CHAPTER- 3 ENVIRONMENTAL BASELINE...

IFFCO EIA Study for Barge Jetty at Kandla

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CONTENTS

CHAPTER-1 INTRODUCTION

1.1 INTRODUCTION 1-1

1.2 NEED FOR THE PROJECT 1-3

1.3 EXISTING TRAFFIC AT KANDLA PORT 1-4

1.4 REGULATORY AUTHORITIES FOR CRZ REGULATION 1-6

1.5 OBJECTIVES OF THE EIA STUDY 1-7

1.6 METHODOLOGY ADOPTED FOR THE EIA STUDY 1-7

1.7 OUTLINE OF THE REPORT 1-10

CHAPTER-2 PROJECT DESCRIPTION


2.2 CONSTRUCTION DETAILS 2-2

2.3 CARGO HANDLING 2-3

2.4 SOURCES OF POWER FOR EXISTING AND PROPOSED FACILITY 2-4

2.5 POWER REQUIREMENT FOR EXISTING AND PROPOSED FACILITY 2-4

2.6 PROJECT IMPLEMENTATION 2-4

2.7 ORGANISATION HEIRARCHY 2-5

2.8 COST ESTIMATES 2-8

2.9 CONSTRUCTION PERIOD 2-8

2.10 HTL/LTL DEMARCATION 2-8

CHAPTER- 3 ENVIRONMENTAL BASELINE STATUS

3.1 GENERAL 3-1

3.2 METEOROLOGY 3-1

3.3 LAND USE PATTERN 3-3

3.4 AMBIENT AIR QUALITY 3-3

3.5 NOISE ENVIRONMENT 3-8

3.6 MARINE WATER QUALITY 3-9

3.7 SEDIMENT CHARACTERISTICS 3-13

3.8 TERRESTRIAL ECOLOGY 3-14

3.9 MARINE ECOLOGY 3-15


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3.10 FISHERIES 3-20

3.11 SOCIO-ECONOMIC ASPECTS 3-21

CHAPTER-4 ASSESSMENT OF IMPACTS


4.2 IMPACTS ON LAND ENVIRONMENT 4-1

4.3 WATER ENVIRONMENT 4-2

4.4 IMPACTS ON HYDRODYANMICS DUE TO THE PROJECT 4-4

4.5 IMPACTS ON COASTAL PROFILE 4-8

4.6 IMPACTS ON NOISE ENVIRONMENT 4-8

4.7 IMPACTS ON AIR ENVIRONMENT 4-10

4.8 IMPACTS ON ECOLOGY 4-12

4.9 IMPACTS ON SOCIO-ECONOMIC ENVIRONMENT 4-13

4.10 IMPACTS DUE TO SEISMICITY 4-13

CHAPTER-5 ENVIRONMENTAL MANAGEMENT PLAN

5.1 GENERAL 5-1

5.2 POLLUTION CONTROL FACILITIES AT IFFCO KANLDA PLANT 5-2

5.3 LAND ENVIRONMENT 5-5

5.4 SOLID WASTE DISPOSAL 5-6

5.5 WATER ENVIRONMENT 5-7

5.6 CONSERVATION OF WATER RESOURCES 5-8

5.7 AIR ENVIRONMENT 5-9

5.8 MANAGEMENT OF TRAFFIC 5-12

5.9 CONTROL OF NOISE 5-12

5.10 GREENBELT DEVELOPMENT 5-13

5.11 ENERGY CONSERVATION MEASURES 5-15

5.12 DEVELOPMENT OF MEDICAL FACILITIES 5-16

5.13 AREA DEVELOPMENT ACTIVITIES 5-17

5.14 SHIP COLLISION CONTROL PLAN 5-18

5.15 DETAILS OF FIRE FIGHTING EQUIPMENTS 5-18

5.16 ENVIRONMENTAL AUDIT 5-18


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5.17 OTHER MEASURES 5-19

5.18 ESTABLISHMENT OF AN ENVIRONMENTAL MANAGEMENT CELL 5-20

CHAPTER-6 ENVIRONMENTAL MONITORING PROGRAMME

6.1 THE NEED 6-1

6.2 AREAS OF CONCERN 6-1

6.3 MARINE WATER & SEDIMENT QUALITY 6-1

6.4 AMBIENT AIR QUALITY 6-4

6.5 NOISE 6-4

6.6 GREENBELT DEVELOPMENT 6-4

6.7 SUMMARY OF ENVIRONMENTAL MONITORING PROGRAMME 6-5

CHAPTER-7 DISASTER MANAGEMENT PLAN

7.1 GENERAL 7-1

7.2 HAZARD IDENTIFICATION 7-1

7.3 SAFETY CONSIDERATION 7-2

7.4 DISASTER MANAGEMENT PLAN 7-2

7.5 PERSONAL PROTECTIVE EQUIPMENT 7-9

7.6 RECOVERY 7-11

CHAPTER-8 AREA DRAINAGE STUDIES


8.2 DATA UTILIZED FOR THE STUDIES 8-2

8.3 GULF OF KUCHCHH 8-2

8.4 PLAN OF APPROACH ADOPTED FOR THE STUDY 8-4

8.5 EFFECT OF WIND GENERATED WAVES ON PROJECT SITE 8-5

8.6 EFFECT OF STORM SURGES 8-6

8.7 HINDCASTING OF STORM WAVES AT PORBANDER 8-9

8.8 EFFECT OF TSUNAMI WAVE ON WATER LEVELS AT 8-10 IFFCO KANDLA PROJECT SITE

8.9 EFFECT OF SEA LEVEL RISE 8-11


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8.10 EFFECT OF WIND SETUP 8-12

8.11 SAFE GRADE ELEVATION( SGE) FOR BARGE JETTY 8-12

8.12 ESTIMATION OF STORM WATER DISCHARGE 8-13

CHAPTER-9 COST ESTIMATES

9.1 ENVIRONMENTAL MANAGEMENT PLAN (EMP) 9-1

9.2 ENVIRONMENTAL MONITORING PROGRAMME 9-1

ANNEXURES

ANNEXURE -I - HTL /LTL REPORT PREPARED BY ANNA UNIVERSITY ANNEXURE-II - NATIONAL AMBIENT AIR QUALITY STANDARDS ANNEXURE-III - AMBIENT NOISE STANDARDS ANNEXURE-IV - MATHEMATICAL MODEL STUDY REPORT PREPARED BY

CWPRS ANNEXURE-V - COMPLIANCE REPORT SUBMITTED TO GPCB BY IFFCO ANNEXURE-VI A&B - ANALYSIS REPORT OF TREATED SEWAGE AT IFFCO

PLANT ANNEXURE-VII - COPY OF THE TIDE TABLE FOE KANDLA CREEK


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LIST OF FIGURES

Figure-1.1 Location Map

Figure-2.1 Site Plan

Figure-2.2 Project Layout Map

Figure-2.3 Construction Schedule

Figure-2.4 HTL/LTL Map ( Scale 1:4000)

Figure-2.5 HTL/LTL Map ( Scale 1:25000)

Figure-3.1 Study Area Map

Figure-3.2 Rainfall variation in the project area

Figure-3.3 Temperature variation in the project area

Figure-3.4 Relative Humidity in the project area

Figure-3.5(A) Wind Rose Diagram

Figure-3.5(B) Wind Rose Diagram

Figure-3.6 Satellite Imagery (FCC) of the study area

Figure-3.7 Classified imagery of the study area

Figure-3.8 Sampling Location Map

Figure-4.1 Satellite Imageries of the project area showing the shoreline of Kandla

Creek

Figure-4.2 Variation in Shoreline of Kandla Creek around IFFCO Kandla Project

Figure-4.3 Sensitive area map

Figure-8.1 Topographical Survey Map

Figure-8.2 Layout Map of drains

IFFCO Limited EIA Study for Barge Jetty at Kandla

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CHAPTER-1

INTRODUCTION

1.1 INTRODUCTION

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

The solid fertiliser raw materials and products like Muriate of Potash (MOP),

Urea, Di Ammonium Phosphate (DAP), Mono Ammonium phosphate (MAP),

etc., are unloaded at Kandla port’s berths and transported to the storage

areas in the plant by trucks / dumpers.

The demand for fertilisers has grown and IFFCO also imports large quantity

of fertiliser products at Kandla port, which is increasing.

Growing industrialisation in Kandla area has added to cargo traffic at Kandla

port. Despite novel initiatives by Kandla Port Trust to manage the heavy port

traffic, like priority berthing for higher discharge rate, etc., the port is

becoming busy and therefore the pre-berthing detention time for cargo ships

is likely to increase.

IFFCO envisages construction of a captive barge jetty at Kandla port for

unloading its raw materials and imported finished products. The entire facility

shall be built, operated and maintained by IFFCO. Kandla Port Trust has

alloted 36,000 sq. meters of land which shall be reclaimed and developed for

construction of the barge jetty. Kandla Port Trust shall also provide necessary

guidance, approvals and other assistance required by IFFCO for stable and

smooth construction and operation of the barge jetty.

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

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

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

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

in Figure-1.1.

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

anchored at mid sea, using barges. The barges shall then be berthed and

unloaded at the proposed barge jetty.

The captive barge jetty shall have grab cranes / excavators for unloading

cargo from the barges. This material shall be transported by trucks &


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conveying system shall also be developed for shifting of materials to the

respective storage godown in the plant through a short distance. Imported

fertilisers shall be unloaded and transported to storage godowns by

trucks/conveying system where facility for weighing and bagging shall be

provided. Bagged product shall be directly loaded into railway wagons.

Storage godowns, as per requirement will be constructed along side the

existing railway line within IFFCO premises.

At present transportation of IFFCO’s cargo from Kandla port cargo berths to

storage area in the plant, a distance of about 12 km, generates traffic of

thousands of trucks which ply to and fro during unloading, causing vehicular

congestion at Kandla port area.

Imported fertiliser raw material and products are in the form of fine

crystalline solid or granules. During transportation by trucks this material

gets spilled along the road side causing environmental difficulties and

material losses. Construction of captive barge jetty will drastically reduce the

distance for transporting the solid cargo in trucks to plant storage area.

IFFCO is committed to continuously improve the environment in and around

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

has designed and adopted Environment Management System (EMS)

according to International guidelines which have received the International

Standards Organization Certification ISO 14001: 2004, valid up to 23rd

November 2012 for the Operational Scope "Manufacture of DAP and NPK

Fertilisers ". A copy of the Certificate is attached below.

The Policy adopted at IFFCO Kandla plant as part of its Environment

Management System states commitment to carry out business in an

environmentally responsible manner. For achieving the same, objectives are

set, evaluated, monitored and results communicated and documented for

assessing the environmental performance of the plant. The following guiding

principles have been set to:


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implement appropriate Environment Management System.

comply with all applicable environmental and other legislation and

endeavor to improve upon them in a prudent manner with good

business sense.

promote sustainable development through better operating practices

that would reduce pollution, minimize waste and optimize utilization of

resources.

increase Environmental Management System awareness among all

employees and contractors to achieve the set environmental objectives

and targets.

The Environmental Management Plan for the captive barge jetty proposes to

integrate the baseline conditions, impacts likely to occur, and the supportive

and assimilative capacity of the system. The most reliable way to achieve the

above objective is to incorporate the management plan into the overall

planning and implementation of the project.

1.2 NEED FOR THE PROJECT

The various limitations and drawbacks in the present system is listed below,

which shall get eliminated after the proposed captive barge jetty is put into

operation :

At present, Panamax vessels with full cargo load cannot berth at Kandla port

cargo jetties due to draft limitations. In the current scenario of international

trade, availability and freight cost of large carriers give significant economic

benefit. This results in lower landed cost of raw materials and fertiliser

products.

Although the average pre berthing detention time at Kandla port is low,

during peak period due to very heavy traffic of imports and exports at

Kandla, vessels are required to wait for berth ranging from 3 to 10 days

which severely hampers plant operations.

Due to delay in berthing of vessels carrying imported raw materials for

IFFCO, at times the plant has to be kept under shutdown until receipts of raw

material from the shipment has commenced. With anticipated increase in

cargo traffic at Kandla port, the occasions of enforced plant shutdowns are


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likely to increase affecting the production and availability of indigenous

fertilisers to the farmers of our Country.

The cost of raw material increases due to additional expenditure on

secondary transportation from port premises to the plant. Material losses

occur due to spillage during transportation of material in trucks / dumpers,

which further increases the unit cost of raw material.

The spillage and wind losses during transportation and storage at port

premises cause environment pollution, which can be eliminated by barge

operations adjacent to the existing factory premises.

The entire solid cargo handling of IFFCO will be diverted from the solid cargo

area to the liquid cargo handling area at Kandla port.

The construction of barge jetty shall enable IFFCO to arrange for cargo

shipment in larger vessels without any draft limitation.

IFFCO will be able to carry out unloading of raw materials and imported

fertiliser products directly without any time delay and with minimum losses.

The timely receipt of raw materials shall enable IFFCO to maintain its

production plans conveyed to the Government of India for meeting the

fertiliser requirements of our country.

Space availability between the two existing jetties for construction of captive

barge jetty of IFFCO is adequate and complies with the statutory requirement

for non-hazardous and non explosive materials, which is most beneficial to

IFFCO due to close proximity to existing factory premises.

1.3 EXISTING TRAFFIC AT KANDLA PORT

Following are the information available on Kandla Port and Port Operating data

as provided on their website:


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Berth occupancy chart:

Berth occupancy chart for cargo jetties at Kandla port indicate high

occupancy as per figures mentioned in the table below:

Year Berth occupancy in percentage 2001-02 89% 2002-03 94% 2003-04 90% 2004-05 89% 2005-06 80% 2006-07 91% 2007-08 89% 2008-09 91% 2009-10 95%

Traffic handled (Imports & Exports):

Year Traffic handled, imports and exports

(Lakh metric tonnes) 2002-03 406.11 2003-04 413.88 2004-05 409.32 2005-06 449.56 2006-07 517.18 2007-08 631.95 2008-09 722.25 2009-10 795.21

Vessel Traffic – Category wise:

Year 2009-10 (No. of

vessels)

2008-09 (No. of

vessels)

2007-08 (No. of

vessels)

2006-07 (No. of

vessels)Dry bulk 663 636 598 461

Liquid bulk 1421 1212 1208 906 Break bulk 437 448 557 505 Containers 255 221 235 252

Others 0 0 0 0 Total 2776 2517 2598 2124

Average pre-berthing time:


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Year Time (in Days) 2002-03 0.70 2003-04 0.46 2004-05 0.69 2005-06 0.82 2006-07 1.47 2007-08 1.36 2008-09 1.17 2009-10 0.95

1.4 REGULATORY AUTHORITIES FOR CRZ REGULATION

National Coastal Management Authority (NCZMA)

The Authority will examines and accords approval to area specific

management plans, based on the recommendations of the State Coastal

Zone Management Authorities and Union Territory Coastal Zone Management

Authorities

State Coastal Management Authority (SCZMA)

Based on the CRZ notification in 2011, the state Government constitutes

Coastal Zone Management Authority (SCZMA). The SCZMA is designated as

having the power to take various measures for protecting and improving the

quality of the coastal environment and preventing, abating and controlling

environmental pollution in areas of the respective State/UT. For the present

project, shall review the project and make recommendations to the National

Coastal Zone Management Authority for according clearance under CRZ

notification.

District Coastal Management Authority (DCZMA)

The State/ Union Territory Government constitutes the District Coastal Zone

Management Authorities (DCZMA) with Collector of the District as its

Chairman, to monitor, enforce and implement the provisions of Coastal

Regulation Zone at the district level. Proposals seeking clearance under

Coastal Regulation Zone Notification are first scrutinized by the District

Coastal Management Authority and then submitted to State Coastal Zone

Management Authority (SCZMA). The DCZMA assists the State Coastal Zone

Management Authority in discharging the expected duties apart from

attending to the local issues concerned with the Coastal Regulation Zones.


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1.5 OBJECTIVES OF THE EIA STUDY

The objectives of Environmental Impact Assessment for the proposed cargo

jetty at Kandla are to assess the likely impacts on the existing quality of

land, marine water, noise, air quality, marine as well as terrestrial ecology

and socio-economic environment. Mitigating measures in the form of an

Environmental Management Plan (EMP) have also been outlined as a part of

the EIA report.

The key components of the EIA study include:

- assessment of the existing status of physico-chemical, ecological

(terrestrial and marine) and socio-economic aspects of environment.

- identification of potential impacts on various environmental

components due to activities envisaged during construction and

operation phases.

- prediction of significant impacts on various aspects of environment.

- delineation of Environmental Management Plan (EMP) outlining

measures to minimize adverse impacts during construction and

operation phases of the proposed project.

- formulation of environmental quality monitoring programme for

construction and operation phases.

1.6 METHODOLOGY ADOPTED FOR THE EIA STUDY

The purpose of this section is to enumerate the steps carried out in an

Environmental Impact Assessment (EIA) study. The same are briefly

described in the following paragraphs.

Environmental Baseline study

Before the start of the project, it is essential to ascertain the baseline levels

of appropriate environmental parameters which could be significantly

affected by the implementation of the project. The planning of baseline

survey emanates from short listing of impacts prepared during identification.

The baseline study involved both field work and review of existing

documents, which is necessary for identification of data which may already

have been collected for other purposes.


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As per the Ministry of Environment & Forests (MOEF) guidelines, the Study

Area for the EIA study has been considered as the 10 km radius keeping the

proposed project site at the centre. The baseline data on various

environmental parameters like land use pattern, water quality, noise,

meteorology, air quality, demography and socio-economics, terrestrial

ecology and marine ecology was collected through field studies, literature

review and collection of secondary data as available with various

departments and locals.

The methodology adopted for various aspects of data collection is briefly

described in the following paragraphs:

• Marine Ecology

The marine ecological survey was conducted in the month of March 2011.

The surface as well bottom water samples were collected using mechanized

vessels. Each location was fixed on benchmark and after reaching the site,

the vessel was anchored.

Parameters like temperature, salinity and dissolved oxygen were estimated

by an YSI temperature, salinity oxygen meter respectively at the site itself.

Plankton samples were collected by filtering a known volume of water by a

plankton not of <60 µ mesh size bolting silk. Surface water was collected

using a clean bucket without causing any disturbances. Likewise, the bottom

water samples were collected by Nansen bottle. Sediment samples were

collected by a grab sampler operated from the vessel.

The data on various aspects like major aquatic floral and faunal species, rare

and endangered species, fisheries, crabs, prawns, mangroves, etc. was also

collected as a part of primary data collection. Apart from this, the secondary

data/information as available from the reported literature have been

appropriately utilized in the EIA report.

• Ambient Air quality

Ambient air quality monitoring was conducted at four locations in and around

the project area. The parameters monitored were PM10, PM2.5, SO2 and NOx.

The frequency of monitoring was twice a week for twelve weeks. The

monitoring was done during the month of January to April 2011.


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• Noise Environment

Noise levels in the study area were recorded with A-weighted noise level

meter at various sampling locations in and around the project area. The

readings were taken during day and night time and equivalent noise levels

were estimated and used in the EIA report.

• Socio-economic Aspects

The data on demography, socio-economics was collected from secondary

data sources like Census handbook, Statistical handbook, and revenue

records, etc.

• Landuse pattern

The landuse pattern of the study area has been studied using IRS- P6, LISS

III and LISS-IV MX digital satellite data, procured from National Remote

Sensing Agency (NRSA), Hyderabad . Detailed ground truth studies were

conducted for formulation of signature data set. A supervised classification

was then conducted using the Erdas IMAGINE processing software packages.

Assessment of Impacts

With knowledge of the baseline conditions, project characteristics, the

intensity of construction and operation activities and current critical

conditions, detailed projections were made for the influence of the proposed

project on physio-chemical, biological and social environment in the area.

The impacts on environment due to construction and operation activities of

the proposed project were identified.

The various aspects of the environment covered as a part of the Impact

Assessment were:

• Land Environment • Air Environment • Noise Environment • Terrestrial Environment • Socio-Economic Aspects.

An attempt was made to predict future environmental scenario quantitatively

to the extent possible. However, for non-tangible impacts, qualitative

assessment has been done.

Environmental Management Plan


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The Environmental Management Plan (EMP) was delineated to ensure that

the adverse impacts likely to accrue are altogether removed or minimized to

the extent possible. After selection of suitable and feasible environmental

mitigation measures, the cost required for implementation of various

environmental management measures has been estimated to have an idea of

their cost-effectiveness.

Environmental Monitoring Programme

A post-project environmental monitoring programme has been suggested to

oversee the environmental safeguards, to ascertain the agreement between

prediction and reality and to suggest the remedial measures not foreseen

during the planning stage but during the operation phase and to generate

data for further use. The equipment, manpower and cost required for the

implementation of environmental monitoring programme were also

suggested.

1.7 OUTLINE OF THE REPORT

The contents of the EIA report are arranged as follows:

Chapter 1: The chapter gives an overview of the need for the project,

objectives and need for EIA study etc.

Chapter 2: A brief write-up on various project appurtenances, construction

schedule and construction material requirement have been covered in this

chapter.

Chapter 3: Baseline environmental conditions including physical, biological

and socio-economic parameters, resource base and infrastructure have been

described in this chapter. Before the start of the project, it is essential to

ascertain the baseline conditions of appropriate environmental parameters

which could be significantly affected by the implementation of the project.

The planning of baseline survey emanated from short listing of impacts

prepared during identification. The baseline study involves both field work

and review of existing documents, which is necessary for identification of

data which may already have been collected for other purposes.

Chapter 4: Anticipated positive and negative impacts as a result of the

construction and operation of the proposed project were assessed in the


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Chapter. Prediction is essentially a process to forecast the future

environmental conditions of the project area that might be expected to occur

as a result of the construction and operation of the proposed project. An

attempt has been made to predict future environmental conditions

quantitatively to the extent possible. But for certain parameters, which

cannot be quantified, the general approach is to discuss such intangible

impacts in qualitative terms so that planners and decision-makers are aware

of their existence as well as their possible implications.

Chapter 5: Environmental Management Plan (EMP) for amelioration of

anticipated adverse impacts likely to accrue as a result of the proposed

project. The approach for formulation of an Environmental Management Plan

(EMP) is to maximize the positive environmental impacts and minimize the

negative ones. After selection of suitable environmental mitigation measures,

cost required for implementation of various management measures is also

estimated.

Chapter 6: Environmental Monitoring Programme for implementation during

project construction and operation phases has been delineated in this

Chapter. The objective is to assess the adequacy of various environmental

safeguards and to compare the predicted and actual scenario during

construction and operation phases to suggest remedial measures not

foreseen during the planning stage but arising during these phases and to

generate data for further use.

Chapter 7 : delineates the Disaster Management Plan.

Chapter 8 : presents the Area Drainage Study for the project area.

Chapter 9: outlines the cost required for implementation of Environmental

Management Plan and Environmental Monitoring Programme.


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CHAPTER-2

PROJECT DESCRIPTION

2.1 INTRODUCTION

The existing liquid cargo jetty of IFFCO and oil jetties located adjacent to the

plant are designed for handling liquid cargo through pipelines. The berthing

structure as well as its approach is not designed for withstanding the load of

heavy duty material handling equipment required for unloading cargo from

barges. The proposed barge jetty shall be used for handling various type of

non hazardous and non explosive dry cargo.

Facility for unloading by barges at the proposed barge jetty will encourage

other large cargo vessels to call at Kandla port. Importers can avail of lower

freight rates on account of larger vessel size for maximum use of barge jetty.

IFFCO proposes to develop an all weather suitable barge jetty with berthing

facilities for handling barges (draft of 4.00 m) carrying cargo of 2000 - 5000

MT off Kandla creek between OJ-V and OJ-VI. The entire facility shall be

built, operated and maintained by IFFCO. Kandla Port Trust has alloted

required land for reclamation and development and provided requisite

approvals, necessary guidance and other services, as required by IFFCO for

stable and smooth construction and operation of proposed barge jetty.

The dimensions of the proposed barge jetty shall be 120 m long and 20 m

wide. There will be no approach bridge for the barge jetty. The entire area

comprising 36,000 sq. meters shall be reclaimed and developed for receiving

and unloading cargo from barges. IFFCO’s raw materials shall be transported

by trucks to the storage areas in the plant. Imported fertiliser shall be

unloaded and transported by trucks/conveying system to the respective

storage godowns where weighing and bagging facility shall be provided.

Bagged product shall be directly loaded into railway wagons. Required

covered storage godowns shall be constructed along side the existing railway

line within IFFCO factory premises.


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IFFCO shall provide suitable access point from barge jetty to existing factory

boundary to transport raw materials by transportation of material by truck/

conveyor system.

All the materials to be handled shall be solid and non-hazardous and non-

flammable. These include Muriate of Potash (MOP), Di-Ammonium Phosphate

(DAP), Mono-Ammonium Phosphate (MAP) and Urea. In future any other

solid material as raw material for fertiliser plant or finished fertiliser product

can be handled at the jetty. Safety and Environmental requirements shall be

fulfilled.

IFFCO shall provide Minimum Guaranteed Throughput of handling 1 MMTPA

of cargo consisting of Potash, Urea, DAP or MAP etc., after commissioning of

the barge jetty. One year period shall mean twelve months from date of

commissioning. If the total material handling per annum is less than 1

MMTPA of cargo including other users at, IFFCO shall be responsible for

Minimum Guaranteed throughput of handling 1 MMTPA less the cargo of

other users in the particular year. Other users may utilise the barge jetty

when not in use by IFFCO, on mutually agreeable charges.

2.2 CONSTRUCTION DETAILS

Various construction jobs which shall be carried out for barge jetty are listed

as below:

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

location for construction of barge jetty.

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

m width.

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

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

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

The construction details of the superstructure are as follows:

Pre cast members comprising of :


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Main beams Secondary beams Pile cap Slab

Cast in-situ slab Wearing cost Reinforcement Steel ladders with inserts & hand rails.

• Construction of cylindrical hollow rubber fender having about 300 mm

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

shall be made at the barge jetty.

• Construction of storage godowns for imported raw materials and

fertilisers shall be done along side existing railway line within IFFCO

factory premises.

• Providing cranes, excavators for unloading materials from barges.

• Providing of bollard arrangement having approximately 30 ton

capacity.

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

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

• Electrification jobs for lighting and power supply for belt conveyor

motors.

• Providing environmental facilities as per requirement.

The site plan showing the proposed project with respect to existing facilities

is shown in Figure-2.1. The project layout map is enclosed as Figure-2.2.

2.3 CARGO HANDLING

The handling of cargo shall be carried out by third party having the expertise

in unloading and handling of materials from ships stationed at mid sea and

then transferring into small barges and ferrying to the captive barge jetty.

Cranes, excavators etc. shall be used for unloading and handling of solid

materials.


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2.4 SOURCES OF POWER FOR EXISTING AND PROPOSED FACILITY

Electricity is purchased from Paschim Gujarat Vij Co. Ltd., Gujarat Electricity

Board (GEB) through a double circuit 66 KV line from GEB Anjar. The 132 KV

line from Dhuvaran is tapped at Wankaner and two 220 KV lines from

Mehsana feed power to Anjar substation. The same line has been tapped at

Anjar substation where it is stepped down to 66 KV and a double circuit

direct line feeds IFFCO Kandla plant. In addition to this facility, we have one

emergency power DG set of 800 KVA capacity (0.8 PF) 415 V AC. The

Contracted Demand of the plant is 14.0 MVA. Major electrical facilities

includes 66/3.3 KV outdoor substation, 3.3 KV / 415 V substation, 415 V load

centers and motor control centers. A separate captive power unit consisting

of three DG sets of 1 MVA each is available to cater to sustenance load of the

plant during prolonged power failures. The contract demand with GEB is 14

MVA.

Since the power requirement for the existing and proposed facility shall be

met from the existing demand, there shall be no additional requirement from

GEB.

2.5 POWER REQUIREMENT FOR EXISTING AND PROPOSED FACILITY

The power requirement of existing facility is around 12.00 MVA and for the

proposed barge jetty shall be around 0.03 MVA. Hence existing contract

demand of 14 MVA is sufficient to cater to the requirement of proposed

expansion of barge jetty project.

