Halcrow Consulting India Limited
Development of a Deep Water Port at
Pondicherry
Environmental Impact Assessment Report
February 2006
Pondicherry Port Ltd.
Halcrow Consulting India Limited
Development of a Deep Water Port at
Pondicherry
Environmental Impact Assessment Report
February 2006
Pondicherry Port Ltd.
Halcrow Consulting India Limited
38 Ring Road Lajpat Nagar, New Delhi 110024
Tel +91 (11)2983 4944, 2983 4945 Fax +91 (11)2984 5881
www.halcrow.com
Pondicherry Port Ltd
Development of a Deep Water Port at
Pondicherry
Environmental Impact Assessment Report
Contents Amendment Record
This report has been issued and amended as follows:
Issue
Revision
Description
Date
Signed
1
1
EIA Report
Feb 06
DRB
Contents
1
Introduction
1.1 Background of the Project
1.2 Geographical Location of Pondicherry Port
1.3 History of Pondicherry
1.4 DPR Consultants
1.5 Concept and Need for Development of Pondicherry Port
1.6 Environmental Impact Assessment Process Adopted
1.7 Structures of this EIA Report
1
1
1
2
4
5
7
8
2
Project Development Plan
2.1 Introduction
2.2 Phasing
2.3 Port Layout Constraints
2.4 Port Layout
2.5 Design Vessels
2.6 Channel width
2.7 Channel depth
2.8 Turning area
2.9 Capital Dredging
2.10 Maintenance dredging
2.11 Breakwater Design
2.12 Reclamation
2.13 Ground Improvement
2.14 Quay Structure
2.15 Container terminal
2.16 Bulk terminals
2.17 General Cargo Terminal
2.18 Liquid Terminal
2.19 Cruise Terminal Berth
2.20 Summary
2.21 Port Associated Essential Development and Facilities
2.22 Miscellaneous Port Infrastructure and Equipment
2.23 Utilities
9
9
9
10
10
14
14
15
16
16
18
18
23
23
24
24
31
34
34
35
36
36
37
38
3
Policy, Legal and Administrative Framework
3.1 Legal Frame Work
3.2 Institutional Setting in the Environmental Context
41
41
49
3.3
3.4
Environmental Clearance Requirements
Summary of Mandatory Clearances from GOI and GOP
51
52
4
Baseline Environmental Conditions
4.1 Atmosphere
4.2 Land Formation and Geotechnical Conditions
4.3 Oceanographic Conditions
4.4 Air Environment
4.5 Noise Environment
4.6 Day Time
4.7 Night Time
4.8 Water Environment
4.9 Waste Management
4.10 Economic Development
4.11 Social and Cultural Resources:
5
Screening of Potential Impacts
5.1 Introduction
5.2 Physical Environment
5.3 Land Environment
5.4 Ecological Resources
5.5 Human Use Values
5.6 Archaeology
5.7 High Tide Line
5.8 Aesthetics
91
91
91
98
99
101
103
103
105
6
Environmental Management Plan
6.1 General
6.2 Mitigation Measures during Construction Phase
6.3 Mitigation Measures During Operation Phase
6.4 Environmental Monitoring
6.5 Institutional Mechanism
6.6 Budgetary Estimates for Environmental Monitoring
106
106
106
110
115
115
118
APPENDICES
A: Environment Monitoring Program
54
54
56
58
70
72
72
72
73
77
83
87
List of Figures
Figure 1-1: Location of Pondicherry Port........................................................................1
Figure 1-2: Location of Ports in Pondicherry .................................................................2
Figure 2-1: Port Layout.................................................................................................... 11
Figure 2-2: Approach Channel
Figure 2-3: Layout of the Old Port Area
Figure 2-4: Channel depth ............................................................................................... 15
Figure 4-1: Offshore Wave Rose................................................................................... 60
Figure 4-2: Offshore Wind Rose .................................................................................... 61
Figure 4-3: MWAV_REG Bathymetry.......................................................................... 63
Figure 4-4: Location of Inshore Wave Transformation Points................................. 64
Figure 4-5: Inshore wave rose at 10m CD contour..................................................... 65
Figure 4-6: Satellite imagery of the port area showing the build up of the beach to
the South of the port ........................................................................................................ 69
Figure 5-1: Coastal Regulation Zone ........................................................................... 104
List of Tables
Table 1-1: Traffic at Pondicherry Port .............................................................................6
Table 2-1: Cargo Demand and Berth Numbers for the Port........................................9
Table 2-2: Design Vessels................................................................................................ 14
Table 2-3: Under-keel clearance (m)........................................................................ 16
Table 2-4: Capital Dredging Volumes ........................................................................... 16
Table 2-5: Material Requirements for Raising Levels at Port Site............................. 17
Table 2-6: Design Water Levels................................................................................. 21
Table 2-7: Concrete armour sizes................................................................................... 22
Table 2-8: Critical overtopping limits ............................................................................ 22
Table 2-9: Tidal Levels at Pondicherry (Source Admiralty Chart no 575).... 23
Table 2-10: Modal split in boxes across the quay................................................. 26
Table 2-11: Container stack heights.......................................................................... 27
Table 2-12: Twenty Foot Equivalent Ground Slots (TGS) ....................................... 27
Table 2-13: Road truck calls ............................................................................................ 28
Table 2-14: Schedule of main container handling equipment ................................... 29
Table 2-15: Summary of terminals ................................................................................. 36
Table 2-16 Water supply requirements.......................................................................... 39
Table 3-1: Minimum Distance between the Two Bore well ...................................... 45
Table 3-2: Summary of Relevant Legal Requirements Considered for this Project
and Institution Responsible for that: ............................................................................. 47
Table 4-1: Climatic Conditions of Pondicherry City................................................... 54
Table 4-2: Annual Average Rainfall in Pondicherry Region ...................................... 55
Table 4-3: Material Densities........................................................................................... 58
Table 4-4: Tidal Levels at Pondicherry......................................................................... 58
Table 4-5: Extreme wave conditions for waves approaching from 60-75 deg ....... 66
Table 4-6: Extreme wave conditions for waves approaching from 75 - 90 deg ..... 66
Table 4-7: Extreme wave conditions for waves approaching from 90 - 105 deg... 66
Table 4-8: Extreme wave conditions for waves approaching from 105 - 120 deg.67
Table 4-9: Extreme wave conditions for waves approaching from 120 - 135 deg. 67
Table 4-10: Extreme wave conditions for waves approaching from 135 - 150 deg67
Table 4-11: Ambient Air Quality of Pondicherry ........................................................ 70
Table 4-12: National Ambient Air Quality Standards (CPCB, 1997) ....................... 71
Table 4-13: Noise Levels in Pondicherry City (From 6.00 AM to 10.00 AM)........ 72
Table 4-14: National Ambient Noise Level Standards (as per CPCB, India) ......... 72
Table 4-15: Water Quality in Chunambar River and Bahour Lake........................... 73
Table 4-16: Indian Standard for the Surface Water (CPCB Standard)..................... 74
Table 4-17: Water Table in Pondicherry Region (in meters below the ground)..... 75
Table 4-18: Water Quality in Pondicherry Region....................................................... 76
Table 4-19: Drinking Water Standard (IS 10500:1991)............................................... 77
Table 4-20: Approximate quantity of waste generated ............................................... 78
Table 4-21: Hazardous Wastes........................................................................................ 78
Table 4-22: Mangrove and Associated Species in Pondicherry Region ................... 81
Table 4-23: List of Animal in the Pondicherry region ................................................ 82
Table 4-24: Type and Month of Landing of Fishes..................................................... 83
Table 4-25: Population in Rural & Urban Areas.......................................................... 84
Table 4-26: Land Holding Pattern of Pondicherry...................................................... 84
Table 4-27: Details of Land Use Pattern in Pondicherry ........................................... 84
Table 4-28: Type of Industries in the Union Territory............................................... 86
Table 4-29: Number of Industries in Union Territory of Pondicherry.................... 86
Table 4-30: Education facilities in Pondicherry ........................................................... 88
Table 4-31: Details of the Existing Medical Institutions ............................................ 89
Table 4-32: Details of the Tourist Arrival in the Union Territory............................ 90
Table 5-1: Noise Levels Generated By Construction Equipments ................. 94
Table 6-1: Cost Estimates for Environmental Monitoring during the Construction
Phase ................................................................................................................................. 118
Table 6-2: Cost Estimates for Environmental Monitoring during the Operation
Phase (Per Annum)......................................................................................................... 119
List of Photographs
Photograph 1-1: French port, mid 20th Century/ Remains of the French Port......3
Photograph 1-2: The 1962 Port from the “New Pier” ..................................................4
Photograph 1-3: Current Port............................................................................................4
Photograph 4-1: Dredger at the Pondicherry port ...................................................... 79
Photograph 4-2: Vegetation in the proposed project area ......................................... 80
Photograph 4-3: Fisherman at their work..................................................................... 82
Photograph 5-1: View of Plants at Pondicherry Port Site.......................................... 99
List of Graphs
Graph 1-1: Cargo Handled at Pondicherry Port (1980 - 2004) ....................................6
Graph 4-1: Fish Landing at the Port (1999-2004) ....................................................... 83
1
Introduction
1.1
Background of the Project
Government of Pondicherry proposes to develop the existing Pondicherry port
into a modern port with private sector participation. M/s Pondicherry Port
Limited has signed a concession agreement with the Government of Pondicherry
(dated 21 Jan 2006) to be the developers for this project. Pondicherry Port Limited
is a company jointly owned by Subhash Projects and Marketing Ltd and Om
Metals. The port will be designed to cater 20 million metric tonne per annum
(MMTPA) cargo consisting of containers, liquid and general cargo, coal and iron
ore along with port associated facilities such as cruise terminal station & associated
accommodation, retail area, offices, recreational centre, service apartments and 3 &
4 star hotel for operators and tourists, Meeting, Incentives Conference and
Exhibition (MICE) Centre and others visiting the port.
1.2
Geographical Location of Pondicherry Port
The existing minor port of Pondicherry is situated on the east coast of India
between two major ports namely, Chennai and Tuticorin. It is an open roadstead
anchorage port situated about 150 kms south of Chennai at 11º 56' N latitude and
79º 50' E longitude. The port is suitable for lighterage operations during fair
weather months (February to September). The location of Pondicherry is shown
below in the Figure 1-1.
Figure 1-1: Location of Pondicherry Port
Doc No 1 Rev: 1 Date: February 2006
1
1.3
History of Pondicherry
Pondicherry city is the capital of the Union Territory of Pondicherry with main
business in shipping, manufacture of cotton textiles and higher education. The city
has also recently developed as a centre for computer hardware. It was the capital of
former French India and was also held at times by the Dutch and British.
The French colonies in India were founded shortly after 1664 and Pondicherry was
acquired by France in 1674. During the War of the League of Augsburg (16891697), the Dutch force captured Pondicherry in 1693 and it was restored to France
in 1697 by the Peace of Ryswick. The British seized Pondicherry three times during
the 18th century, but, after periods of occupation ranging from 2 to 11 years, it was
restored to France. British took the settlement again in 1803 and held it until 1814.
France relinquished Pondicherry in 1954, and it then came under the central
administration of the republic of India. A formal treaty of cession was signed in
1956 by India and France. Pondicherry was constituted a portion of the Indian
state of Madras, now Tamil Nadu. In 1962 it became part of the Union Territory
of Pondicherry. The 2001 population of the Union Territory that comprises four
separate portions of land was 973,829.
1.3.1
History of Pondicherry Port
There have been at least four ports already constructed in Pondicherry; the
locations of these ports are shown in Figure 1-2
Location of French Port
Location of 1962, New Pier Port
Site of Current Port
Site of Roman Port
Figure 1-2: Location of Ports in Pondicherry
Doc No 1 Rev: 1 Date: February 2006
2
The history of these ports is described below.
(a)
The Ancient Port (Roman Port)
There is evidence of an ancient port town situated on the bank of Ariyankuppam
river about eight km south of Pondicherry. This port town has a history that dates
back to the second century BC. An excavated ancient port town, Arikamedu had
strong trade links with Rome and Greece between 100 BC and 100 AD.
(b)
The French Port
In 1674 Francois Martin, the first Governor, started to build Pondicherry and
transformed it from a small fishing village into a flourishing port-town and centre
of international trade.
Remains of French Port
Photograph 1-1: French port, mid 20th Century/ Remains of the French Port
By the 20th Century the French port comprised a pier in the Centre of
Pondicherry Town. The location is shown on Photograph 1-1 .It also shows the
French port in the mid of 20th century. Before World War II the port had more
than 150 country boats of 2 ½ ton capacity specially built to operate in open sea
conditions. During the Second World War the trade came almost to a standstill and
even after the war the trade remained much diminished. The French pier was
damaged in a cyclone in 1952 and was not usable thereafter. The remains of the
French port are submerged in the water that is shown in Figure 1-2.
(c)
The 1962 New Pier Port
In 1962 a New Pier and port was built south of the town. The location is shown in
Figure 1-2 and the photo looking along the Pier to the associated old port is given
below as Photograph 1-2: The 1962 Port from the “New Pier”
Doc No 1 Rev: 1 Date: February 2006
3
Photograph 1-2: The 1962 Port from the “New Pier”
The New pier and its associated 11 Acre walled port land was used to berth small
lighters that transhipped goods from ships that lay at anchor off the coast. The
associated port has a number of warehouses and two rail sidings that have recently
been converted to broad gauge.
The New Pier was in use until quite recently. However, the support works to the
pier are now severely corroded making the pier unsafe for heavy loadings. The port
area is now also therefore largely unused.
(d)
The Current Port
The current port was built south of the New Pier in the early 1990’s. The location
of the existing port is shown on Figure 1-2. The following Photograph 1-3 shows
the port works.
Photograph 1-3: Current Port
1.4
DPR Consultants
The detailed project report for this project is prepared by Halcrow Consulting
India Ltd. (Halcrow), New Delhi.
Doc No 1 Rev: 1 Date: February 2006
4
1.5
Concept and Need for Development of Pondicherry Port
RITES (a government owned consulting company) in their June 1991 report on
Additional Development Facilities of Ariyankuppam Port Project made traffic
forecasts for the cargo expected at Pondicherry port till the year 2004-05. The
forecasts were developed based on a review of the demand based on industries in
the vicinity of the port, the diversion expected from Chennai port and specific
demand based on certain key industries located further away. It was estimated that
2.14 million tonnes would be handled in 1994-95, and this would grow to 4.4
million tonnes by 2004-05 and this trend is expected to intensify in the future there
after. However, the development proposed by Rites in this report did not take
place and the port has remained poorly developed.
The cargo handled at the major and minor ports has been steadily growing in the
past fifteen years, from 165.6 million tonnes in 1990-91 to 464 million tonnes in
2003-04 at an annual growth rate of over 8 per cent. The growth in the past year
alone has been 9.9 per cent.
Pondicherry port carries a minor share of the total cargo handled at the Indian
ports. In the past year, about 105,000 tonnes has been handled at the port, and this
year only 53,000 tonnes (from 1 April 2004 to 28 February 2005).
The cargo handled at Pondicherry port is of diverse nature. The principal
commodities include cement, fertiliser, sugar, food grain, molasses and other
general cargo. Molasses used to be handled through the old port, but because of
the poor condition of the pier this activity has been discontinued and the molasses
storage tanks have been removed from the Old Port. During the 1990s and in the
past five years the cargo handled at the port has been 100,000 tonnes or lower.
However, in the 1980s the cargo handled was significantly greater, and in two
specific years was over 400,000 tonnes. The large amount of cargo handled in the
1980s was primarily due to transhipment, an activity that has been largely
discontinued at this port. The historical cargo handled at the port since 1990 is
depicted in Graph 1-1 and given in Table 1-1.
Doc No 1 Rev: 1 Date: February 2006
5
Cargo Handled during last 15 Year
120,000
Cargo in T onnes
Cargo in Tonnes
100,000
80,000
60,000
40,000
20,000
0
1990-1991 1991-1992 1992-1993 1993-1994 1994-1995 1995-1996 1996-1997 1997-1998 1998-1999 1999-2000 2000-2001 2001-2002 2002-2003 2003-2004 2004-2005 2005-2006
(till may)
Year
Graph 1-1: Cargo Handled at Pondicherry Port (1980 - 2004)
Table 1-1: Traffic at Pondicherry Port
Sl.
No
.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
Doc No 1 Rev: 1 Date: February 2006
Year
No. of
Vessels
Tonnes
Handled
Nature of
Cargo
Nature of
Operation
19901991
19911992
19921993
19931994
19941995
19951996
19961997
19971998
19981999
19992000
20002001
20012002
4
70,468
Fertilizers
Import
2
52,890
Fertilizers
Import
2
46,688
Fertilizers
Import
2
22,295
Fertilizers
Import
2
25,600
Iron scrap
Import
4
56,313
Fertilizers
Import
3
45,419
1
173
Carbon black
feed oil
Rejected rice
Trans
shipment
Import
1
22,500
Wheat
Import
--
--
--
--
4
75,511
Molasses
Export
11
95,281
Export
Import
13
19,247
Molasses
Styrene
Monomer
Styrene
Monomer
Cement
Fluorspar
Cement
20022003
2003-
45
1,07,328
Import
Export
Import
Export
6
Sl.
No
.
Year
No. of
Vessels
Tonnes
Handled
Nature of
Cargo
Nature of
Operation
52,218
Sugar
Fluorspar
Palmolein
Fly Ash
Machinery
Cement
Sugar
Palmolein
Fluorspar
Copra meal
expeller
Export
Import
Import
Export
Import
Export
Export
Import
Import
2004
15.
20042005 (As
on Feb'
2005)
22
A traffic forecast study conducted by Halcrow as part of the DPR reveals that
there has been a significant increase in containerization of cargo in the past few
years. Container traffic has registered an annual growth of 16.2 per cent, which is
double of the total cargo growth rate. This trend of higher growth rate is expected
to continue, given that even today only 15 per cent of the cargo in India is handled
in containers, whereas the global average is 80 per cent. Therefore it is expected
that significant increase in container traffic at the ports near Pondicherry.
In view of this government of Pondicherry port department has decided to
develop a modernized port to handle the traffic and cargo through private
investment on BOT Basis.
The potential cargo for the port has been assessed based on projecting the current
trends in traffic at the major southern Indian ports for all major commodities.
From this the current and known proposed capacity of the ports in Southern India
has been deducted in order to estimate the traffic gap that would be available to be
taken up by Pondicherry port.
The analysis shows that by the time Pondicherry port is able to come on stream
there will be an increasing shortfall in capacity in southern Indian ports for all
major commodities imported and exported. The port has been sized not to meet
the capacity gap, but by the constraints of the port area, which means that whilst in
2009 and 2010 the port will take much of the additional capacity beyond that it is
the limitations of the size of the port that will determine its throughput.
1.6
Environmental Impact Assessment Process Adopted
Incorporation of Environmental considerations into the project planning and
design has been taken up as an integral part of the project preparation.
The detailed design of port development has been closely coordinated with the
preparation of the Environmental Assessment Study. The EIA preparation led to
identification of potential environmental hotspots and their feasible remedial
measures (including avoidance, mitigation and enhancements), which has been
included in the detailed project report.
Doc No 1 Rev: 1 Date: February 2006
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1.7
Structures of this EIA Report
This EIA report is prepared considering the requirements of the Environmental
Impact Assessment notification of Ministry of Environment and Forests (MoEF)
under the Environment Protection Act, 1986. Beside the chapter I rest of the part
of the report has been discussed in remaining six chapters. Brief of coverage in
each chapter is described below:
Chapter 2 Project Development Plan. In this chapter port project development
plan has been briefly described.
Chapter 3 discusses the Policy, Legal and Administrative Framework within
which the project is set. The major stakeholder departments of the State and
Central Governments with their specific roles are described here along with the
applicable Acts and Laws. This chapter also covers the clearance requirements at
various levels.
Chapter 4 describes the Existing Environmental Scenario. The section include
baseline conditions, i.e. meteorology of the area, physical and natural environment,
cultural properties along the corridor and socio economic profile add up to give
comprehensive picture of the existing environment in the Pondicherry region. The
data presented in the report is gathered from secondary sources.
Chapter 5 on the Screening of Potential Impacts determines the extent of the
impacts of the project activity on the existing environment. The focus of this
section is on the adverse impacts and also the beneficial impacts on the
environment due to the project. The impacts have been detailed in the same
sequence as described in Chapter 5 for ease of understanding.
Chapter 6 entitled Environmental Management Plan forms the basis of the
generation of coherent, comprehensive and concise Environmental Management
measures that should be included in DPR for the project. This chapter also
delineates the terms of reference of the detail follow up environmental studies.
Doc No 1 Rev: 1 Date: February 2006
8
2
Project Development Plan
2.1
Introduction
Facilities in the new port have been developed to cater for the forecast cargo
demand allowing for the maximum size that the land area including additional land
to be provided by Pondicherry Government and reclaimed land available for the
port development can handle, the resultant ultimate capacities of the port are
summarized below.
The port is proposed to be developed in a series of phases, as described below.
The plan is for the port to be developed over an eight year period, although the
exact phasing and period of construction will need to be continuously reviewed
and each phase only taken up once the traffic forecasts indicate that there is
sufficient demand and commercially viable.
Sizing of the berths and terminal areas, at the ultimate capacity is summarized
below
Table 2-1: Cargo Demand and Berth Numbers for the Port
Cargo
Demand
Number of Berths
Containers
General Cargo
900,000 TEUs
600,000
tonnes
8,000,000
tonnes
200,000
tonnes
3
1
Bulk cargo (predominantly
coal but some iron ore)
Liquid cargo (molasses,
edible oils etc.)
Cruise liner terminal
2.2
1
1
1
Phasing
The port will be constructed in four phases:
•
•
Doc No 1 Rev: 1 Date: February 2006
Phase 1, construction of a deep water port including breakwaters and
dredging and two deep water (14m draft) container berths with a capacity
of 540,000 TEU (twenty foot container equivalent), one general cargo
berth with a capacity of 600,000 tonnes and a Cruise Liner Terminal
(which was previously included in phase 3). Depending on traffic forecasts
and financial viability the option of reducing the number of container
berths to 1 in the first phase may also be considered. Construction would
take 3 years, would commence in 2007, be completed in 2009 and the
berths would be operational in 2010
Phase 2, a bulk cargo berth capable of importing and exporting about 8
million tonnes of bulk coal and possibly some iron ore. Again to be
9
•
•
constructed as and when traffic is generated, but herein assumed to be
constructed in 2010 and operational in 2011.
Phase 3, a small liquid cargo terminal for molasses and edible oils. To be
constructed when cargo warrant but assumed to be constructed in 2011
and operational in 2012.
Phase 4, third container berth which would bring the total capacity for
containers up to 900,000 TEU. Again to be constructed when the traffic
warrants but assumed to be constructed in 2012 and operational in 2013.
