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Environmental Impact Assessment of reconstruction of berth 15-17A including SRB’s-1 & 2 on East Wharves at Karachi

Port

Final Report

May 2010

Marine Pollution Control DepartmentKarachi Port Trust

Karachi

E2465

EIA of Reconstruction of berths 15-17A and SRB’s on East Wharves

Executive Summary

The Karachi Port Trust (KPT) has planned to undertake the reconstruction of berths 15-17A and Ship Repair Berth’s (SBR’s) on East Wharves at the port of Karachi.

The project aims to provide optimum marine terminal facilities for cargo handling, forecasted import and export cargo for the next thirty years for the Karachi Port and replacement of non-operational berths 15-17A and SRB’s 1 & 2.

The project, on completion, will provide 922 m of modern, efficient and high throughput multipurpose cargo handling berths, capable of accommodating bulk vessels of 100,000 DWT with a draft of 15.5 m, container vessels of 13.5 m draft and Ro-ro Car carriers, which will be visiting the port in forecast future. The project will eliminate otherwise waiting time for ships and yield savings in marine transport costs.

The KPT considered three alternatives for the project i.e., relocation of the berths to idle part of the harbour, an increase in the handling capacity of other operational berths to compensate for the loss due to unavailability of these berths, and deepening of harbour channel for accommodating more ships at the existing berths. However, these alternatives were not feasible due to a number of reasons as elaborated in the report and reconstructions of existing berths were found to be technically, environmentally and economically best option.

At the East Wharves, berths 1-9 are operational, 10-14 are under construction, 15-17 A and SRB’s 1 & 2 are non-operational as these are old and in dangerous condition which are to be reconstructed under the project.

The reconstruction of berths 15-17A and SRB 1& 2 on East Wharves at Karachi Port project includes the following:

Construction of approximately 922 m of continuous 2 m diameter concrete piled quay walls, tie back, backfill, anchor wall and return wharves.

Demolition and removal of dilapited ship repair berths 1 and 2. Demolition of old revetment wall and NMB Wharf and removal of debris

after construction of new wall. Filling behind the new quay wall. Construction of water supply and sewerage services. Construction of paving and electrical utilities and spacing lighting system. Demolition and removal of transit shed no. 16.

The project duration is 36 months and its estimated capital cost is Rs. 8,650 million.

The project will form a continuous quay from berth 6 to 17A and allows Karachi Port Trust the flexibility to form two terminals in addition to existing PICT. The quay wall will be extended 6.5 m on sea side as such limited reclamation is involved. The dredging of harbour is not a part of the project but the KPT will have to carry out capital dredging in order to allow 15.5 draft vessels to the


reconstructed berths. The KPT will have to carry out a seperate EIA for the capital dredging. The major villages located near the project area are Keamari, Manora, Sultanabad Sher shah, Machar Colony, Bhuta village and Baba Bhit, Gabo pat, and Maripur. There is no site of archaeological, cultural, historical or religious significance (graveyard, shrine, mosque, archaeological site) at the project area.

Meetings were held with community living in Baba, Bhit & Shams Pir Island, IUCN, WWF, International contractor working in the harbour, Shipping agents and Port Traffic and Safety Departments of the KPT to discuss the project, its components and its expected environmental and socio-economic impacts and proposed mitigation measures. The main concerns were noted and addressed in the EIA report.

The topography of the district West of Karachi is dominated by ridges, plains and coastal belt. Lyari River is a small ephemeral stream that flows from North east to the centre of Karachi City and drains into the Arabian Sea at the Monora channel. It is one of the two main rivers of Karachi, the other one being Malir River which also brings untreated effluent/sewage from Karachi City to the harbour. Weather conditions at Karachi are governed by variables of the two monsoons Seasons, i.e. the South Western monsoon in summer from May to September and the North Eastern Monsoon in winter from December to February.

There is an influx of around 284 mgd of untreated effluents in the harbour from the city, large quantum of solid waste also enters the harbour and despite intensive efforts to collect it, this garbage continues to cause aesthetical depreciation. It is estimated that about 35 tons of solid waste is daily generated by Karachi Port.

The EIA has established baseline data for air quality, subsea soil, noise and sea water quality. However, the baseline data does not show a clear picture of pollution levels at the harbour at regular intervals. Therefore, the EIA recommends that the baseline data will be strengthened as per Environmental Monitoring Plan during pre-construction phase till the environmental approval of the project is granted by Pakistan Environmental Protection Agency and in accordance with the commencement of Environmental Monitoring Plan as per EIA report.

The EIA recommends that the marine Pollution Control Department of the KPT may be strengthen to actively involved in environmental monitoring of the project as well as of the harbour. The environmental monitoring cost of the project does include capacity building cost of MPCD.

The KPT will provide one window facility to port users along with utilities and bank at the reconstructed berths .

The potential impacts during construction phase will be waste management; air quality ; soil contamination; water quality ; dredging and reclamation ; bbenthic flora and fauna;noise and vibration ; public health and safety; socio-economic; employment; historical, archeological and cultural property.

Karachi Port Trust List of AbbreviationsFinal Report of 158


The potential impacts during operational phase will be waste management; air quality ; noise and vibration ; waste managment ; accidents, spills, fires and other disasters ; water quality ; benthic flora and fauna and impacts on local economy.

The main source of pollution in the harbour is ingress of 284 mgd of untreated wastewater and sewage from Karachi City. The KPT is already planning to construct wetland for biological treatment of 30 mgd of sewage of Soldier Bazar Nallah. This is a welcome step by the KPT which needs to be replicated after its success.

The EIA has identified potential impacts that are likely to arise during pre-construction, construction and operational phases of the project. For the effective implementation and management of the mitigation measures an Environmental Management Plan has been prepared. The Environmental Management Plan satisfies the requirement of the Pakistan IEE and EIA Regulations 2000.

The mitigation measures have been identified in the Chapter 6 for impacts expected during the different phases of the project.

Based on the recommended mitigation measures in Chapter 6, the impacts identified in Table 6.1 will be reduced with residual impacts having insignificant levels. Table 8.1 presents the assessment of the residual impacts (mitigated).

It has been concluded that the project construction and operation activities could moderately affect the natural resources of the area including benthic flora and fauna, seawater, ambient air etc. The potential impacts during construction include damage to benthic flora and fauna, waste generation, seawater contamination, deterioration of ambient air quality caused by the exhaust emission and dust, noise and vibration, safety hazards and public health concerns for the community and workers living in the project area. The significant environmental management issues during operation phase include air and noise and vibration, accidental oil spills, waste generation and contamination of seawater. However, these adverse impacts can be largely reduced by implementing the appropriate mitigation measures, which have been elaborated in the EIA report.

Furthermore, the KPT has to ensure the contractor comply with the provision of London Dumping Convention 1972, United Nations Convention on Law of the Sea (UNCLOS-82) and International Convention for the prevention of pollution from ships, 1973 as amended by the protocol of 1978 (MARPOL 73/78) during construction phase.



Table of Contents

1 Introduction 151.1 Introduction151.2 The Proponent 151.3 Environmental Impact Assessment 15

1.3.1 Aim and Objectives of the EIA 161.4 Approach and Methodology 16

1.4.1 Approach 161.4.2 Methodology 17

2 Legislative and Institutional Framework 212.1 Introduction212.2 National Conservation Strategy 212.3 Biodiversity Action Plan 212.4 National Maritime Policy of Pakistan 212.5 National Environmental Policy, 2005 222.6 Laws and Regulations 22

2.6.1 Pakistan Environmental Protection Act, 1997 222.6.2 Pakistan Environmental Protection Agency (Review of IEE and

EIA) Regulations, 2000 222.6.3 National Environmental Quality Standards (NEQS), 2000 222.6.4 The KPT Act 1886 as amended in 1994 232.6.5 The Ports Act 1908 232.6.6 IMO Convention MARPOL 73/78 232.6.7 Antiquity Act, 1975 242.6.8 Pakistan Penal Code, 1860 24

2.7 Institutional Set Up 252.8 Environmental Guidelines 25

2.8.1 Environmental Protection Agency’s Environmental Guidelines25

2.8.2 Guidelines for the Preparation of IEE/EIA Reports 252.8.3 World Bank Environmental Guidelines 262.8.4 ADB Guidelines26

2.9 Obligation under International Treaties 262.9.1 London Dumping Convention 1972 262.9.2 United Nations Convention on Law of the Sea (UNCLOS-82) 27



2.10 The KPT’s environmental policy 272.11 Implication of Legislations to the project 28

3 Description of the Project 293.1 The Project 293.2 Need for the Project 293.3 Project alternatives 31

3.3.1 No Project option 313.3.2 Relocation of berths to idle part of the harbour 323.3.3 Increase in cargo handling capacity of other operational berth to

compensate for the loss due to unavailability of these berths 323.3.4 Deepening of channel for accommodating many ships at the

existing berths 323.3.5 With the project 32

3.4 Existing Port Layout and Facilities 323.5 Description of the Project 35

3.5.1 Project Components 353.5.2 Project Construction Cost 35

3.6 Staff Requirements during execution and operation of the project 363.6.1 Staff to be engaged during construction phase 363.6.2 Staff requirement during operational phase of the project 363.6.3 Land Acquisition 37

3.7 Time Schedule 37

4 Description of existing Environment 434.1 Introduction434.2 Project Location 434.3 Physical Environment 45

4.3.1 Physical features and topography 454.3.2 Rivers and streams 45

4.4 Topographic survey 464.4.1 Weather 464.4.2 Hydrology and Sedimentation 504.4.3 Solid Waste 514.4.4 Seawater Quality 524.4.5 Air Quality 584.4.6 Subsea soil Analysis 59



4.4.7 Noise and Vibration 624.5 Biological Environment62

4.5.1 Flora 624.5.2 Fauna 62

4.6 Socio-cultural Environment 634.6.1 Villages in Project area 63T4.6.2Religion Ratio in Project Area 634.6.3 Mother Language 644.6.4 Ethnicity/Tribes of the project area 644.6.5 Dress in the project area 644.6.6 Main Occupation of the project area 644.6.7 Industry 644.6.8 Other facilities of Life 64

5 Public Consultation 665.1 Introduction665.2 Meetings held with Stakeholders 665.3 Road Side and Focus Group Discussion with Communities

69

6 Impact Assessment and Mitigation Measures 706.1 Introduction706.2 Potential Impacts706.3 Impacts during construction phase 74

6.3.1 Waste Management 746.3.2 Air Quality 756.3.3 Soil contamination 766.3.4 Water Quality 766.3.5 Dredging and Reclamation 776.3.6 Benthic Flora and Fauna 786.3.7 Noise and Vibration 796.3.8 Public Health and Safety 806.3.9 Socio-economic impacts 806.3.10 Employment 816.3.11 Historical, archeologicak and cultural property 81

6.4 Impacts during Operational phase 816.4.1 Water Quality 816.4.2 Air Quality 81



6.4.3 Noise and viberation 826.4.4 Waste Management 826.4.5 Accidents spills, fires, and other disasters826.4.6 Benthic Flora and Fauna 836.4.7 Impact on local economy 83

6.5 Positive Impacts of the Project 83

7 Environmental Management Plan857.1 Environmental Management Plan 85

7.1.1 Objectives of the Environmental Management Plan 857.1.2 Structure of the EMP 85

7.2 Roles and responsibilities 867.2.1 KPT 867.2.2 The Contractor(s) 867.2.3 The supervision consultant 867.2.4 Planning and Design of the Project 867.2.5 Execution of the Project 87

7.3 Contractual Provisions 887.4 Environmental Mitigation Plan 887.5 Existing monitoring regium of the harbour 1057.6 Environmental Monitoring Plan 106

7.6.1 Objectives of Environmental Monitoring 1067.6.2 Compliance Monitoring 1067.6.3 Effects Monitoring 1077.6.4 Capacity building of MPCD 1087.6.5 Post-project Monitoring 108

7.7 Training Programme 1177.7.1 Roles and Responsibilities 1177.7.2 Training Programme 1177.7.3 Training Log 1177.7.4 Training Needs Assessment 117

7.8 Change Management Plan 1197.8.1 Changes to the EMP 119

7.9 Communication and documentation 1207.9.1 Meetings 1207.9.2 Social Complaints Register 1217.9.3 Photographic Record 121



7.9.4 Environmental Reporting 1217.10 Cost estimation 122

7.10.1 Implementation of Environmental Management Plan122

7.10.2 Costing of proposed Mitigation Measures 1227.10.3 Environmental Monitoring Program 1227.10.4 Hiring of experts and monitoring personnel 1227.10.5 Hiring/deployment of workboat 122

8 Conclusions and Recommendations 123

ANNEXURE-1: References 128

ANNEXURE-2: List of People Met 129

ANNEXURE-3: KPT’s Policies 131

ANNEXURE-4: Oil Spill Response Equipment (List) 155

ANNEXURE-5: Pictorial Presentation 156



List of Tables

Table 3.1: Detail of berths at Karachi Port 29Table 3.2: Karachi Port’s berths capacity and use 30Table 3.3: Cargo handling capacity of Karachi Port during 2008-09 31Table 3.4: Break down of Capital cost 35Table 3.5: Detail of staff to be engaged by the contractor during

construction phase 36Table 3.6: Staff to be provided by the KPT during construction phase of

the project.36Table 3.7: Time schedule for reconstruction of berths 15-17A and SRB

1& 2 on East Wharves at Karachi Port Project 38Table 4.1: Summary of Soils Strata 46Table 4.2: Weather Conditions in Karachi 47Table 4.3: Seismic Design Coefficient 50Table 4.4: Tidal Levels at Karachi Port 51Table 4.5: Seawater Quality Trend (Mean Values) at Karachi Port 56Table 4.6: Ambient Air Quality Data 58Table 4.7: Sub Soil Chemical trend chart (Mean Values) of Karachi Port

60Table 4.8: Population data in nearest localities. 63Table 7.1: Environmental Mitigation Plan for reconstruction of berths

15-17A and SRB 1& 2 on East Wharves at Karachi Port Project 89

Table 7.2: Environmental Monitoring Plan during pre-construction (baseline) phase for reconstruction of berths 15-17A and SRBs 1&2 on East Wharves at Karachi Port Project 109

Table 7.3: Environmental Monitoring Plan during construction phase for reconstruction of berths 15-17A and SRB’s on East wharves111

Table 7.4: Environmental Monitoring Plan during operational phase for reconstruction of berths 15-17A and SRB 1& 2 on East Wharves at Karachi Port Project 114

Table 7-5: Summary of Cost Estimates for Environmental Monitoring and capacity building cost for MPCD(Values are in Rupees)116

Table 7.6: Environmental Training Programme 118


List of Figures

Figure 1.1: Key map of Karachi showing project location 19Figure 3.1: A bird eye view of Karachi Port 34Figure 3.2: Berth 17 A existing wall layout 40Figure 3.3: New completed berth work plan 41Figure 3.6: An Arial view of the proposed project 42Figure 4.1: Image showing the project site and mangroves forest 44Figure 4.2: Wind Rose - Summer Monsoon 48Figure 4.3: Wind Rose - Winter Monsoon 49



List of Abbreviations

BOD Biological Oxygen DemandCBD Convention on Biological DiversityCO Carbon MonoxideCOD Chemical Oxygen DemandDO Dissolved OxygenE EastEIA Environmental Impact AssessmentEMP Environmental Management PlanEPA Environmental Protection AgencyIEE Initial Environmental ExaminationGoP Government of Pakistan GoS Government of SindhGovt GovernmentHr HourIUCN International Union for Conservation of NatureKPT Karachi Port TrustMCB Manora Cantonment BoardMoU Memorandum of UnderstandingMPCD Marine Pollution Control DepartmentNHB Napier Mole Boat N NorthNCS National Conservation StrategyNEQS National Environmental Quality StandardsNGOs Non-Governmental Organization (s)NE North EastNox Nitrogen OxidesNOC No Objection CertificateNos NumbersPak-EPA Pakistan Environmental Protection Agency PEPA 1997 Pakistan Environmental Protection Act 1997Ppb Parts per billionPpm Parts per millionPM10 Particulate Matter Having size less than 10 Micron PPE Personal Protective Equipment


PD Port DatumSRB Ship Repair BerthSITE Sindh Industrial Trading EstatesS.No Serial NumberSW South-WestSOx Sulphur OxidesTDS Total Dissolved SolidsToRs Term of Reference (s)TSS Total Suspended SolidsW WestWB World BankWHO World Health OrganizationWWF World Wide Fund for Nature



List of Units

% Percent (age)ºC Degree centigradec/c Centre to centreft2 Square footft3 Cubic footKm Kilo meterM Meterm2 Square meterm3 Cubic meterMm Milli Metermg/l Milli gram per litreMgd Million gallons per daym/s Meter/secondMT Metric TonMw Mega wattsPpm Parts per millionsq. Km Square Kilometre


1 Introduction

1.1 Introduction

The Karachi Port Trust (KPT) has planned to undertake reconstruction of berths 15-17A and Ship Repair Berths (SRBs) 1 & 2 on East Wharves Project. The Figure 1.1 is map of Karachi showing location of the project.

The project is part of the KPT’s vision which provides capability of port to synchronize with development and handling of modern vessels around the world. The Figure 1.2 shows location plan of Karachi Port.

In order to comply with the regulatory requirement of environmental laws of Pakistan, Marine Pollution Control Department (MPCD) of Karachi Port Trust has prepared Environmental Impact Assessment of the project.

This report gives an overview of the project description, alternatives considered, existing environment, impact identification and their assessment, mitigation measures and Environmental Management Plan through environmental impact assessment study.

1.2 The Proponent

The Karachi Port Trust (KPT) is a Federal Government Agency that oversees the operations of the Port of Karachi.

The Port of Karachi is Pakistan’s largest and busiest seaport, handling cargo inclusive of containerised, unitized, liquid and other loose cargo. The KPT maintains 30 dry cargo berths for cargo handling and three for liquid cargo handling.

The Karachi Port is administered by a Board of Trustees, comprising a Chairperson and 10 Trustees. The Chairperson is appointed by the Federal Government and is also the Chief Executive of the Karachi Port Trust. The remaining 10 Trustees are equally appointed from the public and the private sectors. The five public sector Trustees are nominated by the Federal Government. The seats for private sector Trustees are filled by elected representatives of various private sector organizations. This way, all port users find a representation in the Board of Trustees.

The Marine Pollution Control Department (MPCD) of Karachi Port Trust looks after marine pollution including oil spill control measures of the port.

1.3 Environmental Impact Assessment

According to Pakistan Environmental Protection Act, 1997, section12 (1):

“No proponent of a project shall commence construction or operation unless he has filed with the Government Agency designated by Federal Environmental Protection Agency or Provincial Environmental Protection Agencies, as the case may be, or, where the project is likely to cause an adverse environmental effects an environmental impact assessment, and has obtained from the Government Agency approval in respect thereof.”

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According to Pakistan Environmental Protection Agency (Review of IEE and EIA) Regulations 2000, “Ports and harbour development for ships of 500 gross tons and above are in Schedule II, Para D, List of projects requiring an Environmental Impact Assessment”. Therefore, an EIA of reconstruction of berths 15-17A and SRB’s 1 & 2 on East Wharves at Karachi Port Project is required.

The Karachi Port is located on the Federal Government land at Karachi, therefore the EIA report has to be submitted to Pakistan Environmental Protection Agency, Islamabad for obtaining environmental approval of the project.

1.3.1 Aim and Objectives of the EIA

The aims and objectives of the EIA of reconstruction of berths 15-17A and SRB’s 1& 2 on East Wharves at Karachi Port Project are to comply with PEPA Act 1997 as follows:

Identification of all significant impacts that may require detailed assessment.

Consultation with the community and stakeholders to be affected by the project.

Identification and assessment of all major and minor impacts during Pre- construction, Construction and Operation phases.

Propose mitigation measures to minimize, eliminate or to compensate the potential adverse impacts of the project that are identified during assessment.

Preparation of Environmental Management Plan and, Preparation of an Environmental Impact Assessment report for submission

to Pakistan Environmental Protection Agency, Islamabad.

1.4 Approach and Methodology

1.4.1 Approach

The approach for conducting Environmental Impact Assessment of reconstruction of berths 15-17A and SRB 1& 2 on East Wharves at Karachi Port Project is to follow the requirement of Pakistan Environmental Protection Agency’s (Review of IEE/EIA), Regulations 2000.

The Marine Pollution Control Department of the Karachi Port Trust has engaged a team of experts for Environmental Impact Assessment of the project, which included following experts:

Mr. Rashid Yahya Usmani, Team Leader Mr. Fayyaz Rasool, Marine Ecologist Mr. Kauser Hasan Bilgrami, Executive Engineer, KPT Lt Cdr Ashraf, Hydrologist, Chief Hydrographer KPT Engr. Saadat Ali, Environmental Engineer Ms. Sameera Zaib, Environmentalist Ms. Aneela Iqbal, Environmental Scientist



1.4.2 Methodology

Kick off Meeting with the KPT: The MPCD team held a kick off meeting with Project Director and XEN Construction of the KPT at the start of the EIA study.

Collection of secondary data: The MPCD team obtained published secondary data of Karachi and the port that included:

Physical Environment - including topography, geology, soils, surface and groundwater resources and climate:

Ecological resources - including flora and fauna:

Human and economic development – including resettlements, socio-economic conditions, infrastructure and land use;

Heritage aspects – including sites of cultural, archaeological or historical significance

The list of references consulted during the EIA study is provided in Annexure-1.

Collection of primary data: The MPCD team visited the project area for collection of baseline data. The baseline analysis of ambient air quality, noise, and seawater and sub-sea soil in the project area were carried out and compared with standards and historical data of last ten years which is being maintained by the MPCD of the KPT. The MPCD has in house laboratory for analysis of seawater, sub-soil and water quality analysis. The ambient air quality analysis was carried out by SUPARCO, Karachi.

Biological Data Collection: Primary data for benthic flora and fauna was collected through secondary sources and personal observation, which provides a detailed insight of the biological environment of the port area.

Analysis of alternatives: The EIA report gives details of alternatives considered for the proposed project.

Public consultation: Public consultations were held with the major stakeholders and community living in the close vicinity of the project area. The information obtained from local community and stakeholders was used to identify concerns and issues that have been addressed in the EIA report.

A list of persons met during EIA study is provided in Annexure -2 .

Review of Legislative Requirements: The information on all legislation pertaining to the project was reviewed and a synopsis of all relevant laws and its implication on the project has been narrated in the report.

Impacts Assessment: The identification of impacts is a key activity in the environmental assessment process, which is based on the professional judgment of MPCD’s experienced team based on national and international guidelines. Impacts were identified for methodical consideration of likely or possible significant effects on environment due to the proposed project.

Evaluation of Impacts: Each impact identified was evaluated against its significance in terms of its severity and likelihood of its occurrence. The impact



evaluation process would prioritize each potential impact and screen out insignificant or inconsequential impacts. The significance of the impacts was then assessed in terms of the effects on the natural ecosystem. The evaluation of the significant impacts thus formed the basis for development of environmental mitigation and monitoring plans.

Identification of Mitigation Measures: The objective of identification of mitigation measures was to identify practices, technologies or activities that would prevent or minimize all significant environmental impacts and propose physical and procedural controls to ensure that mitigation is effective. Based on the impact evaluation performed, changes or improved practices were suggested where applicable, in the planned activities, to prevent and control unacceptable adverse impacts resulting from normal or extreme events.

Development of Environmental Management Plan: An Environmental Management Plan has been developed for effective implementation of the recommended mitigation measures. The EMP includes controls to minimize the identified impacts, and monitoring program to monitor residual impacts, if any, during the construction and operational phases of the project. The EMP also lay down procedures to be followed during the operation of the project. The EMP will also identify roles and responsibilities of all concerned personnel during the project’s construction and operational phases.

Documentation of the EIA Report: The Environmental Impact Assessment of berths 15-17A and SRB 1& 2 on East Wharves at Karachi Port Project presents findings and compiles all information under one document, the document which comprises of the following:

Chapter 1 provides an overall introduction to the project and the Environmental Impact Assessment methodology, Chapter 2 describes the legislative and institutional framework of Pakistan on environment and its implications on the project, Chapter 3 gives the description of the project, Chapter 4 describes the existing environment of the project area, Chapter 5 describes details of discussions held with stakeholders and community, Chapter 6 describes impact assessment and mitigation measures, Chapter 7 describes Environmental Management Plan, and Chapter 8 describes the conclusions and recommendations of the EIA study.



Figure 1.1: Map of Karachi showing location of the project



Figure 1.2: Map of Karachi Harbour


2 Legislative and Institutional Framework

2.1 Introduction

The enactment of comprehensive legislation on the environment, covering multiple areas of concern, is an ongoing phenomenon in Pakistan. The basic policy and legislative framework for the protection of the environment and overall biodiversity in the country is now in place. The detailed rules, regulations and guidelines required for the implementation of the policies and enforcement of legislation are also in place.

The policy, laws, regulations and standards relevant to reconstruction of berths 15-17A and SRB 1& 2 on East Wharves at Karachi Port Project in the context of environmental protection are described in the following sections.

2.2 National Conservation Strategy

The National Conservation Strategy (NCS) is the first policy document that pledged to balance Pakistan’s economic development with the conservation of natural resources. It is the underlying goal of this document that all economic and statutory developments in the country should be such that it does not conflict with the interests of nature conservation. The Pakistan Environmental Protection Act, 1997 is the basic legislative tool empowering the government to frame rules and regulations for the protection of the environment. The NCS covers 14 cover areas and environment is also included.

2.3 Biodiversity Action Plan

Pakistan has ratified on 5th June 1992 to the Convention on Biological Diversity, and is thereby obligated to develop a National Strategy for the Conservation and management of Biodiversity in the country. The Government of Pakistan has constituted a Biodiversity Working Group under the auspices of the Ministry of Environment to develop a Biodiversity Action Plan for the country. After an extensive consultative exercise, a draft Action Plan has been developed. The Plan, which has been designed to complement the National Conservation Strategy (NCS) and the proposed provincial conservation strategies, identifies the causes of biodiversity loss in Pakistan and suggests a series of proposals for action to conserve biodiversity in the country.

2.4 National Maritime Policy of Pakistan

National Maritime Policy of Pakistan provides guidelines, and advocates “Management of maritime assets in a judicious manner with conscientious regard to the protection of environment and international law”. It also incorporates ports, shipping, fisheries, offshore resource, petroleum, tourism, R&D, human resource development and protection of maritime interest”.

