Executive Summary of the EIA Study for Barge Jetty …gpcb.gov.in/pdf/IFFCO_EIA_Exe_Summ_English.pdfExecutive Summary of the EIA Study for Barge Jetty at Kandla WAPCOS Limited EXECUTIVE

Executive Summary of the EIA Study for Barge Jetty at Kandla

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CONTENT

1. GENERAL 1 2. PROJECT DESCRIPTION 1 3. ENVIRONMENTAL BASELINE STATUS 2

3.1 METEOROLOGY 2 3.2 LAND USE PATTERN 3 3.3 AMBIENT AIR QUALITY 3 3.4 NOISE ENVIRONMENT 4 3.5 MARINE WATER QUALITY 4 3.6 SEDIMENT CHARACTERISTICS 4 3.7 MARINE ECOLOGY 5 3.8 TERRESTRIAL ECOLOGY 5 3.9 FISHERIES 5 3.10 SOCIO-ECONOMIC ASPECTS 6

4. ASSESSMENT OF IMPACTS 6 4.1 IMPACTS ON LAND ENVIRONMENT 6 4.2 WATER ENVIRONMENT 7 4.3 IMPACTS ON HYDRODYANMICS DUE TO THE PROJECT 7 4.4 IMPACTS ON COASTAL PROFILE 8 4.5 IMPACTS ON NOISE ENVIRONMENT 9 4.6 IMPACTS ON AIR ENVIRONMENT 9 4.7 IMPACTS ON ECOLOGY 10 4.8 IMPACTS ON SOCIO-ECONOMIC ENVIRONMENT 10

5. ENVIRONMENTAL MANAGEMENT PLAN 10 5.1 LAND ENVIRONMENT 10 5.2 SOLID WASTE MANAGEMENT 11 5.3 WATER ENVIRONMENT 11 5.4 CONSERVATION OF WATER RESOURCES 11 5.5 AIR ENVIRONMENT 12 5.6 CONTROL OF NOISE 13 5.7 ENERGY CONSERVATION MEASURES 13 5.8 DEVELOPMENT OF MEDICAL FACILITIES 14 5.9 AREA DEVELOPMENT ACTIVITIES 14 5.10 ESTABLISHMENT OF AN ENVIRONMENTAL MANAGEMENT CELL 14

6. ENVIRONMENTAL MONITORING PROGRAMME 14 7 DISASTER MANAGEMENT PLAN 16

7.1 GENERAL 16 7.2 HAZARD IDENTIFICATION 16


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7.3 SAFETY CONSIDERATIONS 17 7.4 DISASTER MANAGEMENT PLAN 17

8. AREA DRAINAGE STUDIES 19 8.1 ESTIMATION OF SAFE GRADE ELEVATION (SGE) 19 8.2 ESTIMATION OF STORM WATER DISCHARGE 20 8.3 PEAK DRAINAGE DISCHARGE 21 8.4 DIMENSIONS OF STORM WATER DRAIN 21

9. COST ESTIMATES 21 9.1 ENVIRONMENTAL MANAGEMENT PLAN (EMP) 21 9.2 ENVIRONMENTAL MONITORING PROGRAMME 22

LIST OF FIGURES

Figure-1 Location Map Figure-2 Site Plan Figure-3 HTL/LTL Map (Scale 1:4000) Figure-4 HTL/LTL Map (Scale 1:25000) Figure-5 Study Area and sampling location Map


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EXECUTIVE SUMMARY

4. GENERAL

The IFFCO Kandla is handling liquid cargo at its Captive liquid cargo jetty. The

solid fertiliser raw materials and fertilizer products are unloaded at Kandla port’s

berths and transported to the storage areas in the plant located about 12

kilometers by trucks / dumpers.

Kandla port is very busy and therefore the pre-berthing detention time for cargo

ships is likely to increase. Due to delay in berthing of vessels carrying imported

raw materials for IFFCO, at Kandla port and with anticipated increase in cargo

traffic at Kandla port, IFFCO envisages construction of a captive barge jetty at

Kandla port for unloading its raw materials and imported finished products. The

barge jetty shall be used to unload cargo received in large vessels anchored at

mid sea, using barges.

The captive barge jetty shall be located in the vacant space between IFFCO’s

captive liquid cargo jetty (OJ-V) and IOC liquid cargo jetty (OJ-VI), adjacent to

the existing IFFCO factory boundary. The coordinates of the proposed jetty are

23o00’00” N and 70o13’26” E. The location of the proposed jetty is shown in

Figure-1.

