PAKISTAN DEEP WATER CONTAINER PORT East of Keamari Groyne

259 Pages·2011·14.07 MB·English

PAKISTAN DEEP WA TER CONTAINER PORT
East of Keamari Groyne

Environmental Impact Assessment
Karachi Port Trust
April 2011
Final Report

9R5597
In partnership with

Enviro-Maritime Capacity
Building Institute
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Document title Environmental Impact Assessment Report
Status Final Report
Date March 2011
Project name Pakistan Deep Water Container Port East of
Keamari Groyne
Project number 9R5597
Author(s) Various
Client Karachi Port Trust
Reference 9R5597/R001/303494/Lond

Issue Status Date Author Checked Approved
003 Final 11 April 2011 RY Usmani J Lavender S Hinton
M Hill
002 Draft 18 March 2011 Various J Lavender S Hinton
M Hill
001 Draft 10 November RY Usmani M Hill S Hinton
2010
CONTENTS
Page
1 INTRODUCTION 1
1.1 Background 1
1.2 The Project 1
1.3 The EIA Objectives, justification & EIA Team 6
1.4 EIA Methodology 8
1.5 Scoping 9
1.6 Meetings with Stakeholders 9
2 LEGISLATIVE FRAMEWORK 12
2.1 Environmental Policies / Plans 12
2.2 Legal Instruments 15
2.3 International Conventions 18
3 PROJECT DESCRIPTION 22
3.1 History of Karachi Port 22
3.2 Pakistan Deep Water Container Port - Description 23
3.3 Dredging and Reclamation 23
3.4 Marine Protection Works 25
3.5 Quay Wall Works 25
3.6 Navigation Aids 27
3.7 Clifton Beach Outfall 27
3.8 Project Alternatives 27
3.9 Project for Preferred Option 29
4 BASELINE ENVIRONMENT 30
4.1 Coastal Geography 30
4.2 Bathymetric Surveys 31
4.3 Grain Size Analysis 32
4.4 Seismology 36
4.5 Weather Conditions 39
4.6 Hydrodynamics 41
4.7 Sedimentation 50
4.8 Water Quality 56
4.9 Sediment Quality 68
4.10 Air Quality 76
4.11 Noise 78
4.12 Coastal & Marine Ecosystems 79
4.13 Coastal Fisheries 89
4.14 Landscape & Seascape 91
4.15 Navigation 94
4.16 Marine Archaeology 95
4.17 Socio-Economic Conditions 98
4.18 Services 100
4.19 Recreation and Tourism 101
4.20 Traffic and Transport 102
5 POTENTIAL IMPACT IDENTIFICATION 103
5.1 Impact Identification Strategy 103
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5.2 The EIA Process 103
5.3 Defining Significance 103
5.4 Mitigation and residual impacts 105
5.5 Summary of key activities and potentially affected attributes 105
5.6 Issues of Critical Importance 107
5.7 Risk of Hazards and Accidents 141
5.8 Impacts to sensitive environmental sites 142
5.9 Impacts to Other Human Activities 143
5.10 Cumulative & In-combination Effects 145
5.11 Screening Matrix 145
6 MITIGATION MEASURES 149
6.1 Introduction 149
6.2 Dredging 149
6.3 Disposal of Dredged Material 149
6.4 Construction of Breakwaters 150
6.5 Land Reclamation 151
6.6 Demolition of Existing Terminal Facilities 151
6.7 Construction of Quay Wall 151
6.8 Stockpiling of Dredged Spoil 151
6.9 Degradation of Water Quality 152
6.10 Hazards / Accidents 152
6.11 Other Issues of Concern 153
6.12 Mitigation Plan 153
7 ENVIRONMENTAL MANAGEMENT / MONITORING PLAN 157
7.1 Environmental Management Plan 157
7.2 Roles & Responsibilities 157
7.3 Execution of the Project 159
7.4 Environmental Management Plan (Matrix) 163
7.5 Monitoring & Surveillance 171
8 MONITORING REGIME 173
8.1 Objectives of the Monitoring Process 173
8.2 Monitoring the Impacts of the Channel Deepening Activity 173
8.3 Monitoring of Potential Sources of Hazards / Accidents 176
8.4 Monitoring of Coastal Species / Habitat 177
8.5 Monitoring & Evaluation Regime for KPT 181
8.6 Follow-up Meetings 182
9 TRAINING 183
9.1 Training Needs Assessment 183
9.2 Environmental Training Programme 184
10 CONCLUSION 185
11 REFERENCES 187

