CHAPTER 8: PROJECT BENIFITS

8.1. Project Benefits

The development of Pipavav Port will create following benefits to the society:

8.1.1. Employment Potential – Construction Phase: During the construction phase, direct and

indirect employment potential for more than 1000 skilled, semi-skilled and un-skilled workers will

be created in the region.

8.1.2. Induced Development – Construction Phase: During the construction phase, induced

development is likely to occur in the form of non-construction related businesses, which will create

employment potential and also increase income levels of workers in the existing businesses.

8.1.3. Employment Potential – Operation Phase: During the operation phase, direct and indirect

employment potential for about 200 skilled, semi-skilled and un-skilled workers will be created in

the region. From other businesses associated with port operations, there will be employment

potential for about 800 skilled, semi-skilled and un-skilled workers.

8.1.4. Induced Development – Operation Phase: During the operation phase, induced development

will occur in the form of port-based industries, which will create employment potential to the locals.

In general the beneficial impacts include

• Enhancement in the economy of the region through direct and indirect taxes

• Substantial positive impacts on the socio-economic profile of the region, both in terms of

overall employment and skill development of the workers

• Development of infrastructure and new growth centers in the region

• Port will pave way for further industrialization of the region

• Beneficiaries of the port will also include the users from the State of Gujarat

8.2. CSR Initiatives

The CSR initiatives village wise with the proposed developments is presented in Table 8.1

Table 8.1 Village wise CSR Initiative

Beneficiary Approx

Cost

(in Rs.) Work Discription Unit / School

Village 1 RAMPARA

Education Kitchen & dinning facility for the school app 1500 sq.ft School Boarders 1,500,000Laboratory for Science classes 9th std 100 Students 75,000Laboratory for Science classes 10th std 100 Students 101,000Computers for school childrens Students 130,000

Health Medical services provided free to all villagers at port dispensary Free ambulance service

Village 2 SHIYALBET

Education Refurbishment of School Students 475,000Playground equipment for kids Students 75000Solar lanterns for employees 22 Employees 36000Education Material Students 40,000

Health Medical services provided free to all villagers at port dispensary Free ambulance service

Community service Water pump for water reservoir Villagers 65,000Road from Custom gate to shiyal bet jetty All Villagers 1,700,000Solid waste management contribution to Govt scheme Villagers 52000

Village 3 BEHRAI

Education Sanitary facility for school childrenas All school children 250000Computers for school childrens All school children 130000Monsoon repairs to the school All school children 200000School furniture All school children 100000

Health Medical services provided free to all villagers at port dispensary Free ambulance service

Community service

Solid waste management contribution to Govt scheme Villagers 33,000Others

Phyically challenged kids - Matching of company contribution with employees contribution.(ev.year)

About 75 children 75,000

Contribution to Calorx School School 100,000Navy, Coast Guard, Police & Local incidental 200,000

TOTAL AMOUNT 5,337,000

The proposed CSR Budget for the next 5 years (2015) is presented in Table 8.2

Table 8.2 Budget for CSR Initiatives Till 2015

Amount in Rs.

****************

2011 2012 2013 2014 2015

75,00,000 1,00,00,000 1,25,00,000 1,50,00,000 1,75,00,000

CHAPTER 9: ENVIRONMENTAL COST BENEFIT ANALYSIS

Environmental Benefits

The Expert Appraisal Committee has not recommended the Environmental cost benefit

analysis at the time of scoping. However care will be taken to maximize the benefit for the welfare

of local communities.

**************

CHAPTER 10: ENVIRONMENTAL MANAGEMENT PLAN

10.1 Introduction

This chapter of the report identifies standard methods and practise as part of mitigation

measures with respect to environmental, social and health impacts identified generically and

specifically for the proposed construction of berths and dredging at Pipavav Port. For each aspect,

the section identifies and describes both generic and specific mitigation measures that should be

implemented during the construction and operation phases.

The Pipavav Port has been in operation for the last ten years which has undergone both

construction and operation phases. An exhaustive management plan has been implemented during

the construction phase and is being implemented in the operation phase also.

However, for sake of completion the environmental management systems have been detailed

in this chapter.

10.2 Environmental Management Plan (EMP)

An EMP is an implementation plan to mitigate and offset the adverse environmental impacts

of the project and to protect and where possible, enhance the environment. Based on the potential

impacts identified, it sets out in detail, the process of implementing mitigation and compensatory

measures, the timing of these measures. EMP should be viewed as a legal commitment on the part

of the proponent to minimize environmental impacts. The process of EMP is shown in Fig. 10.1.

Figure 10.1: Environmental Planning Process

Ports should successfully integrate full consideration of environmental resources, including

mitigation of unavoidable adverse impacts, into the planning and construction of berths and dredging

at Pipavav Port.

In many instances, it has been found that successful implementation of EMP has resulted in

reduction in project costs in the long run. This is because the EMP contains proposals for optimum

Significant Impacts

Regulatory Requirement

Environmental Policy

Viewer of Interested Policy

Business Consideration

Objectives (To comply with standards, prevention of pollution and continual improvements)

Targets

(To reduce / minimize Adverse impacts)

Environmental Management Plans, Monitoring Programs, corrective action and review

usage of available resources, plans to address minor faults at the planning stage (spills, leakage etc.,

can be minimized using components like safety valves, pressure relief valves). Disaster

management plans to respond to accidents.

Communities rely on the marine resources for their livelihood so it becomes absolutely

necessary to maintain a clean and usable waterfront. The environmental management process

consists of defining an environmental policy developing plans for Environmental Management

Implementation of the EMP Monitoring.

Environmental auditing and life cycle assessments may also be incorporated as an integral

component of the EMP. Fig.10.2 shows component of a generic environmental management plan.

USE MIN. RESOURCES WITH MAX. EFFICIENCY

DISPOSAL OF TREA TED EFFLUENT

USE OF RENEWABLE RESOURCES

USE OF NON-WASTE TECHNOLOGY

POLLUTION A UDIT

WASTEMINIMIZATION

CONSERVATION OF WATER & ENERGY

SOLIDS & HAZARDOUS WASTE DISPOSAL

SELECTION OF POLLUTION CONTROL TECHNOLOGY

GREEN BELTDEV ELOPMENT

WASTEDISPOSAL

WASTETREATMENT

ATTENUA TION OF RESIDUALS

PRODUCTREFORMULA TIONN

SUBSTITUTE RAW MATERIA LS

EQUIPMENT REDESIGN

PROCESS MODIFICATION

BY PRODUCT

RECOV ERY AND REUSE

RECY CLE OF WASTES / ENERGY /WATER

BY PRODUCT RECOV ERY AND

REUSE

ENV IRONMENTALMA NAGEMENT

PLAN

Figure 10.2: Enivironment Management Plan

10.3 Environmental Policy

As per MOEF notification S.O. 1533 dt. 14-09-2006, Ports and Harbours are classified under

7 (e) of the Schedule to the Notification and Ports with a Cargo handling capacity of 5 MTPA or

more are classified under Category A.

In principle any port should define its environmental policy and ensure commitment to its

environmental system. The policy should be displayed at prominent points in the port so that the

people visiting the area are made aware of the do’s and don’ts involved in the operation and

maintenance.

10.4 During Construction Phase

The likely impacts on various components of environment due to the project during construction

activities for port together with supportive land facilities have been identified and measures for their

mitigation are suggested.

10.4.1. Onshore Facilities

10.4.1.1 Site Preparation

• Substantial quantities of dredged material will be used for construction of stackyard.

• Vegetative cover by planting desirable species like Ficus hispida, Thievthi sp, Nerium

indicum etc. would be practicable in and around the project area.

• Noise level would be minimized by restriction on working hours and lower noise level

equipments would be used.

• Sites would be periodically watered and workers will be provided with masks.

• Blasting will not be allowed without prior permission and strict adherence to rules.

• Trees will not be pruned unless absolutely necessary.

10.4.1. 2 Transport of Materials and Waste

• Speed of the vehicles will be regulated, periodic maintenance of vehicles will be carrid

out. Periodic emission checks will be carried out for vehicles

• During transportation masks will be provided for workers

• It will be ensured that materials are properly covered with tarpaulin

• Material handling conveyors would be covered.

• Waste materials will not be openly burnt.

• Impermeable membranes will be provided to minimiz the leachates.

• Dikes and berms will be constructed for prevention of increased turbid runoff.

• Stockpiles of materials will be located at least 100 m away from the waterfront.

• Sedimentation will be removed frequently by removal of dumped material from

waterbody / ocean.

10.4.1.3 Water Facility and Site Sanitation

• Water would be obtained only from approved locations.

• The site would be provided with sufficient and appropriate sanitary facilities in order to

maintain hygienic conditions in the camps of construction labours.

• Sanitation facilities would be suitably designed and well maintained so as to minimize

adverse impacts.

• Septic tanks will be provided for collection of domestic sewage.

• Domestic sewage and treated effluent would comply with the standards.

• Labour force will be prevented from using plantation area as dumping grounds or sanitary

sites.

10.4.1.4 Air Environment

• Necessary preventive measures would be incorporated in the design of each facility to

minimize the fugitive emissions.

• All the onshore vehicles as well as offshore vessels (tugs, boats, barges, etc.) operated by

port authorities would be maintained properly at scheduled intervals to minimize the local

air pollution impacts.

10.4.1.5 Noise Environment

• During the construction phase effect of noise level will be negligible.

• Workers should be provided with noise protection devices such as earmuffs wherever

necessary.

10.4.1.6 Construction Equipments and Waste

• Both gasoline and diesel powered vehicles required during construction will be maintained

properly to minimize smoke and emissions from exhausts.

• The unauthorized dumping of oily wastes/residues will be prohibited and composite waste

will be burnt in a controlled manner at authorized incineration facility.

• Cranes of various capacities would be mobilized at proper locations to avoid free drop of

broken pieces and blocks.

10.4.2. Marine Environment

During construction of berths, marine ecosystem will be disturbed as a result of dredging,

foundation and erection. The following measures will be implemented to minimise the impacts.

• The construction of berth would be planned to minimize the number of construction days

so that the effect will be minimized.

• Spillage of chemicals, paints, fuel oil etc. would be avoided.

10.5. During Operation Phase

10.5.1. Air Environment

• Preventive maintenance of valves and other equipments would be done on a regular

basis.

• Closed systems would be planned during design stage to avoid occupational exposure to

hydrocarbon.

• Continuous ambient air monitoring and work place monitoring would be carried out

regularly as per new CPCB guidelines.

Ambient air quality monitoring would be further strengthened by adopting the following

recommendations.

• Ambient air quality monitoring stations would be installed to continuously monitor

SPM, RPM, SO2, NOx, methane and non-methane hydrocarbons to establish ambient air

quality data base.

• Meteorological parameter (namely wind speed, wind direction, temperature, relative

humidity and rainfall) would be monitored.

• Plantation at open space and around potentially emission sources within the Pipavav Port

will be carried out to attenuate the fugitive emissions from welding and painting

activities resulting into PM10 particulates (RPM) and VOCs respectively.

To control the fugitive emissions during loading and unloading and storing operations, the

following actions would be taken:

• Spraying of water over the bulk material so that windblown dust is reduced.

• Enclosures would be used to prevent or inhibit fugitive particulate matter from becoming

air borne wind or by mechanical entrainment resulting from the operation of the source

itself.

• The enclosures for the unloading sites would be flexible curtain type material covering

up to the height of dumpers discharge from the roof.

• Airborne dust would be controlled either by spraying water or by extracting to bag filter.

• Masks would be provided to all staff working at all the sites and also periodic check up

of their health would be carried out.

• Bulk material would be transported in closed trucks to avoid air entrainment.

• Proper bag filters in conveyor belts would be used for collection of dust.

• Resuspension of dust due to wind and vehicular movement over the road surface would

be controled by regular cleaning of paved and unpaved roads.

• Accumulated dust from roadside would be removed, regular maintenance of unpaved

shoulder on paved road, paving of access roads would be undertaken.

• Vehicles are major sources of air pollution, so better maintenance of vehicles and control

of vehicular emissions as for as possible, would be achieved.

• No vehicle would be allowed without proper ‘Pollution under Control’ certificate in the

port area.

• The plantations all round the port area and also in the open area would be increased to

reduce air pollution.

• Storage area would be clearly earmarked. A board would be erected to display the area

earmarked.

• The pathways in the yard for vehicles movement would be paved. Proper pathways with

entry and exit point would be provided.

• Any deposits of dust on the concrete roads would be cleaned regularly by sweeping

machines.

• Suitable dust suppressants will be used while storing, unloading of coal in the existing as

well as proposed cargo berth areas.

• Enclosures will be provided at the coal stackyard to reduce the visibility and air borne

lift of stockpiling.

10.5.2. Noise Environment

• Manufacturers / suppliers of major noise generating equipment / machines like

compressors, turbines, generators would be asked to take required measures for reducing

the noise levels by using noise absorbing material for various enclosures or use

appropriate design / technology for fabricating / assembling of the machines.

• The operator cabins (control rooms) would be properly insulated acoustically and would

be provided with special doors and observation windows.

• The operators working in the high noise areas viz. loading and unloading of raw

materials such as steel sheets / rods etc., cutting of steel sheets / rods, cleaning of blocks

for painting, compressors and DG set would be strictly instructed to use ear muffts /

earplugs.

• Monitoring of the noise levels and exposures will be carried out to assess the

effectiveness of the Environmental Management Plan implemented to reduce noise

levels.

• Audiometric tests would be conducted periodically for the employees working close to

the high noise sources.

10.5.3. Water Environment

Wastewater generated from the proposed activities is from domestic and sanitary utilization

would be treated and used for plantation within the Pipavav Port and premises.

• An equalization tank of adequate capacity would be provided to ensure uniform flow

into the sewage treatment plant.

• Proper housekeeping would be adopted to prevent spillages and contaminated surface

runoff flowing in to the storm water drains.

10.5.3.1. Rain Water Harvesting

• Port has dedicated GWIL pipeline running up to the port, a water reservoir has been created to stock water which acts as natural source of collecting rain water in monsoon.

A second water reservoir which has been made for coal yard dust suppression system stores rain water during monsoon.

Reservoir number 1:

• Dimension of reservoir: 75 m x 75 m x 7 m

• Water holding capacity: 40 million liters.

• Filtration system: The reservoir has pumping station which pumps water into filtration plant. The filitration is in two stages

o First stage is charcoal bed filter and

o Chlorination.

Once the water is treated, the water is stored in treated water sump having a dimension of 15 m x 15 m x 5 m.

• Treated water stored is pumped to various locations at port through underground pipes.

Reservoir number 2:

• Dimension of reservoir: 148 m x 130 m x 5 m

• Water holding capacity: 35 million liters

• Filtration system: There is no filtration system as the water is used for coal yard dust suppression system.

10.5.3.2. Marine Water Quality in the Port Area

• The drains and outfall would be cleaned regularly to avoid anaerobic decomposition and

also for proper flow of water / wastewater. This will also enable the characterization of

wastewater and calculation of waste load.

• Port wastewater would be discharged only after proper treatment.