5. PROJECT DESCRIPTION

Kandla Port Trust has allotted 36,000 sq. meters area located adjacent to IFFCO

fertilizer plant to IFFCO for construction of barge jetty. IFFCO proposes to

develop an all weather suitable barge jetty with berthing facilities for handling

barges (draft of 4.00 m) carrying cargo of 2000 - 5000 MT off Kandla creek

between OJ-V and OJ-VI. The entire facility shall be built, operated and

maintained by IFFCO. Site plan of the proposed Jetty is given in Figure - 2. The

details of the proposed barge jetty are listed as below:

• Reclamation and development of 36,000 m2 of land at the proposed

location for construction of barge jetty.

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• Construction of barge jetty having dimensions of 120 m length and 20 m

width.

• Construction of pile foundation for barge jetty. Adequate number of

approximately 1000 mm diameter cast in-situ piles shall be provided.

• Superstructure shall be constructed having pre-cast / cast in-situ slab.

• Construction of cylindrical hollow rubber fender having about 300 mm

diameter, complete with chains, inserts, hooks, RCC grouting, etc., shall

be made at the barge jetty.

• Construction of storage godowns for imported raw materials and

fertilisers shall be done along side existing railway line within IFFCO

factory premises.

• Providing cranes, excavators for unloading materials from barges.

• Providing of bollard arrangement having approximately 30 ton capacity.

• Existing fire fighting arrangement available on IFFCO’s captive liquid

cargo jetty shall be extended to provide protection to the barge jetty.

• Electrification jobs for lighting and power supply for belt conveyor motors.

• Providing environmental facilities as per requirement. The total cost

required for construction of the barge jetty shall be Rs. 273.76 million.

HTL/LTL DEMARCATION

The HTL/LTL demarcation for the project site was conducted by Institute of

Remote Sensing (IRS) Anna University, Chennai. The HTL/LTL map

superimposing project layout as prepared by Institute of Remote Sensing (IRS)

Anna University, Chennai is enclosed as Figure-3 and 4.

6. ENVIRONMENTAL BASELINE STATUS

The baseline data on various environmental components was collected from

primary as well as secondary sources for the study area. Study area and

sampling location map is enclosed as Figure–5. Baseline Status for the study

area is briefly described in the following sections.

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3.1 METEOROLOGY

The average annual rainfall in the study area is about 321.9 mm. The

temperature ranges from 12.1° C in December to 38.8° C in April. The mean

daily minimum and maximum air temperatures are of the order of 20.8°C and

34.1°C respectively in a year. The average relative humidity values ranges from

36 to 62.Winds are generally light to moderate with some increase in force in

the summer and monsoon seasons. In the period from October to February wind

speed is low as compared to the monsoon season. In the southwest monsoon

season, winds are mainly from south westerly direction. During rest of the year,

winds are north to south or north-westerly to north easterly.

3.2 LAND USE PATTERN

The landuse pattern of the study area has also been assessed using satellite

data. The IRS 1C-LISS III digital satellite was procured from National Remote

Sensing Agency (NRSA), Hyderabad for assessing the landuse pattern of the

study area. The landuse pattern is summarized in Table-1.

TABLE-1 Landuse pattern of the study area

Category Area (ha) Percentage of the total study area

Vegetation 2980 9.49 Mangrove 5122 16.30 Open/Agriculture area 2450 7.80 Barren area 5100 16.23 Marshy land 6117 19.47 Salt Pan 4600 14.64 Settlement 577 1.84 Water bodies 4470 14.23 Total 31416 100 (%) 3.3 AMBIENT AIR QUALITY

The ambient air quality survey was conducted at three locations during summer

season from January 2011 to April 2011. The frequency of monitoring was twice

a week at each station for 12 consecutive weeks.

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The parameters monitored were Particulate Matter10 (PM10), Particulate Matter2.5

(PM2.5), Sulphur Dioxide (SO2) and Oxides of Nitrogen (NO2).

The average concentration of PM10 at various stations ranged from 94.95 to

102.29 µg/m3which was marginally higher than the maximum limit of 100 µg/m3

specified for industrial, residential, rural and other areas at one station. The

average concentration of PM10 at various stations ranged from 53.33 to 55.95

µg/m3,. The average values of PM2.5 were lower than the prescribed limits of 60

µg/m3 specified for industrial, residential, rural and other areas. The average

concentration of SO2 at various stations in the study area was well below the

prescribed limits of 50 µg/m3 specified for industrial, residential, rural and other

areas. NO2 concentration at all the sampling stations was below the limit

prescribed limit of 40 µg/m3 specified for industrial, residential, rural and other

areas. The highest NO2 concentration of 33.9 µg/m3 was observed at station

near to the Training area.

3.4 NOISE ENVIRONMENT

Baseline noise data has been measured using a weighted sound pressure level

meter. The day time equivalent noise level ranged from a minimum of 45.1

dB(A) to a maximum of 53.9 dB(A). The night time equivalent noise level

ranged from a minimum of 38.6 dB(A) to a maximum of 46.4 dB(A), which are

below the permissible limit of 75 dB(A) and 70 dB(A) specified for industrial

area.

