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Halcrow Consulting India Limited

Development of a Deep Water Port at

Pondicherry

Environmental Impact Assessment Report

February 2006

Pondicherry Port Ltd.

Halcrow Consulting India Limited


Pondicherry


February 2006

Pondicherry Port Ltd.

Halcrow Consulting India Limited 38 Ring Road Lajpat Nagar, New Delhi 110024

Tel +91 (11)2983 4944, 2983 4945 Fax +91 (11)2984 5881

www.halcrow.com

Pondicherry Port Ltd


Pondicherry


Contents Amendment Record This report has been issued and amended as follows:

Issue Revision Description Date Signed

1 1 EIA Report Feb 06 DRB

Contents

1 Introduction 1

1.1 Background of the Project 1

1.2 Geographical Location of Pondicherry Port 1

1.3 History of Pondicherry 2

1.4 DPR Consultants 4

1.5 Concept and Need for Development of Pondicherry Port 5

1.6 Environmental Impact Assessment Process Adopted 7

1.7 Structures of this EIA Report 8

2 Project Development Plan 9

2.1 Introduction 9

2.2 Phasing 9

2.3 Port Layout Constraints 10

2.4 Port Layout 10

2.5 Design Vessels 14

2.6 Channel width 14

2.7 Channel depth 15

2.8 Turning area 16

2.9 Capital Dredging 16

2.10 Maintenance dredging 18

2.11 Breakwater Design 18

2.12 Reclamation 23

2.13 Ground Improvement 23

2.14 Quay Structure 24

2.15 Container terminal 24

2.16 Bulk terminals 31

2.17 General Cargo Terminal 34

2.18 Liquid Terminal 34

2.19 Cruise Terminal Berth 35

2.20 Summary 36

2.21 Port Associated Essential Development and Facilities 36

2.22 Miscellaneous Port Infrastructure and Equipment 37

2.23 Utilities 38

3 Policy, Legal and Administrative Framework 41

3.1 Legal Frame Work 41

3.2 Institutional Setting in the Environmental Context 49

3.3 Environmental Clearance Requirements 51

3.4 Summary of Mandatory Clearances from GOI and GOP 52

4 Baseline Environmental Conditions 54

4.1 Atmosphere 54

4.2 Land Formation and Geotechnical Conditions 56

4.3 Oceanographic Conditions 58

4.4 Air Environment 70

4.5 Noise Environment 72

4.6 Day Time 72

4.7 Night Time 72

4.8 Water Environment 73

4.9 Waste Management 77

4.10 Economic Development 83

4.11 Social and Cultural Resources: 87

5 Screening of Potential Impacts 91

5.1 Introduction 91

5.2 Physical Environment 91

5.3 Land Environment 98

5.4 Ecological Resources 99

5.5 Human Use Values 101

5.6 Archaeology 103

5.7 High Tide Line 103

5.8 Aesthetics 105

6 Environmental Management Plan 106

6.1 General 106

6.2 Mitigation Measures during Construction Phase 106

6.3 Mitigation Measures During Operation Phase 110

6.4 Environmental Monitoring 115

6.5 Institutional Mechanism 115

6.6 Budgetary Estimates for Environmental Monitoring 118

APPENDICES

A: Environment Monitoring Program

List of Figures

Figure 1-1: Location of Pondicherry Port........................................................................1

Figure 1-2: Location of Ports in Pondicherry .................................................................2

Figure 2-1: Port Layout.................................................................................................... 11

Figure 2-2: Approach Channel

Figure 2-3: Layout of the Old Port Area

Figure 2-4: Channel depth ............................................................................................... 15

Figure 4-1: Offshore Wave Rose................................................................................... 60

Figure 4-2: Offshore Wind Rose .................................................................................... 61

Figure 4-3: MWAV_REG Bathymetry.......................................................................... 63

Figure 4-4: Location of Inshore Wave Transformation Points................................. 64

Figure 4-5: Inshore wave rose at 10m CD contour..................................................... 65

Figure 4-6: Satellite imagery of the port area showing the build up of the beach to

the South of the port ........................................................................................................ 69

Figure 5-1: Coastal Regulation Zone ........................................................................... 104

List of Tables

Table 1-1: Traffic at Pondicherry Port .............................................................................6

Table 2-1: Cargo Demand and Berth Numbers for the Port........................................9

Table 2-2: Design Vessels ................................................................................................ 14

Table 2-3: Under-keel clearance (m)........................................................................ 16

Table 2-4: Capital Dredging Volumes ........................................................................... 16

Table 2-5: Material Requirements for Raising Levels at Port Site............................. 17

Table 2-6: Design Water Levels ................................................................................. 21

Table 2-7: Concrete armour sizes................................................................................... 22

Table 2-8: Critical overtopping limits ............................................................................ 22

Table 2-9: Tidal Levels at Pondicherry (Source Admiralty Chart no 575) .... 23

Table 2-10: Modal split in boxes across the quay................................................. 26

Table 2-11: Container stack heights.......................................................................... 27

Table 2-12: Twenty Foot Equivalent Ground Slots (TGS) ....................................... 27

Table 2-13: Road truck calls ............................................................................................ 28

Table 2-14: Schedule of main container handling equipment ................................... 29

Table 2-15: Summary of terminals ................................................................................. 36

Table 2-16 Water supply requirements.......................................................................... 39

Table 3-1: Minimum Distance between the Two Bore well ...................................... 45

Table 3-2: Summary of Relevant Legal Requirements Considered for this Project

and Institution Responsible for that: ............................................................................. 47

Table 4-1: Climatic Conditions of Pondicherry City................................................... 54

Table 4-2: Annual Average Rainfall in Pondicherry Region ...................................... 55

Table 4-3: Material Densities........................................................................................... 58

Table 4-4: Tidal Levels at Pondicherry......................................................................... 58

Table 4-5: Extreme wave conditions for waves approaching from 60-75 deg ....... 66

Table 4-6: Extreme wave conditions for waves approaching from 75 - 90 deg ..... 66

Table 4-7: Extreme wave conditions for waves approaching from 90 - 105 deg... 66

Table 4-8: Extreme wave conditions for waves approaching from 105 - 120 deg.67

Table 4-9: Extreme wave conditions for waves approaching from 120 - 135 deg. 67

Table 4-10: Extreme wave conditions for waves approaching from 135 - 150 deg67

Table 4-11: Ambient Air Quality of Pondicherry ........................................................ 70

Table 4-12: National Ambient Air Quality Standards (CPCB, 1997) ....................... 71

Table 4-13: Noise Levels in Pondicherry City (From 6.00 AM to 10.00 AM)........ 72

Table 4-14: National Ambient Noise Level Standards (as per CPCB, India) ......... 72

Table 4-15: Water Quality in Chunambar River and Bahour Lake........................... 73

Table 4-16: Indian Standard for the Surface Water (CPCB Standard)..................... 74

Table 4-17: Water Table in Pondicherry Region (in meters below the ground)..... 75

Table 4-18: Water Quality in Pondicherry Region....................................................... 76

Table 4-19: Drinking Water Standard (IS 10500:1991)............................................... 77

Table 4-20: Approximate quantity of waste generated ............................................... 78

Table 4-21: Hazardous Wastes........................................................................................ 78

Table 4-22: Mangrove and Associated Species in Pondicherry Region ................... 81

Table 4-23: List of Animal in the Pondicherry region ................................................ 82

Table 4-24: Type and Month of Landing of Fishes..................................................... 83

Table 4-25: Population in Rural & Urban Areas.......................................................... 84

Table 4-26: Land Holding Pattern of Pondicherry...................................................... 84

Table 4-27: Details of Land Use Pattern in Pondicherry ........................................... 84

Table 4-28: Type of Industries in the Union Territory............................................... 86

Table 4-29: Number of Industries in Union Territory of Pondicherry.................... 86

Table 4-30: Education facilities in Pondicherry ........................................................... 88

Table 4-31: Details of the Existing Medical Institutions ............................................ 89

Table 4-32: Details of the Tourist Arrival in the Union Territory ............................ 90

Table 5-1: Noise Levels Generated By Construction Equipments ................. 94

Table 6-1: Cost Estimates for Environmental Monitoring during the Construction

Phase ................................................................................................................................. 118

Table 6-2: Cost Estimates for Environmental Monitoring during the Operation

Phase (Per Annum)......................................................................................................... 119

List of Photographs

Photograph 1-1: French port, mid 20th Century/ Remains of the French Port......3

Photograph 1-2: The 1962 Port from the “New Pier” ..................................................4

Photograph 1-3: Current Port............................................................................................4

Photograph 4-1: Dredger at the Pondicherry port ...................................................... 79

Photograph 4-2: Vegetation in the proposed project area ......................................... 80

Photograph 4-3: Fisherman at their work..................................................................... 82

Photograph 5-1: View of Plants at Pondicherry Port Site.......................................... 99

List of Graphs

Graph 1-1: Cargo Handled at Pondicherry Port (1980 - 2004) ....................................6

Graph 4-1: Fish Landing at the Port (1999-2004) ....................................................... 83

Doc No 1 Rev: 1 Date: February 2006 1

1 Introduction

1.1 Background of the Project Government of Pondicherry proposes to develop the existing Pondicherry port into a modern port with private sector participation. M/s Pondicherry Port Limited has signed a concession agreement with the Government of Pondicherry (dated 21 Jan 2006) to be the developers for this project. Pondicherry Port Limited is a company jointly owned by Subhash Projects and Marketing Ltd and Om Metals. The port will be designed to cater 20 million metric tonne per annum (MMTPA) cargo consisting of containers, liquid and general cargo, coal and iron ore along with port associated facilities such as cruise terminal station & associated accommodation, retail area, offices, recreational centre, service apartments and 3 & 4 star hotel for operators and tourists, Meeting, Incentives Conference and Exhibition (MICE) Centre and others visiting the port.

1.2 Geographical Location of Pondicherry Port The existing minor port of Pondicherry is situated on the east coast of India between two major ports namely, Chennai and Tuticorin. It is an open roadstead anchorage port situated about 150 kms south of Chennai at 11º 56' N latitude and 79º 50' E longitude. The port is suitable for lighterage operations during fair weather months (February to September). The location of Pondicherry is shown below in the Figure 1-1.

Figure 1-1: Location of Pondicherry Port


1.3 History of Pondicherry Pondicherry city is the capital of the Union Territory of Pondicherry with main business in shipping, manufacture of cotton textiles and higher education. The city has also recently developed as a centre for computer hardware. It was the capital of former French India and was also held at times by the Dutch and British. The French colonies in India were founded shortly after 1664 and Pondicherry was acquired by France in 1674. During the War of the League of Augsburg (1689-1697), the Dutch force captured Pondicherry in 1693 and it was restored to France in 1697 by the Peace of Ryswick. The British seized Pondicherry three times during the 18th century, but, after periods of occupation ranging from 2 to 11 years, it was restored to France. British took the settlement again in 1803 and held it until 1814. France relinquished Pondicherry in 1954, and it then came under the central administration of the republic of India. A formal treaty of cession was signed in 1956 by India and France. Pondicherry was constituted a portion of the Indian state of Madras, now Tamil Nadu. In 1962 it became part of the Union Territory of Pondicherry. The 2001 population of the Union Territory that comprises four separate portions of land was 973,829.

1.3.1 History of Pondicherry Port

There have been at least four ports already constructed in Pondicherry; the locations of these ports are shown in Figure 1-2

Figure 1-2: Location of Ports in Pondicherry

Location of French Port

Location of 1962, New Pier Port

Site of Current Port

Site of Roman Port


The history of these ports is described below.

(a) The Ancient Port (Roman Port)

There is evidence of an ancient port town situated on the bank of Ariyankuppam river about eight km south of Pondicherry. This port town has a history that dates back to the second century BC. An excavated ancient port town, Arikamedu had strong trade links with Rome and Greece between 100 BC and 100 AD.

