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Environmental Impact Assessment Study for Development of A Passenger Jetty and

Ancillary Facilities at Apollo Bunder off Gateway of India, Mumbai


2014

CHAPTER 4. ADDITIONAL STUDIES (RISK ASSESSMENT AND


MANAGEMENT PLAN)
4.1 INTRODUCTION
As with all construction works the designer must be aware of safety during design. However for
maritime and coastal works this is particularly important at all the stages in both the development and
design of maritime works. Risk evaluation will be a central part in the basic shaping of a scheme and
must continue throughout the design process.

At the early stages, consideration will be given to high-level risks and their avoidance or mitigation by
fundamental changes to the nature of the project. Elements of the work, which will be examined and
adjusted to improve the safety of the project, will include location, nature of works, construction
materials, programming, etc. However, the focus will become sharper as the project progresses through
outline and detail design stages when individual work elements will be considered and adjusted to
reduce the overall risk profile. Such elements may include access, temporary works, construction
sequence, etc. MMB Passenger Jetty Design based on following;
a) STABILITY
The structure and its elements shall be designed for static stability under overturning, uplift and sliding
and for dynamic stability. Appropriate combinations of design actions shall be considered so that
stability loads and other actions exceed the destabilizing loads and other actions.
b) STRENGTH
The MMB Passenger Jetty structure and its elements shall be designed for strength in accordance with
appropriate Indian Standards together with the requirements of this Document as follows:
(a) Determine the appropriate loads and other actions;
(b) Combine and factor the loads to determine design loads for strength;
(c) Determine the design action effects for the structure and its elements for each load case; and
(d) Determine the design strength. The effects of fatigue from wind, wave and current action under
normal conditions shall also be considered.
c) SERVICEABILITY

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Environmental Impact Assessment Study for Development of A Passenger Jetty and
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2014

The structure and its elements shall be designed for serviceability by controlling or limiting settlement,
horizontal displacement and cracking. Under the appropriate load combinations for serviceability
design, vertical deflection shall be limited in accordance with the requirements of the appropriate
materials Standards.
Horizontal deflection and acceleration limits for trafficable structures shall be limited to a maximum
deflection
d) DURABILITY
The structure and its elements shall be designed for durability in accordance with Indian Engineering
Standards & Guidelines for Maritime Structures
e) REDUNDANCY
Consideration should be given in the design of the structure and its elements to allow for redundancies
to prevent failure of the structure in the event of the loss of a critical element.
f) DESIGN LIFE
Design life is the period of time for which a structure or an element of the structure remains fit for use
for its intended purpose with appropriate maintenance. The design life of maritime structures will
depend on the type of facility, the intended function and the MMB Mumbai’s requirements. Design life
should be based on consideration of capital and maintenance expenditure. The designer, in consultation
with the MMB Management, should determine an appropriate maintenance regime consistent with the
adopted design and materials that will achieve the design life.
Particular care should be taken when considering design life and maintenance regimes for inaccessible
elements of the structure. Such elements should have a design life (with no maintenance) equal to the
design life of the structure.
g) SCOUR AND SILTATION
The structure and its elements shall be designed to remain stable, of sufficient strength and not become
over-stressed in the event of temporary or permanent changes in the level of the seabed due to scour or
siltation.
h) SEA LEVEL RISE
Structures shall be designed to allow for future sea level rise caused by global warming. MMB Passenger
Jetty Civil structure’s details collected through questioner shared to designer stated as under;
1) Floating Jetty at Meter tide

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Environmental Impact Assessment Study for Development of A Passenger Jetty and
Ancillary Facilities at Apollo Bunder off Gateway of India, Mumbai
2014

Figure 4.1: Floating jetty at 0mTide


1) Whether Construction Material Properties suitable for construction. e g. Steel, Timber & Chains etc
with ref to salinity & Pollutants?
Yes, construction material shall be suitable to the marine environment. This needs to be a part of the
contract specification. Complete concrete coverage shall be ensured on the rebars to avoid corrosion.
Timber is not being used in the structure.
2. Which Type of safety Design selected for sustainability against Natural Calamities like Hurricane,
Tsunami?
Wave, wind, current forces act on the structure. Yes, designed against maximum wave height of 3m as
noted from the published data as recorded by Mumbai Port Trust. The area is not susceptible to
Tsunami. In the normal monsoon season one can expect Beaufort scale 8 to 9, one would expect wave
heights of 7 to 8m in deep waters. However, the area under consideration is shallow water and hence
Mumbai Port Trust data on wave height is more relevant.
3. Whether all season access/approach provided to Inspection & Maintenance Floating Jetty Critical
area?
Yes, all season approach is provided to the fixed structure (passenger terminal and walkway) for
inspection. However, the floating pontoons shall be inspected on land once they are dismantled during
May end - September
4. Whether Welding/Fabrication Quality Assurance standards maintain?
Welding is envisaged only for the brows. These shall be QA tested, possibly supplied by a different
vendor to the works contractor.
5) Whether Life safety Fittings/Fencing/Equipments/ Communication system/Signs provided?

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Environmental Impact Assessment Study for Development of A Passenger Jetty and
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2014

These shall be provided by the works contractor during execution of the project. At the DPR stage this
can be mentioned in the report. Fencing (railings) will be shown on the drawings.
2) Passenger Jetty

Figure 4.2.Passenger Jetty Base Floor Plan


1. Whether Hazardous Material (Diesel) Fuel storage Area protected? How?
Diesel fuel/sullage storage is by means of underground (below passenger terminal) tanks. They shall
comply with Petroleum Rules 2002, PESO for tanks up to 25000 lit. Capacity. These tanks shall not have
anything placed on top.
2. Whether Solid Hazards Waste Storage & Biodegradable Waste system provided?
Sewage treatment plant is provided for waste water treatment. The treated water shall be utilized for
flushing and garden maintenance. The MCGM’s policy for wet/dry garbage shall be followed. Garbage
collection point has been provided from where Municipal trucks will collect waste. No storage is
provided apart from the garbage collection area which shall have separate bins for biodegradable waste
and other categories as per MCGM’s policy.
3) How to maintain Dust, Noise & Air Pollution during Construction Phase?
Rotary drilling shall be utilized minimizing noise and air pollution. Batching plant is not required. Pre-mix
concrete shall be used minimizing dust. Drilling in water, noise pollution is minimized.
4) Where Construction Debris will dispose?
Construction debris shall be minimal and shall be carried away by trucks for disposal at designated sites.

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Environmental Impact Assessment Study for Development of A Passenger Jetty and
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2014

5) Whether RMC Trucks/Material Loaded Truck/ Heavy Cranes/JCB/Earth moving Machines will cause
accident due to soil Erosion?
There is no soil erosion as rocky bed is available for piling in the sea.
6) Whether Fix or Floating Breakwater required. It’s Design?
Breakwater is not required as it is a fair weather terminal.
7) How Fueling system will work with ref to minimize oil pollution?
Fueling system is for filling fuel in the berthed vessels as per their requirement. This will be carried to
the floating pontoons by a dedicated pumping/piping system. Service bollards connected to these pipes
shall discharge duel to the berthed vessels. As such no spillage of fuel is anticipated during the filling
operation. For the sullage disposal from vessels, portable vacuum pumps shall be utilized. These will
suck sullage from vessels and discharge it into the sullage pipes going all the way to the sullage tank. A
sullage tanker (truck) will then carry away this sullage once the tank is full.
8) Whether it is safe from Fire/ Explosion ? What type of F F protection given to structure?
Fire extinguishers (AFFF, CO2, DCP) shall be provided at specified locations and a sea water fire fighting
system is provided with fire hydrants at specified points.
9) Car parking structured/Way/Exist/ F F system/ Flooring is satisfying safety ?
Fire main hydrants shall be provided also at all exits/parking area. Entry/exit routes are provided such
that emergency vehicles like the fire tender/ambulances can easily go up to the terminal building.
A separate first-aid room (capacity to accommodate wheeled stretchers) with first aid kit has been
provided.
3) Apollo Bunder Jetty

Figure 4.3. Layout of Passenger Jetty, Only 2 meters depth contour line

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Environmental Impact Assessment Study for Development of A Passenger Jetty and
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2014

Q1.)Whether construction material will withstand Natural Calamities?