3.5 MARINE WATER QUALITY

Marine water samples were collected and analysed from 6 locations in the

project area to ascertain the status of status of marine water in and around the

project site.

The temperature of surface and bottom water samples ranged varies from 29 o

C to 30.8oC and 29 and 29.8oC respectively.The pH values varies from 7.9 to

8.2 at all the stations, which indicates that the marine water is marginally

alkaline within the study area. The salinity values varied from

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39.6 to 42 ppt in surface and bottom water samples. Dissolved Oxygen content

of the surface water at different stations ranged from 5 to 5.6 mg/l. Biological

Oxygen Demand was in the range of 2.2 to 3 mg/l and 1.8 to 2.6 mg/l in

surface and bottom water samples respectively.The DO level in surface and

bottom water samples ranged from 6.0 to 6.7 mg/l, 5.2 to 5.6 mg/l respectively

. The DO levels indicate the absence of pollution sources.

3.6 SEDIMENT CHARACTERISTICS

Sediment of the proposed project area is predominantly clayey .pH values were

in the range of 8.1 to 8.3, Chlorides ranged from 19 to 20 µg/g, Nitrate ranged

from 3.5 to 5.6 µg/g. Physico chemical characteristics of the sediment did not

show the presence of any pollutants or high levels of heavy metals harmful to

the aquatic fauna. Nutrient content of the sediment was slightly higher than that

of the water.

3.7 MARINE ECOLOGY

The Net Primary Productivity of the water ranged from 6.8 – 9.5 mgC/m3/day,

Chlorophyll values were in the range of 1.4 – 1.46, Oxidisable particulate

organic carbon varied from126. - 1350 mg/m3 .Twelve groups of

phytoplankton were obtained from the sites. Total density of phytoplankton

varied from 5408 to 5890 nos /l at various sampling sites. The low light

penetration on account of high turbidity can be attributed to the lower plankton

productivity.Only 7 groups of zooplankton were found in the area during the

sampling. Copepodes were the most dominant group. The zooplankton density

ranged from 221 to 300 no./l.The density of meio- fauna ranged from 382 to

670 nos/10 cm2 The dominant meio-faunal group was nematode. The density of

benthic macro-fauna ranged from 952 to 1092 no/m2.

3.8 TERRESTRIAL ECOLOGY

Most of the study area is barren or with growth of wild tropical thorny, bushy

shrubs. The normal vegetation consists of thin kandi & babool trees & leafless

wild caper or kerad bushes which are common everywhere as well as coarse

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grass in areas that are subjected to frequent inundation by sea water.IFFCO

Township is the model example of green patch in the desert area of Kutch. The

township has coconut farm, neem trees, Ashoka trees, Amaltoash, Gulmohar,

Mango, Chichoo, Seesam trees etc.

Mangroves

Mangroves are not present in the proposed project area, few saplings were

noticed outside the IOC jetty.

3.9 FISHERIES

Proposed barge jetty will be constructed near to the existing fertilizer plant of

IFFCO, which is located about 4 Km from Kandla Port. There is no fish landing

centre in the study area. However, small fishing activity with mechanized and

traditional fishing crafts are operating from the Kandla creek.

3.10 SOCIO-ECONOMIC ASPECTS

The study area comprises of 3 villages and an urban areas, spread over in

District Kachch. The total population of the study area villages as per 2001

census is 184,375. The total male population in the study area accounts for

about 52.7% while the female population is about 47.2%. The average sex

ratio, i.e. no. of females per 1000 males, in the study area village is 895. The

average family size in study area villages is 5.1.

4. ASSESSMENT OF IMPACTS

Based on the project details and the baseline environmental status, potential

impacts that are expected to accrue as a result of the proposed project have

been identified.

4.1 IMPACTS ON LAND ENVIRONMENT

a) Construction phase

Impacts due to construction activities

Pre-construction activities generally do not cause significant damage to

environment. Clearing, stripping and leveling of sites, construction of bunds for

protection from flooding, earth filling and excavation for foundations, will

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lead to some disturbance to the habitat. The project area at present is barren

with no major vegetation or wildlife. Hence, the level of construction activities in

the proposed project is not of such level and nature, to cause any significant

adverse impact on this account.

b) Operation phase

Generation of garbage at captive barge jetty

There are no sources of solid waste generation in the proposed project. The

solid waste generation envisaged during operation phase could be the disposal

of garbage or solid waste generated from various sources. The same could be

disposed off at designated sites in a proper manner.

4.2 WATER ENVIRONMENT

a) Construction phase

Impacts due to effluents from labour camps

The average and peak labour strength likely to be deployed during construction

phase of the proposed captive jetty will be about 100 and 200 respectively.

