DEVELOPMENT OF VIZHINJAM PORT 18 - REIA Report.pdf · Development of Vizhinjam Port C1021119 Rapid Environmental Impact Assessment Report RP010 rev. 2 Table of Contents Page i DEPARTMENT

RAPID ENVIRONMENTAL IMPACT ASSESMENT REPORTFebruary, 2004

C1021119 - RP010 rev. 2

DEPARTMENT OF PORTSDEPARTMENT OF PORTSGOVERNMENT OF KERALAGOVERNMENT OF KERALA

DEVELOPMENT OF VIZHINJAM PORTDEVELOPMENT OF VIZHINJAM PORT

L&T-RAMBØLL CONSULTING ENGINEERS LIMITEDL&T-RAMBØLL CONSULTING ENGINEERS LIMITEDCorporate Office : Hyderabad Office :339/340, ANNA SALAI 501, MAHAVIR HOUSENANDANAM BASHEER BAGHCHENNAI – 600 035 HYDERABAD – 500 029Tel: 91 – 44 – 2433 1181 / 82 Tel : 91 – 40 – 5582 8603Fax: 91 – 44 – 2433 1183 Fax : 91 – 40 – 5582 8604

Development of Vizhinjam Port C1021119Rapid Environmental Impact Assessment Report RP010 rev. 2

Table of ContentsPage i

DEPARTMENT OF PORTS

GOVERNMENT OF KERALA

DEVELOPMENT OF VIZHINJAM PORTFOR IMPLEMENTATION WITH PRIVATE SECTOR

PARTICIPATION

RAPID ENVIRONMENTAL IMPACT ASSESSMENT REPORT

TABLE OF CONTENTS

Chapter 1: Introduction1.1 Background1.2 Site Appreciation1.3 REIA Study

1.3.1 Objective1.3.2 Scope of REIA Study1.3.3 REIA Methodology1.3.4 Environmental Impacts1.3.5 Environmental Management Plan (EMP)

1.4 Structure of REIA Report1.5 Acknowledgements

Chapter 2: Project Development Plan

2.1 General2.2 Salient Features of the Vizhinjam Port2.3 Port Traffic2.4 Development Needs and Planning Considerations

2.4.1 Navigational and Operational Requirements2.4.2 Berthing Requirements2.4.3 Cargo Handling Equipment2.4.4 Storage Requirements

2.5 Master Plan of the Vizhinjam Port2.5.1 Planning Considerations2.5.2 Port Layouts2.5.3 Model Studies2.5.4 Master Plan2.5.5 Berthing Requirements2.5.6 Breakwaters2.5.7 Approach Channel and Turning Circle2.5.8 Landuse Plan

2.6 Immediate / Short Term Development2.6.1 Berthing Facilities2.6.2 Container Quay2.6.3 General Cargo Berth


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2.6.4 Breakwaters2.6.5 Equipment2.6.6 Storage Facilities2.6.7 Dredging2.6.8 Berths2.6.9 Turning Circle2.6.10 Approach Channel2.6.11 Navigational Aids2.6.12 Port Craft

2.6.13 Hinterland Connections 2.6.14 Communication, Operation and Management 2.6.15 Container Security Operations 2.6.16 Pollution Control Facilities 2.6.17 Water Supply 2.6.18 Power Supply 2.6.19 Buildings 2.6.20 Bunkering 2.6.21 Storm Water Drainage 2.6.22 Sewerage and Oily Waste Disposal

Chapter 3: Baseline Environmental Status

3.1 General3.2 Regional Setting3.3 Physical Conditions

3.3.1 Topography3.3.2 Geology and Soils3.3.3 Landuse/Land cover

3.4 Compatibility with Coastal Regulation Zone3.4.1 Coastal Zone Management Plan of Thiruvananthapuram3.4.2 Coastal Regulation Zoning in the Project Region

3.5 Sea Area Features3.5.1 Fishing Zones3.5.2 Spawning Area3.5.3 Aquatic Habitats3.5.4 Near Shore Habitats3.5.5 Sand Dunes / Dune Vegetation3.5.6 Traditional Boat Navigation Routes

3.6 Sea Bed Engineering and Oceanographic Conditions3.6.1 Bathymetry3.6.2 Seabed Features3.6.3 Currents3.6.4 HTL / LTL Demarcation3.6.5 Grab Sampling

3.7 Marine Environment3.7.1 Marine Water Quality3.7.2 Marine Biology3.7.3 Sediment Quality3.7.4 Observation on Sediment Quality3.7.5 Benthic Communities

3.8 Terrestrial Environment3.8.1 Meteorological Conditions3.8.2 Air Quality


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3.8.3 Ambient Noise3.8.4 Ground Water Quality3.8.5 Soil Quality3.8.6 Flora and Fauna

3.9 Socio-economic Profile – Project District3.9.1 Population Characteristcs3.9.2 Occupational Pattern3.9.3 Infrastructure Facilities

3.9.4 Industrialisation3.10 Socio-Economic Profile – Study Area

3.10.1 Social Profile3.11 Profile on Fishing Activity

3.11.1 Fishing Activity – Thiruvananthapuram District 3.11.2 Fishing Activity – Project Region

3.12 Profile on Tourism

Chapter 4: Environmental and Social Impacts

4.1 General4.2 Vizhinjam Port Activities

4.2.1 Construction Phase4.2.2 Operation Phase

4.3 Environmental Impacts – Construction Phase4.3.1 Impacts on Seawater Quality and Marine Biology4.3.2 Impacts on Beach Profile, Seabed and Benthos4.3.3 Impacts on Coastal Regulation Zone4.3.4 Impacts on Environmental Aesthetics / Visual Impacts4.3.5 Impacts on Atmosphere4.3.6 Impacts on Water Use4.3.7 Impacts from Quarrying4.3.8 Impacts from Transportation of Construction Material4.3.9 Impacts from Construction of Road / Rail Linkage

4.3.10 Impacts from Laying of Water Pipeline4.4 Socio-Economic Impacts – Construction Phase

4.4.1 Impacts from Land Acquisition4.4.2 Impacts from Worker Camps4.4.3 Impacts on Vizhinjam Fishery Harbour4.4.4 Impacts on Fishing and Fishing Communities4.4.5 Impacts on Tourism4.4.6 Impacts on Employment Potential4.4.7 Impacts from Induced Development

4.5 Environmental Impacts – Operation Phase4.5.1 Impacts from Port Operations4.5.2 Impacts from Inland Cargo Movement4.5.3 Impacts on Water Use4.5.4 Impacts from Maintenance Dredging

4.6 Socio- Economic Impacts - Operation Phase4.6.1 Impacts on Landuse Pattern4.6.2 Impacts on Population Growth4.6.3 Impacts on Vizhinjam Fishery Harbour4.6.4 Impacts on Tourism4.6.5 Impacts on Employment Potential

4.7 Beneficial Impacts


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Chapter 5: Environmental Management Plan

5.1 General5.2 Mitigation Measures – Construction Phase

5.2.1 Capital Dredging, Reclamation and Construction of Breakwaters5.2.2 Construction of Cargo Berths and Container Stacking Area5.2.3 Quarrying5.2.4 Transportation of Construction Material5.2.5 Construction of Road / Rail Linkage5.2.6 Laying of Water Pipeline5.2.7 Construction Yards5.2.8 Hazardous Material Storage5.2.9 Worker Camps5.2.10 Induced Development

5.3 Mitigation Measures – Operation Phase5.3.1 Port Operations5.3.2 Maintenance Dredging5.3.3 Inland Cargo Movement5.3.4 Solid Waste Management5.3.5 Hazardous Material Management5.3.6 Disaster Management Plan5.3.7 Green Belt Development5.3.8 Population Influx due to Vizhinjam Port5.3.9 Training of Personnel

5.4 Environmental Monitoring5.5 Institutional Mechanism

5.5.1 Reporting Procedures5.6 Implementation Schedule and Cost Estimation

5.6.1 Implementation Schedule 5.6.2 Budgetary Estimates for Environmental Monitoring

LIST OF FIGURES

Chapter 1Figure FD0101 : Location MapFigure FD0102 : Study Area Map – 10 km Radius

Chapter 2

Figure FD0201 : Alternative I (Short Term)Figure FD0202 : Alternative I (Long Term)Figure FD0203 : Alternative IIFigure FD0204 : Alternative III (Short Term)Figure FD0205 : Alternative III (Long Term)Figure FD0206 : Master PlanFigure FD0207 : Layout Plan – Short TermFigure FD0208 : Landuse Plan – Long TermFigure FD0209 : Typical Arrangement of Container Berth – MainlineFigure FD0210 : Typical Arrangement of Container Berth – Feeder lineFigure FD0211 : Typical Arrangement of General Cargo BerthFigure FD0212 : Typical Cross Section of Breakwater


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Figure FD0213 : Existing Road / Rail ConnectionsFigure FD0214 : Proposed Road Connectivity – Option 1Figure FD0215 : Proposed Road / Rail Connectivity – Option 2Figure FD0216 : Typical Cross Section of Proposed Road / Rail Corridor

Chapter 3

Figure FD0301 : Landuse / Land Cover MapFigure FD0302 : Demarcation of High Tide Line and Low Tide LineFigure FD0303 : Marine Environment Monitoring LocationsFigure FD0304 : Wind Rose DiagramFigure FD0305 : Ambient Air Quality Monitoring LocationsFigure FD0306 : Noise Level Monitoring LocationsFigure FD0307 : Ground Water Quality Monitoring LocationsFigure FD0308 : Soil Quality Monitoring LocationsFigure FD0309 : Socio –Economic Survey ZonesFigure FD0310 : Fishing Villages and Fish Landing Centres in the Vicinity of Vizhinjam

Port

Chapter 5

Figure FD0501 : Proposed Solid Waste Management Site

LIST OF TABLES

Chapter 2Table 2-1 : Traffic to Vizhinjam Port (Moderate Scenario)Table 2-2 : Design Vessel sizes and DimensionsTable 2-3 : Requirement of Number of Berths/Berth LengthTable 2-4 : Summary of Container Cargo Handling EquipmentTable 2-5 : Storage Area Requirements for Container Cargo (Cumulative)Table 2-6 : Storage Requirement for General Cargo (Cumulative)Table 2-7 : Berthing RequirementsTable 2-8 : Berthing Facilities For Immediate / Short Term DevelopmentTable 2-9 : Summary of Cargo Handling EquipmentTable 2-10 : Storage Requirement for Container CargoTable 2-11 : Storage Requirement for General CargoTable 2-12 : Water RequirementsTable 2-13 : Estimated Electrical Demand (in MW)

Chapter 3Table 3-1 : Spatial Distribution and Extent of Level -II Land use / Land Cover Classes in the Study AreaTable 3-2 : Seabed Slopes in the Project AreaTable 3-3 : Observed Current at Project LocationTable 3-4 : Marine Water Sampling LocationsTable 3-5 : Parameters Monitored for Marine Water QualityTable 3-6 : Plankton Sampling LocationsTable 3-7 : Marine Sediment Sampling LocationsTable 3-8 : Parameter Monitored for Sediment Quality


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Table 3-9 : Meteorological Parameters in the Study AreaTable 3-10 : Ambient Air Quality Monitoring LocationsTable 3-11 : Ambient Air Quality – Particulate MatterTable 3-12 : Ambient Air Quality - Gaseous PollutantsTable 3-13 : Noise Level Monitoring LocationsTable 3-14 : Noise Levels – Day, Night and Day – Night equivalents in db (A)Table 3-15 : Ground Water Sampling LocationsTable 3-16 : Soil Sampling LocationsTable 3-17 : Geographical Area, No. of HH, Population, Density, Sex-Ratio in the StudyTable 3-18 : Cluster Wise Statistics Related to the Fishermen in the Vicinity of VPPATable 3-19 : Places of InterestChapter 5Table 5-1 : List of Tree Species Suitable for Green Belt DevelopmentTable 5-2 : Costs for Environmental Monitoring during Developmental PhaseTable 5-3 : Costs for Environmental Monitoring during Operation Phase

LIST OF ENCLOSURES

Appendices

Appendix A : Baseline Environmental Data ReportAppendix B : Socio-Economic Surveys Report

Annexures

Annexure A : Social Surveys QuestionnaireAnnexure B : Social Surveys Data TablesAnnexure C : Socio-Economic Case StudiesAnnexure D : Environmental Monitoring Programme

LIST OF ABBREVIATIONS

GoK : Government of KeralaAAQ : Ambient Air QualityAPHA : American Public Health AssociationCESS : Centre for Earth Science StudiesCFE : Consent For EstablishmentCMFRI : Central Marine Fisheries Research InstituteCO : Carbon MonoxideCPCB : Central Pollution Control BoardCRZ : Coastal Regulation ZoneCZMP : Coastal Zone Management PlanDO : Dissolved OxygenDoP : Director of PortsEMP : Environmental Management PlanFPD : Fisheries and Ports DepartmentGoI : Government of India


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HC : Hydro CarbonsHTL : High Tide LineKMDC : Kerala Maritime Development CorporationKSEB : Kerala State Electricity BoardKSPCB : Kerala State Pollution Control BoardLTC : L&T Capital Company LimitedLTL : Low Tide LineLTR : L&T-RAMBOLL Consulting Engineers LimitedMoEF : Ministry of Environment and ForestsMSL : Mean Sea LevelNH : National HighwayNOC : No Objection CertificateNOx : Nitrogen Di OxideOPST : Operational and Performance StandardsPIC : Public Information ConsultationPUC : Pollution Under ControlREIA : Rapid Environmental Impact AssessmentRMC : Rogge Marine ConsultingRPM : Respirable Particulate MatterRTG : Rubber Tyre GantrySPM : Suspended Particulate MatterSO2 : Sulphur DiOxideVCZ : Very Core ZoneVPPA : Vizhinjam Port Project Area

CHAPTER 1

INTRODUCTION


1 IntroductionPage 1-1

1 Introduction

1.1 Background

The state of Kerala, located along the West Coast of India, is endowed with a coastline of580 km. Along this coast, there are 14 minor ports, 3 intermediate ports and one major porti.e. Cochin. The minor ports and the intermediate ports come under the jurisdiction ofDepartment of Ports, Government of Kerala and the Cochin Port is under the jurisdiction ofMinistry of Shipping, Government of India. Out of the minor / intermediate ports, VizhinjamPort is one which has been accorded Minor Port status in 1977. Since then, a fishing harbourand a custom port has been developed with limited facilities like a wharf and transit shed.

Other than Cochin Port, none of the other ports including Vizhinjam along the Kerala coasthandle significant amount of cargo. A number of reasons have been attributed to thissituation, significant among them being lack of importance to the state ports, poor hinterlandconnections, existence of Major Port at Cochin and proximity to another Major Port atTuticorin Port in Tamil Nadu. Further, rapid strides in shipping trade and technologynecessitate specialised handling systems, which are not available at the state ports. Lack ofadequate funds with the authorities resulted in non-investments, which proved detrimental tothe state ports.

The onset of liberalisation and globalisation of Indian economy in 1991 has resulted inattracting private sector investments in general. In line with the Government of India (GoI)policies, Government of Kerala (GoK) also adopted a pro-active approach to these changesand drafted a policy for development of port infrastructure and inland navigation. The policyredefines the role of the principal agencies mandated with maritime issues such as Fisheriesand Ports Department (FPD), Director of Ports (DoP) and Kerala Maritime DevelopmentCorporation (KMDC) in the ‘Business of Ports’ and outlined the privatisation guidelines.Now, GoK is in the process of finalising these policies and guidelines for port investment,which are likely to be in place shortly.

With this background, Government of Kerala is poised to attract investments and hasembarked on development of a Port at Vizhinjam with Private Sector Participation (PSP).GoK decided to appoint a Consultant to carry out the services required for the developmentof modern port at Vizhinjam. Following an international competitive bidding, GoK appointedL&T-RAMBØLL Consulting Engineers Limited (LTR) in association with Rogge MarineConsulting (RMC), G.M.B.H, Germany; RAMBØLL, Denmark; and L&T-Capital CompanyLimited (LTC) as Consultants to carry out a Techno-Economic Feasibility Study, projectstructuring and assisting in procurement of Developer. The scope of services of the projectcomprises carrying out the project, in three phases, as follows:

• Phase I: Traffic Assessment and Preliminary Viability• Phase II: Detailed Feasibility and Project Structuring• Phase III: Assistance towards Technical and Financial Closure

As a part of the Phase I study, a Rapid Environmental Impact Assessment study (REIA)needs to be carried out. This Report, Rapid Environmental Impact Assessment Report isone of the deliverables under the Phase I work. The REIA study has been carried out in aformat suitable for seeking No Objection Certificate / Consent for Establishment (NOC / CFE)from the statutory authorities.



1.2 Site Appreciation

Vizhinjam Port is located, almost, at the southern tip of India in the state of Kerala. It islocated about 20 km south of Thiruvananthapuram, the capital city of Kerala state. Theproposed site for development of Vizhinjam Port is located at Latitude 8o 22’ N and Longitude77o E. Vizhinjam is endowed with a natural bay formed by a rocky promontory on thenorthern side and some rocky outcrops on the southern side. A map showing the projectlocation is enclosed as Figure FD0101.

The site at Vizhinjam enjoys a natural water depth of around 24 m within a nautical mile fromthe coast. It is located very close to the international shipping route, about 10 nautical miles,which connects UK, West Asia with Far East. These two factors make Vizhinjam a promisingcandidate for a world-class port. Additional advantages include littoral transport beingminimal along this coast, thus, practically relieving the port from maintenance dredging,unlike most port locations. Some of the salient features of the site are:

• Deepwater close to the shore• Proximity to International shipping routes• Insignificant littoral drift and sediment transport• No ecologically sensitive areas reported along this stretch• No Resettlement and Rehabilitation issues involved• No active fishing grounds reported in the immediate vicinity of the offshore project area• Proximity to the national road and rail networks viz., NH 47 (Thiruvanthapuram and

Nagercoil) and Thiruvananthapuram – Nagercoil section of Southern Railway.

1.3 REIA Study

1.3.1 Objective

The objective of this assessment was to elaborate the task of collecting and presentingnecessary information on environmental and social features of Vizhinjam Port Project Area(VPPA) and carrying out Rapid EIA Study of the proposed project that will assist theprospective Developer to understand the critical environmental and social issues related tothe project.

1.3.2 Scope of REIA Study

The scope of the REIA Study is:

• To collect and review the past reports / secondary data• To establish the baseline environmental and social conditions• To assess the environmental and social impacts on the offshore and onshore

environment, and on socio-economic conditions due to the development of the proposedVizhinjam Port

• To prepare an Environmental Management Plan (EMP)• Technical Assistance to GoK while seeking approvals from Kerala State Pollution Control

Board (KSPCB).

1.3.3 REIA Methodology

The REIA study was carried out as per the guidelines of Ministry of Environment and Forestsframed for Ports and Harbour. A study area of 10 km radius with the Vizhinjam Port as centre



has been earmarked for the study. The study was carried out during the months of April –May 2003. A map showing the REIA study area is enclosed as Figure FD0102. The REIAstudy was carried out covering the following tasks.

1.3.3.1 Baseline Environmental Data Generation

Baseline environmental data was generated both for the offshore and onshore environmentalattributes in the study area. In addition, sample socio-economic surveys were carried out toassess the socio-economic profile of the Vizhinjam region.

Offshore Environment

Marine Water Quality

To quantify the impacts arising due to the development of Vizhinjam Port, marine watersamples were collected using Nishkin Sampler at selected locations and were analysed forthe physico-chemical characteristics, nutrient and organic status, heavy metal concentrationsand the plankton content.

Sediment Quality

Sediment samples were collected using Peterson’s Grab Sampler at selected locations toassess the physico-chemical characteristics including benthic communities in the VizhinjamPort area.

Marine Biology

The plankton content in the marine waters were assessed by towing a plankton net (meshsize 50 microns) and the sediment samples for assessing the biological characteristics werepreserved with Rose Bengal and formalin solutions for assessment of meio and macrobenthos.

Onshore Environment

Meteorology

The meteorological parameters were recorded during the study period through installation ofan automatic weather station and rain gauge in Vizhinjam. The parameters recordedincluded wind speed, wind direction, temperature, relative humidity and rainfall on hourlybasis.

Air Environment

To assess the air quality status of the study area, a network of ambient air quality monitoringstations were established. The monitoring stations were selected based on the prevailingpattern of wind directions and wind speeds in the region. Also, the climatological conditions,land use and human activities were taken into consideration. The air quality was monitoredfor Suspended Particulate Matter (SPM), Respirable Particulate Matter (RPM) and gaseouspollutants like Sulphur dioxide (SO2), Oxides of Nitrogen (NOx), Carbon monoxide (CO) andHydrocarbons (HC). These pollutants were monitored on 24 hourly basis except CO, which



was monitored 8 hourly. Respirable Dust Samplers (RDS) with attachments for gaseoussampling were used for monitoring the air quality parameters.

Noise Levels

To evaluate the noise pollution in the study area, noise levels were monitored at selectedlocations in the study area using a hand-held sound level meter.

Ground Water Quality

Ground water quality was monitored through collection of water samples in the study area.The samples were analysed for various physico-chemical and bacteriological parameters.

Land Environment

The landuse / landcover in the study area was arrived through interpretation of the SatelliteImagery. In addition, soil samples were collected to assess the existing quality of the soil.

Socio-Economic Aspects

Information related to socio-economic conditions in the Vizhinjam region was establishedthrough collection of data from Department of Socio-Economics, Government of Kerala.Apart from this, a sample socio-economic survey was also conducted to arrive at ameaningful profile of the region. Further, information relating to the fishing communities wascollected from the Department of Fisheries.

1.3.4 Environmental Impacts

The various environmental impacts, which are likely to arise due to the development(construction) and operation of the Vizhinjam Port, are studied in detail with respect to thefacilities being proposed in the port. Further, the impacts have been assessed taking intoconsideration the existing baseline status of the offshore, onshore and socio-economiccomponents.

1.3.5 Environmental Management Plan (EMP)

An Environmental Management Plan (EMP) has been prepared which presents the variousmitigation measures, pre (during construction) and post (during operation) projectenvironmental monitoring, institutional mechanism supported with necessary budgetaryestimates.

1.4 Structure of REIA Report

The structure of the REIA Report is as follows:

• Chapter 1 Introduction• Chapter 2 Project Development Plan• Chapter 3 Baseline Environmental Status• Chapter 4 Environment and Social Impacts• Chapter 5 Environmental Management Plan



Chapter 2 presents the details of project location, the different components of the VizhinjamPort and the supporting facilities.

Chapter 3 presents the baseline environmental status of the project area. It coversdescription of the study area including the Vizhinjam Port site. The baseline environmentalstatus is presented for offshore and onshore environments. The offshore environmentalstudy included sea area features, water and sediment quality, and biological status. Theonshore environment included ambient air quality, noise levels, ground water quality and soilquality.

A separate section covering the socio-economic status of the project area has beenpresented which includes the population characteristics, profile of the fishing communities inthe area and existing infrastructure.

Chapter 4 presents an assessment of various environmental and social impacts which arelikely to occur due to the development and operation of the Vizhinjam Port with specialemphasis on the environmental and social issues identified in the baseline environmentalassessment. The impact assessment covered both offshore and onshore environments.

Chapter 5 presents the Environmental Management Plan (EMP). The EMP presents thesummary of the impacts, mitigation measures, monitoring programme, budgetary estimatesand integration of the EMP with the project activities.

Annexures of respective chapters have been presented at the end of the chapter. The‘Environmental Data Report’ and ‘Socio-Economic Survey Report’ are given as Appendix Aand Appendix B, respectively, at the end of the report.

1.5 Acknowledgements

With great pleasure, we would like to express our gratitude to all the officials of the GoK,particularly DoP, for extending their co-operation and providing valuable suggestions duringthe study.

FIGURES

CHAPTER 2

PROJECT DEVELOPMENT PLAN


2 Project Development PlanPage 2-1

2 Project Development Plan

2.1 General

Consultants have carried out detailed Techno-Economic Studies for the development ofVizhinjam Port and presented in various reports. This Chapter briefly discusses about theProject Development Plan for Vizhinjam Port as a transhipment hub under the following mainheads:

• Salient features of Vizhinjam Port• Port traffic• Development needs and planning considerations• Master Plan of Vizhinjam Port• Immediate and short-term development• Project development schedule.

2.2 Salient Features of Vizhinjam Port

The site at Vizhinjam enjoys a natural water depth of around 24 m within one nautical milefrom the coast and is also located near to the international sea route. These two principalfactors make Vizhinjam a promising location for development of an all weather deep-waterport. Additional advantages include, amongst others, littoral transport being minimum alongthe coast, thus, practically relieving the port from maintenance dredging, unlike at most otherlocations of Indian Ports.

The proximity to the international shipping route of the proposed Vizhinjam Port would attracta fair share of the container transhipment traffic, meant for India and beyond that is currentlybeing handled by foreign ports at Salalah / Oman, Al Fujairah / UAE Dubai, Colombo,Singapore and West Port / Malaysia. As a result of the present scenario, the Indian shippersand forwarders, engaged in exports and imports, incur substantial foreign exchange outflows,in addition to additional time, risks and costs for transhipment at these foreign ports. Thedevelopment of a container hub at the proposed location could, therefore, save considerableforeign exchange outflow and more importantly, increase the global competitiveness ofIndian exports and that of Kerala in particular due to transhipment through Vizhinjam Port.

2.3 Port Traffic

The port traffic considered for the Vizhinjam Port development is summarised in Table 2-1and Table 2-2 below.

Table 2-1: Container Traffic to Vizhinjam Port (Traffic Figures in Million TEU)

Year Pessimistic Moderate OptimisticMovement by Road / Rail

2007 0.04 0.06 0.07

2012 0.09 0.15 0.16

2017 0.15 0.25 0.31

2022 0.22 0.37 0.47



Year Pessimistic Moderate Optimistic2027 0.32 0.46 0.60

2032 0.38 0.56 0.74

2033 0.39 0.58 0.77

Movement by Feeder Vessels Year Pessimistic Moderate Optimistic2007 0.30 0.43 0.46

2012 0.62 1.05 1.14

2017 1.03 1.72 2.18

2022 1.56 2.56 3.31

2027 2.23 3.21 4.21

2032 2.66 3.89 5.21

2033 2.74 4.03 5.40

Table 2-2: Hinterland Traffic

Hinterland TrafficYearGeneral Cargo

in million tonnesContainer Cargoin million TEUs

2007 0.45 0.01

2012 0.60 0.02

2017 0.97 0.02

2022 1.41 0.03

2027 1.87 0.04

2032 2.40 0.05

2033 2.48 0.06

2.4 Development Needs and Planning Considerations

In order to evaluate the conceptual layout plans for a greenfield port, the first step is toassess the facility requirements in terms of number of berths, required cargo handlingfacilities, navigational and operational parameters, etc. The next step is to identify suitablelocations within the proposed area, where these facilities could be developed.

The basic navigational needs, such as water depths and widths in approach channel,harbour basin and at berths; tranquillity conditions inside the harbour, adequate stoppingdistance for vessels of largest size entering the harbour, sufficient water area for easymanoeuvrability of vessels and crafts throughout the year, as well as efficient fenders andmooring systems are also planned.



2.4.1 Navigational and Operational Requirements

As a pre-requisite for planning the layout of a port with the required facilities, it is essential toset the basic criteria for the design of the various components like navigational andoperational aspects to handle different types of vessels likely to call at the port and forloading / unloading operations. These conditions are related to the marine environmentalconditions at the location of the terminals. They comprise the following aspects:

• Vessel type and dimension• Operational criteria• Protection against prevailing waves and winds• Minimum vessel speed and stopping distance.

These criteria lead to:

• Navigational channel dimensions• Manoeuvring area dimensions• Berthing area dimensions• Minimum vessel speed.

2.4.1.1 Vessel Sizes

Detailed Vessel Size Analysis has been carried out to arrive at the most optimal vessel sizes,which is important in planning the Vizhinjam Port. The principal dimensions of the designvessels for different types of cargo for Vizhinjam Port are summarised in Table 2-3.

Table 2-3: Design Vessel Sizes and Dimensions

Container Vessel (TEU) LOA (m) Beam (m) Draft (m)Main Line VesselsShort-Term 8,000 325 46 14.5

Medium-Term 10,000 345 50 15.0

Long-Term 12,000 365 60 17.0

Feeder VesselsShort-Term 1,000 160.0 25.0 9.0

Medium-Term 1,500 175.0 27.0 10.5

Long-Term 2,000 188.0 30.0 10.5

General Cargo Vessels (DWT)Short-Term 20,000 160 24.8 10.0

Medium-Term 40,000 209 30.0 12.5

Long-Term 40,000 209 30.0 12.5

2.4.1.2 Operational Criteria

In planning port facilities for handling different types of cargoes, the operational criteria forvessels handling and ship shore transfer of cargo need to be taken into account. Vesselhandling and / or ship to shore transfer of cargo operations can be interrupted due to any oneof the following reasons:



• Pilots cannot board arriving vessel due to rough sea and weather conditions.• Tugs are unable to assist in manoeuvring the vessels because of rough weather

conditions and hence, mooring operations are not possible.• Motion of moored vessels is too high to continue ship to shore cargo transfer operations.• Vessels have to leave the berth because of excessive mooring forces.

These aspects are discussed in more detail hereunder:

a) Pilot Boarding

Vessels visiting the port will need the services of a pilot for safe and efficient navigation toand from the port. A pilot will be taken from a shore-based station to the pilot boarding areaby a pilot launch. The governing criteria for pilot boarding are the acceptable sea conditionsfor the pilot launch when sailing to the pilot boarding area and when boarding the vessel. Thelimiting operational wave criteria for pilot boarding is Hs = 1.5m.

b) Tug Assistance, Ship Berthing

Vessels arriving at the port need the assistance of tugs during the stopping and berthingmanoeuvre. Vessel berthing needs acceptable sea condition such that fender forces are notexceeded and the risk of collision / damage to berth is low. Upon departure, ballast vesselsneed some tug assistance to de-berth and line up for departure. The operational criteria fortug assistance are determined by the ability to fasten the tugs to the vessels and acceptableforces in the lines. The operational limit wave criteria for tug assistance and berthingmanoeuvres of the sizes of vessels considered is equal to Hs=1.5m.

c) Ship – shore Cargo Transfer Limits

When motions of moored vessels increase and tend to become unstable, cargo-handlingoperations have to cease to prevent damage to the vessels and cargo handling equipment.Waves, currents and winds mainly induce motions of moored ships.

The ship conditions for a given sea state depends on ship dimension and direction of wavemotion. The acceptable sea state conditions increase as the size of the ship increases. Theinitial limit is lowest for beam sea and highest for head sea. The wave height for differentdirection of wave attack on ships before loading and unloading operations ought to bestopped are given below:

Limiting Wave Height Hs (m)Type of Ship00 (head on or stern on) 450 - 900

General cargo 1.0 0.8

Containers 0.5 -

Dry bulk loading 1.5 1.0

Dry bulk unloading 1.0 0.8 –1.0

Tankers:

30,000 DWT 1.5 1.0 –1.2

30,000 – 200,000 DWT 1.5 – 2.5 1.0 – 1.2



The values given above refer to the heights of residual deepwater waves with high periods inthe range of about 7 to 12 sec. When the wave height is exceeded, cargo-handlingoperations have to be stopped.

d) Survival Conditions

When mooring forces become too high, vessels have to leave the berth. The conditions atwhich this occurs are defined as survival conditions and are mainly dependent on vessel sizeand wave conditions. Survival criteria are generally assessed as 1.5 times the acceptablewave height for cargo handling.

2.4.1.3 Protection Against Waves

For providing tranquillity conditions in the harbour basin and at the berths, for smooth loading/ unloading operations, necessary protection in the form of breakwaters against predominantwave directions may need to be provided. The alignment and length of breakwaters will begoverned by the following factors:

• Predominant wave direction• Water area requirement• Number of berths requiring protection• Stopping distance for the vessel.

2.4.1.4 Stopping Distance

The length of the protected approach channel upto the turning circle should be sufficient toprovide safe stopping distance for all vessels. It should be 3 to 5 times the length of thelargest vessel visiting the port.

2.4.1.5 Navigation Channel Dimensions

The channel alignment has to be oriented considering the following aspects:

• The channel be oriented so as to avoid cross winds and currents.• The channel be aligned in a straight line as far as possible.• The channel be oriented so as to reach the deep-water contours in shortest possible

distance (this is to optimize the quantity of dredging).

The dimensions of the navigation channel to the terminal are dependent on the vessel size,the behaviour of the vessel when sailing through the channel, the environmental andmaritime conditions (winds, currents and waves) and the channel bottom conditions. Channeldesign primarily involves the determination of the safe channel width and depth for thedimensions of the design vessel.

A number of American, British and International Standards are available for channel design.However, the primary source of reference is Permanent International Association ofNavigation Congress (PIANC), International Association of Ports (IAPH): Approach Channels– ‘A Guide for Design’, Final Report of the Joint Working Group, June 1997.

2.4.1.6 Channel Width

The minimum width of a straight channel depends on the size and manoeuvrability of thevessel navigating the channel, the type of channel bank, the effects of other vessels in the



channel and the effects of wind and currents. The required width comprises three mainzones viz., manoeuvring lane, ship clearance lane and bank clearance. Additional channelwidths have to be provided for considerations such as vessel speed, cross winds, crosscurrents, longitudinal current, significant wave height and wave length, aids to navigation,nature of sea bottom, depth of waterway, cargo hazard level and traffic density.

The width of the channel is normally determined as multiple of the beam of the largest designvessel which enters the port. The required width of the channel (two way traffic) consideringall these aspects with specific reference to the environmental conditions prevailing at theproposed site is worked out as follows:

Basic manoeuvring lane : 3.3 B

Wind effects : 0.5 B

Cross currents (moderate: 0.5 to 1.5 kn) : 0.8 B

Wave action : 0.0 B

Aids to Navigation System : 0.2 B

Bank Clearance (both sides sloping) : 1.0 B

Bottom Surface : 0.2 B

Depth of waterway : 0.4 B

Cargo hazard level : 0.6 B----------

Total 7.0 B ----------

The design vessel considered has a beam of 46 m in short term, 50 m in medium and 60 min long term. Accordingly, 320 m wide channel during short term, 350 m in the medium termand 420 m during long term are proposed for Vizhinjam Port.

2.4.1.7 Channel Depth

The depth in the channel should be substantially greater than the static draughts of thevessels using the waterway to ensure safe navigation. Generally, the depth in the channel isdetermined by:

• vessel’s loaded draught;• trim or tilt due to the loading within the holds;• ship’s motion due to waves, such as pitch, roll and heave;• character of the sea bottom, such as soft or hard;• wind influence of water level and tidal variations; and• sinkage of the vessel due to squat or bottom suction.

Considering the above factors, the under keel clearance is taken as 15% of the draught ofthe design vessel in the channel in sheltered areas and 20% in unsheltered areas.

From the above considerations, the depths required in the navigation channel at VizhinjamPort are worked out and presented below:



Outer Channel Inner Channel

• Short-Term : 17.4 m 16.7 m• Medium-Term : 18.0 m 17.3 m• Long-Term : 20.4 m 19.6 m

2.4.1.8 Manoeuvring Area Dimensions

The location of the manoeuvring area or the turning basin, required to swing and berth thevessels, is very important and it’s design must provide the proper configuration, the properdimensions and access. The size of the manoeuvring area is a function of the length andmanoeuvrability of the vessels and the time available for executing the turning manoeuvred.The optimum configuration of such basin would be circular.

By considering environmental conditions and the fact that vessels will be assisted by tugs,the diameter of the turning circle is taken as 3 times maximum length of the vessel inunsheltered areas and 2 times in sheltered areas. The depth is taken as 115% of the fullyloaded draft of the design vessel that will use the marine facilities.

The above discussion leads to the following diameter and depths for turning circle for safemanoeuvring of design vessel for short, medium and long term development proposed atVizhinjam Port.

• Short-Term : 650m φ and 16.7 m depth• Medium-Term : 690m φ and 17.3 m depth• Long-Term : 730m φ and 19.6 m depth

2.4.1.9 Tugs and Launches

For effective handling of vessel sizes during the short-term development of the VizhinjamPort two tugs of about 20 T to 40 T bollard pull have been proposed. The tugs are equippedwith necessary fire fighting arrangements along with necessary pollution control equipment.

It is also proposed to provide the following launches in the short- term development:

• Pilot Launch - 2 no. (25 knots)• Survey Launch - 1 no. (10 knots)• Bilge Barge - 1 no.

2.4.2 Berthing Requirements

The stage wise requirements for berths have been worked out taking into consideration thethroughput, parcel size, cargo handling. The number of berths required for differentcommodities are summarised in Table 2-4.



Table 2-4: Requirement of Number of Berths / Berth Length

S.No.

Description Short Term(2007 – 2012)

Medium Term(2012 – 2017)

Long Term(2017 – 2032)

Container Cargo1 Number of mainline berths 2 3 4

2 Number of feeder berths 3 5 7

3 Berth length required for main linevessels

720@ 360 m/berth

1140@ 380 m/berth

1600@ 400 m/berth

4 Berth length required for feedervessels + general cargo

700@ 175 m/berth

950@ 190 m/berth

1470@ 210 m/berth

5 Berth length required 1245 1900 2860

6 Berth length provided* 1420 2090 3070

* Additional berth length is provided to accommodate mainline / feeder vessels for flexibility and for handling ofgeneral cargo.

2.4.3 Cargo Handling Equipment

The installation of mechanical cargo handling equipment on ship berths and in storage /stackyard areas for unloading / loading has been proposed to match the traffic demand. Asummary statement listing the equipment proposed for installation in different stages of thedevelopment is presented in Table 2-5.

Table 2-5: Summary of Container Cargo Handling Equipment

Nos. (Incremental)S.No.

Cargo Equipment Type RatedCapacity 2007 –

122012 –

172017 –

32Berth EquipmentQuay Cranes

Post Panamax type 50 t 6 3 7

Panamax type 40 t 6 7 6

Stackyard EquipmentRTGs 40 – 50 t 30 20 55

Toplift Trucks 20 t 10 8 10

Reach Stackers 50 t 3 2 5

Tractors - 55 40 60

1 Containers

Trailers 50 t 55 40 60

(Note: The number of equipment shown under medium and long term is additional.)



2.4.3.1 General Cargo

General cargo will be operated using ship-mounted cranes at the rate of 300t/h in the short-term, 500t/h in the medium-term and 750t/h in the long-term.

2.4.4 Storage Requirements

The storage yard acts as a buffer between the ship unloading system and cargo evacuationsystem. Storage area must be planned so that a maximum amount of material can be storedin a minimum area. The area required depends on several factors and it varies from cargo tocargo. Generally, it is dependent on the factors like ship parcel size; ship arrival distribution;hinterland transport distribution; and ship loading and unloading rates. Generally the rate ofunloading system is higher than the rate of evacuation system. If the storage capacity isinsufficient then the ship will be waiting to unload the cargo. The UNCTAD manual on theport development gives guidelines for storage area dimensioning as a function of annualthroughput and average parcel size. These guidelines reduce the probability of thedisruptions of the ships due to non-availability of stack yard to less than one percent.

Based on the above, storage area requirements have been worked out and presented in thefollowing Table 2-6 and Table 2-7.

Table 2-6: Storage Area Requirements for Container Cargo (Cumulative)

Description Short Term(207-2012)

Medium Term(2012-2017)

Long Term(2017-2032)

Container Parking YardThroughput (‘000TEU) 620 1020 2250

Area (ha) 15 22 50

Container Freight stationStorage Demand (‘000TEU) 35 55 120

Area (ha) 2.1 3.4 7.5

Table 2-7: Storage Requirement for General Cargo (Cumulative)Items Short Term

(2007-2012)Medium Term(2012-2017)

Long Term(2017-2032)

Throughput (‘000t) 624 972 2379

Open 6000 9000 22000Storage Demand (T) Covered 6000 9000 22000

2.5 Master Plan of Vizhinjam Port

A port development plan need to have Master Plan showing development concept andpotential plan indicating the total developmental solutions to meet the ultimate requirements.Functionally, the port shall provide facilities to receive / dispatch and handle efficiently theprojected cargo from / to the vessels (of different sizes) that will be calling at the port in thefuture. Normally, a Master Plan is developed for a time horizon of 15-20 years as anyprediction of cargo throughput (and the matching development requirements, in terms of portoperational needs) beyond this period may not be very accurate. The Master Plan need to



allow development in stages to meet the demands as they come and grow and also beflexible to incorporate mid course modifications to be responsive to emerging scenarios(possible containerisation of general cargo) as time goes on.