Access to the existing barge berth in the port area will continue to be available
during the construction of the first phase of the port and it is assumed that the
port will remain operational during this period and indeed the port concessionaire
will build up the existing general cargo traffic through the existing operations
during the construction of the first phase of the deep water port and will then shift
the general cargo operations to the new terminal constructed during the first phase.
Although this staging is suggested, the phasing pattern may be adjusted to match
commercial considerations as the port develops.
2.3
Port Layout Constraints
The land area and frontage available for the development is restricted and
constrained by a number of features:
•
•
•
2.4
The Ariankuppam River and the sand by-passing infrastructure on the
southern boundary.
The need to keep in place the existing fishing harbour or provide
equivalent facilities within the new port and the need to avoid a burning
ghat and new school building by the existing fishing harbour
The limited water frontage between the sand by-passing pump house and
the lighthouse.
Port Layout
The port layout, as shown in Figure 2-1, 2-2 and 2.3 at full build-out comprises a
general cargo and three container berths parallel to the existing shoreline with a
bulk berth and POL berth behind the breakwaters. The container and general
cargo terminal areas are directly behind the berths and the three bulk terminals
towards the back of the port site. The tank farm is linked to the POL berths by
pipelines and the dry bulk terminals linked to the bulk berths by covered conveyor.
There are two rail terminals in the port; one directly behind the container terminal
and one running parallel to the bulk terminals. Rail access to the terminal is from
the north along the line of the Petit Canal.
Doc No 1 Rev: 1 Date: February 2006
10
Figure 2-1: Port Layout
Doc No 1 Rev: 1 Date: February 2006
11
Figure 2.2
Doc No 1 Rev: 1 Date: February 2006
12
Figure 2.3
Doc No 1 Rev: 1 Date: February 2006
13
Road access to the site is from the south along a road that connects to the
proposed Pondicherry ring road. The access road has to cross the Ariankuppam
River. As can be seen on the layout, the relative location of road and rail access
ensures there is little conflict between truck movements and trains.
2.5
Design Vessels
Once fully operational the port will provide berths for container, general cargo, dry
and liquid bulk vessels and cruise liners. Typical dimensions panamax sized vessels
of these types are given in Table 2-2 below.
Table 2-2: Design Vessels
Vessel Type
LOA (m)
Container Vessel (Panamax)
Dry Bulk Vessel (Panamax)
Liquid Bulk Tanker (Panamax)
General Cargo Vessel
Source: Lloyds Fairplay Shipping Database
2.6
264m
225m
210m
209m
Beam (m)
Draft (m)
32.2m
32.2m
32.2m
30.0m
12.6m
12.6m
12.6m
12.5m
Channel width
The port is to be designed to cater for panamax sized container, dry and liquid bulk
vessels. To enable these vessels to access the port it will be necessary to dredge an
approach channel that is of a sufficient width and depth to ensure safe navigation.
In order to reduce the amount of dredging, and therefore the cost, there is a need
to optimise the design of the channel.
The dredged approach channel connecting the port to natural deep water is
roughly 2.5 km in length. As this distance is relatively short and ship calls at the
port are not expected to exceed 3 ships per day in the final development. The
design of the channel restricts vessel movements in the channel to one way. A ship
will therefore not be able to enter/exit the port whilst another is in transit in the
channel. As the transit time from the channel entrance to the port is very short,
this system will not have a significant effect on ship waiting time.
An approach channel 170m wide has been designed to enable safe passage of a
panamax vessel into the port. Should it be necessary at any point to provide two
way access to the port it will be necessary to increase the width of the channel to
380m.
As the approach channel is curved the safe radius of the channel bend has been
determined and a bend radius of 1770m, or approximately 7 times the length of the
design vessel was determined, and the channel was widened to 200m at the inside
of the bend.
Doc No 1 Rev: 1 Date: February 2006
14
The layout of the port is such, that vessels must enter the port between the two
breakwaters. The width of this gap is influenced by the need to protect the inner
harbour from wave action and the need to for safe navigation into the harbour. It
has been assumed that the channel will be widened to 250m through the gap
between the breakwaters. This is to allow the ship more manoeuvring room and
allow for the loss of steerage as the vessel slows to enter the port.
2.7
Channel depth
The depth of water in the channel must be greater than the actual draught of the
vessel with a gross under-keel clearance that allows for the squat of the ship and
the range of vertical movement of the ship due to wind and wave conditions
(pitching, rolling/heeling and heaving motion) together with a residual under-keel
clearance as a safety margin (Figure 2.4).
Figure 2-4: Channel depth
The depth of water available in a channel is the nominal level of the seabed in the
channel below Chart Datum plus the height of the water above Chart Datum (i.e.
the tide level). The depth of water available in the channel will therefore vary with
the state of the tide. The required bed level in the channel is related to the rise/fall
of tide and the time needed for a ship to transit the channel, manoeuvre and
berth/unberth.
Doc No 1 Rev: 1 Date: February 2006
15
The channel will be dredged so that the port is accessible at all states of the tide. As
the tidal range at Pondicherry is very small there is no advantage reducing the
dredge depth slightly and restricting access to a tidal window.
An allowance of 0.5m has been made in the under keel clearance calculation for
potential siltation at the berths.
Table 2-3 defines the under-keel clearances required for the design ships.
Table 2-3: Under-keel clearance (m)
Panamax Vessel
Draught
Approach Channel
Inside of Breakwaters
and Berths
Under-keel clearance (m)
% of draught
15%
10%
12.6
Dredged Depth
14.5
14.0
Source: Consultant’s estimates
2.8
Turning area
As the port at Pondicherry will be protected by breakwaters and will therefore be
sheltered, a diameter of 1.5 times the vessel length has been used giving a turning
basin of 400m diameter.
2.9
Capital Dredging
Capital dredging will be required in order to provide a suitable depth of water both
in the approach channel and the area within the breakwaters. Table 2-4 gives a
summary of the volume of dredging required.
Table 2-4: Capital Dredging Volumes
Area
Width (m)
Approach Channel
Doc No 1 Rev: 1 Date: February 2006
170-200
Depth
(mCD)
-14.5
Dredged
Quantity (m3)
3,000,000
16
Inner Harbour
Varies
-14.0
Turning area
400m (Dia)
-14.0
Berth pocket
60
-14.0
Total Volume of Capital Dredging (m3)
5,900,000
8,900,000
Source: Consultant’s estimates
It is envisaged that the majority of the channel dredging will be carried out by large
trailer suction hopper dredgers. Cutter suction dredgers and/or shallow draught
trailer dredgers will initially be required to dredge and deepen the shallower areas
to permit access for the large trailer dredgers. Dredged material that is suitable for
fill will be pumped hydraulically as reclamation for the port site. Any unsuitable
material (silts and clays) will need to be either disposed offshore or onshore in
landscaped areas or in areas where there will be no subsequent loadings (e.g. golf
courses).
There is little or no available information regarding the offshore ground
conditions. However it is believed that there is no rock to be dredged and the
material likely to be encountered is sand and clay. Dredged side slopes of 1 in 7
have been assumed although this may be refined when more data is available.
At present it is understood that the Government of Pondicherry has agreed to
undertake or pay for the capital dredging down to -4.0 m CD which the developer
will be required to undertake the rest of the dredging. In fact the amount of
dredging down to -4.0 m is very small comprising less than 200,000 m3 or less than
2% of the total capital dredging required. `
Primary calculations depict that most of the dredged material will be consumed
within the port premises. The quantity material required for raising the levels of the
port area is summarized below in Table 2-5.
Table 2-5: Material Requirements for Raising Levels at Port Site
Site
Northern Land Area
Existing Channel
Southern Land Area
Total
Doc No 1 Rev: 1 Date: February 2006
Material Required (m3)
5, 999, 110
1, 509, 305
1, 478, 184
8, 986, 599
17
It is hence safe to assume that there will be very little (if any) need to dispose off
the dredged material and therefore no dumping site identification is deemed
necessary at this stage.
2.10
Maintenance dredging
It is thought that the required maintenance dredging will be in the same order of
magnitude as that carried out at other ports in the region such as Chennai. As there
is a significant amount of the littoral drift along this coast of India it is certain that
a fairly high amount of maintenance dredging will be necessary. However, a
detailed modelling study will be necessary to see the effect that the breakwaters
have on sediment movement in the area which will enable a more accurate
assessment of the expected quantity of a maintenance dredging to be made.
It is presently assumed that some 10% of the capital dredging will be required to be
undertaken as maintenance dredging each year. It is anticipated that the spoil from
this dredging will be used for:
1. Beach nourishment to the North of the port area to replace the natural
littoral drift – see section 2.11.4 below.
2. Additional land reclamation, particulalry to the North of the proposed
northern breakwater, to thicken up this breakwater and create additional
valuable land as well as add to the existing coastal protection works along
the coast.
2.11
Breakwater Design
2.11.1
General
At the proposed site there are a number of existing structures along the shoreline
including an off-shore breakwater with concrete connecting bridge to the south of
the river mouth, a rock groyne just to the north of the river mouth and a Pier
further to the north at the location of the old port. Whereas the rock groyne will
require removing prior to construction works it is likely that the existing offshore
breakwater structure will remain to protect the river entrance. The existing pier will
remain in position.
Material from these structures will be reused for the proposed port development
however due to lack of design data it is not possible to determine the type or
quantity of this material.
Doc No 1 Rev: 1 Date: February 2006
18
2.11.2
Layout
The proposed layout of the port includes two main breakwaters which provide an
enclosed berthing area sheltered from prevailing wave conditions on this otherwise
exposed coastline.
The root of the main breakwater extends from the north of the river mouth where
a 400m long revetment (South Revetment) provides protection to the proposed
liquid and bulk berths. The quay area behind this revetment of around 50m width
provides an area for cargo handling. The main breakwater (East Breakwater)
extends approximately 1300m to the north to terminate in line with the existing
pier. A smaller shore connected breakwater (North Breakwater) forms the
northern limit of the port area and provides protection for waves from a Northeasterly direction. No vehicle/ pedestrian access has been provided along the
Eastern or Northern Breakwaters – although this would be required at a later date
if these are used for a cruise liner berth which has been considered as a possible
development for the port.
2.11.3
Entrance Orientation
The position and orientation of the entrance to the port has been determined
initially by estimate of wave penetration within the port as well as consideration of
sediment movements and water quality. The entrance has been located away from
sediment sources expected to be discharged by the river as well as net northerly
sediment movements. However, whereas the existing littoral drift is in a net
northerly direction a reasonable amount of sediment is shown to move in a
southerly direction. This will have an implication in the position and orientation of
the entrance and will need to be investigated further. Increased confidence in the
positioning of the entrance will be provided by numerical modelling for wave
penetration, beach movement, and water quality which should be undertaken
during the next stage of the design.
2.11.4
Littoral Drift
Assessment of the existing littoral drift along the Pondicherry coastline indicates
that there is significant long-shore movement of material in this area. Any new
developments on the coast will undoubtedly have an impact on this regime and
should be considered when selecting the preferred scheme.
A number of issues should be investigated in the next stage of the design:
Doc No 1 Rev: 1 Date: February 2006
19
(a)
(b)
(c)
(d)
(e)
Potentially significant changes in seabed sediment movements around
the proposed South Revetment;
Investigation into existing sediment input from the Ariyankuppam
River;
The sand by-pass tunnel in the location of the entrance to the
Ariyankuppam River;
Sediment movements induced by the upper drain diversion, and;
Assessment of potential scour down drift (to the north) of the port
development.
A full understanding of sediment sources, pathways and sinks will be required to
gain a comprehensive understanding of the existing site before the impact of a port
design can be assessed. It is suggested that a comprehensive assessment of
sediment movement and beach plan shape change be undertaken using numerical
modelling techniques.
2.11.5
Water Quality
Tidal flushing and exchange of water within the port basin is expected to be low
due to limited tidal ranges in the region of 0.3m for neap tides and 0.8m for spring
tides. The layout new port development will therefore undoubtedly need to be
confirmed on the basis of the water quality implications to prevent water
stagnation and collection of debris. A number of mitigation measures may be
implemented, such as widening of the entrance (where wave climate permits),
opening of enclosed corners, mechanical flushing using pumps or leaving gaps in
the breakwater. All of these options have implications on initial cost and
maintenance of the port and will need to be assessed using suitable water quality
modelling software.
2.11.6
Design Water Levels
The water level used in the design of the breakwaters is based on Mean High
Water Springs (MHWS) and includes allowance for Sea level rise and storm surge
under the design wave conditions. Assessment of the breakwaters has been
undertake for a 1:1yr (serviceability limit) condition assuming no surge in water
level due to storm conditions and 1:100yr (ultimate limit) condition including an
allowance for 50year sea level rise as well as storm surge under a 1:100yr event.
Water levels used in the design of the breakwaters are provided in Table 2-6
Doc No 1 Rev: 1 Date: February 2006
20
Table 2-6: Design Water Levels
2.11.7
Description
Still water level (MHWS)
Sea Level Rise (over 50yrs)
Storm Surge (1:100yr)
Level
+1.3mCD
+0.3m
+0.7m
Design Water Level (1:1yr)
Design Water Level (1:100yr)
+1.6mCD
+2.3mCD
Source
Admiralty Chart 575
UKIP (2002)
RITES (1991)
Armour Stability
The proposed development is influenced by two predominant wave directions as
described in Section 4.3. The larger wave conditions from 066-090deg only affect
the Northern and Eastern breakwaters whilst the Southern Revetment, sheltered
from these easterly waves, is considered to be affected by waves from 135-150deg.
Design of the armour sizing for each of these three structures have been
considered for both rock and proprietary concrete armour units.
Preliminary assessment of armour size for the 1:100yr design condition indicates
that the design wave conditions would require rock armour protection to the
breakwaters of between 2.5 – 6.0 tonnes. However, as it is understood that rock
sources from local quarries can only provide rock armour up to around 2.5 tonnes
it is clear that protection to the breakwater will need to be provided by proprietary
concrete armour units.
Design of the breakwaters for armouring has been tested against Core-loc, Stabit
and Tetrapod concrete units however for the purpose of clarity on the cross
section figures Core-loc units are shown. It should be note that other proprietary
units may also fulfil these criteria and should be evaluated in the next stage of the
design.
Armour sizes for the breakwater water and revetment structure are provided in
Table 2-7.
Doc No 1 Rev: 1 Date: February 2006
21
Table 2-7: Concrete armour sizes
Structure
Wave Direction Wave Height Armour Core-loc unit
(deg)
(m)
weight (t)
size (m3)
North Breakwater
065-090
3.66
2.5
1.4
East Breakwater
065-090
3.66
2.5
1.4
South Revetment
135-150
2.25
0.6
0.7
2.11.8
Wave Overtopping & Transmission
The outline crest level of the South Revetment and East & North Breakwaters has
been determined based on the following conditions:
(a)
(b)
(c)
Safe access for pedestrians/ vehicle to the quay area,
Control of flooding to the quay area,
Acceptable limits of damage to the breakwater.
Recommendation of critical limits for overtopping discharge is provided in the
Manual on the Use of Rock in Coastal and Shoreline Engineering1 and summarised
in Table 2-8.
Table 2-8: Critical overtopping limits
Item
Vehicles/ Pedestrians
Buildings
Revetment Seawalls
Description
(l/s/m)
Uncomfortable but not dangerous
0.03
Minor damage to fittings
0.03
No damage
200
Design of the crest seeks a balance between crest level and crest width in order to
reduce wave overtopping of the structure. Numerical modelling however has
inherent limitations when assessment disturbance within the enclosed water area
due to overtopping discharge. In order to optimise the design and address the issue
of water disturbance it is suggested that physical modelling be undertaken during
the next phase of project development.
CIRIA/CUR (1991), “Manual on the Use of Rock in Coastal and Shoreline
Engineering”, CIRIA Special Publication 83/ CUR Report 154, 1991
1
Doc No 1 Rev: 1 Date: February 2006
22
2.12
Reclamation
The quay level has been set after consideration of likely maximum water levels in
the port basin and cargo operations. Tide levels at Pondicherry are as shown in the
Table 2-9 below:
Table 2-9: Tidal Levels at Pondicherry (Source Admiralty Chart no 575)
Tidal Levels (mCD)
MHWS
MHWN
MLWN
MLWS
1.3
1.0
0.7
0.5
Expected surge levels have not been obtained and the cope level has been set at
the same level relative to MHWS as at other Indian ports. The quay cope level has
been set at 4.5mCD. By inspection of photographs of the existing jetty, the deck
level of the jetty is at a similar level.
Existing ground levels around the project site range from about 1.5mCD to about
3.5mCD and in the calculation of reclamation volumes in this report an average
existing ground level of 2.5mCD has been adopted. The terminal areas have to be
drained to falls in the surface and an average finished surface level across the site
of 5.0mCD has been used.
2.13
Ground Improvement
Six boreholes have been sunk on land to a depth of 30m over the project site. The
borehole logs generally show sedimentary deposits with bands of soft marine clays.
One borehole sunk adjacent to the access channel to the existing port indicates
nearly 6 metres of very soft clay. In other boreholes the soft marine clay layer is
about 1.5 metres thick.
Whilst laboratory test data are unavailable, it is likely that these are normally
consolidated materials will be subject to settlement when additional loading from
reclamation fill and port terminal areas is applied.
Measures will have to be developed during the detailed design to control settlement
in the terminal areas particularly in the container yards where yard equipment will
be susceptible to ground settlement. Given the soft layers are sandwiched between
Doc No 1 Rev: 1 Date: February 2006
23
sand strata the use of surcharge is likely to be sufficient to accelerate the process of
ground consolidation. The consolidation is also likely to occur during the
construction period and the use of other ground improvement techniques, i.e.
vertical band drains, will not be required.
2.14
Quay Structure
The depth alongside the quay walls will be -14.0mCD and the quay cope level is
4.5mCD. Typical quay structure heights are therefore about 18.5 metres.
There are a number of construction methods that could be used to provide the
container, general and bulk berths:
•
•
•
Pile supported suspended deck
Mass concrete blockwork wall
Sheet piled walls
There is no rock at the project site and therefore a gravity type structure, i.e. a
blockwork wall, is unlikely to be a preferred solution. Piles have been used to
construct the existing jetty at Pondicherry and it is likely that an open piled
structure with a suspended deck will be the preferred structure type. The use of
precast concrete units in the construction will be maximized to ensure speedy
construction and good quality dense concrete. Quay wall construction will be
optimized during the detailed design phase of the project.
Liquid bulk vessels will use a central loading platform and a series of breasting and
mooring dolphins. Traditionally these structures are piled with reinforced concrete
platforms.
2.15
Container terminal
2.15.1
Berth capacity
The number of berths for the container terminal has been fixed in the DPR as 2 in
the first phase and 1 in the fourth phase, but this may be adjusted to suit actual
traffic at the time, however, the container yard and associated facilities have been
made to be compatible with the maximum throughput capacity of the berths.
The capacity of the two Phase 1 container berths was therefore estimated in order
to determine the size and facilities required for the container yard. In assessing the
berth capacity the following assumptions were made:
Doc No 1 Rev: 1 Date: February 2006
24
•
The container terminal will operate 352 days/year allowing 10 days/year
for weather downtime and 3 days for public holidays.
•
Berth occupancy was taken as 50% for both stages of the development.
This corresponds to a 5% waiting time to service time and will result in
minimal queuing of ships to berth.
•
It was assumed that each berth will be equipped with a maximum of three
quayside container cranes (i.e. 6 quayside container cranes for the first 2
berths under Phase 1 and 9 cranes for the total of 3 berths when Phase 4
is implemented).
•
The quayside container cranes will operate 24 hours a day 7 days a week.
For the throughput assessment a 20 hour day was used to take account of
shift changes, work breaks and breakdowns. Crane utilisation was taken as
90% when the berths are occupied.
•
Quayside crane productivity was taken at 20 crane lifts per hour.
•
Currently the TEU/box ratio is reported to be of the order of 1.33,
representing approximately one 40 foot box for every two 20 foot boxes.
This ratio is less than the worldwide average of about 1.5 to 1.6 and it was
assumed to increase to 1.5 when Phase 2 is implemented as the number of
40 foot boxes in India increases. It was also assumed that 20% of twentyfoot box lifts are twin lifts.
Based on these assumptions it is estimated that the berth throughput capacity will
be 0.54million TEU/year for the initial 2 berths in Phase 1 rising to 0.9million
TEU/year for the 3 berths when Phase 4 is implemented.
Assuming an average container exchange of 1,500 TEU per ship call, this would
indicate about 7 ship calls per week for Phase 1 at capacity and about 12 ship calls
per week when the terminal is operating at full capacity in Phase 4.
Throughput capacity in this report is defined as the number of TEU handled over
the quay. Transhipment traffic will give rise to two crane lifts per box across the
quay.
The following modal split was assumed for the Phase 2 and Phase 5 import/export
container terminal:
•
Doc No 1 Rev: 1 Date: February 2006
Transhipment
5%
25
•
•
Rail
Road
20%
75%
Based on the modal split the number of boxes handled by each mode of transport
will be as shown in Table 2-10.
Table 2-10: Modal split in boxes across the quay
Mode
Transhipment
Rail
Road
Total boxes/year
Stage 1
41,000
77,000
290,000
408,000
Stages 1&2
60,000
114,000
427,000
601,000
Source: Consultant’s estimates
2.15.2
Container terminal/yard
The container yard should be sized so that its capacity matches the throughput
capacity of the berths.
The capacity of the container yard will be a function of a number of factors
including the land area available for storage. The equipment used for handling
containers in the yard (i.e. the yard operating system) will also determine the land
area required for handling and storage of containers. A rubber tyre gantry (RTG)
terminal operating system has been assumed since this gives a higher stacking
density than straddle carriers. A rail mounted gantry terminal operating system was
considered inappropriate since in India labour costs are low and an RTG system is
more flexible.
In determining the number of twenty-foot equivalent ground slots (TGS) required
the following assumptions were made:
•
Doc No 1 Rev: 1 Date: February 2006
Dwell times were taken as 5.5 days for full import/export containers and 7
days for empty containers. The dwell times for transhipment containers
and reefers were taken to be the same as for full import/export containers.
It would be expected that the dwell times for reefers would be shorter but
the percentages are small so the effect on overall performance would be
small.
26
•
Container stacking heights are listed in Table 2-11. A peaking factor of
18% was used to estimate the terminal throughput.
•
The proportion of empty containers was taken as 5% of annual container
yard throughput.
•
The proportion of reefers was taken as 5% of annual container yard
throughput.
Table 2-11: Container stack heights
Import/export/transhipment containers
Reefers
Empty containers
Maximum
stack height
5
3
8
Nominal average
stack height
3.5
2.3
5
Source: Consultants estimates
Table 2-12 provides details of the number of twenty foot ground slots that will be
needed to match the Stages 1 and 2 berth throughput capacities.
