MARINE ENVIRONMENTAL IMPACT ASSESSMENT REPORT FOR OBTAINING STATUTORY EC FOR DEVELOPMENT OF PORT INFRASTRUCTURE WITHIN EXISTING PORBANDAR PORT, GUJARAT
Project Proponent
GUJARAT MARITIME BOARD (Government of Gujarat Undertaking) SAGAR BHAVAN, Sector 10-A, Opp. Air Force Centre, CHH Rd, Gandhinagar, Gujarat 382010
EIA Consultant
Cholamandalam MS Risk Services Limited NABET Accredited EIA Consulting Organisation Certificate No: NABET/EIA/1011/011 PARRY House 3rd Floor, No. 2 N.S.C Bose Road, Chennai - 600 001 Tamil Nadu
August 2018 Development of Port Infrastructure within PJ-ENVIR - 2017511-1253 existing Porbandar Port, Porbandar Village, Porbandar District, Gujarat
DECLARATION BY PROJECT PROPONENT
GMB has conducted the “EIA Study on “Development of Port Infrastructure within existing Porbandar Port, Porbandar Village, Porbandar District, Gujarat”.
The EIA report preparation has been undertaken in compliance with the ToR issued by MoEF & CC. Information and content provided in the report is factually correct for the purpose and objective for such study undertaken.
We hereby declare the ownership of contents (information and data) of EIA/EMP Report.
For on behalf of Gujarat Maritime Board
Signature:
Name: Mr. Atul A. Sharma
Designation: Deputy General Manager - Environment
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Development of Port Infrastructure within PJ-ENVIR - 2017511-1253 existing Porbandar Port, Porbandar Village, Porbandar District, Gujarat
DECLARATION BY EIA CONSULTANT
EIA Study on “Development of Port Infrastructure within existing Porbandar Port,
Porbandar Village, Porbandar District, Gujarat”.
This EIA report has been prepared by Cholamandalam MS Risk Services Limited (CMSRSL), in line with EIA Notification, dated 14th September 2006, seeking prior Environmental Clearance from the Ministry of Environment, Forests and Climate Change, New Delhi.
This work has been undertaken in accordance with ISO 9001:2008 Quality Management System with all reasonable skill, care and diligence within the terms of the contract with the client, incorporating our General Terms & Conditions of Business and taking account of the resources devoted to it by agreement with the client.
We disclaim any responsibility to the client and others in respect of any matters outside the scope of the above.
Further, this report is confidential to the client and the use of this report by unauthorized third parties without written authorization from CMSRSL shall be at their own risk.
For and on behalf of Cholamandalam MS Risk Services Limited
Approved by : N V Subba Rao
Sign :
Designation : Chief Executive
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DECLARATION BY EIA CONSULTANT
Declaration by Experts contributing to the EIA for “Development of Port
Infrastructure within existing Porbandar Port, Porbandar Village, Porbandar District, Gujarat “ I, hereby, certify that I was part of the EIA team in the following capacity that developed the above EIA.
EIA Coordinator: In-House Name: Mr. D.Ravishankar
Signature: Date: 10th August, 2018 Period of Involvement: Nov 2017 to August 2018 Contact Information: M/s. Cholamandalam MS Risk Services Limited Parry House 3rd Floor, No. 2 NSC Bose Road, Chennai – 600 001 +91-044- 3044 5448
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Functional Area Experts: S. Functional Name of the Involvement Signature No Areas Expert/s (Period and Task) Period : AP- Air Nov 2017 to August 2018 Pollution Monitoring, Task: Developed Dust Mr. Ravishankar. 1 Prevention & Control and Mitigation D Control Plan during Construction Phase and Fugitive Dust (Category - A) Emission Control during Cargo Transportation Period : Nov 2017 to August 2018
WP- Water Task: Finalization of water Pollution sampling locations, Monitoring characterization. 2 Prevention & Mr. V S Bhaskar Identification of Potential Control during construction and
developed management (Category - A) plan to prevent contamination of water during coal transportation
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S. Functional Name of the Involvement Signature No Areas Expert/s (Period and Task) Period : Nov 2017 to August 2018 SHW
Solid and Task: Categorization of Hazardous solid and hazardous waste 3 Waste Mr. Ravishankar. D during construction phase Management and operation phase and
developed solid and (Category - A) hazardous waste management plan Period : Nov 2017 to August 2018
Task: Mentoring In-house SE Socio-Economic expert in Socio- conducting Primary Survey Mr. Rajesh Kumar 4 Economics Data Collection, collation of Verma secondary data. To identify (Category - A) socio economic aspect/impact based on project activities and development of mitigation measures.
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S. Functional Name of the Involvement Signature No Areas Expert/s (Period and Task) Period : Nov 2017 to August 2018
SE Task: Conducted primary Socio- socio-economic survey, Mr. Karthick C S 5 Economics identification of social
impact due to proposed (Category - A) project, preparation of mitigation plan, and development of CSR plan. Period : Nov 2017 to August 2018 EB
Ecology and Mr. Vivek Narayan Task: Mentoring the In- 6 Biodiversity Singh house Ecology and
Biodiversity expert for (Category - A) Terrestrial Flora and Fauna
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S. Functional Name of the Involvement Signature No Areas Expert/s (Period and Task) Period : Nov 2017 to August 2018
Task : Primary Survey of Terrestrial Flora and Fauna, Marine Biological Sampling. Identifiation and Analysis of Phytoplankton, Zooplankton and benthos. EB Identification of Ecology and Nesting/breeding grounds Dr. T. 7 Biodiversity of reptiles, mammals and Balakrishnan avifauna including (Category - A) rare/threatended/endange red/endemic species and their habitat within the study area. Impact assessment and environmental management plan for Mangroves Conservation, Habitat Conservation Measures.
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S. Functional Name of the Involvement Signature No Areas Expert/s (Period and Task) AQ Period : Meteorology, Nov 2017 to August 2018 Air Quality Task: Design of Ambient 8 Modelling & Mr. V S Bhaskar Air Quality Monitoring
Prediction Network. Primary Air Quality data Analysis and (Category - A) identification of impacts. Period : Nov 2017 to August 2018 NV Task: Identification of Noise & Noise Monitoring 9 Vibration Mr. V S Bhaskar Locations. Noise Mitigation
measures during (Category - A) construction and operation phase. Period : Nov 2017 to August 2018 LU Task: Preparation of land Land Use 10 Mr. T. P. Natesan use land cover maps for
the study area using GIS/ (Category - A) related tools followed by ground truth verification.
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S. Functional Name of the Involvement Signature No Areas Expert/s (Period and Task) Period : Nov 2017 to August 2018 RH
Risk Task: Identification of fire Assessment & risk potential due to 11 Hazard Mr. Ravishankar.D handling of coal and Management transportation Potential
Risk Hazards Identification (Category - A) during construction and operation phase. Period :
LU Nov 2017 to August 2018
Land Use Mr. S. Pavala 12 Rajan Task: Preparation of land use land cover maps for the (Category - B) study area using GIS/ related tools followed by ground truth verification.
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Declaration by the Head of the Accredited Consultant Organization/ Authorized Person
I, N V Subbarao, hereby, confirm that the above mentioned experts prepared the EIA Report as per the project inputs prepared by GMB for the proposed “Development of Port Infrastructure within existing Porbandar Port, Porbandar Village, Porbandar District, Gujarat”
I also confirm that the consultant organization shall be fully accountable for any misleading information mentioned in this statement.
Signature: :
Name : N V Subbarao
Name of the EIA Consultant Organization:M/s. Cholamandalam MS Risk Services Ltd “PARRY” House 3rd Floor, No. 2 NSC Bose Road, Chennai – 600 001 NABET Certificate No. :NABET/EIA/1316/RA009
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Executive Summary Introduction Gujarat Maritime Board (GMB) is the first maritime board of India, established in the year 1982 as statutory organization of Government of Gujarat (GoG), under the Gujarat Maritime Act 1981. It was established for facilitating the port development, privatization, manage, control and administer the intermediate and minor ports in Gujarat in the way of specialized cargo handling approach. GMB has explored many unexplored routes for the development of ports in India, with a vision “To enhance and harness ports and international trade as vehicles for economic development”. Porbandar port is an all-weather port functioning under the direct control of GMB. It is situated in the west coast of India facing the Arabian Sea at Latitude 21°38” N and Longitude 69°37”E in Porbandar Village, Porbandar Tehsil, Porbandar District between Veraval and Okha on the Saurashtra coast of Gujarat. Porbandar is a major urban centre which consists of secondary urban areas like Ranavav and Kutiyana. Porbandar port is well connected to the other parts of Gujarat through the National Highway 8B (Porbandar-Rajkot-Bamanbore Road). This highway also runs through the talukas of Gondal, Upleta, Kutiyana, Ranavav. Porbandar is also connected by broad gauge railway line to the other parts of the country. State Highway SH-95 connects the port with Ranavav and the State Highway SH-28 connects the port with Degam. The nearest National Highway NH-8E is about 6 km from the port which connects the port with Bhavnagar, Somnath and Dwarka. Porbandar Port is under operation since 1963, as per the Port Notification (Annexure 4 of Terrestrial EIA Report) vide letter no. IPA/1062-C- 1358-M dated 13th July 1963, published by Government of Gujarat (GoG). The Port is handling both dry and liquid cargoes with maximum cargo handling capacity of 10.17MTPA. GMB has obtained Consolidated Consent and Authorization (CCA) from Gujarat Pollution Control Board (GPCB) for handling 10.17 MTPA since 2010, which is being renewed periodically from GPCB vide consent order no.AW-75301 dated 01.01.2016 and it has the validity up to 29th October 2020.
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Map showing the location of Porbandar port facility Existing Facility The port is facilitated with breakwater cum berthing arrangements. The facilities in the breakwater include 200m long Navy-GMB jetty for defense purpose near the mouth of the port, 150m long private jetty with associated silo, mechanized cargo handling facilities and two storage tanks for Saurashtra Cements Limited for bulk export of cement/clinker, one deep water berth of 235 m long for cargo handling which includes coal and LPG, Indian Coast Guard jetty of 175m long for berthing of Coast Guard ships, finger jetty of length 104m and 55m width for handling of Bauxite ore.
Proposed Project Development In order to increase the cargo handling capacity of Porbandar port from 10.17 MTPA to 12 MTPA, various development activities are proposed by GMB. The proposed developments of the port includes construction of coastal cargo berth of size 100x67m, extension of existing coast guard jetty of the size 100x13.5m, extension of finger jetty of size 100x55m towards Deep Water Berth (DWB) for coastal shipping on one side & extension of finger jetty of size 40x55m for marine police boat berthing on the other side, capital dredging of 6,21,550 m3
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and maintenance dredging of 62,155 m3 and a new backyard of 4 Ha will be developed in the existing land area within port boundary. Earthwork and construction of civil structures in the existing backup area
Description of Baseline Setup of Study Area Based on the ToR approval, the baseline environmental settings has been studied by undertaking one season terrestrial monitoring and one season marine monitoring within the study area of 10km radius from project site boundary. The study area represents the details of the environment in the 10 km radius from the boundary of the proposed project site. The study area has been divided into two: core zone and buffer zone. The area that covers the 5 km radial distance around the project site is considered as the core zone and the area that covers the 5km to 10 km from the boundary of project site is considered as the Buffer zone. For collecting primary data collection, 10km study area has been considered and the secondary data has been collected for 15km study area. The primary baseline environmental conditions were monitored during the period of 11th December 2017 to 5th March 2018. The environmental conditions were analysed by collecting the sample data for air & meteorology, noise, water, soil, terrestrial ecology, flora & fauna, marine physiology, marine biology and socio-economic environment. The terrestrial baseline monitoring and marine monitoring has been carried out in the Study area during winter season.
Marine Environment The surface and bottom water temperature is around 28°C and 17°C. pH in all the stations ranged from 7.9 to 8.1. The BOD in all station was found to be less than 4 mg/l and COD less than 26 mg/l. The total dissolved solids ranged from 35410 mg/l (MS-4) and 35620 mg/l (MS-1). The phytoplankton population comprised of 3 major groups, namely Bacillariophyceae, Dinophyceae and Cyanophyceae. The most common and dominant genera found was Coscinodiscus sp., other dominant species were Chaetoceras, Navicula, Pleurosigma and Thallasionema. There were 28 species of phytoplankton recorded in this eight station of which 21 species belonged to Bacillariophyceae, 6 species belonged to Dinophyceae, and 1 species belonged to Cyanophyceae.
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Zooplankton, also a very important group in the aquatic ecosystem, act as the primary consumer and ultimately serve as the natural food source for many aquatic organisms, including fishes. Depending on seasons and environmental conditions, the plankton community shows pronounced variation in its character and composition. There were 12 systemic position of zooplankton recorded in this station viz. Foraminifera, Tintinnida, Chaetognatha, Copepoda, Crustacea, Polychaeta, Mysidae, Gastropoda, Amphipoda, Larvae, Eggs and Bivalvia. indicates the distribution of zooplankton A total of 6 macrobenthic groups were obtained from the sediment samples viz. Foraminiferans, Nematodes,Ostracods, Bivalves, Gastropods and Polychaetes. Polychaete was the most dominant group (26.34%) followed by Nematodes (21.84%), Forminiferans (18.68%), Bivalve (13.6%), Gastropods (10.49%) and Ostracods (9.05%). A total of 5 meiobenthic groups were obtained from the sediment samples viz. Foraminiferans, Ostracods, Amphipods, Harpacticoids and Nematodes. Foraminiferans was the most dominant group (37.27%) followed by Ostracods (27.14%), Harpacticoids (14.69%), Nematodes (14.39%), and Amphipods (6.49%).
Anticipated Environmental Impacts and Mitigation Measures Contamination of the water column with suspended sediments is the main impact envisaged due to dredging and disposal activity. The dredge spoil from capital dredging will be used for reclamation purpose and the dredge spoil from maintenance dredging will only be disposed whenever it is required. This impact is considered to be temporary since it regains to normal environment drastically after the settling of suspended sediments. Thus, the proposed maintenance dredging and disposal activity is likely to cause minimal impacts on the water environment. The benthic communities and other species that thrive on the water column are affected from dredging and disposal activities due to disposal of dredge spoil settling. To reduce the impact due to dredging and disposal, silt curtains shall be provided at the time of dredging and disposal. Periodic monitoring of the water column shall be made in order to ensure the health of marine environment. No extraction of ground water and disposal of waste water are proposed from the facility and hence, there is no impact on water and soil environment.
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Environment Monitoring Program To maintain the environment in good condition, periodic environmental monitoring program has been suggested for various activity involved during construction and operation phase.
Project Benefits This project is proposed to increase the cargo handling capacity of the port in order to meet the increasing demand of raw materials in the nearby industrial sectors. This will increase the economic growth of the region as well as the nation through transport, communication, import/export and industrialization. The new berth construction and expansion of road network will help in increasing the import/export quantity of cargo since the port is located in the economical hotspot of the country. Even the port based industries like chemical processing plant, cement plant that are located in the vicinity of port will enhance the economic growth of the public in the region due to development in the infrastructure. The proposed project development is done by Gujarat Maritime Board, the social infrastructure of Porbandar region will be developed as part of Corporate Social Responsibility (CSR) to enhance the livelihood of the local people along with the economic growth. The construction of berths and widening of the existing road will pave way for direct and indirect employment opportunities for the local people in both skilled and unskilled working classes for about 75 peoples. The local laborers will be required in both construction and operation phase of the project. The construction phase will require works like civil, mechanical and electrical works which requires skilled and unskilled labours. The other activities that could generate employment opportunities are transportation of men, material and machineries. There will be demand of drivers and other unskilled men for carrying out such activities. These demands will increase the local economy growth and boost the business community
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Table of Contents 1. INTRODUCTION ...... 25
1.1 About Gujarat Maritime Board ...... 25
1.2 Porbandar Port ...... 25
1.3 Background of the Project ...... 27
1.4 Need for EIA Study ...... 27
1.5 Overview of Environmental setting of the Project ...... 27
1.6 Existing Port Facilities ...... 31
1.7 Proposed Project Development ...... 31
1.8 Methodology for EIA Study ...... 32
1.9 Structure of EIA Report ...... 33
2. PROJECT DESCRIPTION ...... 35
2.1 General Description of the Port ...... 35
2.1.1 Existing Infrastructure ...... 35
2.2 Proposed Project Development ...... 36
2.3 Proposed Utilities, Civil & Mechanical Works ...... 38
2.4 Land, Water and Power Supply...... 38
2.5 Project Schedule and Estimated Cost ...... 38
3. COMPLIANCE TO ENVIRONMENTAL CLEARANCES ...... 39
4. DESCRIPTION OF THE ENVIRONMENT ...... 40
4.1 General ...... 40
4.2 Study Area ...... 40
4.2.1 Environmental Sensitivity ...... 41
4.2.2 Ecologically sensitive zone ...... 42
4.3 Marine Environment ...... 46
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4.3.1 Bathymetry ...... 46
4.3.2 Tides ...... 46
4.3.3 Currents ...... 46
4.3.4 Chemical Characteristics of Seawater ...... 47
4.3.5 Physical Characteristics of Marine Sediment ...... 48
4.3.6 Primary Data Collection ...... 49
4.3.7 Marine Sediment Quality ...... 52
4.4 Marine Ecological Environment ...... 54
4.4.1 Methodology ...... 55
4.4.2 Marine Biological, water and Sediment Sampling ...... 58
4.4.3 Observations on Marine Ecology...... 58
5. ANTICIPATED ENVIRONMENTAL IMPACTS ...... 88
5.1 Introduction ...... 88
5.2 Environmental Impacts ...... 88
5.2.1 Identification of Impact Activities ...... 88
5.2.2 Identification of Impact Attributes...... 89
5.2.3 Impacts on Marine Environment ...... 90
5.2.4 Impact on Marine Ecology...... 91
5.2.5 Impact on Fisheries ...... 92
5.2.6 Impact on Mangroves ...... 93
5.2.7 Impacts on Dredging ...... 94
5.2.8 Impacts on Shoreline ...... 95
5.2.9 Impacts of Rock Dredging ...... 96
5.2.10 Action Plan on Disposal of dredged Spoil ...... 96
5.3 Mitigation Measures ...... 96
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5.3.1 Marine Quality ...... 96
5.3.2 Mangroves...... 100
5.3.3 Shoreline ...... 100
5.3.4 Mitigation Measures for Marine Ecology ...... 100
5.3.5 Mitigation Measures for Rock Dredging ...... 102
6. Analysis of Alternatives ...... 103
6.1 Location Alternative ...... 103
6.2 Technological Alternative ...... 103
7. ENVIRONMENTAL MONITORING PLAN ...... 104
7.1 Environmental Monitoring Plan during Construction Phase ...... 105
7.2 Environmental Monitoring Plan during Operation Phase ...... 105
8. ADDITIONAL STUDIES ...... 108
8.1 Public Consultation ...... 108
8.2 CRZ Mapping ...... 108
8.3 Quantitative Risk Assessment for Dry Cargo Handling and Storage ...... 108
8.4 Natural Disasters ...... 108
8.4.1 Seismicity of the Study Area ...... 108
8.4.2 Cyclone ...... 110
8.4.3 Flood ...... 112
8.5 Manmade Disasters ...... 113
9. BENEFITS OF THE PROJECT ...... 119
9.1 Improvements in Physical Infrastructure ...... 119
9.2 Improvements in Social Infrastructure ...... 119
9.3 Employment Potential ...... 119
10. ENVIRONMENTAL MANAGEMENT PLAN...... 121
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10.1 Environmental Management Plan- Construction Phase- Marine Component ..... 121
10.1.1 Marine Water Quality Management Plan – Construction Phase ...... 122
10.1.2 Management Plan for Rock Dredging ...... 122
10.1.3 Mangrove Management Plan – Construction Phase ...... 123
10.1.4 Ecology and Bio-Diversity Management Plan- Construction Phase ...... 124
10.2 Environmental Management Plan – Operation Phase- Marine Component ...... 124
10.2.1 Marine Environment ...... 125
10.2.2 Cargo Handling ...... 126
10.2.3 Oil Spill Contingency Plan ...... 126
11. SUMMARY ...... 129
12. DISCLOSURE OF CONSULTANTS ENGAGED...... 135
12.1 Brief Profile of the EIA Consultant ...... 135
12.2 Details of Experts/Consultants Engaged for this EIA Study ...... 136
12.3 External Labs / Agencies involved in EIA Study ...... 137
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List of Tables Table 1-1 Environmental Settings of the Study Area ...... 28 Table 4-1 Environmental Sensitivity within 15 Km aerial distance ...... 41 Table 4-2 Tidal Parameters with respect to Chart Datum ...... 46 Table 4-3 Heavy Metal concentration in Marine sediment ...... 48 Table 4-4 Marine Sampling Locations ...... 50 Table 4-5 Marine Water Quality ...... 51 Table 4-6 Marine Sediment Quality ...... 53 Table 4-7 Phytoplankton in the Study Area ...... 60 Table 4-8 Diversity indices of Phytoplankton Community in the study area ...... 62 Table 4-9 Zooplankton in the study area ...... 66 Table 4-10 Percentage of species composition ...... 67 Table 4-11 Biodiversity indices of Zooplankton in the study area ...... 69 Table 4-12 Density and percentage occurance of Subtidal Fauna ...... 71 Table 4-13 Meiofaunal Density and composition in Study Area ...... 72 Table 4-14 Locations of the intertidal fauna analysis ...... 73 Table 4-15 Intertidal Faunal Density ...... 74 Table 4-16 Diversity indices of intertidal fauna ...... 76 Table 4-17 Demography of Fishing society in Porbandar ...... 80 Table 4-18 Marine fish production in Porbandar ...... 81 Table 4-19 Species wise fish production in Porbandar ...... 82 Table 4-20 Mangrove Vegetation in the Study Area ...... 86 Table 7-1 Marine EMP – Construction Phase ...... 106 Table 7-2 Marine EMP – Operation Phase ...... 107 Table 8-1 Region-wise Earthquake of Magnitude M 0.9-3.6 ...... 110 Table 8-2 List of Inventories to carry out Rescue Operations ...... 117 Table 11-1 Summary of Marine Impacts and Mitigation ...... 131