(b) The French Port In 1674 Francois Martin, the first Governor, started to build Pondicherry and transformed it from a small fishing village into a flourishing port-town and centre of international trade.

Photograph 1-1: French port, mid 20th Century/ Remains of the French Port

By the 20th Century the French port comprised a pier in the Centre of Pondicherry Town. The location is shown on Photograph 1-1 .It also shows the French port in the mid of 20th century. Before World War II the port had more than 150 country boats of 2 ½ ton capacity specially built to operate in open sea conditions. During the Second World War the trade came almost to a standstill and even after the war the trade remained much diminished. The French pier was damaged in a cyclone in 1952 and was not usable thereafter. The remains of the French port are submerged in the water that is shown in Figure 1-2.

(c) The 1962 New Pier Port

In 1962 a New Pier and port was built south of the town. The location is shown in Figure 1-2 and the photo looking along the Pier to the associated old port is given below as Photograph 1-2: The 1962 Port from the “New Pier”

Remains of French Port


Photograph 1-2: The 1962 Port from the “New Pier”

The New pier and its associated 11 Acre walled port land was used to berth small lighters that transhipped goods from ships that lay at anchor off the coast. The associated port has a number of warehouses and two rail sidings that have recently been converted to broad gauge. The New Pier was in use until quite recently. However, the support works to the pier are now severely corroded making the pier unsafe for heavy loadings. The port area is now also therefore largely unused.

(d) The Current Port

The current port was built south of the New Pier in the early 1990’s. The location of the existing port is shown on Figure 1-2. The following Photograph 1-3 shows the port works.

Photograph 1-3: Current Port

1.4 DPR Consultants

The detailed project report for this project is prepared by Halcrow Consulting India Ltd. (Halcrow), New Delhi.


1.5 Concept and Need for Development of Pondicherry Port RITES (a government owned consulting company) in their June 1991 report on Additional Development Facilities of Ariyankuppam Port Project made traffic forecasts for the cargo expected at Pondicherry port till the year 2004-05. The forecasts were developed based on a review of the demand based on industries in the vicinity of the port, the diversion expected from Chennai port and specific demand based on certain key industries located further away. It was estimated that 2.14 million tonnes would be handled in 1994-95, and this would grow to 4.4 million tonnes by 2004-05 and this trend is expected to intensify in the future there after. However, the development proposed by Rites in this report did not take place and the port has remained poorly developed.

The cargo handled at the major and minor ports has been steadily growing in the past fifteen years, from 165.6 million tonnes in 1990-91 to 464 million tonnes in 2003-04 at an annual growth rate of over 8 per cent. The growth in the past year alone has been 9.9 per cent. Pondicherry port carries a minor share of the total cargo handled at the Indian ports. In the past year, about 105,000 tonnes has been handled at the port, and this year only 53,000 tonnes (from 1 April 2004 to 28 February 2005). The cargo handled at Pondicherry port is of diverse nature. The principal commodities include cement, fertiliser, sugar, food grain, molasses and other general cargo. Molasses used to be handled through the old port, but because of the poor condition of the pier this activity has been discontinued and the molasses storage tanks have been removed from the Old Port. During the 1990s and in the past five years the cargo handled at the port has been 100,000 tonnes or lower. However, in the 1980s the cargo handled was significantly greater, and in two specific years was over 400,000 tonnes. The large amount of cargo handled in the 1980s was primarily due to transhipment, an activity that has been largely discontinued at this port. The historical cargo handled at the port since 1990 is depicted in Graph 1-1 and given in Table 1-1.


Graph 1-1: Cargo Handled at Pondicherry Port (1980 - 2004)

Table 1-1: Traffic at Pondicherry Port

Sl.

No

.

Year No. of

Vessels

Tonnes

Handled

Nature of

Cargo

Nature of

Operation

1. 1990-

1991

4 70,468 Fertilizers Import

2. 1991-

1992


3. 1992-

1993


4. 1993-

1994


5. 1994-

1995

2 25,600 Iron scrap Import

6. 1995-

1996


7. 1996-

1997

3 45,419 Carbon black

feed oil

Trans

shipment

8. 1997-

1998

1 173 Rejected rice Import

9. 1998-

1999

1 22,500 Wheat Import

10. 1999-

2000

-- -- -- --

11. 2000-

2001

4 75,511 Molasses Export

Molasses Export 12. 2001-

2002

11 95,281

Styrene

Monomer

Import

Styrene

Monomer

Import

Cement Export

13. 2002-

2003

13 19,247

Fluorspar Import

14. 2003- 45 1,07,328 Cement Export

Cargo Handled during last 15 Year

0

20,000

40,000

60,000

80,000

100,000

120,000

1990-1991 1991-1992 1992-1993 1993-1994 1994-1995 1995-1996 1996-1997 1997-1998 1998-1999 1999-2000 2000-2001 2001-2002 2002-2003 2003-2004 2004-2005 2005-2006

(till may)Year

Carg

o in

To

nn

es

Cargo in Tonnes


Sl.

No

.

Year No. of

Vessels

Tonnes

Handled

Nature of

Cargo

Nature of

Operation

Sugar Export

Fluorspar Import

Palmolein Import

Fly Ash Export

2004

Machinery Import

Cement Export

Sugar Export

Palmolein Import

Fluorspar Import

15. 2004-

2005 (As

on Feb'

2005)

22 52,218

Copra meal

expeller

A traffic forecast study conducted by Halcrow as part of the DPR reveals that there has been a significant increase in containerization of cargo in the past few years. Container traffic has registered an annual growth of 16.2 per cent, which is double of the total cargo growth rate. This trend of higher growth rate is expected to continue, given that even today only 15 per cent of the cargo in India is handled in containers, whereas the global average is 80 per cent. Therefore it is expected that significant increase in container traffic at the ports near Pondicherry. In view of this government of Pondicherry port department has decided to develop a modernized port to handle the traffic and cargo through private investment on BOT Basis. The potential cargo for the port has been assessed based on projecting the current trends in traffic at the major southern Indian ports for all major commodities. From this the current and known proposed capacity of the ports in Southern India has been deducted in order to estimate the traffic gap that would be available to be taken up by Pondicherry port. The analysis shows that by the time Pondicherry port is able to come on stream there will be an increasing shortfall in capacity in southern Indian ports for all major commodities imported and exported. The port has been sized not to meet the capacity gap, but by the constraints of the port area, which means that whilst in 2009 and 2010 the port will take much of the additional capacity beyond that it is the limitations of the size of the port that will determine its throughput.

1.6 Environmental Impact Assessment Process Adopted

Incorporation of Environmental considerations into the project planning and design has been taken up as an integral part of the project preparation. The detailed design of port development has been closely coordinated with the preparation of the Environmental Assessment Study. The EIA preparation led to identification of potential environmental hotspots and their feasible remedial measures (including avoidance, mitigation and enhancements), which has been included in the detailed project report.


1.7 Structures of this EIA Report

This EIA report is prepared considering the requirements of the Environmental Impact Assessment notification of Ministry of Environment and Forests (MoEF) under the Environment Protection Act, 1986. Beside the chapter I rest of the part of the report has been discussed in remaining six chapters. Brief of coverage in each chapter is described below: Chapter 2 Project Development Plan. In this chapter port project development plan has been briefly described. Chapter 3 discusses the Policy, Legal and Administrative Framework within which the project is set. The major stakeholder departments of the State and Central Governments with their specific roles are described here along with the applicable Acts and Laws. This chapter also covers the clearance requirements at various levels. Chapter 4 describes the Existing Environmental Scenario. The section include baseline conditions, i.e. meteorology of the area, physical and natural environment, cultural properties along the corridor and socio economic profile add up to give comprehensive picture of the existing environment in the Pondicherry region. The data presented in the report is gathered from secondary sources. Chapter 5 on the Screening of Potential Impacts determines the extent of the impacts of the project activity on the existing environment. The focus of this section is on the adverse impacts and also the beneficial impacts on the environment due to the project. The impacts have been detailed in the same sequence as described in Chapter 5 for ease of understanding. Chapter 6 entitled Environmental Management Plan forms the basis of the generation of coherent, comprehensive and concise Environmental Management measures that should be included in DPR for the project. This chapter also delineates the terms of reference of the detail follow up environmental studies.


2 Project Development Plan

2.1 Introduction

Facilities in the new port have been developed to cater for the forecast cargo

demand allowing for the maximum size that the land area including additional land

to be provided by Pondicherry Government and reclaimed land available for the

port development can handle, the resultant ultimate capacities of the port are

summarized below.

The port is proposed to be developed in a series of phases, as described below.

The plan is for the port to be developed over an eight year period, although the

exact phasing and period of construction will need to be continuously reviewed

and each phase only taken up once the traffic forecasts indicate that there is

sufficient demand and commercially viable.

Sizing of the berths and terminal areas, at the ultimate capacity is summarized

below

Table 2-1: Cargo Demand and Berth Numbers for the Port

Cargo Demand Number of Berths

Containers 900,000 TEUs 3

General Cargo 600,000

tonnes

1

Bulk cargo (predominantly

coal but some iron ore)

8,000,000

tonnes

1

Liquid cargo (molasses,

edible oils etc.)

200,000

tonnes

1

Cruise liner terminal 1

2.2 Phasing

The port will be constructed in four phases:

• Phase 1, construction of a deep water port including breakwaters and

dredging and two deep water (14m draft) container berths with a capacity

of 540,000 TEU (twenty foot container equivalent), one general cargo

berth with a capacity of 600,000 tonnes and a Cruise Liner Terminal

(which was previously included in phase 3). Depending on traffic forecasts

and financial viability the option of reducing the number of container

berths to 1 in the first phase may also be considered. Construction would

take 3 years, would commence in 2007, be completed in 2009 and the

berths would be operational in 2010

• Phase 2, a bulk cargo berth capable of importing and exporting about 8

million tonnes of bulk coal and possibly some iron ore. Again to be


constructed as and when traffic is generated, but herein assumed to be

constructed in 2010 and operational in 2011.

• Phase 3, a small liquid cargo terminal for molasses and edible oils. To be

constructed when cargo warrant but assumed to be constructed in 2011

and operational in 2012.

• Phase 4, third container berth which would bring the total capacity for

containers up to 900,000 TEU. Again to be constructed when the traffic

warrants but assumed to be constructed in 2012 and operational in 2013.

Access to the existing barge berth in the port area will continue to be available

during the construction of the first phase of the port and it is assumed that the

port will remain operational during this period and indeed the port concessionaire

will build up the existing general cargo traffic through the existing operations

during the construction of the first phase of the deep water port and will then shift

the general cargo operations to the new terminal constructed during the first phase.

Although this staging is suggested, the phasing pattern may be adjusted to match

commercial considerations as the port develops.

2.3 Port Layout Constraints

The land area and frontage available for the development is restricted and

constrained by a number of features:

• The Ariankuppam River and the sand by-passing infrastructure on the

southern boundary.

• The need to keep in place the existing fishing harbour or provide

equivalent facilities within the new port and the need to avoid a burning

ghat and new school building by the existing fishing harbour

• The limited water frontage between the sand by-passing pump house and

the lighthouse.

2.4 Port Layout

The port layout, as shown in Figure 2-1, 2-2 and 2.3 at full build-out comprises a

general cargo and three container berths parallel to the existing shoreline with a

bulk berth and POL berth behind the breakwaters. The container and general

cargo terminal areas are directly behind the berths and the three bulk terminals

towards the back of the port site. The tank farm is linked to the POL berths by

pipelines and the dry bulk terminals linked to the bulk berths by covered conveyor.

There are two rail terminals in the port; one directly behind the container terminal

and one running parallel to the bulk terminals. Rail access to the terminal is from

the north along the line of the Petit Canal.