Table 2-12: Twenty Foot Equivalent Ground Slots (TGS)
Import/export/transhipment containers
Reefers
Empty containers
Total TGS
Twenty Foot Equivalent
Ground Slots (TGS)
Stage 1
Stages 1 & 2
2,372
3,941
180
300
106
176
2,658
4,417
Source: Consultants estimates
2.15.3
Road Operations
In order to determine the road traffic that will need to call at the container terminal
the following assumptions have been made:
•
Doc No 1 Rev: 1 Date: February 2006
Terminal gate will operate between 06:00am to 22:00 5.5 days per week. It
is possible to operate the terminal gate on a 24/7 basis but this would
27
increase operating costs as more staff would be required to operate the
landside operation.
•
Peaking factor of 1.6
•
An average of 1.33 boxes received/delivered for each road truck call to the
terminal.
Table 2-13: Road truck calls
Phase 1 at
capacity
Phase 4 at
capacity
TEU/year
385,700
567,910
Annual truck calls
290,000
427,000
1,013
1,493
63
93
101
149
Average truck calls/day
Average truck calls/hour
Peak truck calls/hour
Source: Consultant’s estimates
The number of truck calls to the terminal has been assessed based on the above
parameters and the number of boxes to be transported by road when each Stage is
operating at capacity. The results are presented in Table 2-13. It should be noted
that each truck call to the terminal will generate to two vehicle trips.
2.15.4
Terminal layout
A terminal layout was prepared for an RTG terminal operating system based on
the TGS requirements and the following:
•
Development of the container terminal in two main stages, with 560m of
quay constructed under Phase 2 and a further 290m under Phase 5.
•
RTG stacks sized for 1 traffic lane, 1 loading lane and 6 boxes wide with
each stack 32 TEU long (192 TGS per stack) with 1 over 5 RTGs.
A total area of about 29 hectares is required for the complete container terminal.
Doc No 1 Rev: 1 Date: February 2006
28
2.15.5
Equipment
In conjunction with the development of the layout an assessment of the equipment
required for each Phase was made (Table 2-14).
Table 2-14: Schedule of main container handling equipment
Phase 1
Phases 4 (inc
phase 1)
6
9
Rubber Tyred Gantries (RTG) 1 over 5
21
30
ITV Tractors
33
50
ITV Trailers
33
50
Empty Container Handlers
1
2
Rail Mounted Gantries (RMG)
2
2
ITV Tractors
4
5
ITV Trailers
12
15
Equipment
Quayside
Quayside container cranes
Container Yard
Rail Terminal
Source: Consultant’s estimates
Cantilever RMG cranes are proposed in the rail freight yard primarily to separate
rail and road traffic. These cranes will be equipped with rigid vertical rotating
trolleys to allow the containers to be turned so that the doors are facing inwards on
the rail wagons for security purposes. However, in the early days of operation of
the rail terminal, reach-stackers could be used to unload/load trains.
Tractor/trailer units will operate solely within the terminal and will not be licensed
for travel on public highways.
The supply of the container handling equipment would be staged to suit demand.
For example, 4 No. quayside container cranes could be supplied at the start up of
Doc No 1 Rev: 1 Date: February 2006
29
the Phase 1 terminal and the remaining cranes supplied as and when required
thereby minimising the initial capital costs.
2.15.6
Paving
It may be expected that the majority of the terminal area will be paved, using either
blocks or asphalt. The use of interlocking block paving has become widespread
internationally as it is resistant to cornering and scrubbing forces and very flexible.
However, asphalt is also a practical solution, and can be easier and quicker to repair
than block paving. The use of gravel beds in the container stacking areas may be
considered since it is less costly than other pavement types and may also assist with
drainage, given the high rainfall at the site. Runway beams may be required for the
RTGs.
The overall depth of paving including surfacing and base courses can be expected
to be in the order of 600mm to 800mm depending on the in-situ density of the
underlying material. The pavement should be flexible to accommodate settlement
of the reclamation, and measures will need to be taken to control differential
settlement.
2.15.7
Buildings
It is anticipated that the following buildings will be required in the container
terminal. Indicative sizes and locations of these buildings are shown on the
terminal layout plans.
Doc No 1 Rev: 1 Date: February 2006
•
maintenance workshop for servicing port equipment with attached office,
amenity and storeroom facilities.
•
administration/operations building to accommodate the staff and support
facilities to manage and operate the terminal and incorporate the IT
systems required for terminal planning and control
•
equipment operators’ building to provide changing facilities and locker
storage for port operators during shift changes
•
gate complex typically comprising a series of entrance structures with
manned booths and/or computer terminals and video/OCR equipment
•
substations located at strategic locations around the terminal to distribute
power to the cranes, reefer stacks, lighting and buildings
•
fuel station with fuel storage tanks for refuelling of port equipment.
30
2.16
Bulk terminals
2.16.1
Berth capacity
It is proposed to construct a bulk berth capable of handling panamax sized bulk
vessels up to 225m LOA. Cargo handled at this berth is expected to be
predominantly imported coal with some possible export of iron ore. It is
anticipated that approximately 50% of the ships arriving carrying imported coal
may also export iron ore.
The following assumptions were made in determining the capacity of the bulk
berth.
•
24 hour working 7, days per week for 352 days of the year.
•
Berth occupancy was taken as 40% for the berth. This is a generally
accepted for bulk terminals. This berth occupancy will result in ships
having to wait to be serviced at the berth. Again this is considered to be
normal for bulk terminals
•
For unloading coal the terminal will be equipped with 2 rail mounted
portal grab cranes each with an unloading capacity of 1150 TPH. These
cranes will unload the coal into a hopper which will then transfer the coal
onto a conveyor for onward transport to the stacking yard.
•
Iron ore will be loaded onto vessels by means of a single rail mounted ship
loader with a capacity of 4000TPH. Iron ore will be transported to the
quay form the stockyard by means of a conveyor.
Based upon these assumptions it is estimated that the berth throughput capacity
for the bulk berth will be in the order of 8.0M tonnes per annum of bulk cargo
across the berth.
2.16.2
Coal stockyard
The required storage capacity of the coal stockyard was estimated as being that
required for 20 days storage based on the annual berth throughput of 6.0 million
tonnes per year. This gives a required capacity of about 330,000 tonnes.
The size of the stockpiles required to meet this demand were based on the
following assumptions:
•
Doc No 1 Rev: 1 Date: February 2006
a stack height of 5m
31
•
a stack width of 40m (equivalent to the boom outreach of the stackers and
reclaimers)
•
a stowage factor of 1.4 m3/tonne
•
an angle of response of 40°
Using these assumptions and assuming a stack length of 110m, 20 stacks will give a
stockyard capacity of about 300,000 tonnes with each stack holding 14,000 tonnes.
By increasing the stack height to the maximum for coal of 10m, the yard capacity
can be increased significantly without the need to acquire more land for the
stockyard should trade increase in the future.
The stockyard will be serviced by three 2,500t per hour capacity stackers and three
bucket-wheel reclaimers of 2,500t per hour capacity mounted on rails that run
between the stacks. The boom outreach on the stackers and reclaimers is assumed
to be sufficient to service a 40m wide stack.
Coal will be transferred from the quay to yard by means of an overhead conveyor.
The capacity the conveyor will be 2,500t/hour to match that of the two grab
cranes servicing each the berth. Conveyors will also transfer coal from the stackers
reclaimers and on to the rail and truck loading facility. Four loading shovels or
bulldozers will be available to move any material that cannot be picked up by the
reclaimers.
To suppress the dust created during stacking/reclaiming operations, the stockyard
will be equipped with a water spraying system that will water the stacks and keep
dust levels to a minimum. The water will then drain into a settlement lagoon
where the material will be allowed to settle out and can then be removed. The
terminal will be bounded by a 25m wide 5-8m high bund that will hold in excess
water from the sprayers and also reduce the visual impact of the terminal. The
runoff from the stockpiles due to rainfall and the water sprayers will be prevented
from contaminating the groundwater by means of an impermeable layer under the
storage areas.
The following buildings will be required for the terminal:
•
Doc No 1 Rev: 1 Date: February 2006
maintenance workshop for the day to day maintenance of plant and
equipment including an adjacent hardstanding area
32
•
amenities block for terminal staff including toilets, washroom, locker room
and canteen.
•
gatehouse
•
control room to house management and support staff and from where
terminal operations are directed and controlled
Additional facilities required at the terminal include weighbridges for both road
and rail traffic and a CCTV system with cameras at each conveyor junction to
monitor the flow of material throughout the system.
2.16.3
Iron ore stockyard
The required storage capacity of the iron ore stockyard was estimated as being that
required for 20 days storage based on the annual berth throughput of 2.0 million
tonnes/year. This gives a required capacity of 110,000 tonnes.
The size of the stockpiles required to meet this demand were based on the
following assumptions:
•
a stack height of 7m
•
a stack width of 30m (equivalent to the boom outreach of the stackers and
reclaimers)
•
a stowage factor of 0.4 m3/tonne
•
an angle of response of 30°
Using these assumptions and assuming a stack length of 100m, 4 stacks will give a
stockyard capacity of about 125,000 tonnes with each stack holding 31,200 tonnes.
Again, an increase in the stack height will increase the capacity of the stockyard
without having to increase the terminal area.
The stockyard will be serviced by 32,000t per hour capacity stackers and 3 bucketwheel reclaimer of 2,000t per hour capacity mounted on rails that run between the
stacks. The boom outreach on the stackers and reclaimers is assumed to be
sufficient to service a 50m wide stack.
Iron ore will be transferred from the stockyard to quay by means of an overhead
conveyor. The capacity of the conveyor will be 4,000t/hour to match that of the
shiploader at the berth. Conveyors will also transfer iron ore from the rail and
Doc No 1 Rev: 1 Date: February 2006
33
truck unloading facilities to the stackers in the yard. Four loading shovels or
bulldozers will be available to move any material that cannot be picked up by the
reclaimers.
The iron ore terminal is to be provided with identical facilities to the coal terminal
in terms of dust suppression facilities and buildings.
2.17
General Cargo Terminal
A 200m long multi-purpose berth is to be provided adjacent to the container
berths. It is the intention that this berth be constructed in such a way that it is
possible to convert it into a container berth should the need arise the future.
The terminal will have 3,000m2 of transit warehousing in which to house goods
and a large paved area behind this for stacking bulk cargos. A quay apron 30m
wide is to be provided for loading and unloading operations.
Loading and unloading operations at the multi-purpose berth will be performed
either by a mobile harbour crane of 40t capacity at a radius of 30m or using ship’s
gear. The crane will be equipped with a grab, spreader or hook to allow a variety of
cargos to be handled.
The terminal will be equipped with 3T and 10T forklift trucks to transfer cargo
between the quay and the warehouse and outdoor storage areas. It has been
assumed that import bulk cargos will be either unloaded and bagged on the quay
and stacked in the available storage areas or loaded in bulk directly to trucks and
transported from the terminal. Two loading shovels will be available within the
terminal to assist in the loading/stacking of bulk cargos.
The following buildings will be provided in the terminal:
•
a 3,000m2 transit warehouse including a small office with toilets and
washing facilities
•
a gatehouse and vehicle weighing facilities
2.18
Liquid Terminal
2.18.1
Berth capacity
It is proposed to construct a liquid bulk berth capable of handling edible food
products. The berth is to be designed to handle panamax tankers of up to 220m
Doc No 1 Rev: 1 Date: February 2006
34
LOA. The following assumptions were made in determining the capacity of the
POL berth:
•
24 hour working 7, days per week for 352 days of the year.
•
Berth occupancy was taken as 17.5% for the berth. This corresponds to a
5% waiting time to service time ratio which will lead to minimal queuing at
the berth.
•
The terminal will be able to import and export products and will be
equipped with 2 loading arms with pump capacities of 2000m3/hr
although the capacity will depend on the viscosity of the product being
handled.
•
The capacity of the ships pumps for unloading is also assumed as being
2000m3/hr.
•
Assumed liquid density of 1.2m3/T
Based upon these assumptions an annual throughput of 200,000 tonnes has been
assumed.
2.18.2
Liquid Storage Area
An area has been allowed for the liquid storage within the port plan, this is
assumed not to be part of the port development and has not been costed as part of
the port development.
2.19
Cruise Terminal Berth
The provision has been allowed for the development of a cruise terminal; berth of
the Northern Breakwater.
This would require the paving of the top of the Northern breakwater in order that
coaches can drive out to pick up and return passengers to the berth and also to
allow for the provisioning of the ships.
It is proposed that this paving would continue along the top of the newly placed
rock protection work between the root of the northern breakwater and the site of
the old port, which would be developed, in conjunction with the cruise terminal to
serve as a staging post and tourism area for the cruise passengers arriving in the
town, as from this point they could easily disburse into the main Pondicherry town.
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35
The development of this old port area in advance, as a tourist area, would be
critical to attracting cruise liners to the port and to Pondicherry.
2.20
Summary
The terminals, berths, land area and annual throughput capacity are summarised in
Table 2-15.
Table 2-15: Summary of terminals
Phase
1
1
2
3
1
4
Terminal
No. of
berths
Container
Terminal Stage 1
(1)
General Cargo
Berth
Coal Berth
Iron Ore Berth
Liquid cargo
berth
Cruise liner berth
Container
Terminal Stage 2
(2)
2
Terminal
area
(hectares)
Annual
throughput
capacity
541,000 TEU
1
1
1
345,000 Tonnes
5,700,000 Tonnes
2,000,000 Tonnes
200,000 tonnes
3
900,000 TEU
Source: Consultant’s estimates
Notes
1: May be reduced to 1 terminal depending on traffic projections.
2: Combined Phase 1 & 4 container terminal
2.21
Port Associated Essential Development and Facilities
Following essential development and facilities are planned along with port
expansion & modernization.
1. Cruise terminal station and associated accommodation for cruise operators
and tourists and others visiting the port
2. Meeting, Incentives and Conference and Exhibition (MICE) centre
3. Shopping/retail area for cruise and passengers and tourists
4. Offices for cruise, passengers and tourists
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36
5. Offices for various port operators, clearing & forwarding agents and
associated port business.
6. Accommodation for the people associated with port directly and indirectly
7. Entertainment/recreational centre and area for the people directly or
indirectly involved in port operation and business.
8. Parking area
9. Service Apartments
10. Three/four star hotel
2.22
Miscellaneous Port Infrastructure and Equipment
2.22.1
Tugs
Once fully developed, the port will require 3 large tugs in order to manoeuvre
vessels within the harbour basin. Tugs should be of sufficient power and size to
handle panamax seized vessels. It is anticipated that every berthing operation in the
port will require tug assistance.
In order to continue the current port operations at Pondicherry during the
construction of the new facility, it will be necessary to provide 2 small tugs capable
of handling barges during lighterage operations. Once the new facility comes on
line these tugs will no longer be required.
2.22.2
Pilot and Survey Boats
It is anticipated that all vessels entering the port will require a pilot in order to
safely navigate the approach channel and come alongside the berths. It is likely that
the pilot will board the incoming vessel in the deepwater anchorage just off the
entrance to the approach channel and depart outgoing vessels at the same location.
In order to board and depart the vessel offshore a pilot launch will be required.
Regular surveys of the approach channel and the inner harbour and berths are
required to ensure that there is sufficient depth for safe navigation. In order to do
this the port should have its own survey boat and crew.
2.22.3
Navigation Buoys and Lights
The approach to the port requires vessels to transit a dredged channel which
therefore needs to be marked in accordance with the relevant marine regulations.
This will involve the provision of “red” and “green”, port and starboard channel
markers as well as lead in lights and navigation lights on the ends of the
breakwaters.
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37
2.22.4
Port VTS System
Transit into and out of the port is to be limited to one way vessel movements. In
order to control this, and control the berthing of vessels, a port vessel traffic
system will be required. This will need to be permanently manned and be
adequately equipped with the appropriate radar and radio technology.
2.22.5
Miscellaneous Port Buildings
A port administration building and accommodation block will be provided along
with gatehouses at the port entrances. These will be in addition to those
administration buildings/offices and gatehouses provided at the individual
terminals.
2.23
Utilities
2.23.1
Water Supply
The demand of water for the proposed new Port is computed as follows:
Doc No 1 Rev: 1 Date: February 2006
38
Table 2-16 Water supply requirements
Considering Max 900 ships per year or a
max of 4 per day
For office buildings
Fire demand
Gardening for Ports
Qty of filtered water
Quantity of unfilled water
Total Demand of water
4 Nos x 20,000 liters/trip
1,60,000
Consider 1,500 persons x 35
52,500
70,000
17000
2,99,500
35,000
For Clearing the area at storage
godown
2,65,000 + 35,000
3,34,000
litres/day or
74,000
Gallons/day
The port has provided land at the port entrance for construction of OHT (Over
Head Tank) of 20,00,000 liters/day to PWD authorities and it is assumed that they
will supply water to the new Port only. Further approx. 7,50,000 litres/day of water
will be required for port associated facilities.
In addition to the above water supply water will also be required for dust
suppression of the bulk cargo stacks. It is proposed that this water supply be
provided by recycling the waste water from the waste water plant, as described
below.
2.23.2
Waste Water
A waste water treatment plant would be constructed within the new port boundary
to treat all liquid waste from the port, including sewage from the buildings, and
from the ships, and also reclaimed water from the stacking years. The waste plant
would provide for the separation of oil and grease, the settlement of solids and the
treatment of organics. As stated above the treated water would be stored and then
recycled for dust suppression on the stacking yards. Excess treated effluent would
be discharged into the adjacent rive near to its mouth.
2.23.3
Electricity
The power requirements for the port are estimated to be 23 MVA in the first phase
and 39 MVA in the final phase.
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39
Stand-by power will be required for the reefers, essential port lighting and essential
building services, it is estimated that a stand-by power requirement of 7 MVA will
need to be provided.
Power demand of this magnitude will be supplied by the power authorities only at
132 KV and above. There will be a need to have 132 KV substation at the
consumers premises (inside the port area).
2.23.4
Solid Waste Disposal
An area has been set aside in the port for a solid waste disposal unit. Solid waste
from the port buildings and ships would be brought to this area. The waste would
be sorted. Whatever waste that can be recycled would be, by selling it off to people
involved in the business in the town, this will include for most matter except
organic waste. Organic waste would be composted and re-used on the port and
other gardens.
There is not anticipated to be any hazardous waste from the port operations.
2.23.5
Drainage
A drainage network would be included in the port layout, and the terminals will be
designed to facilitate drainage. Where required oil water separators will also be
provided.
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40
3
Policy, Legal and Administrative
Framework
3.1
Legal Frame Work
Government of India has laid out various policy guidelines, acts and regulations
pertaining to sustenance of environment at the coastal area. In addition to this
Central Government, State Government and various national and international
policy guidelines are laid out to restrict development activities and the pollution at
the coastal areas. This chapter discusses the legal framework associated with the
proposed project and are summarized in following sections.
3.1.1
The Environment (Protection) Act, 1986 and the Environmental Impact
Assessment Notification, 1994
The Environmental (Protection) Act, 1986 is the fundamental legislation providing
for the protection of environment in the country. This act provides the
Environment (Protection) Rules, which were formulated in 1986. Under “The
Environment (Protection) Act”, 1989, the development project requires clearance
from the State Pollution Control Board and Ministry of Environment and Forests.
The Environmental Impact Assessment Notification, 1994 and the various
amendments thereto have been notified under this act. As per the amendment a
formal environmental clearance from the ministry is required for the port and
harbour development projects as specified in List of Project given in Schedule I of
the Notification. Port and harbour development project require obtaining a site
clearances from the Ministry of Environment and Forests, New Delhi as given in
rule 2(II) of Annex I of “EIA Notification” of “Environment (Protection) Act.”
3.1.2
Coastal Regulation Zone (CRZ) Notification, 1991
Government of India has laid out the Coastal Regulation Zones Notification, 1991
for the protection of the coastal and marine environment. Section 3(1) and 3(2)(v)
of the Environment (Protection) Act, 1986 and rule 5(3)(d) of the Environment
(Protection) Rules, 1986, declares coastal stretches of India as coastal regulation
zone (CRZ). The Central Government hereby declares the coastal stretches of seas,
bays, estuaries, creeks, rivers and backwaters which are influenced by tidal action
(in the landward side) upto 500 meters from the High Tide Line (HTL) and the
Doc No 1 Rev: 1 Date: February 2006
41
land between the Low Tide Line (LTL) and the HTL as Coastal Regulation Zone.
This notification regulates activities like setting up and expansion of industries,
operations or processes, etc. in the CRZ.
Under section 3(2) (ii), the project related to the operational construction for the
ports, harbour and light houses requiring water frontage; jetties, wharves, quays,
slip-ways, etc. need to obtain a environmental clearance from the MoEF, GOI.
Earlier, the storage of petroleum product was not permitted in the premise of port
and harbors. In 1994 amendments are made in CRZ Regulation in which it is
provided that Government of India in the Ministry of Surface Transport, on a case
to case basis, may permit storage of the petroleum products as specified in
Annexure III of CRZ Notification appended to this notification within the existing
port limits of existing ports and harbours.
3.1.3
The Water and Air (Prevention and Control of Pollution) Acts
The Water (Prevention and Control of Pollution) Act, 1974 resulted in the
establishment of the Central and State level Pollution Control Boards (CPCB and
SPCB), whose responsibilities include managing water quality and effluent
standards, as well as monitoring water quality, prosecuting offenders and issuing
licenses for construction and operation of certain facilities. Similarly the Air
(Prevention and Control of Pollution) Act, 1981, empowers the SPCBs to enforce
air quality standards set by the CPCB.
The project requires obtaining clearance from the Pondicherry Pollution Control
Committee (PPCC) pursuant to the Water (Prevention and Control of pollution)
Act of 1974, the cess Act of 1977 and Air (Prevention and Control of Pollution)
Act of 1981.
3.1.4
The Forest (Conservation) Act, 1980
The Forest (Conservation) Act, 1980 pertains to the cases of diversion of forest
area for non-forestry use. The process of obtaining forest clearance under this
varies with the legal status of the forestland to be diverted.
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42
In case of Reserved Forest:
•
If the area of forests to be cleared or diverted exceeds 40 ha (or, 10 ha in
hilly area) then prior permission will be granted by MoEF, GoI, New
Delhi.
•
If the area of forest to be cleared or diverted is between 5 to 40 ha, then
the case would be put to the state advisory committee for consideration.
The committee after studying the case will recommend to MoEF, GoI for
formal approval.
•
If the area of forest to be cleared or diverted is below or equal to 5 ha,
than the MoEF regional office is empowered to give the approval.
•
If the area to be clear-felled has a forest density of more than 40%,
permission to undertake any work is needed from the Central
Government, irrespective of the area to be cleared.