In the case of Vizhinjam Port, a Master Plan for port development has been drawn up tocater for the traffic build up upto the year 2032 AD in three stages viz., short term, mediumterm and long term. The port facilities are planned for moderate scenario of traffic, but with aprovision to cater for ‘Optimistic’ scenarios of traffic projections. Master Plan has beenprepared based on the facility requirements identified in the previous sections and planningparameters defined in the following sections.

2.5.1 Planning Considerations

2.5.1.1 Harbour Layout Considerations

The following attributes have been considered during the planning of the harbour layouts:

• Bathymetry• Wave incidence• Required Tranquillity in harbour areas• Littoral Drift Management• Expansion in stages• Environmental Impact.

a) Bathymetry and Sub-sea Soil Conditions

Recent Bathymetry surveys indicate that 10 m, 15 m and 20 m contours occur at 350 m, 900m, and 1200 m respectively from the shoreline towards southern side of the existing fishingharbour. The shallow seismic survey and geotechnical investigations results show presenceof rock at varying depths in the proposed port development area. There are some exposedrock patches at two / three places. These aspects guided the harbour planning, thebreakwater lengths and their alignment on principles of optimisation for breakwaterconstruction and dredging requirements. Layout has been prepared by avoiding rockdredging as far as possible.

b) Wave Incidence and Tranquillity

The near-shore wave simulations (model studies) showed that the near-shore waters offVizhinjam are exposed to waves from the west during the SW monsoon and SSW and Sduring the NE monsoon. About five months of the year waves are from the west and north-west direction and the other seven months predominant waves are from south. Hence, theharbour layout for development will have a north breakwater extending upto 22 m depthcontour for protection against waves from the S and SW; and a south breakwater extendingupto 15 m depth contour for protection against waves from SE. This breakwater protectionwill give the desired tranquillity conditions at the berths and vessel manoeuvring area.

c) Littoral Drift Management

The net littoral drift on the West Coast of India is not as severe as on the East Coast.Considering pre-monsoon, monsoon and post-monsoon seasons, the net long shoresediment transport is not significant. However during monsoon season, there is a net drift ofabout 0.06 million m3 per annum towards south. Due to the change in sediment movement



direction and because of the headland north of the Vizhinjam Fishery Harbour, there will notbe any sediment problem near north breakwater. Sediment deposition may occur near southbreakwater during non-monsoon season and erosion during monsoon season. Exactsediment movement near the south breakwater would be studied in detail for the project.Since channel is located at 17 to 20 m contour, there will not be any sediment problem in thechannel.

d) Stages of Development

The port is planned to be developed in stages to meet the demands arising out ofprogressive increase in traffic. The harbour layout has been planned for developments in thefollowing stages.

• 2007 – 2012 – Short-Term• 2012 – 2017 – Medium-Term• 2017 – 2032 – Long-Term

It is to be noted that the port facilities have to be developed continuously over the masterplan period and the harbour layout plan drawn up for the above stages are only a ‘milestone’in the port development plan.

e) Environmental Aspects

The harbour and port layout has been so planned as to group the facilities in such a way thatthe environmental management of different types and degree of impact become area specificand thus, cost effective to provide. While planning layout, social aspects such as fishing, etc.are duly considered. The container transhipment is the main cargo to the port and someamount of general cargo, which is segregated, is located in another area.

2.5.2 Port Layouts

Based on the existing site conditions at Vizhinjam and in the absence of any naturallyprotected and sufficiently large water area available near Vizhinjam, the following two optionsfor developing the port are considered:

• By dredging onshore by creating a lagoon type harbour connected to sea through anentrance channel protected by short breakwaters on either side of it;

• By creating an outer harbour offshore protected by long breakwaters.

In the first option, the length of the breakwaters would be small but the quantum of dredgingwould be large. In the second option, the dredging quantity would be less but thebreakwaters will be longer and would have to be built in deepwater. The choice between alagoon type harbour and offshore harbour would depend, besides others, on the optimisationof the costs for dredging vis-à-vis breakwater construction, availability of land onshore tocreate the lagoon. In case of Vizhinjam, it is to be noted that there is no land available alongthe shoreline due to presence of high laterite cliffs near the coast and the deepwater is closeto the shoreline.

Based on the existing site conditions at Vizhinjam (viz., lack of backup land behind thecoastline) and other planning parameters, second option is found to be the only alternativeavailable for development of Vizhinjam Port.

For the selected option, following different port layouts are proposed.



2.5.2.1 Alternative 1: Harbour with South-East Opening

Figures FD0201 and FD0202 show the conceptual layout plan of Alternative 1 for short termand long term, respectively.

In this alternative, the harbour facilities are proposed for development by constructing a longnorth breakwater, which is starting from the shore and extending upto – 22 m contour for alength of about 3,300 m in the short-term and will be further extended by about 1,350 m inthe long-term. This breakwater will protect waves from the west, south-west and southdirection. A south breakwater will be constructed starting from the shore and extending upto–15 m contour for a length of about 450 m. This breakwater will protect waves from east andsouth-east. An entrance channel is provided from the SE of the harbour. This straightchannel starts at – 20.4 m contour extending upto the turning circle almost parallel to theshoreline for a length of about 4 km. A turning circle of 730 m diameter is provided for thelong term development. This alignment is giving a stopping distance of more than 2,000 m,which is adequate for safe manoeuvring.

Main advantage of this alternative is that the movement of the fishing boats to VizhinjamFishery Harbour will not be a hindrance to the movement of vessels to the proposedcommercial port. Any further expansion of the port can be towards south only.

2.5.2.2 Alternative 2: Harbour with Symmetrical South and North Breakwaters

Figure FD0203 shows the conceptual layout plan of Alternative 2 for short-termdevelopment.

In this alternative, two symmetrical breakwaters one on the west and other on the east i.e.Danish ‘Hanstholm-model’ is attempted by providing breakwater arms at 140o included angle.This will help smooth passage of sediment at the harbour entrance. The Channel is extendedtowards south upto – 19.6 m contour. With this arrangement, northern breakwater will have alength of 2,420 m and southern breakwater will have a length of 2,100 m.

Main disadvantage of this alternative is that the alignment of harbour mouth is towards thesouth-west direction, which is the predominant wave direction. This will affect the tranquillitycondition inside the harbour. There is a requirement of more length of breakwater even in theinitial stage to maintain the tranquillity condition. This leads to higher cost of facilities.Another problem with this alternative is that difficulty in providing the required stoppingdistance and this will affect manoeuvring of the vessels inside the harbour. With all thesedisadvantages it is not feasible to develop this alternative and so this alternative can be ruledout.

2.5.2.3 Alternative 3: Harbour with North-West Opening

Figures FD0204 and FD0205 show the conceptual layout plan of Alternative 3 for short termand long term respectively.

In this alternative the harbour facilities are formed by constructing a long south breakwater,which is starting from the shore and extending upto – 23 m contour for a length of about3,700 m in the short-term and will be extended further for about 500 m in the long-term. Thisbreakwater will protect waves from the south-west, south and south-east direction for about 7months of the year. A north breakwater of 1,200 m will be constructed starting from the shore



and extending upto –19 m contour. This breakwater will protect waves from north-west. Afinger pier will be constructed extending from the north breakwater parallel to the shorelinefor a length of about 650 m. Long berthing face of about 2,250 m is proposed to be providedat –13 m contour. This along with finger pier provided at the northern breakwater will giverequired storage area and berthing space for the long term. In this layout, channel starts at –19.6 m contour extending up to the turning circle for a length of about 3 km. A turning circleof 730 m diameter is provided for the long-term development. This alignment is giving astopping distance of 1,825 m, which is required for safe manoeuvring.

Essential requirement of the layout is the provision of tranquillity condition inside the harbour.All other planning parameters being satisfied for both Alternatives 1 and 3, it is essential tocheck the tranquillity condition inside the harbour for short-term and long-term development.The mathematical modelling will clearly indicate which plan / layout gives the best wavetranquillity in the basin, entrance channel and turning circle, etc. It will also help in assessingpossible siltation problems, which will probably be almost non-existent. The hydrodynamicmodelling will provide useful information for optimisation of the layouts, e.g. for determinationof the necessary width of the entrance channel depending on the wave disturbance in theareas. Hence, Alternatives 1 and 3 are short-listed for further studies.

2.5.3 Model Studies

Preliminary model studies are carried out for the two alternatives. Model studies showed thatthe wave heights in the harbour basin and berths for Alternatives 1 and 3 for the short-termdevelopment are within the permissible limits. Alternative 1 requires a 3,400 m long northbreakwater at – 22 m water depth for protection and Alternative 3 requires about 3,600 m ofbreakwater at – 25 m water depth with a 250 m spur for full protection. Also, Alternative 3 willhave interruption from the movement of fishing boats to the fishing harbour. So byconsidering wave tranquillity cost and operation of the vessels, Alternative 1 is selected asmost promising alternative and is further developed.

2.5.4 Master Plan

Detailed Master Plan layout is prepared for Vizhinjam Port and shown in Figure FD0206.Master Plan layout is prepared for the moderate scenario of Option 1 of traffic forecast byconsidering all planning parameters.

2.5.5 Berthing Requirement

Cargo-wise berthing requirements, vessel sizes and dredged depths considered in themaster plan are summarised in Table 2-8 below:

Table 2-8: Berthing Requirement

S. No. Type of Berth Number ofberths

Berthlength

Ship Size(TEU/DWT)

DredgedDepth (m)

1 Container –Mainline

4 1600 12,000 -18.7

2 Container - Feeder 6 1260 2,000 -11.6

3 General Cargo 2 460 40,000 -13.8



2.5.6 Breakwaters

Two breakwaters have been proposed, one on south side and the other on north side, toprovide tranquillity in the harbour area for safe cargo handling operations as follows:

• North Breakwater : 4,650m long, extending from shore to – 22 m depth contour• South Breakwater : 450 m long, extending from shore to – 15 m depth contour.

2.5.7 Approach Channel and Turning Circle

Dimensions of the approach channel and turning circle required for the design vessel hasbeen worked out and the details are presented below.

Approach Channel

• Length : 4,000 m• Width : 420 m• Dredged Depth : – 20.4 m (Outer channel)

– 19.6 m (Inner Channel)

Turing Circle

• Diameter : 730 m• Dredged Depth : – 19.6 m

Surveys conducted at the project location showed that there are some rock patches in thearea. Selected port layout is superimposed on the rock / hard laterite contour to understandthe dredgeability of the material. This shows that the hard rock / laterite strata are presentabout 3-4 m below the depth contour. Analysis is carried out to fix location of the berthingface, which will give required storage area with minimum cost of breakwater and dredging(rock dredging). Any rock dredging in the long term can be avoided by providing berthingface at – 15 m contour but by increase in breakwater cost. Placing berthing face behind – 13m contour result in heavy rock dredging and reduction in storage area. Analysis shows thatberthing face at – 13 m contour will give required storage area at the same time this willavoid any rock dredging during short term and medium term. There will be small rockdredging in the long term. Berthing face at – 13 m contour is found as optimal solution, wheresmall rock dredging in the final phase instead of increasing breakwater cost from short term.

In the Master Plan layout, the north breakwater is extending upto – 22 m contour anddredged depth of channel provided are as follows:

• Inner approach channel : – 19.6 m• Outer approach channel : – 20.4 m.

The total length of approach channel is 4 km and is almost parallel to the shoreline.

A harbour arm is provided at the northern end of the harbour to accommodate feedervessels. This arm will have a width of 200 m and will accommodate four feeder vessels.

Layout for short-term development is shown in Figure FD0207.



2.5.8 Landuse Plan

The land use plan has been prepared after identifying the requirement of land for various portrelated activities of the proposed Vizhinjam Port. While preparing the land use plan, theextent and limits of surrounding developments, development needs of infrastructure facility,easy land access to port site, cargo handling facilities, hazards and environment and safetyrequirements, etc. have been given due consideration.

Landuse plan has been prepared assuming that there is no land available at the port locationas immediate back up. Berth line is formed about 400 m to 600 m away from the shorelineand the area between the shoreline and berth is reclaimed. This reclaimed area will bearound 140 ha. A pier on the north breakwater will also be reclaimed which will give astorage area of about 22 ha. Hence, the total backup area available for port use is 162 ha.

Detailed land use plan has been prepared for the Vizhinjam Port backup area and shown inFigure FD0208.

2.6 Immediate / Short-Term Development

Various elements of the short-term development plan are detailed in the followingparagraphs.

2.6.1 Berthing Facilities

Berths are required for handling various types of cargo. Dimensions of the berths areplanned as per the vessel sizes and cargo handling equipment requirements.

Consultant has studied various berthing structure such as sheet pile wall, piled structure,block wall construction, etc. Model studies showed that the vertical wall structures arecausing some harbour resonance especially in the master plan layout. So it is proposed toprovide piled berth structure with stone-pitched slope beach underneath to avoid any wavereflection. It is proposed to provide a block wall construction behind the berth to protectreclaimed soil. Cost effective designs have been given due importance at all stages of theproject development. Details of berths required for short term / immediate developments arepresented in Table 2-9 below.

Table 2-9: Berthing Facilities for Immediate / Short-Term Development

S. No. Type of Berth Ship Size(DWT)

No. ofBerths

BerthLength (m)

DredgedDepth (m)

1 Container – Main line 8,000 TEU 2 720 - 16.0

2 Container – Feeder 1,000 TEU 3 525 - 10.0

3 General Cargo* 20,000 t – – –

4 Port Craft (Tugboats) 40t / 20t(bollard pull)

5 150 - 6.0

*General cargo will be handled at feeder berth



In the short-term, it is planned to provide all mainline berths parallel to the shoreline on themain berthing line and feeder berths and general cargo berth are proposed to be provided onthe dock arm and on the pier formed along north breakwater. Mainline berths are proposedto be dredged upto – 16 m depth. Major portion of the feeder berth and general cargo berthsare on – 10 m or more water depth and hence, dredging requirement for feeder berths is veryminimal.

Berthing Structure

Two types of berthing structures are possible viz., quay wall type berths, constructed ofeither concrete block work or sheet pile and open piled berths. Simulation studies showeddevelopment of harbour resonance / standing waves, if berths are provided with a verticalwall structure. Therefore, any structure with a vertical face such as sheet pile or block work infront of the berth is not recommended. This leads to the selection of the open type ofstructure, namely piled structure. Present selected structure consists of piled constructionwith pile sockets into the rock. The width of the structure is proposed to be 40 m, consideringthe quay crane rail spacing of 30.48 m. The storage yard on reclaimed fill is contiguous onthe rear of the berth. In order to retain the fill required for the storage area, there is a need fora retaining wall at the rear side of the piled structure. Recent sea bottom survey resultsindicate presence of rock / hard laterite 3-4 m below the seabed. Under such circumstances,a sheet pile type retaining wall is not possible. Therefore, it is proposed to provide a blockwall construction behind the berth, which will retain this reclaimed soil. Stone pitching willprotect slope below the berth, which will be on a 1:2 slope.

Open space / storage yard will be paved with concrete blocks, flexible bituminous or rigidconcrete pavements as follows:

• All container storage yard – Pre-cast concrete interlocking block pavement• Access road and gate access – Asphalt paving• Access around buildings and

truck parking – Concrete pavement.

Detailed figures have been prepared for various types of berths as mentioned below:

• Figure FD0209 – Typical Arrangement of Main-line Berth• Figure FD0210 – Typical Arrangement of Feeder Berth• Figure FD0211 – Typical Arrangement of General Cargo Berth.

2.6.2 Container Quay

The berths are arranged as a continuous linear quay with crane rails running all along thequay length and over the years can be extended to several thousand metres in length. Thepower supply to the cranes is normally arranged with a cable duct along the quay front wherethe cranes can connect their cables. The crane has a long cable on a cable drum, whichautomatically winds up or unwinds the cable when the crane moves along the quay. Thecontinuous crane rails are essential in order to optimise the use of all cranes, concentratingthem on a ship or at a quay section, which needs a speedy loading / unloading effort.

The area between the legs of the crane is used for longitudinal traffic (tractor-trailermovement) along the quay. Behind the rear legs, normally the hatch covers from the shipsare stored during the stay in port. This area, directly reachable by the crane, is also used foremergency stacking of containers, if the unloading from ship is quicker than the transfer from



quayside to stacking area. It can also be used if it is necessary to temporarily dischargesome containers in order to reach some containers below, which has not been convenientlyplaced during the loading of the vessel.

The width of the quay apron, where no long-term stacking of goods, etc. may take place,should be around 60 m wide, and the rail gauge of the cranes is often around 30 m. Behindthe berths, ideally the stacking areas are located, extending up to 300 or 400 m inland.

2.6.3 General Cargo Berth

In the short-term development one general cargo berth will be constructed for containerfeeder vessels. Later, this berth will be allocated for the feeder vessels. A 40 m wide piledstructure, same as container quay, will be proposed for this berth. In the long-termdevelopment, dedicated general cargo berth of 20 m wide will be constructed. Ship-mountedcranes are proposed to be used for the unloading of the general cargo. The cargo that isunloaded in the general cargo may be shifted to the transit sheds or warehouses near theberth.

2.6.4 Breakwaters

The layout of the proposed port to be developed at Vizhinjam consists of two breakwaters.North breakwater would be 3,300 m long in Phase I, which will be increased by 1,350 mfurther in the final phase. A south breakwater is provided in the medium-term, extending fromshore to –15 m contour, basically to protect harbour from diffracted SE waves.

Another south breakwater will be required in the short-term at the location. This breakwaterwill act as a protection against waves from SE as well as a barrier for reclamation. Portion ofthis breakwater extending to the harbour, about 250 m, will re removed in the medium-termto make the quay line continuous, which is necessary for the easy movement of cranesbetween berths for flexibility of operation.

North breakwater is connected to the shoreline about 150 m away from the fishing harbourextending upto – 22 m contour in the short-term. This 3.3 km long north breakwater would beadequate for providing tranquil conditions in the channel, berth and turning circle and toprovide adequate stopping distance.

Location and alignment of south and north breakwater is principally based on the followingfive criteria:

• Storage area requirement• To avoid rock dredging• Stopping distance for safe passage of design vessels• Tranquillity conditions throughout the year in the port basin• Scope for future expansion of the port facilities.

The slowing down and stopping length required within the port boundaries is determined bythe entrance speed of large ships, the time required to tie up the tugboats and tomanoeuvring vessels into position. Based on mathematical model studies carried out as partof port planning, the location and alignment) of breakwater is designed to avoid disturbancein port basin.



The preliminary cross-sections of the breakwaters at various water depths are presented inFigure FD0212. In shallower waters (– 15 m) the crest level would be +7 m above CD and indeeper waters (– 23 m) it is increased to +8 m above CD. This would reduce overtopping bywaves during the monsoon and moderate cyclonic disturbances like depressions. Theprimary layer in shallow waters shall be a single layer Accropod units of volume 6.3 m3, whilein deeper waters a single layer of 9 m3 Accropods have to be provided on a slope of 1:1.5.The rear side armour in both cases shall be rock armour of size 2-7 tons.

There are a number of approved quarries in and around the project site, which may be testedfor their suitability and used for construction of breakwater.

2.6.5 Equipment

Equipment required for the short-term development is summarised in Table 2-10 below.

Table 2-10: Summary of Cargo Handling Equipment

Nos.S.No

Cargo Equipment Type RatedCapacity Short term

(2007-12)Berth Equipment

Quay Cranes

Super Post Panamax type 50 t 6

Panamax type 40 t 6

Stackyard Equipment

RTGs 40 – 50 t 30

Toplift Trucks 20 t 10

Reach Stackers 50 t 3

Prime Movers - 62

1. Containers

Trailers 50 t 62

2.6.6 Storage Facilities

Storage requirements for short-term development are summarised in Table 2-11 and Table2-12 below.

Table 2-11: Storage Area Requirements for Container Cargo

Description Short Term (2007-2012)

Container Parking Yard

Traffic (‘000TEU) 620

Area (ha) 15



Description Short Term (2007-2012)

Container Freight station

Traffic (‘000TEU) 35

Area (ha) 2.1

Table 2-12: Storage Requirement for General Cargo

Items Short Term (2007-2012)Throughput (‘000 t) 624

Open 6,000Storage Demand(sq. m.) Covered 6,000

2.6.7 Dredging

The navigational channel, harbour basin and berths will have varying dredged depthsdepending upon the vessels to be serviced in different areas.

2.6.8 Berths

For handling of mainline container vessel of 8,000 TEU vessels, a design depth of –16 m CDis proposed at the berths. Berths are provided at – 13 m contours and hence, a dredging of3 m is required at the berth location. Feeder berths are located between – 9 to –13 mcontour. So, partial dredging will be required at feeder berths. General cargo berth is locatedat –14 m contour and hence, dredging will not be required at this berth.

2.6.9 Turning Circle

The water area in the basin in front of the berths will have a 650 m diameter turning circlewith a design dredged depth of – 16.7 m CD. Turning circle is provided between –15 m and –20 m contours. So, only partial dredging is required for turning circle.

2.6.10 Approach Channel

The north breakwater is terminated at – 22 m contour and proposed alignment of theapproach channel lies between – 17 and – 20 m contours. Design depth required for thechannel is – 16.7 m. So, there is no dredging envisaged in the approach channel. Length ofapproach channel provided is about 1,300 m with a width of 325 m. This theoretical approachchannel ends at breakwater tip and there is no necessity of an outer approach channel. Thissaves time in moving a vessel through a long approach channel.

2.6.11 Navigational Aids

The proposed short-term port development involves creating a turning circle besidesadequate harbour basin and breakwaters. Though there is no approach channel required,these areas must be delineated by appropriate navigational aids. Also, it will be quite usefulto establish a well-marked navigation line by installing two navigation marks / leading light



towers, one in the front near the high water line and the other at the rear. These marks willdistinctly demarcate the channel. The height and spacing in-between the towers must bedesigned suitably with adequate day marks and night leading lights, fulfilling the navigationalneeds of vessels approaching the port facility.

A brief description of the proposed navigational aids is presented summarised below:

Channel Marking Buoys – 2 No.s

• Star board size (1 no.):• Conical buoy• Painted green• Light flash green every 5 seconds• Visibility 3 nautical miles

• Port-hand side buoys (1 No.):• Rectangular / square buoy• Painted red• Light flash red every 5 seconds• Visibility 3 nautical miles.

Turning Circle Lighting Buoys – 2 No.s

• Spherical buoy• Painted orange• 2 light flash every 10 seconds.

Rear Leading Light Tower –1 No.:

• Steel / concrete tower• About 18 m height (to design)• Painted Black and white horizontal bands• Quick flash light white• Visibility 12 to 15 nautical miles

Front Leading Light Tower – 1 No.:

• Steel / concrete tower• About 10 m height (to design)• Red / white horizontal bands• Long flashing white every 5 seconds.

Signal Station

A terminal control building will be built near the shoreline. This will also serve as shore-based signal station to regulate the movement of vessels by qualified marine staff.

Ship to Shore Communication

In the beginning, 2-VHF sets of 25 km range and 8-walkie-talkie sets of 10 km range will beadequate. Radar also may be provided.



Light House

It may not be required to construct an exclusive lighthouse for the proposed facility. Theexisting lighthouse at Fishery Harbour appears adequate for guiding the ships calling atVizhinjam Port.

2.6.12 Port Craft

Tugs

To handle the proposed vessel sizes in the short-term development, it will be necessary tohave two tugs of about 40 t to 60 t bollard pull, with fire-fighting arrangements, to act as a firefloat in case of any emergency. Also, the tug shall have the pollution control equipment onboard.

Launches

It is proposed to provide the following launches in the short-term development:

• Pilot Launch - 1 no. (25 knots)• Survey Launch - 1 no. (10 Knots)• Bilge Barge - 1 no.

2.6.13 Hinterland Connections

2.6.13.1 Existing Road and Rail Connectivity

A map showing the major roads and the rail network in Thiruvananthapuram district ispresented as Figure FD0213.

The major road / rail networks in the project region are the National Highway (NH) 47connecting Salem to Kanyakumari and the Southern Railway (SR) Broad Gauge (BG) lineconnecting Thiruvananthapuram to Nagercoil. These are located about 8-10 km north-east ofthe proposed port site. The nearest settlements through which the above networks aretraversing are Neyyattinkara and Balaramapuram.

NH47 connecting Salem to Kanyakumari passes through Coimbatore in Tamil Nadu andPalakkad, Thrissur, Kochi, Kollam, Alappuzha, Thiruvananthapuram in Kerala and Nagercoilagain in Tamil Nadu. Further, it is connected to Chennai and rest of the country throughNH17, NH46 and NH45. As a part of the Prime Minister’s National Highways DevelopmentProgramme, some stretches between Salem and Kochi are identified for strengthening andwidening to four / six lane standards.

The BG line of SR connecting Thiruvananthapuram – Nagercoil – Kanyakumari is the majorrail network in the project region. The railway line runs north-south and connects to Mumbaithrough Konkan Railway. The rail line connects southern parts of Tamil Nadu throughNagercoil and Madurai as well as to the north-west region of Tamil Nadu through Palakkadand Coimbatore. Indian Railways have a Division in Thiruvananthapuram and a Goods Yardis located at Veli, which is on the northern part of Thiruvananthapuram. At present, the railline is a single track between Thiruvananthapuram and Kanyakumari. BeyondThiruvananthapuram, towards north, the rail is in double line up to Kayamkulam and furthernorth upto Cochin the doubling of track work is in progress. After Cochin, the trunk route to



Chennai is of double line track. Electrification of rail track between Cochin andThiruvananthapuram is in progress.

To bypass Thiruvananthapuram, Neyyattinkara, Balaramapuram, Parassala and other smallsettlements, National Highways Division proposed a Bypass to the west of the existing NH47between Kazhakottam and Parassala with a length of 44.25 km. The total Bypass is dividedinto two phases. Phase I is from Kazhakottom to Kovalam of 22.63 km and is alreadycompleted. Phase II section connecting Kovalam to Parassala of 21.62 km, with a Right-of-Way (RoW) of 46 m, is further sub-divided into three segments. The PWD, NH Divisionmarked the alignment on the ground and completed the land acquisition between Kovalamand Mukkola of 3.27 km. The second stretch of 8.74 km extending upto Kanjiramkulam hasalso been demarcated with pillars and funds for land acquisition were allotted. The stretchfrom Kanjirakulam to Parasala has been identified. The alignment of the Bypass is alsoshown in Figure FD0213.

2.6.13.2 Proposed Road and Rail Connectivity to Port

The proposed port is mainly intended as a Container Transhipment Hub where themovement of cargo to the hinterland is limited. It is estimated that about 2.5 million tonnes ofcargo will be distributed to the hinterland by road / rail corridor during the initial phases ofdevelopment.

The land abutting the proposed Vizhinjam Port location is of relatively high elevation aboveMean Sea Level compared to the eastern part. Due to high cliffs, the existing roads leadingto the vicinity of the proposed port have steep gradients. These roads are having poorgeometrics, which are below the acceptable limits. Any new alignment directly to the east ofthe proposed port is ruled out as it will also have steep gradients and sharp curves muchbelow the acceptable standards for the port connection. Based on the above considerations,the following options were identified for developing the hinterland connections to the port:

• Option 1: Access from the North Breakwaters – Immediate and Short-Term Development• Option 2: Access from the South Breakwaters – Long-Term.

Option 1: Access from the North Breakwaters – Immediate and Short-Term Development

A map showing the alignment for road access during the immediate and short-termdevelopment is presented as Figure FD0214.

Keeping in view the terrain and activities at Vizhinjam Fishery Harbour, an elevated corridoris proposed from the north breakwater of proposed port to NH47 Bypass meeting point,north-east of Mukkola Junction. The alignment between the north breakwater and Mukkolaroad near Kottapuram is a greenfield stretch and thereafter, the alignment runs along theVizhinjam – Mukkola Road and meets the NH47 Bypass meeting point, 100 m north-east ofMukkola Junction.

The road stretch between Vizhinjam to Mukkola is steep and meandering. It will be difficultfor the multi-axle vehicles to negotiate the gradient with heavy loads. Geometricimprovements are needed for this stretch of the road. At present, a small Bypass connectingVizhinjam Junction and Petrol Pump is under development. Once the Bypass is completed,the vehicles plying towards Mukkola and Poovar will avoid some of the steep stretches in theroad.



The existing road connecting Mukkola to Balaramapuram is generally flat compared to theroad connecting Vizhinjam to Mukkola. Geometric improvements are needed for this stretchof the road. Due to the difficulty in the terrain in the north and insignificant inland cargomovement, railway link is not considered in this option.

At Mukkola, the existing road meets the proposed NH Bypass and further joins the NH47 atBalaramapuram. Further, this corridor can be extended to NH47 via Balarampuram bystrengthening and widening of the Mukkola and Balarampuram section of about 7 km. Untilthe NH47 Bypass is completed, vehicles will ply along the Mukkola – Balarampuram Road.For the movement of goods through railway, a separate railway transit yard will beconstructed near Balaramapuram Railway Station. Cargo from the port will be brought to thisyard through the proposed road connection. A 10.5 m wide RoW is considered for the roadfrom port to the Bypass point.

Option 2: Access from the South Breakwaters – Long-Term

A map showing the alignment for road and rail access during the long-term development ispresented as Figure FD0215.

The corridor takes off from the south breakwater, crosses the Karichal River, runs south-eastof Kanjirakulam, crosses NH47 north-west of Neyyattinkara and ends at NeyyattinkaraRailway Station. It is a combined corridor comprising of road and rail having a length of about6 km till NH47 Bypass meeting point, south of Kanjirakulam Junction. From NH47 Bypass, itis a single corridor, only rail link, upto Neyyattinkara.

The initial stretch of 2 km traverses along the Goathan Road, east of Adamalathurai Road,on a flat ground. Just before the Karichal river, the corridor takes a turn towards north-east,crosses the small backwaters / Kayal (of Karichal River), east of Adamalathurai, crosses thePoovar – Admalathurai Road and Karichal River in skew.

After crossing the Karichal River, the corridor crosses the Mukkola – Poovar Road andtraverses west of Kochupally and Marathukonam villages. The corridor crosses the Pulivilla –Kanjirakulam Road north of Chavadi intersection. Near the intersection Point, KanjirakulamPanchayat office is located. After crossing the Pulivilla road, it crosses the Kanjirakulam –Poovar Road, near south of the Municipal Ground, traverses further and meets the NH47Bypass point near Nellakurichi village, 2 km south of Kanjirakulam Junction. The corridorfrom Mukkola – Poovar Road crossing to NH47 Bypass meeting point is undulating in nature.

After reaching the NH Bypass, the vehicles can follow the Bypass alignment and would reachParasala in the south and Kazhakuttam in the north to join NH 47. Hence, from this point tillNeyyattinkara, only rail link is envisaged. The rail link is planned west of the Pazhayakada –Neyyattinkara Road. At the Bypass point, the rail line will be grade separated. It further runstowards east, parallel to Pazhayakada – Neyyattinkara Road. The terrain along the railcorridor is undulating. Near Olattani, the proposed alignment crosses Olattani – KodungavilaRoad. The rail corridor crosses the Olattani – Kodunguavila Road, north-west of OlattaniJunction and runs west of the Olattani – Neyyattinkara Road and crosses the NH47, 3 kmwest of Neyyattinkara, near Municipal Stadium and ends at Neyyattinkara Railway Station.The rail alignment will cross the existing NH between Balaramapuram and Neyyattinkara bygrade separation and reach the main railway line before Neyyattinkara Station.



A maximum gradient of 2%, and minimum radius of curvature of 300 m and a 40 m wideRoW is considered for the new road-cum-rail corridor from port to the Bypass point. TheRoW for further rail corridor is considered as 15 m for two broad gauge lines. Initially singleline rail connectivity will be provided, which will be doubled as the traffic increases. Thetypical cross-section of road – rail corridor is presented as Figure FD0216.

2.6.14 Communication, Operation & Management

One of the most critical areas for effective terminal management is a real-time continuouscommunication link between the various components within the system, which in turn leadsto a highly efficient monitoring of container positions within the terminal. Traditional solutionsare fraught with problems. Solutions to such problem lie in Electronic Data Interchange (EDI)systems. Main advantage of this system is that the scope for error is dramatically reducedand it allows the access of same information, in real-time, by all interested parties – shippinglines, haulage companies, freight forwarders, agents, carriers, terminal operators, etc.

Another advantage of connecting to EDI is that through this system the terminal operatorsand shipping liners will be able to exchange information saving considerable berthing time.

Yard planning is the key to efficient terminal operations the purpose of which is to integrateall activities within the terminal area into a continuous one. There are many varieties ofsoftware systems for terminal planning. These systems are compatible with GPS real-timetracking system.

Vizhinjam Port will need to implement a fully computerised operation and managementsystem in order to become ‘state-of-the-art’ container terminal. This will cover all theimportant functions of the terminal such as:

• Container discharge and loading planning• Container 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 systemconsisting of telephone, telefax, e-mail, etc. EDI will be available for online data exchangewith ships and shipping agents.

2.6.15 Container Security Operations

The health of the world economy today depends on an efficient and reliable global freighttransportation system. Recent events (US led war against terrorism and occupation of Iraqand continuing terrorist assaults between Israel and Palestine as well as US warningsagainst, inter-alia, Syria, Iran, North Korea) have heightened concerns that the internationalfreight system is vulnerable to exploitation or disruption by criminal and terrorist groups. Topartially address these concerns, the United States Customs Service announced theContainer Security Initiative (CSI) in early 2002.

US initiative include amongst others Customs Trade Partnership Against Terrorism (CT-PAT)



These US-initiatives were approved and agreed upon by the so-called G8 states, the EUmember states and the IMO. Except for the CT-PAT, the ISPS incorporates and supersedesall other port and shipping related (anti-terror) security legislation and measures as soon as itcomes into force on 01 July 04.

It might be possible for GoK to join the CT-PAT without GoI involvement. However, this is notthe case with / for the ISPS Code since it is an IMO convention and, as such, subject to GoIratification and implementation. It is possible that India will endorse the ISPS. However, itneeds to understood whether 'Designated Authorities' includes delegation of GoI's relatedsecurity duties to Indian coastal states, as it is done e.g. in Germany. GoK will have to verifythis with GoI. VPD must fulfil all ISPS-requirements as a pre-requisite (to many others) forentering the market.

2.6.15.1 System

About 6 years ago, US-based firm Science Application International Corporation (SAIC)developed two Vehicle And Cargo Inspection Systems (VACIS). Both systems use the sametechnology, gamma instead of x-ray for screening and software to generate images forcomparison with manifests and identification of contrabands and aliens.

2.6.15.2 Facilities

Assuming that GoI does not object to US-approved technology, it is suggested to includegamma-ray container screening equipment.

Number of Screening Units

• One stationary unit is able to screen 150,000 units per annum.• One mobile unit is able to do the same number minus time needed to travel from one

location to another plus 10. 5 minutes for each mobilisation and de-mobilisation.• Considering that private sector development of Vizhinjam Port will not pay (or be

attractive / financially rewarding) for an annual throughput below 1.5 Million TEU andassuming that GoI / GoK agree to join CT-PAT and numbers of transhipped containersmight over time will already have received ISPS clearance before they reach VizhinjamPort, it is assumed that planning should allow for:• Short-term : 1 mobile plus 1 stationary unit• Medium-term : 1 mobile plus 2 stationary units• Long-term : 2 mobile plus 3 stationary units

• Space requirement: length 27 m, width 12 m.

Since a 40' container is scanned in 10 seconds but imaging and checking takes 2 to 3minutes, holding areas / lanes must be provided for on the entry and exit side of the unit forsome 20 container carrying vehicles (trailers, lorries, etc.). In addition, space should beallowed on the exit side for visual inspection of containers that produce non-match images.Total area requirements, hence, adds upto about 2,000 sq. m. (including a small 60 sq. m.operations room / building).

2.6.16 Pollution Control Facilities

The handling of containers does not pose any major pollution problem in the port. It isproposed to provide pollution control facilities as per MARPOL 73 / 78.



2.6.17 Water Supply

Water is required at the port for the following activities:

• Supply to ships• Supply to port staff and port users• Pollution control and fire fighting purposes• Environmental conservation and maintenance of greenery in the port• Miscellaneous.

The requirement of water for the above mentioned heads is estimated and presented in theTable 2-13 below.

Table 2-13: Water Requirements

S.No.

Activity Water Requirement (m3/Day)(Short-Term 2007-2012)

1. Supply to ships @100m3/shipcall 130

2. Supply to port staff and users 100

3. Pollution control and fire fighting purposes 100

4. Environmental conservation and greenery 50

5. Miscellaneous 50

TOTAL 430

Water requirement during the construction is expected to be around 100 kilolitres/day.

2.6.17.1 Identification of Water Source

Kerala is blessed with heavy rainfall of about 2,000 mm to 2,500 mm a year. During thediscussions with the Chief Engineer, Kerala Water Authority (KWA) about the wateravailability to Vizhinjam Port, it was conveyed that Vellayani Lake would have sufficientcapacity to supply water to proposed Vizhinjam Port. New water supply pipelines would belaid. At present, KWA is preparing a Project Report for a water supply scheme for Vizhinjamarea and agreed to include the water requirement for proposed project in the report.

It is proposed to provide water pipelines with metered outlets for connection by flexible hosesto ship’s tanks. The pipeline system will be connected to an overhead tank system to supplywater to ship at the rate of 35-50 m3/h having a minimum outlet pressure of 175 kN/m2.

2.6.18 Power Supply

One of the most important parameter in attracting cargo / vessel traffic is providing better andefficient port facilities. The power required for port activities have been estimated based onthe annual demand every year and keeping in view the nearby source for power generation /transmission.

2.6.18.1 Requirements

The electric power is required for the following port operations:

• Quay cranes / mechanised cargo handling equipments at the berths



• Cargo transfer system from berth to stack yard / plant• Backup area equipment• Lighting of the port• Miscellaneous.

Quay-side cranes will be power driven and other yard equipment will be diesel driven. Shipsat the berth will use their own generators and will not be connected to land power.

The requirement of electric power for the above-mentioned activities is estimated andpresented in Table 2-14 below.

Table 2-14: Estimated Electrical Demand (in MW)

Items 2007-2012 20012-2017 2017-2032

Quay Cranes

- Super Post Panamax 11 17 30

- Panamax 10 23 32

Port lighting – Yard 3 4 5

Port Lighting - General 2 4 5

Reefer connection 1 2 3

Total 30* 50 75

* (rounded off)

Power requirement during the construction stage is expected to be around 5 MW.

2.6.18.2 Proposed Source of Power Supply

The source for power supply identified is the KSEB sub-station located at 3 km fromVizhinjam Fishery Harbour, towards Kovalam Junction. During the construction of port andsubsequently during port operations, power could be drawn from this sub-station.Discussions were held with the Chief Engineer (Distribution), Kerala State Electricity Board(KSEB) to understand the availability of power to proposed Vizhinjam Port. It was understoodthat a new 110 KV line from Madurai to Thiruvananthapuram would be commissioned byMarch 2004. After commissioning, KSEB will have sufficient power to supply to the proposedVizhinjam Port. It was also mentioned that the existing sub-station capacity at Vizhinjam wasonly 66 KV (18 MVA) and that this needs to be upgraded to 110 KV sub-station.

2.6.19 Buildings

Various buildings envisaged in the port complex will be as follows:

• Administrative buildings including the administrative office and officer’s amenities, portoperational buildings / offices and the office space for major port users

• Maintenance buildings comprising a central workshop, functional work stations indifferent port terminal / operational areas and in the central fire station

• Substations to provide distribution of power• Navigational control centre, plant operational buildings, customs and security buildings,

traffic offices, medical centre and amenity buildings / conveniences.



2.6.20 Bunkering

Provision of fuel oil and fresh water bunkering will be made at all the berths or alternatively itcan be outsourced to other service providers.