Figure 2-1: Port Layout


Figure 2.2


Figure 2.3


Road access to the site is from the south along a road that connects to the

proposed Pondicherry ring road. The access road has to cross the Ariankuppam

River. As can be seen on the layout, the relative location of road and rail access

ensures there is little conflict between truck movements and trains.

2.5 Design Vessels

Once fully operational the port will provide berths for container, general cargo, dry

and liquid bulk vessels and cruise liners. Typical dimensions panamax sized vessels

of these types are given in Table 2-2 below.

Table 2-2: Design Vessels

Vessel Type LOA (m) Beam (m) Draft (m)

Container Vessel (Panamax) 264m 32.2m 12.6m

Dry Bulk Vessel (Panamax) 225m 32.2m 12.6m

Liquid Bulk Tanker (Panamax) 210m 32.2m 12.6m

General Cargo Vessel 209m 30.0m 12.5m

Source: Lloyds Fairplay Shipping Database

2.6 Channel width

The port is to be designed to cater for panamax sized container, dry and liquid bulk

vessels. To enable these vessels to access the port it will be necessary to dredge an

approach channel that is of a sufficient width and depth to ensure safe navigation.

In order to reduce the amount of dredging, and therefore the cost, there is a need

to optimise the design of the channel.

The dredged approach channel connecting the port to natural deep water is

roughly 2.5 km in length. As this distance is relatively short and ship calls at the

port are not expected to exceed 3 ships per day in the final development. The

design of the channel restricts vessel movements in the channel to one way. A ship

will therefore not be able to enter/exit the port whilst another is in transit in the

channel. As the transit time from the channel entrance to the port is very short,

this system will not have a significant effect on ship waiting time.

An approach channel 170m wide has been designed to enable safe passage of a

panamax vessel into the port. Should it be necessary at any point to provide two

way access to the port it will be necessary to increase the width of the channel to

380m.

As the approach channel is curved the safe radius of the channel bend has been

determined and a bend radius of 1770m, or approximately 7 times the length of the

design vessel was determined, and the channel was widened to 200m at the inside

of the bend.


The layout of the port is such, that vessels must enter the port between the two

breakwaters. The width of this gap is influenced by the need to protect the inner

harbour from wave action and the need to for safe navigation into the harbour. It

has been assumed that the channel will be widened to 250m through the gap

between the breakwaters. This is to allow the ship more manoeuvring room and

allow for the loss of steerage as the vessel slows to enter the port.

2.7 Channel depth

The depth of water in the channel must be greater than the actual draught of the

vessel with a gross under-keel clearance that allows for the squat of the ship and

the range of vertical movement of the ship due to wind and wave conditions

(pitching, rolling/heeling and heaving motion) together with a residual under-keel

clearance as a safety margin (Figure 2.4).

Figure 2-4: Channel depth

The depth of water available in a channel is the nominal level of the seabed in the

channel below Chart Datum plus the height of the water above Chart Datum (i.e.

the tide level). The depth of water available in the channel will therefore vary with

the state of the tide. The required bed level in the channel is related to the rise/fall

of tide and the time needed for a ship to transit the channel, manoeuvre and

berth/unberth.


The channel will be dredged so that the port is accessible at all states of the tide. As

the tidal range at Pondicherry is very small there is no advantage reducing the

dredge depth slightly and restricting access to a tidal window.

An allowance of 0.5m has been made in the under keel clearance calculation for

potential siltation at the berths.

Table 2-3 defines the under-keel clearances required for the design ships.

Table 2-3: Under-keel clearance (m)

Panamax Vessel

Draught 12.6

Under-keel clearance (m)

% of draught

Dredged Depth

Approach Channel 15% 14.5

Inside of Breakwaters

and Berths

10% 14.0

Source: Consultant’s estimates

2.8 Turning area

As the port at Pondicherry will be protected by breakwaters and will therefore be

sheltered, a diameter of 1.5 times the vessel length has been used giving a turning

basin of 400m diameter.

2.9 Capital Dredging

Capital dredging will be required in order to provide a suitable depth of water both

in the approach channel and the area within the breakwaters. Table 2-4 gives a

summary of the volume of dredging required.

Table 2-4: Capital Dredging Volumes

Area

Width (m) Depth

(mCD)

Dredged

Quantity (m3)

Approach Channel 170-200 -14.5 3,000,000


Inner Harbour Varies -14.0

Turning area 400m (Dia) -14.0

Berth pocket 60 -14.0

5,900,000

Total Volume of Capital Dredging (m3) 8,900,000


It is envisaged that the majority of the channel dredging will be carried out by large

trailer suction hopper dredgers. Cutter suction dredgers and/or shallow draught

trailer dredgers will initially be required to dredge and deepen the shallower areas

to permit access for the large trailer dredgers. Dredged material that is suitable for

fill will be pumped hydraulically as reclamation for the port site. Any unsuitable

material (silts and clays) will need to be either disposed offshore or onshore in

landscaped areas or in areas where there will be no subsequent loadings (e.g. golf

courses).

There is little or no available information regarding the offshore ground

conditions. However it is believed that there is no rock to be dredged and the

material likely to be encountered is sand and clay. Dredged side slopes of 1 in 7

have been assumed although this may be refined when more data is available.

At present it is understood that the Government of Pondicherry has agreed to

undertake or pay for the capital dredging down to -4.0 m CD which the developer

will be required to undertake the rest of the dredging. In fact the amount of

dredging down to -4.0 m is very small comprising less than 200,000 m3 or less than

2% of the total capital dredging required. `

Primary calculations depict that most of the dredged material will be consumed

within the port premises. The quantity material required for raising the levels of the

port area is summarized below in Table 2-5.

Table 2-5: Material Requirements for Raising Levels at Port Site

Site Material Required (m3)

Northern Land Area 5, 999, 110

Existing Channel 1, 509, 305

Southern Land Area 1, 478, 184

Total 8, 986, 599


It is hence safe to assume that there will be very little (if any) need to dispose off

the dredged material and therefore no dumping site identification is deemed

necessary at this stage.

2.10 Maintenance dredging

It is thought that the required maintenance dredging will be in the same order of

magnitude as that carried out at other ports in the region such as Chennai. As there

is a significant amount of the littoral drift along this coast of India it is certain that

a fairly high amount of maintenance dredging will be necessary. However, a

detailed modelling study will be necessary to see the effect that the breakwaters

have on sediment movement in the area which will enable a more accurate

assessment of the expected quantity of a maintenance dredging to be made.

It is presently assumed that some 10% of the capital dredging will be required to be

undertaken as maintenance dredging each year. It is anticipated that the spoil from

this dredging will be used for:

1. Beach nourishment to the North of the port area to replace the natural

littoral drift – see section 2.11.4 below.

2. Additional land reclamation, particulalry to the North of the proposed

northern breakwater, to thicken up this breakwater and create additional

valuable land as well as add to the existing coastal protection works along

the coast.

2.11 Breakwater Design

2.11.1 General

At the proposed site there are a number of existing structures along the shoreline

including an off-shore breakwater with concrete connecting bridge to the south of

the river mouth, a rock groyne just to the north of the river mouth and a Pier

further to the north at the location of the old port. Whereas the rock groyne will

require removing prior to construction works it is likely that the existing offshore

breakwater structure will remain to protect the river entrance. The existing pier will

remain in position.

Material from these structures will be reused for the proposed port development

however due to lack of design data it is not possible to determine the type or

quantity of this material.


2.11.2 Layout

The proposed layout of the port includes two main breakwaters which provide an

enclosed berthing area sheltered from prevailing wave conditions on this otherwise

exposed coastline.

The root of the main breakwater extends from the north of the river mouth where

a 400m long revetment (South Revetment) provides protection to the proposed

liquid and bulk berths. The quay area behind this revetment of around 50m width

provides an area for cargo handling. The main breakwater (East Breakwater)

extends approximately 1300m to the north to terminate in line with the existing

pier. A smaller shore connected breakwater (North Breakwater) forms the

northern limit of the port area and provides protection for waves from a North-

easterly direction. No vehicle/ pedestrian access has been provided along the

Eastern or Northern Breakwaters – although this would be required at a later date

if these are used for a cruise liner berth which has been considered as a possible

development for the port.

2.11.3 Entrance Orientation

The position and orientation of the entrance to the port has been determined

initially by estimate of wave penetration within the port as well as consideration of

sediment movements and water quality. The entrance has been located away from

sediment sources expected to be discharged by the river as well as net northerly

sediment movements. However, whereas the existing littoral drift is in a net

northerly direction a reasonable amount of sediment is shown to move in a

southerly direction. This will have an implication in the position and orientation of

the entrance and will need to be investigated further. Increased confidence in the

positioning of the entrance will be provided by numerical modelling for wave

penetration, beach movement, and water quality which should be undertaken

during the next stage of the design.

2.11.4 Littoral Drift

Assessment of the existing littoral drift along the Pondicherry coastline indicates

that there is significant long-shore movement of material in this area. Any new

developments on the coast will undoubtedly have an impact on this regime and

should be considered when selecting the preferred scheme.

A number of issues should be investigated in the next stage of the design:


(a) Potentially significant changes in seabed sediment movements around

the proposed South Revetment;

(b) Investigation into existing sediment input from the Ariyankuppam

River;

(c) The sand by-pass tunnel in the location of the entrance to the

Ariyankuppam River;

(d) Sediment movements induced by the upper drain diversion, and;

(e) Assessment of potential scour down drift (to the north) of the port

development.

A full understanding of sediment sources, pathways and sinks will be required to

gain a comprehensive understanding of the existing site before the impact of a port

design can be assessed. It is suggested that a comprehensive assessment of

sediment movement and beach plan shape change be undertaken using numerical

modelling techniques.

2.11.5 Water Quality

Tidal flushing and exchange of water within the port basin is expected to be low

due to limited tidal ranges in the region of 0.3m for neap tides and 0.8m for spring

tides. The layout new port development will therefore undoubtedly need to be

confirmed on the basis of the water quality implications to prevent water

stagnation and collection of debris. A number of mitigation measures may be

implemented, such as widening of the entrance (where wave climate permits),

opening of enclosed corners, mechanical flushing using pumps or leaving gaps in

the breakwater. All of these options have implications on initial cost and

maintenance of the port and will need to be assessed using suitable water quality

modelling software.

2.11.6 Design Water Levels

The water level used in the design of the breakwaters is based on Mean High

Water Springs (MHWS) and includes allowance for Sea level rise and storm surge

under the design wave conditions. Assessment of the breakwaters has been

undertake for a 1:1yr (serviceability limit) condition assuming no surge in water

level due to storm conditions and 1:100yr (ultimate limit) condition including an

allowance for 50year sea level rise as well as storm surge under a 1:100yr event.

Water levels used in the design of the breakwaters are provided in Table 2-6


Table 2-6: Design Water Levels

Description Level Source

Still water level (MHWS) +1.3mCD Admiralty Chart 575

Sea Level Rise (over 50yrs) +0.3m UKIP (2002)

Storm Surge (1:100yr) +0.7m RITES (1991)

Design Water Level (1:1yr) +1.6mCD

Design Water Level (1:100yr) +2.3mCD

2.11.7 Armour Stability

The proposed development is influenced by two predominant wave directions as

described in Section 4.3. The larger wave conditions from 066-090deg only affect

the Northern and Eastern breakwaters whilst the Southern Revetment, sheltered

from these easterly waves, is considered to be affected by waves from 135-150deg.

Design of the armour sizing for each of these three structures have been

considered for both rock and proprietary concrete armour units.

Preliminary assessment of armour size for the 1:100yr design condition indicates

that the design wave conditions would require rock armour protection to the

breakwaters of between 2.5 – 6.0 tonnes. However, as it is understood that rock

sources from local quarries can only provide rock armour up to around 2.5 tonnes

it is clear that protection to the breakwater will need to be provided by proprietary

concrete armour units.

Design of the breakwaters for armouring has been tested against Core-loc, Stabit

and Tetrapod concrete units however for the purpose of clarity on the cross

section figures Core-loc units are shown. It should be note that other proprietary

units may also fulfil these criteria and should be evaluated in the next stage of the

design.