Section IV of the Policy, among other institutions, holds the Port Authorities responsible under the law to protect the marine environment within their prescribed limits. This also includes tasks of monitoring and combating spills.

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2.5 National Environmental Policy, 2005

The National Environment Policy (NEP) aims to protect, conserve and restore Pakistan’s environment in order to improve the quality of life of the citizens through sustainable development. In NEP, the further sectoral guidelines, Energy Efficiency and Renewable directly related to building energy code for newly constructed buildings were introduced.

2.6 Laws and Regulations

2.6.1 Pakistan Environmental Protection Act, 1997

The Pakistan Environmental Protection Act, 1997 covers the preservation of environment, pollution control and biodiversity.

The Pakistan Environmental Protection Act 1997, along with the National Environmental Quality Standards (NEQS), serves as the main legislative and regulatory instruments in Pakistan in the context of protection of environment. They do not specifically address the issue of coastal pollution but requirements exist for conducting Initial Environmental Examination (IEE) and Environmental Impact Assessments (EIA), depending on the nature of the projects.

The Act prohibits discharge and emission of harmful substances in concentrations exceeding the National Environmental Quality Standard (NEQS). The Act also specifies the procedure for the handling of hazardous wastes.

Section 31 of the Act (Powers to make rules), reads as follows:

“The Federal Government may, by notification in the official Gazette, make rules for carrying out the purpose of this Act including rules for implementing the provisions of the International Environmental agreements, specified in the Schedule to this Act”. The environmental agreements cited in the Schedule, include the Convention on the Law of the Sea, Montego Bay, 1982”.

2.6.2 Pakistan Environmental Protection Agency (Review of IEE and EIA) Regulations, 2000

The Pakistan Environmental Protection Act, 1997 is the basic legislative tool empowering the government to frame regulations for the protection of the environment. The key features of the law that have a direct bearing on the proposed project relate to its environmental impact assessment.

Under the Pakistan Environmental Protection Agency (Review of IEE and EIA) Regulations 2000 “Ports and harbour development for ships of 500 gross tons and above is in Schedule II, Para D, List of projects requiring an Environmental Impact Assessment.” Therefore, an EIA of reconstruction of berths 15-17A and SRB 1& 2 on East Wharves at Karachi Port Project is required.

2.6.3 National Environmental Quality Standards (NEQS), 2000

The NEQS, promulgated under the PEPA 1997, specify the following standards:

Maximum allowable concentration of pollutants (16 parameters) in gaseous emissions from industrial sources,

For power plants operating on oil and coal:



Maximum allowable emission of sulphur dioxide, Maximum allowable increment in concentration of sulphur dioxide in ambient air, Maximum allowable concentration of nitrogen oxides in ambient air, and Maximum allowable emission of nitrogen oxide for steam generators as function of heat input.

Maximum allowable concentration of pollutants (32 parameters) in municipal and liquid industrial effluents discharged to inland waters, sewage treatment and sea (three separate set of numbers).

The NEQS for liquid effluents discharged to inland waters, gaseous emission from industrial sources and emissions from motor vehicles are provided on the following web site.

Web site: http://www.environment.gov.pk/info.htm

2.6.4 The KPT Act 1886 as amended in 1994

Section 90: Port to be pollution free in accordance with KPT Act 1886 as follows;

The Board shall be responsible for maintaining the environment in the areas under jurisdiction of KPT on land and within Port limits seaward, free from pollution.

No discharge of solid, liquid and gaseous waste; or oily, noxious, radioactive and hazardous industrial effluents in concentrations exceeding National Environmental Quality Standards; or oily bilge, sludge, garbage, residues and mixtures containing noxious solid and liquid wastes from ships; or de-ballasting of unwashed cargo tanks, tank washings from oil tankers; or garbage, organic matter; or other pollutants as may be specified by the Board shall be made in the areas under jurisdiction of KPT on land and within Port limits Seaward.

Any person contravening the provisions of sub-section (2) shall be liable to penalty not exceeding ten million rupees for each contravention in addition to the charges for cleaning of the Port and removal of pollution there from

2.6.5 The Ports Act 1908

Under this act, a Polluter is liable to penalty and simple imprisonment for a term, which may extend to six months.

2.6.6 IMO Convention MARPOL 73/78

The “International Convention for the prevention of pollution from ships, 1973 as amended by the protocol of 1978 there to” (MARPOL 73/78) is aimed at minimizing and eliminating pollution from ships. It covers two main subjects:

1) The special construction and equipment rules for the prevention of accidental pollution.

2) The circumstances in which discharges in the sea are authorized.



Article 4 sub-Para -2

Any violation of the requirements of the present convention shall be prohibited and sanctions shall be established therefore under the law of that party. Whenever such a violation occurs that party shall either:

a) Cause proceeding to be taken in accordance with its own law

OR

b) Furnish to the administration of the ship such information and evidence as may be in its possession that a violation has occurred.

Article 4 sub-Para -4

The penalties specified under the law of a party pursuant to this article shall be adequate in severity to discourage violations of the present Convention and shall be equally severe irrespective of where the violations occur.

2.6.7 Antiquity Act, 1975

The Antiquities Act of 1975 ensures the protection of cultural resources in Pakistan. The act is designed to protect antiquities from destruction, theft, negligence, unlawful excavation, trade and export. Antiquities have been defined in the Act as ancient products of human activity, historical sites, or sites of anthropological or cultural interest, national monuments, etc.

The law prohibits new construction in the proximity of a protected antiquity and empowers the Government of Pakistan to prohibit excavation in any area that may contain articles of archaeological significance.

Under the Act, the project proponents are obligated to:

Ensure that no activity is undertaken in the proximity of a protected antiquity, and

If during the course of the project an archaeological discovery is made, it should be reported to the Department of Archaeology, Government of Pakistan.

2.6.8 Pakistan Penal Code, 1860

This outlines the penalties for violations concerning pollution of air, water bodies and land. Sections 272 and 273 of this Act deal with the adulteration of food or drink. Noise pollution has been covered under Section 268, which defines and recognizes noise as a public nuisance. “A person is guilty of a public nuisance who does any act or is guilty of an illegal omission which causes any common injury, danger or annoyance to the public or to the people in general who dwell or occupy property in the vicinity, or which must necessarily cause injury, obstruction, danger or annoyance to persons who may have occasion to use any public right.”

Sec 280…Accident/ Negligence. Sec 285…Negligent handling of Combustible material.


http://www.environment.gov.pk/info.htm


Sec 431…Unsafe Water ways.

2.7 Institutional Set Up

The apex environmental body in the country is the Pakistan Environmental Protection Council (PEPC), presided by the Chief Executive of the Country. Other bodies include the Pakistan Environmental Protection Agency (Pak-EPA), provincial EPAs (for four provinces, AJK and Northern Areas), and environmental tribunals.

The EPAs were first established under the 1983 Environmental Protection Ordinance; the PEPA 1997 further strengthened their powers. The EPAs have been empowered to receive and review the environmental assessment reports (IEEs and EIAs) of the projects, and provide their approval (or otherwise).

The Karachi Port is located at Federal Government land at Karachi, therefore, the EIA report of the project will be submitted to Pakistan Environmental Protection Agency Islamabad for obtaining environmental approval for the project.

2.8 Environmental Guidelines

Three sets of guidelines, the Pak-EPA’s Environmental Guidelines, the World Bank Environmental Guidelines, and ADB Environmental Guidelines are reviewed here.

2.8.1 Environmental Protection Agency’s Environmental Guidelines

The Pak EPA has prepared a set of guidelines for conducting environmental assessments. The package of regulations, of which the guidelines form a part, includes the PEPA 1997 and the NEQS. The guidelines as such are listed below:

Guidelines for the Preparation and Review of Environmental Reports, Guidelines for public consultation, Guidelines for Sensitive and Critical Areas, Sectoral Guidelines.

It is stated in the Pakistan Environmental Protection Agency (Review of IEE and EIA) Regulations, 2000 that the EIA or IEE must be prepared, to the extent practicable, in accordance with the Pakistan Environmental Protection Agency guidelines.

2.8.2 Guidelines for the Preparation of IEE/EIA Reports

The GoP has also framed guidelines for the preparation of EIA of projects in various developmental sectors.

2.8.3 World Bank Environmental Guidelines

The principal World Bank publications that contain environmental guidelines are as follows:

Pollution Prevention and Abatement handbook 1998: Towards Cleaner Production, (WB/UNIDO/UNEP, 1999).



Environmental Assessment Source book, Volume I: Policies, Procedures, and Cross-Sectoral issues, (WB, 1991).

The World Bank Operational Policies on Environmental & Social Safeguard are to be adhered to for all of the World Bank funded Projects.

2.8.4 ADB Guidelines

The principle ADB guidelines relevant to this project are the Environmental Assessment Guidelines (ADB, 2003). The guidelines has two parts; the first providing an overview of the environmental assessment requirements and procedures, and the second, the technical guidelines. In addition, the guidelines include Rapid Environmental Assessment checklists for different sectors, contents and templates of the EIAs as well as IEEs.

2.9 Obligation under International Treaties

Pakistan is a signatory to various international treaties and conventions on the conservation of the environment and wildlife protection. The country is obliged to adhere to the commitments specified in these treaties. The Convention of Biological Diversity (CBD) was adopted during the Earth Summit of 1992 at Rio de Janeiro. The Convention requires parties to develop national plans for the conservation and sustainable use of biodiversity and to integrate these plans into national development programs and policies. Parties are also required to identify components of biodiversity that are important for conservation and to develop systems to monitor the use of such components with a view to promote their sustainable use. The Convention on the Conservation of Migratory species of Wild Animals, 1979 requires countries to take action to avoid endangered migratory species, where the term migratory species refers to species of wild animals of which significant proportions cyclically and predictably cross one or more national jurisdictional boundaries. The parties are also required to promote or cooperate with research into migratory species. Under the international plant protection convention, 1951, Pakistan is required to take steps to ensure the protection of certain plant species that face the extinction threat. Pakistan signed and ratified on a number of international agreements and Convention and bound to implement them in its territory.

2.9.1 London Dumping Convention 1972

The London Convention on the Prevention of Marine Pollution by Dumping of Wastes and Other Matter was agreed in 1972. The London Convention defines a Black List of toxic substances, the disposal of which, by dumping into the sea, is prohibited, and a Grey List of less hazardous substances that may only be dumped under a prior special permit; the dumping of any other wastes not specified in these lists requires a prior general permit.

In 1990, the London Convention was amended to require signatory countries to consider whether an adequate scientific basis exists for assessing the environmental impact of a substance (i.e. dredged material) before issuing a permit for dumping.



2.9.2 United Nations Convention on Law of the Sea (UNCLOS-82)

The UN Convention on the Law of the Sea was adopted and opened for signature in 1982. On November 16, 1994, it entered into force for 68 countries. Pakistan is a signatory to the Convention.

The Convention establishes a comprehensive framework for use of the ocean and its resources. Its 320 articles, supplemented by nine detailed annexes, specify the rights all nations may exercise in the world oceans and their responsibility to do so with due regards for the rights and interests of other nations. The preservation and protection of the marine Environment and the conservation of marine living resources are fundamental obligations.

The Law of the Sea Convention represents the first comprehensive statement of international law on protection and preservation of the marine environment and provides a legal and institutional framework for marine environmental protection and related dispute settlement.

It establishes a basic structure of obligations, objectives and principles covering all sources of marine pollution that include Pollution by vessels (operational and accidental discharges from ships); dumping (the deliberate disposal of wastes at sea by ships, aircrafts, platforms, or other manmade structures).

The Convention establishes the General Principles for the preservation and protection of the marine environment and identifies the source categories for the prevention, reduction and control of marine pollution. It discusses in detail issues such as response to marine pollution emergencies.

2.10The KPT’s environmental policy

The Karachi Port Trust, being the owners of the project, bear a major responsibility for ensuring that neither the environment of the project area nor that of the city are in any way influenced adversely by the proposed project or any of its activities during construction and operational phases.

The existing KPT’s pollution control regime is a result of years old applications of best practices in the context of environmental management and audit. In this regard, copies of following policies adopted by the KPT are at Annexure 3 (Appendix i, ii, iii).

The KPT’s Mangroves policy The KPT’s Environmental Policy The KPT’s Policy on inspection & imposition of penalty on ships/land based

polluters.

The above policies and existing pollution prevention regime would be applicable on the project including ships berthed therein during its operational phase.

2.11Implication of Legislations to the project

The implication of the above-mentioned legislations to pre-construction, construction and operation phases of the project are as follows:



The KPT will have to obtain environmental approval of the project in accordance with Pakistan Environmental Protection Agency (review of IEE/EIA) Regulation, 2000.

The KPT being the proponent of the project, shall ensure that the pre-construction, construction and operation phases of the project comply with the recommendations of Environmental Assessment of the project and the EMP fully implemented.

The project will be subject to four basic provisions relating to pollution control under the PEPA Act 1997, contained in section 11, 13, 14 and 15. These are as follows: Section 11, prohibits discharge or emission of any effluent or waste or

air pollutant or noise in excess of the NEQS, or the established ambient standards for air, water or land;

Section 13, prohibits import of hazardous wastes, No person shall import hazardous waste into Pakistan and its territorial waters, Exclusive Economic Zone and historic water;

Section 14, prohibits the handling of hazardous substance except under license or in accordance with provision of any local law or international agreement; and

Section 15, prohibits operation of motor vehicles for each air pollutant or noise being emitted in excess of the NEQS or the established ambient standard.

The KPT has to ensure that the contractor selected for execution of the project do comply with relevant clauses of the KPT Act 1886 as amended in 1994 and the Port Act 1908 and all of the KPT’s environmental safgaurds ploicies.

The KPT and the contractor comply with the provision of London Dumping Convention 1972, United Nations Convention on Law of the Sea (UNCLOS-82) and International Convention for the prevention of pollution from ships, 1973 as amended by the protocol of 1978 (MARPOL 73/78) during construction and operation of the Port.

The World Bank Operational Policies on Environmental & Social Safeguard are to be adhered to for all of the World Bank funded Projects.



3 Description of the Project

3.1 The Project

The project is reconstruction of berth 15-17A and SRB 1& 2 on East Wharves at Karachi Port.

The project aims to provide optimum marine terminal facilities for handling, forecasted import and export cargo through for the next thirty years for Port of Karachi by reconstructing non operational berth 15-17A and SRB’s 1 & 2.

The project on completion will provide 922 m of modern, efficient and high throughput multipurpose cargo handling berths, capable of accommodating bulk vessels of 100,000 DWT with a draft of 15.5 m, container vessels of 13.5 m draft and Ro-ro car carrier which will be visiting the port in forecast future, and will eliminate otherwise waiting time for ships and yield savings in marine transport costs.

3.2 Need for the Project

The Karachi Port is a premier port of Pakistan handling cargo inclusive of containerized, unitized, bulk, liquid and other loose cargo.

The KPT maintains 30 dry cargo berths for cargo handling out of which 17 berths are located on the East wharves and 13 on West Wharves. There are 3 liquid cargo handling berths. The details of construction of the dry cargo berths are shown in Table 3.1 .

Table 3.1: Detail of berths at Karachi Port Berth Type of Construction Year of

Construction

1-3 Suspended deck on vertical & raking piles, built above a revetted slope 1966-73

4 Bulkhead wall with contiguous large diameter insitu RC piles 1995-98

5-9Bulkhead wall with contiguous large diameter insitu RC piles tied back with steel tie rods to an anchor wall of similar construction.

1995-98

10-17Prestressed concrete King piles with precast curtain wall tied back with stressed steel tendons to RC monolith anchorages.

1955-60

17A Anchored sheet piled wall 1960SRB 1 & 2 Suspended deck on vertical RC piles 1964NMB Wharf Suspended deck on vertical RC piles 2006Juna Bunder (18-21) Sheet piled wall with tension piles 1973-77Lighterage wharf (22-23) Sheet pile wall with tie backs 1968-70Lighter-age wharf (24-25) RC piles with 4 cell monoliths 1927-30KICT Berths (26-30) 9-cell monoliths 1973-74



The berths 15-17A and SRB 1 & 2 were constructed during the period of 1955-64 for a draft of -10.4 m PD and berths 10 to 17 whereas the remaining berths being maintained at 7 to 8 meters. The overall design surcharge load taken on the berths was 2 Cwt/Sqft (1.0 ton/sqm). These berths have been exhibiting operational limitations that relate to draft limitation, capacity to carry cranes and lack of open spaces behind the berths. Presently, berths 1-9 are operational, 10-14 are under construction and 15-17A and SRB’s 1 & 2 are non operational.

The details of Karachi port’s berths capacity and use have been provided in Table 3.2.

Table 3.2: Karachi Port’s berths capacity and use

Berth Length (m) Declared Depth (m, PD) Use

1-3 474 10.4 General Cargo, Dry Bulk Cargo and Temporary Molasses / Edible Oils and dedicated Coal berths

4-5 356 10.4 Heavy Lift, Dry Bulk, Multi-unitized Cargo / Cruise & Naval Ships

6-9 PICT 600 10.4 Containers10-17(Presently non operational)

1,236 10.4 Dry Bulk, Containers and General Cargo Dry Bulk, Containers & General Cargo

17A 37 7.0 KPT Barges & CraftsSRB1 & 2 Vessels RepairNMB Wharf 610 4.4 Coastal Cargo and Dangerous

GoodsJuna Bunder (18-21) 640 10.4

General / Project Cargo & Containers & Jute/Break Bulk

Lighterage Wharf (22-23)

336 7.3Lighterage and Heavy Lift Cargo

Lighterage Wharf (24-25)

702 10.4Multipurpose Ro-Ro, General / Project Cargo, Jute / Break Bulk, Bulk Cement & Geared Container

KICT(26-30) 567 12.0 Dedicated Containers

Source: PC-reconstruction of berths 15-17A and SRB’S on East Wharves at KPT

The Karachi Port handles 70% of Pakistani’s external trade. The present cargo handling is shown in Table 3.3.

Table 3.3: Cargo handling capacity of Karachi Port during 2008-09



S.No Cargo type Cargo handling (Million Tons)1 Container 1.2492 Liquid 11.7733 Dry General Cargo 15.5294 Dry Bulk Cargo 11.428

Total Cost 38.731Source: PC-1. Reconstruction of berths 15-17A and SRB’S on East Wharves at KPT

The total cargo handling over the last ten years up to year 2008/09 has grown at the following average rates;

Containers and Containerised Cargo 9.70 % Break Bulk or General Cargo 10.00 % Dry Bulk Cargo 12.50 % Liquid Bulk Cargo 2.05 %

The total freight handled for the year 2007/08 was 37.191 million metric tons whereas total cargo handled by the Port has increased for the year 2008/09 to 38.731 million metric tons, a growth rate of 4.14% over the previous year. During last half of 2009, the growth has been 10%.

The overall port traffic and cargo handling is projected to double in the next ten years which will require more berths. In case, these are not provided then the freight charges, berth occupancy and waiting time for ships would increase, resulting in an increase in cargo handling capacity of the Port.

With the projected growth rates for future usage, it is essential for the Port to reconstruct the non-operational berths 15-17A and SRB’s 1 & 2 for their optimum utilisation.

3.3 Project alternatives

The project pertains to the reconstruction of existing berths which are non-operational due to structural depreciation, following alternatives were given due consideration.

3.3.1 No Project option

The Karachi Port will continue short of operational berths and there will be delays for ships to unload their cargo. There will be increase cost of trade in Pakistan and Karachi Port Trust will be unable to utilize the port up to its optimal capacity in cargo handling.



3.3.2 Relocation of berths to idle part of the harbour

The only suitable locations for this purpose are Western Backwaters and Keamari Groyne, where the projects of cargo village and Pakistan Deepwater Port respectively are already under active consideration. Relocation on Manora Side is not viable as the infrastructure and road communication would be costly and time consuming.

3.3.3 Increase in cargo handling capacity of other operational berth to compensate for the loss due to unavailability of these berths

The cargo handling capacity of the existing berths can be increased through enhanced mechanical cargo handling devices, but this would pressurize the existing cargo regime, leaving a vide gap between achievable and desirable. Furthermore, there is a specific requirement for the gearless berths.

3.3.4 Deepening of channel for accommodating many ships at the existing berths

There is certain limitation with regard to the depth for the existing berths and channel as excessive depth would:

Weaken the existing structure Alter the hydraulic regime, which may have drastic consequences. Result in flow of sediments from elevated seabed to the extent of erosion

of Baba and Bhit Island and all shoreline patches, which have not been strengthened.

Demage to benthic flora and fauna. This would also entail increased maintenance dredging.

The KPT is already considering deepening of the berths and channel up to the allowable limits. Hence, this would not be an alternative to the reconstruction of the berths.

3.3.5 With the project

The project foresees the commissioning of berths 15-17A and SBR’s 1&2 which are presently non-operational due it depilated condition. The Karachi Port will be able to optimal utilise its capacity for cargo handling. There will less ship waiting time and cost of the trade will decrease.

It is concluded that the reconstruction of berths 15-17 A and SRB’s 1&2 are technically, economically and environmentally best option.

3.4 Existing Port Layout and Facilities

Approach: A bird’s eye view of Karachi Port is shown at Figure 3.1. The Karachi Harbour covers a sea area of around 65 square kilometres, stretching from Sandspit in the West to Chinna Creek in the East. The port, which spreads over a land area of approximately 14 square kilometres, is approached through the outer channel on a bearing of 0400. The outer channel is approximately 180 m wide and 2.9 km long with a declared depth of - 12.2m PD.



The inner channel commences at the port marker buoy, where it swings to the North and enters the Lower Harbour between Manora Point and Keamari Groyne. The inner channel has an existing declared depth of – 12.2m PD.

Lower Harbour: On the West of the Lower Harbour is the Manora Point peninsula with a number of small jetties for boats and a small dockyard. On the East is Keamari Groyne with oil terminals OP-1, 2 & 3. A turning basin (declared depth – 10.4m PD) is located opposite OP-1. The existing declared depth of the Lower Harbour is – 11.3m PD.

Upper Harbour: The Upper Harbour area of the port is divided into two distinct areas, East & West Wharves, which are linked via the Jinnah Bridge.

The Upper Harbour lies in a North-east/South-west orientation and is bounded by the East wharves (Berths 1 – 17) and the West wharves (Berths 18-30). At the Northern end of the East Wharves, to the North of Berth 17, there are few berths i.e. 17A, SRB 1 and SRB 2, which are comparatively shallower. The Napier Mole Boat (NMB) Wharf, which provides berthing for small country crafts, is situated at the City-ward end of East wharves. At the Southern end of the West Wharves is the Naval Dockyard; while to the North are Karachi International Container Terminal (KICT), the Lighterage Wharves and Juna Bunder (Berths 28-30). The existing declared water depth in the Upper Harbour is – 9.1m PD.

Marine Operations: All large ships are brought in high water or during ebb tide. The turn in the approach to the Upper Harbour at berth 1-6 is difficult, especially during the South West Monsoon when the current from the Chair Khund/ Baba Channels and the port beam wind tends to swing the vessel on to the berth. Vessels normally keep a minimum safe distance of 165 m from the berths.

On departure, the vessels normally achieve a comfortable turning circle opposite the berth during the flood tide. Vessels would normally have 2 tugs to assist but 1 tug is used if the ship has bow and stern thrusters. However, the deep water opposite berths 10 is only 280 m wide owing to the shallower area at the Naval Dockyard, so vessels larger than 165/180 m turn in the 422 m wide area between berths 13 and 23.



Figure 3.3: A bird’s eye view of Karachi Port



3.5 Description of the Project

3.5.1 Project Components



Demolition and removal of dilapited ship repair berths 1 and 2. Demolition of old revetment wall and NMB Wharf and removal of debris

after construction of new wall. Filling behind the new quay wall. Construction of water supply and sewerage services. Construction of paving and electrical utilities and spacing lighting system. Demolition and removal of transit shed no. 16.

The project will form a continuous quay from berth 6 to 17A and allows Karachi Port Trust the flexibility to form two terminals in addition to existing PICT.

The new quay wall is being built in replacement of the existing berths 15-17A and SRB 1&2 will be 922 meters long. It will consist of contiguous 2 m diameter front wall, piled wall, typically taken to -35 m below Port Datum and 2m diameter onshore anchor piled wall, typically taken to -10m. The top level of the berth would be +4.5 meters. Figure 3.2 shows existing wall layout of the berth 17A, Figure 3.3 shows new completed berth work plan and Figure 3.4 shows an aerial view of existing zoning plan of Karachi Port.

3.5.2 Project Construction Cost

The capital cost of the project is 8,650 million, which is based on January 2009 rates and breakdown of capital cost is provided in Table 3.4.

Table 3.4: Break down of Capital costSr. No. Activities Rs. Millions

1 Civil Works 7,687.1062 Escalation 574.4443 Supervision Cost 334.0724 Environmental Assesment Cost 27.2115 PMU 26.975

Total Rs 8,649Say Rs 8,650

Source: PC-1. Reconstruction of berths 15-17A and SRB’S on East Wharves at KPT



3.6 Staff Requirements during execution and operation of the project

3.6.1 Staff to be engaged during construction phase

The works contractor and/or their specialist sub-contractor will provide necessary staff for construction phase of the project. The list of staff to be engaged by the contractor is provided in Table 3.5.

Table 3.5: Detail of staff to be engaged by the contractor during construction phase

Sr. No. Staff No Man month1 Expatriate engineers 5 1402 Pakistani Engineers 15 3153 Supervisory Staff 30 6304 Admin., clerical etc. 30 6305 Skilled/semi skilled Workers 50 21006 Un skilled workers 300 4200

Total 530 8,015Source: PC-1. Reconstruction of berths 15-17A and SRB’S on East Wharves at KPT

The supervision of heavy civil engineering works for the project will be carried out by the Ports Consulting Engineers, who have also designed these works. The top supervision and coordination of the project works and site supervision of some ancillary works will be carried out by the KPT engineers. The size of KPT’s and site supervision organization is given in Table 3.6.

Table 3.6: Staff to be provided by the KPT during construction phase of the project.

Sr. No. Staff No. Man Month1 Expatriate engineers 3 702 Pakistani Engineers 7 2103 Supervisory Staff 10 3004 Admin., clerical etc. 5 1505 Un skilled workers 5 150

Total 30 880Source: PC-1. Reconstruction of berths 15-17A and SRB’S on East Wharves at KPT

3.6.2 Staff requirement during operational phase of the project

The KPT will operate and maintain berths 15-17 A and will provide all resources and staff as being the operator of the Port.