• The discharge of oil waste into the sea would be controlled from the following main

sources like, discharge of oil waste from liquid chemical corridor area. This liquid waste

is generated during tanker cleaning and oils spills during filling operations.

• The discharge of solid waste and sewage from ships would be controlled. It would be

disposed / discharged only after proper treatment. Bulk material would not be disposed

off into the sea.

• All drains and roads would be cleaned before the rainy season to avoid runoff from the

land to the sea carrying a myriad of pollutants including chemicals.

• Temporary bunds would be constructed to collect surface runoff from land sites.

Collected runoff would be passed through retention ponds to collect suspended solids

before discharge.

• A treatment system has been provided at the construction camp.

• Sanitary effluents would not be discharged into the port waters.

• Oily wastewaters (from fuel storage tanks, maintenance shops, ships’ bilge water, tank

washings) and runoff from dirty areas of the port (vehicle marshalling, parking and fuel

storage areas) would be collected and passed through an oil water separator before

discharge.

• Reception facilities for oily wastes from ships would be provided and their use would be

enforced by monitoring. Penalties will be imposed for oily discharges in and around the

port.

• Regular monitoring of water quality is being carried out within the port and in adjacent

waters during operation to identify adverse environmental impacts.

10.5.4. Land Environment

• Inflammable waste would be burnt in the incinerator facility owned / �uthorized firm or

association.

• The carboys, drums, containers etc. is being sold to the GPCB / CPCB authorized

vendors as per Hazardous Waste (Management and Handling) Rules – 1989 and

amendment of 2000 and 2003) while municipal solid wastes would handled and disposed

off as per Municipal Solid Wastes (Management and Handling) Rules, 2000.

10.6 Management Plan during Dredging in the Port Area

• The dredgers would equipped with suitable attachment to prevent least disturbance to the

soil to be dredged.

• The reclamation areas would be bound by a bund so as to prevent the overflow of the

dredged material. Intermediate baffle walls will be provided to increase the detention

time of the soil, so that most of the dredged material is retained within the bunds. An

adjustable overflow weir is to provided to prevent the finer materials from escaping into

the port waters.

• No dredging works would be carried out during storms.

• The dredging activity would be planned so as to minimize the impacts on local flora and

fauna at the project site.

10.7 Oil Spill Contingency Plan

The Oil Spill Contingency Plan (OSCP) is a set of instructions to help GPPL to ready itself in

response to any contingencies related to marine oil spill incident/accident in their area of operation.

This OSCP has been specifically made for M/S Gujarat Pipavav Port Ltd for their port operation at

Pipavav, Gujarat.during 2006. It takes care of their range of present activities, expansion plans and

the local weather and other natural conditions.

The Plan has been formulated keeping in view the following guidelines

1. OISD 200, Oil Industries Safety Directorate (OISD), GOI;

2. Section II of Manual on Oil Pollution, 1995 edition, International Maritime Organization

(IMO) and

3. A Guide to Contingency Planning for Spills on Water, Volume Two, IPIECA report series,

2nd edition, March 2000 of International Petroleum Industries Environment Conservation

Association (IPIECA). The chapter scheme of this plan has been taken from this IPEICA

manual.

In addition, the details on shoreline cleanup have been taken from the

1. SHORELINE COUNTERMESURES MANUAL for the TROPICAL COASTAL

ENVIROMENTS by Hazardous Materials Response and Assessment Division of National

Oceanic and Atmospheric Administration (NOAA), US Government and,

2. Option for Separation and Disposal of Oil and Debris are as per Section IV of Manual on Oil

Pollution, IMO, 2005 edition

Detailed modalities have been developed to effectively respond to any accidental oil spill

arising from operational activities at the Port of Pipavav and it should be read in conjunction with

the Port’s Disaster Management Plan (DMP).

The Plan is in three parts:

PART- I Strategy Section

This part consists of preparation for action. It includes oil spill scenarios, response objectives

and strategies response organization and details of available response equipments. This section is

designed to help responders understand, in advance, as what is expected of them to minimize

pollution of the environment.

PART- II Action and Operations Section

This section includes specific instruction for responders, on how to do and what to do in

response to each type of oil spill incident, once an oil spill occurs. This is to ensure that response

action gets underway promptly, and in an orderly manner.

PART- III Data Directory

This part includes all the data necessary to implement the total plan and includes information

on statutory regulations, training and competence desired and level achieved, types of oil handled,

oil spill response general decision tree, areas of operation, shoreline cleanup technique, list of

suggested marine OSR equipments, list of shore cleaning equipment, emergency control room

communication network, reporting format and contact details of relevant officials etc. This is

arranged for quick reference by responders while taking emergency action.

The details of Oil Spill Equipment available at Pipvav Port is presented in Appendix A.

However, in order to provide a literature review the various issues in the oil spill contingency

plan are described in the following sections.

10.7.1. Strategies for Prevention and Control of Minor & Major Oil Spills

When oil gets spilled on sea, it spreads over the surface water to form a thin film often

referred to as ‘oil slick’. The rate of spreading and thickness of film depends on sea temperature and

nature of oil.

The composition of oil changes from the time it is spilled. The light (low molecular weight)

fractions evaporate, water – soluble components dissolve in water column and immiscible

components get emulsified as small droplets. The rate of emulsification of oil in water depends on

agitation provided by waves and water turbulence. In certain conditions of seawater an oil emulsion

is produced. This makes its appearance as chocolate mousse. This forms thick pancakes on water

and intractable sticky masses if it reaches the shore.

10.7.1.1 Containment of Oil Spill

To prevent the spread of oil slicks over wide areas, many different oil retention barriers or

booms would be developed. Floating booms would be used to channel the oil to be pumped out and

much of the water can be separated from the oil. A boom consists of an air-filled core with weighted

skirt below and a ‘sail’ above. One solution is to build bigger booms and to allow them to drift with

the current. Since they travel more slowly than the oil slick, oil accumulates behind the boom and

can be pumped out. Even while booms have been successfully deployed at sea, much oil inevitably

escapes in any large spillage and the usefulness of booms is limited.

10.7.1.2 Clean –up Method

The effectiveness of a clean-up method depends on:

(i) The choice of an appropriate method or

(ii) The rapidity of the intervention

If an appropriate decision can be taken “on the spot’ by experienced personnel having

considered all the existing parameters, its rapid implementation requires the equipment to be already

available. Thus each case must be considered in advance to determine the method and equipment to

be selected.

The following methods would be used to tackle on oil spill:

• Dispersion

• Mechanical recovery of oil spill

10.7.1.3 Dispersion of Oil Spill

To combat oil spills low toxicity commercially available dispersion concentrates such as

HYDROSOL DN 40, BASIC SLICKGONE LIE and SHELL DC may be used. The dispersion

concentrates are ether or glycol solvent based and allows greater flexibility. Dispersants application

rate vary with the area covered by the oil slicks. Generally, application rate varies from 50-200 ltr

/ha.

10.7.1.4 Mechanical Recovery of Oil Spill

Mechanical devices are used to skim oil from sea. These deliver a mixture of oil and water

which is passed into an oil-water separator. In extracting oil-water mixtures from the surface of the

sea, it is suggested that every care must be taken to see that the use of pumps do not chum the oil-

water mixture into fine droplets or emulsions which will compound the problem of separation.

Relatively slow moving positive displacement pumps rather than high speed centrifugal pumps is

recommended.

It is possible to absorb oil into materials such as powdered cork, peat or straw but it is not

effective for large quantities of oil. Having distributed the absorbent, it has to be collected up again.

A variety of ‘slick-licks’ have been developed in which a continuous belt of adsorbent which

dips through the oil and is then passed through rollers to extract the oils as the belt comes on to the

ship. Such devices have proved useful for mopping up small oil spills in sheltered waters in port, but

are not very effective at sea.

The oil recovery would be carried out through (1) Boats and skimmers (2) booms (3) by

vessels with large oil storage capacity (200/300 m3 oil storage capacity) and coastal tankers 2000 /

3000 DWT equipped for recovery.

10.7.1.5 Physical Methods for Treatment of Oil Spill

(A) Sinking

If dense oleophilic material, such as sand coated with stearates, is distributed on an oil

slick, the oil gets carried to the seabed. This method of disposing of an oil slick has been

found to be unfavourable for operational use due to uncertainty in the fate of sunken oil, as

over a time period it might return to the surface or get transported to other areas by bottom

currents.

(B) Burning

A number of wicking agents could be developed for oil combustion. In practice, it is

difficult to ignite and sustain combustion of floating oil because of cooling effect of

seawater underneath the slick. Further more, the oil is rarely in a continuous slick but is

broken into separate steams, each of which needs to be ignited separately. Burning therefore

may not be a practical way of disposing of oil spilled on the sea.

10.7.1.6 Chemical Methods for Treatment of Oil Spill

The natural process of emulsification of oil in water can be accelerated by addition of

chemical agents. Sufficient energy for agitation could be provided to cause emulsification and

dispersion of oil droplets so that they do not coalesce and reform as a slick. The emulsifier is

sprayed on to slick from booms slung over the side of ship and agitation provide by the ship screws

or by a structure rather like five-bar gate which is towed behind the spraying ship.

The key limitation of value of dispersants is not their effectiveness but operational

application. Single spraying tug can treat swathe of soil slick perhaps only 20 m wide. Hence

numerous tugs are required to disperse a sizeable slick within a useful time. A new generation of

dispersants which can cause dispersion without added agitation can be sprayed on oil slick from air.

This technique provides the opportunity to treat larger slicks more effectively.

Despite the fact use of dispersants is an effective method of combating oil spills; its use has

been controversial. Environmental concerns stem mainly from the fact that the use of dispersants

represents not only a deliberate introduction of an additional pollutant into sea but can also result in

increase in hydrocarbon concentration in water, which may lead to biological damage. Thus, the

risk of environmental damage resulting from the use of a dispersant must be assessed before its use.

Dispersants could preferably be used only for cleaning after the gross oil pollution has been

removed by physical methods.

10.7.1.7 Biological Methods for Treatment of Oil Spill

Various micro-organisms including bacteria, fungi and actinomycetes are known to degrade

individual hydrocarbons, mixture of hydrocarbons and phenolic compounds. Species of Nocardia

and Pseudomonas are known to degrade crude oil in refinery wastes and they can be used as agents

for clean-up and removal of oil spills on sea. However, detailed studies for use of these micro-

organisms in marine environment are required to establish feasibility of this technique and ensure

that no ecological disasters would result due to application of such bacterial mutants. Dispersion and

biodegradation of hydrocarbons can be effected using genetically engineered micro-organisms. A

consortium of crude oil degradation has been developed. The consortium is usable for marine

conditions as its members have been incorporated with the salt resistant genes. Cost and quality

would be very low, as compared to the chemical surfactants. The main advantage of the above is that

the micro-organisms will degrade almost all dispersed hydrocarbons into CC2 and H2O. Residual

hydrocarbons in water will be in traces.

10.7.2. Oil Spill Response / Control Equipment

Oil spill response equipment should be provided on vessels. The equipment should comprise

site booms for protecting in short sections, heavy duty booms for oil containment, dispersion spray

units and chemicals.

In the event of any accidental oil spill, the equipment is to be deployed to contain and recover

oil or treat it with dispersant chemicals.

10.7.2.1 Emergency Organisation

An Operation Control Room (OCR) is to be located which will function as the Emergency

Control Centre (ECC) from where all operations to handle the emergency will be directed and co-

ordinated. Chief Emergency Co-ordinator, on -scene Emergency Co-ordinator and other persons

who have to play key roles in managing the emergency situation are assigned duties under the plan.

Regular drills and musters are held on board the installation and record of such drill is kept.

This improves the effectiveness of response to any emergency.

The emergency procedure is set in motion by means of predetermined code of signals and

alarms. Siren, alarm bell and public address system are used for this purpose.

10.7.2.2 Emergency Procedures

The immediate action at scene requires containment of oil spill to prevent it from spreading

over a large area. Oil spill response equipment is mobilised for this purpose. In the event of any

major oil spill, the Coast Guard plays the lead role under National Oil Spill Contingency Plan.

10.7.2.3 Emergency Resource Mobilisation

Oil spill response equipment like ocean booms for containment of spill, skimmers for

mechanical recovery of oil and chemical dispersion for rendering the unrecovered oil are to be kept

available on board and support vessels.

If the level of response required to deal with an emergency situation is beyond GPPL’s own

resources, then additional resources from Coast Guard, under the Regional Contingency Committee

(RCC) constituted under the Offshore Security Co-ordination Committee (OSCC) set up by the

Ministry of Petroleum & Natural Gas has to be requesitoned.

10.8 Socio-Economic Environment

The Pipvav Port is in operation for the last ten years and during the above period the port has

built very good rapport with the local public by providing education, health and welfare facilities.

These will be upgraded during the expansion of the port project.

In order to mitigate the adverse impact likely to arise in social, cultural and economical

aspects in the surrounding region and the proposed project is expected to contribute towards

enlistment of local people quality of life; certain line of action would be adopted relating to

• Establishment of Co-operative and open working relations and maintaining the same

throughout the life of the project.

• Preference would be given to local people for employment during construction phase

considering their skills and abilities.

• Welfare activities such as organizing medical check-up camps and extending facilities to

local population will be undertaken.

• Preventive measures would be taken for controlling the pollution, which may arise from the

project.

• Arranging different programs for enhancing cleanliness and reducing unsanitary conditions.

• Timely valued different awareness programs would be arranged by the project proponent

based on the common health problems caused in the region that may help to reduce the lower

health status of the region.

10.9 General Recommendations

• Workers engaged during construction phase would be provided with temporary housing

facilities at planned labour colonies located preferably nearer to project site.

• At the time of site clearance and construction, waste disposal management plan would be

implemented to mitigate the adverse impact on human health.

• Protection of workforce against dust emissions from construction and transportation activities

would be given in the form of nose caps and masks, similarly workers doing the welding and

painting job would be provided with requisite safety equipment.

• In built fire fighting facilities to prevent emergencies developing into major threat would be

considered on top priority.

• Fire siren/alarm would be installed.

• An operational manual would be prepared for instructions to the workers depending on their

levels and work categories.

• In order to further improve the socio-economic environment, the authorities would consider

extending welfare measures to the local population under the community development

programme.

• Since there is a potential to accommodate operators/ workers with different trade expertise,

local youths would be encouraged and supported for training at Industrial Training Institutes

(ITI), so that these locals having minimum basic qualifications and aspiring for job

opportunities can get employment in the same region. This would reduce influx of

migrating population and stress on existing infrastructure.

• Provision of an adequate water distribution system including pier installations for hose

connections to supply fresh water to ships.

• Provision of adequate sewage collection, treatment and disposal system to serve the entire

port complex including a shoreline interceptor for receiving liquid wastes from all shoreline

installations.

• Special hose connections would be provided to allow ships to discharge sewage, bilge wastes

and other liquid wastes into the sewage collection systems. Without these provisions, ships

and onshore installations are likely to discharge their wastewater directly into the port waters.

Water supply and wastewater treatment system should be maintained.

