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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
2.1 INTRODUCTION 2-1
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
4.1 INTRODUCTION 4-1
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
8.1 INTRODUCTION 8-1
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
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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
Source: Primary Census Abstract, 2001
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
Source: Primary Census Abstract, 2001
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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
Source: Primary Census Abstract, 2001
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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
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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):
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• 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
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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
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
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
Biological parameters
Light penetration, Chlorophyll, Primary Productivity, Phytoplanktons, Zooplanktons
Once in three months
3 to 4 sites
2. Sediments Physico-chemical
parameters Texture, pH, Sodium, Potassium, Phosphate, Chlorides, Sulphates
Once in three months
3 to 4 sites
Biological parameters
Benthic Meio-fauna, Benthic Macro-fauna
Once in three months
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.
Once in three months
3 to 4 sites
Biological parameters
Light penetration, Chlorophyll, Primary Productivity, Phytoplanktons, Zooplanktons
Once in three months
3 to 4 sites
2. Sediments Physico-chemical
parameters Texture, pH, Sodium, Potassium, Phosphate, Chlorides, Sulphates
Once in three months
3 to 4 sites
Biological parameters
Benthic Meio-fauna, Benthic Macro-fauna
Once in three months
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.
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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 on- site and off- site, but
they must be consistent with each other as they must be related to the same
assessed emergency conditions. The on-site and off-site plan is called
Disaster Management Plan (DMP) and Emergency Preparedness Plan (EPP)
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
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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.
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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)
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• 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
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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
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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
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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
Rainfall (mm) Daily Minimum Daily Maximum
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
Rainfall (mm) Daily Minimum Daily Maximum
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
Rainfall (mm) Daily Minimum Daily Maximum
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
Rainfall (mm) Daily Minimum Daily Maximum
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
Rainfall (mm) Daily Minimum Daily Maximum
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
Rainfall (mm) Daily Minimum Daily Maximum
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
Rainfall (mm) Daily Minimum Daily Maximum
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
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Year
Month
Rainfall (mm) Daily Minimum Daily Maximum
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
Rainfall (mm) Daily Minimum Daily Maximum
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
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Year
Month
Rainfall (mm) Daily Minimum Daily Maximum
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
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Year
Month
Rainfall (mm) Daily Minimum Daily Maximum
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
IFFCO Limited EIA Study for Barge Jetty at Kandla
WAPCOS Limited 8-27
Year
Month
Rainfall (mm) Daily Minimum Daily Maximum
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
IFFCO Limited EIA Study for Barge Jetty at Kandla
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:
IFFCO Limited EIA Study for Barge Jetty at Kandla
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.
IFFCO Limited EIA Study for Barge Jetty at Kandla
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 .
IFFCO Limited EIA Study for Barge Jetty at Kandla
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
IFFCO Limited EIA Study for Barge Jetty at Kandla
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.
IFFCO Limited EIA Study for Barge Jetty at Kandla
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
IFFCO EIA Study for Barge Jetty at Kandla
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.
IFFCO EIA Study for Barge Jetty at Kandla
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.