3.6.3 Land Acquisition

The project site belongs to Karachi Port Trust and as such there is no issue of land acquisition or resettlement of community due to the project.

3.7 Time Schedule

The project duration is 36 months which includes six months for pre-construction activities and thirty months for construction work. The time schedule for implementation of the project is provided in Table 3.7.



Table 3.7: Time schedule for reconstruction of berths 15-17A and SRB 1& 2 on East Wharves at Karachi Port Project

No Item Time in Months1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36

Pre-construction PhaseA1 Tender

Documents

A2 Tendering Period

A3 Award of Works

Construction phase

B1 Mobilisation

B2 General Items

B3 Demolition

B4 Earth Works

B5 Piling



No Item Time in Months1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36

B6 Insitu Concrete

B7 Precast Concrete

B8 Paving

B9 Drainage

B10 Services & Quay Furniture

B11 Site Clearance

B12 Completion of Works



Figure 3.4: Berth 17A existing wall Layout



Figure 3.5: New completed berth work plan



Figure 3.6: An Arial view of existing zonal plan of Karachi Port



4 Description of existing Environment

4.1 Introduction

This Chapter describes existing environment of the project area prior to commencement of the reconstruction of berths 15-17A and SRB 1& 2 on East Wharves at Karachi Port Project.

The project site is defined as the area in the immediate vicinity of berths 15-17A and SRB’s 1& 2 whereas the project area in and around Karachi harbour.

The environmental baseline in this chapter addresses the physical, biological and socio-economic aspects of the project area.

4.2 Project Location

The Karachi Port lies in district West of Karachi and is bounded on the North and North-west by Lasbella district of Baluchistan province, on the North-east by Malir district, on the East by Karachi Central, Karachi East and Karachi South districts, and on the South by Arabian sea.

The project is located in South-west of the district West of Karachi in Sindh Province. The Figure 4.1 shows an aerial view of Karachi Port.

Karachi Port Trust Description of existing EnvironmentFinal Report


Figure 4.7: Image showing the project site and mangroves forest

Karachi Port Trust Description of existing EnvironmentFinal Report of 157

Project Location

Bhit Island

Lower Harbour Upper

Harbour

Layari River


4.3 Physical Environment

4.3.1 Physical features and topography

The topography of the district West of Karachi is dominated by ridges, plains and coastal belt; the area which at one time was predominantly under agriculture is now crowded with new colonies and township like Hawksbey, Moach Goth, Baldia, Orangi, Qasba Colony and Ittehad Town. The landscape of district west is characterized by hills; plain, wide valley mostly eroded islets and a long sea beach. The district can be divided into following areas.

Moach and upper Layari Plain: The Moach plain is located in south of Moach and Orangi ridges. The plain is drained by empheral streams. The plain is covered with weathered rocks and windblown deposits. Alluvium weathered and windblown materials cover the upper Layari Plain. The rammanents of fluvial terraces are found in many places. Taiser Hills are the largest point of this area.

Mangho Pir and Orangi Hills: A series of hills and ridges extend from Cape Monze (shore of Arabian Sea) to Mangho pir. Near the Cape Monze Bol the heights are 750 and 705 feet above the sea level which are identified as Orangi Ridge, Ghoialakki Ridge and Mangho Pir Ridge. The deep and scarp slopes are prominent.

Hub River Valley: Hub River marks the western boundary of the district West. It is erosional valley. The flood plain is composed of alluvial and Pleistocene ocean deposits, conglomerate terraces are an important feature of the flood plain.

The coastal belt: The Coastal Belt of the district is barren and flat with occasional dunes. The terrain raises gradually with low flat-topped paralled hills. Sub-paralled ridges with wide intervening plain are categorized as marine denudation plains sand dunes and marine terraces are the important physical features of hawks bay and maripur. The level shows a generally rising from the sea which has gradually driven back. At one time however, it made in roads and several island were formed viz Monora, Baba Bhit and Shams Pir.

4.3.2 Rivers and streams

Hub Rivers is the main river, which marks the Western boundary of the district. Hub river is a perennial stream. Layari Budnai and Orangi nalas flow in the thickly population areas of the district and fall in the Arabian Sea at Keamari.

Lyari River is a small ephemeral stream that flows from North east to the centre of Karachi City and drains into the Arabian Sea at the Monora channel. It is one of the two main rivers of Karachi, the other one being Malir River which also brings untreated effluent/sewage from Karachi City to the harbour.

4.4 Topographic survey

The existing depths of the quay side vary between -9.1 m to -5.5 m below port datum. The generalised profile indicates the clays extend between –12.5 to –



22.5m PD. There are five layers that represent the ground conditions along the length of the quay which are provided in Table 4.1.

Table 4.8: Summary of Soils Strata

Source: PC1, Reconstruction of berths 15-17A and SRB 1& 2 on East Wharves at Karachi Port Project

4.4.1 Weather

Weather conditions at Karachi are governed by variables of the two monsoons Seasons, i.e. the South Western monsoon in summer from May to September and the North Eastern Monsoon in winter from December to February. The recorded extreme temperatures are 50C and 440C. Weather conditions in Karachi are provided in Table 4.2.

Summer is usually hot and humid with some rainfall. Heavy storms of severe intensity are rare but strong gusts of winds can occur abruptly due to changes in atmospheric pressure. Cloud cover during the SW monsoon is about 6 to 7 tenths of the sky.

The NE Monsoon brings relief from the hot and sultry summer weather and cloud covers 1 to 3 tenths of the sky. Winter, though not severe, is cold and dry with little or no rain. Temperatures range from 12ºC to 22ºC and the humidity is about 60%. In winter, wind speeds are low from North to North-east and there is rarely stormy weather in the NE monsoon.

Table 4.9: Weather Conditions in Karachi

Month Temperature HumidityMax Min Max

January 28ºC 10ºC 55% - 65%



May 38ºC 23ºC 85% - 90%October 36ºC 19ºC 85% - 95%

Source: PC1, Reconstruction of Berth 15-17A and SRB’s on East Wharves at Karachi Port Trust

Rainfall: Karachi is located in a dry region; the average yearly rainfall being 197mm. Rain falls mainly in the summer months of July and August, during the SW monsoon season, most falls in July, which has an average rainfall of 76mm. There is also some rainfall during the winter months of December and January, with an average of 12.5mm in January. Usually about 10 days a year have rainfall of more than 2.5mm.

The intensity of rainfall can be severe: Records indicate high rainfall intensity in July of approximately 94mm in 24 hours. The extreme recorded rainfall for a 24-hour period is 278mm in August 1953.

In the port, there is generally no disruption of vessel movements or container movements due to rain. Cargo handling work may stop for the duration of the rain.

Winds: The two distinct and prevalent seasons are the SW monsoon from May to September and NE monsoon from December to February; variable winds occur in October-November and March. The wind direction during the SW monsoon is mostly Westerly in Karachi but varies from South, South-West to West with a force generally 4 to 5 on the Beaufort scale, occasionally reaching 6 to 7 on account of low atmospheric pressure due to disturbances. The Figure 4.2 contains a wind rose for the summer monsoon period.

Figure 4.8: Wind Rose - Summer Monsoon



The Figure 4.3 contains a wind rose for the winter monsoon period based on data from the period 1969 to 1974. It displays the same Westerly wind dominance but also indicates a relatively larger North-eastern component when compared with the summer monsoon wind rose. The NE monsoon wind direction is from North to North-east with a wind force averaging about 2 on the Beaufort scale.

Figure 4.9: Wind Rose - Winter Monsoon



Storms: Cyclones usually occur during the SW monsoon. Although they do not directly pass over Karachi, it does suffer from the effects of the passing cyclones such as strong winds, rough seas, swell and heavy rain. Storms generally occur during the summer months of May and June and during the period between the SW and NE monsoons in the months of October and November. Over the 69-year period of storm records, the Pakistan coast has been struck 87 times by cyclones, of which 47 were severe. Thus, the average frequencies of cyclones and severe cyclones are less than two per year and one per year, respectively. The highest hourly wind speed recorded in the Karachi area is 70 knots, which occurred on 29 June 1936.

Waves and Currents: The Upper Harbour is well protected and wave penetration is minimal, but waves of 0.3m significant heights may be experienced. Records of currents in the Upper Harbour show velocities of less than 0.3 m/s.

Seismic Conditions: The seismic zoning for Karachi is Zone 2B, i.e. moderate damage, with a seismic factor of between 0.16g and 0.28g (ACEP, 2000). The PIANC seismic design Coefficients are quoted in Table 4.3.

Table 4.10: Seismic Design Coefficient

Earthquake event

Return Period (years)

Seismic Coefficient

Gesign Life (years)

Probability of occurrence



(%g) (%)PIANC L1 75 15 50 50PIANC L2 475 20 50 10

Source: PC1, Reconstruction of Berth 15-17A and SRB’s on East Wharves at Karachi PortThese coefficients comply with the guidelines set down in the Karachi Building code of ACEP / KBCA, “Seismic Zones of Karachi and Recommendations for Seismic Design of Buildings”, April 2000.

4.4.2 Hydrology and Sedimentation

Karachi Harbour encompasses an area of some 65 km2 stretching from the Sandspit in the west to Chinna Creek in the East. This is a natural harbour, which has been developed over more than a century by a process of reclamation and dredging. Although there are a number of storm water drains connecting city to the harbour, there is little rainfall and most of the time, these drains carry industrial and municipal effluents. Pollution and a substantial amount (possibly one third) of siltation in the harbour is caused by the discharge of garbage, raw sewage and industrial effluents from the city. The main inputs are the Layari River, Soldier Bazar Nallah and Nehre Khyam, which transport sewage from Karachi. The present discharge of sewage and industrial effluents is estimated to be 284 mgd.

At present, the Lower Harbour channel is dredged to a depth of 11.3 m below datum. The Upper Harbour is maintained at a depth of 9.1 m. The Western Channel is maintained at 7.6 m and the Fish Harbour is dredged to 3 m below datum. A large proportion of the Harbour dries out at low water leaving exposed mud banks. Around the fringes of the harbour, particularly on the South and West sides there are large areas of mangroves separated by creeks, which are deep enough for shallow draft fishing boats at low tide. Chinna Creek, which is another area of mangroves and creeks, also largely dries out at low tide.

The drainage of the harbour, particularly the Western Backwater, is through the creek system, predominantly Chari Kund Channel and Yari Creek, which also links the Lower Harbour to a naval jetty.

The hydraulic processes of the harbour are dominated by the tides, monsoon winds and inputs of raw sewage. The significance of each is described as follows:

The tides in Karachi are semi-diurnal, which means that there is a lesser, and a greater tide each day. Mean high water is 2.7m above datum and mean low water is 0.4m above datum giving a range of 2.3m. The only entrance to the harbour is between Manora and Keamari so the whole tidal volume (about 75 million m3) passes through here with each tide. This gives velocities in the entrance channel in excess of 1 m/s. that is sufficient to maintain depths naturally.

Further, inside the harbour the tidal currents are much weaker. Velocities are maintained high along the face of the Oil Piers (about 1.0 m/s) and up to the junction of the Upper Harbour and the Western Harbour. In the Upper Harbour, velocities are very low all the time, rarely exceeding 0.5 m/s. This, unfortunately, provides almost ideal settling conditions for the sewage, which flows into the harbour form Chinna Creek.



Tidal currents also move along the coast. These have been observed by KPT using float tracks, initially for proving of the physical model in the 1960’s and more recently in an effort to establish which way disposed dredged material would drift. Although this method of investigation is not valid as waves plays a prominent rolein the process.

Although the tidal regime mentioned above is not expected to be affected by the project, it is likely that the deepening of channel in front of the proposed berths for may result in continuous drifting of silt from adjacent areas into the deepened channel. The current Wharf cope level along Berths 10 – 17A is +4.46m PD.

The tidal levels in Table 4.4 are extracted from the tide tables published by the UK Hydrographic Office in 2006.

Table 4.11: Tidal Levels at Karachi PortAbbreviation Name Level to Port DatumHAT Highest Astronomical Tide +3.3MHHW Mean Higher High Water +2.4MLHW Mean Lower High Water +2.3MSL Mean Sea Level +1.7MHLW Mean Higher Low Water +1.1MLLW Mean Lower Low Water +0.4LAT Lowest Astronomical Tide +0.4Source: PC1, Reconstruction of Berth 15-17A and SRB’s on East Wharves at Karachi Port

There are three sources or causes of sedimentation at the harbour. By far the greatest is the sediment, which is stirred up by the waves during the monsoon season. Some of this is deposited in the approach channel and some is carried into the harbour by the tidal currents. The second largest is the littoral drift from the sand spit and the third is sewage.

4.4.3 Solid Waste

There is an influx of around 284 mgd of untreated effluents in the harbour from the city, large quantum of solid waste also enters the harbour and despite intensive efforts to collect it, this garbage continues to cause aesthetical depreciation.

Besides ingress of solid wastes from the city, a part of the wastes is also generated on a day-to-day basis by Port activities, which are of a commercial, or domestic nature is also prominent in the harbour waters. These include food wastes, packaging, paper wastes and organic wastes. A number of principal sources of these wastes have been identified which includes ships entering the harbour, office facilities and the squatter communities within the Port area. It is estimated that about 35 tons of solid waste is daily generated by Karachi Port. The existing arrangements for the storage and collection of solid wastes are not adequate to address the heavy ingress from land-based sources.



4.4.4 Seawater Quality

Karachi, with an estimated population of 18 million, is presently facing a sanitation crises as the existing cumulative treatment capacity of three sewage treatment plants is hardly 55mgd, which is only 10% of the total industrial cum municipal effluents produced in this metropolis. Rest of it flows untreated in to the sea through various outfalls/nullahs, either directly or through Lyari and Malir rivers.

Karachi harbour receives diversified pollutants from land based as well as marine based sources. These include waste from hundreds of fishing crafts in Karachi fish harbour. Refuse from various industrial and commercial premises situated on the perimeter of the harbour and shipping emissions. These pollutants play havoc with the marine environment and have jeopardized the marine ecosystem.

The high toxicity present in the untreated industrial effluents and the oxygen starvation caused by the raw sewage have gradually strained the marine life.

The mangroves, which are essential component of the food chain and a great natural resource, do not flourish due to toxicity. The mangroves also suffer when sewage sludge, plastic bags, etc cover their aerial roots.

In addition, the floating garbage and suspended plastic bags pose operational difficulties in the harbour and are aesthetically unpleasant. The suspended polyethylene bags have far-reaching adverse impact once they choke the cooling water intake of operational crafts. The crafts at time suffer severe damage resulting in their prolonged unavailability to attend the ship’s berthing/un-berthing. The delay in ships movement affects other ships and cumulatively tantamount to great economical loss to the nation.

The prominent drains, which transport land based industrial cum-municipal waste to the harbour area as follows.

1. Lyari River 220mgd

2. Nehre-e-Khayyam 16mgd

3. Solider bazaar nalla 30mgd

4. Railway nalla 4mgd

5. Pitcher nalla 7mgd

6. Karli nalla 7mgd

The Figure 4.4 shows major drains that are discharging wastewater in the port area.

1. Lyari River

The Lyari River existing track comprises 18 km dry outside the city in the North and 26 km stretch in the city from Surjani town to its outfall in Karachi harbour. This latter stretch is kept alive by the untreated wastewater of the city round the year and by rains during monsoon. Starting from Surjani Town, Sohrab Goth, Gulshane Iqbal, Liaquatabad,Tin Hatti, Garden East, Shershah, Agra Taj Colony,



and drops finally in Western backwaters of Karachi harbour. Out of these five tributaries, the Gujro nalla and Orangi nalla are the two main drains serving Federal B area, FC area, Liaqatabad and areas in and around Orangi town from Mangho Pir road to Nazimabad.

The total catchments area of Lyari River is 792 square miles and is one of the main sources of pollution into Karachi harbour. The major industrial areas of SITE, North Karachi, FB area and smaller industrial blocks in most of the localities drain their mostly untreated industrial wastewater/sewage into Lyari and its tributaries either directly or through sewerage Nallahs.

Generally, following pollutants are borne by the water of Lyari River:

a). Municipal effluents: The sewage consists of organic matter which is a biodegradable but in excessive amount it causes eutrophication and high level bio chemical oxygen demands. Out of around 220 mgd of sewage, the two treatment plants i.e. STP-1 (SITE) and STP-III (Mauripur) treat 20 mgd and 35 mgd respectively whereas optimum capacity of STP-III is 54 mgd. Thus, less than 30% of the total sewage is treated before it enters the Western backwaters of Karachi harbour.

b). Industrial Effluents: There are around 5000 small, medium and large size industries in Karachi which release their untreated wastewater into Lyari River. The effluents from textile paints, leather, pharmaceutical, oil, paper and food products include hazardous chemicals such as phenols, cyanogens and by-phenyls etc which are not only toxic to marine life but are persistent enough to survive for several years.

c). Solid Waste: The Karachi produces around 8,000 tonnes of solid waste per day out of which the Karachi City District Government claims to collect 60%. The remaining 40% i.e. around 3,200 tonnes remain scattered at numerous solid waste primary collection sites and part of it flies over into open nallahs landing finally into Lyari River and Malir river. In addition, large quantities of solid waste are dumped directly on both banks of Lyari River.

Most of the garbage continues to accumulate on both sides of Lyari River and in case of a single heavy rain it flows into Karachi harbour causing aesthetical degradation for prolonged period.

2. Nehre-e- Khayyam

There is ingress of around 16 million gallons per day of mostly domestic sewage through Nehre-Khayyam into the harbour via Boat Basin and Chinna Creek. This serenely named canal was initially meant to beautify the area with its clean seawater but with construction of multi storied residential complexes in the area it was converted into sewage drain.

Through existing Nehre-Khayyam a wide variety of hazardous pollutants are transported into Boat Basin and there is a dire need that the sewage is treated prior dumping them into the Marine Environment.

3. Soldier Bazar Nallah

This nallah connects the old city areas of Jamshed town, sadder town, Keamari town and the discharge of Clifton pumping station to the mangroves forest on



the North of Mai Kolachi road. It brings in around 27 mgd of untreated industrial wastewater/sewage into the harbour.

4. Railway Nallah

This nallah connects the old city areas of sadder town, to Chinna creek. It brings in around 4 mgd of municipal effluents.

5. Pitcher Nallah

This nallah connects the old city areas of Lyari town, sadder town, Keamari town to the western backwaters. It brings in around 7 mgd of industrial and municipal effluents.

6. Karli Nallah

This nallah connects the old city areas of Lyari town and Keamari town to the Western Backwaters. It brings in around 7 mgd of industrial and municipal effluents.

The major and over-riding factors affecting water quality and aquatic ecosystems in the harbour are untreated effluents from Karachi and activities from within the port are contributing.

The Table 4.5 shows seawater quality analysis undertaken by Marine Pollution Control Department of the KPT during 2008. The source of chloride can be human waste and industrial waste. The value of pH was found to be 7.21-7.64 within permissible limits. The value of TSS of Oil pier III on 26/4/2008 was found to be 6 mg/l as compare to other locations and the value of TSS was found to be 49 mg/l on 11/4/2008 at Boat Basin which may be due to discharge of industrial and domestic waste water. There is no significant variation in the value of salinity. The value of DO was found to be low on 11/4/2008 on Boat Basin which may be due to pollution load of organic matter.

The limited data of 2008 does not show a clear picture of pollution levels at the harbour. The seawater quality analysis can work as a baseline data. This baseline data will be strengthened as per Environmental Monitoring Plan in accordance with Environmental Management Plan of the project.



Figure 4.10: Map showing major drains discharging wastewater in the port area


220 mgd

7 mgd

16 mgd

Proposed project site (KPT-East Wharf)

Keamari


Table 4.12: Seawater Quality Trend (Mean Values) at Karachi Port

Date Location Tide Tiemprature 0C

pH Salinity

0/00

TDSMg/l

DO Mg/l

ClUg/l

Specific conductivity

mS/cm

TSSMg/l

1/1/2008 Boat Basin High 20.68 7.45 31.49 30.8 1.55 5.47 48.2

11/2/2008 Boat Basin High 19.14 7.54 32.6 31.8 2.45 4.01 49.8 24.00

12/3/2008 Boat Basin High 23.15 7.45 32.45 31.7 1.52 4.65 49.5 34.00

28/3/2008 Boat Basin High 26.5 7.46 31.37 30.7 2.73 11.17 48.00 33.00

11/4/2008 Boat Basin High 27.33 7.34 31.59 30.92 0.61 12.02 45.92 49.0026/4/2008 Oil Pier III High 30.13 7.58 30.98 30.42 3.18 26.74 47.5 6.00

26/5/2008 Oil Pier III High 30.18 7.32 30.29 29.18 1.50 25.67 46.57 26.00

24/6/2008 Oil Pier III High 30.63 7.52 30.75 30.20 1.95 36.94 47.18 29.00

7/7/2008 Oil Pier#3 High 29.70 7.44 30.94 36.36 1.21 15.04 47.42 16.00

23/7/2008 Boat Basin High 29.61 7.64 33.89 32.04 3.11 9.98 50.84 15.00

8/8/2008 Oil Pier#3 High 28.72 7.39 30.01 29.56 0.40 11.55 31.70 17.00

26/8/2008 Oil Pier III 28.19 7.62 35.88 34.60 3.86 3.34 54.15

17/9/2008 Oil Pier III 25.69 7.54 32.89 32.08 2.33 13.02 50.09

27/9/2008 Oil Pier III 26.33 7.52 33.62 3.05 5.69 51.08 16.00

15/10/2008 Oil Pier III High 27.28 7.68 33.95 32.97 4.27 7.31 51.54 10.00

29/10/2008 Oil Pier III High 28.19 7.58 32.94 32.09 2.13 4.95 50.12 27.00



17/11/2008 Oil Pier III High 25.30 7.75 34.28 33.28 4.16 52.14 44.00

19/12/2008 Oil Pier III Low 20.89 7.21 31.95 31.24 0.45 4.84 48.86 13.00

13/1/2009 Oil Pier III High 20.94 7.56 34.48 33.44 5.21 3.34 52.21 15.00

Source: MPCD lab analysis, 2010.



4.4.5 Air Quality

Air quality in the port is important, as during 9 months of the year, the wind direction is onshore. During this period, all air pollution is blown over the city. The primary sources of pollution in the Port are the ships, the power plant and the vehicle, which emit NO2 and SO2.

Smaller ships at the port tend to have much higher emissions of NOx (NO plus NO2) per ton of fuel burnt than the larger vessels. However, their speedier turn-around in port reduces engine idling periods. The vehicles, which transport cargo, make up only a small part of the total traffic as such is not considered a main contributory factor to the prevailing levels of NOx in Karachi. The 96 MW (thermal) gases fired West Wharf Power Station operates well below capacity. It is not a modern plant, and lacks environmental safeguards such as low- NOx burners or a tall stack. This contribution to degradation of the air quality in the port vicinity is considered substantial particularly when burning its standby fuel oil.

The possible sources of PM10 in the port are identified as follows:

Emissions from road vehicles, in particular, diesels. The fertilizer berth on the West Wharves, where split cargo is landed

generates dust which is blown along the quay side. Other windblown dusts from storage areas of dry bulk cargoes within the

port. ‘Natural’, dust resulting from the semi-arid environment.

The increased number of ships, after commissioning of berths and cargo handling facilities, might result in an anticipated increased level of air emissions and thus air quality data is needed followed by regular monitoring of the same. However, the North-western winds, which prevail during most part of the year, are likely to dissipate the SOx/NOx emission and other harmful gases significantly.

Table 4.13: Ambient Air Quality Data

Date Time SO2ppb

NOxppb

COPpm

CO2ppm

PM-10Ug/m3

NoisedB

21.02.09 11.00 24 35.2 3.65 356 125 4521.02.09 18.00 20 24.5 3.4 341 124 4522.02.09 11.00 29 39.6 3.4 353 125 4122.02.09 18.00 29 36.5 3.28 350 120 4123.02.09 11.00 20 32.5 3.24 348 124 4123.02.09 18.00 25 34.2 3.22 347 124 4124.02.09 11.00 23 31.2 3.56 349 126 46Source: Measured by SUPARCO, 2009

The above results show that noise level, SO2, NOx, CO, PM-10 and noise are within permissible limit. The Table 4.6 shows ambient air quality analysis undertaken by Marine Pollution Control Department of the KPT during 2009. However, the air quality data of 2009 can act as a baseline data. This baseline



data will be strengthened as per Environmental Monitoring Plan in accordance with Environmental Management Plan of the project.

4.4.6 Subsea soil Analysis

The Table 4.7 shows sub soil chemical analysis chart (mean values) of Karachi Port undertaken by Marine Pollution Control Department of the KPT from 1997 up to 2010.

The Table 4.6 shows subsea soil analysis undertaken by Marine Pollution Control Department of the KPT from 1997 to 2010. However, the subsea soil analysis data will act as a baseline data. This baseline data will be strengthened as per Environmental Monitoring Plan in accordance with Environmental Management Plan of the project.