2.6 PROJECT IMPLEMENTATION

The barge jetty shall be constructed by the specialists in the field of

construction of barge jetties like basic engineering jobs, detailed engineering

design, foundation design for jetty, etc. M.s IIT, Chennai has been engaged

by IFFCO as civil consultant for complete Basic & Detailed Engineering of the

Captive Barge Jetty. Experienced civil contractors shall be appointed for

carrying out specialized jobs like construction of foundation for jetty, erection

of unloading equipment, etc.

The project shall be commissioned in 14 months from the zero date.

Anticipated completion schedule for major project activities are as under:


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• Civil construction of barge jetty including foundation shall be

completed in 12 months.

• Other facilities required at barge jetty shall be provided

simultaneously.

2.7 ORGANISATION HEIRARCHY

The organization structure at IFFCO Kandla plant is defined in Chart-2.1.

Existing staff are to be redeployed and no additional employment for this

project is proposed to be made.


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CHART-2.1 : Organization Chart of IFFCO Kandla Plant


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The Organization Structure of the offsite section that handles port operations

and which shall handle barge jetty operations is defined in the Chart -2.2.

CHART-2.2

Existing manpower for port handling operations is adequate and shall be

handling barge jetty operations. No additional manpower is required during

construction and operation of proposed barge jetty.


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2.8 COST ESTIMATES

The total cost required for construction of the barge jetty shall be Rs. 273.76

million. The summary of cost is given in Table-2.1.

TABLE-2.1 Summary of cost estimate required for construction of barge jetty

S. No. Description Amount (Rs. million) 1. Construction of 120 x 20 meters barge

jetty, back up area and dredging 1100.00

2. Construction of 25,000 sq. meters of covered godowns

1250.00

3. Dredging of barge jetty 150.00 4. Taxes and Duties 100.00 5. Consultancy services 11.03 6. Interest During Construction 126.49 Total 2737.60

2.9 CONSTRUCTION PERIOD

The construction period for the project is proposed as 14 months. The project

implementation schedule is given in Figure-2.3.

2.10 HTL/LTL DEMARCATION

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

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

superimposing project layout as prepared by Institute of Remote Sensing

(IRS) Anna University, Chennai is enclosed as Figure-2.4 and 2.5. The HTL

/LTL Report prepared by Institute of Remote Sensing (IRS) Anna University,

Chennai is enclosed as Annexure-I.


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CHAPTER- 3

ENVIRONMENTAL BASELINE STATUS

3.1 GENERAL

Before the start of the project it is desirable to measure the levels of the

appropriate environmental parameters which could be significantly affected

as a result of implementation of the proposed project. This Chapter outlines

the information on baseline setting of the study area. The baseline data were

collected through field investigations and collection of available secondary

data, review of existing documents/publication pertaining to this area. The

baseline data collection of different environmental components viz.

meteorology, air quality, noise, water quality, land use, ecology and socio-

economics was carried out by WAPCOS for one season (February to April

2011) through a well designed field studies covering data collection from

primary as well as secondary sources for a study area i.e. area within 10 km

radius of the proposed Project at Kandla. The study area map is enclosed as

Figure-3.1.

The project site is located adjacent to the IFFCO fertilizer plant at Kandla and

lies in the Kandla Port Trust (KPT) area. As a part of the EIA study, the

Baseline Status has been ascertained for the following aspects:

• Meteorology • Landuse pattern • Ambient air quality • Noise environment • Terrestrial ecology • Marine water quality • Sediments characteristics • Marine Ecology • Fisheries • Socio-economic aspects

3.2 METEOROLOGY

Rainfall

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

Majority of the rainfall is received under the influence of south-west

monsoon. The highest rainfall is recorded during the months from June

to September. About 92.9% of the rainfall is received in the period


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form June to September. The rainfall as received in various months of

the year in project area district is shown in Figure-3.2.

Temperature

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

The mean daily minimum and maximum air temperatures are of the

order of 20.8°C and 34.1°C respectively in a year. The monthwise

temperature variations in the study area district is shown in Figure-3.3

Humidity

The relative humidity was observed to be high during the monsoon months

from June to September. The relative humidity was lower in other months of

the year, with the lowest being recorded in the months of November and

December. The month wise variation in humidity for the project area district

is presented in Figure-3.4.

Winds

Winds are generally light to moderate with some increase in force in the

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

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

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

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

The average meteorological conditions in the project area district are shown

in Table-3.1. The wind rose diagrams are given in figure 3.5-A&B.

TABLE-3.1 Average meteorological conditions of the project area

Month Temperature (oC) Rainfall (mm)

No. of rainy days

Relative humidity (%)

Maximum Minimum 8:30 hrs.

17:30 hrs.

January 27.5 12.1 2.1 0.2 49 22 February 30.4 14.4 0.8 0.2 54 22 March 35.3 18.8 4.8 0.2 56 23 April 38.8 22.4 0.6 0.1 57 23 May 40.1 25.2 0.7 0.1 66 33 June 37.0 27.2 49.6 2.6 73 54 July 34.2 26.5 153.4 6.1 80 62 August 33.0 25.4 68.9 4.3 80 63 September 34.4 24.2 28.7 2.4 76 51


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Month Temperature (oC) Rainfall (mm)

No. of rainy days

Relative humidity (%)

Maximum Minimum 8:30 hrs.

17:30 hrs.

October 36.5 22.1 4.6 0.3 57 28 November 33.0 17.6 6.4 0.2 47 24 December 28.5 13.3 1.3 0.1 46 24 Average 34.1 20.8 62 36 Total 321.9 16.8 Source : IMD, Kandla

3.3 LAND USE PATTERN

As a part of the EIA study, digital satellite data (IRS P-6, LISS-III

Sensor) was procured from National Remote Sensing Services Agency

(NRSA) Hyderabad. Land use classification of the study area was

prepared using the satellite imagery. The False Colour Composite

(FCC) and the classified imagery of the study area is given in Figures

3.6 and 3.7 respectively. The land use pattern of the study area as per

the satellite data is given in Table-3.2.

TABLE-3.2

Landuse pattern of the study area

Category Area (ha) Percentage of the total study area

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

3.4 AMBIENT AIR QUALITY

In order to establish the baseline status with respect to ambient air quality,

four air quality sampling stations were established as a part of the EIA study

for the proposed project. The ambient air quality survey was conducted

during summer season from January 2011 to April 2011. The frequency of

monitoring was twice a week at each station for 12 consecutive weeks. The


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

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

methodology adopted for analyses of various parameters is given in Table-

3.3. The location of the ambient air quality sampling stations are shown in

Figure 3.8.

Location 1 - Existing Jetty Area Location 2 - Training area Location 3 - Proposed site

TABLE-3.3

Techniques used for Ambient Air Quality Monitoring Parameter Technique Technical

Protocol Particulate Matter10 Gravimetric method IS-5182 (Pt-23) Particulate Matter2.5 Gravimetric method EPA Guidelines Sulphur Dioxide Modified West and Gaeke

Method IS-5182 (Part-II)

Nitrogen Dioxide Sodium Arsenite method IS-5182 (Part-IV)

The results of ambient air quality monitoring are presented in Table-3.4. The

National ambient air quality standards specified in the notification issued by

Ministry of Environment and Forest (MoEF) on 16th November -2009 under

the provisions of Environment (Protection) Rules, 2009 are presented in

Annexure-II.

TABLE-3.4 Results of ambient air quality monitoring

PM10 PM2.5 NO2 SO2 Existing Jetty Area

98 51 8.5 31.4 106 54 11.2 28.3 112 57 9.3 30.5 103 55 7.3 22.6 96 50 8.1 26.2 91 47 9.0 23.1 87 49 7.0 21.6 91 52 7.3 26.5 84 47 11.2 24.3 105 58 8.4 29.2 112 61 10.1 26.1 97 54 7.3 23.9 88 50 7.8 27.2 93 58 9.6 22.3


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PM10 PM2.5 NO2 SO2 108 65 11.5 26.7 101 60 10.2 31.0 96 50 7.2 27.1 104 53 9.4 24.4 102 51 8.1 23.9 108 56 11.1 29.2 91 47 7.3 24.7 94 49 11.0 26.2 98 50 8.6 27.0 110 56 1.1 28.4

Training area 104 54 8.6 33.9 112 57 11.9 26.6 94 55 11.6 32.9 109 58 7.7 24.6 102 53 8.6 28.4 96 50 9.5 25.1 92 52 7.2 23.5 96 60 11.2 26.1 89 51 11.9 23.4 98 59 8.9 31.0 119 65 10.7 29.3 103 57 7.7 25.9 116 59 8.3 31.4 99 61 10.2 24.8 114 65 12.2 29.5 107 71 10.8 33.5 97 51 11.1 27.1 101 56 9.7 24.8 96 52 7.8 23.7 102 51 11.1 29.3 110 54 10.6 31.0 99 50 9.2 33.2 104 53 8.8 32.7 96 49 10.3 31.8

Proposed Project Site 93 57 8.8 29.6 101 59 11.3 23.2 106 62 7.1 28.6 98 52 9.5 21.1 91 48 8.8 28.2 86 45 9.0 21.0 83 50 7.5 30.4 86 56 10.9 25.4 80 49 11.2 23.8


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PM10 PM2.5 NO2 SO2 100 62 8.3 28.2 106 64 10.7 24.6 92 51 7.8 22.5 84 48 11.7 25.1 88 55 12.3 30.7 103 62 11.2 24.3 96 57 10.1 29.7 102 81 9.1 26.6 94 49 7.8 21.8 98 51 8.6 23.7 88 45 7.8 25.4 96 50 9.3 29.2 107 55 10.1 24.8 98 51 9.2 26.7 103 54 7.7 27.1

Observations on ambient PM10 level

The summary of ambient PM10 levels observed is given in Table-3.5.

TABLE- 3.5 Ambient air quality status – PM10 (Unit: µg/m3)

Station Maximum Minimum Average Existing Jetty Area 112 84 98.95 Training area 119 89 102.29 Proposed site 107 80 94.95 It is observed from Table- 3.5 that the average concentration of PM10 at

various stations ranged from 94.95 to 102.29 µg/m3. The maximum

concentration of PM10 was recorded at the training area. The average PM10

levels were above the prescribed limits of 100 µg/m3 specified for industrial,

residential, rural and other areas at one station near Training area, while it

was less than 100 µg/m3 at other stations.

Observations on PM2.5 levels

The summary of ambient PM2.5 levels observed is given in Table- 3.6.

TABLE- 3.6 Ambient air quality status- PM2.5 (Unit : µg/m3) Station Maximum Minimum Average

Existing Jetty Area 65 47 53.33 Training area 71 49 55.95 Proposed site 64 45 54.70


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It is observed from Table- 3.6 that the average concentration of RPM at

various stations ranged from 53.33 to 55.95 µg/m3, PM2.5 was highest at the

station at training centre. The average values of PM2.5 were lower than the

prescribed limits of 60 µg/m3 specified for industrial, residential, rural and

other areas.

Observations on ambient SO2 levels

The summary of ambient SO2 level as monitored during field studies is given

in Table-3.7.

TABLE- 3.7 Ambient air quality status – No2 (Unit:µg/m3)

Station Maximum Minimum Average Existing Jetty Area 11.5 7 8.65 Training area 11.9 7.7 9.81 Proposed site 12.3 7.1 9.40

It is observed from Table- 3.7 that, the average concentration of SO2 at

various stations in the study area was well below the prescribed limits of 50

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

SO2 concentration of 12.3 µg/m3 was observed at station near training area.

Observations on ambient NO2 levels

The summary of ambient NO2 levels at different monitoring stations is given

in Table-3.8.

TABLE- 3.8 Ambient air quality status – SO2 (Unit : µg/m3)

Station Maximum Minimum Average Existing Jetty Area 31.4 21.6 26.33 Training area 33.9 23.5 28.48 Proposed site 30.7 21.1 25.90

It can be seen from Table- 3.8 that during the study period, NO2

concentration at all the sampling stations was below the limit prescribed limit

of 40 µg/m3 specified for industrial, residential, rural and other areas. The

highest NO2 concentration of 33.9 µg/m3 was observed at station near to the

Training area.


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3.5 NOISE ENVIRONMENT

Baseline noise data has been measured using a weighted sound pressure

level meter. The survey was carried out in calm surroundings. Sound

Pressure Level (SPL) measurement in the outside environment was made

using sound pressure level meter. Hourly noise meter readings were taken at

each site, and equivalent day time and night time noise levels were

estimated. The location of various ambient noise level monitoring stations is

shown in Figure-3.8. The ambient noise levels recorded and are tabulated in

Table- 3.9. The day time and night time noise levels are presented in Table-

3.10. The ambient noise standards are enclosed as Annexure-III.

TABLE- 3.9 Noise levels within the study area [Unit : Leq in dB(A)]

Time Proposed site

Existing Jetty

IOC Jetty

Near Plant office

Near Training centre

6-7 AM 38 38 37 38 37 7-8 AM 41 42 42 42 41 8 –9 AM 44 48 49 49 42 9-10 AM 55 51 50 52 42 10-11 AM 54 53 54 55 50 11 am -12 Noon 51 52 53 54 47 12 Noon-1 PM 50 50 52 52 46 1 –2 PM 54 52 54 54 44 2 – 3 PM 54 52 54 54 44 3 – 4 PM 56 54 52 52 44 4 – 5 PM 58 52 54 52 45 5 – 6 PM 52 51 52 52 47 6 – 7 PM 57 56 54 54 46 7 – 8 PM 56 54 54 52 44 8 – 9 PM 54 52 53 52 42 9-10 PM 50 50 52 50 42 10-11PM 50 50 50 48 40 11-12 AM 48 48 49 44 40 12-1 AM 42 44 44 42 38 1-2 AM 40 40 40 42 37 2-3 AM 38 38 38 41 36 3-4AM 38 38 37 40 36 4-5 AM 36 37 37 40 38 5-6 AM 36 37 37 39 38


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TABLE- 3.10

Equivalent noise levels in the study area (Unit : dB(A)) Location Leq(day) Leq(night) Proposed site 53.9 45.4 Existing Jetty 51.9 45.5 IOC Jetty 52.4 46.4 Near Plant office 52.3 44.6 Near Training centre 45.1 38.6

It may be seen from the Table- 3.10 that the day time equivalent noise level

ranged from a minimum of 45.1 dB(A) to a maximum of 53.9 dB(A). The

night time equivalent noise level ranged from a minimum of 38.6 dB(A) to a

maximum of 46.4 dB(A). The day and night time equivalent noise level at

various sites located close to residential areas were compared with Ambient

Noise Standards (Refer Annexure-III) and were observed to be well below

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

3.6 MARINE WATER QUALITY

Detailed marine ecological survey was conducted to establish the existing

status of the marine water around the proposed project site in the month of

March 2011. The study covered data collection and analysis of physico-

chemical and biological characteristics of marine water and sediment

samples, collection of mangrove samples for detailed analysis, interaction

with fisheries department and local fishermen. Marine water and sediment

sampling was done at six representative locations. The coordinates of the

sampling locations area given in Table 3.11.

TABLE - 3.11 Coordinates of the sampling locations for marine study

Site No. Latitude Longitude

1 70º 13.300' 23º 02.192' 2 70º 13.207' 23º 02.273' 3 70º 13.161' 23º 02.358' 4 70º 13.111' 23º 02.602' 5 70º 13.369' 23º 02.084' 6 70º 13.109' 23º 02.097'


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The surface samples were collected using a plastic bucket and polyethylene

bottle and glass bottle. Bottom water samples were collected using a Von

Dorn water sampler. Parameters like temperature, pH, dissolved oxygen,

salinity, light penetration, depth and productivity were measured at site.

Samples for laboratory analysis were transferred to well rinsed and labeled

containers. The bottles were tightly capped and transported in iceboxes. Flow

meter was used to measure the velocity and the quantity of water sampled

through plankton net. The flow meter was attached with plankton net to

know the actual amount of water passed through the net. The location of

various sampling locations is given in Figure-3.8. The light penetration details

at various sampling locations are given in Table- 3.12.

TABLE- 3.12 Depth and light penetration at various sampling sites

Station Light penetration (cm)

Site-1 30 Site-2 25 Site-3 22 Site-4 26 Site-5 30 Site-6 30

It can be seen from Table 3.12, that light penetration at various sampling

stations ranged from 20 to 30 cm. The average depth of the light penetration

was 25.5 cm.

The physico-chemical properties in surface and bottom water samples at

various locations are given in Table- 3.13.


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TABLE- 3.13 Physico-chemical water quality at various sampling sites

S. No.

Parameters Site1 Site2 Site3 Site4 Site5 Site6 Surface

Bottom

Surface

Bottom

Surface

Bottom

Surface

Bottom

Surface

Bottom

Surface

Bottom

1 Temperature ºC 30.2 29.8 29.6 29.8 29.1 29.1 30.8 29.0 29.0 29.0 29.1 29.0 2 Salinity (ppt) 41.0 40.0 40.0 41.0 40.0 40.0 39.6 40.0 42.0 42.0 40.0 40.0 3 pH 8.2 8.2 8.2 8.2 7.9 7.9 7.9 7.9 7.9 7.9 8.1 8.1 4 Dissolved

Oxygen(mg/l) 5.6 5.2 5.4 5.0 5.0 5.0 5.1 5.0 5.0 5.0 5.1 5.1

5 BOD (mg/l) 2.8 2.6 2.9 2.4 2.9 2.2 3.0 1.8 3.0 2.2 2.4 2.2 6 Conductivity (mS/cm) 58.0 59.8 58.6 59.0 57.0 58.8 59.0 59.0 59.0 59.0 59.0 59.0 7 Light penetration

(cm) 30 25 22 26 30 30

8 Chloride (g/l) 21.8 20.0 22.0 19.8 22.4 20.0 22.0 21.1 22.1 22.1 21.6 22.1 9 Calcium (g/l) 0.41 0.40 0.40 0.40 0.38 0.40 0.36 0.30 0.38 0.38 0.4 0.4 10 Sodium (g/l) 12.0 13.0 11.8 12.1 11.1 12.0 11.8 12.0 12.0 12.0 12.1 12.1 11 Potassium (g/l) 0.44 0.44 0.45 0.44 0.40 0.40 0.45 0.4 0.44 0.44 0.43 0.44 12 Magnesium (g/l) 1.4 1.1 1.3 1.1 1.7 1.3 1.4 1.4 1.3 1.1 1.4 1.12 13 Sulphate (g/l) 3.1 3.5 3.3 3.3 2.9 3.1 3.2 3.2 3.6 3.2 3.0 3.2 14 Phosphate (µg/l) 66.0 66.0 63.8 64.0 48.0 60.0 48.0 58.0 44.0 48.9 45.0 46.0 15 Nitrates(mg/l) 128 120 130 130 133 130 128 130 130 130 130 130 16 Nitrite nitrogen (µg/l) 4.9 4.0 6.0 4.4 6.2 5.6 5.4 5.4 5.2 5.4 5.4 5.4 17 Ammonical

nitrogen(µg/l) 22.0 20.0 20.0 20.0 20.0 21.0 22.0 22.0 24.0 22.0 24.0 22.0

18 Oil and grease (mg/l) 6.8 4.6 6.6 4.4 7.2 4.0 7.0 4.5 6.8 5.0 7.0 4.0


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Temperature (oC)

Surface water temperature ranged from 29 o C to 30.8oC. The bottom

water temperature, as expected was found to be slightly lower than surface

water temperature in all the stations. The bottom water temperature ranged

between 29 and 29.8oC at various sampling stations.

pH

The pH values varies from 7.9 to 8.2 at all the stations, which indicates that

the marine water is marginally alkaline within the study area.

Salinity

The salinity values varied from 39.6 to 42 ppt in surface and bottom water

samples at various sampling locations. The runoff from nearby salt pans is

responsible for the high salinity in the marine water.

Dissolved Oxygen (DO)

Dissolved Oxygen content of the surface water at different stations ranged

from 5 to 5.6 mg/l during the sampling period. As seen from the results

the DO content of surface water is slightly higher than the bottom waters.

This may be due to the consumption of oxygen due to organic matter and

respiration by the benthic species. Constant mixing results in the absence of

any significant variation in salinity among the sites or between surface and

bottom water samples.

Biological Oxygen Demand (BOD)

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

mg/l in surface and bottom water samples respectively.

Electrical Conductivity (EC)

Electrical Conductivity (EC) varies from 57 to 59 mS/cm at various surface

water sampling stations. Likewise EC in the bottom water samples ranged

from 58.8 to 59.8 mS/cm. No significant variation in EC levels in surface and

bottom water samples was observed.

Calcium

The calcium concentration ranged from 0.30 to 0.41 g/l at various sampling

location covered as part of the study.


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Magnesium

The Magnesium concentration ranged from 1.30 to 1.8 g/l at various

sampling location covered as part of the study.

Sodium

The sodium concentration ranged from 11.1to 13.0 g/l at various sampling

location covered as part of the study.

Chloride

The concentration of chloride ranged from 19.8 to 22.4 g/l at various

sampling location covered as part of the study. No significant variation in

surface and bottom water samples was observed, which could be attributed

to mixing due to tidal action.

Nitrate

The concentration of nitrate ranged from 128 to 133 mg/l at various

sampling location covered as part of the study. No significant variation in

surface and bottom water samples was observed.

3.7 SEDIMENT CHARACTERISTICS

There is a close relationship between sediments and the physical and

biological parameters of the surrounding water. Similarly, the activities in the

area also have an effect on the sediment composition. Hence, an

understanding of the physico-chemical and biological characteristics of the

sediments is essential. With this view, the sediment samples from all the six

stations were collected and samples were analyzed. The texture of bottom

sediment of the study area is generally clayey. Sediment characteristics are

tabulated in Table 3.14

TABLE - 3.14 Characteristics of sediment samples

Parameters Site1 Site2 Site3 Site4 Site5 Site6 pH 8.1 8.2 8.3 8.3 8.3 8.3 % of sand 10 5 5 10 10 10 % of silt 30 30 25 20 30 25 % of clay 60 65 70 70 60 65 Nitrates (µg/g) 5.2 5.0 4.3 3.5 5.5 5.6 Phosphates (µg/g) 1.6 2.1 2.1 3.6 4.0 4.0 Total nitrogen (µg/g) 4.8 4.6 6.6 8.0 8.0 8.0 Sodium(µg/g) 9.9 10.0 8.8 8.0 8.0 9.0


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Parameters Site1 Site2 Site3 Site4 Site5 Site6 Potassium (µg/g) 0.44 0.4 0.40 0.4 0.44 0.44 Organic matter (mg/g) 35.0 38.0 35.0 30.0 30.0 33.3 Chlorides(µg/g) 20.0 19.0 19.0 19.5 20.0 20.0

• pH values at various locations ranged from 8.1 to 8.3. • Texture was mainly clayey at various sampling locations. • Nitrate ranged from 3.5 to 5.6 µg/g. • Phosphate ranged from 1.6 to 44.0 µg/g. • Total nitrogen ranged from 4.6 to 8.0 µg/g • Sodium ranged from 8.0 to 10 µg/g • Potassium ranged from .4 to .44 µg/g. • Chlorides ranged from 19 to 20 µg/g

3.8 TERRESTRIAL ECOLOGY

Flora

Kutch district falls in the arid / semi-arid zone. Kutch district gets a very

scanty rainfall, the soil structure is Desert Soil, which is silty and saline in

nature. Most of the area is barren or with growth of wild tropical thorny,

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

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

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

Most of the surrounding area is barren or grow with desert shrubs. Greenery

has been developed inside the plant after quite an amount of hard work.

Coconut trees, Badam, Neem and other plantation (Horticulture and

Decorative plants near Administrative Building) give a green look inside the

premises.

IFFCO Township is the model example of green patch in the desert area of

Kutch. It is green everywhere with nurseries, gardens (roses, fruits etc),

greenery in each individual house, trees on the both side of all the roads

giving an enchanting view. The township has coconut farm, neem trees,

Ashoka trees, Amaltoash, Gulmohar, Mango, Chichoo, Seesam trees etc.

Mangroves

Mangroves are an inter-tidal, salt tolerant ecosystem. The ecosystem is

dominated by the influence of water. Mangroves constitute a bridge between

terrestrial and aquatic ecosystems. The flora and fauna are inter-dependent


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and would not survive in isolation, if any component is disturbed, thereby

exhibiting its fragile nature. Therefore, mangroves are highly productive

ecosystems, and serve as an excellent reservoir of nutrients providing

nursery and feeding grounds for a wide array of organisms.

No mangroves as such is present in the proposed project area. A few

saplings were noticed outside the IOC jetty. However, extensive areas of

mangroves exist in the opposite shore of Kandla creek which is far away

from the project site. One species of mangrove plant (Avicennia sp) was

noticed mainly on the way to Kandla port but away and outside the Port

zone. The common species of mangroves observed in Kandla are given

below:

• Avicennia marina • Avicennia officinalis • Avicennia alba • Rhizophora micronata • Ceriops tagal • Bruguiera gymnorrhiza • Sonnerata apetala • Aegiceros cerniculatum

3.9 MARINE ECOLOGY

Biological parameters are very important in the aquatic eco-system since

they determine the productivity of a water body. Primary productivity is an

important indicator of pollution level in any aquatic ecosystem. Fish

production is dependent on production of zooplanktons which in turn is

dependent on the phytoplankton production or primary productivity. All these

are related to physico-chemical characteristics of the water. Detailed marine

ecological survey was conducted in the core area to understand the existing

status of marine ecology in this area. The biological parameters like

abundance and density of zooplanktons and phytoplanktons, chlorophyll,

phaeophytin, primary productivity, abundance and density of benthic

organisms etc are studied and presented in the following sections.

Phytoplanktons

Phytoplanktons have long been used as indicators of water quality. Some

species flourish in highly eutrophic waters while others are very sensitive to

organic and/or chemical wastes. Phytoplanktons form the pastures of the


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sea. These organisms are autotrophic in nature. The growth and

multiplication of phytoplanktons primarily depends on solar illumination,

temperature and also on the availability of certain essential nutrients such as

nitrates, phosphates, silicates, trace elements, etc. Phytoplanktons are

suspended in the euphotic zone and they drift along with the ocean currents.

They vary from place to place and from season to season and this variation is

responsible for the organic production.

The productivity of phytoplanktons is directly responsible for the growth of

zooplanktons in the water. Usually when phytoplanktons reach the maximum

intensity of growth, zooplanktons start growing. The productivity of

phytoplanktons declines attaining maximum growth because of the depletion

of nutrients and grazing by zooplanktons. Thus, in this inter-relationship or

food chain of the phytoplanktons abundance is important as this is the first

step of any food chain or food web. The benthic organisms and fishes are

also dependent on planktons for their food. The abundance of phytoplanktons

at various locations in the study area is given in Table- 3.15.

TABLE- 3.15 Phytoplankton abundance and density recorded at various sampling

sites (Unit: No. of cells/litre) S.No. Name of groups Site1 Site2 Site3 Site4 Site5 Site6 1 Biddulphia 590 500 650 680 600 580 2 Coscinodiscus 2200 2080 2200 2100 2000 2080 3 Dytilum 380 355 280 250 280 280 4 Fragillaria 980 900 980 890 800 800 5 Navicula 220 200 200 240 220 220 6 Nitzschia 120 155 140 120 120 120 7 Oscllatoria 120 120 120 80 88 80 8 Peridinium 320 300 340 300 280 280 9 Pleurosigma 120 120 160 180 100 120 10 Rhizosolenia 180 140 160 220 220 300 11 Skeletonema 400 380 420 480 460 460 12 Thalasiothryx 260 300 240 280 240 280 Density 5890 5550 5890 5820 5408 5600

Twelve groups of phytoplankton were obtained from the sites. Of these,

Coscinodiscus was the dominant group. Total density of phytoplankton

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


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

plankton productivity.

The predominant phytoplanktons observed in marine water samples in and

around the project area include Cosindiscus sp. And Biddulphia. When

phytoplanktons reach the maximum intensity of growth, zooplanktons starts

growing. The productivity of phytoplanktons declines attaining maximum

growth because of the depletion of nutrients and grazing by zooplanktons.