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APPENDICES

Appendix A - Grain Size Distribution A1
Appendix B - Hydraulic Modelling B1
Appendix C - Air Quality Analysis Data Sheets C1
Appendix D - Environmental Management Plan D1
Appendix E - Marine Pollution Control Policy E1
Appendix F - KPT’s Environmental Policy (2002 - 2012) F1
Appendix G - KPT’s Mangroves Policy G1
Appendix H - KPT’s Policy on removal of sludge/oily waste from ships H1

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GLOSSARY

Term Definition
BOD Biological Oxygen Demand
CD Chart Datum
COD Chemical Oxygen Demand
dB Decibels
DC Deputy Conservator
DHA Defense Housing Authority
DO Dissolved Oxygen
DWT Deadweight Tonnage
ECNEC Executive Committee of the National Economic Council
EIA Environmental Impact Assessment
EMP Environmental Management Plan
EPA Environment Protection Agency
ES Environmental Statement
GI Geotechnical Investigation
HAT Highest Astronomical Tide
HDPE High-density polyethylene
HGV Heavy Goods Vehicle
HRW HR Wallingford
HSE Health, Safety and Environment
IBA Important Bird Area
IEE Initial Environment Policy
KESC Karachi Electricity Supply Corporation
KICT Karachi International Container Terminal
KPD Karachi Port Datum
KPT Karachi Port Trust
LAT Lowest Astronomical Tide
LOA Length Overall
Met. Office Meterological Office (UK)
MHHW Mean High High Water
MHLW Mean High Low Water
MLHW Mean Low High Water
MLLW Mean Low Low Water
MPCD Marine Pollution Control Department
MPW Marine Protection Works
MSL Mean Sea Level
NEAP National Environment Action Plan
NEP National Environment Policy
NEQS National Environment Quality Standards
NWFP North Western Frontier Province
Pcu Passenger car units
PD Port Datum (equal to Chart Datum)
PDWCP Pakistan Deep Water Container Port
PEPA Pakistan Environmental Protection Act
PEPC Pakistan Environmental Protection Council
PMDCP Pakistan Marine Disaster Contingency Plan
PIANC International Navigation Association
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POL Petroleum, oil and lubricant products
PR Pakistan Railways
SITE Sindh Industrial Trading Estates
SQS Sediment Quality Standards
STS Ship-to-Shore
SW South West
TCI Techno-Consult International
TEU Twenty-foot equivalent unit
ULCV Ultra Large Container Vessel
USD US dollars
WER Weekly Environmental Report

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EXECUTIVE SUMMARY

Background

Karachi Port Trust (KPT) has embarked upon a massive programme for expanding its
facilities for a wider global market. These include a comprehensive plan for extension of
infrastructure and other facilities including incentives for transhipment. Accordingly KPT
has conducted the feasibility of constructing a deep draught Container Terminal
Complex to handle Post Panamax and Ultra Large Container Vessels (ULCV).

There is a requirement for a deep water container port in the area as it would be able to
facilitate large mainline ships / feeder vessels and help transform the Karachi Port into a
transhipment hub of the region. Additionally, the development of a deep water container
port would help to substantially reduce trading costs.

The proposed new complex, Pakistan Deep Water Container Port (PDWCP) is to be
located in the eastern foreshores of Karachi Port, which is presently exposed to open
sea. A new harbour is planned to be created east of Keamari Groyne by providing
breakwaters and dredging of an approach channel and manoeuvring basin (see Figure 1
below).