Yes, high grade concrete (M40) shall be used to withstand natural calamities.
2.) Discuss Design Stability with ref to Climate Change Venerable Index? It will not affect in 2050.
There are various sea level rise estimates. According to the conservative IPCC (Climate Change 2013: The
Physical Science Basis) estimates the predicted rise in sea water level by 2050 is 30cm. The fixed part of
the jetty is to be built at a height of 7.5m which at a highest high water (HHW) of +5.38m, which might
occur during the monsoon months when the passenger operations will be terminated, is still 2.12m
above the water level. In 2050 with a highest high tide of +5.5m (assumed during monsoon months) and
increase in water level of 0.30m, the water level would be +5.80m the jetty is still 1.62m above the
water level. It is to be noted in this rough weather (May to September) operations will be suspended.
3) How to plan safe Piling operation during Fixed Walkway construction?
The piling operation will take place by rotary drilling method. Qualified contractors and personnel
having experience of underwater piling shall be employed for the construction phase. HSE guidelines
shall be put in place and strictly adhered to. The construction site shall be made out of bounds for
general public.
4) If Fixed Walkway broke down in between, what is alternative arrangement to brought passenger from
floating jetty to Base Floor?
Breakdown of the platform is not stipulated in the design criteria.
Fixed walkway shall be regularly inspected for any cracks in the concrete which shall be corrected.
5) What type of Life safety provided during construction of fixed walkway
All personnel shall be wearing life jackets. Life saving buoys/ring buoys shall be readily available at site
according to the HSE policy.
4) Civil Platform Model

Figure 4.4: civil platform Model

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Environmental Impact Assessment Study for Development of A Passenger Jetty and
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2014

1) Whether Civil Platform design is provided Structural Stability ? What is Factors for safety of the
structure
Civil Platform considers IS 456 for RCC design and IS 2911 for pile design.
2) Whether Load Factor consider before Design? Statistic Please
Relevant load factors are utilized.
5) Civil Walk way Model

Figure 4.5: Fixed Walk way


1) ) Whether Civil Platform design is provided Structural Stability? What is Factors for safety of the
structure
Civil Walkway considers IS 456 for RCC design and IS 2911 for pile design.
2) Whether Load Factor consider before Design? Statistic Please
Relevant load factors are utilized.
MMB Jetty Passenger Jetty Factors that may cause for accident/Mishap during construction phase
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Environmental Impact Assessment Study for Development of A Passenger Jetty and
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2014

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emergencies). Operations often rely on maneuvering with ropes using winches, two sea moorings and
two land moorings.
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obstructions resulting from operations (i.e. rock placement).Correct vessel selection is important when
working in this area.
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Local knowledge is useful and an inshore forecast can be obtained from specialists sources.
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Figure 4.6: Rescue in the surf zone once things go wrong is particularly hazardous Risk Mitigation
On coastal construction wave conditions as well as wind speed may well affect the safe working limits of
carnage. The rescue boat should be fit for the purpose, of sufficient length and beam to afford
reasonable stability and the engine size should be appropriate for any tidal conditions. Where conditions
merit, there is much to be said for Inflatable craft, since they provide a better chance of getting a person
aboard without injury. For work in tidal water r, a power-driven craft is essential With a fixed self-
starting device on the motor.
6) Rescue procedure
It is essential that:
1) The number of persons at work is periodically checked to ensure that no one is missing
2) Operatives work in pairs so that there is always one to raise the alarm
3) Each person is trained in what to do in the event of an emergency.
4) The rescue procedure should consist of:
I. A set routine for raising the alarm

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Environmental Impact Assessment Study for Development of A Passenger Jetty and
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2014

II. a set drill to provide rescue facilities


III. A set routine for getting persons to hospital whether for a check-up following immersion in
water (possibly polluted), or for treatment as the result of injury
4) Shore-supplied platforms and gangways must comply with the requirements of the Construction
(Health, Safety and Welfare) Regulations 1996. At all edges from which a person might fall into water,
platforms, guardrails, barriers, etc. are required.
5) Where platforms or gangways are erected above tidal water, decking boards should be secured
(clipped or wired down) so that rising water or high winds cannot dislodge them.
6) The provision of additional handholds is always advisable as a precaution in the event of storms.
7) Safety nets
It is often better to use physical barriers rather than nets. However, where used these should be
properly secured and slung sufficiently far above high water level for anyone caught in them to remain
clear and so that free access of rescue craft is always possible.
8) Harnesses
Harnesses should only be used where no other protective measure can be provided as they can pose an
additional tripping hazard and potential fatal suspension trauma. Barges, pontoons, etc. used as working
platforms, must be fit for purpose, properly constructed and sufficiently stable to avoid tipping.
Attention must be paid to good anchorage and ballasting; point loads near the edge should be avoided;
due account should be taken of the variation of load at the different radii of crane jibs for the use of
lifting appliances on barges and pontoons.
9) Lifting equipment
Handling of materials and equipment over water often requires the use of floating plant. Consideration
must be given to the operational limits of such plant, in terms of wave and current forces as well as
operable wind speeds. Particular attention is required when transferring materials to/from a floating
platform to a fixed platform because of relative movements between the two.
10) Site tidiness
Site tidiness is key in minimising tripping hazards. Tools, ropes and other materials not in use should be
stored away; rubbish should be cleared up promptly. Materials awaiting use should be stacked
compactly and restrained, particularly on pontoons and boats. Mooring lines should be clearly marked
and protected. Slippery surfaces are dangerous and should be treated immediately. Seaweed, sea-slime
and bird droppings should be cleaned off. Oily or greasy surfaces should be gritted.
11) First aid equipment
First aid facilities should be available, in the charge of a first aider or appointed person, on pontoons,
barges and near all landing places.
12) Means of access:

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2014

A suitable means of communication should be established with the shore during any work activity and in
the event of an emergency.
13) Causes of fire
a) Fuel and Storage Tanks
Ferry terminal / jetty contain materials like petrol or diesel for fuelling and are the material of focus in
our project as they can pose hazardous actions in the jetty. Individual ferrys have hydrocarbons on
board, and the proposed jetty will also have docks for dispensing fuel to the ferries coming at the jetty,
which requires that they have fuel storage tanks. These tanks need to safely contain the hazardous
materials, and the dispensing equipment must be used properly and maintained to ensure that the
materials will not leak or spill into the water or onto the pier, which can cause fire. As improper usage or
faulty equipment can result in spills and other emergencies, fuelling docks and fuel storage tanks are
some of the most incident-prone locations and items in the jetty.
b) Ferry Fire
Ferry fires are one of the most common ways that jetty fires can begin. These fires can spread to the
rest of the jetty and to other ferries. The most common causes of ferry fires are electrical malfunctions,
unattended portable heaters, smoking, and poor housekeeping. Smoking is a common cause of fires,
whether on a ferry or in the jetty. Electrical fires are also common, and can occur whether the jetty is or
is not in use. Exposed wiring can arc to outside materials, or it can cause short circuit. Wiring on ferries
can become exposed due to the constant movement of the ferry in the water as well as the corrosive
properties of the damp sea air. Improperly sized fuses or circuit breakers can also cause wiring to arc to
another material. Overloading electrical sockets and accidents with light bulbs may also cause electrical
fires on ferries.
c) Fire in public area
Smoking also causes fire in public area like the restaurants, waiting room, common toilets, parking lot
and public parks.Electrical fires are common in restaurants due to short circuit or exposed wiring.
d) Other causes - calamity
Fires in the jetty are potentially calamitous. Fires may cause the spread of hazardous materials,
especially hydrocarbons from ferrys and storage tanks. The types of ferry passing through the jetty can
be hazardous and may be in danger of spilling during a fire or another incident. Fires may also ignite
when the ferrys are not being operated or even supervised.
e) Operation and Maintenance
Other sources of fires in ferrys and jettys include those caused during maintenance and operation,
including fuel transfer, welding, and cargo stowage. If the fuel tanks are overfilled, the overflow could
ignite inside the terminal if the fuel begins to leak on the shoreline, it could spread on the pier or light
the actual fuel storage tank and cause a fire.

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2014

f) Prevention for Jetty fire


1. Fire fighting system to be set up and the Jetty shall have its own independent fire fighting
arrangements. Two in Nos. sea water pumps (one duty and one standby) and a jockey pump
located at the end of the fixed walkway and the fire fighting pump room shall cater to the fire
fighting requirements. The jockey pump will cut in when the pressure in the fire main falls
below 6.5 kg/cm2. The main duty pump shall start when the pressure drops further to 6 kg/cm2
and shall maintain the fire main pressure at 7 kg/cm2.
2. Identify smoking zone areas on the jetty and public area to avoid fire due to smoking.
3. Enforcing an inspection program of all electrical equipment at regular intervals can prevent
some fires from occurring. This can be done by either the jetty management or the fire
department themselves.
4. Ensuring that the fuelling pumps and pipes are safely installed is also important in minimizing
fires due to fuels.
5. Another prevention strategy is to require that fire extinguishers be located within certain
distances of each other, or to keep other means of fire protection equipment in specific
locations of the jetty and public area. Fire extinguishers to be located such that the maximum
travel distance to an extinguisher does not exceed 22.86 meters (75 feet) on jetty.
6. At least 2 extinguishers must be located near fuel storage tanks.
7. Fire tenders to be located at each berth.
8. 2 Small fire extinguishers to be located at each berth as well
9. Signage to be provide notification to the public and staff of restrictions that apply to certain
areas or facilities within the jetty and public area. Signage should be present at specific
locations, such as fuelling procedures at fuelling stations, as well as throughout jetty and
terminal. Signage including ‘No Smoking’ signs, fire safety signs, hazardous materials storage
signs, and evacuation route signs will be present at the jetty.
10.A manually activated electric fire alarm and an automatic fire alarm that is audible through the
jetty and public area is distinguishable from any other signal will be provided.
11.A fire hydrant will be provided as active fire protection measure, and a source of water provided
with municipal water service to enable fire fighters to tap into the municipal water supply to
assist in extinguishing a fire.
g) Fire fighting equipment