2.6.21 Storm Water Drainage

The shore side of the Vizhinjam port is rocky mountains and so a good amount of stormwater will flow to the port container terminals. This storm water shall be disposed of, asefficiently as possible, in order to give good operational criteria for all the areas used. It issuggested to install a peripheral ‘garland’ drainage canal, connected to the harbour basin, allthe way along the rocky face behind the harbour areas, to intercept all rainwater runningdown the rocky face.

A properly designed drains on entire container storage area, quay aprons and traffic laneswill be constructed with sloping surfaces towards drainage pits and canals conducting thestorm water directly to the harbour basin. Open pits and canals will be provided with heavyduty galvanised steel grating designed to carry the heavy wheel loads of mobile cranes,forklifts, etc.

The sloping areas will be designed in such a way that the storm water surge in case oftemporary clogging of a drain pipe or canal will only be a fraction of a meter before the waterwill flow over the surface and directly towards the harbour basin over the quay edge.

In order to avoid oil contamination of the storm water led to the harbour basin, the followingdesign features will be applied:

• Fuel tanks will be surrounded by a spill basin and storm water collected inside the basinwill only be led to the storm water drains after inspection and testing for oil content. If it iscontaminated, it will be treated accordingly.

• Fuel loading areas and refuelling bays for equipment will be furnished with fuel spillmonitoring pits from where clean storm water can be led to the drains and contaminatedwater to the treatment plant.

• RTG and other equipment washing areas will be furnished with drain systems leadingstorm water to the ordinary storm water canals when no equipment washing takes placeand to the oily waste water tank during washing.

2.6.22 Sewerage and Oily Waste Water Disposal

For efficient sewage and oily wastewater disposal, following facilities are proposed:

• Drainage pits in workshop areas will be connected to an oily wastewater tank.• All water with oil content will be collected in the oily wastewater tank and passed through

an oil separator. Further, the waste oil will be brought to destruction and the water led tothe sewerage treatment system.

• Ordinary wastewater from toilets, bathrooms, kitchens, etc. will be led to the sewagetreatment unit.

• It is proposed to install own sewage water treatment system. So a small captive plant isincluded in the project.

• All the pollution control and bilge water reception facility as per MARPOL 73/78 will beprovided in the port.

FIGURES

CHAPTER 3

BASELINE ENVIRONMENTAL STATUS


3 Baseline Environmental StatusPage 3-1

3 Baseline Environmental Status

3.1 General

This chapter presents the existing baseline environmental conditions in and around theVizhinjam Port area. The baseline environmental conditions have been presented for a studyarea of 10 km (Refer Figure FD0101) with the Vizhinjam Port as the centre. It has beenassessed through monitoring of marine, terrestrial and socio-economic attributes. M/sShriram Institute of Industrial Research, Bangalore has carried out the monitoring duringthe months of April – May 2003. The baseline environmental data report is enclosed asAppendix A.

The socio-economic conditions presented in this chapter reflect the profile of the study areacovering population characteristics and infrastructure levels on a macro-level. A samplesocio-economic survey was carried out to assess the broad profile within the study area. M/sLoyola College of Social Sciences, Thiruvananthapuram has been entrusted the task ofcarrying out the socio-economic surveys. The social survey report is enclosed as AppendixB.

The baseline environmental and social conditions have been presented for the followingaspects:

• Physical Conditions• Marine Environment• Terrestrial Environment and• Socio-Economic Conditions.

3.2 Regional Setting

Vizhinjam is located about 20 km south of Thiruvananthapuram, the capital city of Kerala.The entire coastal stretch in the study area falls under Vizhinjam and ThiruvananthapuramPanchayats.

Administratively, the proposed Vizhinjam Port area falls under the jurisdiction of VizhinjamPanchayat and Neyyattinkara Municipality in Thiruvananthapuram District. The whole ofThiruvananthapuram District is treated as one Revenue Division spread over 2,192 sq. kmdivided into 4 Taluks viz., Neyyattinkara, Nedumangad, Thiruvananthapuram and Chirayinkil.Thiruvananthapuram, the southern most district of Kerala State is situated between Latitudes80° 17’ and 80° 54’ and Longitudes 76° 41‘ and 77° 17’. The southern most extremity,Parasala, is only 56 km away from Kanyakumari, the ‘land’s end of India’. The districtstretches along the shores of the Arabian sea for a distance of 78 km. Thiruvananthapuramis surrounded by Kollam District on the north, Kanyakumari District on the south, TirunelveliDistrict on the east of Tamil Nadu and Arabian Sea on the west.

National Highway (NH) No. 47 and Broad Gauge (BG) Railway Line of Southern Railway,both connecting Thiruvananthapuram with Nagercoil in Tamil Nadu, traverse through theregion. Both the road and rail network are located about 7 km away from Vizhinjam.



Kovalam one of the major tourist destinations in India is also located in the vicinity, about 3km north of Vizhinjam. The coastal stretch in the region extending from Kovalam to Pulinkudiis characterised by lateritic cliffs interspersed with small beach pockets.

Karichal River, Neyyar River and Vellayani Kayal are the important surface water bodiesobserved in the region. Neyyar is located on the southern tip of the study area. The regionexhibits dendritic drainage pattern dipping towards the coast.

Majority of the region, except for few patches of land, is under plantations of coconut, rubber,etc. interspersed with dense habitations. There is no significant industrialisation noticed inthe region expect for Balarampuram area, which is famous for handloom industries.

The Fishery Harbour at Vizhinjam is the major centre of commercial activity in the region.Apart from fishing, tourism is another important revenue generating activity in the region withthe development of resorts promoting health tourism.

The coastal stretch in the study area is devoid of coastal vegetations such as mangroves.

3.3 Physical Conditions

3.3.1 Topography

The study area forms part of the western coastal plains of Kerala State with altitudes varyingfrom 1 m to 35 m above MSL. The study area can be divided into three physiographic unitsviz., beaches, coastal cliffs and valleys. Except the beaches, the terrain in the entire studyarea is undulating with small hillocks and valleys. The coastal stretch in the study area ismainly rocky in the southern reaches between Kovalam and Pulinkudi. The beaches in thestudy area are plain and devoid of sand dunes.

3.3.2 Geology and Soils

Review of the Geological Map of the area showed that the study area comprises rockformation of Pre-cambrian age represented by granulites and gneisses. These Archeanformations are hard and resistant to weathering. The coastal plain between Kovalam in thenorth and Poovar in the south comprise of white and red sands, shell limestone, loose shellysands and exposed rocks along the coast, which include Charnockite, Khondalite andGneisses.

3.3.3 Landuse / Land cover

The landuse / landcover in the study area was mapped by using Remote Sensingapplications with visual interpretation techniques. The landuse / land cover features in thestudy area have been arrived by using IRS 1-D, LISS – III and PAN Satellite imageriesprocured from National Remote Sensing Agency, Hyderabad. The landuse / land cover mapprepared on 1:12,500 scale is enclosed as Figure FD0301.

The spatial distribution of Level – II landuse / land cover in the study area is presented inTable 3-1 below.



Table 3-1: Spatial Distribution and Extent of Level -II Land use / Land Cover Classes inthe Study Area

AreaS.No.

Land Use / Land CoverClassification In hectares Percentage %

1. Built-up landTown / VillageIndustry

1,7563

14.890.03

2. Agricultural LandDouble CropPlantation

6378,694

5.3973.69

3. ForestForest Plantation 21 0.18

4. Waste LandLand with ScrubBarren Rocky / Stony WasteWater Logged LandCoastal Sand

172162766

1.460.140.230.56

5. WaterbodiesRiver / Stream / Tank / Reservoir 405 3.43

Total 11,797 100.00

The land-use wise description of some of the important landforms is presented hereunder.

3.3.3.1 Built-up Land

Areas of human settlement comprising of residential and commercial structures, communityplaces, utility lines, etc. come under built-up land. In the study area, Vizhinjam, Vellayani,Mukkola, Pulinkudi and Kovalam are the main villages covering an area of about 1759 ha.

3.3.3.2 Agricultural Land

Most of the study area is covered with plantations covering around 9,331 ha. The area underdouble crop is very less.

3.3.3.3 Forest Plantations

The area under forest plantations is around 21 ha and the plantation is mainly Rubber, whichmight have been grown as part of compensatory social forestry programmes.

3.3.3.4 Waste Lands

The area under wastelands is around 281 ha out of which most of the area is land withscrubs.

3.3.3.5 Water Bodies

Vellayani Kayal and Karichal River are two important water bodies in the region and occupyabout 405 ha in the study area.



Landuse/ Land Cover

1756

3637

8694

21172

1627

66

405

Towns / villages IndustryDouble cropped areasArea under plantations Forest Plantations Lands with scrubsBarren rocks / stony wastesWater logged landCoastal landWater bodies

3.4 Coastal Regulation Zone

3.4.1 Coastal Zone Management Plan of Thiruvananthapuram

As per the Coastal Regulation Zone (CRZ) Notification, the Coastal States and UnionTerritories are required to prepare Coastal Zone Management Plans (CZMP) identifying andclassifying the coastal areas within their respective territories in accordance with the CRZguidelines and obtain the approval of the Government of India (GoI). For the State of Kerala,including the Thiruvananthapuram district, Centre for Earth Science Studies (CESS) hasprepared the CZMP.

3.4.2 Coastal Regulation Zoning in the Project Region

CESS, Thiruvananthapuram prepared the CZMP of Kerala State in the year 1995. Based onthe review of the zoning in the project region in the CZMP, the CRZ classification in theproject area is inferred as follows:

• The area earmarked for development of Vizhinjam Port falls partially under the Vizhinjam– Beemapalli coastal stretch and partially under Pulinkudi – Poozhiyur coastal stretch ofthe CZMP of Thiruvananthapuram district.

• The entire stretch between Poozhiyur – Pulinkudi, in which the southern end of the portsite falls, is classified as CRZ III except for a small area adjoining the laterite cliff zone(0.063 sq. km) which is classified as CRZ I considering it’s susceptibility to slumping andit’s outstanding natural beauty.

• The stretch between Vizhinjam – Beemapalli, in which the remaining major portion of theport site falls, is a complex coast comprising of rocky areas, laterite cliffs, pocketbeaches, barrier beaches and open beaches. The laterite cliffs are observed betweenMulloor and south of Vizhinjam Fishery Harbour. The entire stretch between Mulloor andPachalloor is classified as CRZ III except for laterite cliff area between Mulloor andVizhinjam, in which the proposed port site falls, is classified as area of outstandingbeauty and hence, a 50 m zone was demarcated as CRZ I.



3.5 Sea Area Features

A broad summary of the important features is given hereunder.

3.5.1 Fishing Zones

No significant fishing zones are reported in the immediate vicinity of the proposed VizhinjamPort area.

3.5.2 Spawning Area

Generally, spawning occurs in the areas where interface exists between fresh water andmarine water in the form of estuary or a river mouth. The interface of fresh water andseawater provide excellent conditions for spawning. In addition, mud banks are also termedas good areas supporting spawning activity.

The report prepared by the Expert Committee for Fisheries Management Studies reportedspawning activity in the Vizhinjam region during the months of May to July. It can be notedthat there are neither mud banks / mangrove vegetations nor estuarine zones observed inthe coastal stretch identified for the development of the Vizhinjam Port. Based on the above,it can be assumed that the spawning activity reported in the Vizhinjam area might not behappening in the proposed Vizhinjam Port area.

3.5.3 Aquatic Habitats

There are no mangrove vegetations observed in the coastal stretch identified for thedevelopment of the Vizhinjam Port.

3.5.4 Near Shore Habitats

The near shore habitats in the study area are Kovalam, Vizhinjam (north and south)Panathura, Puthiyarnoor, Pallam, Pulivilla, Adimaluthurai, Chowara, Kollamcode,Parathaiyoor, Poovar, Karumkulam and Kochuthara.

3.5.5 Sand Dunes / Dune Vegetation

The coastal stretch in which Vizhinham Port is being contemplated is devoid of sand dunesand dune vegetation.

3.5.6 Traditional Boat Navigation Routes

Generally, traditional fishermen traverse up to a distance of 5-10 km in the sea, whereas themechanised trawlers traverse greater distances. No specific map showing the traditionalnavigational routes for fishing was available. Formal interactions with local fishermenindicate that the mechanised trawlers generally follow depth contours and the traditionalfishermen have no specific routes and change the route depending on season, traditionalbeliefs and hunch. From the review of the fishing practices and methods in the Vizhinjamarea, it was noticed that majority of the fishing activity is being carried out from VizhinjamFishery Harbour using mechanised trawlers or fibre boats fitted with onboard engine.



3.6 Sea Bed Engineering and Oceanographic Conditions

3.6.1 Bathymetry

The 10 km stretch was surveyed along shore in parallel lines for bathymetry apart fromdetailed 12 lines in the Vizhinjam area of 4 km each and cross-line of 2 km each at spacingof 0.5 km. Due to presence of hard rocks with uneven nature at near shore areas, the surveybeyond 7 m towards the shore could not be carried out. The bathymetry reveals that thecontours are generally parallel to the coast. There are some sudden rises and falls in theseabed due to the presence of hard rock / compact formations and the sea bed slopes aregiven in Table 3-2 below.

Table 3-2: Seabed Slopes in the Project AreaContour Depth w.r.t. CD

10-15 m 15-20 m 20-25 m1 in 28 to 1 in 50 1 in 70 to 1 in 90 1 in 98 to 1 in 1031 in 25 to 1 in 100 1 in 98 to 1 in 148 1 in 74 to 1 in 180- 1 in 100 to 1 in 150 1 in 70 to 1 in 160

3.6.2 Seabed Features

Sidescan sonar survey has been carried out for a total of 98.1 line km in the project area withfive regional shore parallel lines of 10 km and 12 lines of 4 km each. It reveals that the entirearea is mostly covered by sandy sediments of fine to medium size with outcrops of hard /compact formations at places. The sand at places show sand waves less than 1 m high. Atmany places the sandy sediments were seen to have mega ripples. The most interestingfeature brought out by sonar image was the presence of hard rock / compact formations inthe area. Rock outcrops are identified at 5 locations in the survey area.

3.6.3 Currents

The current speed and directions were measured at two locations for the total depth at every1 m interval from surface to the bottom. Details of the current observations are presented inTable 3-3 below.

Table 3-3: Observed Current at Project LocationS.No

Current Meter Position Duration Current Speed(m/s)

Latitude Longitude

TotalDepth(m)

From To Min. Max.

1 080 19.3’21” 770 02.10’ 22.5 24-04-2003 25-04-2003 0.12 0.862 080 21.6’34” 760 59.743’ 17.0 25-04-2003 26-04-2003 0.10 0.84

The maximum current observed during deployment was 0.86 m/s. The current direction isnoticed as SE and NW i.e. parallel to the coast during different phases of tide and direction ofwaves.



3.6.4 HTL / LTL Demarcation

A field survey was carried out by National Institute of Ocean Technology (NIOT) in May 2003for demarcation of High Tide Line (HTL) and Low Tide Line (LTL) in the project region. Basedon the topographic survey, shoreline profiling has been carried out and the levels arereduced to Chart Datum (CD). The high and low tide levels have been estimated using tidaldata of Thiruvananthapuram. The values for HTL and LTL are 1.20 m and – 0.10 m,respectively. The HTL and LTL together with the 200 m buffer line from HTL and 500 mbuffer line from LTL are presented in Figure FD0302.

3.6.5 Grab Sampling

To validate the ground truth of sidescan and sub-bottom, grab samples were collected from20 stations in the area. The collected samples revealed that most of the area consists of finesand with a mixture of medium sand. The silt and clay percentage rarely exceeded the limit.At two places, grab samples showed higher percentage of clay of 34% and 41%.

3.7 Marine Environment

This section presents the existing marine environmental conditions in and around theproposed Vizhinjam Port area. Marine water quality, sediment quality (physico-chemicalparameters) and marine biology (planktons and benthos) were monitored for arriving at themarine environmental conditions. The marine environmental monitoring locations have beenselected taking into consideration the developmental plans of Vizhinjam Port. Details ofmarine flora and fauna collected from secondary sources is also presented. The marineenvironmental quality monitoring locations are presented in Figure FD0303 and the details ofthe same are presented in the following sub-sections.

3.7.1 Marine Water Quality

Marine water quality was monitored ateight locations in and around theVizhinjam Port area. The water sampleswere collected using a Nishkin Samplerand preserved in 2 litre plasticcontainers. Parameters such as pH, DO,Temperature, Conductivity and Salinitywere tested on-board using portable fieldkits. The details of the sampling locationsare presented in Table 3-4. Thecollected samples were tested as per theStandard Methods prescribed byAmerican Public Health Association (APHA). Heavy metal content in the samples was testedas per American Association of Official Analytical Chemists (AAOAC) methods using anAtomic Absorption Spectrophotometer. The parameters monitored under marine waterquality are given in Table 3-5.



Table 3-4: Marine Water Sampling LocationsS.No.

StationCode

Description Latitude Longitude

1 M 1 Near north breakwater of Vizhinjam Port 8°22’36” 76°59’24.8”2 M 2 Close to the shore, west of Mulloor within

the proposed Vizhinjam Port area8°22’6.6” 76°59’55.1”

3 M 3 South of Mulloor within the proposedVizhinjam Port area

8°21’27” 77°00’25.7”

4 M 4 Near Adimalathurai village, close to theconfluence point of Karichal River

8°20’37” 77°01’37.6”

5 M 5 South-west of Vizhinjam Port area 8°21’53.7” 76°59’00”6 M 6 South of Station M2 8°21’20.6” 76°59’47.8”7 M 7 South of Station M3, outside the littoral

zone8°21’5.7” 77°00’24.4”

8 M 8 South-west of Admalathurai village 8°20’13.6” 77°00’28.6”

Table 3-5: Parameters Monitored for Marine Water QualityS. No Attribute Parameters

1 Physicalparameters

pH, Salinity, Turbidity, Temperature, Electrical conductivity, TotalDissolved Solids

2 Chemicalparameters

Dissolved Oxygen (DO), Biological Oxygen Demand (BOD),Chemical Oxygen Demand (COD), Phosphates, Sulphates,Chlorides, Phenols, Nitrates, Nitrites, Calcium, Magnesium,Potassium, Total Kjeldahl Nitrogen & Cyanide

3 Heavy metals Zinc, Copper, Nickel, Cadmium, Chromium, Manganese, Mercury andLead

4 BacteriologicalParameters

Total coliform and Faecal coliform

The marine water quality observed in the Vizhinjam area is presented in the followingparagraphs.

3.7.1.1 Physical Parameters

The Vizhinjam coastal waters are alkaline in nature with pH varying from 7.9 to 8.2 and withtemperatures varying between 23°C and 28°C. The salinity is ranging between 31.7 ppt and32.7 ppt and the Turbidity is < 5 NTU at all the sampling locations.

3.7.1.2 Chemical Parameters

Dissolved Oxygen

The DO values recorded at all the sampling locations were found to be varying between 2.8mg/l and 5.3 mg/l. The samples collected from bottom level showed a low DO level of 2.8mg/l.

BOD and COD

The BOD and COD levels reported at all the sampling locations are <1 mg/l and 2-3mg/l,respectively, indicating clean coastal waters.



Nitrates

Nitrates are ranging between 3.3 mg/l and 4.2 mg/l. The sample collected near the KarichalRiver showed high nitrate concentrations among all the samples and the reason could beattributed to possible human intervention into the river waters.

Chlorides, Sulphates and Phosphates

Chlorides were found to be ranging between 19,331 mg/l and 20,081 mg/l and the Sulphatesbetween 2,685 mg/l and 2,983 mg/l. The Total Phosphates in all the water samples variedbetween 0.05 mg/l and 0.08 mg/l.

Heavy Metals

The heavy metal concentrations in all the samples, at all locations, are found to be in traceamounts.

Bacteriological Characteristics

Total coliform and the faecal coliform count was not reported at any of the samplinglocations.

3.7.2 Marine Biology

The nature and quality of biological species in a particular environment is dependent on thevarious physico-chemical characteristics of water. The quality and quantity of planktonobtained in any water body is an indicator of the physico-chemical quality of the water andthe type of the water body. The benthic population also serves as good indicator for marinediversity. The plankton and benthos, together, are used for arriving at the marine biology ofthe area.

The biological quality of marine water in the proposed Vizhinjam Port area was monitoredthrough collection of plankton samples at six locations. The details of plankton samplinglocations are presented in Table 3-6. Plankton samples were collected using a plankton netwhich was towed for 15 minutes at each location. The samples intended for estimation ofchlorophyll were preserved in polythene containers and wrapped with black paper forprotection from sunlight.

Table 3-6: Plankton Sampling LocationsS.No.

SampleCode

Description Latitude Longitude

1 P 1 Near north breakwater of Vizhinjam Port 8°22’36.0” 76°59’24.8”2 P 2 Close to the shore, west of Mulloor within

the proposed Vizhinjam Port area8°22’6.6” 76°59’55.1”

3 P 3 Near Adimalathurai village, close to theconfluence point of Karichal River

8°20’37.0” 77°01’37.6”

4 P 4 South-west of Vizhinjam Port area 8°21’53.7” 76°59’00”5 P 5 South of Station M2 8°21’20.6” 76°59’47.8”6 P 6 South of Station M3, outside the littoral

zone8°21’5.7” 77°00’24.4”



The collected samples were transferred to the laboratory for further analysis. The biologicalquality of the marine water in the Vizhinjam Port area is summarised in the followingparagraphs:

3.7.2.1 Phytoplankton• About 42 algal species were recorded from the sampling locations all of which belong

to the Class Bacillariophyceae. The phytoplankton content was found to be highest atlocation P5.

• Species like Lauderia annulata, Chaetoceros decipens, Streptotheca thiamensis,Bellerochea malleus, Fragilaria oceanica, Thallasionema nitzschiodes andThallsiothix fraunfeldii were found at all sampling locations. Among theseChaetoceros decipens was found to be highest at all locations.

• The Shannon Weaver’s Diversity Index varied between 1 and 2.

3.7.2.2 Zooplankton• About 9 species of zooplanktons and 8 larval forms were recorded from the sampling

locations.• The zooplanktons were mainly Protozoans, Coelentrates and Crustaceans. Among

these, the Crustaceans were found in large numbers at all locations.• Crustaceans found were mainly Copepods, Appendicularians, Calanus, etc. Of these

the Copepods were found in highest numbers.• Among the larval forms, Naupli larvae were found in almost all locations except at

location P5.• The Shannon Weaver’s Diversity Index varied between 0.6 and 1.

3.7.2.3 Chlorophyll

Generally the presence and / or the level of Chlorophyll-a is considered to be an indicator ofthe biomass. The Chlorophyll concentrations at all the sampling locations were similar andwere in the range of 2- 4 mg/m3.

3.7.2.4 Marine Flora and Fauna

Information on marine flora and fauna of the region was obtained from review of secondarydata. The following paragraphs present an account of the marine flora and fauna.

Algal Flora

The marine algal flora of the Vizhinjam-Kovalam sector composed of 16 species belonging tothe orders – Chlorophyta, Rhodophyta and Phaeophyta. The dominant species of algae are– Ulva fasciata, Sargassum and Gracilaria corticata.

Rocky shores are unique and fascinating ecosystems bathed daily by recurring tides. Thepattern of zonation of flora and fauna of the rocky shores shows variations corresponding tophysio–chemical and biological characteristics. The important flora is the marine algae. Thefaunal elements include Gastropods, Balanus, Amphipoda, Isopoda, Polychaeta,Coelenterata and Echiniderms. Perna virdis, P. indica, Cellana radiata, Acmae sp., Nodelittorina, Thais sp. Pyrena sp. Chthamalus malayensis, Chiton sp. etc. are the common formsobserved in the rocky shores of Kovalam. Chlorophytic algae are confined to the high tideregion and Phycophyta and Rhodophyta to the mid and low tide regions.



Husk Retting Zones

Retting zones are common towards Panathura region. The major bacterial group associatedwith this zone is Aerobactor, Pseudomonas, Bacillus, Paracolobactrum, Eicherichia,Micrococus, etc. Fungi include species like Aspergillus, Trichoderma, Penicillium., etc. Yeastflora like Rhodotorula, Saccaromyces, etc is also reported from retting zones.

The zooplankton in the backwaters generally consist of protozoa, coelenterata, rotifera,copepoda, copepod nauplii and insect larvae. Fish and other economically important formsare poor in this zone probably due to pollution and anaerobic conditions of the retting zones.

Marine Fishery Resources

The important fishes are Grey Dog Shark, Hammer Headed Shark, Pale-edged Sting Ray,Giant Herring, White Sardine, Short Bodied sardine, Oil Sardine, White Bait, Indian Anchovy,Dorab Wolf, Giant Sea Pike, Mullet, Glassy Perchlet, Rocky Cod, Yellow Fin Trevally,Russel’s Cod, Horse Mackarel, etc. The big jawed two spined jaw fish, Indian Mackerel,Stripped Tuna, Seer fish, Pomfret etc. are also present.

3.7.3 Sediment Quality

Sediment samples were collected at six locations in and around the project site usingPeterson Grab Sampler. The details of sediment sampling locations are presented in Table3-7

Table 3-7: Marine Sediment Sampling LocationsS. No. Location

CodeDescription Latitude Longitude

1 S 1 Near north breakwater of VizhinjamPort

8°22’36.0” 76°59’24.8”

2 S 2 Close to the shore, west of Mulloorwithin the proposed Vizhinjam Portarea

8°22’6.6” 76°59’55.1”

3 S 3 Near Adimalathurai village, close tothe confluence point of Karichal River

8°20’37.0” 77°01’37.6”

4 S 4 South-west of Vizhinjam Port area 8°21’53.7” 76°59’00”5 S 5 South of Station M2 8°21’20.6” 76°59’47.8”6 S 6 South of Station M3, outside the

littoral zone8°21’5.7” 77°00’24.4”

The sediment samples collected from all the locations were sieved and sub-sampled forphysico-chemical and biological analysis. Samples intended for Benthos estimation werepreserved with Rose Bengal and formalin solutions whereas the samples for assessingphysico-chemical parameters were digested with strong acids and were shifted to laboratoryfor further analysis.

3.7.4 Observation on Sediment Quality

The parameters monitored for assessing the sediment quality in the proposed Vizhinjam Portis are presented in Table 3-8.



Table 3-8: Parameters Monitored for Sediment Quality

S.No

Component Parameters

1 Chemicalparameters

pH, total sulphates, chloride, organic matter, total phosphates, totalnitrogen , oil and grease

2 Heavy metals Zinc, Copper, Nickel, Cadmium, Chromium, Manganese and Lead

3 Benthos Benthic fauna for total counts ( bio-mass and Shannon Weaver Index)

A brief summary of the sediment quality is presented below.• pH was observed to be similar at all locations indicating alkaline nature.• Oil and Grease concentrations were found to be less than 1 mg/kg at all locations.• Heavy metals were found only in trace amounts at all sampling locations and Cd

concentration was found at negligible level (<0.1 mg/kg) at all locations except at locationS2 where the concentration of Cd was found to be 0.3 mg/kg.

3.7.5 Benthic Communities• Overall observation of the data revealed that the major, meio and macrobenthic faunal

groups comprising of Protozoans, Nematodes, Diatoms, Gastropods, Lamellibranchs,Bivalves were recorded at all the locations.

• Among the macro benthos Bivalves were abundant at all locations followed byGastropods, Lamellibranchs.

3.8 Terrestrial Environment

This section presents the terrestrial environmental conditions in the study area. It has beenarrived by monitoring meteorology, air, noise, water and land environments. The details ofthe monitoring are presented in the following sections.

Socio-economic conditions in the study area are presented in a separate section.

3.8.1 Meteorological Conditions

3.8.1.1 General Conditions

The project region presents a tropical humid climate with oppressive summer. The monthlyvariations of the meteorological parameters are tabulated and presented as Table 3-9. Theperiod between March to May is hot with the maximum temperatures shooting upto 33°C.This is followed by South West monsoon from June to September and North East monsoonbetween October to December. The maximum wind speed is observed in the month ofAugust and the maximum relative humidity in the month of June.

Table 3-9: Meteorological Parameters in the Study Area

Temperature (oC)Month Max. Min.

Rainfall(mm)

AverageHumidity (%)

Mean Windspeed (km/hr)

January 31.5 22.2 22.9 70 5.1

February 31.8 22.8 20.8 71 5.9



Temperature (oC)Month Max. Min.

Rainfall(mm)

AverageHumidity (%)

Mean Windspeed (km/hr)

March 32.5 24.1 38.6 73 6.6

April 32.6 25.1 106 77 7.8

May 31.8 24.9 208 81 9.2

June 29.7 23.6 356 86 9.6

July 29.3 23.2 223 85 10.9

August 29.5 23.1 146 83 11.2

September 30. 23.3 138 82 10.4

October 30.0 23.4 273 84 7.3

November 30.3 23.1 206 83 5.5

December 31 22.6 74.7 75 4.8

Total Mean 30.8 23.5 1813 79 7.9

The region receives an average annual rainfall of about 1800 mm, which is below the Keralastate average. Most of the rainfall in the region is accounted from South West Monsoon.Rainfall is at peak during the months of June and July. The air is humid throughout the yearand the maximum humidity is observed during the monsoon months with humidity upto 85%.

Winds are moderate to strong during summer and southwest monsoon periods whencompared to the post monsoon period.

3.8.1.2 Meteorological Conditions During Study Period

A weather station was installed in the project area near Vizhinjam, to record themeteorological parameters during the study period. The meteorological data was collectedfor four weeks covering important parameters such as Temperature, Wind Speed, WindDirection, Relative Humidity and Rainfall.

Annual Temperature variation in the Study Area

010203040

1 3 5 7 9 11

Months

Tem

pera

ture

MaximumMinimum

Annual Variation of Rainfall

0100200300400

1 2 3 4 5 6 7 8 9 10 11 12

Months

Rai

nfal

l (m

m)

Variation in Average humidity

0

50

100

1 2 3 4 5 6 7 8 9 10 11 12

Months

Hum

idity

(%)

0

5

10

15

Win

d Sp

eed

(km

/hr)

1 3 5 7 9 11

Months

Annual Variation in Wind Speed



Temperature

The maximum and minimum temperatures observed during the study period are 35°C and23°C respectively.

Humidity and Rainfall

The maximum and minimum relative humidity recorded during the study period is 92% and61% respectively. The number of rainy days reported during the study period is 6 with arainfall of 36 mm.

Wind Speed and Wind Direction

The maximum wind speed recorded during the study period is 32.4 km/hr. The windrosediagrams, showing the wind pattern have been prepared by compiling the wind datarecorded during the study period and are presented as Figure FD0304. On perusal of thewindroses, the predominant winds were observed from N (11.3%) followed by SSE (11%)and SE (9.7%). Calm conditions prevailed for 6.6% of the total time.

3.8.2 Air Quality

Ambient air quality was monitored to assess the current air quality status in and around theproposed Vizhinjam Port and within the study area. A network of six air quality-monitoringlocations was set-up and the locations were selected taking into consideration the variousactivities associated with the development and operation of the port along with the generalmeteorological conditions of the region. The details of the monitoring locations are presentedin Table 3-10 and also shown in Figure FD0305. The parameters monitored under the airquality include Suspended Particulate Matter (SPM), Respirable Particulate Matter (RPM),Sulphur Di-Oxide (SO2), Oxides of Nitrogen (NOx), Carbon Monoxide (CO) and HydroCarbons (HC).

Table 3-10: Ambient Air Quality Monitoring LocationsLocationCode

MonitoringLocation

Geo Co-ordinates

Distance &bearing w.r.t toVizhinjam (km)

Landuse

AAQ 1 Vizhinjam N 08O 23' 07.4”E 76 O 59' 00.9”

Project Site Residential area

AAQ 2 Pulinkudi N 08 O 21' 24.5”E 77 O 00' 41.4”

2.24 Residential area

AAQ 3 Muttakad N 08 O 24' 18.6”E 76 O 59' 21.7”


AAQ 4 Punnamad N 08 O 25' 55.6”E 77 O 01' 36.9”


AAQ 5 Balarampuram N 08 O 25' 08.2”E 77 O 02' 33.5”

7.4 Commercial

AAQ 6 Nellimudu N 08 O 22' 45.5”E 77 O 02' 43.1”




SPM and RPM have been estimated by gravimetric method. Modified West and Gaekemethod (IS-5182, part II, 1969) has been adopted for estimation of SO2 and Jacobs-Hocheiser method (IS-5182 part IV) for NOx. CO and HC were estimated using GC-FIDmethod.

The sampling was carried out for 24 hourstwice a week for four weeks at each locationusing pre-calibrated Respirable Dust Samplers.The samples for SO2 and NOx were drawn at aflow rate of 0.3 to 0.5 LPM using 35 ml volumeof respective absorbing media and 1 mmdiameter orifice, standard impingers as per5182 Part V, 1975. SPM and RPM sampleswere collected at a flow rate, of 1.0 to 1.5m3/minute. CO was collected using charcoaltubes and HC was collected using Mylar bags.

The ambient air quality monitoring results are tabulated in Table 3-11 and Table 3-12. Theanalytical values tabulated in the respective tables present the minimum, maximum and themean values compiled from the four weeks data generated during the study period.

Table 3-11: Ambient Air Quality – Particulate Matter

SPM (µg/m3) RPM (µg/m3)LocationCode Location

Min. Max. Mean Min. Max. MeanAAQ1 Vizhinjam 103.0 143.0 119.5 34.0 47.0 39.9AAQ2 Pulinkudi 76.0 92.0 81.2 25.0 31.0 28.1AAQ3 Muttakad 89.0 111.0 99.1 26.0 36.0 30.0AAQ4 Punnamad 86.0 109.0 95.9 27.0 36.0 31.6AAQ5 Balaramapuram 129.0 168.0 154.0 34.0 62.0 52.4AAQ6 Nellimudu 103.0 127.0 115.8 33.0 44.0 37.4

CPCB Limits 200 100

Table 3-12: Ambient Air Quality - Gaseous PollutantsLocation

Code Location SO2 (µg/m3) NOx (µg/m3)CO HC

Min. Max. Mean Min. Max. Mean (ppm)AAQ1 Vizhinjam 4.0 6.0 4.8 7.0 10.0 8.8 <1 <1AAQ2 Pulinkudi 2.0 4.0 3.1 4.0 7.0 5.3 <1 <1AAQ3 Muttakad 3.0 5.0 3.6 7.0 9.0 7.8 <1 <1AAQ4 Punnamad 3.0 5.0 3.7 6.0 9.0 7.4 <1 <1AAQ5 Balaramapuram 6.0 9.0 7.7 11.0 15.0 13.0 <1 <1AAQ6 Nellimudu 3.0 4.0 3.4 5.0 8.0 6.4 <1 <1CPCB Limits 80 80 2.0 NS



Air Quality – Particulate Matter

Perusal of Table 3-11 showed that maximum levels of SPM and RPM (168.0 µg/m3 and 62.0µg/m3) were observed at Balaramapuram and minimum concentrations (76 µg/m3 and 25µg/m3) at Pulinkudi. Both SPM and RPM levels at all the locations are within the prescribedlimits specified under standards.

Air Quality – Gaseous Pollutants

• The maximum concentration of SO2 was observed at Balaramapuram (9 µg/ m3) and theminimum was recorded at Pulinkudi (2 µg/ m3).

• The maximum concentration of NOx was observed at Balaramapuram (15.0µg/ m3) and

the minimum was recorded at Pulinkudi (4 µg/ m3)

• CO and HC levels at all monitoring locations were observed to be <1 ppm.

• Relatively higher particulate matter and gaseous pollutant levels recorded atBalaramapuram could be attributed to the intensive commercial activities at themonitoring location owing to its proximity to NH47. The ambient air quality in the studyarea is well within the National Ambient Air Quality Standards due to the presence of vastgreen cover and absence of significant industrialisation.

3.8.3 Ambient Noise

Study on noise environment is one of the important components in impact assessment study.In the present study, noise monitoring was carried out to delineate the background levels andfor further using them in quantification of the impacts associated with the development andoperation of the Vizhinjam Port. Based on above, eight locations have been identified in thestudy area covering all landuses for monitoring the noise. Noise levels were recorded onhourly basis for one complete day, at each location, using a precalibrated noise level meter.The details of the monitoring locations are given in Table 3-13 and also presented in FigureFD0306.

Table 3-13: Noise Level Monitoring Locations

LocationCode

MonitoringLocation

Distance andBearing w.r.tVizhinjam ( km )

Landuse

N 1 Vizhinjam Project Site Residential

N 2 Mulloor 1.1 Residential

N 3 Balaramapuram 7.4 Commercial

N 4 Mukkola 1.1 Mixed

N 5 Muttakad 3.8 Residential

N 6 Punnamad 6.1 Residential

N 7 Cheruvetturkonam 3.4 Residential

N 8 Nellimudu 5.4 Residential

The noise levels recorded at each location were used in computing the day equivalent, nightequivalent and day-night equivalent levels. The day, night and day-night equivalent noiselevels for all the eight locations are presented in Table 3-14.



Noise Levels at varius Monitoring Locations

0

10

20

30

40

50

60

Muttak

ad

Mukko

la

Vizhinj

am

Balaram

puram

Nellim

udu

Pulink

udi

Cheruv

etturk

onam

Punna

mad

Location

Noi

se L

evel

(dB

)

LdeqLneqLdneq

Table 3-14: Noise Levels – Day, Night and Day–Night equivalents in dB (A)

LocationCode

Location Ldeq Lneq Ldneq

N1 Muttakad 46 39 43.0N2 Mukkola 44 37 41.0

N3 Vizhinjam 53 40 45.0

N4 Balarampuram 53 40 47.0

N5 Nellimudu 47 38 43.0

N6 Pulinkudi 50 37 44.0

N7 Cheruvetturkonam 45 36 39.0

N8 Punnamad 45 36 40.0

The Day (Ldeq) and Night (Lneq) equivalent noise levels compiled from the noise level datarecorded during the study period, are conforming to the National Ambient Air QualityStandards for Noise specified for Day equivalent (55 dB(A)) and Night equivalent (45 dB (A))Among all the locations, the maximum Leq Day of 53 dB (A) and Leq Night of 40 dB (A) areobserved at Vizhinjam and Balarampuram. Despite intensive commercial activities at boththese locations, the noise levels are still within the limits and could be attributed to theextensive green cover in the region, which in turn is attenuating the excessive noise levels.

3.8.4 Ground Water Quality

Being a coastal area, ground water quality was monitored to check for any incidence ofsaline water intrusion into the ground water aquifers in the study area. Six locations / sourceshave been identified for monitoring the ground water quality and the same were selected bytaking into consideration their current usage pattern, proximity to coast and the proposedVizhinjam Port site.

Prior to finalising the sampling locations, the sampling sites were visited for a betterunderstanding of the source, its usage pattern and conditions around the source. It wasnoticed that the ground water was being used for domestic purposes including drinking at



some places. However, treated water is also being supplied to most of the villages in thestudy area. The details of the ground water sampling locations are presented in Table 3-15and also presented in Figure FD0307.

Table 3-15: Ground Water Sampling LocationsLocationCode

Name of theLocation

Latitude Longitude Remark

GW 1 Vizhinjam 8°22’14.1” 77°00’07.9” Dug well used for general purposeincluding drinking

GW 2 Muttakad 8°24’12.9” 76°59’30.0” Dug well used for general purposeGW 3 Cheruvettur-

konam8°24’12.0” 76°59’11.0” Dug well used for general purpose

GW 4 Pulivilla 8°20’36.5” 77°02’14.1” Dug well used for general purposeGW 5 Balarama-

puram8°25’08.9” 77°02’30.7” Tube well located on the road –

public useGW 6 Nellimudu 8°22’56.4” 77°02’37.8” Open well used for general

Purpose

The water samples collected were analysed for various Physico–Chemical parameters asper IS 10500 – 1991. A brief summary on the ground water quality in the study area ispresented hereunder:

• pH is ranging between 7.2 to 8.2. The ground water samples collected fromCheruvetturkonam, Vizhinjam and Balaramapuram depicted alkaline conditions (pH of8.2).

• TDS in the ground waters is ranging from 36 mg/l to 238 mg/l. The sample collected fromVizhinjam showed high TDS (238 mg/) and from Nellimudu recorded low TDS (36 mg/l.)Total alkalinity was observed to be in the range of 12 mg/l to 96 mg/l.