This interrelationship or food chain of the phytoplankton abundance is

important as they are the first step of any food chain or food web. The

benthic organisms and fishes are also dependent on plankton for their food.

Zooplanktons

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

Copepodes were the most dominant group. The abundance of zooplanktons

at various locations in the study area is given in Table- 3.16. The

zooplankton density ranged from 221 to 300 no./l.

TABLE- 3.16 Abundance of zooplankton density recorded at various sampling sites

(Unit:no./l) Sl.no

Name of groups Site1 Site2 Site3 Site4 Site5 Site6

1 Copepoda 120 180 150 160 110 190 2 Decapoda 28 26 32 46 45 46 3 Lamellibranchiata 8 8 12 6 8 12 4 Lucifer 6 6 8 4 6 8 5 Mysids 28 20 18 16 16 18 6 Polychaeta 8 10 8 8 8 10 7 Stomatopod larva 14 12 12 16 18 16 Density 212 262 240 256 211 300

Productivity, Chlorophyll and Oxidisable particulate organic carbon

Chlorophyll ‘a’ is the photosynthetic pigment. The productivity of a water

body depends on Chlorophyll concentration. The abundance of phytoplankton

indicates that the photosynthetic activity is efficient and is largely responsible

by rich in chlorophyll ‘a’ values. The Primary productivity, chlorophyll and

oxidisable particulate organic carbon values at various sampling locations is

given in Table- 3.17.


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Primary productivity is the rate at which new organic matter is added to the

existing phytoplankton standing crop. Primary productivity depends on the

chlorophyll pigments, which absorbs the light and produces the energy

through the process of photosynthesis. Therefore, the estimation of these

pigments is very much important to ascertain the productivity of aquatic

environment. The Gross primary productivity ranged from 8.0 -12.6

mgC/m3/day.

TABLE- 3.17

Chlorophyll ‘a’ and phaeophytin values at various sampling sites No Parameters Values 1 Gross primary productivity(mgC/m3/day) 8.0 -12.6 2 Net primary productivity (mgC/ m3/d) 6.8 – 9.5 3 Chlorophyll a (mg/ m3l) 1.4 – 1.46 4 Oxidisable particulate organic carbon

(mg/m3) 126. - 1350

BENTHOS

Benthos is a collective term referred to the organisms lying in or associated

with aquatic sediment comprising bacteria, plants and animals from almost

all phyla. Benthic animals are generally described on the basis of their

position in the sediment. In fauna are the animals living within the interstital

space or burros. Those occupying the sediment surface are epifauna.

Benthos (1-100µm) comprising bacteria, protophyta and protozoans other

than forminifera, Meio fauna (100-1000 µm) including foraminifera, small

metazoans, nematodes and Macro or Mega fauna (above 1000 µm)

comprising of several macro invertebrates.

Benthic fauna have been found to play a significant role in the trophic

network, as they utilise all forms of food material available in the sea-bed or

estuarine base and form an important link in the transfer of energy. Another

important aspect of the benthic studies is the effect of the pollution on the

standing crop and productivity. Abiotic relationship of benthos especially

with the sediment logical features has explained most of the fluctuations in

benthic abundance.


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Benthos are the organisms that live on the floor of the sea. Benthic fauna

usually tend to concentrate in the upper oxygenated layer of sediment except

the true anaerobics.

Sediment samples were collected from four stations using Peterson's dredge

having a biting area of 16 x 17 cm. The sediment obtained was sieved

through required meshes to separate macrofauna (> 500 µ) and meio fauna

(which pass through 0.5 mm sieve and are retained by a 1000 µ sieve).

Each group of organisms were individually identified and a quantitative and

qualitative analysis has been done. Diversity and abundance of meio and

macrofauna did not show the presence of any rare or endangered species in

any of the sampling sites. The details of meio-benthos and macro-benthos

observed at various sampling locations is given in Tables- 3.18 and 3.19

respectively. The density of meio- fauna ranged from 382 to 670 nos/10 cm2

The dominant meio-faunal group was nematode. The density of benthic

macro-fauna ranged from 952 to 1092 no/m2 . The dominant macro-faunal

group was porifera.

TABLE- 3.18 Density of benthic meio fauna at various sampling sites

(Unit : nos/10cm2) S.No

Name of groups

Site1

Site2

Site3

Site4

Site5

Site6

Site7

Site8

Site9

Site10

1 Gastrotrichs

68 60 42 40 40 44 68 60 42 40

2 Harpacticoidea

28 30 20 20 22 20 28 30 20 20

3 Nematoda 220 420 410 360 240 460 220 420 410 360 4 Turbellaria 122 160 120 82 80 88 122 160 120 82 Density 438 670 592 502 382 612 438 670 592 502

TABLE- 3.19

Density of benthic macro fauna (Unit :no/m2)

S.no

Name of groups Site1 Site2 Site3 Site4 Site5 Site6

1 Amphipodes 72 66 62 42 24 26 2 Bivalves 12 9 12 10 10 10 3 Porifera 980 900 850 880 980 980 4 Gastropoda 12 11 16 18 16 16 5 Oligochaeta 16 12 12 12 18 20 Density (no/m2) 1092 998 952 962 1048 1052


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3.10 FISHERIES

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

IFFCO, which is located about 4 Km from Kandla Port. Since Kandla Port is

one of the major port in India and major portion of the study area is

occupied by the Kandla port, IFFCO and other industrial activities, fishing

activities are very limited in the study area. There are 19 fish landing centers

in Kutch district but there is no fish landing centre in the study area. As per

the information collected from the department of fisheries office at

Gandhidham, there is no fish pond as well, in the study area. However, small

fishing activity with mechanized and traditional fishing crafts are operating

from the Kandla creek. The major fish found in Kutch area are listed in Table-

3.20.

TABLE- 3.20 Common fishes found in the area

Scientific Name Common Name Local Name Carcharhinus dussumieri White-cheek shark Ghari mushi Carcharhinus sorrah Spot Tail shark Balda Scoliodon laticaudus Yellow dog shark Sonmushi Rhynchobatus sp Showel- nose ray Ranja Dasyatis Sp Sting -ray Pakat Arius jella Black-fin sea cat fish Shingala Chirocentrus dorab Wolf herring Karali Sardinella fimbriata Fringe scale sardine Pedwa Sardinella longiceps Oil sardine Tarali Hilsa ilisha Indian shad Palla Stolephorus indicus White bait Katali Stolephorus indicus Indian anchovy Dindus Harpodon neherius Bombay duck Bombil Saurida tumbil Lizard fish Chor bombil Coilia dussumieri Anchovy Mandeli Epinephelus dicanthus Grouper Gobra Johnius dussumieri Croaker Dhoma Lepturacanthus savala Ribbon fish Bala Decapterus russeli Russell’s Scad Teli bangada Carangoides malabaricus Trevally Kat Bangada Leiognathus bindus Pony fish Kap Formio niger Black Pomphret Halwa Pampus argentius Silver Pomfret Saranga Rastreliger kanagurta Mackerel Bangada Scomberomorus commersoni Seer fish Surumi Auxis thazard Frigate mackerel Bugudi


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Scientific Name Common Name Local Name Katsuwonus pelamis Stripped Tuna Bugudi Thunnus tongol Long tail tuna Khavalya Mugil cephalus Grey mullet Boita Psettodus ermei Halibut Zhipali Cyanoglossus spp Sole Gipti Prawns Metapenaeus dobsoni Yellow Prawn Polan Metapaeneus affinis Indian Prawn Kolabi Penaeus indicus Indian white Prawn Safed zinga Crabs Portunus pelagicus Blue crab Khekhada Portunus sanguinolentus Spotted crab Khekada Scylla cerrata Stone crab Chimbori

3.11 SOCIO-ECONOMIC ASPECTS

As a part of the CEIA study, it is imperative to study the socio-economic

characteristics of the project area as well as the study area. The proposed

project lies in Kachch district in Gujarat. Study area considered for the EIA

study is defined in Chapter 3. Various socio-economic characteristics of the

study area have been briefly described in the following paragraphs.

Population

The study area comprises of 3 villages and 2 urban areas, spread over in

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

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

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

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

The average family size in study area villages is 5.1. The demographic profile

in the study area villages is given in Table-3.21.

TABLE-3.21 Demographic profile of study area villages

Study Area House-holds

Population Males Females Sex Ratio

Family size

Chudva 74 293 170 123 724 4.0 Mithi Rohar 1680 8409 4383 4026 919 5.0 Kidana 1841 9285 4889 4396 899 5.0 Gandhidham (M) 29872 151693 79379 72314 911 5.1 Kandla (CT) 2979 14695 8469 6226 735 4.9 Total 36446 184375 97290 87085 895 5.1

Source: Primary Census Abstract, 2001


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Caste Profile

The General Caste population is the dominant caste category observed in the

study area villages as they account for about 79.1% of the total population.

The Scheduled Caste (SC) population accounts for about 17.4% of the total

population. The Scheduled Tribe (ST) population comprises a minuscule

proportion, accounting for only about 3.5% of the total population. The caste

wise distribution of population in the study area villages is depicted in Table

3.22.

TABLE – 3.22

Caste-wise distribution of population in the study area villages

Study Area Population

General Caste

Population

Scheduled Caste

Population

Scheduled Tribe

Population Chudva 293 116 47 130 Mithi Rohar 8409 7001 769 639 Kidana 9285 6940 1459 886 Gandhidham (M) 151693 117979 29360 4354 Kandla (CT) 14695 13725 502 468 Total 184375 145761 32137 6477


Literacy Rate

The total population within the study area accounts for about 184375

persons. Of this population, about 60.11% are literate while the remaining

39.89% are illiterate. The overall literacy rate in the study area is 60.11%.

The male and female literacy rates in the study area are 67.33% and

52.04% respectively. The literate population in the study area villages is

outlined in Table- 3.23.

TABLE- 3.23 Literacy rate in study area villages

Study Area Population Literates

Male Literates

Female Literates

Population Illiterates

Chudva 34 25 9 259 Mithi Rohar 2109 1512 597 6300 Kidana 3978 2619 1359 5307 Gandhidham (M) 98292 56777 41515 53401 Kandla (CT) 6406 4569 1837 8289 Total 110819 65502 45317 73556



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Occupational profile

As already mentioned, the total population residing in the study area villages

is 184375. Out of this population, about 31.74% is engaged in various

vocations and has been designated as the working population. The remaining

68.26% of the population is not involved in any economic activity, and hence

is depended population and has been designated as the Non-working

population. Of the total working population, about 95.48% are the main

workers, while the remaining 4.52% are marginal workers. The occupational

details of study area villages are given in Table-3.24.

TABLE- 3.24 Occupational profile of study area villages

Study Area Population

Total Working

Population Main

Workers Marginal Workers

Total Non-

working Population

Chudva 293 74 74 0 219 Mithi Rohar 8409 2455 2392 63 5954 Kidana 9285 3108 3000 108 6177 Gandhidham (M) 151693 47151 44751 2400 104542 Kandla (CT) 14695 5736 5661 75 8959 Total 184375 58524 55878 2646 125851



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CHAPTER-4

ASSESSMENT OF IMPACTS

4.1 INTRODUCTION

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

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

been identified. The Environmental Impact Assessments for quite a few

disciplines are subjective in nature and cannot be quantified. Wherever

possible, the impacts have been quantified. However, for intangible impacts, a

qualitative assessment has been done. This Chapter deals with anticipated

positive as well as negative impacts due to the construction and operation of

the proposed captive barge jetty.

4.2 IMPACTS ON LAND ENVIRONMENT

a) Construction phase

Impacts due to construction activities

Pre-construction activities generally do not cause significant damage to

environment. Preparatory activities like the use of existing access road,

construction of storage sheds, etc. being spread over a large area, would

have no further significant impact once the land is acquired and its existing

use changes. Clearing, stripping and leveling of sites, construction of bunds

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

lead to some disturbance to the habitat. The level of construction activities in

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

adverse impact on this account. The captive barge jetty is located in the

vacant space between IFFCO’s captive liquid cargo jetty and IOC liquid cargo

jetty, adjacent to the existing IFFCO cargo boundary. The project area at

present is barren with no major vegetation or wildlife.

The natural drainage in the area is such that the entire water would outfall in

the marine water. This could lead to marginal increase in turbidity levels.

However, based on experience in similar projects, this impact is not expected

to be significant.

b) Operation phase

Generation of garbage at captive barge jetty

In the proposed captive barge jetty of grab cranes/excavators shall be used

for unloading cargo for the jetty. The material shall be transported by trucks

to storage areas in the plant through a short distance. Imported fertilizer shall


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be unloaded and transported to storage godowns by trucks. Thus, there are

no sources of solid waste generation in the proposed project.

The solid waste generation is envisaged during operation phase could be the

disposal of garbage or solid waste generated from various sources. The

various sources solid waste generated from jetty area and jetty office. The

solid waste generated shall mainly comprise of floating materials, packaging,

polythene or plastic materials, etc. Therefore, a system needs be devised

whereby undue quantity of garbage is not permitted to accumulate in the

jetty area and the same could be disposed off at designated sites in a proper

manner.

Impacts on land use pattern of the area

The construction and operation of the project will provide facilities for

unloading of various cargo. The construction and operation of the project will

provide an impetus to the mushrooming of secondary and tertiary activities in

the area. The project would stimulate lot of ancillary developments like shops,

restaurant, repair shops, etc. in and around the barge jetty area. This will

lead to conversion of barren land into commercial use. In some areas, even

agricultural land could also be diverted by the locals to avail greater economic

opportunities presented as a result of the proposed project. Since, there are

quite a few jetties and a fertilizer plant under operation, significant changes in

this account are not anticipated.

4.3 WATER ENVIRONMENT

a) Construction phase

Impacts due to effluents from labour camps

The average and peak labour strength likely to be deployed during

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

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

labour force engaged by the contractor could come from outside areas. There

will be no labour camp at the project site. About 200 labour would stay at the

construction site, only during working hours. The water requirement for such

labour shall be 9.0 m3/day @ 45 lpcd. The sewage generated is normally

taken as 80% of the total water requirement i.e. (0.8 x 9) 7.2 m3/day. The

domestic water normally contains high BOD, which needs proper treatment

and disposal, otherwise, it can have an adverse impact on the DO levels of

the receiving body.


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The disposal of sewage without treatment can cause problems of odour and

water pollution. The typical composition of untreated sewage is given in

Table-4.1.

TABLE-4.1 Typical composition of untreated sewage

Parameters Value Total Solids, mg/l 720 Total Dissolved Solids, mg/l 500 Total Suspended Solids, mg/l 220 BOD mg/l 220 Oil and grease, mg/l 100 Alkalinity (as CaCO3), mg/l 100 Total Phosphorus, mg/l 80 Total Nitrates, mg/l 40 Bicarbonates, mg/l 100 Carbonates, mg/l 10 Nitrates, mg/l 40 Phosphates, mg/l 40 Chlorides, mg/l 50 Sulphates, mg/l 30 Calcium, mg/l 40 Magnesium, mg/l 40 Potassium, mg/l 15 Sodium, mg/l 70 It is clear from Table-4.1 that BOD is the major pollutant, as far as sewage is

concerned. Normally untreated sewage would find its way to natural drainage

system which ultimately confluences into the sea. However, these natural

drains are seasonal in nature and are likely to remain dry in the non-monsoon

months. During this period, the flow of untreated sewage from the labour

colonies in these drains can lead to development of anaerobic conditions, with

associated water quality problems. However, in the present case it must be

mentioned that the total quantity of sewage (7.2 m3/day) generated by the

labour during construction phase is quite small and is not expected to cause

any adverse impact on the marine water quality. However, it is proposed to

treat the sewage from labour camps before disposal. The details are outlined

as a part of Environmental Management Plan (EMP) in Chapter-5 of this

report.


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Impacts due to construction

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

lead to in increase in turbidity. It also reduces sunlight penetrating into the

marine water body.

The vessels involved in construction and other construction equipment are a

possible cause of oil spills, garbage discharge, etc.

Water requirement for domestic use

The water requirement for domestic use includes requirement for drinking,

cleaning, etc. in the barge jetty area. Assuming a population of 100 in the

barge jetty area at peak hours and per capita water requirements of 45 lpcd,

the total water requirement works out to 4.5 m3/day. The loading and

unloading activities in the proposed captive barge jetty shall be mainly dry

and water will be involved. Thus, apart from sewage generated by the staff

working at the jetty, no major source of water pollution are expected in the

proposed jetty.

Water Pollution due to barge movement

The discharge from ships that could be source of water pollution include bilge

water, ballast water, oily wastes, sewage, garbage and other residues from

the ship. Spills of oil, fuel, etc. can also be the source of pollution. Appropriate

measures have been recommended to control water pollution from ships in

the Environmental Management Plan, outlined in Chapter 5 of this report.

4.4 IMPACTS ON HYDRODYANMICS DUE TO THE PROJECT

A two dimensional mathematical model was set up for the IFFCO barge jetty

and reclamation proposal. Kandla creek comprising of 13000 m long channel

with widths varying from 600 m to 1300 m was taken for the model. The

model simulation for the Kandla port area will involve a number of

combinations of tidal parameters and bathymetric conditions for the

hydrodynamic model. In view of this, it has been planned to have judicious

use of 2-D mathematical model by covering appropriate area. The area

covered by 2-D hydrodynamic model is shown in Figure-4.1.


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FIGURE-4.1: MODEL AREA / BATHYMETRY FOR 2-D MATHEMATICAL

MODEL

The model covers the area lying between the latitude 220 57’ 00” N – 230 04’

16”N and longitude 700 12’ 22”E – 700 13’ 58”E. The model domain in the X

and Y directions extends to 10 and 16 km respectively. The creek size was

chosen so as to have a fine grid for resolving channel properties also to keep

the number of grid points manageable in terms of computation resources. The

grid size of 25 m is selected, thus 404 X 645 discrete grid points represents

the model domain in a square grid. There are three open boundaries, two in

the northern end at Phang and Sara and one near the outfall of Kandla creek

in the gulf.

The popular and sophisticated MIKE 21 hydrodynamic model, the Danish

Hydraulic Institute (DHL) software, has been used for the development of 2-D

mathematical model for the Kandla port area. MIKE 21 hydrodynamic model

is a finite difference based numerical model for the simulation of water level

variations and flows in estuaries, bays and coastal areas. It simulates the

unsteady 2-D depth averaged flows and presented with bathymetry and the

relevant hydraulic parameters like water levels, discharge, bed fraction, eddy

viscosity etc. in terms of the initial and boundary conditions. The software

also has excellent pre and post processing facilities for the data analysis and

presentation.


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DISCUSSIONS OF MODEL SIMULATION & RESULTS:

The port development inside the Kandla creek has taken place along the west

bank. The creek has been very stable in its planar form and bathymetry over

the last five decades or more. A notable feature in Kandla creek is the

prevalence of strong currents of the order of 1.8 m / sec. The influx and

afflux calculated across Kandla creek for average tides are of the order of 182

mcm and 184 m cm respectively. Thus the variation in influx and afflux for an

average tide is not much though the afflux is more than the influx.

The area proposed for reclamation is located between the IFFCO jetty and

IOCL jetty and extends to a width of 50 m into the creek compared to the

total width of 1000 m. The bathymetry in the area of reclamation is very

shallow with depths of the order of (+) 2.0 CD. This is generally covered with

silty clay and is like a mud flat devoid of any vegetation. No mangroves are

prevailing in the development area.

The 2-D hydrodynamic model is developed for Kandla creek covering the area

between latitude. 220 57’ 00”N – 230 04’ 16”N and longitude 700 12’ 22”E -

700 13’ 58”E. A grid size of 25 m both in x and y directions is adopted keeping

in view the width of Kandla creek and also to resolve the flow conditions in

the proposed development area. Thus a total of 16,000 discrete grid points,

in a matrix of 100 x 160 are reproduced in the model domain. The model

boundaries are taken beyond the outfall of Kandla creek in the Gulf portion

and the junction of Phang and Sara creeks in the northern region.

In the absence of corresponding prototype data on water levels and currents

past data was used for calibration of the model. The model calibration has

been generally satisfactory considering the disparity in the bathymetry used

in the model and the prototype data available. The model is simulated for a

period of one month by covering spring, neap and average tidal conditions.

The results of the neap tide reported are generally in conformity with

observed magnitudes and trends in Kandla creek. During flood phase of spring

tide current magnitudes are following the observed values, however, during

ebb phase the magnitudes are 20% lesser than the observed values.

The model simulations were carried out for spring and neap tidal conditions

for both existing and the proposed development. The water front area at the

proposed jetty is located in a shallow region along the west bank of kandla

creek and the maximum currents are of the order of 1 m/s. The flow


WAPCOS Limited 4-7

circulation for the existing configuration of bank line and bathymetry indicates

mild eddy type of circulation due to a shift in the bank line with recessed plan

form. The proposed reclamation would provide straight bank line from IFFCO

Jetty to IOCL Jetty. The model simulations indicate that the proposed

reclamation will streamline the flow without any eddy circulation. There would

be, however, no change in the magnitude of currents. The proposed bank line

aligned along 3440 N (1640 N) will not adversely affect the flow conditions at

both the existing jetties.

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

projected reclamation is extending up to 50 m covering an area of about 1000

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

is very marginal and below 5% of the total cross section of the creek. Thus

proposed reclamation and barge jetty facility by M/S IFFCO will not have any

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

model simulations indicate that the proposed reclamation would provide more

streamlined flow conditions and will have marginal effect on the prevailing

hydrodynamic and sediment transport regimes.

Conclusions

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

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

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

Mangroves.

• The reasonably well calibrated two dimensional mathematical model

studies indicated that the proposed area has eddy like circulations

during flood flow conditions and the currents are of the order of 1.0

m/s.

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

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

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

in the region.

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

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

on the prevailing hydrodynamic and sediment transport regimes.


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

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

jetties.

The details of the modeling studies are given in Annexure-IV.

4.5 IMPACTS ON COASTAL PROFILE

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

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

coastline of Kandla Creek in the project area. The classified image of coastline

change is given in Figures-4.1 and 4.2. The following satellite data was used

to study the shore line changes:

• Year 2000: IRS 1D LISS-III

• Year 2005: IRS P6 LISS-III

• Year 2009: IRS P6 LISS-IV

• Year 2011: IRS P6 LISS-III

4.6 IMPACTS ON NOISE ENVIRONMENT

(a) Construction phase

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

various construction equipment. The noise levels generated by various

construction equipments are given in Table-4.2.

Under the worst case scenario, considered for prediction of noise levels during

construction phase, it has been assumed that all the equipments are

operating at a common point. Likewise, to predict the worst case scenario,

attenuation due to various factors too have not been considered for noise

modeling.

TABLE-4.2 Average noise levels generated by the operation of

various construction equipment Equipment Noise level [dB(A)] Floating pontoon with mixer machine and crane

70

Winch machine 80 Transit mixer 75 Dumpers 75 Generators 85 Batching plant 90 Air compressors 90 Pile drivers 115


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Modeling studies were conducted to assess the increase in noise level due to

operation of various construction equipment, and the results are given in

Table-4.3.

TABLE-4.3 Predicted noise levels due to the operation of

various construction equipment Distance

(m) Ambient

noise level (dB(A))

Increase in noise level

due to construction activities

(dB(A))

Noise level due to

construction activities (dB(A))

Increase in ambient noise

level due to construction

activities (dB(A))

30 45 70 70 25 50 45 66 66 21 100 45 60 60 15 200 45 54 55 10 500 45 46 49 4 1000 45 36 46 1 1500 45 36 45.5 0.5 2000 45 34 45 -

It is clear from Table 4.3 that at a distance of 100 m and 200 m from the

construction site, the increase in noise levels will be about 10 dB(A) and 15

dB(A) respectively.

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

of trucks, which will transport the construction material. For prediction of

worst scenario, it has been assumed that there will be an additional

movement of 50 trucks/hour. The variation in noise level due to increase in

vehicular movement is given in Table-4.4.

TABLE-4.4 Variation in noise level due to vehicular movement

Distance (m)

Ambient noise level (dB(A))

Increase in noise level due to construction activities (dB(A))

Noise level during construction phase (dB(A))

Increase in ambient noise level due to construction activities (dB(A))

30 45 61 61 16 50 45 57 57 12 100 45 51 52 7 200 45 45 48 3 300 45 41 47 2 400 45 39 46 1


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It is clear from Table-4.4, that the increase in noise level due to vehicular

movement is not expected to be significant during construction phase. The

increase in ambient noise level at a distance of 30 m, 50 m, 100 m and 200 m

is 16 dB(A), 12 dB(A), 7 dB(A) and 3 dB(A) respectively. These noise levels

have been assessed considering that there will be no attenuation due to

various sources. However, if we consider the attenuation due to air, barrier,

vegetation etc. then the increase in noise levels will be even less.

The nearest residential areas are at a distance of about 1 km from the

proposed project site. Hence, no adverse impacts are anticipated on noise

levels due to the proposed project.

4.7 IMPACTS ON AIR ENVIRONMENT

(a) Construction phase

Impacts due to fugitive emissions

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

various construction activities. The vehicular movement generates pollutants

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

to any major impacts. The soils in the project area are sandy in texture, and

are likely to generate dust as a result of vehicular movement. However, the

fugitive emissions generated due to vehicular movement are not expected to

travel beyond a distance of 200 to 300 m. The impact on air environment

during construction phase is not expected to be significant, since, there are no

habitation in the vicinity of the site.

Impacts due to construction equipment

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

the possible sources of incremental air pollution during the construction

phase. The fuel utilization rates of various equipments expected to be in

operation during construction phase is given in Table-4.5. Under the worst

case scenario, it has been considered that equipment used for construction of

berth and earthwork at each site, are operating at a common point.


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TABLE-4.5

Fuel combustion during construction phase

------------------------------------------------------------------------------------------------Equipment Fuel consumption No. of Total fuel rate (lph) units consumption (l) ------------------------------------------------------------------------------------------------ Dumpers 30 4 120 Generators 30 2 60 Batching plant 40 1 40 Dumpers 20 4 80 Loaders and unloaders 25 3 75 Excavators 25 2 50 Water tanker 8 5 40 ------------------------------------------------------------------------------------------------ Total 465 ------------------------------------------------------------------------------------------------

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

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

concentration has been predicted using Gaussian plume dispersion model. The

results are summarized in Table-4.6.

TABLE-4.6 Short-term (24 hr) increase in concentration of SO2 (µg/m3)

---------------------------------------------------------------------------------------------------------- Wind Distance (km) Speed ------------------------------------------------------------------------------------- (m/s) 0.1 0.2 0.3 0.4 -----------------------------------------------------------------------------------------------------------0.2 2.60x10-34 1.27x10-10 6.36x10-6 5.19x10-4 0.85 1.56x10-7 2.91x10-4 2.43x10-4 2.3x10-4 1.53 4.08x10-4 9.66x10-4 2.33x10-4 1.19x10-3 2.78 6.03x10-4 6.82x10-4 1.44x10-4 4.47x10-5

4.30 5.22x10-4 6.82x10-4 1.44x10-4 4.47x10-5 5.98 3.91x10-4 3.56x10-4 7.05x10-5 3.22x10-4 7.00 3.78x10-4 3.04x10-4 6.04x10-5 2.76x10-5 -----------------------------------------------------------------------------------------------------------

It is evident from Table 4.6 that the maximum short-term increase in SO2 is

observed as 0.00119 µg/m3, which is at a distance of 200 m from the

emission source. The incremental concentration is quite low and does not

require any specific control measure. Thus, the operation of construction

equipment is not expected to have any major impact on the ambient air

quality as a result of the project.

(b) Operation phase

Impacts due to increased vehicular traffic

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

transported by trucks to storage areas in the plant through a short distance.

The imported fertilizer shall be transported to storage godowns through


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trucks/conveying system. Bagged product shall be directly loaded into railway

wagons.

Impacts due to increased vehicular movement

The increase in traffic during project operation phase is expected to be

maximum of 50 trucks/hour due to operation of the barge jetty. The increase

in pollution levels (Hydrocarbon) is given in Table-4.7.