• Regular monitoring would be carrying out to identify adverse environmental changes caused

by pollution.

• Developing a plantation around the port, as a barier for environmental pollution.

10.10 Environmental Management Group

Key personnel in the implementation process are

• Managers

• Engineers/Scientific officer in-charge of he various development activities.

• Laboratory and other testing personnel

• Machinery /equipment operators

• Operators who maintain and calibrate testing and control equipment

• Maintenance staff

Environmental responsibilities have to form an integral part of each personnel’s job. For this

approach to be successful, employees have to understand exactly how their jobs impact the

environment. It is proposed to have a full fledged multi-disciplinary Environmental Management

Group (EMG) having key functions of environmental safety and occupational health for

management of the port areas.

10.11 Occupational Safety

The main safety hazards involve chemical spills, splashes, gas leak and fugitive emissions.

Flame and explosion, which may occur from flame out. Proposed safety measures to be made to

prevent and reduce accident among employees are:

• Electrical equipment will be grounded and checked for defective insulations.

• All elevated platforms, walkways, stairways and ramps would be equipped with

handrails, toe boards and non-slip surfaces.

• The maintenance personnel would be provided with special footwear, masks and dust

proof clothing.

• Keeping all walkways clear of debris, cleaning up chemical / paint spills and excess

water and regular inspection and maintenance would be maintained.

• Regarding electricity, any maintenance work would be carried out in the presence of a

supervisor and an approved work permit.

• The noise levels within the port development facility would be kept lower than 90 dB

(A). If possible, those working with the equipment would have alternative in-house

measures to reduce noise levels below 75 dB (A).

10.12 Safety Requirements for Handling and Transfer of Cargo

The Pipavav Port is in operation for the last ten years. A well developed Health, Safety and

Environment policy has been developed covering the handling and transfer of cargo in the port.

Some of the measures taken by the port are outlined in the following sections.

• The organization structure has been well defined to ensure proper and safe handling of

cargo.

• Weather prediction updates from IMD are acquired daily during the operation periods.

• The port limits are clearly marked and the movement of other traffic is appropriately

controled during the operations.

• Safe Operation Plans (SOP) has been prepared for every operation. According to the

SOP, a checklist has been prepared. These checklists will be completed prior to any

transfer operation. All operating crews are required to be familiar with such procedures.

No procedure will be by –passed to expedite unloading of ship.

• If barges are used, they will be double-hulled barges as per MARPOL requirements,

suitably designed for each chemical and approved by the competent authority.

• Pigging operations, flushing, washing, conditioning of pipelines etc., are performed under

the supervision of a qualified safety professional.

• Adequate security for the area has been provided to avoid risks due to vandalism, theft,

riots etc. The port are has been declared as a “Prohibited Area”.

• Smoking in the operating areas viz., jetty, tank farm, barge and ship is strictly prohibited.

• All employees must wear cotton clothes. Synthetic clothes are not permitted. Shoes

should not have nails or metallic components.

• All vehicles entering into operating area should be fitted with automobile spark arrestors.

• No tools would be permitted at the location during the loading and unloading operations.

Spark proof type tools have been reported to be ineffective.

• All personnel are experienced. Annual training and refresher training lessons/ courses

are conducted to re-emphasized the need for safety procedures and handling of

emergency releases.

• HAZOP analysis is conducted on a regular basis.

• Adequate lighting is provided to conform to dock safety regulations.

• Adequate caution boards are prominently placed to highlight the hazards of the

Chemicals. Notices such as ‘No Smoking’, ‘No naked lights’, ‘No entry to unauthorized

Persons’ are placed at different locations of the premises.

• The flexible hoses are appropriately colour coded for easy identification of products to be

handled.

• All hoses, pipelines and fittings are inspected and monitored during operation.

• During slack periods, the pipelines, hoses and pipe corridors are inspected closely for

evidence of leakage.

• Wireless communications between operating personnel are provided.

• First aid kits are provided at prominent locations. For emergencies, protective clothing

such as neoprene gloves or boots, safety goggles, self breathing apparatus, fire fighting

suits, safety shower and eye wash fountain, combination units, canister gas masks for the

different organic vapour are readily available at the location.

• Unauthorized persons are not permitted in the premises under any circumstances.

• No person with matches or lighters is permitted in the area of operation.

• No hot work, hammering, chipping etc. are permitted without safety work permit issued

by a responsible officer.

• No fibrous materials such cotton waste, canvass, bedding or similar absorbent material

are permitted during operations or left near the operating area.

• Buoys marked with warning symbols are placed along the port area

• Restricted areas are clearly marked.

10.12.1. Safety Requirements for Jetty Area

• Emergency Shutdown Valves (ESDV) are provided along pipelines which are actuated

under very low pressure (PSLL) downstream of ESDV’s.

• Manually Actuated Valves (MAV / SDV) are provided for isolating each hose in the

event of emergency.

• Fire water hydrant and monitors are provided in the jetty area. One elevated fire water

line with monitor is provided to take care of fire in the barge.

• Suitably designed fenders are provided to prevent structural damage to the barge/ship due

to high approach velocity.

• The jetty is equipped with appropriate public alarm systems, hooters, sirens etc.

• The jetty is provided with surface drains and required slope to drain the Oil spills. This is

lead into the collection pit on jetty and pumped to the slop pit at the tank farm using a

slop line.

• Every operation takes place only with hundred percent standby shore personnel including

shore operating officers, staff members, fire crew and security personnel.

• Gas tests are conducted using Explosimeter periodically to ascertain any leak.

• After every loading / unloading operations, equipment are checked and stored as per

standard procedures.

10.12.2. Fire –Fighting Requirements

• The fire water system at the jetty end is designed in accordance with OISD Guidelines -

156 “Fire Protection Facilities for Port Oil Terminals”. This is to meet the fire water

flow requirements of a single largest risk at a time.

• The fire fighting system is designed by a professional fire-fighting consultant and is

frequently inspected

• The organization structure for the fire fighting crew consists of manager (Fire and

Safety), fire officer, safety officer, safety inspectors, pump-house Operators, fire men and

driver.

• The port facility also has an arrangement with local fire fighting service for mutual

emergencies. A direct line of contact for emergencies, with the local fire fighting

services is maintained.

10.13 Internatioanal Ship and Port Facility Security Code (ISPS Code)

In order to mitigate terrorist attacks on Maritime Industry, the ISPS Code was adopted by

a Conference of Contracting Governments to the International Convention for Safety of Life at Sea.

(SOLAS) 1974, convened in London during December 2002.

The purpose of the code is to provide a standardised, consistant framework for evaluating

risk, enabling governments to offset changes in threat with changes in vulnearablity for ships and

port facilities.

The Pipavav Port has obtained the Statement of Complience under Part B of ISPS Code from

Director General of Shipping, Govt. of India vide Statement No. DGS/SOC/029. dt. 11/08/2009 and

is valid upto 19/05/2014.

A copy of the Statement is enclosed in Appendix B.

10.14 Renewable Energy

Gujarat Pipavav Port Limited has signed an agreement with Green Infra Limited for the supply of 8 million units of wind power per annum which translates approximately 50% of annual electrical consumption.

Port of Pipavav has the set target of 4 years to get 100 % of electrical supply through renewable sources of energy.

10.15 Conclusion

The conclusion of the EIA is that the deepening of the port basin and navigational channel

and development of new jetties for container handling and shifting of the oil jetty, with an effective

environmental management and aforestation plan will not have significant adverse impact on the

existing environment.

The primary characteristics that led to these conclusions are,

• Dredging impacts are not significant as there are no critical habitats in the vicinity. The

locations are not area of significant breeding and spawning for marine life.

• Disposal of the dredge spoil in the reclamation area by construction of bunds will not effect

overall productivity in the area. However additional aforestation in areas of similar nature

will be taken up.

• The air quality impacts are predicted to temporarily increase pollutant levels which are

negligible / incremental considering the present port activities and are within acceptable

limits. The project provides a reasonable environmentally acceptable solution as it

maximizes the use of existing development and infrastructure.

10.16 Institutional Mechanism

• An institutional mechanism or framework will be prepared by GPPL, which will be

responsible for effective implementation of EMP. Reporting procedures for demonstrating

compliance to EMP are provided.

Figure 10.3: Institutional Mechanism for Implementing Mitigation Measures

Implementation of Environmental Management Plan (EMP) is the responsibility of GPPL. The

responsibilities of Environmental Officer will include day to day recording of mitigation measures,

Environmental Management Cell (GPPL.)

Environmental Engineers & Marine Biologist

Support Staff Document Assistants

GPCB

Environmental Monitoring Division

planning and execution of environmental monitoring, review of the report submitted by monitoring

agency, checking compliance of the results with respect to baseline conditions and also with relevant

standards and preparation of monthly progress reports documenting all the activities.

10.17 Budgetary Estimates for Environmental Monitoring

Capital cost estimate for implementing EMP including Environmental Monitoring Program

during construction phase is approximately Rs. 2.6 Crores as indicated Table 10.1.

Table 10.1: Environmental Management Capital Cost

Sl. No. Description Items Amount

(Rs. in Lakhs)

1. Air Pollution and Noise Abatement Tree (Greenbelt) Plantation 5

2. Solid Waste Management Waste dustbin 2

3. Training workshop 2

4. Marine life protection from oil spills Two tugboats with booms

and skimmer 15

5. Dust Sweepers 2

6. Air Pollution Control Installation of Dust

Suppression System 200

7. Oil Water Separator 2

8 Sewage Treatment Plant 20

9. Environmental Monitoring

Construction Phase

Marine & Terrestrial

Environment 10

Total Capital Cost 258

Or say Rs. 2.6 Crores

The Annual recurring cost estimate for implementing EMP including Environmental Monitoring

Program during the operation phase is Rs. 1 Crore as indicated in Table 10.2.

Table 10.2: Environmental Management Annual Recurring Cost

Sl. No. Purpose Items Amount

(Rs. in Lakhs) 1. EMC Running expenditure Salary of Environmental Engineers 10

Documentation Assistants 2.5

Support Staff 2.5

Office Expenses 10

Waste Disposal & House Keeping 10

Water Sprinkling of Back Up Area 15

2. Green Belt Maintenance 5

3. Maintenance of Dust bins 2

4. Awareness campaigns-Training 2

5. Maintenance of tugboat, booms

and skimmer etc

5

6. Maintenance of Dust sweepers 2

7. Maintenance of Sprinkler system 10

8. Sprinkling of water on roads 5

9. Oil Water Separator

Maintenance

2

10. STP Maintenance 5

11. Statutory compliance for

environmental protection

Environmental Monitoring

12

Total Annual Recurring Cost 100

Appendix A

DETAILS OF OIL SPILL EQUIPMENT AT PIPVAV PORT

A. Main Equipments

500 meters of inflatable boom ( with anchors, floaters and magnetic hull connector)

Hydraulic operated boom reel

Blower for inflating boom

Drum and brush skimmer

Power pack for operating skimmer

Transfer pump

Transfer hoses

2 nos of 10 Mt foating tank for collecting spilled oil

Oil water collection tank- 100 Cu. M

Absorbent material one box

Description Quantity

Socks

(7.6cm x 244cm)

(6 pcs per box)

6 boxes.

Pillow

46cm x 46cm

(16 pcs per box)

2 boxes.

Pads

23cm x 23cm

(30 pcs per box)

2 boxes

Booms 9 bales

20cm x 3m

(4 per bale)

Perforated Rolls

46m x 38cm

(1 per bale)

6 bales

Sheets

38cm x 48cm

(100 Sheets per bale)

2 bales

Sweep - 30.5m x 48cm

sorbent roll, bonded to a p.p. rope for

deployment (1 per bale)

2 bales

B. Ancillary Equipment

Quantity Description

1 Dock edge protector - Protects the dock edge and makes it easier to deploy and recover the boom without snagging on the jetty or contaminating the dock edge.

4 Anchors

10 Lumi Sticks

100 Bin Liners (Heavy Duty)

2 Boat Hooks

4 Water proof torches

2 100' Caution tape rolls

1 100 m of p.p. rope

1 Push Broom

1 Push Squeegee

2 Scraper

2 Epoxy Putty Sticks

4 Disposable overalls

6 Chemical resistant goggles

1 Box of disposable vinyl gloves

2 Magnetic Seal

4 Buoys 12"

4 Buoy connectors with snap hooks

4 Rain Suits

4 Lifejackets

2 Knives for cutting p.p. rope

2 Stakes for securing dock edge protector

1 Wood Mallet

*************

CHAPTER 11: SUMMARY & CONCLUSION

11.1 Introduction

Gujarat Pipavav Port Limited (GPPL) is the developer and operator of the country's first

private sector port at Pipavav in Gujarat. The company has exclusive right to develop and operate

the Pipavav Port (APM Terminals, Pipavav) and related facilities until 2028 pursuant to the

Concession Agreement with Gujarat Maritime Board (GMB) and the Government of Gujarat (GoG).

APM Terminals Pipavav is strategically located in Gulf of Cambay/ Khambhat, in the Saurashtra

region of the state is one of the principal gateways on the west coast of India. It is an all weather port

protected by two islands, which act as a natural breakwater maximizing port safety, located just 152

nautical miles from Nhava Sheva in Mumbai. The port’s location in the state of Gujarat provides an

immediate access to the rich hinterland and key markets in northwest India

11.2 Project Description

Port of Pipavav is located in Saurashtra, Gujarat, at a distance of 90 km South of Amreli, 15

km South of Rajula and 140 km South West of Bhavnagar  . The port has a total land area of 590

hectares, out of which at least 400 hectares of land is readily available for expansion of port-related

services and businesses . The port has enough waterfront available for further development and has

rights to develop approximately 1500 acres of land. This huge land at hand will give scope for

additional cargo handling facilities, back-up infrastructure and port services. The details of existing

and proposed facilities are provided below.

Existing and Proposed Infrastructure at Pipavav Port

Type of Cargo Existing Facilities Proposed Facilities Total Facilities

Bulk Terminal

No. of Berths - 2 (Quay Length 390 m) Present Capacity - 5mtpa

No. of Berths - 1 (Quay Length Extension) Capacity -21mtpa

No. of Berths - 3 (Quay Length 800m ) Capacity - 26 mtpa

Storage Area -17 ha Storage Area - 10 ha Storage Area - 27 ha

Container Terminal

No. of Berths - 2 (Quay Length 685 m) Present Capacity - 850,000

TEU,s Storage Area - 16 ha

No. of Berths - 3 (Quay Length 1085m) Capacity - 3.15Million

TEU,s Storage Area - 50 ha

No. of Berths - 4 ( Berth 3 converted for bulk) (Quay Length 1470 m) Capacity - 4 Million

TEU,s Storage Area - 66 ha

Liquid Cargo Terminal

No. of Berths - 1  - 243.5m Present Capacity   - 2mtpa Storage Tanks - 2700 mt

No. of Berths – 2 (including one relocation) - 610 m Capacity - 4mtpa Storage Tanks - 0.5 mt

No. of Berths - 2 (including one relocation) - 610 m Capacity - 4 mtpa Storage Tanks - 0.5 mt

Equipments

RTG -18 RMQC -8 Covered Conveyor for Coal Transport

RTG - 36 RMQC -10 Covered Conveyor (Extension)

RTG - 54 RMQC - 18 Covered Conveyor (Extension)

APM Terminals Pipavav, which is a multi-cargo, multi-user port, currently has a capacity to

handle approximately 0.85 million TEUs of container cargo per year and 5 million tonnes of bulk

cargo per year, which varies depending on the type of cargo handled. Its principal services comprise

of providing port handling and marine services for

• Container cargo,

• Bulk cargo, and

• Liquid cargo.