In case of Protected Forest
MoEF regional office is empowered to accord Forest clearance for an area up to 5
hectares, which is to be cleared.
The proposed project area does not have any forest area. However for the cutting
of trees for site clearance may require clearance from the Pondicherry forest
department. This will also require compensatory afforestation scheme to
compensate loss of trees. Therefore Forest (Conservation) Act will be applicable
for this project.
3.1.5
The Wild Life (Protection) Act, 1972
The Wildlife (Protection) Act, 1972 has allowed the government to establish a
number of National Parks and Sanctuaries over the past 25 years, to protect and
conserve the flora and fauna of the state. The act will not be applicable, as the
proposed project area does not have any national park or sanctuary.
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43
3.1.6
The Motor Vehicles Act, 1988
In 1988, the Indian Motor Vehicles Act empowered the State Transport Authority
(usually the Road Transport Office) to enforce standards for vehicular pollution
and prevention control. The authority also checks emission standards of registered
vehicles, collects road taxes, and issues licenses. In August 1997, the Pollution
Under Control Certificate (PUC) programme was launched in an attempt to
crackdown on the vehicular emissions in the States. Since this act is applicable for
all states, this will be applicable for this project.
3.1.7
The Ancient Monuments and Archaeological Sites and Remains Act, 1958
According to this Act, area within the radii of 100m and 300m from the “protected
property” are designated as “protected area” and “controlled area” respectively. No
development activity (including building, mining, excavating, blasting) is permitted
in the “protected area” and development activities likely to damage the protected
property are not permitted in the “controlled area” without prior permission of the
Archaeological Survey of India (ASI), This rule is applicable for the site/remains/
monuments that are protected by ASI. There is an evidence of ancient port town
situated on the bank of river Ariyankuppam , about eight km south of Pondicherry.
This port town has a history that dates back to second century B.C. No project
development like port, rail or road link is likely to take place with in 300 m from
this ancient port town and therefore, this act will not be applicable for the project.
However, there may be chance find of artefacts or coins, structures, fabrics or any
other archaeological relics during construction phase.
3.1.8
Hazardous Wastes (Management and Handling) Rules, 1989
Rule 3(14)(a) of Hazardous waste (management and handling) Rules, 1989 defines
ballast water containing oil from ships, oil-containing cargo residue, washing water
and sludge, chemical-containing cargo residue and sludge from ships as hazardous
waste category wastes. Port authorities will require “No Objection Certificate”
from State Pollution Control Committee for handling, recycling and transportation
of this hazardous waste.
3.1.9
Merchant Shipping Act, 1958
Any kind of marine pollution from shipping operation beyond 5 km from coastline
will be regulated by Merchant Shipping Act (No. 44 of 1958). National Shipping
Doc No 1 Rev: 1 Date: February 2006
44
Board is the responsive authority to regulate the activities and look for
compliances. This act is applicable for this project.
3.1.10
Pondicherry Groundwater (Control and Regulation) Act 2002
Pondicherry Groundwater (Control and Regulation) Act 2002 has declared
Pondicherry region has been declared as notified area for groundwater usage and as
such permission from Pondicherry Groundwater Authority is necessary for digging
and extraction of ground water within the 6 Km. from the coast. Beyond 6 km
there is restriction as to the spacing of the bore well as given in the table below:
Table 3-1: Minimum Distance between the Two Bore well
Ground Water Source
Alluvium
Cuudalore Sandstones Formation
Vanur Ramanathapuram Formation
Minimum Distance between the
Two Bore well
150 m
250 m
300 m
This act would be applicable for this project should ground water is decided as the
source of water supply for construction and operation of the project.
3.1.11
MARPOL Convention, 1973/78
The MARPOL Convention, an international convention is responsible for the
preventing pollution of the marine environment by operational or accidental
discharges from the ships. It is a combination of two treaties adopted in 1973 and
1978 respectively and updated by amendments through the years.
This international convention was adopted in 1973 at International Maritime
Organization (IMO) and covered pollution by oil, chemicals, harmful substances in
packaged form, sewage and garbage. The Protocol of 1978 relating to the 1973
International Convention for the Prevention of Pollution from Ships (1978
MARPOL Protocol) was adopted at a Conference on Tanker Safety and Pollution
Prevention in February 1978 held in response to a spate of tanker accidents in
1976-1977. (Measures relating to tanker design and operation were also
incorporated into a Protocol of 1978 relating to the 1974 Convention on the Safety
of Life at Sea, 1974).
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45
The MARPOL Convention includes regulations that are aimed at preventing and
minimizing pollution from ships - both accidental pollution and that from routine
operations – The convention currently includes six technical annexes delineate
below:
Annex I: Regulations for the Prevention of Pollution by Oil
Annex II: Regulations for the Control of Pollution by Noxious Liquid Substances
in Bulk
Annex III: Prevention of Pollution by Harmful Substances Carried by Sea in
Packaged Form
Annex IV: Prevention of Pollution by Sewage from Ships
Annex V: Prevention of Pollution by Garbage from Ships
Annex VI: Prevention of Air Pollution from Ships (entry into force 19 May 2005)
These regulations are applicable to this project.
3.1.12
Ballast Water Management, 2004
Under this heading, IMOs’ setup “International Convention for the Control and
Management of Ship’s Ballast Water and Sediments, 2004” for preventing the
introduction of unwanted organisms and pathogens from ship’s ballast water and
sediment discharges. This is aimed to arrest the potentially devastating effects of
the spread of harmful aquatic organisms carried by ballast water. This convention
will require all ships to implement a Ballast Water Management Plan (BWMP) and
delineates the standards for the Ballast Water Exchange (BWE) and Ballast Water
Performance (BWP) under BWMP.
This convention is applicable to this project.
3.1.13
State Level Legislation and Other Acts
In addition, with respect to hygiene and health, during the construction period, the
provisions as laid down in the Factories Act, 1948 and the Building and Other
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46
Construction Workers (Regulation of Employment and Conditions of Service) Act,
1996 would apply.
The provisions of the Chemical Accidents (Emergency Planning, Preparedness and
Response) Rules, 1996 would also apply during the construction and the operation
periods.
The applicability of Acts and Rules to the Pondicherry Port Project has been
summarised in Table 3.2 below:
Table 3-2: Summary of Relevant Legal Requirements Considered for this Project and Institution
Responsible for that:
Act
Environmental
(Protection) Act
Year
1986
Doc No 1 Rev: 1 Date: February 2006
Responsible
Institution
Applicability
to the
Project
Yes
To protect and
improve the overall
environment.
To know the suitability
of the location for the
project
MOEF, DOF,
CPCB, PPCC
MoEF, PPCC
No
1994
To provide
environmental
clearance to new
development activities
following
environmental impact
assessment.
MOEF, DOF,
PPCC
Yes
1991
To regulating activities
like setting up and
expansion of industries,
operations or
processes, etc. in the
CRZ
MOEF, PPA, PPCC,
Yes
EIA Notification of
MoEF on Site
clearance for the site
specific development
project
Notification on
Environment Impact
Assessment of
Development
Projects (and
amendments) (the
Notification on
Environmental
Clearance;
Coastal regulation
Zones Notification
Objective
47
To control water
pollution by controlling
discharge of pollutants
as per the prescribed
standards
To control air pollution
by controlling emission
of air pollutants as per
the prescribed
standards
To Provide procedure
of public hearing
PPCC
Yes
PPCC & Transport
Department.
Yes
PPCC
Yes
1980
To protect forest area
Yes
1972
To protect wildlife in
general and particular
to National Parks and
Sanctuaries
Conservation of
Cultural and historical
remains found in India
Forests Department,
GOP
Wildlife Division,
Forests Department,
GOP
Archaeological
Survey of India and
State Department of
Archaeology
PPCC
Yes
PPA
Yes
PPCC
Yes
Pondicherry port
Authority (PPA)
Yes
Water (Prevention
and Control of
Pollution) Act (and
subsequent
amendments)
Air (Prevention and
Control of Pollution)
Act (and subsequent
amendments)
1974
Public Hearing
notification of
MOEF of 10th April,
1997
Forest
(Conservation) Act,
Wildlife (Protection)
Act
1997
1981
Ancient Monuments
and Archaeological
Sites and Remains
Act.
Hazardous Wastes
(Management and
Handling) Rules,
1938
Merchant Shipping
Act
1958
1989
2002
Pondicherry
Groundwater
(Control
and
Regulation) Act
MARPOL
1973/7
Convention
8
Doc No 1 Rev: 1 Date: February 2006
To handle, recycle and
dispose the hazardous
waste in environment
friendly manner
To prevent the
pollution from the
ships beyond 5 km.
To regulate the digging
activities (Bore Well) in
the Pondicherry region.
To prevention of
pollution of the marine
environment by ships
from operational or
No
Yes
48
Ballast water
convention
3.2
2004
accidental causes.
To prevents the
introduction of
unwanted organisms
and pathogens from
ships' ballast water and
sediment discharges
PPA
Yes
Institutional Setting in the Environmental Context
The environmental regulations, legislations, policy guidelines and control that may
impact this project, are the responsibility of a variety of government agencies. In
all, as discussed in the subsequent sections, the following agencies play important
roles in this project.
3.2.1
Ministry of Environment and Forests (MoEF)
The primary responsibility for administration and implementation of the
Government of India’s policy with respect to environmental management,
conservation, ecologically sustainable development and pollution control rests with
the Ministry of Environment and Forests (MoEF). Established in 1983, MoEF is
the agency primarily responsible for the review and approval of EIA pursuant to
GOI legislation.
3.2.2
MoEF Regional Offices
The Ministry of Environment and Forests has set up regional offices, in the four
regions of the country. The regional office for the present project is located at
Bangalore. This office is responsible for collection and furnishing of state
information relating to EIA of projects, pollution control measures, status of
compliance of various conditions in projects cleared by MoEF, legal and
enforcement measures and environmental protection in special conservation areas
such as wetlands, and other biological reserves.
3.2.3
Central Pollution Control Board (CPCB)
CPCB is a statutory authority attached to the MoEF and located in New Delhi.
The main responsibilities of CPCB include interalia the following
Doc No 1 Rev: 1 Date: February 2006
49
• Plan and implement water and air pollution monitoring programs
• Advise the Central Government on water and air pollution monitoring programs
• Set air and water standards, and
• Co-ordinate with the State Pollution Control Boards or Committee.
3.2.4
Pondicherry Pollution Control Committee (PPCC)
The Pondicherry Pollution Control Committee (PPCC) will be the government
agency responsible for ensuring the compliance with the relevant standards related
to discharge of pollutant into the environment. The following activities of the
PPCC will be relevant to the project.
• Planning and executing U.T. level air and water quality initiatives
• Advising U.T. government on air, water and industry issues
• Establishing standards based on National Minimum standards
• Enforcing monitoring of all activities within the U.T. under the Air Act, the
Water Act, Hazardous waste Act and the Cess Act etc., and
• Issuing No Objection Certificate (NOC) for various developmental projects.
3.2.5
Pondicherry Port Authority (PPA)
Pondicherry Port Authority, an entity that shall be established by the
concessionaire, Pondicherry Port Ltd for over all administration of the
Pondicherry port operation PPA will be responsible for the improvement of port
environment and for the following regulations:
• Ensuring the proper disposal of solid waste produce for the compliance of the
MARPOL Convention 1973/78 with in Pondicherry Port premises.
• Implementing the MARPOL and ballast water convention in the port premises.
• Enforcing Merchant Shipping Act 1958.
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50
3.2.6
Departments of Forests (DoF) of Pondicherry
The department of forests, Govt. of Pondicherry is responsible for the
management and administration of forest resource in the union Territory.
Permission to cut trees for land clearance has to be obtained from forest
department.
3.2.7
Pondicherry Ground Water Authority
The Pondicherry Ground Water Authority is responsible for providing the
permission of the digging of bore well or extraction of ground water with in the 6
km from the coastline. It is also responsible for the maintaining the minimum
spacing between the two bore wells.
3.3
Environmental Clearance Requirements
3.3.1
GOI Requirements
The primary responsibility for administration and implementation of the Govt.
Policy with respect to conservation, ecologically sustainable development and
pollution control rests with the MoEF. The MoEF is responsible to enforce the
regulations established pursuant to the National Conservation Strategy, National
Forest Policy, and the Policy for Abatement of Pollution (1992) and the Indian
Environmental (Protection) Act 1986.
Environmental Impact Assessment Notification, 1994 identified port project (item
no 3 of Schedule I) as one of the project requiring prior clearance from the MoEF.
Therefore, the environmental impact assessment (EIA) is a statutory requirement
for obtaining clearance. Also for the development in the coastal area of India
require permission from the Ministry of Environment and Forests as specified in
the CRZ regulation, 1991. Therefore the clearance is required under this CRZ
regulation.
Therefore this project requires environmental clearance from MoEF. In addition to
these clearance certificate for the construction in the CRZ is required from MoEF.
3.3.2
State Level Clearance Requirements
Besides, the GOI environmental clearance requirements, the project also requires
clearance from some of the state level agencies as discussed below
Doc No 1 Rev: 1 Date: February 2006
51
•
Hazardous Waste Management. This project requires obtaining “No
Objection Certificate” from the State Pollution Control Committee for
handling, recycling and disposal of hazardous waste produce at the port.
•
Forest Clearances: Clearance for the cutting of plantation for site clearance
with in the project area from state forest department is also necessary.
•
Pondicherry Groundwater Authority Requirement: Permission from
Pondicherry Groundwater Authority will be required if the project
authority digs well for extraction of ground water for construction and
operation purpose.
•
Pondicherry Pollution Control Committee (PPCC) Requirements: Project
also requires obtaining ‘No Objection Certificate’ (NOC) from PPCC in
pursuant to the Water (Prevention and 'Control of Pollution) Act of 1974,
The Cess Act of 1977 and the Air (Prevention and Control of Pollution)
Act of 1981.
•
Public Hearing: In order to obtain a No Objection Certificate (NOC)
from the State Pollution Control Committee and ultimately environmental
clearance from the MoEF, PPCC have to organize the public hearings.
These consultations should be coordinated by state pollution control committee.
Necessary advertisements should be given in local newspaper one month in
advance and people should be reminded by announcement on loud speakers a day
before public hearing was conducted.
3.4
Summary of Mandatory Clearances from GOI and GOP
The project would need the following clearances from GOI and GOP.
(a)
(b)
(c)
(d)
(e)
Doc No 1 Rev: 1 Date: February 2006
Environmental Clearance from the MoEF.
Environmental Clearance from the MoEF under CRZ Regulation.
No Objection Certificate (NOC) from the Pondicherry Pollution
Control Committee (PPCC).
Clearance from State Forest Department for cutting of trees for site
clearance
Clearance from the Pondicherry Pollution Control Committee under the
Air Act, the Water Act and the Cess Act, if stipulated by the State
Pollution Control Board while giving the NOC.
52
(f)
(g)
(h)
Doc No 1 Rev: 1 Date: February 2006
Clearance of Pondicherry Ground Water Authority for withdrawal of
ground water for construction and operation of the project.
No Objection Certificate from PPCC for public hearing.
“No Objection Certificate” from the PPCC for handling, recycling and
disposal of hazardous waste produce from the port operation.
53
4
Baseline Environmental Conditions
4.1
Atmosphere
4.1.1
Meteorological/Climatic Conditions:
Pondicherry has hot and humid summer, cool winter and two distinct monsoon
seasons (south-westerly and north-easterly).
Hot: Summer
:
February
Rainy season: South-West Monsoon
:
March to September
Rainy Season: North-East Monsoon
:
October to December
Cold: Winter
:
January
Meteorological/climatic conditions of Pondicherry are presented in Table 4.1
Table 4-1: Climatic Conditions of Pondicherry City
Parameter
Temperature
Mean daily maximum temperature (oC)
Mean daily minimum temperature (oC)
Average maximum temperature (oC)
Average minimum temperature (oC)
Wind speed (kmph)
33.7
24.1
31.5
23.9
1-19
Source: Pondicherry port
Doc No 1 Rev: 1 Date: February 2006
54
(a)
Climate
Climate at the Pondicherry is hot and humid. The maximum and minimum
temperature recorded at the Pondicherry is 35.7ºC in the month of June and
20.9ºC in January respectively. The average maximum temperature is 31.5ºC and
the average minimum temperature is 23.9ºC.
(b)
Rainfall
The rainfall in Pondicherry is influenced both by the Southwest and Northeast
monsoon. Wet season persists mainly during the north east monsoon period
between October and December. The average annual rainfall received in northeast
monsoon is about 1300 mm. Southwest monsoon starts in the month of March
and rains till September. The annual average rainfall received in the year 2001-2002
and 2002-2003 are presented in the Table 4-2 given below.
Table 4-2: Annual Average Rainfall in Pondicherry Region
Area
Unit
2001-2002
2002-2003
Pondicherry Region
mm
921
1282
Source: Department of Ports, Government of Pondicherry
(c)
Wind
Pondicherry experiences the change in wind direction through out the year and
wind speed varies from 1 and 19 Km/hour. During south west monsoon between
March and September, the wind blows predominantly from the south. In June, July
and August, strong wind is experienced from south west direction in morning,
south during afternoons and south east during nights. The north east monsoon
starts in October during which wind first blows from the coast then changes to
northerly direction in December and gradually decreases in force during January
and February. The direction also changes from northeast to east. Northeast
monsoon winds are usually stronger than the southeast monsoon winds.
(d)
Cyclones
Pondicherry, being a part of Indian subcontinent, experiences tropical cyclones
which originate from the depression generated in the Bay of Bengal during the
north east monsoon season (October to December). The occurrence of storms in
this region is about once in three years. Pondicherry is also affected by cyclone
generated waves during this period.
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55
4.2
Land Formation and Geotechnical Conditions
4.2.1
Port Area
The Admiralty Chart Map shown as Figure 1.2 shows the land area of the four
ports that have been developed at Pondicherry to date. The current port site,
which will be the site for the proposed deep water port, is shown on the Admiralty
chart as it was before the current port was constructed in the early 1990’s. It can
clearly be seen from the chart that the land on which the existing port has been
developed is an old ox bow lake or meander of the Ariyankuppam River. This land
comprises low lying marshy land which has been partially reclaimed to form the
existing port works, but much of the land remains as a water logged marsh at or
near sea and ground water level.
Boreholes sunk in 1986 (ref Appendix B) in the mouth of the existing port channel
show the underlying material of the port land to be silty clay with fine sand
overlaying dense brown and medium sands and course gravel to a depth of over
15m. No rock was encountered down to this depth.
A further 6 boreholes have been sunk for the Halcrow DPR for the deepwater
port. All 6 were sunk to a depth of 30m.
The two sets of borehole logs are not particularly consistent. Comparing the two
boreholes that are close to each other, R1 and H1, the top 5 m of the 1986
borehole is said to comprise silty clay with fine sand, whilst the 2005 boreholes is
sand with shells. From 5 to 15 m the 1986 borehole shows medium and coarse
sand, whilst the 2005 borehole shows sand and silt overlying clay. Hence the 2005
series borehole results are only used here.
The 2005 boreholes show that along the coast between the existing Northern
Groyne and the lighthouse, the top 10-12m of ground is largely coarse grained
materials, predominantly sand with some silt and clay material and some shells.
Below 10-12m the ground is predominantly clay, mostly firm grey clay, but with
some softer bands and with some horizons of sand and silty clay. The thickest soft
clay layer is 1.5m and the thickest stiff clay layer without drainage is about 5m.
Further back into the port area, adjacent to the approach channel to the existing
quay, the soils are very soft clay in the top 5 m, overlaying sand to 10m depth and
then soft to increasingly firm clay from 10 to 30m. There is thus an increased
amount of clay, much of which in the upper layers is soft, in the profile.
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56
Towards the very back of the existing port land, to the south and west of the
warehouses, the old channel is being used as a landfill site and is being filled in with
town rubbish.
Given the above it is likely that some settlement will occur predominantly within
the soft bands of clay. However, near the sea, most layers, due to presence of sand
layers throughout the profile, should drain naturally within a reasonable period.
Some very soft clay and some of the town rubbish may have to be removed to
other land fill sites. It is recommended that all areas where settlement would be an
issue be surcharged for a period, to speed up drainage and settlement of these areas
and that the process be well monitored. In some areas drainage may have to be
assisted though the provision of wick drains in the areas with thick bands of soft
clays. Details of these procedures should be developed at the detailed design stage.
Rock was not encountered in any of the boreholes.
The groundwater table was encountered between 1.85 and 3m below ground level
in the boreholes.
4.2.2
Offshore
To date no investigations have been done to assess the geotechnical conditions
offshore within the planned port basin and along the line of the dredged channel.
These investigations have not been possible during the period that this study has
been carried out due to the sea being rough in the monsoon period. It is however
planned to undertake a bathymetric and geophysical survey during the coming
months. This work would then be followed up with offshore boreholes at strategic
locations to prove the geophysical results. The bathymetric data will then be used
to check that the conditions assumed in the following sections on wave and
sediment transport are reasonably correct and the geophysical results will be used
to prove the depth to rock.
The port basin and approach channel are proposed to be dredged to a depth of
14m CD. Based on the absence of rock along the shore line, down to at least 25m
(the 30m depth of the boreholes, less the elevation of the ground that the
boreholes were sunk in), for the purposes of this study, we have assumed that no
rock will be encountered during the dredging and that ground conditions offshore
will be similar to those described above for the port area. However, this must be
Doc No 1 Rev: 1 Date: February 2006
57
proved and as described above, it is planned to undertake investigations to confirm
or otherwise this assumption.
4.3
Oceanographic Conditions
4.3.1
Introduction
Accurate derivation of the wave climate at the shoreline is essential for the
prediction of coastal processes and the design of coastal structures. On the most
exposed coasts, waves are the major driving force behind sediment transport and
beach evolution. To estimate wave heights in the nearshore coastal zone it is
necessary to consider the shallow water effects of wave refraction, diffraction and
breaking, as waves are transformed from offshore to inshore.
4.3.2
Densities
Limited information is available regarding local material densities. The material
densities assumed for the purposes of the outline design are provided. This data
will need to be confirmed prior to any future designs.
Table 4-3: Material Densities
Description
Seawater
Concrete
Rock (granite)
4.3.3
Density
1025 kg/m3
2400 kg/m3
3100 kg/m3
Source
Assumed
Assumed
Initial tests on local source
Water Levels
(a)
Tides
The tidal range at the site is low and the maximum range during a spring tide is
around 0.8m. Table 4-4 provides a summary of the water levels that can be
expected during typical spring and neap tides.
Table 4-4: Tidal Levels at Pondicherry
Tidal Level
Mean High Water Springs
Mean High Water Springs
Mean Low Water Neaps
Mean Low Water Springs
Doc No 1 Rev: 1 Date: February 2006
MHWS
MHWN
MLWN
MLWS
(mCD)
1.3
1.0
0.7
0.5
58
At this stage the outline designs do not include any allowance for Tsunamis.