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List of Figures Figure 1-1 Location Map of Porbandar Port ...... 26 Figure 1-2 Map showing Porbandar Port facility ...... 26 Figure 1-3 Google Map showing 10 Km Study Area ...... 29 Figure 1-4 SOI Open Series Map showing 10 Km Study Area ...... 30 Figure 1-5 Site Photograph of Porbandar showing existing and Proposed Port activities ...... 31 Figure 2-1 Proposed Layout of Porbandar Port Facility ...... 37 Figure 4-1 Observation in Porbandar Bird Sanctuary...... 43 Figure 4-2 Marine Sampling ...... 49 Figure 4-3 Toposheet showing Marine Sampling Locations ...... 50 Figure 4-4 Phytoplanktons in the Study Area ...... 62 Figure 4-5 Zooplanktons in the Study Area...... 68 Figure 4-6 Map showing Fish Potential Catch Zone in the Study Area ...... 79 Figure 4-7 Mangroves in the Study Area ...... 86 Figure 5-1 Proposed road layout superimposed on Satellite Imagery ...... 93 Figure 5-2 Map showing loss of Mangrove Vegetation ...... 94 Figure 5-3 Shoreline Change Map of Porbandar ...... 101 Figure 8-1 Map showing the Seismic Zones of Gujarat ...... 109 Figure 8-2 Wind and Cyclone Hazard Map of Gujarat ...... 111 Figure 8-3 Tsunami Threat Map of modeled scenario (Source: INCOIS) ...... 112 Figure 8-4 Flood Hazard Map of Gujarat ...... 113
Annexure
Annexure-1 Bathymetry Annexure-2 Lab Test Reports Annexure-3 Summary of Oil Spill Contingency Plan
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List of Abbreviations
A/F Ratio Abundance/Frequency Ratio AAQ Ambient Air Quality AQ Air Quality Modeling & Prediction BMTPC Building Materials and Technology Promotional Council BOD Biochemical Oxygen Demand CAS Centre for Advanced Studies CCA Consolidated Consent & Authorization CD Chart Datum CGWB Central Ground Water Board CMFRI Central Marine Fisheries Research Institute CMSRSL Cholamandalam MS Risk Services Limited COD Chemical Oxygen Demand CPCB Central Pollution Control Board CRZ Coastal Regulation Zone CSR Corporate Social Responsibility CTE Consent to Establish CZMA Coastal Zone Management Authority DBH Diameter to Breast Height DCB Dry Cargo Berth DG Diesel Generator DLHS District Level Household Survey DMP Disaster Management Plan DWB Deep Water Berth EAC Experts Appraisal Committee EB Ecology and Biodiversity EC Environmental Clearence ECC Emergency Control Centre EHS Environmental Health and Safety EIA Environmental Impact Assessment EMP Environmental Management Plan EMS Environmental Management System ESA Ecologically Sensitive Area ESZ Eco Sensitive Zone FAE Functional Area Expert FCC False Color Composite GBH Girth at Breast Height GIS Geographical Information System
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GLC Ground Level Concentration GMB Gujarat Maritime Board GoG Government of Gujarat GPCB Gujarat Pollution Control Board GPCB Gujarat Pollution Control Board GUIDE Gujarat Institute of Desert Ecology Ha Hectare HMV Heavy Motor Vehicle HOD Head of the Department HSE Health, Safety and Environment HT Net Heron-Tranter Net HTL High Tide Line ICG Indian Coast Guard ICG Indian Coast Guard IFC International Finance Corporation IMD Indian Meteorological Department IMP Impact Management Plan INCOIS Indian National Centre for Ocean Information Services ISO International Organization for Standardization IUCN International Union for Conservation of Nature IVI Importance Value Index KLD Kilo Liters per Day kVA Kilo Volt Ampere Leq Equivalent Continuous Level LMV Light Motor Vehicle LPG Liquefied Petroleum Gas LTL Low Tide Line LU/LC Land Use, Land cover m Meter MARBEF Marine Biodiversity and Ecosystem Functioning MNP Marine National Park MoEF&C C Ministry of Ebvironment, Forest & Climate Change MSDS Material Safety Data Sheets MTPA Million Ton Per Annum NAAQ National Ambient Air Quality NABET National Accreditation Board for Education and Training NAPESC O National Petroleum Services Company
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NCSCM National Centre for Sustainable Coastal Management NGT National Green Tribunal NIO National Institute of Oceanography
NOx Oxides of Nitrogen NV Noise & Vibration OSM Open Series Map PCQM Point-centered quarter method PCU Passenger Car Equivalent PGVCL Paschim Gujarat Vij Company Limited PM Particulate Matter PMC Project Management Cell ppt Parts Per Thousand QCI Quality Council of India RCC Reinforced Cement Concrete REET Rare Endangered Extinct Threatened RFCTLA Right to Fair Compensation and Transparency in Land Acquisition, RR Rehabilitation & Resettlement RH Risk Assessment & Hazard Management RO Regional Office S.O. Standing Order SCZMA State Coastal Zone Management Authority SE Socio-Economics SH State Highway SOI Survey of India
SOx Oxides of Sulphur Sq.Km Square Kilometer TDS Total Dissolved Solids ToR Terms of Reference USEPA United States Environment Protection Agency WHO World Health Organization WPA Wildlife Protection Act
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1. INTRODUCTION 1.1 About Gujarat Maritime Board Gujarat Maritime Board (GMB) is the first maritime board of India, established in the year 1982 as statutory organization of Government of Gujarat (GoG), under the Gujarat Maritime Act 1981. It was established for facilitating the port development, privatization, manage, control and administer the intermediate and minor ports in Gujarat in the way of specialized cargo handling approach. GMB has explored many unexplored routes for the development of ports in India, with a vision “To enhance and harness ports and international trade as vehicles for economic development”. 1.2 Porbandar Port Porbandar port is an all-weather port functioning under the direct control of GMB. It is situated in the west coast of India facing the Arabian Sea at Latitude 21°38” N and Longitude 69°37”E in Porbandar Village, Porbandar Tehsil, Porbandar District between Veraval and Okha on the Saurashtra coast of Gujarat. Porbandar is a major urban centre which consists of secondary urban areas like Ranavav and Kutiyana. Porbandar port is well connected to the other parts of Gujarat through the National Highway 8B (Porbandar-Rajkot-Bamanbore Road). This highway also runs through the talukas of Gondal, Upleta, Kutiyana, Ranavav. Porbandar is also connected by broad gauge railway line to the other parts of the country. State Highway SH-95 connects the port with Ranavav and the State Highway SH-28 connects the port with Degam. The nearest National Highway NH-8E is about 6 km from the port which connects the port with Bhavnagar, Somnath and Dwarka. The location map showing the Porbandar port facility is presented in below Figure 1-1 and the Google Map showing the existing Porbandar port facility is presented in Figure 1-2.
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Figure 1-1 Location Map of Porbandar Port
Figure 1-2 Map showing Porbandar Port facility
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1.3 Background of the Project Porbandar Port is under operation since 1963, as per the Port Notification vide letter no. IPA/1062-C- 1358-M dated 13th July 1963, published by Government of Gujarat (GoG). The Port is handling both dry and liquid cargoes with maximum cargo handling capacity of 10.17MTPA. GMB has obtained Consolidated Consent and Authorization (CCA) from Gujarat Pollution Control Board (GPCB) for handling 10.17 MTPA since 2010, which is being renewed periodically from GPCB vide consent order no.AW-75301 dated 01.01.2016 and it has the validity up to 29th October 2020. Copy of the latest CCA is enclosed as Annexure-5 of Terrestrial EIA Report.
Need for the Project GMB has proposed the project developments by considering the following needs, To provide berthing facility for coastal cargoes under Sagar Mala project. To provide additional berthing facility for the existing jetties Dedicated berthing facility for ICG / Navy vessels/ships To enhance the cargo handling capacity of port facility to meet the cargo demand 1.4 Need for EIA Study The cargo handling capacity of the port is currently 10.17MTPA. The port is undergoing further development to increase its cargo handling capacity to 12MTPA. As per EIA Notification 2006, any development activity that exceeds the cargo handling capacity of 5MTPA will be treated as Category “A” project and requires Environmental Clearance from the Ministry of Environment, Forest & Climate Change (MoEF&CC), Government of India. Since proposed development activity has a capacity of 12MTPA, it requires EC according to section 7(e) Ports and Harbors of EIA notification issued by MoEF&CC. 1.5 Overview of Environmental setting of the Project Porbandar port is located between 21°37'1.34"N 69°35'35.89"E and 21°38'37.59"N 69°34'52.52"E and the same can be identified in the Open Series Map (OSM) F42P10&P6. The existing port is located at the mouth of Porbandar backwater region. The port is provided with a rubble bund breakwater with cargo handling facility on the lee side of the breakwater. The study area map covering 10km radius on Google earth imagery is shown in Figure 1-3
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and study area map showing 10Km study area on OSM is shown in Figure 1-4. Porbandar bird sanctuary is a notified ecological sensitive area located within 1.58 Km (Table 1-1) of the proposed project site. Kirti mandir, the birthplace of Mahatma Gandhiji is located at a distance of 1.08 Km in the North East direction. Also there is Ecologically Sensitive Areas (ESA) such as mangroves falling within the study area. Mangrove patches in the Porbandar backwater area is available at 0Km distance from proposed project site. Historical and tourist places include Kirti Mandir in NE direction at a distance of 1.03 km and Old Parsavanath temple at a distance of 1.34 Km in E direction. No notified Reserve Forest (RF) is available within the study area. Table 1-1 Environmental Settings of the Study Area S.No Particular Details 1. OSM Number OSM map F42P10&P6 2. Nearest Roadway SH 6 is available at 2.44 Km and NH 8E is available at 5.3 Km from the project site.
3. Nearest Railway Station Porbandar Railway Station – 2.5 Km ENE. 4. Nearest Airport Porbandar Airport – 6 Km ENE 5. Nearest sea Port None within the study area. 6. Nearest Village/ Major Town Porbandar, 0 Km. 7. Protected Ecological Sensitive Porbandar Bird Sanctuary, 1.58 Km Zones- Mangroves, wetlands, Porbandar backwater, 0 Km. breeding / nesting grounds Mangroves in Porbandar backwater region, 0m.
8. Historical/ Tourist Place Kirti Mandir (1.08 Km, NE) Old Parsvanath Temple (1.34 Km, E)
9. Beach resorts None Within study area. 10 Coastal Areas rich in corals, Porbandar Bird Sanctuary at 1.58Km in NNE mangroves, breeding ground of direction. specific species. 11 Biosphere reserves None within study area. 12 Defense installations, especially None within study area. those of security importance and sensitive to pollution.
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S.No Particular Details 13 Areas containing high quality or Porbandar fish landing centre is located at scarce resources – Agricultural, 0.3 Km Northern directions. Fisheries, minerals, Groundwater and Surface resources. 14 Nearest Industry Saurashtra Chemicals at a distance of 3.39 Km in the E direction. 15 Critically polluted areas as per None within study area. MoEF notification
16 Seismic Zones Seismic Zone III – Moderate Hazard zone
Figure 1-3 Google Map showing 10 Km Study Area
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Figure 1-4 SOI Open Series Map showing 10 Km Study Area
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1.6 Existing Port Facilities The port is facilitated with breakwater cum berthing arrangements. The facilities in the breakwater include 200m long Navy-GMB jetty for defense purpose near the mouth of the port, 150m long private jetty with associated silo, mechanized cargo handling facilities and two storage tanks for Saurashtra Cements Limited for bulk export of cement/clinker, one deep water berth of 235 m long for cargo handling which includes coal and LPG, Indian Coast Guard jetty of 175m long for berthing of Coast Guard ships, finger jetty of length 104m and 55m width for handling of Bauxite ore. The existing structures are shown in Figure 1-5. 1.7 Proposed Project Development In order to increase the cargo handling capacity of Porbandar port from 10.17 MTPA to 12 MTPA, various development activities are proposed by GMB. The proposed developments of the port includes construction of coastal cargo berth of size 100x67m, extension of existing coast guard jetty of the size 100x13.5m, extension of finger jetty of size 100x55m towards Deep Water Berth (DWB) for coastal shipping on one side & extension of finger jetty of size 40x55m for marine police boat berthing on the other side, capital dredging of 6,21,550 m3 and maintenance dredging of 62,155 will be carried out. Construction of southern breakwater of length 2325 m with top width of 15m at suitable location within Porbandar port limit, Construction of jetty of size 1900 m x 30 m on the proposed southern breakwater. Figure 1-5 Site Photograph of Porbandar showing existing and Proposed Port activities
Existing cement clinker storage with Existing Berthing Facility of Porbandar Port conveyor system.
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Existing Navy Jetty Existing Coast Guard Jetty
Existing Pipeline system at Port berthing facility for transferring unloaded LPG cargo
Existing Finger Jetty Proposed Site for Coastal Berthing Facility
1.8 Methodology for EIA Study Reconnaissance survey of the study area was carried out during May 2017 to assess the nature of the environment. Within the 10km study area, ecological sensitive areas like mangrove ecosystem, bird sanctuary were identified. Cholamandalam MS Risk Services Limited Page 32
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M/s.Cholamandalam MS Risk Services Limited, a QCI/NABET accredited EIA consultant has been engaged to carry out Environmental Impact Assessment (EIA) study for the proposed project. Based on the ToR obtained from MoEF&CC, the baseline monitoring of one season terrestrial and one season marine sampling was conducted. The NABET certification of the EIA consultant is given in Annexure 1 of Terrestrial EIA Report. During the monitoring, terrestrial samples such as ambient air quality, noise, surface water, ground water, soil were collected to assess the terrestrial environment quality for various parameters stipulated by the MoEF&CC. Marine samples such as marine water (surface & bottom), marine sediments, micro organisms like phytoplankton, zooplankton and benthic organism were also collected to assess the marine environment quality. The collected samples were tested by NABL accredited laboratory and the results were compared with the Indian standards for various parameters. The accreditation certificate of the laboratory is given in the Annexure 3 of Terrestrial EIA Report. The secondary data was collected from reputed publishers across the country in order to maintain the quality of report. The secondary data was collected based on the site specific conditions and the study area. Based on the primary and secondary data, the anticipated positive and negative impacts were identified. For the anticipated impacts, Environmental Management Plan (EMP) has been prepared.
1.9 Structure of EIA Report The EIA report for the proposed project has been organized as per Appendix-III of EIA Notification, 2006 which describes the Generic Structure of Environmental Impact Assessment Document.
Chapter 1- This chapter describes the background and need for study as per ToR along with the brief description of nature, size and location of the project as well as its importance to the region and country. Chapter 2- This chapter describes the detailed information on the size, location of the project including project layout, technology and process involved, proposed schedule for approval and implementation.
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Chapter 3- The status of compliance to earlier Environmental Clearances issued by MoEF&CC for the existing port facility is discussed in this Chapter. Chapter 4- This chapter describes the existing baseline environmental conditions of both marine and the terrestrial components inclusive of land use & land cover along with the base maps of all the components, socio-economic condition of the study area. Chapter 5- This chapter explains the anticipated positive and negative environmental impacts due to the project location, construction and operation. The significance of the impacts will be analyzed in order to provide the mitigation measures so as to reduce the impacts of the environment. Chapter 6- This chapter describes the analysis of alternatives for the proposed project. Chapter 7- This chapter deals with the Environment Monitoring Plan for the study area. Chapter 8- This chapter deals with the additional studies such as Public Consultation, Risk Assessment, CRZ study and Disaster Management Plan. Chapter 9- This chapter provides the details of the Project benefits such as the improvements in physical infrastructure, social infrastructure and employment potential.
Chapter 10- This chapter explains Environmental Management Plan for the environmental components during both construction and operation phases of the project. Chapter 11- This chapter presents summary and conclusions. Chapter 12- This chapter gives the details of the disclosure of environmental consultants involved in the preparation of the report.
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2. PROJECT DESCRIPTION 2.1 General Description of the Port Porbandar Port is an intermediate seaport which functions under Gujarat Maritime Board (GMB). The port has an important role in developing the economy of Gujarat state. Porbandar port is strategically located at 21°37′48″N & 69°36′0″E, Porbandar City, Porbandar District in the western coast of India (Saurashtra coast). The port is equipped with breakwater cum berthing arrangements to handle a cargo capacity of 10.17MTA.To meet the increasing cargo demand and requirement of the industries, transformation of port is inevitable. In this context, GMB has decided to increase the handling capacity of the port from 10.17MTPA to 12MTPA. To cater the need, the port undergoes construction of ancillary facilities like berthing structures, jetties, and widening of existing roadway networks to handle the traffic.
2.1.1 Existing Infrastructure The Porbandar has five major berthing facilities along with the supporting backup utilities in the backup area that includes open stack yard, dry dock, fisheries terminal & landing centre, workshop, dry fishing yard, timber stack yard. The five berthing facilities are as follows, Deep water berth of 237m long. SCL (M/s.Saurashtra Cement Ltd.,) captive jetty of 150m long. Navy jetty of 200m long. Coast guard jetty of 175m long. Finger jetty of 104m long. Storage godowns (34 Nos.) in the existing backup area in an area of 2.42Ha. Anchorage of large ships at 2km offshore, for berthing of vessels upto 9.5m draught. Three tugs (GMB I – 3300BHP, GMB II-1800BHP & GMB III – 4000BHP) are available in the port facility. Two launches are available at port for ferry services. One mobile harbour crane of 16MT capacity.
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One grab dredger for maintenance dredging as per requirement. The dry bulk cargo handled in the port is coal, gypsum, limestone, bulk iron, bauxite, cement, clinker. The port also handles food commodities like wet dates, sugar, onion, soya bean and other miscellaneous materials. Among the handled cargo, commodities like coal, LPG, wet dates, gypsum, limestone and bulk iron are imported and commodities like bauxite, cement, clinker, sugar, soda ash, onion and soya bean are exported. 2.2 Proposed Project Development The proposed development consist of, Construction of coastal cargo berth of size 100x67m, Extension of existing coast guard jetty to the size of 100x13.5m, Extension of finger jetty to size 100x55m on one side towards Deep Water Berth (DWB), for coastal shipping, Extension of finger jetty to size 40x55m on the other side for marine police boat berthing, Capital dredging of 6,21,550 m3 and maintenance dredging of 62155m3. Construction of southern breakwater of length 2325m and a top width of 15m with side slopes of ratio 1:2. Construction of jetty of size 1900 m x 30 m on the proposed southern breakwater.
Layout showing existing and proposed developments is shown in Figure 2-1
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Figure 2-1 Proposed Layout of Porbandar Port Facility
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2.3 Proposed Utilities, Civil & Mechanical Works There is an increase of 1.83 MTPA of cargo handling in the proposed project development which is in addition to the existing cargo handling capacity of the port as on date. To support the expansion in the handling capacity, it is necessary to increase the capacity of the storage units. Therefore new cargo berths are constructed on the lee side of the existing breakwater and existing berths are subjected to extension 2.4 Land, Water and Power Supply Since the proposed development activities happen inside the port boundary and there is an adequate land available for the development, no acquisition or utilization of undeveloped or agricultural land is required. The proposed developmental activity does not involve any demolition works. Current water demand is being fulfilled by Porbandar Municipal Corporation through tankers. Total 60KLD water is provided at the port through tankers having capacity of 12KLD each. Additional 40KLD due to proposed facilities would be met through the tankers provided by Municipal Corporation. The existing port facility has 11kVA of power supply sourced from the Paschim Gujarat Vij Company Limited (PGVCL). No additional power supply would be needed during construction and operation phases. DG sets shall be used to run the port activities in the event of power failure.
2.5 Project Schedule and Estimated Cost The estimated cost of the project is Rs.137 Crores. The project development will be completed over a period of 5 years after obtaining prior EC & CRZ Clearance from MoEF&CC and obtaining Consent to Establish (CTE) from GPCB.
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3. COMPLIANCE TO ENVIRONMENTAL CLEARANCES Porbandar Port is under operation since 1963, as per the Port Notification vide letter no. IPA/1062-C- 1358-M dated 13th July 1963, published by Government of Gujarat (GoG). This is prior to implementation of Environmental Protection Act (EPA) 1986 and Environmental Impact Assessment Notification (EIA) 2006. Hence the port facility does not have prior EC as on date. However, the port facility has obtained CC&A (Consolidated Consent Authorization) from GPCB and timely renewal of the same is being done. The Port is handling both dry and liquid cargoes with maximum cargo handling capacity of 10.17MTPA. GMB has obtained Consolidated Consent and Authorization (CCA) from Gujarat Pollution Control Board (GPCB) for handling 10.17 MTPA since 2010, which is being renewed periodically from GPCB vide consent order no.AW-75301 dated 01.01.2016 and it has the validity up to 29th October 2020. Copy of the latest CCA and its compliance is enclosed as Annexure-5 of Terrestrial EIA Report.