• Total hardness is in the range of 0 mg/l to 86 mg/l. Among all the samples, the samplecollected from Vizhinjam reported high hardness (86 mg/l) which is well below thepermissible limit of 300 mg/l.

• Chloride concentration was observed ranging from 12 to 59 mg/l. Sulphate concentrationranged between < 2 mg/l and 17 mg/l. Of the six locations, 3 locations had concentrationof < 2 mg/l. The Chloride and Sulphate concentrations at all locations were well below thepermissible limit of 250 mg/l.

• Heavy metals like Cadmium, Nickel, Arsenic, Chromium, Mercury, Lead, Copper andZinc were analysed. The concentrations of all heavy metals are observed to be below thepermissible limits.

3.8.4.1 Incidence of Saline Water Intrusion

Generally incidence of saline water into the ground water aquifers is reported using certainBase-Exchange ratios of some of the important hydro-geo-chemical parameters such as Ca/ Mg, TA / TH.

A low Ca / Mg ratio is an indicator of salt-water contamination of the aquifer because theconcentration of Magnesium is very high in seawater than Calcium. Similarly, excess of TotalAlkalinity (TA) over Total Hardness (TH) indicates presence of Sodium Bicarbonate. If thewater analysis indicate that the presence of free Sodium Bicarbonate i.e. TA/TH=1, then itindicates that the ground water is free from saltwater intrusion. However, if the ratio of TA/THis less than 1, it indicates seawater intrusion.



Normally, in ground waters Calcium content is always on the higher side compared toMagnesium. However, in seawater the ratio of Calcium to Magnesium is almost 1 to 5.

• In the current study, it is observed that the Calcium concentrations are ranging from 14mg/l to 74 mg/l and Magnesium from 2 mg/l to 22 mg/l. This high Ca/Mg ratio confirmsabsence of saline water in the ground water aquifers.

• Except at Muttakad and Pulivilla, in all the other samples Total Alkalinity and TotalHardness ratio is found to be >1 suggesting no salt-water intrusion into the ground wateraquifer at present. Regarding the Muttakad and Pulivilla, the TA/TH ratio was observed tobe slightly less than 1 indicating seawater intrusion.

3.8.5 Soil Quality

Soil samples were collected at five locations in the study area. The soil sampling locationsare listed in the Table 3-16 and shown in Figure FD0308.

Table 3-16: Soil Sampling Locations

LocationCode

Location Latitude Longitude Remarks

SQ 1 Vizhinjam 8° 22’13.9” 77° 00’7.6” Soil sample was collected near aresort (in Vizhinjam area).

SQ 2 Muttakad 8° 22’25.9” 77° 00’26.8” Soil sample was collected in acoconut farm near Mulloor. Thesoil condition was generally goodfor plantation.

SQ 3 Cheruvetturkonam

8° 24’12.0” 76° 59’11.0” Soil sample collected from acoconut farm.

SQ 4 Nellimudu 8° 22’46.1” 77° 02’42.2” Sample was collected from acoconut farm.

SQ 5 Karamkulam 8° 19’40.5” 77° 03’18.5” Sample was collected from acoconut farm.

The results of soil quality monitoring are presented below:

• The pH of the soil ranges from 5 to 6.7 indicating slightly acidic nature.• Electrical Conductivity was found to be in the range of 50 µmhos/cm to 92 µmhos/cm and

the Cationic Exchange Capacity was in the range of 10.5 meq/100 gm to 18.3 meq/100gm.

• The Sodium Absorption Ratio was observed in the range of 0.61 to 1.82.• The Nitrogen content of the soil was observed to be varying from 208 to 794 mg/kg of the

soil. The Total Phosphates level was observed to be in the range of 301 to 2016 mg/kg ofthe soil. The Chloride level ranged from 9.2 mg/kg to 34.3 mg/kg.

• Heavy metals like Cadmium was less than 0.1 mg/kg. But other heavy metals like Coppervalues ranged from 3.5 to 20 mg/kg, Manganese - 38 to 91 mg/kg.

• Zinc values were observed to ranged from 19 mg/kg to 51 mg/kg and Chromium valuesranged from 5 mg/kg to 134 mg/kg.



3.8.6 Flora and Fauna

3.8.6.1 Terrestrial Vegetation

The entire land in the study area except the narrow stretch of beach is settlements and undercoconut cultivation (Cocus nucifera). Inter cropping is practiced in coconut plantation with avariety of crops such as vegetables, spices and other economically important plants. Thenative species found within homesteads and hedges are Artocarpus hirsutus, A.heterophyllus, Tamarindus indica, Psidium guaja, Mangifera indica, Morinda tinctoria,Canthium agustifolium, Adenanthera pavonina, Desmodium triquetrum, Crotalaria retusa,Cussia tora, Mimosa pudica, Melastomamalabaricum, Sida cordifolia, Urena lobata, Ziziphusoenoplea, Borreria stricta, Merremia tridentata, Scoparia dulcis, Euphorbia hirta, Phoenixhumilis, Aristida setacea, Clitoria ternatea, Panicum repens, Thespesia populnea, Borassusflabellifer etc. None of the plants are rare or endangered. The salt tolerant Scaevola sericeais found on rock crevices, which is subjected to constant salt spray. Other common speciesfound along the beaches are Calotropis gigantea, Ipomoea biloba, Ipomoea repens, Dregiavolobilis, Cleome viscosa, Leucas aspera, Protulaca tuberosa, Frothia trifoliata etc and fewgrasses and sedges. Economically important trees like Mangifera indica, Artocarpusheterophyllus and Anacardium occidentale are commonly seen in the area.

The native vegetation in the area is under immense pressure due to competing demands ofland for various developmental activities in the region. And, therefore, natural vegetation ispoorly developed and confined only to hedges, waste places and marshes. Prolific growth ofaquatic weeds is common in brackish water areas.

3.8.6.2 Fauna

Terrestrial Fauna

The common lowland fauna found here include rodents, reptiles and amphibians.

Avifauna

The cosmopolitan birds found throughout the country side are Sea gulls, Pigeon, Parakeet,Cuckoo, Crow pheasant, Barn Owl, Kingfisher, Palm Swift, Wood pecker, Oriole, GreyDrongo, Common Myna, Jungle and House crows, Bulbuls, Babblers, Flycatchers, Warblers,Magpie Robin, Weaver birds, etc. In beaches and near shore waters, occasional presence ofsea birds is noticed. A few migratory birds are reported from Vellayani Kayal near Kovalam,which include Wood Sandpiper, Green Sandpiper, Marsh Sandpiper and Blackwingged Stilt.Large flocks of migratory ducks like Garganey and Pintail are also reported from within andnearby wetlands of Vellayani besides the common species of birds. The density of theavifauna is very low along the Kovalam Beach.

Endangered Species

No rare and endangered biota is observed in the area.

3.9 Socio-economic Profile – Project District

This section presents the Socio-economic profile of the project district, Thiruvanthapuram onbroad basis. The profile of the project district was arrived by compilation of secondary /



published data collected from Directorate of Census Operations, Department of Fisheriesand Department of Tourism. The project district is sub - divided into 116 revenue villagesspread over 12 Community Development Blocks. Besides the ThiruvananthapuramCorporation, there are 4 Municipalities viz. Neyyatinkara, Nedumangad, Varkala and Attingal.The profile of the district is presented in the following sub-sections (Refer Section 3.1 foradministrative details).

The socio-economic profile presented in this section reflects the demographic characteristics,social stratification, occupational pattern, regional economic drivers etc of the project district .

3.9.1 Population Characteristics

The district has a population of 32.35 lakhs with male to female sex ratio of 1000 : 1036 asper the 2001 census. A population growth rate of 24.13% was recorded between 1991 and2001 corresponding to an annual average growth of 2.41%. The district recorded a literacyrate of 89%.

3.9.2 Occupational Pattern

The major occupation in the district is Agricultural related (41.15 % of which are AgriculturalLabour & 11.46 % Cultivators) followed by Service Sector (36.48 %) which includes eitherself-employed (Trade & Commerce 11.08 %) or engaged in Services (Govt. or Private(19.63%) or Transport, Storage & Communication (5.77 %). The distribution of populationunder each occupational category is given below.

Out of all the occupations, fishery has a very low presence (5.7%) in the project district inwhich the proposed port is being contemplated.

3.9.3 Infrastructure Facilities

The district is well connected by roads, railways and air besides port facilities in Vizhinjam,Valiathura and Anjengo. The district has 36 km of State Highway, 700.32 km major districtroads and 899.94 km of other district roads along with 90.43 km village roads.

Occupatinal Pattern %

11%

30%

0%10%4%

11%

6%

20%

2%6%

Cultivators

Agricultural Labour

LS, Fishery & Plantation

Mining & Quarrying

Household Industry

Industrial Labour

Construction

Trade & Commerce

Transport Storage&Comm.Services



3.9.4 Industrialisation

Though the district enjoys favourable infrastructural facilities, it continues to be industriallybackward. There are 75 large/medium industries in the district and in the year 2001-02,about 1880 SSI units commenced commercial operations. Some of the major industrialhouses in the project district include Travancore Titanium Products, Trivandrum RubberWorks, Trivandrum Spinning Mills, The Kerala Automobiles, KELTRON, Hindustan Latex,English Indian Clays, T.K. Chemicals, Metropolitan Engineering Company, Vijayamohini Millsetc.

3.10 Socio-economic Profile – Study Area

This section presents the socio-economic profile in the study area (10 km). The profile of thestudy was established through desk review and compilation of the available data togetherwith the data generated from the primary surveys. A sample Socio-economic survey wascarried out for selected households within in the study area using a structured questionnaireand the same is enclosed as Annexure A.

A study area of 10-km radius was considered for carrying out the socio-economic survey.There are 27 habitations / villages within the study area, out of which 4 including VizhinjamPanchayat are falling in the Very Core Zone. The study area was sub-divided into threezones viz., Very Core Zone (0 – 2 km), Core Zone (2 – 5 km) and Buffer Zone (5 –10 km). Anindex map showing the study above zones is attached as Figure FD0309.

The universe of the study area is 27 habitations falling within 0-10 km radius and the detailsof the villages are tabulated. For any socio-economic survey a sample of minimum 10%, or amaximum 20% of habitations representing different Zones are taken. Keeping this in mind, 5villages/habitations are selected from existing 27 habitations (5/27*100=18.5%) byrepresenting almost all sides/Zones of the study area. The details of the 5 villages are:

• Vizhinjam (C) central village from Very Core Zone

• Venganoor (NE) and Kottukal (East) in Core Zone and

• Tiruvallam (NW) and Karamkulam (SE) in Buffer Zone

About 100 households have been selected from all the three zones (Figure FD0309). Out ofwhich 50% weightage was given to Very core zone (0-2 km) and 25% weightage each to thecore zone (2-5 km) and the buffer zone (5-10 km) maintaining proportionate representation ofall-important occupational categorises.

The socio-economic profile of the study area is presented in the following subsections.

3.10.1 Social Profile

3.10.1.1 Geographical Area, Population Density and Sex Ratio

Even though there are 27 Habitations / Hamlets / Fishing Clusters, the population data areavailable for only 10 Census Villages / Panchayats. The data is based on 1991 Census, asthe micro level / Hamlet level/ Village level, population characteristics are not finalized for



2001 Census. The geographical area, population characteristics of all the Panchayats arepresented in Table 3-17 below.

Table 3-17: Geographical Area, No. of HH, Population, Density, Sex-Ratio in the StudyArea

Total Population includingInstitutional and Houseless

Population

Density(Pop /Sq.km)

Sex ratiofemales /

1000Males

S.

No

Name ofPanchayats inthe Study Area

Area insq.kms

No. ofoccupied

residentialhouses

No. ofhouseholds

Male Female Total

1 Vizhinjam 12.62 7876 8094 21597 20805 42402 3360 963

2 Venganoor 10.12 6140 6201 14360 14382 28742 2840 1002

3 Kottukal 12.16 6260 6293 14540 14428 28968 2382 992

4 Tiruvallam 13.6 6573 6756 16430 16606 33036 2429 1011

5 Nemam 12.18 8597 8853 20684 21223 41907 3441 1026

6 B.R.Puram 10.53 6300 6468 15847 15712 31559 2997 991

7 Aithiyanur 12.44 5246 5373 11508 12007 23515 1890 1043

8 Thirupuram 8.59 3608 3682 8341 8259 16600 1937 990

9 Karumkulam 2.43 5376 5721 13001 12730 25731 10589 979

10 Poovar 7.34 3674 3752 9380 9375 18755 2855 990

Total 102.01 59650 61193 145688 145527 291215 2855 998

Source: Census of India 1991

3.10.1.2 Population Characteristics

The total population in all zones is 480. The average family size is 4.80. In the VCZ, thefamily size is about 6 per household and the population characteristics are tabulated in TableB-1 of Annexure B. Perusal of the data showed that most of the respondent families belongto the Backward Class (BC) category (68%). Of the 50 families in the VCZ, 38 respondentsbelong to BC families and the remaining 12 to Forward Caste communities. There is nopresence of SC / ST families in the VCZ. However, they surfaced in other zones withminiscule presence. In the VCZ, male members outnumber the females in a very significantmanner, which in turn indicates low social and health status of females.

Distribution of Sample Households by Sex Ratio

The distribution of the respondent families by sex ratio is given in Table B-2 of Annexure BThis table shows that in the VCZ the male population is 57.19% compared to 42.8% offemale population. When it comes to sex ratio, it is 1:0.75 in the VCZ. There is no evidenceof any attempt of female feoticide efforts. In fact, couples go for a third or fourth child to get agirl child.



Distribution of Sample Households by Landholding

The landowning pattern of the respondent families is presented in Table B-3 of Annexure B.It is observed that 74% of the respondents from the VCZ do not own any land, though theyhave their dwellings. Majority of the respondent population belong to either landless ormarginal landowners.

Distribution of Sample Households by Type of House

The distribution of the sampled households by type of house is given in Table B-4 ofAnnexure B. This table shows the type of dwelling of the respondent families. Over 50% ofthe people in the VCZ live in huts and kutcha houses. The scenario is more or less same inother zones as well.

Distribution of Sample Households by Head of Family

The distribution of respondent families by head of family is shown in Table B–5 of AnnexureB. Perusal of the table reveal that 11% of the respondent families are headed by Femalesout of which 5% are noticed in VCZ, 4% in CZ and 2% in BZ. It is not that the families followa matriarchal system, but deaths and desertion have made it that way. The burden ofbringing up the family rests with women.

Distribution of Sample Households by Religion

The distribution of respondent families by religion is shown in Table B–6 of Annexure B.The religion-wise distribution of population in Kerala show that Hindus (57.28%) constitutethe majority, Muslims come next at 23.33% and Christians are the third (19.32%). Thedistribution is not even everywhere. There are some districts in Kerala, which account for asingle religion group to be in majority viz., Malappuram, Wynad, Idukki. Hindu, Muslim andChristian fishermen are there in Kerala but each community has its own pockets of influencedue to numerical strength.

In the study area, 51% of the respondents are Hindus, 40% are Christians and Muslims arejust 6%. In the VCZ, out of 50 households 29 are Christians. There are 40 Christian familiesin the respondent population and 39 of them are from VCZ (29) and BZ (10). ThoughKarumkulam is in the BZ, it is actually a fishing hamlet.

The concentrations of Christian families in certain areas are due to their occupational choice.Fishermen who are traditionally Christians inhabit Vizhinjam proper and other coastal belts inthe study area. This concentration in isolated pockets is both a problem and a prospect. Themajority-minority syndrome does come into play very often. Each group is highly excitableand volatile in nature. The institutional religious leader can swing the group either way. Anyentry can be made among the Christian group only through the church leaders.

Distribution of Sample Households by Literacy

The distribution of the respondent families by literacy levels is presented in Table B-7 ofAnnexure B and the level of education in Table B-8 of Annexure B. In Kerala, the male tofemale literacy ratio is 94:87. There is no significant difference in male to female literacy rateamong the respondents in the study area.



The data shows that female population has higher educational qualifications at the rate of 2:1ratio. In primary education, girls lag behind boys. When it comes to education beyond schoolfinal, it is girls who out number boys in all the zones.

Distribution of Sample Households by Period of Stay

The distribution of respondents by period of stay is presented in Table B-9 of Annexure B.Majority of respondents are born and brought up in the area itself. Very few families are ofrecent origin since all are natives of this locality, their attachment to place of birth, bonds withforefathers, affection for the kith and kin, employment, means of earning a living, etc. createstrong emotions.

Distribution of Sample Households by Age

The age-wise distribution of the respondent families is presented in Table B-10 of AnnexureB. As seen in the table, the population growth rate is very low in all the zones and conformsto the state average i.e. 9.42%.

One fourth of the total population is school – college going. Less than 50% of the populationis coming under the age of 60. Among the age group of 6-12 years in the VCZ the number ofmale children far outweigh the female children by 3 to 1 ratio.

Distribution of Sample Households by Occupation

The occupation-wise distribution of the respondent families is presented in Table B-11 ofAnnexure B. Perusal of the occupational status of the respondent population showed that156 persons are engaged in gainful employment. Fishing (39%) is observed to be mainoccupation of the respondent families followed by agricultural / plantation labourers (20%)and household industries (14%).

It appears that females constitute just 26.3% of the working population. Very few peopleamong the respondents have a fixed salaried employment either in government or privatesectors. Only a minuscule group of respondents are earning a livelihood from cultivation.

Distribution of Sample Households by Annual Income Levels

The annual income distribution of the sample households is presented in Table B-12 ofAnnexure B. All the respondent families were divided into three groups viz., high (annualincome >Rs. 72,000) middle (annual income between Rs. 36,000 – Rs. 72,000) and low(annual income <Rs. 36,000). Accordingly 40% of the families belong to low income.

Distribution of Sample Households by Income and Caste

For the purpose of the study, three different income groups were identified viz., high, mediumand low-income groups. Since the samples were purposive a fair distribution of all incomegroups was arrived. Table B-13 of Annexure B shows the caste and income wisedistribution of the respondents.

Vast majority of the respondents (77%) falls either in the medium or low-income groups. Outof the total respondents, 47% belong to low-income group. Almost all of them, in all the



zones, belong to socially backward classes. Under ST category only one family has beenreported in the low-income group.

3.10.1.3 Ranking of Priorities

During the socio-economic survey, the respondents have been asked to list out theirpriorities with respect to the infrastructure development in the region. The data collectedduring the survey was compiled and the priorities were ranked by giving due weightage andthe same are presented in Table B-14 of Annexure B.

All the indicators were rated on a ten-point scale. Coming to the priorities, “water andsanitation” ranked first and “Better health care for all” ranked second. The third rank is givento “promotion of industrial development including the port”.

3.11 Profile on Fishing Activity

Kerala State with its natural endowments emerged has one of the leading fish producingstate in India. The length of the coastal line is 590 km with a continental shelf area of 40,000m2, the potential resources at 0 to 50 m depth is about 571317. There are 335 fishing villages(marine and inland sectors) of which the marine fishing villages account for 222. There areabout 226 marine fish landing centres in the state. The number of active fishermen during1999 – 00 was 2.26 lakh, which comprise of 1.85 lakh in marine and 0.41 lakh in inlandsector. Kollam district ranks first in the number of fisher folk with a population of 1.77 lakhfollowed by Alapuzha (1.74 lakh). The district-wise marine fish landings during the year 1999is graphically presented below.

District-wise Marine Fish Landings during the Year 1999 Ka

sara

god

Kann

ur

Kozh

ikod

e

Mal

appu

ram

Thris

sur

Eran

akul

am

Alap

puzh

a

Kolla

m

Thiru

vana

ntha

pura

m

0

20000

40000

60000

80000

100000

120000

140000

160000

Districts

Fish

Cat

ch

The assessment of fisheries resource made by the Central Marine Fisheries ResearchInstitute reveals the there is potential for capture fisheries to the extent of 11.50 lakh tonnesin marine sector. This includes 5.70 lakh tonnes from the inshore areas and 1.80 lakh tonnesthrough offshore and deep-sea fishing.



Past performance of the sector reveals that the state could tap only around 50 % of the totalfisheries potential. In the marine sector, the activity is largely concentrated in the inshoreareas without any serious effort for tapping the potential available in the offshore and deepsea areas.

There has been an enormous increase in the fishing crafts during the last decade in Kerala.The total number of mechanised and Non – Mechanised crafts has increased from 34,007 in1988 -- 89 to 54,774 in 1999 – 2000. The increase was mainly in the case of Motorized craftswhich rose from 9914 to 28,829. However the increase in the fishing crafts did not contributeto the boosting of the fishing production proportionately. Further this also affected thetraditional fishermen who live in this activity for subsistence.

The state has enacted the Kerala Marine Fishing Regulation Act (KMFRA) with a view toenforcing strict regulatory measures for restricting the number of crafts and their operationalareas. According to this Act, the traditional fishermen using country crafts have demarcatedthe inshore area coming within the depth range of 50 m for fishing and the area beyond thislimit in the economic zone can be utilized by mechanized boats and Large vessels.

The target for fish production set for the Ninth Five year Plan is 7.5 lakh tonnes consisting of6.0 lakh tonnes marine and 1.5 lakh tonnes inland. The overall performance during the lastthree years presents more or less a similar trend, which has been persisting over the lastdecade. The marine fish production is stagnant and the inland fish production is showingsigns of improvement though at a very slow pace.

3.11.1 Fishing Activity – Thiruvananthapuram District

The district has long coastline of 78 km with continuous stretch of lakes and backwaterfishing. Some of the major fishing centres in the district are Vizhinjam, Varkala, Anjengo,Ponthura, Poovar, Sanghumukham and Aakkulam. Apart from Vizhinjam, the other fishlanding centres in the district are Marinadu, Pulivilla and Punthura. The trends observed inFish Catch during the last 10 years are graphically represented below.

As per the latest fishermen census (1999-2000), the total population of Marine Fishermen is1,70,135 of which 50,890 are Adult Males (30 %), 49,273 are Adult Females (29 %) and69,972 are Children both Male & Female (41 %). The estimated potential figure of activefishermen for 2002-2003, is 25,445 which works out to 50% of the total Adult Fishermen.

Trends in Fish Catch at Thiruvananthapuram from 1991 - 1999

0

10000

20000

30000

40000

50000

60000

70000

1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 Year

Fish

Cat

ch



As stated in earlier sections, Fishing has a very low presence( 5.7%) in the district among allthe occupations

3.11.2 Fishing Activity – Project Region

The fishing villages in the vicinity of the Vizhinjam Port are Vizhinjam south, Vizhinjam North,Adilamulathurai, Chowara, Palem, Pulivilla, Puthiathura, Karumkulam, Kochuthara, Poovar,South Kollemcode and Parathayioor.

A map showing the fishing villages in the vicinity of the Vizhinjam Port is enclosed as FigureFD0310. Out of the all fishing villages, Vizhinjam and Adamaluthurai are located within theimmediate vicinity. Adamaluthurai village is located 1.2 km from eastern breakwaters. Thefishermen of Adamaluthurai are using the beachfront as the landing place for their fishingcrafts.

Based on the recommendation of the committee constituted for setting up of landing centresfor traditional fishermen, government has accepted in principle the construction of 60 landingcentres along the Kerala coast. Of this, eight centres were sanctioned by government ofIndia (1993 – 94) of which two were constructed in Vizhinjam north and Vizhinjam south.

Fishing Method and Practices

Most of the fishing villages still follow the traditional method of fishing using catamaransalthough some of the fishermen are having wooden boats with outboard engines. Theseengines are having very high-speed acceleration capacity. Few fishermen have launcherswith which they are capable of fishing at very deep-sea areas, several kilometers away fromshore. Other than this, the Long Lining fishing is also observed in the area where a fishingnet with long leads is cast in the open sea (perhaps 100-200 m into the sea). The groupdivides itself into two at the shoreline and each group pulls the fishing net lead towardsthemselves and gradually close the net as it approached the shore.

The fishing activity extends upto 8 months on an average in a year. Generally fishermenwere advised not to catch fish during monsoon period. The coast guards were set in action toprevent them from fishing. During the monsoon period the fishermen are engaged in someother labour work.

Fishing Crafts

The fishing craft used by the fishermen are of three types viz. Catamarans, Wooden boatswith onboard engine and launches (this craft is huge enough to catch big fishes and in largequantity).

Cluster Wise Statistics related to the Fishermen in the vicinity of Vizhinjam Port area ispresented in Table 3-18 below. The table presents the list of the villages, fishermen-fisherwomen population and the fishing crafts.



Table 3-18: Cluster Wise Statistics Related to the Fishermen in the Vicinity ofVizhinjam Port area

S.No

Name Of The FishLanding Center /Cluster / Village

FM FWTotal

FM + FW(3+4)

OnlyBoats

Boatswith

Motor

TotalBoats(6+7)

FM : B3/8

1 2 3 4 5 6 7 8 9A. VZM Fishing Cluster

1 Vizhinjam South. 3610 846 4456 67 791 858 4.2

2 Vizhinjam North 1320 52 1372 33 302 335 3.93 Kovalam 322 89 411 6 75 81 1.44 Pamathura 326 47 373 8 76 84 4.0B Sub total 5578 1034 6612 114 1244 1358 4.1 Fishing Cluster (%) 84.36 15.64 100.00 8.39 91.61 100.00

B. Adamalathurai Fishing Cluster5 Adimulathurai 1323 524 1847 100 60 160 8.2

6 Palem 375 166 541 80 20 100 3.87 Pullivila 2138 926 3064 142 500 642 3.38 Puthiyathora 1350 420 1770 165 350 515 2.69 Chowara 245 60 305 50 15 65 3.8

Sub total 5431 2096 7527 537 945 1482 3.7

Fishing Cluster (%) 72.15 27.85 100.00 36.23 63.77 100.00

C. Poovar Fishing Cluster

10 Karumkulam 722 353 1075 100 21 121 6.0

11 Kochuthara 260 203 463 50 5 55 4.7

12 Poovar 1241 571 1812 200 130 330 3.8Sub-Total 2223 1127 3350 350 156 506 4.4

Fishing Cluster (%) 66.36 33.64 100.00 69.17 30.83 100.00

Grand Total 13232 4257 17489 1001 2345 3346 4.0

Total of all FishingClusters (%) 75.65 24.35 100.00 30.00 70.00 100.00

FM – Fisherman FW - Fisherwoman

3.12 Profile on Tourism

Tourism is one of the most promising sectors in Kerala concerning employment and revenuegeneration. Tourism in Kerala thrives on natural resources, lush Western Ghats, thewetlands, backwaters and the beaches. The project district, Thiruvananthapuram, is one ofthe important tourism destinations in Kerala. Tourism in the district is concentrated on thehilly areas and coastal areas. Ponmudi is one of the important destinations in the hilly areas.



For the tourism along the coastal stretches, the area south of Thiruvananthapuram is animportant tourism destination. The coastal stretch between Kovalam and Pulinkudi is termedas areas of outstanding beauty due to hillocks covered with coconut plantations. Kovalam,one of the internationally renowned tourism destinations is located in this stretch, which isinstrumental in triggering the local revenue and employment potential.

Kovalam is located north of the proposed Port site. Apart from Kovalam, about 8-10 resortshave come up all along the lateritic stretch between Mulloor - Adamalathurai on the hills,which are promoting health tourism. Coconut Bay, Somatheeram Resorts are some of theimportant resorts located in this stretch. In addition, island resorts have been developed inthe Neyyar backwaters near Poovar village, which is located south of the proposed Port.Some of the places of interest within 10 km of the project area are given in Table 3-19 below.

Table 3-19: Places of Interest

Sl. No. Name of the Place Significance1. Puvar South Wide beach, Back water

About 9 km from Vizhinjam

2. Pilinkudi – Kovalam Rocky cliff, extensive stable beach3. Kottukal Vizhinjam Bhagavathy Temple

About 4 km from Vizhinjam

FIGURES

CHAPTER 4

ENVIRONMENTAL AND SOCIAL IMPACTS


4 Environmental and Social ImpactsPage 4-1

4 Environmental and Social Impacts

4.1 General

This Chapter presents the various impacts on the environmental and social attributes, whichare likely to arise due to the construction and operation of the Vizhinjam Port. Both beneficial(positive) and potential negative impacts are envisaged due to the construction and operationof the Vizhinjam Port. Prior to detailing the impacts, a brief summary of the activitiesassociated with Vizhinjam Port are presented to aid the reader in appreciation of the impactsvis-à-vis port construction and operation. The environmental and social impacts areassessed for each activity involved in the construction and operation phases of VizhinjamPort.

4.2 Vizhinjam Port Activities

The major activities involved during construction and operation of Vizhinjam Port encompassthe following:

• Marine-side activities- Capital dredging- Reclamation for backup area- Construction of breakwaters- Construction of cargo berths and container stacking area- Installation of cargo handling equipment- Movement of ships calling at the port- Movement of tugs and port crafts- Cargo handling.

• Land-side activities- Development of external infrastructure (water, power and hinterland connectivity –

road / rail network)- Inland cargo movement.

4.2.1 Construction Phase

4.2.1.1 Capital Dredging

The short-term development involves limited capital dredging of 0.9 million m3. It is proposedto reclaim upto 13 m depth contour and develop the berthing area. For handling of mainlinecontainer vessel, a depth of –16 m CD is proposed at the berths. Berths are provided at – 13m contours and hence, a dredging of 3 m is required at the berth location. Feeder berths arelocated between – 9 to –13 m contour. So, partial dredging will be required at feeder berths.General cargo berth is located at –14 m contour and hence, dredging will not be required atthis berth. The turning circle will with a dredged depth of – 16.7 m CD and the presentavailable depth in the proposed area is between – 15 m and – 20 m contours. So, onlypartial dredging is required for turning circle. The proposed alignment of the approachchannel lies between – 17 and – 20 m contours and the depth required for the channel is –16.7 m. So, there is no dredging envisaged in the approach channel.



In the medium-term and long-term, 1 million m3 and 11.2 million m3 dredging will benecessitated

As the quantum of dredging is less, it is estimated that the capital dredging during short-termdevelopment will be completed in one season. Cutter suction and trailer suction dredgerswill be deployed for dredging. The amount of capital dredging is less when compared withthe amount of capital dredging required to create similar harbour facilities elsewhere becauseof the prevailing depth contours off Vizhinjam coast, which is a site-specific advantage. Allthe capital dredged material is proposed to be used for reclamation.

4.2.1.2 Reclamation for Backup Area

As the proposed site lacks shore area for development of backup areas, it is proposed toreclaim the offshore area upto 13 m contour depth to create the backup area. Since thevolume of the capital dredged material is estimated to be less and would not suffice for thereclamation needs, additional fill material will be sourced by dredging in the offshore. Thereclamation quantities required during short-term, medium-term and long-term are 11.5million m3, 3.2 million m3 and 8 million m3, respectively. The area will be reclaimed bydumping the dredged material using barges. The area to be reclaimed during short-term,medium-term and long-term are 82 ha, 27 ha and 54 ha, respectively. The dredged fill will becovered by gravel prior to hard standing and the exposed top surface will be paved withcement concrete blocks.

4.2.1.3 Construction of Breakwaters

The breakwaters proposed at Vizhinjam Port will provide the following:

• Tranquil conditions in the harbour basin• Protection of the approach channel and the harbour basin from waves and currents• Safe berthing conditions for ship and operations• Visual guidance augmented with navigational beacons for ship traffic.

The layout of the proposed port to be developed at Vizhinjam consists of two breakwaters.North breakwater would be 3,300 m long in Phase I, which will be increased by 1,350 mfurther in the final phase. North breakwater is connected to the shoreline about 150 m awayfrom the fishing harbour extending upto – 22 m contour in the short-term. Another southbreakwater of 750 m will be required in the short-term at the location extending upto –16 mcontour. Portion of this breakwater extending to the harbour, about 250 m, will re removed inthe medium-term. A south breakwater of 450 m is provided in the medium-term, extendingfrom shore to –15 m contour.

The construction of breakwaters will involve large volume of natural rock, which will besourced from the surrounding approved quarries. The breakwaters will be constructedthrough End-on and Side Dumping Floating Barge Method using Bottom Dump Barges andSide Dump Barges. The major activity during the construction of breakwaters is quarryingand transportation of material to the Vizhinjam Port site; and the breakwater constructionitself.



4.2.1.4 Construction of Cargo Berths and Container Stacking Area

The cargo berths and container stacking area will be constructed on the reclaimed areas.Few of the cargo berths will be constructed along the breakwaters. The cargo berth will beconstructed as a combination of piled and block work type structures. The container stackingarea will be paved with custom-made paver blocks. Materials required for construction willbe transported via road.

4.2.1.5 Installation of Cargo Handling Equipment

After construction of the berths and container stacking area, the cargo handling equipmentrequired such as quay cranes, Rubber Tyre Gantry (RTG), etc. will be installed.

4.2.1.6 Development of External Infrastructure

As a part of the developmental plan of Vizhinjam Port, the following requisite externalinfrastructure such as hinterland connectivity, power and water will be provided:

• Hinterland Connectivity

For hinterland connectivity, road / rail linkages with the national network will be developed.Two options are being studied for providing the road link.

Option 1: Access from the North Breakwaters – Immediate and Short-Term Development

The proposed corridor starts from the north breakwater of Vizhinjam Port ands ends at NH47Bypass meeting point, north-east of Mukkola Junction. A 10.5 m wide RoW is considered forthe road from port to the Bypass point. The alignment between the north breakwater andMukkola Road near Kottapuram is a greenfield stretch and thereafter, the alignment runsalong the Vizhinjam – Mukkola Road and meets the NH47 Bypass meeting point, 100 mnorth-east of Mukkola Junction. At Mukkola, the existing road meets the proposed NHBypass and further joins the NH47 at Balaramapuram. Further, this corridor can be extendedto NH47 via Balarampuram by strengthening and widening of the Mukkola andBalarampuram section of about 7 km. Until the NH47 Bypass is completed, vehicles will plyalong the Mukkola – Balarampuram Road. For the movement of goods through railway, aseparate railway transit yard will be constructed near Balaramapuram Railway Station. Cargofrom the port will be brought to this yard through the proposed road connection.

Option 2: Access from the South Breakwaters – Long-Term

The corridor takes off from the south breakwater, crosses the Karichal River, runs south-eastof Kanjirakulam, crosses NH47 north-west of Neyyattinkara and ends at NeyyattinkaraRailway Station. It is a combined corridor comprising of road and rail having a length of about6 km till NH47 Bypass meeting point, south of Kanjirakulam Junction. After reaching the NHBypass, the vehicles can follow the Bypass alignment and would reach Parasala in the southand Kazhakuttam in the north to join NH 47. From NH47 Bypass, it is a single corridor ofonly rail link upto Neyyattinkara. At the Bypass point, the rail line will be grade separated.

• Power

Kerala State Electricity Board (KSEB) will supply the power required for Vizhinjam Port. Thesource for power supply identified is the KSEB sub-station located at 3 km from VizhinjamFishery Harbour, towards Kovalam Junction. During the construction of port and



subsequently during port operations, power could be drawn from this sub-station. The powerrequirement during the construction stage is expected to be about 5 MW. The powerrequirement during the short-term development is estimated to be about 30 MW. The powerrequirements during the medium-term and long-term developments are 50 MW and 75 MW.

Discussions were held with the Chief Engineer (Distribution), Kerala State Electricity Board(KSEB) to understand the availability of power to proposed Vizhinjam Port. It was informedthat a new 110 KV line from Madurai to Thiruvananthapuram would be commissioned byMarch 2004. After commissioning, KSEB will have sufficient power to supply to the proposedVizhinjam Port. It was also mentioned that the existing sub-station capacity at Vizhinjam wasonly 66 KV (18 MVA) and that this needs to be upgraded to 110 KV sub-station.

• Water

Water requirement for the construction of Vizhinjam Port is expected to be around 100kilolitres/day. About 430 m3/day will be required for port use or during operation for the short-term development. The water requirement, both for construction and operation of port, willbe met from Vellayani Lake, after preliminary treatment, which is close to the proposedVizhinjam Port site. A new water supply pipeline will be laid from the lake intake point to theVizhinjam Port to transfer water. There will be a requirement of about 10 m ROU for laying ofpipeline. The pipeline alignment would be along the existing road network to the extentpossible to preclude land acquisition.

4.2.2 Operation Phase

The Vizhinjam Port operations will involve movement of ships calling at the port, berthing,loading / unloading of container and general cargoes, stacking of containers, handling ofcontainer and general cargoes for further transportation inland. The port will also provideservices, such as tugs and port crafts assistance, for safe navigation and berthing of vessels.Also, there will be hinterland cargo movement along the proposed road / rail linkages.

4.3 Environmental Impacts – Construction Phase

4.3.1 Impacts on Seawater Quality and Marine Biology

4.3.1.1 Construction Activities

The various activities such as capital dredging, reclamation and construction of breakwaterswould result in varying potential impacts on the seawater quality and marine biology of thecoast. The direct impacts on seawater quality from construction would be increased turbiditydue to suspended sediment, which would result in indirect impacts on marine biology. Theimpacts from aqueous discharges and underwater noise would be more pronouncedcompared to construction, on seawater quality and marine biology, respectively, which arediscussed in the paragraphs below.

4.3.1.2 Aqueous Discharges

The seawater quality will be impacted through discharge of oily wastes, sanitary wastes,sullage from the dredgers, barges and workboats involved in capital dredging, reclamationand construction of breakwaters. The impacts on seawater quality would in turn result inimpacts on the marine biology of the Vizhinjam coast. As the capital dredging involved is not



substantial and would last for only one season during short-term development, the impacts ofaqueous discharges on seawater quality from the operating dredgers is not expected to besignificant. The barges and workboats involved in reclamation and construction ofbreakwaters would operate for about 18 months and aqueous discharges, if not regulated,would result in significant impacts on seawater quality. However, to eliminate the impacts onseawater quality, it is proposed to enforce preventive control measures such as prohibiting allaqueous discharges. Further, it is proposed to collect all liquid and solid waste in slop tanksand transport it onshore through workboats, at regular intervals, for treatment andsubsequent disposal at approved points.

4.3.1.3 Underwater Noise

There would be a number of vessels in the Vizhinjam Port offshore area during construction.The operation of diesel engines of dredgers, barges and workboats involved in theconstruction activities would generate underwater noise. The capital dredging, reclamationand construction of breakwaters would also generate underwater noise, relatively to a lesserextent compared to the operation of diesel engines. Noise and turmoil are inherent parts ofthe dredging, reclamation and construction of breakwaters. The physical disturbances thatoccur during capital dredging, reclamation and construction of breakwaters are classified asphysical forces resulting in noise and turmoil. The underwater noise is expected to result inmoderate impacts on marine biology in the construction areas.

The marine ecological species of the Vizhinjam coast are exposed and hence, accustomedto the underwater noise generated from the movement of the fishing vessels because of thelocation of Vizhinjam Fishery Harbour in the immediate vicinity of the proposed VizhinjamPort area. The marine species are expected to tolerate the increased noise generated fromthe increased vessel and construction activities.

There would be a degree of avoidance behaviour (flight) exhibited by marine species initiallyand they would eventually be expected to return once they become accustomed to theincreased noise levels or once the noise source had moved or ceased, as the construction isa relatively short-term activity. The noise generating sources are mobile and hence, theimpacts will be localised and short-term.

The impacts due to noise and turmoil persist throughout the dredging and reclamation periodand problems cope up when the operations are in the sensitive period like breeding andproduction. The report prepared by the Expert committee for Fisheries Management Studiesreported spawning activity in the Vizhinjam region during the month of May – July. It shouldbe noted that there are no mud banks / mangrove vegetation or estuarine zones, whichfavour spawning, observed in the coastal stretch identified for the development of VizhinjamPort. Based on the above, it can be assumed that the spawning activity reported along theVizhinjam coast might not be happening in the Vizhinjam Port area. As no fishing grounds /spawning areas are reported in the Vizhinjam Port project coastal area, the impacts due tothe noise and turmoil will be insignificant.

4.3.2 Impacts on Beach Profile, Seabed and Benthos

The natural setting of the seabed and benthos will be impacted (or disturbed) by capitaldredging, reclamation and construction of breakwaters. The impacts would be manifested inthe form of changes to the seabed, beach profile and reduced photosynthesis activity of the



port project area. The details of these assessed impacts on the attributes are presented inthe following paragraphs.