TABLE-4.7 Increase in HC level due to increased vehicular movement

Distance (m) Increase in concentration (µg/m3) 10 4.29 20 3.99 30 2.99 40 2.39 50 1.99 100 1.71 150 1.50 200 1.33 250 1.20 300 1.00 350 0.80 400 0.48 450 0.40 500 0.36 It can be observed that within 10-100 m from the road side there will be an

increase in HC level by 1.7 to 4.8 µg/m3. Since, there are no human

habitations close to the road on which the trucks would ply, hence, significant

adverse impact is not anticipated.

4.8 IMPACTS ON ECOLOGY

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

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

berthing, storage and infrastructure facilities.

There is no forest with tree cover in the vicinity of the project site. The study

area has no major forest cover. Hence, no significant impacts are envisaged

on terrestrial flora as a result of the proposed project.


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4.9 IMPACTS ON SOCIO-ECONOMIC ENVIRONMENT

Operation phase

The following impacts are envisaged in the project operation phase :

• In the operation stage the project would lead to mushrooming of

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

employment scenario, which is a positive impact.

• Improvement in communications and transportation facilities.

• As a part of Area Development Activities, the project proponents will

upgrade the existing facilities for education and health. This will be a

positive impact.

4.10 IMPACTS DUE TO SEISMICITY

Kandla, Kutch in Gujarat State falls under Seismic Zone-V. To reduce the

damage during the natural calamities, all precautionary measures shall be

taken at design stage. IFFCO has engaged M/s IIT, Chennai for civil

consultancy services for the construction of barge jetty. Various project

appurtenances shall be designed considering the design factors relevant to

seismic Zone-V.


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CHAPTER-5

ENVIRONMENTAL MANAGEMENT PLAN

5.1 GENERAL

IFFCO is committed to continuously improve the environment in and around

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

designed and adopted Environment Management System (EMS) according to

International guidelines which have received the International Standards

Organization Certification ISO 14001: 2004, valid up to 23rd November 2012

for the Operational Scope "Manufacture of DAP and NPK Fertilisers ". A copy of

the Certificate is attached below.

The Policy adopted at IFFCO Kandla plant as part of its Environment

Management System states commitment to carry out business in an

environmentally responsible manner. For achieving the same, objectives are

set, evaluated, monitored and results communicated and documented for

assessing the environmental performance of the plant. The following guiding

principles have been set to:

implement appropriate Environment Management System.

comply with all applicable environmental and other legislation and

endeavor to improve upon them in a prudent manner with good

business sense.

promote sustainable development through better operating practices

that would reduce pollution, minimize waste and optimize utilization of

resources.

increase Environmental Management System awareness among all

employees and contractors to achieve the set environmental objectives

and targets.

The Environmental Management Plan for the captive barge jetty proposes to

integrate the baseline conditions, impacts likely to occur, and the supportive

and assimilative capacity of the system. The most reliable way to achieve the

above objective is to incorporate the management plan into the overall

planning and implementation of the project.


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The Environmental Management Plan (EMP) for the proposed captive jetty

project is classified into the following categories:

• Land Environment • Water Environment • Air Environment • Control of Noise • Greenbelt Development • Socio-Economic Environment

The existing pollution control facilities at IFFCO plant are given in section 5.2.

The EMP for various aspects of Environment for implementation during

construction and operation phases of captive barge jetty is given in

subsequent sections.

5.2 POLLUTION CONTROL FACILITIES AT IFFCO KANLDA PLANT

IFFCO Kandla plant manufactures NPK/DAP complex Phosphatic fertiliser. The

furnace oil is used in small package boilers for generation of steam which is

used for cleaning, heating and flushing purposes. The plants are having

individual combustion chambers where fuel oil is used for generation of hot

air. Hot air is used in dryers for removal of moisture from the fertilizers. The

approximate daily consumption of fuel oil at Kandla plant is around 55 KL/day.

5.2.1 Air pollution control measures

The details of air pollution control measures are given in Table-5.1.

TABLE-5.1

Details of air pollution control measures

S. No.

Name of Pollution Control Equipment

Attached To Vent To

1 Fumes Scrubber (Primary Scrubber)

Preneutraliser vessel of A,B,C,D streams, Granulator of E&F streams, Granulator of A,B,C,D, streams

Main Stack of A,B,C,D streams, Tail Gas Scrubber of E & F streams. Main Stack of A,B,C,D streams,

2 Tail Gas Scrubber (E & F streams only)

Fumes Scrubber and Dryer Scrubber of E&F streams

Main stack of E & F streams.

3 Dryer Cyclone Dryer Dryer Scrubbers 4 Dryer Scrubber Dryer Cyclone Main Stack of

A,B,C,D streams and Tail Gas scrubber of E&F streams.,

5 Cooler Cyclone Cooler Cooler Scrubbers


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S. No.

Name of Pollution Control Equipment

Attached To Vent To

6 Cooler Scrubber Cooler Cyclone Main Stack of A,B,C,D,E, & F streams.

7 Dust Cyclone Dust Generating equipments

Dust Scrubbers

8 Dust Scrubber Dust Cyclone Main Stack of A, B, C, D, E & F streams.

9 Dust Scrubber of De-dusting Unit-1 at NPK plant

Product Conveyor Stack

10 De-dusting Unit-2,3&4 at Bagging Plant.

Dust generating equipments in bagging plant

Stack

CONTROL SYSTEMS AND EQUIPMENT

• The un-reacted ammonia gas from the pre-neutralizer and the

granulator along with the dust, generated at the various conveying

equipments and after passing through dry cyclones are sucked by fans

through high efficiency ventury scrubbers in which dilute phosphoric

acid is re-circulated through a weir type distribution system. Later these

gases and dust are discharged into a wet cyclonic separator, where

further diluted phosphoric acid is spread through sprayer nozzles. The

scrubber liquor is recycled back to the pre-neutralizer, while the gases

are discharged to respective stack of each stream.

• Four type of scrubbing systems are in operation, namely the Fumes

scrubbing system, having an inclined venturi scrubber followed by one

high efficiency venturi scrubber and one cyclonic spray tower type

scrubber. The Dryer scrubbing system, having six Nos. of dry cyclones

and one wet type high efficiency venturi scrubber with cyclonic

separator. The cooler scrubbing system has four Nos. of dry cyclones

and one spray tower type scrubber. The Dust scrubbing system has

three Nos. of dry cyclones followed by high efficiency venturi scrubber

and one cyclonic spray tower type scrubber.

5.2.2 Disposal of used oil

Used oil from maintenance activity is collected and disposed off to registered

recyclers. Maximum quantity is 10 MTPA. Used oil is stored in MS drums of

200 liters capacity at designated area having RCC flooring, paving and roof


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covers. The flooring is sloped towards a collection sump for recovering

leakage, if any.

Total 120 m2 covered shed is available for used oil storage. Authorization No.

3714, dtd. 21/06/03 for 10 MTPA, CC&A No. AWH-31151 dated 27-10-2008

valid upto 22-12-2013.

Spent oil generated during the routine maint. Activity is re-used in the

bagging machine for lubrication of slat conveyors in bagging machines etc.

Used oil along with the containers carrying the hazardous waste is sold to

registered recyclers having valid authorization for treating the waste through

M/s MSTC.

5.2.3 Details of storage facilities

A covered silo for storage of 60,000 MT (bulk) finished NPK/DAP fertiliser

capacity is available at IFFCO plant. For storage of MOP, covered new potash

storage with a capacity of 84,000 MT has been developed. For storage of

other solid raw materials old potash, storage capacity of 20,000 MT is

available. In phase-II of the plant additional raw material storage capacity of

8500 MT is available.

A scheme has also been approved for construction of covered shed at different

locations within the existing plant premises and the total proposed storage

capacity shall be around 2.5 lakh MT.

5.2.4 Hazardous wastes treatment and disposal

No hazardous waste is generated in the existing plant. Used oil from

maintenance activity is collected and disposed off to registered recyclers.

Maximum quantity is 10 MTPA. Used oil is stored in MS drums of 200 liters

capacity at designated area having RCC flooring, paving and roof covers. The

flooring is sloped towards a collection sump for recovering leakage, if any.

5.2.5 Water Requirement

Water requirement of IFFCO Kandla plant is met from Gujarat Water Supply &

Sewerage Board (GWSSB). IFFCO is having an agreement for daily supply

water for 3000 KL. The actual consumption of water at plant both domestic

and industrial is around 1000-1200 KL. In case of shortage of water supply

from GWSSB, water requirement is met from bore well water from private

parties and supply to the plant is made by tankers. The existing sources of

supply are sufficient to cater to the requirement of proposed barge jetty


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project and there shall be no additional water supply requirement for our

proposed Barge jetty project for handling of solid cargo.

The water is supplied by Gujarat Water Supply and Sewerage Board (GWSSB)

through a 12” MS pipeline and is stored in three tanks out of which two are

MS tanks of 5000 KL capacity each and one is an RCC tank of 1500 KL

capacity. Total storage capacity is about 11500 KL out of which minimum

1600 KL is kept spare for firefighting purposes.

5.2.6 Water Treatment Plant

Feed water for the boilers is generated in a water treatment plant of 20 cu.

mtrs per hr. capacity consisting of a single stream of softner unit, cation

exchanger and degasser tower. Deaerated boiler feed water is stored in

horizontal feed storage tanks. This water is used for generation of steam in

packaged boiler.

5.2.7 Sewage Treatment Plant

In order to conserve water IFFCO has installed domestic sewage treatment

plant of 250 cu. Mtrs. Per day at Kandla plant and one 600 cu. Mtrs. Domestic

sewage treatment plant at Udaynagar township. The treated water is used for

green belt development in and around the plant premises.

The Compliance Status of existing IFFCO Kandla plant with respect to various

conditions given in the CC&A order of GPCB is given in Annexure-IV.

The analysis report of treated domestic sewage from the existing sewage

treatment plant is enclosed as Annexure-VI.

5.3 LAND ENVIRONMENT

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

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

would be transient in nature lasting only till the construction activities

continue. The surface roads, which are proposed to be utilized during

construction, shall be black topped to avoid entrainment of fugitive dust.

These measures will reduce the entrainment of fugitive emissions to a large

extent. Adequate provisions shall be made for timely repair of roads. On

completion of construction the roads shall be black topped.

For the proposed captive jetty, it is recommended that construction material

required for the jetty be extracted from the same quarries/borrow areas from

which the construction material for cement plant is to be acquired. No new

quarries be opened specially for the jetty.


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5.4 SOLID WASTE DISPOSAL

During construction and operation phases, the municipal solid waste so

generated will contain mainly vegetable matter followed by paper, cardboard,

packaging materials, wood boards, polythene, etc. The total solid waste to be

generated during operation phase would be of the order of 20 kg/day from

domestic sources.

There is no generation of solid waste from the IFFCO fertilizer plant. The plant

is manufacturing NPK/DAP complex Phosphatic fertiliser. All the floor cleaning

etc. is collected and recycled in the process and there is no solid waste

generation. The sludge from sewage treatment plant is used for compost

preparation and used as manure for green belt development in and around the

plant premises.

The solid waste collected from the barge jetty in the form of sweepings

consists mostly of spilled solids and organic matter of natural origin, and does

not contain any toxic material. These sweepings will be used as landfill

material after proper grading. There will be no solid waste for disposal. Thus

there is no environmental impact envisaged due to solid wastes. A covered

truck will be required to transport the solid waste from the jetty area to the

disposal site. A provision of Rs. 2.0 million can be earmarked for this purpose.

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

VERMICULTURE FACILITY AT FFCO KANDLA PLANT

IFFCO Kandla plant is spread over an area of 174 acres and the total strength

of persons working at the factory site is about 2000 persons, including

contract workers. A total of four major canteens are functioning at the factory

premises and various other minor ones are also functioning within the same

campus. Vermiculture facility has been setup for treatment of around 100

kg/day of canteen waste generated at plant canteens. The facility has been

designed for solid waste management through vermiculture for mixing of at

least 50% quantity of bio-degradable horticulture waste and treatment of this

total quantity of solid waste amounting to around 150 kg/day. Since solid

waste generated from jetty shall be 20 kg/day, of which 50% is bio-

degradable horticulture waste. Thus, in project operation phase, vermin-

composting shall be done for (150+10) 160 kg/day.


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Benefits of Vermi-compost Technology

• Vermi-compost contains all essential plant nutrients and is called a

complete food source or plants.

• The use of vermin-compost will regenerate the soil fertility.

• Easy to apply in granular form and can be applied at any stage during

planting or later during plant growth.

• Very high moisture retention capacity reduces water requirements up to

40% under irrigated conditions and ensures sufficient output even under

less rainfall conditions.

• The use of about 3-5 MT of Vermi-compost per hectare can increase the

plant / crop yields by 15-20%. It also reduces the expenditure to be

incurred for the control of white ants and weeds.

• The use of vermin-compost in horticultural crops and vegetables improves

the quality and the shelf life of vegetables and fruits. It also increases the

fragrance and size of flowers.

• Use of Vermi-compost results in lowering the cost of cultivation by about

20 – 25%.

• The use of Vermi-compost for grass growing for cattle feed results in high

production of good quality grass. The organic grass if it is fed to the milch

animals then their milk will get converted into organic milk over a period of

one year.

• The use of Vermi-compost will increase the area under organic agriculture,

which will open new fields in the area of processing, grading, packing and

marketing of organic produce.

5.5 WATER ENVIRONMENT

Construction phase

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

generated by the workers and employees. During construction phase about

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

15 community toilets for the labour involved in construction activities. An

amount of Rs.40,000 is likely to be spent for construction of a community

toilet. Thus, a total expenditure of Rs.0.6 million is likely to be incurred for

this purpose. The sewage can be partially treated in septic tank and final

treatment can be done in existing sewage treatment facilities. A provision of

Rs.0.4 million has been earmarked for construction of septic tank and


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sewerage system to connect the septic tank to existing sewage treatment

facilties. . These facilities can be used in the project operation phase as well.

As a part of control of water pollution. 15 `Community toilets’ and 1 septic

tank need to be constructed. The total cost required will be Rs.1.0 million. The

details are given in Table 5.2.

TABLE-5.2 Cost estimates for sanitary facilities for labour camps

Unit Rate (Rs./unit) Number Total cost (Rs.million) Community toilets 40,000 15 0.6 Septic tank and sewerage network

400,000 1 0.4

Total 1.0

The effluent from workshops, oil storage, etc. during construction phase will

contain oil and grease particles which shall be treated in an oil skimmer and

suitably disposed after treatment. The oil skimmers shall be commissioned to

treat the effluent with oil & grease. The collected oily matter can be stored in

cans, etc. and disposed off at designated landfill sites finalized in consultation

with the district administration. An amount of Rs.0.5 million has been

earmarked for this purpose.

Operation Phase

Sewage generation

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

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

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

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

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

construction phase.

5.6 CONSERVATION OF WATER RESOURCES

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

IFFCO Kandla plant has installed a domestic sewage treatment plant of 250

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

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

water requirement.

There is a separate pipeline for use of domestic treated sewage water for

gardening. The water pipeline is available at all the green belt area for

maintaining regular supply of water for plantation.


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The Kutch district where Kandla plant is located suffers from perennial water

shortage. Hence IFFCO takes all measures to reduce the consumption of

water. In order to reduce the water consumption and yet to maintain the

greenery at the plant site and township, reuse of treated domestic sewage

water at plant and township was undertaken and implemented successfully.

Rain water recharging well has been constructed at the township with a

storage pond of 20,000 cubic meters capacity for conserving rain water which

is effective in reducing the salinity in the underground water table.

A number of check dams have been built IFFCO in various villages to prevent

rain water runoff into the sea. The check dams collect rain water which helps

to reduce the salinity of the ground water, improve the ground water table,

and make water available to the villagers even after the monsoon season.

Total capacity of these check dams is about 1 lakh cubic meter.

Providing / maintenance of drinking and irrigation water lines at villages

adopted by IFFCO under the village adoption programs is done, so that this

scarce resource may be better utilized and wastage of water is minimized.

5.7 AIR ENVIRONMENT

Construction Phase

a) Control of Emissions

Minor air quality impacts will be caused by emissions from construction

vehicles, equipment and DG sets, and emissions from transportation traffic.

Frequent truck trips will be required during the construction period for removal

of excavated material and delivery of select concrete and other equipment and

materials. The following measures are recommended to control air pollution:

• The contractor will be responsible for maintaining properly functioning

construction equipment to minimize exhaust.

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

for extended periods of time.

• Unnecessary idling of construction vehicles to be prohibited.

• Effective traffic management to be undertaken to avoid significant

delays in and around the project area.

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

to with proper road repair and maintenance work.


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b) Air Pollution control due to DG sets

The Central Pollution Control Board (CPCB) has issued emission limits for

generators upto 800 KW. The same are outlined in Table-5.3, and are

recommended to be followed.

TABLE-5.3 Emission limits for DG sets prescribed by CPCB

Parameter Emission limits (gm/kwhr) NOx 9.2 HC 1.3 CO 2.5 PM 0.3 Smoke limit* 0.7

Note : * Light absorption coefficient at full load (m-1)

The above standards needs to followed by the contractor operating the DG

sets. The other measures are recommended as below:

• Location of DG sets and other emission generating equipment should be

decided keeping in view the predominant wind direction so that

emissions do not effect nearby residential areas.

• Stack height of DG sets to be kept in accordance with CPCB norms,

which prescribes the minimum height of stack to be provided with each

generator set to be calculated using the following formula:

H = h+0.2x √KVA

H = Total height of stack in metre

h = Height of the building in metres where the generator set is installed

KVA = Total generator capacity of the set in KVA

c) Dust Control

The following measures have been identified:

• When necessary, stockpiling of excavated material will be covered or

staged offsite location with muck being delivered as needed during the

course of construction.

• Excessive soil on paved areas will be sprayed (wet) and/or swept and

unpaved areas will be sprayed and/or mulched. The use of petroleum

products or similar products for such activities will be strictly prohibited.

• Contractors will be required to cover stockpiled soils and trucks hauling

soil, sand, and other loose materials (or require trucks to maintain at

least two feet of freeboard).


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• Contractor shall ensure that there is effective traffic management at

site. The number of trucks/vehicles to move at various construction

sites to be fixed.

• Dust sweeping - The construction area and vicinity (access roads, and

working areas) shall be swept with water sweepers on a daily basis or

as necessary to ensure there is no visible dust.

Operation phase

Control of Pollution due to increased vehicles

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

vehicular movement in the project construction and operation phases. The

movement of other vehicles is likely to increase, as the commissioning of the

project would lead to significant development in the area. Thus, as a control

measure, vehicles emitting pollutants above the standards should not be

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

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

catalytic converters to reduce CO and HC emissions.

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

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

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

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

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

road.

Other measures for air pollution control

• All regularly used roadways around the site must be swept daily with a

tank mounted road sweeper and washed by a truck mounted cart.

• All trucks shall be properly covered at the bottom and top with perfect

sealing of plastic/tarpaulin sheets, so that no coal dust spills and

spreads out during present operation.

• The storage yard shall be covered with screens/walls. The screens

should be made of a permanent brick wall of height of at least 7 to 8 m,

covering the entire threes sides of storage yard.

• Regular cleaning of roads.

• Removal of the accumulated dust from roadsides.


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5.8 MANAGEMENT OF TRAFFIC

The increase in traffic density will not cause any serious impact as the road

infrastructure is capable of handling this increase. The trucks will be properly

covered with tarpaulin and overloading will not be allowed to avoid spillage of

loose material on roads. Regular maintenance and washing of vehicles will be

done and the emissions from the vehicles will be kept as per norms. The

drivers will be warned not to blow horns near the habituated areas, villages

etc and the speed limits will be set for them to prevent accidents.

5.9 CONTROL OF NOISE

The construction and operation phases are likely to increase the vehicular

traffic in the area, which can lead to increase in the ambient noise levels

mainly along the road alignment. It is proposed to develop a greenbelt along

the road stretches near to the proposed sites. Three rows of trees will be

planted.

During construction phase, the use of various construction equipment is the

major source of noise. However, based on the modeling studies, the noise due

to operation of various construction equipment is not likely to have any

adverse impact on the habitations in nearby habitats. However, efforts need to

be made to reduce the noise generated by the various construction

equipment. The various measures that could be implemented are as follows:

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

and intake mufflers.

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

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

engines.

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

mufflers and the provision of damping on the steel tool.

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

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

The effect of exposure of high noise levels on the workers operating the

various construction equipment is likely to be harmful. It is known that

continuous exposure to high noise levels above 90 dB(A) affects the hearing

acuity of the workers/operators and hence, has to be avoided. To prevent the

adverse impacts, the exposure to high noise levels should be restricted as per


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the exposure period outlined in Table-5.4. Workers operating in the high noise

areas should be provided with earplugs.

TABLE-5.4 Maximum exposure periods for different noise levels as per OSHA

Maximum equivalent continuous noise level (dB(A))

Unprotected exposure period (hrs) per day for an 8 hr/day and 5 days per week

90 8 95 4 100 2 105 1 110 0.5 115 0.25 120 No exposure permitted at or above this

level 5.10 GREENBELT DEVELOPMENT

IFFCO has endeavored in maintaining eco-balance by way of tree plantation

within the plant premises and development of green belt all around their

fertilizer plant. Extensive plantation is carried out every year. The survival rate

of plants is very low due to saline soil and adverse weather conditions. On

going efforts are taken to increase the area under plantation. Additionally,

green belt development is undertaken at IFFCO Township, Gandhidham town

and surrounding villages.

The existing area covered under green belt and number of trees grown works

out to 46% of the total plant area, which is more than the stipulated 33%

plant area, laid down by Central Pollution Control Board:

• Total area covered under Green Belt is as follows: • Plant = 15 acres, Trees = 3000 Nos. • Township = 60 acres, Trees = 26000 Nos. • Gandhidham Town = 5 acres, Trees = 5000 Nos.

Thus a total area of 80 acres has been covered under plantation, which is

about 48% of the total plant area of 174 acres. IFFCO has also carried out

Green Belt Development over an area of 80 acres Panthia village of Kutch

district. A total of 26,000 trees have been planted. Every year about Rs. 20.0

lacs is being spent on greenbelt development.

It is proposed to develop greenbelt around jetty area, office, internal and

approach roads which will go a long way to achieve environmental protection

and mitigation of pollution levels in the area.


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Depending upon the topo-climatological conditions and regional ecological

status, selection of the appropriate plant species has been made. Various

criteria adopted for selecting the species for greenbelt development are:

- plant should be fast growing; - preferably perennial and evergreen; - indigenous; - resistant to SPM pollution, and - should maintain the ecological and hydrological balance of the region.

The general consideration involved while developing the greenbelt are:

- Trees growing upto 10 m or above in height with perennial foliage

should be planted around the perimeter of the proposed project area.

- Trees should also be planted along the road side in such a way that

there is dust control.

- Generally fast growing trees should be planted.

- Since, the tree trunk area is normally devoid of foliage upto a height of

3 m, it may be useful to have shrubbery in front of the trees so as to

give coverage to this portion.

Taking into consideration the above parameters, the greenbelt development

plan has been evolved for the proposed alternatives to reduce the pollution

levels to the maximum possible extent. The plantation will be at a spacing of

2.5 x 2.5 m. The width of the greenbelt will be 30 m. About 1,600 trees per

hectare will be planted. The maintenance of the plantation area will also be

done by the project proponents.

The species recommended for greenbelt development are listed in Table-5.5.

TABLE-5.5 Recommended species for greenbelt development

--------------------------------------------------------------------------------------- Common Name Botanical Name ---------------------------------------------------------------------------------------Neem Azadirachta indica Mango Mangifera indica Salvadora Salvadora persica Bangan Ficus bengalensis Cassia Cassia siamea Terminalia Terminalia catappa Karaunda Corissa carandas ---------------------------------------------------------------------------------------


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It is proposed to cover and area of about 0.5 ha under Greenbelt

Development. Ana amount of Rs. 0.2 million can be earmarked for this

purpose.

5.11 ENERGY CONSERVATION MEASURES

Energy conservation measures would be implemented to ensure that the use

of non-renewable resources is minimised. A key component of achieving

energy conservation would be the development of an Energy Management

Action Plan. This plan would be included as part of the Construction and

Operational EMPs. The Energy Management Action Plan would be consistent

with the energy conservation measures during both construction and

operation phase.

5.11.1 Energy Conservation during Construction Phase

The following mitigation measures would be undertaken during construction

works.

• Efficient work scheduling and methods that minimise equipment idle time

and double handling of material;

• Throttling down and switching off construction equipment when not in use;

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

while they are waiting to be loaded and unloaded;

• Switching off site office equipment and lights and using optimum lighting

intensity for security and safety purposes;

• Careful design of temporary roads to reduce transportation distances;

• Regular maintenance of equipment to ensure optimum operations and fuel

efficiency.

5.11.2 Energy Conservation during Operation Phase

The following mitigation measures would be implemented during site

operations

• Design of buildings and terminal layout would aim to achieve the following

energy efficiencies:

• Employing renewable energy sources such as day lighting and passive solar

heating;

5.11.3 Energy Efficient Equipment

Large energy savings could be achieved in using energy efficient equipment.

The following actions are examples of how energy savings could be achieved

by the terminal operator(s):


WAPCOS Limited 5-16

• Using energy efficient electrical appliances;

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

electric dimming; and

• Providing sufficient energy metering and switching for energy

management.

Energy would also be conserved through efficiency in work schedules and

practices such as:

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

e.g. increasing backloading and minimising waiting times;

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

while these are waiting to be loaded and unloaded;

• Throttling down and switching off idle equipment;

• Regular maintenance of all powered equipment to ensure appropriate fuel

consumption rates; and

• Communication and education of energy conservation measures to

employees.

5.12 DEVELOPMENT OF MEDICAL FACILITIES

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

during construction phase. The staff required for assistance to these doctors is

given in Table-5.6.

TABLE-5.6 Details of Para-medical staff for dispensary

Para medical staff Number

Nurse 2 Attendants 1 Driver 1 Total 4

The first-aid post will have at least the following facilities:

- First aid box with essential medicines including ORS packets - First aid appliances-splints and dressing materials - Stretcher, wheel chair, etc.

The cost required for implementation of public health measures shall be Rs.

2.29 million. The details are given in the following paragraphs:


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A. Expenditure on salaries ----------------------------------------------------------------------------------------- Post Number Monthly Annual Emoluments (Rs.) Expenditure (Rs.) ------------------------------------------------------------------------------------------ Nurse 2 20,000 480,000 Attendants 1 10,000 120,000 Drivers 1 8,000 96,000 ------------------------------------------------------------------------------------------ Sub-Total (A) 696,000 ------------------------------------------------------------------------------------------ B. Expenditure on Material and Supplies i) 1 Vehicle (Closed Jeep) 10,00,000 ii) Furniture, etc. 50,000 iii) Equipment 2,00,000 iv) Drugs and Medicine, 2,40,000 vi) Construction of First-Aid Posts at construction site 100,000 ------------------------------------------------------------------------------------------ Sub-Total (B) Rs. 15,90,000 ------------------------------------------------------------------------------------------ TOTAL (A+B) Rs.22,86,000 Say Rs 2.29 million

In operation phase, the existing IFFCO Kandla Plant has a dispensary which

shall provide services to employees of Barge jetty as well. The details of

Medical Infrastructure at IFFCO Kandla/Gandhidham are given as below:

• Occupational Health Center at Plant and Township. • Full-Time Medical Officer. • Round the Clock Pharmacists at duty. • Ward with two bed. • Equipped with First Aid Facility. • All emergency Drugs are available as per requirements. • 24 hours Ambulance with required first aid facility.

5.13 AREA DEVELOPMENT ACTIVITIES

IRDP activities under taken by Kandla Unit during 2009-2010:

Under IFFCO’s Integrated Rural Development Programme (IRDP), various

activities have been taken up for the welfare, prosperity and economic

development of farmers and poor villagers. To achieve these objectives, IFFCO

organizes and undertakes various programmes under IRDP at villages to

educate farmers and cooperatives to enhance crop productivity. Under this

scheme, IFFCO has also undertaken various activities towards its social

responsibilities for a strong social fabric and improving educational facilities of

the children. Likely expenditure on account of various IRDP activities is

expected to be Rs. 36 Lakh.