The Following Fire Appliances are to be maintained by Jetty fire team


1. Foam tender
2. Water tender
3. DCP tender
4. Emergency rescue tender
5. Mobile dry powder trailer unit
6. Fire tender
7. High expansion foam generator
8. High volume long range monitor

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2014

9. Automatic fire sprinkler


10. Fire hydrant system
11. Fire fighting suits
Therefore, proper care and precaution measures have to be practised at the jetty for any adverse events
like fire.
4.2 Emergency planning/preparedness
Particular attention should be paid to effective emergency planning and provision of access to key
emergency services such as:
¾ Nearest Hospital
¾ MMB Administration
¾ Coastguard
¾ Police
¾ Fire service
¾ Bomb disposal
¾ Home Guard
¾ Nearest MTNL
¾ Indian Naval base
4.3 Protective clothing and equipment
1) Safety helmets
Safety helmets should be worn at all times for operatives in designated work areas, since anyone struck
on the head and then falling into water is at special risk.
2) Footwear
Types with non-slip soles should be worn. Rubber and thigh boots should not be worn as, once filled
with water; they act as dead-weight and could drag the wearer under water.
3) Personal buoyancy equipment
Life-jackets or buoyancy aids must be worn where there is a foreseeable risk of drowning when working
on or near water and at all times while working on boats.
4) Identify areas which are safe and where no buoyancy equipment is required .Equally areas where
there is a high risk should reinforce procedures.
5)A life-jacket is a personal safety device which, when fully inflated (if inflatable),will provide sufficient
buoyancy to turn and support even an unconscious person’s, face upwards within five seconds (ten
seconds if automatically inflated).
4.4 Rescue equipment
Lifebuoys and rescue lines
The lifebuoys & lines must be checked to ensure that they are long enough to allow for the state of the
tide, height of working place above water

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Daily checks should be made to ensure that lifebuoys and rescue lines are still in their proper place and
that no repair work is required as a result of vandalism or other interference.
Grab lines
Grab lines, attached to the working place, or at other places downstream, and long enough to allow for
the normal rise and fall in tide, can be supplied to give a person something to grab in an emergency.
The competent diving contractor carrying out the works must ensure that:
¾ A detailed diving project plan is prepared and all risks fully assessed
¾ A details of the plan are made known to anyone directly or indirectly involved in the diving
operation or its support activities
4.5 Assessment of Inherent Risk: MMB Passenger Jetty Construction/Operation Phase Navigation Risk
Matrix
In order to assess the risks associated with the jetty development’s hazard components; frequency and
consequence need to be determined. Frequency represents the likelihood of a risk’s occurrence during
navigation activities. Consequence represents the outcome of a risk’s occurrence; for example, in terms
of personal injury, equipment damage and environmental damage.
A risk score for each hazard is predicted by multiplying the likelihood ranking number by the
consequence ranking number , and this score is then used to determine a risk’s position within the risk
rating.

Red - major or extreme/catastrophic risks that score 15 or more

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Yellow - moderate or major risks that score between 8 and 14


Blue or green - minor or insignificant risks scoring 7 or less

LIKE CONSEQUE
HOOD NCE RISK
CATEGORY RISK CONSEQUENCE CONTROL
RATING
RATING RATING
Environmen Vessel spilling Modera Inspection of
tal-Natural fuel into Damage Marine te Pumps-Tanks
3 3
Hazards; waters during system. Pollution /SOP /safety
People operation 9 supervision
robust

16 16 operational
Commercial Frequent procedures
---do---- 4 4 High
traffic interference implemented
xxxx through the
SMS

Naval base Minor 4


--do---- 2 2
activity Interference Low -----do----

;Fishing Minor 4
--do---- 2 2
activity Interference low ---do---

; Recreation Minor 4
--do----- 2 2
activity Interference low ----do------
stamped
Environmen during
tal-Natural emergency 8
4 2 Implementation
Hazards; due to Moderate
Yellow of Evacuation plan
People approaches Interference
Mock Drill
to the jetty;
Frequent
Vessel’s Base
inspection of
Environmen Damage 16
Vessels for Life
tal-Natural /Tear due Sevier/ Vessel safety PPE/PPA
Hazards; variation in May sink 4 4 Communication
People depths /Drowning Red
system Use of
impact
SOLAS sea bed

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route frequent
survey
Vessel
exhausts 9 Periodical Engine
Environmen Moderate
emissions. 3 7 Inspection &
tal Interference Yellow
Sox/nox & Maintenance
Noise
Early warning
system. Mock
Drill. Emergency
Tsunami/Hea 20
Natural Sevier 4 5 Preparedness
vy Cyclone / Red Training in DMP
Implementation .

Provision of Active
Fire Fighting
System Training.
Risk of Fire Diesel tank 20 Mutual Aid,
Sevier 4 5
Parking area Red Audits & Checks of
Storage
Tanks/Pumps/Pipi
ng system
--do-----
Office.
Electrical safety
Waiting room
8 audit. Electrical
Electrical /Cafeteria
Moderate 4 2 Earthling chk
fires /Battery Yellow
Charging DP/FP Zone o
room Fittings in near
U/G Tank storage
Gas leakages
LPG/PNG Fire 12 Detectors. Water
Moderate 3 4
gas leakages /explosion Yellow mist to kitchen F F
Extinguisher
Accidental Periodic
collapse of Fetal/Sevier 15 inspection &
Fixed accident Extreme 5 3 Red Proactive
Walkway Maintenance of

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Walk way

Explosion 12
Mock Drill.
Fire/Explosio
Aerial attack n/Shock wave xxx Emergency
on Naval Extreme 4 3 Preparedness.
Impact Modara
base Evacuation Plan
te
Security. Frequent
sabotage/B 15 Checks. Mock
Explosion/Fir
omb Extreme 5 3 xxxx Drill.
e
plantation Red Communication
Syatem
4.6 Risk reduction: Mitigation Measures
4.6.1 Safety Measures to be implemented during construction phase
1) The contractor shall adhere to safe construction practice, guard against hazardous and unsafe
working conditions and follow all safety precautions for prevention of injury or accidents and
safeguarding life and property.
The contractor shall comply with relevant provisions of Dock Workers (Safety, Health and Welfare) Act –
1986 and Dock Workers (Safety, Health and Welfare) Regulation – 1990 and Safety Officer of MMB
Mumbai shall be afforded all facilities for inspection of the works, tools, plant, machineries, equipments
etc. wherever so required.
2)The contractor shall further comply with any instruction issued by the MMB Safety Officials in regards
to safety which may relate to temporary, enabling or permanent works, working of tools, plants,
machineries, equipments, means of access or any other aspect. The contractor shall provide PPE’s
(Personal Protective Equipments) as well as job specific PPE’s, all as per requirement and as directed by
the Engineer.
3)All safety rules shall be strictly followed while working on live electrical systems or installations as
stipulated in the relevant safety codes.
4) All mechanical hoisting and hauling devices and equipment required for execution of the work,
including their attachments, construction tools, machineries and equipments shall be of adequate
capacity and shall comply with relevant safety codes. All the components shall be in good working
condition and shall be checked frequently to ensure that no defect/breakage has developed.
5)During work on MMB Jetty project location, the areas of work must be clearly marked with red flags
and prominent red lamps (at night) to prevent any danger to workmen engaged at site or to ships
berthing at the Jetties.
6)During work at night, the Contractor shall deploy halogen lamps/ other electrical lamps at the
required spots to ensure there is adequate illumination for hazard-free work.

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7)The Contractor shall also surround vulnerable areas of on-going works with old rubber tyres as a
precaution against accidental collision and damage.
8)High quality well-sheathed cables shall be used for all temporary electrical work. All electrical
installations shall be grounded and well protected.
9)All accessories such as welding leads, electrode holders, welding gloves and helmets, etc. must be of
high quality and should be well maintained and checked.
10)The contractor shall adopt all the above safety measures at his own cost.
The contractor shall adhere to safe construction practice, guard against hazardous and unsafe working
conditions and follow all safety precautions for prevention of injury or accidents and safeguarding life
and property. In case any accident/untoward incident occurs during execution of the work, the
Contractor shall be solely responsible for such incident.
11)At all times during execution of the project, the contractor shall provide and maintain at site all
necessary first aid measures including oxygen cylinder and mask in proper condition.
12) Marine Environmental Risk, No damage is caused to plants and vegetations unless the same is
required for execution of the project proper.
(13) The work shall not pollute any source of water / land / air surrounding the work site so as to affect
adversely the quality or appearance thereof or cause injury or death to Marine Eco system Flora &
Fauna, animal and plant life.
(14) labour camp/ Shift room etc, shall be maintained in a clean and hygienic condition throughout the
period of their use and different effluents of the labour hutment shall have to be disposed off suitably.
15) Stringent Work permit system to be implemented for safety of workman
4.7 Conclusion
1) Environmental risk: This rock has been geochemically tested to confirm that there would be no
adverse environmental effects associated with its use (AMEC 2003). The quarry rock will not be washed
prior to placement.
2) Periodic Bathymetric survey to undertake avoid accident as vessel traffic increased or change of route
plan.
3) The risks of damage of the jetty & affiliated facilities due to large waves, storm surges design shall
revise during expansion/ New construction
4) Periodically structural audit of Civil platform & Fixed walk way is recommended
5) Access & Working space; Tidal working can also put pressure on operators to finish work before the
incoming tide prevents work being completed. This pressure can, if not checked, lead to the disregard of
health and safety measures
Mitigation: Maximize working space to provide a safe working environment.