Land for terminal development is to be partly acquired through reclamation. A potential
source of suitable material could be acquired from capital dredging of the approach
channel and turning basin. To provide shelter from the open sea, the new harbour will
include breakwaters to the south and south east of Keamari Groyne. The east boundary
of the terminal complex will have a sand dyke extending towards the Oyster Rocks to
check for siltation and westerly littoral movement along Clifton shores. The project which
is to be executed in phases is estimated to cost USD1.9Bn.

It is proposed that the container terminal will have both road and rail connections to the
hinterland including the proposed Cargo Village in the western backwaters of Karachi
Port.

Under the Pakistan Environmental Protection Agency (Review of IEE and EIA)
Regulations 2000 Schedule II, there is a requirement for “Ports and harbour
development for ships of 500t and above” to undertake an Environmental Impact
Assessment (EIA). Therefore, an EIA for construction of the PDWCP (marine based
components) has been prepared.

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Figure 1: layout of phase 1 of the proposed PDWCP
(cid:1)

Project Alternatives

The EIA report depicts that KPT considered three alternatives for the project;

1) Location of deep draught berths in a new location (preferred scheme);
2) Increase cargo handling capacity at existing berths; and
3) Increasing dredge depth at the existing berths.

Reasons for preferred option:

• The preferred location is the most easily accessible for the large ships when
compared to any other part of Karachi harbour. Due to the tidal regime in the
area, it is difficult for large ships to navigate the bend in the approach channel.
The proposed location results in a straighter approach channel than currently
exits;
• There is a need to expand due to commercial requirement for more handling
capacity and the existing berths at Karachi Port would not be able to
accommodate the anticipated increase in shipping volume. There is also limited
space to expand at the existing site and therefore expanding into a Greenfield
site was, in this case, a viable solution; and
• The existing shipping operations of Karachi Port area would remain absolutely
undisturbed during the construction phases. The habitat sensitivities at the
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proposed location were not considered to be a major issue at the selection
stage, given that is away from the mangroves and turtle nesting beaches. This
location does not involve any relocation of the population or any adverse socio-
economic impacts.

Project Details

The project, which is to be executed in five phases, is estimated to cost USD1.9Bn. The
five phases are designed to concentrate on different aspects of the development with
Phase 1 incorporating the initial dredging of the channel, reclamation of land and
construction of breakwaters, construction of the quay wall and construction of a limited
number of berths. Phases 2 to 4 are involved with developing the berths (of which there
will be 10 new berths created in total), and Phase 5 is the final stage of dredging.

The EIA concentrates on phase 1 of PDWCP which comprises 4 berths having a total of
1500m quay length (details of the other phases are not known at this stage). A design
vessel of 340m LOA, 48m beam and 14m draught with 9,000TEUs on board has been
used for planning the PDWCP. The channel and berthing face will be dredged to -
16.0mPD initially, but the quay wall is designed for -18.0mPD depth. This will cater for
the ultimate design vessel, (400m LOA, 60m Beam and 16m Draft with 15,000TEUs on
board), this size of vessel having being considered in the long term future planning of
the region. The container terminal will have both road and rail connections to the
hinterland including the proposed Cargo Village in the Western Backwaters of Karachi
Port.

The overall PDWCP development comprises of the following development components:

• Dredging and reclamation works;
• Marine protection works;
• Quay wall works; and
• Navigation aids.

Dredging & Reclamation

The dredging of the port approach channel and the turning basin together with dredging
for quay wall works and the reclamation (using suitable material from the dredging
operation to form the container terminal area to +5mPD) come under the scope of the
dredging and reclamation works as follows:

• Dredging of existing approach channel at depth -12.2mPD to -16.0mPD;
• Dredging to create basin, at -16.0mPD with turning circle diameter of 510m;
• Reclamation using suitable dredged material to form container terminal area to
+5.0mPD;
• Stockpiling of suitable dredged material for use behind the quay wall and any
future expansion of the terminal;
• Disposal of unsuitable dredged material and surplus dredged material at KPT’s
designated location; and
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