4.3.2.1 Impacts on Beach Profile

Along the West Coast of India, in which the Vizhinjam Port site falls, the littoral drift is not assevere as on the East Coast. Considering pre-monsoon, monsoon and post-monsoonseasons, the net long shore sediment transport is not significant. However during monsoonseason, there is a net drift of about 0.06 million m3 per annum towards south. Due to thechange in sediment movement direction and because of the headland north of the VizhinjamFishery Harbour, there will not be any sediment problem near north breakwater. Sedimentdeposition may occur near south breakwater during non-monsoon season and erosion duringmonsoon season. The only pocket beach towards north, between the northern breakwater ofproposed Vizhinjam Port and Vizhinjam Fishery Harbour, is proposed to be left as a no-development zone. Based on the proposed planning of no-development of the only beachzone and less severity of littoral drift, it is anticipated that there will be no impact on thebeach profile. However, exact sediment movement near the south breakwater would bestudied in detail for the project. Since channel is located at 17 to 20 m contour, there will notbe any sediment problem in the channel.

4.3.2.2 Impacts on Seabed and Benthos

The capital dredging, reclamation and construction of breakwaters will result in disturbanceto the bottom sediments resulting in destruction of the habitats, increase in turbidity, uptakeof pollutants into the sediments. However, the mobile faunal species in the offshore area ofproposed Vizhinjam Port would escape from the area of operation.

The main factors determining the magnitude of environmental impacts generated due todredging, reclamation and construction of breakwaters is the presence of valuable marineecosystems and the quality of the dredged material. Further, the capital dredged material isproposed to be used for reclamation and additional material required would also be sourcedby dredging offshore. Considering that the sediment is from the immediate vicinity and freefrom pollution, it is expected that there will be no significant impacts on marine ecology fromreclamation. In the project area there are no reported sensitive marine ecosystems. Further,the marine environment surveys indicated absence of any significant pollution in thesediments.

The impacts can be broadly categorised as:

• Input of substances into water column• Disturbances of substances and biota• Uptake of pollutants

Input of Substances into Water Column

During the dredging, reclamation and construction of breakwater, there would be transfer ofsubstances from sediment to the water column. The presence of high concentrations ofparticles in water column especially turbidity would result in impacts. However, the impactswould be dependent on various factors like the duration of the activities, season, ecologicalvalue of the area, etc.



The dredging, reclamation and construction of breakwater will create turbid conditions inwhich the benthic communities suffocate as they pump water to meet their food / oxygenrequirements. Further, there might be direct damage to the sensitive tissues due to physicalcontact with the particles. The sensitivity of many benthic communities to particles isdependent on normal and changed situations. Many organisms especially at larval stagesdo not survive or show retarded development due to sedimentation of finely divided materialeven much after cessation of operations.

The indirect effects due to the large volumes of the suspended matter might result inreduction of light penetration affecting the primary production causing a weaker link for wholetropic chain. In addition, if light is prevented reaching the bottom area for a longer period de-nitrification may be reduced substantially, as a consequence of the lack of oxygen productionin the sediment.

Also during dredging, reclamation and construction of breakwater, oxygen-demandingcompounds, nutrients and toxic compounds from sediments come into water column. Sincethe concentrations of these are normally much higher in pore water than in water column,oxygen demanding compounds will cause a drop in oxygen concentration, at times even toanoxic conditions. The nutrients may stimulate primary production (when light andtemperature are sufficient) and may cause eutrophication problems when released infavourable conditions.

Disturbance of Substances and Biota

The disturbance of bottom sediments involving organic matter and nutrients will, in general,cause a higher oxygen penetration into sediment during the dredging operations. The shiftmay be apparent for specific species. Also some future generations of species may be lostowing to the removal of fish-eggs or sediment-bound larval stages. The changes may beshort term, long term or even permanent depending upon the extent of operations.

Uptake of Pollutants

The pollutants present in sediments can be broadly classified into heavy metals and organicmicro-pollutants. In particulate state, heavy metals may occur either in an adsorbed or aprecipitated mode and cannot be taken up directly by organisms (unless by ingestion ofparticles) and thus the toxicity is reduced as long as the particulate state is preserved.

The impacts arising due to exchange / release of heavy metals into the water column oruptake of heavy metals by the benthic communities will be insignificant in nature as theheavy metal concentrations recorded from the seabed in proposed Vizhinjam Port area arenegligible.

The impacts due to the increased turbidity are temporary in nature. However, settling ofsuspended material in the water column might mildly impact the benthic organisms. On thesea bottom of the project area, there are no valuable marine ecosystems reported.

There are possible ways to improve / maintain environmental quality during the dredging likeadhering to measures such as timing (season), dredging methods and selection of dredgers.Certain system indicators like turbidity should be considered, as it is an important indicatorfor controlling the impacts on the aquatic environment. Limiting turbidity during dredging willnegate the impacts on the aquatic environment to a large extent. Also, as the project area



does not consist of any fishing grounds / spawning areas, significant impacts are notenvisaged on the marine biota due to the dredging.

The marine benthic biota of the coast are, in general, subjected to variations in turbidity as aregular phenomena and are expected to withstand localised increased turbidity induced bysediment heaps as a result of dredging and reclamation.

4.3.3 Impacts on Coastal Regulation Zone

The development of Vizhinjam Port is a permissible activity under CRZ Notification. As perthe Coastal Zone Management Plan (CZMP) of Kerala, the coastal stretch in which theproposed Vizhinjam Port site is located is classified as CRZ III except for a small areaadjoining the lateritic cliff zone, which is designated as CRZ I. The port planning was carriedout taking fully into consideration the lateritic cliff portion designated as CRZ I and excludingthe same from all developments. Further, this area would be designated as no-developmentzone (secluded / prohibited area) to regulate and ensure that this area remains undisturbedduring subsequent construction of the port.

4.3.4 Impacts on Environmental Aesthetics / Visual Impacts

The lateritic cliff zone along the coastal stretch in which Vizhinjam Port is proposed to bedeveloped is designated as CRZ I considering it’s susceptibility to slumping and it’soutstanding natural beauty. It will be attempted to plan and develop the Vizhinjam Port in amanner such that it is compatible i.e. seamlessly integrates, to the extent possible, with thelandscape of the region and does not scar the environmental aesthetics of the coast orresults in visual impacts.

4.3.5 Impacts on Atmosphere

4.3.5.1 Air Quality

During the dredging, reclamation and construction of breakwaters, emissions from diesel runengines of dredgers, barges and workboats might contribute to localised deterioration of airquality. The activities such as construction of breakwaters, reclamation, construction ofcargo berths and container stacking area will also have an impact on the air quality of theregion. The fugitive dust suspension and exhaust emissions from diesel engines ofoperating construction machinery would contribute to deterioration in air quality in Vizhinjamvillage. The parameters affected will be Suspended Particulate Matter (SPM), RespirableParticulate Matter (RPM), Carbon monoxide (CO), Oxides of Nitrogen (NOx), etc. With thepresent background concentrations of these parameters and the likely duration ofconstruction activities in the offshore and onshore region, it is expected that there will only bea mild build-up of air pollutants and consequent impacts in the immediate vicinity i.e. inVizhinjam village. The cliff abutting the Vizhinjam Port area would act as a barrier preventingtransport of pollutants landward. However, the impacts due to these activities are short-termin nature and will cease on completion of the construction. Further, to minimise the impactsfrom fugitive dust suspension it is proposed to adopt sprinkling of water in susceptible areasand to reduce impacts from exhausts, emission control norms will be enforced / adhered to.



4.3.5.2 Noise

The construction activities, which contribute to the deterioration of air quality also, tend toincrease the ambient noise levels. During dredging, reclamation and construction ofbreakwaters, the operation of diesel engines of dredgers, barges, workboats, etc. contributeto increased ambient noise levels. Further, the construction machinery used during theconstruction of the cargo berths and container stacking area would also impact thebackground noise levels. These impacts from increased noise levels would be felt on thevillagers of Vizhinjam due to their close proximity to the port site. The presence of the hillsimmediately behind the Vizhinjam Port area would reduce the noise impacts by preventingdissemination landward.

Use of protective gears and rotation of personnel would be adopted to largely mitigate theimpacts on operating personnel from exposure to noise levels beyond threshold limits, if any.Low noise equipment and mufflers / enclosures would be used to limit the excess noiselevels. However, the villagers of Vizhinjam would be affected due to the noise generatedfrom the various construction activities.

4.3.6 Impacts on Water Use

As Kerala is blessed with heavy rainfall of about 2,000 mm to 2,500 mm a year, it is expectedthat there will be sufficient (or surplus) water in Vellayani Lake to meet the water demand forconstruction of the port without impacting the existing water users. Vellayani Lake is locatedabout 5 km to the north-east of the proposed Vizhinjam Port site. This lake possess goodamount of potable water. During the discussions with the Chief Engineer, Kerala WaterAuthority (KWA) about the water availability to Vizhinjam Port, it was conveyed that VellayaniLake would have sufficient capacity to supply water to proposed Vizhinjam Port. New watersupply pipelines would be laid. A study carried out by the Centre for Earth Science Studies(CESS) indicated that the maximum storage of the lake would permit an extraction of 15-20mld during the lean months (January to May). The water requirement for construction ofVizhinjam Port is expected to be around 100 kilolitres/day. Hence, no impacts are expectedon the prevailing water use. However, studies will be carried out to ensure that there are noimpacts on prevailing water use and necessary approvals from competent authorities will beobtained prior to construction of the port. At present, KWA is preparing a Project Report for awater supply scheme for Vizhinjam area and has agreed to include the water requirement forproposed Vizhinjam Port in the report.

4.3.7 Impacts from Quarrying

The material for construction of breakwaters and reclamation would be sourced only fromapproved quarries. There is an existing quarry site at Attingal, which is about 35 km north ofThiruvananthapuram. This is an approved quarry with an area of 3.5 acre and has a height ofabout 10-15 m high. Adjacent to this quarry site, there is a hill of rock spread over an area ofabout 20 acre with a height of 150 m. This quarry will yield a volume of approximately 8million m3 of stones. There are few other quarries also nearby this quarry. The quantityassessed for the proposed breakwater construction at Vizhinjam Port could be sourced fromthese quarries at Attingal.

As the material is proposed to be sourced from these existing approved quarries, nosignificant impacts are envisaged from quarrying operations as compared to a new quarry



site. The impacts from the quarries, in the form of impacts on air quality and noise, would befelt on settlements adjoining these quarry sites.

4.3.8 Impacts from Transportation of Construction Material

Attingal quarry site is near to NH47. The distance by road from Attingal quarry to proposedVizhinjam Port is about 55 km. There would not be significant impacts from roadtransportation of quarry material if the road linkages are developed prior to start ofconstruction of Vizhinjam Port.

Alternatively, the quarry material could be transported by road and then sea. The possibilityof transporting the quarry stones by barges to Vizhinjam was also studied. MuthalapuzhiHarbour, approximately 20 km away from Attingal quarry, is in a river mouth and thebreakwater construction is nearing completion. A 150 m long berth construction is underprogress on the right-hand side of the harbour. This area is a well-protected area with largewater area. The breakwaters are being constructed with 2-3 tonne stones from the Attingalquarry. The quarry stones from Attingal quarry will be transported to Muthalapuzhi Harbourby road. Temporary arrangements will be made for loading barges at the left bank of river inMuthalapuzhi Harbour to further reduce the road distance by around 3-4 km. Alternatively,the present berth which is under construction on the right bank will be used.

The later option for transporting the stones from Attingal quarry to the proposed VizhinjamPort is the best. The proposed quarries are located near to NH47. The quarry material toMuthalapuzhi Harbour is already being transported along the existing road network. Hence,the impacts resulting from transportation of additional quarry materials would not besignificant, as the quarries are accessible by a well-connected road network. Theseadditional truck movements will contribute to further increase in traffic density along theroads from the quarry to the Muthalapuzhi Harbour, which in turn would result in deteriorationof air quality, risks of road accidents and increase in ambient noise levels. Measures suchas regulating truck movement during off peak hours, periodic maintenance of trucks, watersprinkling along unpaved sections would mitigate the impacts due to the transportation of thequarry materials. However, the need for improvements in the form of strengthening andwidening of this haulage road for transportation of quarry material would be studied tomitigate the transportation impacts. The quarry material would be subsequently transportedby sea, which would preclude the impacts from road transportation along the existing roadnetwork to Vizhinjam.

If the road link is developed before the construction of Vizhinjam Port, the transportation ofconstruction material would result in lesser impacts as it would ensure that there is no strainon the existing road network. However, transportation of construction material along thesouthern access road would have impact on the Adimalathurai village through which thealignment traverses. The impacts from transportation of construction material from northernaccess road would be felt on Vizhinjam and Mukkola villages.

In case the road link is not in place before construction of Vizhinjam Port, transportation ofconstruction material along the existing road network connecting the proposed port site, nearVizhinjam Fishery Harbour, to Balaramapuram on NH 47 via Mukkola, the impacts would befelt on Mukkola and Uchakkadu villages. In either case, the impacts would be in the form ofincreased air pollution from exhaust emissions and fugitive dust suspension, increased noiselevels and traffic congestion. These impacts will be more pronounced if the construction



material is transported along the existing network compared to the new road link. If theexisting road network is proposed to be used for haulage of quarry material or transportationof construction material, it would require improvements such as strengthening and widening.

4.3.9 Impacts from Construction of Road / Rail Linkage

The proposed road / rail linkage would result in loss of prevailing landuse along thealignment. During the construction, there would be fugitive dust suspension and exhaustemissions from construction machinery, which would impact the villages adjoining thealignments. Further, the construction activity and construction machinery would contributeto the increased noise levels, which would again be felt on the above villages. To minimisethe impacts, water sprinkling of construction areas and limiting exhaust emissions (air andnoise) through control norms will be adopted.

4.3.10 Impacts from Laying of Water Pipeline

No significant impacts are envisaged from pipeline laying operations, as standard and simpletrenching and back-filling methods will be adopted. However, there might be temporaryhardships to the local populace due to temporary walkways, during construction at roadcrossing, etc. The pipeline alignment from the river intake point is likely to be along theexisting road network to minimise impacts from land acquisition. However, there would beimpacts on traffic plying on these roads, during laying of pipeline (or pipeline construction),from construction activities leading to traffic congestion. This may result in mild impacts inthe form of deterioration of air quality and increased noise levels.

The pipeline would require ROU of about 10 m. The impacts from temporary ROUacquisition for pipeline laying would be mild, as the land acquisition involved would be veryless and the land would be transferred back to the landowners after construction. However,to mitigate these impacts the landowners will be suitably compensated.

4.4 Socio-Economic Impacts – Construction Phase

4.4.1 Impacts from Land Acquisition

The proposed site for Vizhinjam Port construction is in the offshore waters. Hence, no landacquisition is involved for the development of the backup areas. However, land acquisitionwill be involved from proposed hinterland connections i.e. dedicated road / rail corridorconnecting to the national networks being planned as part of port development.

The alignment between the north breakwater and Mukkola Road near Kottapuram is agreenfield stretch and thereafter, the alignment runs along the Vizhinjam – Mukkola Roadand meets the NH47 Bypass meeting point. The access from north breakwater is partly agreenfield corridor and partly along the existing roads. To ensure that land acquisition isminimal and thereby the R&R issues are also minimised, an elevated corridor is beingproposed. About 52 structures are likely to be affected due to the development of the northaccess road. The likely affected structures include kutcha, semi-pucca and pucca structures.Few commercial establishments are also likely to be affected. Besides affecting the abovestructures, there would also be acquisition of vacant patches of land and land under coconutplantations.



The alignment between the south breakwater and Neyyattinkara Railway Station is partlyalong the existing roads and partly a greenfield corridor. Similar to the access road fromnorth, to ensure that land acquisition is minimal and thereby the R&R issues are alsominimised, an elevated corridor is being proposed for the initial stretch upto beyondAdimalthurai beach. About 81 structures are likely to be affected due to the development ofthe north access road. The likely affected structures include kutcha, semi-pucca and puccastructures. Few commercial establishments are also likely to be affected. Besides affectingthe above structures, there would also be acquisition of vacant patches of land and landunder coconut plantations.

The land acquisition issues will be settled amicably so that there would be no significantimpacts.

Further, the development plan prepared for the Development of Kovalam – Vizhinjam areaby the Department of Town and Country Planning identified Vizhinjam – Balarampuram Roadfor further development i.e. widening to 18 m RoW in the Master Plan. The TRIDADevelopment Plan also suggested improvement of the Vizhinjam – Balarampuram RoadStretch to 18 m RoW. Based on the above suggestions given in the Master Plan regardingthe road development, DoP / GoK would initiate discussions with concerned agencies forroad developments so that impacts are minimised.

4.4.2 Impacts from Worker Camps

The construction of Vizhinjam Port would require a large work force, about few hundreds.Worker camps will be provided for the construction personnel. To ensure that there is nostrain on the existing infrastructure, the worker camps will be self-sufficient and would notrely on any local resource. This would also ensure that there is no conflict with the localpopulation. Further, the worker camps will be located away from the coast and habitations.To mitigate the impacts, particularly health hazards, sanitation facilities will be provided.

4.4.3 Impacts on Vizhinjam Fishery Harbour

The Vizhinjam Fishery Harbour is located adjacent, towards north, to the proposed VizhinjamPort site. To ensure that impacts from port construction are curtailed, a buffer of 150 m isproposed between the proposed port and fishery harbour. This buffer zone, which is apocket beach, will be a no-development zone. Due to the change in sediment movementdirection and because of the headland north of the Vizhinjam Fishery Harbour, there will notbe any sediment problem near north breakwater. Further, the proposed northern breakwaterwould have both positive and negative potential impacts.

The northern breakwater will enable regulation of port construction and restrict the activities,which will ensure the objective of not impacting upon the fishery harbour. Further, thebreakwater is likely to enhance the tranquil conditions inside the fishery harbour, which willease the berthing of fishing crafts inside the harbour. These are all positive impacts from theconstruction of northern breakwater.

The negative impacts will result from the fishing crafts having to circumnavigate the northernbreakwater unlike the existing conditions. Though the proposed port will slightly hinder thefree movement of fishing crafts it would not be an obstruction to the Vizhinjam FisheryHarbour. Barring this impact, no other significant impacts are envisaged. There would be



increased vessel activity (movement of barges and workboats) during construction ofnorthern breakwater near Vizhinjam Fishery Harbour, which would result in mild impacts.

Consultative exercises were held with the local fishermen, to take them into confidenceregarding the proposed construction of Vizhinjam Port. Consultative exercises would beinitiated again prior to construction and will continue during the construction period.

4.4.4 Impacts on Fishing and Fishing Communities

The fishermen of Vizhinjam coast do not engage in near shore fishing but travel deep insidethe sea for fishing. There are no fish landing centres / stations in the coastal stretch beingproposed for construction of Vizhinjam Port. Hence, no impacts are envisaged from theproposed construction of Vizhinjam Port, as there is no conflict of interests between the portand fishing communities.

As stated, dedicated road corridor is being planned from the north breakwater of the port inthe short-term development. The small pocket beach between the southern breakwater ofthe Vizhinjam Fishery Harbour and the proposed north breakwater of Vizhinjam Port ispresently being used by few fishermen belonging to Kottarpuram village. The fishing activityis mainly through Shorsien method. To ensure that there are no impacts, an elevated corridoris being proposed.

Another road / rail corridor is being planned from the south breakwater of the port in the long-term development. The corridor proposed in this stretch is planned along the Goathan Road.Adamalthurai is a fishing village and the activity is concentrated along the beach. Shorsienmethod of fishing is practised along the Admalathurai beach. Similar to the north access roadto ensure that there are no impacts, an elevated corridor is being proposed.

Hence, development of the road / rail corridors are being planned such that there are noseverance problems to fishing communities.

4.4.5 Impacts on Tourism

The coastal stretch between Thiruvananthapuram and Poovar is famous for tourism andabout 8-10 resorts have come up catering to the needs of tourists. All these resorts arelocated along the Thiruvananthapuram – Vizhinjam – Poovar Road on the laterite cliff area.

The waterfront where the proposed port is being planned is extending between VizhinjamFishery Harbour on the north and Chowara cliffs on the south. Mulloor village, falling withinthis stretch, has few resorts located on the laterite cliffs. Presently, the tourists visiting theseresorts are using the small beachfront in Mulloor for recreational purposes. There might bevisual impacts during the construction phase of the project, which can disturb the tourists.However, these impacts are temporary and will be localised on cease of construction activity.

Also, no significant impacts are envisaged on the major tourist destination of Kovalam whichis located about 5 km north-west of the proposed Vizhinjam Port site as all the constructionactivities are extending southwards, still farther, away from Kovalam.



4.4.6 Impacts on Employment Potential

At the time of capital dredging, reclamation, construction of breakwaters and cargo berths,there would be requirement of large number of skilled and unskilled labour. During thisperiod it is anticipated that about few hundreds of workers of all types may be involved.There will be other establishments catering to the needs of the construction of the port thatwill also employ a substantial number to the extent of few hundreds of persons mostlyunskilled and semiskilled.

4.4.7 Impacts from Induced Development

Induced development will be witnessed through development of makeshift commercialestablishments, which will impact on the aesthetics in the region. However, beneficialimpacts are envisaged in the form of indirect employment opportunities.

In addition, makeshift commercial establishments such as hotels, grocery shops, etc. wouldalso spring up raising the income levels of the local populace and also provide indirectemployment opportunities.

The construction phase would require skilled and unskilled labour specialised for portconstruction. This will create a need for residential facilities for the migrant workers and thenearby areas, particularly Vizhinjam would be impacted due to the additional need. Also,there would be a stress on the existing infrastructure levels.

4.5 Environmental Impacts – Operation Phase

4.5.1 Impacts from Port Operations

4.5.1.1 Aqueous Discharges in Harbour Basin

During the operation phase there will be continuous movement of cargo vessels, port craftsround the clock. Due to the cargo vessels there is a possibility of aqueous discharges suchas dumping of ship wastes (sullage) / sewage, bilge water, solid wastes if not regulated.There may be accidental spills during transfer from the ships, which will impact the sea waterand sediment quality in the harbour basin. However, to preclude these impacts on seawaterquality and in turn on the sediment quality, it is proposed to enforce preventive controlmeasures such as prohibiting all aqueous discharges. In addition, land-based sources ofpollution such as runoffs from the port operational areas, waste water and sewage from theport facilities and effluent discharges would also effect the marine water and sedimentqualities in the harbour basin.

The wastewater generation during the operation phase will be mostly sewage, floor washingsfrom the container stacking area, cargo storage areas, ships wastes etc. The wastewatergeneration is estimated to be around 70% of the water consumption. The liquid waste will becollected through a collection network and the same will be treated in a sewage treatmentplant. Options such as recycling of wastewater for the domestic usage and green belt will beexplored in order to minimise the water requirements.

However, the impacts need to be contained as the pollutant might be carried out toelsewhere affecting the marine ecology. The pollution of the harbour basin will be avertedthrough providing necessary pollution control facilities as per the guidelines.



4.5.1.2 Pollution from Cargo Handling

At Vizhinjam Port, there will be handling of import / export containers, general and break bulkcargoes. Further, the cargo to be handled is predominately in containers, which is a cleancargo. No spills are expected from general cargo, which will be predominantly in baggedform. The cargo handling will include loading and unloading from the vessels, movementusing prime movers / trailers of containers to stacking yards and further transhipment. Dueto cargo handling, the attributes that would be impacted are air quality and increased noiselevels. No significant air quality impacts are envisaged directly from cargo handling activitybut are expected from the exhaust emissions of cargo handling equipment such as cranes,mobile prime movers, forklifts, trailers, tractors etc. The noise impacts would result from thecargo handling equipment and other pneumatic cargo handling equipment. The presence ofcliffs immediately behind the proposed back up area, where all the cargo will be handled, isexpected to act as a barrier preventing transport of both air and noise pollutants landward.

However, in case of accidental spills, impacts are envisaged on air quality and seawaterquality. To minimise the impacts on seawater quality spills will be recovered.

4.5.2 Impacts from Inland Cargo Movement

The proposed port is mainly intended as a Container Transhipment Hub where themovement of cargo to the hinterland is limited. However, to ensure that there is no strain onthe existing road network, it is proposed to develop road / rail corridors.

If the road / rail links are developed before commencement of port operations, there wouldbe less impacts from inland cargo movement. In this case, the impacts from air and noisepollution would be felt on Adimalathurai village if the southern access road is developed andon Vizhinjam and Mukkola if the northern access road is developed.

If the road link is not in place before the port operations commence, there would be morepronounced impacts as the inland cargo movement will be along the existing dense trafficroad networks and would create traffic congestion and also increase the risk of accidents.These impacts would be felt on Vizhinjam and Mukkola villages.

4.5.3 Impacts on Water Use

The water requirement estimated for the Vizhinjam Port in the first phase is 430 m3/day. AsKerala is blessed with heavy rainfall of about 2,000 mm to 2,500 mm a year, it is expectedthat there will be sufficient (or surplus) water in Vellayani Lake to meet the water demand foroperation of the port without impacting the existing water users. As stated earlier,discussions were held with the Chief Engineer, Kerala Water Authority (KWA) about thewater availability to Vizhinjam Port and it was conveyed that Vellayani Lake would havesufficient capacity to supply water to proposed Vizhinjam Port. However, studies will becarried out to ensure that there are no impacts on prevailing water use and necessaryapprovals from competent authorities will be obtained prior to construction of the port. Atpresent, KWA is preparing a Project Report for a water supply scheme for Vizhinjam areaand has agreed to include the water requirement for proposed Vizhinjam Port in the report.

No bore wells will be sunk to meet the water requirements for the Vizhinjam Port, as thesame may result in salt-water intrusion due to the proximity of the coast.



Therefore, it may be concluded that the water requirements of the Vizhinjam Port will notaffect the users in the region and also the ground water resources.

4.5.4 Impacts from Maintenance Dredging

During the operation phase, based on the prevailing littoral drift and consequential sedimenttransport which is estimated to be insignificant, it is expected that there will be norequirement for maintenance dredging in the Approach Channel (Inner and Outer NavigationChannel), Turning Circle, Berthing Areas. Hence, no impacts are envisaged, as there is likelyto be no maintenance dredging. The maintenance dredging to maintain the required draft,even if necessitated, would be a very small quantity and would not result in any significantimpact. The impacts from the maintenance dredged material would be dependent on thequality of sediment which in turn is dependent on the pollution control facilities adopted bythe port. As at the proposed Vizhinjam Port pollution control facilities are being proposed, thesediment quality is expected to be non-polluted and hence no impacts are envisaged. Themaintenance dredged material during the initial phase would be used for reclamation for thenext phase construction after analysing the dredged material for pollutant levels. Based onthe baseline marine environment survey, the marine sediment quality depicts no perceptiblepollution and hence, is expected not to result in any significant impacts when used forreclamation. The excess maintenance dredged material not used for reclamation ormaintenance dredged material after the final phase construction of Vizhinjam Port would bedisposed at suitable spoil grounds which will be identified based on mathematical modellingstudies.

4.6 Socio-Economic Impacts – Operation Phase

4.6.1 Impacts on Landuse Pattern

The landuse pattern in the vicinity of the Vizhinjam Port is characterised by predominantlyplantations followed by residential and commercial areas.

During the operation of the Vizhinjam Port, changes in landuse pattern will be observed.There will be demand for housing and infrastructure facilities, which may lead to uncontrolledgrowth. The Vizhinjam, Mulloor, Pulinkudi and Chowara areas will expand resulting indemand for additional infrastructure facilities.

Mixed residential pattern would be developed in the residential areas. Also, there would bedevelopment of commercial areas along the roads leading to the Vizhinjam Port, whichindirectly contributes to development of unauthorised structures and squatters, therebyreducing the effective lane width of the access road leading to traffic congestion.

As the proposed construction of Vizhinjam Port is being conceived as an integral part ofThiruvananthapuram Capital Region Programme the planning authorities of the region haveto draft the development controls to regulate the landuse changes to ensure sustainabledevelopment.

4.6.2 Impacts on Population Growth

The operation phase of Vizhinjam Port is likely to attract significant migrant population to theregion / area, which will exert / create strain on the existing infrastructure levels and also on



the social fabric of Vizhinjam and it’s adjoining villages. There will be an increase in demandfor transportation services, utilities etc. In this potential scenario, it is suggested that theplanning authorities should take into consideration the population growth due to theVizhinjam Port, as it is an integral part of Thiruvananthapuram Capital Region Programme,and accordingly frame the development control rules for the region to ensure sustainabledevelopment.

4.6.3 Impacts on Vizhinjam Fishery Harbour

There would not be any significant impacts from proposed Vizhinjam Port operations onVizhinjam Fishery Harbour. The northern breakwater will enable regulation of portdevelopment and restrict the activities, which will ensure the objective of not impacting uponthe Vizhinjam Fishery Harbour.

The negative impacts will result from the fishing crafts having to circumnavigate the northernbreakwater during the long-term perspective unlike the existing conditions. Though theproposed port will slightly hinder the free movement of fishing crafts it would not be anobstruction to the Vizhinjam Fishery Harbour. Barring this impact, no other significantimpacts are envisaged. There would be increased vessel activity (movement of ships callingat the port), which would result in mild impacts. However, to mitigate these impacts channelmarker bouys, navigational aids such as beacons etc. will be provided.

To substantiate the statement that the proposed Vizhinjam Port would not cause significantnegative impacts on the Vizhinjam Fishery Harbour and to the contrary would benefit thesame, the best examples are the thriving fishery harbours near Cochin Port, VisakhapatnamPort and Mumbai Port.

There would be continued consultative exercises with the local fishermen to mitigate anypotential impacts during operation of Vizhinjam Port.

4.6.4 Impacts on Tourism

The operation of Vizhinjam Port is envisaged not to have any significant negative impact onthe tourism potential of the area especially on the resorts. The port developmental activitiesare confined to the waterfront and there is no disturbance to hillside resorts. Based on theabove, it can be concluded that there will not be any need for relocating the resorts in theMulloor area. It can be noted here that while developing the layout for the port development,a 50 m gap has been left between the High Tide Line and port boundary as no developmentarea. In addition, a greenbelt is planned all along the boundary of the port, which will furtherenhance the aesthetics of the region. Hence, it is expected that there will not be any impacton the functions of the resorts since the resorts are not getting disturbed due to the operationof port.

As the port is planned for handling clean cargo (containers) and will be developed to matchthe highly aesthetic surrounding landscape, there will not be any adverse visual impact dueto the port operation.

On the contrary, there might be beneficial impacts on the tourism sector due to thedevelopment of the Port. Vizhinjam is principally being planned in line with Port of Singapore,Port of Dubai, etc. which also have state-of-the-art facilities for cruise liners thereby being



instrumental in triggering the tourism potential of the respective countries. It is not uncommonworld over to provide facilities for cruise liners within a container cargo port where the level ofpollution is minimum compared to dry bulk port. Keeping these in view, it is proposed todevelop a passenger terminal at Vizhinjam Port in such a manner that the operations ofcontainer handling are not affected. The berthing facilities for passenger vessels would beplanned at a berth, which is away from the container berths. Moreover the draft requirementswithin the harbour for the cruise vessels are relatively less compared to the design vesselsize for a container vessel. Hence, without losing focus on the primary business of VizhinjamPort i.e. container transshipment, a provision is also being made in the Master Plan forhandling cruise vessels and development of other associated facilities required for servicingpassengers.

One of the important tourist spots in India, Lakshwadeep islands located on the West Coastof India is close to Thiruvananthapuram. Presently, the tourists visiting these islands aretravelling by air from Thiruvananthapuram. It is observed that vessels plying betweenLakshwadeep and Thiruvananthapuram are involved in transshipping domestic cargo fromThiruvananthapuram to Lakshwadeep and use berthing facilities at Vizhinjam FisheryHarbour. Once Vizhinjam Port is developed, regular services between the two destinationscan be started. In addition, there are possibilities of emerging tourism circuit between varioustourist destinations such as Thiruvananthapuram-Colombo, Thiruvananthapuram-Maldives,Cochin-Colombo via Thiruvananthapuram, etc. Therefore, it is envisaged that one of theseveral positive aspects of Vizhinjam Port is that the state-of-the-art passenger terminalfacilities will catapult increased arrival / use of tourists by sea and boost the tourism in theregion.

4.6.5 Impacts on Employment Potential

The Vizhinjam Port is proposed to be developed in 3 stages in the Years 2007, 2012 and2017, respectively. This development has both positive and negative impacts. The positiveimpacts are the rise of income levels, enhancement in local economy, development ofinfrastructure, etc.; and the negative impacts would be haphazard and uncontrolled growth,strain on infrastructure, etc.

The construction and operation of the Vizhinjam Port will open up new avenues ofdevelopment through creation of direct and indirect employment opportunities and the projectregion will experience significant growth. This would result in substantial population growthand the need for basic infrastructure increases along with the port development.

The indirect employment potential will be created due to the establishment of serviceproviders / port-based facilities considering that Vizhinjam Port will be a transhipment hub.Though, at present, no major industrial projects are on the anvil, it is likely that developmentof a world-class port at Vizhinjam is bound to attract investors.

The proposed Vizhinjam Port is likely to create direct employment potential to a tune of 150persons in the first stage of operations, in 2007, with an indirect employment potential to afew hundreds of persons. The indirect employment potential exists from port-basedindustries or service / facility providers like ship repairers, commercial establishments,stevedoring companies, shipping agents, clearing and forwarding agents, ship chandlers,logistics providers, etc.



The low direct employment potential is because Vizhinjam Port is being planned on the linesof modern world-class ports, with sophisticated and highly mechanised operations,predominantly handling container cargo.

Perusal of the population growth and the employment potential due to the construction andoperation of the Vizhinjam Port suggest that there is a great need for developing new areas,upgradation of the infrastructure in order to keep the quality of life and human use values.Further, there is an immediate need for framing development control rules for the VizhinjamPort area to contain the haphazard and uncontrolled growth.

4.7 Beneficial Impacts

While potential negative impacts are expected from Vizhinjam Port, the proposeddevelopment will bring a plethora of benefits, significant of which are listed below:

• Benefits to fishermen because of improved infrastructure levels particularly the roadconnectivity, which would facilitate faster movement of the perishable goods such as fishproducts to new / farther and profitable markets. This would be a positive impact on theeconomy of fishing communities in the region.

• Vizhinjam Fishery Harbour will flourish in similar lines as fishery harbours co-located / inthe immediate vicinity of Ports at Cochin, Visakhapatnam, Mumbai, etc.

• Fish processing units / chilling units are likely to be set up. This would pave way forexporting to other states and other countries. There would be scope for exporting fishproducts through port, earning higher profits and in the process earning the dearerforeign exchange for the country.

• Enhancement in the economy of the Vizhinjam region, Thiruvananthapuram District andKerala State through direct and indirect taxes.

• Substantial positive impact on the socio-economic profile of the region, both in terms ofoverall employment and in skill development of the local workforce.

• Development of infrastructure in the region• Development of new growth centres• Opening up a new era of investments into the State of Kerala and boosting the

confidence of the investors.• Prior to the construction of Vizhinjam Port, entire external infrastructure such as road / rail

connectivity, power and water will be provided without straining the existing levels. Theinfrastructure facilities of the region will, thus, be enhanced.

• The proposed major industrial projects in the region will be benefited with the operation ofVizhinjam Port.

• There would be a positive impact on the tourism sector as cruise liners can call at theVizhinjam Port.

FIGURES

CHAPTER 5

ENVIRONMENTAL MANAGEMENT PLAN

Development of Vizhinjam Port on Commercial Format C1021119Rapid Environmental Impact Assessment Report RP010 rev. 2

5 Environmental Management PlanPage 5-1

5 Environmental Management Plan

5.1 General

An Environmental Management Plan (EMP) is an implementation plan, which consists ofmitigation measures, monitoring program and institutional arrangements to be adoptedduring the development and operation phases of Vizhinjam Port to minimise the adverseenvironmental and social impacts. The EMP formulated for the Vizhinjam Port is presentedin this Chapter. The plan also includes the actions to be taken to implement the mitigationmeasures. The budgetary estimate for Environmental Monitoring Program, during theconstruction and operation phases is also included. The Environmental MonitoringProgramme is presented in Annexure D.

5.2 Mitigation Measures – Construction Phase

The environmental impacts associated with the development phase result from capitaldredging, reclamation, construction of breakwaters, construction of cargo berths andcontainer stacking area, quarrying, transportation of construction material and developmentof external infrastructure such as road / rail linkage and pipeline for water supply. Theimpacts will be on the marine, terrestrial and socio-economic environments. The mitigationmeasures for each of the activities, which are exerting impacts on the environment, arepresented in the following paragraphs.

5.2.1 Capital Dredging, Reclamation and Construction of Breakwaters

The capital dredging at Vizhinjam Port would generate dredged material, cause disturbanceto the bottom sediments, impacts on the marine water quality, air and noise pollution, etc.The capital dredged material will be used in reclamation. For reclamation additional fillmaterial will be required. The construction of breakwaters will require large volume of rock.The measures proposed to be adopted for mitigation of the impacts are:

• Interaction with local fishing communities through the fishing co-operatives / unions,community leaders; and through direct contacts and informal talks with fishermen, will beheld so that they are made aware of the construction of the port.

• These interactions would be in continuation to the Public Information Consultation (PIC)exercises carried out during this study. These focus group interactions will ensure to bea forum for the Department of Ports, Government of Kerala to appreciate the concerns ofpublic and clear apprehensions, if any. Pursuant to this activity, any specific remedialmeasures not already envisaged will be undertaken paving way for winning socialconfidence and co-operation of the local populace.

• Local fishermen in Vizhinjam will be informed, through informal focus group interactions /discussions, about the construction so that they avoid the area in and around theimmediate vicinity.

• The construction zones would be demarcated by installing marker buoys along withdisplay / signboards prohibiting movement of fishermen, limited to the constructionperiod, in and around the construction limits. The signboards will be in Malayalam andother vernacular language.

• Mitigation measures like provision of silt screens, cessation of operations intermittentlyfor regaining lower turbid levels will be adopted. The construction operations, if possible,



will be limited to daytime to provide recuperation time at night and reduce the turbiditylevels.

• The turbidity at the dredged site will be minimised through adoption of less intrusivedredging procedures, provision of silt curtains and timing of the dredging activity.

• It will be ensured that the barges / workboats have appropriate system (slop tanks) forcollection of liquid / solid waste generated on board and it is transferred on shore fortreatment and disposal regularly. No wastes will be discharged into the sea throughoutconstruction.

• Extreme precaution was taken during the planning stage to ensure that there will be nodisturbance to adjacent properties / habitations. If this is warranted, then the same wouldbe restored with consent from the affected persons.

• Keeping in view the base line data generated prior to commencement of construction,normal annual fluctuations, extent and duration of construction, the services of a marinebiologist will be engaged, if required for recommending mitigation measures duringconstruction.

• During construction and dredging, it will be ensured that the operational area is limited tobare minimum so that the impacted zone is minimal.

• Extreme precaution will be taken not to hurt the sentiments and cultural interests of thelocal fishermen.

• Ambient noise levels will be monitored during offshore construction. The monitoringprogram will cover all hours of construction. The high noise prone operations will beidentified through monitoring and such activities will be regulated to the daytime. Noiseattenuation measures will be provided so that noise limits stipulated by CPCB are notexceeded at the nearest habitations. Protective gear like earplugs, if necessary, will beprovided to operating personnel exposed to noise levels beyond limits stipulated byCPCB. Rotation of personnel may also be considered.

• Diesel driven engines of workboats, barges and dredgers will be well-maintained and willmeet emission norms of diesel vehicles. The Pollution Under Control Certificates for COfor all deployed equipment / vehicles driven by diesel and / or petrol or any other forms ofhydrocarbons will be checked. The certificates will be revalidated once in a month andemission tests will be conducted on-site.

• Seawater quality monitoring program will be initiated with special emphasis on turbidityand will commence at least one week prior to start of construction / dredging and willcontinue throughout the construction. The monitoring prior to commencement ofconstruction / dredging would generate baseline data using which the constructionactivity can be regulated. The seawater quality will be monitored on daily basis and willcover physico-chemical, heavy metals and biological parameters. Turbidity will bemonitored thrice a day covering the complete working shift.

