ChAPTER 5 ANTiCiPATED ENviRONmENTAl ImPACTS AND MiTiGATiON MEASURES

387 Pages·2015·12.4 MB·English

Chapter 5
Anticipated Environmental
Impacts and Mitigation
Measures
Development of Nargol Port C1121113
Draft Comprehensive EIA/EMP Report RPE004 rev. 0
Chapter 5 Anticipated Environmental Impacts and Mitigation
Measures
5.1 General
The Nargol port harbour area will be developed very unique to the local Physical
environment about 6.1 km away from the coast. The port area with breakwaters/berths will
be connected by trestle as explained in the Chapter 2. This makes the project totally different
from any other Indian port in the east or west coast. This unique system actually reduces
much of the impact on the landward side with regards to land acquisition, resettlement and
rehabilitation.
The development of Nargol Port involves various marine side and landside construction and
operational activities. Nargol Port will be developed mostly on the reclaimed land and the
developmental activities such as capital dredging, reclamation, dredge spoil disposal and
development of navigational facilities, offshore structures (breakwaters, approach trestle,
berthing facilities, etc.) will impact the marine environment. The only landside development
will be the port Logistic Support Building (LSB) complex. The facilities in inter tidal area is
connected to the offshore structures through a piled approach trestle i.e. from Intertidal area
facilities to the staging harbour and another from staging harbour to berth.
Site grading and development, civil construction and mechanical erection of facilities, onsite
infrastructure, environmental management facilities and backup area development are likely
to cause impacts on the terrestrial environment. During the operation phase, activities such
as cargo handling/storage, movement of ships and tugs, etc. are also likely to cause impact
on marine as well as terrestrial environment.
In this chapter, likely impacts of these activities on environmental attributes have been
identified, assessed and presented. To mitigate likely environmental impacts during
construction and operation phases due to landside and marine side activities, suitable
mitigation measures were recommended which need to be incorporated as a part of planning
process. The impacts were assessed both quantitatively and qualitatively for various
terrestrial and marine environmental components.
5.2 Land Environment
5.2.1 Potential Impacts Due to Port Location
5.2.1.1 Impacts due to Land Acquisition
Total land requirement for Phase 1 and Phase 1A development is about 175.5 Ha. It is
proposed to develop most of the Port facilities of Phase 1 and Phase 1 A in the reclaimed
land (behind berthing Line and in inter tidal area) as suggested by GMB. An area of 171.5 Ha
of land requirement is estimated for Phase 1 and Phase 1 A development except for LSB
Complex. The same area is chosen in inter tidal area and behind the berthing line which will
be a reclaimed and used.
Only the Logistic Support Building (LSB), substation, customs building, water reservoir etc.,
are planned in an onshore land. Considering various factors such as resettlement and
rehabilitation, CRZ area, Common property resources (CPR) etc, a forest land of about 4.0
Ha has been chosen for the development LSB and other facilities. Therefore, the transfer of
forest land for the development of port LSB complex towards landward side has been
envisaged. The survey nos. for the development of LSB is Survey No. 97 & 98 at village
Nargol. Necessary application has been filed with forest department for the same.
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No rehabilitation and resettlement issues are foreseen for the development of Port facilities
at Nargol. Hence impact due to land acquisition for port development is not envisaged.
5.2.1.2 Impacts due to Changes in Land Use Pattern
The proposed port area is planned predominantly on reclaimed land. LSB is going to be
developed on the forest land towards the landward side. Area proposed for LSB complex is
about 4.0 Ha with Casuarinas, Eucalyptus and other shrubs. The trees will be cut as per the
development requirement. Hence the proposed developmental activities are not anticipated
to create significant impacts due to the changes in land use pattern. Land reclamation and
change in land use pattern will be carried out in such a way that to ensure the proper
drainage by providing surface drainage systems including storm water network etc.
5.2.1.3 Impacts due to Changes in Coastline/Shoreline
The shoreline/coastline changes such as erosion/accretion is usually expected due to
construction of marine structures such as breakwaters, berthing facilities, etc. Deepening of
sea bed for dredging a channel and construction of breakwaters, disturbs the natural setting
and causes imbalance in sand movement along the coast. In the proposed development,
Northern Western and Southern breakwaters are proposed with a length of 3,650 m and 500
m respectively.
The status of shoreline change due to erosion/accretion along Valsad district has been
studied by Institute of Ocean Management, Anna University as part of National Assessment
of Shoreline Changes of Gujarat coast. The shoreline change status of the study area is
shown in Figure 5-1. As shown in the figure, the project site is falling within the stable coast.