In addition, the company operates a Container Freight Station (CFS) and also generates

revenue from land-related and infrastructure activities. The container berths have both Panamax and

Post-Panamax cranes, while the port has deployed two mobile harbour Mannesmann Gottwald

Harbour Cranes and a rail-mounted Electric Level Luffing (ELL) crane for bulk and break-bulk

cargo. The estimated Cost of the Project is Rs 3500 crores.

11.3 Description of the Environment

A multi-disciplinary team of experienced scientists and environmental professionals were

involved to carry out the resource assessment, generation of baseline data, determination of potential

impacts and recommendation of mitigation measures. Baseline environmental and social conditions

within the study area of 10 km radius of the project site were established by carrying out field

surveys and data collected from various secondary sources.

Meteorology

The mean monthly minimum temperature recorded ranges from 15.10C in December to

27.20C in June 2010. The mean monthly maximum temperature ranges from 28.30C in December to

43.70C in March 2010.

The rainfall does not show any cyclic occurrence and shows wide and erratic variations. The

annual rainfall for the year 2010 was1040 mm recorded at Pipavav Port. The Relative Humidity was

higher during monsoon period followed by summer months and lower during winter months.

Air Quality

The ambient air quality monitoring locations were selected based on topography and meteorological

conditions. The PM10, PM2.5 Sox , Nox and CO values in the port area were

75-94, 6.2-10, 18-24, 22-25 and 230-458 ug/m3 respectively. In the residential locations the values

for PM10, PM2.5, Sox, Nox and CO were 53-74, 3.4-8, 14-22, 16-28 and 180-650ug/m3 respectively.

The average concentration of air pollutants were below the stipulated standards by CPCB for both

residential and industrial zones.

Noise

The average noise levels in residential areas were in the range of 38-72 and

36-65dB(A) during day time in post- and pre-monsoon seasons respectively. It ranged from

30-42dB(A) during night time in post-and pre-monsoon seasons. The equivalent noise levels at most

of the locations were observed to be well within the standards prescribed by CPCB.

Water Quality

The physical and chemical characteristics of water samples collected from various locations

indicated high levels of alkalinity and the total dissolved solids in all the seasons in terms of

chlorides and sulphate. The TDS concentration in the samples varied from 695 mg/l to 3000 mg/l

and 600 mg/l to 1980 mg/l in ground water and surface waters respectively. The chloride values

measured in the groundwater samples varied from 162 mg/l to730 mg/l and 141 mg/l to 480 mg/l in

surface waters. Total alkalinity concentrations were in the range of 145-580 mg/l and 250-500 mg/l

in ground water and surface waters respectively. The observed value of total hardness varied from

300 mg/l to 600 mg/l and196 mg/l to410 mg/l in ground water and surface waters respectively. Total

coliforms concentration in the water samples varied from 2-4 MPN/100ml and 18-23 MPN/100ml in

ground water and surface waters respectively.

Coastal Water Quality

The water quality of coastal waters of Pipavav Port during January, May and September

2010 showed high levels of turbidity. The observed water temperature values varied from 27.4 to

30.80C. The pH values in the waters varied between 7.8 and 8.1.The suspended solids ranged from

380 to 970 mg/l. Salinity values ranged from 28-32psu. The Dissolved oxygen varied from 6.60-7.9

mg/l. The BOD of the marine water samples varied from 1.10 mg/l to 2.90 mg/l. The

concentrations of oil and grease in the water samples varied from 0.68 mg/l to 2.90 mg/l. The

petroleum hydrocarbons concentrations recorded in the marine water samples varied from 0.03 to

0.25 µg/l. The background concentrations of heavy metals were within the stipulated values for

harbour waters.

Analysis of phytoplankton samples indicates presence of 21 species. The density of

phytoplankton varied from 5244 no/m3 to 52427 no/m3. Amongst the diatoms Coscinodiscus,

Biddulphia, Chaetoceros, and Nitzschia were dominan genera. Analysis of zooplankton samples

indicates presence of 15 species. The zooplankton density varied between 1912 no/m3 and 7467

no/m3. Copepod and Copepod nauplius were the dominant groups. The Macrobenthos exhibited 11

different groups. Density of Macrobenthos varied between 41 no/m2 and 98 no /m2. Bivalves,

Gastropods and Radiolarians were the dominant groups.

Jafrabad is an important fishing center in Amreli District of Saurashtra region in the Gujarat

State. The seacoast of Jafrabad is the main fishing ground of Bombay Duck (BUMLA). Around 200

mechanized boats are operating from Jafrabad fish landing center daily. The average fish production

is 30 thousand tonnes annually from Jafrabad centre. In addition to Bombay Duck, Go,l Dhara, Eels

and Shrimp are also caught using Gill net and Dol net. Fisherman from Shiyal bet and Chanch

islands are operating from Jafrabad fish landing centre.

Terrestrial Ecology

Study area mostly composed of agriculture land, saltpans, degraded forest and mangrove

vegetation. The degraded forest is mainly composed of Prosopis julifera. The Prosopis julifera is

dominant around the port area. The commonly observed trees are Prosopis julifera, Ficus sp.,

Azardiracta indica, Zizypus sp., Eucalypous sp., Pithocelobium dulce and, Acacia catechu. Shrubs

like lowsania sp., Thavatia sp., Vitex neugundo, lpomea sp. are abundantly found. Some climbers

like Curcuma sp., Mamordica sp. are commonly observed near villages

The mangroves are shrubby in nature and limited to monospecies Avicennia marina. The

density of mangroves varied from 2000 to 2500 per ha. The height of mangroves varied between 1

and 2 mts. The GPPL has taken up afforestation of mangroves within the port area and also outside

the port area.

The common crops of the study area are Paddy, Jowar, Maize and Pulses among food crops

and groundnut and cotton among non-food crops. The social forestry is prominent in the study area.

The social plantation is observed near the roadside and also around the villages. In social plantation

Causurina Sp., Tectona grandis, Acacia sp., Azardiracta indica, Leucina luccophala are abundantly

planted.

  The Ghir forest is about 90‐100 km away from study area. Among mammals, Wolf, Jackal, Hyna etc. 

were recorded in the study area. The Nilgai (Boselaphus tragocamelus ) was mostly observed in study area. 

Their number was about 12,000 only in Rajula taluka. Flamingo was commonly observed in saltpans near the 

road of Victor  to Chanch. Other birds such as Spoonbill, Logger  falcon, Patriarch etc. are also seen  in  the 

study area.  

Demography

The total population in the villages around 10 km radius is 35,000 (2001 census). Agriculture

and fishing are the main source of livelihood for the villagers. While allied activities include,

livestock, forestry and cotton processing. Very few health and educational facilities are locally

available in the villages. Most of the villages depend on the towns for these facilities. Towns are

located between 3 to 10 km distances from the villages. The villages in the study area have less than

50% literacy. The sanitation facilities in the villages are not satisfactory leading to large-scale

mosquito menace. Common diseases are malaria and respiratory disorders.

11.4 Anticipated Environmental Impacts and Mitigation Measures

The anticipated impacts during the construction and the operation phases are

summarized below.

Activity Impacts Impact

Characteristics

Parameter Cause Duration /Nature /Reversibility

Construction material handling/ transportation of construction materials/ quarrying

Air Generation of dust from handling and transportation of fine & coarse gravel in uncovered trucks

Short term Negative

Reversible

Noise Vehicular noise, use of excavation equipment

Short term Negative

Reversible

Construction Activities

Air

Fugitive dust emissions and dust generation from concrete mixing, cement handling, welding, operation of construction machinery

Short term Negative

Reversible

Noise Use of construction equipment and power tools

Short term Negative

Reversible

Water Water utilization for construction

Turbidity, runoff from construction site washings

Short term Negative

Reversible

Labour Force

Water Exploitation of water resources for domestic usage Disposal of untreated waste

Short term Negative

Reversible

Land/ Aesthetics

Construction of temporary building/ dwellings. Generation of solid waste.

Short term Negative

Reversible

Socio - Economics

Increased employment opportunities

Short term Negative

Reversible

Capital Dredging

Noise Use of dredging equipment and power tools

Short term Negative

Reversible

Water Sediment resuspension Short term Negative

Reversible

Sediment Release of toxic substances and nutrients

Short term Negative

Reversible

Benthic Ecology

Disturbance of bottom sediments and/or destruction of spawning grounds

Short term Negative

Reversible

Land Reclamation

Water Sediment resuspension Short term Negative

Reversible

Sediment Release of toxic substances and nutrients

Short term Negative

Reversible

Ecology Loss of inter tidal area Long term Negative

Irreversible

Shoreline Material dumping Long term

Positive/Negative Irreversible

Construction of Berths

Noise Use of pile drivers, boring equipment, power tools, drill bits etc.

Continuous for a Short period

Negative Reversible

Water Increased suspended solids and turbidity

Short term Negative

Reversible

Maintenance Dredging

Water Sediment resuspension, release of toxic substances and nutrients

Short term Negative

Reversible

Sediment Movement of dredge spoils Short term Negative

Reversible

Benthic Ecology

Disturbance of bottom sediments and/or destruction of spawning grounds

Short term Negative

Reversible

Shipping Operations

Air Exhaust emissions Short term Negative

Reversible

Water Discharge of bilge cargo residues, operational wastes, waste water

Short term Negative

Irreversible

Mitigation Measures

The environmental pollution during construction phase is purely temporary and localized

except permanent change in local land-use and landscape at the proposed berth. Environmental

pollution in construction phase will be mainly due to site preparation, civil works, transportation,

storage and handling of different kinds of materials including flammable / hazardous materials,

construction workers sanitation etc. The environmental impacts during construction period are of

shorter duration and are reversible.

Air Environment

To control fugitive emissions following measures are recommended.

• Methods for controlling dust emission are water sprinkling in the construction site,

use of proper transport methods, such as a conveyor belt, for excavated material and

screens around the construction site.

• A plantation zone or open space between the construction site and the local

community could be an effective buffer.

• Trucks hauling dirt, rock or other granular or particulate material to construction site

should have their loads limited, trimmed, or wetted and covered to prevent material

from being spilled / scattered or wind blown over public streets.

• Nose masks or earmuff will be provided to construction workers, while carrying out

operations that may entail potential for dust inhalation.

• There will be no on-site burning of any waste arising from any construction activities.

• Engines and exhaust systems of all vehicle and equipment will be maintained so that

exhaust emissions do not reach statutory limits (set for that vehicle / equipment type

and mode of operation by CPCB), and that all vehicles and equipment are maintained

in accordance with manufactures guidelines.

• The air pollution impacts during construction phase would be temporary and

contained within the project boundary.

• The storage and handling of soil, sub-soils, top-soils and materials will be carefully

managed to minimize the risk of windblown materials and dust by the use of cover

sheets like tarpaulin.

• Fugitive dust emissions will be controlled by the application of water sprinkling on

unpaved roads.

Noise Environment

The villages are located at more than 2.5 km away from the project areas, the noise levels are

considered to have insignificant impact on the community. However, the following noise mitigation

measures will be followed.

• Noise could be considerably reduced by adoption of low noise equipment or

installation of sound insulation fences.

• Plantation can be a good barrier.

• Limitation of working hours may be a possible means to mitigate the nuisances of

construction activities.

• Earth movers and construction machinery with low noise levels will be used.

• Transport of construction material to the site will be limited during the daytime.

• Use of personal protective devices such as ear-muff, ear-pugs etc. will be enforced

wherever necessary.

• Periodic maintenance of construction machinery and transportation vehicles will be

undertaken to reduce the noise impact.

Water Environment

Impact on water quality during construction period may be due to non-point discharge of

sewage generated from the construction of work stations at the project site / camp site. Therefore,

the water requirement and wastewater generation will be a very small quantity. Sanitation facilities

(soak pits / septic tanks) will be constructed for disposal of sewage generated by the workers as per

SPCB norms. Since, the construction workers will constitute a floating population, the demand of

water and sanitation facilities will be small in quantity and it will be managed by providing drinking

water and sanitation facilities at site.

• Sufficient and appropriate sanitary facilities ’will be provided in order to maintain

hygienic conditions in the camps of construction labourers.

• The adverse effects of construction work could be minimized by appropriate selection

of equipment in pile driving, dredging, proper use of silt curtains, careful planning of

settling ponds and overflow weirs for landfills, and suitable transport of construction

materials and dredged material.

Land Environment

Following measures will be adopted to mitigate adverse impacts on biological resources

during construction phases.

• The adverse effects of disposal of contaminated dredged material or other wastes

from construction activities could be offset by including them in land reclamation.

• Centralized waste management facility is provided to collect all wastes during

construction phase.

• The stockpiles, construction camps etc. during construction period will be located to

the extent possible on land, which are devoid of vegetation.

• Any kind of material resulting from clearing and grading will not be deposited on

temporary or permanent basis in the approach roads, streams, ditches and any other

position which may hinder the passage, therefore no change is anticipated on the land

use due to and /or natural water drainage.

• On completion of construction works all temporary structures, surplus materials and

wastes will be completely removed to avoid future land use incompatibility.

• The impact on soil due to land disposal of solid work as construction debris,

composite garbage and discarded top soil may impact surrounding soil quality.

However, the impact is likely to be insignificant as the project authorities will take

adequate measures to ensure that all waste generated at the construction site and at the

labour camp are collected and disposed off in an appropriate manner in a dump site or

recycled or reused wherever feasible.

Disposal of Dredge Material

The removal of sediment from the seabed by dredging is a necessary activity in ports,

/harbours and waterways either to ensure a sufficient depth of water for the passage of vessels

(maintenance dredging) or for the construction of new facilities (capital dredging) and the material

removed has to be relocated. Coastal disposal is the primary method for disposing for dredge

material. The dredged material will be utilized for land reclamation in the low lying areas. If the

material is not suitable for reclamation the same is disposed off in offshore designated areas after

carrying out model studies.

The planning and execution of dredging works will be carried out by drawing up a dredging

management plan as to minimize both the direct and indirect effects.

11.5 Environmental Monitoring Programme

The environmental attributes (air, noise, water and socio-economics) to be monitored during

the construction and operation phase of the project, technical details of the environmental monitoring

comprising monitoring parameters, methodology, sampling locations and frequency of monitoring

have been detailed in the relevent chapter.

11.6 Project Benefits

The project will bring growth and development in the region and will generate direct and indirect

employment, revenue to government by way of customs, VAT, lease rental, Wharfage and berthing

charges and thus contributing to the state exchequer. Development of infrastructure and new growth

centers in the region and the Port will pave way for further industrialization of the region.