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6) Consider emergency access and egress from the site in storm conditions During high tide and storm
conditions, the site area was very remote, exposed and site personnel and Jetty infrastructures were
vulnerable to wave action.
It was observed that the safety of personnel was compromised by the environmental constraints. The
contractor also put into place a weather forecasting system to ensure that potential risk could be
monitored.
7) The designer generally focuses on the extreme wind, wave, water level and current conditions
appropriate to the design of the permanent works but should also take into account the wave
conditions that will affect the works during partly completed conditions. The temporary instability of the
works during the construction can result in catastrophic failures and risk to personnel
It is essential that adequate consideration be given to the critical stages during the construction, when
the works may be susceptible to damage
from relatively mild wind, wave, water level and current conditions
8) Only 78 Car parking above Diesel U/G storage tank. Not advisable Unsafe Location. Recommended
Separate Parking lot in future away from decided U/G Storage Tank location.
9) At present Assembly point shown in Car parking area, it is too shifted outside Jetty Building in open
space near to road for easy Evacuation.
10) With ref to likely traffic in 2045 & Road Congestion, Fire Tender may found difficult to access Jetty.
Therefore it is recommended that Fire pumps with Jockey pump alongwith D G Supply may provide to
jetty.
11) It is also recommended to construct fixed or floating barrier in the water to intercept waves and
create a sheltered to passenger Terminal from abnormal cyclonic storm and wave as additional safety
measure considering about 18,650 Passenger/day load ( year 2045) & stability of structure with ref to
unavoidable corrosion.

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CHAPTER 5.0 IMPACTS IDENTIFICATION AND PREDICTION


5.1 INTRODUCTION
As a part of present EIA study, anticipated environmental impacts associated with the proposed project
activity of the unit have been identified. Various activities during the construction & operation phase of
the project, which are likely to cause an impact on various environmental components, have been listed.
For evaluation of impacts due to proposed activities of the unit, the baseline data generated for
environmental parameters presented in chapter-3 of this report has been utilized. Changes in the
environmental parameters and their impact whether short term or long term, positive or negative are
identified & predicted as well as reversible nature of impacts is described in this chapter.
For the purpose of identification, prediction and quantification of the impacts due to the proposed
project, assessment task is performed for both Construction as well as Operation stage. All possible care
to maximum extent is taken for assessment of temporary, short term, long term, direct, indirect as well
as reversible and irreversible in nature of impacts. It is also borne in mind that the impact caused by
activities of the construction phase will be temporary and restricted to a period of construction of the
project. In this chapter the effect due to construction & Operational activity of the proposed project is
explained. Finally the description in tabular form which is commonly known as “Impact matrix” is
illustrated.
The preliminary importance for preparing environmental impact assessment is to disclose the
environmental consequences of the proposed action. After review of these consequences, an exhaustive
EMP has been prepared to ensure that it minimizes the adverse impacts of the proposed project on any
of the environmental attributes. This chapter presents identification and prediction of impacts of the
proposed project on the study region. Predictions are then superimposed over the baseline (pre-project)
status of environmental quality and the ultimate scenario (post project) of environmental conditions is
obtained. On the basis of this study the Environment Management Plan is prepared and implemented in
such a way that the deterioration of the environmental quality will be minimized.
To know the actual impacts, all the possible factors at each and every stage are narrated by keeping in
view a broad vision of sustainable development. Of the various techniques available for the impact
identification, matrix method has been used to identify the impacts due to the proposed project. The
incoming project is a construction of jetty for development of a passenger jetty and ancillary facilities at
Apollo Bunder off Gateway of India, Mumbai. The soil of the area is saline as well as sandy in nature. It is
evident that the upcoming project is coming in highly populated area of Mumbai. It is clear that there
will be no major adverse impact on environment due to proposed project.
During this assessment it is revealed that by implementing proper mitigation measures for all major
predicted impacts, almost all adverse impacts can be eliminated or can be minimized to a negligible
extent of damage /hazard to the environment.
5.2 IDENTIFICATION OF IMPACTING ACTIVITIES:
I. Various activities involved in the proposed project are:

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A. Construction phase activities


B. Operation phase activities
II. The activities identified for the proposed project under each phase are:
A. Construction phase:
1. Excavation
2. Foundation & Civil work
3. Transportation of construction materials, equipments & machineries
4. Construction of jetty, Approach Trestle, Barge Channel & Roadway.
B. Operation phase:
1. Ferry monitoring & management
2. Passenger movement
3. Utilities & service
4. Traffic management
5.3 IDENTIFICATION OF ENVIRONMENTAL ATTRIBUTES:
Before environment impact assessment it is necessary to focus on environmental parameters, the major
concern of selecting the environmental parameters are for Impact identification, prediction and
quantification. These parameters may be independent or inter-related with each other as well as related
with the proposed project. The selected parameters for the Environmental Impact Assessment are
illustrated bellow.
5.3.1 Ecological Parameters:
Floral Communities, Faunal Communities, Aquatic Ecosystem and Marine ecosystem.
5.3.2 Physico-Chemical Parameters:
Surface water quality, Ground water quality, Air quality & Climate, Soil quality and Land use.
5.3.3 Socio-Economic Environment.
Aesthetic Conditions, Local Housing Structures, Public Services, Health & Safety, Socio-economic
activities, Employment
The major construction activities for the proposed project will include mainly jetty construction & other
associated outlets and mechanical erection. These construction materials to be used will involve raw
materials which are non-hazardous in nature such as steel, cement, gravel, rock, earth etc. Other
requirements of the construction will be a usage of i) construction equipments ii) transportation vehicles
iii) skilled and unskilled labour; iv) utilities etc. (Potential sources of environmental impact will include
shipping movements, discharge of waste water and solid waste, accidental fuel spillage, oil and fuel
storage and transport, disposal of sewage as well as Air and Noise Emissions due to combustion,
material handling, transportation etc.)

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5.4 IMPACT ON AIR ENVIRONMENT


5.4.1 Construction Phase:
The proposed project will have no major considerable stress/ pressure on the environment to give rise
to any significant adverse impacts on environment. The only major impacts on air during construction
phase are predicted to be caused due to airborne dust arising from the construction activities as well as
gaseous pollutants from vehicles used for transportation of construction materials & emission from
equipment used during construction phase. The dust particles in the form of particular matters will
strongly depend on various activities like movement of vehicles, their speed, excavation of earth, back
filling etc during the construction phase.
The probable sources of the dust are the activities of excavation, filling, levelling etc. However it is
noticed that, the area of the proposed project is situated close to the creek of Arabian Sea; hence the
moisture in the soil will not allow the particles to travel to longer distance from the sources.
Beside the texture of soil is mostly sandy, hence the size and density of particles also prevent them from
longer travelling. However maximum care will be taken to prevent the particles to be airborne by using
water sprinkler system & covering the excavated materials. Hence there will be no significant impacts
due to the dust particles. Besides, the dust may also arise from activities for transportation, storage &
handling of construction materials, mainly cement. The airborne cement particles can have significant
impacts on environment and the nearby marine habitat. For control of the airborne particles of cement
enclosed storage facility shall be provided & material shall be covered with tarpaulin during the
transportation. Only vehicles having PUC shall be allowed & well equipped handling & transportation
facilities shall be provided through out the construction phase.
Further, the air pollutants like PM, SOx, NOx, HC and CO will be emitted from the DG sets, exhaust of
transport vehicles and other machineries. For control of emission from DG set stack of adequate height
& internal diameter at top shall be provided to minimize the impacts of emission. The residual impacts
of emission from the stack would not be significant to cause any considerable impacts on air.
The impacts on the environment generated during construction phase will be limited to the construction
tenure and will be local. Hence looking to the overall facts described above, it can be concluded that the
impacts on air due to the construction & erection activities will be minimum or negligible. It is also
concluded that by implementing the proper mitigation measures, the adverse impacts will be almost
eliminated or minimized to the lowest extent of damage.
5.4.2 Operation Phase:
The major activity at the jetty during operational phase is for ferry terminal and passenger jetty for
tourists and visitors local and migrant peoples for transportation. As such there is no chemical process
or any manufacturing activity involved; hence there will not be any process emission. During operational
phase of ferries, vehicular movement and emission from D.G. Set will lead to deterioration to air quality
in the project area in terms of SPM, CO, HC & NOx in an around the premises.
The electricity will be supplied by BEST, and hence DG set will be used only in case of power failure. The
D.G. Set, engines and auxiliaries will be provided with filters and adequate height stack as per