NARGOL PORT
20014’45.39”N &
72044’30.92”E

Figure 5-1: Status of Existing Shoreline in Study Area
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5.2.1.4 Impacts due to Land Reclamation
Reclamation is planned in the intertidal area and beyond HTL of about 143.5 Ha during
Phase 1 and about 28 Ha behind the berths during Phase 1 A. The fill Top Level of about (+)
7 m CD is planned in the intertidal area and about (+) 8.6m CD is planned behind the berths
during Phase 1 and Phase 1A respectively. The quantity of reclamation is estimated during
phase 1 and Phase 1 A as 8.55 MCM and 5.8 MCM respectively.
Further, on reviewing various options for sourcing of reclamation material for back-up area
development, it has been found that majority of the Phase 1 reclamation material can be
sourced economically by dredging additionally where Sandy material has been identified
during survey. Based on the geotechnical investigation, required quantity of sand is available
south of the inner channel and some portions north of channel between (-) 13m CD to (-)
14m CD contour.
The excess material during Phase 1 will be about 7.99 MCM and during Phase 1 A about
7.85 MCM is proposed to be disposed at identified offshore disposal location.
Land reclamation is likely to impact the reclamation area/site with the turbid water. The
proposed port development will be developed mostly on reclaimed land in the intertidal area
and behind berth i.e. area under sea.
Geotechnical investigations were carried out using marine boreholes as part of the planning
process. During the investigation 25 marine bore wells up to a depth of 45m boring into the
soil from the existing ground level or up to a depth of achieving 5m hard rock coring else 10m
soft rock coring and 06 shallow depth marine boreholes up to a depth of 5m below seabed
were explored to assess the geotechnical parameters.
The Sand, Silt, Clay strata extends to a depth that varies from 0 to 15 meters from sea bed.
The Strata is further followed by basaltic rock. As the geotechnical work reaches further
towards the open sea, the Sand and Silt, Clay layer extends up to the termination depth of
the investigation.
The sub soil is comprised of Sand, Silt, Clay & Rock. The grain size of the sand varies from
fine to medium grained. The bed rock encountered is fine grained, grey to brown, completely
weathered to fresh Basalt & Tuffaceous Rock with some vesicles filled with minerals.
Marine sediment quality analysis of the material to be dredged has been carried out (as
suggested by MoEF in the approved ToR). The quality of the dredged material was analysed
in terms of its toxic metals contents in accordance with Schedule II of the Hazardous Waste
Rules, 2008. The metals such as Arsenic, Cadmium, Chromium (III), Chromium (VI),
Mercury, Lead, Copper, Nickel and Zinc were analysed in marine sediment. The maximum
concentration of various toxic metals from all samples collected is provided in Table 5-1.
Table 5-1: Marine Sediment Quality Analysis
S. No. Name of the Metals Maximum Concentration in all Samples (mg/kg)
Class A (Concentration Limit – 50 mg/kg)
1. Arsenic ND
2. Cadmium
3. Chromium (VI)
4. Mercury
Class B (Concentration Limit – 5,000 mg/kg)
5. Chromium (III) 86.10
6. Copper 124.88
7. Lead N.D
8. Nickel 101.03
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S. No. Name of the Metals Maximum Concentration in all Samples (mg/kg)
Class C (Concentration Limit – 20,000 mg/kg)
9. Zinc 64.90
Note: ND means Not Detected
From the above results, the maximum concentrations of the analyzed samples are well within
the limits and hence the material to be dredged is not hazardous in nature. Hence it is
pertinent to mention that the dredge material will be of high volume, low effect material and
non hazardous which will render insignificant impact on the marine environment during
reclamation and offshore dumping.
Predominantly the land proposed to be reclaimed is an intertidal zone and in seaward area
which is saline in nature and having slope towards sea. Even after reclamation and site
levelling to + 7.0 m CD in the intertidal area during Phase 1 and (+) 8.6m CD behind the
berth the slope of project site will be still towards sea. Hence, the impact due to this activity
on land environment will not be significant.
5.2.1.5 Mitigation Measures
Land reclamation with the material by dredging where sandy material has been identified
during survey is likely to impact the reclamation area/site with turbid water. Total area of
about 171.5 Ha will be reclaimed for Phase 1 and Phase 1A development and two main
reclamation methods have commonly been used, namely the drained method and the
dredged method. The drained method leaves the soft marine deposit in place and the
consolidation is usually accelerated by the use of vertical drains with or without surcharge
preloading. The dredged method involves the removal and disposal of soft marine deposit
before placing the fill.