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4. DESCRIPTION OF THE ENVIRONMENT 4.1 General Based on the ToR approval, the baseline environmental settings has been studied by undertaking one season terrestrial monitoring and one season marine monitoring within the study area of 10km radius from project site boundary. The study area represents the details of the environment in the 10 km radius from the boundary of the proposed project site. The study area has been divided into two: core zone and buffer zone. The area that covers the 5 km radial distance around the project site is considered as the core zone and the area that covers the 10 km from the boundary of project site is considered as the Buffer zone. For collecting primary data collection, 10km study area has been considered and the secondary data has been collected for 15km study area. The primary baseline environmental conditions were monitored during the period of 11th December 2017 to 5th March 2018. The environmental conditions were analysed by collecting the sample data for air & meteorology, noise, water, soil, terrestrial ecology, flora & fauna, marine physiology, marine biology and socio-economic environment. The terrestrial baseline monitoring and marine monitoring has been carried out in the Study area during winter season. 4.2 Study Area Gujarat coastline constitutes of about 19.70 percent of the total coastline and about 46 percent of the western coastline of India with a length of about 1600 km. Porbandar is located on the south-west corner of the Saurashtra Gujarat. Porbandar was historically known as Sudamapuri after the name of Sudama, a friend of Lord Krishna. Porbandar district forms a part of Kathiawar Peninsula. The district lies between 21º20’ N and 22º10’ N Latitude and 69º40’E and 70º10’ E Longitudes. The total geographical area is 2298 sq.kms. The length of the coastline in Porbandar district is 105 km and it constitutes about 6.56 percent of the total coastline of Gujarat. The district is surrounded by Jamnagar district in the north and north- west, Junagadh and Rajkot districts in the east, & Arabian Sea in the south. Porbandar district was previously a part of Junagadh district which was later separated and was announced as a separate district on 2nd October 1997 in the memory of Mahatma Gandhi, the Father of the Nation. The district is divided into 3 talukas namely, Porbandar, Kutiyana and Ranavav.
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4.2.1 Environmental Sensitivity There are sensitive zones like bird sanctuary, reserve forest, wetlands, mangroves and other archeological sites present within the 15 Km radius of the project site. The details of the sensitive spots are given in Table 4-1. Table 4-1 Environmental Sensitivity within 15 Km aerial distance S. No Sensitive Areas Description Areas protected under international Barda WLS-13 km NE conventions, national or local legislation for 1 Porbandar Bird Sanctuary-1.61 NNE their ecological, landscape, cultural or other Kirti Mandir- 1.08 NNE related value. Important or ecologically sensitive areas- Porbandar Backwater/wetlands, 2 Wetlands, Water courses, coastal zone, Mangroves in Porbandar backwater biospheres, mountains and forests region Protected, important or sensitive species of Backwater of Porbandar used by 3 flora or fauna for breeding , nesting, Flamingo and other shore birds foraging, resting, over wintering, migration Inland, coastal, marine or underground 4 Porbandar Backwater Arabian Sea waters 5 State, National Boundaries None within 15 km radius Routes or facilities used by the public for Kirti Mandir (1.03 Km, NE), 6 access to recreation or other tourist, pilgrim Old Parsvanath temple (1.34 Km, E) areas INS Sardar Patel existing within the 7 Defence installations port facility 8 Densely populated or built-up area Porbandar 0.58 km at NE side Maharishi Vidya Mandir, Porbandar- 3.3 km NEE Bharatiya Vidhyalaya School, Areas occupied by sensitive man-made land Porbandar-3.54 km E 9 uses (hospitals, schools, place of worship, Swaminathan High School-1.52 km community facilities ) E Birla Sagar Higher Secondary School-1.47 km SE Areas containing high important, high Agricultural lands-2.81 km NW,3.72 quality or scarce resources (ground water 10 km NE, 5.26 km NE & 5.84 km ESE, resources, surface resources, forestry, Fishing Village -32.87 km NW agriculture, fisheries, tourism, minerals)
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S. No Sensitive Areas Description Areas already subjected to pollution or environmental damage. (Those where 11 None within 15 km radius existing legal environmental standards are exceeded) Areas susceptible to natural hazard which The proposed location falls under cause the project to present environmental Seismic Zone-IV (high Hazard Zone) 12 problems (earthquakes, subsidence, Cyclone/wind hazard (Vb=50m/s)- landslides, erosion, flooding or extreme or Very High Damage Risk Zone adverse climatic conditions ) similar effects
4.2.2 Ecologically sensitive zone
4.2.2.1 Porbandar Bird Sanctuary Porbandar Bird Sanctuary is located 3.25 km NE to the project site amid the city of Porbandar flaunting the co-existence of man and nature. Spread over an area of 1 square kilometer this unique water dwelling, surrounded by trees and plants was affirmed as a sanctuary in the year 1988. The splendorous beauty of the place though not reflecting any emergent vegetation is enriched by the migratory birds visiting this area every year. The multihued, textured feathered creatures with their harmonious twitters and chirrups identify this area as a popular destination for ornithologists. Varied species of birds in all shapes and sizes fly in every year enlivening the area with varied colors; patterns and making this zone a home and their nesting ground. Water birds are often seen splashing in the freshwater lake while the sky touching flights of certain birds bedecks the firmament. Flamingos, Grebes, Pelicans, Ducks and geese, Avocets, Coots, Cormorants, Herons, Egrets, Bittern, Storks, Ibis, Spoonbill, Cranes, Whistling Teals, Gulls, Terns, Jacanas, Ruff, Red shanks, Indian roller and many other varieties of winged creatures are seen in this area. Visit the locale in winters when millions of birds reside in this locale making it the most picturesque shelter for bird lovers and the birds. Spend an entire day away from the hustle- bustle of the city and daily life enjoying as the nature creation visit their seasonal homes. It is easy to catch a close glimpse of the birds residing and nesting in this area. Figure 4-1 shows photographs taken during survey.
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Figure 4-1 Observation in Porbandar Bird Sanctuary
Black billed Ibis, Purple moorhen and common Coot
4.2.2.2 Barda Wildlife Sanctuary Barda Wildlife Sanctuary lies at 13 kilometers away from the project site and faces the great Arabian Sea. Previously, the forests of Barda Wildlife Sanctuary, Porbandar belonged to the ex-princely state of Ranavav or Porbandar and Jamnagar. Thus it is still known as Rana Barda and Jam Barda. It occupies an area of 192.31 square kilometers area. The Government of Gujarat is taking serious steps to safeguard its ecological balance and preserve the many wild animals that have made these forests and parks a natural habitat. Barda Wildlife Sanctuary, located 15 Km from Porbandar, is one of the most frequented wildlife sanctuaries in Gujarat. Barda Wildlife Sanctuary is also known as Rana Barda forest, as once this area belonged to Tanava a city in the district of Porbandar in Gujarat. It stretches over 193 square kilometers and was declared a wildlife sanctuary in 1979. The whole area is a study in undulating terrain, flat lands, dense vegetation, rivulets and streams. The Joghri River flows through the sanctuary and acts as a natural reservoir for the animals that take shelter here.
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Barda wildlife sanctuary is inhabited by wild animals like Chinkara, Sambar, Spotted deer, Leopard, Wolf and Chameleons. Previously it was home to rare Asiatic lions, but they have been moved to the Gir Sanctuary. The rare spotted eagle and crested hawk eagle can be seen here. Barda Wildlife Sanctuary lies 13 kilometers away from the Porbandar city and faces the great Arabian Sea. Previously, the forests of Barda Wildlife Sanctuary, Porbandar belonged to the ex-princely state of Ranavav or Porbandar and Jamnagar. Thus it is still known as Rana Barda and Jam Barda.It occupies an area of 192.31 square kilometers area. In 1979, the reserve forest of the Barda Wildlife Sanctuary, Porbandar was marked as sanctuary. It is dished out between the districts of Porbandar and Jamnagar. You will find hilly terrain, flat plains, and number of rivulets, streams and dams in the area that encloses the Barda Wildlife Sanctuary. The Barda Wildlife Sanctuary, Porbandar appears to be a green oasis around which agriculture fields, wastelands and forest co-exists in harmony. The Bileshvary and Joghri rivers flow through it. The Khambala and Fodara dams are situated in the Barda Wildlife Sanctuary, Porbandar giving it a divine look.
4.2.2.3 Wetlands of Porbandar A number of wetlands, both perennial and seasonal, are present in the Porbandar region. It has been observed that whenever there is a drought in this region, all the native as well as migratory birds get distributed in these wetlands. With the frequency of drought years increasing it has become all the more important to increase the level of protection to the satellite wetlands. Satellite wetlands of high significance value to both migratory and resident water birds owing to its fully protected area status serves as a large staging, moulting and roosting grounds besides being foraging sites for many of water bird species. However, since Porbandar Bird Sanctuary is only 9.33ha in area, waterfowls have to largely meet their food requirements from aquatic habitats scattered around it. Many of these wetlands hold high conservation value for several water bird species, both migratory and resident by providing them wintering, staging and roosting grounds. The entire landscape with scattered wetland islands which are connected through flyways can be looked at from the point of ‘Theory of Island Bio-geography’. The basic premise of this theory is that the number of species occurring on an island represents a dynamic balance between recurrent immigration and recurrent extinction of resident species.
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Porbandar is an administrative district of Gujarat located in the western part of the state with its head quarters located at Porbandar town. Porbandar was carved out of Junagadh district. There are some worth visiting wetland sites in and around Porbandar. Total 226 wetlands are mapped including 95 small wetlands (<2.25 ha) with 22199 ha area. Inland wetlands contribute 27.3% of the total wetland area and coastal wetlands contribute 72.7% of the total wetland area. Major wetland categories of the district are Lagoons, Rivers/streams, Reservoirs and Sand/beach. Area under aquatic vegetation in post-monsoon is about 5451 ha. Open water spread of the wetlands is significantly higher in post monsoon (13390 ha) than during pre monsoon (7376 ha). Major portion of the open water area is under low turbidity during both seasons.
4.2.2.4 Mokarsagar Wetland Complex To the east of Porbandar city, the Karly reservoir is located, which is a seasonal wetland characterized by its low-lying topography. Both creek and reservoir are separated by a tidal regulator that marks their ends. At its other end near Tukda-Gosa village (about 30 km from city), the reservoir is separated from the Arabian Sea by another tidal regulator. The maximum water spread area of Kerly reservoir is about 82 km2. Many seasonal streams and distributaries of Minsar River drain into this reservoir. Mokarsagar - The Eden garden of more than one hundred species of water birds, the ideal candidate to be the Ramsar site, the birding destination - easily approachable from National highway as well as coastal highway stands out of other wetlands of Porbandar. Mokarsagar is a name given to group of several wetlands situated in around villages like Kuchhadi, Zavar, Chhaya, Odedar, Ratanpar, Vanana, Ranghavav, Bhorasa, Dharampur, Gosa, Narvai, Bhad, Lushala, Navagam, Tukda, Mokar, Pipliya. The Mokarsagar wetland complex is a group of wetlands incl. Kuchhadi, Subhashnagar, Zavar, Kurly I, Karly II, Vanana, Dharampur, Gosabara, Mokarsagar and Amipur. The huge area of more than 200 sq. Km., the source of fresh water for many farmers and villagers is really a lifeline for people and wetland dependent biodiversity including birds, reptiles, insects and mammals. Barda Sagar, located north-west of Porbandar city, is also a low lying region and a seasonal wetland. It receives water from seasonal streams that originate in Barda Hills. Maximum water spread area of Barda Sagar is approx. 21 km2.
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4.3 Marine Environment
4.3.1 Bathymetry The bathymetry near the berthing region is from 7.5 m to 9.5 m and inside the turning circle, the same is from 7 m to 10.4 m. The bathymetry of chart of the study area is shown in Annexure 1.
4.3.2 Tides Tide is the rise and fall in the water level due to the gravitational pull between Earth, Sun and moon. Tides along the coast off Porbandar are mixed semi-diurnal with two unequal high and two unequal low waters occurring in each tidal cycle. The tidal elevation in the nearshore region of Porbandar ranges from 0.75m to 2.5m during the month of march 20161. Table 4-2 gives the details of tide table.
Table 4-2 Tidal Parameters with respect to Chart Datum Level Porbandar MHWS (m) 2.66 MHWN(m) 2.38 MSL(m) 1.82 MLWN(m) 1.46 MLWS(m) 0.77
4.3.3 Currents The ocean currents are the continuous movement of seawater generated by the winds, tides, temperature, coriolis effects etc. In the coastal waters of Porbandar, the currents are generated mainly due to tidal movement of the water mass though wind also contributes to some extent. The tidal current velocity ranged from 0.1 m/s to 3.5m/s during the month of March 2016 (ref6).
1 Marine NIO report for Saurashtra Chemicals.
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4.3.4 Chemical Characteristics of Seawater
4.3.4.1 Temperature Shallow water temperature is affected by the prevailing air temperature. The air temperature in Porbandar area normally varies from 23.0 to 32.5 °C (ref6) and the water temperature varies from 24.5 to 28 °C. The variation of temperature of surface and bottom was found to be minimal which shows well mixing of water column.
4.3.4.2 pH 2- The pH of seawater is largely controlled by the CO3 /HCO3-/CO2 system. The pH of seawater generally varies between 7.6 and 8.3. However, pH of coastal waters receiving anthropogenic wastes may vary. When the primary productivity is high, CO2 is consumed during photosynthesis, which shifts the equilibrium that favours higher pH (ref6).
4.3.4.3 Suspended Solids Suspended Sediments includes a wide variety of material, such as silt, decaying plant, animal matter, fishing waste, industrial wastes, and sewage. Such increase in the suspended sediments increase the turbidity of the water column. Such turbid water hinders the penetration of sunlight into the water column which hinders photosynthesis and in turn affects the productivity of the marine environment. The blockage of sunlight into the water column will also increase the BOD of the marine water. The average concentration of Suspended Sediments was in the range 10.0 to 32.8 mg/l off Porbandar (ref6).
4.3.4.4 Salinity Normally seawater salinity is 35.5 ppt which may vary depending on competition between evaporation and precipitation and freshwater addition. Salinity in the nearshore region is found to be around 36 to 37 ppt. In the offshore region the salinity ranges from 36.4 to 36.5 ppt (ref6).
4.3.4.5 DO and BOD The health of aquatic life depends upon the DO content in the water. The DO in the near shore region is in the order of 6.0 to 6.5 mg/l. In the offshore region, the same is in the order of 7 to 7.8 mg/l (ref6).
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4.3.4.6 Dissolved Phosphate The concentration of dissolved phosphate in the marine water is about 0 to 2.0 µmol/l. The concentration of the same is seen less in the nearshore region in the order of 0.3 to 0.7 µmol/l. But in the offshore region, the concentration of dissolved phosphate was found to be 0.7 to 1.1 µmol/l (ref6).
4.3.4.7 Nitrate Distribution of nitrate in the nearshore and offshore region was almost same. It ranged from 0.8 µmol/l to 3.7 µmol/l.2
4.3.5 Physical Characteristics of Marine Sediment
4.3.5.1 Texture The nature of intertidal sediment texture was sandy with 93.2 to 97.8% of sand, whereas the subtidal sediment texture was clayey-silt with 58.3 to 90.6% silt.
4.3.5.2 Heavy Metals The concentration of heavy metals found in the offshore region of Porbandar is presented in Table 4-3.
Table 4-3 Heavy Metal concentration in Marine sediment
Range Parameters Dec March November 2004 2016 2016 Al (%) 4 5.0 6.3 Cr (μg/g) 56.5 80.5 102.0 Mn (μg/g) 590 490.7 623.0 Fe (%) 2.3 3.6 4.6 Co (μg/g) 10 24.9 39.7 Metals Ni (μg/g) 14 52.3 66.3 Cu (μg/g) 26 47.8 60.6 Zn (μg/g) 39.5 65.4 82.7 Ca(μg/g) - 24.1 31.2 Hg (μg/g) 0.1 0.1 0.1
2 Marine NIO Report for Saurashtra Chemicals.
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Range Parameters Dec March November 2004 2016 2016 P (μg/g) 555 1049.0 965.0
Corg (%) 1.4 0.9 0.8 PHc (μg/g) 7.4 1.1 1.6
4.3.6 Primary Data Collection Marine sampling was of the study area was done in 8 locations. Figure 4-2 shows photographs taken during sampling. The geo-coordinates of sampling locations are given in Table 4-4 and the same are plotted in topomap which is shown in Figure 4-3. Figure 4-2 Marine Sampling
Marine Sampling
Surface Water Collection Deploying Grab Sampler
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Table 4-4 Marine Sampling Locations Distance from Location Co-ordinates Project Site Direction Code (Km) 21°37'34.80"N MS-1 1.4 S 69°36'3.20"E 21°36'58.74"N MS-2 2.6 S 69°35'19.18"E 21°36'58.36"N MS-3 3.2 S 69°36'38.07"E 21°38'1.14"N MS-4 2.7 SW 69°33'50.14"E 21°35'51.48"N MS-5 4.9 S 69°36'23.04"E 21°35'34.85"N MS-6 5.5 SSW 69°33'47.86"E 21°36'14.34"N MS-7 7.8 SW 69°31'49.49"E 21°33'23.63"N MS-8 9 S 69°35'36.53"E
Figure 4-3 Toposheet showing Marine Sampling Locations
Marine surface & bottom water quality of the study area is given in Table 4-5 respectively.
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Table 4-5 Marine Water Quality MS-1 MS-2 MS-3 MS-4 MS-5 MS-6 MS-7 MS-8 S.No Parameter Unit Surface Bottom Surface Bottom Surface Bottom Surface Bottom Surface Bottom Surface Bottom Surface Bottom Surface Bottom 1 Salinity ppt 35.5 35.60 35.6 35.60 35.6 35.60 35.4 35.60 35.5 35.50 35.5 35.60 35.4 35.50 35.5 35.60 2 Temperature °C 28.4 27.10 28.5 27 28.3 27.10 28.5 27.10 28.3 27.10 28.3 27.20 28.4 27.20 28.4 27.20 Total 3 mg/l 2.0 5 < 2 4 < 2 3 < 2 2 < 2 < 2 < 2 2 < 2 3 < 2 < 2 Suspended Solids 4 pH @ 25°C - 8.1 8 8.0 7.90 7.9 7.90 8.1 8.10 7.9 8 8.0 7.90 8.1 8.10 7.9 8 5 Conductivity µs/c m 59110 59286 59140 59264 59040 59284 59094 59314 59112 59242 59224 59280 59110 59220 59134 59233 Dissolved 6 mg/l 6.8 6.90 6.9 6.70 6.8 6.80 6.9 6.90 6.6 6.90 6.8 6.80 6.6 6.90 6.7 6.70 Oxygen Biochemical Oxygen Demand 7 mg/l 3.0 < 2 < 2 4 3.0 3 < 2 3 3.0 < 2 < 2 < 2 4.0 < 2 3.0 3 (BOD) 3 days at 27°C Chemical Oxygen 8 Demand mg/l 24.0 20 22.0 26 24.0 20 20.0 20 24.0 18 20.0 20 24.0 18 22.0 24 (COD) Total Dissolved 9 mg/l 35540 35620 35610 35594 35584 35610 35410 35580 35484 35524 35510 35590 35460 35580 35520 35610 Solids 10 Oil & Grease mg/l < 2
11 Nitrite as NO2 mg/l BDL(DL:0.01) Nitrate as 12 µg/l 430.0 410 540.0 420 420.0 440 480.0 540 420.0 480 420.0 520 540.0 480 440.0 560 NO3
13 Phosphate as PO4 µg/l 110.0 110 120.0 110 130.0 120 110.0 130 120.0 120 120.0 120 120.0 120 120.0 120
14 Silica as SiO2 mg/l 0.8 0.90 1.1 1 1.2 0.80 0.8 0.80 1.0 0.80 1.1 1.10 0.9 0.90 1.1 1.20 15 Iron as Fe mg/l 0.02 0.03 0.01 0.02 0.01 0.02 0.02 0.03 0.01 0.03 0.02 0.02 0.02 0.02 0.01 0.02 16 Calcium as Ca mg/l 424 438 436 424 432 434 434 436 438 438 426 438 426 438 424 434 17 Sodium as Na mg/l 10454 10744 10682 10788 10486 10844 10498 10910 10644 10754 10544 10760 10388 10658 10640 10684 18 Potassium as K mg/l 398 410 388 404 401 402 396 414 406 398 398 410 390 404 388 398 Magnesium 19 mg/l 1226 1240 1238 1240 1248 1246 1226 1244 1240 1248 1236 1248 1236 1238 1232 1240 as Mg 20 Cadmium as Cd mg/l BDL(DL:02) 21 Copper as Cu mg/l 0.13 0.15 0.15 0.14 0.13 0.15 0.14 0.15 0.13 0.16 0.13 0.14 0.14 0.13 0.13 0.15 Manganese as 26 mg/l 0.12 0.12 0.12 0.12 0.13 0.12 0.13 0.13 0.12 0.12 0.11 0.11 0.12 0.12 0.11 0.11 Mn
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The assessment of marine water results shows that the salinity ranged from 35.4 to 35.6ppt. The temperature of the water was observed to be 28.3 °C to 28.5 °C on the surface and it also fluctuates between 27°C to 27.2 °C in the bottom water. It is clear that there is a 1 °C difference to the surface water and bottom water. The salinity distribution of surface water in stations MS-2 & MS-3 was higher to 35.6 ppt than any other stations. The temperature of surface water was observed to be in the range of 28.3 to 28.5 °C. The pH of the surface water was found to be between 7.9 to 8.1 which clearly shows that the water is alkaline in nature. The total suspended solids was less than 5mg/l when compared to both surface and bottom water which shows prevalence of healthy environment. The pH of the water is found to be between 7.9 to 8.1 which shows that the water is alkaline and it is a common property of sea water. The dissolved oxygen content ranges from 6.6 to 6.9 mg/l which is responsible for abundant diversity of aquatic species. For all the observed locations, the BOD is less than 4 mg/l. Several locations show a minimal BOD of less than 2mg/l which is good for the marine environment. The COD ranges from 18mg/l to 26 mg/l. The total dissolved solids ranges from 35410mg/l to 35620mg/l which is common for sea water. The petroleum hydrocarbons were below detectable limits.