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IRDP activities under taken by Kandla Unit during the year 2008-09:

Under IFFCO’s Integrated Rural Development Programme (IRDP), various

activities have been taken up for the welfare, prosperity and economic

development of farmers and poor villagers. To achieve these objectives, IFFCO

organizes and undertakes various programmes under IRDP at villages to

educate farmers and cooperatives to enhance crop productivity. Under this

scheme, IFFCO has also undertaken various activities towards its social

responsibilities for a strong social fabric and improving educational facilities of

the children.

During the year 2008-09, IFFCO Kandla spent around Rs. 20 lakhs on

following activities:

• Construction of check dams and bore wells.

• Development of gardens at village Pantia adopted by IFFCO.

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

villages.

5.14 SHIP COLLISION CONTROL PLAN

Since proposed barge jetty shall be used for handling of dry solid cargo

handling. The movement of solid materials from mid sea to the Kandla creek

channel shall be carried out through barges with carrying capacity of 2000-

5000 MT. The main ship shall be stationed in the mid sea.

5.15 DETAILS OF FIRE FIGHTING EQUIPMENTS

An Onsite/Offsite Disaster Management Plan of IFFCO Kandla has been

prepared which includes details of fire fighting system of IFFCO Kandla plant

as well.

5.16 ENVIRONMENTAL AUDIT

Third Party Environment Audit is carried out once every year by Schedule–1

environmental auditor recognized by Gujarat Pollution Control Board (GPCB)

as per the directives of the Hon. Gujarat High Court & GPCB. The IFFCO jetty

too will be covered under the Annual Third Party Environmental Audit.

WATER CONSERVATION MEASURES UNDERTAKEN BY IFFCO

The Kutch district where Kandla plant is located suffers from perennial water

shortage. Hence IFFCO takes all measures to reduce the consumption of

water. In order to reduce the water consumption and yet to maintain the

greenery at the plant site and township, reuse of treated domestic sewage

water at plant and township was undertaken and implemented successfully.


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Rain water recharging well has been constructed at the township with a

storage pond of 20,000 cubic meters capacity for conserving rain water which

is effective in reducing the salinity in the underground water table.

A number of check dams have been built in various villages to prevent rain

water runoff into the sea. The check dams collect rain water which helps to

reduce the salinity of the ground water, improve the ground water table, and

make water available to the villagers even after the monsoon season. Total

capacity of these check dams is about 1 lakh cubic meter.

Providing / maintenance of drinking and irrigation water lines at villages

adopted by IFFCO under the village adoption programs is done, so that this

scarce resource may be better utilized and wastage of water is minimized.

PLAN FOR REUSE/RECYCLE FOR REDUCTION OF WATER

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

IFFCO Kandla has installed domestic sewage treatment plant of 250 cu. Mtrs.

Per day at Kandla plant and one 600 cu. Mtrs. Domestic sewage treatment

plant at Udaynagar township. The treated water is used for

gardening/horticulture purposes in and around the plant premises.

There is a separate pipeline for use of domestic treated sewage water for

gardening. The water pipeline is available at all the green belt area for

maintaining regular supply of water for plantation

5.17 OTHER MEASURES

• Use of eco-friendly building material in the project.

Since this area falls under Seismic Zone-V, Entire construction of barge

jetty including use of construction materials shall be as per civil

construction details provided by M/s IIT, Chennai.

• Details of requisition and provision to be made by the project

proponent to follow building and other construction works Act

and Rules

Standard guidelines, Construction works Act and Rules shall be

followed.

• Membership of the common Treatment, Storage, Disposal and

Filtration (TSDF), if any for disposal of hazardous waste:

There is no hazardous waste generated in the process.


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• Possibility of Occupational Health Hazard

There is no possibility of Occupational health hazard.

5.18 ESTABLISHMENT OF AN ENVIRONMENTAL MANAGEMENT CELL

It is recommended that Project authorities establish an Environmental

Management Cell at the barge jetty. The manpower required are an

Environmental Officer, one Technical Assistant (Chemistry background), and 1

Field Assistant (miscellaneous works). The task of the Cell will be to

coordinate specific studies, to carry out environmental monitoring and to

evaluate implementation of environmental mitigatory measures. The

Environmental Cell will report to the appropriate authority having adequate

powers to implement the required measures. The salary for the staff is to be

included in the salary head of the project staff.

The details of the duties to be assigned to each officer of the Environmental

Management Cell are given in Table-5.7.

TABLE-5.7 Responsibilities of Environmental Management Cell

S. No. Officer of Environmental Management Cell

No. Responsibility

1 Environmental Officer

1 Will coordinate the overall activities of the Environmental Management Cell (EMC) proposed for the project. The Environmental Officer will ensure the implementation of Environmental Management Plan and monitoring of various environmental parameters during project construction and operation phase. Various officers/assistants and staff of Environmental Management Cell will report to the Environmental Officer, who in turn will report to the Project Incharge.

2 Technical Assistant (Chemistry background)

1 • Will supervise the implementation of various monitoring works for implementation during project construction phase i.e. construction and operation of Septic tank, collection and disposal of solid waste, etc..

• Will supervise the works pertaining


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S. No. Officer of Environmental Management Cell

No. Responsibility

to monitoring of ambient air quality, noise level, water quality, efficiency of septic tank, etc,

3 Field assistant 1

• Collection of water and effluent samples from the sea/creek

• Monitoring of noise levels and ambient air quality

Costs per year for Environmental Management Cell

• Environmental Officer @ Rs. 70,000 p.m. Rs. 840,000 • One Technical Assistant @ Rs. 40,000 pm Rs. 480,000 • One field assistant @ Rs. 30,000 pm Rs. 360,000

Total Rs.16,80,000


WAPCOS Limited 6-1

CHAPTER-6

ENVIRONMENTAL MONITORING PROGRAMME

6.1 THE NEED

Monitoring is an essential component for sustainability of any developmental

project. It is an integral part of any environmental assessment process. Any

development project introduces complex inter-relationships in the project

area between people, various natural resources, biota and the many

developing forces. Thus, a new environment is created. It is very difficult to

predict with complete certainty the exact post-project environmental

scenario. Hence, monitoring of critical parameters is essential in the post-

project phase.

Monitoring of environmental indicators signal potential problems and

facilitate timely prompt implementation of effective remedial measures. It

will also allow for validation of the assumptions and assessments made in the

present study.

Monitoring becomes essential to ensure that the mitigation measures planned

for environmental protection function effectively during the entire period of

project operation. The data so generated also serves as a data bank for

prediction of post-project scenarios in similar projects.

6.2 AREAS OF CONCERN

From the monitoring point of view, the important parameters are

resettlement and rehabilitation of project-affected persons, marine water

quality, ambient air quality, noise, etc. An attempt is made to establish early

warning system which indicate the stress on the environment. Suggested

monitoring parameters and programmes are described in the subsequent

sections.

6.3 MARINE WATER & SEDIMENT QUALITY

Construction phase

The chemical characteristics of marine water quality should be monitored

once in three months and biological parameters once a year during project

construction phase, close to the major construction sites. Both surface and

bottom waters shall be sampled and analysed. The parameters to be

monitored are as follows:


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Marine Water

Physico-chemical parameters

- pH - Salinity - Conductivity - TDS - Turbidity - D.O. - BOD - Phosphates - Nitrates - Sulphates - Chlorides

Biological parameters

- Light penetration - Chlorophyll - Primary Productivity - Phytoplanktons (No. of species and their density) - Zooplanktons (No. of species and their density)

Sediments

Physio-chemical parameters

- Texture - pH

- Total Kjeldahl Nitrogen - COD

- Sodium - Potassium - Phosphates - Chlorides - Sulphates

Biological Parameters

- Benthic Meio-fauna - Benthic Macro-fauna

The marine water and sediment sampling and analysis may be conducted by

an external agency. A provision of Rs.1.0 million has been earmarked for this

purpose.

Operation Phase

The chemical characteristics of marine water quality should be monitored

once in three months and biological parameters once a year during project

operation phase. Both surface and bottom waters should be sampled and

analysed.


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The parameters to be monitored are as follows:

Marine Water

Physico-chemical parameters

- pH - Salinity - Conductivity - TDS - Turbidity - D.O. - BOD - Phosphates - Nitrates - Sulphates - Chlorides


- Light penetration - Chlorophyll - Primary Productivity - Phytoplanktons (No. of species and their density) - Zooplanktons (No. of species and their density)

Sediments

Physio-chemical parameters

- Texture - pH

- Total Kjeldahl Nitrogen - COD

- Sodium - Potassium - Phosphates - Chlorides - Sulphates

Biological Parameters

- Benthic Meio-fauna - Benthic Macro-fauna

The marine water and sediment sampling and analysis may be conducted by

IFFCO Laboratory/ external agency. A provision of Rs1.0 million/year has

been earmarked for this purpose.


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6.4 AMBIENT AIR QUALITY

Construction Phase

Ambient air quality monitoring is recommended to be monitored at three

stations close to the construction sites. The monitoring can be conducted for

three seasons. For each season monitoring can be conducted twice a week

for 4 consecutive weeks. The parameters to be monitored are PM10, PM2.5,

SO2 and NO2. An amount of Rs. 0.45 million would be required. The ambient

air quality monitoring during project operation phase shall be conducted by

IFFCO Laboratory/ an agency approved by Gujarat Pollution Control Board.

Operation phase

The ambient air quality monitoring will have to be conducted at three

locations. Air quality could be monitored for three seasons in a year. High

volume samplers can be used for this purpose. The frequency of monitoring

shall be twice a week for 24 hours for four consecutive weeks. The

parameters to be monitored are PM10, PM2.5, SO2 and NO2. The ambient air

quality monitoring during project operation phase can be conducted by IFFCO

Laboratory / an agency approved by Gujarat Pollution Control Board. An

amount of Rs. 0.45 million/year can be earmarked for this purpose.

6.5 NOISE

Personnel involved in work areas, where high noise levels are likely to be

observed during project construction and operation phases. For such in-plant

personnel, audiometric examination should be arranged at least once a year.

The noise level monitoring during construction and operation phases will be

carried out by the project staff and a noise meter is available with IFFCO

Laboratory.

Neighbourhood (upto radius of 1 km)

It is recommended that during project operation phase, monitoring of

sensitive areas like schools and medicare centres be conducted within a

distance of 1 km radius of the jetty to ascertain noise levels at receptors,

taking note of any excessive build-up in any particular direction.

6.6 GREENBELT DEVELOPMENT

Sites of greenbelt development should be monitored once in every month

during project operation phase to study the growth of various species and to

identify the needs if any, such as for irrigation, fertilizer dosing, pesticides,

etc. The monitoring can be conducted by project staff.


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6.7 SUMMARY OF ENVIRONMENTAL MONITORING PROGRAMME

The summary of Environmental Monitoring Programme for implementation

during project construction and operation phases is given in Tables-6.1 and

6.2.

TABLE-6.1 Summary of Environmental Monitoring Programme for

implementation during project construction phase S. No.

Aspects Parameters to be monitored

Frequency of monitoring

Location

1. Marine water Physico-chemical

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

Once in three months

3 to 4 sites


Light penetration, Chlorophyll, Primary Productivity, Phytoplanktons, Zooplanktons


3 to 4 sites

2. Sediments Physico-chemical

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


3 to 4 sites


Benthic Meio-fauna, Benthic Macro-fauna


3 to 4 sites

3. Ambient air quality

PM10, PM2.5 SO2 and NO2

- Summer, Post-monsoon and Winter seasons.

- Twice a week

for four consecutive weeks per season.

Close to construction site(s)

4. Noise Equivalent Noise Level

During peak construction activities

Construction Site(s)


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TABLE-6.2

Summary of Environmental Monitoring Programme for implementation during project operation phase

S. No.

Aspects Parameters to be monitored

Frequency of monitoring

Location

1. Marine water Physico-chemical

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


3 to 4 sites


Light penetration, Chlorophyll, Primary Productivity, Phytoplanktons, Zooplanktons


3 to 4 sites

2. Sediments Physico-chemical

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


3 to 4 sites


Benthic Meio-fauna, Benthic Macro-fauna


3 to 4 sites

3. Ambient air quality

PM10, PM2.5 SO2 and NO2

- Summer, Post-monsoon & Winter seasons.

- Twice a week

for four consecutive weeks per season.

Villages

4. Noise Equivalent Noise Level

Once per month

Project area and sites within 1 km of the project area

5. Greenbelt Development

Rate of survival and growth of various species

Once per month

Various plantation sites.


WAPCOS Limited 7-1

CHAPTER-7

DISASTER MANAGEMENT PLAN

7.1 GENERAL

The term, `hazard’ refers to sources of potential harms, whereas risk

considers frequency and severity of damage from hazards. Hazard denotes a

property or a situation that in particular circumstances could lead to harm.

Risk on other hand, is a function of the probability of a hazard occurring and

the magnitude of the consequences. Risk therefore, represents the likelihood

of a potential hazard being realized Risk Estimation involves identifying the

probability of harm occurring from an intended action or accidental event.

Risk Evaluation determines the significance of estimated risks, including risk

perception. The Risk Analysis study is a combination of risk estimation and

risk evaluation.

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

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

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

result in fire, explosion and toxicity hazards.

7.2 HAZARD IDENTIFICATION

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

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

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

analysis pertaining to vessel accident is of relevance.

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

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

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

international studies for spillage/leakage. Following are the failure

frequencies for ship collision, ship grounding and ship berthing contact.

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


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7.3 SAFETY CONSIDERATION

7.3.1 At Jetty

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

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

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

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

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

operators.

In another emergency scenario the loading/unloading arm could suffer

mechanical damage by impact from a vehicle, crane, boom etc. The scenario

resulting from such a failure is the spillage of cargo i.e. muriate of potash.

Such spillage is not likely to lead to any fire, explosion or toxicity hazard.

7.4 DISASTER MANAGEMENT PLAN

7.4.1 Need for Disaster Management Plan

The types of emergencies envisaged are listed as below:

- Fire on tankers (vessels)

- Cyclone/rough weather at sea

The emergency plan are likely to be separate for onsite and offsite, but

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

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

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

respectively. The overall objective of Disaster Management Plan for the

proposed jetty are to:

• identify type of major disasters which may occur.

• localise the emergency and if possible eliminate it.

• minimize the effect of accidents on people and property.

Elimination of hazards will require prompt action by operators, and

emergency staff usually for example, fire fighting equipment, water sprays,

etc. Minimizing the effects will include rescue, first aid, evacuation,

rehabilitation and giving information promptly to people living nearby.


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7.4.2 Identification of Hazardous Process/area

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

mainly fire at jetty or ship anchoring at the jetty.

7.4.3 Level of Accident

If there is any disaster due to any reason the area which may be affected can

be classified in the following four classes :

• Level-I - Operator level • Level-II - Local/community level • Level-III - Regional level • Level-IV - International level

Only Level-I class of accidents can be considered for the present situation.

7.4.4 Critical Targets During Emergency

In order to prepare the disaster management plan it is necessary to identify

the objects likely to be affected in the event of emergency. The targets of fire

include personnel if emergency occurs, at service platform.

7.4.5 Site Emergencies Control Room and Facilities

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

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

case it is suggested that there should be provision for site emergency control

room (SECR) establishment at control room from where all the operations of

unloading are controlled.

In SECR following information should be displayed and provided with facilities

as mentioned below:

• Details of structures in the jetty are vicinity details of existing

structures at the jetty.

• Internal and external telephone connections including hotline

connection to civic authorities, police control room, fire brigade,

hospitals, etc.

• Public address system and torch lights

• List of dispensaries and registered medical practitioners around jetty.

• List of key persons, their addresses and telephone numbers (This

should be finalized after the jetty operations are started)

• Nominal role of employees


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• Note pads and pencils to record messages received and instructions to

be passed through runners

• Detailing areas where spillage, leak or fire has occurred

7.4.6 Hazard Management Plan and Key Personnel

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

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

following form :

• Senior most personnel

• Official spokesman

• Welfare/finance co-ordinator

• Fire safety and Mutual aid co-ordinator

• Transport and security co-ordinator

• Medical Co-ordinator

The general co-ordination among key personnel and their roles and

responsibilities is given in the following paragraphs.

The Emergency Leader (Chief Co-ordinator) will be the senior most personnel

for all emergencies. In his absence next to senior most personnel will be the

emergency leader. In night shift senior most officer present will be the

emergency leader till arrival of Chief Co-ordinator.

7.4.7 Managing of Emergency

A multi-channel communication network will connect SECR to all concerned

with management plan. The advisory team of Chief Co-ordinator will

continuously advise him.

7.4.8 Roles and Responsibilities of Emergency Teams

a) Chief Co-ordinator

The Chief Co-ordinator will assume absolute control of site and will be located

at SECR.

b) Communication Co-ordinator

The communication co-ordinator will be the overall incharge for emergency

communication from site emergency control room to incident site and other

internal communication required according to scale of incident and location of

incident.


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c) Fire, Safety and Mutual Aid Co-ordinator

The Chief Co-ordinator will raise the alarm for emergency by

pager/wireless/telephone and he will organise the fire fighting man power,

equipment and appliances to extinguish the fire and will co-ordinate with

outside fire fighting facilities of district administration and industries under

mutual aid scheme.

d) Welfare/Finance Co-ordinator

The welfare/finance co-ordinator will look after the welfare of all employees

of jetty involved in controlling and combating the emergencies. He will

communicate to the relatives of employees involved in emergency control

operations and those got injured during controlling and combating

operations. He will arrange for supply of food to personnel involved in

emergency control. He will arrange to release finances for the various co-

ordinators for emergency purchases of materials, foods, medicines and other

essential items.

e) Role of Transport, Security Police Co-ordinator

The transport requirements will be looked after by him. He will mobilize the

necessary required vehicles. Arrange vehicles to evacuate persons/casualties

from place of incident to hospital. He will depute security guards for manning

gates and traffic control at site of emergency.

f) Medical Co-ordinator

He will be a doctor/trained compounder at the first aid camp/medical centre.

He will arrange for necessary treatment and call ambulance for emergency if,

required. He will arrange for round the clock persons at hospital to look after

the need of affected personnel. He will also arrange blood in co-ordination

with blood bank.

7.4.9 Emergency Plan

Jetty Terminal Emergency Plan

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

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

spill from ship etc. The plan will include:

- Stopping of unloading operation immediately


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

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

Coast guard

- Immediate action to combat oil pollution

- Evaluation of situation by on scene controller regarding threat posed

by spill and identify threatened resources

- Details of communication system available siren code

- An inventory, including location details of emergency equipment

- Sound alarm-terminal fire fighting staff to fight fire

- Unberth vessel to discharge

- Mobilize fire fighting equipment

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

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

plan particularly the alarm signals and procedures to summon assistance in

the event of an emergency on board.

Ship Emergency Plan

Planning and preparations are essential if personnel are to deal effectively

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

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

concern in the present context. The immediate action to be taken by the

master of the vessel will include:

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

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

bunkering or deballasting operations which may be taking place.

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

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

Coordinator.

- Locate and assess the incident and assess possible dangers.

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

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

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

standby to remove ship from barge jetty, if required.


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Rough Weather

The rough weather operations will be controlled in three stages

• Green Status - the operations of loading/unloading will be carried out

as planned.

• Yellow Status - This is an alert stage indicating possibility of rough

weather still operations can continued with all emergency precautions.

• Red Status - Emergency situations or rough weather operation will be

suspended - Activities controlled by incharge of emergency operations.

The ship is to be unberthed to safe anchorage or will be advised to proceed

to sea.

Breaking of Moorings

• Supervisor/unloader operator to sound alarm

• Secure vessel again

• Monsoon vessel surging - unberth vessel

• Ship staff be notified on arrival mooring instructions and details of tidal

range and strong currents.

7.4.10 Casualty Services

The Head of casualty services will be district hospital medical officer.

Functions

• First aid service by first aid parties on the spot

• Ambulance service for transport of casualties from the spot to hospital.

Procedures for treatment

On getting a signal from the SECR or information on telephone or on hearing

siren, the medical officer will report to hospital and doctor on call duty and

first aid personnel will report to site emergency control room. The Ambulance

with the driver will report to SECR. First aid parties will render first aid to

casualties at the place of occurrence and those requiring further treatment

will be transported to the nearest hospital by ambulance.

In case of extra help from outside or within medical officer will contact plant

Chief Co-ordinator for help in areas such as extra medical help from


WAPCOS Limited 7-8

neighboring hospitals, evacuating the casualties, and essential assistance in

first-aid.

First Aid

It is necessary to give first aid to the persons injured in disaster. There will

be two first aid posts to meet the work load. One post will be at the medical

centre at incident site and the other post will be at hospital. At each post, 2

first aid parties will be kept in rotating shift of 8 hours.

Record of Casualties

The first aid team would put the Iabel on each patient seen, treated and

transported which would bear the particulars about the name, date of

accident, details of injury, condition of patient and treatment. Following three

type of labels will be used for different type of casualties.

White - for walking patient with minor injury

Green - for moderately injured

Red - for seriously injured

Equipment

Each member of the first aid will be provided with the following personal

items :

• Helmet - 1 No.

• Water bottle - 1 No.

• Torch - 1 No.

• First aid box - 1 No.

7.4.11 Fire Fighting Services

Fire officer will be the Commanding Officer of Fire Fighting Services.

Additional strength for fire fighting which is beyond the control of fire fighting

facilities of port will come from outside fire stations. Its functions are to:

• co-ordinate fire fighting activities

• enforce all regulations for prevention of fire.


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7.5 PERSONAL PROTECTIVE EQUIPMENT

The following of personal protective equipment will be available during an

emergency.

• Fire proximity suit.

• Fire entry suit.

• Self contained Breathing Apparatus with one spare cylinder

(30 minutes).

• Water jel blanket.

• Safety helmet.

• Rubber hand gloves for use in electrical jobs.

• Resuscitator.

The quantities available will be sufficient to meet the needs of emergency

handling personnel.

Rehearsal and testing

'Fire Drills' are arranged periodically to test out the laid down system and

facilities. The emergency handlers will also "act out" their individual roles in

accordance with the emergency procedures laid down to demonstrate that

the entire emergency response system can perform efficiently and

accurately. Mock drills for emergency are to be conducted twice a year.

Off-site emergency plan

An integral part of the Disaster Management Plan is the Off-Site Emergency

Plan. The plan is mainly dependent upon a very close co-ordination and

assistance from the Local Administration like Police, Fire Brigade, and Medical

Services etc.

Off-site action

The Chief Controller will inform about the incident like Fire, Explosions to –

• Police • Fire Brigade • Medical Services • Technical Agencies • Rehabilitation Agencies • Electricity Board


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Responsibilities of the services

1] Police

• To control traffic & mob by cordoning off the area.

• Arrange for evacuation of people on advice from the Site

Controller/District Collector.

• Broadcast/communicate through public address systems to

the community on advise from the District/Sub Collector.

• Inform relatives about details of injured and casualties.

2] Fire Brigade

• Fighting fire and preventing its spread.

• Rescue and salvage operation.

3] Medical/Ambulance

• First Aid to the injured persons.

• Shifting critically injured patients to the hospitals.

• Providing medical treatment.

4] Technical/Statutory Bodies

(Constitutes Factory Inspectorate, Pollution Control Board,

Technical Experts from Industries)

• Provide all technical information to the emergency services,

as required.

• Investigate the cause of the disaster.

5] Rehabilitation

• Arrange for evacuation of persons to nominated rescue

centre and arrange for their food, medical and hygienic

requirements.

• Coordinating with the Insurance Companies for prompt

disbursement of compensation to the affected persons.

• Maintain communication channels of nearby industries like

telephone, telex etc. in perfect working condition.

6] Electricity Board

• To put off the power supply to the plant, if specifically asked

for by IFFCO.


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7.6 RECOVERY

The recovery procedure discussed below are designed to help successfully

manage the adverse effects of an emergency event. The focus of these

procedure is to move the installation into a normal operating mode as

efficiently as possible.

Accident Investigation

• As soon as possible after the emergency event the physical properties

will be investigated in order to determine the cause of the event.

• Representatives from multiple disciplines will be members of the

investigating team.

• The area of the event shall be sealed off so that tampering or

alteration of the physical evidence will not occur.

• Key components will be photographed and logged with time, place,

direction, etc.

• Statements will be taken from those who were involved with the

operation or who witnessed the events.

Damage Assessment

• This phase of recovery establishes operability accumulation of

replacement parts, property and personnel losses, and culminates in a

list of necessary repair and reconstruction work.

• Insurance companies will be informed of these results and are often

willing to help in establishing them.

Cleanup and Restoration

• This phase will only begin after the investigation is complete.

• Reporting documentation will be gathered and forwarded to

appropriate authorities.

• Repairs, restoration and cleanup.

• Insurance claims will be prepared and submitted.


WAPCOS Limited 8-1

CHAPTER-8

AREA DRAINAGE STUDIES

8.1 INTRODUCTION

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

solid fertiliser raw materials and products like Muriate of Potash (MOP), Urea,

Di Ammonium Phosphate (DAP), Mono Ammonium phosphate (MAP), etc., are

unloaded at Kandla port’s berths and transported to the storage areas in the

plant by trucks/ dumpers/ conveying system.

The demand for fertilisers has grown and IFFCO also imports large quantity of

fertiliser products at Kandla port, which is increasing.

Growing industrialisation in Kandla area has added to cargo traffic at Kandla

port. Despite novel initiatives by Kandla Port Trust to manage the heavy port

traffic, like priority berthing for higher discharge rate, etc., the port is

becoming busy and therefore the pre-berthing detention time for cargo ships

is likely to increase.

IFFCO envisages construction of a captive barge jetty at Kandla port for

unloading its raw materials and imported finished products. The entire facility

shall be built, operated and maintained by IFFCO. Kandla Port Trust shall allot

36,000 sq. meters of land which shall be reclaimed and developed for

construction of the barge jetty. Kandla Port Trust shall also provide necessary

guidance, approvals and other assistance required by IFFCO for stable and

smooth construction and operation of the barge jetty.

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

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

to the existing IFFCO factory boundary. The cordinates of the proposed jetty

are 23o00’00” N and 70o13’26” E.

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

anchored at mid sea, using barges. The barges shall then be berthed and

unloaded at the proposed barge jetty.

The captive barge jetty shall have grab cranes / excavators for unloading

cargo from the barges. This material shall be transported by trucks to storage

areas in the plant through a short distance. Imported fertilisers shall be

unloaded and transported to storage godowns by trucks where facility for

weighing and bagging shall be provided. Bagged product shall be directly

loaded into railway wagons. Storage godowns, as per requirement will be

constructed along side the existing railway line within IFFCO premises.


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At present transportation of IFFCO’s cargo from Kandla port cargo berths to

storage area in the plant, a distance of about 12 km, generates traffic of

thousands of trucks which ply to and fro during unloading, causing vehicular

congestion at Kandla port area.

Imported fertiliser raw material and products are in the form of fine crystalline

solid or granules. During transportation by trucks this material gets spilled

along the road side causing environmental difficulties and material losses.

Construction of captive barge jetty will drastically reduce the distance for

transporting the solid cargo in trucks to plant storage area.

8.2 DATA UTILIZED FOR THE STUDIES

• Topographical Survey/natural drainage pattern. The

topographical survey map of the proposed site of barge jetty is

enclosed as Figure-8.1.

• Layout plans of proposed project and other developments

• Daily Rainfall data 50 years of Kandla from 1957 upto 2006

procured from IMD Pune

• Tide table of Kandla (Gulf of Kachchh) – India of the years 2001

& 2007

Apart from above WAPCOS collected hydrological data from IMD and

other useful data from several references including technical reports of

WAPCOS, CWPRS and IMD.

8.3 GULF OF KUCHCHH

The Gulf of Kachchh, a predominantly tide-driven embayment, is located in

the northwestern part of India between 22°15’-23°N and 69-70°15’E shown in

the figure below. It is demarcated as one of the macro-tidal regions of the

world. The tidal currents during spring are as high as 1.5-2.5 m/s in the

central channel and the tide elevation reaches a maximum of about 6.5m at

Navlakhi. The Gulf is situated zonally with an east-west length of ~150 km

while the width decreases from ~60 km in the west to about 1-2 km in the

narrow creeks at Navlakhi in the east. The western open boundary of the Gulf

interacts with the northern Arabian Sea while the eastern Gulf opens into the

shallow creeks in the Little Rann of Kachchh. Sandy beaches characterize

northern part of the coast and the southern coastal region is demarcated by

mudflats in the inter-tidal zones. The southern Gulf is famous for coral reefs

with areas protected as Marine Sanctuary and National Park. Recently,

industrial developments in the northern Gulf has led to the expansion of two


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ports: one at Mundra, a private port and the other at Kandla, a major port.