Table 4.14: Sub Soil Chemical trend chart (Mean Values) of Karachi Port

S.No Year Location pH Organic Phenol Cyanide

Oil & Grease

Manganese (Mn)

Iron (Fe)

Lead (Pb)

Arsenic Merciry (Hg)

Cr

Matter %

Mg/kg Mg/kg Mg/kg

1 1997 Upper Harbour

7.25 13.45 0.023 0.031 13.47 28.12 86.28 45.57 0.05 0.001 26.2

2 1998 NMB Wharf 8 14.12 0.009 0.033 12.77 26 89 40.58 0.003 0.001 273 1999 Upper

Harbour8 14 0.007 0.03 14 28.96 89 43.39 0.004 Nil 28.1

4 2000 Upp Harb Chinna Creek

7.92 16 0.02 0.039 15.89 29.09 87.76 48 0.014 0.002 29.2

5 2001 Near Fariway Buoy

7.93 12.32 0.019 0.033 11.55 28 86.23 45.32 0.005 Nil 29.09

6 2002 Return Wharf

8.09 20.12 0.029 0.033 12.92 25 80 40.52 0.003 0.005 30.09

7 2003 Upper Harbour

8.07 20.22 0.025 0.031 14.98 25.02 80.96 42.33 0.013 0.005 33.09

8 2004 Berth#5 middle Harbour

7.45 12.22 0.02 0.033 12.22 20.2 80.11 40.22 - Nil 34.15

9 2005 Fish Harbour

8.9 12.55 0.2 0.034 13.45 19.12 86.12 48.33 0.003 0.004 30.33

10 2006 Oil Pier 8 12.93 0.21 0.033 14 26 86 40.55 0.001 0.004 33.1211 2007 Oil Pier 7.9 12 0.2 0.032 14.49 27.12 86.55 45.55 0.004 0.004 30.23



12 2008 Oil Pier 7.9 12.55 0.21 0.03 14.95 26.92 86.12 45.55 0.003 0.003 32.1213 2009 Oil Pier 7.9 12.55 0.21 0.3 14.95 29 86.33 46 0.003 0.004 32.3314 2010 Berth#15 7.5 12 0.024 0.33 14.44 29.12 86 49.95 0.004 0.004 33.95

Source: MPCD Lab analysis, 2010



4.4.7 Noise and Vibration

The Table 4.7 shows that the noise levels are within permissible limits at the Karachi Port. The main noise impact of the port on the city is through the goods vehicles that introduce a peak noise nuisance.

4.5 Biological Environment

4.5.1 Flora

Coastal types of algae, sea weeds and rose tangles grown in littoral areas. Fresh water vegetation is found in the river valleys and a few date palms have grown near springs though no so well as in the interior due to the influence of the sea. Gardens and fruit trees also thrive in the green belt. Dry hill vegetation is noticeable in the form of algae’s, cactus and castor plants.

The mangrove forests are among the most important component of the area. The mangrove fauna consist predominantly of crustaceans and molluscs. There are abundant populations of various species of shrimp, e.g., Penaeus, Metapenaeus and Parapeniopsis spp. The habitats of these shrimps are in the open sea, but their larvae develop in the calm and protected waters in the mangroves. A number of species of crabs are also found in the mangrove areas, including fiddler crabs (Uca spp.), mud crabs (Scylla serrata), ghost crabs (Ocypode spp.) and various hermit crabs. The molluscs found in this area are gastropod snails (e.g. Telescopium, Potamides cingulatus), Also the Green Mussell still present in the harbour and can be found in abundance along the buoys used for mooring, lighting etc, and clams (e.g., Mercenaria stimpsoni). There are some species of small fish found in this area, like mullets, anchovies, sardines and mudskippers

4.5.2 Fauna

Wildlife, in the district is almost non-existent. The district is unique and famous for green turtle found on its coast. Among birds the common crow, kite and pigeon are found.

The project site has high circulation of water and as such there is no localized population of fish.

More than 20,000 birds, which include shore birds (Stilt and Avocet, Plover, Sandpiper, Dunlin, Stint, Curlew and Whimbrel), Gull and Tern, Flamingo, Egret and Heron, visit the Karachi harbour and its surroundings wetlands area in winter. The migratory birds from Central Asia also use the surrounding areas of the harbour for staging and feeding. More than 125 species of birds have been recorded here.

In the backwaters, mangroves ecosystem provides roosting place to a variety of migratory birds. The area owned by KPT has mangroves and vegetation cover spread over 400 to 500 hectares (over 1000 acres). The mangrove eco-system has multiple benefits, including providing a resting place for migratory birds and nursery for shrimp and several fish species. Local fishing communities also use these forests for fodder and fuel.

Karachi Port Trust Impact Assessment and Mitigation MeasuresFinal Report of 157


To the West of Manora are the Sandspit/Hawks bay recreational beaches. These beaches provide habitat to the endangered Green Turtles (Chelonia Mydas). The Green turtles enjoy a protected status. The Sandspit/Hawks bay beaches represent the most important turtle nesting/breeding habitat in the whole of Pakistan.

Virtually all the marine turtle nesting sites in Sindh occur on the Hawks bay- Sandspit beaches, concentrated along one 5km stretch but extending in some degree along the entire beach strip of around 20 km. The coast West of Karachi Harbour entrance up to Bulejil/Paradise Point consists of sandy beaches, namely, Manora, Sandspit and Hawks bay beaches, that are separated from each other by rocky protruding points. The land ownership of the beaches is shared between the Karachi Port Trust and the City District Government of Karachi. The Sandspit beach area comes under the jurisdiction of the KPT. The regulatory control however, is that of the Manora Cantonment Board (MCB).

4.6 Socio-cultural Environment

There are 8 Union Councils of Karachi having a population of 383,378 which are adjacent to the Karachi Port. The population of these Union Councils is given in Table 4.8.

Table 4.15: Population data in nearest localities.

S.No UC No. Locality Population(2004)

1 01 Bhutta Village 62,1252 02 Sultanabad 49,5443 03 Keamari 55,4204 04 Baba Bhit 19,0435 05 Machar Colony 58,7856 06 Mauripur 47,9257 07 Shershah 53,4808 08 Gabo Pat 38,055

Total 8 Union Councils 383,378

4.6.1 Villages in Project area

The main villages/towns near the project area are Keamari, Monora, Sultanabd, Sher shah, Machar Colony, Bhuta village and Baba Bhit, Gabo pat, and Maripur.

4.6.2 Religion Ratio in Project Area

According to the census of Pakistan 1998, the religious breakdown of the city is as follows: Muslim (96.45%), Christian (2.42%), Hindu (0.86%), Ahmadi (0.17%) and other (0.10%). Other religious groups include Parsis, Sikhs, Bahai, Jews and Buddhists.



4.6.3 Mother Language

The most commonly spoken language in Karachi is Urdu, the national language. Other national languages spoken in Karachi are Sindhi, Punjabi, Pashto and Balochi are widely spoken in the city.

4.6.4 Ethnicity/Tribes of the project area

The population of the project area is a mixture of various heterogeneous groups and cultures. The main tribes are Talpur, Memon, Syeds Baluchs, Somro, Mirzas, Sheikh, Khatris, Qureshis, Abbasis, Bhurgari, Lashari, Laghari, Ranghar, Panwhar, Halepota, Mari, Banglani, Gorchani, Khosa, Sameja, Gurgaj, Bhanbhro, Jat, Arain, Qureshi and Sheikh. Many people from Punjab and NWFP have settled in the project area.

4.6.5 Dress in the project area

The most common and generally used male dress is shalwar and a long shirt. However, on festival and special occasions this dress is of better quality and is worn with a waistcoat or sherwani and a Jinnah cap. The Western dress trouser and shirt is also common among educated persons, student and working class.

The women wear is also shalwar and the long shirt both of light and fancy colours along with a headscarf (dopatta). The women on special ceremonies also wear Gharara and sari.

4.6.6 Main Occupation of the project area

The entire community in the nearby islands has a fisheries based economy and there is a tendency among the young men to search employment in shipping related services and on passenger /pleasure boats. The contribution of women in earning livelihood is minimal.

4.6.7 Industry

There are more than 5,000 industrial units in the district West of Karachi giving employment to about a million people. The industrial units vary from small-scale industry to big giants like, Siemens, Philips, Karachi Shipyard and Engineering Works. Sindh Industrial Trading Estates (SITE) hosts numerous categories of industries like engineering, textile, printing, designing. Match boxes, paper, graphite, fiber, packaging, marble handicraft etc. Besides there are industrial units, which deal in leather, pencil and ball point pens. Tooth brushes, printing papers, flour, oil, glass, rubber and plastic food and beverages, soap, pharmaceutical etc. The major manufactured items are textile, hosiery towels and leather goods and ready make garments.

4.6.8 Other facilities of Life

The availability of basic amenities of life to community living in the project area is indicator of its socio-economic conditions.

Transportation: The largest shipping ports in Pakistan are the Port of Karachi and the nearby Port Qasim port. These sea-ports have modern facilities and not only handle trade for Pakistan, but serve as ports for Afghanistan.



Karachi is linked by rail to the rest of the country by Pakistan Railways. The Karachi City Station and Karachi Cantonment Railway Station are the city's two major railway stations. The Jinnah International Airport is located in Karachi. It is the largest and busiest airport of Pakistan. It handles 10 million passengers a year.

Health Facilities: The city is home to at least 30 public hospitals and more than 80 private hospitals. These includes the Karachi Institute of Heart Diseases, Spencer Eye Hospital, Civil Hospital, PNS Rahat, Abbasi Shaheed Hospital, Aga Khan University Hospital, Holy Family Hospital and Liaquat National Hospital, as well as Jinnah Postgraduate Medical Centre, Ziauddin Hospital, South City Hospital, Kidney Centre, Institute of Child Health, Karachi Institute of Radiology and Nuclear Medicine (KIRAN), Haji Rang Elahi Eye Hospital, Tabba Cardiac Medical Center, Patel Hospital, Layton Benevolent Trust Eye Hospital, Lady Dufferin Hospital, and National Medical Centre.

In close vicinity to the area, there is a Karachi Port Trust Hospital, providing health facilities to the KPT workers.

Education Facility: There is also a rising trend of sending children to schools. A school at Baba Island being run by Navy League has a capacity of 400 students.

In 2008-09, the city's literacy rate was estimated at 65.26%, the highest in Pakistan, with a gross enrolment ratio of 111%, the highest in Sindh.

Education in Karachi is divided into five levels: primary (grades one through five); middle (grades six through eight); high (grades nine and ten, leading to the Secondary School Certificate); intermediate (grades eleven and twelve, leading to a Higher Secondary School Certificate); and university programs leading to graduate and advanced degrees. Karachi has both public and private educational institutions. Most educational institutions are gender-based, from primary to university level.



5 Public Consultation

5.1 Introduction

The EIA of reconstruction of berths 15-17A and SRB 1& 2 on East Wharves at the Karachi Port Project will affect the local environment of the area as well as community living in and around the project area.

Consultation were held with different stakeholders and community to discuss different aspects of the project, including expected impacts on the physical, biological, and socio-economic environment of the project area.

This chapter provides details about consultation carried out with stakeholders as well as community directly affected by the project.

5.2 Meetings held with Stakeholders

Meetings were organized with different stakeholders, NGOs and local community adjoining Karachi Port to discuss the project, its components along with the environmental and socio-economic impacts of the project.

Captain of a Shipping Agent, Karachi

He commended the reconstruction of the berths which he felt that the project will ease cargo congestion and would accommodate modern ships which presently get delayed due to non availability of berths.

The KPT should provide availability of different departments at these berths for the benefit of port users.

He also recommended that the branch of a bank be allowed to work within the port area, probably adjacent to the berths.

The Executive Officer/Secretary,Dock Labour Board-working with KDLB since 1974

He has offered following comments:

There are 30 berths at the karachi Port and registered dockworkers without working of Berth No.10 to 17 are 1619 (Day & Night Shifts). Therefore, presently at an average 70 dockworkers are working on a berth. With the construction of 15-17A and SBR 1& 2 berths an additional 350 dockworkers would be employed.

Out of three canteens from Berth No.1 to 17, two canteens have been demolished and now there is only one canteen at Berth No.15. In fact, there should be one canteen for five berths as it was in the past. There is a need for canteens to cater the need of port users.

Proper toilet/wash room and drinking water facilities should be provided at each berth.

The Deputy Traffic Manager (E), KPT



Working for KPT since 21.05.1980

The quantum of import and export cargo is approximately 66,15,915 MT and approximately 11,35,835 MT respectively, being handled at East Wharves without working of Berth No. 10 to 17.

The quantum of import and export cargo approximately 16, 54,419 MT and approximately 8,24,050 MT respectively is expected to be increased upon completion of Berths No. 10 – 13.

Upon reconstruction of berths No. 14-17, the quantum of import/export cargo would approximately be expected to increase by 13,68,506 MT and 6,52,213 MT respectively.

The traffic in the port will be increased. The cargo congestion in the port would depend upon the international

circumstantial situation. However, we have already requested the Chief Engineer for carpeting/paving more space at East Wharves and coal yard including space behind A-XEN (South) workshop.

The number of canteens is required to be increased for workers especially at Berth No.10, East Wharves.

Nazim, of Baba, Bhit & Shams Pir Island He stated that the reconstruction of the berths is an indicator of progress

and the project is expected to provide job opportunities for the local community.

In addition to direct employment, there would be opportunities for persons involved in provision of different services such as collection of garbage from ships at the new berths.

He has felt that the reconstruction of these berths would damage the fish habitat, which is presently under the existing berths.

Traffic Inspector Wharves,Traffic DepttHe supported the reconstruction of the berths and recommended that maximum amenities should be provided to the dockworkers. This may also include a drinking water filtration plant.

Driver, Fleet Section & Peon,Traffic DepttHe hoped that the new berths would provide more business to the port and suggested that the KPT should not privatize these berths.

Chief Petty Officer, ODC, Port Safety DepartmentHe desired that International Safety Measures should be adopted on these berths from the very first day.

Project Manager, WWF, Karachi



He said that the drainage pattern of Karachi is towards south i.e. Arabian Sea. There are two main rivers i.e. Lyari and Malir, which are flowing towards the Karachi harbour. These rivers do bring untreated wastewater/sewerage in the harbour, and as such are main source of pollution of the harbour. The pollution in the harbour area will be reduced if Karachi City District Government and industries construct sewerage/waste water treatment plants.

He suggested that the EPA should ensure enforcement of NEQS for discharge of effluents by industries to public water bodies.

He suggested that the KPT should look into development of constructed wetlands along Lyari and Malir Rivers for biological treatment of wastewater/sewage.

He informed that high level of pollution of seawater is causing corrosion of ships.

He said that dredging by the KPT is seriously disturbing benthic flora and fauna.

He said that the KPT should plant Mangrove forestry, as they are first line of defence for the city

Director Coastal, IUCN, Karachi

He said that the KPT should encourage plantation of Mangrove forest as they protect the city against any Tsunami.

He said that the KPT should take special care of silt transportation and deposit and as such carry out Hydraulic studies before the start of any project, to avoid sedimentation and sand transportation from one area to another. The Hydraulic studies must ensure safety of all harbour structures due to the project. There should be no hydraulic regime changes so that silt/sand transportation does not take place.

The KPT should encourage biological treatment of wastewater coming into the harbour.

Sanitary Workers, KPT

The sanitary workers involved in collecting solid waste from the harbour area stated:

They are not provided with any protective equipment. Waste collection and transportation is carried out in the boat provided by

the KPT. Most of the sanitary workers have diseases, especially skin diseases due

to un-hygienic handling of waste.

International Contractor, KPT

The international contractor working at the Karachi port stated that they are ISO 9001, 14001, and 18001 certified and as such they do comply with all environmental and safety issues as per their company’s policy.

They have prepared Health, Safety and Environmental Manual, which they are following in execution of their project.



5.3 Road Side and Focus Group Discussion with Communities

A series of roadside and focus group discussions were carried out with local community in the project area to find out their opinion regarding the project. The consultation and discussions with the communities generated the following opinions and concerns:

The local community residing near the project area welcomed the idea of the project and demanded that they should be provided jobs during its construction and operational phases.

Most of the people appreciated the idea of the project as it will bring prosperity to the country.

The additional cargo handling at the port means additional jobs and buisness opportunties.

The contractor should follow work’s health and safety policy and they should be provided with personal protective equipment during work.

Overall, the prospect of the proposed Project was appreciated by all the stakeholders and local communities. They expect it as a milestone in the development of the Port. They were concernd regarding safety of inhabitants due to vehicular movement during construction and operational phases of the project.



6 Impact Assessment and Mitigation Measures

6.1 Introduction

This Chapter provides screening of the potential environmental impacts of reconstruction of berths 15-17 and SRB’s 1&2 on East Wharves at Karachi Port Project, assesses the significance of the potential impacts and recommends mitigation measures.

The assessment of impacts depends on the nature and magnitude of the activity being undertaken and on the type of pollution control measures that are envisaged as part of the project.

6.2 Potential Impacts

All the potentially significant environmental impacts from the project are grouped as below:

Project siting Impacts

Acquisition of land Project siting, land use and design

Impacts during construction phase

Waste management Air quality Soil contamination Water quality Dredging and reclamation Benthic flora and fauna Noise and vibration Public health and safety Socio-economic Employment Historical, archeological and cultural property

Impacts during operational phase

Waste management Air quality Noise and Vibration Waste managment Accidents, spills, fires and other disasters Water quality Benthic flora and fauna

Positive impacts of the project

6.3 Environmental Screening of the Project



An Environmental Screening Matrix was developed for reconstruction of berths 15-17A and SBR’s 1& 2 at Karachi Port Project, as part of the present EIA, focusing on the potential environmental impacts of the project during pre-construction, construction and operation phases.

The matrix examines the interaction of project activities with various components of the environment. The impacts are broadly classified as physical, biological and socio-economic, and then each of these broad categories further divided into different aspects.

The potential impacts thus predicated are characterized as follows:

High negative (adverse)impacts, Low negative impact, Insignificant impact, High positive (beneficial) impacts, Low positive impact, and No impact.

The negative impacts predicated in this manner are the ‘unmitigated’ impacts. The screening matrix of unmitigated impacts of the project is provided in Table 6.1.



Table 6.1: Environmental Screening matrix (un-mitigated)

Physical Biological Socio-economic

Was

te M

anag

emen

t

Air

Qua

lity

Soil

cont

amin

atio

n

Wat

er Q

ualit

y

Bent

hic

flora

and

faun

a

Noi

se a

nd v

ibra

tion

Publ

ic H

ealt

h &

Saf

ety

Empl

oym

ent

Soci

o-ec

onom

ic

His

tori

cal A

rche

olog

ical

Si

tes

Project Siting Acquisition of land N N N N N N N N N NProject siting, land use and design N N N N N N N N N N

Construction phase

Contractor Mobilization 0 0 0 0 0 -1 -1 +1 N N

Construction Camp Establishment -1 -1 -1 0 0 0 -1 +

1 -2 NConstruction Camp Operation 0 -1 -1 -2 -1 -1 -1 0 -1 N

Site Preparation -2 -1 -2 -1 -1 0 -2 +1 -1 N

Construction activities -2 -2 -2 -2 -2 -1 -2 +1 1 N

Dredging and reclamation N 0 -2 -2 -1 -1 0 +1 0 N

Solid Waste Management -2 0 -2 -2 -2 N N 0 0 NWastewater Disposal -1 -1 -2 -2 -1 N N 0 0 N

Operational phase Operation of berths N -2 -N -1 -1 -1 -2 + 2 N


2Solid Waste Management -2 -1 0 -2 -1 N -2 N 0 NWastewater Disposal -2 -1 0 -2 -2 N -2 N 0 N

Key: -2: High Negative Impact; -1: Low Negative Impact; 0: Insignificant/Negligible negative; +1: Low Positive Impact; +2; High Positive Impact, N: No Impact.


6.5 Project siting impacts

The impacts associated with the project siting are those, which relate to its location at the Karachi Port. These impacts are different from those, which are associated with the project’s construction and operational phases, in the sense that the construction and operation impacts are associated with the activities such as land clearing, and waste disposal, whereas the siting impacts relate to the mere presence of a facility at the given location.

The following aspects of the project siting were considered:

Acquisition of land Project siting, land use and design

6.5.1 Acquisition of Land

The KPT is reconstructing the berths at their existing location, which is their property. Therefore, there is no issue of acquisition of land or resettlement of communities due to the project.

6.5.2 Project site, Land Use and Design

The project site is located at the Karachi Port and its reconstruction is being carried out as per Master Plan of the Karachi Port.

The land use of Karachi Port will not be affected by the project as existing berths 15-17A and SRB’s 1& 2 will be reconstructed.

The design of reconstruction of berths will be state of art based on best engineering practices for port development and its structural design will follow seismic code for Karachi.

6.3 Impacts during construction phase

The construction phase impacts of the project are considered to include noise, vibration, air pollution, soil contamination, dredging and reclamation, flora and fauna, waste generation, health and safety issues and socio-economic impacts. These impacts during construction phase can be avoided/ control by implementation of the Environmental Management Plan and proposed mitigation measures.

6.3.1 Waste Management

Presently, the KPT collects 35 tons of solid waste from the Port. The construction activities of the project will result in the production of solid and liquid waste from construction materials; municipal waste (generated by the construction workers); and potentially hazardous chemical waste from machinery use and maintenance, such as fuels and oils, hazardous waste generated during construction will be taken care and disposed off separately, and the drums that contained such substances. The hazardous material such as Manganese, Iron (Fe), Lead & Chromium may be discharged in local environment as if it is disposed in an improper site. A (localized) impact on ground water and soil quality at the project site could occur if these wastes are not properly managed.

Karachi Port Trust Environmental Management PlanFinal Report of 157


The mitigation measures will include, before the start of the work, the contractor preparing a Waste Management Plan as part of the EMP; establishing a recording system for the quantities of waste generated and disposed off; providing training to workers on the need for site cleanliness and on appropriate waste management procedures; applying common waste principles to reduce, reuse, recycle, treat waste and if not viable, eventually dispose of waste at the designated site; and regular waste audits. Vehicles carrying garbage or other wastes must be covered with tarpaulin.

The stacking of construction materials will be confined to the project site only and also suitable enclosure will be provided as it can cause impacts on the surrounding area especially seawater quality.

The construction activities will potentially impact seawater quality because of site runoff. This potential impact will be medium.

The mitigation measures include preventing excessive generation of runoff such as settling pond to minimize the potential of such effluents to reach the marine environment.

6.3.2 Air Quality

The potential impacts of the project on the ambient air quality can be divided into two categories: those related to the road traffic; and those related to the project construction machinery, which may affect the air quality locally in and around the project area.

Heavy trucks and trailers emit very high levels of SOx, NOx and particulate matter (PM), and their large numbers result in elevated ambient concentrations of these pollutants. Smaller vehicles running on petrol do not emit a significant amount of SOx, although they do produce sizeable NOx emissions. Particulate matter emissions from cars and jeeps running on petrol are negligible, but two-wheelers that mix lubrication oil with their fuel emit considerable levels of PM. The overall impact on air quality will be minor negative. The mitigation measures include maintaining the vehicles and construction machinery and vessels in good condition, and covering vehicles carrying dust materials, and putting in place routine best-practice measures to reduce fugitive emissions. Dust catcher/screens will be installed in all areas of dust emission. The concentration of particulate matter will comply with the NEQS of Pakistan. All diesel engines used for the project will be properly tuned to avoid smoke. The baseline air quality data has been established which needs to be further developed by regular monitoring of the ambient air quality. The Westerly and Southren Moonsoon winds which prevail during most part of the year, are likely to dissipate the SOx /NOx emission and other harmful gasses significantly. The particulate matter released during the construction phase will be mitigated through water spray and other conventional methods.

6.3.3 Soil contamination

The contractor while working on demolition of existing berths or during piling will use marine equipment using fuel and oil, which may be accidentally spilled. High



pressure hydraulic systems are also prone to possible failure leading to spillage. The construction activities on the reclaimed area of 6.5 m will require plant and fuel storage areas that constitute a spillage risk. This is considered a high negative impact. Spillage of oil and other hydrocarbon-based fuels, such as diesel, could have significant polluting effects on the quality of sea water in addition to damaging benthic flora and fauna and other aquatic ecosystems. The facility for storing diesel are potential hazard/accident points. Potential exists for limited level spillages in these areas that can cause limited level adverse impacts in case of an isolated accident and chronic adverse impacts accumulatively.

The mitigation measures include the contractor preparing guidelines and procedures for immediate clean-up actions following and spillage of oil, fuel, or chemicals, observing good operating practices and proper maintenance of plant and equipment (bulldozers, trucks, vessels); keeping the number of chemical, fuel, and oil containers to a minimum and returning them to storage areas when not in use; establishing locations for storing waste materials, fuels, oils, chemicals, and equipment that are as far from the water as possible and not prone to flooding; providing all fuel tanks and chemical storage areas with locks and sitting them in sealed areas; and storing drums and liquid containers on an impermeable base within a bund.

6.3.4 Water Quality

Sewage and wastewater originate from (i) toilets, kitchens, and similar facilities; (ii) canteen kitchens, including that from basins, sinks, and floor drains, and (iii) vessels used for piling. The wastewater may impact underground and sea water quality properly. The potential impact will be highly negative.

The mitigation measures include discharging wastewater from toilets and kitchens into a wastewater treatment plant and never discharging sewage or wastewater from the vessels/equipment used for dredging into the sea. With suitable arrangements to be put in place, no significant water quality impacts are expected to arise from on-site generated sewage. The contractor will be responsible for the treatment of wastewater and the relevant KPT authorities will take steps to ensure that the contractor arranges for the treatment of the wastewater generated within the project facilities and safe handling and dispose of the solid waste is carried out.

The main source of pollution of water quality of the harbour will remain ingress of 284 mgd of untreated sewage/industrial wastewater from Karachi City.

The mitigation measure for reducing water pollution at the harbour is that Karachi City District Government will install properly functional Sewage Treatment Plants. Similarly, the industrial units at Karachi treat their wastewater in accordance with NEQS of Pakistan for discharge of effluents in to public water bodies. The KPT is planning to construct Kulachi Wetland Reservoir and UASB Sewerage Treatment Plant of 30 mgd capacity to treat the sewage generated by Soldier Bazar Nallah. This is indeed a welcome mitigation measures and after its successful completion the KPT will continue with the construction of more wetlands for biological treatment of untreated sewage/industrial wastewater coming into the harbour.



6.3.5 Dredging and Reclamation

The dredging is not a part of the project but the KPT will have to carry out capital dredging in order to allow up to 16 m draft vessels to berth. Furthermore, the KPT will have to carry out regular annual dredging of the harbour. This will have a potential high negative impact.

The potential environmental impacts of capital dredging are generally two-fold, first because of the dredging process itself and second due to the disposal of the dredged material. During the dredging process, effects may emerge due to the excavation of sediments at the bed, loss of material during transport to the surface, overflow from the dredger whilst loading and loss of material from the dredger and/or pipelines during transport. At the sites of dredging and disposal, the seabed will be disturbed and for some distance, suspended sediment may cause turbidity in water and increased sedimentation on the bottom. Furthermore, many toxicants such as heavy metals and organic contaminants tend to stick to particulate matter and sink to the sediment. Some of these contaminants are very persistent in the sediment and some may change their oxidation state during burial, which alters their solubility. If these sediments are disturbed, the contaminants can be released to the water column and affect marine life. As well as toxicants, the nutrient elements, particularly nitrogen and phosphorus, which control the rate of marine plant growth, can also be released from sediments during dredging, with a risk of triggering algal blooms. Not only nutrients are important here - many of the toxic algal species, which are a health risk for consumers of shellfish, have a resting phase (cyst) which lies in the sediment. If dredging disturbs these cysts when conditions are favourable, a bloom of toxic algae may be caused. The exotic marine pests are now recognised as a major environmental concern and steps must be taken to minimise their transport to new environments.