4.3.7 Marine Sediment Quality The marine sediment was collected at 8 different locations within the 10km study area from the project site using van-veen grab. The samples were collected, preserved and stored as per the guidelines. The samples are then tested by a NABL accredited laboratory for physical, chemical and biological parameters for assessment of quality of benthic environment. Table 4-6 gives the marine sediment quality of the study area.
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Table 4-6 Marine Sediment Quality RESULTS S.N PARAMETE UNIT O R SED- 1 SED- 2 SED- 3 SED- 5 SED- 7 SED- 8 Texture: Sand % 10.4 89.9 90.2 88.6 89.4 88.8 1 Silt % 16.8 5.8 5.1 6.1 5.8 6.4 Clay % 72.8 4.3 4.7 5.3 4.8 4.8 2 pH - 7.3 7.8 7.7 7.5 7.3 7.6 Total Organic 3 % 0.3 0.2 0.2 0.2 0.2 0.2 Carbon Organic 4 % 0.0 0.0 0.0 0.0 0.0 0.0 Nitrogen 5 Bulk Density g/cm3 1.3 1.4 1.4 1.4 1.4 1.4 6 Copper as Cu mg/k g 21.5 9.8 11.3 12.8 11.4 11.4 7 Zinc as Zn mg/kg 17.6 11.6 12.3 16.2 9.8 11.8 8 Iron as Fe % 1.1 1.4 1.2 1.1 1.1 1.1 9 Lead as Pb mg/kg BDL(DL:5.0) Cadmium as 10 mg/k g BDL(DL:2.0) Cd Manganese as 11 mg/k g 171.4 123.3 134.0 151.6 120.9 126.1 Mn 12 Nickel as Ni mg/k g 30.8 27.7 29.0 30.1 24.5 28.5 Mercury as 13 mg/k g BDL(DL:0.2) Hg Total 14 Chromium as mg/k g BDL(DL:5.0) Cr 15 Arsenic as As mg/k g BDL(DL:0.5) Selenium as 16 mg/k g BDL(DL:0.5) Se 17 Barium as Ba mg/k g BDL(DL:0.5)
Petroleum 18 mg/k g BDL(DL:0.0 1) Hydrocarbon *Samples from SED-4 & SED-6 cannot be collected due to the presence of rock strata.
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The assessment of marine sediment samples shows that the nature of sediment in sampling location MS-2, MS-3, MS-5, MS-7 and MS-8 were found to be mostly sandy. And the samples from sampling location MS-1 was found to be clay. The pH of the sediments were found to be between 7.3 to 7.8 which says it is alkaline in nature. The total organic carbon in sampling location MS-1 was about 0.3% and the same in other sampling locations were in the range of 0.2%. The bulk density of the clay soil was about 1.3 g/cm3 in MS-1and the rest of the sampling locations which had sandy soil showed 1.4 g/cm3. Among all the sampling locations, MS-1 showed a copper concentration of 21.5 mg/kg and rest of the location showed a concentration of 9.8 to 12.8 mg/kg. The zinc concentration among all the 8 sampling locations was found to be in the range of 9.8 mg/kg to 17.6mg/kg. The iron concentration of the study area was commonly distributed and all the sampling locations showed iron concentration of 1.1 to 1.4 % of the total sediment sampled. Elements such as Lead, Cadmium, Chromium were under below detectable limits. Harmful elements such as Arsenic, Selenium and Barium were also under detectable limits. The petroleum hydrocarbons were under detectable limit.
4.4 Marine Ecological Environment Marine ecosystems are important to humankind both ecologically and economically, providing numerous vital goods and services, and supporting the processes that sustain the entire biosphere. Marine ecosystem services are provided at the global scale such as oxygen production, nutrient cycles and carbon capture through photosynthesis and carbon sequestration and at the regional and local scales as stabilizing coastlines, bioremediation of waste and pollutants, and a variety of aesthetic and cultural values (MARBEF, 2008). Detailed marine ecological survey was conducted to assess the existing status of the marine water around the proposed project development. The study include data collection and analysis of physico-chemical and biological characteristics of marine water and sediment samples, observation on mangroves, interaction with fisheries department and local fishermen. Marine water, sediment, plankton and benthos sampling were done at eight locations around the proposed site in the Island.
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4.4.1 Methodology
4.4.1.1 Phytoplankton
Phytoplankton samples were collected in the surface waters using standard plankton net with a mesh size of 51µM and a mouth area of 0.1256 m2 (20cm radius). The net fitted with a flow meter (Hydrobios) was towed from a motorized boat. Collected samples were transferred to a pre-cleaned and rinsed container and preserved with 5% neutralized formaldehyde. The initial and final flow meter reading was noted down for calculating the amount of water filtered. The containers were appropriately labeled indicating the details of collection and were transferred to laboratory for further analysis.
Quantitative analysis of phytoplankton (cell count) was carried out using sedgewick-Rafter counting chamber. One ml of soup added to a Sedgwick counting chamber was observed under an inverted compound microscope. Number of cells present in individual cells of the counting chambers (1/1000) were noted and identified up to generic and if possible up to species level. Number of observations was fixed so as to represent the entire quantity of the soup (generally more than 30 times) and the recorded data were used to calculate density of phytoplankton in l liter of the seawater using the following formula:
N=n×v/V
Where N is the total no/L; n is average no of cells in 1 ml; v is volume of concentrate; V is total volume of water filtered.
4.4.1.2 Zooplankton Zooplankton sampling was carried out at the same sites where samples for phytoplankton and other water quality parameters were collected. Samples were collected using standard Heron Trenton net with a mouth area of 0.25 m2 (0.5×0.5m) fitted with a flow meter. The net was pulled for a unit time and the initial and final reading in the flow meter was noted down and the sample collected in the plankton bucket was transferred to appropriately labeled container and preserved with 5% neutralized formaldehyde. In order to counter-check the zooplankton density values obtained from flow meter calculation, one ml of the zooplankton sample from one litre of
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preserved sample was added to a Sedgwick counting chamber and was observed under a compound microscope. The major group/taxa were identified using standard identification keys and their number was counted. Random cells in the counting chamber were taken for consideration and the number of zooplankton were noted down along with their binomial name. This was repeated five times using 1 ml samples and the average value was considered for final calculation.
Zooplankton biomass (wet weight) was estimated by filtering the plankton samples with a piece of net fabric and removing the excess water by a blotting paper. Plankton thus obtained was measured by displacement method.
4.4.1.3 Subtidal Macro and Meiobenthos
Triplicate samples using Peterson grab with a covering area of 0.625m2 was employed in all the stations to collect subtidal samples. The faunal separation was done using a 0.5 mm mesh (McIntyre et al., 1984). The benthic samples processed through sieve were fixed with 5% formaldehyde and stained with Rose Bengal (Holme, 1964) in the field when collected. This facilitates further sorting and identification in the laboratory. The collected benthic fauna were identified and counted up to the group level.
4.4.1.4 Intertidal Fauna Assessment of intertidal communities was done at three different tidal levels (Low, mid and high tide) in six coastal stretches. At each phase of the tidal level, 1 m2 quadrate was placed randomly in all the three stations. All visible macrofaunal organisms, which were encountered inside the quadrate were identified, counted and recorded. In each tidal level along the transects, three replicate quadrate samples were assessed for the variability of the macrofaunal population structure. Organisms, which could not be identified in the field were preserved in 5% formaldehyde and brought to the laboratory and identified by using the standard manuals (Abott, 1954; Chapgar, 1957; Apte, 1998). Shannon index for species diversity, evenness and richness were computed using standard formulae (Shannon and Wiener, 1963) for all the sampled stations.
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4.4.1.5 Diversity Indices Following indices were used for estimation of ecological status of this area, Shannon’s index Margalef’s index Simpson’s index
4.4.1.6 Shannon’ Index Typically the value of the index ranges from 1.5 (low species richness and evenness) to 3.5 (high species evenness and richness), though values beyond these limits may be encountered. Because the Shannon Index gives a measure of both species numbers and the evenness of their abundance, the resulting figure does not give an absolute description of a sites biodiversity. It is particularly useful when comparing similar ecosystems or habitats, as it can highlight one example being richer or more even than another. There is always the need to inspect the data or use another index to unpack the true reasons for the difference.
Where: S is the total number of species and pi is the frequency of the ith species.
4.4.1.7 Margalef’s Index It is calculated from the total number of species present and the abundance or total number of individuals. Margalef Index (D) = S – 1/ log e N Where: S – total number of species N – Total number of individuals The higher the index the greater is the diversity.
4.4.1.8 Simpson’s Index Simpson's Index measures the probability that two individuals randomly selected from a sample will belong to the same species (or some category other than species). Simpson's Index (λ) = ∑ n(n-1)/N(N-1) Where: n – total individuals of each species
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N – Total individuals of all species With this index, 0 represents infinite diversity and 1, no diversity. That is, the bigger the value of D, the lower the diversity.
4.4.2 Marine Biological, water and Sediment Sampling Biological characteristic of a water body are very important as it determines the biological productivity of an aquatic ecosystem and helps to study the ecological pyramids. Fish production depends on the production of zooplanktons, whereas the production of zooplankton depends on the production of phytoplankton, which is very well known as primary productivity. Survival and growth of planktons is greatly associated with physico chemical characteristics of the water. Marine water and sediment samples were collected during 14th Feb 2018 from 8 locations for the study of various biological parameters like zooplanktons; phytoplankton and benthic fauna in the project area were analyzed and are described in the following paragraphs.
4.4.3 Observations on Marine Ecology
4.4.3.1 Phytoplankton
Phytoplankton are free floating unicellular, filamentous and colonial organism that grow photo autotrophically in aquatic environments. They are primary producers of aquatic systems and serve as direct source of food to other aquatic organisms belonging to the higher trophic level. They are highly dynamic in nature showing quick response to changes in environmental conditions and contribute 95% of total production in the marine environment. As the most sensitive organisms they serve as indicators of water quality and responds to changes in their immediate environment by changing their species composition, biomass, community structure, Chlorophyll ‘a’ pigment and productivity. Hence, they are the target community in any aquatic impact assessment studies. The understanding of phytoplankton dynamics i.e. changes in population abundance, composition and distribution, and rates of physiological processes is, therefore, central to the understanding of how coastal water ecosystems work and how they respond to stresses.
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The present study aims to glean the community structure, composition and density of phytoplankton in and around the developmental location of Porbandar port in order to create a baseline and to predict the possible impact of development on the planktonic community.
Generic Composition and distribution
A total of 28 species were recorded in the eight sampling sites under four major groups namely pennate and centric diatoms, dinoflagellates and cyanobacteria. The diatoms formed the dominant group with the pennate forms recording a higher number of 11 species than the centric forms which recorded 10 species. Dinoflagellates were with six species whereas cynobacteria recorded only one species (Table 4-7).
Among centric diatoms, distribution of species such as Skeletonema coastatum and Rhizosolenia sp. were ubiquitous and occurred in all the eight sampling sites. This was followed by Chaetoceros aculeatus and Coscinodiscus eccentricus which were recorded in seven out of eight sampling sites. Among pennate diatoms, forms such as Bacillaria paxillifer, Navicula directa and Synedra ulna were recorded in all the eight sampling sites. Species such as Coscinodiscus marginatus, Biddulphia sinensis, Pediastrum duplex and Ceratium macroceros showed lesser distribution spatially. Overall, diatoms showed 75% of total phytoplankton community followed by dinoflagellates (21%) and Cyanobacteria (4%). Among the sampling sites, S-1 had the maximum composition and distribution of 27 species and S-4 had the minimum species composition of 22 species. Sampling sites S-5 to S-8 had uniform composition of 23 species.
Density
Station-wise density of phytoplankton varied from 138000 to 342000 cells/l with an average of 237750 cells/l in all the 8 sampling sites (Table 4-7). Maximum and minimum cell counts were recorded at S-1 and S-8, respectively. Species-wise, Bacillaria paxillifer, a pennate diatom recorded the lowest density of 2512 cells/l at S-1 whereas Rhizosolenia sp. recorded the highest density of 27897 cells/l at S-7. Generally, centric diatoms outnumbered pennates in terms of density.
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Diversity Indices
Shannon diversity indices (H’) values for phytoplankton for entire study ranged from 2.99 to 3.23 with an average value of 3.09 (Table 4-8). The sampling site S-1 recorded higher diversity values than other stations. Recorded diversity values indicate a healthy phytoplanktonic community with even distribution of species in the study stations. Simpson’s index which used to test the abundance of the commonest species varied from 0.95 to 0.96 establishing that common and rare species are equally abundant in the planktonic composition (Table 4-8). Berger-Parker index, a dominance measure expressing the proportional abundance of most abundant species, ranged 0.07 to 0.1 (Table 4-8). Pielou’s Evenness values ranged between 0.89 to 0.95 with an average of 0.92 (Table 4-8 ). Evenness values were fairly higher in all the stations. Similar to diversity values, higher evenness values at S-1 showed that species distribution was more uniform and evenly distributed in this site. Mergalef’s values ranged for the entire study period from 1.69 to 2.20 with an average value of 1.87 (Table 4-8). Similar to Pielou’s evenness value, station-wise average Margalef’s richness was higher at S-1 than the other two sampling sites.
Table 4-7 Phytoplankton in the Study Area Groups S S S S S S S S S Station Species And No 1 2 3 4 5 6 7 8 Occuring Total Species Cynobacteria 1 Spirulina sp. 3271 8851 4099 11672 8259 9017 19943 23564 8 88676 Centric Diatoms Chaetoceros 1 8294 16128 8485 11208 11482 20721 16758 7 93074 aculeatus Coscinodiscu 2 5203 5376 7894 11245 3251 18876 10405 7 62249 s eccentricus Coscinodiscu 3 8544 22465 5311 8761 13612 5 58692 s marginatus Coscinodiscu 1831 4 8294 8851 17721 4725 15600 12038 7 85541 s radiates 2 Ditylum 5 6555 11386 4386 13403 4118 3977 13612 7 57436 brightwellii Planktoniella 6 4237 6140 8259 18065 4784 17271 6 58755 sol Skeletonema 7 5589 3802 8485 4744 17105 11482 7176 15185 8 73566 coastatum
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Groups S S S S S S S S S Station Species And No 1 2 3 4 5 6 7 8 Occuring Total Species Rhizosolenia 8 4623 9178 7303 12525 7957 13946 27897 22504 8 105932 sp. Melosira 9 5975 7584 7608 4744 10622 9922 8761 7 55215 nummuloides Biddulphia 10 5009 6643 11672 22994 25505 8892 6 80715 sinensis Pennate Diatoms Amphiprora 1 3271 7910 7303 6903 6483 12767 18947 7 63584 sulcata Asterionellop 2 5975 10445 5549 12098 5311 9017 11960 7 60355 sis glacialis Bacillaria 1725 3 2512 15494 8208 7069 17254 7176 6293 8 81260 paxillifer 6 Gyrosigma 1001 4 12000 6140 6483 11482 7176 15185 7 68484 balticum 9 Navicula 5 2705 4742 2631 12525 7371 5741 16744 18844 8 71303 directa Navicula 6 3850 4742 5549 10282 11482 7319 6 43224 tripunctata Pediastrum 7 5009 7910 6903 8761 14672 5 43255 duplex 8 Synedra ulna 4043 5069 7894 8208 7069 11482 8761 10465 8 62990 Thalassionem 9 a 6748 9362 6903 6483 12767 5 42262
nitzschioides Thalassiothri 10 4430 6010 2631 12525 9734 12324 16744 18844 8 83241 x longissima Pleurosigma 11 7135 4435 4099 7371 20530 15185 6 58754 angulatum Dinoflagellates Ceratium 1 6389 6086 17721 8297 13135 7866 6 59494 furca Ceratium 2 4043 8851 8485 10670 7983 18844 6 58877 falcatum Ceratium 3 2884 5069 24196 7673 14789 5 54612 macroceros Dinophysis 4 4043 4435 5549 11672 14137 23806 19136 14672 8 97450 miles Protoperidini 5 5009 2534 7303 8208 8543 14789 17551 18844 8 82782 um Peridinium 1045 6 2884 6010 4744 13545 12586 6 50222 sp. 4 1380 19200 1790 25100 18900 31200 29900 34200 Density-No/l 00 0 00 0 0 0 0 0 No of Species 27 25 24 22 23 23 23 23
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Table 4-8 Diversity indices of Phytoplankton Community in the study area S 1 S 2 S 3 S 4 S 5 S 6 S 7 S 8 Min Max Avg Taxa S 27 25 24 22 23 23 23 23 22 27 23.9 Individuals 137999 191999 179003 251005 189003 312003 299001 342002 137999 342002 238202 Dominance D 0.04 0.05 0.05 0.05 0.05 0.05 0.05 0.05 0.04 0.05 0.05 Shannon H 3.23 3.13 3.07 2.99 3.08 3.07 3.02 3.09 2.99 3.23 3.09 Simpson 1-D 0.96 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.96 0.95 Evenness 0.94 0.91 0.90 0.91 0.94 0.94 0.89 0.95 0.89 0.95 0.92 e^H/S Margalef 2.20 1.97 1.90 1.69 1.81 1.74 1.75 1.73 1.69 2.20 1.87
Figure 4-4 shows the microscopic photographs of phytoplankton found in the study area. Figure 4-4 Phytoplanktons in the Study Area
Asterionella japonica Biddulphia sp
Ceratium sp Chetoceros sp
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Coscinodiscus sp Ditilum brightwilli
Peridinium Planktoniella sol
Pleurosigma sp. Rhizosolenia sp
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Skeletonema sp Spirulina sp
Rhizosolenia alata Ceratium sp.
Dinophysis miles Thallasionema sp
Algal diversity in aquatic system is an indication of its purity. The use of community structure to assess pollution is conditioned by four assumptions: 1) the natural community evolves towards
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greater species complexity, 2) this eventually stabilizes and increases the functional complexity of the system 3) complex communities are more stable than simple communities, and 4) pollution stress simplifies a complex community by eliminating the more sensitive species (Cairns, 1974). In the present study 28 different genera belonging to 4 different groups i.e. Diatoms, Bacillariophyceae and Dianoflagellates could be identified. In addition, not only the physical environment such as light intensity and temperature influences the distribution of algal populations but nutrients and other chemical constituents along with composition and abundance of biotic component like zooplankton also influence the phytoplankton assemblages
In the present study, species such as Rhizosolenia sp., Coscinodiscus, Biddulphia were abundant in all the sampling sites. Similarly, number of species did not vary drastically among different sampling sites. Diatoms dominated numerically followed by dianoflagellates and blue green algae. In conclusion the present study shows that the coastal waters in and around Porbandar port is pristine.
4.4.3.2 Zooplankton Zooplankton inhabits all depth of the water column and constitutes the largest ecological group of organism in the sea and play an important role in marine food chain (Goswami, et al. 1999). They include a wide variety of passively drifting organisms of different shape and size belonging to various animal phyla viz., Protozoa, Coelenterates, Chaetognatha, Annelids, Arthropoda, Mollusca, etc. Abundance of zooplankton practically acts as an ideal index to assess the quality of the coastal waters. Zooplankton may be classified according to their habitats, depth distribution, size and duration of planktonic life.
The present report consolidates the findings of the study carried out in the coastal waters of Porbandar in and around the project domain in a radius of 10 km. The study aims to understand species composition, relative abundance and distribution of zooplankton groups within the community and to assess how these characteristics are influenced by the proposed developmental activity.
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Zooplankton Density The overall density of zooplankton among the eight station i.e. Station S-1 to S-8 varied from 13000 at S-8 to 131000 No/m3 at S-5 with an average density value of 70750/m3. Individual taxa-wise, the minimum number of zooplankton group varied from 165 to 73750/m3 for the groups ‘Eggs’ and ‘Copepoda’. Generally, copepods, amphipods and chaetognaths contributed predominantly to the zooplankton density whereas forms such as fish eggs, Tintinnids, larval forms of different groups were comparatively less though it occurred in all the sampling stations. Highest zooplankton density recorded at S-8 was mostly due to copepods. Other faunal groups such as crustacean and bivalve larvae contributed moderately to the overall density in each sampling stations.
Table 4-9 Zooplankton in the study area Group S-1 S 2 S 3 S 4 S 5 S 6 S 7 S 8 % Foraminifera 499 7644 7755 1274 50 Tintinnida 2718 566 1601 3472 1548 1345 168 87.5 Chaetognatha 2055 4743 621 1975 7402 4519 10372 1083 100 Copepoda 20428 25255 22637 42115 72207 34865 73750 7228 100 Crustacea 2024 5258 4186 5569 6092 5950 3953 923 100 Polychaeta 1537 4774 10210 13493 7534 1971 75 Mysidae 2761 3718 3206 2712 7986 2749 543 87.5 Gastropoda 1209 3229 4402 3811 416 62.5 Amphipoda 3292 5635 10374 1876 6561 1203 75 Larvae 846 3045 1343 1711 1307 361 75 Eggs 1630 2171 11402 15000 1591 4590 165 87.5 Bivalvia 3641 1371 2869 1424 7623 910 75 Richness 11 8 10 8 9 11 11 10 Density- No/m3 39000 51000 46000 91000 131000 73000 118000 13000 Min 499 566 621 1711 2712 1307 1274 165 50 Max 20428 25255 22637 42115 72207 34865 73750 7228 100
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Percentage of occurrence and Composition In study area overall 12 zooplankton group was encountered and the percentage of occurrence ranged from 50 to 100%. The highest percentage of occurrence was recorded for groups such as Chaetognatha, Copepoda and Crustacea (100%) followed by Tintinnida, Mysidae and Eggs (87.5%) where the lowest percentage of occurrence belongs to group Foraminifera (50%) (Table1). The Overall percentage of species composition among the Stations varied from 1.1% to 55.1%. The maximum percentage of species composition varied from 46.3% to 62.5% at station S-4 and S-7 for the group ‘Copepoda’ where as the minimum percentage of species composition varies from 1.1% to 1.9% at Station S-2, S-7 and S-4 for the groups Foraminifera, Tintinnida and Fish larvae (Table 4-10).