Armour sizes for the breakwater water and revetment structure are provided in

Table 2-7.


Table 2-7: Concrete armour sizes

Structure Wave Direction

(deg)

Wave Height

(m)

Armour

weight (t)

Core-loc unit

size (m3)

North Breakwater 065-090 3.66 2.5 1.4

East Breakwater 065-090 3.66 2.5 1.4

South Revetment 135-150 2.25 0.6 0.7

2.11.8 Wave Overtopping & Transmission

The outline crest level of the South Revetment and East & North Breakwaters has

been determined based on the following conditions:

(a) Safe access for pedestrians/ vehicle to the quay area,

(b) Control of flooding to the quay area,

(c) Acceptable limits of damage to the breakwater.

Recommendation of critical limits for overtopping discharge is provided in the

Manual on the Use of Rock in Coastal and Shoreline Engineering1 and summarised

in Table 2-8.

Table 2-8: Critical overtopping limits

Item Description (l/s/m)

Vehicles/ Pedestrians Uncomfortable but not dangerous 0.03

Buildings Minor damage to fittings 0.03

Revetment Seawalls No damage 200

Design of the crest seeks a balance between crest level and crest width in order to

reduce wave overtopping of the structure. Numerical modelling however has

inherent limitations when assessment disturbance within the enclosed water area

due to overtopping discharge. In order to optimise the design and address the issue

of water disturbance it is suggested that physical modelling be undertaken during

the next phase of project development.

1 CIRIA/CUR (1991), “Manual on the Use of Rock in Coastal and Shoreline

Engineering”, CIRIA Special Publication 83/ CUR Report 154, 1991


2.12 Reclamation

The quay level has been set after consideration of likely maximum water levels in

the port basin and cargo operations. Tide levels at Pondicherry are as shown in the

Table 2-9 below:

Table 2-9: Tidal Levels at Pondicherry (Source Admiralty Chart no 575)

Tidal Levels (mCD)

MHWS 1.3

MHWN 1.0

MLWN 0.7

MLWS 0.5

Expected surge levels have not been obtained and the cope level has been set at

the same level relative to MHWS as at other Indian ports. The quay cope level has

been set at 4.5mCD. By inspection of photographs of the existing jetty, the deck

level of the jetty is at a similar level.

Existing ground levels around the project site range from about 1.5mCD to about

3.5mCD and in the calculation of reclamation volumes in this report an average

existing ground level of 2.5mCD has been adopted. The terminal areas have to be

drained to falls in the surface and an average finished surface level across the site

of 5.0mCD has been used.

2.13 Ground Improvement

Six boreholes have been sunk on land to a depth of 30m over the project site. The

borehole logs generally show sedimentary deposits with bands of soft marine clays.

One borehole sunk adjacent to the access channel to the existing port indicates

nearly 6 metres of very soft clay. In other boreholes the soft marine clay layer is

about 1.5 metres thick.

Whilst laboratory test data are unavailable, it is likely that these are normally

consolidated materials will be subject to settlement when additional loading from

reclamation fill and port terminal areas is applied.

Measures will have to be developed during the detailed design to control settlement

in the terminal areas particularly in the container yards where yard equipment will

be susceptible to ground settlement. Given the soft layers are sandwiched between


sand strata the use of surcharge is likely to be sufficient to accelerate the process of

ground consolidation. The consolidation is also likely to occur during the

construction period and the use of other ground improvement techniques, i.e.

vertical band drains, will not be required.

2.14 Quay Structure

The depth alongside the quay walls will be -14.0mCD and the quay cope level is

4.5mCD. Typical quay structure heights are therefore about 18.5 metres.

There are a number of construction methods that could be used to provide the

container, general and bulk berths:

• Pile supported suspended deck

• Mass concrete blockwork wall

• Sheet piled walls

There is no rock at the project site and therefore a gravity type structure, i.e. a

blockwork wall, is unlikely to be a preferred solution. Piles have been used to

construct the existing jetty at Pondicherry and it is likely that an open piled

structure with a suspended deck will be the preferred structure type. The use of

precast concrete units in the construction will be maximized to ensure speedy

construction and good quality dense concrete. Quay wall construction will be

optimized during the detailed design phase of the project.

Liquid bulk vessels will use a central loading platform and a series of breasting and

mooring dolphins. Traditionally these structures are piled with reinforced concrete

platforms.

2.15 Container terminal

2.15.1 Berth capacity

The number of berths for the container terminal has been fixed in the DPR as 2 in

the first phase and 1 in the fourth phase, but this may be adjusted to suit actual

traffic at the time, however, the container yard and associated facilities have been

made to be compatible with the maximum throughput capacity of the berths.

The capacity of the two Phase 1 container berths was therefore estimated in order

to determine the size and facilities required for the container yard. In assessing the

berth capacity the following assumptions were made:


• The container terminal will operate 352 days/year allowing 10 days/year

for weather downtime and 3 days for public holidays.

• Berth occupancy was taken as 50% for both stages of the development.

This corresponds to a 5% waiting time to service time and will result in

minimal queuing of ships to berth.

• It was assumed that each berth will be equipped with a maximum of three

quayside container cranes (i.e. 6 quayside container cranes for the first 2

berths under Phase 1 and 9 cranes for the total of 3 berths when Phase 4

is implemented).

• The quayside container cranes will operate 24 hours a day 7 days a week.

For the throughput assessment a 20 hour day was used to take account of

shift changes, work breaks and breakdowns. Crane utilisation was taken as

90% when the berths are occupied.

• Quayside crane productivity was taken at 20 crane lifts per hour.

• Currently the TEU/box ratio is reported to be of the order of 1.33,

representing approximately one 40 foot box for every two 20 foot boxes.

This ratio is less than the worldwide average of about 1.5 to 1.6 and it was

assumed to increase to 1.5 when Phase 2 is implemented as the number of

40 foot boxes in India increases. It was also assumed that 20% of twenty-

foot box lifts are twin lifts.

Based on these assumptions it is estimated that the berth throughput capacity will

be 0.54million TEU/year for the initial 2 berths in Phase 1 rising to 0.9million

TEU/year for the 3 berths when Phase 4 is implemented.

Assuming an average container exchange of 1,500 TEU per ship call, this would

indicate about 7 ship calls per week for Phase 1 at capacity and about 12 ship calls

per week when the terminal is operating at full capacity in Phase 4.

Throughput capacity in this report is defined as the number of TEU handled over

the quay. Transhipment traffic will give rise to two crane lifts per box across the

quay.

The following modal split was assumed for the Phase 2 and Phase 5 import/export

container terminal:

• Transhipment 5%


• Rail 20%

• Road 75%

Based on the modal split the number of boxes handled by each mode of transport

will be as shown in Table 2-10.

Table 2-10: Modal split in boxes across the quay

Mode Stage 1 Stages 1&2

Transhipment 41,000 60,000

Rail 77,000 114,000

Road 290,000 427,000

Total boxes/year 408,000 601,000


2.15.2 Container terminal/yard

The container yard should be sized so that its capacity matches the throughput

capacity of the berths.

The capacity of the container yard will be a function of a number of factors

including the land area available for storage. The equipment used for handling

containers in the yard (i.e. the yard operating system) will also determine the land

area required for handling and storage of containers. A rubber tyre gantry (RTG)

terminal operating system has been assumed since this gives a higher stacking

density than straddle carriers. A rail mounted gantry terminal operating system was

considered inappropriate since in India labour costs are low and an RTG system is

more flexible.

In determining the number of twenty-foot equivalent ground slots (TGS) required

the following assumptions were made:

• Dwell times were taken as 5.5 days for full import/export containers and 7

days for empty containers. The dwell times for transhipment containers

and reefers were taken to be the same as for full import/export containers.

It would be expected that the dwell times for reefers would be shorter but

the percentages are small so the effect on overall performance would be

small.


• Container stacking heights are listed in Table 2-11. A peaking factor of

18% was used to estimate the terminal throughput.

• The proportion of empty containers was taken as 5% of annual container

yard throughput.

• The proportion of reefers was taken as 5% of annual container yard

throughput.

Table 2-11: Container stack heights

Maximum

stack height

Nominal average

stack height

Import/export/transhipment containers 5 3.5

Reefers 3 2.3

Empty containers 8 5

Source: Consultants estimates

Table 2-12 provides details of the number of twenty foot ground slots that will be

needed to match the Stages 1 and 2 berth throughput capacities.

Table 2-12: Twenty Foot Equivalent Ground Slots (TGS)

Twenty Foot Equivalent

Ground Slots (TGS)

Stage 1 Stages 1 & 2

Import/export/transhipment containers 2,372 3,941

Reefers 180 300

Empty containers 106 176

Total TGS 2,658 4,417

Source: Consultants estimates

2.15.3 Road Operations

In order to determine the road traffic that will need to call at the container terminal

the following assumptions have been made:

• Terminal gate will operate between 06:00am to 22:00 5.5 days per week. It

is possible to operate the terminal gate on a 24/7 basis but this would


increase operating costs as more staff would be required to operate the

landside operation.

• Peaking factor of 1.6

• An average of 1.33 boxes received/delivered for each road truck call to the

terminal.

Table 2-13: Road truck calls

Phase 1 at

capacity

Phase 4 at

capacity

TEU/year 385,700 567,910

Annual truck calls 290,000 427,000

Average truck calls/day 1,013 1,493

Average truck calls/hour 63 93

Peak truck calls/hour 101 149


The number of truck calls to the terminal has been assessed based on the above

parameters and the number of boxes to be transported by road when each Stage is

operating at capacity. The results are presented in Table 2-13. It should be noted

that each truck call to the terminal will generate to two vehicle trips.

2.15.4 Terminal layout

A terminal layout was prepared for an RTG terminal operating system based on

the TGS requirements and the following:

• Development of the container terminal in two main stages, with 560m of

quay constructed under Phase 2 and a further 290m under Phase 5.

• RTG stacks sized for 1 traffic lane, 1 loading lane and 6 boxes wide with

each stack 32 TEU long (192 TGS per stack) with 1 over 5 RTGs.

A total area of about 29 hectares is required for the complete container terminal.


2.15.5 Equipment

In conjunction with the development of the layout an assessment of the equipment

required for each Phase was made (Table 2-14).

Table 2-14: Schedule of main container handling equipment

Equipment Phase 1 Phases 4 (inc

phase 1)

Quayside

Quayside container cranes 6 9

Container Yard

Rubber Tyred Gantries (RTG) 1 over 5 21 30

ITV Tractors 33 50

ITV Trailers 33 50

Empty Container Handlers 1 2

Rail Terminal

Rail Mounted Gantries (RMG) 2 2

ITV Tractors 4 5

ITV Trailers 12 15


Cantilever RMG cranes are proposed in the rail freight yard primarily to separate

rail and road traffic. These cranes will be equipped with rigid vertical rotating

trolleys to allow the containers to be turned so that the doors are facing inwards on

the rail wagons for security purposes. However, in the early days of operation of

the rail terminal, reach-stackers could be used to unload/load trains.

Tractor/trailer units will operate solely within the terminal and will not be licensed

for travel on public highways.

The supply of the container handling equipment would be staged to suit demand.

For example, 4 No. quayside container cranes could be supplied at the start up of


the Phase 1 terminal and the remaining cranes supplied as and when required

thereby minimising the initial capital costs.

2.15.6 Paving

It may be expected that the majority of the terminal area will be paved, using either

blocks or asphalt. The use of interlocking block paving has become widespread

internationally as it is resistant to cornering and scrubbing forces and very flexible.

However, asphalt is also a practical solution, and can be easier and quicker to repair

than block paving. The use of gravel beds in the container stacking areas may be

considered since it is less costly than other pavement types and may also assist with

drainage, given the high rainfall at the site. Runway beams may be required for the

RTGs.