There are a number of mitigation measures that can be implemented in order to reduce the significance of this potential impact due to dredging. These are given below:

Reduce filling of hopper to 80% of the hopper capacity; Reduce overspill as far as is practical; Ensure that the discharge pipe is located at a suitable depth in the

water; Use an efficient trailing suction hopper dredger, wherever possible.

Consideration can be given to adopting the World Bank guidelines in terms of the acceptable limit of suspended sediment concentrations allowed. This equates to 2000 mg/I (World Bank Technical Paper 140) and is derived in order to prevent covering valuable benthic species (e.g. shellfish) that are particularly sensitive to increased sediment concentrations. It is also recommended that dredging is restricted during critical spawn-and-set periods for shellfish. In order to mitigate the impact of removal of benthos due to dredging, it is important to ensure that the substrata that remains after dredging is the same as that which was present prior to dredging to enable re-colonization to occur. The disposal of dredged material in the open sea.



To prevent dispersion of the disposed material into the sea it is necessary to make a protection dike in sea. Dike is to be made of stone fill and covered with geo-textile on its inner side. It is also recommended that the environmental considerations detailed in the guidance, contained in the revised London Convention, are fully taken into account and if the dredged material does not fulfil the criteria for disposal at the sea, it should be brought on shore for the required pre-treatment prior to disposal. It is also suggested that the KPT shall carry out a separate EIA for their capital dredging activity.

The crafts deployed on the seaside can cause pollution through their own operational discharges. These would be taken care of through strict implementation of Environmental Management Plan.

The mitigation measures adopting best dredging practice, disposing of spoils by following an appropriate engineering design, and implementing a monitoring system to limit and possible disruption of ecological processes.

At present, the port has a well-implemented and effective Pollution Control Programme with reference to enforcement of International Conventions on ships and Harbour Crafts. Accordingly, the KPT has to ensure strict compliance with International Convention MARPOL 73/78 to inspect the ships, which will park at Berths 15–17A. In addition, the cargo handling personnel will be required to abide by the port’s standing instructions regarding pollution prevention. A mechanism for imposition of penalties, which is already in place, will be applied on these berths also.

6.3.6 Benthic Flora and Fauna

The project activities may cause some disturbance in the normal flight of birds from mangroves of Western Backwaters to the Eastern Backwaters. However, the impact would be insignificant since the birds would tend to take a different path. During the construction, phase Mangrove forest will not be affected or not be removed.

The project will potentially impact benthic habitats and spawning grounds by dredging and disposal of dredged material;

Only the last mentioned impact is likely to be caused by the project activities. The contractor would participate in environmental uplift activities such as plantation of mangrove to compensate for the aesthetical depreciation caused due to project activities

The area may have some nesting grounds of shellfish, mulluscus, and other crustetions. Due to dredging and pilling in the seawater, the benthic flora and fauna will be damaged. The nesting ground of some fishes may also get damage. On the other hand, they can even move to the other nearby locations for the survival. Capital dredging by the KPT could lead to the removal of benthic fauna. Any alteration in sediment quality in the seabed would be of concern if there is a possibility of contamination of the benthic environment. In addition, benthic fishery communities (e.g. shellfish) and habitats (e.g. spawning areas) may be smothered and/or buried by the disposal of dredged material (sediments). The



construction activities will have a low negative impact on benthic flora and fauna.

Short-term increases in the level of suspended sediment can give rise to changes in seawater quality, which can affect marine flora and fauna, both favourably and unfavourably, such as increased turbidity and the possible release of organic matter, nutrients and or contaminants depending upon the nature of the material in the dredging area

The project site has high circulation of water as such there is no localized population of fish in this area. No major fishing/spawning grounds exist in the project site. However, the area supports fishery resources.

6.3.7 Noise and Vibration

Noise and vibration are perceived as the most undesirable consequences of construction activity. Though the level of discomfort caused by noise is subjective, the most commonly reported impacts of increased noise levels are interference in oral communication.

The construction activities will generate noise by the use of heavy machinery and equipment. Noise and its impact during construction activities are dependent on the type of equipment used, working hours, and proximity to sensitive receptors.

The key sources of construction noise at the project site include piling for quay wall and demolition of existing berths. The impact of noise on nearby inhabitants is therefore, considered negligible but its impact on the workers in construction site will have a minor negative impact.

The best practice measures are recommended to retain noise emissions to a practicable minimum. Silent (hydraulic) pile-driving techniques will be applied. No pile driving should take place from 1900 hours to 0700 hours and enclosure shall be provided wherever applicable to further minimize noise pollution. Selection of up to date and well maintained plant or equipment with reduce noise levels ensured by suitable in built damping techniques or appropriate muffing devices. Providing the construction workers with suitable hearing protection like earplugs, or earmuffs.

For mitigating underwater noise during piling and there is a need to use of air-bubble curtains or acoustic curtains. For mitigating noise emitted to air: use of shock absorbers; fit a shroud around the pile; the pile shroud is constructed from rings of polythene bellows, with each section typically 1.5 m long. These rings are connected to the piling hammer at the bottom of the noise-reducing casing and reach down to water or ground level depending on the environment. They are connected to each other by special flanges, and as the pile is driven.

6.3.8 Public Health and Safety

A large number of personnel (350) will be engaged during construction phase of the project whom would be subject to direct exposure to dust causing health related potential impacts. Besides that, heavy machinery will be used for demolition, piling for quay wall, land levelling and concreting for berths during the construction phase. There are chances of accidents, health and safety issues,



diseases and other injuries. This potential impact will be minimized by providing suitable Personal Protective Equipments (PPE) such as nose mask with suitable filters and gloves, safety belts, and safety boats etc. Regular checkups and diagnostic will be done for all construction staff, especially for communicable diseases such hepatitis and HIV. This will have a potential negative impact on public health and safety.

The requirements to cover safety risks for men and material are to be met as per safety manual of the KPT. The Safety Department of the KPT will enforce following safety provisions by the contractor: obligatory insurance against accidents to workers; providing first aid and basic medical training to specified work staff and basic medical service and supplies to workers; layout plan for camp site indicating safety measures taken by the contractor, e.g. fire fighting equipment, safe storage of hazardous material, first aid, security, fencing and contingency measures in case of accidents; work safety measures and good workmanship practices are to be followed by the contractor to ensure safe condition for work; provision of adequate sanitation, washing and cooking facilities to workers; adequate and quality food would be provided to construction staff; adequate signage, lightening devices, barriers and person with the flags during construction to manage traffic at construction sites; timely public notification on planned construction activities; Safety signs visible at night are specially required.

6.3.9 Socio-economic impacts

No direct or indirect adverse socio-economic impact of the project is expected on nearest localities due to their safe distance from the project site. However, there can be direct or in-direct positive social impact of the project as follows: the nearest localities are Baba, Bhit & Shams Islands on the seaside and the Police Quarters and Keamari on the landside. No direct adverse impact is expected on these localities except for some of fishermen of Baba, Bhit & Shams Islands who fish in the waters adjacent to the harbour channel. There would be positive impact on these localities as some of them work on boats providing various services to the ships. During construction period, the physical disturbance in the marine environment adjacent to the project site is expected to be from high to phenomenal, which may also spread with the tidal movement. Positive impact is expected in terms of increased commercial activities, as there would be an increase in the number ships calling port.

During construction phase, some delay in traffic may occur, and that would lead to time wastage and delay in supply of goods and services. A proper traffic management plan would be developed and implemented so that vehicular delays are minimized.

During the construction phase, demand for basic amenities such as water and power will increase mainly due to the contractor’s camp, which will put pressure on the existing local infrastructure of the port. Considering the nature and magnitude of the project, pressure on local infrastructure will be short term and limited to construction phase only. The overall impact will be a low positive.



6.3.10 Employment

Labour opportunities for local people in the construction works for the project will provide a temporary and therefore, minor positive impact on the economy of the local communities.

6.3.11Historical, archaeological and cultural property

There is no reported site of archaeological or historical significance at the land acquired for the project. Therefore, there is no impact on archaeological property in the vicinity of project area due to the project.

6.4 Impacts during Operational phase

Operations vary widely among ports depending on the type and volume of materials shipped. However, many activates, such as vehicle maintenance or cargo handling and storage occur at most ports, and have a potential impact on the environment. The reconstructed berths 15-17A will be multipurpose berths suitable for dry bulk cargo, containers, Ro-ro Car carriers and heavy lifts. The subsequent sections present the potential impacts due to the operation of the project.

6.4.1 Water Quality

During the port activities of vessel loading and unloading, handling and storage activities, water pollution could occur because of discharges or accidental release of different types of (hazardous) substances from these vessels. The potential impact on water quality is high. With proper control and management, spills can be avoided and contingency in case of a spill can prevent the impact of spills.

The mitigation measures will ensure the adaptation and observance of required loading and unloading, handling, and storage practices. The impact on water quality is therefore considered insignificant.

6.4.2 Air Quality

The increased number of ships after commissioning of berths will lead to more air emissions and dust at the port. The movement of vehicles transporting cargo will also contribute towards air pollution. In addition, emissions from heavy-duty vehicles operating within the port area and used for cargo transport between the existing port facilities and reconstructed berths will contribute to air emissions. Handling of ships involving shipboard generated wastes, SOx, NOx emission bunkering, disturbance of aquatic organisms due to propulsion etc causing air pollution, phewness for marine life, adverse aesthetic impact etc. There will be minor negative impact on the local environment.

Provision of services such as removal of sludge/garbage/etc wharfs side bunkering, water supply, ship chandler etc causing aesthetical degradation will be ensured. The MARPOL convention aims to prevent air pollution from ships and therefore, sets limits on SO2 and NOx emissions from ship exhausts and prohibits deliberate emissions of ozone-depleting substances. The KPT management is committed to implementing the MARPOL regulations. The Project Director of the KPT and Marine Pollution Control Department will coordinate together for controlling the traffic nuisance and pollution hazards.



6.4.3 Noise and vibration

During the operational phase, heavy vehicles and ships/cargos will be the major source of noise pollution. The loading and unloading process and heavy machinery and cranes will also contribute in the noise pollution.The sound pressure level generated decreases with increase in distance from the source due to wave divergence. An additional decrease in sound pressure level with distance from the source is expected, due to atmospheric effect or its interaction with objects in the transmission path. So its impact on the near by communities is not significant. In order to reduce its impact on human health protective gears will be provided to all the workers.

6.4.4 Waste Management

The Karachi Port operations, as well as vessels calling at the port, will generate solid and liquid wastes and wastewater. Most of the waste produced during the project operation will be the waste from ships. It will consist of waste oil (hazardous waste) and oiled waste – oiled water, oiled materials (hazardous waste), bilge water (hazardous waste), cargo residues, sewage water, and other waste such as food leavings, food packaging material, etc. The port has insufficient facilities for solid waste management. During operation phase the potntial impact will be high. Therefore, a solid waste management plan will be developed and implemented by the KPT, to control this porblem in the port. In addition following necessory equipment/facilities will be needed for the collection of waste: seprate collection of different types of waste generated on board ships; collection truck or collection boat for liquid (oily) waste, containers for collection soild waste, truck for transporting port-generated waste to the designated disposal site, treatment facility for oily lquid waste, and storage tank for liquid waste. The final treatment of each type of waste shall be contracted with legal entities licensed for collection, transport and/or management of such type of waste. Keeping records of type, quantity, place of origin, way and place of storing, treatment and disposal of waste is required. When this system is properly implemented and monitored, the residual impact from generated waste will be minor.

6.4.5 Accidents spills, fires, and other disasters

Increased vessel movements to and from the reconstructed berths could increase the risk of oil container collisions and spillage that result in water and soil pollution, and put human lives at risk with the occurrence of, for example, explosions, fire, and toxic gaseous emissions. Fuel spills that may occur during routine on-or off-loading activities can be carried by storm water into the marine environment and have significant impacts on local quality and marine biota; or leach into soil and groundwater if not suitably covered. The potential impact of operation phase on public health and safety will be high.

The cargo shipped to and from the reconstructed berths will mainly comprise containers; no chemicals or oil are planned to be loaded or unloaded in the port. However, the vessels contain fuel and accidental spills of this fuel can occur in the case of a collision. However, the fuel is limited compared to bulk transport of oil or chemicals, and the impact will be minor when safety regulations are strictly implemented. Nonetheless, mitigation measures will include installing navigation aids to ensure safe transit inside the port; establishing facilities for storing waste materials, fuels, oils, and chemicals at least 20 m away from the water, and not



permitting refuelling within this distance; ensuring that surface runoff from areas surrounded by a bund will pass through oil/grease traps prior to discharge; and installing an emergency response system for hazardous goods and oil leaks. With the adoption of strict measures the potential impacts associated with oil spills or other disasters can be managed to a suitable level of safety and is considered minor.

6.4.6 Benthic Flora and Fauna

During the operational phase, the number of boats/ships/cargos will increase which may lead to increased pollution. An accidental oil spill may also cause a long-term irreversible impact on the benthic flora and fauna, and the adjacent mangroves and green turtles.

A proper schedule for the traffic and cargos will be developed and implemented properly to control and minimize the impacts. All possible measures will be taken so that not to throw solid waste in the marine environment, instead to collect from these ships/cargos and dispose of at proper designated sites.

6.4.7 Impact on local economy

Direct and indirect opportunities for local people to generate income from the reconstructed berths facilities will occur, either through direct labour people to through activities servicing the port and vessels. This is a positive minor but long term impact.

Provision of medical facility may be optional but first aid requirements and treatment of accidental injuries is mandatory.

Provision of canteen where tea and meal is available at subsidized rate is also to be ensured. Maximum job opportunity would be provided to the inhabitants of the nearby localities such as Baba Bhit and Shams Pir Islands etc.

6.5 Positive Impacts of the Project

The project will be instrumental to achieve optimum operational and functional requirements of the KPT to meet the future trade growth targets.There will be saving in freight charges and port operating costs due to availibility de-commissioned berths. Similarly, thre will be saving in demurrages costs due to elimination of off port waiting time.There will be reduction in cost of trade.There will be time savings in loading and unloading of cargo at the Port and reduction of existing cargo handling load on other berths.



7 Environmental Management Plan

7.1 Environmental Management Plan

An Environmental Management Plan (EMP) is necessary to effectively implement and manage the proposed mitigation measures. It provides a delivery mechanism to address the potential impacts of the project activities, and to develop a monitoring program in order to minimize the potential impacts during the construction and operational phases of the project. It is recommended to engage an Independent Monitoring Consultant (IMC) for overseeing the adoption of the mitigation measures. One of the aims of the monitoring program is to actually observe and analyze the project’s impacts, thereby providing the information to help in the design of mitigation measures to reduce the risks associated with the project.

The Environmental Management Plan (EMP), one of the outcomes of the EIA, identifies key areas requiring attention during the project, in particular, (a) what is to be managed and monitored; (b) when and where; (c) by whom; (d) the expected cost for management; and (e) whom to report and follow up if there is an issue that may raise at any phase of the project.

7.1.1 Objectives of the Environmental Management Plan

The primary objectives of the EMP are:

Outline mitigation measures based on the impact assessment in the EIA and define the responsibility and timing for the implementation of these measures.

Develop a monitoring mechanism and identify parameters that can confirm the implementation of the mitigation measures.

Define roles and responsibilities of the project proponent, the KPT for the implementation of EMP and identify areas where these roles and responsibilities can be shared with other stakeholders.

Define the requirements necessary for documenting compliances with the EMP and communicating it to all concerned regulatory agencies.

7.1.2 Structure of the EMP

The EMP consists of the following parts:

Roles and Responsibilities Impact Mitigation Management Matrix Environmental Monitoring Programme Environmental Monitoring Cost estimates Communication and Documentation Change Management Plan Training Programme



7.2 Roles and responsibilities

For the purpose of project implementation, the KPT being the project proponent will be the sole responsible organization for the implementation of the EMP. In addition, monitoring teams will also be involved for compliance and effects monitoring. The general roles and responsibilities of the KPT and the Contractors are detailed in the following sections.

7.2.1 KPT

As project proponent, the KPT will be responsible for ensuring the implementation of the EMP. The Project Director of the KPT will be responsible for overall project operation. The Marine Pollution Control Department, of Karachi Port Trust will liaison with the Contractors and will be responsible for ensuring that all contractual obligations related to design and constructions, as well as environmental and social compliances are met according to the requirements mentioned in the EIA.

7.2.2 The Contractor(s)

The KPT may appoint contractor(s) for carrying out the activities related to the project who will be responsible for implementation of, or adherence to, the provisions of the EIA relevant to their respective areas of services. Overall responsibility for the contractor’s environmental compliance will rest with the person holding the highest management position within the contractor’s organization. The contractor’s Project Manager will be responsible for the effective implementation of the EIA and the EMP. The contractor will designate a Health, Safety and Environment (HSE) officer who will bear the responsibility to ensure implementation of or adherence to the requirements of the EMP.

7.2.3 The supervision consultant

The KPT may appoint an independent supervision consultant who will check out the construction activities, and will be responsible to prepare monthly reports on the project progress. The consultant will maintain records, decisions made at meetings, progress on civil works, certified achievements and milestones, financial records, and any deviations from or changes to the contract plans. The consultant will assist the KPT or contractor in preparing quarterly project progress reports, a project completion report, and monitoring and evaluation reports as required under the agreement.

7.2.4 Planning and Design of the Project

Project DesignThe EIA is based on the description which has been provided by the KPT in the form of PC-1 of the project. Following the approval of the EIA, the KPT will finalise the design of the project and any changes in the design or the requirements of the EIA will be handled through the Change Management Plan provided in the EMP.



ApprovalsObtaining No objection Certificate (NOC) from Pakistan Environment Protection Agency (Pak EPA) will not relieve the KPT or its appointed contractor(s) of any other relevant legal obligations. Hence, the KPT and its appointed contractor(s) will obtain all other relevant clearances and necessary approvals required by the Government of Pakistan prior to commencing of the project or during project execution.

Contractual ProvisionsAdherence to the requirements of the EIA and EMP in terms of environmental compliance and implementation of mitigation measures will be required from all project contractors. Therefore, the EMP will form part of the contracts that may conclude to execute whole or part of the project between the KPT and the contractor(s).

7.2.5 Execution of the Project

Co-ordination with StakeholdersThe KPT will ensure that coordination required with the project stakeholders on environmental and social matters as required by the EMP is maintained throughout the operation.

Environmental Management SystemThe KPT and the contractor(s) will ensure that the mitigation measures mentioned in the EIA are adhered to and Health, Safety and Environment (HSE) protocols are implemented during the execution of the project. The contractor(s) will abide by the relevant contractual provisions relating to the environmental management of physical, biological and socio-economic & cultural environment.

MonitoringThe KPT and its contractor(s)/ supervision consultant will ensure that the project activities is carried out according to the environmental monitoring programme prescribed in the EMP. The KPT will appoint an Environmental Engineer to coordinate and ensure the compliance monitoring and implementation of mitigation measures recommended in the EMP.

Emergency ProceduresThe KPT will prepare contingency plans to deal with any emergency that may arise during the project execution and communicate these to the regulatory agencies, if required by these agencies.

Training



The KPT and its contractor(s) will be responsible for the selection and training of their staff that are capable of executing the project activities in an environmentally safe manner. The KPT and its contractor(s) will be responsible for providing training to their respective staff members on the EIA, the EMP and the implementation requirements provided in the EMP.

Communication and DocumentationThe KPT will ensure that the communication and documentation requirements specified in the EMP are fulfilled during the operation.

RestorationThe KPT and its contractor(s) will be responsible for the final restoration of temporary work areas according to the requirements of the EIA.

7.3 Contractual Provisions

Adherence to the requirements of the EIA and EMP in terms of environmental mitigation will be required from the entire project’s Contractor and thus EMP will form part of their contracts with KPT. The sub contractor shall be responsible for implementing the mitigation measures and monitoring of various environmental parameters. The Project Manager, of the KPT shall monitor the contractor’s performance with respect to EMP implementation.

7.4 Environmental Mitigation Plan

An Environmental Mitigation Plan (Matrix), describing the summary of the impacts and mitigation measures and institutional responsibility is provided in Table 6.2.



Table 7.16: Environmental Mitigation Plan for reconstruction of berths 15-17A and SRB 1& 2 on East Wharves at Karachi Port Project

Activities and Actions

Environmental Issue/ Component

Proposed Mitigation Measures Approximate Location

Institutional Responsibilities Implementing Mitigation Measures

Supervision/ Monitoring

Design and Pre-Construction PhaseStructuresBerths structure

Seismic activities may damage structures

Adequately design all structures based on material/ construction studies that take into account activities up to the seismic scales indicated in the seismic map.

Throughout alignment

Design Consultant must be certified ISO-9001, ISO-14001, ISO-18001.

Marine Pollution control department-KPT

Loss of flora, faunaMagrove forest, and green turtles.

Traffic accidents with wildlife, increase in pollution level will cause adverse impact on the forest and its biodiversity.

Incorporate cautionary signage to raise attention of berths’ users for wildlife crossing in area at risk. Avoid or minimize marine pollution. Removal of debris, and solid waste from the berths area, and the port at regular intervals.

Disturbance to ecologically sensitive areas adjacent to or near the project area.

Contractor Marine Pollution control department-KPT

Maintaining air quality and noise levelsIncrease of ships/cargo intensity

Increase of air and noise pollution and associated health risks for

Incorporate technical design features that enable continual traffic flux and avoid congestions (e.g. signboards, speed limits).

Throughout alignment









the port users. Noise vibration and shock effects

Disturbance to aquatic flora and fauna

Identification of the most significant sources of noise during the construction and operation of the proposed project (including frequency and nature of noise).Identification of main receptors for acoustic impacts (e g surrounding communities and businesses).Impacts identification of vibration and shock on existing port infrastructure

Effect on marine ecology


Soil and Burrow MaterialExcavation of earth from burrow areas (designated sites)

Change of soil characteristics; loss of topsoil in that location.

Burrowing of materials, confining to already defined burrow pits.Contractor needs to obtain approval from KPT for excavation and for plan of rehabilitating the site after excavation.

Where applicable Contractor Marine Pollution control department-KPT

Acquisition of conglomerate and rocky sub-base material

Degradation, alteration of surface and land-use conflicts

Excavation in farmlands, Riverbed and embankment vicinity will be prohibited.


Demolition material disposal and transportation

Transport of the dredged material from the projet site

Safe transport of the demolition material through use of well maintained vehicals and proper training of the drivers









to the disposal site.

material to the designated disposal site may cause accident, spill from veichels.

CONSTRUCTION PHASECamp Site Sanitation & waste disposal facilities at camp

Health risks to work force if not properly managed

The Contractor will provide a proper waste management plan.The sewerage system for the camp will be properly designed and built so that no water pollution takes place.

At waste collection and latrine sites of camp


Construction Works Work safety and hygienic conditions

Health risks if work conditions provide unsafe and/or unfavorable work conditions

Obligatory insurance against accidents to work labourers Providing basic medical training to specified work staff, and basic medical service and supplies to workersLayout plan for camp site, to be approved by the KPT indicating safety measures taken by the contractor, e.g. fire fighting equipment, safe storage of hazardous material, first aid, security, fencing, and contingency measures in case of accidents;Work safety measures and good workmanship practices are to be followed by the contractor to ensure no

Valid for entire construction areaThroughout operation of work camp









health risks for labourers; Protection devices (ear muffs) will be provided to the workers in the vicinity of high noise generating machines.Provision of adequate sanitation, washing, cooking and dormitory facilities, including light up to the satisfaction, approved by KPT.Proper maintenance of facilities for workers will be monitored

Camp site and office building security

Security hazards and related conflicts

Proper storage and fencing/locking of storage rooms containing hazardous materialEmployment of guard for storage rooms.Provision of adequate security against sabotage and petrol theft.

At Construction camp


Water quality Impact on seawater quality from site runnoff,Sie-laiden runoff during rain events may generate localized plumes with concentrations of suspended solids

Prevent excessive generation of runoff (such as setting pond) to minimize the potential of such effluents reaching the marine environment.Apply regular monitoring of the project site of heavy machinery

Project site Contractor Marine Pollution control department-KPT

Dredging Turbidy, smothering/remo

The KPT should carry out dredging in At the construction site.

Contractor Marine Pollution control








val organisms, and reduced water quality.Excavation of sediments at the bed, loss material during transport to the surface, overflow from the dredger whilst loading and loss of material from the dredger and/or pipelines during transport

accordance with MARPOL

The dredging will be carried out in the presence of environmental officer from MCPD, at a specified depth, properly handled and loading and transport.

The dredged material will be disposed off in accordance with MARPOL protocol.

department-KPT

Creation of construction waste material

Contamination of soil from construction wastes and quarry materials

All spoils will be disposed off as desired and the site will be restored back to its original conditions before handing over.Non-bituminous wastes from construction activities will be dumped in sites approved by the KPT in line with the legal prescriptions for dumpsites, and covered with a layer of the conserved topsoil.Bituminous wastes will first be recycled if it is not possible then be disposed off in an identified dumping site.

All construction sites and entire project area


Movement of vehicles in the construction site and along

Soil compaction and alteration of percolation and vegetation

Identification of additional traffic volumes, routes and vehicle types generated during the construction and









the haulage routes

pattern;Damage to properties and utilitiesImpacts of road-based transport associated with construction activities on traffic movements in port and nearby road infrastructure

operation of the proposed activities.A reliable transport service for workers that is punctual will reduce the need for workers to use other modes of transport like cars and taxis that result in greater peak hour traffic congestion.Transport contrators –properly trained drivers and well maintained vehicals must be used during the construction and operational phases of the developemntDamages will be instantly repaired and/or compensated at Contractor’s obligationWater and soil quality will be monitored as envisaged in the Environmental Monitoring Plan.

Vehicles movement, maintenance and fuelling of construction vehicles

Contamination of soil and groundwater

Construction vehicles and equipment will be properly maintained and refuelled in such way that oil/diesel spillage does not contaminate the soil. Fuel storage and refuelling sites will be kept away from drainage channels.Oil and grease traps will be provided at fuelling locations, to prevent contamination of water.Unusable debris shall be dumped in nearest dumpsite.Waste oil and oil soaked cotton/ cloth shall be sold off to authorized vendors

Throughout the project alignment.