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recommendations. So impact due to D. G. Set will be temporary & for short time. It is therefore
concluded that there will be no significant impacts on the air environment due to the proposed project.
The impact of the air pollution due to these will be very negligible as the proposed project is in the
coastal area. Due to the considerable wind speed the gaseous pollutant from these sources will get
dispersed as soon as they are emitted and hence there will be no considerable impacts on air due the
operation of the project. The short-term increase in SO2 will be insignificant enough to have any adverse
effect. It is therefore concluded that there will no significant impacts on the air environment due to the
proposed project.
4.5 IMPACT ON WATER ENVIRONMENT
4.5.1 Construction Phase:
The water requirement during the construction phase will be around 100 KLD of water. This water can
be sourced from the municipal supply, if there is a shortfall, it can be met with water from water tankers
and water suppliers. Water has to be stored in a sump and it has to store water for two days in case of
emergency.
The major impacts on marine water quality are envisaged due to the civil works activities like driving of
piles, construction of berth, approach way, movement of construction equipments etc. that will have a
high potential to disperse the fine grained sediments in the water, thus increasing the particular load
which in turn can adversely influence the photosynthetic activity further affecting the marine life.
However this rise in turbidity will be only during the construction phase.
The runoff from the site containing construction materials, debris, and construction waste and
excavated earthen materials may have adverse impacts on the water environment especially on nearby
marine water resources. Further the dispersion of fine sediment runoff in the water during the
construction activities can increase the particulate load in the neighboring aquatic habitat, which in turn
can increase turbidity in and consequently affect the rate of the photosynthetic activity of the aquatic
life. Proper mitigation measures shall be implemented to avoid such runoff as well as spillage of
construction materials so that the materials in runoff cannot enter in to the water bodies.
However it is to notice that this rise in turbidity will be only during the construction phase and the
incidence of turbidity will be minimal due to prevention of any runoff from site. Thus the impacts will be
short term and minor. By implementing proper mitigation measures, adverse impact on water resources
due to the turbidity will be minimized. Water conservation actions shall be taken during the
construction phase by associated workforce & officials. Potential impact on groundwater resources is
not envisaged as there will not be any toxic material release in sub soil region having potential of ground
water contamination.
4.5.2 Operation Phase:
During operation phase, no impact is envisaged on surface and groundwater resources. For domestic
purpose water requirement will be 109 KLD and 37 KLD for flushing. This water can be sourced from the
municipal supply, if there is a shortfall, it can be met with water from water tankers and water suppliers.
The net quantity of domestic wastewater generated will be about 85 KLD, which will be treated in the

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Sewage Treatment Plant. The treated wastewater will be used for green plantation, which will be an
eco-friendly solution. The sewage generated from the ferries will also be treated & disposed off as per
MARPOL convention and hence there will be no risk of contamination of surface or ground water.
Hence no significant impact on water quality is expected during the operation phase. Beside the treated
sewage, as mention earlier there will not be any considerable impact on environmental quality as no
toxic or serious pollutants are anticipated.
5.6 Impact on Terrestrial Flora and Fauna

5.6.1 Construction Phase

Construction activity may have slight impact on flora species present near the site. Dust formed during
the construction activity will accumulate on the leaves of the plant which may cause blocking of the
stomata. Respiration activity of the plants gets affected due to blockage in stomata. Threatened flora
species were observed at a distance greater than 2km from the project site; hence the construction
activity will not have any prominent impact on them. The noise generated during the construction
activity may have some negative impact on birds found in the area. The impacts caused due during the
construction phase will be a reversible impact. Care must be taken to minimize the dust formation due
to construction activity viz. sprinkling of water, etc. Noise generated by construction equipments will be
controlled through provision of mufflers in machines and implementation of other noise control
measures.
5.6.2 Operational Phase

The flora is sparse and there is no specific fauna found near the project site. There will be no significant
impact on the terrestrial flora and fauna during the operational phase of the project. The flora and fauna
found in the buffer area would not be impacted by the project activity. However proper ferry traffic
management will further aid in reducing the noise and air pollution.
5.7 IMPACT ON MARINE ENVIRONMENT
5.7.1 Potential impacts due to port construction
5.7.1.1 Impact on Marine water environment
The site selection for construction of a port/ jetty is very important in terms of effects of construction on
aquatic fauna and flora. There is destruction of marine habitats because of land reclamation from the
sea.
There might be changes in currents or reflected waves that can possibly cause difficulties in navigation
to smaller boats. Normally the tides are affected only when there is an enormous amount of land
reclamation in a closed bay. Due to damage caused to bottom biota there is a potential risk to fishery
resources and may lead to an increase in some undesirable species of biota. Due to water deterioration
there can be adverse effects on marine or coastal ecology. Due to piling for construction, rubble
deposition, dredging, sand compaction and other construction work there can be resuspension of
sediments and turbid water. Due to resuspension of sediments there can be increase in concentration of

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organic matter due to reduction of sunlight penetration. The working vessels at the site might lead to
some oil spills or garbage discharge or some other substances causing pollution. Concrete work in water
may lead to cement diffusion in water. The construction of piling structures will involve hammering at
the site of jetty, leads to shading of the bottom due to which there maybe eutrophication of water
inducing sedimentation of dead plankton. During construction the dredging work may cause changes in
current patterns and flows and if these wastes are disposed on land it may possibly cause changes in
water front drainage or can cause leakage of harmful substances in ground water. Due to construction
the bottom sediments maybe disturbed and along with it if the dredged material is dumped at the site it
can cause harm to benthic biota and overall damage to all other resources as well. Due to construction
of piling jetty structures may give rise to undesirable species to grow or multiply due to availability of
new habitat. Unwanted species like barnacles or some gastropod species which normally not edible for
animals and human beings may start multiplying. During construction the equipment is going to be
mounted on the barges and the hammering for piling is being done by the equipment mounted on the
barges, this can lead to vibrating the bottom sediments and scare the marine life. The stay time of the
boats or vessels for construction period can also lead to pollution cause of oil sludge or other pollutants.
5.7.2 Mitigation measures:
The possible impacts can be minimised or avoided totally by applying certain remedial measures which
can be construction of sewage collection system during construction to avoid the release of pollutants in
the sea water. The barges or vessels involved in the construction work and the equipments like cranes
involved in the construction work will be in a proper condition with no leakages of oil, petrol, diesel,
grease which can lead to leakage of pollutants to the sea. During construction the site will be well
illuminated to compensate shading of natural sunlight penetration. The water quality may have
depleted levels of oxygen due to impact of construction and hence, aeration peddling systems can be
released at various spots around the marine water area to provide aeration.
There can be monitoring of construction work to notice and report any adverse events. The breakwaters
and landfills may change the current patterns and cause stagnation of water behind the structures, for
which the aeration systems can give a relief. In order to avoid effluent flows resulting in eutrophication
of water the construction site will have boomers which will avoid the flow of contaminants if any from
spreading in the water further contaminating it.
The impacts of hammering during piling can be minimised using bubble curtain extending from water
surface to bottom. The curtain is expected to reduce underwater noise levels by approximately 10dB on
an average.
Visual turbidity monitoring can be performed periodically to ensure compliance with water quality
standards. If at any time the visual turbidity levels are estimated to be approaching the turbidity
exceedence criterion the turbidity testing can be carried out and immediate necessary actions will be
taken. Regulation of discharges is indispensible and hence the design of sewage system, treatment and
regulation of effluent in the sea can be assessed by models to predict future levels of water pollution.
The impact of dredging on current flow is usually not serious and can be assessed by current flow
simulation. Beach erosion could be avoided by carefully planning the steepness of the dredging slope

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and the deviation from the shoreline. Survey of bottom sediments has been done. In the shallow water,
silt curtains, as well as careful selection of the dredging method, could be effective in minimizing
dispersal of resuspended sediments. During construction if there is boring required or during
hammering of piling the sewage will be sucked and disposed of in sewage system in co-ordination with
the municipal waste management system.
5.7.3 Potential impacts due to port operations:
Possible discharges from ships/boats that could be source of water pollution are bilge water, oily
wastes, sewage, garbage and other residues in a ship/ boat. Spills of oils, lubricants, fuels and other oily
liquids may be the other sources of water pollution. Discharges and spills of these wastes can cause
problems of oil pollution, floating garbage, unsanitary conditions, odour and degradation of water
quality. The bottom contamination may result from run off from quarry and storage area and
windblown dust. Biodegradation of oil generates polymerized oil particles and toxic aromatic fractions
using dissolved oxygen in the water and it indirectly causes damage to the bottom biota and habitat.
Some oils contain carcinogenic contaminants and these are reported in fishery resources.
5.7.4 Mitigation measures:
On the surface of seas in tropical zones oils can be polymerized gradually by biodegradation and
eventually form dense particles which sink. Water drawl sources shall be identified and its impact shall
be predicted. Similarly wash water discharge into sea and impact prediction can be carried out.
Adequacy of outfall in mitigating the adverse impacts shall be ensured by suitable study. Appropriate
regulations on ship discharges and effluent from ships and provision of reception facilities are
indispensable for proper control of emissions; detection of spills will be done for regulating ship
discharges. To handle the spills recovery vessels, oil fences and treatment chemicals with a view to
minimizing dispersal can be considered. Periodical clean-up of floating wastes is also necessary for
preservation of port water quality. Reception facilities to be provided to receive residues and oily
mixtures generated from ship operations according to International Convention for the Prevention of
Pollution from Ships, 1973 (MARPOL) as per 1978 Protocol (MARPOL, 1973/78). Connection to sanitary
treatment facilities or a municipal waste treatment system may be a means for a port to receive waste.
As per Regulation9 (2) of Annex V of MARPOL 73/78, “Every ship of 400 tons gross tonnage and above
and every ship which is certified to carry 15 people or more, shall carry a garbage management plan
which the crew has to follow. The plan shall provide written procedures for collecting, storing,
processing and disposing of waste with a person designated to this job.”
Conclusion: The proposed jetty construction involves construction activity from the coastal side using
piling and boring at places wherever needed. The equipment will be mounted on barges which will do
construction activity while being deployed in the ocean water and hence there will be minimum
construction activity from the landside. This will minimise the effect of construction on the existing
traffic and tourist activities in the area. Also as the construction activity will involve extraction of sewage
and storage and disposal using municipal waste system there will be no release of waste in the ocean
water or surrounding area. This will reduce minimum turbidity caused in the area due to construction.