Should this be required in the next stage of the design further data will be required.
(b)
Sea level Rise
The key climate change factors with regard to the design for the development are
sea level rise and increased storminess. Whilst there is a wide variation in
prediction of global sea level rise2 a typical allowance of 6mm/year has been
assumed for design purposes. This gives a total sea level rise of 300mm over the
50yr (2055) design life of the structure. Assessment of increased storminess is even
less certain and has not been included at this stage. Further information local to the
site will be required prior to further design work.
Factors for sea level rise are small when compared to the uncertainty in the design
wave height at this early stage, an issue which will be resolved through wave
modelling of the proposed structures.
(c)
Extreme Water Levels
No recorded water level data is currently available for the site therefore it has not
been possible to undertake joint probability analysis of extreme wave and wave
levels. Extreme water levels due to storm surge are usually provided through
analysis from measured and predicted water levels however in lieu of this data an
estimate of 0.7m has been used. This estimate is based on figures provided in the
Government of Pondicherry report3 which state ‘the maximum tidal range is about
1.5m…’. This figure exceeds the maximum range of a spring tidal range by 0.7m
which has been assumed for the value of 1:100yr storm surge at the Pondicherry
site. Prior to the preparation of any future design, water level records will need to
be obtained for assessment through a joint probability analysis (JOINSEA) of
wave and water levels.
UKCIP (2002), Hulme, M et al. “Climate change in scenarios for the UK: the
UKCIP02 Scientific Report”, published by Tyndall Centre for Climate Change
Research, School of Environmental Science, University of East Anglia, Norwich,
UK
3 RITES (1991), Government of Pondicherry, Directorate of Ports, Additional
Development Facilities of Ariyankuppam Port Project (Techno Economic
Feasibility Study), Final Report, Rites – A Government of India Enterprise, New
Deli
2
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59
4.3.4
Offshore Wind & Wave Climate
In order to derive an inshore wave climate it was necessary to obtain a suitably
long time series of wind speed/wave heights. This information was obtained from
the UK MET Office and is derived from hindcast fields of winds and waves
produced during the operation of their atmospheric and wave model forecast suite.
The location of this offshore time series data is approximately 61.5km from
Pondicherry at Lat. 11.9N and Long. 80.4E. and covers the period from
28/05/1999 through until 31/05/2005 at six hourly intervals.
This information was used to plot a wave rose of the magnitude and frequency of
wave heights and wind speeds at each of the incident wave directions, this is shown
by Figure 4-1 and Figure 4-2 respectively.
Figure 4-1: Offshore Wave Rose
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60
Figure 4-2: Offshore Wind Rose
The wave rose plot shows that the predominant wave direction is from between
150o and 165o, whilst the largest waves occur from between 45o and 60o.
4.3.5
Wave Modelling
Accurate derivation of the wave climate at the shoreline is essential for the
prediction of coastal processes and the design of coastal structures. On the most
exposed coasts, waves are the major driving force behind sediment transport and
beach evolution. To estimate wave heights in the nearshore coastal zone it is
necessary to consider the shallow water effects of wave refraction, diffraction and
breaking, as waves are transformed from offshore to inshore.
To make an assessment of design wave conditions at the site a numerical model
was developed using Halcrow’s MWAVE suite. The elements used in the analysis
included the following:
MWAV_REG - this a regional wave model and is based on the so-called evolution
solution of the mild slope wave equation for a regular bathymetric grid. The model
considers the combined shallow water effects of wave breaking, refraction and
diffraction. Due to its ability to operate on a grid size that can be of the same order
Doc No 1 Rev: 1 Date: February 2006
61
of magnitude as the wavelength, it is at least an order of magnitude faster than
other mild slope equations solutions and therefore this enables much larger areas
to be modelled.
MWAV_TRN – this transforms offshore time series wave data to equivalent
nearshore time series data sets. This data can then be applied to probability
distribution functions to inform on design wave conditions.
(a)
Bathymetry and Model Area
The model bathymetry used in MWAV_REG was constructed from the following
Admiralty Charts
•
•
No. 2069 (Point Calimere to Madras)
No. 575 (Anchorages on the East Coast of India)
This involved digitising the charts in AutoCAD and importing the location of the
data points into the GIS software application ArcView. These data points were
then converted from Latitude and Longitude coordinates to GCS Indian 1960
geographic coordinates by using the Indian 1960 TM 106NE projection coordinate
system. The bathymetric data was interpolated to produce a 100m spaced grid.
A digital plot of the bathymetry used in the MWAV_REG model can be seen in
Figure 4-3.
Doc No 1 Rev: 1 Date: February 2006
62
MWAV_REG Bathymetry
700
600
200
100
500
j nodes
50
40
400
30
20
300
10
5
200
0
-50
100
mCD
100
KEY:
200
300
400
i nodes
Location of Porticherry Port & Extent of Admiralty Chart No. 575
Figure 4-3: MWAV_REG Bathymetry
(b)
Model Parameters
To assess the full range of potential offshore wave conditions the model was run
for a range of wave conditions covering, unit wave height, eleven wave directions
and four wave periods. Due to the limited tidal range at the site it was only
necessary to consider a single water level. The water level used in the model was set
to 1.3mCD which equal to the mean high water level during a spring tide (MHWS).
The results of the MWAV_REG analysis can be seen in Appendix A3.
(c)
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Wave Transformation
63
The results from MWAV_REG were used to drive the wave transformation model
MWAV_TRN. The offshore times series obtained from the MET Office has been
transformed for two separate purposes, firstly the data was transformed to a
location opposite of the proposed development on the 10mCD contour. This
nearshore wave data was then analysed to inform on design wave conditions.
Secondly the offshore time series wave data was transformed to a further three
nearshore locations along the 5mCD contour. This inshore wave data was used to
estimate longshore drift quantities.
Figure 4-4 is an extract from Chart 575 and provides the locations of where waves
have been transformed to.
1
2
10mCD
3
Figure 4-4: Location of Inshore Wave Transformation Points
4.3.6
Design Wave Conditions
The transformation of the offshore times series wave data to the 10mCD yielded
the following wave rose plot of the magnitude and frequency of wave heights:
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64
Figure 4-5: Inshore wave rose at 10m CD contour
To establish design wave conditions statistical analysis of the time series was
carried out using Halcrow’s Shoreline and Nearshore Data System (SANDS). The
data has been analysed using two probability density functions (pdf), namely
Weibull and Gumbel, and the best fit was found to exist for the latter.
The results of the analysis for various return periods and directions can be seen in
Table 4-5 to Table 4-10.
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65
Table 4-5: Extreme wave conditions for waves approaching from 60-75 deg
Return Period
(years)
1
2
10
50
100
200
HS (m)
TZ (s)
TM (s)
1.95
2.04
2.24
2.45
2.54
2.63
6.78
6.94
7.27
7.60
7.74
7.88
7.26
7.43
7.78
8.13
8.28
8.43
Table 4-6: Extreme wave conditions for waves approaching from 75 - 90 deg
Return Period
(years)
1
2
10
50
100
200
HS (m)
TZ (s)
TM (s)
2.63
2.78
3.14
3.50
3.66
3.81
7.88
8.10
8.61
9.09
9.29
9.48
8.43
8.67
9.21
9.73
9.94
10.14
Table 4-7: Extreme wave conditions for waves approaching from 90 - 105 deg
Return Period
(years)
1
2
10
50
100
200
Doc No 1 Rev: 1 Date: February 2006
HS (m)
TZ (s)
TM (s)
2.44
2.59
2.94
3.29
3.44
3.59
7.59
7.82
8.33
8.81
9.01
9.20
8.12
8.44
8.91
9.43
9.64
9.84
66
Table 4-8: Extreme wave conditions for waves approaching from 105 - 120 deg.
Return Period
(years)
1
2
10
50
100
200
HS (m)
TZ (s)
TM (s)
2.09
2.21
2.49
2.77
2.89
3.01
7.02
7.22
7.66
8.08
8.26
8.43
7.51
7.73
8.20
8.65
8.84
9.02
Table 4-9: Extreme wave conditions for waves approaching from 120 - 135 deg
Return Period
(years)
1
2
10
50
100
200
HS (m)
TZ (s)
TM (s)
1.77
1.85
2.06
2.26
2.35
2.43
6.46
6.61
6.97
7.30
7.45
7.57
6.91
7.07
7.46
7.81
7.97
8.10
Table 4-10: Extreme wave conditions for waves approaching from 135 - 150 deg
Return Period
(years)
1
2
10
50
100
200
4.3.7
HS (m)
TZ (s)
TM (s)
1.70
1.78
1.97
2.16
2.25
2.33
6.33
6.48
6.82
7.14
7.29
7.41
6.77
6.93
7.30
7.64
7.80
7.92
Sediment Transport/Littoral Drift
One important issue in the design of any works along the East Coat of India is the
Littoral Drift. The prevailing wave direction for nine months of the year is an
Doc No 1 Rev: 1 Date: February 2006
67
oblique wave from the South West. The energy in such waves breaking at and near
the shore tends to cause sand particles on the beaches to be carried Northwards, in
quite large quantities. Estimates made by the National Institute of Ocean
Technology at Chennai4 suggest that the total volume of sand moved is at the rate
of about 1,500 cubic meters a day for nine months of the year, which works out as
about 400,000 cubic meters a year.
Any form of breakwater or other device which results in calm water being made
for part of the coast breaks this cycle and prevents the sand moving Northwards,
this results in accretion of the land to the South of the obstruction and erosion of
beaches to the North.
This problem has long been recognised at Pondicherry and when the current
breakwaters for the current port were constructed in the early 1990’s a sand bypass
or beach nourishment system was incorporated whereby sand is dredged from a
sand trap immediately to the South of the Southern breakwater and pumped
around the mouth of the river and the Southern breakwater and back into the sea
at various points along the beach to the North. The sand is pumped across the
mouth of the river through pipes in a tunnel constructed under the mouth of the
river and hence to a booster pump station located immediately to the North of the
rive mouth. The top of the tunnel is at an elevation of -4.5 m CD which is thus a
restriction of the draft for shipping that can enter the river.
However, as can be seen from the satellite imagery shown on Figure 4.6, the
current efforts are not that effective. This may be because the system is not much
used or not effectively used, we understand for instance that the system has not
been used for a year. The imagery shows that the beach to the south of the
breakwater has considerably extended, whilst that to the North of the breakwater is
eroding. The Chennai Institute Report suggest that about 31 hectares of land has
been eroded on the North side of the breakwaters and 33 hectares of land accreted
within 1.5 km of the Southern side of the breakwaters.
4
Numerical Studies for Shore Protection along the Pondicherry Coast, Draft Technical Report by the National
Institute of Ocean Technology Chennai, undated.
Doc No 1 Rev: 1 Date: February 2006
68
Figure 4-6: Satellite imagery of the port area showing the build up of the beach to
the South of the port
The resulting coastal erosion to the North of the breakwaters is clearly affecting
the beach to the immediate North, but we would also expect it to be undermining
protection works to Pondicherry town, including the recent and on-going rock
protection that is being placed. If the beach nourishment scheme is not effectively
activated, we would expect continued erosion of both the beach to the North and
the current town protection works.
For this study an estimate of longshore drift quantities has been calculated by
considering the formula proposed by Kamphius (1991). The formula has been
used in combination with the inshore wave climate derived along the 5mCD
contour.
Due to limited available data regarding beach characteristics at the time of the
analysis it was necessary to consider a range of possible mean sediment sizes and
resultant beach slopes.
The analysis yielded net sediment transport rates of between 750,000 - 1.3 million
m3/annum in a northerly direction. Whereas this range is above that quoted in the
above referenced study it should be considered that these are only estimates and
that no consideration of the effect of external influences such as coastal structures
or the estuary at Pondicherry has been made.
Doc No 1 Rev: 1 Date: February 2006
69
Further site data will be require before further designs are undertaken to enable a
better estimate of littoral drift through additional numerical modelling. Data
required is likely to include topographical surveys, bathymetric survey and sediment
sampling as a minimum requirement. Additional to this an ongoing monitoring
regime may be required to assess and quantify the impacts of the proposed
scheme.
4.4
Air Environment
The main sources of air pollution in Pondicherry are emissions from the
automobile and industrial activities (by lateral and stack emissions, NOX). House
hold activities (due to the use of fuel woods) also contribute in air pollution.
The Pondicherry Union Territory has been notified as air pollution control area by
Pondicherry Pollution Control Committee (PPCC). PPCC is operating three air
quality monitoring stations for measuring air quality under National Air Monitoring
Programme (NAMP) The ambient air quality of the Pondicherry from 1996 –
2004 is given in Table 4-11.
Table 4-11: Ambient Air Quality of Pondicherry
Year
Station I (French Institute
– Sensitive Area)
Station II (Department of Science
Technology and Environment –
Station III (PIPDIC
Industrial Estate –
Residential/Commercial Area)
Industrial Area)
SPM
SO2
NOX
SPM
SO2
NOX
SPM
SO2
NOX
1996
125
19.1
19.4
319
91
49.6
247
45.1
40.9
1997
125
20
25.3
389
118
70
281
42.8
39
1998
133
21
22.7
435
115
84.7
270
41.8
55.9
1999
112
18.2
19
409
97.2
82
188
16.9
30.4
2000
133
12.9
14.5
202
34.9
39.2
161
17.6
22.9
2001
100
11.6
20.4
128
19.3
22.3
133
12.6
21.7
2002
79
14.3
10.9
89.6
15.1
12.4
72
20.1
16.1
2003
58.5
17.2
12.4
80
18.9
14.1
90.9
25.4
21.5
2004
59.2
21.4
15.5
78.2
20.7
15.5
90.4
24.4
21.3
*Values of all parameters are in
ug/m3, *Source:
Pondicherry Pollution Control Committee
The permissible air quality standards for particulate and gaseous pollutants are
presented in Table 4-12 as stipulated by Central Pollution Control Board (CPCB).
Doc No 1 Rev: 1 Date: February 2006
70
Table 4-12: National Ambient Air Quality Standards (CPCB, 1997)
Time Weighted
Pollutant
Concentration in Ambient Air µg/m3
Average
Industrial
Rural and
Residential
Sensitive
Annual Average*
80
60
15
24 hr**
120
80
30
Annual Average*
80
60
15
24 hr**
120
80
30
Suspended Particulate Matter
(SPM)
Annual Average*
360
140
70
24 hr**
500
200
100
Respirable Particulate
Annual Average*
120
60
50
Matter(<10µm) (RPM)
24 hr**
150
100
75
Annual Average*
5
2
1
24 hr**
10
4
2
Sulphur Dioxide(SO2)
Oxides of Nitrogen (as NO2)
Carbon Monoxide mg/m3
*Annual Arithmetic mean of minimum 104 measurements in a year taken for a week 24 hourly at uniform interval.
* 24 hourly/8 hourly vakues should meet 98 percent of time in a year
Source: Central Pollution Control Board (1997) National Ambient Air Quality Monitoring Series, NAQMS/a/1996-97
It is observed that SPM level was beyond permissible limit at station I in sensitive
area till 2002 and is within the limits till then. SPM level was also higher in Station
II (Residential area) till 2000 and is within control till then. SPM level has been
within permissible limit in Station III (Industrial Area).
The SO2 level was above the threshold limit from 1996 to 1999 in Station I
(Sensitive Area) and later decreased between 2000 to 2002, and again increased
beyond threshold limit from 2003. Presently, SO2 level is beyond threshold limit in
this station. SO2 is beyond threshold limit from 1996 to 1999 in Station II
(Residential Area) and till then it is within the permissible limit. SO2 is within the
permissible limit in Station III (Industrial Area).
NOX has been above the prescribed limit of National Ambient Air Quality
Standard in Station I (Sensitive Area) except for the year 2000, 2002 & 2003. NOX
was higher that the limit in Station II (Residential Area) till 1999, since then it is
within control. NOX has always been within permissible limit in Station III
(Industrial Area).
Doc No 1 Rev: 1 Date: February 2006
71
4.5
Noise Environment
Ambient noise level in the Pondicherry region is relatively higher than the limits
prescribed by the Central Pollution Control Board. Noise levels at various places in
Pondicherry City for past five years are given in Table 4-13 below:
Table 4-13: Noise Levels in Pondicherry City (From 6.00 AM to 10.00 AM)
S.no
Location
Category
2000
2001
1
Nellithope
Residential Area
--
65
2
Mudaliarpet
Residential Area
65
3
Uppalam
Residential Area
--
4
Raja Theatre
Commercial / Residential Area
5
Raj Bhawan
Silence Zone
6
Muthialpet
Residential Area
7
Jipmer
8
Lawspet
9
10
2002
2003
2004
59.8
65.6
64.0
74
70.2
70.3
63.4
72
70.1
--
52.5
75.5
73.3
82.8
--
--
65.9
64
64.2
70.9
54.7
52.8
77
66.9
83.4
57.2
Silence Zone
59
74
65.2
--
--
Residential Area
61.3
67
65.1
73.1
55.2
Saram
Commercial / Residential Area
--
74
77.6
--
50.8
VVP Nagar
Commercial / Residential Area
--
79
76
--
54.6
dB(A)
Source: Pondicherry Pollution Control Committee
CPCB has specified ambient noise levels for different land uses for day and night
times. Importance was given to the timing of exposure and areas designated as
sensitive. Table 4-14 gives the standards for noise levels.
Table 4-14: National Ambient Noise Level Standards (as per CPCB, India)
Area Code
Category
Limits in Decibels (dBA)
4.6
Day 4.7
Ti
me
Night
Time
A
Industrial
75
70
B
Commercial
65
55
C
Residential
55
45
D
Silence
50
40
Note : (1) Daytime : 6 AM to 10 PM, Night Time: 10 PM to 6 AM : (2) Silence zone is an area up to 100 m around premises as hospitals, educational institutions
and courts.
Source: Central Pollution Control Board, New Delhi
Doc No 1 Rev: 1 Date: February 2006
72
It is observed that the silence zone of JIPMER exceeds the permissible limit of
National Ambient Noise Level Standards. In 2004, Lawspet, Saram, VVP Nagar
and Uppalam are the only areas which are within the permissible limit and rest of
the places exceeds the threshold limit of noise level as prescribed by the National
Ambient Noise Level Standard. It is also observed that noise level in previous years
are also higher that the desired permissible limit in almost all the places. Noise level
is observed maximum in Nellithope and minimum in Saram in 2004.
4.8
Water Environment
4.8.1
Surface Water Resources
Main source of surface water in Pondicherry are the tanks, ponds and small rivers
like Sankaraparani, Pembayar, Malattar, Penniar, Ariyankuppam, Chunambar. The
rivers and tanks are seasonal in nature and mostly depend upon monsoon for
water. Water quality of Chunambar River and Bahour Lake is presented in the
Table 4-15 given below.
Table 4-15: Water Quality in Chunambar River and Bahour Lake
Parameters
Chunambar River
Bahour Lake
Period
May 02
Apr 04
May 02
Apr 04
Temp in oC
30
32
37
33
pH
8.88
8.8
9.23
8.0
Chloride
15653
21400
139.5
77.7
TDS
29312
27800
487
540
NO3-N+NO2-N
BDL
0.12
0.784
40.6
NH3-N
0.04
BDL
0.02
0.11
Total Hardness
4368.6
11650
95
104.8
Ca Hardness
815
1165
42.7
42.7
Mg Hardness
3553.6
10485
52.3
62.1
Sulphate
355.7
295
43.5
75
Phosphate
0.024
0.007
0.25
0.182
DO
13.4
1.1
4.1
2
BOD
15.8
12
45.3
21
COD
61.2
46.7
97.9
87
Alkalinity
155.2
180
184.3
260.8
Conductivity
37500
35400
795
830
Doc No 1 Rev: 1 Date: February 2006
73
Parameters
Chunambar River
Bahour Lake
Sodium
486
6450
117
99
Potassium
--
227
--
8.7
All the parameters are expressed in mg/l except pH, Temperature and conductivity.
Source: Department of Science, Technology and Environment, Pondicherry
This water quality is compared with Indian standards for surface water prepared by
CPCB, New Delhi that are given in Table 4-16 below.
Table 4-16: Indian Standard for the Surface Water (CPCB Standard)
S.No Characterization A@
1
pH
6.5-8.5
2
Colour ,Hazen
10
unit, max
3
Total Suspended
Not
Solid
specified
in
Standard
4
Total Dissolved
500
Solid, mg/l,max
5
Free Ammonia
(as N),mg/l, max
400
6
Sulphate
(as SO4), mg/l,
max
7
Total Hardness as Not
CaCO3
specified
8
Total Alkalinity as Not
CaCO3
specified
9
Lead(as Pb) mg/l, 0.1
max
10
Dissolved
6
Oxygen, mg/l,
max
11
BOD,mg/l,min
2
12
COD
Not
Doc No 1 Rev: 1 Date: February 2006
B@
6.5-8.5
300
C@
6.5-8.5
300
D@
6.0
-
E@
Not
specified in
Standard
Not
specified
In
Standard
-
Not specified
in Standard
-
Not
specified
in
Standard
1500
-
-
1.2
-
-
400
-
1000
Not
specified
Not
specified
-
Not
specified
Not
specified
0.1
Not
specified
Not
specified
-
Not specified
5
4
4
-
3
Not
3
Not
Not
Not specified
-
2100
Not specified
-
74
S.No Characterization A@
specified
B@
specified
C@
specified
D@
specified
E@
@
A- Drinking water source without conventional treatment but after disinfection., B- Outdoors bathing , C- Drinking water source with
conventional treatment followed by disinfection., D- Propagation of wildlife, fisheries. E- Irrigation, Industrial cooling, controlled, controlling
waste disposal.
It is revealed from the surface water quality data that water of the rivers is slightly
alkaline (pH, ranges between 8.0-9.23). Both Chunambar River and Bahour Lake is
polluted as the B.O.D is 15.8mg/l & 45.3mg/l in 2002 and 12mg/l & 21mg/l in
2004 respectively. Also, Total Dissolved Solid is higher in Chunambar River. In
Bahour Lake Total Dissolved Solid is found below the permissible limit. The D.O.
levels in Chunambar River and Bahour Lake were 13.4 & 4.1 mg/l in 2002 and 1.1
and 2.0 mg/l in 2004 indicating less oxygen available for aquatic life to survive.
4.8.2
Ground Water Resources
Pondicherry region, having three major aquifer systems viz. Alluvium, Cuddalore
sandstone (Tertiary), and Vanur-Ramanathapuram Sandstone (Cretaceous)
estimates about a resource potential of 152 MCM. A huge amount of water is
being used for public purpose. In 1985-86, ground water used was 127 MCM while
in 2002-03 it was 216.10 (source PPCC report).The extent of fall in water table in
Pondicherry Region is delineated in the Table 4-17
Table 4-17: Water Table in Pondicherry Region (in meters below the ground)
S.