Water quality will be monitored as envisaged in the Environmental Monitoring Plan.

Burrow pit land lease agreement

Land disputes, Soil erosion, loss of potential crop land, loss of vegetationand landscape degradation

The Contractor must obtain any necessary permits for Burrow pits from the competent authorities, including KPT and city administration.In Burrow pits, the depth of the pit will be regulated so that the sides of the excavation will have a slope not steeper than 1: 4. Soil erosion along the Burrow pit shall be regularly checked to prevent / mitigate impacts on adjacent lands. In case burrowed pits fill with water, measures shall be taken to prevent the creation of mosquito-breeding sites


Water PollutionUse of water for construction and consumption

Conflict with local water demand

The contractor will make arrangements for water required for construction in such a way that the water availability and supply to nearby communities remains unaffected.

Throughout the Project Area

Earth- and stonework and other construction activities affecting water

Contamination of water due to construction waste

All necessary precautions will be taken to construct temporary or permanent devices to prevent water pollution due to increased siltation and turbidity.Wastes must be collected, stored and taken to an approved disposal site.

Throughout the Project Area









resourcesAccidental leakage or spillage of fuel and oil from construction machinery.

Impacts from leakage or spillage

Contractor will prepare guidelines and procedures for immediate clean-up actions following any spillages of oil, fuel or chemical.Observe good operating practices and proper maintenance of plant and equippment (bulldozers, trucks etc).Establish locationss for storing wsaste materials, fuels, oils, chemicals, and equipment that are as far from the water as possible.Provide all fuel tankers and chemical storage areas with locks and be sited on sealed areas.

Project site Contractor Marine Pollution control department-KPT

On-site generated sewage and wastewater affecting the quality of water

Impacts from waste water

Install waste water treatment plant. Projectsite Contractor Marine Pollution control department-KPT

Soil QualityPossible acid or other leachate from dredged, stocked material.

Impact on soil quality

Ensure that the dredged materials to be disposed of are not conntaminated (or mixed) with hazardous/toxic wastes.

Dredged material disposal site.


Air Pollution Control








Vehicular movement and running of machineries

Emission from construction vehicles and machinery, causing public health risks, nuisance and other impacts on the bio-physical environment

All vehicles, equipment and machinery shall be regularly maintained in good conditionto ensure that the pollution emission levels conform to the NEQS of Pkistan.Air quality parameters will be monitored at determined sites and schedule determined by the KPT or then by Consultant.

Project area Contractor Marine Pollution control department-KPT

Running of concret plants, crushers, etc.,

Dust generation from construction machineries causing health risks to operating workers, impact on bio-physical environment

Ensure precautions to reduce the level of dust emissions from, hot mix plants, crushers and batching plants will be taken up, e.g. providing them, as applicable, with protection canvasses and dust extraction units. Mixing equipment will be well sealed and equipped as per existing standards. Water will be sprayed on the lime/ cement and earth mixing sites.Work safety measures like dust masks, special shoes, and gloves shall be provided by the contractor to ensure no health risks for operators.

At sites of hot mix plant


Noise and VibrationRunning of construction machinery

Noise from use of heavy machinery, and vehicles

The plant and equipment used for construction will strictly conform to noise standards specified in the NEQS.Vehicles and equipment used will be fitted as applicable, with silencers and

Project site. Contractor Marine Pollution control department-KPT








Noise emissions fron use of dredging machinery and eqipment.Noise emissions from pile driving.

properly maintained. In accordance with the Environmental Monitoring Plan, noise measurements will be carried out at locations and schedule specified to ensure the effectiveness of mitigation measures. Best practice measures are recommended to retain noise emissions to a practicable minimum.Silent (hydraulic pile will be applied. No pile driving should take place from 1900 hours to 0700 hours.

Fauna and FloraAccess to sensitive areas and fragile ecosystem

Wildlife poaching, collection of wild plants, damage to mangrooves, and disturbance of ecosystem.

The use of fire wood for cooking and execution of works will be prohibitedNo open fires will be allowedStrict instructions from the Contractor to work staff (particularly the cooks) with respect to poaching local wildlife Patrolling and enforcement.

Near sensitive areas


Due to dreging and turbidity, disposal of dredged material in sea water may affect the nesting grounds of

Damage to benthic flora and fauna

Dredged material should be disposed at a designated site by consultation with KPT and local fishermen.

Dredged material should be dumped in open sea, to reduce its impact on bemthic flora and fauna.

Contractor in consultation with local community in identification of such places.

Marine Pollution control department-KPT








aquatic fauna.Health, Safety and Community LifeVehicular movement at construction sites and access/service roads

Health, safety and enviroonemntai issues

Timely public notification on planned construction work.Close consultation with local communities to identify optimal solutions for diversions to maintain community integrity & social links Seeking cooperation with local education facilities (school teachers) for road safety campaignsProvision of proper safety signage, particularly at urban areas and at sensitive/ accident-prone areas.Setting up speed limits in close consultation with the local stakeholdersEnsure proper lighting at auxiliary facilities such as bus stands, taxi stands, passengers waiting sheds etc. If identified, consider guard rails at accident-prone stretches and sensitive locations (schools).

Throughout Project , particularly near the settlements and sensitive locations (schools, health centres, etc)


Accidents, fall/slip in the water, injuries, fire hazards, etc

Health and safety of the workers

All the workers will be provided with safety shoes, life jackets, life ring, dust mask, safety eye glasses, safety belts with harness, safety helmets, hand gloves.


Provisions of temporary labour

Impact on local economy

Prefer hiring of local people for job oppertunities.

Project site








oppertunities for local people.OPERATIONAL PHASEWater and SoilVehicular movement

Contamination from spills due to traffic and accidents

The spills at the accident sites will be cleared immediately and disposed off properly

Along the reconstructed berths and SRBs.

KPT. Marine Pollution control department.

Water pollution as a result of loading and unloading, handling and stirage, and discharges or accidental relaeses of different types of (hazardous_ subatances from vessels.

Impact on water quality

Ensure the adoptation and observance of required loading and unloading, handling, and storage practices.

Reconstructed berths

KPT. Marine Pollution control department.

Ambient Air QualityEmission from heavy duty vehicles operating within the port area, and the

Impacts on air quality

Regular road maintenance to ensure good surface conditions.Speed limits in sensitive areas Monitoring air quality at per defined schedule


KPT. Marine Pollution control department








maneuvering of vessels and handling of containers result in air emissions from (diesel) engines.

Enforcement and penalties against traffic rules violators.Comply with annex VI of the MARPOL Convention, which aims at the prevention of air pollution from ships and hence sets limits on sulfur oxide and nitrogen oxide emissions from ship exhausts. Ensure that emission of polluted air from heavy-duty vehicles operating within the port area will not reach the nearest settlement area.

Noise level and vibrationVehicular/cargo/ships movement

Traffic-related noise pollution and vibrations from engines, tires and use of (pressure) horns

Ensuring that noise emission is within the allowable level as per NEQS of Pakistan.Enforcement and penalties against traffic rules violators.

Reconstructed berths and SRBs.


Soild wasteSoild waste and wastewater generation from reconstructed berths operations and those brought in by

Impact from waste generation

The KPT to apply appropriate procedures, in agreement with national and international regulations, for the namdling and storage of hazardous cargoes and waste enerated b handling and storage of this type of cargoes.Follow th eguideliens of MARPOL convention and install the following facilitieds for the waste stream; oily waste and blige water; general


KPT Marine Pollution control department








calling vessels.

household waste (ship generated solid waste) from ships; and wastes related to (un)loading and stirage of goods.Make avalible the following necessory equipment/facilities for the collection boat for liquid (oily) waste, containers for he collection of solid waste, truck for the transport to the disposal site of port-generated waste, tratment facility for the treatment of oily liquid waste, storage tank for liquid waste.Apply common waste principles of reduce, reuse, recycle waste, treat and if not viable, eventually dispose of waste to disposal site.

Fauna and flora Vehicular/cargos/ships movement

Impacts on wildlife

Setting up speed limits.Provision of proper safety signage.Proper lighting arrangements at harbour.Display of signboards alerting drivers’ attention on wildlife and environmental issues related to safe driving and wildlife encounters. Special education signboards at times when migratory birds tend to approach the harbour.



Road safetyVehicular movement

Accidents involving

In case of spillage, the report to At any location where accident

KPT. Marine Pollution control








hazardous materials

relevant departments will be made.Efforts will be made to clean the spills of oil, toxic chemicals etc. as early as possible.

occurs department

Increased vessel movements increaes the risk of oil spillage, collisions, and fires, spills during fueling or maintenance.

Impacts from accidents, spills, fires, and other disasters

Facilities and equipment for unloading bulk cargo shall be regularly maintained and kept in condition stipulated by the standards. Persons performing the job of unloading bulk cargo shall be professionally educated and trained in terms of unloading safety and shall be provided with adequate protection outfit. Review and update existing oil spill contingency plans of the KPT. Establish facilities fro stroring waste materials, fuels, oils, chemicals at least 20 m away from the water, no refuelling within this distance.Install an emergency response system for hazardous goods and oil leaks.

AT berths 15-17A and SRB’s 1-2.




7.5 Existing monitoring regime of the harbour

The Karachi Port Trust, being the owners of the project, bear a major responsibility for ensuring that neither the environment of the project area nor that of the city are in any way influenced adversely by the project or any of its activities during construction and operational phases. The KPT has entrusted environmental monitoring of the harbour to MPCD and their existing monitoring regime is as follows:

a) Harbour Cleaning

Presently, there are five boats are involved in removal of debris from harbour surface water on a daily basis. Furthermore, solid floatation booms are deployed at strategic locations to collect any floating debris.

b) Harbour Surveillance.

The KPT strictly carry out surveillance of the Harbour on daily basis specifying presence of pollutant entered through specified notations

In addition, if there is any evidence/indication of pollution caused by any ship, craft, or cargo operations, the polluter is issued a memorandum and subsequently penalized by the KPT.

c) Inspection of Ships for implementation of MARPOL 73/78All ship calling Karachi are inspected by MPCD of the KPT in accordance with International Convention MARPOL73/78. This inspection ensures that the ship does not cause any pollution in the harbour. Records related to production and disposal of oil sludge/plastic during past six months are checked to verify if the ship has discharged this stuff in the oceans, which is strictly prohibited.

The ships bilge water overboard discharge valves are required to be kept chained and locked in the Harbour. Performance of oily water separator is checked and it is ensured that the ship does not have any connection through which oily bilges can be pumped overboard without passing through oily water separator even in open oceans. The inspection is conducted very strictly and in case of any contravention, the ship is issued warnings and subsequently penalized. The penalties have created sufficient deterrent and the Harbour has acquired cleaner surface in the context of oil pollution.

d) Shore Reception Facility

The ships calling port need a facility where they can discharge their oily wastes and garbage generated during sea passage.

The facility is provided to ships through private contractors licensed by the KPT for the purpose. The activities of the contractors from receiving the waste to its final disposal are monitored by MPCD (Marine Pollution Control Department), KPT.



e) Promotion of Awareness

Besides operational activities, the department promotes environmental awareness among the public in particular port user, visitors and inhabitants of localities in the harbour area.

f) Oil Spill Response & Exercises

Regular oil spill response exercises are conducted on monthly basis. Health, Safety and Environment (HSE) personnel of oil companies and other stakeholders are invited to witness these exercises on quarterly basis.

g) Training on Oil Spill Response

From time to time, the KPT conducts a training programme on Oil Spill Response for the stakeholders including Oil Companies, Pakistan Navy, MSA, Port Authorities and others stakeholders participated in the Workshop. Besides application of Policies/ Standard Operating Procedures (SOPs) on proposed project as mentioned above, a project specific Environmental Management Plan is also proposed.

7.6 Environmental Monitoring Plan

7.6.1 Objectives of Environmental Monitoring

The environmental monitoring programme will comprise of compliance monitoring, effects monitoring and post project monitoring with the objectives as described for each case as follows:

Compliance Monitoring - to check compliance of the contractor(s) and the KPT or MPCD with the EMP

Effects Monitoring - to monitor impacts of the project activities in which there has been a level of uncertainty in prediction such as impacts on vegetation and to recommend mitigation measures if the impacts are assessed to be in excess of or different from those assessed in the EIA.

Post Project Monitoring – to monitor residual impacts and complete restoration of sites.

Environmental monitoring is normally undertaken during both the construction and operational phases to ensure the effectiveness of the proposed mitigation measures.

7.6.2 Compliance Monitoring

The compliance monitoring is principally a tool to ensure that the environmental control measures required in the EIA are strictly adhered to during the project activity. The objectives of compliance monitoring will be to:

Systematically observe the project activities. Verify that the activities are undertaken in compliance with the EIA

and EMP.



Document and communicate any non-compliance so that any corrective measures required can be taken in a timely fashion.

Maintain a record of all incidents of environmental significance and related actions.

Prepare periodic reports of the environmental performance of the project.

The mitigation plan will be used to monitor compliance. Where required, checklists will be used when monitoring compliance.

Compliance monitoring will be the responsibility of all organizations involved in the project, that is, KPT, contractors, suppliers and supervision consultants. It will be carried out at the following levels:

The KPT’s field staff Supervision consultant’s supervisory staff The construction contractors’ environment officers Suppliers

7.6.3 Effects Monitoring

Broadly, effects monitoring has the following objectives:

To verify that the impact of the proposed project is within acceptable limits

To facilitate research and development by documenting those effects of the proposed project that can be used to validate impact-prediction techniques and provide a basis for more accurate predictions of future impacts

To immediately warn the project proponent and the regulatory agencies of unanticipated adverse effects or sudden changes in impact trends so that corrective actions can be undertaken, which may include modifications in the proposed activities or inclusion of modified or additional mitigation measures

To provide information to plan and control the timing, location, and level of certain project activities so that their impact is minimised

The common theme of the above objectives is the proper management of environmental risks and uncertainties. The EIA predicts the impact of the proposed project based on available information on the environment and the natural processes that link various environmental parameters. Based on this prediction, mitigation measures are introduced such that the predicted residual impact does not exceed acceptable levels. However, there is always an element of uncertainty in such predictions due to an insufficient grasp of the processes, limitations in prediction techniques, or inadequate data on the environment. This is true for the physical, biological, as well as socioeconomic environment. Consequently, it is possible that even if control measures are implemented fully,



the negative impact will exceed acceptable limits. The recommended effects monitoring protocols are provided in Tables 7-3, 7-4 and 7.5 for the pre-construction, construction and operational phases of the proposed project respectively.

A team including the KPT Environmental Manager will conduct the monitoring programme. A senior member of on site management staff will lead the monitoring team.

Frequent round/surveillance of the area is to be conducted by the inspector of Independent Monitoring Consultant (IMC) for in-time detection of pollutants/polluter and remedial measures. IMC should also ensure compliance with procedures that are part of mitigating measures, such as low-speed, no engine-idling and no-horn disciplines on the access road.

The summary of cost estimates for environmental monitoring and cost for f capacity building of MPCD is given in table 7.6

7.6.4 Capacity building of MPCD

There is a need to upgrade the existing capacity of MPCD to carry out environmental monitoring of the harbour. During the project construction phase, MPCD will have the capacity to carry out sea water and sub soil quality analysis. There is a need for an Environmental Officer to assist Marine Environment Unit of MPCD in all matters related to the environment. Similarly, MPCD lacks laboratory equipment specially mobile environmental laboratory to able to carry out environmental analysis at the spot. There is general lack of office equipment like laptops and communication equipment.

The EIA recommends capacity building of MPCD with a block allocation of Rs 10 m for procurement of a mobile laboratory, up gradation of existing laboratory, office and communication equipment as staff training in environmental monitoring and compliance.

7.6.5 Post-project Monitoring

The objective of this monitoring will be to determine the level of residual impacts of the project activities on physical, biological and socio-economic receptors in the project area. The monitoring will start one month after the termination of all project-related activities in the project area. As a part of the post-project monitoring, restoration of sites will also be checked.



Table 7.17: Environmental Monitoring Plan during pre-construction (baseline) phase for reconstruction of berths 15-17A and SRBs 1&2 on East Wharves at Karachi Port Project

Environmental Component

Parameters Locations Frequency Standards Implementation Supervision

Sea-Water quality pH, BOD, COD, TDS, TSS, DO, HG, NH4, coliforms hardness, nitrate, hydrocarbon, Pb, oil and greace, and cyanide.

1. Berth # 152. Chinna Creek Upper Harbour3. Berth # 5 middle harbour4. Oil Pier 5. NMB Wraf6. Near fair buoy

All the sea water quality sampling will be carried out in low and high tide on monthly basis.

MPCD KPT

Air quality PM10, SO2,NOx and COx .

On east wharves Once before the commencement of construction work

NEQS MPCD KPT

Aquatic flora and fauna

Once before the commencement of construction work

MPCD KPT

Noise Levels noise level (dBA)

Only at one site where air quality analysis are carried out near berth no. 16


EPA Ambient Noise standards

MPCD KPT

Sub-sea soil Chemical composition of sediments

1. Berth # 152. Chinna Creek Upper Harbour3. Berth # 5 middle harbour4. Oil Pier


Standard laboratory methods

MPCD KPT




Parameters Locations Frequency Standards Implementation Supervision

5. NMB Wraf6. Near fair buoy

Table 7.18: Environmental Monitoring Plan during construction phase for reconstruction of berths 15-17A and SRB’s on East wharves

Environmental Component Parameters Locations Frequency Standards Implementation Supervision

Air Quality PM10, SO2,NOx and COx .

At construction site berth number 16

One monthly WHO/USEPA guidelines, NEQS

MPCD Independent Monitoring Consultant




Sea-Water Quality

pH, BOD, COD, TDS, TSS, DO, HG, NH4, coliforms hardness, nitrate, hydrocarbon, Pb, oil and greace, and cyanide


All the sea water quality sampling will be carried out in low and high tide on monthly basis.

WHO andNEQS


Noise Levels dBA Only at one site where air quality analysis are carried out near berth no. 16

Once monthly EPA Ambient Noise standards


Dredging/Transorpt and disposal of dredged material

Visual checks to assess the situation

Near east wharves (construction site)

Once during dredging activity,


Solid waste Visual checks to assess the situation.

At contractor’s camp and construction site

Once monthly Monitoring that solid waste dispose off properly.





Health Safety of workers

Visual checks to assess the situation.

At construction site

Once monthly Monitoring of the health and safety of workers

KPT Independent Monitoring Consultant

Benthic Flora & Fauna

Visual checks to assess the situation.

Twice;1.Sea water,2.At the construction site

Once during construction period


Mangrove Plantation

Visual inspectionof plant species survival rate andstatus of maintenance

(1) At sites where plantation was carried out

1month after plantation, 3months6months,and12 months afterPlantation

75 % survival rate


Sub-sea soil Chemical composition of sediments



Standard laboratory methods

MPCD KPT



Table 7.19: Environmental Monitoring Plan during operational phase for reconstruction of berths 15-17A and SRB 1& 2 on East Wharves at Karachi Port Project


Parameters Locations Frequency Standards Implementation

Supervision

Mangrove plantation

Visual inspectionOf plant speciessurvival rate andstatus ofmaintenance

At sites where plantation was carried out

(1) 2.5 years after plantation

75% survival rate

MPCD KPT

Traffic Rules Compliance

(1)Faulty, overloaded and speeding vehicles (2)Maintenance of vehicals

On east wharves Quarterly basis. To be determined

KPT KPT

Air Quality PM10, SO2,NOx and COx .

On east wharves 2 location.-berth 16 - SRB2.

Once in a year NEQS, World bank guidelines

MPCD KPT

Noise and vibration

Monitoring, sampling, onsite checking, comparison with previous records

On east wharves at 2 location.-berth 16 - SRB2.

Once in a year NEQS, World bank guidelines

MPCD KPT

Sea-Water Quality

pH, BOD, COD, TDS, TSS, DO, HG, NH4, coliforms hardness, nitrate, hydrocarbon, Pb, oil and greace and cyanide


All the sea water quality sampling will be carried out in low and high tide on quarterly basis.

NEQS, World bank guidelines

MPCD KPT




Parameters Locations Frequency Standards Implementation

Supervision

Sub-sea soil Monitoring, sampling, laboratory analysis, comparison with previous records (pH,organic, phenol, cyanide, oil &grease, Mn, Fe, Pb, Arsenic, Hg, Cr etc)


Once in a year World bank guidelines

MPCD KPT

Benthic flora & fauna

Visual checks and sampling of benthic material to assess the situation.

Sea water Once in a year Compariosn with previous records.

MPCD KPT

Health and Safety of workers

Accidents, visual inspection, diseases or accidents reported.

At berths 15-17A and SRB’s 1-2.

On quaterly basis KPT health, safety and environemntal manuual.

KPT KPT

Accidents (Loading and unloading)

Inspection and record checking.

At the berth# 15-17 and SRB’s 1-2 at East Wharves

On quaterly basis KPT health, safety and environemntal manuual.

KPT KPT



Table 7-20: Summary of Cost Estimates for Environmental Monitoring and capacity building cost for MPCD(Values are in Rupees)

Project Stage Parameters Cost per location

# of locations Total Amount (Rs) Monitoring period

(Rs) Environmental Monitoring Cost baseline Pre-construction

Air quality 24,000.00 one location 48,000.00 on quarterly basis during 6 six months base line data phase

Sea-Water Quality 20,000.00 six locations 720,000.00 every month for six months base line data phase

Noise 2000 one location 4000 on quarterly basis during 6 six months base line data phase

Sub total 772,000.00 Construction Air quality 24000 one location 240,000.00 on quarterly basis for 30 months

Sea-Water Quality 20000 six locations 3,600,000.00 on monthly basis for 30 monthsNoise 2000 one location 20,000.00 on quarterly basis for 30 months

Sub total 3,860,000.00Operation Air Quality 24000 two locations 576000 on quarterly basis for 36 months

Sea-Water Quality 20000 six locations 4320000 on monthly basis for 36 monthsNoise 2000 two locations 48000 on quarterly basis for 36 months

Sub Total 4,944,000 To be paid by KPT MPCD Capacity building

Environment, Health and safety officer

125000 at MPCD 3750000 One officer for 30 months

Office and communication charges

at MPCD 500000 Once during 30 months

MPCD laboratory at MPCD 500,000 Once during 30 monthsProcurement of mobile lab for MPCD

at MPCD 2,000,000 Once during 30 months

6,750,000.00 Grand Total 16,326,000.00



7.7 Training Programme

Environmental training will form part of the environmental management system. The training will be directed towards raising the awareness of all personnel on key environmental issues related to the project activities and the importance of adopting mitigation measures to minimize these impacts.

Objectives

The objective of training programme is to ensure that the requirements of the EIA and EMP are clearly understood and followed throughout the project. The trainings to the staff will help in communicating environmental related restrictions specified in the EIA and EMP

7.7.1 Roles and Responsibilities

The contractors will be primarily responsible for providing environmental training to all project personnel on potential environmental issues of the project. The contractors will be responsible to arrange trainings and ensure the presence of the relevant staff.

7.7.2 Training Programme

The environmental awareness, EIA and EMP training will be carried out for key staff involved during different phases of the project. A training program containing the suggested outline for project activities, key personnel whom the training needs to be imparted and the suggested contents is provided in Table

7.7.3 Training Log

The project contractors will be required to maintain a training log that must include the following:

Topic discussed. Date, Time and location. Trainer. Participants / Attendees.

7.7.4 Training Needs Assessment

In addition to the training specified in the training log, special/additional trainings will be provided during the project activity. The criteria to assess the need of such special training will be based on the following:

When a specified percentage of staff is newly inducted in the project. When any non-compliance is repeatedly reported, refresher training will

be organized addressing the particular issue.

Karachi Port Trust Conclusions and RecommendationsFinal Report of 157


When any incident/accident of minor or major nature occurs Arrival of new contractor/sub contractor Start of any new process/activity

Training will be provided to project personnel in the following areas:

Use of safety equipment, including protective clothing and, Hearing protection, wherever applicable, Fire Fighting and emergency response for accidents like oil spills, Sampling of wastewater and other effluents, Air monitoring, noise and vibration monitoring , Road safety practices, Project/terminal safety practices, Preparation against natural disaster, such as earthquakes and storms, Solid Waste Management, Oil spill accidents, Pollution Incident and Oil Spill Reporting System.

The above training programme would be conducted by Marine Pollution Control Department jointly with Safety Department under the umbrella of Training and Education Department.Table 7.7 presents the training programme.

Table 7.21: Environmental Training Programme

Staff Training Contents TimingsSelected management staff of KPT and the contractor

Introduction to project EIA and EMP EMP communication, documentation and

monitoring and reporting requirements

Prior to start of any project activities

All site personnel (including locally hired staff)

Site induction training on Health Safety and Environment system and requirements

Environmental sensitivities of the project area

Communication of environmental problems to appropriate officers

Hazardous and non-hazardous waste management

Waste disposal Wildlife Protection

At the time of entering Terminal Facility

Prior to start of work

Construction supervisors

EMP communication, documentation and monitoring requirements

Good construction practices Dust emissions prevention and control

during construction phase

Prior to start of construction activities

Emergency Fire fighting Emergency response including oil and

Prior to start of operation of



Staff Training Contents Timingsresponse teams chemical spill terminal facility

and power plant

Drivers Road safety Road restrictions Vehicle restrictions Waste disposal Defensive driving Transportation of construction materials

At the time of induction of drivers

Camp staff Camp operations Waste disposal House keeping

At the time of induction of camp staff

Restoration team Restoration requirements Oil spill contingency plan

Prior to start of restoration activities

7.8 Change Management Plan

The EIA for reconstruction of berths 15-17A and SRB 1& 2 on East Wharves at Karachi Port Project recognize that changes in the EMP may be required and therefore provides a Change Management Plan to manage such changes. Overall responsibility for the preparation of change management statements will lie with the Project Manager, KPT.

7.8.1 Changes to the EMP

The EIA and the EMP have been developed based on the best possible information available at the time of the EIA study. However, it is possible that during the construction and operation phase some aspects of the EMP will need to be changed owing to their non-applicability in a certain area of operation or the need for additional mitigation measures based on the findings of environmental monitoring during the construction and operation phase. In such cases, following actions shall be taken.

