decongest traffic. In the pre-reform days, Mumbai port faced a lot of issues like shallowness of the channel, congestion on roads and railways through the Mumbai city linking the port to its hinterland, as well as labour problems. The Port‟s incapability of handling the expanding volume of modern cargo directed to the west coast, eventually led to JN Port becoming an independent port in 1989. The port‟s construction is one of the technical marvels of the country as it was built on marshy soil in a record time of just three-and-a-half years. To upkeep the beauty of the nearby historical Elephanta Caves and surroundings, the management made use of contemporary, sophisticated instruments while doing away with rock blasting. The total land area in possession of JNPT measures to 2,987 hectares with enough backup area for developing additional facilities for future maritime requirements of the country. It was built with an investment of Rs.1, 109 crores, out of which Rs.956.97 crores were obtained as loans from various funding agencies, with the World Bank being one of the major contributors. Today, JNPT is a fully mechanized port that uses the latest technology in handling cargo at the terminals. JNPT is one of the pioneers in running its day-to-day operations with the help of Information Technology (IT), including Electronic Data Interchange (EDI) and Vessel Traffic Management System (VTMS). JNPT enjoys very good road and rail linkages with the hinterlands as well as important business centres like Thane, Nashik and Ahmedabad, which facilitate excellent port industry interface. It is characterized by highly automated and round-the-clock operations and has immense potential and capacity to develop India‟s first major hub port. JNPT has chartered India‟s international trade to a glorious course of success and achievements, breaking all records and creating new benchmarks. It handled 66.0 million tonnes of total cargo during the financial year 2017-18. The operating income for FY 2017-18 amounts to Rs. 1,890.88 crores compared to Rs.1,700.97 crores during FY 2016-17. The port handled about 4.83 million TEUs in the FY 2017-18. JN Port has firmly anchored itself as the major catalyst for the trade and commerce in the country and is strongly committed to providing seamless services to the world those docks here.
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1.3 ABOUT PROJECT The proposed project is for obtaining fresh EC for balance work of construction of 4th Container Terminal and Marine Container Terminal at JNP by M/s Jawaharlal Nehru Port Trust, Navi Mumbai, Maharashtra.
1.4 TERMS OF REFERENCE: The proposal for obtaining Environmental Clearance for balance work of construction of 4th Container Terminal and Marine Container Terminal at JNP was submitted to MoEF & CC on 17th May, 2018 for seeking Terms of Reference (ToR) in terms of the provisions of Environment (Protection) Act, 1986 for preparation of the Environmental Impact Assessment (EIA) Report and Environmental Management Plan (EMP). The proposal for grant of Terms of Reference (ToR) for the project „Environment Clearance for balance work of 4th Container Terminal & marine Container terminal M/s Jawaharlal Nehru Port Trust was considered by the Expert Appraisal Committee (Infra-2) in its 31st meeting held on 29-30 May, 2018 & following additional ToR was granted in addition to Standard ToR is as follows:
Table 1 - Compliance to additional ToR Sr. Additional ToR Compliance No 1. Importance & benefits of the project The project will cater to the increasing demand of the container berth traffic. The estimated capacity of container handling is 2.4 MTUEs for Phase II facilities. 2. Submit a copy of layout superimposed on The CRZ map is Enclosed as Annexure 1 the HTL/LTL map demarcated by an authorized agency on 1.4000 scale. 3. Recommendation of the SCZMA MOM for recommendation from MCZMA enclosed as annex -IA 4. Submit a complete set of documents A complete set of documents required as required as per of CRZ Notification, 2011 per of CRZ Notification, 2011 enclosed as Annexure 2 5. Certificate Compliance Report issued by Compliance Report is enclosed as the MoEF&CC, Regional Office or Annexure 3 concerned Regional Office of Central
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Pollution Control Board of 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. 6. The project proponents shall satisfactory Not Applicable address to all the complaints/suggestions that been received against the project till the date of submission of proposals for Appraisal. 7. The EIA would provide an item wise Not Applicable compliance of the proposals to the ECBC norms. 8. A certificate from the competent authority No industry is discharging effluent for discharging treated effluent/untreated directly or indirectly to the harbour. No into the Public sewer/ deposal/ drainage ship is allowed to discharge its waste system along with the final disposal point. water with or without treatment in to the harbour. Moreover, ballast is not allowed to discharge of bilge water into the harbour. Oil contaminated bilge is collected from the ship by government approved private parties in their tankers for treatment and final disposal.
Sewage treatment plant at JNPT township discharges only treated effluent to the sea after meeting standards as per schedule VI of Environment (Protection) Third Amendment Rules 1993 (Marine Coastal Area). Also, the treated water is recycled
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to use for gardening purpose at port township. 9. A Certificate from the local body The port has agreement with Maharashtra supplying water, specifying the total Jeevan Pradhikaran (MJP) for supply of annual water availability with the local 15 KLD water from their Nhava Sheva authority, the quantity of water already Water Supply scheme. committed, the quantity of water allotted to the project under consideration and balance water available. This should be specified separately for ground water and surface water sources, ensuring that there is no impact on other users. 10. A Certificate of adequacy of available The port is getting electric supply from power from the agency supply power to Maharashtra State Electricity Distribution the project along with the load allowed for Company Ltd. at master unit sub-station the project. (MUSS). The Power supply to Terminal will be provided by the port through the existing master unit sub-station. 11. A Certificate from the competent The port does not allow any type of solid authority handling municipal solid wastes, waste including oil sludge from ships to indicating the existing the existing civic disposal into harbour. Marine capacities of handling and their adequacy Conservation and Pollution Control to cater to the M.S.W generate from officials make regular inspection of the project. harbour area and ships at berth and ensure zero disposal of solid waste in to the harbour. However, solid waste generated in major operation centers inside and outside of the port area and from vessel calling at the Jetty is efficiently managed by the solid waste management program of JN port. The port has very well established solid waste collection system in its township.
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12. The Air Quality index shall be calculated The baseline environmental monitoring for base level air quality has been conducted for preparation of REIA. The details of the same are given in Table 27 of Chapter 03.
Also the regular monitoring is carried out at JNP. The monitoring reports for year 2018 are enclosed as Annexure 4 13. The EIA would study the impact of No ship is allowed to discharge its waste dewatering and draw up an action plan for water with or without treatment in to the disposal of the excess water. harbour. Moreover, ballast not allowed discharge of bilge water into the harbour. Oil contaminated bilge is collected from the ship by government approved private parties in their tankers for treatment and final disposal. 14. The EIA would study the impact of Not Applicable Demolition and conformance to the Construction and Demolition Rules under the E.P Act 1986 15. The EIA would include a chapter on how Noted the project conforms to the CRZ management plan being drawn up by the State Government in compliance to NGT orders. 16. Various Dock and Shipbuilding facilitates Not Applicable with capacities for existing and proposed project. 17. Study the impact of dredging on the shore Impacts of Dredging and Mitigation line. Measures are given in point no. 4.4 of Chapter 4 18. A detailed impact analysis of rock Not Applicable as no rock dredging is dredging. envisages
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19. Study the impact of dredging and Impacts of Dredging and Mitigation dumping on marine ecology and draw up Measures are given in point no. 4.4 of a management plan through the NIO or Chapter 4 any other institute specializing in marine ecology. 20. A detailed analysis of the physic-chemical The Marine Water quality analysis report and biotic components in the highly turbid are given in Table 34 of Chapter 03 water round the project site (as exhibited in the Google map shown during the presentation) compare it with the physic- chemical and baseline and impact assessment and draw up a management plan. 21. Details of Emission, effluents, solid waste The details of Emission, effluents, solid and hazardous waste generation and their waste and hazardous waste generation management in the existing and proposed and their management in the existing and facilities. proposed facilities are given in Chapter 09 22. The existing project should avail of and Copy of Consent to Establish enclosed as submit consent to operate from the State Annexure 5 Pollution Control Board. 23. Requirement of water, power, with source Water Requirement. of supply, status of the approval, water The port has agreement with Maharashtra balance diagram, man-power requirement Jeevan Pradhikaran (MJP) for supply of (regular and contract). 15 KLD water from their Nhava Sheva Water Supply scheme.
Power requirement The port is getting electric supply from Maharashtra State Electricity Distribution Company Ltd. at master unit sub-station (MUSS). The Power supply to Terminal will be provided by the port through the
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existing master unit sub-station. The total electrical power requirement for the proposed 4th container terminal is estimated to be 60MVA (As 30MVA for each of the two terminals of 4 Container Terminal). 24. Waste Management Plan. The Waste Management Plan is given in Chapter 09 of the EIA 25. Detail of Environment Monitoring Plan. The Environment Monitoring Plan is given in Chapter 05 of the EIA 26. To prepare a detailed biodiversity impact Detailed Biodiversity Impact Assessment assessment report and management plan has been carried out by NIO. through the NIOS or any other institute of repute on marine, brackish water and fresh water ecology and biodiversity. The report shall study the impact on the rivers, estuary and the sea and include the intertidal biotopes, corals and coral communities, mollusks, sea grasses, sea weeds, sub tidal habitats, fishes, other marine and aquatic micro, macro and mega flora and fauna including benthos, planktons, turtles, birds etc. as also the productivity. The data collection and impact assessment shall be as per standard survey methods. 27. An assessment of the cumulative impact At present the 75% throughput of the port of all development and increased is being handled by road and the inhabitation being carried out or proposed remaining 25% by rail. Although rail to carried out by the project or other corridor was planned to evacuate 50% of agencies in the core area, shall be made cargo, thereby leaving 50% to be for traffic densities and parking evacuated by road, however, as regards capabilities in a 05 kms radius from the planning of road corridor, it is assumed
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site. A detailed traffic management and a that almost 85% of the projected traffic of traffic decongestion plan drawn up the 4th CT (to be taken as worst-case through an organization of repute and scenario) will be handled by road to specializing in Transport Planning shall be provide utmost flexibility to JNPT and submitted with the EIA. The Plan to be avoid congestion. implemented to the satisfaction of the There will be a 12-lane road corridor State Urban Development and Transport dedicated for connecting JNPT to state Departments shall also include the consent and national highway. A total of 20 nos of of all the concerned implementing gates (12 for each terminal) will be agencies. designed for security checks. 28. Disaster Management Plan for the above The Disaster Management Plan is given terminal. in Chapter 06 29. Layout plan of existing and proposed Green belt development with 600ha Greenbelt. would be taken up with mangroves. Further, 400ha of green belt along roads would be taken up. 160 ha of land is reserved for nature and eco-park. 30. Status of court pending against the Not Applicable project. 31. Plan for Corporate Environment JNPT have carried out curtails activities Responsibility (CER) as specified under under Corporate Environment Ministry‟s Office Memorandum vide Responsibility (CER) as specified under F.No. 22-65/2017-IA.III dated 1st May Ministry‟s Office Memorandum vide 2018 shall be prepared and submitted F.No. 22-65/2017-IA.III dated 1st May along with EIA Report 2018. The details of the same are given in point no. 9.7 of Chapter 9of this EIA 32. A Tabular chart with index for point wise -- compliance of above ToR
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Table 2 - Compliance to Standard ToR STANDARD TOR Sr. No. ToR Compliance 1. Reasons for selecting the site with Not applicable as the proposal is for details of alternate sites examined/ balance work of FCT rejected/ selected on merit with comparative statement and reason/basis for selection. 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 There is no traditional fishing area or proposed project. Details of land use agricultural land in the port area. The around 10 km radius of the project site. area to be reclaimed for Port Examine and submit detail of land use operational facilities is having a water around 10 km radius of the project site area of 200Ha. More than 80 percent of and map of the project area and 10 km the total water area remains as mudflat area from boundary of the during ebb tide. The tidal deposits at proposed/existing project area, this area are extremely fine, clayey and delineating project areas notified under dry into hard cement like consistency. 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 There is no traditional fishing area or permission required for any conversion agricultural land in the port area. The such as forest, agriculture etc. land area to be reclaimed for Port acquisition status, rehabilitation of operational facilities is having a water communities/ villages and present status area of 200Ha. More than 80 percent of of such activities. the total water area remains as mudflat during ebb tide. The tidal deposits at this area are extremely fine, clayey and dry into hard cement like consistency. 4. Examine and submit the water bodies The JNPT harbour is connected to including the seasonal ones within the many creeks such as Panvel, Nhava,
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corridor of impacts along with their Thane etc. However, no fresh water status, volumetric capacity, and quality body is meeting the harbour. likely impacts on them due to the project. 5. Submit a copy of the contour plan with Not Applicable as the area to be slopes, drainage pattern of the site and reclaimed for Port operational facilities surrounding area is having a water area of 200Ha. More than 80 percent of the total water area remains as mudflat during ebb tide. 6. Submit the details of terrain, level with Not Applicable as the area to be respect to MSL, filling required, source reclaimed for Port operational facilities of filling materials and transportation is having a water area of 200Ha. More details etc. than 80 percent of the total water area remains as mudflat during ebb tide. 7. Examine road/rail connectivity to the The Port is directly connected to the project site and impact on the existing State Highway No.41, which in turn traffic network due to the proposed connects to the National Highway No.4 project/activities. A detailed traffic and (Mumbai –Pune Road) at a distance of transportation study should be made for 20 kms. Widening of National Highway existing and projected passenger and from 4 lanes to 6/8 lanes and widening cargo traffic. of State highway and Amra Marg from 4 lanes to 6/8 lanes is in progress and about 70% work has been completed. Rail transportation system is available for transporting containers and other bulk goods from the Port operation centers. Terminals of the Port are connected with Central Railways at Panvel Station, which has connection with other cities all over the country. Doubling work of existing rail track from JN Port to Panvel station was already completed by Indian Railways in 2005-2006. DFCC rail corridor is also declared from Delhi to JN Port by Indian Railways. 8. Submit details regarding R&R involved Not Applicable as the area to be in the project reclaimed for Port operational facilities is having a water area of 200Ha. 9. Submit a copy of layout superimposed CZMP is enclosed as Annexure 1 on the HTL/LTL map demarcated by an authorized agency on 1:4000 scale CRZ application is submitted on along with the recommendation of the MCZMA portal
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SCZMA. 10. Submit the status of shore line change CWPRS has carried out technical at the project site studies and recommends vide its report no. 5649 that no significant change in the shoreline around Mumbai coast has been occurred. Copy enclosed as Annexure 6 11. Details of the layout plan including details The layout plan of propose FCT enclosed of channel, breakwaters, dredging, as Annexure 7 disposal and reclamation. 12. Details of handling of each cargo, The estimated capacity of container storage, transport along with spillage handling is 2.4 MTEUs for Phase II control, dust preventive measures. In facilities. The containerized cargo is case of coal, mineral cargo, details of environmentally friendly to handle. storage and closed conveyance, dust suppression and prevention filters. 13. Submit the details of fishing activity There are no commercial fishing and likely impacts on the fishing activities in the JNP harbor area. activity due to the project. Specific study on effects of construction activity and pile driving on marine life. 14. Details of oil spill contingency plan. Oil Spill Contingency Plan is enclosed separately 15. Details of bathymetry study. Bathymetry survey has been carried out from time to time. Bathymetry chart is enclosed as Annexure 8 16. Details of ship tranquility study. Copy of the hydrodynamic study by CWPRS vide report no. 5272 enclosed as Annexure 9 17. Examine the details of water The port has agreement with requirement, impact on competitive Maharashtra Jeevan Pradhikaran (MJP) user, treatment details, use of treated for supply of 15 KLD water from their waste water. Prepare a water balance Nhava Sheva Water Supply scheme. chart. No industry is discharging effluent directly or indirectly to the harbour. No ship is allowed to discharge its waste water with or without treatment in to the harbour. Moreover, ballast not allowed discharge of bilge water into the harbour. Oil contaminated bilge is collected from the ship by government approved private parties in their tankers
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for treatment and final disposal. Sewage treatment plant at JNPT township discharges only treated effluent to the sea after meeting standards as per schedule VI of Environment (Protection) Third Amendment Rules 1993 (Marine Coastal Area). Also, the treated water is recycled to use for gardening purpose at port township. 18. Details of rainwater harvesting and Not Applicable utilization of rain water. 19. Examine details of Solid waste The port does not allow any type of generation treatment and its disposal. solid waste including oil sludge from ships to disposal into harbour. Marine Conservation and Pollution Control officials make regular inspection of the harbour area and ships at berth and ensure zero disposal of solid waste in to the harbour. However, solid waste generated in major operation centers inside and outside of the port area and from vessel calling at the Jetty is efficiently managed by the solid waste management program of JN port. The port has very well established solid waste collection system in its township. 20. Details of desalination plant and the Not Applicable study for outfall and intake. 21. Examine baseline environmental quality The details of the baseline along with projected incremental load environmental quality of the various due to the proposed project/activities. environmental parameters such as Air, Noise, Water Soil, Ecology etc are given in Chapter 03 22. The air quality monitoring should be Yes the air quality monitoring is carried carried out according to the notification out according to the notification issued on issued on 16th November, 2009. 18th November, 2009. The Results of air quality monitoring are given in Table 27 in Chapter 03 23. Examine separately the details for The Environmental Monitoring Plan is construction and operation phases given in Chapter 05 & The both for Environmental Management Environmental Management Plan is Plan and Environmental Monitoring given in Chapter 09 along with the
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Plan with cost and parameters. Budget for EMP in Table 57 Chapter 9 24. Submit details of a comprehensive Risk The Disaster Management Plan is given Assessment and Disaster Management in Chapter 06 Plan including emergency evacuation during natural and man-made disasters 25. Submit details of the trees to be cut The proposed project site is in the Ports including their species and whether it notified water limit area and cutting of also involves any protected or trees in not involved endangered 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 Green belt development with 600ha measures indicating land and financial would be taken up with mangroves. outlay. Landscape plan, green belts and Further, 400ha of green belt along roads open spaces may be described. A thick would be taken up. 160ha of land is green belt should be planned all around reserved for nature and eco-park. 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 was conducted while for the project in accordance with obtaining Clearance in 2005 for the FCT provisions of Environmental Impact project. The proposal is only for the EC Assessment Notification, 2006 and the for balance work of FCT 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.
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30. The cost of the Project (capital cost and The Budget for EMP is given Chapter recurring cost) as well as the cost 09 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 the model ToR available on Ministry website "http://moef.nic.in/Manual/Port and harbour".
1.5 SIGNIFICANCE OF 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: a) Screening b) Scoping and consideration of alternatives c) Baseline data collection d) Impact prediction e) Assessment of alternatives, delineation of mitigation measures and environmental impact statement f) Environmental Management Plan g) Decision – making h) Monitoring the clearance conditions
The Rapid EIA of the proposed project is undertaken to achieve the following goals: Identification of the various project activities and their potential impacts on the Environment.
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Generation of a comprehensive information database for the project planning team on the nature of Environmental risks posed by the project activities, such as human health effect, habitat loss, pollution levels, and change in land use pattern among other issues. Careful consideration of the different alternatives for the project activities that may have serious consequences on the environment. Improving the overall decision-making process and ensuring that project options under consideration, are environmentally sound and sustainable.
The key objectives of the study are delineated as follows: Including the viable environmental options into micro planning of the project. Providing mitigation measures required for the successful implementation of the overall project. 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.
1.6 REGULATORY ASPECTS
The said activity of clearing/ deepening/ maintenance of navigation channels are in accordance with the CRZ notification 1991 and further revised as 6th January, 2011. As per the EIA notification clearing of navigation channels is permitted as item no. 7(e). The project needs to be obtained various NOC‟s as follows. • Obtaining CRZ clearance from MCZMA as per CRZ Notification 2011 • Obtaining CRZ Clearance from MoEF&CC, New Delhi under EIA notification September 2006
1.7 SCOPE OF WORK Following inception meeting and various site surveys, the study area for the EIA project was defined. An area within radii of approx 10 kilometers from the centre point of the project site area has been fixed to conduct the EIA study.
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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.
1.8 APPROACHES AND METHODOLOGY The general approach followed for carrying out the EIA for the project is summarized in the enclosed flow chart on the following page.
1.8.1 Baseline study Baseline study comprised generation of primary data and collection of secondary data. Primary survey including environmental monitoring conducted for one season (September 2018- November 2018) above period to gather information on the following environmental attributes.
Air quality in respect of PM10, NOx, SO2, CO and PM2.5, CO Noise Levels Water Quality of key physico-chemical parameters Soil Quality Terrestrial & Marine Ecology and Bio- diversity
Secondary data were collected on the following aspects to supplement the primary information in order to assess the baseline environmental setup. Geological and physiological characteristics Meteorological data – rainfall, humidity, temperature, wind speed and wind direction
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Land use Flora and Fauna (Ecology & Bio- Diversity)
1.8.2 Project Impact Assessment Impacts of the project on environment both during construction phase and operational phase were assessed against the baseline Bio-physical information. 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&CC. 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.
1.8.3 Formulation of Mitigation Measures The standard MoEF&CC and other guidelines were considered to suggest different / alternative mitigation measures. Trade –off and multi –alternative analysis was to reach at the most appropriate measures to minimize the negative impacts of the project.
1.8.4 Environmental Management Plan Environmental Management Plan (EMP) is drawn after identifying, predicting and evaluating the significant impacts on each component of the environment with a view to maximizing the benefits from the project. Post-project Environmental Monitoring programme is also delineated in the report.
1.9 GENERAL STRUCTURE OF ENVIRONMENT IMPACT ASSESSMENT REPORT Chapter - 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. Chapter – 2 Description of the This chapter provides the following details: Project . Type of project . Need for the project . Project location . Project details including associated activities required for the project.
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. Additional Studies Chapter - 3 Baseline This chapter presents the information on study area, Environmental information on existing environmental resources, Status findings of field studies undertaken to establish the baseline environmental status and has been organized into the following sub-sections: • Air Environment • Biological Environment • Noise Environment • Socio-economic Environment • Water Environment • Land Environment Chapter - 4 Assessment of This chapter details the identification, prediction and Anticipated evaluation of impacts on each resource. The impacts Environmental of “the project” are predicted using available Impacts & computer models during construction and operational Mitigation phase. The significance of impacts is determined Measures based on applicable environmental guidelines. It describes the overall impacts of the proposed project and identifies the areas of concern, which need mitigation measures. Chapter - 5 Environmental Technical aspects of monitoring the effectiveness of Monitoring mitigation measures (Measurement methodologies, Program frequency, location, data analysis, reporting schedules, emergency procedures, detailed budget and procurement schedules) Chapter - 6 Disaster It begins with identification of potential risk management Plan involving events and determination of the impact of each event and mitigate them. Chapter - 7 Benefits of Project This chapter explains the improvements in the physical infrastructure and social infrastructure and employment potential. Chapter - 8 Environmental This Chapter covers all the benefits for environment Cost Benefits of from the proposed project,t When compared to other Project transportation systems, railway transportation
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requires twice as much energy consumption, while road transportation requires ten times as much as sea conveyance. During the past few decades the world has become increasingly environmentally conscious and, with its lower energy consumption, marine transportation is obviously more environmentally friendly than other means Chapter - 9 Environmental This chapter provides recommendations for Management Plan Environmental Management Plan (EMP) including (EMP) mitigation measure for minimizing the negative environmental impacts of the project. Environmental monitoring requirements for effective implementation of mitigation measures during construction as well as operation of the project has also been delineated along with required institutional arrangements for their implementation. Budgetary cost proposed for pollution mitigation and environmental management are also provided. Chapter- 10 Summary of This Chapter summarizes the key issues and certain Observations and recommendations based on EIA study for successful Recommendations implementation & execution of the proposed project. Chapter - 11 Disclosure of the This chapter explains the names of the consultants Consultants engaged with the brief resume and the nature of the Engaged consultancy engaged.
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Figure 1- Environmental Studies
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CHAPTER 2 - PROJECT DESCRIPTION
2.1.INTRODUCTION The proposed project is for obtaining fresh EC for balance work of construction of 4th Container Terminal and Marine Container Terminal at JNP by M/s Jawaharlal Nehru Port Trust, Navi Mumbai, Maharashtra. The proposal for obtaining fresh ToR for balance work of construction of 4th Container Terminal and Marine Container Terminal at JNP was submitted to MoEF&CC on 17th May, 2018 for seeking Terms of Reference (ToR) in terms of the provisions of Environment (Protection) Act, 1986 for preparation of the Environmental Impact Assessment (EIA) Report and Environmental Management Plan (EMP). The proposal for grant of Terms of Reference (ToR) for the project „Environment Clearance for balance work of 4th Container Terminal & marine Container terminal M/s Jawaharlal Nehru Port Trust was considered by the Expert Appraisal Committee (Infra-2) in its 31st meeting held on 29-30 May, 2018 & following additional ToR was granted in addition to Standard ToR.
2.2. BACKGROUND OF THE PROJECT Environmental Clearance has been granted by MoEF & CC Vide letter No. 10-81/2008- IA-III dated 29th July, 2008. The port could not finalize the tender/concession (concessionaire) for the project during the validity time of EC the port has obtained extension of validity from MoEF& CC vide letter No. 10-81/2008-IA-lll dated 25th February, 2014 The port has awarded the work to the successful bidder M/s. Bharat Mumbai Container Terminal Pvt. Ltd. (BMCTPL) (subsidiary of PSA- Port of Singapore Authority). The work is to be carried out in 2 phases. Concession agreement was signed between BMCTPL and JNPT on 6th May 2014. The work of Phase I is completed along with 90 ha reclamation, 1km of quay and 5 approaches. MPCB raised query regarding reclamation using stone material instead of dredged material as mentioned in specific condition No. (vi) of Environment Clearance (EC). The amendment in Environmental Clearance was granted by the Expert Appraisal Committee (Infra-2) in its 27th meeting of held on 25th January 2018, along with condition to apply afresh for extension of validity of the Environmental Clearance.
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The application for Terms of Reference for fresh Environmental Clearance for Balance Work of Construction of 4th Container Terminal and Marine Container Terminal at JNP was submitted on 17.05.2018.
2.3. PROJECT DETAILS The ENTIRE construction of 4th Container Terminal and Marine Container Terminal at JNP by M/s Jawaharlal Nehru Port Trust, Navi Mumbai, Maharashtra involves – 1. Construction of 1000 m quay length for the new container terminal as Phase-I and an additional 1000 m quay length container berth as Phase-II and guide bund of 200 m 2. Construction of piled approach bridges to container berths and chemical berth, 3. Reclamation of 200ha of land behind container berth for backup facilities, 4. Construction of marine chemical berth of 600 m quay length with berth on two sides in Phase-II development of chemical handling and storage facilities, 5. Passenger landing jetty 6. Dredging all new berths and approach leading to berths and disposal of dredged spoil at designated dumping ground. After obtaining 1st Environmental Clearance for the project the construction work was started
2.3.1. Civil infrastructure Sr. Civil Infrastructure Phase I Phase II no. (i) Berth length 1000 m guide bund of 1000m and guide bund of 200 m 200 m (ii) Capital Dredging (-)15.0 m CD (-)15.0 m CD Maneuvering area (-)16.5 m CD (-)16.5 m CD Berth pockets (iii) Approach Trestles 05 Nos 05 Nos (iv) Reclamation 90 Ha 110 Ha (v) Connectivity Up to 6 lane Connecting road (4.8 km) up to connecting road Nhava Sheva Police Station (4.8 km) up to with 12 laned Nhava Sheva Additional Rail Container Police Station Depot for evacuation by Rail
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One Rail Container Depot for evacuation by Rail (vi) Other installations Building Infrastructure Building Infrastructure & Gate & Gate Complex etc. Complex etc.
2.3.2. Marine Facilities 2.3.2.1. Navigational Channel The depths in various sections of the navigational channel of Mumbai Harbour and JN Port Channel are given below: Channel Section Phase-I Depth
(m CD)
A-B (-) 15.9
B-C (-) 15.7
C-D (-) 14.9
D-E (-) 14.7
E-F (-) 14.7
Emergency Anchorage (-) 16.5 Berth Pockets (-) 16.5
2.3.2.2. Capital Dredging Plan The design depth in the manoeuvring area Fourth Container Terminal and access from the navigational channel will be dredged to (-) 15 m CD. The design depth in the berth pockets will be (-) 16.5 m CD. However, the berths of the proposed 4th Container Terminal should be designed such that future deepening of berth pockets to (-) 18.2 m CD is feasible.
The boreholes carried out by M/s DBM in the proposed manoeuvring area show that no rock is expected to be encountered at the design dredge level and therefore no rock dredging has been considered anywhere in the manoeuvring area or berth pockets.
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2.3.2.3. Navigational Aids Additional navigational aids which will be required for the operation of the fourth container terminal are as follows: Buoys to mark the boundaries of the dredged harbour basin. Transit lights to guide in the berthing of vessels laterally. Tug Assistance The buoys for making the boundaries of the dredged harbour basin leading to the fourth container terminal shall be solar powered, 3 in nos. at least 3 nos of transit lights to guide in the berthing vessels laterally. In addition to these aids, lights will be required to mark the corners of the proposed berths. At present, for berthing and de-berthing, JNPT pilots assists the vessel from anchorage point upto the JNP channel opposite to the existing berth from where tug assistance for the ships is given by JNPT for leading to the berths. It is presumed that the same practice will continue in future for vessels with a capacity of 12500 TEU. Tugs of higher capacity will be required in future.
2.3.3. ONSHORE FACILITIES 2.3.3.1. Container Stackyard A revised layout of container stackyard for each operator has been worked out. The ground slots provided for each operator are about 13392 TGS which will be adequate to handle the cargo of 2.4 million TEU each. For this container stack yard, area of 62 Ha is provided for each operator which includes internal service roads, administration building, canteen, workshop, substation etc. The revised layout has 6 (5 + 1 for over dimensional cargo) gates of incoming and 6 gates for outgoing trucks for each operator. These exit gates opens into a 12 lane road which diverts the trucks to Rail Container Depot and evacuation from port area to Jashkar village where it joins with national and state highways.
However, the area required for the container stackyard and total ground slots have also been worked out bottom up on the following basis: The average dwell time of each container at the container yard has been taken as 3 days for all type of containers (loaded, empty and reefer). Factor for the additional dwell time is 1.25. Average stacking height has been considered as 2 for reefer containers (max height 3), 3 for loaded containers (max height 5) and 4 for empty containers (max height 6).
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► Total area required per ground slot has been considered as 36 m including safe clearances between containers, space for tractor trailer movements and RTG tracks. ► Out of the total no of containers, the percentage of loaded, empty and reefer containers have been taken as 80%, 15% and 5% respectively which is normally the case in Indian scenario. On the above mentioned basis, the no. of ground slots and area required at container yard has been estimated and presented in the table below:
4th CT Throughput Total ground Total ground Total area Total Area (TEU) per spots required slots provided required (Ha) provided (Ha) annum Phase I 2400000 13329 13392 48 62
Phase II 2400000 13329 13392 48 62
2.3.3.2. Rail Container Depot The revised layout shows proposed RCD for two operators for accommodating double stack long haul train of 1.5 km long. There are four lines of 1.5 km for each operator, out of which one being engine escape line. The proposed train connectivity ensures 13 movements each way each day for each operator. A normal railway container rake consists of 45 wagons. Under double stack arrangement, each wagon carries 2-20 ft and 1-40 ft containers. Thus, each normal rake carries 180 TEUs (1-20 ft container load is equivalent to 1 TEU). Annually it will mean a traffic figure of 0.0657 million TEU per train per day. The two terminals of 4th Container Terminal each are expected to generate container traffic of the order of 2.4 M TEU. With plan to run 50% of this traffic through rail, the railway system has to be designed to carry 1.2 MTEU of traffic. It will mean running of 19 trains on the average each way. In case of long haul trains, this number will reduce to 19/2, say 10 trains. In peak hour, it is expected to increase to 13 no. of trains. Each line can deal 5 trains a day, with 4 hours as the loading time. Thus 3 lines will suffice. One additional line is to be provided as engine escape line. The above calculation is based on the fact that only empty trains will be received in the container yard and all of them would be loaded. However, to receive loaded rakes for evacuation in the yard, one additional line will be required for 5 such rakes or less, requiring evacuation in the JNPT container yard. Each railway corridor will be designed to have the following features: Four rail lines, 1500m to accommodate future needs including electrification of the top end.
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Tracks for 6 RMGCs to straddle the four rail lines. Lane road has been provided in the middle of the two marshalling yards to facilitate the loading – unloading activities of the wagons with the RMGCs. An “engine escape” line. This is will be connected to the existing rail port lines to facilitate transfer of diesel shunting engines to other terminals.
2.3.3.3. Internal Roads, Parking Area, Buildings The revised layout shows internal service roads, Buildings, parking for administration building with in the terminal area for each operator. For parking of tractors and trailers, an area of about 7.5 Ha is provided outside the terminal area as indicated in the layout. The total area provided for internal roads, buildings and parking comes out to be 26 Ha per terminal.