Village Name
No
Well
Year
Type
1985
1990
1995
2000
2004
Feb
Sep
Feb
Oct
Feb
Oct
Feb
Sep
Feb
Sep
1
Ariyur
A
12.92
15.89
26.50
28.30
30.19
30.48
21.70
28.00
38.30
NA
2
Kodathur
A
14.42
17.15
25.34
26.97
32.49
29.15
22.60
27.10
35.00
36.10
3
Mannadipet
A
19.00
22.00
29.72
31.86
35.89
36.90
22.80
26.80
36.10
36.50
4
Lingaredipalayam
C
13.04
16.44
29.30
30.15
38.87
35.00
27.15
32.15
13.60
40.80
5
Puransingupalayam
C
17.04
20.68
31.44
28.25
36.99
33.60
24.30
27.20
37.00
NA
6
Thondamanatham
C
8.45
9.65
25.87
25.12
34.78
21.60
NA
NA
NA
NA
7
Karaimpathur
T
7.50
14.21
21.56
23.28
27.84
25.25
NA
22.10
32.10
33.25
8
Manakuppam
T
8.15
13.45
21.40
22.64
24.88
24.05
NA
NA
30.40
31.00
Doc No 1 Rev: 1 Date: February 2006
75
9
Mangalam
T
5.49
8.17
15.70
19.73
18.06
18.10
11.15
20.15
14.15
11.30
10
Thirukanchi
T
4.61
NA
12.43
14.87
17.86
15.60
10.00
13.00
NA
19.00
Note: A- Alluvial; C- Cretaceous; T- Tertiary
Source : Department of Science, Technology and Environment, Pondicherry
Water quality parameters of ground water of Pondicherry region (from
Muthirapalayam Bore well) is given in Table 4-18
Table 4-18: Water Quality in Pondicherry Region
Parameters
Muthirapalayam Bore well
Period
Jun 02
Apr 04
32
29
6.91
6.95
59
56.3
Temp in oC
pH
Chloride
TDS
339
430
NO3-N+NO2-N
0.43
BDL
NH3-N
BDL
BDL
Total Hardness
128
149.5
Ca Hardness
102
97.0
Mg Hardness
26
52.5
Sulphate
22.7
34.1
Phosphate
0.007
0.04
4.9
6.6
BDL
BDL
DO
BOD
COD
NIL
NIL
Alkalinity
125.4
163.5
509
670
Sodium
--
47.4
Potassium
--
3.1
Conductivity
All the parameters are expressed in mg/l except pH, Temperature and conductivity.
Source: Department of Science, Technology and Environment, Pondicherry
Doc No 1 Rev: 1 Date: February 2006
76
Table 4-19: Drinking Water Standard (IS 10500:1991)
S.No
Characteristics
Requirement/desirable
limit
1
pH
6.5-8.5
2
Colour, Hazen unit, max
5
3
Total Suspended Solid
Not specified
4
Total Dissolved Solid, mg/l, max
500
5
Free Ammonia (as N), mg/l, max
Not specified
6
Sulphate (as SO4), mg/l, max
200
7
Total Hardness as CaCO3, mg/l, max
300
8
Total Alkalinity as CaCO3
200
9
Lead (as Pb) mg/l, max
0.05
10
Dissolved Oxygen, mg/l, max
Not specified
11
BOD, mg/l, min
Not specified
12
COD
Not specified
Analytical values shows that the ground water of the area is neutral (pH ranges
between 6.9-7.0). The TDS and hardness values are within the limits prescribed for
the water for drinking water standards. Values of BOD and COD as NIL and
Below Detectable Limits show that waster is not contaminated. No test for
coliforms has been conducted. From these analytical results, it could be concluded
that the ground water of Pondicherry, in general, is safe for drinking and other
suitable purposes.
4.9
Waste Management
4.9.1
Municipal Solid Waste
Wastes arising from human and animal activities that are normally solid and
generally discarded as useless or unwanted are Municipal Wastes. Municipalities in
Pondicherry are responsible for collection and proper disposal of municipal solid
wastes from Pondicherry as per Municipal Solid Waste Management Rules, 2000
Notified under Environment Protection Act, 1986. There are two Municipalities
(Pondicherry Municipality & Oulgaret Municipality) and five communes in
Pondicherry. The approximate quantity of waste generated is given in Table 4-20.
Doc No 1 Rev: 1 Date: February 2006
77
Table 4-20: Approximate quantity of waste generated
S.
No
1.
Name of Municipality
Population (2001 Census) –
In thousand
Quantity of waste
(Tons per day)
Pondicherry
221
175
217
125
Municipality
2.
Oulgaret Municipality
Source: Department of Science, Technology and Environment, Pondicherry
Presently, the collection is carried out by the local authorities on a day to day basis.
The waste is being disposed off in disposal yard. Few drawbacks can be seen with
respect to the handling of municipal wastes viz. unorganized collection resulting
into littering of garbage, dissatisfactory and insufficient number of dustbins and
improper handling procedure, avoidance of waste segregation and garbage
processing , lack of public co-operation and lack of scientific management.
4.9.2
Industrial Solid and Hazardous Waste
Any waste that possesses properties like corrosivity, reactivity, ignitability and
toxicity are termed as Hazardous Waste. It is the responsibility of individual
generator to collect and dispose these wastes as per Hazardous Waste
(Management and Handling) Rules, 1989. Till dated there is no Common
Hazardous Waste Treatment, Storage and Disposal facility available at Pondicherry.
Pondicherry Pollution Control Committee at present has granted authorization to
61 industrial units in Pondicherry for managing hazardous waste. Table 4-21 gives
the types and quantities of various wastes.
Table 4-21: Hazardous Wastes
Name of the
region
Pondicherry
No. of Units
61
Recyclable
Hazardous
Incinerable
Hazardous
Disposable
Hazardous
Waste
Waste
Waste
10379.55
16283.38
157.23
Total
26819.61
All figures are in TPA (Tons per annum)
Source: Department of science, technology and environment, Pondicherry
Doc No 1 Rev: 1 Date: February 2006
78
4.9.3
Marine Solid Waste
Wastes generated at Port:
Photograph 4-1: Dredger at the Pondicherry port
Marine solid wastes are generated from the fishing boats, tugs, trolleys, passenger
ships as well as some sources from land. This waste includes plastic, glass, metal
paper, fishing gear, food, cloth, rubber and packing metals. Apart from plastic, all
other wastes can be discharged overboard from ship at some distance from the
shore as prescribed by the Annexure 5 of MARPOL (73/78).
Resin pallets, raw materials from which plastic is formed, are most common plastic
material found in the marine environment. These pallets enter into ocean
environment and being small, light weight, persistent and buoyant, they cause
potential hazard to those species who injects these pallets while feeding.
Solid waste is also generated from the dredging operation at the port. The present
mode of disposal is direct land disposal at the sea shore. All the dredged material is
presently being dumped there. The quantity of dredged material dumped during
the last three years (2001 to 2004) is 10, 09,954 m3. The Photograph 4-1 shows
the dredgers at the port.
Apart from this, one major impact of waste in marine environment is its aesthetic
degradation. Marine debris can damage or disable vessel propellers and water
intake valves, causing damage to the engines.
Doc No 1 Rev: 1 Date: February 2006
79
Biomedical waste
Wastes generated from health care institutions are categorized as biomedical wastes
and it is the duty of the generator to collect and dispose as per Biomedical waste
(Management & Handling) Rules, 1998. There are 6 medical colleges and around
90 hospitals and clinics in Pondicherry. At present, collection and disposal of
biomedical wastes are being carried out by the municipal authorities. Incineration
facility is available at 1) Government general hospital, 2) Jawaharlal Institute of
Post Graduate Medical Education and Research (JIPMER), 3) Pondicherry
Institute of Medical Science (PIMS), 4) Mahatma Gandhi Medical College and
Research Institute (MGMCRI) and Arupadai Veedu Medical College and Hospital.
4.9.4
Ecological Resources
(a)
Flora
Forest
Photograph 4-2: Vegetation in the proposed project area
Union territory of Pondicherry does not have forest resources in abundance and in
fact there is no record forest area in Pondicherry except the “Swadeshi Mills”
campus where rich biodiversity was protected. Swadeshi Mill campus will not come
under the project influenced area.
Doc No 1 Rev: 1 Date: February 2006
80
Mangrove Vegetation
Species diversity of mangrove is very much limited in Pondicherry region. It is
present in the estuaries and the reverine side of Ariyankuppam River and Malattar.
A well developed Avicennia path is present in Thengaithittu and Murthikuppam.
Avicennia and clerodendrum are present in all the deltaic region of Pondicherry
region. However, only Excoecaria in Murthiuppam River and bruguiera at
Ariyankuppam Bridge and in veerampattinam region are present. The existing
mangrove species and associated species in the Pondicherry region are given below
in Table 4-2
Table 4-22: Mangrove and Associated Species in Pondicherry Region
Mangrove and Associated Species
Avicennia marina
Avicennia officinalis
Bruguiera cylindrica
Rhizophora apiculata
Rhizophora mucronata
Excoecario agallocha
Acanthus ilicifolius
Clerodendrum inerme
Hibiscus tiliacearia
Pandanus tectorius
Suaeda martima
Suaeda monoica
Sesuvium portulacastrum
*Sources: Department of forest and wildlife, Government of Pondicherry
(b)
Fauna
Through Pondicherry is neither having forest nor scrub jungle to support wild
animals, it has wetlands such as Ousteri and Bahour Tank (Fresh Water), in
marshy area near light house (brackish water) and extended backwaters found in
karaikal, which attract huge number of migratory water birds, both migrant and
resident. They mainly include ducks, teals, pochards waders which are mainly
coming from very far off places mostly from north and central Siberia. These water
fowls arrive here in late August and early September and depart in mid April after
spending their winter in India. It is observed that a few bird like common myna,
Doc No 1 Rev: 1 Date: February 2006
81
pied kingfisher, little egret, median egret, comman sand piper and red walted
lapwing are commonly noticed in the Avicennia patch near Thengaithittu. The
following Table 4-223 delineate the wild animals, other than birds that have been
in found in Pondicherry.
Table 4-223: List of Animal in the Pondicherry region
Jackal
black napped hare
bonnet macaque
jungle cat
civet cat
Mongoose
monitor lizard
olive ridley turtle
leather backed turtle
Sources: School of Life Science, Pondicherry University
4.9.5
Marine Biodiversity
Photograph 4-3: Fisherman at their work
Pondicherry has a significant coastline of 45 km and population in the coastal areas
depends on the marine environment. No systematic studies was done on the
marine diversity of the Pondicherry coast. However, Study done by the School of
Life Science, Pondicherry University reveals that there are over 60 species of
marine and inland fishes in the Pondicherry. Pondicherrys’ marine ecosystem has
variety of fishes which are landed during the different month. The Graph 4-1
Doc No 1 Rev: 1 Date: February 2006
82
depicts the fish landing statistics during 1999-2004. It is seen from the figure that
fish landing is increasing in Pondicherry over the past six years.
A major variety of fishes and their landing period is given in the Table 4-234
below.
Table 4-234: Type and Month of Landing of Fishes
Type of Fishes
Month of Catching
Sardines
October to April
Anchovies
May to November
Seer Fish
October to March
Flying Fish
May to July
Silver Bellies
August to April
Shrimps
January to August
*Source: School of Life Science, Pondicherry University
Fish Landing at Pondicherry Port (1999-2004)
Marine Fishes
21000
20500
Tonnes
20000
19500
19000
18500
18000
17500
17000
1999-2000
2000-2001
2001-2002
2002-2003
2003-2004
Year
Graph 4-1: Fish Landing at the Port (1999-2004)
4.10
Economic Development
4.10.1
Land Use Pattern
Doc No 1 Rev: 1 Date: February 2006
83
Pondicherry is semi urban and rural area. Most of the population in the union
territory of Pondicherry depends on the agriculture. Agriculture provides livelihood
to about 35 percent of the rural population. The population in the rural and urban
areas (as per 2001 census) is given in the Table 4-245 below.
Table 4-245: Population in Rural & Urban Areas
Area
Rural Population
Urban Population
Total
Pondicherry
229289 (31.20%)
505715 (68.80%)
735004 (100%)
Sources: Statistical HandBook 2001-2002, State of Environment Report-2005 for the UT of Pondicherry
In Pondicherry large portion of land holding is characterized by the small holdings
of less than 1 Ha. Details of the land holding pattern and land use pattern are
given in the Table 4-256 and Table 4-267.
Table 4-256: Land Holding Pattern of Pondicherry
Land Area
No. of Holdings
Area in Ha.
Less than 1 Ha.
26096
9299
In between 1 and 2
5011
7105
Above 2 Ha.
3468
16874
Total
33278
34575
Source: Department of Agriculture, Pondicherry
Table 4-267: Details of Land Use Pattern in Pondicherry
S.no
Land Use
Area in Ha.
1
Total area according to village papers
48,842
2
Forests
-
3
Land not available for cultivation
15,369
4
Other uncultivated land (Excluding fallow land)
4,284
5
Fallow land
4,757
6
Net Area sown
24,432
7
Area sown more than once
19,965
8
Total cropped area
42,397
TOTAL
34575
Source: Directorate of Economics and Statistics, Pondicherry
Doc No 1 Rev: 1 Date: February 2006
84
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85
4.10.2
Industries
In U.T of Pondicherry there are seven industrial estates namely Thattanchavady,
rural industrial estate in Kattukuppam, PIPDIC industrial estate in Mettupalyam,
PIPDIC industrial estate in Sadarapet, PIPDIC industrial estate in Kirumampakkam,
electronic park in Thirubuvanai and software technology park in Pillaichavady. In
these estates industry type varies from agro processing including marine product to
electronic and software development. Table 4-2 delineates the details of type of
industry in the Pondicherry region. Industries in the union territory of Pondicherry are
growing in number from the past 13 year. In 1990-91, there was only 3953 industries
inclusive small, medium and large scale industries. This number increase to 7513 in
the year 2004-2005. The breakup of industries in small, medium and large scale
industry from year 1990-2005 is given in the Table 4-28 below.
Table 4-28: Type of Industries in the Union Territory
Categories
LSI
MSI
SSI
Total
Food Product
6
12
869
887
Cotton Product
7
7
826
840
Wood Product
Nil
463
463
Paper Product
4
7
417
417
Leather, Rubber, Plastic Product
9
36
728
728
Chemical and chemical Product
20
29
1568
1568
Non-Metallic mineral Product
8
5
299
299
Metal Product
3
20
850
850
Machinery Product
11
31
626
626
196
196
9
197
197
248
248
7287
7513
Miscellaneous Products
Nil
Personal services
2
Repairing Servicing
Nil
Total
70
156
Sources: State of Environment Report-2005 for the UT of Pondicherry
Table 4-29: Number of Industries in Union Territory of Pondicherry
Type of Industry
Small Scale
Industry
Doc No 1 Rev: 1 Date: February 2006
Year
1990-91
1997-98
1998-99
1999-2000
3883
5726
6014
6199
2002-03
2003-04
2004-05
7031
7126
7287
86
Medium Scale
Industry
53
93
113
115
142
147
156
Large Scale
17
27
37
40
61
65
70
Industry
Sources: State of Environment Report-2005 for the UT of Pondicherry
4.10.3
Natural Resources Consumption
Coarse aggregates and sand are required for concrete construction. Generally,
natural sand is used as fine aggregates and is mined from the fresh water riverbed
within the economic lead. Sand may be taken from nearby river. Coarse aggregates
will be excavated from approved quarries in nearby districts. Tentative quarries
from where materials can be procured are quarries of Mayalyam, Karasanur and
Perumukkal. But other quarry sites, if available, are also needed to be taken into
consideration as per their feasibility.
4.11
Social and Cultural Resources:
4.11.1
Land Acquisition
Total 400 acres of area will be developed which shall include 153 acres which is
currently owned by port.The land currently owned by the port, as reported by the
port authorities, comprises three separate portions, with the total land area being of
the order of 153 acres, which is made up of:
• 11 Acres of land comprising the walled old port area to the immediate south of
the town;
• About 25 Acres of land to the south of the mouth of the river; and
• The balance of about 117 acres which comprises the existing port quay area and
channel and the land up to the beach between the lighthouse and the North
Groyne.
In addition there is an area of land on the western side of the port channel, where
the existing fishing harbor is located. The ownership of this land is in small
privately held plots, but it is very roughly estimated to comprise about 80 acres of
land. In addition to this 107 acres of private land is under acquisition as per state
government regulations. The remaining 140 acres land is reclaimed (on & off
shore).
Doc No 1 Rev: 1 Date: February 2006
87
4.11.2
Community Properties
(a)
Educational Institutes
There are 866 general educational facilities and 30 professional/ technical and
special educational facilities are present in the Pondicherry region which includes
pre-primary school, primary school, middle school, secondary schools and junior
colleges, art, science and commerce colleges and central university. The details of
the education facilities and increase in the number of educational facilities from
1997 onwards are shown in the Table 4-270 given below.
Table 4-270: Education facilities in Pondicherry
S. No
Type of Institution
I.
General Educational Facilities
1997-98
1998-99
1999-2000
1
Central University
----
-----
1
2
Art, Science and Commerce College
3
Junior College
7
8
8
----
----
1
4
Higher Secondary Schools
58
60
63
5
Secondary Schools
105
114
120
6
Middle School
116
107
105
7
Primary School
340
356
346
8
Pre-Primary School
179
192
222
Total
805
837
866
II
Professional/ Technical and Special Education
A
Degree levels and Above
1
Medical College
3
3
3
2
Engineering & Technical College
2
2
4
3
Law College
1
1
1
4
Agriculture College
1
1
1
5
Veterinary College
1
1
1
6
Teacher Training College
1
2
3
7
Vector Control Research Centre
-----
----
1
8
Institute of Public Health Sciences
1
1
1
9
Music and Fine Arts College
1
1
1
B
Below Degree levels
1
Polytechnic Institutes
4
4
4
2
Teacher Training Institutes
1
1
1
3
School of Nursing
1
1
1
Doc No 1 Rev: 1 Date: February 2006
88
S. No
Type of Institution
1997-98
1998-99
1999-2000
4
Catering Institutes
5
6
Craft School
1
1
1
Special School
7
7
5
Total
25
26
30
Grand Total (I +II)
830
863
896
Sources: State of Environment Report-2005 for the UT of Pondicherry
(b)
Health Centres/Clinic/ Hospitals
129 numbers of health centres/ clinic/ hospitals/ etc are present in the
Pondicherry region. The details of the medical institutions are given in the Table
4-281 below.
Table 4-281: Details of the Existing Medical Institutions
S.no.
Medical Facilities
2000
2001
2002
1
Hospital
8
8
8
2
Chest Clinic
3
3
3
3
Community Health Centre
4
4
4
4
Primary Health Centre
39
39
39
5
Sub Centre (Urban)
23
23
24
6
Sub Centre (Rural)
52
52
51
7
Urban ESI Dispensaries
10
10
10
8
Rural ESI Dispensaries
2
2
3
Total
141
141
142
Sources: State of Environment Report-2005 for the UT of Pondicherry
(c)
Tourism
Aurbindo Ashram is the only tourist destination in the Pondicherry region. Even
after the smallness of area, it attracts a significant number of tourists. In 2004,
5,90,498 tourists visited the union territory. In area of population of around 10
lakhs, the number of tourist as a proportion to the population is very high (nearly
40 %). Details of tourist arrival in the Union Territory is shown in the Table 32
below:
Doc No 1 Rev: 1 Date: February 2006
89
Table 4-292: Details of the Tourist Arrival in the Union Territory
Year
Tourists
Domestic (No.)
Foreign (No.)
Total (No.)
2000
572274
23878
596152
2001
476804
22115
498919
2002
480519
20094
500613
2003
500139
25559
525698
2004
558445
32053
590498
Sources: State of Environment Report-2005 for the UT of Pondicherry
Doc No 1 Rev: 1 Date: February 2006
90
5
Screening of Potential Impacts
5.1
Introduction
This section of the report provides an assessment of the potential impacts on
different identified environmental components, which are likely to occur during
the pre-construction, construction and operational phase of the project. However,
the majority of the assessed impacts can be mitigated through the incorporation of
mitigation measures at appropriate stages of the project. This will ensure minimum
damage to the environment due to the project.
5.2
Physical Environment
5.2.1
Meteorological Parameters
The entire project area is in a sub-tropical region with marked monsoon effects.
No change in the macro-climatic setting (precipitation, temperature and wind) is
envisaged due to the project. The microclimate is likely to be temporarily modified
by vegetation removal. The overall impact on meteorology of the region is not
going to be significant and therefore, the impacts have been categorized as low.
5.2.2
Air Environment
(a)
Design and Pre Construction Phase
In the pre-construction phase the activities like site clearance, site leveling,
movement of workers and materials, construction work (i.e., labor colonies,
offices, material storage and maintenance yards etc.) and construction of haul roads
for movement of vehicles will generate dust. In the pre- construction stage dust
would be the predominant pollutant due to these activities.
It should be noted from the wind rose given as Figure 4.2 that the predominant
wind directions, particulalry for high winds, are:
Doc No 1 Rev: 1 Date: February 2006
•
From the South West and hence would carry dust and noise out to sea;
and
•
From the North East and hence would carry dust and noise to the South
West and thus over predominantly agricultural land.
91
Wind from the South East, which would carry dust and noise over the central are
of the town is rare, hence together with the noise abatement and dust suppression
measures and procedures proposed in the development plan for the port, noise
and dust should not be a significant issue for the town.
(b)
Construction Phase
The important activities during the construction phase that produces gaseous
pollutants and particulate matter and affect the air quality are listed below:
Land reclamation. The land area for the port and the existing port channel will be
filled in and built up above flood level through the importation of suitable material
from the dredging operations. Much of this operation will be through the piping in
of hydraulic fill, hence dust and noise will not be an issue. Some material will have
to be re-handled through the use of bulldozers, hyraulic loaders and tipper trucks.
Levelling, digging works for trenches for laying pipelines, erection of poles and
posts, material storage, transportation and handling of construction materials like
cement, sand, and aggregates and operation of stone crushers are the activities due
to which suspended particulate matter will increase. Construction and other allied
activities, operation of concrete batching plants, movement of construction
vehicles will generate gaseous pollutants and particulate matter.
Besides site levelling, construction of internal roads, rails, break water and other
port construction activities will affect its surrounding places. Movement of heavy
vehicles will also increase the amount of suspended particles and other pollutants.
During construction phase, dredging will be carried out extensively in order to
construct the approach channel to the port to its design depth. There will be
considerable amount of exhaust emission from the dredgers.
Appropriate mitigation measure will be employed during this stage to reduce the
pollution level to acceptable limit. As described for the pre construction phase
however, natural wind directions in the region will also serve to limit nuisances
caused by these operations.