Table 4-10 Percentage of species composition Groups Sampling Stations S-1 S-2 S-3 S-4 S-5 S-6 S-7 S-8 Foraminifera 1.3 8.4 5.9 1.1 Tintinnida 7.0 1.1 3.5 2.7 2.1 1.1 1.3 Chaetognatha 5.3 9.3 1.4 2.2 5.7 6.2 8.8 8.3 Copepoda 52.4 49.5 49.2 46.3 55.1 47.8 62.5 55.6 Crustacea 5.2 10.3 9.1 6.1 4.7 8.2 3.4 7.1 Polychaeta 3.9 9.4 11.2 10.3 10.3 1.7 Mysidae 7.1 7.3 7.0 2.1 10.9 2.3 4.2 Gastropoda 3.1 7.0 6.0 3.2 3.2 Amphipoda 8.4 12.3 11.4 2.6 5.6 9.3 Larvae 2.2 6.0 2.9 1.9 1.8 2.8 Eggs 4.2 4.7 12.5 11.5 2.2 3.9 1.3 Bivalvia 7.1 3.0 2.2 2.0 6.5 7.0 Max 52.4 49.5 49.2 46.3 55.1 47.8 62.5 55.6 Min 1.3 1.1 1.4 1.9 2.1 1.8 1.1 1.3
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Figure 4-4 shows the microscopic photographs of phytoplankton found in the study area.
Distribution, species and percentage composition of Zooplankton In study area overall 12 zooplankton group was encountered and the percentage of occurrence ranged from 50 to 100%. The highest percentage of occurrence was recorded for groups such as Chaetognatha, Copepoda and Crustacea (100%) followed by Tintinnida, Mysidae and Eggs (87.5%) where the lowest percentage of occurrence belongs to group Foraminifera (50%)(Table 4-9). The Overall percentage of species composition among the Stations varied from 1.1% to 55.1%. The maximum percentage of species composition varied from 46.3% to 62.5% at station S-4 and S-7 for the group ‘Copepoda’ where as the minimum percentage of species composition varies from 1.1% to 1.9% at Station S-2, S-7 and S-4 for the groups Foraminifera, Tintinnida and Fish larvae (Table 4-10).
Figure 4-5 Zooplanktons in the Study Area.
Brachionus rubans Copepoda
Ostracoda Oikopleura larva
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Post Trochophore larva Gastropod larva
Diversity Indices Shannon-Wiener diversity indices values for zooplankton in the eight study stations did not vary much and ranged from 1.5 to 1.8 with an average value of 1.6. The highest value was at S-6 and lowest values were at S-1, S-5 and S-7. Evenness values ranged is 0.4 to 0.6 with an average of 0.5. Higher evenness values at S-2 S-3, S-4 and S-6 showed that species distribution was more uniform and evenly distributed in these stations (Table 4-11). Species richness indices like Margalef and Menhinick recorded low to moderate values showing that the studied stations were poor in terms of species richness.
Table 4-11 Biodiversity indices of Zooplankton in the study area Taxa_S S-1 S-2 S-3 S-4 S-5 S-6 S-7 S-8 Max Min Avg Richness 11 8 10 8 9 11 11 10 11 8 9.75 Individuals 3900 5100 4600 9100 1310 7300 1180 1300 1310 1300 7025 0 0 0 0 00 0 00 0 00 0 0 Shannon_H 1.7 1.6 1.7 1.6 1.5 1.8 1.5 1.6 1.8 1.5 1.6 Simpson_1- 0.7 0.7 0.7 0.7 0.7 0.7 0.6 0.7 0.7 0.6 0.7 D Evenness_e^ 0.5 0.6 0.6 0.6 0.5 0.5 0.4 0.5 0.6 0.4 0.5 H/S Menhinick 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.1 0.0 0.0 Margalef 0.9 0.6 0.8 0.6 0.7 0.9 0.9 1.0 1.0 0.6 0.8 Equitability_ 0.7 0.8 0.7 0.8 0.7 0.7 0.6 0.7 0.8 0.6 0.7
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Taxa_S S-1 S-2 S-3 S-4 S-5 S-6 S-7 S-8 Max Min Avg J Fisher_alpha 1.0 0.7 0.9 0.7 0.7 1.0 0.9 1.1 1.1 0.7 0.9 Berger- 0.5 0.5 0.5 0.5 0.6 0.5 0.6 0.6 0.6 0.5 0.5 Parker
4.4.3.3 Sub-tidal Macro and Meiobenthos Subtidal macrobenthos such as Polychaetes, Decapods and Molluscs are important sea-bed fauna and they are considered to be useful biological indicators for aquatic ecosystems. Assessing the community structure of subtidal macrofauna has advantages over pelagic forms in that they are sedentary and therefore more useful in assessing local effects. The macrobenthos are mostly non- migrant inhabitants, and can be used as indices of ecological changes in the benthic environment. Creeks and intertidal zones are considered to be amongst the most complex and richest locations in terms of the biodiversity of aquatic ecosystems. They are also some of the most environmentally disturbed areas. In any developmental activity complete understanding and continuous monitoring of marine environments and their surroundings to evaluate the stability and functioning of this ecosystem is essential, In a port environment dredging, continuous movement of vessels and human presence in large numbers produces major impact at the marine/coastal environment in its vicinity. Assessment of the effects of this activity has usually targeted bottom substrata and the associated benthic fauna. Hence benthic communities living in the subtidal habitats are logical subject of study in any environmental monitoring programs. In view of this, the present study benthic communities in the coastal waters of Porbandar port was studied in eight (8) sampling sites in order to create a baseline which will be useful to track changes in future and to initiate management efforts to ward off the impact.
4.4.3.3.1 Group Composition
A total of 6 macrobenthic groups (Table 4-12) were recorded from the subtidal realm of Porbandar port which include foraminiferans, nematodes,ostracods, bivalves, gastropods and Polychaetes. By far, polychaetes were the most dominant group (26.34%) followed by
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Nematodes (21.84%), Forminiferans (18.68%), Bivalve (13.6%), Gastropods (10.49%) and Ostracods (9.05%). Out of eight stations, five sampling sites had all the groups represented whereas S-7 and S-4 recorded the lowest composition represented by three and four groups, respectively. The group Ostrocods occurred only in three stations whereas groups such as forminiferans and nematods recorded their presence in all the eight sampling sites.
4.4.3.3.2 Density
Station-wise, density ranged from 193 to 334/m2 occurring at S-7 and S-4 where group representation was lowest (Table 4-12). The mean group density in all the sampling sites was 261/m2. Group-wise, lowest (12/m2) and highest (95/m2) density was recorded by foraminiferans at S-1 and S-6. Nematods also recorded a higher density of 94/m2 at S-4. The recorded density of subtidal macrofauna in the study sites were low compared with other coastal stretches of Gujarat. Table 4-12 Density and percentage occurance of Subtidal Fauna S. Groups Stations Occurrence Total % in No S 1 S 2 S 3 S 4 S 5 S 6 S 7 S in Sites Density 8 1 Foraminiferans 12 23 47 23 64 95 84 42 8 390 18.6 2 Nematodes 64 64 68 94 66 15 47 38 8 456 21.8 3 Ostracods 68 53 68 3 189 9.1 4 Bivalves 45 18 89 75 19 38 6 284 13.6 5 Gastropods 36 23 56 58 27 19 6 219 10.4 6 Polychaetes 76 84 86 72 82 62 88 7 550 26.3 Density-No/m2 301 212 257 334 328 238 193 225 261 (Average 2088 Density) No of groups 6 5 4 5 5 5 3 5
A total of 5 meiobenthic groups were obtained from the sediment samples viz. Foraminiferans, Ostracods, Amphipods, Harpacticoids and Nematodes. Foraminiferans was the most dominant group (37.27%) followed by Ostracods (27.14%), Harpacticoids (14.69%), Nematodes (14.39%), and Amphipods (6.49%) (Table). Their density varied from 76 to 224/cm3 at S-3 and S-4, respectively. Groups like nematods and amphipods occurred in low density comparing other
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groups. Nematodes were recorded in the sites whereas harpacticoids and amphipods were recorded only in four out of eight sampling sites. Contribution of foraminiferans was maximum to the density whereas amphipods contributed least to the total density (Table 4-13) Subtidal benthic faunal density recorded in the eight sampling sites appears rather lower than the other coastal stretches of west coast. In Thane creek of Mumbai, 42 faunal types representing 12 major groups were recorded by Quadros and Athalye (2002) whereas in the present study only six groups were recorded. Similarly, subtidal faunal density recorded presently is far lower than the earlier values reported by Nair (2002) during 1994-95 in other coastal stretches of Gulf of Kachchh. Frequent disturbance due to vessel movement and wide ranging fluctuation in ambient environmental factors like salinity appears to be the reason. Many dead bivalve shells were collected in all the sampling sites which might be due to the high organic contents in the fine sediments. High organic content clogs the respiratory apparatus of bivalves. Usually in the subtidal benthic habitat polychaetes are found to be dominant in terms of density as confirmed in the present study.
Table 4-13 Meiofaunal Density and composition in Study Area S. Groups Stations Group No Stations No. S 1 S 2 S 3 S 4 S 5 S 6 S 7 S 8 total of Occurrence 1 Foraminiferan 54 64 68 82 84 86 62 500 7 2 Ostracods 43 85 56 24 48 46 62 364 7 3 Ampihipods 27 14 22 24 87 4 4 Harpacticoids 24 62 48 63 197 4 5 Nematodes 16 38 12 24 15 23 37 28 193 8 Total-No/cm3 164 123 76 224 191 218 169 176 1341 4.4.3.4 Intertidal Fauna Intertidal organisms of coastal environment are sensitive to environmental gradients and they may serve as indicators of changes occurring in the coastal region (Warwick and Clarke, 2001). Physical conditions of the habitat play an important role in structuring the intertidal communities, whereas anthropogenic factors may also overwhelm the faunal differences in a gradient. The intertidal communities in any coastal habitat reflect the nature of the substrate. The
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creek ecosystem changes more rapidly than the marine ecosystem. Spatial and temporal variation in intertidal faunal structure is mainly perceived through species diversity, abundance and biomass. Generally, intertidal regions are dominated with brachyuran crabs and gastropods in terms of number and biomass (Sasekumar, 1974, Wells, 1984). In a healthy intertidal region, crustaceans, especially crabs are dominant forms. Hence they are considered as the keystone species. The structure of intertidal communities could be a useful tool for habitat assessment and monitoring. Considering this importance of intertidal fauna as a tool to assess the health of any coastal ecosystem, in the present study intertidal faunal composition, distribution and diversity were studied in six coastal stretches (Table 4-14) within the project domain of Porbandar port. Table 4-14 Locations of the intertidal fauna analysis S. No Latitude Longitude Location name Site Code 1 21°37'7.46"N 69°35'24.83"E Port area St-1 2 21°37'30.49"N 69°35'19.29"E Near Navy port site St-2 3 21°37'52.73"N 69°35'30.22"E Near Finger Jetty St-3 4 21°38'14.08"N 69°35'35.38"E Near backyard site St-4 5 21°37'17.48"N 69°37'7.14"E Fishing harbor site St-5 6 21°37'7.46"N 69°35'24.83"E Near Saurashtra water pumping site St-6 4.4.3.4.1 Species Composition of intertidal macrofauna
Eighteen species of intertidal fauna were recorded in six intertidal sites constituted by three major groups namely, gastropods, bivalves and crustaceans. Gastropods constituted the dominant group with 11 taxa followed by six bivalves and one crustacean. The only recorded crustacean mostly inhabited the rocky habitat and was numerically dominant at S-1, S-2 and S-3 near the harbour. Among gastropods, Cellana sp. and Cerithium coralium were recorded in all the study sites and bivalves were totally absent at S-1. The gastropod Cellana sp. was in higher abundance in the intertidal regions of the harbor (site 1 to 3). The gastropod, Cerithium coralium and the bivalve Anadara inequivalvis were numerically dominant at S-6. Bivalves were totally absent at S-1. Site-wise, highest species richness of 18 was at S-5 followed by S-6 with 16 species whereas the lowest richness of five was recorded at S-3 and S-4.
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4.4.3.4.2 Intertidal Population Density and Biomass
Individual taxa-wise, the population density varied widely from 1 to 100/m-2 with an overall average density of 11.05 /m-2. Group-wise, gastropods contribute high abundance with a maximum of 73.8 % followed by crustaceans (crab) as a single taxa contributed maximum of 15.1% (Table 4-15). Station-wise, the highest abundance of 241/ m-2 was recorded at S-6 whereas the abundance was lowest at 43/ m-2 at S-4. Gastropod species such as Cellana sp. and Cerithium coralium were numerically dominant among all the species and they were recorded in all the study stations.
4.4.3.4.3 Diversity Indices
Simpson’s index is used to test the abundance of the commonest species which varied from 0.327 to 0.925 establishing that common species are more abundant than the rare species (Table 4-16).
Berger-Parker index, a dominance measure expressing the proportional abundance of most abundant species, ranged 0.158 to 0.814. Highest evenness (0.850) was recorded at S-5 characterize the dominance of few individuals in the populations. Mean Shannon’s diversity (‘H) indices for all the six stations varied moderately with S-5 recording higher value of 2.72 the lower diversity value of 0.71 at S-4. Species richness values in terms of number of species was highest at S-5 and S-6 with 16 and 18 species whereas lowest species richness of 5 species was recorded at S-3 and S-4 showing low to high nature of species richness of the community studied (Table 4-16).
Table 4-15 Intertidal Faunal Density Species list St St St St St St Total Occurrence % 1 2 3 4 5 6 Bivalves Anadara inequivalvis 1 3 5 12 21 4 Gastrana multangula 2 1 2 8 13 4
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Species list St St St St St St Total Occurrence % 1 2 3 4 5 6 Tellinimactra edentula 7 5 12 2 Meretrix meretrix 4 4 1 Maoricardium pseudolatum 9 3 12 2 Gafrarium divaricatum 4 5 9 2 11.1 Gastropods Cellana sp. 30 10 45 35 3 9 132 6 Cerithium coralium 10 5 3 3 12 100 133 6 Turritella sp. 5 12 17 2 Purpura bufo 23 10 33 2 Purpura sp. 1 4 26 31 3 Bufonaria rana 10 12 22 2 Turbo bruneus 8 1 10 19 2 Oliva sp. 3 1 1 1 12 9 27 6 Nassarius sp. 14 9 8 31 2 Vexillum sp 1 10 9 20 3 Tibia sp. 5 3 8 2 73.8 Crustaceans Rocky crab 30 25 20 12 10 97 5 15.1 Station-wise Density- 95 46 70 43 146 241 641 No/m-2 Station-wise species 6 8 5 5 18 16 richness
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Table 4-16 Diversity indices of intertidal fauna Indices S-1 S-2 S-3 S-4 S-5 S-6 Taxa S 6 8 5 5 18 16 Individuals 95 46 70 43 146 241 Dominance D 0.240 0.358 0.497 0.673 0.075 0.202 Shannon H 1.565 1.374 0.898 0.714 2.728 2.182 Simpson 1-D 0.760 0.642 0.503 0.327 0.925 0.798 Evenness e^H/S 0.797 0.494 0.491 0.408 0.850 0.554 Menhinick 0.616 1.180 0.598 0.763 1.490 1.031 Margalef 1.098 1.828 0.942 1.063 3.411 2.735 Equitability J 0.873 0.661 0.558 0.444 0.944 0.787 Fisher alpha 1.423 2.799 1.232 1.465 5.400 3.854 Berger-Parker 0.316 0.544 0.643 0.814 0.158 0.415
4.4.3.5 Fishery Achivements of Porbandar Zonal Base Survey of the fishery resources of the Gujarat coast was started in the year 1949 by the Government of India vessels by carrying out bottom trawling and bull trawling. Later in 1950- 51, Japanese vessels also conducted bull trawling. All these surveys have indicated that Dwarka, Kutch, Porbandar, Cambay, Veraval all are highly productive grounds for fishes like ghol, karkara, eel, sciaenids, catfishes and shrimps subsequent surveys conducted by FSI employing different classes of vessels from sixties along the Gujarat coast highlighted the availability and abundance of fish resources of the region. Bottom trawling, purse-seining, mid-water trawling, pelagic trawling and tuna longlining are the fishing methods employed by FSI vessels. Apart from these surveys by chartered foreign tuna longliners and the tuna vessels indicate that Yellow fin tuna form about 75% of the total catch with 1.88 tonnes of average catch per fishing day during 1985-1990. A recent estimate on the marine potential along Gujarat coast (Lat. 20oN and above) by FSI shows a total Biomass of 4.4 lakh tonnes of demersal stocks in 0-300m depth
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of which about 67% is in the inshore waters upto 50m depth, 26% in 50-100m depth, 6.5% in 100-200m depth. Demersal Resources It is observed that within 50m depth sciaenids, ribbonfish, elasmobranches, catfishes, perches and pomfrets are the principal components whereas in 50-100m depth zone ribbonfish, sciaenids, threadfin breams, horse mackerel and bulls eye will be the main contributors. In the areas beyond 100m depth, the major components are ribbon fishes, threadfin bream, horse mackerel, bulls eye, scad, etc. Shrimp Resources Current shrimp production (1994) from Gujarat coast is 55732 tonnes including 53,210 tonnes penaeid and 1822 tonnes non-penaeid shrimps. Interestingly, the production of penaeid shrimps along Gujarat coast is on increase. Cephalopod Resources Based on the results of demersal trawl survey and the landing statistics, MSY for this resource is estimated as 26,000 tonnes from Gujarat coast. Current production is 25199 tonnes. Additional Harvestable Yield Considering the MSY estimates and the current production (1990-92) an additional yield of 1, 62,900 tonnes of fish can be harvested annually from the continental shelf and slope along Gujarat coast. The demersal resources contribution will be 1,11,400 tonnes and pelagic resources to be 51,500 tonnes. Findings of the Survey Some important findings of the survey conducted by the base include location of potential sea fish resources off Mumbai in the depth range of 50-100M, location of Potential Thread fin bream resources (Rani fish) off Maharashtra and Gujarat coast in the depth range of 100-200M, horse mackerel resources beyond the conventional operational limit of mechanized boats in sizeable quantities; location of potential cuttle fish resources off Gujarat coast in the depth range 30-50M; deep sea prawn resources in the continental shelf edge and slope off Gujarat and location of potential oceanic/pelagic resources like Yellow Fin tuna.
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Fishery Resources of Gujarat The annual potential yield of marine fishery resources of Gujarat State estimated by Fishery Survey of India is 7.03 lakh tonnes comprising of demersal, 4.55 lakh tonnes and Pelagic 2.48 lakh tonnes. The current production is 6.2 lakh tonnes. Ghol, Sciaenids, Perches, Catfish, Prawns and Elasmobranchs are abundant in Kutch, Porbandar and Dwarka regions. Other important resources of this Coast are Bombay duck, Ribbon fishes, Seer fishes, Perches, Polynemids, Clupeids, Sharks, Yellow Fin tuna, Marlins, Swordfish, Sailfish, Lobsters, Squid & Cuttle fishes. Tuna Long Line Survey Tuna long line survey results indicates that pelagic sharks dominated the catches with an average hooking rate of 0.35% followed by Yellow Fin Tuna 0.33%, Sailfish 0.27%, Skipjack tuna 0.17%, Marlin 0.04%, Sword fish 0.03% and other oceanic resources 0.04%. Latitude wise survey results shows that highest hooking rate of Yellow Fin tuna was recorded in the Lat. 22oN (0.75%) followed by 0.60% in Lat. 21oN. Skipjack tuna recorded highest Hooking Rate in the 16oN (0.43%) and sail fish in the 22oN (0.46%) followed 16oN (0.44%). Highest hooking rate of 0.45% pelagic sharks were recorded in the 16oN followed by 0.43% in the 15oN.3
4.4.3.6 Fisheries
4.4.3.6.1 Fish Potential Zone
There are 586 potential fish catch zones along the coast of India has been identified by INCOIS (Indian National Centre for Ocean Information Systems), an autonomous body under the Ministry of Earth Sciences, Govt. of India. The potential fishing zones in the study area as per INCOIS classification are Kuchhadi, Porbandar and Odadar (Figure 4-6).
3 http://www.fsi.gov.in/ob2.htm
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Figure 4-6 Map showing Fish Potential Catch Zone in the Study Area
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4.4.3.6.2 Fish Catch Data
The most important commercial varieties of fish available in Gujarat coast are Elasmobranchs, Pomfret, Hilsa, Bombay duck, Ribbon fish, Catfish, rays, Cuttle fish, Shrimps, Seer fishes, Sciaenids, Tunas, Threadfin Breams, Lizard fishes, Bull’s eyes, Carangids, Anchovies, Croakers, Prawns, Lobsters and Cephalopods. Gujarat has 123 fish landing centres located in 226 fishing villages. Porbandar district has about 5 landing centres that constitute about 4.1 percent of the total fish landing centres in Gujarat and the number of fishing villages in the district is 23 in number. The fish ban period in the Porbandar harbour is from 15th May to 15th August (90 days). Currently there are 4271 fishing boats recorded in the district of Porbandar. About 5253 families are involved in fishing with a total population of 27,869 among which 5749 are actively involved in fishing.4
4.4.3.6.3 Porbandar
According to the Fisheries Survey of India, the demersal resources found along the Porbandar coast are ribbonfish, elasmobranchs, catfishes, perches and pomfrets, sciaenids, threadfin breams, horse mackerel and bulls eye.