Protective reclamation bunds or containment bunds/dikes (of rock/boulders) will be
constructed around the planned reclamation areas to avoid spreading of material and to
reduce turbidity. The dredged material from the borrow area will be pumped into the
reclamation area enclosed by reclamation bunds wherein the solids will be allowed to settle
and the supernatant water will be directed to sea through appropriate channels.
Since Nargol Port will be developed mostly on the reclaimed land in an intertidal area which
is saline in nature and also low lying area having slope towards sea. Hence, the impact due
to this activity on land environment will not be significant. Also, after completion of the
reclamation and hard standing only, necessary development shall be carried out.
Following are the additional mitigation measures.
 Judicial planning of project facilities will be carried out
 Reclamation will take place within the stipulated project area limits
 Existing drainage pattern around the project site will not be disturbed. Storm water
drainage network will be provided within the project development area
 Reclamation bunds shall be constructed. Also minimum required retention time of return
water in the reclamation area will be ensured.
 Regular monitoring of return water (turbid water) from the reclamation area will be carried
out at nearby points in the sea.
 In order to study variations in groundwater quality of nearby villages due to reclamation,
regular water quality monitoring will be carried out.
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5.2.2 Potential Impact during Construction
5.2.2.1 Impact on Local Infrastructure
Transportation of Construction Material: Transportation of huge quantities of construction
material for construction of breakwaters, approach bund, berths, stockyards, operational and
administrative buildings etc., results in use of public infrastructure like roads, railways,
drainage, water and power supply which in turn results in extra strain on the infrastructure.
Based on the detailed site survey for assessing the availability of suitable rock for breakwater
and approach bund construction and other building materials for the construction of project
facilities various rock quarries were identified around project site as shown in Figure 5-2.
The details of identified quarries and the access route to project site along with present
condition of the roads are summarized in Table 5-2.

Figure 5-2: Location Map of Quarries near Nargol
Table 5-2: Details of Identified Quarries and Access Route to Project Site
Quarry Connectivity Type of Length of Carriageway Road
Road Name
Location Options Road Road Type Condition
Poonam farm – Nargol
2.5
Char Rasta (Quarry 1)
Two lanes with Fair to
Sarigam Pansa Road – SH 185
paved shoulder good
Nargol Char Rasta 1.5
Option 1:
Sarigam (Quarry 2)
Sarigam – Sarai
(Quarry 1 & Two lane road
Jn – Nargol Nargol Char Rasta – Sarai
2) MDR 5.9 with 1.5 m paved Good
Jn (Quarry 1 and 2)
shoulder)
Sarai Jn – Nargol (Quarry Two lanes / Fair to
- 6.5
1 and 2) Single lane road good
Option 2; Sarigam Phansa Road Jn SH-185 5.6 Two lanes with Fair to
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Quarry Connectivity Type of Length of Carriageway Road
Road Name
Location Options Road Road Type Condition
Sarigam – – Phansa Jn (Quarry 1) paved shoulder good
Phansa jn – Ishwar Art Jn – Phansa Jn
6.5
Nargol (Quarry 2)
Phansa Jn – Nargol
SH 12.5
(Quarry 1 and 2)
Quarry to Nargol Char Sarigam Four lane/ Two Fair to
3.2
Rastha Jn (Sarigam) Bypass lane good
Sarigam Bypass Two lane road
Nargol Char Rastha Jn
– Sarai Jn – MDR 5.9 with 1.5m paved Good
(Sarigam) – Sarai Jn
Nargol shoulder
Two lane/Single Fair to
Sarai Jn – Nargol - 6.5
lane good
Quarries at
Two lane with
Bhilad Quarry – Bhilad Jn SH-108 1.5
paved shoulder Fair to
Two lane with good
Bhilad – Tumb – Bhilad – Tumb SH-5A 8
paved shoulder
Nargol
Single lane with

Tumb – Kattalwada MDR 3.5 earthern Fair
shoulder
Kattalwada – Nargol SH-6C 7.2 Two lane with Fair to
Pariya – Orward MDR 4.7 paved shoulder good
Four lanes
Coastal
Coastal highway 7.1 divided Good
Highway
Option 1: Orwad carriageway
– Daman – Mahatma Gandhi – Rajiv
Daman Two lanes with
Nargol Gandhi Setu and 7.2
Roads paved shoulder