2.3.3.4. Landscaping 10 Ha land has been allotted for landscaping. This includes open spaces which could not be utilized for commercial purpose. 2.3.4. EQUIPMENT Rail Mounted Quay Cranes (RMQC) – At least 12 Nos. for both Phase I & II Rubber Tyred Gantry Cranes (RTGC) – At least 36 Nos. for both Phase I & II Rail Mounted Gantry Cranes (RMGC) – At least 04 Nos. for both Phase I & II Tractor Trailers – At least 120 Nos. for both Phase I & II
2.3.5. TRAFFIC AND VESSEL FORECAST The container traffic and vessel forecast as estimated by CES in 2006 has not been considered for the purpose of facility planning and financial analysis as five years have elapsed since then and the same requires updating. TCE in consortium with Ernst & Young have carried out a traffic and vessel size forecast as a part of the feasibility study for the proposed Phase II capital dredging of the navigational channel to accommodate 10,000 TEU+ vessels in 2012. This being a more recent forecast is considered to better reflect the changes since 2006 and is therefore considered for the present study. The same is presented as follows: -
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2.3.5.1. Container Traffic Forecast
The container traffic forecast at JNPT carried out in 2012 is presented below: - Table 3 -Container traffic projection – JNPT Year Container West coast %age JNPT MbPT Other Container JNPT & MbPT traffic Traffic container share of Competitive Traffic (In M-TEU's) share Scenario (M TEU's) traffic west coast ports JNPT MbPT Total S1- S2- S3- (M TEU's) ports 45% 50% 55% 2011-12 10.02 7.33 73% 58.9% 0.8% 40.3% 4.32 0.06 4.38
2012-13 11.75 8.7 74% 47.5% 1.0% 51.5% 4.13 0.09 4.22 3.91 4.35 4.78
2013-14 13.04 9.6 74% 47.5% 1.0% 51.5% 4.58 0.10 4.68 4.34 4.82 5.31
2014-15 14.45 10.7 74% 47.5% 1.0% 51.5% 5.08 0.11 5.19 4.81 5.35 5.88
2015-16 15.99 11.8 74% 47.5% 1.0% 51.5% 5.62 0.12 5.74 5.32 5.92 6.51
2016-17 17.86 13.2 74% 47.5% 1.0% 51.5% 6.28 0.13 6.41 5.95 6.61 7.27
2017-18 19.92 14.7 74% 47.5% 1.5% 51.0% 7.00 0.22 7.22 6.63 7.37 8.11
2018-19 22.19 16.4 74% 47.5% 1.5% 51.0% 7.80 0.25 8.05 7.39 8.21 9.03
2019-20 24.69 18.3 74% 47.5% 1.5% 51.0% 8.68 0.27 8.95 8.22 9.14 10.05
2020-21 27.45 20.3 74% 47.5% 1.5% 51.0% 9.65 0.30 9.95 9.14 10.16 11.17
2021-22 30.49 22.6 74% 47.5% 1.5% 51.0% 10.72 0.34 11.05 10.15 11.28 12.41
2022-23 34.00 25.5 75% 47.5% 2.0% 50.5% 12.11 0.51 12.62 11.47 12.75 14.02
2023-24 37.87 28.4 75% 47.5% 2.0% 50.5% 13.49 0.57 14.06 12.78 14.20 15.62
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2024-25 42.16 31.6 75% 47.5% 2.0% 50.5% 15.02 0.63 15.65 14.23 15.81 17.39
2025-26 46.90 35.2 75% 47.5% 2.0% 50.5% 16.71 0.70 17.41 15.83 17.59 19.35
2026-27 52.13 39.1 75% 47.5% 2.0% 50.5% 18.57 0.78 19.35 17.59 19.55 21.50
2027-28 57.91 43.4 75% 47.5% 2.0% 50.5% 20.63 0.87 21.50 19.55 21.72 23.89
2028-29 64.29 48.2 75% 47.5% 2.0% 50.5% 22.90 0.96 23.87 21.70 24.11 26.52
2029-30 71.34 53.5 75% 47.5% 2.0% 50.5% 25.41 1.07 26.48 24.08 26.75 29.43
2030-31 79.11 59.3 75% 47.5% 2.0% 50.5% 28.18 1.19 29.37 26.70 29.67 32.63
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2.3.5.2. Vessel Call Forecast Container vessel forecast The future vessel break up at JNPT would be dependent on vessel sizes deployed globally particularly on Europe Asia route and the current vessel composition at JNPT. Analysis of the current vessel composition, global fleet projections and anticipated call frequency enables estimation of future traffic composition at JNPT & MbPT (Mumbai Port Trust). It is expected that after completion of phase II dredging, JNPT can be able to handle larger vessels above 10,000 TEU capacities. The overall fleet composition at JNPT & MbPT is presented below. Table 4 - Expected container vessel composition at JNPT & MbPT Vessel Type 2015-16 2016-17 2017-18 2020-21 2024-25 2029-30 2030-31 Feeder (Up to 1000) 45.56% 44.94% 44.33% 42.55% 40.30% 37.70% 37.21% Handy (1000 - 1999) 19.63% 19.67% 19.70% 19.80% 19.93% 20.08% 20.11% Sub - Panamax 9.30% 9.35% 9.41% 9.57% 9.78% 10.02% 10.06% ( 2000 – 2999 TEU) Panamax 3.92% 3.94% 3.95% 3.99% 4.05% 4.11% 4.12% (3000 – 4000 TEU) Post - Panamax 14.65% 14.96% 15.27% 16.18% 17.33% 18.66% 18.91% ( 4000 – 7999 TEU) Post - Panamax 3.51% 3.63% 3.74% 4.08% 4.50% 4.98% 5.08% (8000 & 10000 TEU) 10000- 13500 TEU 2.45% 2.51% 2.56% 2.73% 2.93% 3.17% 3.22% 13500 – 15000 TEU 0.61% 0.62% 0.64% 0.68% 0.73% 0.79% 0.80% 15,000+ TEU 0.38% 0.39% 0.39% 0.42% 0.45% 0.49% 0.50%
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2.4. PROJECT LOCATION
Figure 2 - Google Image showing Project Location 2.4.1. Connectivity to Fourth Container Terminal
2.4.1.1. Rail Corridor The Rail Container Depot will be connected to the port railway marshalling yard. The average rail traffic to the FCT will be 10 trains each way for each terminal. These double haul railway lines are separated by a patch of “common road area” which will be utilized for loading and unloading of containers by RTGCs. An 8 km railway line is proposed to be constructed up to Jasai Yard. This will be taken up by JNPT through Indian Railways and hence not part of the project scope.
2.4.1.2. Road Corridor At present the 75% throughput of the port is being handled by road and the remaining 25% by rail. Although rail corridor was planned to evacuate 50% of cargo, thereby leaving 50% to be evacuated by road, however, as regards planning of road corridor, it is assumed that almost 85% of the projected traffic of the 4th CT (to be taken as worst-case scenario) will be handled by road to provide utmost flexibility to JNPT and avoid congestion. There will be a 12-lane road corridor dedicated for connecting JNPT to state and national highway. A total of 20 nos of gates (12 for each terminal) will be designed for security checks.
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Table 5 - Road Density Calculation
ROAD DENSITY CALCULATION
Total Throughput of FCT TEU 48,00,000
Expected evacuation by road for the % 85% purpose of road corridor planning No of Days in a year 365
Traffic per day TEU / day 11178
No of operating hrs per day assumed hrs 24
Traffic per hr TEU / Hr 466
Truck movement per hr 2 truck movement 932 Truck movement per min 15.5 (say 16)
For a 12-lane evacuation road, this works out to a traffic density of 1.3 trucks per minute which is considered as acceptable. For a 12 lane evacuation road, this works out to a traffic density of 1.3 trucks per minute which is considered as acceptable. However, it must be noted that the only road corridor till Jaskar village is considered within the scope of this project. It is understood that the connectivity from Jaskar village to state and national highway will be taken up as a separate project either by JNPT or other nodal body appointed for the work. JNPT to ensure it is a parallel activity.
2.5. UTILITIES AND OTHERS 2.5.1. Power Requirements For operators of the FCT, power shall be drawn from MSEDCL (Maharashtra State Electricity Distribution Co. Ltd) via 220kV overhead transmission lines from their nearest sub-station which is about 10 km away from the proposed JNPT FCT site. The existing 220kV switchyard (Two main and transfer scheme) is having two nos. 220kV/33kV, 25MVA transformer supplying power to existing 3 terminals. The total electrical power requirement for the proposed 4th container terminal is estimated to be 60MVA (As 30MVA for each of the two terminals of 4 Container Terminal). Capacity of existing transformers is inadequate to meet additional demand for 4th container terminal. The existing 220kV switchyard has space and provision for expansion of 220kV supply for 4th container terminal. Hence, additional transformer of 220/33kV,
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60MVA shall be installed by adding 3rd 220 kV Transformer Bay. It is proposed to install two additional 60MVA transformers, one for normal and another for standby. Transformers shall be provided with On-Load tap changer with RTCC panels to take care of low voltage. Quay cranes (Super Post Paramax Cranes) & RMGC are envisaged to be operated at 11 kV supply. Hence one 33/11 kV substation shall be installed in each of the two terminals of 4th Container Terminal. In each 33/11 substation there shall be 2 nos 30MVA transformers. During normal operation each transformer shall feed 50% of the load and during failure of any one of the transformers, the existing transformer shall feed the entire load. Also 5 nos. of 11kV/433 V substations shall be installed for each of the two terminals making in total 10 nos 11/.433kV 1250 kVA transformers. Normal Supply to REEFERS & lighting in container area shall be provided from 33kV Sub-distributed stations by stepping down voltage from 11kV to 0.433kV through 5 no. 11/0.433kV 1250 kVA transformers. For lighting of container area high mast lights and for roads street lights shall be 5 no.s of 1600kVA DG sets shall be provided in each of the two terminals for emergency power back up for REEFER units as well as emergency lighting. 2 no.s 11/0.433kV 1250 kVA transformers shall be provided for unloading arm, pump house and jettey and approach trestle lighting.
2.5.2. Fire Fighting Requirements As the 4th Container terminal now proposed is to be developed further south of BPCL‟s existing terminal without shifting the present location of the latter, the Fire Fighting system now designed is exclusively for two operators of 4th Container terminal only. Two separate modules of fire fighting system are provided for each operator of the Container Terminal. The system will cover Berth, container stack yard, approach trestle, rail terminal and buildings. The system comprises of: a) Fire water pump room with a dedicated Water storage tank of adequate capacity. b) Pressurized Hydrant system for all areas with pumping scheme comprising of fire water pump (1W + 1S) and jockey pump for line pressurization. c) Portable fire extinguisher for certain areas such as buildings. The system is designed as per TAC / NFPA / NBC Standards.
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2.5.3. Other Additional Requirements
It is also being envisaged that the BOT operator would invest in the following utilities so as not to depend upon JNPT‟s set up for corresponding services. 1. ISPS 2. Air and water quality monitoring equipment. 3. Multi utility vessel, which will function as mooring launch and pollution control vessel. 4. Fixed and mobile container Scanners.
2.6. CONSTRUCTION OF NEW CONTAINER BERTH Construction of 1000 mtrs quay length in Phase-I and an additional construction of 1000mtrs quay length container berth in Phase-II with an orientation of 60o North both for handling container vessels only. Reclamation of 200 hectares of land for developing container yards, roads and rail connectivity and other facilities is also envisaged in the project. It is estimated that container handling capacity after expansion of terminals would be 60 million Tonnes (ie. 4.8 million TEUs)
2.7. CONSTRUCTION OF NEW MARINE CHEMICAL BERTH Construction of chemical terminal of 600 mtrs quay line for handling A, B, C class liquid cargo (Class 'A' chemicals are those, which have „flash point‟ below 230C, Class „B‟ chemicals are those which have flash point within the range of 230C to 650C and Class „C‟ chemicals are those which have flash point 650C and above) and an additional construction of 600mtrs of quay length liquid cargo berth which is parallel to the first chemical berth are envisaged in the proposed project. There is existing 390 m Liquid cargo facilities of BPCL. It is estimated that the liquid handling capacity after development of chemical terminals would be 15 million Tonnes. Location of the terminals is given in Figure 2.
2.8. THE RECLAMATION PROCESS The area will be reclaimed in two phases spanning for about 5 years. The reclamation will be done using quarry material to be borrowed from existing quarries in and around the port, which are 20 to 25 kms away from the port and the existing road network will be used for transportation of this quarry material. The stones for construction shall be obtained from existing licensed quarries. The stones shall be transported in the covered trucks or boats and shall be ensured that no spillage takes place. All construction vehicles are covered with tarpaulin. Water is being sprinkled periodically to avoid dust emission.
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Table 6 - Reclamation details
Land Use (Reclamation) Phase I Phase II (Ha) (Ha) Container stack yard including Internal road, buildings, Admin 62 62 Parking etc.
Stockyard evacuation corridor including buildings, gates and 12 12 road corridor to RCD
Common Area Two Rail Container Depot including 8 lane road corridor in 16.5 between Evacuation Road 23.5
Parking area outside terminals 9
Open space (landscaping) 10 Grand Total 207
2.9. DREDGING PROCESS The excavation carried out in either shallow or fresh waters with the aim to gather up the sediments located in the bottom to dispose them off at another place is called Dredging. Find out about different types of dredgers used in the maritime industry. The dredging of maneuvering area is required to handle vessels of 12,500 TEUs with draft more than 15 m. The sediments might be gathered for purposes like: making the water navigation or fishing easier in shallow waters for replenishing the sand on public beaches which might have undergone severe coastal erosion Removal of contaminants from the sea bed Reclamation of areas damaged by oil spills or natural calamities Creation of new harbors Although dredging can have very harmful effects on the marine and aquatic environment, in some situations it may be the only option available. The device used for excavation and scraping of the sea bed is called the Dredge and the ship or vessel a dredge is fitted to is known as a Dredger, although these terms now days are used interchangeably.
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Broadly the types of dredgers are classified into three categories; Mechanical dredgers which are suited for working in confined areas and are useful for removing the hand-packed material or debris, Hydraulic dredgers which work on the principle of adding large amounts of process water to change the original structure of the sediments, and Other dredgers which do not fit in to the above two categories. Whether mechanical or hydraulic, the different types of dredgers that helps in removal of the seabed sediments
2.9.1. Various Dredging Techniques a) Trailer Suction Hopper Dredgers Suitable mostly for harbor maintenance and pipe trenching, a hopper dredger is a self- propelling vessel that holds its load in a large onboard hold knows as the hopper. They can carry the load over large distances and can empty it by opening the bottom doors or by pumping the load offshore. Hopper dredges mostly dredge the soft non-rock soils and because of their high production rates can carry out land reclamation projects easily.
b) Cutter Suction Dredger CSD, as they are normally called, have a cutter head at the suction inlet which helps to loosen the earth and take it to the suction mouth. Used for hard surfaces like rock, CSDs suck up the dredged soil with the help of wear-resistant pump and then discharge it through a pipeline or a barge.
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c) Bucket Ladder Dredgers The bucket ladder dredgers use a series of buckets that are mounted to a wheel, which then using mechanical means pick up the sediments. They can be used for wide variety of materials including soft rock material and are powerful enough to rip out the corals as well. But because of their low production, high level of noise and the need for anchor lines, their use has hugely diminished in the recent times.
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d) Backhoes Like some onshore excavators, Backhoe dredgers have a digging bucket attached to it which digs through a wide range of materials and when it is excavated it‟s brought out and placed on the onboard barges. Although they have few limitations where deep dredging is concerned but with some recent modern dredgers, deeper excavation is made quite easy.
e) Grab Dredgers A revolving crane, fitted with a grab, placed on a hopper vessel or pontoon is known as a grab dredger. As the name suggests, it picks up the sediments at the seabed with a clam grabbing motion and discharges the contents. Often used for excavating bay mud it also is useful to pick up clays and loose sand.
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f) Water Injection Dredger Often used for environmentally sensitive projects, water injection dredgers work by fluidizing the material by pumping water into the bed material. Once it is fluidized it is either moved by a second burst of water or is carried away by natural current.
2.9.2. Dredging Operation at Project Site As per new to for Balance work of 4th Container Terminal and Marine Container Terminal (Phase II) Approx 100 Ha area dredging up to 16.5 m below CD for berth pocket and 15 m below CD for maneuvering area and quantity of dredge material will be about 15 million Cu.m.
Dredging will be done by trailer suction hopper dredges and/or grab dredgers, depending on the resource available by the contractor. The baseline data collected doe the benthos reveals that the sediment dwellers are not rich and significant. Hence removal these sediments during dredging will not produce any significant impact on marine ecosystem. The impact associated with dredging operation are increase water turbidity, release of large quantities of trapped nutrients and organic materials, loss of material during transport to the surface, overflow from the dredger while loading and loss of material from the dredging during transport. But these impacts are temporary and lasting for the period of dredging only. The short-term effect on
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marine environment may be expected are clogging of the gills of aquatic organism with silt, reduced light penetration, depletion of dissolved oxygen content etc. the heavy metal concentration in the sediments reveals that these are not contaminated or heavily polluted. Moreover, there is no fishing allowed in harbour area. Hence health impacts on human beings due to release of trapped heavy metals in water during dredging may be of any concern as no human being is consuming sea food of this area. A flat slope of 1:8 can be given on approach channel side so that no Construction of bund and filling of soil materials are done sequentially. Filling of materials in the area will be done in such a manner that always certain length (around 40m) of the bund will be kept unfilled at each cycle of operation. This extended of the bund will prevent the entry of turbid waters into main stream. Dumping will commence from landside of the area to be reclaimed can proposed towards the bund. This will enhance the settlement of dispersed soil particles in the water within the area and hence there will not be any dispersion of soil material to the main stream during reclamation. Since mechanical dispersion is temporary phenomenon it may not have significant environmental impact on marine ecosystem. JNPT has obtained environmental clearance from MoEF&CC, New Delhi for the proposed reclamation of 200 Ha of land letter No. PD/26018/4/98-PDZ (CRZ) dated 10/11/1998.
2.9.3. Disposal of dredged material The selection of proper dredging equipment and techniques is essential for economical dredging while selection of proper disposal method determines the environmental impact of dredging. Thus selection of proper disposal methodology is also very essential for sustainability of the work. The most commonly followed methods of disposal are: Disposal into the open water Disposal in confined area Beneficial use The proposed berths will have a deposition of 1.2m per annum and an annual maintenance dredging of 1.0 million m3. The effect of dredging on water quality is explained earlier. The dredged spoil in the maintenance dredging will also be disposed in dumping site DS3 the effect of dredged spoil disposing on water quality is also explained earlier.
2.10. BACKGROUND OF THE ACTIVITIES Construction of 1000 m quay length in phase I and an additional construction of 1000m quay length container berth for handling container vessel only in phase II. Also guide bund of 200 m is considered.
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Reclamation of 100 hectors of land for developing container yards, roads and rail connectivity and other facilities is also envisaged in the project. Construction of chemical terminal 600m quay length in Phase II for handling A, B, C class liquid cargo.
The project activity 7(e) as per EIA notification dated 14th September 2006 was “Ports and Harbors”. As per amendment in EIA notification dated 1st December 2009, the activity was substituted as “Ports, Harbours, breakwaters and dredging”. Thus, the dredging activity falls under 7(e) as per EIA notification. The EIA for the sand dredging is prepared as per the guidelines of EIA notification.
2.11. PROJECT LAYOUT & BACKGROUND
Figure 3 - Layout Plan of Proposed 4th Container Berth & Chemical Berth at JNPT
It is envisaged from various studies that the port would be required to handle the Container traffic to the tube of 8.0 millions TEU‟s in year 2015-16. In order to handle the traffic after re-developed of Bulk Terminal into Container Terminal, further terminal facility will be required. In view of this, Port is planning to develop fourth container terminal on BOT basis. The activities of the project are as follows.
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The main activities of the project are: 1) Construction of a Container berth and 2) Construction of a Marine Chemical berth. The detailed description of the activities are explained as follows.
Construction of new Container berth Construction of 1000 m quay length in Phase-I and an additional construction of 1000 m quay length in phase II container berth for handling container vessels only. Reclamation of 200 ha of land for developing container yards. Roads and rail connectivity and other facilities are also envisaged in the project. It is estimated that container handling capacity after expansion of terminal would be 60 million Tonnes (i.e. 4.8 millions TEU‟s)
Construction of new Chemical berth Construction of chemical terminal of 600m quay length with both side berthing in Phase II for handling A,B,C class liquid cargo (Class „A‟ chemicals are those, which have „flash point‟ below 23oC,Class „B‟ chemicals are those which have flash point within range of 23oC to 65*C and Class „C‟ chemicals are those which have flash point 65*C and above) and an additional if 600m of quay length liquid cargo berth which will be parallel to the first chemical berth are envisaged in the proposed project. Reclamation of 100 hectares of land for tank farms behind the proposed container yard is also envisaged in the proposed project. Construction of berths and acquisition of equipment will be made on BOT basis. It is estimated that the liquid handling capacity after development of chemical terminal would be 15 million Tonnes. Location of the terminal is given fig this is a rapid EIA report based on the information and data collected as per MoEF&CC‟s guidelines. The report reviews the environmental status of the project are based on environmental monitoring data collected for three months (August, 2004 to October, 2004). The report also provides estimates of the pollution that will be caused by the proposed actions. The specific objectives of this report are to:
Describe the existing environment Estimate the likely impacts of the proposed projects Suggest mitigation, protection and enhancement measures, if necessary
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Additional Constructions a.1) Construction of 1000m quay length container berth Construction of 1000m quay length container berth on the south side of existing liquid cargo jetty is an additional construction. Physical modeling studies were conducted to determine its alignment and orientation in order not to affect flow pattern of the harbour water body due to construction significantly. Simulation models were run with alignment of new berth parallel to the proposed marine chemical berth at 600 orientation and found that flood angles deviate from its flow pattern by 5o off to 5o on while ebb flow deviate by 10o off as shown in Figure 13. These deviations are marginal variations only compared to existing flow pattern of the water body and so the proposed berth can be oriented to 60o North and can be constructed as container terminal. a.1.1) Approach channel dredging and a 78m wide pocket dredging Mathematical model studies were carried out for flow modeling and estimation of siltation rates. The berth pocket area and approach to this berth (manovering area) are required to be dredged to –16.5m and –15m below Chart Datum (CD). The silt deposition pattern and annual maintenance dredging requirement were studied through the model and depicted in Figure 14. The proposed area to be dredged is 0.12Sq.Km involving a capital dredging of 1.3million m3. The silt deposition rate would be 1.3m per annum with an annual maintenance dredging of 0.2million m3. b.1) Construction of 600m quay length offshore chemical berth Construction of 600m quay length off shore chemical berth parallel to the first chemical berth towards main channel. The approach trestle of first chemical berth will be extended to connect this berth. Physical modeling studies were conducted to determine its alignment and orientation in order not to affect flow pattern of the harbour water body due to construction significantly. Simulation models were run with alignment proposed as above. It was found that during flood flow, the flow bifurcates in two streams, part of flow goes to Uran mud flat area while the remaining flow enters the Port area. As the solid bund is up to –2m contour only, the flow in the JN Port channel is not disturbed. Due to solid bund of the reclamation, the flow is better guided at the existing and proposed berths. Also observed that flood flow bifurcates into two streams due to Elephanta Island, a part of the flow going to Butcher channel while the remaining goes to JN Port channel. During ebb flow, the two streams meet and an eddy is formed on the south of Elephanta Island. The strength of current is very week due to eddy formation in ebb tide and hence off angle will not have any adverse effect on
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berthing. 600m quay length chemical berth is used for two side berthing in the model and it is observed that the flood flow direction vary from 20o to 50o to the North, while ebb flow direction vary from 225o to 235o N. When it is oriented at 55o N, flood flow made an angle 5o on and 5o off while ebb flow made 10o off. Due to formation of eddy, the ebb current strength would be less and therefore berthing of vessels on both side may not be a problem. b.1.1) Approach channel dredging and a 78m wide pocket dredging on both side of chemical berth The mathematical model was run to evolve the flow pattern for the proposed dredging. The proposed area to be dredged is 1.6Sq.Km, which involves additional capital dredging of 13.5million m3. The flow pattern and silt deposition rate obtained in the models are shown in Figures 16 and 17. The silt deposition rate would be 1.03m per annum with an annual maintenance dredging of 1.8million m3
Total dredging in all phases All the proposed developments envisaged in the project together involve a total capital dredging would be about 22million m3 and annual maintenance dredging would be 6 million m3.
2.12. PORT HARBOUR DEVELOPMENT ACTIVITIES 2.12.1. Proposed plan of action The port is planning to execute the following development projects: Marine Chemical terminal for Liquid Cargo Berth: Salient Features: 1. Construction of 600 m quay length, with two side berthings 2. Development of chemical handling facilities 3. Dredging at berth and approach channel leading to berth and Disposal of dredge spoils at designated dumping site DS-3 4. Reclamation 5. Other port related infrastructures Back-up area for Tank Farms: 100 Ha. 1. Total 5 Nos of piled approach bridges to be construct in Phase II chemical berth 2.12.2. Widening of port roads from Container and Bulk gate to the junction near ROB- Karal and up to JNP‟s CFS:
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Salient Features: 1. Widening of an existing four lane road to eight lane road 2. Construction of parking areas 3. Construction of new road from JNP‟s CFS to state highways SH-54
2.12.3. Development of 4th Container Terminal: Salient features: 1. Construction of 1000 m quay length for the new container terminal in Phase-I and another 1000 m in Phase-II. 2. Construction of piled approach bridges to container berth 3. Reclamation of 200 hectares of land behind container berth for back-up facilities such as container yards, roads, rail connectivity etc. Out of 200 Ha of land 110 ha land Reclamation was completed in Phase I- and 90-Hectares land Reclamation is pending in Phase II. 4. Dredging at berth and approach channel leading to berth and its Disposal of dredge spoils at designated dumping site DS-3 5. Other port related infrastructures
2.12.4. Improvement of road connectivity: Salient features: 1. Doubling of existing rail track from JN port to Panvel station. 2. Rail Container Depot for evacuation by Rail
Extension of Container berth and other facilities: 1. Extension of existing container (NSIGT) berth by 330m 2. Construction of piled approach bridge leading to berth. 3. Reclamation of 27 hectors of land inside Navha creek for back up facilities. 4. Extension of Guide bund by 160 m towards water side at Navha Creek. 5. Construction of 50 m length finger jetty and deepening of container jetty.
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Latitude 18o5643 North and Longitude 72o5624 East along the eastern shore of Mumbai harbour, south – east of Elephant Island.
Figure 4 - Proposed Dumping Ground Location DS3
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Figure 5 - Project Map
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Figure 6 - CRZ Map of JNPT as per CRZ notification 2011
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Dispersion studies were carried out by CWPRS (Central Water and Power Research Station) for site DS3 to ascertain the suitability of the site as a dumping site. This site was located at about 8.5 km from existing channel entrance. The dispersion model was run for this site with tidal currents and with continuous dumping of dredge material at the specified rate, a sustained dispersion was obtained after about 3 days of real time. The results of the dispersion model were represented in Fig. No. 2.11. from the figure, it is clear that the maximum concentration near the dumping location would be about 0.12g/l. the area of sustained spread of the material as observed on the mathematic model is about 186 km2. The results clearly indicate that the dumped material does not enter into the proposed navigational channel or any other area near the shore.
Figure 7 - Dispersion Material from Dumping Site DS3
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2.13. ALTERNATIVE-I a. Extension of berth on the south of BPCL berth by 700m Physical model studies have been carried out on the existing Mumbai harbour model having scales of 1:400 Horizontal and 1:80 Vertical. The model covers entire harbour area including JNPT area along with Thane creek, Panvel creek, Nhava creek and Dharamtar creek. A tidal model was developed to study flow pattern after extension of berth. A typical spring tide LW 0.41, HW 4.84 and LW 0.14 was generated to study the water current. The physical model was run for 700m berth in line with existing BPCL berth with an orientation of 41o to the North direction. The direction of tidal flow was computed for one tidal cycle of 17 minutes, ie. 8.5 minutes of spring tide and 8.5 minutes of neap tide for an actual tidal cycle of 12 hours and 25 minutes. It was found that the flood currents are deviated by 3o to 9o while ebb currents are deviated by 1o to 10 o as shown in Figure 8. This deviation in current flow is very negligible. Therefore, the extension of container berth in line with BPCL berth at 41o can be carried out. b. Approach channel dredging and a 78m wide pocket dredging Mathematical model studies were carried out for flow modeling and estimation of siltation rates. The berthing area and approach to this berth are required to be dredged to –16.0m and – 12.8m below Chart Datum (CD). The silt deposition pattern and annual maintenance dredging requirements were studied through the model and are depicted in Figure 8. The proposed area to be dredged is 0.26Sq.Km involving a capital dredging of 2.2million m3. The silt deposition rate would be 1.2m per annum with an annual maintenance dredging of 0.3million m3.
2.14. ALTERNATIVE-II a. Construction of 600m long chemical berth with both side berthing Physical model studies have been carried out on the existing Mumbai harbour model having scales of 1:400 Horizontal and 1:80 Vertical. The physical model was run for a simulated tidal cycle. The flow pattern was analysed at 0oN orientation of the proposed berth and the resulting flood angles varied from 55o to 63o and ebb angles varied from 221o to 243o. The flow pattern was again analysed at 60o N orientation of the berth and the resulting flood angle varied from 5o off to 3o on while ebb angle varied from 1o off to 3o on as shown in Figure 10. This deviation in current flow is very negligible. Therefore, the chemical berth can be oriented at 60o N.
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b. Approach channel dredging and a 78m wide pocket dredging Mathematical model studies were carried out for flow modeling and estimation of siltation rates. The berth will have navigational access by an approach channel from JNP channel dredged up to –15.0 m below CD and 78 m pockets on either side deepened up to –16.5 m below CD. The silt deposition pattern and annual maintenance dredging requirement were studied through the model and depicted in Figure 11. The proposed area to be dredged is 0.50 Sq.Km involving a capital dredging of 20.0 million m3. The silt deposition rate would be 1.25 m per annum with an annual maintenance dredging of 0.7million m3.
2.15. ALTERNATIVE -III This envisages execution of both the alternatives together. The mathematical model studies were carried out to evolve the flow pattern and annual silt deposition pattern due to the proposed deepening. The proposed area to be dredged in this alternative is 0.8Sq.Km involving a capital dredging of 7.0million m3. The flow pattern and the likely silt deposition rates as obtained from the mathematical model studies for this alternative are depicted in Figures 12 and 13 respectively. The proposed berths will have a silt deposition of 1.2m per annum with an annual maintenance dredging of 1.0million m3 to maintain the respective depths.
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CHAPTER 3 - BASELINE ENVIRONMENT STUDY
3.1. SCOPE OF WORK 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 The purpose of describing the environmental settings in the study area is: To assess the existing environmental quality, as well as study the environmental impacts due to the proposed project To identify environmentally significant factors or geographical areas that could preclude any future development. In order to investigate likely impacts due to commissioning of proposed project, the consultants, M/s Global Management & Engineering Consultants International carried out estimation of impacts based on data generated, secondary data as well as literature studies.
3.2. METHODOLOGY OF CONDUCTING STUDIES M/s Global Management & Engineering Consultants International, MoEF&CC approved laboratory were engaged to carry out environmental monitoring and analysis. The monitoring surveys of the study area (project area) were carried out for one season i.e. from September 2018 to November 2018. Environmental monitoring data of J N port form Jan 2017 to September 2018 was collected and summarized for consideration. 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 impact due to the setting of incineration plant on existing baseline of environmental parameter will be restricted and of temporary in nature these are further controlled and minimized by adopting various mitigative measures. Even during operational phase the impact on environmental settings will be negligible and will be controlled by adopting proper environment management plan (EMP) these aspects have been studied with reference to the proposed project and baseline data has been presented in this chapter. These details have been given in the following sections.
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EIA is often mandatory requirement for planning of infrastructure structures. The EIA determines the environmental consequences of the project prior to construction, assessment of environmental impact due to construction, its impact on existing baseline environmental parameters and also importantly on land use and socio-economic parameters. The entire data has been collected through actual physical surveys and observations, literature surveys, interaction with locals, government agencies and departments. This chapter describes the baseline environment settings in the area and will throw light, its effect on day-to-day environment.
3.3. BASELINE ENVIRONMENTAL STATUS In order to assess the existing environmental status in the project area, primary and secondary data on various environmental attributes viz. air quality, noise levels, water quality, soil, ecology, land use etc. have been collected and presented in the following paragraphs. The entire project area is divided in to various environmental segments in order to establish baseline environmental study. The various parameters studied during environmental survey at above locations are indicated in the following Table 7 Table 7 - Environmental Settings Sr. No Parameters
1. Air PM10, PM2.5, SOX, NOX, CO etc 2. Water(Marine) Salinity, Temp, pH, BOD, COD, DO, etc. 3. Noise Noise levels 4. Socio-economy Socio-economy status, population, literacy etc.
The secondary data was collected by visits to MET department and through literature surveys. The topography and meteorological conditions for the district has been discussed as whole while the environmental setting for air, water, noise and biodiversity studies were carried out for each part.
3.3.1. Location Latitude 18o5643 North and Longitude 72o5624 East along the eastern shore of Mumbai harbour, south – east of Elephanta Island.
3.4. METEOROLOGY The data below is from the secondary sources.
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3.4.1. Topography The entire area near the site is almost barren with little vegetation along the slope. Land use classification of the project area and its surroundings was undertaken using digital satellite data of IRS IC, LISS III sensor. The satellite data was procured from National Remote Sensing Agency (NRSA), Hyderabad and was processed at WAPCOS using image processing software. Ground truth verification studies were conducted in the month of April/May 2003, and the digital satellite data was processed for the land use classification.
3.4.2. Geology The region is seaward part of the geology of the Deccan traps that formed by the eruptions to rapidly cover a large part of the Indian Peninsula (at present extends over 500,000 sq. kms.) the volcanic eruptions around the Mumbai area occurred in shallow lagoon conditions and thus most of the lava flows. Due to sub-aqueous eruptions of the lava, the basalt was converted to spilite, as a result of the metasomatic changes. Some of the lava flows developed pillow structure and some became brecciate to form volcanic breccia. Such sub-aqueous volcanic breccia may be described as Hyaloclastic There was intermediate and acid rocks formed as trachyte intrusive and rhyolie flows.
At the project site the soil profile was composed of gravely silty clay (murrum), sand, marine clay and boulders lying on the highly weathered tuff and berrica layers of intertrappean shale The rock type encountered out there is spilite with upper theolitic basalt The rock type encountered in the adjacent harbour area is hyaloclasite The area lies is seismic zone III.
3.5. METEOROLOGICAL CONDITIONS The historical data collected from India Meteorological Department (IMD) and other secondary sources to represent the metrological conditions of the project area has been reviewed and presented below for various attributes such as Temperature, Wind, Cloud cover, Humidity, Rainfall, Cyclone, and Visibility The nearest IMD observatory to JNP is Mumbai, which is located at 18o54‟ N latitude and 72o 49‟ E longitude and details of the same are presented below.
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3.5.1. Climate The region experiences a tropical monsoon climate and has four distinct seasons as follows: Southwest monsoon season (June to September) - Main rainy season with very high humidity, low clouds and several spells of moderate to heavy rains. Post-monsoon season (October to November) - Frequency of severe cyclonic storms is the highest during this season. Winter season (December to February) - Fine weather and occasional morning mist or fog. Winter season (September to November) - A rise in air temperature with incidence of thunderstorms and cyclonic storms during the later part of the season.
3.5.2. Temperature India Meteorological Department (IMD) records indicate that the area experiences tropical coastal climate. The moderating effects of the nearby sea and the fairly high amount of relative humidity in the atmosphere have restricted the variability The seasonal variations of temperature follow closely the course of the sun. January is invariably the coldest month and May the warmest. With the onset of monsoon in early June there is a reversal of the temperature curve and the temperature during the period of monsoon remains very nearly uniform at about 270C The slight rise in temperature in October falls gradually till it reaches the coldest month in January. The temperatures vary from 11.70C to 40.6oC The mean daily maximum and minimum air temperatures along with the extremes for each month are as follows: Table 8 - Monthly Maximum and Minimum Recorded Temperatures Month Recorded Temperature (oC) Mean Daily Mean Daily Highest Lowest Maximum Minimum Maximum Minimum January 29.0 19.4 35.1 11.5 February 29.2 20.1 38.1 11.2 March 31.0 22.4 39.1 16.4 April 32.1 25.6 40.2 20.1 May 32.9 26.4 36.4 22.6 June 31.7 26.4 37.7 21.2 July 29.1 25.0 35.1 21.4
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August 29.3 24.4 32.1 21.6 September 30.8 24.1 35.4 20.2 October 31.1 24.2 36.2 20.4 November 32.2 22.1 36.0 17.5 December 30.7 20.7 35.9 12.2
3.5.3. Wind 3.5.3.1. Habitat Survey Latitude 15o N to 20 o N and longitude 70 o E to 75 o E Offshore wind data has been compiled by the IMD, based on ship observations in the area enclosed by Latitude 15o N to 20 o N and longitude 70 o E to 75 o E for the period 1986 to 2001. The yearly wind rose diagram based on these observations is presented in figure below.
Figure 8 - Wind Rose Data Offshore Of Jnp For The Period 1986 To 2001
From the above figure, it can be seen that the wind blows from the SW to N sector for 83% of the time and the predominant wind direction is north (45.7%) The wind speed is less than 15 m/s (54 km/hr) for 75% of the time and 20 m/s (72 km/hr) for 90% of the time. The % of occurrence of wind speeds is as follows: 0 to 18 kmph - 14.6 % 18 to 36 kmph - 32.4 %
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36 to 54 kmph - 27.5% 54 to 72 kmph - 15.0% 72 to 90 kmph - 7.0% 90 to 108 kmph - 3.5%
Latitude 18o N to 19o N and longitude 72.4o E to 72.5 E IMD have also made wind observations nearer to JNP and covering the location of the navigational channel in the area enclosed by Latitude 18o N to 19o N and longitude 72.4o E to 72.5 E The observed data indicates that the wind blows from the sector SW to North for 92% of the time and the wind speed is less than 15 m/s (54 km/hr) for 87% of the time and 20 m/s (72 km/hr) for 95% of the time The wind occurs from SW to W for 37% of the time and W to N for 55% of the time. The % of occurrence of wind speeds is as follows: 0 to 18 kmph - 48.6 % 18 to 36 kmph - 27.8 % 36 to 54 kmph - 11.1% 54 to 72 kmph - 7.0 % 72 to 90 kmph - 2.75% 90 to 108 kmph - 2.75%
3.5.3.2. Onshore Wind Onshore wind data is based on observations at the meteorological station of the IMD located at Colaba, Mumbai the near shore wind direction is as follows: Table 9 - Onshore wind direction Season Wind Direction SW monsoon (June-September) WSW to NW. West in July and August Post-monsoon (October-November) NW to NE Winter season (December – February) ENE to NNW Winter Season NW to North
An analysis of the data for prevailing winds shows that the percentage of occurrence of various wind speed is as follows:
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Table 10-Onshore Wind Speeds and % of Occurrence Speed (km/hr) % of Occurrence 6 18.0 % 8 29.5 % 10 16.0 % 12 22.0 % 14 12.0 % 16 2.5 %
Prevailing wind speeds are higher in the afternoons than in the mornings. During short periods in a day, the wind speed exceeds prevailing wind speed. The maximum wind speeds for various directions is presented in table below.