Table 4-17 Demography of Fishing society in Porbandar Details Numbers Total No. of fishermen Society 71 Kind of fishermen Society (i)Marine 67 (ii)Inland 4 (iii)Active 63 (iv)Inactive 8 Total no. of Pagadiya Fishermen (2012-13) 49 Total number of boats 5032
4 Commissioner of Fisheries, Government of Gujarat.
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Details Numbers (a)Total number of mechanized boats(2012-2013) 4899 (b)Total number of non-mechanized boats(2012- 133 2013)
Marine Fish Production over the years in porbandar is represented in Table 4-18. Table 4-18 Marine fish production in Porbandar Year Marine Fish Production in MT 2001-02 74127 2002-03 94503 2003-04 74003 2004-05 49912 2005-06 51047 2006-07 60437 2007-08 161486 2008-09 56387 2009-10 63411 2010-11 88610 2011-12 89555 2012-13 90786 2013-14 91500 2014-15 92800 % share in total 2014-15 13.28 2017-2018 87971
The Species wise fish production for the Porbandar district for the year 2012-2013 is represented below in the Table:
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Table 4-19 Species wise fish production in Porbandar
Name of the fish Fish Production (Ton) White Pomfret 528 Black Pomfret 335 Bombay duck 91 Thread fin 193 Jewfish 87 Hilsa 10 Clupeids 818 Coilia 0 Shark 339 Mullets 67 Catfish 3956 Eel 483 Leather jacket 347 Seerfish 614 Indian Salmon 1 Ribbonfish 11459 Silver Bar 394 Perches 4117 Small Sciaenids 20621 Shrimp 790 Prawn (Medium) 480 Prawn (Jumbo) 246 Lobster 116 Crab 261 Levta 0 Squid/Cuttlefish 12475 Tuna 99 Carangida/Mackerel 2219 Ranifish 11826 Solefish 403 Miscellaneous 17411
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4.4.3.7 Mangroves Mangroves are important ecological entities in any coastal ecosystem. Their vegetation studies are important in view of their ecological role and inter-relationship with other biotic components. Mangroves distributed in stressed environments like port vicinity, urban effluent discharge points, coastal thermal power plants and aquaculture ponds deserves special attention in view of their sensitivity to the ongoing anthropogenic activity. Mangrove ecosystems are considered to be in balance and any alteration in its ecosystem, however delicate it may be, is likely to produce an impact on its health and function which may become visible over a period of time based on the magnitude of the impact. Hence it becomes imperative to monitor mangrove ecosystem in coastal stretches where human activity is intense.
Mangroves of Saurashtra coast is sparse and contributes least to the .Gujarat’s mangrove extent of 1140 sq.km. Porbandar coast has only around 1 sq.km of sparse and open mangroves (FSI 2017) located close to the Porbandar jetty along the Khadi creek that extent around 3 km inland from the Arabian Sea near the Porbandar jetty. The road leading to the jetty has fairly good mangrove stand distributed along the Khadi creek whereas in other coastal stretch in the port vicinity mangroves are absent. Lack of major creek systems and open and uniform coastal belt without much tidal incursions and coastal inundation could be a reason for the lack of mangroves. In addition, Porbandar coast is rocky and sandy offering limited scope for mangrove to colonize this coastal stretch. Similar to the other mangrove formations of Gujarat, the mangrove patch near the Porbandar jetty is a single species formation of Avicennia marina. Vegetation structure of this stand which is very close to the Porbandar jetty was studied in order to characterize this stand.
4.4.3.8 Methodology
Mangrove vegetation characteristics in the selected 08 locations were studied using quadrat method. In total eight quadrats were laid along the one km stretch of the mangrove stand. In each quadrat, the total number of trees was counted and tree height and girth at breast height (GBH) 90 cm above ground level were measured using ranging rods and measuring tapes. GBH of all
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mature trees >1 m was measured. In case of a branching stem at a specific height, the procedure suggested by English et al. (1997) was followed. Canopy length and width, measured with graduated poles were multiplied to calculate canopy dimension. Density of mature trees for each location was expressed as number per hectare (No.ha-1).
4.4.3.9 Results
Table 4-20 shows the overall structural characters of the mangroves near Porbandar port such as density, tree height (TH), girth at breast height (GBH) and canopy dimension.
4.4.3.9.1 Tree Density
Density of mature trees varied significantly among different quadrats. The density ranged between a minimum of 2400/ha to a maximum of 7500/ha with an overall mean of 4550/ha (Table 4-20). Generally, percentage of dead trees in all the stands studied was negligible. Density was more near the low water mark, which gradually thinned down towards high tidal zone reflecting the general pattern in mangrove ecosystem. However in some creek systems, a uniform density pattern in all tidal levels could be observed which might be due to the local topography and enhanced tidal pattern in this mangrove stands.
4.4.3.9.2 Tree Height
Tree height in all the eight quadrats showed perceptible variation and ranged from 1.0 to 8.7m among all the eight quadrats with an overall average height of 2.92 m (Table 4-20). Considering quadrat-wise mean, trees were significantly taller at second and eight quadrats with an average height of 4.85m and 3.75m while the lowest average height was at quadrat 4 and 5 with a value of 1.75 m.
4.4.3.9.3 Tree Girth
The recorded mature tree girths for the mangrove formation are fairly high indicating that this mangrove stand is old and mature. The minimum mean value of GBH (Girth at Breast Height) recorded across eight quadrats ranged from 8 to 75 cm with an overall mean value of 39.75 cm. The minimum GBH of 8 cm was recorded at quadrat 6 and the maximum of 75 cm was at
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quadrat 8 (Table 4-20). Mangroves at the quadrat 3 recorded highest density of 7500/ha with lower mean GBH of 24 cm showing this stand is structurally superior to other mangrove stands.
4.4.3.9.4 Canopy Index
Canopy dimension is the value obtained by multiplying the length and width of the tree canopy. Canopy dimension in the Porbandar mangrove patch varied widely. The average minimum and maximum canopy dimension at the study locations in the eight quadrats ranged between 1.18 and 90 m with an overall average value of 24.1 m (Table 4-20). Generally canopy cover was more near the water front and gradually reduced towards upper reaches of the shore apparently due to differential tidal action. Structural characters of Porbandar mangroves are comparable with other mangrove formations of Gujarat in terms of vegetation attributes. The studied mangrove formation is predominantly mono-species in composition consisting only A. marina which is a hardy species capable of tolerating high physiological stresses. Mangrove associated forms are also few like Suaeda and Salvodora sp which are mostly distributed beyond the supratidal mark. Porbandar mangroves are generally distributed on flat terrain that are regularly inundated and fall under the fringe or over wash type of mangrove forests as per the physiographic classification of Lugo and Snedaker (1974). The overall stand density of 4550/ha recorded presently is comparatively higher than those of Kachchh mangroves where a maximum density of 2100/ha has been earlier recorded (Thivakran et.al. 2003). Inland developments like altering the seasonal freshwater inflow through near shore construction and other developmental activities considerably contributes to render the stand single species. In general, the studied mangroves are having good density given the prevailing ambient environmental conditions like high water and soil salinity. Left undisturbed, this mangrove stand could flourish well.
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Table 4-20 Mangrove Vegetation in the Study Area
Density Height-m GBH-cm Canopy dimension S. GPS No Coordinates No /ha Min Max Avg. Min Max Avg. L W Canopy
21°39'13.34"N 1 6200 1.5 4 2.75 21 62 41.5 1.5 2.7 4.05 69°36'24.67"E 21°39'12.79"N 2 2800 1 8.7 4.85 23 71 47 1.8 5.32 9.5 69°36'23.34"E 21°39'9.64"N 3 7500 1.1 3.5 2.3 12 36 24 1.1 1.08 1.1 69°36'16.00"E 21°39'8.95"N 4 4600 1 2.5 1.75 11 61 36 3.6 25 90 69°36'15.44"E 21°39'8.29"N 5 4100 1 2.5 1.75 9 62 35.5 1.5 30 45 69°36'8.94"E 21°39'8.91"N 6 5200 1.2 5 3.1 8 64 36 1.4 6 8.4 69°35'48.11"E 21°38'42.77"N 7 3600 1.3 5 3.15 10 55 32.5 1.8 15.5 27.9 69°35'19.52"E 21°38'39.20"N 8 2400 1.5 6 3.75 75 56 65.5 1.5 4.5 6.75 69°35'18.76"E Average 4550 1.2 4.7 2.9 21.1 58.3 39.75 1.775 11.2 24.1
Figure 4-7 Mangroves in the Study Area
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5. ANTICIPATED ENVIRONMENTAL IMPACTS 5.1 Introduction Porbandar port is located in the saurashtra coast of Gujarat. The proposed development is within the existing port boundary of Porbandar port. The present cargo handling capacity of the port is 10.17 MTPA as on date. Considering the future demand for import and export, the port has proposed for an expansion through development of various facilities inside port boundary. As discussed in Chapter 2, the main objective of the proposed development is to increase the cargo capacity from 10.17 MTPA to 12 MTPA and it consists of construction of coastal jetty, extension of existing coast guard jetty, extension of finger jetty on either sides, construction of storage godown, widening of port road connectivity from 2 lane road to 4 lane road, capital dredging and maintenance dredging, creation of new backyard of 4 Ha and breakwater construction within the existing port boundary. The proposed project development may have a few impacts on the surrounding environmental components both on the terrestrial and the marine components. The proposed activities are more in the marine environment such as the construction of new jetty, the extension of existing jetties and dredging. This chapter describes the possible anticipated impacts on terrestrial and marine areas of the study area during the construction and operation phases. Both qualitative and quantitative approach has been undertaken to measure the impacts due to the proposed developments and necessary mitigation measures have been suggested according to MoEF&CC guidelines.
5.2 Environmental Impacts The environmental impacts that could arise due to the project can be either positive or negative. The anticipated impacts due to the proposed development are identified based on the effects of the impact activities on the social and environment attributes.
5.2.1 Identification of Impact Activities The various activities involved in the project are:
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Construction Phase. Operation Phase. Activities involved under each phase
5.2.1.1 Construction Phase The construction and development activities that would take place in the construction phase of the project are as follows: Capital dredging Construction of a new coastal cargo berth Extension of existing coastal cargo jetty to the size of 100x13.5m. Extension of finger jetty towards Deep Water Berth (DWB) for coastal shipping Extension of finger jetty towards Coastal cargo jetty for marine police boat berthing.
5.2.1.2 Operation Phase The activities that are expected during the operation phase of the proposed project are as follows: Maintenance Dredging Loading and unloading of coal, LPG, limestone, gypsum & other Cargo. Movement of ships that carries the import/export cargoes.
5.2.2 Identification of Impact Attributes The environmental parameters that could be affected by the proposed project either directly or indirectly are classified as follows:
Ecological Parameters- Floral communities, Faunal Communities, Terrestrial ecosystem and marine ecosystem Physico-chemical parameters- Surface water quality, Air quality and meteorology, Land use Socio-economic environment- Aesthetic conditions, public services, health & safety, socio-economic activities, Employment.
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The proposed development consists of all the construction works as mentioned in the construction phase. Apart from the above mentioned, the pile structured bridge will be constructed in 3 places parallel to the existing bridges during the widening of the existing road structure from a 2 lane road to a 4 lane road.
The coastal cargo berth will be constructed using raft foundation and the coast guard jetty is extended using pile foundation and RCC concrete works. The construction will involve raw materials such as cement, sand, aggregate etc which are not hazardous to nature. The other requirements of the construction will be the construction equipment, vehicles for transportation, labours (skilled and unskilled), temporary storage of materials etc. The environmental impacts that are expected from the proposed project are the ship movements, solid waste generation, air and noise emissions due to the handling of materials for construction and movement of vehicles that carry the present and future import/export cargo.
5.2.3 Impacts on Marine Environment
5.2.3.1 During Construction Phase The storage godown construction along with the backup area and the widening of road will take place in the landward environment. The runoff from the site containing construction debris and excavated earthen materials will cause adverse impacts on the marine environment. These runoff sediments will increase the suspended sediment concentration and in turn increase the turbidity of the marine waters. There is no overburden or mine wastes that will be generated during the construction and operation phases of the proposed project. The loading and the unloading of cargoes will be handled using mechanical arrangements and so there will not be any spillage of cargoes.
5.2.3.2 During Operation Phase The wastewater and discharge from ships could alter the marine water quality. Since the number of ships that would visit the port after the proposed development takes place will increase, the discharge waters that will enter the marine waters may also increase
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5.2.4 Impact on Marine Ecology
5.2.4.1 During Construction Phase The construction activity in marine environment will result in increase in turbidity of water. This will be further enhanced by dredging activities like capital dredging and maintenance dredging. The increase in suspended sediment concentration and turbidity will impact the primary production of phytoplankton by hindrance of light penetration. This will affect the population of zooplankton species. The suspended sediments will be in water column for a short time and will get settled over time. Hence the impacts on ecosystem will be temporary and will regain its baseline conditions once the construction activity and the dredging activity are completed.
5.2.4.2 During Operation Phase Operational phase of the proposed jetties and other civil structures such as godown construction, widened road and other civil structures when they are functional entail certain impact on the marine environment which are visualized here. The project area is already a hub of maritime activity as a wide array of cargo to the tune of 10.17 MTPA is presently handled by Porbandar port. With additional facilities, the quantum of cargo to be handled will increase to the level of 12 MTPA. Presently, the operational impact of the proposed ten activities is considered exclusively on the marine environment. During operational phase most of the impact will arise due to vessel movement on the marine and terrestrial side and handling of solid cargo in the jetties. There will be an increased vessel movement in the post-development period which will entail increased discharge of oily waste, vessel-borne sewage, garbage and other resides of the visiting ships. Spillage of oily liquids such as lubricants may create low level of water quality contamination within the port environment which are, however will be localized and confined within 1 km radius of the port. Likewise, run-off from terrestrial side due to raw material storage and other port a related activity is possible. The benthic biota within this 1 km radius will be affected by this oil spillage and other liquid and solid discharges.
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Impact arising out of ship movement in the near coastal open waters will generate propeller noise that would chase away fish and other marine mammals. However, marine based noise pollution will be of short duration. Since the proposed project area already witnesses heavy marine traffic, there seems to be no discernible impact due to this noise source. In short, the overall effect of ship traffic on the marine environment would be similar to the existing tanker traffic with an increased frequency. In addition, additional marine traffic will be incremental to the existing vessel movement due to the enhanced port capacity. Impact of the marine traffic on fishery resources will be a possibility on fisheries and fish habitat and species of special conservation significance. Construction of breakwater within the port limit is likely to cause impact on the littoral drift. The proposed breakwater is designed with perforated bottoms at regular intervals to facilitate the movement of currents. Hence, the change in the hydrodynamics in the vicinity of the proposed breakwater is only on the surface. The maintenance dredging will be carried out during the operation phase in order to maintain the required depth. The maintenance dredging will cause turbidity in water but will be of short term and will not have much impact on the ecological environment. The maintenance dredging will be carried out during the operation phase in order to maintain the required depth. The maintenance dredging will cause turbidity in water but will be of short term and will not have much impact on the ecological environment.
5.2.5 Impact on Fisheries Though the fish landing centre is in very close proximity to the project site, the proposed development will not cause much effects on the fisheries. Fishes tend to move to other places in case of turbidity but they will return to the same location once the turbidity reduces after the completion of construction and dredging activities. The port activities will not affect the fisheries since the fish landing centre has been in operation for a long time and the existing cargo handling has not affected the fisheries activity.
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5.2.6 Impact on Mangroves The mangrove patches are found near the existing road network within the existing port boundary as well as in the study area. The following activities will have impact on the mangroves: Widening of the feeder road to the port from 2 lane to 4 lane is estimated to reclaim 2.54 ha of mangroves presently. Besides this direct reclamation of mangroves, disturbance to minor creek systems in the periphery of the road will further lead to mangrove degradation. This could be avoided by restoring the disturbed minor creeks to enable previous tidal flushing conditions. In addition, additional minor creeks could be developed to enhance the tidal flushing rates which will convert the present mangrove formation further luxuriant and dense.
Figure 5-1 Proposed road layout superimposed on Satellite Imagery
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Widening of road from 2 lane to 4 lane would require clearing of mangrove patches which in turn will result in landuse change in and around the mangrove vegetation. It is estimated that 2.54 Hectare of mangrove is to be cleared permanently in this context. Figure 5-1 shows the proposed road layout super-imposed on satellite imagery and Figure 5-2 shows the loss in mangrove vegetation due to road widening.
Figure 5-2 Map showing loss of Mangrove Vegetation
Deposition of dust particles from the port activities of construction and operation will deposit on the mangrove leaves affecting the vegetation health.
5.2.7 Impacts on Dredging The dredging activities involved in the proposed project will be capital dredging and maintenance dredging. The dredging activities are of short term duration and will not have
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much effect on the surrounding environment. Long term dredging activities will have significant impacts on the marine environment. However, the dredging proposed in the present project development will be minimum and the effects are reversible.
The dredging activities will increase the turbidity in water which in turn will affect the marine ecological species. All marine life can survive a range of environmental conditions but extremes may be fatal. The marine organisms are mobile and they tend to move to safer areas in case of high risk environment. They will return back to the same marine environment once the effects of dredging are settled. The suspended sediments that arise due to the dredging activities get settled with time and the environment will be back to baseline environmental condition.
The maintenance dredging will be carried out using grab dredger. This method of dredging is relatively simple and it involves the collection of sediments in a crane-mounted bucket, the jaws of which are opened and closed to trap the sediments. Depending on the material to be dredged, different grab bucket designs can be employed. The dredging using this dredger will cause impact on the surrounding marine sediments causing instability. The dredging will remove the contaminated sediments and improves the water quality and restore the health of the aquatic ecosystems.
The noise levels will increase due to dredging operations. However, the dredging will take place only during the daytime and will be maintained well below the standard noise levels. So, the impacts due to noise will be less.
5.2.8 Impacts on Shoreline According to the shoreline status published by National Center of Sustainable Coastal Management (NCSCM), the coast where dredging occurs is a stable coast. Dredge spoil from the capital dredging is used for reclamation whereas the dredge spoil from maintenance dredging is disposed into the deep sea. Since the quantity of dredge spoil which is disposed is very less, there will not be significant change in the hydrodynamics of the region. Hence the impact on the shoreline is nil.
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5.2.9 Impacts of Rock Dredging The Porbandar coast is mixed of both sandy and rocky shore. Based on the borehole data obtained through primary survey investigation submitted by GMB, the seabed of the Porbandar coast consists of hard rock. The dredging will be carried out using cutter suction dredger in order to minimize the impacts on the surrounding environment. The proper rock dredging mechanism will result in less noise since high noise disturbances would affect the marine ecosystem as well as health of labours working in the port premises. The cutter suction dredger will reduce the impact of settling sediments on the benthic communities. Blasting techniques such as drilling of rocks and packing with explosives will be avoided so that it will not result in detrimental damage to the marine organisms and environment. The dredging operations would be carried out during daytime and not during night time. The dredging operations will involve light and noise that will attract the marine organisms. So, the dredger will be pivoted slowly that will not cause negative impacts on the surrounding environment
5.2.10 Action Plan on Disposal of dredged Spoil From the borehole investigation data, it is found that the major portion of the dredged soil will be rock. It is proposed that the dredged soil will be disposed off into the sea at suitable locations in a proper manner so that it will not alter the marine environment. Also, the properties of the disposed soil will be similar to the receiving environment in which the marine organisms can easily adapt to.