11.7 Environmental Management Plan

Various environmental management alternatives have been identified to reduce the potential

adverse impacts of the project. While developing these control alternatives, focus has been given on

the following;

Risk Analysis and Disaster Management Plan

Capital Dredging and Dredged Material Management Program

Port Traffic Management

Wastewater Management

Marine Water Pollution Control and Management

Air and Noise Pollution Control and Management

Solid Waste Management

Hazardous Materials Management

Occupational Health Safety

Environmental Management during Cargo Handling and Storage

Oil Spill Contingency Plan

Internatioanal Ship and Port Facility Security Code (ISPS Code)

An Environmental Management Plan consisting of mitigation measures, monitoring program and

institutional measures have been outlined during the development of the project. Actions taken to

implement the mitigation measures for each of the attribute, which are exerting impacts on the

environment, are presented below and also incorporated in the EIA report for better management.

• Ambient Air, Noise levels, Water and Sediment are being monitored on a monthly basis for

all the parameters as recommended in the EIA/EMP report since 2007.

• Sprinkling of water during construction works and also along the unpaved sections of the

roads to contain the dust levels.

• Low noise equipments and mufflers/ enclosures are being used to limit the higher noise

levels. Equipments used in the constructions are maintained periodically and all the moving

parts are frequently oiled /greased to reduce noise generation.

• Personal Protection Equipment (PPE) such as earmuffs, helmets, shoes, gloves etc are

provided to the operational people involved in the pile driving operation.

• The necessary facilities such as water, power, sanitation etc along with periodic health

checkup and first aid facilities are provided to workers.

• All vehicles used in the construction are checked periodically for valid Pollution Under

Control certificates to ensure the emission norms/standards.

• A dredging management plan consisting of the dredging method, quantity, disposal and

monitoring is prepared and implemented. It is ensured that the barges/ work boats have slop

tanks for collection of liquid / solid waste generated on board. No waste will be discharged

into the sea keeping in view the MARPOL Convention.

• Material handling system at the berth (mobile hoppers and conveyor systems) covered

conveyor and sprinklers, synthetic wind barrier and water curtain surrounding the coal

storage yard will be provided in order to contain the coal dust pollution.

• Coal storage areas will be provided with concrete lining .Mobile Sprinklers will be used for

coal dust superession.Thermal Sensors will be installed at the coal stockyard to monitor coal

temperatures and fires.

11.8 Consultants Engagged:

M/s. Aquatech Enviro Engineers, (Environmental Engineers & Consultants), No 3391, 6th Main,

3rd Cross, RPC Layout, Vijayanagar II Stage Bangalore – 560 040

Telefax: 080 – 23141679, Email: aquatech_enviro@yahoo.co.in

************

CHAPTER 12: CONSULTANCY ENGAGGED

M/s. AQUATECH ENVIRO ENGINEERS

(Environmental Engineers & Consultants)

Regd Office: No 3391, 6th Main, 3rd Cross, RPC Layout

Vijayanagar II Stage Bangalore – 560 040

Telefax: 080 - 23141679

Email: aquatech_enviro@yahoo.co.in

Works: No 38, I ‘A Cross,

Narasimhaswamy Layout

Laggere, Bangalore: 560 058

The consultants are a Bangalore based Environmental Engineering firm established in the year 2000

with specialization in Water and Wastewater Management. The Organisation is a team of specialized

professionals, technically qualified and competent graduates and post graduates in disciplines of

Environmental, Chemical, Civil, Electrical, Mechanical and Port Engineering capable of achieving

comprehensive solutions for industrial pollution control.

Annexure – I

MoEF ToR Approval Letter

Annexure – II

Environmental (Protection) Third Amendment Rules, 1993

Schedule – VI

General Standards for Discharge of Environmental Pollutants

(Marine Coastal Area Standards)

Sl. No. Parameter Standards for Effluent Disposal to

Marine Coastal Areas

1 Color and odour Efforts to remove color and odour

2 Suspended solids mg/l Max a) For process waste water 100 b) For cooling water effluent 10 per

cent above total suspended matter of influent

3 Particle size of suspended solids a) Floatable solids b) Settleable solids max.850 microns

4 Dissolved solids (inorganic) mg/l -------

5 pH value 5.5 to 9.0

6 Temperature Shall not exceed 5ºC above the receiving water temperature

7 Oil and grease mg/l, Max 20

8 Total residual chlorine, mg/l, Max 1.0

9 Ammonical nitrogen (as N) mg/l, Max

50

10 Total Kjeldahl nitrogen (as NH3) mg/l, Max

100

11 Free ammonia (as NH3 ) mg/l Max 5.0

12 Biochemical oxygen demand (5 days at 20º C)

100

13 Chemical Oxygen demand, mg/l, Max

250

14 Arsenic (as As) mg/l, Max 0.2

15 Mercury (As Hg) mg/l, Max 0.01

16 Lead (as Pb) mg/l, Max 2.0

17 Cadmium (as Cd), mg/l, Max 2.0

18 Hexavalent chromium (as Cr+6) mg/l, Max

1.0

19 Total chromium (as Cr) mg/l, Max 2.0

20 Copper (as Cu) mg/l, Max 3.0

21 Zinc (as Zn) mg/l, Max 15

22 Selenium (as Se) mg/l, Max 0.05

23 Nickel (as N) mg/l, Max 5.0

24 Cyanide (as CN) mg/l, Max 0.2

25 Fluoride (as F) mg/l, Max 15

26 Sulphide (as S) mg/l, Max 5.0

27 Phenolic compounds (as C6H5OH) mg/l, Max

5.0

28 Radioactive materials a) Alpha emitters uC/ml, Max b) Beta emitters uC/ml, Max

10-4

10-4

29 Bio – assay test 90% survival of fish after 96 hours in 100% effluent

30 Manganese (as Mn) 2 mh/l

31 Iron (as Fe) 3 mg/l

32 Vanadium (as V) 0.2 mg/l

33 Nitrate Nitrogen 20 mg/l

Annexure – III

Water Quality Standards

(Natural Coastal & Beach Water)

Sl.

No Characteristics

Tolerance limit for bathing,

recreation commercial fish culture

and salt manufacture

1 Colour and odour No noticeable color or offensive odour

2 Floating material No visible floating matter or sewage or

industrial waste origin

3 Suspended solids No visible suspended solids of sewage

or industrial waste origin

4 pH value 6.5 to 8.5

5 Free ammonia (as N) mg/l, Max 1.2

6 Phenolic compounds (as C6H5OH) 0.1

7 Dissolved oxygen, min. 40 percent saturation value or 3 mg/l

whichever is higher

8 Biochemical oxygen demand (5

days at 20 degree centigrade)

mg/lit. Max

5

9 Coliform Bacteria MPN inder per

100 ml. Max

1000

Annexure – IV

Tolerance Limits of Water Quality of Harbour Region

Parameter Tolerance

Limit

pH 6.5 to 8.5

Temperature 32º C

Dissolved Oxygen <4-5

Biochemical Oxygen Demand (5 days -20 º C) 4

Chemical Oxygen Demand 180

Oil and grease 10

Ammonical Nitrogen 1.2

Cadmium 0.3

Chromium (hexavalent) 0.2

Copper 1.5

Nickel 0.3

Iron 0.3

Lead 0.1

Zinc 1.5

Phenolic Compuounds 0.005

Total Coliform MPT/ 100 ml 1.00

Source: MOEF

All values except pH are in mg/l

Annexure - V

Ambient Standards in Respect of Noise

Area Code Category of Area / Zone Limits in dB(A) leq*

---------------------------------

Day Time Night Time

(A) Industrial Area 75 70

(B) Commercial Area 65 55

(C) Residential Area 55 45

(D) Silence Zone 50 40

Notes:

1. Day time shall mean from 6.00 a.m to 10.00 p.m

2. Night time shall mean from 10.00 p.m to 6.00 a.m

3. Silence zone is defined as an area comprising not less than 100 meters around Hospitals,

Educational Institutions and courts. The silence zones are zones which are declared as

such by the competent authority.

4. Mixed categories of areas may be declared as one of the four above mentioned categories

by the Component Authority.

* dB(A) leq denotes the time frequency weighted average of the level of sound in decibels

on scale A which is related to human hearing.

“A”, in dB(A) Leq, denotes the frequency weighting in the measurement of noise and

corresponds to frequency response characteristics of human ear.

Leq: It is energy mean of the noise level over a specified period.

Annexure – VI

Annexure – VII

Indian Standards/Specification for Drinking Water – IS: 10500 – 1991

Sl. No. Parmeters Desirable Limit (mg/l)

1 Colour (Hz units) 5

2 Tubidity (NTU) 5

3 pH 6.5-8.5

4 Total Hardness (CaCO3) 300

5 Iron 0.3

6 Chloride 250

7 Alkalinity 200

8 Boron 1

9 Dissolved Solids 500

10 Calcium 75

11 Sulphate 200

12 Nitrate 45

13 Flouride 1

14 Phenolic Compound 0.001

15 Pesticides Absent

16 Lead 0.05

17 Zinc 5

18 Chromium(hexavalent) 0.05

Annexure – VIII

Compliance Report

MOEF letter no. 10-7/2007-IA-III dated 16th may 2007.

Sr. No Conditions Present status

SPECIFIC CONDITIONS

(i)

The 60 acres of mangrove belt shall be protected and a buffer of 50 mts should be maintained all around the mangroves patch

As committed, GPPL has been maintaining a mangrove area of 60 acres within the port. GPPL has also implemented an Environment Management Plan on the lines in EIA and also approved by GPCB. GPPL has taken steps to plant mangroves to an extent of 500 Hectares on Gujarat Coast line within a period of three years. It has entered into an arrangement with Gujarat Ecology Commission for the purpose and has already completed plantation of mangroves in 200 hectares in 2007-2009.

(ii)

The storage tank needs to be monitored by GPPL for leaks and automatic detection systems should be incorporated in the pipeline. The pipelines on the mangroves should be taken up on piles.

Storage Tanks and Pipelines belong to Shell Gas. The systems are not in use as of now as the modification process of conversion of LPG jetty is still on. Noted for compliance.

(iii) No new land area should be acquired(reclaimed) Noted for compliance

(iv)

All condition stipulated by the Government of Gujarat should be complied including 500 ha of mangroves afforestation in identified location along the Gujarat cost. Budgetary provision will be made for the afforestation measures and full plan submitted to Ministry of Environment and Forests within 6 months.

Noted for compliance. GPPL has entered into an agreement with Gujarat Ecology Commission who have reserved 500 hectares on Gujarat coast line. GEC has already planted 200 hectares of mangroves in 2007-9.

(v)

All facilities/equipment for oil spill contingency should be provided in the port.

Oil spill contingency plan has been prepared and approved by the DG Coast guard. Equipment is ordered and is in place

(vi) Green belt development will be taken up in the port area.

Green belt is under development and port has planted more than 7500 new saplings in Port premises.

(vii)

All the conditions stipulated by the Gujarat Pollution Control Board vide their letter No. PC/CCA-AMR-13(3)/26014, dated 5.8.2006 should be effectively implemented

Noted for compliance

(viii) No groundwater should be tapped.

Port has commissioned water supply from Narmada waters supplied by GWIL by laying a pipeline of appr. 9 KM from the

main head to the Port. The agreement is for 1.5 mill per day

(ix)

Method of disposal of solid wastes and the sites of such disposal shall be intimated to Ministry of Environment & Forests

The Port not being a manufacturing facility produces no wastes except the spillovers of cargo handled at Port. The cargo spill overs are collected and handed over to the cargo consignees. Sweeping machines are also deployed for the purpose.

(x)

The project proponents should find ways to reuse the treated sewage for greenery or any other purpose rather than discharging these into the coastal waters

Noted for compliance. The port has already set up a sewage treatment plant for treating domestic sewage and use the treated water for plants and the waste as manure.

(xi) Proper navigational aids and leading lights should be provided

The channel marking buoys 9 nos (Green-4 nos, Red – 3 nos and Yellow -2 nos) has been provided as per ILA- International lighting system.

(xii) Air pollution due to handling of fertilizer, coal should be monitored and kept within permissible limits

Port monitors the readings of pollution. It has appointed GPCB empanelled Precitech for the jobs who take readings at regular intervals, which are submitted to GPCB RO.

(xiii) Forest clearance, as applicable, be obtained Noted

(xiv)

Construction labour camps should be located outside Coastal Regulation Zone area and should be provided with adequate cooking and sanitation facilities.

Agreed and being done as and when construction labour is brought in by contractor for construction work.

(xv)

The project proponents should ensure that the surface run off the stockyard is not out into the sea/open area causing sea water / groundwater pollution

Agreed. The coal yard has been provided with proper drainage

(xvi)

All pollution control facilities for handling ballast water and bilge as required under MARPOL convention for servicing ships shall be provided

Agreed. Implemented through GPCB empanelled vendors

(xvii)

A specific oil spill response plan shall be prepared and submitted to the State Authority with a copy to Ministry of Environment & Forest, before commissioning the project

Submitted. Oil spill contingency plan has been prepared / approved by DG Coast guard.

(xviii) The stacking height of sulphur shall not in any case exceed 5 m Agreed

(xix)

Adequate fire fighting facilities as per National Fire Protection Code shall be provided in the port area and in the buildings

As per national fire protection code, sufficient fire fighting system is available in the port area.

(xx) All dredging operations should be restricted to bare minimum extent, the dredge material should be used for

Agreed

reclamation/filling instead of dumping off shore

(xxi)

The dredging operations shall be carried out in a controlled manner such that there is no increase in turbidity levels outside the port area.

Agreed

(xxii) The tugs should be equipped with fire fighting facilities and booms to control oil spill in the port area

The tugs have been provided with fire fighting facilities and OPA kit for oil spill control will also be done.

GENERAL CONDITIONS

(i)

Construction of the proposed structure should be undertaken meticulously conforming to the existing Central/Local rules and regulations including Coastal Regulation Zone Notification, 1991 and its amendments. All the construction designs/drawings relating to the proposed construction/development activities must have approvals of the concerned State Government Department/Agencies.

GMB has already approved the extension of jetty and shifting of jetty as well as installation of equipments and activities. The construction activities in the area completed. LPG jetty modification likely to be over by October 2009.

(ii)

The proponent shall ensure that as a result of the proposed constructions, ingress of the saline water into the groundwater does not take place. Piezometers shall be installed for regular monitoring for this purpose at appropriate locations on the project site.

Noted. The ground water data from the state government shows that the water table in the surrounding areas has improved.

(iii)

Handling, manufacturing, storage and transportation of all hazardous chemicals should be carried out in accordance with MSIHC rules. 1989 and subsequent amendments. All approvals from Sate and Central nodal agencies including OISD, Chief Controller of Explosives, Chief Inspectorate of Factories must be obtained. A comprehensive contingency plan in collaboration with the concerned authorities must be formulated before commissioning of the project to meet any eventuality in case of an accident.