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Table 11 - Maximum Wind Speeds and Directions for Various Months (Kmph) Direction N NNE NE ENE E ESE SE SSE S SSW SW WSW W WNW NW NNW January 17 - - - - 10 12 16 - - 10 14 10 14 28 32 February 22 - - - 20 8 - - - - - 10 17 13 34 29 March ------12 10 13 33 21 30 April 19 ------7 13 15 24 24 34 May 16 - - - - - 12 12 9 - 11 22 16 28 38 10 June 8 - - - - - 48 48 32 - 36 16 30 41 30 20 July 15 - - - - 11 32 32 12 13 35 30 35 25 23 - August ------15 15 10 9 14 36 36 44 30 17 September 22 12 11 - 16 12 18 18 10 - 20 32 36 44 54 24 October 13 - 13 22 16 27 30 30 12 - 11 - 8 20 19 24 November 19 9 30 24 30 20 - - 5 20 20 8 18 32 30 22 December 12 - 28 18 34 10 - - - - - 8 11 16 26 18 Maximum wind occurs from NW during September and the recorded speed is about 54 km/hr.
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3.5.4. Humidity The humidity is moderate to high throughout the year with the mornings being more humid than evenings. The mean relative humidity for each month in a year measured during mornings and evenings is as tabulated below:
Table 12 - Mean Monthly Relative Humidity Mean Relative Humidity (%) Month Morning (0830 hrs) Evening (1730 hrs) January 71 62 February 71 61 March 70 61 April 71 64 May 71 62 June 80 77 July 81 84 August 82 81 September 81 82 October 83 74 November 72 64 December 70 63
The mean relative humidity during the non-monsoon season varies from 70-73% in the morning and 62-68% in the evening. With the onset of the southwest monsoon, there is a marked increase in the humidity which remains around 80-85% till October The humidity is less during December to February which is about 70% in the morning and 62% in the evening.
3.5.5. Cloud Cover The average number of days in each month with clear and overcast skies, the mean cloud amount and the mean number of hours of bright sunshine per day for each month of the year are as follows:
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Table 13 - Monthly Average Cloud Cover Month Average Cloudiness Mean cloud cover Mean No. of hrs Clear days Overcast days (Okta) of bright sunshine per day January 14 0 1.2 9.2 February 15 0 0.9 9.6 March 15 0 1.1 9.3 April 11 0 1.7 9.4 May 3 2 3 9.3 June 0 11 5.6 5.6 July 0 17 7.2 2.3 August 0 14 6.8 2.7 September 0 7 5.6 4.9 October 6 2 3 8.2 November 8 1 2 9.1 December 11 1 1.4 9.1
The skies are clear and lightly clouded from December to March with a gradual increase in cloudiness thereafter till May. With the arrival of the southwest monsoon in June, there is a sharp increase in cloudiness and skies are overcast for 12 days in a month on an average. This condition continues till September.
3.5.6. 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 annual rainfall in the region is about 1800 mm. The month-wise distribution of the average rainfall recorded for each month in a year is as follows:
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Table 14 - Monthly Average Rainfall Intensity Month Average Rainfall Average No. of Heaviest rainfall (mm) Rainy Days recorded in 24 hours (mm) January 4.1 0.3 49.3 February 2.0 0.1 41.7 March 1.5 0.1 34.3 April 1.5 0.1 37.3 May 18.3 0.8 126.2 June 464.8 14.2 408.2 July 613.4 22.2 304.8 August 328.9 18.2 287.0 September 286.0 12.6 548.1 October 64.5 3.0 148.6 November 17.5 0.8 122.7 December 2.3 0.3 24.4 Total 1804.8 72.7 -
The rainfall during southwest monsoon season accounts for about 94% of the annual rainfall. The onset of the southwest monsoon is generally around 1 week of June. On an average, there are 73 rainy days in a year, out of which about 67 days occur during the southwest monsoon season. Maximum rainfall occurs in the month of July (613.4 mm) and the number rainy days are about 22.
3.5.7. Visibility The visibility in the project area is generally good throughout the year, except for a few days during the winter season and during periods of heavy rain. On an average, the visibility is less than 4 km for about 18 days in a year.
Sea-level Atmospheric Pressure The sea-level atmospheric pressure ranges from 1001 Mb to 1013 Mb. The monthly variations in sea-level atmospheric pressure during mornings as well as evenings are as follows:
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Table 15 - Monthly Average Sea-Level Atmospheric Pressure Month Sea-Level Atmospheric Pressure (In Millibars) Morning (08:30 hrs) Evening (17:30 hrs) January 1015.2 1011.3 February 1019.2 1010.1 March 1012.7 1008.1 April 1008.1 1004.8 May 1007.1 1005.2 June 1004.5 1002.3 July 1002.2 1007.1 August 1006.2 1005.4 September 1005.3 1005.2 October 1005.2 1007.2 November 1010.2 1004.2 December 1012.4 1009.4
Depressions and Cyclonic Storms India Meteorological Department has classified the storm systems as follows: Depressions : Winds from 18-33 knots (33-61 kmph) Cyclonic storms : Winds from 34-47 knots (62-87 kmph) severe cyclonic storms: Winds above 48 knots (88 kmph) Based on the records of IMD from 1891 to 1994 (104 years), it is observed that a number of storms have crossed close enough to the study area affecting the area with strong winds, heavy rains and also moderate to high sea wave conditions. There have been 47 such storms during this period with 32 depressions, 6 cyclonic storms and 9 severe cyclonic storms. Season-wise distribution of cyclonic storms is as follows: Season-Wise Distribution of Cyclonic Storms Season Months of No. of Cyclonic system Occurrence Cyclones Pre-monsoon April & May 6 3 depressions and 3 severe cyclonic storms
SW monsoon June & 18 13 depressions, 2 cyclonic storms and 3 severe September cyclonic storms Post-monsoon October & 23 16 depressions, 3 cyclonic storms and 4 severe November cyclonic storms Wind speeds usually reach speeds of 30 - 40 knots (55-75 kmph) and during severe storms wind speeds reach up to 60 knots (110 kmph).
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3.6. OCEANOGRAPHIC INFORMATION 3.6.1. Waves The wave climate in the region has been established based on the studies carried out by the CWPRS. The findings of these studies are summarised hereunder The complete reports are available for reference with JNPT.
3.6.1.1 Offshore Wave Climate The offshore wave climate for normal wave conditions has been determined based on analysis of IMD‟s ship observed wave data (1968 to 2000) in the area enclosed between Lat. 15oN to 20o N and Long 70o E to 75o E The IMD data was analysed to arrive at the percentage of wave heights from different directions and the wave rose based on this analysis is shown in figure below.
Figure 9 - Wave Rose Data Offshore of JNP for The Period 1968 to 2000 The directions of predominant waves in the deep sea are from SW (32.87% of the time) and NW (37.4% of the time). The % of occurrence of wave heights in a year is as follows: 0 to 1 m - 53.5 % 1 to 2 m - 29.5 % 2 to 3 m - 11.7% 3 to 4 m - 4.5%
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4 to 4.5 m - 0.8% The wave height is less than 2 m for 83% of the time and the predominant wave period is 10 seconds.
3.6.1.2 Near shore Wave Climate The near shore zone is taken east of the 20 m contour, which is aligned roughly in the N-S direction at Long. 72o 39‟E. Normal Wave Conditions Wave rose diagram of the near shore climate is as follows:
Figure 10 - Wave Rose Diagram of the Near shore Climate
The predominant directions of normal waves in the nearshore zone are from the WSW, W, WNW, NW . The % of occurrence of wave heights in a year is as follows: 0 to 1 m - 53.5 % 1 to 2 m - 29.5 % 2 to 3 m - 12.5% 3 to 4 m - 3.9% 4 to 4.5 m - 0.6%
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Extreme Wave Conditions The extreme waves are from the WSW direction and extreme nearshore wave conditions are as follows: Table 16 - Extreme Near shore Wave Conditions Return Period Significant Wave Height Average Zero Crossing (Years) „Hs‟ (m) Period „Tz‟ (seconds) 5 4.3 9.0 10 4.4 9.0 25 4.5 11.0 50 5.1 12.0 100 5.4 12.5
Wave Conditions inside the Navigational Channel CWPRS have carried out model studies to determine the significant wave height in different sections (S1 through S12) along the approach channel by using the near shore wave data (20 m contour), both normal and extreme conditions, as input. Location S1 corresponds to the 16m contour. The near shore normal wave conditions used as input in the model studies are as follows: Table 17 - Input Near shore Normal Wave Conditions Wave Direction (oN) Wave Height (m) 247.5º (WSW) 3.0 270.0º(W) 4.0 292.5º(WNW) 3.0
The average wave period of high waves ranged between 8 to 14 seconds. The extreme conditions given in Extreme Near shore Wave Conditions are used as input in the model studies. Based on this data, the significant wave heights at various locations along the approach channel for various incident normal wave directions, with and without wind effect are tabulated in tables below.
Table 18 : Significant Wave Heights inside the Approach Channel for Normal Wave Conditions Location Significant Wave Height (m) inside the WNW W WSW channel Without With 20 Without With 20 Without With 20 Wind m/s Wind Wind m/s Wind Wind m/s Wind from from from
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WSW WSW WSW S1 3.0 3.0 4.1 4.0 3.0 3.0 S2 2.5 2.6 3.6 3.7 2.8 2.8 S3 2.2 2.3 3.1 3.4 2.5 2.6 S4 2.0 2.1 2.9 3.2 2.4 2.5 S5 1.3 1.4 1.6 1.9 1.5 1.6 S6 1.4 1.7 1.2 1.7 1.4 1.7 S7 0.4 1.0 0.3 1.0 0.3 0.9 S8 0.2 1.0 0.2 1.0 0.2 1.0 S9 0.2 1.1 0.2 1.0 0.2 1.0 S10 0.2 0.8 0.2 0.8 0.2 0.8 S11 0.2 0.6 0.2 0.6 0.2 0.6 S12 0.2 0.5 0.2 0.5 0.2 0.5
Table 19 - Significant Wave Heights inside the Approach Channel for Extreme Wave Conditions Location Significant Wave Height along the Channel for WSW waves (Metres) inside the Return Period (Years) channel 5 10 25 50 100 S1 4.3 4.4 4.5 5.1 5.4 S2 4.3 4.4 4.5 5.1 5.4 S3 4.3 4.4 4.5 4.8 5.4 S4 4.1 4.1 4.2 4.4 5.0 S5 2.4 2.4 2.3 2.6 2.6 S6 1.5 1.5 1.5 1.5 1.5 S7 1.0 1.0 1.0 1.0 1.0 S8 1.0 1.0 1.0 1.0 1.0 S9 0.9 0.9 0.9 1.0 0.9 S10 0.8 0.8 0.8 0.8 0.8 S11 0.6 0.6 0.6 0.6 0.6 S12 0.6 0.6 0.6 0.6 0.6
3.6.2 Currents The currents in the navigational channel are predominantly tidal currents with their directions aligned with the channel, except when the flow pattern is altered by runoffs from rivers and Creeks during the southwest monsoon period. In February 2000, CWPRS have measured
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current velocities and directions at 4 locations in JNP harbour. The results of the measurements are presented in table below.
Table 20 - Current Velocity and Direction in JNP Harbour Location Current Velocity (Knots) and Directions (wrt N) Sprint Tide Neap Tide Flood Ebb Flood Ebb P1 2.31 (70o) 1.30 (254 o) 0.99(68 o) 0.76 (241 o) P2 1.59 (28 o) 0.76 (213 o) 0.67 (34 o) 0.49 (220 o) P3 2.10 (39 o) 0.64 (335 o) 0.87 (38 o) 0.72 (200 o) P4 2.43 (17 o) 1.92 (203 o) 0.51 (17 o) 0.76 (199 o)
CWPRS have carried out model studies (Technical Report No. 3887, May 2002) to establish the current for the entire navigational channel, using current data provided in Table 17. The current velocities and directions were extracted at 12 selected locations along the channel and the same are presented in table below. Table 21 - Peak Current Velocities and Bearings along the Navigational Channel Based On Mathematical Model Studies Location Peak Current Velocities and Bearings Inside the Sprint Tide Neap Tide Channel Flood Ebb Flood Ebb S1 1.80 (20- 4 0 ) 2.0 (1810 – 184 0) 1.01 (20 -50) 0.72 (1820-1850) S2 1.20 (170 -210) 1.52 (1940-2000) 0.80 (180-24 0) 0.56 (2000 -2100) S3 1.13 (400-450) 1.40 (2000-2100) 0.76 (360 -430) 0.56 (2130 -2250) S4 1.30 (530 -57 0) 1.34 (2180 -2260 ) 0.82 (460 -540) 0.66 (2310 -2400) S5 1.92 (450 -520) 1.90 (2230-2260) 1.22 (450 -540) 0.93 (2250 -2300) S6 2.02 (290 -310) 2.40 (2070-2100) 1.40 (300 -330) 1.15 (2070 -2090) S7 2.10 (390-430) 1.92(2230-227 0 ) 1.44 (380-420) 0.95 (2250 -2300) S8 2.04 (550 -570) 1.80(2270-2300) 1.44 (550-600) 0.87 (2270 -2300) S9 1.42 (700 -740) 0.95 (2430-2500) 1.44 (670 -700) 0.93 (2430 -2500) S10 1.40 (540-580) 1.63 (2270-230) 1.07 (550 -590) 0.95 (2270 -2300) S11 1.75 (220 -240) 1.73 (2020 -2050) 1.34 (220 -240) 1.09 (2030 -2050) 0 0 S12 1.87 (170 -210) 1.81 (2000-2050) 1.44 (180 -200) 1.18 200 -205 )
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3.6.3. Tides The tides in the region are semi-diurnal in character, exhibiting two high and two low waters in a period of 24 hours and 25 minutes. Duration of each tidal cycle is between 5 to 7 hours (theoretically 6 hours and 12 minutes). Tidal levels are recorded extensively at three locations in the region, viz. Apollo Bandar, Mora and Trombay, for many years The tidal levels recorded at Apollo Bandar (Lat. 18° 55'N; Long 72°50‟E) have been used in the design of approach channel since Apollo Bandar is geographically the most relevant location for the project area The recorded tidal levels with reference to Chart Datum are presented in table below. Table 22 - Recorded Tidal Levels at MBP and JNP's Harbour with reference to CD Highest High Water Recorded +5.38 m Highest High Water Springs (HHWS) +4.96 m Mean High Water Springs (MHWS) +4.42 m Highest High Water Neaps (HHWN) +3.88 m Lowest High Water Springs (LHWS) +3.86 m Mean High Water Neaps (MHWN) +3.30 m Lowest High Water Neaps (LHWN) +2.74 m Mean Sea Level (MSL) +2.51 m Lowest High Water (LHW) +2.48 m Highest Low Water Neaps (HLWN) +2.40 m Mean Low Water Neaps (MLWN) +1.86 m Highest Low Water Springs (HLWS) +1.30 m Lowest Low Water Neaps (LLWN) +1.30 m Mean Low Water Springs (MLWS) +0.76 m Lowest Low Water Springs (LLWS) +0.12 m Chart Datum +0.00 m Lowest Low Water Recorded -0.44 m
Based on the tidal levels the highest, mean and lowest tidal ranges for both spring and neap tides are given in table below.
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Table 23 - Tidal Range Tides Range (m CD) Highest Mean Lowest Spring 4.86 m 3.66 m 2.56 m Neap 2.58 m 1.44 m 0.34 m
3.6.4. Bathymetry M/s Fugro have carried out the post-dredging bathymetry survey of approach channel and the surrounding areas in May 2015 and details of the same are given in table below:
Table 24 - Bathymetry Details of JNP Navigational Areas Sr. No Channel Section Length (m) Width (m) Current Dredged Levels (m CD) 1 AB 9775 800 -14.3 to -15.5 2 BC 4680 370 -14.6 to -14.9 3 CD 7980 370 -14.3 to -15.0 4 DE 4365 370 -14.0 to -15.0 5 EF 6690 400 to 500 -13.1 to -18.5 6 Berth Pockets & - - -16.5 emergency Anchorage
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Figure 11 - Topography & Bathymetry 4th Container Terminal
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3.7. ENVIRONMENTAL BASELINE 3.7.1. Air environment As a part of the study, the secondary data available on ambient air quality was collected and suitably incorporated in the EIA study. The monitoring is being continuously done by various institutions like, CESS, IIT Bombay and Madras, Ultratech Ltd, Detox Corp. Pvt. Ltd. in the Jawaharlal Nehru port area JNPT. Ambient air quality monitoring carried out for the period January 2018 to October 2018 is given in the subsequent tables.
Monitoring Locations Ambient air quality of the project area was studied by monitoring the air quality parameters viz. total suspended particulate matter (TPS), respirable particulate matter (PM10), oxides of nitrogen (Nox), Sulphur Dioxide (SO2) and ammonia (NH3) at eight various locations. Air monitoring station were selected based on the importance of its location and availability of electrical power for running the samples. The description of stations is given as follows.
Table 25 - Air Quality Monitoring Locations Station No. Station Location Selection Criteria 1 POC At Port Operation Centre Main Port Activity Location 2 IMC At IMC compound in Liquid Major Industrial Activity Chemical Terminal Area Center 3 RC At JNP residential township Impact on Human Population 4 EC At Elephanta Caves Impact on Archeological site 5 NGC Near North Gate Complex Heavy Traffic Movement 6 SGC Near South Gate Complex Heavy Traffic Movement
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Figure 12 - Ambient Air Quality Monitoring Locations
Table 26 - Measurement Techniques Minimum Methods Of Sr. Pollutant Code Of Practice Detectable Measurement Limit IS-5182 (Part- Sulphur Dioxide Improved West and 1 II):2001 & CPCB 3 µg/m3 (SO ) Geake 2 Guidelines IS-5182 (Part-VI): Nitrogen Dioxide Modified Jacob & 2 2006 & CPCB 3 µg/m3 (NO ) Hochheiser (Na-Arsenite) 2 Guidelines Particulate Matter 3 (size less than 10 4 µg/m3 IS-5182 (PART- µm) or PM 10 23):2006 & CPCB Gravimetric Particulate Matter Guidelines 4 (size less than 2.5 4 µg/m3
µm) or PM2.5
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Minimum Methods Of Sr. Pollutant Code Of Practice Detectable Measurement Limit IS-5182 (Part- Spectrophotometric 5 Ozone (O ) IX):1974 & CPCB 1 µg/m3 3 Method Guidelines Carbon Monoxide IS: 5182 (Part-X) & Non Dispersive Infra Red 0.01 6 (CO) CPCB Guidelines (NDIR) spectroscopy mg/m3 APHA, (Method- 3 7 Ammonia (NH3) 401) & CPCB Indophenol blue method 6 µg/m Guidelines IS-5182 (Part- 3 8 Benzene (C6H6) XI):2006 & CPCB Gas Chromatography 0.5 µg/m Guidelines Benzo (a) Pyrene IS-5182 (Part- Solvent extraction 9 (BaP) – particulate XII):2004 & CPCB followed by HPLC 0.5 ng/m3 phase only, Guidelines analysis
10 Lead (Pb) 0.01 µg/m3 USEPA/625/R- 11 Arsenic (As) 96/0109/IO-3.1& 3.2 AAS method 1 ng/m3 & CPCB Guidelines 12 Nickel (Ni) 1 ng/m3
Ambient Air Quality Standards stipulated by CPCB are presented in Table 23.
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Table 27 - Monthly Ambient Air Quality Monitoring from Jan 2018-Oct 2018
Month PM10 PM2.5 SO2 NOx NH3 O3 Pb As Ni C6H6 BaP CO Unit measurement µg/m3 µg/m3 µg/m3 µg/m3 µg/m3 µg/m3 µg/m3 ng/m3 ng/m3 µg/m3 ng/m3 mg/m3 Jan-18 128.5 45.5 28.1 32.5 29.2 10.4 0.05 -- -- 1.4 -- 1.3 Feb-18 119.8 45.3 27.5 31.9 29.5 9.8 0.05 -- -- 1.5 -- 1.5 Mar-18 125.7 44.0 27.9 32.5 29.1 10.5 0.05 -- -- 1.4 -- 3.6 Apr-18 102.5 54.3 28.2 34.6 28.5 12.4 0.05 5.0 1.0 1.4 0.5 1.4 May-18 82.4 46.1 28.5 34.2 -- 12.4 0.05 5.0 1.0 1.4 0.5 1.5 Jun-18 71.1 45.6 31.7 35.0 -- 12.1 0.05 5.0 1.0 1.5 0.5 1.5 Jul-18 78.5 46.8 30.8 35.9 27.1 12.7 ------1.5 0.5 1.6 Aug-18 77.9 48.9 32.1 37.5 -- 13.6 ------1.7 0.5 1.8 Sep-18 97.3 46.7 30.7 35.4 -- 11.7 ------1.6 0.5 1.5 Oct-18 149.7 57.5 30.6 35.1 11.2 1.6 0.5 1.6 Avg 103.3 48.1 29.6 34.5 28.7 11.7 0.1 5.0 1.0 1.5 0.5 1.7 Min 71.1 44.0 27.5 31.9 27.1 9.8 0.1 5.0 1.0 1.4 0.5 1.3 Max 149.7 57.5 32.1 37.5 29.5 13.6 0.1 5.0 1.0 1.7 0.5 3.6
Observation on ambient SO2 levels 3 The SO2 levels at various stations covered under the ambient air quality monitoring survey ranged from 37.5 to 32.1 µg/m which is well below the permissible limits (80 µg/m3) specified for industrial areas by CPCB as per the NAAQS notification dated 18th November 2009
Observation on ambient NOx levels The NOx levels at various stations covered under the ambient air quality monitoring survey ranged from 31.9 to 37.5 µg/m3 which is well within the permissible industrial area (80 µg/m3) as specified by CPCB in the NAAQS notification dated 18th November 2009.
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3.7.2. Noise Studies Under “Environmental Monitoring Plan” of Jawaharlal Nehru Port (JNP), noise monitoring was done in and around port operational areas. Locations of stations mentioned in tender were selected based on the significance of sources, receptors and to get representative data. Monitoring was done at twelve stations. Table 28 - Noise Monitoring Locations Station Station Location Characteristics No. Code 1. N1 GTICT Berth (Gateway Terminal of Loading unloading of containers from India Container Terminal Berth) ship through QC cranes 2. N2 JNP Container Berth (Jawaharlal Nehru Loading unloading of containers from port Container Berth) ship through QC cranes 3. N3 NSICT Berth (Nhava Sheva Loading unloading of containers from International Container Terminal ship through QC cranes Berth) 4. N4 Container yard near shift office Stockpiling of containers and allied vehicular movement 5. N5 Container yard opposite to C. T. Stockpiling of containers and allied canteen vehicular movement 6. N6 J. M. Bakshi EOTC container yard Stockpiling of containers and allied vehicular movement 7. N7 ICD 1- 5 (Internal Container Depot 1-5) Stockpiling of containers, comparatively less traffic 8. N8 ICD 6 and 8 (Internal Container Depot Stockpiling of containers, 6 and 8) comparatively less traffic 9. N9 Port Craft Jetty Moderate vehicular movement 10. N10 North Gate Complex Major vehicular traffic moving in and out of port 11. N11 Navratna Canteen Major vehicular traffic moving in and out of port 12. N12 CFS Gate Major vehicular traffic moving in and out of port
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Figure 13 Noise Monitoring Locations
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3.7.2.1 Noise monitoring methodology In view of the requirement from CPCB a monitoring program to assess Ambient Noise Quality of Jawaharlal Nehru Port area was assigned. The purpose of this study is to monitor and analyze the noise quality at different sites in the JN Port area. 24 hour monitoring was done at each station in half yearly basis (January 2018 and July 2018). Data was recorded using a Lutron sound level meter. The sound level meter was used to record the SPL reading placed in flat terrain at 1.2 to 1.5 m above ground level in an open area with minimum obstruction, at least 3 m away from sound reflecting sources like walls, matted or tall grasses, shrubs, or wooded areas. Noise monitoring helps to ensure compliance with standards and to facilitate any project design or operational changes that may be needed if standards are not met. It also helps to assess the success of mitigation measures in protecting the environment. Strategies and management policies formulated to minimize environmental disruption are based on the assessment of prevailing environmental quality.
The noise quality of the port and harbor region was assessed by monitoring the sound level at different sites in the region. Twelve sites were selected for the study and these belong mostly to the industrial category. These values were then compared with the ambient noise standards prescribed by CPCB for industrial area which are given in Table 29. Table 29 - 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 Mixed categories of areas should be declared as one of the four above mentioned categories by the Competent Authority and the corresponding standards shall apply. Day time is reckoned in between 6.00 AM and 10.00 PM. Night time is reckoned in between 10.00 PM and 6.00 AM. Sensitive area is defined as areas up to 100 meters around such premises as hospitals, educational institutions and courts or as mentioned by the Competent Authority.
The ambient noise monitoring is done at twelve stations in month of January 2018 and July
2018. Hourly values of Leq at various location of the project area are given in Table 30 and statistical analysis is reported in Table 31.
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Table 30 - Result of Noise Levels at Various Stations of JNP Area Month & Year Jan-18 Jul-18 Time Station Code Station Code N1 N2 N3 N4 N5 N6 N7 N8 N9 N10 N11 N12 N1 N2 N3 N4 N5 N6 N7 N8 N9 N10 N11 N12 6:00 AM 69.3 70.1 66.0 45.2 60.2 64.9 64.0 49.0 60.0 57.1 42.0 60.4 64.0 65.0 66.0 55.0 58.0 64.9 63.0 50.0 62.0 54.0 52.0 53.0 7:00 AM 67.8 76.1 66.2 56.1 62.1 65.8 70.0 49.2 62.1 61.1 46.1 66.1 68.0 67.0 63.0 68.0 52.0 64.0 59.0 48.0 64.0 60.0 58.0 57.0 8:00 AM 65.1 66.1 66.3 60.0 64.8 70.4 72.1 49.4 58.0 66.0 48.1 67.4 65.1 64.0 68.0 52.0 62.0 63.0 53.0 49.4 63.0 64.0 55.0 63.0 9:00 AM 72.6 61.0 66.4 61.0 67.6 66.9 78.1 49.8 56.0 54.1 56.0 65.6 74.0 63.0 70.0 55.0 54.0 64.0 67.0 47.0 59.0 68.0 60.0 68.0 10:00 AM 68.6 77.0 71.6 64.5 67.8 71.8 71.0 50.0 62.0 63.0 68.1 67.3 78.0 66.0 75.0 58.0 57.0 72.0 73.0 68.0 69.0 66.0 63.0 62.0 11:00 AM 73.9 82.1 60.1 66.6 71.5 63.3 68.1 60.4 57.0 55.0 73.1 69.0 73.0 62.0 68.0 61.0 59.0 64.0 68.0 66.0 73.0 64.0 66.0 58.0 12:00 PM 72.4 88.1 67.9 70.1 74.2 67.7 66.1 51.1 65.1 52.0 66.1 68.3 78.0 75.0 63.0 58.0 65.0 68.0 74.0 67.0 64.0 67.0 68.0 56.0 1:00 PM 77.1 78.0 71.2 65.4 76.0 61.3 64.0 51.4. 74.0 55.1 60.0 71.7 77.1 71.0 66.0 66.0 62.0 69.0 68.0 63.0 73.0 66.0 60.0 57.0 2:00 PM 64.9 72.0 71.4 66.2 76.2 62.9 60.0 51.8 67.1 58.1 54.1 64.5 70.0 73.0 62.0 58.0 64.0 66.0 65.0 56.0 68.0 69.0 59.0 53.0 3:00 PM 69.3 80.1 73.1 58.0 75.1 65.0 66.0 52.9 73.1 62.0 58.1 67.1 74.0 64.0 71.0 62.0 57.0 48.0 60.0 61.0 66.0 70.0 63.0 58.0 4:00 PM 66.1 86.0 73.5 62.0 74.9 64.2 69.1 53.1 64.0 66.1 63.1 66.2 60.0 76.0 65.0 58.0 64.0 62.0 67.0 62.0 71.0 61.0 59.0 54.0 5:00 PM 70.0 89.1 73.7 60.1 73.0 66.9 74.0 54.2 60.0 72.1 70.0 64.9 65.0 71.0 67.0 60.0 65.0 69.0 64.0 61.0 67.0 67.0 65.0 57.0 6:00 PM 73.1 92.0 75.8 63.1 73.2 64.3 77.1 54.4 56.0 76.0 61.1 67.2 74.0 73.0 70.0 66.0 70.0 70.0 70.0 56.0 73.0 68.0 66.0 63.0 7:00 PM 68.3 84.1 71.8 71.0 74.3 60.4 80.0 64.8 59.1 70.0 76.0 67.0 71.0 77.0 66.0 69.0 66.0 63.0 67.0 60.0 65.0 64.0 54.0 66.0 8:00 PM 62.1 80.0 73.3 66.1 75.6 69.8 74.1 55.0 64.0 66.0 66.1 66.0 63.0 73.0 71.0 73.0 58.0 68.0 60.0 62.0 60.0 69.0 59.0 64.0 9:00 PM 68.6 70.1 73.3 68.1 77.1 67.0 63.0 55.0 60.0 60.0 59.0 62.3 62.0 75.0 76.0 62.0 55.0 71.0 68.0 59.0 57.0 63.0 58.0 60.0 10:00 PM 66.0 74.0 74.8 61.0 77.3 66.5 66.1 55.4 66.0 56.0 53.1 65.1 66.0 74.0 73.0 55.0 61.0 65.0 67.0 64.0 62.0 60.0 56.0 64.0 11:00 PM 64.9 72.1 70.2 56.1 71.0 69.3 68.1 65.0 70.0 52.1 60.1 60.1 62.0 68.0 68.0 52.0 69.0 54.0 61.0 68.0 68.0 59.0 60.0 61.0 12:00 AM 68.1 80.0 69.4 69.1 66.1 71.4 60.0 63.9 65.1 61.0 68.1 68.3 69.0 60.0 61.0 60.0 64.0 58.0 56.0 63.0 73.0 54.0 54.0 55.0 1:00 AM 68.3 75.1 74.1 61.1 60.3 70.3 57.1 51.2 60.0 66.1 77.0 64.3 70.0 58.0 66.0 62.0 58.0 61.0 62.0 56.0 68.0 58.0 57.0 58.0 2:00 AM 62.1 79.1 74.3 67.1 60.5 63.9 59.1 56.1 54.1 60.0 70.0 72.1 79.0 71.0 68.0 60.0 54.0 59.0 58.0 60.0 66.0 67.0 59.0 62.0 3:00 AM 63.3 87.1 74.5 74.7 60.8 65.4 62.1 56.3 57.1 55.1 64.1 63.2 73.0 72.0 66.0 56.0 63.0 61.0 61.0 63.0 60.0 70.0 66.0 65.0 4:00 AM 63.0 82.0 74.6 78.1 61.0 69.2 65.1 66.3 65.1 52.0 58.1 64.9 76.0 64.0 75.0 58.0 69.0 66.0 58.0 57.0 62.0 69.0 69.0 61.0 5:00 AM 70.1 74.0 74.0 70.1 61.2 67.1 60.0 56.9 61.1 50.1 52.1 67.8 67.0 70.0 68.0 54.0 65.0 60.0 60.0 58.0 56.0 64.0 65.0 60.0
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Table 31 - Noise Levels statistical analysis
Jan-18 Jul-18 Station Leqdn Leq Leq L10 L50 L90 Lmax Lmin Leqdn Leq Leq L10 L50 L90 Lmax Lmin Code (D) (N) (D) (N) N1 68.1 69.1 65.7 73.0 68.3 63.1 77.1 62.1 69.9 69.5 70.9 77.7 70.0 62.3 79.0 60.0
N2 78.1 78 78.5 87.8 78.6 70.1 92 61 68.8 69.9 66.1 75.0 70.5 62.3 77.0 58.0
N3 71.1 70.4 73 74.6 72.5 66.2 75.8 60.1 68.0 68.2 67.4 74.4 68.0 63.0 76.0 61.0
N4 64.2 62.6 68 70.8 65 56.7 78.1 45.2 59.9 60.9 57.4 67.4 59.0 54.3 73.0 52.0
N5 69.2 71.8 63 76.1 71.3 60.6 77.3 60.2 61.3 60.5 63.1 68.1 62.0 54.3 70.0 52.0
N6 66.5 65.8 68.1 70.4 66.7 63 71.8 60.4 63.7 65.3 59.9 69.7 64.0 58.3 72.0 48.0
N7 67.3 69.6 61.6 76.2 66.1 60 80 57.1 63.7 65.5 59.4 69.4 63.5 58.0 74.0 53.0
N8 55.3 53.5 59.4 64.6 54.4 49.5 66.3 49 59.4 58.8 60.7 66.7 60.5 49.6 68.0 47.0
N9 62.3 62.6 61.8 69.1 61.6 56.3 74 54.1 65.4 65.6 64.7 73.0 65.5 59.3 73.0 56.0
N10 60.3 61.7 56.6 68.8 60 52 76 50.1 64.2 64.7 63.0 69.0 65.0 58.3 70.0 54.0
N11 61.2 60 64.2 72.2 60.6 49.3 77 42 60.5 60.1 61.4 66.0 59.5 54.3 69.0 52.0
N12 66.1 66.2 65.8 68.8 66.2 62.6 72.1 60.1 59.8 59.6 60.3 64.7 60.0 54.3 68.0 53.0
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3.7.2.2 Discussion Leqdn values recorded for various stations in the study area during a 24 hour study period were observed to be in the range of 59.1 dB (A) to 78.2 dB (A) and 59.4 dB (A) to 69.9 dB (A) for the months of January 2018 and July 2018 respectively.
Leq values recorded for various stations during day time (6.00 AM and 10.00 PM) were found to be in the range of 56.5 dB (A) to 77.7 dB (A) for the month of January 2018 and in the range of 58.8 dB (A) to 69.9 dB (A) in the month of July 2018. Leq values recorded for various stations during night time (10.00 PM and 6.00 AM) were found to be in the range of 60.8 dB (A) to 79.1 dB (A) & 57.4 dB (A) to 70.9 dB (A) . January 2018 and July 2018 respectively. Leq levels recorded during day and night were mostly found around prescribed limits for industrial category except few locations i.e. 75 dB and 70dB respectively.
The source of noise at container berths and yards was attributed to continuous container movement and handling, QC Crain movement, traffic and movement of people during shift changes respectively; for most of the stations except at JNP Container berth and NSICT Berth location have most of the port container traffic movement along with continuous private vehicles and people movements accounting for higher noise levels. Navratna Canteen and Container yard near shift office have most of the administrative and site offices. Thus have comparatively less traffic movement and in turn lower noise levels.