The overall depth of paving including surfacing and base courses can be expected

to be in the order of 600mm to 800mm depending on the in-situ density of the

underlying material. The pavement should be flexible to accommodate settlement

of the reclamation, and measures will need to be taken to control differential

settlement.

2.15.7 Buildings

It is anticipated that the following buildings will be required in the container

terminal. Indicative sizes and locations of these buildings are shown on the

terminal layout plans.

• maintenance workshop for servicing port equipment with attached office,

amenity and storeroom facilities.

• administration/operations building to accommodate the staff and support

facilities to manage and operate the terminal and incorporate the IT

systems required for terminal planning and control

• equipment operators’ building to provide changing facilities and locker

storage for port operators during shift changes

• gate complex typically comprising a series of entrance structures with

manned booths and/or computer terminals and video/OCR equipment

• substations located at strategic locations around the terminal to distribute

power to the cranes, reefer stacks, lighting and buildings

• fuel station with fuel storage tanks for refuelling of port equipment.


2.16 Bulk terminals


It is proposed to construct a bulk berth capable of handling panamax sized bulk

vessels up to 225m LOA. Cargo handled at this berth is expected to be

predominantly imported coal with some possible export of iron ore. It is

anticipated that approximately 50% of the ships arriving carrying imported coal

may also export iron ore.

The following assumptions were made in determining the capacity of the bulk

berth.

• 24 hour working 7, days per week for 352 days of the year.

• Berth occupancy was taken as 40% for the berth. This is a generally

accepted for bulk terminals. This berth occupancy will result in ships

having to wait to be serviced at the berth. Again this is considered to be

normal for bulk terminals

• For unloading coal the terminal will be equipped with 2 rail mounted

portal grab cranes each with an unloading capacity of 1150 TPH. These

cranes will unload the coal into a hopper which will then transfer the coal

onto a conveyor for onward transport to the stacking yard.

• Iron ore will be loaded onto vessels by means of a single rail mounted ship

loader with a capacity of 4000TPH. Iron ore will be transported to the

quay form the stockyard by means of a conveyor.

Based upon these assumptions it is estimated that the berth throughput capacity

for the bulk berth will be in the order of 8.0M tonnes per annum of bulk cargo

across the berth.

2.16.2 Coal stockyard

The required storage capacity of the coal stockyard was estimated as being that

required for 20 days storage based on the annual berth throughput of 6.0 million

tonnes per year. This gives a required capacity of about 330,000 tonnes.

The size of the stockpiles required to meet this demand were based on the

following assumptions:

• a stack height of 5m


• a stack width of 40m (equivalent to the boom outreach of the stackers and

reclaimers)

• a stowage factor of 1.4 m3/tonne

• an angle of response of 40°

Using these assumptions and assuming a stack length of 110m, 20 stacks will give a

stockyard capacity of about 300,000 tonnes with each stack holding 14,000 tonnes.

By increasing the stack height to the maximum for coal of 10m, the yard capacity

can be increased significantly without the need to acquire more land for the

stockyard should trade increase in the future.

The stockyard will be serviced by three 2,500t per hour capacity stackers and three

bucket-wheel reclaimers of 2,500t per hour capacity mounted on rails that run

between the stacks. The boom outreach on the stackers and reclaimers is assumed

to be sufficient to service a 40m wide stack.

Coal will be transferred from the quay to yard by means of an overhead conveyor.

The capacity the conveyor will be 2,500t/hour to match that of the two grab

cranes servicing each the berth. Conveyors will also transfer coal from the stackers

reclaimers and on to the rail and truck loading facility. Four loading shovels or

bulldozers will be available to move any material that cannot be picked up by the

reclaimers.

To suppress the dust created during stacking/reclaiming operations, the stockyard

will be equipped with a water spraying system that will water the stacks and keep

dust levels to a minimum. The water will then drain into a settlement lagoon

where the material will be allowed to settle out and can then be removed. The

terminal will be bounded by a 25m wide 5-8m high bund that will hold in excess

water from the sprayers and also reduce the visual impact of the terminal. The

runoff from the stockpiles due to rainfall and the water sprayers will be prevented

from contaminating the groundwater by means of an impermeable layer under the

storage areas.

The following buildings will be required for the terminal:

• maintenance workshop for the day to day maintenance of plant and

equipment including an adjacent hardstanding area


• amenities block for terminal staff including toilets, washroom, locker room

and canteen.

• gatehouse

• control room to house management and support staff and from where

terminal operations are directed and controlled

Additional facilities required at the terminal include weighbridges for both road

and rail traffic and a CCTV system with cameras at each conveyor junction to

monitor the flow of material throughout the system.

2.16.3 Iron ore stockyard

The required storage capacity of the iron ore stockyard was estimated as being that

required for 20 days storage based on the annual berth throughput of 2.0 million

tonnes/year. This gives a required capacity of 110,000 tonnes.

The size of the stockpiles required to meet this demand were based on the

following assumptions:

• a stack height of 7m

• a stack width of 30m (equivalent to the boom outreach of the stackers and

reclaimers)

• a stowage factor of 0.4 m3/tonne

• an angle of response of 30°

Using these assumptions and assuming a stack length of 100m, 4 stacks will give a

stockyard capacity of about 125,000 tonnes with each stack holding 31,200 tonnes.

Again, an increase in the stack height will increase the capacity of the stockyard

without having to increase the terminal area.

The stockyard will be serviced by 32,000t per hour capacity stackers and 3 bucket-

wheel reclaimer of 2,000t per hour capacity mounted on rails that run between the

stacks. The boom outreach on the stackers and reclaimers is assumed to be

sufficient to service a 50m wide stack.

Iron ore will be transferred from the stockyard to quay by means of an overhead

conveyor. The capacity of the conveyor will be 4,000t/hour to match that of the

shiploader at the berth. Conveyors will also transfer iron ore from the rail and


truck unloading facilities to the stackers in the yard. Four loading shovels or

bulldozers will be available to move any material that cannot be picked up by the

reclaimers.

The iron ore terminal is to be provided with identical facilities to the coal terminal

in terms of dust suppression facilities and buildings.

2.17 General Cargo Terminal

A 200m long multi-purpose berth is to be provided adjacent to the container

berths. It is the intention that this berth be constructed in such a way that it is

possible to convert it into a container berth should the need arise the future.

The terminal will have 3,000m2 of transit warehousing in which to house goods

and a large paved area behind this for stacking bulk cargos. A quay apron 30m

wide is to be provided for loading and unloading operations.

Loading and unloading operations at the multi-purpose berth will be performed

either by a mobile harbour crane of 40t capacity at a radius of 30m or using ship’s

gear. The crane will be equipped with a grab, spreader or hook to allow a variety of

cargos to be handled.

The terminal will be equipped with 3T and 10T forklift trucks to transfer cargo

between the quay and the warehouse and outdoor storage areas. It has been

assumed that import bulk cargos will be either unloaded and bagged on the quay

and stacked in the available storage areas or loaded in bulk directly to trucks and

transported from the terminal. Two loading shovels will be available within the

terminal to assist in the loading/stacking of bulk cargos.

The following buildings will be provided in the terminal:

• a 3,000m2 transit warehouse including a small office with toilets and

washing facilities

• a gatehouse and vehicle weighing facilities

2.18 Liquid Terminal


It is proposed to construct a liquid bulk berth capable of handling edible food

products. The berth is to be designed to handle panamax tankers of up to 220m


LOA. The following assumptions were made in determining the capacity of the

POL berth:

• 24 hour working 7, days per week for 352 days of the year.

• Berth occupancy was taken as 17.5% for the berth. This corresponds to a

5% waiting time to service time ratio which will lead to minimal queuing at

the berth.

• The terminal will be able to import and export products and will be

equipped with 2 loading arms with pump capacities of 2000m3/hr

although the capacity will depend on the viscosity of the product being

handled.

• The capacity of the ships pumps for unloading is also assumed as being

2000m3/hr.

• Assumed liquid density of 1.2m3/T

Based upon these assumptions an annual throughput of 200,000 tonnes has been

assumed.

2.18.2 Liquid Storage Area

An area has been allowed for the liquid storage within the port plan, this is

assumed not to be part of the port development and has not been costed as part of

the port development.

2.19 Cruise Terminal Berth

The provision has been allowed for the development of a cruise terminal; berth of

the Northern Breakwater.

This would require the paving of the top of the Northern breakwater in order that

coaches can drive out to pick up and return passengers to the berth and also to

allow for the provisioning of the ships.

It is proposed that this paving would continue along the top of the newly placed

rock protection work between the root of the northern breakwater and the site of

the old port, which would be developed, in conjunction with the cruise terminal to

serve as a staging post and tourism area for the cruise passengers arriving in the

town, as from this point they could easily disburse into the main Pondicherry town.


The development of this old port area in advance, as a tourist area, would be

critical to attracting cruise liners to the port and to Pondicherry.

2.20 Summary

The terminals, berths, land area and annual throughput capacity are summarised in

Table 2-15.

Table 2-15: Summary of terminals

Phase Terminal No. of

berths

Terminal

area

(hectares)

Annual

throughput

capacity

1

Container

Terminal Stage 1

(1)

2

541,000 TEU

1 General Cargo

Berth

1 345,000 Tonnes

Coal Berth 5,700,000 Tonnes 2

Iron Ore Berth

1

2,000,000 Tonnes

3 Liquid cargo

berth

1 200,000 tonnes

1 Cruise liner berth

4

Container

Terminal Stage 2

(2)

3

900,000 TEU


Notes

1: May be reduced to 1 terminal depending on traffic projections.

2: Combined Phase 1 & 4 container terminal

2.21 Port Associated Essential Development and Facilities

Following essential development and facilities are planned along with port expansion & modernization.

1. Cruise terminal station and associated accommodation for cruise operators and tourists and others visiting the port

2. Meeting, Incentives and Conference and Exhibition (MICE) centre 3. Shopping/retail area for cruise and passengers and tourists 4. Offices for cruise, passengers and tourists


5. Offices for various port operators, clearing & forwarding agents and associated port business.

6. Accommodation for the people associated with port directly and indirectly 7. Entertainment/recreational centre and area for the people directly or

indirectly involved in port operation and business. 8. Parking area 9. Service Apartments 10. Three/four star hotel

2.22 Miscellaneous Port Infrastructure and Equipment

2.22.1 Tugs

Once fully developed, the port will require 3 large tugs in order to manoeuvre

vessels within the harbour basin. Tugs should be of sufficient power and size to

handle panamax seized vessels. It is anticipated that every berthing operation in the

port will require tug assistance.

In order to continue the current port operations at Pondicherry during the

construction of the new facility, it will be necessary to provide 2 small tugs capable

of handling barges during lighterage operations. Once the new facility comes on

line these tugs will no longer be required.

2.22.2 Pilot and Survey Boats

It is anticipated that all vessels entering the port will require a pilot in order to

safely navigate the approach channel and come alongside the berths. It is likely that

the pilot will board the incoming vessel in the deepwater anchorage just off the

entrance to the approach channel and depart outgoing vessels at the same location.

In order to board and depart the vessel offshore a pilot launch will be required.

Regular surveys of the approach channel and the inner harbour and berths are

required to ensure that there is sufficient depth for safe navigation. In order to do

this the port should have its own survey boat and crew.

2.22.3 Navigation Buoys and Lights

The approach to the port requires vessels to transit a dredged channel which

therefore needs to be marked in accordance with the relevant marine regulations.

This will involve the provision of “red” and “green”, port and starboard channel

markers as well as lead in lights and navigation lights on the ends of the

breakwaters.


2.22.4 Port VTS System

Transit into and out of the port is to be limited to one way vessel movements. In

order to control this, and control the berthing of vessels, a port vessel traffic

system will be required. This will need to be permanently manned and be

adequately equipped with the appropriate radar and radio technology.