Most of the labour force will come from nearby villages. The labour force

engaged by the contractor could come from outside areas. There will be no

labour camp at the project site. About 200 labour would stay at the construction

site, only during working hours. The water requirement for such labour shall be

9.0 m3/day @ 45 lpcd. The sewage generated is normally taken as 80% of the

total water requirement i.e. (0.8 x 9) 7.2 m3/day. Thus, apart from sewage

generated by the staff working at the jetty, no major source of water pollution

are expected in the proposed jetty.

Impacts due to increase in turbidity levels during construction

Pile driving, deposition of rubble, compaction and other construction work will

result in increase in turbidity. The vessels involved in construction and other

construction equipment are a possible cause of oil spills, garbage discharge,

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etc. Increase in suspended sediments and turbidity levels may have adverse

effects on marine animals and plants by reducing light penetration into the

water column and by physical disturbance. The increase in turbidity is likely to

last for a period of 10-15 days after the cessation of construction activities.

4.3 IMPACTS ON HYDRODYANMICS DUE TO THE PROJECT

CWPRS Pune has carried out Hydrodynamic model studies for proposed barge

jetty at IFFCO Kandla. A two dimensional mathematical model was set up for

the IFFCO barge jetty and reclamation proposal. Kandla creek comprising of

13000 m long channel with widths varying from 600 m to 1300 m was taken for

the model. The width of the creek at the location of barge jetty is 1000 m and

the projected reclamation is extending up to 50 m covering an area of about

1000 m2. The area blocked in the creek cross section by the proposed

reclamation is very marginal and below 5% of the total cross section of the

creek. Thus proposed reclamation and barge jetty facility by M/S IFFCO will not

have any adverse impact on the tidal flow conditions and the creek bank line.

The model simulations indicate that the proposed reclamation would provide

more streamlined flow conditions and will have marginal effect on the prevailing

hydrodynamic and sediment transport regimes.

Conclusions

• The proposed development of a barge jetty with reclamation of about

1000 m2 is located in the shallow area of the west bank of Kandla creek

and major part is a tidal mud flat devoid of any vegetation like

Mangroves.

• The reasonably well calibrated two dimensional mathematical model

studies indicated that the proposed area has eddy like circulations during

flood flow conditions and the currents are of the order of 1.0 m/s.

• The effect of separation of flow, formation eddies due to the prevailing

plan form of Kandla creek in the region will be minimized due to the

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• extension of bank line due to reclamation which will also avoid siltation in

the region.

• The area blocked by the reclamation is less than 5% of the total cross

sectional area of the creek in the region and will have marginal effect on

the prevailing hydrodynamic and sediment transport regimes.

• The proposed development is close to the bank line and would not have

any impact on the adjoining bank line and the existing IFFCO and IOCL

jetties.

4.4 IMPACTS ON COASTAL PROFILE

The changes in coastal profile in the Study Area was studied using satellite data.

It can be seen form satellite data that there is no major change in the coastline

of Kandla Creek in the project area. The following satellite data was used to

study the shore line changes:

• Year 2000: IRS 1D LISS-III • Year 2005: IRS P6 LISS-III • Year 2009: IRS P6 LISS-IV • Year 2011: IRS P6 LISS-III

4.5 IMPACTS ON NOISE ENVIRONMENT

(a) Construction phase

The major sources of noise during construction phase are due to operation of

construction equipment. At a distance of 100 m and 200 m from the

construction site, the estimated increase in noise levels will be about 10 dB(A)

and 15 dB(A) respectively.

The other source of noise during construction phase will be due to movement of

trucks, which will transport the construction material. The increase in ambient

noise level at a distance of 30 m, 50 m, 100 m and 200 m is 16 dB(A), 12

dB(A), 7 dB(A) and 3 dB(A) respectively. These noise levels have been assessed

considering that there will be no attenuation due to various sources. Hence, no

adverse impacts are anticipated on noise levels due to the proposed project.

4.6 IMPACTS ON AIR ENVIRONMENT

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(a) Construction phase

Impacts due to fugitive emissions

The major pollutant in the construction phase is SPM being air-borne due to

various construction activities. The vehicular movement generates pollutants

such as NOx, CO and HC. But, the vehicular pollution is not expected to lead to

any major impacts. However, the fugitive emissions generated due to vehicular

movement are not expected to travel beyond a distance of 200 to 300 m. The

impact on air environment during construction phase is not expected to be

significant.

Impacts due to construction equipment

The combustion of diesel in various construction equipment could be one of the

possible sources of incremental air pollution during the construction phase. The

major pollutant likely to be emitted due to construction of diesel in various

construction equipment shall be SO2. The short-term increase in SO2

concentration has been predicted using Gaussian plume dispersion model. The

maximum short-term increase in SO2 is observed as 0.00119 µg/m3, which is at

a distance of 200 m from the emission source. The incremental concentration is

quite low and does not require any specific control measure. Thus, the operation

of construction equipment is not expected to have any major impact on the

ambient air quality.