(c)
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Operational Phase
92
During the operation phase, there will be an increase in the movement of traffic
and hence, emissions from the moving vehicles will also increase. The exhaust
from the DG set at the port, the tugs, launches, diesel operated small boats,
dredgers etc will enhance a pollution load during operational phase.
With the increase in the number of ships and boats, their operation and movement
(transaction of loads from cargo to port and from port to the shipment vehicles)
will also increase. These activities will increase the pollution load in the
atmosphere. The machine generated pollutants (viz. suspended particles and
smoke) from repair and maintenance area, storage area and service area will also
add up to a considerable amount of pollution load.
The stacking of iron ore and coal if not covered and sprinkled with water would
generate dust, however, as described herein, all stacking areas and conveyors will
employ adequate dust suppression measures.
5.2.3
Noise and Vibrations
(a)
Pre Construction Phase
Noise level during this phase will increase due to the activities like movement of
levelling and construction machinery and vehicles, clearing of obstructions and
trees from proposed area of acquisition, construction activities i.e., construction of
labour camp, onsite office, construction material plants etc. However these
activities are not likely to generate high noise levels.
High noise is like to prevail for few days due to the movement of vehicles and tree
cutting machines, cranes and other machines, levelling vehicles such as Dozers, EX
70s etc, but these will be for short duration and only prevail during the phase of
levelling. Major noise impact on macro level in not significant.
(b)
Construction Phase
During the construction phase, operation of concrete mixers, power shovels for
digging trenches would generate appreciable amount of noise. There will be
levelling machines which will create noise considerably. Bull dozers, EX 70s,
tippers etc are reported to be operating with high noise limits. But all such
impacts will be temporary in nature and will cease as soon as the construction
work is over. The main sources of noise during construction period are:
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93
Site preparation, dredging, land reclamation, levelling, construction of the
breakwaters, piling, transportation of material, handling of material, other
engineering works like riveting, hammering, cutting, welding etc, operation of
power shovels, concrete mixing plants will add up the noise level of the area.
The construction vehicles for loading and unloading, fabrication, handling of
equipment and materials is likely to cause an increase in the ambient noise levels.
The areas close to the site will be affected. The main item of construction is the
breakwaters, for which over 3.5 million tonnes of material will have to be
imported, predominantly from inland quarries. The breakwaters will take 2 years to
construct and will result in a peak material input requirement of 5,000 tonnes a day.
If handled entirely in standard 10 tonne trucks this would require 500 return truck
movements a day. Consideration should be given to trying to reduce as much of
this by rail, possibly transferring it to barges at the old port rail head. Where this is
not possible a transport plan will need to be developed that ensures that the traffic
avoids the centre of town and takes place out of peak traffic times.
Increased construction work is likely to result in:
•
At the peak of the construction an increase of about 10 dB(A)) is
expected to occur.
•
The peak noise levels for non-continuous construction activity may be
as high as 90 dB(A). For the sake of understanding, typical noise levels
generated by some of the construction equipment are given Table 5-1.
Table 5-1: Noise Levels Generated By Construction Equipments
Equipment
Earth Movers
Front Loaders
Backhoes
Tractors
Scrapers, Graders
Pavers
Trucks
Material Handlers
Concrete Mixers
Concrete Pumps
Doc No 1 Rev: 1 Date: February 2006
Noise Level (dB
(A)
Reference
Distance
72-84
72-93
76-96
80-93
86-88
82-94
0.9 m
0.9 m
0.9 m
0.9 m
0.9 m
0.9 m
75-88
81-83
0.9 m
0.9 m
94
Cranes
Stationary
Generators
75-86
0.9 m
71-82
0.9 m
On the whole, the impact of generated noise on the environment will not be
significant, reversible and local in nature but is the constructional work is to
operate in round the clock then continuous noise will be generated.
(c)
Operational Phase
During the operation phase, noise will be generated due to the operation of the
generators, pumps, engines of boats and ships, cranes for handling of goods, cargo
and shipment vehicles.
Noise will also be generated considerably from the warehouse, repair and
maintenance block, service area, goods loading and unloading point. Activities like
container handling, container storage, periodic dredging, vehicle movement on
internal road etc will also contribute in increasing ambient noise levels.
Again the prevalent wind direction will help in mitigating these impacts for the
majority of the towns’ residents.
However, the main effect on the town will be from increased transportation of
goods entering and leaving the port. 25% of the containers and 40% of the bulk
cargo is anticipated to be moved by train which will result in an additional 13
goods trains a day in each direction at full development of the port, or one
additional train an hour passing through the southern side of the town. Of more
concern will be the truck traffic which will carry the rest of the traffic. It is thus
critical that the Pondicherry by-pass and its connection to the southern side of the
port be completed by the time that the first phase of the port is completed, as this
will keep all road traffic generated by the port out of the town. The Pondicherry
Government have agreed to provide both the required road and rail infrastructure
by the time that the first phase of the port is completed.
5.2.4
Water Resources and Drainage
(a)
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Preconstruction phase
95
During preconstruction phase, there is a possibility of siltation of water quality at
near by rivers and sea due to site clearance and its allied works, although this is well
managed will be negligible.
(b)
Construction Phase
Water will be used considerably during the constructional phase of the port. Water
will be used regularly for mixing of cement, mortar, human use, plant and
machinery, house keeping etc. Water requirement will be met through the supply
to the port that the Government has agreed to provide under the terms of the port
concession agreement. There is a probable increase in the water demand load in
this area, but this will be very small in relation to the total water usage in
Pondicherry. However, Pondicherry has a depleting ground water table and hence
water demand is an important issue. Also, there will be considerable amount of
waste water generated during this phase. This water, if drained untreated, will lead
to pollution. Paints, oil & oil sludge too will come in contact with water and hence
could degrade the water quality. These liquid wastes, if allowed to seep into the
ground, could effect the ground water quality. Which in turn would have an
adverse effect to the users who utilizes this source for drinking and other
household purposes. However, as described in section 2 of this report, adequate
drainage and waste handling facilities have been included in the port design to
ameliorate such risks.
Dredging and construction of breakwater may affect ground water quality beneath
the port. The dredging of sea bed up to 14m could have an impact on ground
water table and could induce saline water intrusion. However, the port design
includes for the land to be extended for 100m into the existing sea and hence the
excavation will be offshore. This issue has to be studied in detail and if determined
that this could be an issue then the design of the quays should incorporate a cut off
to prevent saline water polluting fresh groundwater.
Similarly the dredging operations, land reclamation and construction of the
breakwaters could all affect the water quality of the sea adjacent to the port and the
river mouth both in terms of increased turbidity of the water bodies and increased
pollution due to dredged or spilt contaminants. If poorly managed construction
operations could have adverse impacts on the aquatic flora and fauna (discussed
further in section 5.4. However, adequate further investigations and studies are
planned to be undertaken in the design phase of the project to ensure that
mitigation measures are put in place to mitigate and concerns in this respect.
Doc No 1 Rev: 1 Date: February 2006
96
During the construction phase dredging and land reclamation method statements
will be required to ensure that the possible effects of these operations on flora and
fauna keep turbidity and pollution levels below critical levels where required.
The dredged material will be used for filling and levelling of port area. This will
alter the local drainage pattern and the port design should ensure that the new
drainage pattern incorporates that all surface and other drainage be appropriately
treated before being discharged to surface or groundwater bodies.
Oily wastes will be generated from equipments used in construction work and
must be similarly treated as for drainage water.
(c)
Operational Phase
During the operational phase of the project, frequency of incoming and outgoing
ships will increase and it may result in spillages and leakages of oil into the sea.
This will affect the sea water quality and appropriate care must be taken to ensure
that discharges are made to appropriate drainage lines etc. which lead to
appropriate treatment facilities.
During the operational phase, water will be regularly needed for various purposes.
Water will be needed in regular house keeping, washing, cleaning of docks,
machinery repair etc, the bunkering of ships and for dust suppression of bulk
material stacks and other areas. Adequate water is to be provided by the
Government for the port, but in order not to place additional stress on the water
resources of the area, waste water will be treated and reused for dust suppression
and irrigation of green areas to the maximum extent possible.
Oily wastes from machinery, spillages and leakages of oil from incoming and
outgoing ships into the sea will affect the water quality. This water will have a
chance to either drain into the water body, or will seep through the land and
contaminate the ground water. This will have floating material on the water
surrounding the port.
Bilge water is a combination of salt water, fresh water, used motor oil, anti-freeze
chemicals, gas or diesel, raw sewage, solvents, detergents, paint and bilge cleaner. It
is a toxic cocktail sitting below deck that can create foul smell and potentially
dangerous fumes. When pumping of bilge water is carried out, the bilge waste may
flow out into the bay contaminating everything it comes in contact with – fish,
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97
crab, beaches, etc. This discharge from boat discolours the water and/or causes a
sheen or film on the water. Bilge water must be treated properly as it contains
comparative high concentration of oil, grease, paint and lubricant in residual water.
Ballast water discharges from ships can release exotic species that are harmful to
the local environment. This should only be allowed where the water is first
checked for adverse contaminants and where it can be adequately treated.
5.3
Land Environment
5.3.1
Cutting and Filling Earth and Disposal of Excess Earth
The proposed port expansion site for Pondicherry Port is a plain land, with slight
undulation. In order carry out construction, the site has to be raised and levelled by
importing material that will be dredged to form the approach channel. In addition
an additional strip of land, 100m wide will be reclaimed from the sea along the line
of the main quays, as shown on the port plan.
5.3.2
Contamination of the Soil
(a)
Pre-construction phase
Soil contamination may take place due to movement of vehicles or solid wastes
generated from the labour camp set up during pre-construction stage. This impact
is significant at locations of construction camps, stockyards etc and adequate
means must be taken to ensure that all operations avoid potential land
contamination.
(b)
Construction Phase
Contamination of soil during construction phase is primarily due to allied activities.
The sites where construction vehicles are parked and serviced are likely to be
contaminated because of leakage or spillage of fuel and lubricants. Refuse and solid
waste from labour camps can also contaminate the soil. Contamination of soil
during construction might be a major long-term residual negative impact.
Unwarranted disposal of construction spoil and debris will add to soil
contamination. It is also important to assess the quality of dredge material for
heavy material, pesticide and oil contamination as this material will be used for
filling port area on land. This contamination is likely to be carried over to water
bodies in case of dumping being done near water body.
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98
(c)
Operational Phase
Periodic dredging for maintaining the depth of the channel will be important
operation phase activity.
The sea bed, from where dredging is to be done, can hold heavy metals (like zinc,
cadmium, copper, mercury, lead), Polyaromatic hydrocarbons (PAHs),
hydrophobic organics, pesticides, oil, grease and other organic matters. Once
tested, one can find out a way of proper handling and disposal of the dredged
material.
The solid and hazardous wastes generated from ships and from port operations
may contaminate land and water bodies if not disposed properly.
5.4
Ecological Resources
5.4.1
Flora
Photograph 5-1: View of Plants at Pondicherry Port Site
There is no appreciable forest cover in Pondicherry. Only area where forest
diversity can be seen is the Swadesi Cotton Mill Campus, a major portion of which
is cleared for the construction of District Court Building.
Various types of plants are available in Pondicherry area. They includes
Hydrophytes, Halophytes, Plants of the sand dunes, Plants of sand stones, Avenue
Trees, Hedge Plants, Ornamental Plants, Mangrove Vegetation, Sacred Groves,
Medicinal Plants.
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99
Mangrove vegetation is limited in Pondicherry area and found in and around the
estuaries of Ariyankuppam River, which is very near to the port site. This type of
vegetation is also found in Malattar region. The types of mangroves found in the
Ariyankuppam river are Bruguiera and Rhizophora. Wild life is also found to be
developed in the mangrove ecosystem and these includes myna, pied kingfisher,
little egret, median egret, common sand piper, and red wattled lapwing. It also
includes insects, molluscs, edible fishes, prawns, amphibians, reptiles and even
microscopic plankton.
Within the port boundary, surveys to date have shown that only the following flora
exist:
5.4.2
•
Within the land of the existing port area there is only scrub vegetation of
no ecological value.
•
Within water logged land bounding the exiting port land these some very
minor stands of mangrove, but these are already dying, extremely sparce
and stunted and thus of not value.
•
Within the agricultural land to be purchased by the Government between
the existing port land and there are a number of coconut groves which
will have to be cut.
Fauna
Terrestrial Fauna:
There in no reserve forest, scrub jungle, bird sanctuary, wild life sanctuary near the
project area. Few migratory birds have been noted to visit the two tanks of
Oussudu and Bahour at 7 Kms and 20 Kms respectively from Pondicherry. They
include ducks, teals, pochards waders which mainly migrate from North and
Central Siberia. As the project site is away from their location no adverse impact is
envisaged. Few wild animals have also been located viz. jackal, black napped hare,
bonnet macaque, jungle cat, civet cat, monitor lizard etc.
Aquatic Fauna:
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100
There are various kinds of fishes that are found in the Pondicherry water. Few of
them are: Sardines, Anchovies, Seer Fish, Flying Fish, Silver Fish and Shrimps.
During the operations like dredging and construction of breakwater during the
construction phase, there may be an increase in the concentration of hydrocarbons,
heavy metals and suspended solids in sea water. These activities will adversely
affect the existing marine ecosystem. Increased turbidity and light attenuation with
depth may reduce the primary productivity of the marine species. Increase in the
bio wastes may lead to bioaccumulation of metals among commercially important
fishes.
5.5
Human Use Values
5.5.1
Health and Safety
(a)
Design and Pre-construction Phase
No impact on health and safety has been envisaged in design phase. In the pre
construction phase dust will be produced due to site clearance but should only be a
minor issue.
(b)
Construction Phase
A full health and safety plan will be required to prepared by all contractors and
other organisations working on the sites. These will be approved by the port
authority and developer and both organisations will monitor their adherence.
(c)
Operational Phase
As for construction phase but will also apply to ships operating in the port and all
transport operators.
5.5.2
Land Acquisition and Resettlement
The possible negative impacts of the project on the local people are acquisition of
land, relocation of housing, land use changes. There is a need to contact and
discuss the rehabilitation issues with the villagers who are to be affected by the
acquisition. They need to be given adequate compensation and suitable
rehabilitation facility to new place.
Within the existing port there are a small number of fishermen who have
encroached on port land near the lighthouse, they are occupying land that will be
Doc No 1 Rev: 1 Date: February 2006
101
required for the port development. The Government has agreed to move them off
the land.
There is also a Habitat composting project on the port land, again near the
lighthouse, again the Government has agreed to move them off the port land that
will be required for the development of the port.
Some 80 acres of land are to be procured to the immediate south of the existing
port land. This land will be procured by the Government and provided to the port
developer. The land is agricultural and is owned and occupied by small holders.
Some of the fields have seasonal crops on them but a number have coconut
groves. In July 2005 the area was surveyed and it was found to also have 7 houses
on it and a small temple. The Government will purchase the land, houses and
coconut groves and provide the owners of these with adequate compensation in
accordance with Government rules.
On the positive side, the construction phase will trigger job opportunities for local
labours and business potential for material suppliers. The operational phase of the
port will create some 1,500 new jobs within the port, thus providing direct benefit
to around 10,500 family members of these employees. Employment of a similar
number of persons has been found to be created in secondary employment due to
secondary activities surrounding the port and other port related activities, thus
some 20,000 persons would gain from direct and indirect employment from the
creation of the port.
5.5.3
Fisheries Industry
Fishing is a significant industry around Pondicherry. There were some 9,871 active
fishermen in 2001-02 according to Government of Pondicherry statistics, but this
is in the whole of Pondicherry Union Territory.
There are two types of fishermen active in the locality of the port, those with large
boats who use the fishing harbour adjacent to the port and those with very small
boats who land on the beach all the along the coast.
Fishermen using the larger boats should be entirely unaffected by the port
development. The fishing harbour that they use will be unaffected as will their
Doc No 1 Rev: 1 Date: February 2006
102
entrance and exit to it through the mouth of the river. They also fish well offshore,
out of the range of any effects the port development will have.
The fishermen using the small boats that are landed on the beach could be effected
by any change in the near shore marine environment that might reduce marine life
in the area. However, the effects the port would have on this have been discussed
in Sections 5.2.4 and 5.3 above, which show that as long as the port construction
and operations are carried out in accordance with a sound management plan, the
effects of the port development on fisherman should not be significant.
5.6
Archaeology
The only archaeological remains in Pondicherry is the old Roman port to the South
of the town. The location of the port is shown in Figure 1-2.
The development of the new port is over 500m from the Roman Port and will thus
not impinge on the 300m radius designated as a controlled area for such sites
under the Ancient Monuments and Archaeological Sites and Remains Act of 1958.
5.7
High Tide Line
The high and low tide lines as well as the 500m line to the landward side have been
marked on the attached Figure 5-1. This is designated as Coastal regulation Zone
under the 1991 Coastal Regulation Zones Notification, 1991 for the protection of
the coastal and marine environment. Section 3(1) and 3(2) (v) of the Environment
(Protection) Act, 1986 and rule 5(3) (d) of the Environment (Protection) Rules,
1986. This notification regulates activities like setting up and expansion of
industries, operations or processes, etc. in the CRZ.
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Figure 5-1: Coastal Regulation Zone
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104
5.8
Aesthetics
The construction activity will involve activities like land clearance, cutting of trees,
cutting and fill, transport of materials to construction site, dumps of construction
material at site, construction of workers camp. All these activities will generate dust
and noise, which will give an unaesthetic look to the project site. The deterioration
in aesthetic look of the project site cannot be avoided during construction phase
proper mitigation measures are suggested to minimize the same. However after
completion of construction phase the excavated areas will be levelled up, the
construction workers camp will be dismantled. Tree plantations along the road side
and gardens at places will improve the aesthetics of the area.
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6
Environmental Management Plan
6.1
General
An Environmental Management Plan (EMP) is an implementation plan consisting
of mitigation measures, monitoring program and institutional measures to be
adopted during the construction and operation phases to minimize the
environmental and social impacts. In this chapter, the EMP is formulated for
Pondicherry Port is presented. The EMP would be a dynamic document, which
would be reviewed periodically and amended for improvements based on the
Environmental Monitoring Program.
6.2
Mitigation Measures during Construction Phase
The mitigation measures for each of the attribute, which are exerting impacts on
the environment, are presented in the following paragraphs.
6.2.1
Land-side Activities
(a)
Development of External Infrastructure
No significant environmental and social impacts are anticipated due to the
development of the external infrastructure except for mild impacts on air quality
and increase in noise levels, which are likely due to the construction of the road
and rail connections to the port. Necessary measures like sprinkling of water (thrice
a day) on unpaved sections, locating asphalt yards away from the habitations and
using controlled blasting techniques will be adopted to reduce the impacts.
(b)
Backup Area Development
The backup area development will involve reclaiming and levelling of the area,
developing the cargo storage areas, container freight stations, internal road/rail
networks, utilities and services, buildings, etc. These activities would involve largescale movement of materials such as cement, steel, and sand, etc. thereby causing
disturbance to the adjoining communities. The following measures would be
adhered during the development works:
•
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The capital dredging volume (8.9 million cu.m) will be used for site
development. Hence no disposal should be required into the sea.
106
6.2.2
•
Low noise equipment and mufflers/ enclosures would be used to limit
excess noise levels. The equipment to be used in the construction works
will be periodically maintained and all moving parts will be frequently
oiled/ greased to reduce noise generation. Further, the movement of
material during non-peak hours will be regulated.
•
Measures such as sprinkling of water to contain dust levels during
construction works and also along the unpaved sections of the access
roads leading to the port will be adopted.
•
Personal Protection Equipment (PPE) such as earmuffs, protective
clothing, helmets, goggles, shoes, gloves, etc. to the operation personnel
involved in pile driving operations will be provided.
•
Environmental awareness program to the personnel involved in the
development works will be provided.
Marine-side Activities
(a)
Construction of Breakwaters, Cargo Berths and Dredging
The construction of breakwaters will require significant volume of rock material
(see section 5.2.3 for details), which will be quarried and transported to the port
site. This activity will increase the traffic along access roads leading to the part and
will result in impacts on air quality and noise levels. On the marine side, the
construction of breakwaters would exert impacts on the marine water quality and
construction of berths would also results in impacts on air quality and noise levels.
The measures proposed to be adhered during the construction of breakwaters and
the capital dredging for mitigating the impacts are presented below:
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•
Consultations will be initiated with the concerned government authorities,
while selecting the quarry sites for the breakwater stones. Also, while
selecting the sites the landuse pattern around the sites would be taken into
consideration.
•
A quarry material transportation plan shall be prepared prior to the
commencement of the process. The plan will focus on the quarry
locations, surrounding landuse, haulage roads, habitations & settlements
and proposed environmental monitoring program for mitigation of
impacts from dust pollutions, water stagnation, noise pollution, etc.
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•
Interaction with fishing community through the fishing co-operatives/
unions, community leaders will be initiated about the marker buoys/
signboards indicating areas of operation so that they may avoid such areas
limited to the construction period.
•
All vehicles used in construction will be checked for valid Pollution Under
Control (PUC) certificates. A mobile task force will be formed in coordination with local Road Transport Authority (RTA), Pondicherry to
check the compliance of vehicle emissions to norms/ standards
periodically during construction.
•
Extreme precaution has to be taken during the planning stage to prevent/
minimize disturbance to adjacent properties/ habitations. If warranted, the
same would be restored under consent from the affected people.
•
Ambient Air and Noise Levels will be monitored during the construction
period.
•
Prior to commencement of dredging, a Dredging Management Program
would be prepared and implemented, which would include details
pertaining to the dredging method, quantity, disposal method, time of
dredging, etc.
•
It will be ensured that the barges/ workboats have slop tanks for
collection of liquid/ solid waste generated on board and that it is
transferred on shore for treatment and disposal regularly. No wastes will
be discharged into the sea throughout the dredging period.
•
Utmost care will be taken while fuelling of barges, dredgers, workboats,
etc. to prevent spillage of diesel, oil, lubes, etc.
•
Water quality monitoring program with special emphasis on turbidity and
DO will be initiated prior to the commencement of operations and would
continue throughout the dredging period. Marine water quality would be
monitored on daily basis and would cover important physico-chemical and
biological parameters. Turbidity and DO would be monitored covering the
complete working shift.
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6.2.3
•
It will be ensured that the most suitable dredging equipment is deployed to
minimize the suspension of fine sediments at the dredge site. The turbidity
at the dredged site would also be minimized through adoption of less
intrusive dredging techniques along with timing of the dredging activity
(restrict in sensitive periods).
•
The Contractors dredging and disposal works would be monitored for
compliance with the proposed mitigation measures.
•
A post dredging monitoring program will be prepared to sasses the effect
of dredging and disposal on marine ecology.