2.22.5 Miscellaneous Port Buildings

A port administration building and accommodation block will be provided along

with gatehouses at the port entrances. These will be in addition to those

administration buildings/offices and gatehouses provided at the individual

terminals.

2.23 Utilities

2.23.1 Water Supply

The demand of water for the proposed new Port is computed as follows:


Table 2-16 Water supply requirements

Considering Max 900 ships per year or a

max of 4 per day

4 Nos x 20,000 liters/trip 1,60,000

For office buildings Consider 1,500 persons x 35 52,500

Fire demand 70,000

Gardening for Ports 17000

Qty of filtered water 2,99,500

Quantity of unfilled water For Clearing the area at storage

godown

35,000

Total Demand of water 2,65,000 + 35,000 3,34,000

litres/day or

74,000

Gallons/day

The port has provided land at the port entrance for construction of OHT (Over

Head Tank) of 20,00,000 liters/day to PWD authorities and it is assumed that they

will supply water to the new Port only. Further approx. 7,50,000 litres/day of water

will be required for port associated facilities.

In addition to the above water supply water will also be required for dust

suppression of the bulk cargo stacks. It is proposed that this water supply be

provided by recycling the waste water from the waste water plant, as described

below.

2.23.2 Waste Water

A waste water treatment plant would be constructed within the new port boundary

to treat all liquid waste from the port, including sewage from the buildings, and

from the ships, and also reclaimed water from the stacking years. The waste plant

would provide for the separation of oil and grease, the settlement of solids and the

treatment of organics. As stated above the treated water would be stored and then

recycled for dust suppression on the stacking yards. Excess treated effluent would

be discharged into the adjacent rive near to its mouth.

2.23.3 Electricity

The power requirements for the port are estimated to be 23 MVA in the first phase

and 39 MVA in the final phase.


Stand-by power will be required for the reefers, essential port lighting and essential

building services, it is estimated that a stand-by power requirement of 7 MVA will

need to be provided.

Power demand of this magnitude will be supplied by the power authorities only at

132 KV and above. There will be a need to have 132 KV substation at the

consumers premises (inside the port area).

2.23.4 Solid Waste Disposal

An area has been set aside in the port for a solid waste disposal unit. Solid waste

from the port buildings and ships would be brought to this area. The waste would

be sorted. Whatever waste that can be recycled would be, by selling it off to people

involved in the business in the town, this will include for most matter except

organic waste. Organic waste would be composted and re-used on the port and

other gardens.

There is not anticipated to be any hazardous waste from the port operations.

2.23.5 Drainage

A drainage network would be included in the port layout, and the terminals will be

designed to facilitate drainage. Where required oil water separators will also be

provided.


3 Policy, Legal and Administrative Framework

3.1 Legal Frame Work

Government of India has laid out various policy guidelines, acts and regulations

pertaining to sustenance of environment at the coastal area. In addition to this

Central Government, State Government and various national and international

policy guidelines are laid out to restrict development activities and the pollution at

the coastal areas. This chapter discusses the legal framework associated with the

proposed project and are summarized in following sections.

3.1.1 The Environment (Protection) Act, 1986 and the Environmental Impact

Assessment Notification, 1994

The Environmental (Protection) Act, 1986 is the fundamental legislation providing

for the protection of environment in the country. This act provides the

Environment (Protection) Rules, which were formulated in 1986. Under “The

Environment (Protection) Act”, 1989, the development project requires clearance

from the State Pollution Control Board and Ministry of Environment and Forests.

The Environmental Impact Assessment Notification, 1994 and the various

amendments thereto have been notified under this act. As per the amendment a

formal environmental clearance from the ministry is required for the port and

harbour development projects as specified in List of Project given in Schedule I of

the Notification. Port and harbour development project require obtaining a site

clearances from the Ministry of Environment and Forests, New Delhi as given in

rule 2(II) of Annex I of “EIA Notification” of “Environment (Protection) Act.”

3.1.2 Coastal Regulation Zone (CRZ) Notification, 1991

Government of India has laid out the Coastal Regulation Zones Notification, 1991

for the protection of the coastal and marine environment. Section 3(1) and 3(2)(v)

of the Environment (Protection) Act, 1986 and rule 5(3)(d) of the Environment

(Protection) Rules, 1986, declares coastal stretches of India as coastal regulation

zone (CRZ). The Central Government hereby declares the coastal stretches of seas,

bays, estuaries, creeks, rivers and backwaters which are influenced by tidal action

(in the landward side) upto 500 meters from the High Tide Line (HTL) and the


land between the Low Tide Line (LTL) and the HTL as Coastal Regulation Zone.

This notification regulates activities like setting up and expansion of industries,

operations or processes, etc. in the CRZ.

Under section 3(2) (ii), the project related to the operational construction for the

ports, harbour and light houses requiring water frontage; jetties, wharves, quays,

slip-ways, etc. need to obtain a environmental clearance from the MoEF, GOI.

Earlier, the storage of petroleum product was not permitted in the premise of port

and harbors. In 1994 amendments are made in CRZ Regulation in which it is

provided that Government of India in the Ministry of Surface Transport, on a case

to case basis, may permit storage of the petroleum products as specified in

Annexure III of CRZ Notification appended to this notification within the existing

port limits of existing ports and harbours.

3.1.3 The Water and Air (Prevention and Control of Pollution) Acts

The Water (Prevention and Control of Pollution) Act, 1974 resulted in the

establishment of the Central and State level Pollution Control Boards (CPCB and

SPCB), whose responsibilities include managing water quality and effluent

standards, as well as monitoring water quality, prosecuting offenders and issuing

licenses for construction and operation of certain facilities. Similarly the Air

(Prevention and Control of Pollution) Act, 1981, empowers the SPCBs to enforce

air quality standards set by the CPCB.

The project requires obtaining clearance from the Pondicherry Pollution Control

Committee (PPCC) pursuant to the Water (Prevention and Control of pollution)

Act of 1974, the cess Act of 1977 and Air (Prevention and Control of Pollution)

Act of 1981.

3.1.4 The Forest (Conservation) Act, 1980

The Forest (Conservation) Act, 1980 pertains to the cases of diversion of forest

area for non-forestry use. The process of obtaining forest clearance under this

varies with the legal status of the forestland to be diverted.


In case of Reserved Forest:

• If the area of forests to be cleared or diverted exceeds 40 ha (or, 10 ha in

hilly area) then prior permission will be granted by MoEF, GoI, New

Delhi.

• If the area of forest to be cleared or diverted is between 5 to 40 ha, then

the case would be put to the state advisory committee for consideration.

The committee after studying the case will recommend to MoEF, GoI for

formal approval.

• If the area of forest to be cleared or diverted is below or equal to 5 ha,

than the MoEF regional office is empowered to give the approval.

• If the area to be clear-felled has a forest density of more than 40%,

permission to undertake any work is needed from the Central

Government, irrespective of the area to be cleared.

In case of Protected Forest

MoEF regional office is empowered to accord Forest clearance for an area up to 5

hectares, which is to be cleared.

The proposed project area does not have any forest area. However for the cutting

of trees for site clearance may require clearance from the Pondicherry forest

department. This will also require compensatory afforestation scheme to

compensate loss of trees. Therefore Forest (Conservation) Act will be applicable

for this project.

3.1.5 The Wild Life (Protection) Act, 1972

The Wildlife (Protection) Act, 1972 has allowed the government to establish a

number of National Parks and Sanctuaries over the past 25 years, to protect and

conserve the flora and fauna of the state. The act will not be applicable, as the

proposed project area does not have any national park or sanctuary.


3.1.6 The Motor Vehicles Act, 1988

In 1988, the Indian Motor Vehicles Act empowered the State Transport Authority

(usually the Road Transport Office) to enforce standards for vehicular pollution

and prevention control. The authority also checks emission standards of registered

vehicles, collects road taxes, and issues licenses. In August 1997, the Pollution

Under Control Certificate (PUC) programme was launched in an attempt to

crackdown on the vehicular emissions in the States. Since this act is applicable for

all states, this will be applicable for this project.

3.1.7 The Ancient Monuments and Archaeological Sites and Remains Act, 1958

According to this Act, area within the radii of 100m and 300m from the “protected

property” are designated as “protected area” and “controlled area” respectively. No

development activity (including building, mining, excavating, blasting) is permitted

in the “protected area” and development activities likely to damage the protected

property are not permitted in the “controlled area” without prior permission of the

Archaeological Survey of India (ASI), This rule is applicable for the site/remains/

monuments that are protected by ASI. There is an evidence of ancient port town

situated on the bank of river Ariyankuppam , about eight km south of Pondicherry.

This port town has a history that dates back to second century B.C. No project

development like port, rail or road link is likely to take place with in 300 m from

this ancient port town and therefore, this act will not be applicable for the project.

However, there may be chance find of artefacts or coins, structures, fabrics or any

other archaeological relics during construction phase.

3.1.8 Hazardous Wastes (Management and Handling) Rules, 1989

Rule 3(14)(a) of Hazardous waste (management and handling) Rules, 1989 defines

ballast water containing oil from ships, oil-containing cargo residue, washing water

and sludge, chemical-containing cargo residue and sludge from ships as hazardous

waste category wastes. Port authorities will require “No Objection Certificate”

from State Pollution Control Committee for handling, recycling and transportation

of this hazardous waste.

3.1.9 Merchant Shipping Act, 1958

Any kind of marine pollution from shipping operation beyond 5 km from coastline

will be regulated by Merchant Shipping Act (No. 44 of 1958). National Shipping


Board is the responsive authority to regulate the activities and look for

compliances. This act is applicable for this project.

3.1.10 Pondicherry Groundwater (Control and Regulation) Act 2002

Pondicherry Groundwater (Control and Regulation) Act 2002 has declared

Pondicherry region has been declared as notified area for groundwater usage and as

such permission from Pondicherry Groundwater Authority is necessary for digging

and extraction of ground water within the 6 Km. from the coast. Beyond 6 km

there is restriction as to the spacing of the bore well as given in the table below:

Table 3-1: Minimum Distance between the Two Bore well

Ground Water Source Minimum Distance between the

Two Bore well

Alluvium 150 m

Cuudalore Sandstones Formation 250 m

Vanur Ramanathapuram Formation 300 m

This act would be applicable for this project should ground water is decided as the

source of water supply for construction and operation of the project.

3.1.11 MARPOL Convention, 1973/78

The MARPOL Convention, an international convention is responsible for the

preventing pollution of the marine environment by operational or accidental

discharges from the ships. It is a combination of two treaties adopted in 1973 and

1978 respectively and updated by amendments through the years.

This international convention was adopted in 1973 at International Maritime

Organization (IMO) and covered pollution by oil, chemicals, harmful substances in

packaged form, sewage and garbage. The Protocol of 1978 relating to the 1973

International Convention for the Prevention of Pollution from Ships (1978

MARPOL Protocol) was adopted at a Conference on Tanker Safety and Pollution

Prevention in February 1978 held in response to a spate of tanker accidents in

1976-1977. (Measures relating to tanker design and operation were also

incorporated into a Protocol of 1978 relating to the 1974 Convention on the Safety

of Life at Sea, 1974).


The MARPOL Convention includes regulations that are aimed at preventing and

minimizing pollution from ships - both accidental pollution and that from routine

operations – The convention currently includes six technical annexes delineate

below:

Annex I: Regulations for the Prevention of Pollution by Oil

Annex II: Regulations for the Control of Pollution by Noxious Liquid Substances

in Bulk

Annex III: Prevention of Pollution by Harmful Substances Carried by Sea in

Packaged Form

Annex IV: Prevention of Pollution by Sewage from Ships

Annex V: Prevention of Pollution by Garbage from Ships

Annex VI: Prevention of Air Pollution from Ships (entry into force 19 May 2005)

These regulations are applicable to this project.