There are several minor ports and fishing harbours in the Gulf in addition to

jetties, breakwaters, pipelines, water intake, marine outfall and single

pointmoorings associated with refineries. Some of the coastal areas are

natural habitats for rich vegetation, especially mangroves.

The Gulf of Kachch is a tidal creek where there is a large variation in tide level

and has a total length of about 5 Km and open to Arabian Sea at Dwarka. In

the Gulf of Kachch creek Kandla port is lies which came into operation after

partition. The proposal is 5 km north of existing Kandla port. The tide and

related details of Gulf of Kachch are given in Table-8.1.


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TABLE - 8.1 Tide and related details of Gulf of Kachch

TIDE At Kandla (Gulf of Kachch) Highest High Water(HHW) +7.38 m Mean HW Springs (MHWS) +6.66 m Mean HW Neaps(MHWN) +5.71 m Mean LW Neaps (MLWN) +1.81 m Mean LW springs(MLWS) +0.78 m Local Mean W L (LMWL) +0.34 m Mea Sea Level (MSL) +3.88 m Note: All levels mentioned above and elsewhere in the report are With reference to Chart Datum (CD). Highest high water occurred on 31st August 2007 : Source Indian Tide Tables-2007

Thus, it could be seen from above table that at the IFFCO Kandla

project the Highest High Water Springs was about 7.31 m CD.

8.4 PLAN OF APPROACH ADOPTED FOR THE STUDY

Estimation of safe grade elevation for the power project and design of

appropriate storm water drainage system/network for plant and

surrounding area so as to avoid flooding in project area is the prime

objective of the studies. This could be achieved by conducting studies

in following stages.

• Analysis of rainfall data to estimate 24 hour rainfall for 50 and

100 year return periods

• Analysis of rainfall intensities to estimate 50 and 100 year return

period intensities

• Estimation of flood hydrographs/ peak discharges for rainfall of

different return periods and decide design flood discharges for

storm water drainage network

• Estimating maximum water levels along Kharo Creek due to

combined effect of various factors such as Tides, Storm surge,

Tsunami waves, wind setup(seiche), waves, sea level rise etc. Help

of available reports/literature was be taken for these studies. No

separate site specific studies will be carried out keeping in view of

short period of 12 weeks for the entire work.

• Deciding Safe Grade Elevation( SGE) on the basis of results of

item 4 and required freeboard as per BIS norms


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• Comparative study of alternative methods to provide design SGE

• Designing and testing of storm water drainage system using

design flood discharges as U/S boundaries & tidal levels at Kandla

in the Kuchchh area.

The project area is located at about five kms from coast line and is

at an average elevation of 16 to 18 m. The tidal water enters only

through the Kalipat and Khari creeks. Along rest of the coast line

there are stony hillocks with top levels 15 to 20 m MSL. In addition to

this there is a dam/ weir on Kalipat river close to river mouth which

arrests tidal inflow as well as storm surge. The project site is in

between Porbandar and Okha ports. Therefore, tidal data at these

locations was utilised to assess tidal levels at coast near project site

as shown in Table-8.2. The different tidal water levels at coast near

Kandla site are estimated by taking average of values at porbandar and

Okha . This is reasonable considering that the SPP site is nearly

midway between these two ports.

TABLE-8.2

Tidal data at these locations in and around the project area Tidal level Porbandar Port Okha Port Kandla Port Highest HWS 3.05 m CD 3.89 m CD 7.38 m CD MHHW 2.66 m CD 3.49 m CD +6.66 m CD MLHW 2.38 m CD 2.96 m CD +5.71m CD MSL 1.82 m CD 2.04 m CD +3.88 m CD MLLW 0.77 m CD 0.41 m CD +0.78 m CD LLWS ------ - 0.05 m CD +0.34 m CD Ref.- WAPCOS report on the design of rehabilitation works for the breakwater at Porbandar damaged during June 1998 cyclone , report no WAP/PH/047 )

Thus, it could be seen from above table that at the IFFCO Kandla

project the Highest High Water Springs could be about 7.38 m CD.

8.5 EFFECT OF WIND GENERATED WAVES ON PROJECT SITE

To understand the wave climate near the project site , analysis of ship

data of IMD for the period 1961 to 1985 was carried out to find out

month wise percentage of occurrence of different wave heights and wave

period. The ship data was for the region (quadrant) bound by latitude

19 0 to 220 N and longitude 700 to 730 E which is quite relevant to the

coast near SPP site. The following conclusions can be drawn:


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• In pre- monsoon period ( Jan to May ) 95 % waves are less than

3 m height and about 3 % waves are 3 to 5 m height.

• During monsoon period (June to Sept ) 68 % waves are less than

3 m height and 22 % are 3 to 5m .

• The wave heights more than 5m occur for 1.82 % of time and

more than 6 m height occur for about 0.62 % of the time.

• For about 85 % of time wave period is less than 9 seconds

during period Dec to May. And during June to August this %

reduce to 60. From Sept to Nov 75% of time the wave period is

less than 9 seconds. Waves with period 9 to 13 seconds occur during

May to August.

8.6 EFFECT OF STORM SURGES

Storm surge is the catastrophic feature of the cyclone. The degree of

disaster potential depends on the storm surge amplitude associated

with the cyclone at the time of landfall, characteristics of coast, phase

of tides and vulnerability of the area. The severe cyclonic storms

associated with hurricanes are most effective in generating storm

surge due to following reasons.

• Hurricanes have very strong sustained winds generating water

surge

• Hurricanes being low pressure storms cause rise in sea level

below the storm

• Hurricanes are associated with heavy rains contributing to rise in

water levels in coastal areas

• When hurricanes make landfall at the time of rising tide then

wind and tide together result in higher storm surge/ storm tide

• Strong winds combined with high tide can generate waves on

top of elevated water surface due to tide and surge

The tropical cyclones over North Indian ocean have their genesis over

warm oceans. The periods for tropical cyclones over Arabian sea and

Bay of Bengal is from mid April to mid June and October to mid

December. For cyclones in Arabian sea the peak period is during south-

west monsoon (June to September). On an average Bay of Bengal

experience 4 cyclones each year where as Arabian sea experience one

per year. The analysis of North Indian ocean storm data for 100 years (


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1891 – 1990) given by IMD is presented in Table-8.3. The month wise

distribution of storms in Arabian Sea is given in Table-8.4

TABLE-8.3 Monthwise distribution of depressions/cyclonic & severe cyclonic

storms Month Dep CS SCS January 9 5 2 February 3 - 1 March 1 2 2 April 10 13 14 May 29 20 50 June 87 40 17 July 131 37 8 August 171 30 3 September 144 30 17 October 99 54 45 November 53 46 68 December 30 26 21 Total 767 303 248 where , Dep – Depressions , CS- cyclonic storm, SCS- severe cyclonic storm. The above analysis indicated that out of total 551 storms (CS +SCS) 454 storms (82 % ) were formed over bay of Bengal. On an average 3 Cyclonic Storms (CS) and 2.5 Severe Cyclonic Storms occur per year over Bay of Bengal. During 1891 to 1990 total 95 cyclonic storms occurred over Arabian sea

TABLE-8.4 Month wise distribution of cyclonic Storms in Arabian Sea

Month Number January 1 February 1 March 1 April 6 May 19 June 18 July 2 August 6 September 6 October 17 November 15 December 4 Total 95

It could be seen that October-November and May –June are most

severe periods. The tracks of these storms have been presented by

IMD in a storm track Atlas. The study of these data indicate that

majority of these storms had landfall point in Saurashtra and Gujarat

coast and few entered in to Maharashtra and Karnataka. As per the

list of 12 major storm surges in Arabian sea during 1782 to 1996


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mentioned in the project proposal on ‘ storm surges in northern part of

Indian Ocean’ Nov 1998, prepared by Inter Governmental Oceanic

Commission ( IOC ), WMO and UNESCO , eight storms struck in

Saurashtra/Gujarat . Table-8.5 gives details of most devastating cyclonic

storms in Saurashtra/Gurajat as per IMD ( ref - Damage potential of

tropical cyclones October 2002 ).

TABLE-8.5

Most devastating cyclones in the Gulf of Kachchh

No date Location Brief description of storm surge & damage

1 9-13 June 1964 Naliya Severe Cyclonic Storm, Wind speeds- at Naliya 135 kmph , Dwarka- 105 kmph, Porbadar- 74 kmph, Veraval 74 kmph, Storm surge - Kandla- 2 m, Okha-2m

2 19-24 Oct 1975 Porbandar Very SCS , Wind speeds- Jamnagar 160-180 kmph Porbandar-110 kmph, Surge height- 4 to 6 m at Okha And Porbandar (probably tide plus surge)

3 4-9 Nov1982 Veraval VSCS, 507 people killed, 1.5 lakh livestock perished

4 17-20 June 1996 Diu/Veraval SCS, Wind speed- Veraval -86 kmph, Storm surge At Bharuch – 5 to 6 m

5 4- 10 June 1998 Porbandar VSCS, Wind speed- Jamnagar -182 kmph, Storm surge- Porbandar- 2 to 3 m above tide of 3.5 m, Okha – 2.1 m People killed & missing- 1173 & 1774, Property damage – 1865 Crore

The proposed site of IFFCO is about 5 Km north of kandla Port. As per IMD

records this region is cyclonic storm prone and has experienced 13

storms (during 1891 to 2000) out of which 8 were severe cyclonic

storms .The above data indicate that near Porbandar and Okha severe to

very severe storms with maximum wind speeds of 160 to 180 kmph

have occurred( Oct 1975 and June 1998 storms at Porbandar) resulting

in to maximum height of storm surge of 3 m to 6 m .The reported

surge of 2.1 m over tide of 7.38 m at Kandla for 1998 cyclone appears

to more reasonable as compared to repored surge of 4 to 6 m for Oct

1975 cyclone which has nearly same maximum wind speeds as 1998

cyclone. Probably , reported surge of 4 to 6 m for 1975 cyclone is

inclusive of tide .Therefore , the Maximum surge height of 2.5 m at

Kandla could be adopted for deciding SGE for IFFCO Project siteas


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which is recommended by GSDMA-Gujarat state Disaster Management

Authotiy as per the guidelines for cyclone resistance construction of buildings.

8.7 HINDCASTING OF STORM WAVES AT PORBANDER

Estimation of waves generated by storms in past is called hindcasting.

WAPCOS had carried out such studies for Porbandar site in connection

with rehabilitation of break water at porbandar subsequent to damage in

June 1998 cyclonic storm. For this purpose 9 storms( during period

1882 to 1982 ) which passed in vicinity of Porbandar within a distance

of 100 nautical miles ( 185 km ) were considered.

The hindcasting of storm waves for these storms was carried out as

per the method established by Bretschnieder as given in Shore

protection manual (SPM) of U.S. Corps of Engineers. For these studies

the storms were transposed to the Porbandar site for estimating wave

heights . The results of these studies indicate the wave heights( had

the storms passed over Porbandar) as given in Table-8.6.

TABLE-8.6 Computed wave heights for storms passing over Parbander

Date of storm occurrence Wave height computed (m) June 1964 5.9 October 1975 3.3 June 1977 5.9 November 1981 7.3 November 1982 3.3 The results of these studies were utilised for statistical analysis to

determine return period of occurrence of waves of different heights.

Results of this analysis indicated that 50 and 100 year return period

wave height will be 7.5 m and 7.9 m respectively. On the basis of these

results, wave height of 8 m was considered for break water design. It

may also be mentioned here that waves of 8 m height were

experienced during June 1998 cyclone and the breakwater with crest

level of 10m CD was was lowered to LLWL of 0.0 m . The Kanla port

area is well inside the Gulf of Kutch and not directly eposed to open

sea as in case of Porbandar therefore the waves at Kandla under

normal circumstances are low. Also the fetch across Gulf of Kutch in

the dominant win direction direction near Kandla of the order of 5 to

10 kms only and therefore large waves will not be expected .


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8.8 EFFECT OF TSUNAMI WAVE ON WATER LEVELS AT IFFCO KANDLA PROJECT SITE

Tsunami is a series of large amplitude shallow water gravity waves

generated by an event ( Severe earthquakes) capable of displacing a

huge volume of water. Whether the gravity wave is to be considered

shallow or deep water wave depends on the ratio between its wave

length and depth of water. When this ratio is less than 2 it is

considered deep water wave . If this ratio is more than 20 it is termed

as shallow water wave. Though tsunamis are usually generated in deep

waters, they are considered as shallow water waves as the wave

length is of the order of about 200 km and depths in sea are 2 to 5

km. The propagation rate ie celerity (C) of this shallow water gravity

wave is given as C = ( g H )0.5 . The celerity of Tsunami wave could

be of the order of 600 to 800 km/hour until it dissipates or encounter

continental shelf and shallow coastal waters where celerity reduce to

30 to 50 km/hour. Tsunami wave primarily depends upon magnitude

and character of the tsunamigenic event ,sea bed topography ,and

bottom type. Tsunamis are not as common in Indian Ocean as in

pacific. On an average ,Indian Ocean experience one Tsunami in three

years as against eight Tsunamis per year in the Pacific. As per records(

326 BC to 2005 ) in catalogue of tsunamis in Indian Ocean, out of total

90 Tsunamis nearly 80 % were generated in seismically active Sunda

arc region covering Jawa , Sumatra ,Andaman – Nicobar and Myanmar

coast. Most of the major tsunamis generated from Sunda arc which had

impact on East coast of India were generated from west coast of

Sumatra and Andaman. Tamil Nadu state and SriLanka were the most

affected regions. The remaining 20% Tsunsmis were generated in

Arabian sea at seismically active Makaran subduction zone near Pakistan

and Iran coast . The tsunamis generated in Makaran subduction zone had

mostly affected Kutch and Saurashtra region and West coast of India,

Iranian and Pakistan coast and some Gulf countries .The Kutch and

Saurastra coasts are most potential zones for earthquakes and tsunamis.

The deadliest Tsunami in recent years that affected Kutch and

Saurashtra was generated off Makaran coast of Pakistan in Arabian sea

on 28 Nov 1945 ,as a result of earthquake of magnitude 8 Mw in


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Makaran subduction zone. More than 4000 people were killed on

Makaran coast. The Tsunami wave height was 17 m at some Makaran

ports causing great damage in coastal region. The Tsunami wave

height along Indian West coast were 11 to 11.5 m at Kutch and 2

m at Mumbai. The brief records of Tsunamis Generated in Arabian sea

affecting Kutch/Saurashtra areas are given in Table-8.7.

TABLE-8.7 Records of Tsunamis Generated in Arabian sea affecting

Kutch/Saurashtra areas S. No.

Date Location Details

1 16 June 1819 Kutch Earthquake 7.8 Richter Scale 2 19 June 1845 Kutch -- 3 27 Nov

1945 Makran Coast Earthquake 8 Richter Scale

Tsunami wave ht. 11- 11.5 m in Kutch

Above data indicate that Kutch and Saurashtra are susceptible for

Tsunami waves and Maximum wave height of 11.5 was experienced in

Kutch in Nov 1945 . As such forecasting of earthquakes and tsunami

waves is not possible. Tsunami wave propagation predictions are

possible only after initial disturbance created in the water body at the

location of earthquake. Therefore , based on historical records tsunsmi

wave height of 11 m for Kutch could be considered for Saurashtra coast

between Okha and Porbandar though the wave height could be much

lower than Kutch west coast . This 11 m Tsunami wave height could be

adopted for Saurashtra coast North of Porbandar, to decide safe grade

elevation for proposed developments.

8.9 EFFECT OF SEA LEVEL RISE

Work of estimation of rate of sea level rise is being carried out by

various agencies worldwide . These estimates are based on different

methodologies and techniques and therefore their predictions also show

wide variations. For the present studies the findings presented in the

report by the Intergovernmental Pannel on Climate Change (IPCC) have

been considered. These are as follows.

• The 2007 IPCC report suggested that by the end of this

centaury the sea levels would rise about 190 to 590 mm. (

central value of 480 mm)


WAPCOS Limited 8-12

• Estimates from satellite altimetry since 1992 indicate sea

level rise rate of 2.80 mm/year.

• Tide gauge data over long period for 23 tide stations in

globally stable environment indicate average sea level rise

in the range of 0.8 to 3.3 mm/year with an average of

1.80 mm/year.

• Based on geological data, the average sea level may

have risen at an average rate of 0.10 to 0.20 mm/year

over last 3000 years.

Based on above findings assumption of rate of sea level rise of 3

mm/year will be quite conservative for deciding safe grade elevation

for the developments for Saurashtra power Project (SSP).

8.10 EFFECT OF WIND SETUP

The IFFCO Kandla project site is far inside the coast and in Gulf of

Kuchachh hence effect of wind setup is not important to decide safe

grade elevation of the project. Considering wind speed of 180 km/hour

and fetch Fetch at Kandla in dominant wind direction during cyclones

is less than 5 km hence wind setup is negligible. Please edit this para

accordingly. This is relatively marginal and could be absorbed in free

board.

8.11 SAFE GRADE ELEVATION( SGE) FOR BARGE JETTY

On the basis of analysis presented in this chapter the values of

various parameters influencing SGE could be selected as below.

Highest high water Springs - 7.38 m CD ( 1.57 m MSL) Recorded

on from tide table ( Copy of the tide tables are attached as Annexure-VII).

Height of storm surge - 2.5 m ( recommended by GSDMA)

Maximum wave Height - 8.0 m ( 100 year R.P.value &

reported in 1998 storm)

Maximum Tsunami wave height - 11 m (reported in Kutch Nov 1945)

Wind setup - 0.50 m

Sea level rise in 100 years - 0.30 m (assuming 3 mm/year rate)

As mentioned earlier the major concerns while deciding Safe Grade

Elevation are safety from probable inundation due to tides , waves,

surges due to cyclonic storms and tsunamis, wind setup and sea level


WAPCOS Limited 8-13

rise. Also SGE should be adequate to discharge storm water quickly

and safely during heavy rain storms without any flooding. This aspect is

most important when rain water is to be disposed in tidal water body.

Probability of occurring flood, highest high water springs, storm surge

and tsunami wave simultaneously is very low therefore all of them need

not be considered together otherwise safe Grade Level will be very high

and unrealistic .In case of the IFFCO Kandla project site is surrounded by

north and south SIDE BY other existing project sites and in west side a Road

which is an access to the Project side and across the road is a creeklet.

Surrounding rain water is not going to affect the site as it is totally isolated

from all the three side and one side is sea.

Therefore, the requirements for protection against highest high water

spring, storm surge , and waves ( as waves will be associated with storm

surge due to high wind speeds during storms) could be considered

together as a worst combination. For this combination the Extreme Water

Level works out to:

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

free board + un accounted)

= 7.38 + 2.5 +1.34= 11.25 m

11.25 m CD. With provision of free-board of about 1.25m (instead

of recommended 1.5m free board to absorb all other unaccounted

factors) the SGE for IFFCO Kandla project could be fixed at least

at about 11.25 m CD or above. The proposed SGE of 11.25 m is

recommended for the proposed site which is validated by the

combined maximum water levels recommended by the Gujrat State

Disaster Management Authority Guidelines for Cyclone Resistance

Construction of buildings in Gujarat.

8.12 ESTIMATION OF STORM WATER DISCHARGE

The total development of storage and allied facilities will be carried

out on an area of about 3.6 ha. It is necessary to provide Storm Water

Drainage for this area, consistent with the layout of the proposed

project site to dispose rainwater. To design this network the hydrology of

the region was studied to arrive at design one day rainfall and the

rainfall intensities to further compute intensity in less than hours as the area

of project site is small . Using these data the design peak discharge

arriving in each branch of the channel network will be estimated . The


WAPCOS Limited 8-14

channel network will be designed and tested with appropriate boundary

conditions.

Analysis of hydrological data (Rainfall Analysis)

This region mostly gets rainfall from South-West monsoon during June

to September. The rainfall data of the region surrounding the SPP area

available in IMD IITM and CWC reports was analysed to decide design

extreme one day rainfall and rainfall intensities to estimate design

discharges for storm water drainage system . The mean annual rainfall

at places nearby SPP site namely Porbandar and Jamnagar is 405 mm

and 491 mm respectively . For design of strom water drainage system

we need 24 hour rainfall for different return periods and hourly

distribution of the 24 hour rainfall. As per IMD and CWC joint report for

flood estimation for this region (Flood estimation report for Mahi &

Sabarmati –Subzone 3(a) Jan 1987 ) 50 and 100 return period 24 hour

rainfall at and around the project site is as given in Table-8.8.

TABLE-8.8

Rainfall data for various stations in and around project site

Location 50 year rainfall (mm) 100 year rainfall (mm) Kandla site 240 320 Porbandar Over 440 Over 520 Dwarka 360 400 Jamnagar 320 360

Frequency analysis enables estimation of the probability of occurrence of a

certain hydrological event of practical importance by fitting a theoretical

probability distribution to one that is empirically obtained from recorded data.

The three main steps involved in frequency analysis are:

• Selection of a sample in the form of a data series that satisfies certain

statistical criteria;

• Fitting the best theoretical probability distribution, to represent the

sample, using the best fitting technique available for the distribution;

and

• To make statistical inferences about the underlying population using the

fitted distribution.

Any one specific statistical distribution cannot be the best, consistently for all

series (Haktanir, 1991). However, when skew ness of data is about 1.14,

Extreme Value Type I (EV I) distribution is considered better suited for the


WAPCOS Limited 8-15

data set. A rational-theoretical analysis of extreme hydrologic phenomena has

led researchers (Naghavi et al., 1993) to identify EV I, as a standard

distribution for frequency analysis of recorded extreme hydrologic events such

as rainfall, flood, etc., and hence has been adopted in the present studies.

Rainfall analysis was carried out to arrive at extreme rainfall that could

possibly occur in the project area for different duration and return period.

There was no rain gauge, recording hourly rainfall, close to the project area

hence hourly rainfall analysis was not processed.

The maximum 1-day rainfall depths for 100-year return period were

distributed over short durations of 1 to 3 hours using distribution provided in

the Flood Estimation Report of Central Water Commission (CWC), to obtain 1-

hr, 2-hr and 3-hr extreme values.

Daily Rainfall (DRF) data from IMD rain gauge station in close vicinity of the

project area for Kandla station was collected from National Data Centre of

IMD. The data was collected for the 50 year period form 1957 to 2006. The

daily maximum and minimum rainfall data is given in Table-8.9.

TABLE-8.9

Daily maximum and minimum rainfall

Year

Month

Rainfall (mm) Daily Minimum Daily Maximum

1957 Jan 0.0 0.0 1957 Feb 0.0 0.0 1957 Mar 0.0 0.0 1957 Apr 0.0 0.0 1957 May 0.0 3.0 1957 Jun 0.0 41.7 1957 Jul 0.0 67.8 1957 Aug 0.0 10.4 1957 Sep 0.0 1.0 1957 Oct 0.0 1.5 1957 Nov 0.0 3.8 1957 Dec 0.0 0.8 1958 Jan 0.0 5.1 1958 Feb 0.0 0.0 1958 Mar 0.0 0.0 1958 Apr 0.0 0.0 1958 May 0.0 0.0 1958 Jun 0.0 30.0 1958 Jul 0.0 19.5 1958 Aug 0.0 18.2 1958 Sep 0.0 58.4 1958 Oct 0.0 19.1 1958 Nov 0.0 0.3


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Year

Month


1958 Dec 0.0 0.0 1959 Jan 0.0 0.0 1959 Feb 0.0 0.0 1959 Mar 0.0 0.0 1959 Apr 0.0 0.0 1959 May 0.0 0.0 1959 Jun 0.0 46.4 1959 Jul 0.0 147.4 1959 Aug 0.0 60.6 1959 Sep 0.0 41.6 1959 Oct 0.0 22.6 1959 Nov 0.0 0.2 1959 Dec 0.0 0.0 1960 Jan 0.0 0.0 1960 Feb 0.0 0.0 1960 Mar 0.0 0.0 1960 Apr 0.0 0.0 1960 May 0.0 0.0 1960 Jun 0.0 33.8 1960 Jul 0.0 9.8 1960 Aug 0.0 7.2 1960 Sep 0.0 0.2 1960 Oct 0.0 0.0 1960 Nov 0.0 0.0 1960 Dec 0.0 0.0 1961 Jan 0.0 0.0 1961 Feb 0.0 16.2 1961 Mar 0.0 0.0 1961 Apr 0.0 0.0 1961 May 0.0 0.0 1961 Jun 0.0 43.4 1961 Jul 0.0 80.0 1961 Aug 0.0 24.0 1961 Sep 0.0 11.0 1961 Oct 0.0 24.0 1961 Nov 0.0 0.0 1961 Dec 0.0 0.0 1962 Jan 0.0 0.0 1962 Feb 0.0 0.0 1962 Mar 0.0 0.0 1962 Apr 0.0 0.0 1962 May 0.0 0.0 1962 Jun 0.0 3.4 1962 Jul 0.0 40.0 1962 Aug 0.0 18.0 1962 Sep 0.0 17.8 1962 Oct 0.0 0.0 1962 Nov 0.0 55.8 1962 Dec 0.0 0.0


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Year

Month


1963 Jan 0.0 0.0 1963 Feb 0.0 0.0 1963 Mar 0.0 0.0 1963 Apr 0.0 0.2 1963 May 0.0 0.0 1963 Jun 0.0 0.8 1963 Jul 0.0 4.8 1963 Aug 0.0 22.4 1963 Sep 0.0 25.2 1963 Oct 0.0 20.0 1963 Nov 0.0 21.6 1963 Dec 0.0 0.0 1964 Jan 0.0 0.6 1964 Feb 0.0 0.0 1964 Mar 0.0 0.0 1964 Apr 0.0 0.0 1964 May 0.0 0.0 1964 Jun 0.0 22.0 1964 Jul 0.0 16.0 1964 Aug 0.0 83.8 1964 Sep 0.0 19.6 1964 Oct 0.0 0.0 1964 Nov 0.0 0.0 1964 Dec 0.0 0.0 1965 Jan 0.0 12.0 1965 Feb 0.0 0.0 1965 Mar 0.0 0.0 1965 Apr 0.0 0.0 1965 May 0.0 0.0 1965 Jun 0.0 0.0 1965 Jul 0.0 101.8 1965 Aug 0.0 19.6 1965 Sep 0.0 0.0 1965 Oct 0.0 0.0 1965 Nov 0.0 0.0 1965 Dec 0.0 0.0 1966 Jan 0.0 0.0 1966 Feb 0.0 0.0 1966 Mar 0.0 0.0 1966 Apr 0.0 0.0 1966 May 0.0 0.0 1966 Jun 0.0 31.2 1966 Jul 0.0 113.8 1966 Aug 0.0 4.6 1966 Sep 0.0 78.0 1966 Oct 0.0 0.0 1966 Nov 0.0 0.0 1966 Dec 0.0 0.0 1967 Jan 0.0 0.0