• Currently there are no standards in India for turbidity levels. Keeping this in view, duringconstruction, it will be attempted to meet the Operational and Performance Standards forTurbidity (OPST) standards.

• Periodic monitoring of ground water will be initiated in Pulinkudi and Mulloor to check theincidence of salt-water intrusion due to the dredging, if any. Ground water qualitymonitoring will commence one week prior to start of dredging.

• Submarine conditions during the dredging period would be inspected by divers and aphotographic / videographic record would be maintained.

• Prior to the commencement of dredging, a Dredging Management Programme will beprepared and implemented.



5.2.2 Construction of Cargo Berths and Container Stacking Area

The construction of cargo berths and container stacking area would result in impacts on airquality and noise. The following measures would be adhered to mitigate the impacts:

• The emissions from diesel driven vehicles, construction equipment, machinery, dozers,etc. will conform to the emission norms stipulated by the Kerala State Pollution ControlBoard / CPCB / MoEF. All construction equipments will have valid Pollution UnderControl Certificates, which will be revalidated every month.

• The construction equipment deployed would be provided with suitable mufflers /enclosures to reduce noise levels. Further, construction workers who are likely to beexposed to high noise levels beyond threshold limits will be provided with protectivegears like earplugs, muffs, etc. Also, rotation of construction personnel will beconsidered.

• The equipment deployed for construction will have appropriate monitoring and controlfacilities, which will be functional all throughout the operations.

• During the movement of vehicles on the unpaved roads in the construction areas, waterwill be sprinkled to minimise suspension of dust.

• Water will be sourced from Vellayani Lake and no bore wells will be dug.

5.2.3 Quarrying

The construction of breakwater would require large volume of rock, which will be quarried.To mitigate the impacts the following are proposed:

• The quarrying will be done from approved quarries to minimise impacts.• The quarry operations will be restricted to daytime to reduce the impacts from increased

noise and will be minimised to reach the threshold levels stipulated by CPCB at thenearest habitations.

• Ambient air quality monitoring will be carried out once in a month in and around thequarry sites. Based on the results, the quarrying operations will be accordingly regulated.

• It will be ensured that the noise level prescribed by the CPCB for the day / night-time atthe nearest habitation to the quarry site is not exceeded during quarrying. The personnelwho are likely to get exposed to noise levels beyond threshold limits will be provided withprotective gears like earplugs, muffs, etc. Rotation of personnel would also beconsidered. Ambient noise levels will be monitored twice in a month.

5.2.4 Transportation of Construction Material

The measures proposed to be adopted to mitigate impacts from transportation ofconstruction material are as follows:

• Traffic density studies will be carried out along the access roads to assess the currenttraffic density and plan the trips to reduce congestion as well as the risk of accidents fromtransportation of construction material.

• The proposed routes for transportation of construction material will be decided taking intoaccount the traffic on the existing road network i.e. on NH 47 and access road to theproject site via Mukkola. The movement of construction material to the project site will beregulated to minimise congestion.

• The construction material movement will be planned during non-peak hours, if possible,to reduce traffic congestion from increased traffic during transportation to the project site.



• The proposed road links would be constructed before development of Vizhinjam Port tominimise impacts from transportation of construction materials.

• The exhaust emissions from all transportation vehicles will conform to the normsstipulated by the Kerala State Pollution Control Committee / CPCB / MoEF and will havevalid Pollution Under Control Certificates which will be revalidated every month.

• The noise emissions from all transportation vehicles will conform to the norms stipulatedby the Kerala State Pollution Control Board / CPCB / MoEF.

• The proposed vehicular movements will be regulated such that noise levels generatedfrom transportation will be minimised to the threshold noise levels stipulated by CentralPollution Control Board (CPCB) for daytime at the nearest habitations.

• The construction material will be brought in covered trucks to minimise air borne (orsuspension of) particulates and spills.

5.2.5 Construction of Road / Rail Linkage

To mitigate the impacts from construction of road / rail linkage, the following are proposed tobe adopted:

• Prior to construction, the landowners whose land might have to be acquired will besuitably compensated as per the prevailing market value to mitigate the social impacts.

• Water tankers with suitable sprinkling arrangement will be deployed to suppress fugitivedust, suspended during construction, along the unpaved portions.

• The emissions from diesel driven construction equipments, machinery, dozers, etc. willconform to the emission norms stipulated by the Kerala State Pollution Control Board /CPCB / MoEF and will have valid Pollution Under Control Certificates which will berevalidated every month.

• The noise levels generated by construction activities and equipment will be minimisedsuch that the threshold noise levels stipulated by CPCB for daytime are not exceeded atthe nearby villages. The construction equipment deployed would be provided withsuitable mufflers / enclosures to reduce noise levels.

5.2.6 Laying of Water Pipeline

The measures proposed to be adopted to mitigate impacts from laying of pipeline are asfollows:

• Prior to construction of pipeline, the landowners whose land will be temporarily acquiredwill be suitably compensated as per the prevailing market value to mitigate the socialimpacts.

• The pipeline alignment will be demarcated on the ground and display / signboards will beinstalled indicating the construction and installation of pipeline. The signboards will beboth in Malayalam and other vernacular language.

• Care will be taken not to disturb any existing utilities, if any detected, during theconstruction of pipeline. The same will be restored, if unavoidable.

• Mechanised pipeline construction equipment will be deployed so that the wholeconstruction activities are completed as fast as possible. This would prevent resentmentand unrest in the local population due to prolonged construction and disturbance thereof.

• It will be ensured that the noise level prescribed by the CPCB for the day / night-time atthe nearest habitations is not exceeded during construction. The construction equipmentdeployed would be provided with suitable mufflers / enclosures to reduce noise levels.Further, construction workers who are likely to be exposed to high noise levels beyond



threshold limits will be provided with protective gears like earplugs, muffs etc. Also,rotation of construction personnel will be considered.

5.2.7 Construction Yards

The measures proposed to be adopted to mitigate impacts from construction yards are asfollows:

• Water tankers with suitable sprinkling arrangement will be deployed to suppress airbornedust in the construction yards and from movement of construction equipment.

• Run-offs from construction yards will be not allowed to drain into the sea and would becollected.

5.2.8 Hazardous Material Storage

During construction there will be requirement of hazardous materials such as weld gases,fuels (diesel / petrol), lubricants, etc. To minimise the accidental risks from these hazardousmaterial storage and handling, the following are proposed:

• Material such as welding gas, fuel for operation of tugs, barges, paints, etc. will be storedin designated places as per the norms specified for Industrial Safety.

• The storage areas will be fenced / barricaded in order to restrict the movement of thelocal communities / grazing cattle.

• Extreme precaution will be taken to avoid spillage or leakage of diesel, oils and lubes. Toreduce the impacts from spills or leaks occur during fuel loading / unloading, the fuellingoperations will be done only at designated and paved surfaces in the construction yard.Spills / leaks, if any, will be recovered.

5.2.9 Worker Camps

There will be a large-scale requirement of skilled and unskilled labours during thedevelopment phase of the Vizhinjam Port. Majority of the labourers will be sub-contracted.The construction period will span around 24 months and worker camps will be set up for theunskilled labourers in the vicinity of the proposed Vizhinjam Port site. The following aspectswould be taken into consideration before setting up the worker camps:

• The worker camps will not be set-up close to Vizhinjam village.• The camps will be adequately equipped with all the necessary facilities / amenities such

as water supply, power supply, wastewater collection, solid waste collection andsanitation.

• The domestic wastes generated from the camps will be disposed at approved disposalsites.

5.2.10 Induced Development

The development phase of the Vizhinjam Port will result in induced development throughdevelopment of slums, makeshift commercial establishments indirectly affecting theneighbouring communities and also contributing to the haphazard growth. As development ofVizhinjam Port is proposed as an integral part of Thiruvananthapuram Regional Programme,the regional planning authorities should prevent any unplanned growth by draftingdevelopmental controls and regulate / implement / enforce the same to preclude / minimiseimpacts from induced development.



5.3 Mitigation Measures – Operation Phase

The Vizhinjam Port is planned as a Container Transhipment Hub / Port. The other cargo willbe general / break bulk cargo. As the proposed cargo to be handled is a clean cargo, nosignificant impacts are envisaged. However, aqueous discharges and inland cargomovement will result in impacts.

5.3.1 Port Operations

5.3.1.1 Aqueous Discharges

Aqueous discharges resulting in marine pollution in the harbour basin would occur from thefollowing:

• Operations on the quay areas• Cargo storage areas• Wastewater and sewage• Runoffs containing oil spills• Ship wastes and bilge water• Sewage from nearby areas• Accidental cargo spills.

The measures proposed to be adopted to mitigate the impacts from the discharge of sewage,ship waste, oil spills, runoffs from operational areas, etc. are as follows:

• All the operational areas will be connected with a network of liquid waste collection drainscomprising of storm water, oily wastes and sewage collection pipelines.

• The berth and terminals will be designed sloping landward for collection of the runoffsinto the sewage collection network.

• Oily wastes which are generated from the mechanical areas of the port will be collectedin the effluent network and further treated.

• Ships / vessels calling at the Vizhinjam Port would be prohibited from dumping thewastes / bilge water during the berthing period.

• Vizhinjam Port would be equipped with all modern pollution control mechanism to containthe marine pollution from the port operational areas. Pollution control facilities would bedesigned with a possibility of recycling the wastes especially the treated effluents.

5.3.1.2 Cargo Handling

During the handling, loading and unloading operations, of various types of cargoes there is asignificant increase in air pollution and noise levels. In addition to these impacts, in the eventof accidental spills, impacts are envisaged on seawater and sediment quality. To mitigatethese impacts, measures proposed to be adopted are discussed in the following paragraphs:

• The cargo handling equipment such as quay / mobile cranes, RTG, forklifts, trailers, etc.,particularly pneumatic, would be provided with noise attenuation measures such asproviding mufflers / enclosures.

• It would be ensured that the exhaust emissions from cargo handling equipment such asmobile cranes, prime movers, forklifts, trailers, etc. meet the stipulated norms to reduceair pollution.

• Spills occurring from leaky containers and bagged general cargo, resulting in air andwater pollution, will be recovered.



5.3.2 Maintenance Dredging

Based on the prevailing littoral drift and consequential sediment transport, which is estimatedto be insignificant and presence of natural water depths in most part of the harbour, it isexpected that there will be no requirement for maintenance dredging in the ApproachChannel (Inner and Outer Navigation Channel), Turning Circle, Berthing Areas. In casemaintenance dredging is required, the following measures will be adopted to minimise theimpacts:

• The maintenance-dredged material during the initial phase would be used for reclamationfor the next phase development after analysing the dredged material for pollutant levels.

• The excess maintenance dredged material not used for reclamation or maintenancedredged material after the final phase development of Vizhinjam Port would be disposedat designated spoil grounds.

5.3.3 Inland Cargo Movement

If the proposed road / rail links are developed before commencement of port operations, itwould mitigate the impacts from inland cargo movement to a significant extent compared tothe transportation of cargo along the existing road networks. The measures to be adoptedfor mitigating the impacts are as follows:

• Traffic density studies along the existing road network covering all the roads leading toVizhinjam Port.

• The proposed access road from north of Vizhinjam Port traverses through Vizhinjam andMukkola. The proposed access road from south of Vizhinjam Port traverses through eastof Adimalathurai village. Keeping this in view, patrolling needs to be carried out to checkfor unauthorised parking with close co-operation of the local authorities.

• Avenue plantation would be developed, along the access roads, to reduce the impacts ofair and noise pollution on the adjoining villages. This activity would be taken up duringthe developmental phase of the Vizhinjam Port and once the operations start there wouldbe a good greenbelt in place to improve the air quality and attenuate the excess noiselevels due to the cargo movement.

• All the vehicles involved in transhipment of cargo, susceptible to be air borne or liable forfugitive suspension, would be covered adequately with tarpaulins in order to protect theroad users from the wind blown dust.

• The vehicles involved in transportation would be checked periodically to ensure thatemissions are within the permissible limits.

• The port vehicles that are involved in the cargo transhipment will have valid PollutionUnder Control (PUC) Certificates.

5.3.4 Solid Waste Management

As solid waste disposal is not being currently practised, Vizhinjam and it’s coastal areas aresusceptible to pollution. The site already identified by Thiruvananthapuram Corporation andacquired by Vizhinjam Grama Panchayat for solid waste disposal is shown in FigureFD0501. This site is about 3 km from the proposed Vizhinjam Port site and solid wastesgenerated during Vizhinjam Port operations are proposed to be disposed at this site. Thesolid wastes generated would be segregated as bio-degradable and non-degradable. Itwould be attempted to recycle the non-degrading wastes.



5.3.5 Hazardous Material Management

Vehicles for transportation of cargo, equipments used in the port for loading and unloading ofcargo, vessels calling at the port, etc. will require fuel oils, POL products, lube oils, etc.Bunkering for fuel oil will be provided at the port.

The following sections present a broad hazardous materials management plan for theoperation phase of the Vizhinjam Port, which would need to be detailed, to minimise the risksfrom storage and handling of hazardous materials. The components to be considered in theplan are:

• Screening of the materials• Hazardous materials management program• Community involvement and awareness

5.3.5.1 Screening of the Materials

This is the first step in the hazardous materials management program. The screening willinvolve formulating hazard 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.

5.3.5.2 Hazardous Materials Management Program

The hazardous materials management program is a comprehensive system that sets outwritten policies and procedures to implement the program, assigns responsibilities forimplementing the program and provides training, monitoring, recording and performance ofthe system. Also, it provides a system for periodic evaluation such as compliance audits inmeeting the objective of the program. The components of the program are:

Management Actions

The management actions will include monitoring of workers health and safety, trainingneeds, record keeping and reporting.

Preventive Measures

The objective of the preventive measures is to develop and implement the procedures toprevent accidents in the unforeseen conditions.

Emergency Preparedness and Response Plan

This is one of the important tools in the hazardous materials management program. Theplan will include preparedness and responsive principles, communication with localauthorities, medical aspects, emergency response, incident reporting and investigation,record keeping and emergency response training.

It is suggested that a detailed hazardous materials management program be prepared andimplemented during the operation phase of the Vizhinjam Port.



5.3.6 Disaster Management Plan

The cargo proposed to be handled at Vizhinjam Port is mostly non-hazardous in nature.However, to meet any eventuality and to combat hazards from port operations, DisasterManagement Plan (DMP) is a pre-requisite. The Disaster Management Plan will list out thenecessary Emergency Response Procedures along with an organisational framework. Thissection presents a broad outline of the plan and a detailed plan would have to be preparedfor the operation phase of the port.

5.3.6.1 Emergency Response Procedures for Hazards from Port Operation

Contingency plans backed up by adequate and well-maintained equipment, detailedprocedures and personnel trained are essential in combating various hazards anticipatedfrom the port operations. The Port Developer would prepare a contingency plan broadlycovering the following:

• A database of the available resources (regional, national and international groups) so thatit can be used in contacting the groups involved in disaster management in the event ofany spillage depending on the magnitude.

• Identification of sites for disposal of contaminated debris.• Identify the specialised equipment and plan for procurement, deployment and

maintenance.• Training for the personnel.• Establishment of an authority and framing of responsibilities of individuals in the event of

any spills / hazards.

5.3.6.2 Disaster Management Plan for Cyclones

The Developer of Vizhinjam Port will develop a customised DMP to cope during disastersfrom natural calamities such as cyclones. Proper planning can reduce the potential damagefrom disasters in terms of losses to human lives, plant / port assets, environmental damageand rehabilitation costs. The DMP will be prepared by the Developer in consultation with theDepartment of Ports, Government of Kerala.

The main components of the DMP will include the following:

• Pre-Disaster (or Pre-Cyclone) Plan• On (or During Cyclone) Disaster Plan• Post (or After Cyclone) Disaster Plan.

Rough-Weather Status Classification

The rough weather operations will be controlled in three stages:

• Green Status – The operations of loading / unloading will be carried out asplanned.

• Yellow Status – This is an alert stage indicating possibility of rough weather.Still operations can be continued with all emergencyprecautions.

• Red Status – Emergency situations or rough weather and operation will be



suspended. Activities controlled by In-Charge of emergencyoperations. The vessel will be moved to safe anchorage or willbe advised to proceed to sea.

Organisation Structure

An organisational structure will be developed with various officials of Vizhinjam Portdesignated as various co-ordinators during disaster management. The roles andresponsibilities including details of succession chart (second-line) will be defined.

Communication System

A communication system, with a degree of redundancy, which will be fully functional during adisaster would be provided including standby power arrangement. The communicationsystem will be functioning from the Emergency Control Centre.

Emergency Control Centre (or Control Room)

An Emergency Control Centre will be established and equipped with all the communicationsystems at a pre-designated safe place for co-ordination.

Pre-Cyclone Plan

Pre-Cyclone Measures

The Vizhinjam Port will maintain and exchange information continuously with the local IMDauthorities at Thiruvananthapuram for continuous updates of meteorological conditions, ingeneral, and emerging / predicted weather phenomenon such as Cyclones, in particular.Upon issue of a cyclone warning by the IMD, the Vizhinjam Port would immediately initiatethe Pre-Cyclone Measures. The Department of Ports and District Collector ofThiruvananthapuram would be informed of the imminent cyclone. All Vizhinjam Port officialsdealing with operations and disaster management will be informed.

Pre-Cyclone Exercise

On signalling of a cyclone alert, the Control Room will be manned 24 hours a day for disastermanagement. The ‘Weather Signals’ depending on the data available about the cyclone andit’s threat perception will be informed to all personnel. The cargo handling operations will beregulated as per the rough-weather classification and will be continued with all emergencyprecautions. The different personnel of Vizhinjam Port would assume their roles andresponsibilities, as previously identified, for disaster management. The standby arrangementfor 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 toawait instructions regarding the same. All Port Crafts, Tugs and Ships will be fully securedinside the harbour area. Booms of mobile cranes will be lowered. Communication systemincluding standby arrangement will be tested for working condition. Vehicles involved inrescue operations will be checked for working condition. Port Crafts, Tugs to be engaged inrescue will be kept in readiness. The safety of cargo in the port area will be ensured.

During Cyclone Plan



The emergency alarm siren will be raised as per the ‘Alarm System’. All personnel will beevacuated except essential operational personnel and personnel dealing with disastermanagement. The cargo handling operations will be suspended. The vessel will be moved tosafe anchorage or will be advised to proceed to sea. The stored cargo will be protected andsecured. Power supply will be disconnected and alternative power supply will be restored inessential operational areas. Port Crafts and Tugs will continue to be in readiness for rescue.

Post Cyclone Plan

This would be the rescue and rehabilitation stage after passing of the cyclone. The damageswould 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 possibleenhancements to the DMP.

Training

Periodical training sessions including mock drills will be organised for building awarenessand checking effectiveness of the system.

District Level Emergency Committee

As part of DMP, a District Level Emergency Committee will be set up for major offsiteemergencies. This committee would comprise of the following members:

• District Collector, Thiruvananthapuram• Regional Transport Authority, Thiruvananthapuram• District Medical Superintendent, Thiruvananthapuram• Police Department, Vizhinjam and Thiruvananthapuram• Fire Department, Thiruvananthapuram• Officials of Vizhinjam Fishery Harbour• Officer In-Charge of Vizhinjam Port.

Mutual Aid Scheme

A Mutual Aid Scheme will also be included in the DMP involving ports in the vicinity such asCochin Port and Tuticorin Port. The arrangements for requesting of services of agenciessuch as Coast Guard, Navy, Airforce of Government of India and Department of Ports ofGovernment of Kerala will be defined.

5.3.6.3 Community Involvement and Awareness

The nearest settlements to the Vizhinjam Port are Vizhinjam, Mulloor and Pulinkudi and it isnecessary to appraise the local communities about the activities involved in the developmentand operation of the project. The following information would be listed in the project site:

• Providing general information on the nature and extent of offsite affects in the event ofunforeseen circumstances.

• Details of the safety measures to be adopted in tackling the hazards in the event of anydisaster.

• Involving the community members and developing awareness in them regardingemergency preparedness and disaster management.

• Record keeping.



5.3.7 Greenbelt Development

Greenbelt is proposed to be developed to mitigate the impacts and enhance the quality ofenvironment and improve the aesthetics as follows:

• Greenbelt development is proposed along the entire boundary of the Vizhinjam Port. Inaddition, tree cover will be developed within the port areas wherever feasible.

• The greenbelt width would be varying from 7 to 10 m.• The greenbelt area is 9.3 ha and 15.51 ha in the Short-Term and Long-Term

development, respectively.• The tree species for the greenbelt development would be native species and will be in

line with the local ecology.• Possibilities for utilising treated effluent for the greenbelt requirements will be explored

thereby contributing to the reduction in water usage.

5.3.8 Population Influx Due to Vizhinjam Port

The operation of Vizhinjam Port will exert significant changes on the landuse pattern in thesurroundings through population influx and from induced development resulting in creation ofemployment potential and development of commercial establishments. This activity if notplanned and developed will create chaos affecting the integrity of the port and would not be asustainable development.

The following measures are / shall be taken into consideration, which will be useful inrestricting the development.

• As development of Vizhinjam Port is proposed as an integral part of ThiruvananthapuramRegional Programme, the regional planning authorities should prevent any unplannedgrowth by drafting developmental controls and regulate / implement / enforce the same topreclude / minimise impacts from induced development.

• The Port Developer, in consultation with the local authorities, would monitor all thedevelopments in and around the Vizhinjam Port.

5.3.9 Training of Personnel

To ensure that the port operates safely and to manage the emergencies, the following isproposed:

• The personnel involved in the operation of the port would be trained for identification ofvarious hazards, methods to combat, responsiveness to emergency preparedness, etc.

• Further, the personnel involved in handling of cargo would be trained for handling oil /chemicals spills, fire fighting methods, etc.

5.4 Environmental Monitoring

The mitigation measures suggested in the preceding sections require environmentalmonitoring of air quality, noise levels, seawater, sediment, groundwater quality during thedevelopment and operation phase of the Vizhinjam Port. Offshore and onshoreenvironmental surveys will be carried out to meet the monitoring requirements. Themonitoring requirements would be carried out through sub-contracting the assignment to anapproved agency with capabilities to undertake monitoring of onshore and offshoreenvironmental surveys.



The environmental attributes to be monitored during the construction and operation phase ofthe Vizhinjam Port, specific description along with the technical details of the environmentalmonitoring including the monitoring parameters, methodology, sampling locations andfrequency of monitoring are presented Annexure D.

5.5 Institutional Mechanism

The effective implementation and close supervision of the environmental monitoringprogramme, as specified in the Annexure D, to negate the environmental impacts which arelikely to arise due to the development and operation phase of Vizhinjam Port could beachieved only through a suitable institutional mechanism. A broad institutional mechanismresponsible for the implementation of the mitigation measures is presented below:

The implementation of the Environmental Monitoring Programme (EMP) will be theresponsibility of the proposed Developer of Vizhinjam Port. The Port Developer would seethat the environmental monitoring works are included in the EPC contracts. The EPCcontractor would appoint a full-time Environmental Officer to monitor the mitigation measuresand keep a daily record of the same.

The responsibilities of the Environmental Officer would include day to day recording ofmitigation measures; planning and execution of environmental monitoring; review of thereport submitted by the monitoring agencies; comparing the results with baseline; checkingthe level of compliance of results with respective standards; recommending correctivemeasures, if necessitated; preparation of monthly progress reports and documenting all theactivities.

The Environmental Officer of the EPC Contractor would report the monitoring programme tothe Environmental Management Unit of the Port Developer.

The Environment Management Unit of the Port Developer would also carry outenvironmental monitoring on random basis through an independent agency, other than the

Environmental Officer(Full-time)

Developer ofVizhinjam Port

EPC ContractorEnvironment

Management Unit

Independent Agencyfor Environmental

Monitoring



EPC contractor’s agency, to check the monitoring results being reported. The PortDeveloper would appoint advisors / experts, if required, to review the monitoring results andprovide recommendations during the construction and operation phases.

5.5.1 Reporting Procedures

The Environmental Officer of the EPC Contractor will supervise all the environmentalmonitoring operations and document the test results on a monthly basis in the form ofprogress reports. The report would include results of the environmental monitoring programs,actions carried out with respect to the results of monitoring as prepared and implemented.The reports would be submitted to the Port Developer, which the Developer in turn wouldsubmit to KSPCB.

5.6 Implementation Schedule and Cost Estimation

5.6.1 Implementation Schedule

The development of Vizhinjam Port is likely to commence in 2007 and prior to thatimplementation of EMP would commence.

5.6.2 Budgetary Estimates for Environmental Monitoring

The budgetary estimates for environmental monitoring during the construction and operationphase (annual) of Vizhinjam Port are Rs. 50,68,800/- and Rs. 13,74,200/- respectively. Theestimates are presented in Table 5-1 and

, respectively.

Table 5-1: Costs for Environmental Monitoring During Construction Phase

S.No. Parameter Unit Rate

(Rs.) Qty Total (Rs)

Offshore Environment1 Collection, preservation and analysis

of marine water samples for physico-chemical parameters including heavymetals at Surface, Middle andBottom using a Nishkin samplerincluding Phytoplankton andZooplankton.

5,000 219 10,95,000

2 Collection and analysis of marinewater for monitoring of turbidity

300 4682 14,58,000

3 Collection, preservation and analysisof sediment samples for physico-chemical parameters including heavymetals. Also assessment of BenthicFlora and Fauna throughpreservation of sediment sampleswith necessary reagents.

5,000 219 10,95,000

Onshore Environment



S.No. Parameter Unit Rate

(Rs.) Qty Total (Rs)

4. Ambient Air Quality Monitoring forSPM, RPM, SO2, NOx, CO & HC

3,000 108 3,24,000

5. Noise Level monitoring 1,000 108 1,08,0006 Ground Water Quality monitoring for

physico-chemical parametersincluding heavy metals as per IS10500, IS 2296 and other relevantstandards

1,800 216 3,88,800

Sub total 44,68,8007. Mobilization and Demobilization

Charges @ Rs. 10,000 per month2,40,000

8. Man-month cost for theEnvironmental Officer for 24 months@ Rs. 15,000 per month

3,60,000

Grand Total 50,68,800

Table 5-2 : Costs for Environmental Monitoring During Operation Phase (Annual)

S.No.

Parameter Unit Rate(Rs.) Qty Total

(Rs.)

Offshore Environment

1. Collection, preservation and analysisof marine water samples for physico-chemical parameters including heavymetals at viz. Surface, Middle andBottom using a Nishkin samplerincluding Phytoplankton andZooplankton.

5,000 52 2,60,000

2. Collection, preservation and analysisof Sediment samples for physico-chemical parameters including heavymetals. Also assessment of BenthicFlora and Fauna throughpreservation of sediment sampleswith necessary reagents.

5,000 39 1,95,000

Onshore Environment

3. Ambient Air Quality Monitoring atfive locations @ two days in a weekon 24 hr basis for SPM, RPM, SO2,NOx, CO , HC &CL

3,000 480 3,36,000

4. Noise Level monitoring at five 1,000 240 2,40,000



S.No.

Parameter Unit Rate(Rs.) Qty Total

(Rs.)

locations for one day on 24hrly basis

5. Ground Water Quality monitoring forphysico-chemical parametersincluding heavy metals as per IS10500 , IS 2296 and other relevantstandards

1,800 24 43,200

Sub total 10,74,200

6. Mobilisation and DemobilisationCharges @ Rs 10,000.00 per month

1,20,000

7. Man-month cost for theEnvironmental Officer for 12 months@Rs 15,000.00 per month

1,80,000

Grand Total 13,74,200

ANNEXURES

ANNEXURE A

SOCIAL SURVEYS QUESTIONNAIRE


Annexure A: Social Surveys QuestionnairePage A-1

Annexure A: Social Surveys Questionnaire

HOUSE HOLD INTERVIEW SCHEDULE SOCIO - ECONOMIC SURVEY OF DIFFERENT OCCUPATIONAL CATEGORIES UNDER

CAPITAL REGION DEVELOPMENT SCHEME, TIRUVANANTHAPURAM

1 IDENTIFICATION

1.1 Name of the respondent _________________________________________

1.2 Sex (Male - 1 Female - 2) _________________________________________

1.3 Age (in completed years) _________________________________________

1.4 S/o or W/o _________________________________________

1.5 Name of the head of the family _________________________________________(if it differs from 1.1)

1.6 House No. _________________________________________

1.7 Ward Name & No. _________________________________________

1.8 Name of the village _________________________________________

1.9 Name of the Panchayat _________________________________________

1.10 Name of the CD Block _________________________________________

1.11 Name of the Taluka _________________________________________

1.12 Name of the District _________________________________________

1.13 Community to which the respondent belongs toSC (1) ST (2) BC (3) OC (4)

1.14 Religion to which the respondent belongs toHindu (1) Muslim(2) Christian (3) Any Other (4) (Specify)___________________

1.15 Since how long the respondent has been living in the settlement/village ?

Since Birth (1) More than 25 years (2) 15 to 25 years (3)10 to 15 years (4) 5 to 10 years ((5) Less than 5 years (6)

1.16 Whether the respondents name is included in the voters list of the settlement/village ?Yes (1) No (2)

1.17 Whether holding a ration card ?Yes (1) No (2)

1.18 If the answer to 1.17 is yes whether it is a white or pink cardRed (1) Blue (2)



2 PROFILE OF THE RESPONDENTS FAMILY

2.1 Status of the family

Joint Family (1) Nuclear Family (2) Single Member (3)

2.2 Composition of Demographic, Social and Economic Profile of the family

S.No Name Sex Age Relation withthe HOF

MartialStatus

Education UsualActivity

MainOccupation

SubsidaryOccupation

SkillPossessed

Income permonth

Remarks

1 2 3 4 5 6 7 8 9 10 11 12 13

1

2

3

4

5

6

7

8

9



10

11

12

HOF: Head of the Family Sex Code: Male – 1, Female - 2 Relation Code: Self-1, Wife-2, Son-3, Daughter-4, Father-5, Mother-6, Others-7

Marital Status Code: Married -1, Unmarried - 2, Widow - 3,Widower - 4

Education Code : As studied 1,2,3,4,5,6,7,8,9,10, 11 & 12 (for intermediate 1st and 2ndyear), 13, 14,15 (for degree 1st, 2nd & 3rd year) PG-16, Technical - 17, Uneducated - 18

Usual Activity Code : Employed -1, Unemployed -2, Housewife - 3, Student - 4, Retired - 5, School age children – 6, Non-school age children -7, Others - 8

Occupation Code : Agriculture/Culitivation/Farmer - 1; Agricultural labour - 2; Non-farm labour (Un skilled) - 3; Dairy/Goatry/Sheeprearing/Fishing/Plantation - 4; Mining and Quarrying - 5; Household industry(Cottage industry/Pottery/Blacksmith/Goldsmith)- 6; Industriallabour/Wages/Manufacturing Processing -7; Construction Labour -8; Trade and Commerce - 9; Transport/Storage/Communication -10; Private Services -11; Govt. Services - 12; Professional - 13



2.3 Economics of Occupation

1 2 3 4 5 6 7 8 9 10 11 12 13 14

Code OccupationDetails

No. of DaysEngaged/Year in a

month/ Year

AreaAcres/

Sq.Yards/

Location

ProductionValue in

Kgs/QuintalsUnits/No

ProductionValue inRupees

Cost of Labour (Rs) Cost ofrawMaterial/Tran-sport/Fuel

TotalCost/Expen-diture (Rs)

TotalIncome(Rs)

TotalProfit/(Rs)Net Income(11-10=12)

RemarksUnit CostFixed CostWorkingCapital

AnyOtherDetails

Own(Rs)

Hired(Rs)

1 Agriculture

1.1 Cultivation

1.2 Farmer (Own)

1.3 Share Cropping

2 AgricultureLabour

3 Non-farmLabour(Unskilled)

4 Fishing etc.

4.1 Fishing

4.2 Plantation



1 2 3 4 5 6 7 8 9 10 11 12 13 14



month/ Year

AreaAcres/

Sq.Yards/

Location

ProductionValue in





TotalIncome(Rs)



AnyOtherDetails

Own(Rs)

Hired(Rs)

4.3 Sheep rearing

4.4 Goatry

4.5 Dairy

5 Mining andQuarrying

6 HouseholdIndustry

6.1 Cottage Industry

6.2 Basket making

6.3 Rope making

6.4 Pottery

6.5 Blacksmith



1 2 3 4 5 6 7 8 9 10 11 12 13 14



month/ Year

AreaAcres/

Sq.Yards/

Location

ProductionValue in





TotalIncome(Rs)



AnyOtherDetails

Own(Rs)

Hired(Rs)

6.6 Goldsmith

6.7 Handloom

7 Industrial labour

7.1 Wages

7.2 Manufacturing

7.3 Processing

8 Constructionlabour

9 Trade andCommerce

9.1 Holiday resorts

9.2 Health Resorts



1 2 3 4 5 6 7 8 9 10 11 12 13 14



month/ Year

AreaAcres/

Sq.Yards/

Location

ProductionValue in





TotalIncome(Rs)



AnyOtherDetails

Own(Rs)

Hired(Rs)

9.3 Small Trades

9.4 CommercialActivity

10 Transport etc.

10.1 Private Service

10.2 Storage (ColdStorage e.t.c.)

10.3 Communication(Tele e.t.c.)

11 Private Services

11.1 (White Collar)

11.2 (Blue Collar)

12 Govt. Services



1 2 3 4 5 6 7 8 9 10 11 12 13 14



month/ Year

AreaAcres/

Sq.Yards/

Location

ProductionValue in





TotalIncome(Rs)



AnyOtherDetails

Own(Rs)

Hired(Rs)

12.1 GazettedOfficers

12.2 Non-GazettedOfficers

12.3 Ministerial Staff(ClassIV)

13 Professional

13.1 Doctors

13.2 Lawyers

13.3 InformationTechnology

13.4 Others



3 ASSETS

3.1 Type of house

Thatched house - 1,

Mud-house with thatched roof - 2

Pucca house with Slab (RCC) - 3

Mud-house with tiled roof/stone slab - 4

Pucca house with tiled roof/stone slab - 5

3.1.1 Whether it is

Owned (1) Rented (2)

3.2 Do you have any agriculture land?

Yes (1) No (2)

3.2.1 If yes , then specify the area in acres

Wet______________ Dry ________________ Total ________________

3.2.2 What type of crops are cultivated

Paddy (1) Pulses (2) Millets (3) Others (Specify) (4) ______________

4 OCCUPATION DETAILS

What is your main Occupation ? ______________

Occupation Code :Agriculture/Cultivation/Farmer - 1; Agricultural labour - 2; Non-farm labour(Unskilled) - 3;

Dairy/Goatry/Sheep rearing/Fishing/Plantation - 4; Mining andQuarrying - 5; Household industry (Cottage Industry/ Pottery/Blacksmith/ Goldsmith)-6; Industrial Labour/Wages/ ManufacturingProcessing -7; Construction Labour -8; Trade and Commerce - 9;Transport/Storage/Communication -10; Private Services - 11; Govt.Services - 12; Professional - 13.



If your main Activity is Fishing, Pl. give the following details.

Fishing

Means & Mode

4.1 What type of Fish catching you generally practice ? _______________1- Shorsien Fishing , 2- Gillnet Fishing, 3- Only TraditionalWooden Boat ( Cataraman) , 4 - On Boat Engine, 5 - Mechanised

4.2 How many hours are you engaged in Fishing ?

1 - Early Morning --- Hours 2 - Evening --- Hours , 3 - Late Evening ---Hours..

4.3 How far you go deep into the sea (continental shelf) for fishing? __________________

4.4 How many boats/ nets you have itsCost?

(1) Manual boats __________ (2) Mechanical / Motorised boats ______________

No.______, Rs._________ No. ________, Rs._________

(2) Nets

Sl. No. Type of Net No. Cost Total

1 Big Net

2 Small Net.

TOTAL

4.4.1 Did you get any economic support from Govt. for purchase of the fishing craft, nylonnets etc.,

Yes (1) No (2)

If yes , to what extent

(I) Subsidy Rs. _______________

(II) Margin Money Rs. _________

(III) Bank Loan Rs. _____________

Total Rs. _________________



4.5 Please give Details of Type of Fish & Quantity you generally get per Day.

Sl. No. Type of Fish Quantity Rate/Kg. TotalValue

1 Big

2 Small

TOTAL

4.6 Since how long have you been in this activity ? ____________

4.7 How many members are engaged in fishing ? _________________

Sl. No. Members No. Labour Cost TotalCost

/ per day.

1 Family

2 Labour

TOTAL

4.8 What is your per Day Expenditure on Fish Boat Operation ?

Sl. No. OthersTypeof Boat

Fuel( in Lts.)

FamilyLabour

OtherLabour

RepairsMaintain

TotalCost ( Rs.)

1 Manual

2 On Boat

Engine

3 Mechanized



4.9 How do you market your Fish Catch? -

Sl. No Type Qty Value Total

1 Middlemen

2 Family

TOTAL

4.10 Where do you sell the fish catch ?

(1) On the spot (2) Near by market (Specify place & distance )

Mode of sale

(1) By direct sale (2) Through middle man (3) Through auction in the market

Means of transport

(1) By road (2) By rail

4.11 Is there any Co-operative society or Govt. agency that lends support to

local fishermen in marketing their fish crop

4.12 For how many months in a year go for fishing ? _____________

4.13 What do you do for you livelihood during the non-fishing season?________________________

5 INCOME

5.1 Annual Income from all sources

a) Agriculture

b) Fishery Rs. ________________

c) Dairy Rs. ________________

d) Poultry/ Sheep/ Goatry-rearing Rs. ________________

e) Household industry Rs. ________________

f) Other industry Rs. ________________



g) Trading Rs. ________________

h) Services Rs. ________________

i)Wages Rs. ________________

j) Rent and interest Rs. ________________

k) Other income Rs. ________________

Total income Rs. ________________

6 EXPENDITURE

6.1 Annual expenditure on the following items

1) Fishing

a) Fuel Rs. ________________

b) Wages Rs. ________________

c) Repairs & Maintenance of boats Rs. ________________

d) Transport Rs. ________________

Total Rs. ________________

2) Other than fishing expenditure Rs. ________________

3) Basic needs

a) Food Rs. ________________

b) Milk Rs. ________________

c) Clothing Rs. ________________

d) Health care Rs. ________________

e) Education Rs. ________________

f) Any other (specify) Rs. ________________

Total Rs. ________________

6.2 Grant Total (expenses) (1 + 2 + 3 ) Rs. ________________

7 NET INCOME Rs. ________________

(Income - Expenditure (5 - 6))



8 OTHER OCCUPATIONAL GROUPS

If you are Engaged in other than Fishing Activity, what is your Main Occupation?________________

Occupation Code :

Agriculture/Culitivation/Farmer - 1; Agricultural labour - 2; Non-farm labour (Unskilled) - 3;Dairy/Goatry/Sheep rearing/Plantation - 4;Mining and Quarrying - 5; Household industry(Cottage industry/ PotteryBlacksmith/Goldsmith)-6;Industrial Labour/ Wages/ ManufacturingProcessing -7;Construction Labour -8; Trade and Commerce - 9; Transport/ Storage/Communication -10;Private Services - 11; Govt. Services - 12; Professional - 13.

8.1 Period

All the 12 months in the year - 1 , Part of the Year / Seasonal - 2 (Specify No of Months ) ,

8.2 If you are Engaged on l part of the year/ Seasonal, what do you do in the Remaining Period? _______________________

8.2.1 Type of Occupation

Occupation Code :

Agriculture/Culitivation/Farmer - 1; Agricultural labour - 2; Non-farm labour(Un skilled) - 3;

Dairy/Goatry/Sheep rearing/Plantation - 4;Mining and Quarying - 5; Household industry(Cottage industry/ Pottery/ Blacksmith/ Goldsmith)- 6; Industrial labour/ Wages/Manufacturing Processing -7;Construction Labour -8; Trade and Commerce - 9; Transport/Storage / Communication -10;Private Services - 11; Govt. Services - 12; Professional - 13.

8.2.2 Wage earned Daily in Rs. ___________________

8.2.3 Total Income Earned During the Period in Rs. __________________ .

Less than 1000 - 1, 1000 to 2000 - 2, 2001 to 4000 - 3, 4001 to 6000 - 4, 6001 to 8000 - 5,8001 to 10000 - 6, 10000 to 12000 - 7, 12001 and above - 8.