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Still there is a mitigation plan which will be implemented to avoid further damage to the surrounding
area.
5.8 IMPACT ON LAND ENVIRONMENT
5.8.1 Construction Phase:
This project is envisioned to be a jetty on piles, with this plan, there will be no reclamation of land and
hence no modifications of the land form. There will be minor modification of the promenade to make an
access road to the passenger jetty. A total of 90m of the promenade is expected to be modified. The
major portion of area required for the development of the proposed project is around 13 hectares. Land
use patterns of the surrounding area would not changed as the major construction of the proposed
project comes on the onshore side and it is in the water front of marine water course of Arabian Sea.
5.8.2 Operation phase
Under ordinary and safe operating conditions, no adverse impact is anticipated on land during the
operation phase. The only source of land pollution would be the solid waste generated from the area.
The garbage shall be disposed to the Municipal solid waste disposal site. Spillage of fuel oil and
lubricants will be collected in the trench and will be stored along with the waste oils. The same will
thereafter be given to the MoEF authorized recyclers. Thus the land pollution during the operation
phase is minimal and not likely to create any significant impact with proper EMP in place.
5.9 IMPACT ON NOISE ENVIRONMENT
5.9.1 Construction Phase
The major Impact on noise level of the proposed project, during the construction phase, is envisaged
due to the noise generation by the operation of the machineries, equipments and some mechanical
works. There are many equipments and machineries likely to be used during the construction. These are
mainly recognized to be Dozers, Cranes, Trailers, Generators, and etc. It is envisaged that noise level due
to this equipments will be 70-85 dB (A) at receptor point at associated work/construction area. The
impacts due to noise of these equipments will be local and temporary as well as negligible due to the
efficient implementation of proper mitigation measures like provision of Ear Protective Safety
Equipment (ear plug & ear muff) for the personnel likely to be exposed to high noise level. The noise
level of these machineries / equipments shall be minimized by proper lubrication, modernization,
maintenance, muffling and provision of silencers wherever possible.
Table 5.1: Noise Level of Proposed Equipments

S. NO EQUIPMENTS PERMISSIBALE NOISE LEVEL dB (A)

1 Concrete premix 75

2 30m3batching plant 75

3 Barge boom-placer 78-96

4 150-ton capacity P&H crane 75

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5 80-ton capacity Fushun crane 70-80

6 75-ton cranes 75

7 18-ton cranes 75

8 PC 300 Excavator 106

9 BSP piling hammer 85 to 90


10 Welding machines 82.2-105

11 Bridge-launching girder 105


12 Trucks-heavy 80-85

http://moef.gov.in/citizen/specinfo/noise.html
http://www.trolleycoalition.org/noise.html
http://journals.lww.com/epidem/Fulltext/2009/11001/Noise_Exposure_on_Welding_Workers.294.aspx
http://www.placer.ca.gov/~/media/cdr/ECS/EIR/LivingstonConcrete/Chapter7Noise.pdf- batch plant
http://www.unionconcreteconstruction.com/Documents/5%20and%2020%20PC300_300LC-7_.pdf-
excavator
http://www.wsdot.wa.gov/NR/rdonlyres/9C65C709-C5C4-43C2-886E-
624CBBD45467/0/SR522CathcartRdVicinitytoUS2EA_April2008Chapter4.pdf-bridge launching girder
https://www.ceaa-acee.gc.ca/505078C4-docs/report_e.pdf-boom placer
The affected area will be the project site under construction activities and nearby settlement/residential
area of the region. The area of the project is having residential area close to proposed site and during
construction phase there will be a generation of noise in the range of noise propagation which may
cause adverse influence on environment. Further, during construction phase to lower down the impacts
on nearby residential area the construction activity would be carried out at daytime to prevent increase
in noise level during night time.
There is no considerable habitat of fauna in vicinity of the project site. The major effects of the noise
due to the predicted sources will be limited to the workers exposed to the high noise area and slightly
on nearby residential area. Thus, there would not be considerable impacts on ecological factors but
considerable negative impacts may be caused to social layout. However, considering the adverse
impacts on personnel engaged in construction works, efficient mitigation measures shall be planned &
implemented. The most efficient mitigation shall include provision of PPEs (ear protective safety
equipments) as well as planning of work hours & shift of workers as per Factory Act or NIOSH /OSHA
guidelines. The workers working at the site shall be equipped with earmuffs /earplug to avoid
adverse effects of noise on occupation health & hearing capacity of workers.

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5.9.2 Operation Phase


During the operation phase the major source expected to increase the noise level at the jetty area are
arrival of ferries, vehicular movement and operation of D.G set for emergency power supply. However,
this increase in noise level will be lower compared to the construction phase. The increase in noise level
would be in the vicinity of project area and attempts will be made to reduce the noise level below 75 dB
(A). Proper lubrication, muffling and modernization of equipment shall be done to reduce the noise, D.G.
Set with acoustic enclosure shall be provided. Due to increase in various activities there may be some
increase in background noise levels. However, the noise level at various receptor points likely to be
affected by high noise shall be monitored frequently as part of post project environmental
monitoring. Up on citation of any major change in noise level posing impacts on environmental
factors shall be given urgent attention and necessary mitigation measures shall be planned &
implemented. The ferry terminal will only be operational in the day time or to the maximum 9 pm
in the night. However the jetty operations will be minimal during the dark hours.
5.10 IMPACT ON SOCIO-ECONOMIC ENVIRONMENT
5.10.1 Social Assessment
The project activity involved conducting a social assessment of the project area with respect to the
understanding of the socio-economic profile of the region through available secondary information
and further carrying out a primary assessment of the defined stakeholders through discussions and
consultations. The primary assessment was conducted with designed checklists to elucidate the
positive impacts and adverse concerns which would enable us in developing the mitigation strategy
to address the adverse impacts envisaged due to the project development.
Secondary information – an understanding of the project location
The socio-economic profile of the region indicates that the project area is located in ward number
“A” of Mumbai urban area. The total population of this area is 148432, with 67493 female and
80939 male. The literate population in this area includes 80 %. Out of this female population is 43%
of total population and the male population is 57 % of total population. The project area location is
a commercial area with hotels, restaurants and other shopping outlets.
The present location of the Gateway does not have appropriate facilities for the boat operators or
the customers. The traffic is presently managed within the available area of the Gateway of India
and there are no multi-level parking facilities, etc. There are also some mobile vendors around the
Gateway of India location.
5.10.2 Primary information – an understanding of the social issues and perceptions of various
stakeholders’
In order to understand the social issues at the proposed project location it was important to
demarcate the project influence area which was a radius of about 500 – 1000 meters. This enabled
the project social team to enlist the various stakeholders that will be impacted both positively and

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adversely due to the project development. These were the directly and indirectly affected
population. Thus based on the field understanding and the various checklists that were designed to
gather this information we have classified the social issues under the positive and adverse impacts
for purpose of analysis and drawing inferences. The checklists utilised are provided in Annexure 1
to this report. The target group contacted during the field survey from amongst the different
stakeholders is given in Table 2.
Table 5.2: List of target group contacted for the social assessment

Sl. No Target Group Description

Incharge of the respective police station


1 Traffic police
Traffic police - those that do duty at this
location

Manager
2 Radio club
Their customers

Group heads/association head/leaders


3 Fishing Groups Fisher men
Fisher women

Operators – association head, etc.