3.7.3. Marine water quality Total 8 fixed harbour stations [W1 to W7 and W9] and 1 movable station [W8/W10] are identified. At Nhava creek 4 fixed stations [W11 to W14] are identified. The description of stations is mentioned in Table 32 and Figure 13
The objective of Marine water quality monitoring is to assess compliance with statutory water quality objectives, to reveal long term changes in water quality and to provide a basis for the planning of pollution control strategies.
Harbour Water Quality Monitoring – Three samples viz., surface, mid depth and bottom waters are collected and composite for each 1st, 3rd and 5 th hour of the tide from eight fixed
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and one moving stations and composited for each harbour water quality monitoring station. In all 54 samples are collected from nine stations.
Creek Water Quality Monitoring– Three samples viz., surface, mid depth and bottom waters are collected and composite from four water quality monitoring stations in the Nhava Creek during the 1st, 3rd and 5th hour of the of the tide. In all 24 Samples are collected from 4 Nhava creek stations.
Study of Sediment Characteristics- Sediment samples are collected from all 13 stations. The list of parameters analyzed to assess the Marine Water Quality is presented in Table 33 along with parameters monitored for sediment characterization.
Table 32 - Marine Water & Sediment Quality Locations
Sr. No. Station Description 1 W1 Between Elephanta and Nhava Islands, and can be identified at the last green buoy no. F1Green of JNPT approach channel and just opposite to ONGC Depot at the Nhava Island. 2 W2 Denoted by buoy no.FG2 RED of JNPT channel. It is near the Elephanta Island, and opposite to Port Craft Jetty 3 W3 Identified by the green buoy no. FG2 Green of JNPT approach channel and lies near the landing jetty. 4 W4 Located at Uran Patch Beacon (lighthouse on concrete platform) near the Butcher Island filling platform. 5 W5, W5 is near to the guide bund and others are along Nhava W11 to creek up to Belpada. These are selected to examine the W14 impact of neighbouring Nhava Villages and Belpada to the creek water quality. 6 W6 This is a mobile station and hence its location is changed during every visit. This sampling station was selected in order to examine the variation of water quality in the area not represented by the fixed stations.
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7 W7 This station is located near landing jetty. This station was selected in order to examine the water quality due to liquid cargo jetty.
8 W9 Located in between GTI and Liquid Cargo Jetty. This station is selected to examine the impact of terminal activities on water qualities
9 W10 Located near proposed chemical berth. These stations are variable and selected to examine the impact of proposed chemical terminal and IVth Container terminal activities on water quality.
Figure 14 - Marine Water & Sediment Quality Locations
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Table 33 - List of Parameters Monitored for Marine Water Quality
Marine Water Quality Parameters [Harbour Area & Creek Area] A] Physiochemical parameters of Water: Depth, Temperature, pH, Salinity, Turbidity, Total Solids, Total Dissolved Solids, Total Suspended Solids , Silica , Phosphate, Sulphate, Nitrite , Nitrate , Calcium , Magnesium , Sodium , Potassium B] Bio-chemical Analysis of Water: Dissolved Oxygen, COD [Chemical Oxygen Demand],BOD [Biochemical Oxygen Demand],NH3- N, Phenol, Oil &Grease, SPC [Standard Plate Count],Bacteriological count [MPN], Fecal Coliform C] Sediment Analysis: Total Organic Matter, Organic Carbon, Inorganic Phosphates
3.7.3.1 RESULTS OF MARINE WATER QUALITY The marine water quality data of nine Harbour water quality monitoring stations during Tidal Cycle are presented in Table 34. Sediment Quality Nutrients during Tidal Cycle (Biotic) during Tidal Cycle January 2018 to October 2018 given in Table 35 to Table 37. Results of Sediment Samples Collected from JNP Harbour Area during Tidal Cycle January 2018 – December 2018 in Table 38 & 39.
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Table 34 - Results of Marine Water Analysis at Harbour from January 2018 to October 2018 Sr. No. Parameter Month & Year Prescribed Unit Jan-18 Feb-18 Mar-18 Apr-18 May-18 Jun-18 Jul-18 Aug-18 Sep-18 Oct-18 Limits 1 Temperature °C 24.4-26.5 24.4-26.7 24.2-26.1 24.0-25.8 23.5-26.1 23.7-26.2 23.1-26.7 22.9-25.9 22.9-25.9 22.3-25.3 - 2 pH - 7.19-7.87 7.02-7.89 7.16-7.89 7.04-7.91 6.9-7-8 7.0-7.9 7.0-7.9 6.8-7.9 8.2-8.4 8.01-8.29 6.5 - 9.0 3 Salinity ppt 30.3-35.9 30.4-35.6 30.5-35.6 31.4-35.5 31.2-34.8 31.5-34.8 31.5-34.8 27.4-32.4 20.7-31.0 20.9-38.3 - 4 Turbidity NTU 12.9-48.2 18.8-54.0 18.2-53.2 24.3-61.2 19.5-39.8 20.3-39.1 20.7-39.4 21.4-36.7 9.4-17.7 12.3-68.4 - 5 TDS mg/L 19387- 22070- 18690- 21052- 20145- 20654- 20227- 20142- 22135- 20578- - 26487 26945 24120 24926 24715 24917 25024 24586 29920 23575 6 TSS mg/L 36-139 45-137 42-100 69-185 89-163 99-139 90-193 98-172 96-123 60-142 - 7 TS mg/L 19468- 22159- 18771- 21190- 20257- 20769- 20354- 20259- 22233- 20690- - 26557 27040 24209 25051 24878 25046 25024 24708 30033 23670 8 DO mg/L 4.6-6.3 4.2-6.3 4.7-6.6 5.4-6.5 7.1-7.5 7.0-7.52 6.5-6.99 6.6-6.98 6.3-7.05 6.01-6.96 3.0 mg/L(min.) or 40% of saturation value 9 COD mg/L 31-91 32-94 38.9 39-95 43-96 52-96 50-99 55-89 40-79 38-76 - 10 BOD mg/L <2.0 <2.0 <2.0 <2.0 <2.0 <2.0 <2.0 <2.0 <2.0 <2.0 5 (max.) 11 NH3-N mg/L <1.0 <1.0 <1.0 <1.0 <1.0 <1.0 <1.0 <1.0 <1.0- <1 - 12 Phenol mg/L <0.001 <0.001 <0.001 <0.001 <0.001 <0.001 <0.001 <0.001 <0.001 <0.001 - 13 Oil & Grease mg/L <4.0 <4.0 <4.0 <4.0 <4.0 <4.0 <4.0 <4.0 <4.0 <4.0 10 (max.) 14 Total Plate CFU/ml 56-133 64-119 60-120 52-129 63-145 62-122 60-165 65-120 44-98 32-74 - Count 15 Fecal MPN/ 32-94 31-127 40-112 48-129 45-112 43-123 44-107 52-89 52-81 500 (max.) Coliforms 100ml
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Table 35 - Sediment Quality Nutrients during Tidal Cycle (Biotic) during Tidal Cycle January 2018 to February 2018
Jan-18 Feb-18 - - 1- 2- Station Ca2+ Mg+ K+ Na+ PO43- NO31- NO21- SiO22- SO42- Ca2+ Mg+ K+ Na+ PO43 NO31- - NO2 SiO2 SO42- [mg/ [mg/K [mg/K [mg/K -P -N [mg/K [mg/K [mg/K [mg/K [mg/K [mg/K P N -N [mg/K [mg/K Name -N Kg] g] g] g] [mg/K [mg/K [mg/K g] g] g] g] g] g] [mg/K [mg/Kg [mg/K g] g] g] g] g] g] ] g] JNP HARBOUR AREA W1 4066 339 334 4197 195 16 0.17 65 3046 3962 392 302 4666 175 14 0.12 45 3162 W2 3742 110 298 4483 217 10 0.15 54 3046 4096 160 321 4725 262 16 0.19 62 3621 W3 4113 363 243 4051 285 18 0.19 31 3253 3993 296 233 3896 296 20 0.14 24 3398 W4 3603 286 245 3744 227 19 0.12 46 2654 3788 322 296 3942 262 21 0.16 56 2962 W5 2897 377 345 4252 223 11 0.14 68 2198 2950 399 402 4510 262 16 0.18 39 2684 W6 4328 189 314 3503 217 17 0.21 39 2385 4052 172 300 3252 262 19 0.17 31 2481 W7 3092 303 309 3778 273 12 0.29 42 3156 3177 313 322 3425 256 17 0.28 37 3239 W8 4068 256 311 3548 215 14 0.13 61 2477 3876 240 362 3782 201 18 0.17 56 2754 W9 4296 284 252 4079 267 23 0.11 53 3028 3970 292 277 4192 280 20 0.19 43 3150 W10 ------JNP NHAVA CREEK AREA W11 3351 398 286 4058 163 24 0.27 83 2654 3612 415 257 4100 178 28 0.22 74 2750 W12 4164 311 374 4451 214 12 0.23 73 2459 4500 340 392 4752 266 17 0.29 59 2682 W13 4677 230 257 3502 142 18 0.29 56 2876 4120 278 218 3782 178 12 0.21 64 2500 W14 3843 335 228 4923 241 25 0.18 63 1958 3772 392 269 4877 292 21 0.24 51 2015
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Table 36 - Sediment Quality Nutrients during Tidal Cycle (Biotic) during Tidal Cycle March 2018 to May 2018
Station Mar-18 Apr-18 May-18 3- 2- 2- 2- Name Ca2+ Mg+ K+ Na+ PO4 -PNO 31- -NNO21 - -N SiO22- SO42- PO43- NO31 - NO21 - SiO 2 SO 4 PO43- -PNO31 - -NNO21 - -N SiO22- SO 4 [mg/Kg] [mg/Kg] [mg/Kg] [mg/Kg] [mg/Kg] [mg/Kg] [mg/Kg] [mg/Kg] [mg/Kg] -P -N -N [mg/Kg] [mg/Kg] [mg/Kg] [mg/Kg] [mg/Kg] [mg/Kg] [mg/Kg] [mg/Kg] [mg/Kg] [mg/Kg]
JNP HARBOUR AREA W1 3610 410 402 4110 165 12 0.1 41 3129 38 2640 <10 1405 2825 265 17 0.12 32 2245 W2 4220 190 356 4670 255 14 0.15 51 3710 55 2645 <10 1714 2969 245 22 0.25 41 1825 W3 3878 312 246 3910 278 18 0.12 26 3410 50 3666 <10 1265 2863 201 12 0.12 75 2015 W4 3696 322 296 362 282 20 0.15 62 2898 66 2512 <10 1865 2935 275 15 0.22 56 2461 W5 2910 426 450 4620 288 16 0.24 48 2780 78 3440 <10 2149 3057 256 14 0.25 60 2015 W6 4140 206 379 3310 296 21 0.17 37 2560 69 3152 <10 2222 2752 201 18 0.18 44 2211 W7 3089 320 362 3642 272 19 0.32 34 3342 76 2536 <10 1874 3638 236 17 0.12 78 2315 W8 3900 260 374 3810 262 17 0.26 64 2870 52 2767 <10 1426 3369 312 25 0.15 50 2150 W9 4082 302 288 4251 296 18 0.22 47 3260 75 2742 <10 1640 2509 201 25 0.22 40 2545 JNP HARBOUR AREA W10 ------54 2764 <10 1468 2541 325 24 0.15 50 2245 W11 3700 380 278 4270 196 24 0.26 64 2890 ------W12 4612 362 412 4678 288 19 0.26 51 2780 ------W13 4250 296 222 3892 196 13 0.26 54 2678 ------W14 3874 405 288 4920 312 18 0.27 48 2100 ------
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Table 37 - Sediment Quality Nutrients during Tidal Cycle (Biotic) during Tidal Cycle June 2018 to October 2018
Station Jun-18 Jul-18 Sep-18 Oct-18 Name PO43- - NO31- - NO21- - SiO22- SO42 - PO43- - NO31- - NO21- - SiO22- SO42- PO43- - NO31- - NO21- - SiO22- SO42- PO43- - NO31- - NO21- - SiO22- SO42 - P N N [mg/Kg] [mg/Kg] P N N [mg/Kg] [mg/Kg] P N N [mg/Kg] [mg/Kg] P N N [mg/Kg] [mg/Kg] [mg/Kg] [mg/Kg] [mg/Kg] [mg/Kg] [mg/Kg] [mg/Kg] [mg/Kg] [mg/Kg] [mg/Kg] [mg/Kg] [mg/Kg] [mg/Kg] JNP HARBOUR AREA W1 237 10 0.15 34 3390 241 14 0.54 32 3340 165 14 0.13 38 3178 112 10 0.09 32 1265 W2 283 18 0.14 31 3253 267 19 0.65 39 3257 199 22 0.24 42 3547 123 18 0.21 38 1452 W3 201 12 0.12 75 2015 257 14 0.21 71 2054 212 11 0.1 28 3426 142 10 0.23 26 1234 W4 136 19 0.12 47 3865 100 13 0.15 40 3869 235 11 0.11 34 2965 124 8 0.1 32 1478 W5 174 14 0.18 39 3264 161 12 0.27 34 3247 244 17 0.18 44 2725 186 9 0.09 42 1258 W6 169 22 0.13 32 3736 127 24 0.61 33 3763 215 20 0.16 32 2232 142 12 0.12 29 1965 W7 236 17 0.12 78 2315 269 13 0.38 77 2357 214 13 0.21 31 2897 136 9 0.2 27 1824 W8 278 15 0.11 36 2635 223 11 0.4 31 2614 235 18 0.23 45 2984 125 6 0.18 32 1365 W9 201 25 0.22 40 2545 217 20 0.64 47 2518 218 12 0.21 39 2963 147 7 0.19 36 1248 W10 325 24 0.15 50 2245 352 23 0.51 55 2265 240 19 0.19 49 2895 139 10 0.17 37 1576
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Table 38 - Results of Sediment Samples Collected from JNP Harbour Area during Tidal Cycle January 2018 – April 2018 Month Jan-18 Feb-18 Mar-18 Apr-18 Station Organic Total Inorganic Organic Total Inorganic Organic Total Inorganic Organic Total Inorganic Name Matter Carbon Phosphate Matter Carbon Phosphate Matter Carbon Phosphate Matter Carbon Phosphate Station mg/g % mg/g % mg/kg mg/g % mg/g % mg/kg mg/g % mg/g % mg/kg mg/g % mg/g % mg/kg Name W1 111.5 11.15 64.7 6.47 216 92.8 9.28 53.8 5.38 256 90.9 9.09 52.7 5.27 249 90.5 9.05 52.7 5.27 245 W2 105.5 10.55 61.2 6.12 184 119.3 11.93 69.2 6.92 199 118.6 11.86 68.8 6.88 189 115.6 11.56 68.8 6.88 189 W3 86.7 8.67 50.3 5.03 210 85.3 8.67 49.5 5.03 262 84.8 8.67 49.2 5.03 272 84.5 8.45 49.5 5.03 272 W4 89.8 8.98 52.1 5.21 175 97.8 9.78 56.7 5.67 197 96.2 9.62 55.8 5.58 189 95.5 9.55 55.8 5.58 189 W5 82.1 8.21 47.6 4.76 244 88.8 8.88 51.5 5.15 234 90.2 9.02 52.3 5.23 252 90.9 9.09 52.3 5.23 252 W6 94.3 9.43 54.7 5.47 193 111.7 11.17 64.8 6.48 210 112.7 11.27 65.4 6.54 212 112.8 11.28 65.4 6.54 212 W7 117.7 11.77 68.3 6.83 159 128.4 12.84 74.5 7.45 178 131.7 13.17 76.4 7.64 189 131.8 13.18 76.4 7.64 189 W8 126.2 12.62 73.2 7.32 272 136.5 13.65 79.2 7.92 296 135.9 13.59 78.8 7.88 308 135.5 13.55 78.8 7.88 308 W9 99.1 9.91 57.5 5.75 256 105.5 10.55 61.2 6.12 261 107.4 10.74 62.3 6.23 274 107.5 10.75 62.3 6.23 274 W10 ------135.5 13.55 78.8 7.88 308
Table 39 - Results of Sediment Samples Collected from JNP Harbour Area during Tidal Cycle May 2018 – October 2018 Month May-18 Jun-18 Jul-18 Sep-18 Oct-18 Station Organic Total Inorganic Organic Total Inorganic Organic Total Inorganic Organic Total Inorganic Organic Total Inorganic Name Matter Carbon Phosphate Matter Carbon Phosphate Matter Carbon Phosphate Matter Carbon Phosphate Matter Carbon Phosphate Station mg/g % mg/g % mg/kg mg/g % mg/g % mg/kg mg/g % mg/g % mg/kg mg/g % mg/g % mg/kg mg/g % mg/g % mg/kg Name W1 115.6 11.56 68.8 6.88 189 92.3 9.23 74.6 7.46 285 92.2 9.22 74.4 7.44 288 88.2 8.82 71.5 7.15 255 88.2 8.82 71.5 7.15 255 W2 135.5 13.55 78.8 7.88 308 123.3 12.33 45.6 4.56 336 123.6 12.36 45.8 4.58 366 149.2 14.92 42.6 4.26 322 149.2 14.92 42.6 4.26 322 W3 84.5 8.45 49.5 5.03 272 85.6 8.56 56.3 5.63 306 85.7 8.57 56 5.6 360 79.5 7.95 50.8 5.08 301 79.5 7.95 50.8 5.08 301 W4 90.9 9.09 52.3 5.23 252 75.4 7.54 47.2 4.72 245 75 7.5 47.4 4.74 254 78.6 7.86 44.8 4.48 299 78.6 7.86 44.8 4.48 299 W5 131.8 13.18 76.4 7.64 189 155.3 15.53 65.3 6.53 212 155.6 15.56 65.6 6.56 247 148.4 14.84 56.3 5.63 248 148.4 14.84 56.3 5.63 248 W6 135.5 13.55 78.8 7.88 308 112.3 11.23 45.3 4.53 163 112.8 11.28 45.4 4.54 157 123.6 12.36 48.7 4.87 156 123.6 12.36 48.7 4.87 156 W7 90.5 9.05 52.7 5.27 245 124.3 12.43 72.3 7.23 420 124.5 12.45 72.7 7.27 430 128.8 12.88 59.8 5.98 299 128.8 12.88 59.8 5.98 299 W8 112.8 11.28 65.4 6.54 212 120.3 12.03 63.2 6.32 155 120.9 12.09 63.3 6.33 177 112.2 11.22 65.3 6.53 268 112.2 11.22 65.3 6.53 268 W9 95.5 9.55 55.8 5.58 189 99.3 9.93 56.3 5.63 254 99.4 9.94 56.7 5.67 262 99.6 9.96 56.3 5.63 152 99.6 9.96 56.3 5.63 152 107.5 10.75 62.3 6.23 274 92.3 9.23 74.6 7.46 285 122.3 11.03 63.5 6.31 175 103.4 10.34 55.7 5.57 136 103.4 10.34 55.7 5.57 136 W10
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3.7.3.2. Observations Result given in table 34shows that, the values of various parameters such as pH, Dissolved Oxygen, BOD, Oil & Grease and Faecal coliforms obtained for water samples collected from JNP Harbour area during the month of January 2018 to October 2018 are within the prescribed limits. Also, the concentration ranges observed for various parameters for water samples collected from Nhava Creek area during January 2018 to October 2018 are also within prescribed limits.
3.7.3.3.Conclusion: Considering the activities in the Harbour area and the results obtained during Tidal Cycle for the month of January 2018 to October 2018 it can be concluded that the Port‟s working does not affect the Quality of the Marine water. The overall Marine Water Quality of the Port‟s Harbour and Creek waters is in good category.
3.7.4. Marine biodiversity study Biodiversity and community structures are recognized to be important determinants of ecosystem functioning. Monitoring of species diversity is a useful technique for assessing damage to the system and maintenance of good species diversity is a positive management objective.
The productive of an area is determined by the biological characteristics. As a part of the study, phytoplankton, zooplankton and benthic organisms were studied along each transect The sample for phytoplankton was preserved in Lugol‟s solution The sample was concentrated by decantation and the sample was screened under the microscope and species diversity was noted The phytoplankton cell count was done using Sedgwick rafter slide.
Zooplankton was collected and stored in plastic bottles and preserved in 4% buffered formaldehyde The qualitative and quantitative analysis was carried out under microscope.
The benthic studies were carried out in a square of 1 x 1 mt. Large shells were identified and their number was noted The sand and soil where every possible was sieved by a fine mesh The organisms were fixed in Rose Bengal and preserved in 4% formaldehyde.
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Biological parameters are very important in the aquatic ecosystem since they determine the productivity of a water body , Primary productivity is an important indicator of pollution level an any aquatic ecosystem and the primary productivity depends upon the presence of phytoplankton and zooplanktons. Fish production dependent on the phytoplankton production or primary productivity. All these are related to Physico-chemical characteristic of the water.
As mentioned earlier, detailed marine ecological survey was conducted in the project area in the month of September 2016 , to understand the existing status of marine ecology The biological parameters like abundance and density of zooplanktons and phytoplankton, chlorophyll, phaeophytin, primary productivity, abundance and density of benthic organism were monitored and the results are presented in the following section
3.7.4.1. Phytoplankton and Zooplankton Phytoplankton have long been used as indicator of water quality. Some species flourish in highly atrophic waters while others are very sensitive to organic and/or chemical waste. Phytoplankton from the pastures of the sea. These organisms are atrophic in nature The growth and multiplications of phytoplanktons primarily depends on solar illuminations, temperature, silicates, trace elements etc. Phytoplankton are suspended in the euphotic zone and from season to season and this variation is responsible for the organic production. The productivity of phytoplankton is directly responsible for the growth of zooplanktons in the water. a. Phytoplankton The population density of phytoplankton ranged from 53 to. 70 cells/lit The phytoplankton maximum population density (70cells/l) was observed at station-7 and minimum at station 2 and station 6 (53cells/l) The phytoplankton density at station10 which is the present disposal site indicates that the once disposal is stopped at a particular site, the nutrients in the sediments and tranquil conditions enable sufficient productivity in the area.
A total of 17 species of phytoplankton was recorded from the study area. amongst them 12 species of Diatoms , three species of Dinoflaggilateds and two species of blue green algae were recorded. Neelam ramaiah and Ramaiah (1998) have recorded the presence of 37 species of phytoplanktons (33 diatoms and 4 dinoflagellates). The reduction in the number of species suggests that this could be due to anthropogenic influences.
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In the present investigation, the diatoms were found to be the dominant group. Amongst the diatoms, the Thalassiosira sp, Planktonella sp. and Coscinodiscus sp were observed at all the stations. Neelam ramaiah and Ramaiah (1998) observed the Thalassionema sp. Coscinodiscus sp. and Nitzschia sp were most common in polluted Bombay harbour- Thana-Bassain creek estuarine complex. Harrison et at (1991) reported that the rapid proliferation of Skeletonema in nutrient rich areas is due to the input of organic waste. Indiscriminate disposal of sewage and industrial waste have been the major cause for the nutrient enrichment in coastal waters leading to reduction in diversity but with increase in total biomass, promoting some opportunistic algal species to dominate and suppress others (Dedegren,1992 and Kimor,1991).
In the project area Thalassiosira sp were observed at all the stations. The species of Thalassiosira are known to bloom in areas affected by sewage pollution ( Stocker et al 1979 and Raman and prakash 1989). In generally the primary productivity, chlorophyll 'a', pheophytin, density and total biomass of phytoplankton was found to be fairly high and sustained with healthy phytoplankton biomass in the sea and is responsible for the photosynthesis. Among the 11 stations sampled at JNPT, the station- 7 was found to show a fairy good phytoplankton number, Primary productivity, density and total biomass followed by station- 3. The chlorophyll 'a' was found to be high at station- 11 and pheophytin observed below detectable level in all the stations.
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ABUNDANCE AND DENSITY (CELLS/L) OF PHYTOPLANKTON IN THE PROJECT SITE Sr. no. Name of the organism/Species Stn1 Stn 2 Stn 3 Stn 4 Stn 5 Stn 6 Stn 7 Stn 8 Stn 9 Stn 10 Stn 11 Dinoflagellates Class : Dynophyceae
Order : Gonyaulac
Family : Ceratiaceae
1 Ceratium furca 4 2 5 2 2 2 4 2 6 4 3 2 Ceratium tripose 5 2 6 4 5 5 6 1 4 5 5 Family : Peridiniaceae
3 Peridinium sp 6 2 1 2 2 2 5 6 1 6 1 Dinoflagellates total units/L 15 6 12 8 9 9 15 9 11 15 9 Diatoms Class : Bacillariophyceae
Order: Thalassiosirales
Family : Thalassiosiraceae
1 Thalassiosira sp 15 10 16 9 8 12 11 11 10 15 14 2 Planktonella sp. 10 7 8 11 7 8 9 9 8 10 5 Order: Coscinodiscales
Family : Coscinodiscaceae
3 Coscinodiscus sp 7 10 14 15 9 5 10 9 8 8 7 4 Coscinodiscus gigas 6 8 4 9 5 0 0 6 5 2 1 Order: Naviculales
Family : Naviculaceae
5 Navicula sp. 0 4 2 0 6 5 4 8 2 1 5 Family : pleurosigmataceae
6 Pleurosigma sp. 1 1 0 0 0 1 2 0 1 0 1 Family Bacillariaceae
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7 Nistzschia sp 0 1 3 4 2 1 2 1 2 0 1 8 Nistzschia closterium 0 1 2 0 1 2 1 0 3 0 1 Family : Fragilariaceae
9 Thalassionema sp 1 1 2 0 3 0 2 2 1 2 3 10 Thalassiothrix 0 1 1 2 3 1 3 0 1 2 0 Family: Solenoidae
11 Rhizosolenia sp 4 1 5 2 2 0 1 3 2 1 2 Family : Lithodesmiaceae
12 Triceracium sp 0 0 0 1 0 2 1 2 1 1 0 Diatoms total unit/L 44 45 57 53 46 41 54 51 44 42 40 Blue-Green algae Class: Cynophyceae
Order: Stigonematales
Family: Stigonemaaceae
1 Stigonema sp 0 2 0 1 1 1 0 0 0 0 1 Order: Nostocales
Family: Oscillatoriaceae
2 Oscillatoria sp. 1 0 0 0 1 2 1 1 2 0 0 Blue green algae total units/L 1 2 0 1 2 3 1 1 2 0 1 Total Phytoplankton Units/L 60 53 69 62 57 53 70 61 57 57 50
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b. Zooplankton The zooplankton density ranges from 65 to 118 Numbers /l. In the total study the minimum zooplankton was observe at station-5 and the maximum was observed at station-2, followed by station-9. The station 11 is located at one of the proposed sites selected for deposal. The station shows better productivity as compared to the other station which is located in area with heavy ship movement and subjected regular maintenance dredging as well.
A total of 22 species of zooplankton were recorded from the study area out of them 12 species of Copepods, 3 species of tintinids, 2 decapods species , a single species of arrow worm and 4 species of larvae were found in the area.
The present study also reveals that the Copapoda were the dominant groups compared to other zooplankton groups. Amongs the copepods Acrocalanus sp. Centropages sp Acartia sp were observed at all the station covered in the marine ecological survey The present investigation showed that larval forms were recorded at various stations monitored during the field survey The density of larval forms varied from 5 to 15 no/l at various station in the dredging channel The larval density in the area proposed for disposal of dredge material is 8no/l (station 10) and 5 no/l ( station11) .
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ABUNDANCE AND DENSITY (N/L) OF ZOOPLANKTON IN THE PROJECT SITE Name of the organism/Species Stn 1 Stn 2 Stn 3 Stn 4 Stn 5 Stn 6 Stn 7 Stn 8 Stn 9 Stn 10 Stn 11 Copepodes Sub Class : Copepoda Order : Calanoida Family : Paracalanidae Acrocalanus sp. 12 10 9 14 8 10 10 13 15 9 9 Parvocalanus sp 1 1 0 1 0 0 0 0 2 1 0 Bestiolina sp 0 2 1 0 1 1 0 0 0 0 1 Paracalanus sp 0 2 2 2 0 1 1 0 0 0 1 Family : Eucalandae subeuccalanus sp 5 6 5 5 0 1 4 6 5 4 4 Family ;Clausocalanidaeae Clausocalanus sp 0 2 1 1 1 0 2 6 2 0 1 Family: Acartiidae Acartia sp 4 5 2 3 3 1 6 2 1 2 4 Family: Centropagidae Centropages sp 5 6 1 4 5 3 2 5 6 4 2 Acartiella sp 1 2 5 0 5 5 0 6 3 0 1 Order : Cyclopoida Family: Oithonidae Oithona sp. 2 1 4 2 2 3 1 3 1 0 2 Family:Corycaeidae Corycaeus sp 4 5 2 6 2 3 1 3 2 1 0 Order : Harpacticoida Family: Euterpinidae Euterpina sp. 1 0 0 0 0 0 2 0 0 0 0 Copepods total N/L 35 42 32 38 27 28 29 44 37 21 25 Tintinids Class : Spirotrichea
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Order: Tintinnida Family : Codonellidae Tintinopsis gracilis 30 52 23 25 16 26 24 25 38 39 30 Tintiniopsis acuminata 10 5 9 8 6 8 6 9 9 4 10 Family : Codonellopsidae Codonellopsis sp 2 1 1 1 3 0 0 0 0 1 0 Tintinnids total N/L 42 58 33 34 25 34 30 34 47 44 40 Decapoda Class : Malacostraca Order: Decapoda Family : Penaeidae Metapenaeus sp 1 0 1 0 1 1 3 0 1 1 1 Family : Luciferidae Lucifer sp 5 4 4 6 2 0 1 6 1 2 3 Decapods Total N/L 6 4 5 6 3 1 4 6 2 3 4 Arrow worms Class : Sagittoidae Order: Aphragmophora Family : Sagittidae Sagitta sp. 1 1 2 0 1 0 1 1 1 0 0 Larval forms Crustacean Larvae Class: Copepoda Nauplius larva of Copepods 6 10 10 9 8 9 6 4 12 5 2 Brachyuran Larvae Class: Decapoda ( Brachyura) Zoea larvae 1 2 2 2 1 2 3 0 1 1 1 Molluscan Larvae Molluscan larvae 0 1 0 0 0 0 1 1 1 1 1 Bivalve larvae 0 0 0 0 0 1 1 1 1 1 1 Larval forms total N/L 7 13 12 11 9 12 11 6 15 8 5 Total zooplankton N/L 91 118 84 89 65 75 75 91 102 76 74
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3.7.4.2. Primary productivity It is the rate at which new organic matter is added to the exiting phytoplankton standing crop. Primary productivity depends on the chlorophyll pigments which absorbs the light and produces energy through the process of photosynthesis. Therefore, the estimation of these pigments is prominent to ascertain the productivity of the aquatic environment. The details of primary productivity in the project area are given in table no 3.41. The Gross Primary Productivity (GPP) ranged from 50 to 115. The maximum GPP was observed at station8 and station- 10. The Net Primary productivity (NPP) from 112.5 to 187.5 at various sampling stations covered in the marine ecological survey. The maximum productivity was observed at station-2 and the minimum was at station-3 and station-8. Primary productivity values shows that the low to moderate productive. The area to be dredged has significant ship movement and is also dredged regular as a part of the maintenance dredging activities, all of which attribute to low to moderate productivity.
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Table 40 - Biological Characteristics of Marine Water in and Around JNPT Area Sr. no. Biological Parameters Stn 1 Stn 2 Stn 3 Stn 4 Stn 5 Stn 6 Stn 7 Stn 8 Stn 9 Stn 10 Stn 11 1 Primary productivity (PP) (mg/Cm3/hr) 1.1 Gross productivity 102 112 50 100 75 78 100 112.5 75 112.5 75 1.2 Net Productivity 175 187.5 112.5 175 175 162.5 162.5 150 112.5 150 150 2 Chlorophyll 'a' (mg/m3) 1.431 1.518 1.518 1.139 1.478 1.022 1.209 1.681 1.533 0.887 1.941 3 Pheophytin (mg/m3) BDL BDL BDL BDL BDL BDL BDL BDL BDL BDL BDL 4 Algal Biomass 95.87 101.71 102.78 76.31 99.03 68.47 81 112.63 102.71 59.43 130.05 5 Phytoplankton Population density (Cells/l) 60 53 69 62 57 53 70 61 57 57 50 6 Zooplankton Population density (N/l) 91 118 84 89 65 75 75 91 102 76 74 BDL: below detectable level
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Chlorophyll 'a' (mg/m3) Chlorophyll 'a' value varied from 0.887 to 1.941 mg/m3. The maximum density 1.941 mg/m3 was observed at station-11 and the minimum at station.-10 The variations of chlorophyll 'a' was associated with the numerical abundance of diatoms individuals.
Phaeophytin (mg/m3) The phaeophytin level is below detectable level in all the stations. The variation of Chlorophyll 'a' was associated with the numerical abundance of phytoplankton The biological process which influence spatial distribution of chlorophyll are phytoplankton production, cellular senescence and zooplankton grazing The chemical environment associated with the zooplankton digestive system is capable of stoichiometrically converting chlorophyll 'a' in to phaeophytin and then to phaeophorbide 'a' The elevated level of phaeophytin may indicate the enhanced zooplankton grazing activity
3.7.4.3. Benthic fauna Benthos is a collective term referred to the organism lying in or associated with aquatic sediment comprising plants and animals from almost all phylla. Benthic animals are generally described on the basis of their position in the sediment. Benthic fauna have been found to play a significant role in the trophic chain, as they utilize all forms of food materials available in the sea bed or estuarine base form an important link in the pollution on the standing crop and productivity. Benthic environment is a unique ecological system being designed and regulated by a wide range of physico-chemical and biological factor down from planktons, mud-water interface and sediment realms. Sediments samples were collected from various stations using Peterson;s dredger having a biting area of 16 x 17 cm2 The sediment obtained was sieved through required meshes to separate macro-fauna (>100µ) and meo-fauna. Each group of organisms were individually identified and a quantitative qualitative analysis has been done.
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Table 41 - Benthos observed at Various Sampling Stations in and around JNPT Area Sr. no. Name of the organism/Species Stn 1 Stn 2 Stn 3 Stn 4 Stn 5 Stn 6 Stn 7 Stn 8 Stn 9 Stn 10 Stn 11 Polychaetes Family : Nereidae 1 Nereis sp. 25 20 19 23 25 20 21 20 16 25 20 Family: Phyllodocidae 2 Phyllodocidae sp 5 2 6 1 6 4 2 2 1 1 0 Family : Amphinomidae 3 Amphinomie sp 15 15 10 10 5 6 10 14 12 12 12 \Bivalves 4 Placenta Placenta 0 1 2 0 0 0 1 0 5 0 2 5 Crustacea 0 0 1 2 0 0 0 0 0 0 0 6 balanus sp. 0 2 0 0 0 0 0 1 1 0 7 Tibia curta 1 2 3 4 1 2 2 1 2 2 2 8 Phalium sp. 0 0 0 0 0 1 0 0 0 0 0 9 Cancellaria sp 0 1 1 0 0 0 0 0 0 0 0 Amphipods 10 Corophium sp 5 10 2 2 2 2 0 0 1 0 12
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3.7.4.4 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 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 trophic levels and its ability to support secondary productivity can be difficult to identify.
Ecological Importance of Mangroves 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
EIA for Balance work of construction of 4th Container Terminal and Marine Container Terminal at JNP Page 111 contributions that benefit the environment. Their coverage of coastal shorelines and wetlands provides many diverse species of birds, mammals, crustacea, 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.
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Table 42 - Mangroves Sp. Observed In JNPT Area Sr. no Family No. of genus No. of species 1 Avicenniaceae 1 2 2 Acanthaceae 1 1 3 Euphorbiaceae 1 1 4 Mycrinaceae 1 1 5 Rhizophoraceae 1 3 6 Sonneratiaceae 2 2 Total 6 7 10
A total of 10 species were recorded in and around JNP area. 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.