A meeting will be held between KPT, concerned contractor and D&S consultant. During the meeting, the proposed deviation from the EMP, planning and designing will be discussed and agreed upon by all parties.

Based on the discussion during the meeting, a change report will be produced collectively, which will include the original EMP clause/plan or design, the change that has been agreed upon, and the reasons for the change.

The report will be signed by all the parties and will be filed at the site office. A copy of the report will be sent to KPT and contractor head offices.

All relevant project personnel will be informed of the change.The changes in the scope of the project can be categorized as a first, second or a third order change depending upon the level of deviation from original design/scope. These three types of changes are described below.



First OrderA first order change is one that leads to a significant departure from the project described or the impacts assessed in the EIA and consequently require a reassessment of the environmental impacts associated with the change. The action required in such changes will to reassess the environmental impacts of the proposed change and sent the reassessment report to Pak-EPA for approval.

Second orderA second order change is one that does not result in the change in project description or impacts that are significantly different from those detailed in the EIA. Examples of second order changes include slight changes to terminal layout plan etc. The required action for such changes is to reassess the impact of the activity on the environment and specify additional mitigation measures if required and report the changes to Pak-EPA.

Third OrderA third order change is one that does not result in impacts above those already assessed in the EIA, rather these may be made on site to minimise the impact of an activity. The only action required for such changes will be to record the change in the Change Record Register.

7.9 Communication and documentation

7.9.1 Meetings

Two kinds of environmental meetings will take place during the project:

i) Kick-off meetingsPrior to commencement of work, a meeting will be held on-site to discuss implementation of the EMP, show commitment to adhere with the EMP and check readiness of the contractors to start the project. Relevant management staff will attend the meeting from KPT, contractors and D&S consultant.

ii) Daily & Weekly Meetings and ReportsA daily meeting will be held during the construction phase to discuss the environmental management during the operational phase, non-compliances noted and their remedial measures. The meetings will be recorded in the Weekly Environmental Report (WER).

The weekly environmental reporting will be used to review the performance of the operation by reviewing the number of non-conformances and the environmental incidences that occurred during the reporting period, progress on daily action items and to list recommendations for additional controls, mitigation measures or monitoring requirements.

The report will be communicated to KPT management and senior members of the contractors. The report will include:

Summary of weekly project activities. Non-compliances observed and mitigation measures taken or required.

During operation phase, environmental issues will be discussed in weekly operational meetings.



7.9.2 Social Complaints Register

A register of complaints will be maintained during construction and operation phase to record complaints, grievances and suggestions of locals. Measures taken to mitigate or address these complaints will also be documented. All community complaints received will be sent to the KPT management for further action.

7.9.3 Photographic Record

The KPT will ensure that a photographic record including the following is maintained.

All areas used by the project activities; before use, during use and after restoration.

Key non-compliances. Key project activities.

7.9.4 Environmental Reporting

The requirements related to environmental reporting after approval of the EIA are as follows:

After receiving approval from Pak-EPA, KPT will acknowledge acceptance of the conditions of approval by executing an undertaking in the form prescribed in Schedule VII of the 2000 Regulations.

After the end of construction phase of the project, KPT will obtain a confirmation from Pak-EPA that the requirements of the EIA and the conditions of approval have been duly complied with. Pak-EPA in granting the confirmation of compliance may impose any additional control regarding the environmental management of the project or the operation, as it deems necessary.

KPT will prepare and submit an annual report each year to Pak-EPA summarizing the terminal activities, any modifications or extensions, and environmental performance of the terminal operations etc. Effects monitoring reports related to physical, biological and socio-economic environment will also become part of this annual report.

7.10 Cost estimation

7.10.1 Implementation of Environmental Management Plan

Implementation of EMP will be the responsibility of Marine Pollution Control Department of KPT authority.

7.10.2 Costing of proposed Mitigation Measures

Costing of all the mitigation measures will be included in the tender documents of the project. However, the marine pollution control department of Karachi Port



Trust will conduct some of the laboratory analysis for seawater, sub-sea soil and air quality.

7.10.3 Environmental Monitoring Program

Environmental monitoring plan has been provided in this EIA report, for the pre-construction, construction and operational phase of the proposed project. Environmental components, its parameters, standards to be followed, frequency and the implementation and supervision body are mentioned in the monitoring plan.

7.10.4 Hiring of experts and monitoring personnel

As MPCD of KPT will be responsible for overall monitoring of project activities, they have a well-qualified staff. However, hiring of experts such as an environmental engineer and environmental health and safety manager, will be done by MPCD for this project. A total of Rs. 27.211 million is allocated for environmental assessment in PC1.

7.10.5 Hiring/deployment of workboat

The costing for hiring/deployment of the workboat will be part of tender documents of the proposed project.



8 Conclusions and Recommendations

This Chapter presents the assessment of the possible environmental impact of reconstruction of berths 15-17A and SRB’s 1 & 2 at Karachi Port Project.

The Karachi Port Trust (KPT) has planned to undertake the reconstruction of berths 15-17A and Ship Repair Berth’s (SBR’s) on East Wharves at the port of Karachi.

In order to comply with the regulatory requirements of the environmental laws of Pakistan, the Marine Pollution Control Department (MPCD) of the KPT has conducted an Environmental Impact Assessment (EIA) of the project.

The approach adopted for conducting EIA of the project is in line with the requirements of the Pakistan Environmental Protection Agency (Review of IEE/EIA), Regulations 2000. The project have been assessed in compliance with existing legal framework relating to the environment in Pakistan.

The KPT will ensure that the pre-construction, construction and operational stages of the project are in accordance with the recommendations of the EIA report and the Environmental Management Plan (EMP) be implemented in an effective manner. The project aims to provide optimum marine terminal facilities for cargo handling, forecasted import and export cargo for the next thirty years for the Karachi Port and replacement of non-operational berths 15-17A and SRB’s 1 & 2.

The project, on completion, will provide 922 m of modern, efficient and high throughput multipurpose cargo handling berths, capable of accommodating bulk vessels of 100,000 DWT with a draft of 15.5 m, container vessels of 13.5 m draft and Ro-ro Car carriers, which will be visiting the port in forecast future. The project will eliminate otherwise waiting time for ships and yield savings in marine transport costs.

The KPT considered three alternatives for the project i.e., relocation of the berths to idle part of the harbour, an increase in the handling capacity of other operational berths to compensate for the loss due to unavailability of these berths, and deepening of harbour channel for accommodating more ships at the existing berths. However, these alternatives were not feasible due to a number of reasons as elaborated in the report and reconstructions of existing berths were found to be technically, environmentally and economically best option.

At the East Wharves, berths 1-9 are operational, 10-14 are under construction, 15-17 A and SRB’s 1 & 2 are non-operational as these are old and in dangerous condition which are to be reconstructed under the project.



Demolition and removal of dilapited ship repair berths 1 and 2.



Demolition of old revetment wall and NMB Wharf and removal of debris after construction of new wall.

Filling behind the new quay wall. Construction of water supply and sewerage services. Construction of paving and electrical utilities and spacing lighting system. Demolition and removal of transit shed no. 16.

The project duration is 36 months and its estimated capital cost is Rs. 8,650 million.

The project will form a continuous quay from berth 6 to 17A and allows Karachi Port Trust the flexibility to form two terminals in addition to existing PICT. The quay wall will be extended 6.5 m on sea side as such limited reclamation is involved. The dredging of harbour is not a part of the project but the KPT will have to carry out capital dredging in order to allow 15.5 draft vessels to the reconstructed berths. The KPT will have to carry out a seperate EIA for the capital dredging. The major villages located near the project area are Keamari, Manora, Sultanabad Sher shah, Machar Colony, Bhuta village and Baba Bhit, Gabo pat, and Maripur. There is no site of archaeological, cultural, historical or religious significance (graveyard, shrine, mosque, archaeological site) at the project area.

Meetings were held with community living in Baba, Bhit & Shams Pir Island, IUCN, WWF, International contractor working in the harbour, Shipping agents and Port Traffic and Safety Departments of the KPT to discuss the project, its components and its expected environmental and socio-economic impacts and proposed mitigation measures. The main concerns were noted and addressed in the EIA report.

The topography of the district West of Karachi is dominated by ridges, plains and coastal belt. Lyari River is a small ephemeral stream that flows from North east to the centre of Karachi City and drains into the Arabian Sea at the Monora channel. It is one of the two main rivers of Karachi, the other one being Malir River which also brings untreated effluent/sewage from Karachi City to the harbour. Weather conditions at Karachi are governed by variables of the two monsoons Seasons, i.e. the South Western monsoon in summer from May to September and the North Eastern Monsoon in winter from December to February.

There is an influx of around 284 mgd of untreated effluents in the harbour from the city, large quantum of solid waste also enters the harbour and despite intensive efforts to collect it, this garbage continues to cause aesthetical depreciation. It is estimated that about 35 tons of solid waste is daily generated by Karachi Port.

The EIA has established baseline data for air quality, subsea soil, noise and sea water quality. However, the baseline data not show a clear picture of pollution levels at the harbour at regular intervals. Therefore, the EIA recommends that the baseline data will be strengthened as per Environmental Monitoring Plan during pre-construction phase till the environmental approval of the project is



granted by Pakistan Environmental Protection Agency and in accordance with the commencement of Environmental Monitoring Plan of the EIA.

The EIA recommends that the marine Pollution Control Department of the KPT may be strengthen to actively involved in environmental monitoring of the project as well as of the harbour. The environmental monitoring cost of the project does include capacity building cost of MPCD.

The KPT will provide one window facility to port users along with utilities and bank at the reconstructed berths .

The potential impacts during construction phase will be waste management; air quality ; soil contamination; water quality ; Dredging and reclamation ; bbenthic flora and fauna; noise and vibration ; public health and safety; socio-economic; employment; historical, archeological and cultural property.

The potential impacts during operational phase will be waste management; air quality ; noise and vibration ; waste managment ; accidents, spills, fires and other disasters ; water quality ; benthic flora and fauna and impacts on local economy.

The main source of pollution in the harbour is ingress of 284 mgd of untreated wastewater and sewage from Karachi City. The KPT is already planning to construct wetland for biological treatment of 30 mgd of sewage of Soldier Bazar Nallah. This is a welcome step by the KPT which needs to be replicated after its success.

The EIA has identified potential impacts that are likely to arise during pre-construction, construction and operational phases of the project. For the effective implementation and management of the mitigation measures an Environmental Management Plan has been prepared. The Environmental Management Plan satisfies the requirement of the Pakistan IEE and EIA Regulations 2000.

The mitigation measures have been identified in the Chapter 6 for impacts expected during the different phases of the project.

Based on the recommended mitigation measures in Chapter 6, the impacts identified in Table 6.1 will be reduced with residual impacts having insignificant levels. Table 8.1 presents the assessment of the residual impacts (mitigated).

It has been concluded that the project construction and operation activities could moderately affect the natural resources of the area including benthic flora and fauna, seawater, ambient air etc. The potential impacts during construction include damage to benthic flora and fauna, waste generation, seawater contamination, deterioration of ambient air quality caused by the exhaust emission and dust, noise and vibration, safety hazards and public health concerns for the community and workers living in the project area. The significant environmental management issues during operation phase include air and noise and vibration, accidental oil spills, waste generation and contamination of seawater. However, these adverse impacts can be largely reduced by implementing the appropriate mitigation measures, which have been elaborated in the EIA report.



Furthermore, the KPT has to ensure the contractor comply with the provision of London Dumping Convention 1972, United Nations Convention on Law of the Sea (UNCLOS-82) and International Convention for the prevention of pollution from ships, 1973 as amended by the protocol of 1978 (MARPOL 73/78) during construction phase.



Table 6.1: Environmental Screening matrix (mitigated) Physical Biological Socio-economic

Was

te M

anag

emen

t

Air

Qua

lity

Soil

cont

amin

atio

n

Wat

er Q

ualit

y

Bent

hic

flor

a a

nd

faun

a Noi

se a

nd

vibr

atio

n

Publ

ic H

ealt

h &

Saf

ety

Empl

oym

ent

Soci

o-ec

onom

ic

His

tori

cal

Arch

eolo

gica

l Si

tes

Project SitingAcquisition of land N N N N N N N N N NProject siting, land use and design N N N N N N N N N NConstruction phaseContractor Mobilization 0 0 0 0 0 0 0 +1 +1 NConstruction Camp Establishment 0 0 0 0 0 0 0 +2 +2 NConstruction Camp Operation N N N 0 0 N N +1 +1 NSite Preparation 0 0 0 0 0 0 -1 +2 +2 NConstruction activities 0 -1 0 -1 0 0 0 +1 +1 NDredging and reclamation N 0 -1 -1 -1 0 0 0 +1 NSolid Waste Management 0 0 0 0 0 N N 0 0 NWastewater Disposal 0 -1 0 -1 0 N N 0 0 NOperational phaseOperation of berths N -1 N -1 0 0 0 +2 +2 NSolid Waste Management 0 0 0 0 0 N 0 N 0 NWastewater Disposal 0 0 0 -1 0 N 0 N 0 N

Key: -2: High Negative Impact; -1: Low Negative Impact; 0: Insignificant/Negligible negative; +1: Low Positive Impact; +2; High Positive Impact, N: No Impact.



ANNEXURE-1: References

1. http://www.hohusa.net/standard_seawater.html2. www.epa.gov.pk3. www.kpt.gov.pk/4. www.sindh.gov.pk5. www.worldbank.org/environment/6. en.wikipedia.org/wiki/Karachi7. http://www.ukmarinesac.org.uk/activities/ports/ph5_2.htm8. December 2008. “Environmental Statement for Port of Southampton Berth

201/202 Works”. Project Ref: R/3754/1. Report No: R.1494. ABP marine environmental research Southampton.

9. PC-1. Reconstruction of berths 15-17A and SRB’s at East Wharves-KPT.10. KPT 9Marie Pollution Control Department)/cj/10. March, 2010. Case #

30/1994.

Karachi Port Trust ANNEXURE-3: KPT’s PoliciesFinal Report of 157


ANNEXURE-2: List of People Met

Name Designation DepartmentMr. Safdar. Executive Officer/Secretary Dock Labour BoardMr. Tariq Haleem. Captain-Shipping Agent KPTMr. Narejo. Deputy Traffic Manager KPTMr. Hanif. Nazim of Baba, Bhit & Shams Pir

IslandMr. Abid Chandio. T.I Wharves Traffic DepttMr. Hayat Khan. Driver, Fleet Section & Peon Traffic DepttMr. Muhammad Qayyum. Chief Petty Officer ODC, Port Safety DepartmentMr. Hasan Arif Bilgrami Executive Engineer Planning and Development

Division. KPTMr. Hasan A.Zaidi Transport Specialist Sustainable Development Unit

South Asia. The World BankMr. Nasir Ali Panhwar Programme Coordinator WWF-PakistanMr. Syed Ali Hasnain NRM Specialist WWF PakistanDr. Ghulam Akbar Director Education &

Northern AreasWWF-Pakistan

Mr. In-Sang, Lee Manager Planning & Engineering-KPT Project (Berth# 10-14)

Ssandgyong. Engineering and Construction Co, Ltd.

Mr. Abdul Asim Shaikh. Health Safety and Envrironemntal Manager. KPT (Berth #. 10-14).

Ssangyong+Usmani Joint Venture.

Dr. Altaf A.Abro. Manager Conservation-Sindh. WWF Pakistan.Mr. Atif Ahmad Khan Principal Consultant. ARCH ASSOCIATES.Mr. Fayyaz Rasool Sindhu.

Dy: Manager (Marine Environment Unit.

MPCD-KPT.

Mr. Mohammad Ali Talpur.

Fisherman. Bhit Islanad.

Mr. Saleem. Inhabitant.. Baba Island.Mr. Allah bachiyo. Fisherman. Manora.Mr. M.Hussain Somru. Inhabitant. Kemari.Mr. Saeed Somrrow. PM East (P& D dpt) KPTMr. Farooq Chaidry. Ex-worker . KPT.Mr. Mohammad Yousaf. Sanitory worker. KPT.Mr. Pervaiz Khan Boat incharge KPTMr. Mohammad Wahid Sanitory worker KPTMr. Mohammad Ali Dupty boat incjaarge KPT


http://www.ukmarinesac.org.uk/activities/ports/ph5_2.htm

http://www.worldbank.org/environment/

http://www.sindh.gov.pk/

http://www.kpt.gov.pk/

http://www.epa.gov.pk/

http://www.hohusa.net/standard_seawater.html


Mr. Mohammad Ramazan Sanitory worker KPTMr. Rehan Sanitory worker KPTMr. Mohammad Ali Sanitory worker KPT

Mr. Farooq Azam Sanitory worker KPTMr. Abdul Asif Shaikh HSE-Manager Ssangyong+Usmani Joint

Venture



ANNEXURE-3: KPT’s Policies

Appendix i. KPT’s Mangrove Policy

PREAMBLE Whereas the slogan “ENVIRONMENT TODAY SHOULD BE CLEANER THAN YESTERDAY” has been strictly practiced by KPT since its adoption in 1996, in all its day to day affairs, the development projects and capital investment have always been governed by the principal:

“PROTECTION OF ENVIRONMENT AND PORT DEVELOPMENT SHOULD BE PARALLEL. ONE SHOULD NOT BE AT THE COST OF OTHER.”

‘KPT’s Environmental Policy’ has been chalked out to ensure strict implementation of this guideline. The KPT’s Mangrove Policy is one of the components of the Environment Policy.

MANGROVESMangrove trees/forest is the principal component of a highly productive marine eco-system, which converts organic silt into Mari-culture proteins. They are found mostly in deltaic region, estuaries, etc in the tropics and sub tropics.

Besides providing food and habitat for commercially important fish species, they play major role in shoreline strengthening and land formation through silt deposition. They are also used as fodder fuel, timber, ethnic medicines, and pulp for paper, habitat for birds, honey and for recreation.

The physical requirements for Mangroves plantation are medium salinity, organic silt and shelter from wind although they themselves provide shelter to land from floods. They survive in oxygen-depleted mud as their aerial roots protrude out of the earth for breathing.

In view of tremendous ecological and economical benefits provided by Mangroves to Mankind it is essential that these mangroves are preserved and protected from all threats particularly pollution and population pressure. This policy is purported to not only provide protection but also to rehabilitate the denuded areas in Eastern & Western backwaters of Karachi Harbour.

Mangroves in PakistanThe Indus Delta Mangrove Forest which used to be 6th largest in the World at one time is now the 35th largest covering 860, 00 Hectares. However, the total area available for mangrove on the Sindh Coast is 600,000Ha. Intrusion of seawater in the Indus and mis-management are the two main attributes for shrinking of Mangrove population. Makran Coast has a total of 7000 Hectares covered by mangroves.



MANGROVES IN KARACHI HARBOUR

The Mangroves are found in Eastern & Western backwaters of Karachi Harbour. These Mangroves provide natural protection against land erosion and floods besides being an ideal place for roosting birds and of course, highly productive nursery, for Juvenile fish and shrimps. The “Once- upon-a-time” thick green forest in the Eastern & Western Backwaters have depleted and thinned down due to pollution and enormous population pressure. The total area covered by mangroves in these backwaters is approximately 700 hectares. Out of the 8 species which were found in the area about a couple of decades ago, now there are only 2 species namely Avicinnia Marina and Rhizophora, Avicinnia being the dominant.

THREATS TO MANGROVES IN KARACHI HARBOURLand based pollutants

Around 225 million gallons per day of untreated industrial and municipal effluents enter the harbour through 6 major drains and 13 small out falls and play havoc with the Marine Environment. The major drains are:

a) Lyari River 164 mgd.

b) Karli Nallah 7 mgd.

c) Pitcher Nallah 7 mgd.

d) Railway Nallah 4 mgd.

e) Frere Nallah 27 mgd.



f) Nehre-e-Khyam 16 mgd.

The pollutants detrimental to mangroves are:

Toxic pollution from industries Heavy metals Oil and greasy material Non degradable solid waste

Cutting by loggers on commercial basis

Cutting of mangroves on commercial basis has been a great threat to this ecosystem.

Residents of slum areas such as Macchar colony, Hijrat colony and Sultanabad are involved in commercial logging. The timber merchants for this illegal harvesting use these residences.

There is multipurpose utilization of the mangrove wood.

All threats to Mangrove are to be addressed in letter and spirit. Accordingly, illegal cutting of mangroves is being harnessed through strict monitoring which include deployment of armed patrol boats and installation of long distance video cameras

Land encroachment

City population is increasing day by day

There is a tendency of encroachment in the Mangroves rich area on the backside of New truck stand at Mauri pur & Hijrat Colony in the Chinna Creek where illegal settlers cut off Mangrove.

Diversion of Waste Water Flow.

Shortage of non-saline water. Reactivation of the Clifton pumping station.

Recycling of treated watter from sewage treatment plant.

CONSERVATION STRATEGYAlthough the Mangroves Forests have depleted substantially on the entire coast of Pakistan including Karachi Harbour, KPT is striving hard to conserve the existing forest and rehabilitate the denuded areas.

1). PROMOTION OF AWARENESSBesides being quite vocal at different forums/meetings, KPT interacts with the local communities and NGOs on the issues of protection of this valuable natural asset.

Articles written in this regard by KPT appear in the print media from time to time.

2). COORDINATION & LINKAGES



MPCD maintain close coordination with Governmental and Non-Governmental agencies for the protection and uplift of Environment. WWF & IUCN’s community motivated program for the ecological appreciation including plantation of Mangrove have been extensively supported by KPT. WWF’s Wetland Centre at Sandspit has also been an outcome of KPT-WWF Cooperation.

KPT welcomes ideas and efforts from any organization/corporate sector towards improvement, rehabilitation or development in mangrove forest in KPT areas.

3). MONITORING & SURVEILLANCEThe Marine Pollution Control Department of KPT with the help of the Port Security Force ensures full protection of mangroves from the illegal poachers. Armed patrol boats have been deployed to keep the mangroves intact. Survey of Chinna Creek to identify areas where mangrove land has been encroached by the land grabbers is done from time to time. Measures are in hand to obviate further encroachment.

4). ECOLOGICAL REPLACEMENT.For any development, work in the harbour cutting of mangroves is prohibited and the proponents are asked to go for other options even if they are quite expensive. However if no option is available than cutting would be allowed only under following conditions.

a) The cutting should not have a significant impact on the ecological balance.b) Ecological compensation to be made through planting of at least twice the

number of cutoff trees in the denuded areas and their monitoring till their stabilization.

REHABILITATION OF MANGROVES

Nursery Establishment.1). KPT is engaged in rehabilitation of mangroves in Chinna Creek Area whereas plantation is being done in Sandspit area by WWF and IUCN. Initially on-site nurseries were established but the survival rate of sapling was very low due to strong tidal currents. With the adoption of a new technique of sowing seeds in plastic bottles in an in-house nursery and transplanting them at a height of 25-30 mm the survival rate has improved largely.

2). KPT is presently managing a nursery of 6-8000 saplings of Avicinnia Marina. The capacity is to be increased gradually to 15000 saplings. In addition, sowing of Rhizophora would continue but the saplings would be handed over to WWF-Pakistan for plantation at Sandspit.

KPT welcomes all suggestions and technical input on above policy on following contacts.

R.Y.Usmani, Manager MPCD, 0333-2371492/[email protected]



Appendix ii. KPT’S environment policy (2002-2012)

INTRODUCTION:The Karachi Harbour, which spreads over an area of 62 sq.km, receives a wide variety of pollutants from numerous sources, which include land based as well as marine based discharges in the harbour.

In realization of its responsibility, KPT embarked upon a massive Harbour Pollution Management Programme under KPT Modernization Projects Port V.

The Marine Pollution Control Department has adopted stringent measures against influx of pollutants in the harbour concurrent to massive cleanup operation. The Department has been provided with Oil Spill Response Equipment sufficient to address medium sized oil spills.

The maintenance cleaning of harbour surface pollutants is being done on daily basis through a dedicated debris collection boat and four Nos. boats hired for manual picking up of floating garbage.

The measures adopted by KPT in past few years have mitigated the influx of Marine Based Pollutants largely. The normal activities of MPCD include:

Activities list

In cognizance of its responsibilities towards protection of environment, Karachi Port Trust has during the past few years accorded top priority to rehabilitate and uplift the marine environment in Karachi harbour.

This policy provides an over arching framework for measures to be adopted by the KPT to address the environmental issues and interaction with relevant governmental and nongovernmental organizations.

The policy also spells out broad environmental guidelines for the departments actively involved in port operations and their satellite private concerns. It aims to protect the environment through pollution control and effective management of ecology, natural habitats and water quality.

2. VISION:To achieve an absolutely clean and healthy harbour environment through adoption of Environment friendly practices working on the slogan “Environment Today Should Be Cleaner than Yesterday.”

3. GOAL:The KPT environment policy aims to protect the harbour environment, conserve natural resources of the harbour in order to improve the working environment and quality of life of the people related directly or indirectly to the port operations.

4. OBJECTIVES:The objectives of the policy include:


mailto:0333-2371492/[email protected]


Meeting national and international obligations effectively in consonance with national policies.

Protection and management of the environmental resources in the harbour.

Mitigation of environmental pollution

Integration of environmental considerations in planning and development projects.

Capacity building and promotion of awareness.

5. SECTORS: Following sectors have been identified.

Pollution control and Solid waste management Marine biodiversity Mangroves forest Air Quality and Noise Energy efficiency and renewables considering global warming/ climate

change Multilateral environmental agreement Environmental impact on trade and shipping Contingency planning

6. IMPLEMENTATION:A world class Marine Pollution Control Centre has been set up by KPT, which is equipped for oil spill response, debris collection and a laboratory for water quality monitoring. The staff is trained for activities covering all aspects of protection of Marine Environment.

The Karachi Harbour, which spreads over an area of around 62 Sq. kms, receives diversified pollutants from Land Based as well as Marine Based sources. These include around 200 mgd of untreated Industrial-cum municipal waste from the city, operational wastes from hundreds of fishing crafts in Karachi fisheries; refuse from various industrial and commercial premises situated on the perimeter of the Harbour and operational emissions from Ships calling Karachi Port.