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Year

Month


1967 Feb 0.0 0.0 1967 Mar 0.0 31.0 1967 Apr 0.0 2.0 1967 May 0.0 0.0 1967 Jun 0.0 31.0 1967 Jul 0.0 186.6 1967 Aug 0.0 11.0 1967 Sep 0.0 3.0 1967 Oct 0.0 0.0 1967 Nov 0.0 0.0 1967 Dec 0.0 160.0 1968 Jan 0.0 0.0 1968 Feb 0.0 7.0 1968 Mar 0.0 2.0 1968 Apr 0.0 0.0 1968 May 0.0 0.0 1968 Jun 0.0 2.4 1968 Jul 0.0 15.4 1968 Aug 0.0 82.4 1968 Sep 0.0 2.0 1968 Oct 0.0 0.0 1968 Nov 0.0 0.0 1968 Dec 0.0 0.0 1969 Jan 0.0 0.0 1969 Feb 0.0 5.2 1969 Mar 0.0 0.0 1969 Apr 0.0 0.0 1969 May 0.0 0.0 1969 Jun 0.0 14.0 1969 Jul 0.0 63.0 1969 Aug 0.0 2.8 1969 Sep 0.0 0.0 1969 Oct 0.0 0.0 1969 Nov 0.0 2.0 1969 Dec 0.0 0.0 1970 Jan 0.0 0.0 1970 Feb 0.0 0.0 1970 Mar 0.0 0.0 1970 Apr 0.0 0.0 1970 May 0.0 2.6 1970 Jun 0.0 8.0 1970 Jul 0.0 24.0 1970 Aug 0.0 104.4 1970 Sep 0.0 29.0 1970 Oct 0.0 0.0 1970 Nov 0.0 0.0 1970 Dec 0.0 0.0 1971 Jan 0.0 1.4 1971 Feb 0.0 0.0


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Year

Month


1971 Mar 0.0 0.0 1971 Apr 0.0 0.0 1971 May 0.0 0.0 1971 Jun 0.0 32.8 1971 Jul 0.0 117.4 1971 Aug 0.0 50.2 1971 Sep 0.0 55.0 1971 Oct 0.0 0.0 1971 Nov 0.0 0.0 1971 Dec 0.0 0.0 1972 Jan 0.0 0.0 1972 Feb 0.0 3.2 1972 Mar 0.0 0.0 1972 Apr 0.0 0.0 1972 May 0.0 0.0 1972 Jun 0.0 26.8 1972 Jul 0.0 40.4 1972 Aug 0.0 6.4 1972 Sep 0.0 0.0 1972 Oct 0.0 0.0 1972 Nov 0.0 0.0 1972 Dec 0.0 0.0 1973 Jan 0.0 3.0 1973 Feb 0.0 0.0 1973 Mar 0.0 0.0 1973 Apr 0.0 0.0 1973 May 0.0 0.0 1973 Jun 0.0 2.8 1973 Jul 0.0 76.2 1973 Aug 0.0 42.4 1973 Sep 0.0 4.2 1973 Oct 0.0 0.0 1973 Nov 0.0 0.0 1973 Dec 0.0 0.0 1974 Jan 0.0 0.0 1974 Feb 0.0 0.0 1974 Mar 0.0 0.0 1974 Apr 0.0 0.0 1974 May 0.0 4.4 1974 Jun 0.0 0.0 1974 Jul 0.0 6.8 1974 Aug 0.0 0.8 1974 Sep 0.0 14.6 1974 Oct 0.0 22.6 1974 Nov 0.0 0.0 1974 Dec 0.0 6.2 1975 Jan 0.0 0.0 1975 Feb 0.0 0.0 1975 Mar 0.0 0.0


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Year

Month


1975 Apr 0.0 0.0 1975 May 0.0 0.0 1975 Jun 0.0 89.6 1975 Jul 0.0 23.4 1975 Aug 0.0 30.5 1975 Sep 0.0 101.2 1975 Oct 0.0 146.2 1975 Nov 0.0 0.0 1975 Dec 0.0 0.0 1976 Jan 0.0 0.0 1976 Feb 0.0 0.0 1976 Mar 0.0 7.8 1976 Apr 0.0 0.0 1976 May 0.0 0.0 1976 Jun 0.0 7.0 1976 Jul 0.0 36.0 1976 Aug 0.0 148.6 1976 Sep 0.0 16.0 1976 Oct 0.0 0.0 1976 Nov 0.0 18.3 1976 Dec 0.0 0.0 1977 Jan 0.0 10.0 1977 Feb 0.0 0.0 1977 Mar 0.0 0.0 1977 Apr 0.0 0.0 1977 May 0.0 0.0 1977 Jun 0.0 147.6 1977 Jul 0.0 104.2 1977 Aug 0.0 63.4 1977 Sep 0.0 52.0 1977 Oct 0.0 0.0 1977 Nov 0.0 1.5 1977 Dec 0.0 0.0 1978 Jan 0.0 0.0 1978 Feb 0.0 6.0 1978 Mar 0.0 0.0 1978 Apr 0.0 0.0 1978 May 0.0 0.0 1978 Jun 0.0 60.2 1978 Jul 0.0 36.2 1978 Aug 0.0 72.0 1978 Sep 0.0 0.4 1978 Oct 0.0 4.2 1978 Nov 0.0 16.8 1978 Dec 0.0 0.0 1979 Jan 0.0 0.0 1979 Feb 0.0 6.0 1979 Mar 0.0 0.0 1979 Apr 0.0 0.0


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Year

Month


1979 May 0.0 0.0 1979 Jun 0.0 53.4 1979 Jul 0.0 6.5 1979 Aug 0.0 128.0 1979 Sep 0.0 3.2 1979 Oct 0.0 34.6 1979 Nov 0.0 87.6 1979 Dec 0.0 0.0 1980 Jan 0.0 1.0 1980 Feb 0.0 0.6 1980 Mar 0.0 0.0 1980 Apr 0.0 0.0 1980 May 0.0 0.0 1980 Jun 0.0 131.0 1980 Jul 0.0 68.0 1980 Aug 0.0 2.0 1980 Sep 0.0 0.6 1980 Oct 0.0 0.0 1980 Nov 0.0 1.2 1980 Dec 0.0 5.0 1981 Jan 0.0 1.8 1981 Feb 0.0 0.0 1981 Mar 0.0 0.4 1981 Apr 0.0 0.0 1981 May 0.0 0.0 1981 Jun 0.0 13.0 1981 Jul 0.0 224.0 1981 Aug 0.0 91.8 1981 Sep 0.0 31.8 1981 Oct 0.0 10.0 1981 Nov 0.0 47.4 1981 Dec 0.0 0.0 1982 Jan 0.0 0.0 1982 Feb 0.0 0.0 1982 Mar 0.0 0.0 1982 Apr 0.0 0.0 1982 May 0.0 18.0 1982 Jun 0.0 1.4 1982 Jul 0.0 35.0 1982 Aug 0.0 65.4 1982 Sep 0.0 0.0 1982 Oct 0.0 0.0 1982 Nov 0.0 21.2 1982 Dec 0.0 0.0 1983 Jan 0.0 0.0 1983 Feb 0.0 0.0 1983 Mar 0.0 0.0 1983 Apr 0.0 7.0 1983 May 0.0 0.0


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Year

Month


1983 Jun 0.0 29.8 1983 Jul 0.0 24.4 1983 Aug 0.0 32.0 1983 Sep 0.0 26.4 1983 Oct 0.0 31.6 1983 Nov 0.0 0.0 1983 Dec 0.0 0.0 1984 Mar 0.0 0.0 1984 Apr 0.0 0.0 1984 Nov 0.0 0.0 1985 Jan 0.0 0.0 1985 Feb 0.0 0.0 1985 Mar 0.0 0.0 1985 Apr 0.0 0.0 1985 May 0.0 19.0 1985 Jul 0.0 82.0 1985 Aug 0.0 57.6 1985 Sep 0.0 3.0 1985 Oct 0.0 2.2 1985 Nov 0.0 0.0 1985 Dec 0.0 0.0 1986 Jan 0.0 0.0 1986 Feb 0.0 0.0 1986 Mar 0.0 0.0 1986 Apr 0.0 0.0 1986 May 0.0 0.0 1986 Jun 0.0 137.0 1986 Jul 0.0 61.0 1986 Aug 0.0 11.6 1986 Sep 0.0 0.0 1986 Oct 0.0 0.0 1986 Nov 0.0 0.0 1986 Dec 0.0 0.0 1987 Jan 0.0 0.0 1987 Feb 0.0 0.0 1987 Mar 0.0 0.0 1987 Apr 0.0 0.0 1987 May 0.0 0.0 1987 Jun 0.0 3.0 1987 Jul 0.0 1.2 1987 Aug 0.0 0.7 1987 Sep 0.0 0.0 1987 Oct 0.0 0.0 1987 Nov 0.0 0.0 1987 Dec 0.0 8.3 1988 Jan 0.0 0.0 1988 Feb 0.0 0.0 1988 Mar 0.0 0.0 1988 May 0.0 0.0


WAPCOS Limited 8-23

Year

Month


1988 Jul 0.0 160.8 1988 Aug 0.0 33.0 1988 Sep 0.0 24.8 1988 Oct 0.0 0.0 1988 Nov 0.0 0.0 1988 Dec 0.0 0.0 1989 Jan 0.0 0.7 1989 Feb 0.0 0.0 1989 Mar 0.0 0.0 1989 Apr 0.0 0.0 1989 May 0.0 0.0 1989 Jun 0.0 28.4 1989 Jul 0.0 51.3 1989 Aug 0.0 31.7 1989 Sep 0.0 6.0 1989 Oct 0.0 0.0 1989 Nov 0.0 0.0 1989 Dec 0.0 0.0 1990 Jan 0.0 0.0 1990 Feb 0.0 0.0 1990 Mar 0.0 10.4 1990 Apr 0.0 0.0 1990 May 0.0 0.0 1990 Jun 0.0 1.8 1990 Jul 0.0 12.0 1990 Aug 0.0 110.2 1990 Sep 0.0 0.0 1990 Oct 0.0 0.0 1990 Nov 0.0 1.0 1990 Dec 0.0 0.0 1991 Jan 0.0 0.0 1991 Feb 0.0 0.0 1991 Mar 0.0 0.0 1991 Apr 0.0 0.0 1991 May 0.0 0.0 1991 Jun 0.0 0.0 1991 Jul 0.0 36.6 1991 Aug 0.0 16.8 1991 Sep 0.0 0.0 1991 Oct 0.0 0.0 1991 Nov 0.0 0.0 1991 Dec 0.0 0.0 1992 Jun 0.0 2.8 1992 Aug 0.0 14.7 1992 Sep 0.0 34.3 1992 Oct 0.0 0.0 1992 Nov 0.0 0.0 1992 Dec 0.0 0.0 1993 Jan 0.0 0.0


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Year

Month


1993 Feb 0.0 0.0 1993 Mar 0.0 0.0 1993 Apr 0.0 0.0 1993 May 0.0 0.0 1993 Jun 0.0 1.6 1993 Jul 0.0 52.0 1993 Aug 0.0 0.9 1993 Sep 0.0 1.5 1993 Oct 0.0 3.5 1993 Nov 0.0 10.6 1993 Dec 0.0 0.0 1994 Jan 0.0 0.0 1994 Feb 0.0 0.0 1994 Mar 0.0 0.0 1994 Apr 0.0 0.0 1994 May 0.0 0.0 1994 Jun 0.0 33.6 1994 Jul 0.0 130.0 1994 Aug 0.0 174.0 1994 Sep 0.0 57.6 1994 Oct 0.0 0.0 1994 Nov 0.0 0.0 1994 Dec 0.0 0.0 1995 Jan 0.0 0.0 1995 Feb 0.0 0.0 1995 Mar 0.0 0.2 1995 Apr 0.0 0.0 1995 May 0.0 0.0 1995 Jun 0.0 0.0 1995 Jul 0.0 55.6 1995 Aug 0.0 4.0 1995 Sep 0.0 1.4 1995 Oct 0.0 66.5 1995 Nov 0.0 0.0 1995 Dec 0.0 0.2 1996 Jan 0.0 1.1 1996 Feb 0.0 0.0 1996 Mar 0.0 0.0 1996 Apr 0.0 1.8 1996 May 0.0 0.0 1996 Jun 0.0 208.8 1996 Jul 0.0 22.5 1996 Aug 0.0 13.7 1996 Sep 0.0 8.5 1996 Oct 0.0 0.0 1996 Nov 0.0 0.0 1996 Dec 0.0 0.0 1997 Jan 0.0 1.2 1997 Feb 0.0 0.0


WAPCOS Limited 8-25

Year

Month


1997 Mar 0.0 1.7 1997 Apr 0.0 0.0 1997 May 0.0 0.3 1997 Jun 0.0 135.0 1997 Jul 0.0 70.0 1997 Aug 0.0 43.0 1997 Sep 0.0 101.9 1997 Oct 0.0 22.2 1997 Nov 0.0 0.0 1997 Dec 0.0 0.0 1998 Jan 0.0 0.0 1998 Feb 0.0 0.0 1998 Mar 0.0 0.0 1998 Apr 0.0 0.0 1998 May 0.0 0.0 1998 Jun 0.0 28.0 1998 Jul 0.0 56.4 1998 Aug 0.0 22.6 1998 Sep 0.0 9.0 1998 Oct 0.0 98.0 1998 Nov 0.0 0.0 1998 Dec 0.0 0.0 1999 Jan 0.0 0.0 1999 Feb 0.0 24.0 1999 Mar 0.0 0.0 1999 Apr 0.0 0.0 1999 May 0.0 22.4 1999 Jun 0.0 22.6 1999 Jul 0.0 24.4 1999 Aug 0.0 13.4 1999 Sep 0.0 8.0 1999 Oct 0.0 71.5 1999 Nov 0.0 0.0 1999 Dec 0.0 0.0 2000 Jan 0.0 0.0 2000 Feb 0.0 0.0 2000 Mar 0.0 0.0 2000 Apr 0.0 0.0 2000 May 0.0 0.0 2000 Jun 0.0 0.0 2000 Jul 0.0 91.0 2000 Aug 0.0 0.0 2000 Sep 0.0 0.2 2001 Aug 0.0 65.0 2001 Sep 0.0 0.0 2001 Oct 0.0 0.0 2001 Nov 0.0 0.0 2001 Dec 0.0 0.0 2002 Jan 0.0 0.0


WAPCOS Limited 8-26

Year

Month


2002 Feb 0.0 0.0 2002 Mar 0.0 0.2 2002 Apr 0.0 0.0 2002 Jun 0.0 57.3 2002 Jul 0.0 0.0 2002 Aug 0.0 95.4 2002 Sep 0.0 0.0 2002 Oct 0.0 0.0 2002 Nov 0.0 0.0 2002 Dec 0.0 0.0 2003 Jan 0.0 0.0 2003 Feb 0.0 0.0 2003 Mar 0.0 0.0 2003 Apr 0.0 0.0 2003 May 0.0 0.0 2003 Jun 0.0 7.0 2003 Jul 0.0 129.4 2003 Aug 0.0 23.8 2003 Sep 0.0 0.4 2003 Oct 0.0 0.0 2003 Nov 0.0 0.0 2003 Dec 0.0 0.0 2004 Jan 0.0 0.0 2004 Feb 0.0 0.0 2004 Mar 0.0 0.0 2004 Apr 0.0 0.0 2004 May 0.0 6.0 2004 Jun 0.0 38.4 2004 Jul 0.0 15.7 2004 Aug 0.0 76.2 2004 Sep 0.0 22.8 2004 Oct 0.0 12.1 2004 Nov 0.0 0.0 2004 Dec 0.0 0.0 2005 Jan 0.0 0.0 2005 Feb 0.0 0.0 2005 Mar 0.0 0.0 2005 Apr 0.0 0.0 2005 May 0.0 0.0 2005 Jun 0.0 105.6 2005 Jul 0.0 100.2 2005 Aug 0.0 22.6 2005 Sep 0.0 43.5 2005 Oct 0.0 0.0 2005 Nov 0.0 0.0 2005 Dec 0.0 0.0 2006 Jan 0.0 0.0 2006 Feb 0.0 0.0 2006 Mar 0.0 5.2


WAPCOS Limited 8-27

Year

Month


2006 Apr 0.0 0.0 2006 May 0.0 0.0 2006 Jun 0.0 4.0 2006 Jul 0.0 113.0 2006 Aug 0.0 28.8 2006 Sep 0.0 11.0 2006 Oct 0.0 0.0 2006 Nov 0.0 0.0 2006 Dec 0.0 13.3

Source: IMD Pune

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

the present studies the following methodology was adopted in frequency

analysis for extreme rainfall estimation.

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

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

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

distribution was carried out.

• Using these parameters, Maximum daily rainfall for different return

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

estimated.

The results for the daily rainfall data show that maximum daily rainfall for

Kandla station was 232 mm and 260 mm for 50 and 100 yr return periods

respectively. The estimated extreme 1-day rainfall values for different return

periods for Kandla are presented along with 95% confidence intervals in

Table-8.10

TABLE-8.10

Estimated extreme 1-day rainfall values for different return periods

Return Period Estimated Rainfall Confidence Limit

T Xt lower upper Years (mm) (mm) (mm)

2 86.94 87.63 86.25 5 133.37 134.42 132.31 10 164.10 165.46 162.75 20 193.59 195.25 191.93 25 202.94 204.70 201.19 50 231.75 233.82 229.69 100 260.35 262.72 257.99 200 288.85 291.53 286.17 500 326.44 329.53 323.36 1000 354.86 358.26 351.46


WAPCOS Limited 8-28

As shown in the table above , for IFFCO site, 50 and 100 year rainfall

of 232 mm and 260 mm respectively were adopted for design of storm

water drainage system.

Peak Drainage Discharge

When Rainfall on a certain area is intercepted by the soil, a part of it is

evaporated and the remaining water flows as storm run off overland towards

the valleys.

Runoff is thus the flow collected from the drainage basin and appearing at

outfall point of the basin. It includes surface runoff received into the streams

after rainfall delayed runoff that enters the stream after passing through

portion of earth and other delayed runoff that has been temporarily detained

or stored in natural lakes or revamps.

Factors affecting Runoff

Various factors affecting runoff can be classified as characteristics of

precipitation, physical characteristics of drainage basin, geological

characteristics, meteorological characteristics, geographical features and

storage characteristics. Since the storm run-off has to be removed through

drains, it is imperative to evaluate the peak rate of run-off to be produced

from a certain catchment by the given rain, at any moment. Further the

magnitude of peak run-off depends upon the intensity of rain. Hence, it

becomes necessary to choose a proper and economical value of rain frequency

(or return period) for optimum design of drains.

The frequency of rainfall to be adopted in design should neither be so large, as

to cause too heavy investments, nor should it be so small, as to cause very

frequent over flowing of the drains.

Adopted Design Frequency

The storm drains within in the plant area (all major/minor drains within the

plant boundary) are designed on the basis of 1 hour storm rainfall of 100 year

return period.

Peak Run-off

Peak run off rate was used to be estimated by empirical formulas using region

specific topographical hydrographical parameters. Here also, the following

methods have been attempted for the purpose:


WAPCOS Limited 8-29

• Rational Formula

• Dicken’s Formula

• Simplified approach developed for quick estimation of design flood of

different return periods with physiographic parameters evolved by CWC.

Rational Formula

If a rainfall occurs over an impervious surface at a constant rate, the resultant

runoff from the surface would finally reach a rate equal to the rainfall. The

period after which the entire area will start contributing to the run-off is called

the time of concentration. Thus maximum run-off will be obtained from the

rain having duration equal to time of concentration. As this is a small

catchments Rational formulae is adopted for working out flood discharges.

Q = 0.277 x C x I x A

Where,

C = Run-off coefficient (between 0 & 1) C = 0.5 for cultivated area and 0.8 is adopted for main plant area.

I = Intensity of rainfall under consideration (mm/hr) A = Drainage area (Sq. km.)

The run-off coefficient have been assigned by taking into consideration the

type of drainage area, land use and land cover details.

One day rainfall of 260 mm of 100 years return period and One day rainfall of

50 years return period of 232 mm is as worked out after rainfall analysis.

Intensity of Rainfall

Dispersion Factor . As size of catchment is negligible small dispersion factor is

taken as 1.

Value of “One hour rainfall”

The value of one hour rainfall of a given frequency at a given place is taken

from attached chart which is derived for 1 hour taking factor 0.34 as per Flood

estimation report for Mahi & Sabarmati –Subzone 3(a) Jan 1987. Thus value

of one hour rainfall is multiplied by aerial distribution factor so as to obtain P0

of specific duration of particular return period. To evaluate further Pc that is

rainfall intensity of particular concentration. Intensity of rainfall is inversely

proportional to the duration of rainfall.


WAPCOS Limited 8-30

Pc = P0 ⎟⎟⎠

⎞⎜⎜⎝

⎛+ cT12

Tc = Time of concentration

Tc = Ti + Tf

Ti = Overland flow time = (.885 x L3/H)0.385.377 hrs = 0.377 Hr

Tf = Channel flow time = Length/ Velocity = 0.15 Hr

Tc = 0.527 Hr (i.e. 31.62 minutes), say 30 minutes

Time of concentration is taken at 30 minutes.

One day rainfall = 260 mm

1 hour rainfall is derived from the table above ‘Duration v/s Conversion’ of

Flood Estimation report of Mahi & Sabarmati –Subzone 3(a) Jan 1987.

Conversion factor for one hour rainfall from one day rainfall is 0.34.

1 hour rainfall = 88.4 mm

Tc = 30 minutes

Pc = P0 ⎟⎟⎠

⎞⎜⎜⎝

⎛+ cT12

= 88.4 ⎟⎠⎞

⎜⎝⎛+ 60/301

2

= 117.8 mm

Value of K is taken on safer side so the value of I is adopted 118 mm.

Design Discharge, Q = 0.277 x C x I x A

Q = 0.277 x 0.8x 118 x 3.6x 10-2

= 0.928 cumec

Therefore design discharge is adopted as 1 cumec. Therefore, two drain of

0.5 cumecs (18 cusecs) each shown in figure 8.2 are proposed to drain-out

storm water from the project area .


WAPCOS Limited 8-31

DIMENSIONS OF STORM WATER DRAIN

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

Slope = 1 in 1000

Width B =1.0 m

Depth of flow= 0.5m

Free Board = 0.5 m

Total Depth = (0.5+0.5)=1.0 m


WAPCOS Limited 9-1

CHAPTER-9

COST ESTIMATES

9.1 ENVIRONMENTAL MANAGEMENT PLAN (EMP)

The cost estimates for implementing EMP shall be Rs.9.12 million. The details

are given in Table-9.1).

TABLE-9.1 Summary of cost estimate for implementing

Environmental Management Plan (EMP) S. No.

Parameter Cost (Rs. million)

1. Sanitary facilities at labour camps 1.00 2. Collection and disposal of effluent from workshop 0.50 3. Solid waste management 2.0 4. Green belt development 0.20 5. Development of medical facilities at proposed site 2.29 6. Fire fighting facilities proposed at site Included in

Project Budget

7. Energy conservation measures Included in Project Budget

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

Programme during construction phase (Refer Table-9.2) 1.45

Total 9.12

Since barge jetty shall be used for handling of solid raw materials/imported

fertilisers. These contains valuable nutrients which shall be collected and

used. There shall be no generation of solid waste from the barge jetty. In our

existing plant there is no generation of solid waste. All fertilisers materials

collected is re-used in the process.

There shall be no generation of liquid effluent. Noise meters are already

available with IFFCO Laboratory.

9.2 ENVIRONMENTAL MONITORING PROGRAMME

The cost required for implementation of Environmental Monitoring Programe

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

9.2.


WAPCOS Limited 9-2

TABLE-9.2 Summary of cost estimates required for implementation during

project construction phase S. No. Parameter Cost (Rs. million) 1. Marine Ecology 1.00 2. Ambient air quality 0.45 Total 1.45

The cost required for implementation of Environmental Monitoring Programme

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

9.3. In addition Rs. 2.0 million/year will also be spent on greenbelt

development.

TABLE-9.3 Summary of cost estimate for implementing Environmental

Monitoring Programme during operation phase

S. No.

Parameter Cost (Rs. million/year)

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


WAPCOS Limited

ANNEXURE-II

National Ambient Air Quality Standards (Unit: µg/m3) S. No.

Pollutants Time Weighted Average

Concentration of Ambient Air Industrial, Residential Rural and other area

Ecologically Sensitive area (notified by Central

Government) 1 Sulphur Dioxide

(SO2) , µg/m3

Annual* 24 hours **

50

80

20

80 2 Nitrogen

Dioxide (NO2) , µg/m3

Annual*

24 hours **

40

80

30

80

3 Particulate Matter (Size less than 10, µm) or PM10 , µg/m3

Annual*

24 hours **

60

100

60

100

4. Particulate Matter (Size less than 2.5 , µm) or PM2.5, µg/m3

Annual*

24 hours **

40

60

40

60

Note: * Annual arithmetic mean of minimum 104 measurement in a year at a particular site taken twice a week 24 hourly at a uniform intervals. ** 24 hourly or 08 hourly or 01 hourly monitored values, as applicable, shall be complied with 98% of the time in a year. 2% of the time, they may exceeded the limits but not on two consecutive days of monitoring.


WAPCOS Limited

ANNEXURE-III

Ambient Noise Standards

------------------------------------------------------------------------------------------------------------ Area Category Limits in dB(A)Leq Code of Area --------------------------------------------- Day time Night time ------------------------------------------------------------------------------------------------------------ A. Industrial Area 75 70 B. Commercial Area 65 55 C. Residential Area 55 45 D. Silence Zone 50 40 ------------------------------------------------------------------------------------------------------------ Note : 1. Day time 6 A.M. and 9 P.M.

2. Night time is 9 P.M. and 6 A.M. 3. Silence zone is defined as areas upto 100 meters around such

premises as hospitals, educational institutions and courts. The silence zones are to be declared by competent authority. Use of vehicular horns, loudspeakers and bursting of crackers shall be banned in these zones.

4. Environment (Protection) Third Amendment Rules, 2000 Gazette notification, Government of India, date 14.2.2000.

ANNEXURE-IV

GOVERNMENT OF INDIA

CENTRAL WATER AND POWER RSEARCH STATION P.O.KHADAKWASLA RESEARCH STATION, PUNE -411 024

COASTAL AND OFFSHORE ENGINEERING LABORATORY

Technical Report No. XXXX MATHEMATICAL MODEL STUDIES TO EXAMINE THE FLOW CONDITIONS

DUE TO THE PROPOSED BARGE JETTY OF IFFCO AT KANDLA PORT

Director Dr. I.D.Gupta

________________________________________________________________

REPORT DOCUMENTATION SHEET ________________________________________________________________

Technical Report No. Date: June 2011 Title: MATHEMATICAL MODEL STUDIES TO EXAMINE THE FLOW CONDITIONS DUE TO THE PROPOSED BARGE JETTY OF IFFCO AT KANDLA PORT Officers Responsible for Conducting the Studies. Shri N.Ramesh, Senior Research Officer and B.B.Chaudaree, Assistant .Research Officer under the supervision of Shri prabhat Chandra, Chief Research Officer. Shri T Nagendra was the Joint Director in charge of the studies. Name and Address of the Organization conducting the studies

Coastal and Offshore Engineering laboratory Central Water and Power Research Station, Pune India

Name and Address of Authority Sponsoring the Studies Chief Engineer (Ports and Harbours), M/s WAPCOS, Ltd., Gurgoan Haryana for IFFCO . Synopsis: M/s Indian Farmers Fertilizer Cooperative Ltd., (IFFCO) has one of their manufacturing units at Kandla Port and has developed their own captive jetty which was commissioned for operation in1997-98. M/s IFFCO has plans to construct a barge handling facility north of this jetty by reclaiming an area of about 10,000 m2 along the bank line by extending about 50 m (upto ( -) 2.0 m contour) inside the Kandla creek in the shallow region. The hydrodynamic conditioned due to the proposed development were examined in a Mathematical hydrodynamic model (MIKE21) and Physical Tidal model (scale 1:300 H; 1:50 V) by CWPRS. The studies indicated that the proposed reclamation along the bank line will have marginal effect on the flow conditions in the region.