8.3 What is your Monthly Income in Rs. ? ______________

Less than 1000 - 1 , 1000 to 2000 - 2 , 2001 to 4000 - 3 , 4001 to 6000 - 4 , 6001 to 8000- 5 , 8001 to 10000 - 6 . 10000 to 12000 - 7 , 12001 and above - 8.

8.4 What is your Monthly Expenditure in Rs. ? ______________

Less than 1000 - 1 , 1000 to 2000 - 2 , 2001 to 4000 - 3 , 4001 to 6000 - 4 , 6001 to 8000- 5 , 8001 to 10000 - 6, 10000 to 12000 - 7 , 12001 and above - 8.

8.5 What is your Savings per Month in Rs. ? _______________Nill - 1 , Upto 100 - 2 , 10 to 200 - 3 , 201 to 400 - 4 , 401 to 600 - 5 , 601 to 900 - 6

900 to 1000 - 7 , 1000 to 2000 - 8 , 20001 and above - 9



9 ATTITUDE ON REGIONAL DEVELOPMENT INCLUDING INFRASTRUCTURE ANDINDUSTRIAL DEVELOPMENT

9.1 Do you Agree that this Region is Under Developed in terms of Poor Roads,Rail Lines & Industrial Development ? ________________

Agree - 1 , Disagree - 2 , Can't Say - 3.

9.2 If you Disagree, Can you specify how this region is alreadyDeveloped

In terms of Road, Rail & Industrial Development ?_________________

9.3 Do you Support future New Road, Rail & Industrial Development in your Region ?________

Yes - 1 , No -2 , Can't Say -3.

9.4 IF your Answer is No, Can you specify the Reasons ?______________

9.5 If Proper care is taken to solve your Socio -Economic Problems due to DevelopmentProjects ( Road, Rail & Industrial Development ) in your Region, will you support futureDevelopmental Works in Your Area ? _______________

Yes - 1 , No -2 , Can't Say -3.

9.6 If No, then Specify Your Reasons ?___________________________

10 RANKING OF PRIORITIES FOR DEVELOPMENT INDICATORS IN THE AREA

What are your Priorities of Infrastructural & Industrial Development in Your Area ?

10.1 Better Roads/ Widening of Roads for Smooth Movement Of Vehicles

10.2 New Raliway Line Connections

10.3 Better Management of Beach Front Road / Pathway with Electricity

Water and Sanitation Facilities



10.4 Better health care for Infants / Children / Women &Men

10.5 Cleaner Environment around fishinggrounds

10.6 Promotion of Technical Education Centres

10.7 Improvement of Inland Water ways

10.8 Strengthening and Improving Present Marine /Fish Catch /Processing

Storage / Marketing in order to benefit Fishermen & women

10.9 Curbing Evil Habits like Drinking Liquor , Smoking amongPeople through IEC Campaigns and make them Better Citizens

10.10 Promotion of Industrial Development by establishing industries related to

Fisheries / Coir / Handlooms / Horticulture etc.. even necessary

a new Sea port

10.11 Better Coastal Management Plan in collaboration with different Depts. likeRevenue, Fisheries, Port, Block, Panchayat, Elected People, NGO's etc..

ANNEXURE B

SOCIAL SURVEYS DATA TABLES


Annexure B: Social Surveys Data TablesPage B-1

Annexure B: Social Surveys Data TablesTable B-1 Distribution of Sample Households / Population By Zone, Village, Caste And Sex

S. No. Zone / Village SC ST BC OC TOTAL Family Size Wise FA M F T FA M F T FA M F T FA M F T FA M F T (22/19 )1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23I Very Core 1) VZM

Total No. 38 149 108 257 12 22 20 42 50 171 128 299 5.98 Percentage 100 57.98 42.02 100 100 52.38 47.62 100 100 57.19 42.81 100II Core 2) Venganoor Total No. 2 2 2 4 1 1 4 5 3 6 6 12 6 11 8 19 12 20 20 40 3.33 Percentage 66.7 50 50 100 100 20 80 100 23.1 50 50 100 75.0 57.89 42.11 100 48 50 50 100 3) Kottukal Total No. 1 0 3 3 0 0 0 0 10 17 18 35 2 4 4 8 13 21 25 46 3.53 Percentage 33.3 0 100 100 0 0 0 0 76.9 48.57 53.43 100 25 50 50 100 52 45.65 44.35 100

Core Total (2+3) No. 3 2 5 7 1 1 4 5 13 23 24 47 8 15 12 27 25 41 45 86 3.44 Percentage 100 28.57 71.42 100 100 20 80 100 100 48.94 51.06 100 100 55.55 44.44 100 100 47.67 52.32 100

III Buffer 4) Thiruvallam Total No. 3 3 8 11 0 0 0 4 4 5 9 3 8 5 13 10 15 18 33 3.3 Percentage 100 27.27 72.73 100 0 0 0 23.5 44.44 55.55 100 60 61.53 38.46 100 40 45.45 55.55 100 5) Karamkullam Total No. 0 0 0 0 0 0 0 13 32 25 57 2 3 2 5 15 35 27 62 4.13 Percentage 0 0 76.5 56.15 43.85 100 40 60 40 100 60 56.45 43.55 100

Buffer Total (4+5) No. 3 3 8 11 0 0 0 17 36 30 66 5 11 7 18 25 50 45 95 3.8 Percentage 100 27.27 72.73 100 100 0 0 100 54.55 45.45 100 100 61.11 39.89 100 100 52.63 47.37 100

IV All ZonesTotal No. 6 5 13 18 1 1 4 5 68 208 162 370 25 48 39 87 100 262 218 480

Percentage 6 27.77 72.23 100 1 20 80 100 68 56.21 43.78 100 25 55.17 44.82 100 100 54.58 45.41 100

SC = Scheduled Caste; ST = Scheduled Tribe; BC = Backward Caste; OC = Other Caste (Upper Caste) FA = No. of Families / Households; M = Male



Table B-2 Distribution of Sample Households By Sex RatioSEXS. No.

Zone / VillageWise MALE FEMALE TOTAL

SEXRATIO

1 2 3 4 5 6I Very Core

1) VZM Total No. 171 128 299 1:0.75Percentage 57.19 42.81 100

II Core2) VenganoorTotal No. 20 20 40 1:1Percentage 50 50 1003) KottukalTotal No. 21 25 46 1:1.19Percentage 45.65 44.35 100Core Total(2+3) No. 41 45 86 1:1.09Percentage 47.67 52.32 100

III Buffer4) ThiruvallamTotal No. 15 18 33 1:1.2Percentage 45.45 55.55 1005) KaramkullamTotal No.Percentage 35 27 62 1:0.77Buffer Total 56.45 43.55 100(4+5) No. 50 45 95 1:0.9Percentage 52.63 47.37 100

IV All ZonesTotal No. 262 218 480 1:0.83Percentage 54.58 45.41 100

Table B-3: Distribution of Sample Households / Population By Type of Landholding

S. No.

Zone/ VillageWise

Landless(0 ha)

Marginal(0.01 to 1ha)

Small(1.01 to 2.50ha)

Medium(2.51 to 5ha)

Large(5.01 +ha)

Total

1 2 3 4 5 6 7 8I Very Core

1) VZMTotal No. 37 12 1 0 0 50Percentage 74 24 2 0 0

II Core2) VenganoorTotal No. 6 6 0 0 0 12Percentage 50 50 0 0 0 1003) KottukalTotal No. 9 4 0 0 0 13Percentage 69.23 30.77 0 0 0 100Core Total



S. No.

Zone/ VillageWise

Landless(0 ha)

Marginal(0.01 to 1ha)

Small(1.01 to 2.50ha)

Medium(2.51 to 5ha)

Large(5.01 +ha)

Total

( 2+3 ) No. 15 10 0 0 0 25 Percentage 60 40 0 0 0 100

III Buffer4) ThiruvallamTotal No. 7 2 1 0 0 10Percentage 70 20 10 0 0 1005)KaramkullamTotal No. 13 1 1 0 0 15Percentage 86.65 6.67 6.67 0 0 100Buffer Total(4+5) No. 20 3 2 0 0 25Percentage 80 12 8 0 0 100

IV All ZonesTotal No. 72 25 3 0 0 100Percentage 72 25 3 0 0 1001 Hectare = 2.47 Acres = 247 Cents

Table B-4: Distribution of Sample Households by Type of HousePuccaS. No. Zone/ village

WiseHutsCode 1

KutchaCode2+4

Tiled/stoneCode 5

R.C.C.Code 3

Total

1 2 3 4 5 6 7I Very Core

1) VZMTotal No. 4 23 14 9 50Percentage 8 46 28 18 100

II Core2) VenganoorTotal No. 2 6 3 1 12Percentage 16.66 50 25 8.33 1003) KottukalTotal No. 3 3 5 2 13Percentage 23.07 23.07 41.66 15.38 100Core Total( 2+3 ) No. 5 9 8 3 25Percentage 20 36 32 12 100

III Buffer4)ThiruvallamTotal No. 2 4 4 0 10Percentage 20 40 40 0 1005)KaramkullamTotal No 1 7 6 1 15Percentage 6.67 46.67 40 6.67 100Buffer Total



PuccaS. No. Zone/ villageWise

HutsCode 1

KutchaCode2+4

Tiled/stoneCode 5

R.C.C.Code 3

Total

1 2 3 4 5 6 7 ( 4+5 ) No. 3 11 10 1 25 Percentage 12 44 40 4

IV All ZonesTotal No. 12 43 32 13 100

Percentage 12 43 32 13 100

Table B-5: Distribution of Sample Households by Head of the FamilyFamily headS. No.

Zone / VillageWise Male Female

Total

1 2 3 4 5I Very Core

1) VZMTotal No. 45 5 50Percentage 100 100 100

II Core 2) Venganoor 11 1 12 Percentage 52.4 25 48.0 3) Kottukal 10 3 13 Percentage 47.6 75 52

Core Total (2+3)No. 21 4 25Percentage 100 100 100

III Buffer4) Thiruvallam 8 2 10Percentage 34.8 100 405) Karamkullam 15 0 15Percentage 65.2 0 60Buffer Total (4+5)No. 23 2 25Percentage 100 100 100

IV All ZonesTotal No. 89 11 100

Percentage 89 11

Table B-6: Distribution of Sample Households by ReligionS. No. Zone / Village Wise Hindu Muslims Christian Others Total

1 2 3 4 5 6 7I Very Core A 1) VZM 18 3 29 0 50

Percentage 100 100 100II Core

2) Venganoor 11 0 0 1 12Percentage 52.4 0 0 100 48

3) Kottukal 10 2 1 0 13 Percentage 47.6 100 100 0 52



S. No. Zone / Village Wise Hindu Muslims Christian Others TotalCore Total (2+3) No. 21 2 1 1 25Percentage 100 100 100 100 100

III Buffer4) Thiruvallam 8 1 0 1 10Percentage 66.7 100 0 50 405) Karamkullam 4 0 10 1 15Percentage 33.3 0 100 50 60Buffer Total (4+5)No. 12 1 10 2 25Percentage 100 100 100 100 100

IV All ZonesTotal No. 51 6 40 3 100

Percentage 51 6 40 3 100

Table B-7: Distribution of Sample Households by LiteracyLiterate Illiterate TotalS. No.

Zone/ VillageWise M F T M F T M F T

1 2 3 4 5 6 7 8 9 10 11I Very Core

1) VZMTotal No. 115 96 211 56 32 88 171 128 299Percentage 54.50 45.50 100 54.54 45.56 100 54.50 45.50 100

II Core2) VenganoorTotal No. 19 19 38 3 3 6 20 20 40Percentage 50 50 100 50 50 100 50 50 1003) KottukalTotal No. 19 18 37 2 3 5 21 19 40Percentage 51.35 48.65 100 66.66 33.33 100 52.5 47.5 100Core Total(2+3) No. 38 37 75 5 6 11 41 45 86Percentage 50.6 49.4 100 60 40 100 51.25 48.75 100

III Buffer4) ThiruvallamTotal No. 15 14 29 1 2 3 16 14 30Percentage 51.72 48.28 100 100 0 100 53.33 46.66 1005) KaramkullamTotal No. 32 27 59 2 2 4 32 27 59Percentage 54.23 45.76 100 0 0 0 54.23 45.76 100Buffer Total(4+5) No. 47 41 88 3 4 7 50 45 95Percentage 53.41 46.59 100 100 0 100 53.93 46.06 100

IV All ZonesTotal No. 200 174 374 62 44 106 262 218 480

Percentage 53.47 46.52 100 56 44 100 53.78 46.22 100



Table B-8: Distribution of Sample Households by Level of EducationS. No. Zone / Village Upto Primary Upto SSC Upto Inter Degree & Above Total Wise M F T M F T M F T M F T M F T

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17I Very Core

1) VZMTotal No. 41 21 62 54 47 101 9 10 19 11 18 29 115 96 211Percentage 66.13 33.87 100 53.47 46.53 100 47.37 52.63 100 39.93 62.06 100 54.50 45.50 100

II Core2) VenganoorTotal No. 5 3 8 11 8 19 1 1 2 2 7 9 19 19 38Percentage 62.5 37.5 100 57.9 42.1 100 50 50 100 22.22 77.78 100 50 50 1003) KottukalTotal No. 3 3 6 12 7 19 0 5 5 4 3 7 19 18 37Percentage 50 50 100 63.16 36.84 100 0 100 100 57.14 42.86 100 51.35 48.65 100Core Total(2+3) No. 8 6 14 23 15 38 1 6 7 6 10 16 38 37 75Percentage 57.14 42.86 100 60.52 39.48 100 14.29 85.71 100 37.5 62.5 100 50.67 49.33 100

III Buffer4) ThiruvallamTotal No. 2 4 6 9 3 12 1 4 5 3 3 6 15 14 29Percentage 33.33 66.67 100 75.25 24.75 100 20 80 100 50 50 100 51.72 48.28 1005) KaramkullamTotal No. 10 6 16 20 16 36 0 3 3 2 2 4 32 27 59Percentage 62.5 37.5 100 55.56 44.44 100 0 100 100 50 50 100 54.24 55.76 100Buffer Total(4+5) No. 12 10 22 29 19 48 1 7 8 5 5 10 47 41 88Percentage 54.54 45.46 100 60.45 39.55 100 12.5 87.5 100 50 50 100 53.41 46.59

IV All ZonesTotal No. 61 37 98 106 81 187 11 23 34 22 33 55 200 174 374Percentage 62.24 37.76 100 56.68 43.32 100 32.35 67.65 100 40 60 100 53.48 46.52 100



Table B-9: Distribution of Sample Households by Period of StaySince Birth More than 15 to 25 10 to 15 5 to 10 Less thanTotalS. No.

Zone / Village

Wise 25 Years Years Years Years 5 Years 1 2 3 4 5 6 7 8 9I Very Core

1) VZMTotal No. 39 4 0 1 2 4 50Percentage 100 100 0 100 100 100 100

II Core2) VenganoorTotal No. 7 0 1 0 1 3 12Percentage 41.2 0 33.3 0 100 75 483) KottukalTotal No. 10 0 2 0 0 1 13Percentage 58.8 0 66.7 0 0 25 52Core Total (2+3)No. 17 0 3 0 1 4 25Percentage 100 100 100 0 100 100

III Buffer4) ThiruvallamTotal No. 7 3 0 0 0 0 10Percentage 63.6 75 0 0 0 0 405) KaramkullamTotal No. 4 1 2 3 1 4 15Percentage 36.4 25 100 100 100 100 60Buffer Total (4+5)No. 11 4 2 3 1 4 25Percentage 100 100 100 0 100 100

IV All ZonesTotal No. 67 8 5 4 4 12 100Percentage 67 8 5 4 4 12



Table B-10: Distribution of Sample Households / Population by Age

S. No. Zone / Village 0-1 YR 2-5 YRS 6-12YRS 13-19YRS 20-39YRS 40-59TRS 60 & ABOVE TOTAL Wise M F T M F T M F T M F T M F T M F T M F T M F T1 2 I Very Core 1) VZM

Total No. 6 3 9 13 13 26 17 6 23 31 21 52 57 49 106 33 25 58 15 10 25 171 128 299 Percentage 66.66 33.33 100 50 50 100 73.91 26.08 100 59.61 40.38 100 53.77 46.22 100 55.17 44.82 100 60 40 100 57.19 42.80 100II Core 2) Venganoor 1 0 1 0 1 1 1 2 3 3 3 6 7 7 14 5 3 8 3 4 7 20 20 40 Total No. Percentage 100 0 100 0 100 100 33.33 66.66 100 50 50 100 50 50 100 62.5 37.5 100 42.85 57.14 100 50 50 100 3) Kottukal 0 2 2 0 3 3 1 0 1 1 1 2 10 9 19 6 7 13 3 2 5 21 25 46 Total No. Percentage 0 100 100 0 100 100 100 0 100 50 50 100 52.63 47.36 100 46.15 53.85 100 60 40 100 45.65 54.34 100

Core Total (2+3) No. 1 2 3 0 4 4 2 2 4 4 4 8 17 16 33 11 10 21 6 6 12 41 45 86 Percentage 33.33 66.66 100 0 100 100 50 50 100 50 50 100 51.51 48.48 100 52.38 47.61 100 50 50 100 47.67 52.32 100

III Buffer 4) Thiruvallam Total No. 0 0 0 0 4 4 0 1 1 0 4 4 7 5 12 6 3 9 2 1 3 15 18 33 Percentage 0 0 0 0 100 100 0 100 100 0 100 100 58.33 41.66 100 66.66 33.33 100 66.66 33.33 100 45.45 54.54 100 5) Karamkullam Total No. 1 2 3 2 0 2 8 3 11 6 3 9 11 8 19 11 5 16 2 1 3 35 27 62 Percentage 33.33 66.66 100 100 0 100 72.72 27.27 100 66.66 33.33 100 57.89 42.10 100 68.75 31.25 100 66.66 33.33 100 56.45 43.54 100

Buffer Total (4+5) No. 1 2 3 2 4 6 8 4 12 6 7 13 18 13 31 17 8 25 4 1 5 50 45 95 Percentage 33.33 66.66 100 33.33 66.66 100 66.66 33.33 100 46.15 53.84 100 58.06 41.93 100 68 32 100 8 0 20 100 52.63 47.36 100

IV All ZonesTotal No. 8 7 15 15 21 36 27 12 39 41 31 73 92 78 170 61 43 104 25 17 42 262 218 480

Percentage 53.33 46.67 100 41.67 58.33 100 69.23 30.77 100 56.16 42.47 100 54.12 45.88 100 57.69 41.35 100 59.52 40.48 100 54.58 45.42 100



Table B-11: Distribution of Sample Households by Occupation

S. No.

Zone / VillageWise Cultivators Agricultural

LabourersDairy/ Allied ToAgriculturalActivities

HouseholdIndustry, Artisans &Services

Industrial Labourer

Trade &Commerce Govt. Service Total

M F T M F T M F T M F T M F T M F T M F T M F TI Very Core 1) VZM

Total No. 2 0 2 16 0 16 35 14 49 3 5 8 5 0 5 5 1 6 0 3 3 66 23 89 Percentage 100 0 100 100 0 100 71.43 27.57 100 37.5 62.5 100 100 0 100 83.33 16.77 100 0 100 100 74.16 25.84 100II Core 2) Venganoor Total No. 2 0 2 5 0 5 1 0 1 0 1 1 0 1 1 0 1 1 0 1 1 8 4 12 Percentage 100 0 100 100 0 100 100 0 100 0 100 100 0 100 100 0 100 100 0 100 100 66.66 33.34 100 3) Kottukal Total No. 2 0 2 4 0 4 3 0 3 2 4 6 1 0 1 1 1 2 1 1 2 14 6 20 Percentage 100 0 100 100 0 100 100 0 100 33.33 66.77 100 100 0 100 50 50 100 50 50 100 70 30 100

Core Total (2+3) No. 4 0 4 9 0 9 4 0 4 2 5 7 1 1 2 1 2 3 1 2 3 22 10 32 Percentage 100 0 100 100 0 100 100 0 100 28.57 71.43 100 50 50 100 33.33 66.67 100 33.33 66.67 100 68.75 31.25 100III Buffer 4) Thiruvallam Total No. 5 0 5 3 1 4 1 1 2 2 1 3 1 0 1 1 1 2 13 4 17 Percentage 100 0 100 75 25 100 50 50 100 66.67 33.33 100 100 0 100 50 50 100 76.47 23.53 100 5) Karamkullam Total No. 1 0 1 1 0 1 3 1 4 1 3 4 6 0 6 2 0 2 14 4 18 Percentage 100 0 100 100 0 100 75 25 100 25 75 100 100 0 100 100 0 100 77.77 22.23 100

Buffer Total (4+5) No. 1 0 1 6 0 6 6 2 8 2 4 6 8 1 9 3 0 3 1 1 2 27 8 35 Percentage 100 0 100 100 0 100 75 25 100 33.33 66.67 100 88.89 11.11 100 100 0 100 50 50 100 77.14 22.86 100IV All Zones

Total No. 7 0 7 31 0 31 45 16 61 7 14 21 14 2 16 9 3 12 2 6 8 115 41 156

Percentage 100 0 100 100 0 100 73.77 26.23 100 33.33 6677 100 87.5 12.5 100 75 25 100 25 75 100 73.7 26.3 100



Table B-12: Distribution of Sample Households by Annual IncomePeople Earning Total

Upto Rs 13,000 to Rs 36,001/- toRs 72,001/- toRs1,44,001/-S. No

Zone / VillageWise

Rs12,999/- 36,000/- 72,000/- 1,44,000/- and Above

1 2 3 4 5 6 7 8I Very Core

1) VZMTotal No. 3 17 13 8 9 50Percentage 100 100 100 100 100

II Core2) Venganoor

Total No. 1 5 3 3 0 12Percentage 33.3 50 50 60 48.03) KottukalTotal No. 2 5 3 2 1 13Percentage 66.7 50 50 40 100 100Core Total( 2+3 ) No. 3 10 6 5 1 25Percentage 100 100 100 100 100

III Buffer4) Thiruvallam

Total No. 1 5 0 2 2 10Percentage 100 38.5 0 66.7 66.7

5)Karamkullam

Total No. 0 8 5 1 1 15Percentage 61.5 100 33.3 33.3 60Buffer Total( 4+5 ) No. 1 13 5 3 3 25Percentage 100 100 100 100 100 100

IV All ZonesTotal No. 7 40 24 16 13 100

Percentage 7 40 24 16 13 100

Table B-13: Distribution of Sample Households / Population by Caste and IncomeS.No. Zone / Income SC ST BC OC Total Group FA FA FA FA FA

1 2 3 4 5 6 7I Very Core

1) VZMIncomeHigh No. 11 1 12

Percentage 28.9 8.3 Medium No. 13 5 18 Percentage 34.2 41.7 Low No. 14 6 20 Percentage 36.8 50



S.No. Zone / Income SC ST BC OC Total Group FA FA FA FA FA

1 2 3 4 5 6 7 Total No. 38 12 50 Percentage 100 100

II CoreVEG + KOTIncomeHigh No. 1 1 3 5Percentage 33.3 7.6 37.5Medium No. 1 5 6Percentage 33.3 38.46Low No. 1 1 7 5 14Percentage 33.3 100 53.85 62.5Total No. 3 1 13 8 25Percentage 100 100 100 100

III Buffer TIR + KAR Income High No. 4 2 6 Percentage 23.3 40 Medium No. 4 2 6 Percentage 23.3 40 Low No. 3 9 1 13 Percentage 100 52.94 20 Total No. 3 17 5 25 Percentage 100 100 100

7 IV All Zones

Income High No. 1 16 6 23 Percentage Medium No. 1 22 7 30 Percentage Low No. 4 1 30 12 47 Percentage Total No. 6 1 68 25 100 Percentage

Table B-14: Ranking Of Priorities for Development IndicatorsNumber Indicator Score obtained

out of 1100Rank

1 Better roads / widening of roads forsmooth movement of vehicles

675 4

2 New railway line 576 63 Better management of beach front road

/ path way with electricity, water andsanitation facilities

853 1

4 Better health care for infants, childrenand women

764 2



5 Cleaner environment around fishinggrounds

517 9

6 Promotion of technical educationcenters

673 5

7 Improvement of inland water ways 427 118 Strengthening and improving present

marine / fish catch / processing storage/ marketing in order to benefit fishermenand women

439 10

9 Curbing evil habits like drinking liquor,smoking among people through IECcampaigns and make them bettercitizens

564 7

10 Promotion of industrial development byestablishing industries related tofisheries / coir/ handlooms/ horticultureetc.

695 3

11 Better coastal management plan incollaboration with different departments,like revenue, fisheries, port, block,panchayath, elected people, NGO’s etc.

557 8

ANNEXURE C

SOCIO-ECONOMIC CASE STUDIES


Annexure C: Socio-Economic Case StudiesPage C-1

Annexure C: Socio-Economic Case Studies

C.1 CASE STUDY 1

C.1.1 Demographic/ Family Profile

Benhar, aged 37, is from Vizhinjam which falls under the very core zone of the study area..His family consists of his wife Stella (30yrs), four children aged 7yrs, 6yrs, 5yrs and 4yrs andhis mother Lilly (60yrs).

He belongs to the Mukkuva community, the traditional fishing community in this region.Religion wise he belongs to the Latin Catholic denomination of the Roman Catholic Church.

C.1.2 Economic Profile

Benhur engages in fish trade and has a mini lorry to facilitate trading activity. He participatesin the auction in which fish catch is sold locally on shore. He ferries the fish load to variousfish markets far and near with the help of a driver. The driver is paid Rs.250 per day.

He has a pucca house, recently completed with Bank loan. He belongs to the high-incomegroup. He says that in a year he is able to work only for 300 days. The rest of the timeaccounts for holidays due to ban on trawling.

The volume of business varies from season to season and even from day to day. There is nofixed return. Still on an average he gets Rs. 28000 a month. Thus his annual income comesto about

A. Annual Income – 28000 X 10 = 280000

B. Expenditure on trading activity:

Wages to the driver at Rs. 7500 per month for 10 months 75000

On repairs and maintenance 3500

On fuel at Rs.150 a day for 300 days 45000

Total 123500

C. Net Income (A-B) = 280000 - 123500

156500

D. Family Expenditure

Food including milk, 5000x 12 = 60000

Clothing = 10000



Medical = 8000

Educational Expenses = 14000

Loan Repayment = 30000

Festivals and Pilgrimage = 12000

Sundry Expenses = 7000

141000

E. Savings (C-D) = 15500

The respondent is not in the habit of saving for future. He trusts that the Almighty will takecare of everything. He is very much for the proposed port. He believes that alternateemployment will change the face of the area and the state.

C.2 CASE STUDY 2

C.2.1 Demographic /Family Profile

Dasappan, 36 years of age is the head of the family. He lives with wife and four childrenaged between 5 and 10. Along with him stay his father and mother and one younger brother(22) and sister (19). He lives in Vizhinjam, which comes under the very core zone of thestudy area. Dassappan belongs to Latin Catholic Community by religion and belongs to thefisherman community.

C.2.2 Boat Profile

He owns a Fiber boat, which is mechanized with Zuzuki outdoor engine. The boat costs Rs.89000/- the engine cost comes to Rs. 75000/- and the nylon net costs around 20000/-. Heengages besides himself three workers on cost sharing and fish catch sharing basis.

C.2.3 Profile of Fishing Activity

Dassappan goes for fishing for 20 days on an average in a month. He operates for all 12months of the year. The close by Vizhinjam harbour makes it possible.

C.2.3.1 Fish Catch/ Cost/ Sharing

The quantity of the fish catch varies. Certain days he gets a good catch. Some days returnempty handed. There is great uncertainty about the whole business.

Nevertheless on an average he gets 500 kilogram of fish, both big and small. He operatesboth times of the day, morning and evening and the said quantity is for a day.

There is high fluctuation in the price as well. If the catch is phenomenal for all process slumpand at such times there are no takes even. Fish is auctioned for a throw away price or givenalmost free. At favorable times he gets good bargain.



It is admitted by him that the catch averages to Rs. 2500 per day and hence his annualincome is as given below:

Average per day 2500/-

No. of days in a month 20

Total Catch worth 2500 X 20= 50000/-

Average per year 50000 X 12= 600000/-

Cost sharing:

The prevailing cost sharing pattern is :

A mandatory ‘tithe’ of Rs. 10/per 1000 is given to the church

a sum of Rs. 900 is set apart for fuel cost and depreciation/ repairs cost. Another Rs. 100 istaken as common expense like pan/beedi/ cigarette for all and Tea café before embarking onfishing. The two comes to Rs. 100.

The remaining amount is divided into six equal parts/ shares.

The owner gets

For boat 1 part

For engine and net 1 part

For his labour 1 part

Other labour cost 3

Total labour cost 6

The available amount will be 2500 –

1000 (fuel etc..)

25--------

1025

Thus the amount causes to Rs. 1475 to be divided into six shares as mentioned above andone share comes to Rs. 245/-

The owner gets:

a. 1000 what is set apart as fuel cost.

b. 245 X 3 = 735 for his three shares

on days when he is not going he gets tow shares.



Monthly return from fish catch

1735 X 20 = 34700

Annual 34700 X 12 = 416400

This is the gross income of the family.

Expenditure on fishing activity:

Per month fuel 900 X 20= 18000

Pan/Beedi/Tea 100 X 20= 2000

Per annum 240000

Repairs of net, drying of it etc12000

Tithe to the church @ 25 per day

25 X 20 X 12= 6000

Loan repayment

Rs. 67 per day X 20 X12= 8880-------266880

Net income is 416400 - 266880--------

149520

Family Expense:

For ten people Food 90000

Clothing 9000

Education 10000

Health Care 7500

Festivals/Church activities 10000

Loan Repayment 12000

Other expenses 10000



There is hardly any savings for a person who earns a tidy amount in a year. There are manyreasons for the same. The payment of Rs 25 per thousand rupees catch a day is anexorbitant amount. This is a flat rate of interest-levied persons who have availed any amountupto 50000. The outflow of Rs. 67.50 a day is a substantial amount. The loan amount is bepaid as and when the person is ready and willing. The loan repayment never ends.

Expense on religious festivals and other customs cost a lot. People do not mind spendingany amount on birth-death related rituals of kith and kin. Savings for the rainy day is not inthe culture of the people. “‘Mother sea will provide’ if not today or tomorrow but certainly theday after tomorrow”.

C.3 CASE STUDY 3

C.3.1 Demographic /Family Profile

Maria Francis 28 years old house wife and bread winner of the family of four. Her husbandFrancis 35 is a semiskilled agricultural worker. They have a son, who studies in the 1st

standard. Maria’s father, 60 years of age and unemployed, also stays with them. They live ina small thatched house. She is from the very core zone study area.

C.3.1.1 Occupational Profile

Maria owns a sewing machine and she undertakes stitching of ladies and kids items. Shehas a steady income of about Rs. 1500 per month.

Her husband also gets occasional work as coolie and gets about 1500 a month. Togetherthey have an income of Rs. 3000 per month and their annual income works out to Rs.36000/-

They have very frugal needs and nearly 70% of the earnings are spent on food and relateditems like milk, fuel etc. They spent nearly Rs. 800 on clothing but expense on medicinescost them Rs. 900. Other sundry expense includes travel & festivals which amount to Rs.2500/- per annum. They try to make both ends meet without running into debt trap. Theyhave a small saving too. Here is a family where the woman gets an earning equal or morecompared to her partner. She involves in decision making and run the family on a tightbudget earning for future unexpected needs.

The family is enthusiastic about the region being developed into a commercial centre forInternational shipping industry. No hesitation in saying that the spill over benefits will seethem through a bright future.

C.4 CASE STUDY 4

Mr. Ajith , 30, is running a medical store in Karumkulam falling under the buffer zone of thestudy area. He is the eldest son of Viswanathan (62) and Vishalakshi (56). Apart from hisparents, Ajith’s younger sister and brother stay together constituting a family of five. Thefamily can be considered as high income family.



C.4.1 Economic Profile

Ajith owns his land and building. Beside these he has invested another Rs. 1.5 lakhs asworking capital medicine and furnishing. He employes a qualified pharmacist paying Rs.4500 per month as salary.

Ajith gives himself an honorarium of Rs. 6000 per month and another Rs. 6200 by way ofmargin from the business.

The annual income of Ajith is 1,46,400.

The expenditure is :

Food 60000

Milk 7200

Clothing 3300

Electricity 3500

Telephone 9000

Other 3000

Total 85000

The income over expense is calculated as 1,46,400 – 85000 = 61,400.

The amount can be considered as savings. He is mindful of his responsibility of giving off hissister in marriage. Marriages in these parts of the state are a very expensive affair.

Ajith knows about the upcoming port project and welcomes it. He feels that the area hastremendous potential for growth and expansion and stating of diversified income generatingactivities like travel and tourism.

C.5 CASE STUDY 5

C.5.1 Demographic/Family profile:

Mr. Sutheeran is 37 years of age. He is married to Preethi, 27 and has two daughters aged 4and 1. He has no land or house of his own. He lives in a rented house. He belongs toscheduled caste community.

C.5.2 Economic Profile:

He has completed wireman course from ITI and is a self employed person. He earns amonthly income of Rs. 2250 by working as electrical wireman. His wife is not gainfullyemployed. The only source of income is from the head of the family.

Annual income comes to Rs. 27000



Annual Expenditure:

Food 12000

Milk 3600

Clothing 750

Health care 1000

Education 1000

Rent 6600

--------

Total 24950

The family barely makes both ends meet. They survive a subsistence level. No hope of away out. He too hopes for better times a head with the port coming up very soon.

C.6 CASE STUDY 6

C.6.1 Demographic/Family Profile:

Mr. Mahadevan is 55 years old. He lives with his wife Vimala 50. They both live in their ownhouse, which is mud house, but with tiled roof. They own no agricultural land but earns aliving by engaging in cultivation. By religion he is a Hindu belonging to other backwardcommunity.

C.6.2 Economic Profile:

He takes land on lease from others and profitably cultivate vegetables and other seasonalcrops like tapioca and yam. The land is very fertile and has irrigation facilities. Cultivation isdone on a sharecropping basis.

He is assisted by his wife in the agricultural activities. The couple gets an annual income ofRs.50000/-. There is no assumed monthly income since all the operations are seasonal andprices depend as market fluctuations.

The major expenses are manure, pesticides and seedlings. The amount mentioned is

Family expenses:

Food 18000

Milk 2500

Clothing 1500

Other expenses 3000 include travel, electricity and entertaining guests.



They have saving of nearly Rs. 25000 a year. It is interesting to note that they do not spendanything as health care. Their regular exercise by way of work, good balanced diet, etc. keepthem hale and healthy.

Expense on food is kept to the minimum because they do not spend much on vegetablesand fruits.

Theirs is a contented family taking pride in a traditional occupation and enjoying freedom aswell as being is with the rhythm of the nature.

C.7 CASE STUDY 7

C.7.1 Demographic/Family Profile

Mr. Narendra Nadar belongs to Hindu Nadar community, which is considered a backwardcommunity. He is 40 years of age and lives with his wife Jaya, 40. They own a pucca house.He belongs to the very core zone of the study area.

C.7.2 Economic profile:

He is an agricultural labour having no regular work since agriculture is seasonal and landholding pattern here leaves very little land for large-scale agricultural operations. He says hehas just six cents of land. He cultivate the land and produces vegetables which are sold inthe market. It brings him some money to meet exigencies. He says he gets about 500 rupeesas wage in a month. But his annual expense is calculated Rs. 24000, i.e. Rs. 2000 per mothon an average.

Here is a classical example of people hiding facts from authorities hoping to get somefinancial assistance from the agency conducting the study. It is not uncommon at here thateven salaries government employees hold ration cards showing monthly income of Rs. 500.

ANNEXURE D

ENVIRONMENTAL MONITORING PROGRAM


Annexure D: Environmental Monitoring ProgrammePage D-1

Annexure D: Environmental Monitoring Programme

D.1 Construction Phase

The environmental attributes to be monitored during the development phase should coverboth the marine and terrestrial environments. The monitoring programme for the constructionphase is presented in Table D-1 to Table D-6.

Table D-1: Marine Water Quality Monitoring during Construction Phase

1. Objective ofMonitoring

The objective of marine water quality monitoring is to list out thechanges in the water quality during the construction ofbreakwaters and the capital dredging and use the results inplanning the respective operations.

2. Parameters tobe monitored

Physical Properties: pH, EC, Salinity, Temp , TurbidityChemical Properties : DO, BOD, COD, Oil & Grease, Nutrients,Sulphates, ChloridesHeavy Metals : Fe, Zn. Mg, Mn, Cd, Cr., Hg Bacteriologicalparameters : Coliform countMarine Biology : Phytoplankton and Zooplankton

3. SamplingMethodology

Marine Water: Marine Water should be collected using a bottomsampler (Nishkin Sampler). Onsite Tests such as pH, DO, Temp,EC should be recorded immediately after the sample collection.The samples intended for chemical, Heavy metals andBacteriological analysis should be suitably preserved withnecessary reagents.

The plankton samples should be collected using plankton net ofdia. of 0.35m, No.25 mesh size 63 µ. The plankton net should betowed for 15 minutes at the sampling locations for collection ofsamples for estimation of Phytoplankton and Zooplankton.

4. No. oflocations

Three locations:

• Vizhinjam Fishery Harbour• Near Breakwaters• Approach Channel

5. Frequency ofMeasurements

The samples should be collected on a weekly basis commencingone week prior to commencement of construction and spreadover for the entire construction period.

6. Compliance The tested samples should be compared with the Primary waterquality standards framed by Central Pollution Control Board andalso with other relevant guidelines to assess the complianceduring the entire phase of the construction activities.



Table D-2: Continuous Monitoring of Turbidity during Construction Phase

1. Objective Turbidity is an important indicator to predict the impacts onthe marine environment. Therefore controlling Turbidityduring the capital dredging and breakwater construction willlargely mitigate the impacts on the marine aquaticcommunities.

2. Parameters to bemonitored

Turbidity , TSS , TDS


The samples for checking Turbidity should be collectedusing a bottom sampler (Nishkin Sampler) from thesampling locations. Immediately the samples should betested for Temperature, Turbidity, TSS, TDS

4. No. of locations Three Locations:

• Near Breakwaters• Reclamation Areas• Approach Channel


Three times in a day to cover the complete the working shift

6. Compliance Currently there are no specific guidelines for measuringTurbidity in India. OPST standards should be taken as theguideline for limiting the Turbidity. However in the event theOPST standards are not achievable then they should berelaxed with the opinion of expert’s i.e. Marine BiologicalSpecialist keeping in view of the baseline data.

First implement cessation of operations after every fourhours and stop for two hours

If standards are not achievable, provide silt screens in theimmediate vicinity of the work area to contain the spread ofTurbidity to other areas.

Table D-3: Sediment Quality Monitoring during Construction Phase


The objective of the sediment quality monitoring is to listout the changes in the sediment quality during theconstruction of breakwaters and the capital dredging anduse the results in planning the respective operations.


Physico-Chemical Properties : pH, Organic Matter,Nutrients , Oil and GreaseHeavy Metals : Fe, Mn, Cd, Ni, Cr, Hg, Zn and PbBenthic Communities : Macro & Micro Benthic Flora andFauna




Marine Sediment should be collected using a Peterson’sGrab Sampler. The collected sediment should besegregated on the site for analysis of Physico-chemicalparameters, Heavy Metals and Benthic communities. TheSediment Sample for Benthic communities should besubjected to sieving to record the macro benthos and thereafter the samples should be preserved with Rose Bengaland Formalin Solution for further analysis of Benthiccommunities.

4. No. of locations Three Locations:

• Vizhinjam Fishery Harbour• Near Breakwaters• Approach Channel


The samples should be collected on a weekly basiscommencing one week prior to commencement ofconstruction and spread over for the entire developmentperiod.

6. Compliance At present there are no standards for sediment quality inIndia. However, there should not be marked variations inthe tested sediment characteristics during the entireconstruction phase.

Table D-4: Ambient Air Quality Monitoring during Construction Phase

1. Objective The ambient air quality monitoring should be carried outwith an objective to plan the activities involved in thedevelopment phase in line with the ambient air quality withan aim to protect the adjoining communities from the illeffects of air pollution.