As per The studies conducted by CWPRS on dispersion of resuspended sediment due to dredging operations indicate that the sediment in the resuspension is not likely to get dispersed in to tidal flats/harbour area. Therefore, the dredging operations do not affect the mangroves near Sewri or Dharamtar/Rewas. Terrestrial biodiversity were also carried out near JNP area. Major findings are as follows
3.7.4.5 Floral Diversity Vegetation study was undertaken to document diversity of herb, shrub, climber and tree species prevalent at JNPT and nearby area. 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. A total of 40 floral species were recordedas trees-19, Shrubs-4, Herbs- 12, Climbers-5. list of observed floral species is listed as follows
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Table 43 - Floral Diversity Observed In & Near JNPT Area Sr. no Scientific name Common name Family Habit 1 Abelmoschus manihot (Linn.) Medicus Raanbhendi Malvaceae Shrub 2 Acanthus ilicifolius L. Holly mangrove,muramdo Acanthaceae Shrub 3 Achyranthes aspera L. Aghada Amaranthaceae Herb 4 Alternanthera paronychioides St. -Hill. Smooth chaff flower Amaranthaceae Herb 5 Apluda mutica L. Mauritian grass Poaceae Herb 6 Avicennia officinalis L. Tivar Avicenniaceae Tree 7 Avicennia marina (Forssk.) Vierh. Tavir, Grey Mangrove Avicenniaceae Tree 8 Azadirachta indica A. Juss. Kaduneem Meliaceae Tree 9 Barleria cristata L. Vajra danti Acanthaceae Herb 10 Basela alba L. Velbendi Basellaceae Herb 11 Blumea lacera (Burm.f.) DC. Burando Asteraceae Herb 12 Bombax ceiba L. Kate savar Bombacaceae Tree 13 Bridelia spinosa Willd. Asana Euphorbiaceae Tree 14 Cajanus scarabaeoides (L.) Thouars Showy Pigeonpea Fabaceae Herb 15 Calotropis gigantia(L.)Dryand Rui Asclepiadaceae Shrub 16 Carissa carandas L. Karvand Apocynaceae Shrub 17 Celosia argentea L. Kurdu Amaranthaceae Herb 18 Ceriops tagal (Perr.) C. B. Rob Tagal mangrove Rhizophoraceae Tree 19 Coccinea grandis (L.) Voight Tondli Cucurbitaceae Climber 20 Cocculus hirsutus (L.) Diels Vasanvel Menispermaceae Climber 21 Cordia dichotoma Forst.f. Bhokar Boraginaceae Tree 22 Crateva religiosa G. Forst. Vayavarna Capparaceae Tree 23 Cressa cretica L. Rudravanti Convolvulaceae Herb 24 Cynodon dactylon (L.) Pers. Doorva Poaceae Herb
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25 Derris trifoliata Lour. Kaaranj vel Leguminoceaae Climber 26 Erythrina stricta Roxb. Pangara Fabaceae Tree 27 Ficus benghalensis L. Vad Moraceae Tree 28 Ficus religiosa L. Pimpal Moraceae Tree 29 Grewia asiatica L. Phalsa Tiliaceae Tree 30 Hyptis suaveolens (Linn.) Poir Bush mint , Jungli Tulas Lamiaceae Herb 31 Leucaena leucocephala (Lamk.) De Wit. Subabhul Mimosaceae Tree 32 Momordica charantia Linn. Karela Cucurbitaceae Climber 33 Morinda pubesence Sm. Bartondi Rubiaceae Tree 34 Mucuna pruriens (L.) DC. Prodr. Khaj-kuili Fabaceae Climber 35 Parkinsonia aculeata L. Vilayati kikar Leguminoceaae Tree 36 Peltophorum pterocarpum (DC.) Bk.exHyn Sonmohar Caesalpiniaceae Tree 37 Pongamia pinnata L. Pierre. Karanj Fabaceae Tree 38 Psidium guajava Linn. Peru Myrtaceae Tree 39 Scoparia dulcis L. Sweet Broom Weed Scrophulariaceae Herb 40 Zizyphus mauritiana Lamk. Ber Rhamnaceae Tree
3.7.4.6 Faunal diversity To study faunal diversity, random sightings/search and sampling points on predetermined transects were used. For reptiles, we searched by stone lifting, looking at rock crevices and wall space of structures in the sampling locations. Amphibians were searched near the stagnant water pools and small streams. Insects were observed on underside of leaves, nests, rock crevices, bushes and other places. Birds were studied by point sampling method and mammal diversity assessment was based on indirect evidences and random interviews with the local human community. During survey total 70 faunal sp. were recorded of which 46 were birds, 23 insect, 2 reptiles and a species of spider were observed, list of observed faunal species is listed in following table.
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Table 44 - Faunal Diversity observed in & near JNPT Area Sr.no Scientific name Common name Family Group IUCN 1 Common myna Acridotheres tristis Sturnidae Bird Least Concern 2 Common sandpiper Actitis hypoleucos Scolopacidae Bird Least Concern 3 White-breasted waterhen Amaurornis phoenicurus Rallidae Bird Least Concern 4 Openbill stork Anastomus oscitans Ciconiidae Bird Least Concern 5 Great egret Ardea alba Ardeidae Bird Least Concern 6 Cattle egret Bubulcus ibis Ardeidae Bird Least Concern 7 Little ringed plover Charadrius clubius Charadriidae Bird Least Concern 8 Purple sunbird Cinnyris asiaticus Nectariniidae Bird Least Concern 9 Black drongo Dicrurus macrocercus Dicruridae Bird Least Concern 10 Tawny-bellied babbler Dumetia hyperythra Timaliidae Bird Least Concern 11 Little egret Egretta garzetta Ardeidae Bird Least Concern 12 Asian koel Eudynamys scolopaceus Cuculidae Bird Least Concern 13 White-throated kingfisher Halcyon smyrnensis Halcyonidae Bird Least Concern 14 Black-winged stilt Himantopus himantopus Recurvirostridae Bird Least Concern 15 Brown-headed gull Larus brunnicephalus Laridae Bird Least Concern 16 Little cormorant Microcarbo niger Phalacrocoracidae Bird Least Concern 17 White-cheeked barbet Psilopoganviridis Megalaimidae Bird Least Concern 18 Red vented bulbul Pycnonotus cafer Pycnonotidae Bird Least Concern
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19 Red-wiskered bulbul Pycnonotus jocusus Pycnonotidae Bird Least Concern 20 Pied starling Sturnus contra Sturnidae Bird Least Concern 21 Yellow-footed green pigeon Treron Phoenicopterus Columbidae Bird Least Concern 22 Wood sandpiper Tringa glareola scolopacidae Bird Least Concern 23 Common greenshank Tringa nebularia Scolopacidae Bird Least Concern 24 Marsh sandpiper Tringa stagnatilis Scolopacidae Bird Least Concern 25 Common redshank Tringa totanus Scolopacidae Bird Least Concern 26 House crow Corvus splendens Corvidae Bird Least Concern 27 Spot-billed duck Anas poecilorhyncha Anatidae Bird Least Concern 28 Grey heron Ardea cinerea Ardeidae Bird Least Concern 29 Indian pond heron Ardeola grayii Ardeidae Bird Least Concern 30 Rock pigeon Columba livia Columbidae Bird Least Concern 31 Jungle crow Corvus macrorhynchos Corvidae Bird Least Concern 32 Asian palm swift Cypsiurus balasiensis Apodidae Bird Least Concern 33 Brahminy kite Haliastur indus Accipitridae Bird Least Concern 34 Grey hornbill Ocyceros birosteis Bucerotiformes Bird Least Concern 35 Long-tailed shrike Lanius schach Laniidae Bird Least Concern 36 Black-tailed godwit limosa lapponica Scolopacidae Bird Least Concern 37 Green bee-eater Merops orientalis Meropidae Bird Least Concern 38 Black kite Milvus migrans Accipitridae Bird Least Concern
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39 Chestnut -shouldered petronia Petronia xanthocollis Passeridae Bird Least Concern 40 Plain prinia Prinia inornata Cisticolidae Bird Least Concern 41 Ashy prinia Prinia socialis Cisticolidae Bird Least Concern 42 Rose ringed Parakeet Psittacula krameri Psittaculidae Bird Least Concern 43 White-throated fantail Rhipidura albicollis Truerhipidhuridae Bird Least Concern 44 Indian Robin Saxicoloides fulicatus Muscicapidae Bird Least Concern 45 Spotted dove Spilopelia chinensis Columbidae Bird Least Concern 46 Red wattled lapwing Vanellus indicus Charadriidae Bird Least Concern 47 Gram blue Euchrysops cnejus Lycaenidae Insect no category 48 Common indian crow Euploea core Nymphalidae Insect no category 49 Common pierrot Castalius rosimon Lycaenidae Insect no category 50 Common emigrant Catopsilia pomona Pieridae Insect no category 51 Small salmon arab Colotis amata Pieridae Insect no category 52 Plain tiger Danaus chrysippu Nymphalidae Insect no category 53 Striped Tiger Danaus genutia Nymphalidae Insect no category 54 jezebel Delias eucharis Pieridae Insect no category 55 Common grass yellow Eurema hecabe Pieridae Insect no category 56 Tawny coster Acraea terpsicore Nymphalidae Insect no category 57 Psyche Leptosia nina Pieridae Insect no category 58 Common Sailor Neptis hylas Nymphalidae Insect no category
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59 Common rose Pachliopta aristolochiae Papilionidae Insect no category 60 Glassy tiger Parantica aglea Nymphalidae Insect no category 61 White orange tip Ixias marianne Pieridae Insect no category 62 Peacock pansy Junonia almana Nymphalidae Insect no category 63 Lemon pansy Junonia lemonias Nymphalidae Insect no category 64 Pea blue Lampides boeticus Lycaenidae Insect no category 65 Antlion Distoleon tetragrammicus Myrmeleontidae Insect no category 66 Banded pearl moth Sameodes cancellalis Crambidae Insect no category 67 Ditch jewel Brachythemis contaminata Libellulidae Insect no category 68 Field cricket Gryllodes sp Gryllidae Insect no category 69 Carpenter bee Xylocopa auripennis Apidae Insect no category 70 Garden lizard Calotes versicolor Agamidae Reptile no category 71 Brahminy Skink Mabuya carinata Scincidae Reptile no category 72 Funnel web Spider Hippasa sp Hexathelidae Spider no category
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Proposed Thane Creek Flamingo Sanctuary is situated at around 10 km (about 9 km from project site) from proposed project hence the impact will be negligible. As the impacts are negligible NBWL or Forest department permissions might not be required. Minimum Noise and air pollution impacts are predicted on the elephant islands due to movement of barges which can be mitigated by implementing environment management plan for proposed project is of Construction of 4th Container Terminal and Marine Container Terminals at JNPT. Necessary mitigations have suggested in the EIA to mitigate impacts of dredging and reclamation on ecology. No critically endangered, vulnerable or endangered species were occurred in the area during the study. No species under Schedule I & II were observed in the area during the study.
3.8. SOCIO-ECONOMIC FACTOR Socio-economic factor plays an important role in any development activity, as it will have positive and beneficial impact. Therefore, it is necessary to check socio-economic impact due to the proposed project. The various factors dealing with socio-economic study included direct and in-direct employment during construction and operation phases, demography, education, economics, health and hygiene etc. The basic infrastructure facilities in the study area are adequately available and the proposed project will not pose any additional burden on it. Some of the salient features of Socio-Economic aspects of the Project are:
Management has taken utmost care for up gradation of socio-economic status of the area. Adopted a proper planning and strategy for the socio-economic development of the area in various areas of interests such as roads, educational and healthcare facilities etc. Creation of job opportunities for locals. Infrastructure augmentation for facilities such as roads, lighting etc. Providing World Class Training facility
The demographic and socio-economic pattern within the study area has been studied referring to the District Socio-economic Hand Book (Raigad District) and Census Data (2001). The socio-economic status will be go up with limited employment opportunities during construction phase and operation phase for any such opportunities project proponent will give preference to local people.
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CHAPTER 4- ASSESSMENT OF ANTICIPATED IMPACTS AND MITIGATION MEASURES.
4.1. INTRODUCTION 4.1.1. EIA Definitions A process or set of activities designed to contribute pertinent environmental information to project or programme decision-making. It is a process, which attempts to identify, predict and assess the likely consequences of proposed development activities. EIA is a planning aid concerned with identifying, predicting and assessing impacts arising from proposed activities such as policies, programmers, plans and development projects which may affect the environment. EIA is a basic tool for the sound assessment of development proposals to determine the potential environmental, social and health effects of a proposed development.
Environment Impact Assessment (EIA) is becoming more and more common. Based on the “Law of Environment Protection” in India, environmental impact of every planned engineering project, including regulation works for navigation channels, should be carried. The local environmental protection bureau, where the project is located, will examine the potential impact on environment. The project will be approved, only when its environment impacts are acceptable. A thorough environmental impact assessment must incorporate an assessment of the economic impact of a project, the physical and chemical condition of the area, the flora and fauna and human reflections.
4.1.2. 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. 1. A complete Environment Impact Assessment study should describe the following items. 2. A description of the “as is” situation before the project starts in the area influenced by the project
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3. A description of the proposed project and is influence on the environment after completion. 4. A description of the works and actions to be carried out to implement the project. 5. A description of the probable impact of all works and action described relating to: The biological equilibrium, The non-biological equilibrium, including
6. The possible beneficial environmental effects of the project. 7. The possible adverse environment effects of the project 8. An evaluation of the effects of various execution methods during the implementation period of the project 9. An evaluation of the effects during the period the project is commissioned 10. An evaluation of the effects of demolishing a structure during the period of construction 11. An evaluation of the (ir) reversibility of impacts 12. The range of primary, secondary and tertiary impacts (direct or indirect) of the project 13. A proposal for remedial actions to reduce the impacts of the project
4.1.3. Potential Environment Impacts of the project 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.
4.2.ENVIRONMENT IMPACT ASSESSMENT 4.2.1. Introduction This chapter deals with the assessment of project impacts on environment. Mitigation 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 1. Primary impacts, i.e. impacts which occur as a direct result of the project activities 2. Secondary and tertiary impacts, i.e. impacts that occur as a result of primary impacts.
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4.2.2. Impact Assessment Methodology The EIA study has predicted few environmental effects and assessed their significance based of the methodology adopted.
Impact Magnitude The magnitude of effect is the degree of an environmental resource resulting from the proposed development. An appropriate scale was developed for each environmental topic, ranging from negligible/ no impact to high impact. The evaluation of impact magnitude considers the duration probability, magnitude, spatial extent, reversibility and the likelihood of indirect effect. Impact can either be adverse or beneficial.
Receptor sensitivity Potential receptors (human population, habitats and water resources) was assigned a level of sensitivity to change ranging from negligible to high sensitivity. The level sensitivity was based on the perception value of the impact and sensitivity to changing conditions.
Impact Significance The significance of an impact is the product of the magnitude of impact and the sensitivity of the receptor. Impact can either be adverse or beneficial. Table 45 - General Impact Significance Assessment Matrix Receptor Magnitude of Matrix Sensitivity High Moderate Low Negligible High Very substantial Substantial Moderate Minor Moderate Substantial Moderate Minor Negligible Low Moderate Minor Negligible Negligible Negligible Minor Negligible Negligible Negligible
4.2.3. Scoping of significant issues for impact assessment From the studies about the project activity, the potentially significant impacts that may arise were identified. The studies are summarized in the table 4.2 given below:
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Table 46 - Potential Significant Impact Assessment Due To Dredging and Reclamation Predicted impact Receptor Magnitude of Significance of impact impact Dredging Activity Benthic Marine High Substantial life Carryover of dredged Benthic Marine Moderate Moderate material plume from the life dredging Increase in turbidity, Marine flora and High Substantial depletion of oxygen content fauna in the water column Nutrient availability and Marine life Moderate Moderate level change Impact of noise Marine life Moderate Moderate (surface/underwater) from equipment Air contaminants due to Nearby human Negligible Negligible transportation of dredged population materials Over spill from vessels that Marine life Negligible Negligible handles dredged material Workplace hazard Workers Negligible Negligible
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DREDGING
WATER COLUMN
Release of Organic Release of Contaminants into Matter Water
Physic chemical changes Reduction in light penetration in water
Changes in water quality Reduced primary production
Socio economic effects Reduction of Benthic Changes in Phytoplankton Habitat Community
Changes in the food web
Figure 15 - Concept Diagram Illustrating Anticipated Impact of Dredging on Water Column Dredging
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DREDGING
WATER COLUMN
Bathymetric Changes Sedimentation
Hydrodynamic Changes Removal of Benthic Habitat Deposition
Physical Smothering
Changes in Benthic community
Figure 16 - Concept Diagram Illustrating Anticipated Impact of Dredging on Seabed
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4.3. FACTORS AFFECTING THE POTENTIAL MARINE ENVIRONMENT DURING DREDGING Magnitude and frequency of the dredging activity Method used for dredging The size, density and quality of the material Intertidal area Tidal range Current direction and speed Rate of mixing Sediment quality
4.4. IMPACTS OF DREDGING AND MITIGATION MEASURES The potential negative impacts of conventional dredging on species and habitats can be described as: Substrate removal thus habitat and species removal Alteration of bottom topography and hydrography Physical/mechanical stress to the organisms present due to change in bottom profile. Alteration of sediment composition Alteration in the benthic community Re- suspension of sediments and increase in turbidity.
4.4.1. Impacts on Water quality Owing to the Construction of 4th Container Terminal and Marine Container Terminal may pose some impacts on the water quality.
Suspended solids and turbidity Impact 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.
Mitigation measure
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It is observed that background suspended solid and turbidity levels in the marine environment are highly variable depending on the site condition. The use of grabs shall also limit the impact
Organic matter and nutrients and depletion in oxygen content Impact 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 river
Oil Spill The movement of the barges involved in dredging activity may cause oil spills in the water.
Impact The amount spilled through the movement of barges or leakage will be minimum. The oil spill may cause a layer of suspended oil on the water. The layer can affect the light penetration into the water and also hamper the gaseous exchange between the two environments that can cause asphyxalation of the organisms.
Mitigation measure Oil spill contingency plan shall be in place to deal with the eventualities of the oil spill.
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Mopping system shall be deployed for cleaning of the oil from the surface waters. Note: A detail Oil Spill Contingency Plan is enclosed as annex 4.4.2. Impacts on Environment The activities like dredging, transporting and disposing of dredged material may cause change in the environment in the burrow area, transport route and disposal site.
Benthic communities Impact The animals living in and on the sediments of the seabed are called benthic organisms. During dredging the removal of the material from the seabed also removes the animals living on and in the sediments. The deep burrowing animals and mobile organisms may survive the dredging area by avoidance of the excavation site. Thus dredging may result in complete removal of the organisms from the dredging site.
Mitigation measure In the site under consideration sand excavation is carried out since a long time. Therefore that is a very less possibility that well developed benthic communities will occur in and around the area. Therefore it is therefore unlikely that their loss will significantly affect the marine ecology.
Increase in Turbidity and suspended solids Impact The turbidity of the water increases as a result of dredging. The increase in the turbidity decreases the depth of the light penetration in the water column. Thus the transparency of the water column is reduced thereby reducing the primary production of the water body. The increase in the suspended sediments can also affect filter feeding organisms such as shellfish through clogging their feeding and breathing apparatus. The sediments trapped in the gills can be fatal to young fish.
Mitigation measure However it is observed that background suspended solid and turbidity levels in the marine environment are highly variable.
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The background turbidity levels are usually high. The organisms in these environments have adapted themselves to the tolerate exposure to high suspended sediment concentration for a longer time. Therefore are less prone to damage by dredging activities that would increase the suspended solid content in the water column. The cutter Suction Dredger (CSD) is recommended as being most suitable for carrying out the dredging work. This is due to the fact that this type of dredger offers the least increase in turbidity, in comparison to other types, such as bucket or clamshell dredger. The Hopper suction Dredger also results in higher turbidity, but in any case is unsuitable for dredging where consolidated clays are encountered.
4.4.3. Impact on Flora and fauna
The port and harbour area does not have commercial fishing stations. Hence the proposed project has no impact on this resource. There is no fish breeding ground or ecologically sensitive area in the proposed reclamation area. The area is coming under intertidal zone and it will be flooded during spring tide only and for the remaining period it will be mud flats. The shifting substratum and anaerobic conditions in fine sediments collected from these mud flats do not conceive bottom dwellers, neither epifauna nor infauna. The organic content of the sediments was also very less to prove any benthic community. The intertidal area is not ecologically sensitive. Aquatic life exists in this area during flood tide and it moves to main water body with ebb tide. Reclamation of the area will not effect the fisheries potential of the port area. Hence reclamation may not have impact on ecological resources of the marine area. During reclamation, dredging and piling operations, turbidity of the water will increase. It should be noted that fish in harbour area are tolerant to variable concentrations of suspended solids. Moreover, adult fish are simply likely to move away when they detect sufficiently high suspended solids (turbidity) and are unlikely to be significantly impacted. Larvae and post-juvenile fish are more likely to be impacted as they may not be able to detect and avoid adverse conditions. But these impacts are for short periods only. Turbidity will decrease gradually at sources as well as at adjacent areas due to natural recouping capacity of the water. However, transport of sediment plume from dredging area can be prevented by using silt curtain cage during dredging.
Development of container terminal may not contribute any pollutants during operational phase as all activities are dry operational activities. Moreover, JNPT‟s existing marine pollution control measures can be extended to this project to maintain a „zero‟ discharge zone
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On the basis of the above, it can be predicted that the overall impact due to terminals development may be insignificant on ecological resources
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 thee stuarine fauna have high resilience. This efficient mechanism of estuarine organisms helps them for rapid decolonization after disturbances caused by substrate dredging.
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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.
4.4.4. Impact on Mangroves
If this material in re-suspension contains toxins and the material gets transported to mangrove areas/near by shore there may be an impact on the marine biology. Therefore, in order to ascertain the 1ikel y transport of the material in re-suspension, dispersion studies were conducted for dredging operations in the channel. The studies on dispersion of re-suspended sediment due to dredging operations indicate that the sediment in the re-suspension is not likely to get dispersed in to tidal flats/harbour area. Therefore, the dredging operations do not affect the mangroves near Sewri or Dharamtar/Rewas.
Figure 17 - Mangrove areas near JNPT
4.4.5. 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
EIA for Balance work of construction of 4th Container Terminal and Marine Container Terminal at JNP Page 132 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.
4.4.6. Impacts due to transportation and disposal of excavated material In the project the excavated material will be transported through the barges and will be disposed off at designated site (DS3).
Wildlife The port area has no wild life resources. The nearby Elephanta hill has rich breeding and feeding sites for coastal birds. The wild life resources of the Elephanta hills are not affected due to the existing container terminals. Every action has been taken to preserve the natural resources of Elephanta hill. The proposed project will not have any impact on this hill resource. There are no coastal birds seen in the proposed area for reclamation. Moreover, the project area is located outside the protected boundary of Elephanta caves and adequate safeguard will be taken by JNPT to protect wildlife resources at Elephanta. Hence, project may not have any adverse impact on wildlife resources at Elephanta.
4.5. DISPERSION OF MATERIAL DUE TO RECLAMATION ACTIVITY AND DREDGING OPERATIONS During reclamation and dredging operations, the bed material gets disturbed and this process brings the bed material into suspension. Due to this resuspension, the sediment concentrations in the vicinity of the dredger temporarily increase and the tidal currents transport this suspended sediment. If this material in resusupension contains toxins and the material gets transported to mangrove areas (FIG. 4.2) /near by shore there may be an impact on the marine biology. Therefore, in order to ascertain the likely transport of the material in resuspension,
EIA for Balance work of construction of 4th Container Terminal and Marine Container Terminal at JNP Page 133 dispersion studies were conducted for dredging operations in the channel. From these results, it is clear that the resuspended sediment due to dredging operations is not likely to be dispersed in to tidal flats near Sewri or Dhararntar where mangroves exist. However, there would be marginal increase in the suspended sediment concentrations in the Mumbai harbour area, near Butcher Island and this increase would be for a limited period during dredging operations.
Impact The spillage during transporting material may case increase in turbidity of surrounding water. The turbidity of DS3 area will increase due to dumping activity but this impact will be temporary. Dispersion studies suggested that the dispersion of material is away from the western face of the island of Mumbai where mudflats exist in areas such as the Mithi river.
Mitigation measure The excavated material will not be disposed off at any other location than DS3 It shall be made sure that no spillage will be occurred while transporting the dredged material.
4.5.1. Air Environment Impact due to air pollution by dredging instruments and by reclamation activities. Construction Phase 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 to the nearby populations due to the longer distance of human settlements from the alignment. 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.
Reclamation activities in construction phase of the project which potentially affect air environment are transportation of earth and construction materials including equipments, loading and placing of earth materials in reclamation operation, piling operation etc. Vehicular traffic will increase and hence may increase pollution. Transportation of earth materials and subsequent filling operation may cause dust and fine silica particles to suspend in air and pollute air environment at the project site as well as at the source. This cannot be avoided, but impacts due to this are temporary only. Moreover, this is natural dust and not
EIA for Balance work of construction of 4th Container Terminal and Marine Container Terminal at JNP Page 134 toxic. Continuous spraying of water during loading and unloading operation may reduce the generation of dust and silica particles in the air environment
Operation Phase Air quality status of the port area may not change much due to the proposed project as the port already has two container terminals in operation. Handling of class A, B and C liquid cargo may cause adverse impacts if emissions occur accidentally. Sources of air pollution can occur from cargo vapour emissions or leaks through pipes. The loading and unloading arms should be equipped with Emergency Relieving System and no hose connections should be provided while transferring of liquids. This can avoid damage to human life under any circumstances. Storage of these chemicals should be done carefully with all precautionary measures to combat emergency situations. JNPT has already reserved remote areas in their boundary for storage of hazardous chemicals. These areas are away from human settlement. So damage to human life is less likely to happen if any accidents occur. Vehicular as well as vessel traffic level may increase significantly in the operational phase. Vehicular induced pollution may also increase. But this can be mitigated by proper environmental enhancement measures such as green belts, free traffic flow, PUC inspection, maintaining roads etc. Transfer of container cargoes to trans-shipment yards or destinations through rails rather than by trucks will reduce air pollution due to vehicular traffic. Storage tanks of explosive cargoes may be isolated from non explosive chemical cargoes and be located away from port area mentioned in the revised Port Land Use Plan for tank farms.
4.5.2. Noise Environment The main activities associated with the proposed project in construction phase which generate noise are given below. Construction of concrete structures for berth, approach bridges, Driving of piles for berth, approach bridges, trestles etc. Laying of concrete and random rubble masses for bunds Loading and unloading of earth materials for reclamation work Movement of trucks and cranes with construction materials including piles Dredging operation These activities may raise noise level up to 100 to 110dB A. This is only for short duration and the impact from noise generation is considered to be not significant. Avoidance of direct human exposure to noise and workers is advised and also use of noise control measures like ear protectors etc. during construction phase. Noise levels during piling and dredging
EIA for Balance work of construction of 4th Container Terminal and Marine Container Terminal at JNP Page 135 operation are less likely to affect aquatic fauna as they will be adjusted to such noise levels in a port environment where continuous developmental activities take place.
During operation phase Air quality status of the port area may not change much due to the proposed project as the port already has two container terminals in operation. Handling of class A, B and C liquid cargo may cause adverse impacts if emissions occur accidentally. Sources of air pollution can occur from cargo vapour emissions or leaks through pipes. The loading and unloading arms should be equipped with Emergency Relieving System and no hose connections should be provided while transferring of liquids. This can avoid damage to human life under any circumstances. Storage of these chemicals should be done carefully with all precautionary measures to combat emergency situations. JNPT has already reserved remote areas in their boundary for storage of hazardous chemicals. These areas are away from human settlement. So damage to human life is less likely to happen if any accidents occur. Vehicular as well as vessel traffic level may increase significantly in the operational phase. Vehicular induced pollution may also increase. But this can be mitigated by proper environmental enhancement measures such as green belts, free traffic flow, PUC inspection, maintaining roads etc. Transfer of container cargoes to trans-shipment yards or destinations through rails rather than by trucks will reduce air pollution due to vehicular traffic. Storage tanks of explosive cargoes may be isolated from non explosive chemical cargoes and be located away from port area mentioned in the revised Port Land Use Plan for tank farms
4.5.3. Land Environment Reclamation of 200 Ha of land is envisaged in the proposed project. These areas are mudflats during ebb tides and not ecologically sensitive. The reclamation will be done by collecting earth materials from Uran–Panvel hill. This area is not ecologically sensitive as it does not have any permanent vegetative cover or human settlement or terrestrial fauna. Government approved contractors will be collecting the quarry materials and transporting at site. The impact on the environment during loading operation at this area is temporary.
4.5.4. Human Use Values Water Supply Port is having continuous water supply and its water supply system has been designed to meet future demand also. Hence, the additional demand of fresh water due to the proposed project will not affect Ports general water supply system in any way and impact may not be significant.
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Navigation Development of terminals will improve navigational facilities at JNPT. Number of vessels arriving and leaving the Port also will increase. Vessel Traffic Management System of JNPT will be strengthened to ensure a free and speedy handling of vessels and cargoes. Deepening and widening of the JNPT main navigation channel will help vessels to arrive at port without waiting at offshore. Mother vessels can arrive at JN Port with the help of tidal window. In short, development of fourth container terminal and chemical terminal can predict a beneficial impact on Port navigational facilities.
Quality of life values Socio-economic JNPT‟s plan to develop 4th container terminal and chemical terminals, which was appreciated by people of nearby villages. As per the socio-economic sample survey conducted for the proposed project and reported in the description part of the existing environment, 93.64% of the total respondents have good opinion about the proposed project .The project will generate job opportunities to locals directly and indirectly. Many processing industries will come up in the nearby villages. Local people will be hired for the construction work. Hence positive impact on this environmental attribute can be predicted.
Aesthetics Aesthetic quality of the port area will improve due to the proposed project. The port is planning to develop a green belt along the boundary of the reclaimed area. Number of roads will be developed in the Tank farm areas and green belts will be developed along the road. Lightings will be done in the developed area. In short, aesthetics of the project area will improve due to the proposed project and hence beneficial impact can be predicted.
Human Health i) Hazards/accidents: Accidents can occur during the construction phase and in operational phase of the proposed project. But the port has well established occupational health safety programmes. ii) Communicable Diseases: The proposed project does not have impact on this environmental attribute. Also, the port has well established medical facility within the area. iii) Noise Levels
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Avoidance of direct human exposure to noise for workers is advised and to utilize noise control measures like ear protectors etc. during construction phase. Use of machinery which produce less noise as well as crane operators to maintain a noise free environment will be advised
4.6. POSITIVE IMPACTS OF THE PROJECT The negative impacts of the proposed project “Development of Fourth Container and Marine Chemical Terminals” on physical resources such as marine water quality, air quality and noise and ecological resources such as aquatic life and water surface area are of low significance when compared to its long term positive impacts on human use values and quality of life values. The result of the EIA study shows that the overall impact on the environment due to the proposed project will be positive with a positive change in Environmental Impact Units of 1.13%. Development can be environmentally sustainable by undertaking necessary mitigation /safety measures to minimize adverse environmental impacts, if any.
4.7. EVALUATION OF IMPACTS For the evaluation of environmental quality subsequent to the proposed development of container and marine chemical terminals and associated facilities in JN Port, an Environmental Evaluation System (EES) similar to Battelle Environmental Evaluation System (BEES) has been adopted. The major feature of this system is that environmental impact is expressed in commensurate units. This method is practically effective and simplifies the environment into relatively small number of measurements and indicators which can be used to estimate whether or not a proposed project has significant impact on the environment.
The scaling of impacts using EES has been achieved through the use of functional relationships of 29 parameters identified. The major feature of this system is that environmental impact is expressed in commensurate units. The steps involved in the development of commensurate units include transformation of parameter estimates into an environmental quality (EQ) scale, assignment of Parameter Importance Units (PIU) to the individual parameters and the multiplication of scale values by importance values to obtain environmental impact units (EIU). For evaluation, an index expressed as Environmental Impact unit (EIU) is calculated as follows:
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29 29 Total[EIU ] (EIU ) i i i1 = i 1 (PIU) i x (QI) i where, (EIU) i =Environmental Impact Unit for the ith parameter (PIU) i =Parameter Importance Unit for ith parameter (QI) i =Quality Index as measured from function curve for ith parameter Over all impact of the project is calculated as below: 4 OverallIm pact [(EIU ) n,After (EIU ) n,Before n1 ] (EIU)n =Environmental Impact Unit for nth component after and before the project respectively. n = Number of categories Percentage change in Environmental Impact Units = Overall Impact / (EIU) Before The 29 parameters identified to express different component of environment have been distributed in four broad categories viz., Physical resources, Ecological (Biological) resources, Human use values and Quality of life values. The weightage assigned to each component and parameter is based on their relative importance, pairwise comparison technique and subjective value judgement. Accordingly weightages given to various components are in the ratio 1.0:0.8:0.7:0.5 for physical resources, ecological resources, human use values and quality of life values, respectively. Hence, PIU for physical resources is 333, ecological resources is 267, human use values is 233 and quality of life values is 167 with total weightage of 1000 units. Again in the physical resources, various environmental attributes such as water, air, noise and land are given weightages as per the significance of impact on particular environment due the proposed project. Accordingly, water environment has been given maximum PIU of 145 units followed by air, land and noise with PIUs 101, 58 and 29, respectively. Figure 20 shows the detailed description of weightages given for various components and their environmental attributes.
4.7.1. Physical Resources This category includes the environmental parameters such as hydrological regime, BOD, DO, pH, fecal coliform, oil and grease, color and turbidity. pH may not have any change in its EQ values. But turbidity will increase due to higher shipping operation. Turbidity may also increase significantly during piling operation as well as during capital dredging in construction phase and maintenance dredging in operational phase. Hence a change in EQ of
EIA for Balance work of construction of 4th Container Terminal and Marine Container Terminal at JNP Page 139 this parameter by –4.60 units has been considered. Physical modeling studies conducted by CWPRS shows that hydrological regime of the water body may not change significantly due to berths and approach bridges as they will be erected on simplex piles. A change in EQ with respect to hydrological regime by –1.90units has been considered. Accidental leakage of bilge water from engine room or from ship side valves may contribute oil to water. Hence a change in EQ of this parameter by –1.6units has been considered. Total change in water quality because of the proposed project has been quantified as –11.50units.
The air environment includes the parameters like TSP, NOx, SO2, PM10 and VOC and the over all change in environmental quality of this parameter by –8.95units has been considered. There will be increase in vessel traffic as well as vehicular traffic in the Port during the operation phase of the project. TSP and PM10 may increase due to crane and truck, tipper and trailer movement in the project area. This may contribute NOx also. SO2 emission at port from ships will not increase much with increase in ship traffic as low sulphur bunker fuels are being used by ships, internationally. Proposed chemical berth will handle class A, B and C liquid cargo and so emission of VOC likely to happen at chemical berth. So a marginal change of EQ has been considered. The noise levels may also change due to the increased transportation activities during construction as well as operation phase. Hence a change in EQ of this parameter by – 1.45 units has been considered. The land environment may have a total change in environmental quality by –2.35 units. Ship movement may cause shoreline erosion. Hence a change in EQ of this parameter by –0.90 has been considered. 200 ha of land will be reclaimed for back up facilities of the terminals. A positive change in land use can be considered. Hence net change in EQ of land environment by +3.10 has been quantified and an over all change in EQ of physical category by –18.80units has been considered as shown in Table 47.