3.1.12 Ballast Water Management, 2004

Under this heading, IMOs’ setup “International Convention for the Control and

Management of Ship’s Ballast Water and Sediments, 2004” for preventing the

introduction of unwanted organisms and pathogens from ship’s ballast water and

sediment discharges. This is aimed to arrest the potentially devastating effects of

the spread of harmful aquatic organisms carried by ballast water. This convention

will require all ships to implement a Ballast Water Management Plan (BWMP) and

delineates the standards for the Ballast Water Exchange (BWE) and Ballast Water

Performance (BWP) under BWMP.

This convention is applicable to this project.

3.1.13 State Level Legislation and Other Acts

In addition, with respect to hygiene and health, during the construction period, the

provisions as laid down in the Factories Act, 1948 and the Building and Other


Construction Workers (Regulation of Employment and Conditions of Service) Act,

1996 would apply.

The provisions of the Chemical Accidents (Emergency Planning, Preparedness and

Response) Rules, 1996 would also apply during the construction and the operation

periods.

The applicability of Acts and Rules to the Pondicherry Port Project has been

summarised in Table 3.2 below:

Table 3-2: Summary of Relevant Legal Requirements Considered for this Project and Institution

Responsible for that:

Act Year Objective Responsible

Institution

Applicability

to the

Project

Environmental

(Protection) Act

1986 To protect and

improve the overall

environment.

MOEF, DOF,

CPCB, PPCC

Yes

EIA Notification of

MoEF on Site

clearance for the site

specific development

project

To know the suitability

of the location for the

project

MoEF, PPCC No

Notification on

Environment Impact

Assessment of

Development

Projects (and

amendments) (the

Notification on

Environmental

Clearance;

1994 To provide

environmental

clearance to new

development activities

following

environmental impact

assessment.

MOEF, DOF,

PPCC

Yes

Coastal regulation

Zones Notification

1991 To regulating activities

like setting up and

expansion of industries,

operations or

processes, etc. in the

CRZ

MOEF, PPA, PPCC, Yes


Water (Prevention

and Control of

Pollution) Act (and

subsequent

amendments)

1974 To control water

pollution by controlling

discharge of pollutants

as per the prescribed

standards

PPCC Yes

Air (Prevention and

Control of Pollution)

Act (and subsequent

amendments)

1981 To control air pollution

by controlling emission

of air pollutants as per

the prescribed

standards

PPCC & Transport

Department.

Yes

Public Hearing

notification of

MOEF of 10th April,

1997

1997 To Provide procedure

of public hearing

PPCC Yes

Forest

(Conservation) Act,

1980 To protect forest area Forests Department,

GOP

Yes

Wildlife (Protection)

Act

1972 To protect wildlife in

general and particular

to National Parks and

Sanctuaries

Wildlife Division,

Forests Department,

GOP

No

Ancient Monuments

and Archaeological

Sites and Remains

Act.

1938 Conservation of

Cultural and historical

remains found in India

Archaeological

Survey of India and

State Department of

Archaeology

Yes

Hazardous Wastes

(Management and

Handling) Rules,

1989 To handle, recycle and

dispose the hazardous

waste in environment

friendly manner

PPCC Yes

Merchant Shipping

Act

1958 To prevent the

pollution from the

ships beyond 5 km.

PPA Yes

Pondicherry

Groundwater

(Control and

Regulation) Act

2002 To regulate the digging

activities (Bore Well) in

the Pondicherry region.

PPCC Yes

MARPOL

Convention

1973/7

8

To prevention of

pollution of the marine

environment by ships

from operational or

Pondicherry port

Authority (PPA)

Yes


accidental causes.

Ballast water

convention

2004 To prevents the

introduction of

unwanted organisms

and pathogens from

ships' ballast water and

sediment discharges

PPA Yes

3.2 Institutional Setting in the Environmental Context

The environmental regulations, legislations, policy guidelines and control that may

impact this project, are the responsibility of a variety of government agencies. In

all, as discussed in the subsequent sections, the following agencies play important

roles in this project.

3.2.1 Ministry of Environment and Forests (MoEF)

The primary responsibility for administration and implementation of the

Government of India’s policy with respect to environmental management,

conservation, ecologically sustainable development and pollution control rests with

the Ministry of Environment and Forests (MoEF). Established in 1983, MoEF is

the agency primarily responsible for the review and approval of EIA pursuant to

GOI legislation.

3.2.2 MoEF Regional Offices

The Ministry of Environment and Forests has set up regional offices, in the four

regions of the country. The regional office for the present project is located at

Bangalore. This office is responsible for collection and furnishing of state

information relating to EIA of projects, pollution control measures, status of

compliance of various conditions in projects cleared by MoEF, legal and

enforcement measures and environmental protection in special conservation areas

such as wetlands, and other biological reserves.

3.2.3 Central Pollution Control Board (CPCB)

CPCB is a statutory authority attached to the MoEF and located in New Delhi.

The main responsibilities of CPCB include interalia the following


• Plan and implement water and air pollution monitoring programs

• Advise the Central Government on water and air pollution monitoring programs

• Set air and water standards, and

• Co-ordinate with the State Pollution Control Boards or Committee.

3.2.4 Pondicherry Pollution Control Committee (PPCC)

The Pondicherry Pollution Control Committee (PPCC) will be the government

agency responsible for ensuring the compliance with the relevant standards related

to discharge of pollutant into the environment. The following activities of the

PPCC will be relevant to the project.

• Planning and executing U.T. level air and water quality initiatives

• Advising U.T. government on air, water and industry issues

• Establishing standards based on National Minimum standards

• Enforcing monitoring of all activities within the U.T. under the Air Act, the

Water Act, Hazardous waste Act and the Cess Act etc., and

• Issuing No Objection Certificate (NOC) for various developmental projects.

3.2.5 Pondicherry Port Authority (PPA)

Pondicherry Port Authority, an entity that shall be established by the

concessionaire, Pondicherry Port Ltd for over all administration of the

Pondicherry port operation PPA will be responsible for the improvement of port

environment and for the following regulations:

• Ensuring the proper disposal of solid waste produce for the compliance of the

MARPOL Convention 1973/78 with in Pondicherry Port premises.

• Implementing the MARPOL and ballast water convention in the port premises.

• Enforcing Merchant Shipping Act 1958.


3.2.6 Departments of Forests (DoF) of Pondicherry

The department of forests, Govt. of Pondicherry is responsible for the

management and administration of forest resource in the union Territory.

Permission to cut trees for land clearance has to be obtained from forest

department.

3.2.7 Pondicherry Ground Water Authority

The Pondicherry Ground Water Authority is responsible for providing the

permission of the digging of bore well or extraction of ground water with in the 6

km from the coastline. It is also responsible for the maintaining the minimum

spacing between the two bore wells.

3.3 Environmental Clearance Requirements

3.3.1 GOI Requirements

The primary responsibility for administration and implementation of the Govt.

Policy with respect to conservation, ecologically sustainable development and

pollution control rests with the MoEF. The MoEF is responsible to enforce the

regulations established pursuant to the National Conservation Strategy, National

Forest Policy, and the Policy for Abatement of Pollution (1992) and the Indian

Environmental (Protection) Act 1986.

Environmental Impact Assessment Notification, 1994 identified port project (item

no 3 of Schedule I) as one of the project requiring prior clearance from the MoEF.

Therefore, the environmental impact assessment (EIA) is a statutory requirement

for obtaining clearance. Also for the development in the coastal area of India

require permission from the Ministry of Environment and Forests as specified in

the CRZ regulation, 1991. Therefore the clearance is required under this CRZ

regulation.

Therefore this project requires environmental clearance from MoEF. In addition to

these clearance certificate for the construction in the CRZ is required from MoEF.

3.3.2 State Level Clearance Requirements

Besides, the GOI environmental clearance requirements, the project also requires

clearance from some of the state level agencies as discussed below


• Hazardous Waste Management. This project requires obtaining “No

Objection Certificate” from the State Pollution Control Committee for

handling, recycling and disposal of hazardous waste produce at the port.

• Forest Clearances: Clearance for the cutting of plantation for site clearance

with in the project area from state forest department is also necessary.

• Pondicherry Groundwater Authority Requirement: Permission from

Pondicherry Groundwater Authority will be required if the project

authority digs well for extraction of ground water for construction and

operation purpose.

• Pondicherry Pollution Control Committee (PPCC) Requirements: Project

also requires obtaining ‘No Objection Certificate’ (NOC) from PPCC in

pursuant to the Water (Prevention and 'Control of Pollution) Act of 1974,

The Cess Act of 1977 and the Air (Prevention and Control of Pollution)

Act of 1981.

• Public Hearing: In order to obtain a No Objection Certificate (NOC)

from the State Pollution Control Committee and ultimately environmental

clearance from the MoEF, PPCC have to organize the public hearings.

These consultations should be coordinated by state pollution control committee.

Necessary advertisements should be given in local newspaper one month in

advance and people should be reminded by announcement on loud speakers a day

before public hearing was conducted.

3.4 Summary of Mandatory Clearances from GOI and GOP

The project would need the following clearances from GOI and GOP.

(a) Environmental Clearance from the MoEF.

(b) Environmental Clearance from the MoEF under CRZ Regulation.

(c) No Objection Certificate (NOC) from the Pondicherry Pollution

Control Committee (PPCC).

(d) Clearance from State Forest Department for cutting of trees for site

clearance

(e) Clearance from the Pondicherry Pollution Control Committee under the

Air Act, the Water Act and the Cess Act, if stipulated by the State

Pollution Control Board while giving the NOC.


(f) Clearance of Pondicherry Ground Water Authority for withdrawal of

ground water for construction and operation of the project.

(g) No Objection Certificate from PPCC for public hearing.

(h) “No Objection Certificate” from the PPCC for handling, recycling and

disposal of hazardous waste produce from the port operation.


4 Baseline Environmental Conditions

4.1 Atmosphere

4.1.1 Meteorological/Climatic Conditions:

Pondicherry has hot and humid summer, cool winter and two distinct monsoon

seasons (south-westerly and north-easterly).

Hot: Summer : February

Rainy season: South-West Monsoon : March to September

Rainy Season: North-East Monsoon : October to December

Cold: Winter : January

Meteorological/climatic conditions of Pondicherry are presented in Table 4.1

Table 4-1: Climatic Conditions of Pondicherry City

Parameter

Temperature

Mean daily maximum temperature (oC) 33.7

Mean daily minimum temperature (oC) 24.1

Average maximum temperature (oC) 31.5

Average minimum temperature (oC) 23.9

Wind speed (kmph) 1-19 Source: Pondicherry port


(a) Climate

Climate at the Pondicherry is hot and humid. The maximum and minimum

temperature recorded at the Pondicherry is 35.7ºC in the month of June and

20.9ºC in January respectively. The average maximum temperature is 31.5ºC and

the average minimum temperature is 23.9ºC.

(b) Rainfall

The rainfall in Pondicherry is influenced both by the Southwest and Northeast

monsoon. Wet season persists mainly during the north east monsoon period

between October and December. The average annual rainfall received in northeast

monsoon is about 1300 mm. Southwest monsoon starts in the month of March

and rains till September. The annual average rainfall received in the year 2001-2002

and 2002-2003 are presented in the Table 4-2 given below.

Table 4-2: Annual Average Rainfall in Pondicherry Region

Area Unit 2001-2002 2002-2003

Pondicherry Region mm 921 1282

Source: Department of Ports, Government of Pondicherry

(c) Wind

Pondicherry experiences the change in wind direction through out the year and

wind speed varies from 1 and 19 Km/hour. During south west monsoon between

March and September, the wind blows predominantly from the south. In June, July

and August, strong wind is experienced from south west direction in morning,

south during afternoons and south east during nights. The north east monsoon

starts in October during which wind first blows from the coast then changes to

northerly direction in December and gradually decreases in force during January

and February. The direction also changes from northeast to east. Northeast

monsoon winds are usually stronger than the southeast monsoon winds.