5.3 Mitigation Measures 5.3.1 Marine Quality
5.3.1.1 During Construction Phase Mitigation measures during construction phase will be required for the following activities. Dredging and other activities that will take place in intertidal and subtidal habitats. Habitat fragmentation due to terminal construction. Other solid and liquid discharges
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Major impact visualized during construction phase is related to capital dredging. Effects of construction on the marine environment is to be evaluated by analyzing in particular the suspended solid loads in the water column, fate and stability of the dredge spoils and general effects of construction on the marine ecology. Comparison with the created baseline data will indicate the changes in water quality as a result of dredging. Activities that are generally perceived as environmentally unfriendly during construction phase could be planned during lean fishing season. During dredging operation all possible precaution to control and reduce dispersal of suspended load will be employed including scheduling the dredging operation during a tidal condition so as to cause least increase in suspended load and siltation. Efforts to trap run-off slurry and sediment plume from the dredging area by means of silt traps will be ensured and the trapped sediments will be responsibly disposed in pre-designated sites. Similarly, a safety exclusion zone will be required around the dredging vessel whose size will depend on the final dredging plan and will range from 150 m to 500 m in accordance with the international standards and best practices. During construction, the project envisages to carry out all the land based activity within the port boundary including the development of 4 ha backyard. Majority of this earthwork will be in the terrestrial side beyond the highest reaches of the spring tide. In the intertidal and subtidal belt, the area occupied by the project will be around 2 ha only which will be negligible compared with the vast foreshore and intertidal extent of Porbandar. Hence, impact in terms of habitat fragmentation will be very negligible and unlikely to cause any major changes in the community structure and habitat at the intertidal and subtidal realm. Impacts arising out of domestic wastewater, construction sewage and other anthropogenic waste that are likely to reach marine waters will be reduced through provision of adequate sanitary facilities to the workforce engaged in construction and proper disposal of construction waste. Similarly, temporary residence of construction workers should be located far from high tide line. The workers residing within the construction site should be provided with adequate drinking and domestic water supply. For the disposal of solid and liquid wastes, guidelines of CPCB will be followed. For the construction workers, sanitary
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facilities will be established in adequate numbers at appropriate sites in the construction area. Sanitary wastes will be collected and disposed of off-site on a regular basis. All this processes will be done as per the promulgated laws of MoEF which indicates guideline for provision of facilities to the engaged workforce. Waste oil, garbage and building material rubble will be managed in such a way that they do not reach marine side. They will be responsibly collected and disposed off as per the norms of Pollution Control Board. Most of the construction phase activities will involve fabrication of concrete structures and slabs, their assembly and erection. These processes will release only negligible quantity of water. However, provision of adequate drainage will solve the problem of stagnation and subsequent contamination of coastal waters. An assortment of materials is to be stored during construction phase. Proper arrangement to cover these materials to prevent contamination is to be ensured. During windy and dry seasons, fugitive dust arising from these stored materials could be prevented by sprinkling water. During wet seasons the same should be physically covered by tarpaulins in order to prevent run-off. Site cleanliness and removal of any oil, grease and other spillages to designated pits are to be implemented without fail. This will prevent contamination of waterways and ground water. Areas of material fabrication during construction will be adequately spaced from intertidal belt that its impacts are not felt at the marine side. If pipelines are to be laid at the intertidal belt, it will be ensured that these pipelines are either buried at sufficient depth or they are above ground level supported by pillars to cause least impact on the marine life at intertidal and subtidal levels. Since Gujarat in general is vulnerable to earthquake, all civil engineering structures should be made with adequate resilience to withstand such unforeseen event. All adverse impacts associated with construction phase could be much reduced by completing the construction activity within the scheduled time period and if possible, earlier than that. It is equally important that construction related activities are confined within the
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smallest area possible both on the marine and terrestrial side which will very much reduce the construction related impacts. All the civil engineering structures such as pilings, pillars and slabs that are exposed to marine waters could be used as articifical reefs to promote marine faunal diversity. Hence, the water-borne hard substrates like cement blocks, pilings and other civil structures could be designed in such a way that they themselves act as artificial reefs to enhance faunal biodiversity. This could be achieved by rendering all water exposed rough surfaces with more holes, pits, depressions and crevices which provide habitat for marine faunal groups thereby enhance faunal biodiversity. This could be done without any additional cost since it requires inclusion of minor modification on the water exposed structures in the port development activities. The site will be cleared of the construction debris and runoff of fine sediments will be avoided so as to reduce the impacts of turbidity in the marine environment. The discharge from the ships will be prohibited in order to avoid marine pollution. The plume of sediments which arise due to construction of jetties and pile drillings are localized and will upon completion of activities. Silt screens/booms shall be deployed during the activities like construction of jetties and pile drilling to arrest the diffusion of sediments. The dredging will be carried out properly so that very less sediment that will be accidentally spilled during capital and maintenance dredging operations will settle down soon without causing much alteration in the marine environment. The sewage arising from the construction activities will be treated in Septic Tanks/soak pits inside the port premises. The site will be cleared of the construction debris and runoff of fine sediments will be avoided so as to reduce the impacts of turbidity in the marine environment. The discharge from the ships will be prohibited in order to avoid marine pollution. The plume of sediments which arise due to construction of jetties and pile drillings are localized and will upon completion of activities. Silt screens/booms shall be deployed during the activities like construction of jetties and pile drilling to arrest the diffusion of sediments. The dredging will be carried out properly so that very less sediment that will be accidentally spilled during
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capital and maintenance dredging operations will settle down soon without causing much alteration in the marine environment. The sewage arising from the construction activities will be treated in Septic Tanks/soak pits inside the port premises.
5.3.1.2 During Operation Phase The ships that enter the port should comply with the MARPOL standards. The bilge water and oil wastes disposal from the ships will be prohibited. The sewage water from the ships will be treated and discharged as per MARPOL standards so as to avoid the risk of contaminants in water. The domestic wastewater from the port operations will be taken to the Septic Tanks/soak pits for treatment.
5.3.2 Mangroves The mangroves will be affected during the construction phase since the widening of the road network requires clearing of the mangroves. The mangroves will be replanted in a suitable place of equal quantity and the balance of coastal ecosystem will be maintained.
5.3.3 Shoreline Since the proposed breakwater falls in low erosion zone as indicated in the map published by National Centre for Sustainable Coastal Management, there will not be much impact on the shoreline dynamics since the hydrodynamics of the sea has minimal impact on the shoreline. The status of shoreline as indicated by NCSCM is shown in Figure 5-3.
5.3.4 Mitigation Measures for Marine Ecology
5.3.4.1 During Construction Phase The proposed project involves construction activities and dredging which has impacts on the marine ecology. The impacts on ecology largely depend on the duration of impact activities rather than the extent of the spread. Upon dredging, suspended sediment shall be controlled by deploying silt curtain booms/silt screens. Sheet piles shall be used to prevent caving of loose sediments. The duration of the construction activities would be limited and spillage of construction debris and wastes will be kept to a minimum. The storage areas of construction
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materials will be kept far from the marine environment so as to avoid runoff. The sewage and runoff will be prevented from entering the marine environment and will be diverted to the existing Septic Tanks for treatment.
Figure 5-3 Shoreline Change Map of Porbandar
5.3.4.2 During Operation Phase The storage areas of cargo shall be cleared of fine dust from time to time so as to avoid runoff during rain. The washing down of equipments shall not take place anywhere near the marine environment. The screens will be provided around the area of capital dredging so as to avoid the dispersion of sediments to the nearby marine waters.
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5.3.5 Mitigation Measures for Rock Dredging The rock dredging will be carried out using cutter section dredger. This method will have fewer impacts on the marine environment as well as marine ecosystem. The impacts that would be created will be localised and limited. The significance of the impacts would be slight, short term and of low significance. The marine environment and benthic community will recover time.
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6. Analysis of Alternatives 6.1 Location Alternative Since being an expansion project, the development has to be done within the port premises. Due to increase in the cargo handling capacity, there an increase in the traffic flows. Therefore there is a need to expand the existing road line between Subash Nagar intersection and Bhoikara intersection. Proposal of new road is not possible since it will have a greater impact on the environment. Therefore the existing two-lane road is expanded to four-lane, which will possess a lesser impact on the environment. Construction of berths is proposed in the existing breakwater itself. And the storage yard which has to support the increased cargo must be placed within the port premises only for effective cargo handling. Therefore alternative location analysis for the development port inftastructure utilities are not done 6.2 Technological Alternative There are a variety of dredgers available and the selection of dredging equipment depends on the size of project, physical environment, nature and quantity of material to be dredged, method of disposal, distance of disposal ground/reclamation area, availability of equipment. The borehole investigation has revealed that the seabed is made of rock. So, a cutter suction dredger equipped with high power will be engaged. The cutter suction will be more advantageous since it removes all the loosened environment and it will result in fewer impacts on the surrounding environment. The construction of berth and the extension of jetties will be done by using pile foundation. Since this type of foundation is economical and causes less damage to the environment, this type of construction is mostly preferred. Since the proposal is for expansion of the existing port, no other site could serve the purpose.
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7. ENVIRONMENTAL MONITORING PLAN The purpose of Environmental Monitoring Plan is the systematic sampling marine water and sediment to observe and study the environment based on the effectiveness of the mitigation measures applied. Environment Monitoring Plan takes into account the mitigation measures that are highlighted in the Chapter 5 of Environmental Assessment Report and to report to the regulatory authorities. This plan also helps in managing environmental as well as health and safety issues associated with the project. The adverse impacts or the potential risks arising from the implementation of the proposed project development can be prevented with a sound environmental monitoring plan that would support the Environmental Management Plan.
The baseline environmental conditions are studied to find out the existing scenario and the Environmental monitoring plan is developed in order to maintain the same environmental conditions or to maintain the environment with less damage or prevent from further damage that will be caused because of the proposed project. The primary objectives of EMP are as follows: To provide a database from which the environmental impacts of the project can be assessed To define monitoring mechanisms and identify monitoring parameters. Acceptable environmental standards. To monitor the performance of the project and implement the mitigation measures Monitor the implementation program To report to the designated authorities/statutory bodies in terms of the compliance with regulatory requirements. The EMP is developed for two phases: Construction Phase Operation Phase EMP is suggested to monitor the environmental parameters during the above mentioned phases of the proposed project.
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To provide caution in case if any environmental control measures fail to achieve.
7.1 Environmental Monitoring Plan during Construction Phase Construction works associated with this project are construction of coastal cargo berth, extension of coast guard jetty, extension of finger jetty on both the sides, capital dredging and maintenance dredging. The impacts due to construction were discussed already in Chapter 5 and their respective mitigation measures are provided. EMP is to monitor whether the mitigation measures are effectively applied during the construction phase in order to avoid the possible impacts.
7.2 Environmental Monitoring Plan during Operation Phase The proposed expansion of port facilities is to handle the various cargo as mentioned in Chapter 2. The EMP for Marine environment during operation phase has been developed based on the mitigation measures. During operation phase, regular inspections will be carried out and the environmental parameters as mentioned. The frequency of monitoring will be defined based on the operation of the proposed berth and jetties.
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The Environmental Management plan for Marine Environment during construction phase is given in Table 7-1. Table 7-1 Marine EMP – Construction Phase Frequency of Potential Risks Proposed Mitigation Indicators or Parameters to Applicable Regulatory Institutional Implementation Project Activity Measurement/ Any other and Impacts Measures be monitored/ measured Requirement Responsibility Schedule Monitoring Marine Environment
Drilling of piles Increase of pH, TSS, Turbidity, Salinity, NABL accredited Lab for construction turbidity, TSS Sheet Piling around the and heavy metals viz., Cu, Zn, Entire Construction shall be engaged for Once in a month Main Contractor of Jetties and and heavy metal drilling locations Hg, Fe, As, Se, Pb, Cd, Mn, Period Monitoring Sea water Berths concentration Ni, Cr, Ba quality Environmental (Protection) Rules 1986 TSS and TSS, Turbidity and heavy NABL accredited Lab Pre Dredging, Capital Capital Dredging Turbidity of Silt Curtain and Boom shall metals viz., heavy metals viz., At the time of shall be engaged for Dredging Period and GMB of 6,21,550 m3 Marine Water be deployed Cu, Zn, Hg, Fe, As, Se, Pb, Dredging Schedule Monitoring Sea water Post dredging Quality Cd, Mn, Ni, Cr, Ba quality
Visual Inspection of Stock Spill absorbing material shall Oil Spill from contains Oil Spill absorbing be made available at project Construction Oil spill in to material and Oil Spill Tray site Hazardous and Other Entire Construction Log Book maintained Equipment shoreline and provided at Site shall be done Daily Main Contractor Oil spill collection tray shall Wastes Rules 2015, Period for Oil Spill if any during seawater by Supervisor appointed by be provided at potential oil Construction Sub-Contractor/ Main leak source if any Contractor Marine Ecological Environment Migration of NABL accredited Lab Capital Dredging marine species Silt Curtains and Boom Environmental (Protection) Construction shall be engaged for Collection of benthic samples Monthly GMB of 6,21,550 m3 and loss of Dispersion Equipment Rules 1986 Operation Period Monitoring Sea water Benthic species quality
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The Environmental Management plan for Marine Environment during operation phase is given in Table 7-2. Table 7-2 Marine EMP – Operation Phase Frequency of Potential Risks Proposed Mitigation Indicators or Parameters to Applicable Regulatory Institutional Implementation Project Activity Measurement/ Any other and Impacts Measures be monitored/ measured Requirement Responsibility Schedule Monitoring Marine Environment Marine Ecological Monitoring Affects the Cargo Handling primary TSS, Turbidity, at Berth – Dust Closed Conveyor and Environmental (Protection) productivity Phytoplankton, Zooplankton, Quarterly GMB Operation Period Log Book Deposition of Hopper at Feeding point Rules 1986 (Plantain and Benthos Seawater Surface Algae) Marine Water Environment Cargo Handling at Berth – Dust Affect the water Closed Conveyor and Heavy Metals, BOD, COD, Environmental (Protection) Quarterly GMB Operation Period Log Book Deposition of quality Hopper at Feeding point pH, Oil and Grease Rules 1986 Seawater Surface
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8. ADDITIONAL STUDIES Apart from the sections discussed in EIA report, few additional studies have been conducted and they are discussed in this section. The additional studies include Public Consultation, Risk Assessment, Disaster Management Plan and CRZ study that have been undertaken as a part of the proposed project.
8.1 Public Consultation As per the ToR condition(xxvi) issued by the MoEF&CC vide letter F. No. 10-412017-IA- III, public consultation will be conducted and issues raised and commitments made by the project proponent on the same will be included in EIA/EMP report.
8.2 CRZ Mapping In order to comply with the additional condition (v) of the issued Terms of Reference, CRZ mapping has been undertaken through National Centre for Sustainable Coastal Management (NCSCM), an authorized agency by MoEF&CC for CRZ mapping as per CRZ notification 2011. The CRZ map is prepared in 1:4000 scale & 1:25000 scale which consist of HTL/LTL lines and ecologically sensitive areas superimposed on them.
8.3 Quantitative Risk Assessment for Dry Cargo Handling and Storage The Proposed berth will be handling cargo such as coal, bauxite, gypsum, limestone. All the dry bulk cargo handled possesses high potential risk during handling and storage. Coal also possesses the risk of fire when handling it.
8.4 Natural Disasters
8.4.1 Seismicity of the Study Area Seismicity is the measure which defines the earthquake occurrences, mechanisms and its magnitude at a given geographical location. The Building Materials and Technology Promotion Council BMTPC has prepared the vulnerability atlas of India and published in 2006. According to the atlas, Porbandar falls under Zone III category of earthquake hazard zone map as shown in Figure 8-1 which means the district is under moderate damage risk zone of earthquake. The
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Institute of Seismological Research situated in Gujarat has installed a strong motion accelograph (SMA) in Porbandar to study the seismic activity in and around Porbandar and it has found that Porbandar is very less prone to earthquake. Table 8-1 indicates the occurrences of earthquakes in Porbandar region.
Figure 8-1 Map showing the Seismic Zones of Gujarat
Project Site
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Table 8-1 Region-wise Earthquake of Magnitude M 0.9-3.65 Saurashtra Region (2014) Region <2.0 2.0 – 2.9 Total Lalpur 4 5 11 Porbandar 0 0 0 Talala 10 2 14 Bhavnagar 49 12 61 Surendarnagar 81 22 103 From the above given table it is evident that Porbandar is less likely to experience earthquake.
8.4.2 Cyclone Cyclone is a large scale air mass rotating around a strong low pressure zone. The direction of rotation is counter clock-wise in the Northern Hemisphere and vice-versa in the Southern Hemisphere. According to the vulnerability atlas released by BMTPC, Porbandar, being a coastal district, falls under very high damage risk zone as shown in Figure 8-2. Previously in the year 1998, Porbandar was seriously affected by a very severe cyclonic storm. The intensity of storm was very high with a velocity of 102 Kmph.
5 Annual Report, Institute of Seismological Centre, Gujarat.
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Figure 8-2 Wind and Cyclone Hazard Map of Gujarat
Project Site
8.4.3 Tsunami Being a coastal district, Porbandar is likely to be affected by tsunami. The makran subduction zone in Pakistan forming the boundary between Arabian plate and Eurasian plate and the Great Sumatran fault of Indonesia are likely to cause tsunami off the coast of Porbandar. Indian National Centre for Ocean Information Services (INCOIS) studied a model that created a scenario of earthquake event during 12th of October 2011. From the study, it was inferred that Porbandar could receive a tsunami alert due to the rupture of the Great Sumatran fault if the magnitude of earthquake was 9.2 on the mercalli scale. The tsunami threat map is shown in Figure 8-3.
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Figure 8-3 Tsunami Threat Map of modeled scenario (Source: INCOIS)
Project Site
8.4.4 Flood Flood is defined as overflow of water that submerges the dry land. According to the flood hazard map issued by BMTPC, Porbandar is less likely to be exposed to floods due to heavy downpour as shown in Figure 8-4. But it is also observed that a 3.5m high water surge may occur due to tidal fluctuation at an event of local storm. During the year 2014, coastal villages of Porbandar district was hit by a flood on 4th August. Therefore, the chances of flooding in Porbandar region due to storm surge and rain is high.
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Figure 8-4 Flood Hazard Map of Gujarat
Project Site
8.5 Manmade Disasters The most commonly occurring disaster in a port is fire. Fire could break-out due to various reasons. It could be triggered due to tripping of electric circuit, poor management and storage of materials. According to the American standards, fire is categorized based on the fuel burnt as,
Class A - ordinary combustibles such as wood, paper. Class B – Flammable liquid and gases. Class C – Live electrical equipment. Class D – Combustible metals. Class K – Cooking media. Based on the various nature of fire, firefighting personnel should be appointed and trained in regular course by conducting regular mock drills.
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Fire is one of the factors leading to the causing of chemical disaster. Other factors include,
Technical errors (Design defects, fatigue, metal failure etc.) Human errors (Neglecting safety norms, deviating from standard procedures) Lack of information (Absence /failure of emergency warning) Organizational error (Poor Communication). 8.6 Management Plan for Firefighting at Ports Fire precautions should be provided and it should consist of fire protection, fire alarms, firefighting equipments, means of escape in case of fire. Control of flammable substances and materials, sources of ignition including smoking. Advice and training must be obtained from fire authorities and insurance companies. The structures to be constructed at Ports must be made of non-combustible materials. The warehouses that are likely to contain the sources of ignition must be controlled. Automatic fire alarm systems must be set up throughout the port areas. Emergency plan must be set out as the alarm is raised and also emergency services must be alerted. Proper escape routes, fire assembly points must be provided throughout the premises and it should be clearly signed. When evacuation is necessary, all workers should leave the area and assemble at the nearest fire assembly port. Fire alarms and firefighting equipments must be maintained and tested at regular intervals. Selection of appropriate firefighting agent is very important based on the type of fire likely to occur and the nature of the materials that are likely to be involved.
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Fire extinguishers should be used by persons with proper training and experience in its use. During the event of fire the local fire authority must be consulted to coordinate with the action plan adopted throughout the port area. Regular inspection of premises and operations must be carried out. Clear emergency procedures must be developed in order to prepare and plan at the time of accidents. Bulk liquids and gases handled at the ports should follow standard procedures to ensure its safety and containment. Records of the dangerous goods present in the port area must be maintained properly. Fire drills should be carried out regularly. 8.7 Mock Drills Mock drills on the overall emergency response plan may be carried out once in 6 months to ensure continued familiarity of the Key personnel with the emergency procedure and to check if the hardware infrastructure provide for emergency management is in good condition.
8.8 Training The key personnel will be required to undergo a special in-plant training programme to understand clearly their role in On-site emergency management and to develop the skills required for the purpose.
Employees must be trained to possess basic firefighting knowledge in operating portable fire extinguisher and using the right type of fire extinguisher. Also, the emergency response team members will be required to undergo annual training including courses on following areas such as,
Use of specialized protection equipment including practical drills. Emergency communication. Firefighting using equipment like fire hydrant, portable pumps, monitors etc.
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Any other specialized training commensurate with the defined role.
The existing and practiced disaster management plan is as follows:
8.9 Emergency Response Team An Emergency response team is essential for emergency preparedness and rescue operations at the event of any disaster. The existing emergency response team for Porbandar port is as follows
Chief - Coordinator
Site Communica Fire & Transport Material Coordinator tion & Welfare Safety Security, First (Engg.) / Site Media Coordinator Coordinator Aid / Hospital Coordinator Incharge Coordinator
Safety Officer Junior Officer P&A Executive Admin Junior Sr.Engg Assistant Executive Asst. Security Fire & Officer/ Electrician Safety Supervisor Officer
Duties of the above mentioned emergency response team members are defined in the Disaster Management Plan developed by Porbandar port is attached as Annexure-8 of terrestrial EIA report.
8.10 Rescue Team A rescue squad is an emergency service organization that uses specialized equipment and knowledge to rescue people. There are two typical applications,
Squads that rescue trapped people. Squads that rescue people who are having medical emergencies. The existing rescue team of the Porbandar consists of, 4 Nos. of Sea Man
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1 Tradesman 1 Driver 1 Fireman. The above said rescue team shall not be allotted works other than rescue operations at the event of any disaster. Table 8-2 shows the available equipments that are used for rescue operations.
Table 8-2 List of Inventories to carry out Rescue Operations
S.No Description Quantity 1. First Aid Kit 4 Nos. 2. Emergency Light 2 Nos. 3. Helmet 6 Nos. 4. Hand Glove 13 Pairs 5. Hand Torch 2 Nos. 6. Emergency standby Signal & Siren 4 Nos. 7. Pickup Truck 1 Nos. 8. Crane S-1610 (16 Ton Capacity) 1 Nos. 9. Genset (Diesel) 2 Nos. 10. Water Tanker – 10 Ton 1 Nos. 11. Drill Machine – 3 H.P. 1 Nos. 12. Drill Machine Electric (Portable – 230 V) 1 Nos. 13. Hecso Machine – 3 H.P. 1 Nos. 14. Electric Grinding Machine – 0.5 H.P. 1 Nos. 15. Hand Grinder – 0.5 H.P. 1 Nos. 16. Black Smith Hand Forge Blower 1 Nos. 17. Snap on Tool Box 1 Nos. 18. Cutter Cable Hydraulic Wire 1 Nos. 19. Vacuum Pump L.G. 1 Nos. 20. Welding Transformer 1 Nos.
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S.No Description Quantity 21. Oxy. Acetylene Gas Cutting Set 1 Nos. 22. Air Compressor 1 Nos. 23. Diesel Pump Set – 5 H.P. Trolley Mounted 2 Nos.
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9. BENEFITS OF THE PROJECT Transportation sector helps in the economic and regional balance development of the country. Ports are the major hub of trade built along the coastal regions of the country. Ports contribute more to the bulk transportation of goods in the country. Seaway transportation is the cheapest form of transportation which involves bulk movement of cargo. The associated transport methods that will develop near ports are road, rail, truck, barge and ship. Due to port activity, the transport corridors around the port is greatly developed which helps in speedy movement of cargo which in turn contribute to the economic growth of the country.