TABLE 47 - Evaluation of Environmental Impact on Physical Resources Parameters PIU (QI) (EQ) (QI) (EQ) Change in Before Before After After EQ WATER ENVIRONMENT Hydrological 19 0.90 17.10 0.8 15.2 -1.90 Regime BOD 26 0.85 22.10 0.80 20.80 -1.30 DO 32 0.90 28.80 0.85 27.20 -1.60 pH 13 1.00 13.00 1.00 13.00 0.0 Fecal coliform 6 1.00 6.00 1.00 6.00 0.0 Oil & Grease 16 0.80 12.80 0.70 11.2 -1.60 Color & Odor 10 1.00 10.00 0.95 9.50 -0.50
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Turbidity 23 0.80 18.40 0.60 13.8 -4.60 Total 145 128.20 116.70 -11.50 AIR ENVIRONMENT TSP 33 0.80 26.40 0.70 23.10 -3.30
NOX 20 0.90 18.00 0.80 16.00 -2.00
SO2 10 1.00 10.00 0.95 9.50 -0.50
PM10 25 0.90 22.50 0.80 20.00 -2.50 VOC 13 1.00 13.00 0.95 12.35 -0.65 Total 101 89.90 80.95 -8.95 NOISE ENVIRONMENT Noise 29 0.90 26.10 0.85 24.65 -1.45 Total 29 26.10 24.65 -1.45 LAND ENVIRONMENT Land Use 40 0.70 28.00 0.8 32.00 +4.00 Shoreline 18 0.90 16.20 0.85 15.30 -0.90 Erosion Total 58 44.20 47.30 +3.10
(EIU)I 333 288.4 269.60 -18.80
4.7.2. Ecological Resources This category includes the environmental parameters such as aquatic life, mangroves, wildlife and water surface area. The project area does not have any wild life resources nearby. Elephanta hill is located away from the project area and port operations may not affect wildlife resources at Elephanta. The reclamation area has sparse growth of mangroves in less than 0.4Ha of land and these will be destroyed during land development for back up facilities. 200ha of water area will be reclaimed and so an over all change in EQ of this category by – 25.40units has been considered as shown in Table 31. There will be slight disturbances to marine fauna during construction phase due to increased turbidity as well during operation phase due to additional ship traffic. Aquatic lives in harbour area are tolerant to any environment similar to natural disturbances like resuspension of sediments due to storm or bottom current etc. Water surface area will decrease due to reclamation. However a negative impact on aquatic life can be anticipated in this project.
Table 48 - Evaluation of Environmental Impact on Ecological Resources Parameters PIU (QI) (EQ) (QI) (EQ) Change in Before Before After After EQ Aquatic life 86 0.90 77.40 0.80 68.80 -8.60 Mangroves 60 1.00 60.00 0.95 57.00 -3.00
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Wildlife 52 1.00 52.00 1.00 52.00 0.00 Water Surface 69 1.00 69.00 0.80 55.20 -13.80 Area
(EIU)II 267 258.40 233.0 -25.40
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4.7.3. Human Use Values This category includes parameters like water supply, transportation power usage navigation and employment. All parameters may change in its quality because of the project. Employment opportunity will increase. Deployment of skilled and unskilled labour during construction and operation phase will be done. It is estimated that the proposed project would require around 5000 labours including skilled and unskilled category. Quantity of container traffic will increase and hence infrastructure like roads and railways may develop. Power consumption will increase. Better navigational aids will develop with facilities to receive mother vessels. Hence an overall change in quality of this attribute by an amount +32units has been considered as shown in Table 49. An increase in quality for transportation by an amount of +12.units and employment by +14.units has been considered. Table 49 - Evaluation of Impact on Human Use Values Parameters PIU (QI) (EQ) (QI) (EQ) Change in Before Before After After EQ Water Supply 20 0.90 18.00 0.85 17.00 -1.00 Transportation 48 0.60 28.80 0.85 40.80 +12.00 Power Usage 41 0.90 36.90 0.80 32.80 -4.10 Navigation 55 0.70 38.50 0.90 49.50 +11.0 Employment 69 0.60 41.1 0.80 55.20 +14.10
(EIU)III 233 163.30 195.30 +32.00
4.7.4. Quality of Life Values This category includes parameters like socio-economic, archaeological/historical, aesthetic and human health. Archaeological/historical environment may not change in its quality after the implementation of the project. Many processing industries may come up in nearby villages. So, socio-economic parameter may increase in its quality after the implementation of the proposed project by + 16.60units. Lightings, new roads and green belts will increase the aesthetics of the area and hence an increase in quality for this parameter by amount +6.30units has been considered. Total change in EQ of this category by +21.65 units has been considered as shown in Table 50.
Table 50 - Evaluation of Impact on Quality of Life Values
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Parameters PIU (QI) (EQ) (QI) (EQ) Change in Before Before After After EQ Socio-economic 83 0.70 58.10 0.90 74.70 +16.60 Archaeological 17 1.0 17.00 1.0 17.00 0.00 /Historical Aesthetics 42 0.6 25.20 0.75 31.50 +6.30 Human Health 25 0.9 22.50 0.85 21.25 -1.25
(EIU)IV 167 122.80 144.45 +21.65
4.7.5. Overall Impact Evaluation The EIU value for each component before and after the proposed project is calculated first, as given in Tables 37 to 38. The overall impact is calculated as given in Table 51.
Table 51 - Overall Impact Evaluation
Evaluation of EIUs PIU EQ EQ Change in EQ Before After Environmental Attributes Physical Resources 333 288.40 269.60 -18.80 Ecological Resources 267 258.40 233.00 -25.40 Human Use Values 233 163.30 195.30 +32.00 Quality of Life Values 167 122.80 144.45 +21.65 Total 1000 832.90 842.35 +9.45
% change in EIUs { Total Change in EQ/(EQ) Before}x100 1.13%
Total Units = (EIU) I + (EIU) II+ (EIU) III+ (EIU) IV = 333+267+233+167= 1000 Total EIU before the project, (EIU) Before =288.40+258.40+163.30+122.80=832.90 Total EIU after the project, (EIU) After =269.60+233.00+195.30+144.45=842.35 Change in EIU= (EIU) After - (EIU) Before = (842.35) - (832.90)= +9.45 (positive impact).
Hence %change in Environmental Impact Units = (+9.45/832.90) x 100=+1.13%. The project will have long-term positive impact on human use values and quality of life values when
EIA for Balance work of construction of 4th Container Terminal and Marine Container Terminal at JNP Page 144 compared to short-term negative impact on physical and ecological resources. The percentage change in Environmental Impact Units due to the proposed project is 1.13% (positive) and change in EIU is +9.45units. Any negative impacts on physical and ecological environment can be mitigated by proper environmental management plan being carried out by JNPT, and hence a clearance can be given for the proposed project.
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CHAPTER 5-ENVIRONMENT MONITORING PROGRAMME
5.1. THE NEED 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.
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.
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5.2. MONITORING CHECKLISTS ARE GIVEN BELOW: PROJECT START-UP CHECKLISTS ENVIRONMENTAL ASPECTS YES/NO COMMENTS Personnel on site are environmental aware of various issues of interest Telephone numbers of emergency services are 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 ASPECTS YES/NO COMMENTS 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. 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 ASPECTS YES/NO COMMENTS Environmental Management is reviewed in the
EIA for Balance work of construction of 4th Container Terminal and Marine Container Terminal at JNP Page 147 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. Public complaints have been recorded and dealt with the satisfactory manner.
Site Closure Checklist: ENVIRONMENTAL ASPECTS YES/NO COMMENTS Contractor has cleared everything not forming the part of the permanent works. Re-vegetation has been satisfactorily completed. All areas disturbed during construction have been brought back to the near original condition in accordance with the conditions.
5.3. CURRENT MONITORING STATUS As per the guidelines received from MoEF& CC JNPT is regularly monitoring the JNP area as well as surrounding area to monitor and mitigate environmental changes occurring due to operation of port. Following are the details of the monitoring being carried out at JNP regularly.
5.3.1. Air Monitoring As per the Environmental Monitoring Plan of JNP, Air monitoring locations are selected in port and outside including nearby residential and eco-sensitive areas. Locations of stations are selected based on the significance of sources, receptors and to get representative data. Three fixed stations are identified namely Port Operational Centre (POC), Indian Molasses Company (IMC) and Residential Colony (RC). Three movable locations are also identified namely Elephanta Caves (EC), North Gate Complex (NGC) and South Gate Complex (SGC). The description of stations is given in following table:
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Table: 51 AIR QUALITY MONITORING LOCATIONS Station No. Station Location Selection Criteria 1 POC At Port Operation Centre Main Port Activity Location 2 IMC At IMC compound in Liquid Major Industrial Activity Chemical Terminal Area Center 3 RC At JNP residential township Impact on Human Population 4 EC At Elephanta Caves Impact on Archeological site 5 NGC Near North Gate Complex Heavy Traffic Movement 6 SGC Near South Gate Complex Heavy Traffic Movement
5.3.1.1. Air quality monitoring methodology The objective behind Air Quality monitoring survey is to determine the status of existing ambient air quality in the port and to compare it with CPCB specified standards. Sampling and analysis of ambient air samples are carried out as per CPCB Guidelines for Ambient Air Quality Monitoring, Volume-I, NAAQMS/36/2012-2013. The monitoring is carried-out as per air quality parameters mentioned in the National Ambient Air Quality Monitoring Standards (NAAQMS) CPCB Notification published on 18 November 2009.
The monitoring cycle at three fixed stations i.e. POC, IMC and RC is twice a week, while at NGC and SGC it is once a week. However, monitoring at Elephanta Caves is once a month as per schedule of EMP of JNPT. In all above stations, sampling duration is 24 hour for PM10, PM2.5, SO2, NH3, NOX, Pb, As, Ni, Benzo(a) pyrene, 8 hour for Ozone & Benzene, and Grab-sampling for CO & CO2 measurements.
After a continuous operation of 8 hours of the sampler, the reagents are replaced to obtain 3 samples per day for each parameter namely, SO2, NOX and NH3. The EPM 2000 filter paper and PTFE Membrane bound filter paper are used for a period of 24 hours to obtain one sample each of PM10 & PM2.5 respectively. After PM10 measurement, EPM 2000 filter paper is used for estimation of Pb, As, Ni and Benzo (a) pyrene.
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5.3.2. Marine water and sediment quality monitoring [harbor& creek] including study of sediment characteristics For study of Marine ecology, Total 8 fixed harbour stations [W1 to W7 and W9] and 1 movable station [W8/W10] are identified. At Nhava creek 4 fixed stations [W11 to W14] are identified. All above mentioned stations are selected for studying aquatic flora and fauna as well as benthic fauna. The description of stations is mentioned in Table 52
Table 52 - Description of Marine Water Quality Monitoring Stations Sr. No. Station Description 1 W1 Between Elephanta and Nhava Islands, and can be identified at the last green buoy no. F1Green of JNPT approach channel and just opposite to ONGC Depot at the Nhava Island. 2 W2 Denoted by buoy no.FG2 RED of JNPT channel. It is near the Elephanta Island, and opposite to Port Craft Jetty 3 W3 Identified by the green buoy no. FG2 Green of JNPT approach channel and lies near the landing jetty. 4 W4 Located at Uran Patch Beacon (lighthouse on concrete platform) near the Butcher Island filling platform. 5 W5 W5 is near to the guide bund and others are along Nhava W11 to creek up to Belpada. These are selected to examine the W14 impact of neighbouring Nhava Villages and Belpada to the creek water quality. 6 W6 This is a mobile station and hence its location is changed during every visit. This sampling station was selected in order to examine the variation of water quality in the area not represented by the fixed stations. 7 W7 This station is located near landing jetty. This station was selected in order to examine the water quality due to liquid cargo jetty.
8 W9 Located in between GTI and Liquid Cargo Jetty. This station is selected to examine the impact of terminal activities on water qualities
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9 W10 Located near proposed chemical berth. These stations are variable and selected to examine the impact of proposed chemical terminal and IVth Container terminal activities on water quality.
5.3.2.1. Marine water quality monitoring methodology The objective of Marine water quality monitoring is to assess compliance with statutory water quality objectives, to reveal long term changes in water quality and to provide a basis for the planning of pollution control strategies.
Harbour Water Quality Monitoring – Three samples viz., surface, mid depth and bottom waters are collected and composite for each 1st , 3rd and 5th hour of the tide from eight fixed and one moving stations and composited for each harbour water quality monitoring station. In all 54 samples are collected from nine stations.
Creek Water Quality Monitoring– Three samples viz., surface, mid depth and bottom waters are collected and composite from four water quality monitoring stations in the Nhava Creek during the1st, 3rd and 5th hour of the of the tide. In all 24 Samples are collected from 4 Nhava creek stations.
Study of Sediment Characteristics – Sediment samples are collected from all 13 stations. The list of parameters analyzed to assess the Marine Water Quality is presented in Table 31 along with parameters monitored for sediment characterization.
5.3.2.2. Marine Water Quality Parameters Harbour Area & Creek Area A] Physical parameters of Water: Depth, Temperature, pH, Salinity, Turbidity, Total Solids, Total Dissolved Solids, Total Suspended Solids , Silica , Phosphate, Sulphate, Nitrite , Nitrate , Calcium , Magnesium , Sodium , Potassium
B] Bio-chemical Analysis of Water: Dissolved Oxygen, COD [Chemical Oxygen Demand],BOD [Biochemical Oxygen Demand], NH3- N, Phenol, Oil &Grease, SPC [Standard Plate Count],Bacteriological count [MPN],Fecal Coliform
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C] Sediment Analysis: Total Organic Matter, Organic Carbon, Inorganic Phosphates
5.3.3. Marine ecosystem monitoring 5.3.3.1. Sampling Stations The monitoring of marine environment for the study of biological and ecological parameters was done on regular basis by JNPT Composite water samples(three stratified layers as well as thrice in a tidal cycle) were collected by a water sampler from nine water quality monitoring stations of JNP harbour area (viz., W1, W2, W3, W4, W5, W6, W7, W9 and W10) and four stations (W11, W12, W13 and W14) in Nhava Creek ( three stratified layers once in a tidal cycle).Collected water samples were processed for estimation of Chlorophyll- a, Pheophytin- a, qualitative &quantitative evaluation of phytoplankton, qualitative &quantitative evaluation zooplanktons (density and their population).
5.3.4. Sampling methodology adopted A marine sampling is an estimation of the body of information in the population. The theory of the sampling design is depending upon the underlying frequency distribution of the population of interest. The requirement for useful water sampling is to collect a representative sample of suitable volume from the specified depth and retain it free from contamination during retrieval.
Sampling had been conducted from three layers (Subsurface, Mid depth and Bottom) in the first hour of tide, third hour of the tide and fifth hour of the tide from these 9 sampling locations in the harbour area. The composite sample have been prepared from the three stratified layers as well as the three sample collected in one tidal cycle. Sampling had been conducted from three layers (Surface, Mid depth and Bottom) in the, third hour of the tide (between Maximum High water and Slack water) from 4 sampling locations in the Nhava Creek. The composite samples have been prepared from the three stratified layers one tidal cycle
Composite water samples (three stratified layers as well as thrice in a tidal cycle) were collected by a water sampler from nine water quality monitoring stations of JNP harbour area (viz., W1, W2, W3, W4, W5, W6, W7, W8 and W9) and four stations (W11, W12, W13and W14) in Nhava Creek were analysed for the estimation of Chlorophyll-a, Pheophytin-a, quantitative evaluation of phytoplankton, zooplanktons density and their population.
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Net sampling for qualitative evaluation of mixed plankton was conducted only once during one tidal cycle during third hour of tidal cycle (between Maximum High water and Slack water)
Niksin sampler was used to collect sea water from the three layers sub surface, middepth and bottom. These bottles are non-metallic, free-flushing sampler recommended for general purpose water sampling. During the sampling this plastic cylinder, was lowered to the desired depth with both ends open. Closure of the cylinder was usually triggered by a mechanical messenger. In Niksin sampler, top and bottom cap are held open by a clamp against the tension of a rubber string connecting the through the cylinder. The action of the messenger release clamp and caps are pulled into a position closing off top and bottom of the cylinder by retaining the water column in the cylinder from the depth and time of closure. This water can be retrieved without any contamination from the upper lying water column.. The collected samples were first collected in a clean bucket to reduce the heterogeneity. From the collected water sample
1 litter of water sample were taken in an opaque plastic bottle for chlorophyll estimation. Quantitative Plankton samples were collected by filtering rest of the water sample using plankton net of 20µm mesh size.
Methodology adopted for Plankton sampling Mixed plankton sample for qualitative evaluation were obtained from the sub surface layer, at each sampling locations by towing the net horizontally with the weight during third hour of tidal cycle .After the tow of about 15-20minutes at speed of 1-1.5 m/s, plankton net was pulled up and washed down to the tail and collected the plankton adhered to plankton net in the collection bucket at the bottom by springing outer and inner surface of the net with sea water, while the net was hanging with the mouth upward. As already mentioned for quantitative evaluation 50 L sample each was collected from the three layers ( sub surface, mid-depth and bottom) repeated thrice in the one tidal cycle ( first hour, third hour and fifth hour ) the harbour area and once in the creek area ( Third hour) and composite samples were made . Composited water samples from the sampling stations in harbour area and from creek area were filtered through 20µm mesh size net assembly
Methodology adopted for Benthic fauna sampling
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Van veen sampler (0.1 m) was used for sampling bottom sediments. Two sets of sediments were sampled from each location. The macro fauna in the sediments were sieved on board to separate out the organisms. The fixation of benthic fauna is normally done by bulk fixation of the sediment sample. The bulk fixation is done by using 10% formalin (Buffered with borate) with Rose Bengal as stain. The organisms were preserved with seawater as diluting agent.
Samples Processing For Chlorophyll Estimation Samples for the chlorophyll estimation were preserved in ice box on board in darkness to avoid degradation in opaque container covered with aluminium foil. Immediately after reaching the shore after sampling, 1 litter of collected water sample was filtered through GF/F filters (pore size 0.45 µm) by using vacuum filtration assembly. After vacuum filtration the glass micro fiber filter paper was grunted in tissue grinder, macerating of glass fiber filter paper along with the filtrate was done in 90% aqueous Acetone in the glass tissue grinder with glass grinding tube. Glass fiber filter paper will assist breaking the cell during grinding and chlorophyll content was extracted with 10 ml of 90% Acetone, under cold dark conditions along with saturated magnesium carbonate solution in glass screw cap tubes. After an extraction period of 24 hours, the samples were transferred to calibrated centrifuge tubes and adjusted the volume to original volume with 90% aqueous acetone solution to make up the evaporation loss.
The extract was clarified by using centrifuge in closed tubes. The clarified extracts were then decanted in clean cuvette and optical density was observed at wavelength 630, 664, 665 nm. By using corrected optical density, Chlorophyll-a value was calculated as given in (APHA, 1998) The extract of pigments was then measured by spectrophotometer at wavelength of 750 nm and 664 nm before acidification and at 665 nm after acidification by 0.1ml of 0.1N HCl.
Samples Processing For Plankton The entire area open water in the sea is the pelagic realm. Pelagic organisms live in the open sea. In contrast to the pelagic realm, the benthic realm comprises organisms and zone of the bottom of the sea. Vertically the pelagic realm can be dividing into two zones based on light penetration; upper photic or euphotic zone and lower dark water mass, aphotic zone below the photic zone.
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The term plankton is general term for organisms have such limited powers of locomotion that they are at the mercy of the prevailing water movement. Plankton is subdivided to phytoplankton and zooplankton. Phytoplankton is free floating organisms that are capable of photosynthesis and zooplankton is the various free floating animals.
Phytoplankton The phytoplankton includes a wide range of photosynthetic and phototrophic organisms. Marine phytoplankton is mostly microscopic and unicellular floating flora, which are the primary producers that support the pelagic food-chain. The two most prominent groups of phytoplankton are diatoms (Bacillariophyceae) and dinoflagellates (Dinophyceae).The phytoplankton those normally captured in the net from the creek near JNPT is normally dominated by these two major groups; diatoms and dinoflagellates.
Zooplankton Zooplankton can be subdivided into holoplankton, i.e., permanent members of the plankton (e.g., Calanoid copepods), and meroplankton, i.e., temporary members in the plankton e.g., larvae of fish, shrimp, and crab). The meroplankton group consists of larval and young stages of animals that will adopt a different lifestyle once they mature.
In contrast to phytoplankton which consist of a relatively smaller variety of organisms, Zooplankton are extremely divers, consist of a host of larval and adult forms representing many animal phylum. Among the zooplankton two group always dominate than others; they are the members of sub class copepods (Phylum Athropoda), and Tintinids(Phylum Protozoa) among the net planktons. These small animals are of vital importance in marine ecosystem as one of the primary herbivores animals in the sea, and it is they provide vital link between primary producer (autotrophs) and numerous small and large marine consumers.
Spatial distribution of Plankton: A characteristic of plankton population is that they tend to occur in patches, which are varying spatially on a scale of few meters to far as few kilometres in distance. They also vary in time scale, season as well as vertically in the water column. It is this patchiness and its constant changes in time and spot, that has made it so difficult for plankton biologist to learn about the ecology of plankton. The biological factors that causes this patchiness is due to the ability of zooplankton to migrate vertically and graze out the phytoplankton at a rapid rate
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At its most extreme, because the water in which plankton is suspended is constantly moving, each sample taken by the plankton biologists remain a different volume of water, so each sample is unique and replicate does not exist.
Plankton may also exhibit vertical patchiness. Physical factors contribute to this type of patchiness include light intensity, nutrients and density gradients in the water column. Phytoplankton in particular tends to be unequally distributed vertically, which leads to the existence of different concentration of a chlorophyll value between photic zone and below the photic zone.
Preservation and storage Both filtered plankton and those collected from the plankton net were preserved with 5% buffered formalin and stored in 1L plastic container for further processing in the laboratory.
Sample concentration The collected plankton samples were concentrated by using centrifuge and made up to 50 ml with 5% formalin -Glycerine mixture.
Taxonomic evaluation Before processing, the sample was mixed carefully and a subsample was taken with a calibrated Stempel-pipette. 1 ml of the concentrated plankton samples were transferred on a glass slide with automatic pipette. The plankton sample on the glass slides were stained by using Lugol‟s iodine and added glycerine to avoid drying while observation. The plankton samples were identified by using Labex triangular Research microscope with photographic attachment. Microphotographs of the plankton samples were taken for record as well as for confirming the identification. The bigger sized zooplankton was observed through dissecting stereomicroscope with magnification of 20-30 x. Plankton organisms in the whole slide were identified to the lowest taxon possible. A thorough literature search was conducted for the identification of the different groups of zooplankton that were encountered
Cell counts by drop count method
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The common glass slide mounted with a 1ml of concentrated phytoplankton/zooplankton sample in glycerol and covered with cover slip 22x 60mm was placed under the compound microscope provided with a mechanical stage. The plankton was then counted from the microscopic field of the left top corner of the slide. Then slide is moved horizontally along the right side and plankton in each microscopic field was thus counted. When first microscopic field row was finished the next consecutive row was adjusted using the mechanical device of the stage. In this way all the plankton present in entire microscopic field are counted.
From this total number in 1ml of the concentrated plankton, total number of plankton in the original volume of sample filtered was calculated as units/L
Zooplankton Biomass In the volumetric method, the total zooplankton volume is determined by the displacement volume method and is expressed as ml per m. The volume of plankton is also determined by noting the settled volume after the plankton sample allowed settling for at least 24 hours. The volume of plankton per m3 of water filtered was estimated by calculating the quantity of water filtered by the net during sampling as described earlier.
Zooplankton collected after filtering through a netting material having a mesh size of equal or smaller than the net used for collecting plankton was transferred to a measuring cylinder with a known volume of 4% buffered formalin. Thus the difference in levels of solution in the measuring cylinder is equivalent to the volume of plankton. Before transferring the interstitial water between the organisms was removed with blotting paper.
Samples Processing For Benthic Organisms Benthos is those organisms that are associated with the sea bed or benthic habitats. Epibenthic organisms live attached to a hard substratum or rooted to a shallow depth below the surface. In fauna organisms live below the sediment–water interface.
Interstitial organisms live and move in pore water among sedimentary grains. Because the benthic organisms are often collected and separated on sieves, a classification based on the overall size is used. Macro benthos include organisms whose shortest dimension is greater than or equal to 0.5 mm. Meio benthos are smaller than 0.5mm but larger than 42µ
EIA for Balance work of construction of 4th Container Terminal and Marine Container Terminal at JNP Page 157 in size. The terms such as macro fauna and Meio fauna generally have little relevance with taxonomic classification. The terms Meio fauna and macro fauna depend on the size. Meio fauna were considered as good bioassay of community health and rather sensitive indicators of environmental changes
Sample sieving: Sediments samples were sieved to extract the organisms. Sieving was performed carefully as possible to avoid any damage to the animals. The large portion of the sediment was split in to smaller portions and mixed with sea water in a bucket. The cohesive lumps were broken down by continuous stirring. The disaggregated sediments were then passed through the sieves.
Sample staining: Sorting of the Meio fauna from the sieve is difficult task especially in the preserved material, because organisms are not easily detectable. To facilitate the animal detection the entire sample retained on the sieve after sieving operation were stained by immersing the sieve in a flat bottom tub with 1% Rose Bangal stain; a protein stain. A staining period of 10-30 minutes is sufficient for sample detection.
5.4. RECOMMENDED MONITORING FOR PROJECT 5.4.1. Areas of concern From the monitoring point of view, the important parameters are ambient air quality, noise marine water quality, 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. 5.4.2. Ambient air quality Dredging 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, Pb, NH3, C6H6, O3, As, Ni, B-(a)-P.
Operation phase Micrometeorology
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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, S02, NOx, CO, Pb, NH3, C6H6, O3, As, Ni, B-(a)-P. 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.
5.4.5. Noise Personnel involved in the work areas, where high noise levels are likely to be observed during dredging and operation phases. For such working personnel, audiometric examination should be arranged at least once per year
Neighbourhood (up to radius of 1 km) It is recommended that during dredging phase, monitoring of sensitive be conducted within a distance of 1 km radius of the site to ascertain noise levels at receptors.
5.5. SUMMARY OF ENVIRONMENTAL MONITORING PROGRAMME The summary of Environmental Monitoring Program for implementation during Project construction and operation phases is given in 53 below
Table 53 - The Summary of Environmental Monitoring Program for Implementation during construction and Operation Phase Sr. Aspects Parameters to be Frequency of Location No. monitored monitoring 1. Marine Water pH, dissolved oxygen, Once in three months 8 to 10 sites phosphates, nitrates, along the channel
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2. Ambient air PM10, PM2.5, S02, NOx, During peak dredging Close to
quality CO, Pb, NH3, C6H6, O3, activities major As, Ni, B-(a)-P. dredging sites
3. Ambient Noise Equivalent noise Levels During peak dredging Sensitive Quality. activities locations 4. Biological Phytoplankton, Twice in a year 3 to 4 sites parameters Zooplankton, Benthos, along the Nekton alignment 5. Marine Physicochemical and Once in three months 3 to 4 sites Sediment Biological characteristics. along the Quality alignment-
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CHAPTER 6 - DISASTER MANAGEMENT PLAN
6.1. CONCEPT OF RISK ASSESSMENT The concept of risk assessment and its engineering application has been well acclaimed since more than a decade. A variety of major accidents have focused attention on the dangers of risk exposure for human health and environment.
Risk analysis provides numerical measures of the risk that a particular facility posses to the public. It begins with identification of potential risk involving events and determination of the impact of each event. The consequences of each event are than calculated for numerous combinations of weather conditions and wind directions these consequence predictions are combined to provide numerical measure soft the risk for the entire facility.
Risk for a particular facility is based on the following variables:
Multiple accident outcomes Population disturbance Site-specific meteorological data
“Risk analysis is a tool which helps to translate hindsight (accidents) into foresight (planning), showing ways and means (improved engineering, procedure and supervision) to prevent the calculated accident from happening.
Visualize failure scenarios for the structures, handling equipment and estimate distances safe from damage.
6.2. LEAKS AND SPILLAGES It will be of prime importance to protect the marine and terrestrial ecosystem during the operations of crafts. The various possibilities of leakages and spillages of the fuel includes following probabilities 1) Spillages of fuel during re-fueling 2) Leakages of fuel during navigation 3) Leakages of fuel from storage tanks 4) Leakage or spillage during ship/Barge washing process
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6.2.1. Spillages of Fuel during Re- Fuelling The crafts will require fueling its operation depending upon its trips two end fro. There will be a possibility of spillage of fuel during re-fueling process. This may lead to disturbance in the shore ecosystem in a temporary manner. The spillage portion will be although small one, it may affect the natural marine life to save extent. To avoid such accidental spillage, following measures shall be adopted
Proper routine checks shall be performed on the pipeline used for re-fueling, various pumps, motor valves etc. Safety audit shall be performed yearly to account for the performance of the re- fueling system. Chemical foam system shall be kept accessible to spray on the spillage. Oil-water separator shall be installed. Area of spillage will be contented using HDP or PE pipes. Oil Spill Contingency Plan will be followed.
In case of such a spillage oil-water separator shall be immensely used to recover the oil spread on the surface of seawater. In case, of major spillage, containment technique shall be employed immediately and oil shall be recovered without further spreading it on the sandy shore. Therefore, the major methods to be adopted for the oil spill closed to the shore shall be; i) Containment technique ii) Scavenging iii) Mechanical removal iv) Dispersion technique v) Use of absorbing material Incase Oil spill accident, the below given mitigative measures shall be taken in order to preserve the mangroves from damage due to oil spill: Booming and skimming of oil on the water surface in mangrove creeks Pumping of bulk oil from the sediment surface, depressions and channels Water flushing of free oil from sediment surface and mangroves into areas where it may be collected Use of absorbent materials, with subsequent collection and disposal.
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6.2.2. Leakages of Fuel during Navigation There is a possibility of fuel being leaked from engine room because of various reasons. It may even happen during a collision and fuel/oil may spread on larger area in the sea. To prevent such accidental leakages, proper mechanical maintenance shall be carried out during the routine surveys as mentioned above. In case of such an event the craft shall be very well equipped with recovery system. These leakages can lead to water pollution leading to damage to mangroves, fishes, spawning problems, distraction of marine eco-culture, odor problem, and effect on marine bio-diversity. Various mitigation measures will be enforced depending upon type of oil, quantity of spread, distance from the shore, etc. such as: i. Burning of the oil ii. Scheming the surface with a suction device iii. Absorbent technique iv. Gelling method v. SilIking method vi. Emulsification / dispersion
6.2.3. Leakages of fuel from storage tanks There will be possibility of minor/major leak from the storage tank. It may be due to faulty materials of construction, faulty erection, etc. Periodical checks shall be carried out of the tanks to find minor leakages, which may not be detected, in the routine course. Proper care should be taken to avoid the leakage of such materials into the sea. In case of such events following emergency measures shall be taken: i. The marine terminal building shall be well equipped with oil containment facilities. ii. There shall be a small drainage system near the fuel storage tanks, which can carry the leaked oil to the oil-water separator. The storage area is channelized with storm water drainage with inbuilt oil & grease traps at various locations which shall separate oil discharges from the run-off water. iii. Absorbent and dispersion techniques made available near the fuel storage tanks. iv. Intercepting drains will be provided around the site of construction and designated places for the machines where refueling and change of lubricants shall be carried out, in order trap any oil & grease discharge from the same. v. The used oils and lubricants will be collected in drums from the equipment such as Diesel engines, compressors etc and will be send to the firm which is MPCB authorized and registered with MPCB, for recycling.
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vi. These gases would be stored in enclosed tanks (Bullets) and would be routed through secured pipelines to consumers such as Automatic Panel Welding Machine, KOIKE machines etc the regular checks of gas cylinders and gas systems is carried out to prevent any gas leakages. vii. Proper channeling from all over the seaward side of the project side will be done such as to avoid any such spillage/ leakage to enter the sea-water.
6.2.4. Leakage or spillage during ship/Barge washing process Since the proposed construction of the 4th Container Terminal and Marine Container Terminal at JNPT will require number of barges and ships to carry out the dredging as well as reclamation work there is a possibility of spillage during the ship/Barge washing process from the ship parking facility. These Spills/barges can further contaminate the land as well as water, if it is not properly channelized. However, proper mitigative measures are taken in order to avoid any such spillage/ leakage during the workshop processes.
i. The intercepting drains passing from the area are installed with oil & grease trap to entrap the oil spills, the remaining water will then be sent to sedimentation tank where it will be further treated for oil spills and pollutants. The treated water will be reused within the plant. ii. Awareness amongst the workers regarding safe handling techniques and safety measures will be made through various workshops and seminars. iii. In case of any accidental spill, all processes will be brought to halt.
6.3. RISK ANALYSIS STUDY Identification of potential physical hazards which could trigger loss causing events such as fire and explosion, leakage of flammable materials etc. from the proposed facility. Identifying the Maximum Credible Loss Scenarios (MCLS) for the vulnerable areas in the storage areas in the facility for assessing the magnitude and severity of the impact of various failure scenarios in terms of damage to property and injury to personnel. Recommendations for risk reduction shall be made on the basis of the above for minimizing, if not eliminating various hazards and providing information on improvement of safety systems, where necessary. The major risk is envisaged from the storage yards, fueling of cargos. The leakage in piping, pumps and electrical fault can lead to hazardous event.
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A complete Risk Assessment will be done and the mitigative measures as well as safety measures will be proposed for the same.
6.4. ONSITE EMERGENCY PLAN Assessing the adequacy of available resources to take care of emergencies as identified in the risk analysis study. Providing recommendations on the infrastructure, communication system and other facilities such as first aid, security, fire fighting etc. in view of effective handling of the emergencies identified. Specifying the roles and relationship amongst personnel from the facility and outside agencies for effective handling of the emergencies. Identification of assembly points and escapes routes for evacuation. Preparation of an Onsite Emergency Response Plan Document is envisaged. The stages of On-site Emergency Plan include: 1. Outline Emergency Response Team. Designated person in charge. Key responsibility of each individual. Telephone numbers for key people.
2. Risk Evaluation on preliminary hazards Type, Quantity and Storage method of Hazardous materials used at site along with MSDS. Location of possible Hazards (Process, Storage-yard, Transfer, Piping, etc.)\Type of Accidents. Special handling requirements, fire fighting procedures as per MSDS. Safety measures to be taken and installed if any.
3. Details regarding Location of Key-personals. Emergency Control room, if provided. Emergency Telephone numbers. First-aid Kit and Fire Extinguisher locations. Warning alarm, safety and security. Precautions during design and Engineering. Continuous surveillance. Details of Hospital and Fire-brigade facility.
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Procedures for notifying family members of injured employees. Procedure for reporting emergencies.
4. Awareness amongst workers for Knowledge of chemicals used (property, toxicity, handling methods, etc) Use of fire-fighting equipment and first-aid. Mock-drill for Hazards and Disasters. Use of personal protective equipment. Procedure for reporting emergency. Knowledge of alarm systems. Manuals for each Operating system.
5. Control Plans Emergency Control plans. Safe time to resume work after an emergency. Control measures for any spillage, leakage, explosion, etc.