4 Boat operators
Customers – Indian/foreigners
Taxi driver
Auto-rickshaw drivers
Eating houses – shop owners

Municipal hospitals – administration

5 Others
Others hospitals – administration

Hospitals – customers/patients

Cemeteries – administration/operators

Schools – administration

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The opinions/perceptions of these target groups has been categorized under the positive impacts
and the adverse impacts as summarized below:
The positive impacts:
ƒ Improved business prospects to the boat operators and drivers;
ƒ Improved business prospects to the local businesses around the project location –
commercial establishments (like hotels and restaurants, etc.);
ƒ Better facilities to the tourists and the local population that use the boating facility;
ƒ Improved safety and better quality of services to the boat users’;
ƒ Better traffic management will improve the congestion in the area and reduce air and noise
pollution;
ƒ Vendors can have organised facility to operate their businesses in the project area due to
defined shopping settlements;
ƒ Improved disaster management strategy will be in position due to this proposed project
development;
ƒ Better employment opportunities to local population due to this project development;
ƒ Improved public amenities at the project location for tourists and the boat
operators/drivers, etc.
ƒ Multi-level parking facility can be planned at the project location to mitigate the land
shortage situation in this area.
5.10.3 The adverse impacts:
ƒ Increased influx of outside population will create a vulnerable situation for human and drug
trafficking which would have adverse impact to the local population;
ƒ Increased traffic will create congestion during the construction and operation phases of the
project and may spill over to peripheral/adjacent areas during peak hours;
ƒ Fishing routes of the fishing village may be impacted due to the movement of these tourist
boats, and secondly create congestion in the fishing route;
ƒ Due to larger population movement in the region in case of disaster (natural or man
created) the issue may be larger to the local administration and the disaster management
authority to manage;
ƒ Existing disaster management equipment and man power may be inadequate to handle the
larger population;
ƒ Line agencies coordination during construction and operation phase of the project needs to
be examined;

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ƒ Inadequate traffic movement and parking facilities at the project location (both present and
proposed);
ƒ Pressure on public amenities like drinking water and sanitation due to increase population
in the region due to the project development, i.e., operation phase and during construction
phases; and
ƒ Any other that may be identified during the construction and operation phases will be
mitigated accordingly.
5.10.4 Strategy for mitigation of adverse impacts
The issues that need to be addressed during the project development include as given in Table 5.3.
Table 5.3: Social Issues to be addressed due to the Proposed Project Development
Sl. Stakeholders
Issues Checklist
No. Level Description
ƒ What is the proposed
strategy for mitigating
the adverse social
impacts, if any?
ƒ What is the
implementation
ƒ Identification of
strategy (monitoring,
adverse social issues
evaluation, corrective
due to project
action) you have
development.
Executive planned / proposed to
ƒ Social safeguards to
Agency for addressing the
address the adverse
adverse social impacts
social issues in
I Primary in the vicinity of the
different phases of
proposed project
the project.
location?
ƒ What is the
coordination strategy
planned/proposed for
implementation of the
mitigation measures?
Line agencies including:
ƒ Increase tourist ƒ The strategy for
Local
Management. management of the
administratio
ƒ Safety and security influx of the population.
n
issues. ƒ The security and safety

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Sl. Stakeholders
Issues Checklist
No. Level Description
ƒ Host population systems proposed.
issues.

ƒ Planning and
implementation of
infrastructure to
ƒ The local traffic
support the
management.
proposed project
ƒ The integration of the
development
project issues onto the
including MLCP,
Town and overall town planning,
drinking water
country specifically is there
supply, Solid waste
planning anything that is in place
management,
department in this region/location.
sanitation facilities
ƒ Designated parking
at the project
areas - MLCP proposed
location. This is
in the vicinity of the
necessary during
project location.
construction and
operation phases of
the project.
ƒ Existing traffic
management.
ƒ Traffic management
- construction
phase.
ƒ Proposed project
development and
ƒ The traffic
estimated traffic
management,
Traffic Police management -
movement, road safety,
operation phase.
etc.
ƒ Road safety
measures for
pedestrian
movement at the
project location -
during construction
phase (for laborers)

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Sl. Stakeholders
Issues Checklist
No. Level Description
and operation for
tourists.

ƒ Influx of tourist
population also
ƒ The HIV/AIDS
increases the
awareness strategy.
vulnerability of
ƒ The integration with
spread of HIV/AIDS
the project proponent
through various
mitigation plan for
sources - increase
adoption during project
Health flesh trade, drug
construction and
Department - trafficking.
operation phases.
HIV / AIDS ƒ This is also an issue
ƒ Coordination strategy
Cell not only for the
between the Executing
floating population,
agency and the
but also the host
HIV/AIDS cell during
population, and
construction and
commercial
operation phase of the
establishment
project.
within the project
location area.
Community including:
ƒ Construction Phase: ƒ Construction &
ƒ Impact to customers Operation Phase -
- direct adverse management plans to
Commercial
impact to all ease access and
establishmen
Secondar businesses due to mitigate pollution
II ts -
y pollution and access issues.
hotels/restua
to commercial ƒ Traffic management
rants/club/off
establishments. and other local issues
ices
ƒ Pressure on local around the facility
amenities - drinking being developed to be
water and sanitation managed.

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Sl. Stakeholders
Issues Checklist
No. Level Description
due to laborers and ƒ Management of
water requirements HIV/AIDS issues and
for construction drug trafficking.
activities.
ƒ Operation Phase:
appropriate traffic
and access to
customers, and
parking facilities.
ƒ Adverse impact to
the customers with
vulnerability of
HIV/AIDS issues.
ƒ What facilities are they
proposing to improve?
ƒ The capacities of their
personnel to be
ƒ Pressure on facilities improved to cater to
Boat/ferry
- to provide better the larger population.
operators
services ƒ Safety and disaster
management training
to the personnel
working on the
boats/ferry.
ƒ This increased business
will have a direct
ƒ Increased business - impact on their
Boat/ferry
increased work incomes also.
workers
pressure. ƒ Defined work hours
with appropriate rest to
the laborers.

In accordance with the identified adverse impacts the mitigation measures and strategy has been
provided in Table 5.4.

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Table 5.4: Proposed mitigation measures for identified adverse issues

Sl. No. Adverse Issues Proposed Mitigation Measures


Conduct awareness programs with
Increased influx of outside population various target groups like taxi drivers,
will create a vulnerable situation for teenage children groups, etc.
1 human and drug trafficking which would These programs will be conducted in
have adverse impact to the local coordination with the HIV/AIDS and the
population health department officials and local
NGOs working in this sector.
Develop a traffic management plan
depending on the traffic movement at
Increased traffic will create congestion
different points in the day to mitigate
during the construction and operation
any traffic congestion in the vicinity of
2 phases of the project and may spill over
the project area.
to peripheral/adjacent areas during peak
Have a specific traffic management plan
hours
during the construction period of the
project.
Define the boat movement routes for
Fishing routes of the fishing village may tourists so that the fishing activities are
be impacted due to the movement of not disturbed.
3
these tourist boats, and secondly create Conduct awareness program with the
congestion in the fishing route boat drivers and operators in this
regard.
Develop a Disaster Management Plan in
consultation with the Disaster
Due to larger population movement in Management Authority and the local
the region in case of disaster (natural or administration to mitigate any natural
4 man created) the issue may be larger to disasters and man created disasters.
the local administration and the disaster Create a awareness building strategy
management authority to manage amongst the various stakeholders for
appropriate and timely action during
disasters.
Conduct a situational and gap analysis
of the existing disaster management
Existing disaster management
equipment, man power capacities for
equipment and man power may be
5 managing the disaster.
inadequate to handle the larger
Design an appropriate disaster
population
management strategy to manage
disasters in the project location as there

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Sl. No. Adverse Issues Proposed Mitigation Measures


would be influx of foreign tourists also.

Design a coordination strategy amongst


Line agencies coordination during the various line agencies that would
6 construction and operation phase of the need to operate during the construction
project needs to be examined and operation phases of the project to
manage all adversaries and local issues.
Provide adequate traffic management
Inadequate traffic movement and
and parking facilities which could
7 parking facilities at the project location
include a multi-level parking facility
(both present and proposed)
within the project area vicinity.
Pressure on public amenities like
drinking water and sanitation due to Provide for adequate water supply and
8 increase population in the region due to sanitation facilities during construction
the project development, i.e., operation and operation phase of the project.
phase and during construction phases

5.10.5 Concluding Remarks


The proposed project will enable to enhance the tourism facilities in Mumbai where in Gateway is
identified as heritage site as per the Mumbai Master Plan. This would also enable to preserve the
Gateway monument which is being overexploited due to the existing activities at the present
location. This project though identified a few adverse impacts these can be mitigated with
concerted efforts of the various line agencies and the project executing agency.
5.11 IMPACT ANALYSIS BY MATRIX METHOD
The impacts of the man-made, unlike its type, can be assessed by matrix analysis, which is very well
known as LeoPold Matrix System among the environmentalists of the world.
For the purpose of the impacts of the proposed project, it was assessed by method adapted from the
LeoPold method and the outcomes of the analysis are tabulated on subsequent pages.
The environmental indices identified in Chapter 3 can further be classified into the following:

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Physical Parameters Surface water quality


Ground water quality
Air quality & Climate
Soil Quality
Landuse pattern & Topography

Ecological Parameters Flora & Fauna


Aquatic ecosystem

Social Parameters Aesthetics


Services
Health & Safety

Economic Parameters Employment

The assessment of the impact of the general impacting activities on the above parameters of
environmental indices can be done by establishing a co-relation by “Cause and effect relationship”
with the help of impact matrices.
The matrices for both the construction and operation phase are presented. The environmental
impact matrices can be prepared for two conditions:
x Without mitigation/control measures.
x With proposed mitigation measures for adverse / beneficial effects.
The criteria for evaluation of qualitative matrix are presented herewith:
1) No Impact (0)
This indicates that the project activity is unlikely to have any impact on an environmental attribute.
2) Negligible Adverse Impact (-1) / Negligible Beneficial Impact (+1)
It signifies that the actions have minor effect, adverse or beneficial, on the environmental parameters
concerned.
3) Significant Adverse Impact(-2) / Significant Beneficial Impact (+2)
The activities and their environmental Impacts are judged to be significant if they create, or have the
potential to create concern in the public or professional community.
4) High Adverse Impact (-3) / High Beneficial Impact (+3)
The action that can create or have a potential to create controversy in the public or professional
community due to its long-term effect. They may be at times irreversible.