•
Construction of breakwaters and capital dredging of the harbor areas will
cause imbalance in sand movement along the coast resulting in accretion
on the south side and erosion on the north side. Therefore, to protect the
coastline a Littoral Drift Management scheme is included in the Project
Development Plan of Pondicherry Port. The construction of the Southern
and Northern Groynes to the existing port has stopped the Northern
littoral drift which used to carry some 400,000 cubic meters of sand
northerly along the coast each year. This is causing the land to the South
of the port area to accrete significantly and that to the North of the
existing groynes to be eroded, including the beach area in front of the
town. It is anticipated that the proposed development of the new port
would not cause the current situation to worsen, and thus the
Government should retain responsibility for the maintaining the dredging
of the sand trap adjacent to the southern groyne and for the coastal
protection works to the town as well as for pumping the sand around the
port. A corridor will be left in the port to allow for the Government to do
this and a new system of pipes provided for crossing the river mouth.
Hazardous Material Storage
Material such as welding gas, fuel for operation of tugs, barges, paints, etc. would
be stored in designated places as per the norms specified for Industrial Safety. The
storage areas would be barricaded by providing a compound wall in order to
restrict the movement of local communities/ grazing cattle. Preventive measures
for potential fire hazards will be undertaken and requisite fire detection and firefighting facilities will be provided including adequate water storage.
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109
6.2.4
Worker Camps
There will be large-scale requirement of skilled and unskilled labour during the
construction phase. Also, majority of the works will be contracted out. As the
construction period will span around 60 months, the worker camps will be set up
for unskilled labourers in the vicinity of the port site. The following aspects would
be taken into consideration before setting up the worker camps:
6.2.5
•
The worker camps would not be set-up close to the nearby habitations.
•
The camps would be adequately equipped with all the necessary facilities
such as water supply, power supply, wastewater collection, solid waste
collection and sanitation.
•
The domestic wastes generated from the camps would be disposed at
approved disposal sites.
•
No bore wells would be sunk for the drinking water requirements.
•
Periodic health check-ups will be undertaken for early detection and
control of communicable diseases.
•
Medical facilities including first-aid will be available in the workers camp
for attending to injured workers.
Induced Development
The construction phase of Pondicherry Port will result in induced development
through development of slums, make shift commercial establishments indirectly
affecting the neighbouring communities and also contributing to the haphazard
growth. It is suggested that the Planning Authorities of the Region should monitor
such type of developments during the construction phase in consultation with
Pondicherry Port Ltd. Further, the development of the port should be included in
the Master Plan of Pondicherry.
6.3
Mitigation Measures During Operation Phase
The Pondicherry Port is planned as a multipurpose port for handling various types
of cargo. Hence, there will be significant impacts on air quality and noise levels. In
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110
addition, impacts are also envisaged in the harbour basin through discharge of
sewage, ship waste, oil spills, runoffs from operational areas, leachates from coal
stacks, etc. To mitigate these impacts, measures proposed are discussed in the
following paragraphs.
6.3.1
Cargo Handling
The cargo handling in Pondicherry Port will involve the following stages:
•
Loading and unloading operations
•
Stacking
•
Inland Cargo Movement
(a)
Loading and Unloading of Cargo
The loading and unloading operations of cargo will generate dust especially during
handling of coal and iron ore. These dust levels will have impact on the
neighbouring communities and also on the personnel involved in the operations.
Inhaling of the dust levels will have ill effects on health. Increased dust levels are
also envisaged from the cargo storage areas due to the coastal winds. The measures
required to contain the impacts on air quality and noise levels due to the loading
and unloading of coal were taken into consideration during the planning stage of
the project itself and the details of the same are presented in Chapter 2. The other
general cargo and container cargo is clean cargo and there is no dust generation.
Incorporation of the mitigation measures in the form of fully mechanised handling
equipment for loading, unloading and handling in the planning stage would ensure
preclusion of impacts on air quality, noise levels and health or port personnel.
(b)
Inland Cargo Movement
The transportation of cargo to and from Pondicherry Port will contribute to
increase in traffic on the existing road network. The increase in traffic might lead
to traffic congestion, increase in dust levels, noise levels and risk of accidents. In
order to contain these impacts, the following measures would be taken up.
•
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All the vehicles involved in transhipment of cargo would be covered
adequately with tarpaulins in order to protect the road users from the wind
blown dust. All vehicles used in operation phase for inland cargo
111
movement will be checked for valid Pollution Under Control (PUC)
certificates. A mobile task force will be formed in co-ordination with local
Road Transport Authority (RTA), Pondicherry to check the compliance of
vehicle emissions to norms/ standards periodically during operation phase
used for inland cargo movement.
6.3.2
6.3.3
•
Development of greenbelt along the access roads especially at areas prone
to the impacts due to the cargo movement will be undertaken. This
activity will be immediately taken up during the construction phase of
Pondicherry Port and but the time commercial operations start, a good
greenbelt will be in place to reduce the impacts on air quality and attenuate
the excessive noise levels due to cargo movement.
•
Based on the traffic density/ vehicular movements anticipated from the
port parking facilities would be provided.
•
The road link planned for connection the port will be constructed largely
through rural areas. It is imperative that this road link is constructed prior
to the commencement of port operations, in order that traffic is not
routed though the town.
Maintenance Dredging
•
The maintenance-dredged material will be used for beach nourishment on
northern side to maintain the continuity of the littoral drift.
•
It would ensure that the remaining dredged material would be disposed at
identified disposal points.
•
The dumping of the dredged soil would be uniform.
•
Sub-sea conditions would be inspected during the maintenance dredging
and a serial photographic record comprising of sediment plumes in the
dredging areas, quays, disposal areas, etc. would be maintained.
Marine Water Pollution Control
Water pollution is one of the prime issues during the operation phase. The sources
of water pollution are:
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112
•
Operations on the quay areas
•
Cargo storage areas
•
Waste water and sewage
•
Runoffs containing oil spills
•
Ship wastes and bilge water
•
Sewage from nearby areas
•
Accidental cargo spills
To mitigate the impacts due to marine water pollution, the following measures
would be adopted:
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•
All the operational areas will be connected with a network of liquid waste
collection corridor comprising of storm water, oily wastes, and sewage
collection pipelines.
•
The berth and terminals will be designed sloping landward for collection
of the runoffs into the sewage collection networks.
•
The residual water generated from the mechanical areas of the port would
be collected in the effluent network and further treated at the treatment
plant.
•
Ships/ vessels calling at the Pondicherry Port would not be permitted to
dump the wastes/ bilge water during the berthing period.
•
Pondicherry Port would be equipped with all modern pollution control
mechanisms to prevent and contain marine pollution from the port
operational areas. Pollution control facilities would be designed with a
possibility of recycling the wastes, especially the treated effluents.
•
Measures would be taken to contain, control and recover the accidental
spills of fuel and cargo handled.
113
•
6.3.4
6.3.5
A Sewage Treatment Plant (STP) is proposed for treating the wastewater
generated in the port and the treated wastewater will be reused in water
sprinkling for dust suppression and in green belt areas.
Green Belt Development
•
Greenbelt will be developed as per Standard Industrial Practices. It will
commence prior to commencement of construction.
•
Green belt development is proposed along the entire boundary of
Pondicherry Port. In addition, tree cover will be developed around the
storage areas. 1 m high saplings will be used in green belt development.
•
The tree species to be used will be in line with local ecology.
•
The treated wastewater will be reused in the green belt areas to reduce the
water requirements.
Socio-Economic Aspects
The operation of the Pondicherry Port will exert changes in the landuse in the
surroundings through population influx and induced development resulting due to
creation of employment potential and development of commercial establishments.
This activity if not planned and developed will create chaos and will affect the
integrity of the port.
The following measures will be taken into consideration, which will be useful in
restricting the development:
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•
The planning authorities of the region have already been appraised about
the Pondicherry Port development. Development of the port should be
included in the revised Master Plan to ensure that unauthorised
developments do not occur in the vicinity of the port.
•
Pondicherry Port Ltd., in consultation with the local authorities, would
monitor all the developments in and around the port.
114
6.3.6
Training of Personnel
The personnel involved in the operation of port would be trained for identification
of various hazards, methods to combat, and responsiveness to emergency
preparedness, etc.
6.4
Environmental Monitoring
The mitigation measures suggested in the preceding sections require environmental
monitoring of air quality, noise levels, seawater, sediment, groundwater quality,
sand movement/ erosion of beaches during the construction and operation phase
of Pondicherry Port. Offshore and onshore environmental surveys will be carried
out to meet the monitoring requirements. The monitoring requirements would be
carried out through sub-contracting the assignment to an approved agency with
capabilities to undertake monitoring of onshore and offshore environmental
surveys.
The environmental attributes to be monitored during the construction and
operation phase of Pondicherry Port, specific description along with the technical
details of the environmental monitoring including the monitoring parameters,
methodology, sampling locations and frequency of monitoring are presented in
Appendix A.
6.5
Institutional Mechanism
The effective implementation and close supervision of the environmental
monitoring programme as specified in the Appendix A can be achieved through a
suitable institutional mechanism. A broad institutional mechanism responsible for
the implementation of the mitigation measures is presented below:
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115
Construction Phase
Pondicherry Pollution Control
Committee
Pondicherry Port Limited
Doc No 1 Rev: 1 Date: February 2006
Environmental
Officer of PPL
EPC
contractors
Independent
Monitoring
Environmental
Officer (Full
Time)
116
Operation Phase
Pondicherry Pollution Control
Committee
Pondicherry Port Limited
Environmental
Management Unit
Independent Agency
for Environmental
Monitoring
The implementation of the Environmental Management Plan (EMP) is the
responsibility of Pondicherry Port Ltd. (PPL). The Environmental Management
Unit would comprise of qualified and trained staff such as Environmental
Engineers, Environmental Scientists, Chemists, etc. PPL would see that the
environmental monitoring works are included in the EPC contracts. The EPC
Contractor would appoint a full-time Environmental Officer to monitor the
mitigation measures and keep a daily record of the same.
The responsibilities of the Environmental Officer would include day to day
recording of mitigation measures, planning and execution of environmental
monitoring, review of the report submitted by the monitoring agency, checking the
compliance of the results with respect to the baseline environmental conditions
and also with the relevant standards and preparation of monthly progress reports
documenting all the activities.
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117
The Environmental Officer of the EPC contractor would report the monitoring
program to the Environmental Management Unit through the EPC contractor.
The Environmental Management Unit of Pondicherry Port Ltd. would also carry
out environmental monitoring on random basis through an independent agency
other than the EPC contractor’s agency in order to check the compliance the
monitoring results.
The sampling program of PPL would not clash with that of the EPC Contractor’s
program. PPL would appoint advisors/ experts on need basis so as to review the
monitoring results with respect to the construction phase activities.
6.5.1
Reporting Procedures
The environmental officer of PPL will supervise all the environmental monitoring
operations and document the test results on a monthly basis in the form of
progress reports. The report should include results of the environmental
monitoring programs, actions carried out with respect to the results of monitoring
as prepared and implemented. The reports would be submitted to PPL which
would submit the same to Pondicherry Pollution Control Committee (PPCC).
6.6
Budgetary Estimates for Environmental Monitoring
The budgetary estimates for environmental monitoring during the 60 months of
construction are Rs. 4,225,000. The annual budgetary estimate for operation phase
monitoring is estimated as Rs. 1,046,000. The estimates are presented in the tables
below.
Table 6-1: Cost Estimates for Environmental Monitoring during the Construction Phase
S. No.
Parameter
Unit Rate
(Rs.)
Quantity
Total (Rs.)
4000
400
1,600,000
Offshore Environment
1.
Collection, preservation and analysis of
marine water samples for physicochemical parameters including heavy
metals at viz., surface, middle, bottom
using Nishkin sampler including
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118
Phytoplankton and Zooplankton.
2.
Collection preservation and analysis of
sediment samples for physico-chemical
parameters including heavy metals. Also,
assessment of Benthic Flora and Fauna
through preservation of sediment
samples with necessary reagents.
4000
200
800,000
Onshore Environment
4.
Ambient Air Quality Monitoring at four
locations @ two days in a week on 24 hr
basis for SPM, RPM, SO2, NOx, CO, HC
1000
250
250,000
5.
Noise Level monitoring at two locations
for one day on 24 hr basis fortnightly.
500
150
75,000
6.
Sub-total
2,725,000
Man-month cost for the Environmental
Officer for 60 months @ Rs. 25,000 per
month
1,500,000
Grand Total
4,225,000
Table 6-2: Cost Estimates for Environmental Monitoring during the Operation Phase (Per Annum)
S. No.
Parameter
Unit Rate
(Rs.)
Quantity
Total (Rs.)
4000
100
400,000
Offshore Environment
1.
Collection, preservation and analysis of
marine water samples for physicochemical parameters including heavy
metals at viz., surface, middle, bottom
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119
using Nishkin sampler including
Phytoplankton and Zooplankton.
2.
Collection preservation and analysis of
sediment samples for physico-chemical
parameters including heavy metals. Also,
assessment of Benthic Flora and Fauna
through preservation of sediment
samples with necessary reagents.
4000
40
160,000
Onshore Environment
4.
Ambient Air Quality Monitoring at two
locations @ two days in a week on 24 hr
basis for SPM, RPM, SO2, NOx, CO, HC
1000
150
150,000
5.
Noise Level monitoring at two locations
for one day on 24 hr basis fortnightly.
500
72
36,000
6.
Sub-total
746,000
Man-month cost for the Environmental
Officer for 12 months @ Rs. 25,000 per
month
300,000
Grand Total
1,046,000
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120
Appendix A: Environment Monitoring Program
A.1 General
In this appendix, the Environment Monitoring Plan proposed to be carried out during the construction
and operation phases of Pondicherry Port is presented.
A.1.1 Construction Phase
The environmental attributes to be monitored during the construction phase should cover the marine and
terrestrial environments. The monitoring program for the construction phase is presented in
Marine Water Quality Program
1.
Objective of
Monitoring
The objective of marine water quality monitoring is to list out the
changes in the water quality during the construction of breakwaters
and the capital dredging and use the results in planning the respective
operations.
2.
Parameters to be
monitored
Physical Properties: pH, EC, Salinity, Temperature, Turbidity
Chemical Properties: DO, BOD, COD, Oil & Grease, Nutrients,
Sulphates, Chlorides
Heavy Metals: Fe, Zn, Mg, Mn, Cd, Cr, Hg
Bacteriological parameters: Coliform count
Marine Biology: Phytoplankton and Zooplankton
3.
Sampling
Methodology
Marine Water should be collected using a bottom sampler (Nishkin
Sampler). On-site tests such as pH, Turbidity, DO, Temp, EC should
be carried out immediately after sample correction. The samples
intended for chemical, heavy metals and bacteriological analysis
should be suitably preserved with necessary reagents.
The plankton samples should be collected using plankton net of
diameter of 0.35 m, No. 25 mesh size 63 µ. The plankton net should
be towed for 15 minutes at the sampling locations for collection of
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121
samples for estimation of Phytoplankton and Zooplankton.
4.
No. of locations
5.
Frequency of
Measurements
6.
Compliance
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Three Locations
• North of Development
• Centre of Development
• South of Development
The samples should be collected on a monthly basis both for low tide
and high tide periods commencing one week prior to commencement
of construction and spread over the entire construction period.
The tested samples should be compared with the primary water
quality standards framed by Central Pollution Control Board and also
with other relevant guidelines to assess the compliance during the
entire phase of the construction activities.
122
Sediment Quality Monitoring Program
1.
Objective of
Monitoring
The objective of sediment quality monitoring is to assess the changes
in the sediment quality during the construction of breakwaters and the
capital dredging and use the results in planning the respective
operations.
2.
Parameters to be
monitored
Physio-Chemical Properties: pH, Organic Matter, Nutrients, Oil and
Grease
Heavy Metals: Fe, Zn, Mn, Cd, Cr, Hg, Ni, Pb
Benthic Communities: Macro and Micro Benthic Flora and Fauna
3.
Sampling
Methodology
Marine sediment should be collected using a Peterson’s Grab Sampler.
The collected sediment should be segregated on the site for analysis of
physico-chemical parameters, heavy metals and benthic communities.
The sediment sample for benthic communities should be subjected to
sieving to record the macro benthos and then the samples should be
preserved with Rose Bengal and Formalin Solution for further analysis
of Benthic communities.
4.
No. of locations
Three Locations
5.
Frequency of
Measurements
6.
Compliance
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• North of Development
• Centre of Development
• South of Development
The samples should be collected on a monthly basis commencing one
week prior to commencement of construction and spread over the
entire construction period.
At present, there are no standards for sediment quality in India.
However, there should not be marked variations in the sediment
quality during the entire construction phase.
123
Ambient Air Quality Monitoring
1.
Objective of
Monitoring
The ambient air quality monitoring should be carried out with an
objective to plan the activities involved in the construction phase in
line with the ambient air quality status with an aim to protect the
adjoining communities from air pollution.
2.
Parameters to be
monitored
Suspended Particulate Matter (SPM)
Respirable Particulate Matter (RPM)
Sulphur Dioxide (SO2)
Oxides of Nitrogen (NOx)
Carbon Monoxide (CO)
Hydrocarbons (HC)
3.
Sampling
Methodology
The air quality monitoring should be conducted using Respirable Dust
Samplers. CO will be collected by Peroxide tube method or by
portable CO meter. HC should be collected in Mylar Bags.
4.
No. of locations
Two Locations
5.
Frequency of
Measurements
6.
Compliance
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• Fishing Harbour
• Lighthouse
Once in a month for two days
The monitoring results should be compared with National Ambient
Air Quality Standards.
124
Noise Level Monitoring
1.
Objective of
Monitoring
The objective of noise level monitoring is to use check noise levels in
the vicinity of the Pondicherry Port against the background levels and
plan the activities accordingly without affecting the communities
surrounding the port.
2.
Parameters to be
monitored
Hourly noise levels for 24 hours.
3.
Sampling
Methodology
The noise levels should be recorded using a portable hand-held noise
level meter.
4.
No. of locations
Two Locations
5.
Frequency of
Measurements
6.
Compliance
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• Fishing Harbour
• Lighthouse
Once in a month.
The monitoring results should be compared with National Ambient
Noise Standards.
125
A.1.2 Operation Phase
The attributes to be monitored as a part of the mitigation measures are Air Quality, Noise Levels, Marine
Water and Sediment Quality. The monitoring plan for the operation phase is presented in
Marine Water Quality Program
1.
Objective of
Monitoring
The objective of marine water quality monitoring is to list out the
changes in the water quality during the construction of breakwaters
and the capital dredging and use the results in planning the respective
operations.
2.
Parameters to be
monitored
Physical Properties: pH, EC, Salinity, Temperature, Turbidity
Chemical Properties: DO, BOD, COD, Oil & Grease, Nutrients,
Sulphates, Chlorides
Heavy Metals: Fe, Zn, Mg, Mn, Cd, Cr, Hg
Bacteriological parameters: Coliform count
Marine Biology: Phytoplankton and Zooplankton
3.
Sampling
Methodology
Marine Water should be collected using a bottom sampler (Nishkin
Sampler). On-site tests such as pH, Turbidity, DO, Temp, EC should
be carried out immediately after sample correction. The samples
intended for chemical, heavy metals and bacteriological analysis
should be suitably preserved with necessary reagents.
The plankton samples should be collected using plankton net of
diameter of 0.35 m, No. 25 mesh size 63 µ. The plankton net should
be towed for 15 minutes at the sampling locations for collection of
samples for estimation of Phytoplankton and Zooplankton.
4.
No. of locations
Three Locations
•
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North of Development
126
5.
Frequency of
Measurements
6.
Compliance
• Centre of Development
• South of Development
The samples should be collected on a monthly basis both for low tide
and high tide periods commencing one week prior to commencement
of construction and spread over the entire construction period.
The tested samples should be compared with the primary water
quality standards framed by Central Pollution Control Board and also
with other relevant guidelines to assess the compliance during the
entire phase of the construction activities.
Sediment Quality Monitoring Program
1.
Objective of
Monitoring
The objective of sediment quality monitoring is to assess the changes
in the sediment quality during the construction of breakwaters and the
capital dredging and use the results in planning the respective
operations.
2.
Parameters to be
monitored
Physio-Chemical Properties: pH, Organic Matter, Nutrients, Oil and
Grease
Heavy Metals: Fe, Zn, Mn, Cd, Cr, Hg, Ni, Pb
Benthic Communities: Macro and Micro Benthic Flora and Fauna
3.
Sampling
Methodology
Marine sediment should be collected using a Peterson’s Grab Sampler.
The collected sediment should be segregated on the site for analysis of
physico-chemical parameters, heavy metals and benthic communities.
The sediment sample for benthic communities should be subjected to
sieving to record the macro benthos and then the samples should be
preserved with Rose Bengal and Formalin Solution for further analysis
of Benthic communities.
4.
No. of locations
Three Locations
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5.
Frequency of
Measurements
6.
Compliance
• North of Development
• Centre of Development
• South of Development
The samples should be collected on a monthly basis commencing one
week prior to commencement of construction and spread over the
entire construction period.
At present, there are no standards for sediment quality in India.
However, there should not be marked variations in the sediment
quality during the entire construction phase.
Ambient Air Quality Monitoring
1.
Objective of
Monitoring
The ambient air quality monitoring should be carried out with an
objective to plan the activities involved in the construction phase in
line with the ambient air quality status with an aim to protect the
adjoining communities from air pollution.
2.
Parameters to be
monitored
Suspended Particulate Matter (SPM)
Respirable Particulate Matter (RPM)
Sulphur Dioxide (SO2)
Oxides of Nitrogen (NOx)
Carbon Monoxide (CO)
Hydrocarbons (HC)
3.
Sampling
Methodology
Doc No 1 Rev: 1 Date: February 2006
The air quality monitoring should be conducted using Respirable Dust
Samplers. CO will be collected by Peroxide tube method or by
portable CO meter. HC should be collected in Mylar Bags.
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4.
No. of locations
5.
Frequency of
Measurements
6.
Compliance
Two Locations
• Fishing Harbour
• Lighthouse
Once in a month for two days
The monitoring results should be compared with National Ambient
Air Quality Standards.
Noise Level Monitoring
1.
Objective of
Monitoring
The objective of noise level monitoring is to use check noise levels in
the vicinity of the Pondicherry Port against the background levels and
plan the activities accordingly without affecting the communities
surrounding the port.
2.
Parameters to be
monitored
Hourly noise levels for 24 hours.
3.
Sampling
Methodology
The noise levels should be recorded using a portable hand-held noise
level meter.
4.
No. of locations
Two Locations
5.
Frequency of
Measurements
6.
Compliance
Doc No 1 Rev: 1 Date: February 2006
• Fishing Harbour
• Lighthouse
Once in a month.
The monitoring results should be compared with National Ambient
Noise Standards.
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