1. Suspended Particulate Matter ( SPM)2. Respirable Particulate Matter ( RPM)3. Sulphur Dioxide ( SO2 )4. Oxides of Nitrogen ( NOx )5. Carbon Monoxide ( CO)6. Hydrocarbons ( HC )


The air quality monitoring should be conducted using HighVolume Samplers. CO will be collected by Peroxide tubemethod or by portable CO meter. HC should be collected inMylar Bags.

4. No. of locations Three Locations:• Vizhinjam• MukkolaBalaramapuram




Once in a month @ two days per monitoring

6. Compliance The monitoring results should be compared with theNational Ambient Air Quality Standards.

Table D-5: Noise Level Monitoring during Construction Phase

1. Objective The objective of noise level monitoring is to use check thenoise levels in the vicinity of the Vizhinjam Port against thebackground levels and the plan the activities accordingly without affecting the communities in the surroundings of theVizhinjam Port.


Hourly noise levels for 24 hours


The noise levels should be recorded using a portable handheld noise level meter.

4. No of locations Three Locations:

• Vizhinjam• Mukkola• Balaramapuram


Once in a fortnight

6. Compliance The monitoring results should be compared with the NationalAmbient Noise Quality Standards.

Table D-6: Ground Water Quality Monitoring during Construction Phase

1. Objective The main objective of the Ground Water Quality monitoring isto check the incidence of salt-water intrusion into the groundwater aquifers due to the capital dredging of the Harbourareas.


Physical Parameters : pH, Temperature, Conductivity,Chemical Parameters: BOD, COD, Alkalinity, TDS,Hardness, Cl, Sulphates, Nitrates, Silica, Calcium,Magnesium, Sodium, Potassium, Oil and Grease, Phenoliccompounds.Heavy Metals : As, Hg, Fe, Pb, Cd, Cr, Zn, SeBacteriological Parameters : Coliform counts




Water samples need to be collected in Polyethylenecontainers (about 1000 ml). The samples for chemical, heavymetals and bacteriological analysis should be segregatedduring the time of analysis


• Vizhinjam• Mulloor• Pullinkudi


Once in a week

6 Compliance The monitoring results should confirm with IS 10500 DrinkingWater Standards.

D.2 Operation Phase

The attributes to be monitored as a part of the mitigation measures are Air Quality, NoiseLevels, Marine Water Quality and Sediment. The monitoring programme for the operationphase is presented in Table D-7 to Table D-11.

Table D-7: Marine Water Quality Monitoring during Operation Phase


The objective of marine water quality monitoring is to list out thechanges in the water quality during the operation phase of theVizhinjam Port and use the results in enhancing the pollutioncontrol measures.

2. Parameters tobe monitored

Physical Properties: pH, EC, Salinity, Temp , TurbidityChemical Properties : DO, BOD, COD, Oil & Grease,Nutrients, Sulphates, ChloridesHeavy Metals : Fe, Zn. Mg, Mn, Cd, Cr., Hg Bacteriologicalparameters : Coliform countMarine Biology : Phytoplankton and Zooplankton


Marine Water should be collected using a bottom sampler(Nishkin Sampler). Onsite Tests such as pH, DO, Temp, ECshould be recorded immediately after the sample collection. Thesamples intended for chemical, heavy metals andbacteriological analysis should be suitably preserved withnecessary reagents. The plankton samples should be collectedusing plankton net of dia. of 0.35m, No.25 mesh size 63 µ. Theplankton net should be towed for 15 minutes at the samplinglocations for collection of samples for estimation ofPhytoplankton and Zooplankton.

4. No of locations Four Locations Locations:• Harbour basin• Approach Channel• Berthing Areas• Fishery Harbour




The samples should be collected on a monthly basiscommencing one month prior to commencement ofcommissioning of the port and spread over for the entire projectlife cycle.

6. Compliance The tested samples should be compared with the Primary waterquality standards framed by Central Pollution Control Board andalso with other relevant guidelines to assess the complianceduring the entire phase of the construction activities.

Table D-8: Sediment Quality Monitoring during Operation Phase


The objective of the sediment quality monitoring is to listout the changes in the sediment quality duringOperation phase of the Vizhinjam Port and to asses thequality with the background levels.


Physico-Chemical Properties : pH, Organic Matter,Nutrients , Oil and GreaseHeavy Metals : Fe, Mn, Cd, Ni, Cr, Hg, Zn and PbBenthic Communities : Macro & Micro Benthic Flora andFauna


Marine Sediment should be collected using a Peterson’sGrab Sampler. The collected sediment should besegregated on the site for analysis of Physico-chemicalparameters, Heavy Metals and Benthic communities. TheSediment Sample for Benthic communities should besubjected to sieving to record the macro benthos andthere after the samples should be preserved with RoseBengal and Formalin Solution for further analysis ofBenthic communities.


• Harbour basin• Port Entrance Channel• Near Breakwaters


The samples should be collected on a monthly basiscommencing one month prior to commencement ofcommissioning of the port and spread over for the entireproject life cycle.

6. Compliance The sediment quality may be compared with the baselineconditions to assess the conditions during the operationphase.



Table D-9: Ambient Air Quality Monitoring during Operation Phase

1. Objective The ambient air quality monitoring should be carried out withan objective to keep a record of air quality in order to assessthe changes in the ambient air quality due to the various portoperations. The results shall be compared with thebackground levels and the same will be used in planning theoperations of the port.


1. Suspended Particulate Matter ( SPM)2. Respirable Particulate Matter ( RPM)3. Sulphur Dioxide ( SO2 )4. Oxides of Nitrogen ( NOx )5. Carbon Monoxide ( CO)6. Hydrocarbons ( HC )


The air quality monitoring should be conducted using HighVolume Samplers. CO will be collected by Peroxide tubemethod or by portable CO meter. HC should be collected inMylar Bags.

4. No of locations Five Locations:

• Cargo handling areas• Vizhinjam• Mukkola• Pulinkudi• Balaramapuram


Once in a week @ two days per monitoring

6. Compliance The monitoring results should be compared with theNational Ambient Air Quality Standards.

Table D-10: Noise Level Monitoring during Operation Phase

1. Objective The noise level monitoring should be carried out with anobjective to list the changes in the background noise levelsdue to the various port operations. The results shall becompared with the background levels and the same will beused in planning the operations of the port.


Hourly noise levels for 24 hours

SamplingMethodology

The noise levels should be recorded using a portable handheld noise level meter.



4. No of locations Five Locations:

• Cargo handling areas• Vizhinjam• Mukkola• Pulinkudi• Balaramapuram


Once in a week

6. Compliance The monitoring results should be compared with the NationalAmbient Noise Quality Standards.

Table D-11: Ground Water Quality Monitoring during Operation Phase

1. Objective The main objective of the Ground Water Qualitymonitoring to check the incidence of salt-waterintrusion into the ground water aquifers and also thechanges in water quality due to the various wastedischarges into the harbour basin.


Physical Parameters : pH, Temperature, Conductivity,Chemical Parameters: BOD, COD, Alkalinity, TDS,Hardness, Cl, Sulphates, Nitrates, Silica, Calcium,Magnesium, Sodium, Potassium, Oil and Grease,Phenolic compounds.Heavy Metals : As, Hg, Fe, Pb, Cd, Cr, Zn, SeBacteriological Parameters : Coliform counts


Water samples need to be collected in Polyethylenecontainers (about 1000 ml). The samples for chemical,heavy metals and bacteriological analysis should besegregated during the time of analysis

4. No of locations Two Locations:

• Vizhinjam• Mulloor


Once in a month

6. Compliance The monitoring results should confirm with IS 10500Drinking Water Standards.

APPENDICES

APPENDIX B

SOCIO-ECONOMIC SURVEYS REPORT

1

Appendix B Socio-Economic Survey Report

1.0 BACKGROUND

The mandate given by L&T-RAMBØLL Consulting Engineers Limited to Loyola College ofSocial Sciences, Thiruvananthapuram was to prepare a meaningful socio-economic profile ofthe population representing all occupational groups within 0-10 km radius of Vizhinjam,which is the site proposed for port project.

2.0 METHODOLOGY

2.1 Study Area / Universe

The entire study area was divided into three zones viz., Very Core Zone (VCZ) of 0 – 2 kmradius, Core Zone (CZ) of 2 – 5 km radius and Buffer Zone (BZ) of 5 – 10 km radius. Thestudy area / universe comprises 27 habitations, falling within these zones, in 10 km radius ofVizhinjam.

2.2 Sample of Habitations

A representative sample of all the habitations has been taken for the study, keeping in viewall the three zones. The VCZ includes Vizhinjam central village. Venganoor in north east andKottakkal in the east are in the CZ. Thiruvallam in the north west and Karumkulam in thesouth east are in the BZ. A sample size of 100 households was selected giving due weightageto all the zones. Proportionate representation was given to 10 occupational categoriesidentified in the area under study. Accordingly, the following number of families wereconsidered:

VCZ = 50 familiesCZ = 25 familiesBZ = 25 families

2.3 Occupational Profile

The 10 occupational profiles considered are:

1. Fishing 242. Agricultural labour 243. Service holders (Private and government sectors) 134. Trade and commerce 115. Cultivators 096. Industrial workers 087. House hold industry 048. Construction 039. Transport and communication 0310. Quarry 01

100

2

These ten occupational categories were further grouped into five broad categories, income-wise, as follows:

• Agricultural based• Fishery based• Skilled workers• White collar workers• Unskilled workers

The data for the study was collected with the help of an interview schedule. Pilot testing ofthe schedule was done prior to actual data collection.

3.0 SOCIO – ECONOMIC PROFILE OF RESPONDENTS

The data collected during the surveys was analyzed for establishing the socio-economicprofile of the study area and the same is presented below.

3.1 Population Characteristics

The total population in all zones is 480. The average family size is 4.80. In the VCZ, thefamily size is about 6 per household and the population characteristics are tabulated in Table3.1 below. Perusal of the data showed that most the respondent families belong to theBackward Class (BC) category (68). Of the 50 families in the VCZ, 38 respondents belong toBC families and the remaining 12 to Forward Caste communities. There is no presence of SC/ ST families in the VCZ. However, they surfaced in other zones with miniscule presence. Inthe VCZ, male members outnumber the females in a very significant manner, which in turnindicates low social and health status of females.

3

TABLE NO 3. 1DISTRIBUTION OF SAMPLE HOUSEHOLDS / POPULATION BY ZONE, VILLAGE, CASTE AND SEX

S. No. Zone / Village SC ST BC OC TOTALFamily

Size Wise FA M F T FA M F T FA M F T FA M F T FA M F T (22/19 )1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23I Very Core 1) VZM A Total No. 38 149 108 257 12 22 20 42 50 171 128 299 5.98 Percentage 100 57.98 42.02 100 100 52.38 47.62 100 100 57.19 42.81 100II Core 2) Venganoor Total No. 2 2 2 4 1 1 4 5 3 6 6 12 6 11 8 19 12 20 20 40 3.33 Percentage 66.7 50 50 100 100 20 80 100 23.1 50 50 100 75.0 57.89 42.11 100 48 50 50 100 3) Kottukal Total No. 1 0 3 3 0 0 0 0 10 17 18 35 2 4 4 8 13 21 25 46 3.53 Percentage 33.3 0 100 100 0 0 0 0 76.9 48.57 53.43 100 25 50 50 100 52 45.65 44.35 100B Core Total (2+3) No. 3 2 5 7 1 1 4 5 13 23 24 47 8 15 12 27 25 41 45 86 3.44 Percentage 100 28.57 71.42 100 100 20 80 100 100 48.94 51.06 100 100 55.55 44.44 100 100 47.67 52.32 100

III Buffer 4) Thiruvallam Total No. 3 3 8 11 0 0 0 4 4 5 9 3 8 5 13 10 15 18 33 3.3 Percentage 100 27.27 72.73 100 0 0 0 23.5 44.44 55.55 100 60 61.53 38.46 100 40 45.45 55.55 100 5) Karamkullam Total No. 0 0 0 0 0 0 0 13 32 25 57 2 3 2 5 15 35 27 62 4.13 Percentage 0 0 76.5 56.15 43.85 100 40 60 40 100 60 56.45 43.55 100C Buffer Total (4+5) No. 3 3 8 11 0 0 0 17 36 30 66 5 11 7 18 25 50 45 95 3.8 Percentage 100 27.27 72.73 100 100 0 0 100 54.55 45.45 100 100 61.11 39.89 100 100 52.63 47.37 100

IV All ZonesA +B+ C Total No. 6 5 13 18 1 1 4 5 68 208 162 370 25 48 39 87 100 262 218 480

Percentage 6 27.77 72.23 100 1 20 80 100 68 56.21 43.78 100 25 55.17 44.82 100 100 54.58 45.41 100SC = Scheduled Caste; ST = Scheduled Tribe; BC = Backward Caste; OC = Other Caste (Upper Caste) FA = No. of Families / Households; M = Male; F = Female; T = Total.

4

3.2 Distribution of Sample Households by Sex Ratio

The distribution of the respondent families by sex ratio is given in Table 3.2 below. Thistable shows that in the VCZ the male population is 57.19% compared to 42.8% of femalepopulation. When it comes to sex ratio, it is 1:0.75 in the VCZ. There is no evidence of anyattempt of female feoticide efforts. In fact, couples go for a third or fourth child to get a girlchild.

TABLE 3.2DISTRIBUTION OF SAMPLE HOUSEHOLDS BY SEX RATIO

S. No. Zone / Village SEX TOTAL SEX Wise MALE FEMALE RATIO1 2 3 4 5 6I Very Core 1) VZM A Total No. 171 128 299 1:0.75 Percentage 57.19 42.81 100II Core 2) Venganoor Total No. 20 20 40 1:1 Percentage 50 50 100 3) Kottukal Total No. 21 25 46 1:1.19 Percentage 45.65 44.35 100B Core Total (2+3) No. 41 45 86 1:1.09 Percentage 47.67 52.32 100

III Buffer 4) Thiruvallam Total No. 15 18 33 1:1.2 Percentage 45.45 55.55 100 5) Karamkullam Total No. Percentage 35 27 62 1:0.77C Buffer Total 56.45 43.55 100 (4+5) No. 50 45 95 1:0.9 Percentage 52.63 47.37 100

IV All ZonesA+B+C Total No. 262 218 480 1:0.83

Percentage 54.58 45.41 100

3.3 Distribution of Sample Households by Landholding

The landowning pattern of the respondent families is presented in Table 3.3 below. It isobserved that 74% of the respondents from the VCZ do not own any land, though they havetheir dwellings. Majority of the respondent population belong to either landless or marginallandowners.

5

TABLE 3.3DISTRIBUTION OF SAMPLE HOUSEHOLDS / POPULATION BY TYPE OF LANDHOLDING

S. No. Zone / Village LANDLESS MARGINAL SMALL MEDIUM LARGE TOTAL Wise 0 HA 0.01 TO 1 HA 1.01 TO 2.50 HA 2.51 TO 5 HA 5.01 + HA 1 2 3 4 5 6 7 8I Very Core 1) VZMA Total No. 37 12 1 0 0 50 Percentage 74 24 2 0 0II Core 2) Venganoor Total No. 6 6 0 0 0 12 Percentage 50 50 0 0 0 100 3) Kottukal Total No. 9 4 0 0 0 13 Percentage 69.23 30.77 0 0 0 100B Core Total ( 2+3 ) No. 15 10 0 0 0 25 Percentage 60 40 0 0 0 100

III Buffer 4) Thiruvallam Total No. 7 2 1 0 0 10 Percentage 70 20 10 0 0 100 5) Karamkullam Total No. 13 1 1 0 0 15 Percentage 86.65 6.67 6.67 0 0 100C Buffer Total (4+5) No. 20 3 2 0 0 25 Percentage 80 12 8 0 0 100

IV All ZonesA+B+C Total No. 72 25 3 0 0 100

Percentage 72 25 3 0 0 1001 HECTARE = 2.47 ACRES = 247 CENTS

3.4 Distribution of Sample Households by Type of House

The distribution of the sampled households by type of house is given in Table 3.4 below.This table shows the type of dwelling of the respondent families. Over 50% of the people inthe VCZ live in huts and kutcha houses. The scenario is more or less same in other zones aswell.

TABLE 3.4DISTRIBUTION OF SAMPLE HOUSEHOLDS BY TYPE OF HOUSE

S. No. Zone/ Village HUTS KUTCHA PUCCA TOTAL Wise CODE 1 CODE 2+4 TILED/STONE R.C.C.

CODE 5 CODE 3 1 2 3 4 5 6 7I Very Core 1) VZMA Total No. 4 23 14 9 50 Percentage 8 46 28 18 100II Core 2) Venganoor Total No. 2 6 3 1 12 Percentage 16.66 50 25 8.33 100

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S. No. Zone/ Village HUTS KUTCHA PUCCA TOTAL Wise CODE 1 CODE 2+4 TILED/STONE R.C.C.

CODE 5 CODE 3 1 2 3 4 5 6 7 3) Kottukal Total No. 3 3 5 2 13 Percentage 23.07 23.07 41.66 15.38 100B Core Total ( 2+3 ) No. 5 9 8 3 25 Percentage 20 36 32 12 100

III Buffer 4) Thiruvallam Total No. 2 4 4 0 10 Percentage 20 40 40 0 100 5) Karamkullam Total No 1 7 6 1 15 Percentage 6.67 46.67 40 6.67 100C Buffer Total ( 4+5 ) No. 3 11 10 1 25 Percentage 12 44 40 4

IV All Zones( A+B+C) Total No. 12 43 32 13 100

Percentage 12 43 32 13 100

3.5 Distribution of Sample Households by Head of Family

The distribution of respondent families by Head of Family is shown in Table 3.5 below.Perusal of the table reveal that 11% of the respondent families are headed by Females out ofwhich 5% are noticed in VCZ, 4% in CZ and 2% in BZ. It is not that the families follow amatriarchal system, but deaths and desertion have made it that way. The burden of bringingup the family rests with women.

TABLE 3.5DISTRIBUTION OF SAMPLE HOUSEHOLDS BY HEAD OF THE FAMILY

S. No. Zone / Village FAMILY HEAD TOTAL Wise MALE FEMALE 1 2 3 4 5I Very Core 1) VZMA Total No. 45 5 50 Percentage 100 100 100II Core 2) Venganoor 11 1 12 Percentage 52.4 25 48.0 3) Kottukal 10 3 13 Percentage 47.6 75 52B Core Total (2+3) No. 21 4 25 Percentage 100 100 100

III Buffer 4) Thiruvallam 8 2 10 Percentage 34.8 100 40 5) Karamkullam 15 0 15 Percentage 65.2 0 60

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S. No. Zone / Village FAMILY HEAD TOTAL Wise MALE FEMALE 1 2 3 4 5C Buffer Total (4+5) No. 23 2 25 Percentage 100 100 100

IV All ZonesA+B+C Total No. 89 11 100

Percentage 89 11

3.6 Distribution of Sample Households by Religion

The religion-wise distribution of the sample households in the study area is presented inTable 3.6 below.

TABLE 3.6DISTRIBUTION OF SAMPLE HOUSEHOLDS BY RELIGION

S. No. Zone / Village Wise HINDU MUSLIMS CHRISTIAN OTHERS TOTAL1 2 3 4 5 6 7I Very Core

A 1) VZM 18 3 29 0 50 Percentage 100 100 100II Core 2) Venganoor 11 0 0 1 12 Percentage 52.4 0 0 100 48 3) Kottukal 10 2 1 0 13 Percentage 47.6 100 100 0 52B Core Total (2+3) No. 21 2 1 1 25 Percentage 100 100 100 100 100

III Buffer 4) Thiruvallam 8 1 0 1 10 Percentage 66.7 100 0 50 40 5) Karamkullam 4 0 10 1 15 Percentage 33.3 0 100 50 60C Buffer Total (4+5) No. 12 1 10 2 25 Percentage 100 100 100 100 100

IV All ZonesA+B+C Total No. 51 6 40 3 100

Percentage 51 6 40 3 100

The religion-wise distribution of population in Kerala show that Hindus (57.28%) constitutethe majority, Muslims come next at 23.33% and Christians are the third (19.32%). Thedistribution is not even everywhere. There are some districts in Kerala, which account for asingle religion group to be in majority viz., Malappuram, Wynad, Idukki. Hindu, Muslim andChristian fishermen are there in Kerala but each community has its own pockets of influencedue to numerical strength.

In the study area, 51% of the respondents are Hindus, 40% are Christians and Muslims arejust 6%. In the VCZ, out of 50 households 29 are Christians. There are 40 Christian familiesin the respondent population and 39 of them are from VCZ (29) and BZ (10). ThoughKarumkulam is in the BZ, it is actually a fishing hamlet.

The concentrations of Christian families in certain areas are due to their occupational choice.Fishermen who are traditionally Christians inhabit Vizhinjam proper and other coastal beltsin the study area. This concentration in isolated pockets is both a problem and a prospect. Themajority-minority syndrome does come into play very often. Each group is highly excitable

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and volatile in nature. The institutional religious leader can swing the group either way. Anyentry can be made among the Christian group only through the church leaders.

3.7 Distribution of Sample Households by Literacy

The distribution of the respondent families by literacy levels is presented in Table 3.7 and thelevel of education in Table 3.8 below. In Kerala, the male to female literacy ratio is 94:87.There is no significant difference in male to female literacy rate among the respondents in thestudy area.

TABLE 3.7DISTRIBUTION OF SAMPLE HOUSEHOLDS BY LITERACY

S. No. Zone/ Village LITERATE ILLITERATE TOTAL Wise M F T M F T M F T1 2 3 4 5 6 7 8 9 10 11I Very Core 1) VZMA Total No. 115 96 211 56 32 88 171 128 299 Percentage 54.50 45.50 100 54.54 45.56 100 54.50 45.50 100II Core 2) Venganoor Total No. 19 19 38 3 3 6 20 20 40 Percentage 50 50 100 50 50 100 50 50 100 3) Kottukal Total No. 19 18 37 2 3 5 21 19 40 Percentage 51.35 48.65 100 66.66 33.33 100 52.5 47.5 100B Core Total (2+3) No. 38 37 75 5 6 11 41 45 86 Percentage 50.6 49.4 100 60 40 100 51.25 48.75 100

III Buffer 4) Thiruvallam Total No. 15 14 29 1 2 3 16 14 30 Percentage 51.72 48.28 100 100 0 100 53.33 46.66 100 5) Karamkullam Total No. 32 27 59 2 2 4 32 27 59 Percentage 54.23 45.76 100 0 0 0 54.23 45.76 100C Buffer Total (4+5) No. 47 41 88 3 4 7 50 45 95 Percentage 53.41 46.59 100 100 0 100 53.93 46.06 100

IV All ZonesA+B+C Total No. 200 174 374 62 44 106 262 218 480

Percentage 53.47 46.52 100 56 44 100 53.78 46.22 100

TABLE 3.8DISTRIBUTION OF SAMPLE HOUSEHOLDS BY LEVEL OF EDUCATION

S. No.Zone / Village UPTO PRIMARY UPTO SSC UPTO INTER

DEGREE &ABOVE TOTAL

Wise M F T M F T M F T M F T M F T1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17I Very Core 1) VZMA Total No. 41 21 62 54 47 101 9 10 19 11 18 29 115 96 211 Percentage 66.13 33.87 100 53.47 46.53 100 47.37 52.63 100 39.93 62.06 100 54.50 45.50 100

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S. No.Zone / Village UPTO PRIMARY UPTO SSC UPTO INTER

DEGREE &ABOVE TOTAL

Wise M F T M F T M F T M F T M F T1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17II Core 2) Venganoor Total No. 5 3 8 11 8 19 1 1 2 2 7 9 19 19 38 Percentage 62.5 37.5 100 57.9 42.1 100 50 50 100 22.22 77.78 100 50 50 100 3) Kottukal Total No. 3 3 6 12 7 19 0 5 5 4 3 7 19 18 37 Percentage 50 50 100 63.16 36.84 100 0 100 100 57.14 42.86 100 51.35 48.65 100B Core Total (2+3) No. 8 6 14 23 15 38 1 6 7 6 10 16 38 37 75 Percentage 57.14 42.86 100 60.52 39.48 100 14.29 85.71 100 37.5 62.5 100 50.67 49.33 100

III Buffer 4) Thiruvallam Total No. 2 4 6 9 3 12 1 4 5 3 3 6 15 14 29 Percentage 33.33 66.67 100 75.25 24.75 100 20 80 100 50 50 100 51.72 48.28 100 5) Karamkullam Total No. 10 6 16 20 16 36 0 3 3 2 2 4 32 27 59 Percentage 62.5 37.5 100 55.56 44.44 100 0 100 100 50 50 100 54.24 55.76 100C Buffer Total (4+5) No. 12 10 22 29 19 48 1 7 8 5 5 10 47 41 88 Percentage 54.54 45.46 100 60.45 39.55 100 12.5 87.5 100 50 50 100 53.41 46.59

IV All ZonesA+B+C Total No. 61 37 98 106 81 187 11 23 34 22 33 55 200 174 374

Percentage 62.24 37.76 100 56.68 43.32 100 32.35 67.65 100 40 60 100 53.48 46.52 100

The data shows that female population has higher educational qualifications at the rate of 2:1ratio. In primary education, women lag behind men. When it comes to primary educationbeyond school final, it is girls who out number boys in all the zones.

3.8 Distribution of Sample Households by Period of Stay

The distribution of respondents by period of stay is presented in Table 3.9 below. Majorityof respondents are born and brought up in the area itself. Very few families are of recentorigin since all are natives of this locality, their attachment to place of birth, bonds withforefathers, affection for the kith and kin, employment, means of earning a living, etc. createstrong emotions.

TABLE 3.9DISTRIBUTION OF SAMPLE HOUSEHOLDS BY PERIOD OF STAY

Since Birth More than 15 to 25 10 to 15 5 to 10 Less than TotalS. No.

Zone / VillageWise 25 Years Years Years Years 5 Years

1 2 3 4 5 6 7 8 9I Very Core 1) VZMA Total No. 39 4 0 1 2 4 50 Percentage 100 100 0 100 100 100 100II Core 2) Venganoor Total No. 7 0 1 0 1 3 12 Percentage 41.2 0 33.3 0 100 75 48 3) Kottukal Total No. 10 0 2 0 0 1 13 Percentage 58.8 0 66.7 0 0 25 52

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Since Birth More than 15 to 25 10 to 15 5 to 10 Less than TotalS. No.

Zone / VillageWise 25 Years Years Years Years 5 Years

1 2 3 4 5 6 7 8 9B Core Total (2+3) No. 17 0 3 0 1 4 25 Percentage 100 100 100 0 100 100

III Buffer 4) Thiruvallam Total No. 7 3 0 0 0 0 10 Percentage 63.6 75 0 0 0 0 40 5) Karamkullam Total No. 4 1 2 3 1 4 15 Percentage 36.4 25 100 100 100 100 60C Buffer Total (4+5) No. 11 4 2 3 1 4 25 Percentage 100 100 100 0 100 100

IV All ZonesA+B+C Total No. 67 8 5 4 4 12 100

Percentage 67 8 5 4 4 12

Two third of the respondents (67%) are sons of the soil. Another 8 families are there for 25years or more.

3.9 Distribution of Sample Households by Age

The age-wise distribution of the respondent families is presented in Table 3.10 below. Asseen in the table, the population growth rate is very low in all the zones and conforms to thestate average i.e. 9.42%.One fourth of the total populations are school – college going. Less than 50% of thepopulation is coming under the age of 60. Among the age group of 6-12 years in the VCZ thenumber of male children far outweigh the female children by 3 to 1 ratio.

3.10 Distribution of Sample Households by Occupation

The occupation-wise distribution of the respondent families is presented in Table 3.11 below.Perusal of the occupational status of the respondent population showed that 156 persons areengaged in gainful employment. Fishing (39%) is observed to be main occupation of therespondent families followed by agricultural / plantation labourers (20%) and householdindustries (14%).

It appears that females constitute just 26.3% of the working population. Very few peopleamong the respondents have a fixed salaried employment either in government or privatesectors. Only a miniscule group of respondents are earning a livelihood from cultivation.

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TABLE 3.10DISTRIBUTION OF SAMPLE HOUSEHOLDS / POPULATION BY AGE

S. No. Zone / Village 0-1 YR 2-5 YRS 6-12YRS 13-19YRS 20-39YRS 40-59TRS 60 & ABOVE TOTAL Wise M F T M F T M F T M F T M F T M F T M F T M F T1 2 I Very Core 1) VZMA Total No. 6 3 9 13 13 26 17 6 23 31 21 52 57 49 106 33 25 58 15 10 25 171 128 299 Percentage 66.66 33.33 100 50 50 100 73.91 26.08 100 59.61 40.38 100 53.77 46.22 100 55.17 44.82 100 60 40 100 57.19 42.80 100II Core 2) Venganoor 1 0 1 0 1 1 1 2 3 3 3 6 7 7 14 5 3 8 3 4 7 20 20 40 Total No. Percentage 100 0 100 0 100 100 33.33 66.66 100 50 50 100 50 50 100 62.5 37.5 100 42.85 57.14 100 50 50 100 3) Kottukal 0 2 2 0 3 3 1 0 1 1 1 2 10 9 19 6 7 13 3 2 5 21 25 46 Total No. Percentage 0 100 100 0 100 100 100 0 100 50 50 100 52.63 47.36 100 46.15 53.85 100 60 40 100 45.65 54.34 100B Core Total (2+3) No. 1 2 3 0 4 4 2 2 4 4 4 8 17 16 33 11 10 21 6 6 12 41 45 86 Percentage 33.33 66.66 100 0 100 100 50 50 100 50 50 100 51.51 48.48 100 52.38 47.61 100 50 50 100 47.67 52.32 100

III Buffer 4) Thiruvallam Total No. 0 0 0 0 4 4 0 1 1 0 4 4 7 5 12 6 3 9 2 1 3 15 18 33 Percentage 0 0 0 0 100 100 0 100 100 0 100 100 58.33 41.66 100 66.66 33.33 100 66.66 33.33 100 45.45 54.54 100 5) Karamkullam Total No. 1 2 3 2 0 2 8 3 11 6 3 9 11 8 19 11 5 16 2 1 3 35 27 62 Percentage 33.33 66.66 100 100 0 100 72.72 27.27 100 66.66 33.33 100 57.89 42.10 100 68.75 31.25 100 66.66 33.33 100 56.45 43.54 100C Buffer Total (4+5) No. 1 2 3 2 4 6 8 4 12 6 7 13 18 13 31 17 8 25 4 1 5 50 45 95 Percentage 33.33 66.66 100 33.33 66.66 100 66.66 33.33 100 46.15 53.84 100 58.06 41.93 100 68 32 100 8 0 20 100 52.63 47.36 100

IV All ZonesA+B+C Total No. 8 7 15 15 21 36 27 12 39 41 31 73 92 78 170 61 43 104 25 17 42 262 218 480

Percentage 53.33 46.67 100 41.67 58.33 100 69.23 30.77 100 56.16 42.47 100 54.12 45.88 100 57.69 41.35 100 59.52 40.48 100 54.58 45.42 100

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TABLE 3.11DISTRIBUTION OF SAMPLE HOUSEHOLDS BY OCCUPATION

S. No.

Zone / VillageWise Cultivators Agricultural

LabourersDairy/ Allied To

AgriculturalActivities

HouseholdIndustry, Artisans

& Services

Industrial Labourer

Trade &Commerce Govt. Service Total

M F T M F T M F T M F T M F T M F T M F T M F TI Very Core 1) VZMA Total No. 2 0 2 16 0 16 35 14 49 3 5 8 5 0 5 5 1 6 0 3 3 66 23 89 Percentage 100 0 100 100 0 100 71.43 27.57 100 37.5 62.5 100 100 0 100 83.33 16.77 100 0 100 100 74.16 25.84 100

II Core 2) Venganoor Total No. 2 0 2 5 0 5 1 0 1 0 1 1 0 1 1 0 1 1 0 1 1 8 4 12 Percentage 100 0 100 100 0 100 100 0 100 0 100 100 0 100 100 0 100 100 0 100 100 66.66 33.34 100 3) Kottukal Total No. 2 0 2 4 0 4 3 0 3 2 4 6 1 0 1 1 1 2 1 1 2 14 6 20 Percentage 100 0 100 100 0 100 100 0 100 33.33 66.77 100 100 0 100 50 50 100 50 50 100 70 30 100B Core Total (2+3) No. 4 0 4 9 0 9 4 0 4 2 5 7 1 1 2 1 2 3 1 2 3 22 10 32 Percentage 100 0 100 100 0 100 100 0 100 28.57 71.43 100 50 50 100 33.33 66.67 100 33.33 66.67 100 68.75 31.25 100

III Buffer 4) Thiruvallam Total No. 5 0 5 3 1 4 1 1 2 2 1 3 1 0 1 1 1 2 13 4 17 Percentage 100 0 100 75 25 100 50 50 100 66.67 33.33 100 100 0 100 50 50 100 76.47 23.53 100 5) Karamkullam Total No. 1 0 1 1 0 1 3 1 4 1 3 4 6 0 6 2 0 2 14 4 18 Percentage 100 0 100 100 0 100 75 25 100 25 75 100 100 0 100 100 0 100 77.77 22.23 100C Buffer Total (4+5) No. 1 0 1 6 0 6 6 2 8 2 4 6 8 1 9 3 0 3 1 1 2 27 8 35 Percentage 100 0 100 100 0 100 75 25 100 33.33 66.67 100 88.89 11.11 100 100 0 100 50 50 100 77.14 22.86 100

IV All Zones A+B+C Total No. 7 0 7 31 0 31 45 16 61 7 14 21 14 2 16 9 3 12 2 6 8 115 41 156

Percentage 100 0 100 100 0 100 73.77 26.23 100 33.33 6677 100 87.5 12.5 100 75 25 100 25 75 100 73.7 26.3 100

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3.11 Distribution of Sample Households by Annual Income Levels

The annual income distribution of the sample households is presented in Table 3.12 below.All the respondent families were divided into three groups viz., high (annual income >Rs.72,000) middle (annual income between Rs. 36,000 – Rs. 72,000) and low (annual income<Rs. 36,000). Accordingly 40% of the families belong to low income category and another24 families fall under the category of middle income group.

TABLE 3.12DISTRIBUTION OF SAMPLE HOUSEHOLDS BY ANNUAL INCOME

S. No Zone / Village PEOPLE EARNING TOTAL Wise UPTO Rs 13,000 TO Rs 36,001/- TO Rs 72,001/- TO Rs 1,44,001/- Rs 12,999/- 36,000/- 72,000/- 1,44,000/- AND ABOVE1 2 3 4 5 6 7 8I Very Core 1) VZMA Total No. 3 17 13 8 9 50 Percentage 100 100 100 100 100II Core 2) Venganoor Total No. 1 5 3 3 0 12 Percentage 33.3 50 50 60 48.0 3) Kottukal Total No. 2 5 3 2 1 13 Percentage 66.7 50 50 40 100 100B Core Total ( 2+3 ) No. 3 10 6 5 1 25 Percentage 100 100 100 100 100

III Buffer 4) Thiruvallam Total No. 1 5 0 2 2 10 Percentage 100 38.5 0 66.7 66.7 5) Karamkullam Total No. 0 8 5 1 1 15 Percentage 61.5 100 33.3 33.3 60C Buffer Total ( 4+5 ) No. 1 13 5 3 3 25 Percentage 100 100 100 100 100 100

IV All Zones( A+B+C) Total No. 7 40 24 16 13 100

Percentage 7 40 24 16 13 100

3.12 Distribution of Sample Households by Income and Caste

For the purpose of the study, three different income groups were identified viz., high,medium and low-income groups. Since the samples were purposive a fair distribution of allincome groups was arrived. Table 3.13 shows the caste and income wise distribution of therespondents.

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TABLE NO 3.13DISTRIBUTION OF SAMPLE HOUSEHOLDS / POPULATION BY CASTE AND INCOME

S.No. Zone / Income SC ST BC OC Total

Group FA FA FA FA FA1 2 3 4 5 6 7I Very Core 1) VZM Income High No. 11 1 12 Percentage 28.9 8.3 Medium No. 13 5 18 Percentage 34.2 41.7 Low No. 14 6 20 Percentage 36.8 50 Total No. 38 12 50 Percentage 100 100II Core VEG + KOT Income High No. 1 1 3 5 Percentage 33.3 7.6 37.5 Medium No. 1 5 6 Percentage 33.3 38.46 Low No. 1 1 7 5 14 Percentage 33.3 100 53.85 62.5 Total No. 3 1 13 8 25 Percentage 100 100 100 100

III Buffer TIR + KAR Income High No. 4 2 6 Percentage 23.3 40 Medium No. 4 2 6 Percentage 23.3 40 Low No. 3 9 1 13 Percentage 100 52.94 20 Total No. 3 17 5 25 Percentage 100 100 100

7 IV All Zones

Income High No. 1 16 6 23 Percentage Medium No. 1 22 7 30 Percentage Low No. 4 1 30 12 47 Percentage Total No. 6 1 68 25 100 Percentage

Vast majority of the respondents (77%) falls either in the medium or low-income groups. Outof the total respondents, 47% belong to low income group.. Almost all of them, in all thezones, belong to socially backward classes. Under ST category only one family has beenreported in the low income group.

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4.0 RANKING OF PRIORITIES

During the socio-economic survey, the respondents have been asked to list out their prioritieswith respect to the infrastructure development in the region. The data collected during thesurvey was compiled and the priorities were ranked by giving due weightage and the sameare presented in Table 3.14 below.

Table 3.14RANKING OF PRIORITIES FOR DEVELOPMENT INDICATORS

Number Indicator Score obtained out of1100

Rank

1 Better roads / widening of roads forsmooth movement of vehicles

675 4

2 New railway line 576 63 Better management of beach front road /

path way with electricity, water andsanitation facilities

853 1

4 Better health care for infants, children andwomen

764 2

5 Cleaner environment around fishinggrounds

517 9

6 Promotion of technical education centers 673 57 Improvement of inland water ways 427 118 Strengthening and improving present

marine / fish catch / processing storage /marketing in order to benefit fishermenand women

439 10

9 Curbing evil habits like drinking liquor,smoking among people through IECcampaigns and make them better citizens

564 7

10 Promotion of industrial development byestablishing industries related to fisheries /coir/ handlooms/ horticulture etc. evennecessary sea port

695 3

11 Better coastal management plan incollaboration with different departments,like revenue, fisheries, port, block,panchayath, elected people, NGO’s etc.

557 8

All the indicators were rated on a ten-point scale. The maximum point that could be obtainedwas 1100. Coming to the priorities, S. No. 3 “water and sanitation” ranked first and S. No.4 “Better health care for all” ranked second. The third rank is given to S. No. 10“promotion of industrial development including the port”.

5.0 CONCLUSIONS

Social AspectsThe area under study is predominantly constituted of Backward Castes (68%). The numberof female-headed households is 11% and this has both social and economical implications.The religious composition of the area is 51% Hindus, 40% Christians, 6% Muslims and restare others. At the same time, the castes involved are quite varied . Consequently, the socialdynamics that emerges may be difficult to predict.

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There is concentration of Christians and Muslims in certain areas. Thus, the coastal belt isinhabited by fishermen mainly Christians and Muslims living in clusters. Communal riots andbrawls with regard to fishing have once been very frequent and nowadays, it is still a periodicphenomenon. Majority of the people are natives and have deep attachment to the location.Two third of the respondents (67%) are natives and eight more have been there for over 25years.

The sex ratio in favor of male (especially in the 6-12 years) is indicative of the poor healthstatus and gender bias of the community. However, at the same time it must be pointed outthat in the Christian fishermen community, women have a dominant role in the managementof the family.

Economic AspectsThe important occupational pattern observed in the study area are mostly fishing, agriculture,skilled / unskilled workers. Of the total, fishing communities represent 39%, agriculturebased 20% and household industrial category as 14%. Fishing and Agriculture are seasonalactivities and the populations involved in these occupations are facing financial crisis

Developmental Priorities:

To an impoverished group, what would be the developmental priorities? It is interesting tonote that water and sanitation gets the first choice, better health care second and promotion ofindustrial and other development including port comes third.

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