CONTENTS

1. INTRODUCTION

SITE CONDITION

2. DETAILS OF PROPOSED BARGE JETTY

3. MATHEMATICAL MODEL STUDIES

3.1 DESCRIPTION OF TWO DIMENSIONAL MODEL

3.2 INITIAL AND BOUNDARY CONDITION

3.3 CLIBRATION AND VALIDATION OF THE MODEL

3.4 MODEL SIMULATION FOR EXISTIG CONDITION

3.5 MODEL SIMULATION WITH RECLAMATION PROPOSAL

4. DISCUSSION OF MODEL SIMULATION AND RESULTS

5. CONCLUSIONS

-

GOVERNMENT OF INDIA CENTRAL WATER AND POWER RSEARCH STATION

P.O.KHADAKWASLA RESEARCH STATION, PUNE -411 024

COASTAL AND OFFSHORE ENGINEERING LABORATORY

Technical Report No. MATHEMATICAL MODEL STUDIES TO EXAMINE THE FLOW CONDITIONS DUE TO

THE PROPOSED BARGE JETTY OF IFFCO AT KANDLA PORT

Director Dr. I.D.Gupta

MATHEMATICAL MODEL STUDIES TO EXAMINE THE FLOW CONDITIONS DUE TO THE PROPOSED BARGE JETTY OF IFFCO AT KANDLA PORT

________________________________________________________________ Technical Report No. Month:June 2011

1. INTROUDCTION :

The major port of Kandla is located at the head of Gulf of Kutchch, on the west

coast of India. All the Port facilities are located on the western bank of Kandla creek,

which has a reach of at about 13 kms along north-south direction. The Kandla creek has

natural depths of more than 10 m all along the length with an average width of 1000m

with no bars in the creek enable for the development of port structures. The Kandla

creek experiences only tidal flow with stable depths and no wave effects are prevailing

due to its orientation, thus having considerable advantage for the port development and

operation. The Kandla port is an all weather port and can operate both during monsoon

and non-monsoon without any hindrance. Though, the creek has width varying from 600

m to 1300 m, it has some bulging in the middle with bends on its northern and southern

ends. The bathymetry and physical features of the Kandla creek, however, results in

considerable spatial variation in flow conditions.

M/s Indian Farmers Fertilizer Company Ltd. (IFFCO) has one of its manufacturing unit

located along the west bank of Kandla Creek. A captive jetty for handling liquid cargo for

IFFCO was commissioned in 1997-98 which is located at Latitude 230 2’ 10” and

Longitude 230 02’ 28”. The area north of this jetty along the bank is proposed to be

reclaimed by IFFCO and a barge handling jetty on piles is proposed for construction. In

the process of undertaking Environment Impact (EIA) assessment for the proposed

project M/S IFFCO entrusted the work to M/s Water and Power Consultancy Services

(India) Ltd. (WAPCOS). In this context WAPCOS referred the two dimensional

mathematical studies to CWPRS for examining the hydrodynamic conditions due to the

proposed development. In addition CWPRS also undertook a quick assessment of the

flow conditions for the project in the existing physical tidal model (Scale H 1:300; V

1:50). The present report describes the results of these studies.

1.1 Site conditions:

The tides at Kandla are semidiurnal, with spring tide of about 7 m and average tide

of 5 m. The Kandla creek is subjected to large tidal currents of magnitudes varying from

1.7 m / sec to 2.0 m/s during flood and ebb phase of the tide. With these strong tidal

currents, there is considerable suspension and transport of bed material, which varies

with the stage of the tide. Despite, large sediment transport with the tidal current, the

creek bathymetry is in dynamic equilibrium. An analysis on the stability of the creek

based on 50 years data (Ramesh et al, 2006) indicated very stable nature of the creek

despite very high tidal range, strong currents and large sediment transport rates.

Considering the magnitude of tidal current and tidal range, the planning of berth / jetties

are required to be done judiciously to prevent siltation in the berthing areas for which

hydraulic model studies have been conducted from time to time at Central Water and

Power Research Station (CW&PRS), Pune. The Kandla port has 12 general Cargo

berths of nearly 2200 m long on the southern portion of the creek and all the liquid cargo

jetties are located on the northern portion on the west bank of the creek (Figure 1).

The liquid cargo jetties are required to have different orientation in each zone of

development considering the prevalent tidal flow and the orientation of the creek. The

proposed development of a barge jetty with partial reclamation along the bank is located

between IOCL jetty and IFFCO jetty. The reclaimed portion of the land will extend up to

50 in to the creek from the existing bank line. The depths along the bank are very

shallow generally of the order (+) 2.0 m.

The tides at Kandla are semi diurnal and the tidal levels are as follows :

Highest High Water 7.59 m

Mean High Water Spring (MHWS) 6.66 m

Mean High Water Neap (MHWN) 5.70 m

Mean High Water Spring (MHWS) 6.66 m

Mean Sea Level (MSL) 3.88 m

Mean Low Water Neap (MLWN) 1.81 m

Mean Low Water Spring (MLWS) 0.78 m

Lowest Low Water (LLW) - 0.40 m

Spring tide range is about 6.0 m and average tidal range is 5.0 m

Prototype observations for velocity are not available near IFFCO Jetty. Whereas,

velocity observations are available at M/s Indian Oil Corporation Ltd (IOCL) jetty, which

is at a distance of about 500 m north of IFFCO Jetty. KPT collected these observations

FIGURE 1: LAYOUT OF KANDLA PORT

IFFCO JETTY

at an interval of 30 minutes over a tidal cycle for spring, neap and average tide, at three

depths over the vertical i.e. 0.2d, 0.6d and 0.8d. The velocity observations are

presented in Table 1.

Table 1.

Salient features of Velocity Observations at 500 m North of IFFCO jetty

Date Nature of Tide

Range of Flood / Ebb

Duration of Flood / Ebb

Peak Velocity (m/sec)

Mean direction of current in deg

Direction at strength of current in deg

Flood

27.09.95 Spring 5.89 5 hr 25m 1.52 1.44 1.39 336 340

28.10.95 Average 5.03 5hr 18m 1.65 1.45 1.40 360 358

16.10.95

&

17.10.95

Neap 3.12 5hr 39m 1.08 0.85 0.72 355 350

Ebb

27.09.95 Spring 6.56 7 hr 00m 2.00 1.92 1.87 165 160

28.10.95 Average 6.07 6hr 48m 1.70 1.59 1.49 175 168

16.10.95

&

17.10.95

Neap 3.48 6hr 48m 1.10 0.94 0.82 180 180

The observed currents in the vicinity of the proposed development are of the order of 1.0

m/s both during flood and ebb tide for Neap tides and 1.5 to 2.0 m/s during the spring

tide. The currents observed near the proposed location are also shown in Figures 2 and

3.

Observed Spring Tide 500 m North of IFFCO Jetty

-2-1.5

-1-0.5

00.5

11.5

22.5

1 4 7 10 13 16 19 22 25

Time (Hrs)

Vel

ocity

m/s

FIGURES 2: OBSERVED SPRING TIDE VELOCITY

( LATITUDE 230 02’ 24” AND 700 13’ 25”)

Observed Neap Tide 500m North of IFFCO Jetty

-1.5

-1

-0.5

0

0.5

1

1.5

0 90 180

270

360

450

540

630

720

Time (Hrs)

Velo

city

m/s

FIGURES 3: OBSERVED NEAP TIDE VELOCITY

(LATITUDE 230 02’ 24” AND 700 13’ 25”)

2. DETIALS OF THE PROPOSED BARGE JETTY NORTH OF IFFCO JETTY:

The location of the proposed site (Google imagery) for the barge jetty is shown in Figure

4. The proposed barge jetty and reclamation is located between Lat. 230 02’ 14” and Lat.

230 02’ 24” on the west bank of Kandla Creek. The reclamation would extend by 50 m,

up to (-) 2.0 m contour and will have top level of (+) 9.14 m. The proposed barge jetty

has 120 m long and 20.0 m wide berthing face. The berthing head is supported on piles

of 0.75 m diameter and the piles are spaced at 5.0 m centre to centre along the axis of

the berth and 8.5 m across. The details of the proposal are shown in Figure 5 and 6.

The Kandla port Trust conducts the hydrographic surveys of entire Kandla creek starting

from the outfall up to Sara and Phang junction in the north and its approaches at regular

intervals. From the bathymetric chart available at CWPRS H.S.No 3327, it is observed

that the proposed reclamation region is very shallow. The cross section of the creek at

the proposed barge jetty is shown in Figure 7.

FIGURE 4: PRPOSOSED RECLAMATION FOR BARGE JETTY

FIGURE 5: LAYOUT PLAN

IOCL jetty

Proposed reclamation for barge jetty

IFFCO jetty

FIGURE 6: CROSS SECTION OF PROPOSED BARGE JETTY

FIGURE 7 CROSS SECTION AT THE PROPOSED LOCATION

3. MATHEMATICAL MODEL STUDIES:

A two dimensional mathematical model was set up for the IFFCO barge jetty and

reclamation proposal. Kandla creek comprising of 13000 m long channel with widths

varying from 600 m to 1300 m was taken for the model. The model simulation for the

Kandla port area will involve a number of combinations of tidal parameters and

bathymetric conditions for the hydrodynamic model. In view of this, it has been planned

to have judicious use of 2-D mathematical model by covering appropriate area. The area

covered by 2-D hydrodynamic model is shown in figure 8.

FIGURE 8: MODEL AREA / BATHYMETRY FOR 2-D MATHEMATICAL MODEL

The model covers the area lying between the latitude 220 57’ 00” N – 230 04’ 16”N and

longitude 700 12’ 22”E – 700 13’ 58”E. The model domain in the X and Y directions

extends to 10 and 16 km respectively. The creek size was chosen so as to have a fine

grid for resolving channel properties also to keep the number of grid points manageable

in terms of computation resources. The grid size of 25 m is selected, thus 404 X 645

discrete grid points represents the model domain in a square grid. There are three open

boundaries, two in the northern end at Phang and Sara and one near the outfall of

Kandla creek in the gulf.

3.1 DESCRIPTION OF 2-D MODEL (MIKE 21):

The popular and sophisticated MIKE 21 hydrodynamic model, the Danish

Hydraulic Institute (DHL) software, has been used for the development of 2-D

mathematical model for the Kandla port area. MIKE 21 hydrodynamic model is a finite

difference based numerical model for the simulation of water level variations and flows in

estuaries, bays and coastal areas. It simulates the unsteady 2-D depth averaged flows

and presented with bathymetry and the relevant hydraulic parameters like water levels,

discharge, bed fraction, eddy viscosity etc. in terms of the initial and boundary

conditions. The software also has excellent pre and post processing facilities for the

data analysis and presentation.

The following depths integrated governing equations for conservation of mask

and momentum are used in the model;

Continuity equation:

0=−∂∂

+∂∂

+∂∂

mSyq

xp

th

Momentum equation;

( ) ( )x

w

s

x Sx

fVVqyp

xpY

hcqppg

xHhhg

yhpq

xhp

tp

=∂

⎟⎟⎠

⎞⎜⎜⎝

⎛∂

+−Ω−⎟⎟⎠

⎞⎜⎜⎝

⎛∂∂

+∂∂

−+

+∂+∂

+∂

⎟⎠⎞

⎜⎝⎛∂

+∂

⎟⎟⎠

⎞⎜⎜⎝

⎛∂

+∂∂ ρ

ρ

2

2

2

2

22

22

2

( ) ( )xy

w

s

x Sx

fVVqyp

xpY

hcqppg

xHhhg

xhpq

yhq

tq

=∂

⎟⎟⎠

⎞⎜⎜⎝

⎛∂

+−Ω−⎟⎟⎠

⎞⎜⎜⎝

⎛∂∂

+∂∂

−+

+∂

+∂+

∂

⎟⎠⎞

⎜⎝⎛∂

+∂

⎟⎟⎠

⎞⎜⎜⎝

⎛∂

+∂∂ ρ

ρ

2

2

2

2

22

22

2

where,

h(x,y,T) = water depth

p,q (x,y,t) = flux density in X and Y direction

H (x,y,t) = Sea bed elevation above datum

C (x,y) = chezy resistance

γ (x,y) = lateral shear stress coefficient

g = acceleration due to gravity

f = wind fraction factor

V, Vx, Vy = wind speed and components in x and y directions

Ω = coriolis parameter

Pa (x,y,t) = atmospheric pressure

Ρw = density of water

X,y = space coordinates

t = time

Sm = source discharge / unit horizontal area

Six, Siy = source impulse in x and y direction

Together with the specified initial and boundary conditions these equations

prescribe the flow and water levels predominantly in two dimensional flow. Mike 21

makes use of the alternate direction implicit (ADI) technique to integrate the equations

for mass and momentum conservations in the spare time domain.

3.2 INITIAL AND BOUNDARY CONDITIONS:

In order to drive the model simulations appropriate initial and boundary condition

and other hydraulic parameters need to be supplied. While it is very easy to choose the

appropriate initial conditions, the boundary conditions, however, need to be chosen with

due care to avoid blow up of the model. This would therefore require simultaneous

measurements of water levels, and velocities (Flux / discharge) closed to the open

boundaries. Simultaneous observations are, however, not readily available for the data

sets supplied by IFFCO / KPT. The available data collected during the year 2000 was

utilized for defining the boundary conditions with appropriate phase lags. The Water

elevation with appropriate phase lags was specified at the boundaries. The tide data for

the month of April 2009 from predicted Tide Tables after applying appropriate lags was

used.

3.3 CALIBRATION & VALIDATION OF THE MODEL:

The 2-D mathematical model needs inputs in the form of bathymetry and initial

conditions for the dependent variables. Appropriate boundary conditions for the

dependent variables for the entire period of simulation, at the open boundaries, are also

required. Apart from the above, the input is also required for other hydraulic parameters

like bed friction, eddy viscosity coefficients, to parameterize the effects of circulation and

turbulence and the wind. In the present model, the bed friction can be specified at each

grid point or as a constant value throughout and similarly for the eddy viscosity. Varying

these parameters, the model is calibrated for the observed prototype conditions.

Manning’s number 28 has been used in the present simulation. The effect of wind is

not considered in the present simulation. The simulation results are to be tuned so that

they compare well with the observed measurements at number of locations in the model

domain. The results of the model simulation for the neap and spring tide are compared

with corresponding prototype velocity observations. The Figure 9 shows the comparison

of the observed and model data. The simulation results compared well with the observed

data except in the case of spring tide ebb flow. The prototype observations have been

taken in the year 1996, however, the bathymetric conditions correspond to 2003. This

may be one of the reasons for the model and prototype disparity in the ebb currents of

spring tide.

Comparison of Neap Tide 500m North of IFFCO Jetty

-1.5

-1

-0.5

0

0.5

1

1.5

0 60 120

180

240

300

360

420

480

540

600

660

720

780

Time (Hrs)

Vel

ocity

m/s

Simulated

Observed

Comparison of Spring Tide500m North of IFFCO Jetty

-2

-1.5

-1

-0.5

0

0.5

1

1.5

2

2.5

0 60 120

180

240

300

360

420

480

540

600

660

720

780

Time (Hrs)

Velo

city

m/s

SimulatedObserved

FIGURE 9: COMPARISON OF OBSERVED AND MODEL VELOCITIES

3.4 MODEL SIMULATION FOR THE EXISTING CONDITION:

The model simulations for the existing condition of the bathymetry were carried out

for a period of one month. The model results were plotted for the flow vectors in the

proposed development area in the Kandla creek. The vector plots for the flood and ebb

flow conditions are shown in Fig. 10 and 11. Flow conditions are shown and it is

observed that strong currents are seen in the deeper region in the creek. During the

flood phase due to recessed bankline a flow separation leading to localized circulation in

the proposed area is observed. The ebb flow, however, is more or less streamlined.

FIGURE 10: FLOOD FLOW IN EXSITING CONDITION

FIGURE 11: EBB FLOW IN EXSITING CONDITION

3.5. MODEL SIMULATIONS WITH RECLAMATION PROPOSAL:

Area of Development

Area of Development

The reclamation proposal along the bank line north of IFFCO jetty extends up to the toe

of IOCL jetty as per the drawings supplied by the project authorities. After incorporating

the reclamation area the model was operated for similar tidal conditions covering all the

three stages of the tide. The flow conditions during the ebb and flood phase of the tide

are shown in Fig. 12 and 13. From the mathematical model simulation it is observed that

the flow lines in the main channel portion and along the bank line near the reclamation

area of the creek are streamlined. No eddy circulation was observed.

FIGURE 12: FLOOD FLOW WITH PROPOSED CONDITION

Area of Development

FIGURE 13: EBB FLOW WITH PROPOSED CONDITION

In additions to the mathematical model simulation, to confirm the flow conditions with

and without the proposal, physical tidal model tests were also carried out in the existing

Kandla Port model (Scale H : 1/300, V : 1 / 50) at CW&PRS. The model was operated

for quasi steady condition and the flow patterns around the proposed developmental

location North of IFFCO jetty were monitored. The same are shown in Fig. 14 and 15

which show the flow lines in the region.

Area of Development

1 hours FLOOD! 3 hour FLOOD

5 hours FLOOD

FIGURE 14 FLOW CONDITION DURING FLOOD PHASE WITHOUT THE PROPOSAL

! hour EBB 3 hours EBB

5 hours EBB

FIGURE 15 FLOW CONDITION DURING EBB PHASE WITHOUT THE PROPOSAL

The model results shown in the photographs clearly indicate the eddy circulation in the

proposed development area which is more prominent during the flood phase of the tide.

The shallow bathymetry and the change in bank line orientation in the region results in

slack and eddy flow conditions. The simulations were also carried out in the physical

model after reproducing the proposed reclamation. The observed flow conditions are

shown in Figures 16 to 17. The flow is observed to be streamlined and no eddy

circulation is present

! hour Flood 3 hours Flood

5 hour Flood

FIGURE 16 FLOW CONDITION DURING FLOOD PHASE WITH THE PROPOSAL

! hour EBB 3 hours EBB

5 hour EBB

FIGURE 17 FLOW CONDITION DURING EBB PHASE WITH THE PROPOSAL

. 4. DISCUSSIONS OF MODEL SIMULATION & RESULTS:

The port development inside the Kandla creek has taken place along the west bank. The

creek has been very stable in its planar form and bathymetry over the last five decades

or more. A notable feature in Kandla creek is the prevalence of strong currents of the

order of 1.8 m / sec. The influx and afflux calculated across Kandla creek for average

tides are of the order of 182 mcm and 184 m cm respectively. Thus the variation in influx

and afflux for an average tide is not much though the afflux is more than the influx.

The area proposed for reclamation is located between the IFFCO jetty and IOCL jetty

and extends to a width of 50 m into the creek compared to the total width of 1000 m. The

bathymetry in the area of reclamation is very shallow with depths of the order of (+) 2.0

CD. This is generally covered with silty clay and is like a mud flat devoid of any

vegetation. No mangroves are prevailing in the development area.

The 2-D hydrodynamic model is developed for Kandla creek covering the area between

latitude. 220 57’ 00”N – 230 04’ 16”N and longitude 700 12’ 22”E - 700 13’ 58”E. A grid

size of 25 m both in x and y directions is adopted keeping in view the width of Kandla

creek and also to resolve the flow conditions in the proposed development area. Thus a

total of 16,000 discrete grid points, in a matrix of 100 x 160 are reproduced in the model

domain. The model boundaries are taken beyond the outfall of Kandla creek in the Gulf

portion and the junction of Phang and Sara creeks in the northern region.

In the absence of corresponding prototype data on water levels and currents past

data was used for calibration of the model. The model calibration has been generally

satisfactory considering the disparity in the bathymetry used in the model and the

prototype data available. The model is simulated for a period of one month by covering

spring, neap and average tidal conditions. The results of the neap tide reported are

generally in conformity with observed magnitudes and trends in Kandla creek. During

flood phase of spring tide current magnitudes are following the observed values,

however, during ebb phase the magnitudes are 20% lesser than the observed values.

The model simulations were carried out for spring and neap tidal conditions for

both existing and the proposed development. The water front area at the proposed jetty

is located in a shallow region along the west bank of kandla creek and the maximum

currents are of the order of 1 m/s. The flow circulation for the existing configuration of

bank line and bathymetry indicates mild eddy type of circulation due to a shift in the bank

line with recessed plan form. The proposed reclamation would provide straight bank line

from IFFCO Jetty to IOCL Jetty. The model simulations indicate that the proposed

reclamation will streamline the flow without any eddy circulation. There would be,

however, no change in the magnitude of currents. The proposed bank line aligned along

3440 N (1640 N) will not adversely affect the flow conditions at both the existing jetties.

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

reclamation is extending up to 50 m covering an area of about 1000 m2. The area

blocked in the creek cross section by the proposed reclamation is very marginal and

below 5% of the total cross section of the creek. Thus proposed reclamation and barge

jetty facility by M/S IFFCO will not have any adverse impact on the tidal flow conditions

and the creek bank line. The model simulations indicate that the proposed reclamation

would provide more streamlined flow conditions and will have marginal effect on the

prevailing hydrodynamic and sediment transport regimes.

5. CONCLUDING REMARKS:

i. The proposed development of a barge jetty with reclamation of about 1000 m2 is

located in the shallow area of the west bank of Kandla creek and major part is a

tidal mud flat devoid of any vegetation like Mangroves.

ii. The reasonably well calibrated two dimensional mathematical model studies

indicated that the proposed area has eddy like circulations during flood flow

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

iii. The effect of separation of flow, formation eddies due to the prevailing plan form

of Kandla creek in the region will be minimized due to the extension of bank line

due to reclamation which will also avoid siltation in the region.

iv. The area blocked by the reclamation is less than 5% of the total cross sectional

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

hydrodynamic and sediment transport regimes.

v. The proposed development is close to the bank line and would not have any

impact on the adjoining bank line and the existing IFFCO and IOCL jetties.

1

ANNEXURE – V

Compliance status of existing IFFCO Kandla plant with respect to various conditions given in the CC&A order of GPCB.

COMPLIANCE REPORT:

Consent Order No. 1913 dated 16-03-2004 and Order No. AWH-31151 dated 27-10-2008 valid upto 22-12-2013.

Consent Order Point No.

Description Compliance Status

1 The validity period of the above referred Consent Order is renewed for following products and production capacity as Order No. AWH-31151 dated 27/10/2008 and validity period is extended for further total Six Years from the last date of validity of the previous CC&A order being ISO 14001:2004 certified industry i.e. upto 22-12-2013

Products Total Annual

Capacity

% N % P2O5 % k2O

10.00 Lakh MT P2O5 per annum

NPK 10 26 26

NPK 12 32 16

DAP 18 46 0

MAP 11 52 0

Complied

Actual production is 6.982 Lakh MT P2O5 for the Audit period January-10 to December-10.

Condition under the Water Act:

3.1 The quantity of trade effluent from the factory shall be Nil.

Complied

There is no generation of effluent.

3.2 The quantity of sewage effluent from the factory shall Complied

2

not exceed 250 M3/ Day

Domestic sewage water is treated and entire quantity is recycled back to the process plant or used for horticulture purposes within the factory premises.

Trade Effluent

3.3.3 Domestic effluent shall be treated separately to confirm to the following standards and shall be recycled back to the Product or used for Hot water purpose in the factory premises.

BOD (5 days at 200C) Less than 100 mg/L

Suspended Solids Less than 200 mg/L

Residual Chlorine Minimum 0.5 mg/L

Complied

Monthly analysis reports are regularly submitted to GPCB.

Condition under the Air Act

4.1 The following shall be used as fuel in boiler/furnace/heater respectively

Sr. Fuel Quantity / Day

1 F.O 80.80 KL/DAY.

Complied. Actual quantity of FO used during the audit period was 46.729 KL/day.

4.2 The applicant shall install & operate air pollution control system in order to achieve norms prescribed below.

Complied. IFFCO has already installed cyclone separators and wet scrubbers.

4.2.1 The flue gas emission through stack attached to boiler/furnace/heater shall conform to the stipulated standards:

Complied. The flue gas emissions are within the prescribed limits. Monthly analysis reports are regularly submitted

Stack

No.

Stack attached to

Stack height

in meter

Parameter Permissible Limit

3

1 Boiler –1 & 2

20 Particulate matter

NOx

150 mg/NM3

50 ppm

to GPCB

2 Boiler-3 51 Particulate matter

NOx

150 mg/NM3

50 ppm

4.2.2. The process emission through various stacks / vent of reactors, process, vessel shall conform to the stipulated standards:

Stack

No

Stack

Atta.

to

Stack height in meter

Air pollution control system

Parameter Permissible limit

Complied. The stack emissions are within the prescribed limits. Monthly analysis reports are regularly submitted to GPCB 1 Train-A 41 Cyclone &

Wet Scrubber

PM, NH3, F

150 mg/NM3

175 mg/NM3

10 mg/NM3

2 Train-B 41 Cyclone & Wet Scrubber

PM, NH3, F

150 mg/NM3

175 mg/NM3

10 mg/NM3

3 Train-C 41 Cyclone & Wet Scrubber

PM, NH3, F

150 mg/NM3

175 mg/NM3

10 mg/NM3

1 Train-D 41 Cyclone & Wet Scrubber

PM, NH3, F

150 mg/NM3

175 mg/NM3

10 mg/NM3

4 Train-E 4 Cyclone & Wet Scrubber

PM, NH3, F

150 mg/NM3

175 mg/NM3

10 mg/NM3

4

5 Train-F 41 Cyclone & Wet Scrubber

PM, NH3, F

150 mg/NM3

175 mg/NM3

10 mg/NM3

6 Train- 41 Cyclone & Wet Scrubber

PM, NH3, F

150 mg/NM3

175 mg/NM3

10 mg/NM3

7 De-dusting Unit 1 at NPK Plant

41 Water Scrubber

PM, NH3, F

150 mg/NM3

8 De-dusting Unit 2 & 3 at Bagging Plant

41 Water Scrubber

PM 150 mg/NM3

9 De-dusting Unit 4 at Bunker

41 Water Scrubber

PM 150 mg/NM3

175 mg/NM3

10 mg/NM3

4.2.3 The concentration of the following parameters in the ambient air within the premises of the industry shall not exceed the limits specified hereunder.

PARAMETER PERMISSIBLE LIMIT

Microgram per cubic meter

Suspended Particulate Meter

500

Oxides of Sulphur 120

Oxides of Nitrogen 120

Ammonia 850

Complied. The ambient air quality is within the prescribed limits. Monthly analysis reports are regularly submitted to GPCB

4.3 The applicant shall provide potholes, ladder, platform etc at chimney(s) for monitoring the air emission and same shall be open for inspection to/and for the Board’s staff. The chimney(s) vent attached to various sources of emission shall be designed by number such as S-1, S-2, etc. and these shall be painted / displayed

Complied.

5

to facilitate identification.

4.4 The industry shall take adequate measures for control of noise level from its own sources within the premises so as to maintain ambient air quality standards in respect of noise to less than 75dB(a) during day time and 70 dB(A) during night time. Day time is reckoned I between 6a.m. and 10p.m. and night time is reckoned between 10 p.m. and 6 a.m.

Complied.

Noise measurement is carried out periodically and the noise level in the factory premises is within the stipulated limits.

5 GENERAL CONDITIONS:

5.1 Any change in personnel, equipment or working conditions as mentioned in the consents from / order should immediately be intimated to this Board.

No

5.2 Applicant shall also comply with the general conditions given in Annexure I

Yes

5.3 Industry shall have to display the relevant information with regard to hazardous waste as indicated in the Hon. Supreme Court’s order in W. P. No. 657 of 1995 dated 14th October 2003.

Complied.

5.4 Industry shall have to display on-line data outside the main factory gate with regard to quantity and nature of hazardous chemicals being handled in the plant, including wastewater and air emissions and solid hazardous waste generated within the factory premises.

Complied.

6 Industry shall have to comply the conditions given in the authorization No-3714 dated 21/6/2003, valid up to 22/12/2013.

Complied.

Closing stock of spent oil as on 31-12-2010 is 0.190 MT and quantity of spent oil sold during the audit period January-10 to December-10 is 5.450 MT.

Authorization is obtained for collection, storage

6

and sale of 10 MTPA of used oil, stored in MS drums at designated area.

This area is of sufficient capacity and is provided with roof cover, paving and RCC flooring, sloping towards the leakage collection sump.

Steps are taken for waste minimization and reuse.

Display sign board is provided. Annual Returns are submitted of waste stored and handled are submitted to GPCB.

PLI policy has been obtained.

Used oil along with the containers carrying the hazardous waste is sold to registered recyclers having valid authorization for treating the waste through M/s MSTC

Details of any legal breach of Environmental laws: - No.

Any litigation pending against the projects: - No.

CHAPTER- 3 ENVIRONMENTAL BASELINE...

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