(b) Operation phase

Impacts due to increased vehicular traffic

During project operation phase, cargo will be unloaded from ships and

transported to storage godowns through trucks/conveying system. Bagged

product shall be directly loaded into railway wagons. The increase in traffic

during project operation phase is expected to be maximum of 50 trucks/hour

due to operation of the barge jetty. This is not expected to significantly

increases the air pollution.

4.7 IMPACTS ON ECOLOGY

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The direct impact of construction activity for any project is generally limited in

the vicinity of the construction sites only. The construction sites include

berthing, storage and infrastructure facilities. There is no forest cover in the

vicinity of the project site. Hence, no significant impacts are envisaged on

terrestrial flora as a result of the proposed project.

4.8 IMPACTS ON SOCIO-ECONOMIC ENVIRONMENT

In the construction stage the peak labour force, skilled and unskilled labourers,

is estimated at about 200. The labour population is likely to come from nearby

areas. In the operation stage the project would lead to mushrooming of various

allied activities. This will lead to marginal improvement in the employment

scenario, which is a positive impact.

5. ENVIRONMENTAL MANAGEMENT PLAN

IFFCO is committed to continuously improve the environment in and around its

manufacturing units in line with international norms. IFFCO Kandla unit has

designed and adopted Environment Management System (EMS) according to

International guidelines which have received the International Standards

Organization Certification ISO 14001: 2004.

5.1 LAND ENVIRONMENT

The construction material required for the project shall be procured from the

nearby quarries. The impacts of the construction phase on the environment

would be transient in nature lasting only till the construction activities continue.

The surface roads, which are proposed to be utilized during construction, shall

be black topped to avoid entrainment of fugitive dust. These measures will

reduce the entrainment of fugitive emissions to a large extent. Adequate

provisions shall be made for timely repair of roads. On completion of

construction the roads shall be black topped.

5.2 SOLID WASTE MANAGEMENT

There is no generation of solid waste from the proposed jetty. Solid waste

generated from domestic sources during construction and operation phases will

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be of the order of 40 kg/day and 20 kg/day. A covered vehicle will be provided

to transport the solid waste from the jetty area to the disposal site. The sludge

from sewage treatment plant is used for compost preparation and used as

manure for green belt development in and around the plant premises. The solid

waste will be disposed at the vermi-culture facility at IFFCO Plant.

5.3 WATER ENVIRONMENT

Construction phase

The major source of water pollution in the construction phase is the sewage

generated by the workers and employees. During construction phase about 7.2

m3/day of sewage is expected to be generated. It is proposed to construct 15

community toilets for the labour involved in construction activities. The sewage

can be partially treated in septic tank and final treatment can be done in

existing sewage treatment facilities.

Operation Phase

During project operation phase major source of water pollution shall be the

sewage generated by the labour/staff involved in project related activities.

Adequate number of toilets shall be constructed in the jetty and the office area

as a part of the project. The sewage from the community toilets shall be treated

in the septic tank, which is proposed to be constructed during project

construction phase.

5.4 CONSERVATION OF WATER RESOURCES

For conservation of water in this Kutch region where water is very scarce, IFFCO

Kandla plant has installed a domestic sewage treatment plant of 250 cu. mtrs

per day capacity. The treated water is used for gardening/horticulture purposes

in and around the plant premises. This reduces the overall fresh water

requirement. IFFCO has also constructed a

rain water recharging well at the township with a storage pond of 20,000 cubic

meters capacity for conserving rain water which is effective in reducing the

salinity in the underground water table.

5.5 AIR ENVIRONMENT

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Construction Phase

Major source of air pollution during construction phase will be due to the

emissions from construction vehicles, equipment and DG sets, and emissions

from transportation traffic. The following measures are recommended to control

air pollution:

• The contractor will be responsible for maintaining properly functioning

construction equipment to minimize exhaust.

• Construction equipment and vehicles will be turned off when not used for

extended periods of time.

• Unnecessary idling of construction vehicles to be prohibited.

• Effective traffic management to be undertaken to avoid significant delays

in and around the project area.

• Road damage caused by sub-project activities will be promptly attended

to with proper road repair and maintenance work.

Operation phase

Control of Pollution due to increased vehicles

The major source of air pollution in the proposed project is the increased

vehicular movement in the project construction and operation phases. Thus, as

a control measure, vehicles emitting pollutants above the standards should not

be allowed to ply either in the project construction or in the operation phases.

Vehicles and construction equipment should be fitted with internal devices i.e.

catalytic converters to reduce CO and HC emissions.