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The environmental Impact matrix without mitigation / control measures during the construction phase
is given as Table 5.5. (a), while the matrix with proposed mitigation measures during the construction
phase is given in Table 5.5 (b). The environmental Impact matrix without mitigation / control measures
during the operation phase is given as Table 5.6 (a), while the matrix with proposed mitigation measures
during the operation phase is given in Table 5.6 (b).
It has been noticed that the proposed project is basically Construction of jetty to usage for public
transportation. Hence there is no activity found accountable to create any major adverse impact on
environmental quality. Adverse impacts on marine ecology and nearby health & safety due to Jetty
operation for embankment and dis-embankment of tourist is found may cause some impacts among all
the adverse impacts, however that impacts can be reduced to a negligible amount by proper mitigation
measures. Other considerable impacts are found due to the emission from D.G. Set & this impact will be
seen only in case of lack of regular power supply. The impacts due to Capital dredging are not envisaged
during the construction as well as operational phase because no dredging will required as required bed
level (i.e. 6 meter) is already available for vessel. In furtherance to these, the study and evaluation of
impacts, has shown that the proposed project would have major encouraging impacts due to social
developments in terms of getting better navigation route and amenities and employment. Thus viewing
to overall Impact of the proposed project it is noticed that the impacts are almost none.
Table 5.5 (a) Environmental Impact Assessment Matrix without Mitigation Measures (Construction Phase)

Sr PROJECT WATER CIVIL MECHANI EQUIPEME SURFA MISC. TRANSPORTA DEMA TOTAL
. ACTIVITIES REQUIRM WORK CAL NTS & CE HUMA TION ND OF
N ENT S WORKS MACHINE PAVIN N ACTIVITIES PUBLIC
o. OPERATIO G ACTIVIT FACILIT
N IES IES

PARAMETERS

Physical Parameters

1. Surface
Water -1 0 0 0 0 -1 0 -1 -3
Quality

2. Ground
Water -1 0 0 0 0 -1 0 -1 -3
Quality

3. Air Quality
0 -2 -2 -2 0 -1 -1 0 -8
& Noise

4. Marine
Water 0 -2 -2 -1 -1 0 0 0 -6
Quality

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5. Soil
0 0 0 0 0 -1 0 0 -1
Quality

Social Parameters

6. Aesthetic 0 0 -1 0 0 -1 -1 0 -3

7. Local
Housing 0 0 0 0 0 0 0 0 0
Structure

8. Service 0 0 0 0 0 -1 -1 -1 -3

9. Health &
0 -1 -1 -1 -1 0 -1 0 -5
Safety

Ecological Parameters

1 Flora &
0 -1 -1 -1 0 -1 -1 0 -5
0. Fauna

1 Marine
0 -2 -1 -1 0 -1 -1 0 -6
1. Ecology

Economic Parameters

1 Employme
0 2 2 2 1 0 1 0 8
2. nt

Total -2 -6 -6 -4 -1 -8 -5 -3 -35

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Table-5.5 (B) Environmental Impact Assessment Matrix with Mitigation Measures (Construction Phase)

S. PROJECT WATER CIVIL MECHANI EQUIPME SURFA MISCELLANE TRANSPORTA DEMAN TOT
N ACTIVITI REQUIREM WOR CAL NTS & CE OUS TION D OF AL
o. ES ENT KS WORKS MACHINE PAVIN HUMAN ACTIVITIES PUBLIC
OPERATIO G ACTIVITIES FACILIT
N IES

PARAMETERS

Physical Parameters

1. Surface
Water 0 0 0 0 0 0 0 0 0
Quality

2. Ground
Water 0 0 0 0 0 0 0 0 0
Quality

3. Air
Quality & 0 -1 0 -1 0 0 -1 0 -3
Noise

4. Marine
Water 0 0 -1 -1 0 0 0 0 -2
Quality

5. Soil
0 0 0 0 0 0 0 0 0
Quality

Social Parameters

6. Aesthetic 0 0 0 0 0 0 0 0 0

7. Local
Housing 0 0 0 0 0 0 0 0 0
Structure

8. Service 0 0 0 0 0 0 0 0 0

9. Health &
0 -1 -1 -1 -1 0 -1 0 -5
Safety

Ecological Parameters

10 Flora &
0 -1 0 -1 0 0 0 0 -2
. Fauna

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11 Marine
0 0 -1 -2 0 0 0 0 -3
. Ecology

Economic Parameters

12 Employm
0 2 2 2 1 0 2 1 10
. ent

Total 0 -1 0 -2 0 0 0 1 -5

Table - 5.6 (a) Environmental Impact Assessment Matrix without Mitigation Measures (Operation
Phase)

S. PROJEC COMMISSIO WATER DOMES AIR FUGITI NOI HAZARDO HAZARD BREAKD TRANSPORT TOT
N T NING & REQUIRM TIC EMISSI VE SE US WASTE FROM OWN OF ATION AL
o. ACTIVIT OPERATION ENT ACTIVI ONS EMISSI MANAGE OPERAT CONTROL ACTIVITIES
IES AL TIES & ONS MENT ION & ACTIVITIE
ACTIVITIES WASTE ACTIVITI S
DISPOS ES
AL

PARAMETERS

Physical Parameters

1. Surface
Water -1 -1 -2 0 0 0 0 -2 0 0 -6
Quality

2. Ground
Water 0 0 -2 0 0 0 0 -2 0 0 -4
Quality

3. Air
Quality -2 0 0 -1 -1 -1 0 -3 -2 -2 -12
& Noise

4. Marine
Water -1 0 -2 0 0 0 -1 -2 -1 -2 -9
quality

5. Soil
quality
0 0 -1 0 0 0 -2 -2 0 0 -5

Social Parameters

6. Aestheti
c
-1 0 -1 -1 -1 -1 0 -2 0 0 -7

7. Local
Housing 0 0 0 -1 -1 -1 0 0 0 0 -3
Structur

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8. Service 0 0 0 0 0 0 -1 -1 0 0 -2

9. Health
& -3 0 -1 -1 -1 -2 -3 -3 -1 0 -15
Safety

Ecological Parameters

1 Flora &
0. Fauna
-1 0 -2 -1 -1 -1 0 -2 0 0 -8

1 Marine
1. Ecology
-2 0 -2 -2 -2 -2 -3 -3 -2 -2 -20

Economic Parameters

1 Employ
2. ment
1 0 0 0 0 0 0 0 2 1 4

Total -10 -1 -13 -7 -7 -8 -9 -20 -3 -5 -87

Table - 5.6 (b) Environmental Impact Assessment Matrix With Mitigation Measures (Operation
Phase)

Sr PROJEC COMMISSI WATER DOME AIR FUGITI NOI HAZARDO HAZAR BREAKD TRANSPORT TOT
. T ONING & REQUIR STIC EMISSI VE SE US D OWN OF ATION AL
N ACTIVITI OPERATIO MENT ACTIVI ONS EMISSI WASTE FROM CONTRO ACTIVITIES
o. ES NAL TIES & ONS MANAGE OPERA L
ACTIVITIES WASTE MENT TION & ACTIVITI
DISPO ACTIVIT ES
SAL IES

PARAMETERS

Physical Parameters

1. Surface
Water 0 0 0 0 0 0 0 0 0 0 0
Quality

2. Ground
Water 0 0 0 0 0 0 0 0 0 0 0
Quality

3. Air
Quality & 0 0 0 -1 0 0 0 -1 -1 0 -3
Noise

4. Marine 0 0 0 -1 -1 0 0 0 0 0 -2
Water

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Quality

5. Soil
Quality
0 0 0 0 0 0 0 0 0 0 0

Social Parameters

6. Aesthetic 0 0 0 0 0 0 0 0 -1 0 -1

7. Local
Housing 1 0 0 0 0 0 0 0 0 0 1
Structure

8. Service 1 0 0 0 0 0 0 0 0 0 1

9. Health &
Safety
-1 0 0 0 0 0 0 -1 0 -1 -3

Ecological Parameters

10 Flora &
. Fauna
-1 -1 1 0 0 -1 -1 0 0 0 -3

11 Marine
. Ecology
-1 0 0 0 0 -1 0 0 -2 0 -4

Economic Parameters

12 Employm
. ent
3 0 1 0 0 0 0 0 2 1 7

Total 2 -1 2 -2 -1 -2 -1 -2 -2 0 -7

Conclusions:
Overall study and evaluation of impacts, it can be concluded that the overall negative impact from
various activities on different environmental parameters is negligible with proper EMP in place. Even the
negative impacts can be converted into positive beneficial impact with proper and timely
implementation of EMP. Hence, project can be considered environmentally safe & fit.

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