6.5. LIFE SAVING APPLIANCES AND ARRANGEMENTS It is one of the important aspects towards the mitigative measures to be adopted on the craft. It is also recommended to have safety appliances and arrangements even at ship terminal facility, in case of emergency for the craft during its navigation. Various life saving arrangements/appliances shall be made available for such eventualities. The major issues to be tackled for the life saving or rescue operations will be during any eventualities arising out of collision or submergence of the craft. In case of such eventualities various lifesaving appliances such as embarkation ladder, float free launching pads, spaces for laundry emersion suit inflammable appliances shall be made available on the craft. In addition to this life saving appliances an effective ladder communication system shall be made available on the crafts. In the event of noting such as event at the marine terminal control room to allowing life saving appliances kept ready. Rescue boat, which is design to rescue person in distress and to marshal survival craft. Retrieval rescue team for the safe recovery of the survivors and evacuation. Retro reflective material for detection of damaged craft in poor tight conditions Embarkation ladder to permit safe access at the survival craft.
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Live saving appliances such as thermal, protective aid emersion suit radio life saving appliances radiotelegraph installations in lifeboats shall be made available. Life buoys compiling with the requirement and regulation shall be kept ready and accessible during emergency life jackets etc shall be accessible Trained personnel with experience of rescue operation shall be provided on board on rescue boat. In case of addition to the rescue boat craft with all novel life saving appliances it is recommended that to take help of Coast Guards and also naval helicopters to search the exact site of accident.
6.6. OCCUPATIONAL HEALTH AND SAFETY Specific occupational health and safety issues relevant to proposed project primarily include the following: Physical hazards Chemical hazards Confined Spaces Exposure to Organic Inorganic Dust Exposure to Noise
The main sources of physical hazards at ports are associated with cargo handling and use of associated machinery and vehicles. However this shall be taken care of by applying all the terminal related norms and standards. The workers and vehicles passageway shall be kept separate. Avoiding entry of workers as far as possible in the area of ship loading and unloading activity and areas where grab is operational. The chemical hazards are related to inhalation of fumes during fueling refueling or other emissions from the cargo. This can be eliminated by providing adequate personal protective Equipments to the workers working in such areas of exposure.
The workers working in Confined spaces shall follow the General EHS Guidelines for working in confined spaces. They will also be provided with relevant personal protective equipment.
Noise pollution can cause due to one of the various activities at the terminal or parking facility. However, proper mitigative measures are out-lined for control of noise at the Facility. Onsite medical facility will be provided in case of any hazard or casualty during the
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6.7. DISASTER MANAGEMENT PLAN (DMP) a) Objectives The emergency DMP for onsite and offsite location will be inter-related. The overall objectives are To identify type of major disasters which may occur To localize the emergency and if possible eliminate To minimize the effect of accidents Elimination of hazard will require equipment like firefighting equipments, water sprays, emergency shutoff valves and purposeful construction. Minimizing the effect will be prompt action by operating and emergency staff, rescue, first aid, evacuation, rehabilitation and giving information promptly to people living / working nearby. b) Types of Possible Emergencies: Fire on berth / approach trestle / storage / buildings Spillage while bunkering by vessel Spillage due to collision in channel Natural calamities like cyclone / rough weather / earthquake/ Tsunami War situation/ Air strike.
c) Functions of Disaster Management Controlling spread of accidental effects with minimum damage to men, material, machine and structures To inform relevant agencies and request for help. To rescue victims and provide succor. To protect other and safely evacuate. To inform nearby inhabitations. To identify the affected persons and inform their relatives. To provide authentic information to news media and other. To preserve relevant records and equipment needed as evidence in any subsequent inquiry. To rehabilitate the affected areas and alot specific assignment to available manpower.
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d) Classification of Accident Level I : Operator Level Level II : Local / Community Level Level III : Regional level Level IV : International level e) Critical Targets Disaster Management Plan is prepared after identifying the objects likely to be affected in the event of emergency. The target of fire includes personnel if emergency occurs at service platform during discharging of vessel and tank farm on shore. f) Control Room (CR) A control room will be established at a location away from likely spots of accidents and shall be easily accessible. Better location will be near the room from where all unloading operation are conducted and controlled.
6.8. EMERGENCY PLAN FOR BERTHS AND VESSEL 6.8.1. Terminal Emergency Plan This plan will be drawn up in consultation with authority, fire brigade, coast guard and police etc. The plan will include: Specific initial action to be taken by those at the location of emergency (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. Details of Communication system available siren code. An inventory including location details of emergency equipment. Sound alarm-terminal fire fighting staff to fight fire. Mobilize fire-fighting equipment. Electric power to switch off - emergency lighting to switch on.
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The ships calling at terminal will be advised of the terminal's emergency plan particularly the alarm signals and procedures to summon assistance in the event of an emergency, on board.
6.8.2. 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 be continued with all emergency precautions. Red Status - Emergency situation or rough weather; operation will be suspended - Activities controlled by In charge of emergency operations. The vessel / tanker is to be unearthed to safe anchorage or will be advised to proceed to sea.
6.8.3. First Aid & Fire Fighting Services The proposed project will have full-fledged medical facilities as well as fire fighting facilities available in the area.
6.9. IDENTIFICATION OF MAJOR HAZARDS The hazards occurring at Proposed Project can be broadly classified as natural and man-made hazards. Some of the hazards existing at site are as follows: . Earthquakes . Fire . Tsunamis 6.9.1. Earth Quake An earthquake is a sudden, rapid shaking of the Earth caused by the breaking and shifting of rock beneath the Earth's surface. This shaking can cause buildings, dams and bridges to collapse; disrupt gas, electric, and phone service; and sometimes trigger landslides, flash floods and fires; all these are possible scenarios at Proposed Project. Buildings with foundations resting on unstable soil and slopes are most at risk.
The greatest danger for people in an earthquake exists directly outside buildings, at exits, and alongside exterior walls. Ground movement during an earthquake is seldom the direct cause of death or injury. Most earthquake-related casualties result from collapsing walls, flying glass, and falling objects.
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6.9.2. Fire Fire is the most probable emergency scenario at proposed project. Fire can be caused in buildings and installations as electrical fire, chemical fire (leakage of LPG), Fuel fire (HSD storage tanks) or fire in buildings. To handle this scenario an onsite emergency plan has been developed by the security team and is currently operational.
6.9.3. Tsunamis Tsunamis are generated by large and rapid displacements of water, mainly from sudden and large scale changes in the configuration of the sea floor associated with fault displacement or gigantic underwater landslides, which could be mainly due to earthquakes. Earthquakes generate tsunamis by vertical movement of the sea floor as in normal faulting or thrust faulting. If the sea floor movement is horizontal, tsunamis are not generated as in strike slip earthquake. Sometimes they are triggered by marine landslides into or under the water surface, also generated by volcanic activity and meteorite impacts, but such events are extremely rare. Tsunami hazard along a coastline is therefore a combination of all the potential sources of tsunamis that lie in the neighboring sea or ocean. Tsunami waves travel at a speed of approximately 700 km/ hr in 4000 m of water. In 10 m of water the velocity drops to about 36 km/hr.
6.10. EMERGENCY RESPONSE MEASURES FOR NATURAL HAZARDS Natural Hazards cannot be prevented. However with mitigation measures the effects/damages could be reduced. 6.10.1. Response in case of Earthquake Response procedures for worker If indoors: Take cover under a piece of heavy furniture or against an inside wall and hold on. If indoors: Stop the process and move away from machinery, equipment, etc. Avoid moving around until the shaking stops.
If outdoors: Move into the open, away from process area, office building and utility wires.
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Gather at the Evacuation point mentioned during the safety drill and await instructions. If in a moving vehicle: Stop quickly and stay in the vehicle. Once the shaking has stopped, proceed with caution. After be prepared for aftershocks. Although smaller than the main shock, aftershocks cause additional damage and may bring weakened structures down. Aftershocks can occur in the first hours, days, weeks, or even months after the quake. Help injured or trapped co-workers. Give first aid where appropriate. Do not move seriously injured persons unless they are in immediate danger of further injury. Call for help. Use Emergency numbers. Stay out of damaged buildings, machinery, equipments. Get your entire process area checked with Safety officers Use the telephone only for emergency calls. Emergency Response Procedure 1. Initiate the Quick Response Team and First aid team for earthquake response 2. Give a long siren for earthquake warning 3. Inform the necessary authorities for aid 4. Ensure no personnel or residents are stuck beneath any debris 5. Ensure that all residents and personnel standing outside near the buildings are taken to open areas. 6. Close the entry gate to restrict any incoming traffic 7. Inform Electrical department to shut off the utilities. 8. Ensure that the first aid ambulance and fire tender vehicles are mobilized 9. Ensure that emergency telephone number is only used for this purpose 10. Check the utilities and storage tanks for any damage. 11. Inform structural engineers to check for any damage to the Dam structure
6.10.2. Response in case of Fire . On sighting a fire the first person should immediately inform the control room. . If the fire is small engage in extinguishing the fire using the nearest fire extinguisher or retrieve the property that may be damaged.
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. The control room will immediately inform the first aid centre and the quick response team, which has trained fire-fighting personnel. Mobilize the fire tender. . The Quick Response team will immediately move to the point of fire and take all necessary steps to stop the fire. If the fire is not controllable and spreads to the other area then immediately inform the security post who would in turn inform the district authorities and call for external help. . First aid team will provide immediate relief to the injured personnel at the scene of incidence. The patients would then be evacuated on priority to the dispensary or hospital based on their condition.
6.10.3. Instructions for an Individual in case of fire . Get out of buildings as quickly and as safely as possible. If outdoors stop all processes and inform the control room using emergency alarm system and Emergency numbers. . Evacuate the boat/barge with the help of life boat. . If possible, cover mouth with a cloth to avoid inhaling smoke and gases. . Call the security from the nearest phone . Stay out of damaged boat/barge . Check that all wiring and utilities are safe. a) Structural measures: 1. Construction of cyclone shelters 2. Plantation of mangroves and coastal forests along the coast line acting as Bioshields 3. Development of a network of local knowledge centers (rural/urban) along the coast lines to provide necessary training and emergency communication during crisis time 4. Construction of location specific sea walls and coral reefs in consultation with experts 5. Development of well designed break waters along the coast to provide necessary cushion against cyclone and tsunami hazards 6. Development of tsunami detection, forecasting and warning dissemination centres 7. Development of a “Bio-Shield” - a narrow strip of land along coastline. Permanent structures, if any in this zone with strict implementation of suggested norms. Bio-Shield can be developed as coastal zone disaster management sanctuary, which must have thick plantation and public spaces for public awareness, dissemination and demonstration. 8. Increasing the river dike height, increasing the height of the coast by filling up of coastal sand of the same place.
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9. Identification of vulnerable structures and appropriate retrofitting for tsunami/cyclone resistance of all such buildings as well as appropriate planning, designing, construction of new facilities like Critical infrastructures e.g. power stations, warehouses, oil and other storage tanks etc. located along the coastline. All other infrastructure facilities located in the coastal areas. Public buildings and private houses. All marine structures. Construction and mai ntenance of national and state highways and other coastal roads. b) Non-Structural Measures 1. Coastal regulations Zone Act – Strict implementation. 2. Aggressive capacity building requirements for the local people and the administration for facing the disasters in wake of tsunami and cyclone, „based on cutting edge level‟ 3. Developing tools and techniques for risk transfer in highly vulnerable areas 4. Conserving and developing Natural Bioshields (Mangroves) and shelterbelt plantations (Casuarina) 5. Maintaining natural sand dunes. 6. Maintaining and promoting beach development. 7. Having diverse livelihood options. 8. Launching a series of public awareness campaign throughout the coastal area by various means. 9. Training of local administration in forecasting warning dissemination and evacuation techniques 10. Awareness generation and training among the fishermen, coast guards, officials from fisheries department and port authorities and local district officials etc., in connection with evacuation and post tsunami storm surge management activities. Regular drills should be conducted to test the efficacy of the DM plans.
Storms, Floods and fires are potential disasters for such Projects. Their likelihood of occurrence and the resulting risk of damage should be incorporated into the design analysis of each project facility.
Table 54 - Summary of the Disasters Preparedness Plans
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DISASTER DESCRIPTION RESPONSE PLAN STAGES Hurricanes Depending on the magnitude Hurricane Preparedness Alert, and storms storms can damage the Plan Response infrastructure of the project area to Secure insurance coverage. Recovery varying extent, thereby affecting its operation Earthquake The proposed site is not in an Building and construction Planning, earthquake prone area. Thus less shall adhere to the Response, chances of earthquake are earthquake efficiency Damage envisaged. norms. Assessment and Recovery. Fire Fire outbreaks also vary in size and Fire Prevention and Response, location and cause irreparable Preparedness Plan Planning Fire damage to the infrastructure. Install firefighting Drills, equipments Damage Provide proper Insurance Assessment. coverage. Oil Spills Oil or fuel spill due to accidents or Spill Contingency Plan Report and and leaks leakages pose a serious impact to All petroleum products Response, the sensitive environment. stored in bunded areas. Recovery Climate These natural occurring phenomena Contingency Plan Alert, change can pose a risk to the project if not Response adapted in time. Medical Medical emergencies can occur at Medical Emergency Plan Response, any moment and therefore requires First aid equipment and Recovery a quick and coordinated effort to staff trained in CPR. respond to the need.
6.11. ORGANIZATION STRUCTURE The first few minutes after the incident I accident are invariably the most critical period in prevention of escalation. Therefore, the personnel available at or near the incident site (and often responsible for or carrying out that particular activity) and on a round the clock basis play a vital role in an emergency. This concept is made use of in nominating the KEY
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PERSONS. In each hazardous location it is necessary to nominate a functionary as the "Incident Controller" who is invariably a shift-in-charge of the facility.
The Incident Controller tackling the emergency in real terms requires support from various other services e g. fire & safety, medical services, security, engineering, administration, technical services covering communication, transport and personnel functions, etc. A KEY PERSON for each one of these services, therefore, should be nominated.
The "SITE MAIN CONTROLLER" (SMC) will be the Unit In-charge the various controllers selected to carry out the work will co-ordinate with the SMC through the functional KEY PERSONS at the incident site. The KEY PERSONS will generally be at the site of incident and the CONTROLLERS will report at the EMERGENCY CONTROL CENTRE.
The duties and responsibilities of various KEY PERSONS AND CONTROLLERS will be written down ensuring no grey areas or overlapping responsibilities. Various Controllers will be drawn from the organisation and clear-cut responsibilities will be spelt out for the following controllers: • Operation Controller • Maintenance Controller • Fire and Safety Controller • Communication Controller • Environment Controller
A Succession chart will be developed as above nominating second-line controller who would act as controller in the absence of any of the above officials. An emergency organization chart is shown in Figure 17
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Figure 18 - Emergency Organization Chart
6.11.1. Roles and Responsibilities of Emergency Team 1) Site Main Controller (In-charge): To access the extent and magnitude of the damage and by maintaining communication with the Site Incident Controller (SIC). To determine how far the emergency control plan can be extended Prepare action for monitoring and controlling the emergencies To decide whether any section I process I area to be shut down I isolated in the event of any accident To finalise the means of evaluation and explore the possibilities of taking help from offsite sources Review the firefighting operations in consultation with Safety Coordinator Co-ordination with the safety officer regarding evacuation and shelter rehabilitation aspects Arrange for restoration and normalcy in consultation with Incident Controller Announcement of conclusion of emergency Issuance of authorised statements and ensures that all evidences of the incident are preserved. (ii) Site Incident Controller (Shift in-charge) Establish Emergency Control Centre and inform SMC Ensure availability of Controllers/Team members Priority decisions for strategy for development of resources for incident control Periodic assessment of actual disaster zone and resource deployment (own I external) Periodic status report of SMC Seek help for Fire Fighting Medical Aid Rescue Transport Traffic Arrangement Law and Order
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6.11.2. Inform the following authorities about the incident through zonal/sector authorities District Collector Superintendent of Police District Environmental Engineer District Health Officer Inspector of Factories Neighbouring Installations
6.11.3. Establish contacts with the following, through Controllers: Superintendents of nearby hospitals Chief Fire Officer of nearby fire services Insurance company Establish first aid centre through safety coordinator Establish information centres
6.11.4. Emergency Co-ordinators Logistics Coordinator: The duties and responsibilities in the event of any emergency Include: Report at the affected area to the SMC & SIC Arrange to attend all maintenance jobs as instructed by SIC Ensure that all essential services like power, water etc are maintained without Interruption Ensure adequate manpower availability at the affected area Reporting all the incidents to SIC Arrange for all the tools, materials at the site of emergency
6.11.5. Communication Coordinator (Responsibilities include): Report to SMC & SIC Removal of non-essential personnel from the emergency area in consultation with SIC Contact with SIC and arrange for necessary facilities Control over entry and maintain law & order and arrange for police help in consultation with SMC Liaison with external agencies in consultation with SMC
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Coordination of transportation requirements for moving personnel for first aid, evacuation, rehabilitation etc. Maintenance of inventory systems in the Emergency Control Centre
6.11.6. Safety Coordinator (Responsibilities include): Immediate Reporting to SIC Co-ordination with Security officer and security personnel Ensure availability of all safety equipments at site Co-ordination of all rescue operations Co-ordination of availability of first aid to all injured personnel Advice to SIC on fire fighting operations Ensure availability of necessary antidotes/ medicines in case of toxic release
6.11.7. Communication: An essential component of any emergency preparedness programme is the communication links for gathering information needed for overall co-ordination e. G emergency control centre with in-house as well as outside emergency services. Too much reliance on the telephone system fixed lines/ mobile phones are risky as it can soon be overloaded in an emergency situation. A computer with internet and printer facility and photocopying machine, wireless networks, fax, intercom units are recommended for higher reliability. Help line numbers will be setup for emergency related queries.
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CHAPTER 7- BENEFITS OF THE PROJECT
7.1. ABOUT PROJECT The Jawaharlal Nehru Port Trust (JNPT) at Navi Mumbai (formerly known as the Nhava Sheva Port) located within the Mumbai harbor on the west coast of India, commissioned on 26th May 1989. It occupies a place of prominence among the major Indian ports. It is the second youngest and one of the most modern major ports of the country. It was initially planned to be a “satellite port” to the Mumbai Port with the purpose of decongesting traffic at the latter, eventually it was developed as an independent port on its own right and it became the country‟s largest container port.
Being one of the oldest ports in India, the Mumbai port was proving to be structurally inadequate to meet the requirements of modern cargo handling. Shallowness of the channel, congestion of roads and railways through the Mumbai city linking the port to its hinterland, as well as labor problems, including over-manning, were among the major problems ailing the Mumbai Port in the pre-reform days. As a result, the Port was simply incapable of handling the expanding volume of modern cargo directed to the west coast and there was an urgent need for a new portion the Mumbai region, which eventually led to the birth of JNPT in 1989.
The construction project of the port is considered to be one of the technical marvels in the country, which was completed in a record time of just three-and-half years on the marshy soil and, in order to upkeep the beauty of nearby historical Elephanta Caves and surroundings, the management made use of contemporary sophisticated instruments while doing away of rock blasting. The land area in possession of the JNPT measures to 2,987 hectares with enough back-up area ideally suited for developing additional facilities for future maritime requirements of the country.
It was built with an investment of Rs.1,109 corers, out of which Rs.956.97 corers were obtained as loans from various funding agencies, with the World Bank being one of the major contributors. Today JN Port is fully mechanized port & uses latest technology in handling of cargo at the terminals & presently handles about 40% of India‟s container cargo.
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Equipped with one of the most modern cargo handling facilities, cargo. JNPT has been a pioneer in running its day-to-day operations with the help of information technology (IT), including Electronic Data Interchange (EDI) and vessel traffic management system (VTMS).
JNPT enjoys very good road and rail linkages with its hinterland as well as important business centers like Thane, Nasik and Ahmadabad, which facilitate excellent port-industry interface. It is also characterized by highly automated and round-the-clock operations and has demonstrated enough potential and capacity to develop as India‟s first major hub port.
Ever since its inception, JNPT has chartered India‟s international trade to a glorious course of success and achievements, breaking all records & creating new benchmarks. It handled 5.13 Million TEUS for container handling for the financial year 2018-19 and total traffic 70 million tonnes of total cargo during the financial year 2018-19.
Today JN Port has already established itself as the major catalyst for the trade & commerce in the country with a strong commitment to provide seamless service to the customers & as the India‟s prime facilitator of international trade & logistics.
7.2. BACKGROUND The total traffic handled at JNPT during the Financial Year 2018-19 was 70.71 million tons as against 66.004 million tons in FY 2017-18 which shows a growth of 7.12% over the previous year. This is highest ever traffic handled in a financial year. This year‟s traffic includes 8.59 million tons of Bulk Cargo as against 8.14 million tons of previous year.
In terms of TEUs, JNPT handled 5,133,274 TEUs (5.13 million TEUs) during the Financial Year 2018-19, as against 4,833,398 TEUs (4.83 million TEUs) handled during previous year. The container traffic increased by 6.20% over the previous year‟s container traffic. This is also highest ever container traffic handled during a financial year. APMT also set a record of highest handling of 2,048,454 TEUs (2.05 million TEUs) in FY 2018-19.
Out of 5,133,274 TEUs, 1,056,368 TEUs were handled at JNPCT (-28.71%), 560,661 TEUs at NSICT (-12.55%), 2,048,454 TEUs at APMT (+1.01%), 947,665 TEUs at NSIGT (+43.72%), and remaining 520,126 TEUs handled by a newly commissioned PSA‟s Terminal, BMCTPL.
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The delivery of Import containers under the head Direct Port Delivery (DPD) has increased from 38.79% in April 2018 to 51.75% in March 2019.
Port has decided to develop fourth container terminal and a Marine Chemical Terminal, on BOT basis.
7.3. PROJECT DESCRIPTION Construction of a Marine chemical Terminal for handling A, B, C class liquid cargo in JN Port was planned during the year 1994-1995. Tata Consulting Engineers, Mumbai had conducted a Rapid Environmental Impact Assessment study also for the proposed Marine Chemical Terminal and reclamation of 200Ha land from sea in March, 1995. Based on the report, JNPT had obtained environmental clearance from MoEF&CC, New Delhi for the proposed projects vide letter No.PD/26018/4/98-PDZ (CRZ) dated 10/11/1998. However, the project could not be implemented in five years. So, JNPT was asked to conduct the Environmental Assessment Study again based on the current existing environmental setting. Rapid Environmental Impact Assessment of the proposed project include,
1. Construction of 1000m quay length for the new container terminal in phase-I and an additional construction of 1000m quay length container berth in Phase-II 2. Construction of piled approach bridges to container berths and trestle chemical berth, 3. Reclamation of 200 hectares of land behind container berth for back-up facilities, 4. Construction of two marine chemical berths each of 600m quay length, with chemical handling and storage facilities, 5. Dredging at new berths and approach channel leading to berths with Disposal of dredged spoil at designated dumping site of DS-3 6. Other infrastructures like handling equipments and buildings, gate complex etc.
A questionnaire for environmental appraisal of Ports and Harbour projects, as recommended by MoEF&CC, has been completed/filled for this purpose.
7.4. PROJECT BENEFITS Standardization
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Standard transport product that can be handled anywhere in the world through specialized modes (ships, trucks, barges and wagons) and equipment. Each container has an unique identification number and a size type code. The estimated capacity of container handling is 4.8 M TEUs.
Flexibility Can be used to carry a wide variety of goods such as commodities (coal, wheat), manufactured goods, cars, refrigerated (perishable) goods. There are adapted containers for dry cargo, liquids (oil and chemical products) and refrigerated cargo. Discarded containers can be recycled and reused for other purposes.
Costs Lower transport costs due to the advantages of standardization. Moving the same amount of break-bulk freight in a container is about 20 times less expensive than conventional means. The container enables economies of scale at modes and terminals that were not possible through standard break-bulk handling.
Velocity Transshipment operations are minimal and rapid and port turnaround times have been reduced from 3 weeks to about 24 hours. Containerships are faster than regular freighter ships, but this advantage is undermined by slow steaming.
Warehousing The container is its own warehouse, protecting the cargo it contains. This implies simpler and less expensive packaging for containerized cargoes, particularly consumption goods. The stacking capacity on ships, trains (double stacking) and on the ground (container yards) is a net advantage of containers.
Security and safety The contents of the container are unknown to carriers since it can only be opened at the origin (seller/shipper), at customs and at the destination (buyer). This implies reduced spoilage and losses (theft). 7.5. SOCIO-ECONOMICAL BENEFITS The socio-economic scenario in the region is certainly changed with positive impact on the existing regional socio-economic pattern since establishment of JNP. There is change in
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A port is a location on a coast or shore containing one or more harbors where ships can dock and transfer people or cargo to or from land. Ports are one of the primary components of the general transportation sector and are nowadays linked to the expanding world economy. Ports are basically a means of integration into the global economic system. As international barriers to trade have effectively been lifted by the WTO-agreements since the 1980s, global manufacturers have vertically disintegrated their production systems into geographically dispersed and flexibly organized supply chain systems. The international trade regime allowed manufacturers to re-locate their production and assembly plants to more cost- efficient locations in developing economies.
Some of the important socio- economic benefits of ports are: • Fuels economic development – They are important links of hinterlands to points overseas. They facilitate movement of goods to and from hinterland. They increase international trade (both exports and import). Increase in exports lead to industrialization in the hinterland as well as around ports. Increase in imports lead to increase in consumer choice and provision of goods at competitive rates.
• Development of cities – Most of the world‟s major cities are port cities. Ports spur the economic activities around them like banking, finance, Insurance, logistic etc. This lead to development of cities around ports. For example – Mumbai and Kolkata.
• Increase in Employment – Ports increase employment both directly and indirectly. Direct employment refers to employment in port related activities. Indirect employment increases due to increased industrialization and increase in other services like banking and insurance.
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• Relatively Environment friendly – When compared to other transportation systems, railway transportation requires twice as much energy consumption, while road transportation requires ten times as much as sea conveyance. During the past few decades the world has become increasingly environmentally conscious and, with its lower energy consumption, marine transportation is obviously more environmentally friendly than other means.
• Increase world Economic Integration – Globalization has been partially successful due to cheap transportation facilitated by ports.
• Development of Infrastructure – Increase the economic activity between hinterland and ports lead to development of infrastructure including railways, roads & inland waterways. Such infrastructure makes our exports more competitive and as a spillover effect provide world class infrastructure to citizens.
As discussed above ports are important for socio-economic development of the region thus nations are moving for “Port led development”. China has experienced such development. China developed its industrial towns near ports to facilitate this export led growth. It has proposed Maritime Silk Route to catalyze port led development.
Importance for India India has a long coastline of about 7,517 km along the western and eastern shelves of the mainland. With 12 major ports and 187 minor ports, India ranks 16th among maritime countries and has one of the largest merchant shipping fleets in the world. According to the Ministry of Shipping, approximately 95% of the country‟s trade by volume and 70% by value moves through maritime transport, highlighting the importance of ports and their contribution in sustaining the growth and development of the Indian economy.
The increasing trend of Western countries moving their manufacturing functions to low-cost countries and the fact that India need to create millions of jobs for youth joining workforce every- year means that India could be a prospective manufacturing hub after china. This means we also need to focus on port led development by improvement in port infrastructure.
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Policy Initiatives by government for Port led development The Ministry of Shipping, the nodal agency for ports, encompasses the shipping and port sectors, including shipbuilding and ship repair, major ports and inland water transport. As per government policy, 100% FDI is allowed in port development projects. As way of incentive, 100% income tax exemption from income tax is extended to companies investing in port infrastructure. Further, a 10-year tax holiday has been given to enterprises engaged in the business of developing, maintaining and operating ports, inland waterways and inland ports. A major promotional initiative of the ministry is the National Maritime Development Programme (NMDP), an initiative to develop the maritime sector, with an outlay of USD 11.8 billion. The policy lists measures for enhancing private investment, improving service quality and promoting competitiveness to meet medium- and long-term objectives. The programme will be implemented through public/private partnership in two phases.
The National Maritime Agenda 2010–20 outlines the framework for the development of the port sector with a target capacity of over 3 billion tonnes by 2020, largely through private sector participation. The agenda envisages a cumulative investment of around Rs. 2,774 billion in the port sector between 2010 and 2020 in three phases. The non-major ports are expected to account for 61% of the proposed investment and the major ports for the rest. The agenda also suggests policy-related initiatives to improve the operating efficiency and competitiveness of Indian ports. These include major ports to be turned into landlord ports by 2020 with their role being to provide the port infrastructure, while operations and services would be provided by the private sector participants.
Sagar Mala project is a strategic and customer-oriented initiative of the Government to modernize India's Ports so that port-led development can be augmented and coastlines can be developed to contribute in India's growth. It looks towards transforming the existing Ports into modern world class Ports and integrate the development of the Ports, the Industrial clusters and hinterland and efficient evacuation systems through road, rail, inland and coastal waterways resulting in Ports becoming the drivers of economic activity in coastal areas. CHAPTER 8 ENVIRONMENTAL COST BENEFIT ANALYSIS
8.1. INTRODUCTION The proposed project is for obtaining fresh EC for balance work of construction of 4th Container Terminal and Marine Container Terminal at JNP by M/s Jawaharlal Nehru Port
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Trust, Navi Mumbai, Maharashtra. The proposal for obtaining fresh ToR for balance work of construction of 4th Container Terminal and Marine Container Terminal at JNP was submitted to MoEF&CC on 17th May, 2018 for seeking Terms of Reference (ToR) in terms of the provisions of Environment (Protection) Act, 1986 for preparation of the Environmental Impact Assessment (EIA) Report and Environmental Management Plan (EMP). The proposal for grant of Terms of Reference (ToR) for the project „Environment Clearance for balance work of 4th Container Terminal & marine Container terminal M/s Jawaharlal Nehru Port Trust was considered by the Expert Appraisal Committee (Infra-2) in its 31st meeting held on 29-30 May, 2018 & following additional ToR was granted in addition to Standard ToR.
8.2. BACKGROUND OF THE PROJECT Environmental Clearance has been granted by MoEF&CC Vide letter No. 10-81/2008- IA-III dated 29th July, 2008. The port could not finalize the tender/concession (concessionaire) for the project during the validity time of EC the port has obtained extension of validity from MoEF&CC vide letter No. 10-81/2008-IA-lll dated 25th February, 2014 The port has awarded the work to the successful bidder M/s. Bharat Mumbai Container Terminal Pvt. Ltd. (BMCTPL) (subsidiary of PSA- Port of Singapore Authority). The work is to be carried out in 2 phases. Concession agreement was signed between BMCTPL and JNPT on 6th May 2014. The work of Phase I is completed along with 90 ha reclamation, 1km of quay and 5 approaches. MPCB raised query regarding reclamation using stone material instead of dredged material as mentioned in specific condition No. (vi) of Environment Clearance (EC). The amendment in Environmental Clearance was granted by the Expert Appraisal Committee (Infra-2) in its 27th meeting of held on 25th January 2018, along with condition to apply afresh for extension of validity of the Environmental Clearance. The application for Terms of Reference for fresh Environmental Clearance for Balance Work of Construction of 4th Container Terminal and Marine Container Terminal at JNP was submitted on 17.05.2018.
8.3. PROJECT DETAILS The ENTIRE construction of 4th Container Terminal and Marine Container Terminal at JNP by M/s Jawaharlal Nehru Port Trust, Navi Mumbai, Maharashtra involves –
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1. Construction of 1000 m quay length for the new container terminal as Phase-I and an additional 1000 m quay length container berth as Phase-II 2. Reclamation of 200ha of land behind container berth for backup facilities, 3. Construction of marine chemical berth of 600 m quay length in Phase-II development of chemical handling and storage facilities, 4. Boat landing jetty, 5. Dredging all new berths and approach loading to berths and disposal of dredged spoil at designated dumping ground DS-3. 6. Other infrastructure like cargo handling equipments, buildings complex, gate complex etc.
8.4. T important socio- economic benefits of ports are:
• Fuels economic development – They are important links of hinterlands to points overseas. They facilitate movement of goods to and from hinterland. They increase international trade (both exports and import). Increase in exports lead to industrialization in the hinterland as well as around ports. Increase in imports lead to increase in consumer choice and provision of goods at competitive rates.
• Development of cities – Most of the world‟s major cities are port cities. Ports spur the economic activities around them like banking, finance, Insurance, logistic etc. This lead to development of cities around ports. For example – Mumbai and Kolkata.
• Increase in Employment – Ports increase employment both directly and indirectly. Direct employment refers to employment in port related activities. Indirect employment increases due to increased industrialization and increase in other services like banking and insurance. • Relatively Environment friendly – When compared to other transportation systems, railway transportation requires twice as much energy consumption, while road transportation requires ten times as much as sea conveyance. During the past few decades the world has become increasingly environmentally
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• Increase world Economic Integration – Globalization has been partially successful due to cheap transportation facilitated by ports.
• Development of Infrastructure – Increase the economic activity between hinterland and ports lead to development of infrastructure including railways, roads & inland waterways. Such infrastructure makes our exports more competitive and as a spillover effect provide world class infrastructure to citizens.
As discussed above ports are important for socio-economic development of the region thus nations are moving for “Port led development”. China has experienced such development. China developed its industrial towns near ports to facilitate this export led growth. It has proposed Maritime Silk Route to catalyze port led development.
Importance for India India has a long coastline of about 7,517 km along the western and eastern shelves of the mainland. With 12 major ports and 187 minor ports, India ranks 16th among maritime countries and has one of the largest merchant shipping fleets in the world. According to the Ministry of Shipping, approximately 95% of the country‟s trade by volume and 70% by value moves through maritime transport, highlighting the importance of ports and their contribution in sustaining the growth and development of the Indian economy.
The increasing trend of Western countries moving their manufacturing functions to low-cost countries and the fact that India need to create millions of jobs for youth joining workforce every- year means that India could be a prospective manufacturing hub after china. This means we also need to focus on port led development by improvement in port infrastructure.
Policy Initiatives by government for Port led development The Ministry of Shipping, the nodal agency for ports, encompasses the shipping and port sectors, including shipbuilding and ship repair, major ports and inland water transport. As per government policy, 100% FDI is allowed in port development projects. As way of incentive, 100% income tax exemption from income tax is extended to companies investing in port
EIA for Balance work of construction of 4th Container Terminal and Marine Container Terminal at JNP Page 189 infrastructure. Further, a 10-year tax holiday has been given to enterprises engaged in the business of developing, maintaining and operating ports, inland waterways and inland ports. A major promotional initiative of the ministry is the National Maritime Development Programme (NMDP), an initiative to develop the maritime sector, with an outlay of USD 11.8 billion. The policy lists measures for enhancing private investment, improving service quality and promoting competitiveness to meet medium- and long-term objectives. The programme will be implemented through public/private partnership in two phases.
The National Maritime Agenda 2010–20 outlines the framework for the development of the port sector with a target capacity of over 3 billion tonnes by 2020, largely through private sector participation. The agenda envisages a cumulative investment of around Rs. 2,774 billion in the port sector between 2010 and 2020 in three phases. The non-major ports are expected to account for 61% of the proposed investment and the major ports for the rest. The agenda also suggests policy-related initiatives to improve the operating efficiency and competitiveness of Indian ports. These include major ports to be turned into landlord ports by 2020 with their role being to provide the port infrastructure, while operations and services would be provided by the private sector participants.
Sagar Mala project is a strategic and customer-oriented initiative of the Government to modernize India's Ports so that port-led development can be augmented and coastlines can be developed to contribute in India's growth. It looks towards transforming the existing Ports into modern world class Ports and integrate the development of the Ports, the Industrial clusters and hinterland and efficient evacuation systems through road, rail, inland and coastal waterways resulting in Ports becoming the drivers of economic activity in coastal areas. CHAPTER 9 - ENVIRONMENT MANAGEMENT PLAN
9.1. INTRODUCTION 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. 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
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Management Plan envisages proper implementation of mitigation measures to reduce the adverse impacts arising out of the project activities.
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.