All the roads in the vicinity of the project site and the roads connecting the

quarry sites to the construction site should be paved or black topped to

minimize the entrainment of fugitive emissions. If any of the roads stretches

cannot be black topped or paved due to some reason or the other, then

adequate arrangements must be made to spray water on such stretches of the

road. The storage yard shall be covered with screens/walls. The trucks will be

properly covered with tarpaulin and overloading will not be allowed to avoid

spillage of loose material on roads.

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5.6 CONTROL OF NOISE

Various measures that could be implemented are as follows:

• Noise from air compressors could be reduced by fitting exhaust mufflers

and intake mufflers.

• Chassis and engine structural vibration noise can be dealt by isolating the

engine from the chassis and by covering various sections of the engines.

• Noise levels from the drillers can be reduced by fitting of exhaust mufflers

and the provision of damping on the steel tool.

• Exposure of workers near the high noise levels areas can be minimized.

This can be achieved by job rotation/automation, use of ear plugs, etc.

5.7 ENERGY CONSERVATION MEASURES

Energy conservation measures would be implemented to ensure that the use of

non-renewable resources is minimised. The following mitigation measures would

be undertaken during construction works.

• Using energy efficient electrical appliances;

• Installing lighting control devices where appropriate and linking to photo-

electric dimming; and

• Providing sufficient energy metering and switching for energy management.

Energy would also be conserved through efficiency in work schedules and

practices such as:

• Road and rail transport scheduling to minimise energy use and wastage, e.g.

increasing backloading and minimising waiting times;

• Switching off truck engines while they are waiting to access the site and

while these are waiting to be loaded and unloaded;

• Throttling down and switching off idle equipment;

• Regular maintenance of all powered equipment to ensure appropriate fuel

consumption rates; and

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• Communication and education of energy conservation measures to

employees.

5.8 DEVELOPMENT OF MEDICAL FACILITIES

It is recommended that first aid post be developed at the project site for use

during construction phase. In operation phase, the existing IFFCO Kandla Plant

dispensary shall provide services to employees of Barge jetty as well.

5.9 AREA DEVELOPMENT ACTIVITIES

IFFCO is already undertaking various activities as a part of Integrated Rural

Development Programme (IRDPwhich includes the following activities:

• Construction of check dams and bore wells.

• Development of gardens at village Pantia adopted by IFFCO.

• Construction of cow shed, grass godown, fodder shed etc at various

villages.

5.10 ESTABLISHMENT OF AN ENVIRONMENTAL MANAGEMENT CELL It is recommended that Project authorities establish an Environmental

Management Cell at the site. The task of the Cell will be to coordinate specific

studies, to carry out environmental monitoring and to evaluate implementation

of environmental mitigatory measures.

6. ENVIRONMENTAL MONITORING PROGRAMME

The summary of Environmental Monitoring Programme for implementation

during project construction and operation phases is given in Tables-2 and 3

TABLE-2 Summary of Environmental Monitoring Programme

(construction phase) S. No.

Aspects Parameters to be monitored

Frequency of monitoring

Location

1. Marine water Physico-chemical

parameters pH, Salinity, EC, TDS, Turbidity, Phosphates, Nitrates, Sulphates, Chlorides.

Once in three months

3 to 4 sites

Biological parameters

Light penetration, Chlorophyll, Primary Productivity, Phytoplanktons, Zooplanktons


3 to 4 sites


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S. No.



Location

2. Sediments Physico-chemical

parameters Texture, pH, Sodium, Potassium, Phosphate, Chlorides, Sulphates


3 to 4 sites


Benthic Meio-fauna, Benthic Macro-fauna


3 to 4 sites

3. Ambient air quality

PM10, PM2.5 SO2 and NO2

- Summer, Post-monsoon and Winter seasons.

- Twice a week

for four consecutive weeks per season.

Close to construction site(s)

4. Noise Equivalent Noise Level

During peak construction activities

Construction Site(s)

TABLE-3

Summary of Environmental Monitoring Programme (operation phase) S. No.



Location

1. Marine water Physico-chemical

parameters pH, Salinity, EC, TDS, Turbidity, Phosphates, Nitrates, Sulphates, Chlorides.


3 to 4 sites


Light penetration, Chlorophyll, Primary Productivity, Phytoplanktons, Zooplanktons


3 to 4 sites

2. Sediments Physico-chemical

parameters Texture, pH, Sodium, Potassium,


3 to 4 sites


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S. No.



Location

Phosphate, Chlorides, Sulphates


Benthic Meio-fauna, Benthic Macro-fauna


3 to 4 sites

3. Ambient air quality

PM10, PM2.5 SO2 and NO2

- Summer, Post-monsoon & Winter seasons.

- Twice a week

for four consecutive weeks per season.

Villages

4. Noise Equivalent Noise Level

Once per month

Project area and sites within 1 km of the project area

5. Greenbelt Development

Rate of survival and growth of various species

Once per month

Various plantation sites.