Ambedwadi Main Road Fair to
Two lanes / two good
Daman – Nargol SH-6B 24.4 lanes with paved
shoulder
Six lanes divided
Orwad – Bhilad NH-8 22.6 Good
carriageway
Two lanes with Fair to
Bhilad – Sarigam SH-185 5.7
Quarries Option 2: Orwad paved shoulder Good
near Vapi - – Bhilad – Two lanes with
Orwad Sarigam – 1.5 m paved
Nargol Sarigam – Sarai Jn MDR 5.9 shoulder -
(widening under
progress)
Two lanes/single Fair to
Sarai Jn - Nargol - 6.5
lane road Good
Six lanes divided
Udavada – Bhilad NH-8 22.6 Good
carriageway
Option 3: Two lanes with Fair to
Bhilad – Tumb SH-5A 9
Orward – NH-8 paved shoulder good
– Bhilad – Tumb Single lane with
Tumb – Kattalwada MDR 3.5 Fair
– Nargol earthen shoulder
Two lanes/ two
Fair to
Kattalwada – Nargol SH-6C 7.2 lane with paved
good
shoulder
Route 1 - Chikhli-NH8-
Option 1 – Bhilad-Tumbh-Sanjan- 92 to
- - -
Quarries at Chikhli quarry to Kattalwada-Nargol 96km
Chikhli Nargol port site
via road Route 2 - Chikhli-NH-8- 91 to
Bhilad-Tumbh-Kattalwada- - 95km - -
Nargol
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Quarry Connectivity Type of Length of Carriageway Road
Road Name
Location Options Road Road Type Condition
Route 3 - Chikhli-NH-8- 92 to
Bhilad-Talwada-Malav- - 96km - -
Tumbh-Kattalwada-Nargol
Route 4 - Chikli-NH-8-
93 to
Bhilad-Talwada-Malav-
- 97km - -
Tumbh-Sanjan-

Kattalwada-Nargol
Option 2 - Chikhli quarry to Valsad Jetty via road and then to Nargol port site via sea
Route 1 - Chikli-NH-8-
NH360-SH 702- Desra 25 to
- - -
Option 3 - Road- SH 64- CSH- 29km
Chikhli quarry to Dholai port Road- Jetty
Dholai fishing Route 2 - Chikli-NH-8- SH
harbour via road 6- Dungri Bypass- Malvan 32 to
- - -
and then to Road- CSH- Dholai port 36km
Nargol port site Road- Jetty
via sea Route 3 - Chikli-NH-8-SH
6- Dungri Bypass- SH 34 to
- - -
6(Jespor Road)- CSH- 38km
Dholai port Road- Jetty
Quarry near Dharampur quarry is located about 65 km from the site. This quarry is located about 35km from the Valsad
Dharampur jetty.
Two lane good
Quarry near Daman-Nargol- Bandar road SH 6B 23 kms
carriageway condition
Phansa
Nargol- Sarigam road - 26 km - -
Village
33 Single lane Fair
Manda – maroli Road
Junction Two lane with
Manda – Maroli – NH 2.2 Good
paved shoulder
Nargol
Two lane/ Two
Karazgam Maroli Junction – Fair to
SH-6B 5.9 lane with paved
and Nikoli Nargol good
shoulder
Pada
Manda – Chirag Oza
Quarries Village
farm (Sarigam – Nargol 2.3 Single lane Fair
Road
Road)
Manda – Sarai Jn -
Chirag Oza farm – Two lane with
Nargol NH 3.8
Sarai paved shoulder Fair to
Two lane good
Sarai Junction – Nargol - 6.5
road/Single lane
As the identified quarries can be accessed through existing/developed road network
consisting of NH, SH, MDR, coastal highway and other village roads near quarries, the
impact envisaged will be minimal on existing road network and the same can be minimized
with appropriate mitigation measures. In addition, more than Three (03) different access
roads are available to share the construction traffic. Traffic studies were carried out for these
roads and results reveals that the existing road network will be able to accommodate the
construction and initial Phases operation traffics. CMPL requested Govt. of Gujarat for
widening of Road (CMPL submitted a Letter dated May 13, 2015 to State R&B for providing
connectivity to Nargol port through strengthening/widening of existing roads). Thus, the
transportation of material from quarries is likely to result in increased road traffic but only
temporary during construction phase which can be accommodated in the existing roads.
Construction of Workers Camp: During the construction phase of the project there will be
large-scale employment generation (average 1500 personnel) in the form of skilled and semi-
skilled labourers and technical staff. Also, majority of the works will be sub-contracted. As the
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construction period is anticipated to span nearly 4 to 5 years (for Phase 1 and Phase 1A),
temporary workers camps is planned to be set up for skilled and semi-skilled labourers in the
project area and technical staff will be provided housing infrastructure outside the project
area. There will be impact/strain on local infrastructure, if self sustained facilities are not
provided.