Noted

(iv)

A well equipped laboratory with suitable instruments to monitor the quality of air and water shall be set up as to ensure that the quality of ambient air and water conforms to the prescribed standards. The laboratory will also be equipped with qualified manpower including a marine biologist so that the marine water quality is regularly monitored in order to

The port has an arrangement with a GPCB approved private outfit in Bhavnagar. Also quarterly monitoring of ambient air quality and DG sets stack emission is being done by GPCB approved M/s Precitech Laboratory - Vapi .They have full fledged laboratory and equipments to carry out the necessary tests and analysis.

ensure that the marine life is not adversely affected as a result of implementation of the said project. The quality of ambient air and water shall be monitored periodically in all the seasons and the results should be properly maintained for inspection of the concerned pollution control agencies. The periodic monitoring reports at least once in 6 months must be send to this Ministry (Regional Office at Bhopal) and State Pollution Control Board.

(v)

Adequate provisions for infrastructure facilities such as water supply, fuel for cooking, sanitation etc. must be provided for the labours during the construction period in order to avoid damage to the environment. Colonies for the labours should not be located in Coastal Regulation Zone area. It should also be ensured that the construction workers do not cut trees including mangroves for fuel wood purpose.

Noted

(vi)

To prevent discharge of sewage and other liquid wastes into the water bodies, adequate system for collection and treatment of the wastes must be provided. No sewage and other liquid wastes without treatment should be allowed to enter into the water bodies.

Discharge of sewage through soak pit/ septic tank is being done. As part of EMP we have also set up sewage treatment plant in port. We do not discharge or allow any sewage & other liquid waste to enter into the water bodies.

(vii)

Appropriate facility should be created for the collection of solid and liquid wastes generated by the barges/vessels and their safe treatment and disposal should be ensured to avoid possible contamination of the water bodies.

We allow any solid and liquid wastes unloading from barges/vessels only to GPCB approved vendors who take it out of the port post unloading for treatment as per GPCB norms.

(viii)

Necessary navigational aids such as channel markers should be provided to prevent accidents. Internationally/recognized safety standards shall be applied in case of barge/vessel movements.

The channel marking buoys 9 nos (Green-4 nos, Red – 3 nos and Yellow -2 nos) has been provided as per ILA International lighting system.

(ix)

The project authorities should take appropriate community development and welfare measures for villages in the vicinity of the project site, including drinking water facilities. A separate fund should be allocated for this purpose.

The port has taken following steps : Road construction : 1. Road Repair Work of app. 1.5 km road

from GPPL Rampara Gate to Rampara Village undertaken by the Company.

2. 2.70 Km PWD road connecting to National Highway No. 8E being maintained by Port and used by all Bherai, Rampara-2 & Shiyal Bet Villagers .

Education : 1. 02 in number PCs being provided to

Rampara & Bherai, High School. 2. School Bag Kit distributed at Shial Bet,

Rampara & Bherai Villages. Festivals : 1. Anand Mela, Navratri & Ganpathy

Festivals celebrated inviting participation of Villagers.

Health centre 1. Medical Advice / Consultancy provided

to the villagers [Rampara, Behrai & Shial Bet] by MO-GPPL.

2. Medicines as required / necessary provided to the villagers from the Port Dispensary.

3. Ambulance Service provided up to Bhavnagar for emergencies + Check Up Treatment up to Rajula & Mahuva.

4. Eye Camp & Polio Drop Camps organized for Villagers.

Drinking water supply 1. During Drought period, drinking water is

being provided to the villagers from the IN Ships at Berth.

Community awareness 1. Health & Hygiene, Embroidery, Classes

given by GPPL thru the Ladies Club. Employment to locals 60 % employment is to the local residents. The Port falls in Amreli district of Gujarat The break up direct employment figures is as under:

1. Total Employees in Port 493 2. Officers/supervisors 190 3. Non-officers 303 4. From Gujarat 340

(69%) In addition the port has developed local contractors and also makes it a condition that contractors carrying out works and jobs employ local persons to the extent possible. Most of the workers of the contractors also belong to local area Other support • Relief operations carried out by the

company in the event of natural disaster such as ‘Sukhadi Vitran’ to help locals tide over drought.

• Fire Fighters & Fire Tender provided to all adjoining regions to fight outbreak of fire, attend. to other accidents especially

to villages Rampara – 2, Bherai, Shiyalbet, Dievla on 24 hours basis.

• Flood Relief operations carried out by GPPL for Rampara Village, providing accommodation & food during flood period last year. Over 200 families accommodated in Port.

• Labor on cash / employment opportunity is provided to the locals as far as practicable to the unemployed youth, in addition to employment at Port. About 150 workers per day are engaged by contractors & Port for various contract jobs at Port.

• Banking Facility set up at Port catering to Local populace extending Personal, Consumer & other loans facility by virtue of it’s close proximity to the adjoining villages - State Bank of Saurashtra.

• Business opportunities are provided to the locals VIZ Hiring of Equipments & Hired Vehicles from adjoining villages – Rampara-2 & Bherai.

• Free Medical/Dispensary/Ambulance services are provided Fire fighting & Fire Tenders plus other services provided to adjoining regions Amreli, Saverkundla, Mahuva, Jafrabad, Victor & Rajula

• Provided school kits to female pupils in taluka Rajula

• Assistance to local educated unemployed for developing proficiency in English and computers for employment in GPPL

To have better understanding of the skill needs of the surrounding villages Port commissioned Tata Institute of Social Sciences, Mumbai (TISS) to conduct a socio-economic survey of the three villages in the vicinity namely Rampara II, Bherai, and Shialbet and suggest interventions / linkages with local institutions to raise employability levels and other areas where port can support. The survey / study has been completed. Port is exploring areas for public-private partnership to participate in skill development and up-gradation

(x) The quarrying material required for the construction purpose shall be obtained only from the approved quarries/borrow

Agreed

areas. Adequate safeguard measures shall be taken to ensure that the overburden and rocks at the quarry site do not find their way into water bodies.

(xi)

The additional dredging operations to be undertaken with the prior approval of this Ministry, shall be executed with appropriate safeguard measures to prevent turbidity conditions in consultation with the expert agencies such CWPRS/NIOT.

Agreed

(xii) For employing unskilled, semi skilled and skilled workers for the project, preference shall be given to local people.

More than 60% of total employees at port are local people.

(xiii)

The recommendations made in the Environmental Management Plan and Disaster Management Plan, as contained in the Environmental Impact Assessment and Risk Analysis Reports of the project shall be effectively implemented.

Agreed

(xiv)

A separate Environmental Management Cell with suitable qualified staff to carry out various environments should be set up under the charge of a Senior Executive who will report directly to the Chief Executive of the Company.

The cell has been in existence supported by key officials of the departments of Health/Safety Procurement Projects Engineering Operations

Meetings are held every month

(xv) The project affected people, if any should be properly compensated and rehabilitated

Agreed

(xvi)

The funds earmarked for environment protection measures should be maintained in a separate account and there should be no diversion of these funds for any other purpose. A year wise expenditure on environmental safeguards should be reported to this Ministry

Agreed As on March 2009 Port has incurred an expense of Rs. 250 million approximately on strengthening facilities to comply with standards.

(xvii)

Full support should be extended to the officers of this Ministry’s Regional Office at Bhopal and the officers of the Central and State Pollution Control Boards by the project proponent during this inspection for monitoring purposes, by furnishing full details and action plans including the action plans including the action taken reports in

Agreed

respect if mitigative measures and other environmental protection activities

(xviii)

In case of deviation or alternation in the project including the implementing agency a fresh reference should be made to this Ministry for modification in the clearance conditions or imposition of new ones for ensuring environmental protection. The project proponents should be responsible for implementing the suggested safeguard measures.

Agreed

(xix)

This Ministry reserves the right to revoke this clearance, if any of the conditions stipulated are not complied with to the satisfaction of this Ministry

Agreed

(xx)

This Ministry or any other competent authority may stipulated, any additional conditions subsequently, if deemed necessary for environmental protection, which shall be complied with

Agreed

(xxi)

The project proponent should advertise at least in two local newspapers widely circulated in the region around the project, one of which shall be in the vernacular language of the locality concerned informing that the project has been accorded environmental clearance and copies of clearance letters are available with the State Pollution Control Board and may also be seen at Website of the Ministry of Environment & Forests at http://www.envfornic.in The advertisement should be made within 7 days from the date of issue of the clearance letter and a copy of the same should be forwarded to the Regional Officer of this Ministry at Bangalore.

Action taken

(xxii)

The project proponents should inform the Regional Office as well as the Ministry the date of financial closure and final approval of the project by the concerned authorities and the date of start of Land Development Work.

Agreed

Annexure – IX

Dust Control / Suppression Systems

1 Handling of Cargo

The cargo handling in the Port will involve the following stages:

• Loading and unloading operations.

• Inland Cargo Movement.

• Cargo Storage operations

1.1 Loading and Unloading of Cargo

The loading and unloading operations of cargo will generate dust emissions especially during

handling of dry cargo such as coal and general cargo. Dust will have impact on the neighbouring

communities and also on the personnel involved in the operations. Inhaling of the dust will have ill-

effects on health. Increased dust levels are also envisaged in the cargo storage areas due to the

coastal winds. The measures required to contain the impacts on air quality and noise levels due to the

loading and unloading of various types of cargo were taken into consideration during the planning

stage of the project itself. Incorporation of the mitigation measures in the form of fully mechanised

handling equipment for loading, unloading through closed conveyor belts with water sprinkling

techniques and efficient handling methods would ensure precluding of impacts on air quality, noise

levels and health of port personnel

1.2 Inland Cargo Movement

The transportation of cargo to and from Port will increase traffic movement on the existing

road network. The increase in traffic might lead to traffic congestion, increase in dust levels, noise

levels and risk of accidents. In order to contain these impacts, the following measures would to be

taken up.Transportation Management Plan will be prepared by the Port and the movement ofcargo

will be planned in line with the same.

Traffic density studies will be undertaken along the proposed road network covering all the

roads leading to Port. All the vehicles involved in transhipment of cargo would be covered

adequately with tarpaulin in order to protect the road users from the wind blown dust. All vehicles

used in operation phase for inland cargo movement will be checked for valid Pollution Under

Control (PUC) certificates. A mobile task force will be formed in coordination with local Road

Transport Authority (RTA), to check the compliance of vehicle emissions to norms / standards

periodically during operation phase used for inland cargo movement.

Green belt developed during the construction phase shall assist in attenuating the dust and

noise levels.

Based on the traffic density / vehicular movements anticipated from the port parking

facilities would be provided.The road link planned for connecting the Port partially traverses through

city areas. Keeping this in view, patrolling will be carried out to check for unauthorised parking with

the close co-operation of the local authorities.A four lane road network from the port gate to the

national highway NH8E has been developed by the port to ease the traffic congestion.

1.3 Cargo Storage Areas

Mitigation measures are proposed to be adopted to minimise the impacts from waste water

and runoff generated from the cargo storage areas..The storage area will be provided with an

extensive drainage system so that the contaminated water from the stockyard area does not flow

directly into the natural water bodies or into the groundwater system.

The significant effect on the ground and surface water stems from storm water runoff. Coal

pile drainage can be very acidic and high in suspended and dissolved solids and heavy metals. If not

treated, the runoff can contaminate ground and surface waters. The measures to mitigate water

pollution include a concrete foundation for the stock piles and concrete lined drainage channels

leading to two sedimentation ponds of size 60 x 40 x 3 m. The concrete liner prevents seepage into

ground water and the associated ground water pollution problems. A water treatment plant including

sedimentation and chemical treatment (lime dosage) to treat the effluents to conform to the local

standards will be provided. The treated leachate is further recirculated for dust suppression. During

rainy days the total quantity water collected may be more, which can be collected in a earthen pond

after treatment which will be used for Green Belt Development on non rainy days.

2. Dust Control Equipment

Dust control equipment is proposed for efficient control of dust pollution to the environment

during storage and handling of coking coal / thermal coal at the berth & stockyard. The coal will be

transported in an enclosed conveyor system as shown in Figure 1.

An efficient dust suppression system will contain dust particles before it becomes airborne.

A system consisting of pumps, storage tank, nozzles for dust suppression at discharge / feeding

points of belt conveyors have been proposed at each transfer tower for efficient dust control. In

addition to above suitable spray system shall also be provided at ship un loader, coal stockyard &

rails siding. Dust control is envisaged at the following locations

Locations for Dust Control

Sl.

No. Description of Area / Operation Cargo

Dust

Emission

1. Ship Unloader discharging on to hoppers Coking Coal / Thermal

Coal Medium

2. Coal Stockyard, dust due to wind Coking Coal / Thermal

Coal Low

3. Discharge & Feeding points of coal

conveyors

Coking Coal / Thermal

Coal Low

4. Wagon Loading Coking Coal / Thermal

Coal Medium

Each unit of the proposed dust control system shall consist of plain water tank to store the plain

water, chemical tank for chemical storage, plain water pump, metering pump sprinklers & nozzles

and piping network. Both the tanks shall be provided with low level and high level switches for

control and safety of the pumps. This makes the pump fully automatic and does not require manual

monitoring. The water pumping system shall be designed to operate only when it is required thus

saving energy. The spray in dust generation area shall operate only when material is being handled

in that location. The sprinklers / nozzles as detailed below are proposed in order to control the dust

emission at various points / areas.

Ship Unloader: Fixed cone nozzles shall be placed at an interval of 300mm at receiving hoppers.

Discharge from each sprinkler shall be 3 lpm. A typical ship unloader is shown in Figure 2.

Belt transfer points (in transfer towers): Fixed cone nozzles mounted on the skirt area and

discharge hoods of the conveyors shall be provided. The nozzles shall wet the coal along the entire

width of the conveyor. A typical arrangement is shown in Figure 3.

Stockyard: The water sprinkling system at high pressure swivelling type nozzles shall be installed to

cover the entire stockpile. While stacking / reclaiming the coking coal / thermal coal, nearest two

sprinklers to the discharge / reclaiming point shall be operated to control the dust generation due to

discharge / reclaiming. At other areas of stockpiles two sprinklers at a time shall be operated to

control the dust generation due to winds and operation of these sprinklers shall be sequential. A

typical water sprinkling system is shown in Figure 4.

The impact on air quality due to fugitive emissions from coal handling during operation of the port

has been studied using the Industrial Source Complex Short Term (ISCST3) dispersion model based

on Steady State Gaussian Plume Dispersion, developed by US Environmental Protection Agency

(US EPA). The model simulations dealt with the major pollutant viz., SPM emitted from the

handling and storage of coal at Pipavav Port.

The resultant concentrations SPM at all monitoring stations are found to be well within the National

Ambient Air Quality Standards (NAAQS) Nov 2009. From the predicted GLCs and the

corresponding resultant concentrations, it can be concluded that there is no significant increase over

the baseline levels

Figure 1: Closed Conveyor System

Figure 2: Typical Ship Unloader

Figure 3: Unloading of Coal on Conveyor System

Figure 4: Sprinkler System for Dust Suppression in Coal Stackyards

************

Annexure-X

Risk Analysis & Disaster Management Plan

1 Preamble

The expansion of Pipavav port contemplates handling of additional Containers, Coal,

General Cargo and Petroleum, Oil and Lubricants (POL) like Naphtha, HSD and Kerosene

etc. to cater to the projected traffic.