7 DISASTER MANAGEMENT PLAN

7.1 GENERAL

In the proposed project, the cargo to be handled is Muriate of Potash, which is

not a hazardous substance as per "Manufacture. Storage and Import of

Hazardous Chemical Rules," 1989. The handling of this cargo is not likely to

result in fire, explosion and toxicity hazards.

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7.2 HAZARD IDENTIFICATION

Since no hazardous cargo is being handled at the jetty, hazard identification is

not required. The study of past accident data helps in identification of likely

hazards for the installation under study. In the present case past failure data

analysis pertaining to vessel accident is of relevance.

From the literature, probability of various events such as ship collision, ship

grounding and ship berthing has been collected. The data collected here is from

Port of London Authority. This data has been referred in many international

studies for spillage/leakage. Following are the failure frequencies for ship

collision, ship grounding and ship berthing contact.

• Ship collision probability per transit = 0.5 x 10-4 • Ship grounding probability per transit = 0.3 x 10-4 • Ship berthing contact probability per transit = 1.5 x 10-4

7.3 SAFETY CONSIDERATIONS

7.3.1 At Jetty

The unloading arms are designed to move freely along all three axes when

connected to a ship's manifold, within a space envelope traversed by the end

flange which is attached to the ship's manifold. This movement will be

continuously monitored by a computerized Position Monitoring System (PMS). If,

the flange approaches limits of the envelope, a warning will be provided to

operators.

7.4 DISASTER MANAGEMENT PLAN

7.4.1 Need for Disaster Management Plan

The types of emergencies envisaged are listed as below:

- Fire on tankers (vessels) - Cyclone/rough weather at sea

The emergency plan are likely to be separate for on- site and off- site, but they

must be consistent with each other as they must be related to the same

assessed emergency conditions. The on-site and off-site plan is called Disaster

Management Plan (DMP) and Emergency Preparedness Plan (EPP)

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respectively. The overall objective of Disaster Management Plan for the

proposed jetty are to:

• identify type of major disasters which may occur.

• localise the emergency and if possible eliminate it.

• minimize the effect of accidents on people and property.

Elimination of hazards will require prompt action by operators, and emergency

staff usually for example, fire fighting equipment, water sprays, etc. Minimizing

the effects will include rescue, first aid, evacuation, rehabilitation and giving

information promptly to people living nearby.

7.4.2 Identification of Hazardous Process/area

The potentially hazardous areas and likely accident at the proposed jetty is

mainly fire at jetty or ship anchoring at the jetty.

7.4.3 Site Emergencies Control Room and Facilities

• An emergency has to be controlled from one particular spot which should

be away from likely points of accidents and be easily accessible. In the

present case it is suggested that there should be provision for site

emergency control room (SECR) establishment at control room from

where all the operations of unloading are controlled.

7.4.4 Hazard Management Plan and Key Personnel

Out of all personnel associated with the operation, senior people will be involved

to form a crisis management team which should comprise of the following team

members:

• Senior most personnel • Official spokesman • Welfare/finance co-ordinator • Fire safety and Mutual aid co-ordinator • Transport and security co-ordinator • Medical Co-ordinator

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7.4.5 Emergency Plan

Jetty Terminal Emergency Plan

This plan will be drawn up in consultation with jetty authority, fire brigade, coast

guard and police etc. The major emergency expected is fire at jetty, oil spill

from ship etc. The plan will include:

- Stopping of unloading operation immediately

- Specific initial action to be taken by those at the location of emergency

(to notify time, position source and cause of spill) to control room and

Coast guard

- Immediate action to combat oil pollution

- Evaluation of situation by on scene controller regarding threat posed by

spill and identify threatened resources

- Details of communication system available siren code

- An inventory, including location details of emergency equipment

- Sound alarm-terminal fire fighting staff to fight fire

- Unberth vessel to discharge

- Mobilize fire fighting equipment

- Electric power to switch off - emergency lighting to switch on

The ships calling at barge jetty will be advised of the terminal's emergency plan

particularly the alarm signals and procedures to summon assistance in the event

of an emergency on board.

Ship Emergency Plan

Planning and preparations are essential if personnel are to deal effectively with

emergencies on board vessel. Though various types of emergencies can occur

on the tanker, only fire on the vessel at the terminal is of major concern in the

present context. The immediate action to be taken by the master of the vessel

will include:

- Raising the alarm (also sound the terminal fire alarm to support ship's

efforts to control fire) and commence shutting down any discharging,

bunkering or deballasting operations which may be taking place.

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- Harbour master will proceed to barge jetty and collect all information

from master of ship regarding emergency and pass the same to Chief

Coordinator.

- Locate and assess the incident and assess possible dangers.

- Organise manpower and equipment for quick control of the incident.

- Co-ordinate arrangements for quick and safe release of the ship.