9.1 Improvements in Physical Infrastructure The proposed development involves construction of three berths, extension of a jetty, construction of a cargo godown and expansion of road network. This project is proposed to increase the cargo handling capacity of the port in order to meet the increasing demand of raw materials in the nearby industrial sectors. This will increase the economic growth of the region as well as the nation through transport, communication, import/export and industrialization. The new berth construction and expansion of road network will help in increasing the import/export quantity of cargo since the port is located in the economical hotspot of the country. Even the port based industries like chemical processing plant, cement plant that are located in the vicinity of port will enhance the economic growth of the public in the region due to development in the infrastructure.
9.2 Improvements in Social Infrastructure The proposed project development is done by Gujarat Maritime Board, the social infrastructure of Porbandar region will be developed as part of Corporate Social Responsibility (CSR) to enhance the livelihood of the local people along with the economic growth.
9.3 Employment Potential The construction of berths and widening of the existing road will pave way for direct and indirect employment opportunities for the local people in both skilled and unskilled working classes for about 75 peoples. The local laborers will be required in both construction and operation phase of
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the project. The construction phase will require works like civil, mechanical and electrical works which requires skilled and unskilled labours. The other activities that could generate employment opportunities are transportation of men, material and machineries. There will be demand of drivers and other unskilled men for carrying out such activities. These demands will increase the local economy growth and boost the business community.
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10. ENVIRONMENTAL MANAGEMENT PLAN Environment Management Plan (EMP) or an Impact Management Plan (IMP) is an important section of any EIA report. Preparation of EMP is mandatory for any upcoming new or expansion or modification of existing project to formulate, implement and monitor the environmental protection during and after commissioning of the project. For the present study, EMP has been developed and discussed in the following section. The Environment Management Plan is developed in two phases- Construction phase and Operation Phase.
The Environment Management Plan is developed for the environmental components in order to avoid the impacts of the proposed project activities. The Environment Management Plan for the environmental components are addressed separately under each section namely air quality management plan, noise control and mitigation plan, storm water management plan, solid & hazardous waste management plan, greenbelt development, ecological diversity management plan and community development plan. The effectiveness of the Environment Management Plan can be assessed only based on the Post Project Monitoring Plan as addressed in Chapter 7
The main objective of the proposed project development is to increase the cargo handling capacity form 10.17 MTPA to 12 MTPA. This can be achieved by construction of a new coastal berth, extension of coast guard jetty, extension of finger jetty on both the sides, capital dredging and maintenance dredging. The impacts are addressed in both the construction and operation phases of the proposed project. The inputs for developing an Environmental Management Plan are the significant environmental inputs that were identified and the regulatory requirements that have to be complied with.
10.1 Environmental Management Plan- Construction Phase- Marine Component It is recommended that the Porbandar port can adopt the general requirements as mentioned in the construction phase of the proposed project development. All the main contractors are required to incorporate the minimum environmental management requirements in to their work method statements
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10.1.1 Marine Water Quality Management Plan – Construction Phase Porbandar Port/GMB shall appoint a supervisor to be present always at construction work near the shore and/or when working with heavy equipment. Any work must include precautionary measures against debris falling or being blown in to the water. No waste, garbage or other materials shall be dumped in the water. Construction site near water need to be kept tidy to prevent tools and debris from falling in to the water and damaging the environment. Any construction at or near the water edge – or where debris can be washed or blown in to water – requires silt screens, to be placed in the water before the work starts. Screen shall be placed around storage areas, to prevent waste blowing away and sediment run-off in to the sea. Storage areas for sand and soil, and all work areas must be at least 20m back from the high water mark. Washing down of construction equipment is not permitted within 50m of the high water mark. Deployment of Sediment Screen to minimize the sediment load in marine water as a result of capital dredging. Deployment of sediment screens shall be carried out prior to commencement of dredging. Screen shall be deployed at critical point in order to prevent or minimize the spread of sediments associated with dredging operation. Monitoring sites shall be established to provide information on the water quality variation at dredge site.
10.1.2 Management Plan for Rock Dredging The significance of impacts due to rock dredging using cutter section method is low and so the management plan is not much required for the proposed type of rock dredging. The rock dredging as well as the sediment dredging should be limited only during daytime and no dredging activities to be permitted during night time.
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The events of dredging should be monitored carefully and the solutions sought should be approved by the monitoring officer. The risk assessment should be done on the dredgers before it leaves the previous dredging location. This assessment should consider the climatic similarity of the location of the previous dredging site so as to avoid the introduction of alien species. The dredgers upon arrival should be inspected for exotic organisms. The dredgers should be cleaned before the operations begin and it should not be carried out in site since the runoff of washing will be discharged in to marine waters
10.1.3 Mangrove Management Plan – Construction Phase Mangroves are major ecological entity in the project vicinity and in the whole coastal belt of Porbandar. Porbandar district has 1 sq.km of mangroves (FSI 2017). The present study estimates mangrove extent in and around the project location as 85.2 ha. It is imperative to ensure that no significant adverse impact is caused on these mangroves. Widening of the feeder road to the port from 2 lane to 4 lane will lead to removal of about 2.54 ha of mangroves with an average mature tree density of 4550/ha. In order to mitigate this damage the following mitigation measures and management plan is suggested.
1. Creation of baseline data on the mangrove health in terms of density, height and canopy cover and regeneration potential including preparation of GIS and RS based maps on the present status, extent and composition including governing physio-chemical aspects such as creek water and mangrove soil salinity, pH, and suspended load that determine mangrove healthiness (substrate composition, changes in shoreline configuration, etc.). This mangrove baseline data creation could be a part of the baseline generation activity on the water quality and biota suggested earlier.
Preparation of GIS based maps, baseline data gathering on the architectural aspects of mangrove stand will be carried out prior to construction phase which will provide a strong benchmark for future comparison and to track changes during operation phase of the port. Periodic monitoring once in three years will be instituted during operation phase again on the stand structure and
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other physical and chemical aspects of soil and water in creek and mangrove proper. Time series data of this nature will help the project management to decide the extent and nature of intervention for sustainable mangrove conservation.
10.1.3.1 Compensatory Mangrove plantation The project proponent should take up compensatory mangrove plantation of minimum 10 ha in the same location where a major mangrove stand of around 85.2 ha is present. The plantation needs to be carried out with fourfold density of seedlings compared to the average natural mangrove density of 4550 trees/ha presently recorded. Identification of suitable plantation site within the natural stand and development of mangrove plantation needs to be executed by an agency with proven experience in mangrove restoration and conservation. The GIS & RS study of the mangrove stand shows that good potential sites for plantation are available within the stand itself. Plantation activities could be taken up in such mudflats. Since Gujarat mangrove in most of the coastal stretch has the single species dominance of Avicennia marina, species other than this could be considered for plantation. Most suitable species will be Rhizophora mucronata, Ceriops tagal and Aegiceras corniculatum. Plantation is to be done through nursery technique and direct seed dibbling and the raised bed method (Otla method) may be avoided. Raised mangrove plantation, in addition to the natural extent is expected to support mangrove associated bird species and thereby enhance the avifaunal diversity of the local environment.
10.1.4 Ecology and Bio-Diversity Management Plan- Construction Phase All the above mentioned management plan shall be implemented properly which in turn will protect the ecology and bio-diversity in the surrounding environment. Prior to the construction and dredging activities, care should be taken to avoid spillage of construction materials or sediments
10.2 Environmental Management Plan – Operation Phase- Marine Component
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10.2.1 Marine Environment Management planning for operational phase should be more absolute compared to construction phase considering the long term implications on the local environment. Similar to construction phase, large quantity of degradable and non-degradable solid and liquid waste will be generated during operation phase of the different developmental activities. These wastes are to be disposed off through proper disposal mechanisms and should not be allowed to reach the marine environment. Collection, separation, storage and planned disposal are necessary. Recycling the non-degradable solid waste should be considered. Proper waste management system should be in place to take care of these wastes. The generated liquid waste and its impact should be within the assimilative capacity of the near coastal waters. Since Porbandar port is located in the open waters of Arabian sea, it can be assumed that generated effluents will be assimilated without deteriorating the marine environment. Institution of pre project monitoring, post project monitoring and continuous tracking of the water quality should be envisaged. Mangrove conservation measures as a part of management action plan is to be undertaken following a thorough review of the results of the monitoring and surveillance program that was suggested for construction phase. This could also be a parallel activity along with project preparation. Hence, the suggested mangrove conservation initiatives are applicable even during the initial stages of the project preparation to reduce impact. It is stressed that all phases of planning, designing, constructing and operating the ten developmental facilities are to be done in an environmentally sustainable and planned manner. Different activities like baseline data creation, monitoring and effective management action are to be adhered to in order to conserve the mangroves. Improving the micro-climate of the port environment through development of garden, lawn and water bodies will add to the visual climate and break the monotony of a port. Similarly, development of greenbelt landscaping with shrub plantation will act as noise barriers reducing noise impacts within the industrial premises.
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10.2.2 Cargo Handling Mechanization of cargo conveyance to the storage area will reduce the spillage of cargo into the marine environment. Skilled labourers shall be used while transferring cargo from berth to barges. Sprinkling of water on cargo which is openly stored in the berths are necessary. Care should be taken in guiding the vessels to prevent accidents which may lead to spillage of cargo and fuel into the marine environment.
10.2.3 Oil Spill Contingency Plan Oil spill poses threat to the marine environment. The effects of the oil spill depend on various factors such as the type and quantity of oil spilled and how it interacts with the marine environment. Also, the ambient weather conditions will also influence the oil behavior and dispersion. Oil spill affects the biological and ecological characteristics of the seawater. The ecological impacts also depend on the sensitivity of the organisms towards the oil spill. The oil spill will have severe short term effects. The marine oil spill will adversely affect harbors, fisheries, beaches, wildlife, tourism, human health and industrial plants. The major sources of oil spill are marine tankers, oil installations and SPM etc.
Since the oil spill on marine environment will cause detrimental effects on both marine as well as coastal environment, it is of high importance to respond to the spill and start clean-up process. The response plans can be either At-sea response plan or Shoreline clean-up and response plan.
10.2.3.1 At-Sea Response The response plan at sea can be divided into three types: Oil spill containment and recovery, in- situ burning and dispersant application. The selection of the appropriate strategy will depend on many factors such as response resources available, national and local regulations of oil spill response, spill scenario and the physical and ecological characteristics of the area impacted by the spill.
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10.2.3.2 Oil spill containment and recovery The oil spill containment and recovery can be done using the following equipments: Boom- for containing the oil Skimmer- for pumping the contained oil Floating storage for collection of spilled oil Disposal facility at shore Tugs for laying the booms etc. The summary of Oil Spill Contingency Plan prepared by National Institute of Oceanography (NIO) is attached as Annexure-4.
10.2.3.3 Oil spill Dispersant The dispersants are the chemical agents that include surface active agents which are partly water and oil soluble. These breakdowns the oil into small molecules which will get suspended and disseminated in the water mass. The dispersed oil degrades more rapidly in to the water environment and will pose lesser threat to the environment than oil. Though use of dispersant is advantageous, the toxicity of the dispersant will pollute the ecosystem. The types of dispersant that could be used for the oil spill are: Type-I Conventional Hydrocarbon base: These are normally in undiluted form and are usually applied at the rate of one part of dispersant to 2-3 parts of oil. Type-II Water Dilute-able Concentrate: These are diluted with seawater in the ratio of 1:10 before using and is applied at the rate of one part of dispersant to 2-3 parts of oil. Type- III Concentrate: These are alcohol/glycol solvent based dispersant containing higher concentration of surface active agents. These are used in undiluted form and generally used from aircrafts and ships with spray gear.
10.2.3.4 Shoreline Clean-up and Response The majority of the oil spill happens near to the shore and causes contamination along the shoreline. This will cause significant impact on the environmental and economic impacts. When
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oil reaches the shore, necessary measures have to be taken to clean the affected areas. The contingency plans have to be adopted for the shore clean-up process. Contingency plan is prepared to identify roles and responsibilities, priorities for protection, effective response strategies and operational procedures. A well exercised contingency plan contains trained and practised personnel and increases the preparedness of the organisations and individuals to involve in response. Once spill has occurred, continuous planning to guide operations and monitor the effectiveness is an important process. Aerial surveillance is a part of planning during a response so as to easily understand the scale and nature of oil spill. Aerial surveillance can also be used during the execution of response plan to guide, monitor and evaluate the effectiveness of operations.
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11. SUMMARY GMB is a statutory organization of Government of Gujarat (GoG), under the Gujarat Maritime Act 1981. This organisation has been established to facilitate port development, privatizations, manage, control and administer the intermediate and minor ports in Gujarat. Porbandar port is an all-weather, direct berthing port functioning under the direct control of GMB. It is situated in the Porbandar Village, Porbandar Tehsil, Porbandar District between Veraval and Okha on the Saurashtra coast of Gujarat. The port is in operation from 1963.
To enhance the cargo handling capacity of the port and to meet the increasing cargo demand, the port has proposed a few developments as a part of expansion activity. The proposed developments include construction of coastal cargo berth, extension of coast guard jetty, extension of finger jetty on both the sides, construction of breakwater with jetty, capital dredging and maintenance dredging.
The primary baseline environmental conditions have been monitored in the study area of 10 km radius from the boundary of the proposed project site. The environmental conditions were analysed by collecting the sample data for air & meteorology, noise, water, soil, terrestrial ecology, flora & fauna, marine physiology, marine biology and socio-economic environment. One season terrestrial baseline monitoring and one season marine monitoring has been carried out in the Study area according to the ToR condition.
Based on the existing environmental conditions, the impacts of the proposed project development on the environmental components on marine components have been analysed. The summary of the possible anticipated impacts on terrestrial and marine areas of the study area during the construction and operation phases have been described in Table 11-1. Both qualitative and quantitative approach were undertaken to measure the impacts due to the proposed developments and necessary mitigation measures have been suggested.
Since all the developments were proposed within the port boundary limits, the analysis of alternative for site, process & technology cannot be suggested. The environmental monitoring
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plan is developed to monitor the quality and to avoid pollution on the environmental components during the construction as well as operation phases. Based on the anticipated impacts, the Environment Management Plan has been developed. The environment management plan has been developed for the construction as well as operation phases to minimise the impacts on the environmental components.
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Table 11-1 Summary of Marine Impacts and Mitigation Activity Nature of Aspect Impact EMP (Construction Phse) Impact Since the effect is Dredging increases turbidity of the localized and Marine Water water column by releasing the temporary, the Short Term Quality suspended sediment and altering the environment will revert physical property of the water. to its original state after settling of sediments. Since the effect is Dredging causes a localized and localized and Capital Dredging temporary disruption in the water temporary, the Marine Ecology Short Term environment which may affect the environment will revert surrounding species. to its original state after settling of sediments. The condition will The noise from the dredger increases return back to its Noise Quality stress in the noise environment which Short Term original state once the may cause relocation of fish shoals. dredging operation is over. Dumping of dredge spoil on the land Re-Plantation is Reclamation Ecology for reclamation will affect the flora Long Term advised. and fauna of the land surface. The water quality will Construction activities for berths are Construction of be restored to its Water Quality likely to affect the water quality due to Short Term Berths. original state once when increased turbidity. the activity is over.
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Activity Nature of Aspect Impact EMP (Construction Phse) Impact Condition will be Noise from the machinery is likely to restored on completion Ecology disrupt the marine organisms and Short Term of construction cause relocation of species. activities since it is local and temporary. Since the effect is localized and temporary, the Dredging increases turbidity of the environment will revert Marine Water water column and altering the physical Short Term to its original state after Quality property of the sediment. settling of sediments. The disposed quantity is Maintenance also very low and the Dredging impact felt is minimal. Since the effect is localized and Noise from the dredger will cause the temporary, the Noise Quality Short Term. marine faunal species to relocate. environment will revert to its original state upon completion of activities. Since the effect is Dredging causes a localized and localized and temporary disruption in the water temporary, the Marine Ecology Short Term environment which may affect the environment will revert surrounding species. to its original state after settling of sediments.
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Activity Nature of Aspect Impact EMP (Construction Phse) Impact Disposed sediments will increase turbidity of the water column, change the hydrodynamics, smother benthic plants and animals. Suspended It is advised to dispose sediment in the water column will the sediment in intervals Water Quality have an adverse effect on the Short Term to maintain the quality phytoplankton and zooplankton. Disposal of Dredged of water.
Material into Sea Disposed sediments may also get transported to other places due to action of currents. Original state will be Smothering occurs on the benthic restored once the Ecology species which may have a minimal Short Term suspended sediments impact on the habitat. settles. Original state will be Maintenance of Maintenance activities are likely to restored since it is Breakwater / Water Water Quality alter the turbidity of marine water in a Short Term temporary and front Structures short scale. localized. Proper procedure must Spillage of fuel during bunkering be adopter during Ship Bunkering Water Quality activity will alter the chemical Short Term bunkering to prevent property of the marine water. fuel spillage.
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Activity Nature of Aspect Impact EMP (Construction Phse) Impact Ballasting activity should be regulated Ballast water from foreign vessels may based on Ballast Water Ballasting/ Marine Ecology introduce invasive species that affects Long Term Management (BWM) Deballasting the marine ecology. prescribed by International Maritime Organization (IMO). Emissions from the cargo carrying ships are expected. Emissions such as Usage of less pollution Ship Emission Air Quality oxides of sulphur, oxides of nitrogen Long Term fuel will decrease the will have impact on the air emission. environment.
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12. DISCLOSURE OF CONSULTANTS ENGAGED As part of EIA Notification 2006, the disclosures of consultants engaged in conduction of field studies and preparation of EIA Reports should be presented in the report. Cholamandalam MS Risk Services Limited is a NABET-QCI Accredited Consultant Organization is the principal EIA consultant appointed for the proposed project on “Development of Port Infrastructure within existing Porbandar Port, Porbandar, Gujarat”.
12.1 Brief Profile of the EIA Consultant Established in year 1994, Cholamandalam MS Risk Services Limited (CMSRSL) offers comprehensive Risk management & Engineering solutions in field of Safety, Health, Environment and Insurance Support. The company has pioneered many innovative and specialized services catering to the needs of Asian & European markets for last 19 years. CMSRSL has successfully executed more than 2000 projects (Domestic/International) which not only helped organizations maintain compliance but also optimize their EHS performance and set new benchmarks. CMSRSL is an ISO 9001:2008 certified company and was also declared “Risk Manager of the Year” in Asian Insurance Industry Awards. Till date, CMSRSL is the only Indian company to be approved as Safety Consultants by Kuwait Oil Company under section 31s.
Recently, CMSRSL has also collaborated with Process Map Infotech to launch first ever World Class Compliance and Risk Management EHS Software Platform in India. The organization has developed a strong partnership across Asia which includes collaboration with likes of NAPESCO [Kuwait], Honeywell Automation [India] and Exida Technologies (Singapore). The organization has a pan Asia presence with multiple offices in India besides partner offices in Singapore and Kuwait. Chola MS Risk Services Limited is a joint venture between US $3.14 Billion Murugappa Group, India and Mitsui Sumitomo Insurance Group, Japan and also has a technical collaboration with Inter Risk, a group company of Mitsui Sumitomo Insurance Group.
CMSRL consists of six consulting domains such as environmental engineering and management, process safety, fire safety, electrical safety, construction safety and logistics risk assessment. For more information please visit http: www.cholarisk.com.
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12.2 Details of Experts/Consultants Engaged for this EIA Study Details of Experts/Consultants Engaged for this EIA Study, for the proposed projects are presented below.
S.No. Name Role in the EIA Study EIA Coordinator – Ports & Harbours (Sector 33). Functional Area Expert (FAE) – Air Pollution Prevention, 1 Mr. D. Ravishankar Monitoring and Control Functional Area Expert FAE – Solid & Hazardous Waste Management Functional Area Expert (FAE) – Meteorology, Air Quality Modeling and Prediction 2 Mr. V.S.Bhaskar Functional Area Expert (FAE) – Water Pollution Prevention, Control & Prediction of Impacts Functional Area Expert (FAE) - Noise / Vibration Functional Area Expert (FAE) – Risk & Hazards Management 3 Dr.T.P.Natesan Functional Area Expert (FAE) – Land Use, Hydrology, Ground Water & Water Conservation 4 Dr. T.Balakrishnan Functional Area Expert (FAE) – Ecology and Biodiversity 5 Ms. Sathya. S Functional Area Expert (FAE) – Municipal Solid Waste 6 Mr. Rajesh Verma Functional Area Expert (FAE) – Socio Economics 7 Mr. C S Karthick Functional Area Expert (FAE) – Socio Economics 8 Mr. PRS Kamesh Functional Area Associate (FAE)- Air Quality Modelling and Prediction 9 Mr. S Pavala Rajan Functional Area Associate (FAE) – Land Use & Land Cover 10 Mr. C Rajadurai Functional Area Associate (FAA) – Land Use & Land Cover 11 Ms. C Priyanka Functional Area Associate (FAA)- Air Pollution Prevention, Monitoring and Control, Land Use & Land Cover
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12.3 External Labs / Agencies involved in EIA Study S. No Name of Lab/Agencies Responsible Activities Baseline Environmental data – Ambient air, Meteorology, Water, Soil, Noise and M/s. Chennai Testing Laboratory 1 Marine water & sediment sampling & Pvt. Ltd., Chennai analysis of Samples as per MoEF Guidelines.
National Centre for Sustainable CRZ Mapping as per CRZ Notification, 2. Cosatal Management (NCSCM) 2011.
Gujarat Institute of Desert Ecology Reputed Institution for Upgrading the 3 (GUIDE), Gujarat, India Ecology section of the EIA Report
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