The Pipavav Port has prepared a Disaster Management Plan for the existing port and is being

revised from time to time and the latest revision is 004 dt. 17th June 2010. The broad features

of the Disaster Management Plan is covered in the Appendix A.

To meet any eventuality and to combat hazards or disasters from port operations, a

Hazardous Materials Management Plan and Disaster Management Plan (DMP) is a pre-

requisite. In order to manage potential hazards and disasters effectively and minimise

damage, an onsite emergency plan approach has been adopted and details are presented

below.

2 Definition

A major emergency is one, which has the potential to cause serious injury or loss of life. It

may have caused extensive damage to property and serious disruption, both inside and

outside the port premises, if not properly managed. It would require the assistance of external

emergency service agencies to handle it effectively. Although, the emergency may be caused

by a number of factors, e.g. system failure, human error, earthquake, vessel collision or

sabotage, it will normally manifest itself in the form of fire, explosion or material release.

Pipavav Port with complete liaison and co-ordination with external agencies will work to

manage and minimize the effect of disaster / emergency. The major function of the plan is to

formulate a procedure for:

• Controlling accidental events with minimum damage to men, material and

machine

• Rescuing victims and treating them suitably

• Identifying the persons affected

• Informing relatives of the casualties

• Providing authentic information to news media and others

• Preserving relevant records and equipment needed as evidence in any subsequent

enquiry

• Rehabilitating the affected area.

The plan also delegates specific assignments to available manpower within or outside the

port premises in exigencies with a view to avoid over-lapping of activities between various

groups.

3 Scope

The aim of hazard control and disaster management is concerned with preventing accidents

through good design, operation, maintenance and inspection. In this way, it is possible to

reduce the risk of accidents, but it may not be possible to fully eliminate them. Since absolute

safety is not achievable, an essential part of major hazard control must also include

minimising the effects of a major accident.

An important element of mitigation is emergency planning i.e. recognising the accident prone

areas, identifying the types of accidents which may occur, assessing the consequences of

such accidents and deciding on the emergency procedures, both on-site and off-site, that

would need to be implemented in the event of specific type of emergency.

Emergency planning is just one aspect of safety and cannot be considered in isolation. In

particular, it is not a substitute for maintaining good standards within port operations. Before

starting to prepare the plan, Pipavav Port Management should ensure that the necessary basic

standards and safety precautions are administered.

Emergency plans are likely to be separate for on-site and off-site, but they must be consistent

with each other i.e. they must be related to the same assessed emergency conditions. The on-

site plan is called Hazardous Materials Management Plan / Disaster Management Plan

(DMP) and the off-site plan is called Emergency Preparedness Plan (EPP).

4 Objectives

The overall objectives of an emergency preparedness plan are:

• To have advance planning, for each possible emergency scenario, to combat and

• Minimise the adverse effect

• To know initial actions to be taken like warnings, evacuation of surrounding

personnel, etc.

• To rescue, provide relief and assist affected people

• To localise the emergency and, if possible, eliminate it; and

• To minimise the overall and long term effects of the accident on people and property.

Elimination of hazards will require prompt action by operators and emergency staff using fire

fighting equipment, Emergency Shutdown Systems and water sprays. Minimising the effects

will include rescue, first-aid, evacuation, rehabilitation and giving information promptly to

people living nearby.

5. Hazard Identification

Identification of hazards is of primary significance in the analysis, quantification and cost

effective control of accidents. Potential hazards during the construction phase of the project

are due to the mechanical hazards, navigation hazards, physical hazards and storage and

handling of hazardous material required for construction. Potential hazards during operations

phase of the Pipavav port are due to physical, navigational, slip and trip, Fire hazards and

Hazards due to natural calamities(Tsunami, Cyclone and Earthquakes) and storage and

handling of materials like Containers, Coal, POL and other Cargos etc,

This stage is crucial for both on-site and off-site emergency planning and requires to

systematically identifying the potential emergencies at the port. These could range from

small events, which can be dealt with by port personnel without outside help to the largest

event conceived in the port to have a plan. Experience has shown that for every occasion that

the full potential of an accident is realised, there are many occasions when some less severe

event occurs or when a developing incident is mitigated before reaching full potential.

Most major accidents of the port fall within one of the following categories:

• Impact of port bound shipping operations on the surrounding marine structures.

• Grounding of port bound vessels

• Collision of vessels

• Fire or explosion

6. Assessment of Hazards  

The assessment of potential incidents should include:

• The worst events considered

• Likely other failure cases

• The relative likelihood of occurrence of events and

• The consequences of each event

7. Hazardous Materials Management

Out of the various types of cargo, which will be handled at Port, some of the cargos are

hazardous in nature such as POL. However, the magnitude of the hazard is low for a dry

cargo like coal.

The following sections present a broad hazardous materials management plan, which would

be considered during the operation phase of the Pipavav Port, in order to negate the risks due

to the storage and handling of the materials. The attributes are:

• Screening of the materials

• Hazardous materials management program

• Community involvement and awareness

7.1. Screening of the Materials

This is the first step in the hazardous materials management program. The screening will

involve formulating hazardous materials table, which include substance code, threshold

quantity, class, description, etc. to produce a summary with the following information:

• Material quantities (Daily/Weekly/Monthly)

• Characteristics

• Hazard level (low to high)

• Threshold quantity

7.2. Hazardous Materials Management Program

The hazardous materials management program is a comprehensive system that sets out

written policies and procedures to implement the program, assigns responsibilities for

implementing the program and provides training, monitoring, recording and performance of

the system. Also, it provides a system for periodic evaluation such as compliance audits in

meeting the objective of the program. The components of the program are:

• Management actions

• Preventive measures

• Emergency Preparedness and Response Plan

The expansion of Pipavav port is planned to handle the commodities like Containers, coal,

general cargo, and petroleum, Oil and lubricants like Naphtha, High speed diesel, kerosene

and bunker oil. The properties, National Fire Protection Association (NFPA) classification

and hazards due to exposure of these materials are given below for proper mitigation.

Hazard Classification of Various Materials

H: Health

• 0: Material that on exposure under fire conditions would offer no hazard beyond that

of ordinary combustible material.

• 1: Material that on exposure would cause irritation but only minor residual injury.

• 2: Material that on intense or continued but not chronic exposure could cause

temporary incapacitation or possible residual injury.

• 3: Material that on short exposure could cause serious temporary or residual injury.

• 4: Material that on very short exposure could cause death or major residual injury.

F: Flammability (Susceptibility of material to burning)

• 0: Will not burn.

• 1 : Must be preheated before ignition can occur

• 2 : Must be moderately heated or exposed to relatively high temperature

environment before ignition can occur

• 3 : Can be ignited at almost all temperatures

• 4: Will rapidly or completely vapourize at atmospheric pressure and normal

temperature or will rapidly disperse in air and burn easily.

R: Reactivity (Susceptibility of Material to release Energy either by themselves or in

combination with other materials)

• 0: Normally stable; even under fire exposure conditions.

• 1: Normally stable except in combination with certain other materials or at elevated

temperatures and pressures.

• 2: Normally unstable; readily undergoes violent chemical change at elevated

temperature and pressures.

• 3: Can detonate or explode under a strong initiating force or after heating under

confinement.

• 4: Readily detonates or explodes at normal temperatures and pressures.

7.3 Formulation of DMP

7.3.1 Formulation of DMP and Emergency Services

The assessment of the risks and hazards lead either to improvements being made at the

installation in the form, for example, of additional safeguards or better procedures, or the

decision being taken that the risk is sufficiently small to be accepted.

The DMP must be related to the final assessment and it is the responsibility of the Port

Management to formulate it. The plan will be a comprehensive document including the

following elements:

• Assessment of the magnitude and nature of the events foreseen and the probability of

their occurrence

• Formulation of the plan and liaison with outside authorities, including the emergency

services

• Procedures for

o Raising the alarm

o Communication both within and outside the port

• Appointment of key personnel and their duties and responsibilities (organisational

structure)

• Port incident controller

• Port main controller

• Emergency Control Centre

• Action on site

• Action off site.

The plan would set out the way in which designated people at the site of the incident can

initiate supplementary action. An essential element of the plan would be the provision for

attempting to make safe the affected unit, for example by shutting it down. On a complex

site, the plan would contain the full sequence of key personnel to be called in from other

sections or from off-site. The elements described above, forming part of Disaster

Management Plan, have been explained in detail in the following paragraphs.

7.3.2 Organisation Structure

The first few minutes after the incident / accident are invariably the most critical period in

prevention of escalation. Therefore, the personnel available at or near the incident site (and

often responsible for or carrying out that particular activity) on round the clock basis plays a

vital role in an emergency. This concept is made use of in nominating the KEY PERSONS.

In each hazardous location, it is necessary to nominate a functionary as the "Incident

Controller" who is invariably the In-charge of cargo operations at the port. The Incident

Controller tackling the emergency in real-time requires support from various other services

e.g. fire and safety, medical services, security, engineering, administration, technical services

covering communication, transport and personnel functions, etc. A KEY PERSON for each

one of these services, therefore, should be nominated.

Finally, there can be only ONE top person in a hierarchy. He is the "SITE MAIN

CONTROLLER" (SMC). In the present case, the SMC will be the In-Charge of the Port.

Various controllers on the one hand co-ordinate with the SMC in their respective functions

and they co-ordinate at the same time with the functional KEY PERSONS at the incident

site. This is the basic concept of nominating KEY PERSONS and corresponding

CONTROLLERS. The KEY PERSONS will generally be at the site of incident and the

CONTROLLERS will report at the EMERGENCY CONTROL CENTRE (ECC).

The duties and responsibilities of various KEY PERSONS AND CONTROLLERS will be

written down ensuring no grey areas or overlapping responsibilities.

Various Controllers will be drawn from the organisation and clear-cut responsibilities will be

spelt out for the following controllers:

• Operation Controller

• Maintenance Controller

• Fire and Safety Controller

• Communication Controller

• Environment Controller.

7.3.2.1 Succession Chart (Second-Line Controller)

It is a good practice to develop a succession chart. Succession chart will be developed as

above nominating a second-line controller who would act as controller in the absence of any

of the above officials.

7.3.3 Roles and Responsibilities of Emergency Team

7.3.3.1 Site Incident Controller

• Establish Emergency Control Centre and inform SMC

• Ensure availability of Controllers / Team Members

• Priority decisions for resources for fire fighting / rescue

• Cargo details & receipts

• Periodic Assessment of

o Actual disaster zone

o Resource deployment (own / external)

• Periodic Status report of SMC

• Seek help for:

o Fire-fighting

o Medical aid

o Rescue

o Transport

o Traffic arrangement

o Law and order

• Inform the following authorities about the incident:

o District Collector

o Superintendent of Police

o District Environmental Engineer

o District Health Officer

o Inspector of Factories

• Establish contacts with the following, through Controllers:

o Superintendents of nearby hospitals

o Chief Fire Officer of nearby fire services

o Insurance Company

• Establish First Aid Centre through Manager-Medical

• Establish Information Centres

7.3.4 Communication

An essential component of any emergency preparedness programme is the communication

links for gathering information needed for overall co-ordination e.g. emergency control centre with

in-house as well as outside emergency services. Too much reliance on the telephone system is risky

as it can be overloaded in an emergency situation. Radio links, pager system, mobile handsets are

recommended for higher reliability.

The details of the communication arrangements will include having a direct link to the fire

brigade At Rajula (Municipal Corporation) . A periodic check of this system will be undertaken

such that this works effectively.

The description of the tasks and responsibilities, reporting place, etc. for each key

functionary will be, as far as possible, so drafted as to reduce the communication needs between the

interacting groups and permit good mutual understanding and well co-ordinated independent actions

to tackle emergency situations.

Port will implement a fully computerised operation and management system in order to

become “state-of-the-art” port. This will cover all important functions of the port, such as:

• Vessel discharge and loading planning

• Vessel tracking

• Yard inventory

• Equipment deployment optimisation

• Passing of information to customers

• Accounting and Invoicing

• Maintenance monitoring.

Port offices / operational areas will be provided with modern telecommunication system

consisting of telephone, telefax, e-mail, etc. EDI will be available for online data exchange

with ships and shipping agents.

7.3.5 Emergency Control Centre

The Emergency Control Centre (ECC) will be established and will be equipped with the

following:

• An adequate number of external telephones. If possible, one should accept outgoing

calls only, in order to bypass jammed switchboards during an emergency.

• An adequate number of internal telephones.

• Radio equipment / pager system.

• A layout plan of the port showing.

o Location of possible spillage / fire points.

o Sources of safety equipment.

o The other fire-fighting system elements.

• A nominal roll of employees at the port.

• A list of KEY PERSONNEL with addresses, telephone numbers, etc.

• An adequate number of personnel protective / safety equipment available on-site /

backup in warehouse or with other member groups of mutual aid programme.

• Locations of various fire fighting arrangements at the terminal.

7.3.6 Alarm Systems

The emergency (due to fires or spillage) would be initiated by the first person noticing it by

activating the fire alarm from the nearest call-point or by contacting the fire control room

immediately on the internal telephone if an emergency has occurred at the berths or on the ship.

If in the opinion of the Port In-Charge in consultation with the Fire Safety Officer (both at the ship

and the port), the severity of the emergency is such that it can primarily be coped with Port's own

resources (aided by fire-fighting appliances from the fire brigade, if required), but which would

require assistance from the civic authorities to marshal and control movements, the siren code for

ONSITE CRISIS will be sounded through the hooter.

The siren codes for distinguishing between an ONSITE and OFFSITE CRISIS will be clearly

established. Further, separate siren codes will be laid down for various hazardous locations, which

will be of immense help for guiding personnel safely in an ONSITE crisis.

In the present case, siren codes would be different for the emergencies occurring at berths and

vessel. A coded siren will be developed for indication of incidents at any of the above incident sites.

The onsite / offsite siren codes would be informed to the neighbouring population of the port.

7.3.7 Mutual Aid Scheme

Assistance in terms of equipment and manpower will be taken under a Mutual Aid Scheme from the

industries located in nearby areas, Coast Guard and Fire Brigade at Rajula ( Municipal Corporation.

The arrangements for requesting of services of agencies such as Coast Guard, Navy, Air force of

Government of India and Gujarat Maritime Board will be defined.

7.3.8 Assembly Points

Shifting or evacuating facility personnel during an on-site crisis will be done to a pre-

determined assembly point in a safe part of the facility / installation. The assembly point will be

identified at safe locations.

7.3.9 Onsite Emergency Plan and Rehearsals

Once the emergency programme is finalised, it would be made known to all personnel so that

each one knows his or her role in the event of an emergency. The plan will be regularly tested

through rehearsals at a regular frequency.

7.3.10 Emergency Plan for the Terminal and Vessel

7.3.10.1 Terminal Emergency Plan

This plan will be drawn up in consultation with Fire Brigade, Coast Guard etc. The plan will

include:

• Stopping of unloading operation immediately at the terminal.