EMP included four major elements: 1. Commitment and policy: the project will strive to provide and implement the Environmental Management Plan that incorporates all issues related to air, land and water 2. Planning: this includes identification of environmental impacts, legal requirements, and setting environmental objectives. The various potential impacts are discussed under chapter 5 3. Implementation: this comprises of resources available to the developers, accountability of contractors, training of operational staff associated with environmental control facilities and documentation of measures to be taken. 4. Measurement and Evaluation: this includes monitoring, corrective actions, and record keeping.
9.2. SUMMARY OF CRITICAL IMPACTS/ ISSUES The major impacts due to different project activities and their mitigation measures have been identified in Chapter-5. 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 55 - Critical Impacts / Issues Sr. No Issues Description 1. Ambient Air Quality During excavation to some extent and minor effect during
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transportation of the dredged material. 2. Ambient Noise Level During excavation/dredging operation and minor effect during transportation of construction vehicles 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 JNPT 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 59. This table presents an inventory of tasks to be performed for environmental management.
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
EIA for Balance work of construction of 4th Container Terminal and Marine Container Terminal at JNP Page 192 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 itself. 3. Wastes such as soil 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 56.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 JNP 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. Table 56 - Environmental Monitoring Plans Component Parameter Monitoring Institutional Standard Location Frequency Duration responsibility (Chainage) Air Twice a (Prevention All locations week for 2
PM10, and Control where weeks in
PM2.5, of baseline each location Continuous Air JNP SO2, NOx, Pollution) monitoring in every 24 hours CO Rules, has been season CPCB, 1994 carried out. (except monsoons)
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All locations Reading to Noise where Noise be taken in levels on baseline Continuous Noise Standard by one location JNP dB (A) monitoring 24 hours CPCB once in a scale has been season. carried out. Threshold JNP for each
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
9.6.WASTE WATER MANAGEMENT: Port has its own Treatment plant adopting extended aeration activated sludge process for treatment of sewage. CESE, IIT Bombay does regular monitoring of plant performance. Waste water from ship and launches is not allowed to discharge in the harbour area unless it is treated. Discharge of ballast and bilge water from ship to the harbour area is also not allowed. Marine Conservation and pollution Control Division of JNPT maintains Zero discharge of waste water from ship arriving at JN port.
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9.7. SOLID WASTE MANAGEMENT: The port does not allow any type of solid waste including oil sludge from ships to disposal into harbour. Marine Conservation and Pollution Control officials make regular inspection of the harbour area and ships at berth and ensure zero disposal of solid waste in to the harbour. However, solid waste generated in major operation centers inside and outside of the port area and from vessel calling at the Jetty is efficiently managed by the solid waste management program of JN port. The port has very well established solid waste collection system in its township.
9.8. 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.
9.9. 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
Table 57 - Budget for Environmental Management Plan
SR. ITEMS COST(INR) COST (INR) NO. DURING DURING CONSTRUCTION OPERATION (INR lakhs) (INR lakhs) 1 Air Environment 25 13 2 Water Environment 32 16 3 Noise Environment 12 8 4 Training & Miscellaneous 30 15
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5 Marine Ecology & Tree Plantation 45 20 TOTAL 144 72
Table 58 - Budget for CSR
SR. Jalyukt Shivar work & Other Amount Amount Amount (INR NO. Work (INR (INR Lakhs) Lakhs) Lakhs) 2018-2019 2016-2017 2017-2018
1 District Collector, Vardha -- 129.20 2 District Collector, Amravati -- 25.00
3 District Collector, Jalgaon -- 25.00 4 District Collector, Nandurbar 25.00 25.00
5 District Collector, Solapur 50.00 --
6 District Collector, Usmanabad 37.50 75.00 7 District Collector, Wasim 25.00 168.07
8 District Collector, Jalana 83.00 25.00
9 District Collector, Yavatmal 112.50 --
10 District Collector, Aurnagabad 100.00 -- 11 District Collector, Pune 50.00 --
12 District Collector, Latur 25.00 25.00
13 Executive Engineer, Kharland -- 10.00 14 District Collector, Nasik -- 50.00
15 District Collector Wardha -- 112.47
16 Dr. Babasaheb Ambedkar Vaidkaya -- 500 Pratishthan, Aurangabad
17 Madhav Netralaya Eye Institute and -- 500.00 Research Centre, Nagpur 18 Shree Bhavani Mata Seva Samitee -- 300.00 200.00
19 Hanuman Krida Prasarak Va -- 05.00 Bahuuddeshiya Mandal
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20 Gulshan Founadation -- 10.80
21 Vanvasi Kalyan Ashram -- 150.00
22 J. K. Trust, Mumbai -- 150.00
23 Shiv Chhatrapati Pratishtan, Pune -- 500.00 Shushrusha Citizen Co-op Hospital 100 Ltd.
SERCH, Nagpur 500.00
Sanvedana Celebral Palsy Vikasan 50.00 Kendra Latur
Green Thumb Pune 50.00
Matru Seva Sangh 21.42 Rashtra Sant Tukdoji Regional 80.00 cancer Hospital and Research Centre
Bharatiy Shikshan Mandal 59.20
Total 508.00 1578.17 42.55
The environmental cost is consists 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 while the operation and maintenance cost include the cost of monitoring air, noise, soil and water and maintaining the structural measures over project life. The Port has provided jobs to 907 PAPs.
In addition, indirect employment has been made available to around 840 such persons
through contracts, which are awarded to Labour Cooperative Societies from the local PAPs only. Port Users like Shipping Lines are encouraged to provide employment to PAPs and they have provided employment to around 795 PAPs. Created business opportunities to about 126 PAPs in IJNPT area by way of running shops, STD Booths and hawker zones. Thus, around 2600 nos. of direct and indirect employment have been provided by JNPT to JNP-PAPs. In addition, many PAPs got direct and indirect employment with private terminal operators and Container Freight Station etc. in and around JNPT.
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The Port also has set up of a Trauma Centre in JNPT‟s Township.
The Port has also pre-primary, primary and secondary schools (English and Marathi medium) in the Port township and an English medium school, which are run by two renowned institutions. Free education is provided to the wards of JNP employees and 50% concession is extended to the children of JNP Project Affected Persons (PAPs). The total budgetary support provided by JNPT is approx. Rs.3.5 crores per annum. Bus facility is provided to all the employees from different places in Mumbai and Navi Mumbai. The existing channel is used for navigation and hence fishing is banned in the channel area only. JNPT has deposited Rs. 66.63 Crores to Hon‟ble Supreme Court in connection with livelihood of local fishermen.
9.10. CORPORATE ENVIRONMENT RESPONSIBILITY As per the Ministry of Environment Forest and Climate Change guidelines for Corporate Environment Responsibility (CER) for the project vide OM No. 22-65/2017-IA.III dated 1st May 2018. Following activities which are carried out by JNPT-
JNPT is already carrying out various welfare measures under Corporate Social Responsibility (CSR) and as on date JNPT has carried out various Welfare programme/works at various places in Maharashtra State. JNPT is a Trust working under Ministry of Shipping, the CSR is being fulfilled from the available funds even though there is no mandate for providing specific contribution to CSR. The Corporate Environmental Responsibility (CER) is now being implemented in order to meet compliance to EC for various projects. As per the EC received for capital dredging works- Phase-II, the MoEF &CC has issued directions to allocate funds of Rs.100 Crs towards construction works under CER. Similarly, such provisions will also be insisted in future projects as per new guidelines of CER issued by MoEF&CC dated 1st May, 2018. In this regard, it may be noted that JNPT has carried out works related to Corporate Social Responsibilities (CSR) which are similar to Corporate Environmental Responsibilities (CER) as captioned in para (e) of MoEF&CC‟s letter dated 1st May, 2018, referred above. Therefore, these works carried out by JNPT which can be considered as achievements under Corporate Social
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Responsibilities as these are similar to Environmental responsibilities & environmental measures and already spent Rs.42.55 Crs from its own resources in the year 2016-17 onwards In view of the above, all future Corporate Environmental Responsibilities will be made by JNPT from funds allocated under the project and compliance to the same will be submitted to MoEF &CC from time to time. The port has created head under Corporate Environment Responsibility (CER) with a budget provision of Rs.100 Crs as directed by MoEF & CC vide EC dated 31st March, 2017 and so far the Port has spent an amount of Rs.42.55 Crs., as brought out above. After carrying out the identified works, ie construction Sea wall at Elephanta Island and Panje Village, as erosion control measures and construction of boat landing jetty for village use at Nhava end, the total expenditure under this head will be Rs.79.81 Crs. approximately and the works are proposed to be taken up by JNPT as EC compliance of Phase II Capital Dredging Project under CER guidelines dated 1st May, 2018. As per MOEFCC office memorandum dated 1st May 2018, the fund allocation for the Corporate Environmental Responsibility (CER) may be 0.25% of the capital investment of Rs. 1000 crores to less than 10000 crores for brownfield project. The total project cost for the second phase of proposed balance work Construction of 4th Container Terminal and Marine Container Terminal is Rs. 3196 crores. Therefore, proportionately CER will be about Rs. 7.99 Cr. (0.25% of capital investment Rs. 3196 crores) Table: 58 A Proposed Corporate Environmental Responsibility (CER) activities
Sr. No. Proposed activities Fund allocation in Crs 1 Education and skill development 0.5 2 Health 1.0 3 Drinking Water Supply, Sanitation 2.0 4 Roads 1.0 5 Cross Drains 2.0 6 Electrification including Solar Power 0.5 7 Solid Waste Management Facility 1.5 8 Rain Water Harvesting 1.0 9 Avenue Plantation 0.5 10 Plantation in Community Area 0.5 Total 8.0
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Table 59 - Environment Management Plan for the Various Parameters Likely to be affected by the Project Sr. No. Project Related Issues Actions to be Taken Responsible Organization 1 Air Quality Monitor periodically ambient air quality at selected JNPT sites.
(e.g. catalytic converters, EURO II engines, unleaded petrol, proper serving etc.) 2 Noise level Monitor periodically ambient noise level at selected JNPT sites. Minimization of use of horns near sensitive locations/ silence zones with the help of sign boards at proper places.
3 Water Quality Monitor periodically water quality for establishing the JNPT change of water quality, if any.
operation proper care will be taken to minimize the water pollution. 4 Sediment Characteristics Periodic monitoring of soil quality (mainly Pb) at JNPT specified distance for assessing contamination by vehicular emissions. Checking the overflow of spillage from the carriageway. 5 Human Health and Safety Proper training to staff/contact wokers regarding safety. JNPT Adopt proper & adequate safety measures for all personnel.
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9.11. ENVIRONMENTAL MONITORING PLAN The purpose of the monitoring programme is to ensure that the envisaged purpose of the project is achieved and results in desired benefits. To ensure the effective implementation of the EMP, it is essential that an effective monitoring programme be designed and carried out. The broad objectives are:
To evaluate the performance of mitigation measures proposed in the EMP To evaluate the adequacy of Environmental Impact Assessment To suggest improvements in management plan, if required To enhance environmental quality To satisfy the legal and community obligations
9.12. PERFORMANCE INDICATORS The physical, biological and social components identified to be particularly significant in affecting the environment at critical locations have been suggested as Performance Indicators and are listed below:
Air quality with respect to PM10, PM2.5, NOx, SO2 and CO Noise levels around sensitive locations Water and Waste Water Solid Waste Occupational health monitoring Accident frequency
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ENVIRONMENT CELL
Figure 19 - Organizational Chart of JNPT (Environmental Division)
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CHAPTER 10 - EXECUTIVE SUMMARY
10.1. ABOUT JAWAHARLAL NEHRU PORT TRUST The Jawaharlal Nehru Port Trust (JNPT) at Navi Mumbai (formerly known as the Nhava Sheva Port) located within the Mumbai harbour on the west coast of India, commissioned on 26th May 1989. It occupies a place of prominence among the major Indian ports. It is the second youngest and one of the most modern major ports of the country. It was initially planned to be a “satellite port” to the Mumbai Port with the purpose of decongesting traffic at the latter, eventually it was developed as an independent port on its own right and it became the country‟s largest container port. Jawaharlal Nehru Port (JNP), is one of the twelve major ports of India. JNP has seven terminals - five terminals for handling container cargo, one terminal for handling liquid cargo and one shallow water terminal for handling dry & break bulk cargo. The cargo handling capacity of the port in 2019 is about 118 million tons per annum (MTPA) which includes container handling capacity of 7.6 million TEUs per annum (MTEUs PA).
10.2. ABOUT THE PROJECT Terms of Reference for fresh EC for balance work of Construction of 4th Container Terminal and Marine Container Terminal at JNPT by M/s Jawaharlal Nehru Port Trust, Navi Mumbai, Maharashtra. Subject project is largest mega infrastructure project inviting direct foreign investment of INR 7915 Crore in port sector. (The indicative cost of the Phase – I of the project is Rs. 4719 Crores and for Phase-II is 3196 Crores. Phase I project is completed by Dec, 2017.
Construction of 4th container terminal and marine container terminal involves – 1. Construction of 1000 m quay length, for the new container terminal as Phase-I and an additional 1000 m quay length container berth as Phase-II and guide bund of 200 mtrs length 2. Reclamation of 200ha of land behind container berth for backup facilities, 3. Construction of marine chemical berth of 600 m quay length in Phase-II development of chemical handling and storage facilities, 4. Boat landing jetty.
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5. Dredging all new berths and approach loading to berths and disposal of dredged spoil at designated dumping ground DS-3. 6. Other infrastructure cargo handling equipments, building complex and gate complex etc.
11.2.1 Civil infrastructure: Sr. Civil Phase I Phase II no. Infrastructure (i) Berth length 1000m 1000m and guide bund of 200 m (ii) Capital Dredging (-)15.0 m CD (-)15.0 m CD Maneuver (-)16.5 m CD (-)16.5 m CD ing area Berth pockets (iii) Approach 05 Nos Adequate Nos Trestles (iv) Reclamation 90 Ha 110 Ha (v) Connectivity Up to 6 lane connecting road Connecting road (4.8 km) up to (4.8 km) up to Nhava Sheva Nhava Sheva Police Station Police Station with 12 laned One Rail Container Depot for Additional Rail Container evacuation by Rail Depot for evacuation by Rail (vi) Other Building Infrastructure & Gate Building Infrastructure & Gate installations Complex etc. Complex etc.
Channel dimensions Anchorages Northern Anchorage Area („A‟ Area) – Refer NHO Chart 2016 This anchorage is quite far off from Mumbai Port entrance and is generally not preferred by ships/port as ships take almost 2½ to 3 hours to arrive at the pilot station from this location. Water depths vary between 20 m to 30 m.
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Southern Anchorage Area („B‟ Area) – Refer NHO Chart 2015 The southern anchorage area is bounded by the following co-ordinates: This area is towards southwest of port entrance and is quite extensive. It is quite closer to the port entrance and is preferred by the port as well as ships. It takes about 1 to 1½ hours to travel from this location to the pilot station.
Sheltered Anchorages Mumbai harbour being a natural harbour provides a large number of sheltered anchorages. For use in fair weather season, designated/marked anchorages starting soon after pilot station are lettered V to Z (Rows) upto Sunk Rock Light House and A to J from Sunk Rock to South of Tucker Beacon. Anchorages are numbered 1 to 4 (or 5) from West to East.
10.3. NEED OF THE PROJECT Standardization Standard transport product that can be handled anywhere in the world through specialized modes (ships, trucks, barges and wagons) and equipment. Each container has an unique identification number and a size type code.
Flexibility Can be used to carry a wide variety of goods such as commodities (coal, wheat), manufactured goods, cars, refrigerated (perishable) goods. There are adapted containers for dry cargo, liquids (oil and chemical products) and refrigerated cargo. Discarded containers can be recycled and reused for other purposes.
Costs Lower transport costs due to the advantages of standardization. Moving the same amount of break-bulk freight in a container is about 20 times less expensive than conventional means. The container enables economies of scale at modes and terminals that were not possible through standard break-bulk handling.
Velocity Transshipment operations are minimal and rapid and port turnaround times have been reduced from 3 weeks to about 24 hours. Containerships are faster than regular freighter ships, but this advantage is undermined by slow steaming.
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Warehousing The container is its own warehouse, protecting the cargo it contains. This implies simpler and less expensive packaging for containerized cargoes, particularly consumption goods. The stacking capacity on ships, trains (double stacking) and on the ground (container yards) is a net advantage of containers.
Security and safety. The contents of the container are unknown to carriers since it can only be opened at the origin (seller/shipper), at customs and at the destination (buyer). This implies reduced spoilage and losses (theft).
10.4. SOCIO-ECONOMICAL BENEFITS The socio-economic scenario in the region is certainly changed with positive impact on the existing regional socio-economic pattern since establishment of JNP. There is change in employment pattern with local residents & locals are given preference for jobs opportunities and/or self-employment. Due to receiving larger vessels the economic growth will have positive impact; it will also help in increase in living standards of the local residents. Due to enhancement in infrastructure facilities and utilities in living condition will also improve. Hence there shall be positive impact on the employment.
A port is a location on a coast or shore containing one or more harbors where ships can dock and transfer people or cargo to or from land. Ports are one of the primary components of the general transportation sector and are nowadays linked to the expanding world economy. Ports are basically a means of integration into the global economic system. As international barriers to trade have effectively been lifted by the WTO-agreements since the 1980s, global manufacturers have vertically disintegrated their production systems into geographically dispersed and flexibly organized supply chain systems. The international trade regime allowed manufacturers to re-locate their production and assembly plants to more cost- efficient locations in developing economies.
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Some of the important socio- economic benefits of ports are: • Fuels economic development – They are important links of hinterlands to points overseas. They facilitate movement of goods to and from hinterland. They increase international trade (both exports and import). Increase in exports lead to industrialization in the hinterland as well as around ports. Increase in imports lead to increase in consumer choice and provision of goods at competitive rates.
• Development of cities – Most of the world‟s major cities are port cities. Ports spur the economic activities around them like banking, finance, Insurance, logistic etc. This lead to development of cities around ports. For example – Mumbai and Kolkata.
• Increase in Employment – Ports increase employment both directly and indirectly. Direct employment refers to employment in port related activities. Indirect employment increases due to increased industrialization and increase in other services like banking and insurance.
• Relatively Environment friendly – When compared to other transportation systems, railway transportation requires twice as much energy consumption, while road transportation requires ten times as much as sea conveyance. During the past few decades the world has become increasingly environmentally conscious and, with its lower energy consumption, marine transportation is obviously more environmentally friendly than other means.
• Increase world Economic Integration – Globalization has been partially successful due to cheap transportation facilitated by ports.
• Development of Infrastructure – Increase the economic activity between hinterland and ports lead to development of infrastructure including railways, roads & inland waterways. Such infrastructure makes our exports more competitive and as a spillover effect provide world class infrastructure to citizens.
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As discussed above ports are important for socio-economic development of the region thus nations are moving for “Port led development”. China has experienced such development. China developed its industrial towns near ports to facilitate this export led growth. It has proposed Maritime Silk Route to catalyze port led development.
Importance for India India has a long coastline of about 7,517 km along the western and eastern shelves of the mainland. With 12 major ports and 187 minor ports, India ranks 16th among maritime countries and has one of the largest merchant shipping fleets in the world. According to the Ministry of Shipping, approximately 95% of the country‟s trade by volume and 70% by value moves through maritime transport, highlighting the importance of ports and their contribution in sustaining the growth and development of the Indian economy.
The increasing trend of Western countries moving their manufacturing functions to low-cost countries and the fact that India need to create millions of jobs for youth joining workforce every- year means that India could be a prospective manufacturing hub after china. This means we also need to focus on port led development by improvement in port infrastructure.
Policy Initiatives by government for Port led development The Ministry of Shipping, the nodal agency for ports, encompasses the shipping and port sectors, including shipbuilding and ship repair, major ports and inland water transport. As per government policy, 100% FDI is allowed in port development projects. As way of incentive, 100% income tax exemption from income tax is extended to companies investing in port infrastructure. Further, a 10-year tax holiday has been given to enterprises engaged in the business of developing, maintaining and operating ports, inland waterways and inland ports. A major promotional initiative of the ministry is the National Maritime Development Programme (NMDP), an initiative to develop the maritime sector, with an outlay of USD 11.8 billion. The policy lists measures for enhancing private investment, improving service quality and promoting competitiveness to meet medium- and long-term objectives. The programme will be implemented through public/private partnership in two phases.
The National Maritime Agenda 2010–20 outlines the framework for the development of the port sector with a target capacity of over 3 billion tonnes by 2020, largely through private sector participation. The agenda envisages a cumulative investment of around Rs. 2,774
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billion in the port sector between 2010 and 2020 in three phases. The non-major ports are expected to account for 61% of the proposed investment and the major ports for the rest. The agenda also suggests policy-related initiatives to improve the operating efficiency and competitiveness of Indian ports. These include major ports to be turned into landlord ports by 2020 with their role being to provide the port infrastructure, while operations and services would be provided by the private sector participants.
Sagar Mala project is a strategic and customer-oriented initiative of the Government to modernize India's Ports so that port-led development can be augmented and coastlines can be developed to contribute in India's growth. It looks towards transforming the existing Ports into modern world class Ports and integrate the development of the Ports, the Industrial clusters and hinterland and efficient evacuation systems through road, rail, inland and coastal waterways resulting in Ports becoming the drivers of economic activity in coastal areas.
10.5. METHODOLOGY ADOPTED FOR THE DREDGING: For widening and deepening of the JNP channel and Mumbai Harbour channel following
10.5.1. Disposal And Dispersion Dredged Material In this project dredged material cannot be used for any other purpose as the material is not suitable for reclamation or any other construction. IIT Mumbai has done a study and also suggested that the dredged material cannot be used in reclamation. Hence it is proposed to disposed off the dredged material at the pre designated site DS-3. Dispersion studies were carried out by CWPRS (Central Water and Power Research Station) for site DS3 to ascertain the suitability of the site as a dumping site. During the dredging operations, the bed material gets disturbed and this process brings the bed material into suspension. Due to this resuspension, the sediment concentrations in the vicinity of the dredger temporarily increase and the tidal currents transport this suspended sediment Therefore, in order to ascertain the likely transport of the material in resuspension, dispersion studies were conducted for dredging operations in the channel. From these results, it is clear that the resuspended sediment due to dredging operations is not likely to be dispersed in to tidal flats near Sewri or Dhararmtar where mangroves exist. However, there would be marginal increase in the suspended sediment concentrations in the Mumbai harbour area, near Butcher Island and this increase would be for a limited period during dredging operations.
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10.6. ENVIRONMENTAL STUDIES In order to assess the existing environmental status in the project area, primary and secondary data on various environmental attributes viz. air quality, noise levels, water quality, soil, ecology, land use etc. have been collected.
The studies for air, water, noise and biological studies were carried out using standard methods and also following the guidelines given by MoEF& CC and Pollution Control Board. Air Monitoring data collected from 6 locations viz. Port Operational Centre, IMC compound in Liquid Chemical Terminal Area, JNP residential township, Elephanta Caves, Near North Gate Complex, Near South Gate Complex. Noise and water samples were collected from CTICT Container birth, NSICT container birth, Container yard near shift office, Container yard opposite to Ct. canteen, J. M. Bakshi, ICD 1-5, Port craft jetty, North Gate complex, Navratna Canteen, CFS Gate.
There is no effect on any mangrove e.g. mangrove cutting, disturbance, displacement etc. there is temporary phenomenon of turbidity increase which is restricted to the area of activity e.g. at site and disposal site.
There is an archeological monument viz. Elephanta caves categorized under (i) & (iii) criteria of World Heritage Sites of UNESCO. This is at crow fly distance from the project activity are minimum 1.60 km at JNPT end and 29 km at open sea end. The dredging is carried out by conventional techniques used worldwide. Whereas in the portion control blasting will be carried out which will not have any structural effect on the monument. NOC from ASI (Archeological Survey of India) has already been obtained in this regards.
10.6.1. Meteorological data The historical data collected from India Meteorological Department (IMD) and other secondary sources to represent the metrological conditions of the project area has been reviewed and presented below for various attributes such as Temperature, Wind, Cloud cover, Humidity, Rainfall, Cyclone, and Visibility The nearest IMD observatory to JNP is Mumbai, which is located at 18o54‟ N latitude and 72o 49‟ E longitude.
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Table 60 -Meteorological Data Parameters Remarks Temperature January is invariably the coldest month and May the warmest. With the onset of monsoon in early June there is a reversal of the temperature curve and the temperature during the period of monsoon remains very nearly uniform at about 270C The slight rise in temperature in October falls gradually till it reaches the coldest month in January Wind Offshore The wind blows from the SW to N sector for 83% of the time and the wind predominant wind direction is north (45.7%) The wind speed is less than 15 m/s (54 km/hr) for 75% of the time and 20 m/s (72 km/hr) for 90% of the time Onshore Prevailing wind speeds are higher in the afternoons than in the mornings. wind During short periods in a day, the wind speed exceeds prevailing wind speed Humidity The skies are clear and lightly clouded from December to March with a gradual increase in cloudiness thereafter till May. With the arrival of the southwest monsoon in June, there is a sharp increase in cloudiness and skies are overcast for 12 days in a month on an average. This condition continues till September Rainfall The rainfall during southwest monsoon season accounts for about 94% of the annual rainfall. Maximum rainfall occurs in the month of July (613.4 mm) and the number rainy days are about 22. Visibility On an average, the visibility is less than 4 km for about 18 days in a year. Wave offshore The wave height is less than 2 m for 83% of the time and the predominant wave climate wave period is 10 seconds Nearshore The predominant directions of normal waves in the nearshore zone are from wave climate the WSW, W, WNW, NW The currents in the navigational channel are predominantly tidal currents with their directions aligned with the channel, except when the flow pattern Currents is altered by runoffs from rivers and Creeks during the southwest monsoon period Tides Tidal levels are recorded extensively at three locations in the region, viz.
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Apollo Bandar, Mora and Trombay, for many years The tidal levels recorded at Apollo Bandar (Lat. 18° 55'N; Long 72°50‟E) have been used in the design of approach channel since Apollo Bandar is geographically the most relevant location for the project area
10.6.2. Bathymetry Bathymetry survey was carried out in Feb 2019 and the results are as follows: The water depth ranged from a minimum of (-) 14.7 m CD to a maximum of (-) 18 m CD at DS3. The water depths in emergency anchorage area ranged from (-) 16.5 CD to (-) 17.8 m CD The water depths in main channel ranged from (-) 14.7m CD to (-) 21.5 m CD
10.7. STATUS OF AIR ENVIRONMENT
Observation on ambient SO2 levels
The SO2 levels at various stations covered under the ambient air quality monitoring survey ranged from 37.5 to 32.1 µg/m3 which is well below the permissible limits (80 µg/m3) specified for industrial areas by CPCB as per the NAAQS notification dated 18th November 2009
Observation on ambient NOx levels The NOx levels at various stations covered under the ambient air quality monitoring survey ranged from 31.9 to 37.5 µg/m3 which is well within the permissible industrial area (80 µg/m3) as specified by CPCB in the NAAQS notification dated 18th November 2009
10.8. STATUS OF NOISE ENVIRONMENT Leqdn values recorded for various stations in the study area during a 24 hour study period were observed to be in the range of 59.1 dB (A) to 78.2 dB (A) and 59.4 dB (A) to 69.9 dB (A) for the months of January 2018 and July 2018 respectively.
Leq values recorded for various stations during day time (6.00 AM and 10.00 PM) were found to be in the range of 56.5 dB (A) to 77.7 dB (A) for the month of January 2018 and in the range of 58.8 dB (A) to 69.9 dB (A) in the month of July 2018.
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Leq values recorded for various stations during night time (10.00 PM and 6.00 AM) were found to be in the range of 60.8 dB (A) to 79.1 dB (A) & 57.4 dB (A) to 70.9 dB (A) . January 2018 and July 2018 respectively. Leq levels recorded during day and night were mostly found around prescribed limits for industrial category except few locations i.e. 75 dB and 70dB respectively.
The source of noise at container berths and yards was attributed to continuous container movement and handling, QC Crain movement, traffic and movement of people during shift changes respectively; for most of the stations except at JNP Container berth and NSICT Berth location have most of the port container traffic movement along with continuous private vehicles and people movements accounting for higher noise levels. Navratna Canteen and Container yard near shift office have most of the administrative and site offices. Thus have comparatively less traffic movement and in turn lower noise levels.
10.9 STATUS OF WATER ENVIRONMENT The values of various parameters such as pH, Dissolved Oxygen, BOD, Oil & Grease and Faecal coliforms obtained for water samples collected from JNP Harbour area during the month of January 2018 to October 2018 are within the prescribed limits. Also, the concentration ranges observed for various parameters for water samples collected from Nhava Creek area during January 2018 to October 2018 are also within prescribed limits.
Considering the activities in the Harbour area and the results obtained during Tidal Cycle for the month of January 2018 to October 2018 it can be concluded that the Port‟s working does not affect the Quality of the Marine water. The overall Marine Water Quality of the Port‟s Harbour and Creek waters is in good category.
10.10 MARINE BIODIVERSITY STUDY Parameter Observation Phytoplankton A total of 17 species were recorded during study. The population density of phytoplankton ranged from 53 to 70 cells/lit. The phytoplankton maximum population density (70cells/l) was observed at station-7 and minimum at station 2 and station 6 (53cells/l), In the present investigation, the diatoms were found to be the dominant group. Amongst the diatoms, the Thalassiosira sp, Planktonella sp. and Coscinodiscus sp were observed
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at all the stations. Density and total biomass of phytoplankton was found to be fairly high and sustained with healthy phytoplankton biomass in the sea and is responsible for the photosynthesis. Among the 11 stations sampled at JNPT Zooplankton A total of 22 species of zooplankton were recorded from the study area out of them 12 species of Copepods, 3 species of tintinids, 2 decapods species , a single species of arrow worm and 4 species of larvae were found in the area. The zooplankton density ranges from 65 to 118 No./l. Minimum was observe at station-5 and the maximum was observed at station-2, followed by station-9. The present study also reveals that the Copapoda were the dominant groups compared to other zooplankton groups. Amongs the copepods Acrocalanus sp. Centropages sp Acartia sp were observed at all the station covered in the marine ecological survey The present investigation showed that larval forms were recorded at various stations monitored during the field survey Benthos Sediments samples were collected from various stations using Peterson;s dredgerand each group of organisms were individually identified and a quantitative qualitative analysis has been done. A total of 10 benthic species were recorded. e.g. Nereis sp, Phyllodocidae sp, Amphinomie sp., Placenta sp., Tibia curta etc Primary The Gross Primary Productivity (GPP) ranged from 50 to 115 The productivity maximum GPP was observed at station8 and station- 10. The Net Primary productivity (NPP) from 112.5 to 187.5at various sampling stations covered in the marine ecological survey The maximum was observed in station-2 and the minimum was at station-3 and station-8. Primary productivity values shows that the low to moderate productive The area to be dredged has significant ship movement and is also dredged regular as a part of the maintenance dredging activities, all of which attribute to low to moderate productivity. Chlorophyll 'a' Chlorophyll 'a' value varied from 0.887 to 1.941 mg/m3. The maximum (mg/m3) density 1.941 mg/m3 was observed at station-11 and the minimum at station.-10 The variations of chlorophyll 'a' was associated with the
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numerical abundance of diatoms individuals Phaeophyt The phaeophytin level is below detectable level in all the stations (mg/m3)
10.11 MANGROVES There is no disturbance/cutting/transplantation of any marine vegetation including mangroves. A total of 10 species were recorded in and around JNP area. 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
Table 61 - Environment Management Plan for the Various Parameters Likely To Be Affected By the Project Sr. Project Related Responsible Actions to be Taken No. Issues Organization 1 Adequate number of proper & legible signs will Water Transport be installed along the route, Prepare and Safety and Traffic JNP administer a monitoring system on route/ Management accidents. 2 Monitor periodically ambient air quality at selected sites, Enforcing different control Air Quality JNP measures to check pollution (e.g. catalytic converters, unleaded petrol, proper serving etc.) 3 Monitor periodically ambient noise level at selected sites, Minimization of use of horns near Noise level JNP sensitive locations/ silence zones with the help of sign boards at proper places. 4 Monitor periodically water quality for Water Quality JNP establishing the change of water quality, if any. 5 Periodic monitoring of soil quality (mainly Pb) at Sediment specified distance for assessing contamination by JNP Characteristics vehicular emissions. Checking the overflow of
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spillage from the carriageway. 6 Proper training to staff regarding safety. Human Health Adopt proper & adequate safety measures for all JNP and Safety Workers.
The Port has provided jobs to 906 PAPs.
In addition, indirect employment has been made available to around ८४० such persons
through contracts, which are awarded to Labour Cooperative Societies from the local PAPs only. Port Users like Shipping Lines are encouraged to provide employment to PAPs and they have provided employment to around 795 PAPs. Created business opportunities to about 126 PAPs in IJNPT area by way of running shops, STD Booths and hawker zones. Thus, around 2600 nos. of direct and indirect employment have been provided by JNPT to JNP-PAPs. In addition, many PAPs got direct and indirect employment with private terminal operators and Container Freight Station etc. in and around JNPT. The Port also is in the process of setting up of a Trauma Centre. The Port has also pre-primary, primary and secondary schools (English and Marathi medium) in the Port Township and an English medium school, which are run by two renowned institutions. Free education is provided to the wards of JNP employees and 50% concession is extended to the children of JNP Project Affected Persons (PAPs). The total budgetary support provided by JNPT is approx. Rs.3.5 crores per annum. Bus facility is provided to all the employees from different places in Mumbai and Navi Mumbai. The existing channel is used for navigation and hence fishing is banned in the channel area only. JNPT has deposited Rs. 66.63 Crores to Hon‟ble Supreme Court in connection with livelihood of local fishermen
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CHAPTER 11 - CONSULTANTS ENGAGED
“Jawaharlal Nehru Port Trust (JNPT)” for carrying out the above mention study have entrusted “Global Management and Engineering Consultants International”.
Global Management and Engineering Consultants International (GMEC INTERNATIONAL) is an ISO 9001:2008 certified, multi-disciplinary engineering, design and Consultancy Company founded in 2013 is a respected specialty company, actively partnering with our customers to provide innovative and sustainable technical and management solutions that help creating sustainable and long term solutions for our customers and society.
GMEC experts all focused first and foremost on providing tangible customers value and service that offers non-compromised, quality engineering work following the latest developments in technology and applying the most appropriate and beneficial solutions to Clients, Society and Environment.
GMEC was formed with a vision to become a market leader in the industry. The focus of the company is to become a total service provider to Civil, Environmental, Mechanical, Industrial Engineering and Construction& Project Management.
From consulting, designing to implementation and management, we take care of all aspects of business network, to keep business up and running with close to zero downtime. We partner with our customers by combining our expert domain knowledge, outstanding technical capabilities and right consulting which enables them to execute their business in the most optimal way.
Our experienced and certified engineers provide service and support for the latest platforms and technologies, to make the most of your existing investment. Using best practices, methods and customer-centric approach that are tuned to finding solutions that meet specific business needs, we can help your organization turn powerful technology into superior results and competitive advantage. QCI, NABET accreditation to Global Management and Engineering Consultants International
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Global Management and Engineering Consultants International got NABET accreditation from QCI for following sectors: 1. Mining of minerals including open cast/underground mining 2. Offshore and onshore oil and gas exploration, development & production 3. Thermal Power Plant 4. Metallurgical Industry (ferrous & non-ferrous) 5. Cement Plants 6. Asbestos milling and asbestos based products 7. Oil & Gas transportation pipeline (crude and refinery/ petrochemical products), passing through national parks/ sanctuaries/ coral reefs/ ecologically sensitive areas including LNG terminal 8. Ports, harbours, break waters and dredging 9. Highways 10. Common effluent treatment plants (CETPs) 11. Building and construction projects 12. Township & Area Development projects
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