6.1 The MPCD has been assigned following objectives to address the said issues.

a) To address all issues related to protection of environment and pollution control in all areas within Port limits.

b) To undertake immediate, cost effective, low-tech clean-up operation in the Harbor.

c) Training of Staff in combating Marine Pollution and efficient use of Pollution Control Equipment.

d) To monitor the Oil Piers for detection of possible Oil spills and provide a quick response.



e) To ensure implementation of international convention including MARPOL 73/78, LDC, etc to which Pakistan is a signatory since November 1994.

f) Administer the Oil spill contingency plan up to Tier I level. g) Create awareness among KPT worker and port users regarding

environmental issues in the Harbour.

To meet the above objectives the MPCD conduct following activities on regular basis.

Oil Spill Response. Ships Inspection. Harbour Surveillance. Harbour Cleaning. Environmental Audit in Oil Installations Area. Water Quality Monitoring. Fitness of Oil/Water Barges. Fencing of Oil Tankers by Oil Boom. Monitoring Shore Disposal of Wastes. Rehabilitation of Mangroves. Cooperation with other Agencies. IMO Workshops. Scrutiny of Environmental Impact Assessment Reports.

6.2 Ship InspectionThrough this inspection, it is ensured that the ship does not cause any pollution in the Harbour. Records related to production and disposal of oil sludge/plastic during past six months are checked to verify if the ship has discharged this stuff in the oceans, which is strictly prohibited. The ships bilge water overboard discharge valves are required to be kept chained and locked in the Harbour. Performance of oily water separator is checked and it is also ensured that the ship does not have any connection through which oily bilges can be pumped overboard without passing through oily water separator even in open seas. This inspection is conducted strictly in accordance with provisions of MARPOL 73/78 and in case of any contravention; the ship is issued warning and subsequently penalized. The penalties have created sufficient deterrent and the Harbour has acquired cleaner surface in the context of oil pollution.

Garbage DisposalDumping of garbage, of whatever kind, is strictly forbidden. The MPCD strictly monitor the disposal of garbage from ships, which can only be done through contractors licensed by MPCD for the purpose. Besides garbage disposal of all other waste such as slops, sludge from ships is also done through license contractors.



6.4 Strategy for the Conservation of MangrovesAlthough the Mangroves Forests have depleted substantially on the entire coast of Pakistan but KPT is protecting the mangroves of harbour in the greater national interest.

6.4.1 Rehabilitation of Mangroves

Nursery Establishment.KPT is working on rehabilitation of mangroves in Chinna Creek Area. 2 Nos. on-site nurseries have been established but the survival rate of saplings is not satisfactory. However a nursery set up at the Marine Pollution Control Department using a new technique of sowing seeds in plastic bottles has been quite successful.

Transplantation of WildlingsNatural regeneration has also been utilized through transplantation of wildlings from the crowded to the denuded areas in Chinna creek.

AwarenessMPCD has been vocal about the importance of mangroves at different forum. In addition, MPCD’s articles/newsletter appears in print media from time to time.

Coordination & LinkagesMPCD has developed close coordination with other conservation agencies for the protection of mangroves. KPT support WWF & IUCN’s community motivated program in this regard.

Monitoring & SurveillanceKPT ensures full protection of mangroves from the illegal poachers.

Ecological Replacement.For any development, work in the harbour the MPCD recommends to avoid the usage of mangroves land. If unavoidable MPCD ensures ecological replacement of equal quantum of mangroves consumed during development activity.

6.5 Harbour SurveillanceStrict surveillance of the harbour is carried out once or twice a day during which pollution status form is filled up. This form is a layout of the harbour on which presence of pollutant is entered through notations. Also if there is any evidence/indication of pollution caused by any ship, craft or cargo operations, the polluter is issued memo and subsequently penalized.

6.6 Harbour CleaningKPT has arranged to collect the debris from harbour waters on daily basis. One Debris Collection Boat, built for the purpose has been acquired by KPT. In addition four Nos. boats hired for the purpose are deployed during light hours. Furthermore solid floatation Booms are deployed at strategic locations to arrest floating debris.



Oil Spill ResponseThe department has been provided with oil spill response equipment consisting of oil booms, skimmers, dispersants spray systems, floating and onshore collapsible tanks, work boat etc, sufficient to combat medium sized oil spill. With an experience of around Eight years during which regular spill response exercises have been conducted. KPT’s Oil Spill Team stands high in expertise in the region.

Fitness of BargesThe oil barges plying in the harbour are issued NOC by KPT for their annual certification for which the barges are inspected to ensure that they have sufficient arrangement to avoid oil spillage during operation. Also it is ensured that the oil spaces of the barge have proper sealing arrangement so that no oil is released in case of sinking of barge.

Environmental Audit in Oil Installations AreaKPT conducts door to door environmental audit of oil and chemical handling companies in the oil installations and timber pond areas. Normal operational discharges are examined and Companies discharging their operational wastes into sewerage lines are issued memos for explanation. Companies have been asked to improve their internal and external environment.

Water Quality MonitoringThe department has a laboratory for water monitoring of quality of harbour water and fresh water which is supplied to oil tankers. The Laboratory is equipped with Spectrophotometer, BOD Incubator, Dissolved Oxygen/TDS/Conductivity Meter and other devices for checking important pollution parameters.

Shore Reception FacilityThe ships calling port need a facility where they can discharge their oily wastes and garbage generated during sea passage. This facility is provided to ships through private contractors. The activities of the contractors from receiving the waste to its final disposal are monitored by MPCD, KPT.

6.12 Provision of Shore Reception Facility to Oil Tankers for discharge of their tank washings.

The oil tankers calling Karachi, at times, need facility to get rid of tank washings contained in their slop tanks. This facility is available at only a couple of ports in the region. KPT has arranged to receive tank washing from oil tankers at Oil Pier-III.

Promotion of AwarenessBesides operational activities the department promotes environmental awareness among the general public in particular the port users, visitors and inhabitants of localities in the harbour area. The staff members of this department visit these areas from time to time for the purpose. Notices are



periodically served to Hotels, Passenger Launches, Service Station & Stevedores to refrain from dumping their garbage etc. in water.

Cargo HandlingStrict Port Surveillance is done by MPCD Staff to check the cargo handling activity, which can cause pollution in the harbour. In case of dropping of waste/packing material etc, the Stevedore is penalized.



Appendix iii. SOP’s to Mitigate Pollution during Handling of Coal

The SOPs, for minimizing pollution during handling of coal have been prepared.

Standard Operating Procedures.

1. The Traffic Department includes ‘relevant instructions’ as per SOPs in each letter for “allotment of plot” issued to the stevedores for stacking of coal.

2. Before Commencement of cargo operation the Traffic Inspector Wharves ensures that tarpaulins of suitable size are rigged up between ship and berth to avoid spillage in sea.

3. The attending outdoor clerk (checker) of Traffic Department ensures that:

No truck is topped up above the hatch level,

The grab from ship’s crane is not opened before reaching the top of the heap on the wharf.

The truck does not leave the wharf without covering the hatch by tarpaulin,

The tarpaulin is lashed at least 3 points on each side of the truck.

The Port Security Force personnel at the gate do not let the truck pass if it is not properly covered or if there is any spillage of cargo from any opening, The PSF Mobile Staff checks the trucks for these violations during the passage from Gate to Coal Stacking Yard. They also keep a check on the speed of the truck, which should not exceed 15 km/hr on levelled and clear road.

The relevant staff of Traffic Department at the wharf and at coal stacking area ensures that the stevedores arrange for time to time spraying of water on coal heaps covering the entire surface area to avoid spreading of dust.

The MPCD Staff maintains frequent surveillance of the area and ensures that the stevedores maintain workforce at a minimum of 2 persons per 150 metres of the road for prompt cleaning of the area through which the trucks pass. In case of any violation the MPCD staff issues memo for penalty to stevedores. The General Manager (Ops) on case-to-case basis however approves the penalty. Also the Traffic Department Rep or PSF Rep. on the spot counter signs the memo and gets the signature/ thumb impression of the truck driver or cargo foreman, as the case may be.

The imposition of penalty is normally be at following rates.

a) Cargo operation without tarpaulin between ship & berth: Rs.10,000/- against each memo minimum.

b) Opening of grab at level higher than top of the heap on the wharf:

Rs.1000/- each time.

c) Loading of truck above hatch level: Rs.1000/- each



truckd Incomplete covering of truck hatch: Rs.2000/- each

truck.e) Not spraying water on complete area and allowing the

coal dust to spread in atmosphere at berth and at coal stacking yard:

Rs.2000/-against each memo

f) Spillage of cargo by truck on the way Rs.2000/- against each memo.

g) Number of persons deployed for cleaning the entire passage of trucks from wharf to coal stacking yard less than 2 persons per 150 metres.

Rs.1000/- against each memo.

The above penalties have been kept low to establish the penalty system. These would be enhanced in future if found ineffective.



Appendix iv. Specimen of Memo for Coal Notice

Karachi Port Trust(Marine Pollution Control Department)

No.MPCD/Coal.Notice/09/2009

(Specimen of Memo)

M/s.------------------------------------------------

SUB:-POLLUTION CAUSED DURING DISCHARGING/SHIFTING OF COAL FROM MV-------------------------- AT BERTH NO.------------------

During Port Surveillance at ----------- hrs dated------------------ following discrepancies were observed in handling of coal by your personnel/trucks causing pollution in the area.

a) Cargo operation without tarpaulin between ship & berth:b) Opening of grab at level higher than top of the heap on the wharf:c) Loading of truck above hatch level: d) Incomplete covering of truck hatch/improper lashing: e) Not spraying water on complete area and allowing the coal dust to spread in

atmosphere at berth and at coal stacking yard:f) Spillage of cargo by truck on the wayg) Number of persons deployed for cleaning the entire passage of trucks from

wharf to coal stacking yard less than 2 persons per 150 mtrs. h) Negligent driving, over speeding etc for truck.

The above discrepancies have made you liable to a penalty of Rs.---------------.

The pollution resulting out of mishandling of coal is violation of KPT Act.

Foreman-------------------------------------------Truck Driver-------------------------------------- Truck Number--------------------Traffic Deptt Rep.--------------------------------Port Security Force Rep.--------------------------

Anti Pollution Officer



Appendix v. Inspection & imposition of penalty on ships/land based polluters.

1). The Marine Pollution Control Department conducts inspection of the ships calling Karachi Port in consonance with MARPOL 73/78. Through this inspection, it is ensured that the ship does not cause any pollution in the Harbour as well as during sea voyage. Records related to production and disposal of oily sludge & category-1 garbage (plastic etc) during past six months are checked to assess its past performance in the context of pollution prevention.

2). The ships bilge water overboard discharge valves are required to be kept chained and locked when the ship is not en-route. Performance of oily water separator is checked and it is also ensured that the ships does not have any connection through which oil bilges can be pumped overboard without passing through oily water separator even in open seas. The inspection is conducted very strictly and in case of any contraventions, the ship is issued warning and subsequently penalized. The penalties have created sufficient deterrent and the harbour has acquired cleaner surface particularly with reference to surface oil accumulation.

3). Imposition of penalty on ships and other polluters is covered by following legal instruments

i). KPT Act:

Under Section-90 of KPT Act, penalty up to Rs.10 million can be imposed on ships and other vessels against causing pollution in the harbour, in addition to cleaning charges.

ii). Ports Act

Under Section-21 of Ports Act penalty up to Rs. 50000 can be imposed on any polluter of harbour water from land side. This penalty is however in the purview of Directorate General, Ports & Shipping Wing, MoP&S.

iii). Merchant Shipping Ordinance 2001

Under this, Ordinance Port Authorities may:

i). Inspect the ships to confirm compliance with, MARPOL 73/78 and port’s requirement.

ii). Check all records including oil record book, garbage record book, IOPP certificate and other relevant documents.

iii). Impose penalties on discrepancies or contraventions which indicate that sufficient measures have not been adopted by the ship to prevent pollution in harbour

iv). MARPOL 73/78

Article 4 sub-paras - 2 & 4

Karachi Port Trust ANNEXURE-5: Pictorial PresentationFinal Report of 157


Any violation of the requirements of the present convention shall be prohibited and sanctions shall be established therefore under the law of that party. Whenever such a violation occurs that party shall either;

a). Cause proceeding to be taken in accordance with its own law, or

b). Furnish to the administration of the ship such information and evidence as may be in its possession that a violation has occurred.

The penalties specified under the law of a party pursuant to this article shall be adequate in severity to discourage violations of the present Convention and shall be equally severe irrespective of where the violations occur.

v). Pakistan Environmental Protection Act-1997.

Under this Act, Environmental Protection Agency is the regulatory body and all penalties are imposed through Environmental Magistrate / Tribunal.

Section 26: The Federal Govt. may ,by notification in the official Gazette, delegate any of its or of the Federal Agency’s powers & functions under this Act & the rules & regulations made there under to any provincial Govt., any Govt. Agency, local council or local Authority.

4. Normally penalty is recommended by this office under either KPT Act or Port Act, As the KPT Act covers pollution caused by ships only, the Port Act is used for pollution caused by shoe based installations and cargo handling companies.

5. This is to mention that the KPT Act, Section-77, stipulates that the offences against KPT Act would be cognizable by a Magistrate. However KPT has been imposing and recovering the penalty on ships without involving any Magistrate for the past over 10 years and no one has challenged this act yet. Also as mentioned above the DGP&S is the final authority for imposition of penalty as per Ports Act.

6. Penalty up to Rs.100000/- has been imposed on ships by MPCD in the past on causing pollution in the harbour (excluding oil spills from MT.Golden Gate & Tasman Spirit). In case of any discrepancy observed in pollution prevention measures without any indication of actual pollution caused by the ship, a token penalty of Rs.20000 to 50000 depending on the severity of the offence is recommended by Manager (MPCD) for imposition on the ship after Chairperson’s approval.

However the ships are informed about the inspection and penalty regime upon arrival by the Ship Agent through a notice which depicts maximum penalty on different contravention as follows.



1 Bilge overboard valves found not locked Rs.50,000

2 Bilge overboard valve found not locked with positive indication of oily water discharge through this valve in recent past.

Rs.50,000

3 Presence of system for routine discharge of oily bilges directly overboard with overboard valve not locked.

Rs.50,000

4 Actual pollution caused by ship:-

A Oily Water Discharge Rs.100,000

B Disposal/Dropping of garbage in water Rs.50,000

C Dropping of paint while painting hull Rs.50,000

D Dropping of molasses in water Rs.50,000

E Oil/Chemical Spill

a. Accidental

b. Deliberate

Rs.100,000+Cleaning Charges

Upto Rs.10 Millions

Manager (MPCD)



Appendix vi. Policy on Removal of Sludge / Oily Waste from Ships

As desired, a brief on subject matter is submitted as under:-

1. Preamble

The Ships during their sea passage produce a wide variety of operational wastes in solid, liquid and gaseous states. Regulations covering the various sources of ship-generated pollution and conditions under which they can be discharge in the Marine Environment are contained in the six annexes of the International Convention MARPOL 73/78. There are some emissions, which are strictly prohibited to be discharged by the ships at sea. This inter-alia includes oily sludge and waste oil. Sludge is produced during purification of fuel oils and lubricants. About 1% of the fuel oil is separated during purification as sludge, which can either be burnt in incinerators having controlled emissions or can be disposed of to shore reception facilities in port. In addition to sludge the engine room bilge water releases some dirty oil when passed through oily water separators. This dirty oil is also retained onboard for incineration or disposal ashore.

Another type of oily waste is the tank washing from oil tankers. The tankers are allowed to discharge this oily water through their ODME (Oil Discharge Monitoring Equipment) into sea while running at an speed of not less than 7 knots. Sometimes solid deposits of sludge are removed from the tankers, which is dispose of in bags.

The Regulation 12 of Annex- 1 of MARPOL 73/78 binds the Government of each party to ensure the provision of adequate port reception facilities for sludge, oily residues and oily mixtures without causing undue delay. Failure to establish adequate facilities is a breach of International obligations and will increase the risk of illegal discharges from ships. Provision of such facilities by Port Authorities through private contractors also fulfils this requirement, as stated in Para 3,5 of IMO’s manual on Port Reception Facilities. However, the Governments, in assessing the adequacy of reception facilities should also consider the technological problems associated with the treatment of wastes received from ships and their ultimate disposal.

2. Re-use of Sludge.

With the rising prices of oil the utilization of sludge for burning in open hearth furnaces has increased. Private parties in many ports in the developing countries now purchase the sludge, which the ships find expensive to dispose of in the developed countries. This is even done at the Governmental Level in the Chinese Port. A win-win situation is where the contractor does not charge any amount for his services of sludge removal and neither pays any price of the sludge to ships. This has mostly been the practice in Pakistani Ports.

The Pakistan Customs have during the past few years begun to charge Customs duty on the Oily Waste, which has legalized the re-use of the stuff.



3. Licensing Procedure.

In Karachi, the removal of sludge/oily waste from ships is done through private contractors who are licensed for the purpose by KPT.

The Deputy Conservator’s Office used to issue license to these contractors till December, 2000. There were around 15 to 20 Contractors at that time and after a dispute between two contractors, the Chairman assigned the task of licensing these contractors, to MPCD. Chairman also expressed displeasure over the growing number of these contractors.

This office took over the assignment from DC and with the approval of GM(Ops) established a prequalification Committee for award of license to the contractors keeping their number limited to ten. The present Prequalification Committee comprises of:

1. Manager MPCD Convener

2. DTM ( East) Member

3. Dy. Commandant PSF( E)Member

4. Dy. Director Vigilance Member

5. Dy. Port Intelligence Officer Member

The contractors have to deposit Rs.25000/= (refundable) as performance security. The annual license fee is Rs.2000/=. Prequalification committee renews the licenses each year and the conditions for renewal are that:-

There is no adverse performance report against the contractor.

The Contractor has done at least six jobs of sludge removal during the past year.

The contractors who do not qualify for renewal of license as per above conditions are replaced by fresh applicants to maintain a number of 10 at a time. Applications are invited through KPT Website each year. The fresh applicants are required to produce testimonials for experience and letters from at least 2 Nos. Ship Agents confirming that they would provide them with sludge removal task if licensed by KPT.

The license issued to the contractors (specimen attached) mentions the terms and conditions to be followed by the contractor.

4. Sludge Removal.

The Ship Agents assign the task of removal of oily waste to the contractor of their choice. Removal of Sludge is allowed only through road tankers. The Port Fire Services post their staff during sludge removal against usual fee. For each assignment, the contractor has to obtain NOC from MPCD. The Manager, MPCD, during ship inspection verifies if the requirement of sludge disposal made by the ship was genuine or not.



After paying Custom Duty and wharf age the sludge is transported by the contractors to their facilities where some of them separate water by gravity and some have installed fuel oil purifiers.

The sludge/oil collected after Red bricks manufacturers mostly in Punjab consume water separation. It is also sold to the Civil Works contractors for lubricating the shuttering for RCC works. There are quite a few other uses also.

Sometimes the sludge is removed from the tanks of crude oil tankers in solid form in large sized polyethylene bags. Disposal of these bags after emptying is an issue as burning them is not acceptable to Environment Protection Agency.

Submitted please

Manager (MPCD)



Appendix vii. Inspection Report of Water/Oil Barge for the Licence Renewal

KARACHI PORT TRUSTMARINE POLLUTION CONTROL DEPT

(INSPECTION REPORT OF WATER/OIL BARGEFOR THE LICENCE RENEWAL)

Report No.---------------------Inspection Date-------------------------------- Time----------------------Location----------------------------Name of Barge---------------------------------------Type--------------Owner-------------------------------D.C. Ref. Letter No---------------------------------Dt-----------------Agency---------------------------------------------------Arrival Date (Anchorage)------------------------

DOCUMENT: 1. DC License Fee Receipt-----------------------------------------------------------------------------2. CAO Challan for Tonnage & Wharfage-----------------------------------------3. Previous Copy of License--------------------------------------------------------4. MMD Service Certificate---------------------------------------------------------5.

Dangerous Cargo Certificate----------------------------------------------------6. Cool Certificate of MMD---------------------------------------------------------7.

Driver/Syrang Certificate of MMD----------------------------------------------8.Working Staff NIC Copies-------------------------------------------------------

EQUIPMENT & POLLUTION REQUIREMENT ON BARGE:

1. Fire Extinguisher (Quantity)------------Expiry Dt---------------- Condition--------------2. Life Bouy (Quantity)--------------------------------Condition------------------3. Life Jackets (Quantity)----------------------------- Condition------------------4. Scuppers (Quantity)--------------------------------Condition------------------5. Oil Tray (Quantity)--------------------------------Condition--------------------6. Sand Buckets (Quantity)---------------------------Condition------------------7. Hatch (Gas Kit)----------------------------------------Condition----------------8. Exhaust Pipe-------------------------------------------Condition---------------9. No. of Tanks____________________________ Condition______________________10. Oil Capacity _________________________________ Liters __________11. Communication_________________________ Condition______________12. Fuel & De-fueling Valve_________________ Condition________________ 13. Wooden Dust---------------------------------No. of Fuel Pump----------------14. Navigation Signed (a) Mooring or Anchorage (b) Sailing (c) Towing (d) Not under commandREMARKS:

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

Appendix viii. Vessel Inspection Form



KARACHI PORT TRUSTMarine Pollution Control Dept(VESSEL INSPECTION REPORT)

Report No.-----------------Date------------------- Time------------------Berth No--------------------(EW/WW) MV-------------------------------------------------Flag---------------------------IMO NO.------------------------------Call Sign------------------------------------------GRT------------------------------Type---------------------------------Agency----------------------------------------------------------Arrival Date (Anchorage)---------------------------DOCUMENT: Year of Build ---------------------IOPP Certificate: Issued at ------------------------Date-----------------Expiry------------------IPP Cert.(Noxious Liquids): Issued at ------------------------Date-----------------Expiry------------------IPP Cert. (Sewage): Issued at ------------------------Date-----------------Expiry----------------Oil Record Book-I. C.12.1---------------------------------D.15.1-------------------------------------- --------------------------------- -------------------------------------- D.15.2----------------------------------- -------------------------------------4. Garbage Record Book. ---------------------------------Last Disposal(Cat.1)--------------------------5. Garbage Management Plan. ---------------------------------7.SOPEP-----------------------------------------EQUIPMENT: Oily Water Separator: Operations/Throughput----------------M3/h Alarm---------------------------Sewage Treatment Plant--------------------------------------------------------------------------------------------Incinerator Capacity--------------------L/h Performance------------------------------Bilge overboard valve --------------------------------------------Direct Disch. Line-----------------------

GENERAL CONDITIONS:Oily Water in Machinery space bilges------------------------------------Leakages---------------------------Sludge in Sludge Tank----------------------------------------------- M3

Capacity--------------------------M3

Contents of Slop Tank------------------------------------------------- M3

Capacity------------------------M3

Garbage Storage-------------------------------------------------------------------------------------------------------REMARKS: ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------



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

Signature & StampMaster of the Vessel

Manager (MPCD)



Appendix ix: Vessel Memo

KARACHI PORT TRUSTMarine Pollution Control Dept

Memo No.--------MASTER Dated------------MV/MT------------------------------------------------

found following discrepancies regardingYour Vessel is reported to have caused following Pollution in the Harbour:-------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------Your comments on the above should reach the undersigned by---------------------failing which the case would be decided unilaterally.

Manager (MPCD)MASTER COMMENTS---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------Please note that any penalty imposed on the vessel in this context would be recovered by Karachi Port Trust from the Let Pass Deposit of your Ships Agent who is entitled to obtain a letter of Indemnity from Master/Principal in this regard prior sailing of your vessel.

ReceivedMASTER MV/MT-----------------------------------.



Appendix x: London Dumping Convention

1. Black List

Under Article-IV, Annex-I following substances are included in “Black List”.

Organohalogne Compounds Mercury & Mercury Compounds Cadmium & Cadmium Compounds Persistent Plastics Oil & Oil Products High Level Radio active substances Materials produce for Biological warfare

Note (1) :- Item-viii gives exemption to the above listed substances which are “rapidly rendered harmless” provided the do not make edible organisms un palatable or in danger human health or that of domestic animals.

Note (2) :- Item-xi gives exemption to dredged material containing the above substances as trace contaminants but subject such materials to Grey List status.

2. Grey List

Under Article 4, Annex-2 following substances are included in ‘Grey List”or special care substances.

Wastes containing significant amounts of arsenic, lead, copper, zinc, organosilicon compounds, cyanides, fluorides, pesticides and their by products,

Additional list in the case of disposal of large quantities of acids and alkalis: beryllium, chromium, nickel, vanadium,

Generally bulky wastes, which may cause a hazard to fishing or shipping, Radioactive wastes (other than high level), Concerns incineration at sea, Substances which, though non toxic, may become harmful due to the

quantities in which they are dumped.



ANNEXURE-4: Oil Spill Response Equipment (List)

S.NO. ITEMS QTY1. BOOMSa. Aqua Guard (18 mtrs). 05 nos.b. Offshore Booms (50 mtrs) 03 nos.c. Ro Clean Boom (25mtrs) 20 nos.d. Boom Reels 06 nos.e. Diesel Power Pack 01 nos.f. Boom System Container 01 no.g. Boom Anchor System 30 nos.h. Towing Bridle 10nos.i. Boom Inflates 02 nos.2 SKIMMERSa. Disc Skimmer 02 nos.b. Beach Skimmer 02 nos.c. Weir type Skimmer 01 no.3 DISPERSANTSa. Spray Unit 01 no.b. Portable Spray Sets 03 nos.c. Dispersant (600 ltrs, Drums) 80 Nos.d. Jet washer System with Gun + Chemical 01 no.4 TANK STORAGEa. Onshore Tank 02 nos.b. Offshore Floating Tank 02 nos.+5 SMALL SELF-PROPELLED WORKBOAT 01 no.6 DCB Shaffaf 01 no.



ANNEXURE-5: Pictorial Presentation

Plantation at KPT nursery Emergency boat for oil spill control

Plantation at KPT nursery Equipment of MPCD-KPT for pollution control

Equipment of MPCD-KPT for pollution control A view of existing berth no.15, showing the deteriorating conditions



View of existing berth no.15, View of existing berth no.16

View of existing berth no.17. Existing practice for solid waste storage at berth# 17.

A view of waste collected from harbour area. Manual lifting of waste collected.



A view of SRB 1 & 2. Consultation with KPT staff

A view of skin disease by not using protection equipment

KPT truck collecting and transporting solid waste at KPT

KPT-MPCD personals inspecting and checking ship record for waste generation and disposal.

Checking of ship equipment