• 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 to GMB, Coast Guard, Indian Navy,

etc.

• Immediate action to combat pollution

• Evaluation of situation by on-scene controller regarding threat posed by spill and identify

threatened resources

• Co-ordinated arrangement for quick and safe release of tanker in case of an emergency

• Details of communication system available and siren code

• An inventory, including location details of emergency equipment

• Sound alarm-terminal fire-fighting staff to fight fire

• Un-berth vessel to depart

• Electric power to switch off and emergency lighting to switch on.

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

alarm signals and procedures to summon assistance in the event of an emergency on board.

7.3.10.2 Vessel Emergency Plan

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

board a vessel. Though various types of emergencies can occur on the ship, 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:

• Raise the alarm (also sound the terminal fire alarm to support ship's efforts to control fire)

and commence shutting down any discharging, bunkering or de-ballasting operations which

may be taking place.

• Fight the fire from Tug with fire-fighting equipment

• 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 vessel

• Mobilise port tugs and launches and keep pilots and mooring staff and standby to remove

vessel from the terminal, if required.

7.4 Disaster Management Plan for Cyclones

GPPL will develop a customised DMP to cope during disasters from natural calamities such as

rough weather conditions, cyclones, etc. Proper planning can reduce the potential damage from

disasters in terms of losses to human lives, plant / port assets, environmental damage and

rehabilitation costs. The DMP for Cyclones will be prepared by GPPL in consultation with the

Gujarat Maritime Board

The rough weather operations will be controlled in three stages:

• Green Status – The operations of loading / unloading will be carried out as planned.

• Yellow Status – This is an alert stage indicating possibility of rough weather. Still

operations can be continued with all emergency precautions

• Red Status – Emergency situations or rough weather; operation will be suspended.

Activities controlled by in-charge of emergency operations. The vessel / tanker is to be moved

to safe anchorage or will be advised to proceed to sea.

The main components of the DMP for cyclones will include the following:

• Pre-Disaster (or Pre-Cyclone) Plan

• On (or During Cyclone) Disaster Plan

• Post (or After Cyclone) Disaster Plan.

7.4.1 Pre-Cyclone Plan

7.4.1.1. Pre-Cyclone Measures

The Port will maintain and exchange information continuously with the local IMD authorities at

Ahmedabad for continuous updates of meteorological conditions, in general, and emerging /

predicted weather phenomenon such as cyclones, in particular. Upon issue of a cyclone warning by

the IMD, the Port would immediately initiate the Pre-Cyclone Measures. The Gujarat Maritime

Board and District Collector of Amreli would be informed of the imminent cyclone. All Port

officials dealing with operations and disaster management will be informed.

7.4.1.2. Pre-Cyclone Exercise

On signalling of a cyclone alert, the Control Room will be manned 24 hours a day for disaster

management. The „Weather Signals� depending on the data available about the cyclone and it�s

threat perception will be informed to all personnel. The cargo handling operations will be regulated

as per the rough-weather classification and will be continued with all emergency precautions. The

different personnel of Pipavav Port would assume their roles and responsibilities, as previously

identified, for disaster management. The standby arrangement for power supply will be checked.

Pre-identified, Rescue Centres� will be kept in readiness. A pre-alert will be issued regarding

suspension of all operations in case of emergency and to await instructions regarding the same. All

Port Crafts, Tugs and Ships will be fully secured inside the harbour area. Booms of mobile cranes

will be lowered. Communication system including standby arrangement will be tested for working

condition. Vehicles involved in rescue operations will be checked for working condition. Port Crafts,

Tugs to be engaged in rescue will be kept in readiness. The safety of cargo in the port area will be

ensured.

7.4.1.3. During Cyclone Plan

The emergency alarm siren will be raised as per the „Alarm System�. All personnel will be

evacuated except essential operational personnel and personnel dealing with disaster management.

The cargo handling operations will be suspended. The vessel will be moved to safe anchorage or will

be advised to proceed to sea. The stored cargo will be protected and secured. Power supply will be

disconnected and alternative power supply will be restored in essential operational areas. Port Crafts

and Tugs will continue to be in readiness for rescue.

7.4.1.4. Post Cyclone Plan

This would be the rescue and rehabilitation stage after passing of the cyclone. The damages would

be assessed and rehabilitation work initiated to restore port operations at the earliest. The records of

the events during the cyclone will be maintained and reviewed for possible enhancements to the

DMP.

7.5 Oil Spill Contingency Plan

Port will be equipped with all modern equipment to contain and recover oil spills such as booms,

skimmers, etc. In addition, GPPL will develop a customised Oil Spill Contingency Plan to cope with

any accidental oil spill during bunkering. The contingency plan will be prepared by GPPL in

consultation with the. Gujarat Maritime Board.

In case of an oil spill, immediate steps would be taken to contain and control the spill. An Oil Spill

Contingency Plan will outline the steps to be taken before, during and after a spill. In the present

case, an Oil Spill Contingency Plan covering the following will be prepared:

• Vulnerability Analysis

• Risk Assessment

• Response Actions.

7.5.1. Hazard Identification

All conditions, which can lead to an oil spill, will be identified and necessary information to react to

a spill under different conditions will be studied.

7.5.2. Vulnerability Analysis

Vulnerability analysis will help to identify the resources and communities, which could be affected

due a spill, and accordingly they can be informed or quick measures can be taken so that it results in

minimum damage. Information on the following will be collected as a part of vulnerability analysis:

• Public safety officials

• Schools, nursing homes, hospitals and prisons in the area

• Recreational areas

• Special events such as festivals and when they occur

• Ecologically sensitive areas specially areas susceptible to oil or water pollution.

7.5.3. Risk Assessment

Based on hazard identification and vulnerability analysis, the extent of risks involved will be

assessed.

7.5.4. Response Actions

Response actions will provide information on all the immediate actions that will be taken in the

event of a spill. It will have information on the following:

• Measures to prevent further flow of oil

• Measures to prevent ignition

• Agencies responsible for clean-up effort

• Information on the extent of spill

• Measures to contain spill to a limited area

• Measures to remove oil

• Measures to dispose the spilled oil.

Mock drills will be carried out to test the effectiveness of the contingency plan.

7.5.5. District Level Emergency Committee

The District Level Emergency Committee is set up for major off-site emergencies. This committee

would comprise of the following members:

• District Collector, Amreli Chairman

• Regional Transport Authority Amreli, Member

• District Medical Superintendent, Amreli –Member

• Inspector of Police, Amreli –Member

• Fire Officer, Amreli –Member

• Officer In-Charge, Port -Member

7.5.6. Community Involvement and Awareness

The nearest settlements to Pipavav Port are Rampara, Bherai and Shiyalbet and it is necessary to

appraise the local communities about the activities involved in the development and operation of the

project. The following information would be listed in the project site:

• Providing general information on the nature and extent of off-site affects in the event of

unforeseen circumstances.

• Details of the safety measures to be adopted in tackling the hazards in the event of any disaster.

• Involving the community members and developing awareness in them regarding

emergency preparedness and disaster management.

• Record keeping.

7.6 Details of Proposed Safety System

In the planning and design of the port facilities, high importance is given to the safety and

environmental aspects. For the present project, a number of environmental pollution / risk reducing

measures have been introduced. They are:

• Safe and efficient cargo handling equipment

• Standard operational procedures

Apart from the above, the following additional safety actions / measures are recommended:

• Preparation of detailed operational procedures including instructions for emergency

situations

• Preparation of standard working procedures in connection with repair and maintenance.

• Minimize the number / duration of personnel at the berths during unloading operations.

7.7 Recommendations for the Implementation of the Off-site Emergency Plan

• The emergency control centre will be the focal point to co-ordinate emergency activities.

The emergency control centre would be equipped with an adequate number of equipment

mentioned under heading 'Emergency Control Centre�.

• Succession or second-line controllers would be named for assuming responsibilities in case

disaster occurs in absence of principal co-ordinators.

• Hot line would be provided between Port, Fire Brigade at Rajula and Coast Guard.

• GPPL would make arrangement for coded siren system or through some other suitable means

to alert people in surrounding areas in case of off-site crisis.

• A summarised version of action procedures detailing the "Role of Essential Staff in Major

Emergency" would be issued in a flip chart like booklet form to all concerned persons

(officers and supervisors) at the berths and also to senior officers of the civic administration.

7.8 Conclusion

The Disaster Management Plan is prepared in conjunction with and taking into consideration all

technical reviews and suggestions as per acceptable norms and hence, will meet with any

eventuality.

******************

Appendix A

Broad features of the Disaster Management Plan

( Revison 004 dt. 17th June 2010)

1. Port Policy

2. Fire in an Equipment / Facility

3. Earthquakes

4. Bomb thret

5. Grounding / Collision of vessels in Port waters

6. Oil Spill

7. Person falling into the sea

8. Coordination with external resources

9. Neighbouring Industry / Village fires / Emergency

10. Storm / Cyclone

11. Emergency during LPG Unloading of Operation

12. Transport Accidents

13. Building Collapse

14. Equipment and Materials Inventory

15. Executive Policies and Procedures

16. Important Telephone Numbers

17. Port Layout

18. Siren Pattern for Different Emergency

19. Assembly Points During Emergency

20. Hostage taken by Terrorists – Action plan

21. Hazardous Spill Response

22. Shell Gas On Site Emergnecy Plan

Appendix – B

Statement of Complience under Part B of ISPS Code

Annexure - XI

Analysis of Past and Present Environmental Data

The marine water quality parameters measured at pipavav port by NEERI, NIOT and

Aquatech Enginering over the past 15 years revealed minor variation and these variations were due

to time of sample collection, place of sampling, due to dynamic nature of coastal eco-system.

Minor variations were observed in the concentration of heavy metals in the sediments and the

variations were due to sampling locations and equipment used for measurement of heavy metals.

Tha air quality and water quality parameters observed by different agencies were more or

less similar in nature. Higher concentration of TDS was observed by all the agencies.

Marine Water Quality of Pipavav Port (Summer Season)

Sl.

No. Parameters

Stations

NEERI 1997 NEERI 2000 NIOT 2005 Present2010

1 Temperature (0C) 28 - 29 27 – 29 29 – 30 29.2-30.8

2 pH 79 - 8.1 7.5 – 7.9 8.0 – 8.1 8.0-8.1

3 Salinity (psu) 29 - 33 27 – 34 36 – 37 30-32

4 Total Suspended Solids (mg/l) - 550 – 1270 215 – 913 586-970

5 Dissolved Oxygen (mg/l) 6.1 - 6.3 78 – 8.2 5.7 – 6.1 7.6-7.9

6 Biological Oxygen Demand

(mg/l) 1.8 – 3.2 < 3 < 3 1.2-2.6

7 Nitrate (mg/l) 2.1-2.5 0.1-1.0 0.07-0.2 0.7-0.8

8 Nitrite (mg/l) - - 0.003-0.05 0.002-0.03

9 Ammonical Nitrogen (mg/l) - - 0.03-0.15 0.02-0.03

10 Phosphate (mg/l) 0.62-1.76 0.01-0.05 0.03-0.052 0.03-0.05

11 Oil and Grease (mg/l) ND – 1.2 0.2 – 1.3 3.4 – 5.5 1.7-2.9

12 PHC (µg /l) - 2.01 – 2.7 2.1-2.7 1.3-2.2

13 Faecal Coliforms (MPN/100 ml) - - 110 - 170 3-13

Heavy Metals (µg/l)

1 Cadmium (Cd) ND – 162 ND – 0.9 0.08 – 0.1 ND

2 Copper (Cu) 29 – 87 ND – 0.07 0.8 – 1.10 ND-0.02

3 Lead (Pb) 13 – 103 ND – 0.3 0.06 – 0.09 0.01-0.05

4 Zinc (Zn) 232 – 538 ND – 0.2 3.8 – 4.4 0.03-0.06

5 Chromium (Cr) ND ND ND 0.01-0.02

Heavy Metals (µg/g) in Sediments of Pipavav Port

Sl. No. NEERI 2000 NIOT 2005 Present 2010

1 Manganese (Mn) 473 – 551 397 – 580 341 – 428

2 Nickel (Ni) 42 – 51 36.4 – 51.4 32.7 – 45.8

3 Copper (Cu) 13 – 16 11.0 – 18.9 13.8 – 14.2

4 Zinc (Zn) 291 – 370 234 – 328.4 294 – 371

5 Cadmium (Cd) 0.2 – 0.25 0.18 – 0.32 0.25 – 0.3

6 Lead (Pb) 49 – 63 41.7 – 70.2 45 – 58.5

7 Chromium (Cr) 54 - 69 51.3 – 72.5 45 – 56.4

Comparison of Biological Parameters at Pipavav Port

Groups 1997 NEERI 2000 NEERI 2005 NIOT Present 2010

Phytoplankton (No/L) 2220 – 8800 15800 – 25800 6750 – 18900 5244-9528

Zooplankton (No/m3) 900 – 2600 204 – 512 73 – 758 4801-7467

Macrobenthos

(No/m2) - 125 - 850 75 - 475

68-98

Comparison of Air Quality Status at Pipavav Port

Parameter

NIOT 2005 Present 2010

Jetty Rampara Shial

Bet

Chanch

Island Jetty Rampara

Shial

Bet

Chanch

Island

SPM 216 -

268 149 – 155 78 76 - - - -

RPM 107 –

132 74 – 77 38 38 90-94 74-86 70-75 69-77

SO2 32 – 33 34 – 35 32 36 20-21 18-21 14-18 16-18

NOx 16 - 18 19 -21 18 21 24-25 20-22 19-20 20-23

Comparison of Ground Water Quality at Pipavav Port

Sl.

No. Parameter

Project Site Rampara Shial Bet

NEERI

2006

Present

2010

NEERI

2006

Present

2010

NEERI

2006

Present

2010

1 Temperature (0C) 30 29 29 30 30 30

2 pH 8.2 8.2 7.8 7.8 8.4 8.4

3 TDS (mg/l) 170 190 4630 3280 1280 1250

4 Total Hardness (mg/l) 110 140 1023 1123 314 332

5 Total Alkalinity (mg/l) 110 130 1182 1132 220 230

6 Chloride (mg/l) 25 40 2094 1600 416 410

7 Sulphate (mg/l) 9 7 196 160 158 132

8 Nitrate (mg/l) - 1.0 1.2 0.90 11.2 4.6

9 Iron (mg/l) 0.32 0.78 0.46 0.39 0.62 0.54

10 Copper (mg/l) ND ND ND ND ND ND

11 Manganese (mg/l) ND 0.06 10.06 3.36 0.04 0.06

12 Cadmium (mg/l) ND ND 0.02 - 0.02 -

13 Lead (mg/l) 0.04 0.02 0.08 0.06 ND -

14 Zinc (mg/l) ND 0.45 0.13 0.15 0.38 0.42

15 Chromium (mg/l) ND - ND - ND ND

16 Mercury (mg/l) ND ND ND - ND ND

17 Cyanide (mg/l) - - - - - -

18 Phenolic Compounds (mg/l) - - - - - -

19 Faecal Coliforms (MPN/100 ml) 29 08 ND 06 37 12