- Mobilise tugs and launches and keep pilots and mooring staff and standby

to remove ship from barge jetty, if required.

8. AREA DRAINAGE STUDIES

8.1 ESTIMATION OF SAFE GRADE ELEVATION (SGE)

The values of various parameters influencing SGE could be selected as

below.

Highest high water Springs - 7.38 m CD ( 1.57 m MSL) Recorded on from tide table Height of storm surge - 2.5 m ( recommended by GSDMA) Maximum wave Height - 8.0 m ( 100 year R.P.value &

reported in 1998 storm) Maximum Tsunami wave height - 11 m (reported in Kutch Nov 1945) Wind setup - 0.50 m Sea level rise in 100 years - 0.30 m (assuming 3 mm/year rate)

The requirements for protection against highest high water spring, storm

surge , and waves ( as waves will be associated with storm surge due to

high wind speeds during storms) could be considered together as a worst

combination. For this combination the Extreme Water Level works out to:

SGE = Highest high water level + Storm Surge + Others(Wave height free

board + un accounted)

= 7.38 + 2.5 +1.34= 11.25 m CD.

With provision of free-board of about 1.25m (instead of recommended 1.5m

free board to absorb all other unaccounted factors) the SGE for IFFCO Kandla

project could be fixed at least at about 11.25 m CD or above. The proposed

SGE of 11.25 m is recommended for the proposed site

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which is validated by the combined maximum water levels recommended by

the Gujarat State Disaster Management Authority Guidelines for Cyclone

Resistance Construction of buildings in Gujarat.

8.2 ESTIMATION OF STORM WATER DISCHARGE

To design the network, hydrology of the region was studied to arrive at

design one day rainfall and the rainfall intensities to further compute

intensity in less than hours as the area of project site is small .

Using this data sets, maximum daily rainfall for each year was computed. In the

present studies the following methodology was adopted in frequency analysis for

extreme rainfall estimation.

• Maximum daily rainfall for the data for project site was computed

• Parameter (location and scale) estimation using Method of maximum

Likelihood (MLM), Gumble method, Log Pearson (Type III) and Normal

distribution was carried out.

• Using these parameters, Maximum daily rainfall for different return

periods (2, 5, 10, 20, 50, 100, 200, 250 and 500 years) were estimated.

For IFFCO site, 50 and 100 year rainfall of 232 mm and 260 mm

respectively were adopted for design of storm water drainage system.

8.3 PEAK DRAINAGE DISCHARGE

The Rational formulae was adopted for working out flood discharges. The design

discharge was adopted as 1 cumec. Therefore , two drain of 0.5 cumec (18

cusec) each are proposed to drain-out storm water from the project area .

8.4 DIMENSIONS OF STORM WATER DRAIN

The dimensions of the strm water drain are given as below:

Slope = 1 in 1000 Width B =1.0 m Depth of flow= 0.5m Free Board = 0.5 m Total Depth = (0.5+0.5)=1.0 m

9. COST ESTIMATES

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9.1 ENVIRONMENTAL MANAGEMENT PLAN (EMP) The cost estimates for implementing EMP shall be Rs.9.12 million. The details

are given in Table-4.

TABLE-4 Summary of cost estimate for Environmental Management Plan (EMP)

S. No.

Parameter Cost (Rs. million)

1. Sanitary facilities at labour camps 1.00 2. Collection and disposal of effluent from

workshop 0.50

3. Solid waste management 2.0 4. Green belt development 0.20 5. Development of medical facilities at proposed

site 2.29

6. Fire fighting facilities proposed at site Included in Project Budget

7. Energy conservation measures Included in Project Budget

8. Environmental Management Cell 1.68 9. Implementation of Environmental Monitoring

Programme during construction phase (Refer Table-5)

1.45

Total 9.12

9.2 ENVIRONMENTAL MONITORING PROGRAMME

The cost required for implementation of Environmental Monitoring Programme

during construction phase is Rs.1.45 million. The details are given in Table-5.

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TABLE-5 Summary of cost estimates for Environmental Monitoring Programme

in construction phase S. No. Parameter Cost (Rs. million) 1. Marine Ecology 1.00 2. Ambient air quality 0.45 Total 1.45 The cost required for implementation of Environmental Monitoring Programme

during operation phase is Rs.1.45 million/year. The details are given in Table-6.

TABLE-6 Summary of cost estimates for Environmental Monitoring Programme

in operation phase S. No.

Parameter Cost (Rs. million/year)

1. Marine water quality 1.00 2. Ambient air quality monitoring 0.43 Total 1.45

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Documents

Executive Summary of the EIA Study for Barge Jetty …gpcb.gov.in/pdf/IFFCO_EIA_Exe_Summ_English.pdfExecutive Summary of the EIA Study for Barge Jetty at Kandla WAPCOS Limited EXECUTIVE