5.2.2.2 Mitigation Measures
 To mitigate impacts from transportation of construction material, existing roads shall be
used with proper traffic regulation
 Drivers should be sensitized with respect to need to drive carefully while passing through
the villages. Speed is one of the main causes for accidents. So, speed of the trucks shall
be controlled especially when they are passing through villages by providing speed
breakers, sign boards and other appropriate speed control techniques
 Proper lighting, signboards shall be provided at required locations
 Construction material shall be sourced from Government approved quarries
 Temporary approach roads may be developed/strengthened with prior permission from
competent authority
 Transportation management will be adopted for movement of dumpers transporting
quarry stones and construction materials and traffic will be regulated
 Vehicles deployed will confirm to emission norms (air/noise) of CPCB and have valid
Pollution Under Control (PUC) certificates
 Dumpers and trucks will comply with standards for exhaust emissions and noise levels
To avoid/minimise impact/strain on the existing infrastructure, the worker and technical staff
housing areas will be self-sufficient and would not rely on any local resource. This would help
to avoid any conflict with the local population. To mitigate impacts from health hazards,
sanitation facilities will be provided. Further, the worker camps in the project site will be
located at least 500 m away from the seacoast. Following additional mitigation measures
shall also be considered:
 The camps will 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 will be disposed at approved disposal
sites
 No bore wells will 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 camps for attending to
injured workers
5.2.2.3 Impact due to Rail Corridor Development
Existing road infrastructure will be used for road connectivity. The road corridor connecting
the port to SH 6B is through existing road of about 1.5 km. As a mitigation measure, the
roads will be strengthened/widened where required. CMPL requested Govt. of Gujarat for
widening of Road (CMPL submitted a Letter dated May 13, 2015 to State R&B for providing
connectivity to Nargol port through strengthening/widening of existing roads). During
strengthening, there will be minimal disturbance to the nearby households located along the
access roads. Since the access road is of very minimal distance, strengthening will be done
within short duration and the impacts associated with this activity will be localised, short term
and temporary in nature.
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Based on the detailed studies conducted it was concluded that existing roads with proper
traffic management will be sufficient to cater Phase 1 and 1A port traffic and hence the
dedicated road corridor for the Nargol Port will be developed in future. No Dedicated road
corridor will be developed during Phase 1 and Phase 1 A.
Only the Rail line will be developed as a part of Phase 1 and 1 A development and the
associated studies are under process. The proposed exclusive rail corridor will be from the
Nargol Port to Western Railway. The length of the corridor up to Western Railway is around
13.56 km. As the development of rail line doesn‘t attract EIA notification, necessary
clearances from the relevant authorities such as Department of Railways, etc., will be carried
out.
5.2.3 Potential Impact during Operation
5.2.3.1 Discharges from Ships on Land
No discharge of wastewater/waste from the ships calling at Nargol Port will be permitted into
the port area. Reception facilities will be provided to receive the waste from ship during
emergency at port. The ships will have their own sewage reception/treatment facilities on
board and hence no discharge of sewage will be done at the port. In addition, the ships are
expected to discharge sewage in deep seas as per defined procedures for International ship
movements (MARPOL). This will ensure the ships have their own storage capacities in their
on board sewage receptions to handle wastes generated during the period/days the ship is at
the port. The sewage generated in the port area will be treated in the 65 KLD STP proposed
at the LSB Complex which is proposed to be developed on Modular basis.
5.2.3.2 Soil Contamination
Soil contamination may be envisaged if proper measures are not taken for the following
activity at port
 Used oil/Spent oil & Used Battery, Containers/Barrels/liners Contaminated with
HW/Chemicals and Sludge from oil water separator
 Municipal wastes in the form of canteen wastes, domestic wastes, papers, etc
 Cargo and Other Spills
 Potential impacts on land environment due to hazardous and non-hazardous wastes
generated from operations at the Nargol Port are envisaged.
5.2.3.3 Mitigation Measures
Good housekeeping and best practices of waste material handling shall be adopted to
eliminate/minimise the risks of soil contamination. The hazardous wastes generated at the
Nargol Port will be disposed at nearby Treatment, Storage and Disposal Facility (TSDF) or
Common Hazardous Waste Incineration facility (CHWIF) and also sent to the approved
vendors of Gujarat Pollution Control Board (GPCB) and CPCB. Organic Waste Convertor
(OWC) will be provided for bio degradable waste. Accidental spills if any, it will be attempted
to contain and recover at the earliest. However, possible waste minimisation techniques will
be adopted in order to minimise the generation of wastes.
5.2.3.4 Shoreline Changes – Erosion/Accretion
Shoreline is a fringe of land that represents the dynamic boundary that separates the
shoreline from the continual impact of waves, winds, surge, and tides. This boundary evolves
over timescales of hours (e.g., changing tides or wave conditions) to decades.
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