(d) Cyclones

Pondicherry, being a part of Indian subcontinent, experiences tropical cyclones

which originate from the depression generated in the Bay of Bengal during the

north east monsoon season (October to December). The occurrence of storms in

this region is about once in three years. Pondicherry is also affected by cyclone

generated waves during this period.


4.2 Land Formation and Geotechnical Conditions

4.2.1 Port Area

The Admiralty Chart Map shown as Figure 1.2 shows the land area of the four

ports that have been developed at Pondicherry to date. The current port site,

which will be the site for the proposed deep water port, is shown on the Admiralty

chart as it was before the current port was constructed in the early 1990’s. It can

clearly be seen from the chart that the land on which the existing port has been

developed is an old ox bow lake or meander of the Ariyankuppam River. This land

comprises low lying marshy land which has been partially reclaimed to form the

existing port works, but much of the land remains as a water logged marsh at or

near sea and ground water level.

Boreholes sunk in 1986 (ref Appendix B) in the mouth of the existing port channel

show the underlying material of the port land to be silty clay with fine sand

overlaying dense brown and medium sands and course gravel to a depth of over

15m. No rock was encountered down to this depth.

A further 6 boreholes have been sunk for the Halcrow DPR for the deepwater

port. All 6 were sunk to a depth of 30m.

The two sets of borehole logs are not particularly consistent. Comparing the two

boreholes that are close to each other, R1 and H1, the top 5 m of the 1986

borehole is said to comprise silty clay with fine sand, whilst the 2005 boreholes is

sand with shells. From 5 to 15 m the 1986 borehole shows medium and coarse

sand, whilst the 2005 borehole shows sand and silt overlying clay. Hence the 2005

series borehole results are only used here.

The 2005 boreholes show that along the coast between the existing Northern

Groyne and the lighthouse, the top 10-12m of ground is largely coarse grained

materials, predominantly sand with some silt and clay material and some shells.

Below 10-12m the ground is predominantly clay, mostly firm grey clay, but with

some softer bands and with some horizons of sand and silty clay. The thickest soft

clay layer is 1.5m and the thickest stiff clay layer without drainage is about 5m.

Further back into the port area, adjacent to the approach channel to the existing

quay, the soils are very soft clay in the top 5 m, overlaying sand to 10m depth and

then soft to increasingly firm clay from 10 to 30m. There is thus an increased

amount of clay, much of which in the upper layers is soft, in the profile.


Towards the very back of the existing port land, to the south and west of the

warehouses, the old channel is being used as a landfill site and is being filled in with

town rubbish.

Given the above it is likely that some settlement will occur predominantly within

the soft bands of clay. However, near the sea, most layers, due to presence of sand

layers throughout the profile, should drain naturally within a reasonable period.

Some very soft clay and some of the town rubbish may have to be removed to

other land fill sites. It is recommended that all areas where settlement would be an

issue be surcharged for a period, to speed up drainage and settlement of these areas

and that the process be well monitored. In some areas drainage may have to be

assisted though the provision of wick drains in the areas with thick bands of soft

clays. Details of these procedures should be developed at the detailed design stage.

Rock was not encountered in any of the boreholes.

The groundwater table was encountered between 1.85 and 3m below ground level

in the boreholes.

4.2.2 Offshore

To date no investigations have been done to assess the geotechnical conditions

offshore within the planned port basin and along the line of the dredged channel.

These investigations have not been possible during the period that this study has

been carried out due to the sea being rough in the monsoon period. It is however

planned to undertake a bathymetric and geophysical survey during the coming

months. This work would then be followed up with offshore boreholes at strategic

locations to prove the geophysical results. The bathymetric data will then be used

to check that the conditions assumed in the following sections on wave and

sediment transport are reasonably correct and the geophysical results will be used

to prove the depth to rock.

The port basin and approach channel are proposed to be dredged to a depth of

14m CD. Based on the absence of rock along the shore line, down to at least 25m

(the 30m depth of the boreholes, less the elevation of the ground that the

boreholes were sunk in), for the purposes of this study, we have assumed that no

rock will be encountered during the dredging and that ground conditions offshore

will be similar to those described above for the port area. However, this must be


proved and as described above, it is planned to undertake investigations to confirm

or otherwise this assumption.

4.3 Oceanographic Conditions

4.3.1 Introduction

Accurate derivation of the wave climate at the shoreline is essential for the

prediction of coastal processes and the design of coastal structures. On the most

exposed coasts, waves are the major driving force behind sediment transport and

beach evolution. To estimate wave heights in the nearshore coastal zone it is

necessary to consider the shallow water effects of wave refraction, diffraction and

breaking, as waves are transformed from offshore to inshore.

4.3.2 Densities

Limited information is available regarding local material densities. The material

densities assumed for the purposes of the outline design are provided. This data

will need to be confirmed prior to any future designs.

Table 4-3: Material Densities

Description Density Source

Seawater 1025 kg/m3 Assumed

Concrete 2400 kg/m3 Assumed

Rock (granite) 3100 kg/m3 Initial tests on local source

4.3.3 Water Levels

(a) Tides

The tidal range at the site is low and the maximum range during a spring tide is

around 0.8m. Table 4-4 provides a summary of the water levels that can be

expected during typical spring and neap tides.

Table 4-4: Tidal Levels at Pondicherry

Tidal Level (mCD)

Mean High Water Springs MHWS 1.3

Mean High Water Springs MHWN 1.0

Mean Low Water Neaps MLWN 0.7

Mean Low Water Springs MLWS 0.5


At this stage the outline designs do not include any allowance for Tsunamis.

Should this be required in the next stage of the design further data will be required.

(b) Sea level Rise

The key climate change factors with regard to the design for the development are

sea level rise and increased storminess. Whilst there is a wide variation in

prediction of global sea level rise2 a typical allowance of 6mm/year has been

assumed for design purposes. This gives a total sea level rise of 300mm over the

50yr (2055) design life of the structure. Assessment of increased storminess is even

less certain and has not been included at this stage. Further information local to the

site will be required prior to further design work.

Factors for sea level rise are small when compared to the uncertainty in the design

wave height at this early stage, an issue which will be resolved through wave

modelling of the proposed structures.

(c) Extreme Water Levels

No recorded water level data is currently available for the site therefore it has not

been possible to undertake joint probability analysis of extreme wave and wave

levels. Extreme water levels due to storm surge are usually provided through

analysis from measured and predicted water levels however in lieu of this data an

estimate of 0.7m has been used. This estimate is based on figures provided in the

Government of Pondicherry report3 which state ‘the maximum tidal range is about

1.5m…’. This figure exceeds the maximum range of a spring tidal range by 0.7m

which has been assumed for the value of 1:100yr storm surge at the Pondicherry

site. Prior to the preparation of any future design, water level records will need to

be obtained for assessment through a joint probability analysis (JOINSEA) of

wave and water levels.

2 UKCIP (2002), Hulme, M et al. “Climate change in scenarios for the UK: the UKCIP02 Scientific Report”, published by Tyndall Centre for Climate Change Research, School of Environmental Science, University of East Anglia, Norwich, UK 3 RITES (1991), Government of Pondicherry, Directorate of Ports, Additional Development Facilities of Ariyankuppam Port Project (Techno Economic Feasibility Study), Final Report, Rites – A Government of India Enterprise, New Deli


4.3.4 Offshore Wind & Wave Climate

In order to derive an inshore wave climate it was necessary to obtain a suitably

long time series of wind speed/wave heights. This information was obtained from

the UK MET Office and is derived from hindcast fields of winds and waves

produced during the operation of their atmospheric and wave model forecast suite.

The location of this offshore time series data is approximately 61.5km from

Pondicherry at Lat. 11.9N and Long. 80.4E. and covers the period from

28/05/1999 through until 31/05/2005 at six hourly intervals.

This information was used to plot a wave rose of the magnitude and frequency of

wave heights and wind speeds at each of the incident wave directions, this is shown

by Figure 4-1 and Figure 4-2 respectively.

Figure 4-1: Offshore Wave Rose


Figure 4-2: Offshore Wind Rose

The wave rose plot shows that the predominant wave direction is from between

150o and 165o, whilst the largest waves occur from between 45o and 60o.

4.3.5 Wave Modelling

Accurate derivation of the wave climate at the shoreline is essential for the

prediction of coastal processes and the design of coastal structures. On the most

exposed coasts, waves are the major driving force behind sediment transport and

beach evolution. To estimate wave heights in the nearshore coastal zone it is

necessary to consider the shallow water effects of wave refraction, diffraction and

breaking, as waves are transformed from offshore to inshore.

To make an assessment of design wave conditions at the site a numerical model

was developed using Halcrow’s MWAVE suite. The elements used in the analysis

included the following:

MWAV_REG - this a regional wave model and is based on the so-called evolution

solution of the mild slope wave equation for a regular bathymetric grid. The model

considers the combined shallow water effects of wave breaking, refraction and

diffraction. Due to its ability to operate on a grid size that can be of the same order


of magnitude as the wavelength, it is at least an order of magnitude faster than

other mild slope equations solutions and therefore this enables much larger areas

to be modelled.

MWAV_TRN – this transforms offshore time series wave data to equivalent

nearshore time series data sets. This data can then be applied to probability

distribution functions to inform on design wave conditions.

(a) Bathymetry and Model Area

The model bathymetry used in MWAV_REG was constructed from the following

Admiralty Charts

• No. 2069 (Point Calimere to Madras)

• No. 575 (Anchorages on the East Coast of India)

This involved digitising the charts in AutoCAD and importing the location of the

data points into the GIS software application ArcView. These data points were

then converted from Latitude and Longitude coordinates to GCS Indian 1960

geographic coordinates by using the Indian 1960 TM 106NE projection coordinate

system. The bathymetric data was interpolated to produce a 100m spaced grid.

A digital plot of the bathymetry used in the MWAV_REG model can be seen in

Figure 4-3.


100 200 300 400

100

200

300

400

500

600

700

-50

0

5

10

20

30

40

50

100

200

MWAV_REG Bathymetry

mCD

i nodes

j n

od

es

Location of Porticherry Port & Extent of Admiralty Chart No. 575

KEY:

Figure 4-3: MWAV_REG Bathymetry

(b) Model Parameters

To assess the full range of potential offshore wave conditions the model was run

for a range of wave conditions covering, unit wave height, eleven wave directions

and four wave periods. Due to the limited tidal range at the site it was only

necessary to consider a single water level. The water level used in the model was set

to 1.3mCD which equal to the mean high water level during a spring tide (MHWS).

The results of the MWAV_REG analysis can be seen in Appendix A3.

(c) Wave Transformation


The results from MWAV_REG were used to drive the wave transformation model

MWAV_TRN. The offshore times series obtained from the MET Office has been

transformed for two separate purposes, firstly the data was transformed to a

location opposite of the proposed development on the 10mCD contour. This

nearshore wave data was then analysed to inform on design wave conditions.

Secondly the offshore time series wave data was transformed to a further three

nearshore locations along the 5mCD contour. This inshore wave data was used to

estimate longshore drift quantities.

Figure 4-4 is an extract from Chart 575 and provides the locations of where waves

have been transformed to.

Figure 4-4: Location of Inshore Wave Transformation Points

4.3.6 Design Wave Conditions

The transformation of the offshore times series wave data to the 10mCD yielded

the following wave rose plot of the magnitude and frequency of wave heights:

2

3

1

10mCD


Figure 4-5: Inshore wave rose at 10m CD contour

To establish design wave conditions statistical analysis of the time series was

carried out using Halcrow’s Shoreline and Nearshore Data System (SANDS). The

data has been analysed using two probability density functions (pdf), namely

Weibull and Gumbel, and the best fit was found to exist for the latter.

The results of the analysis for various return periods and directions can be seen in

Table 4-5 to Table 4-10.


Table 4-5: Extreme wave conditions for waves approaching from 60-75 deg

Return Period

(years)

HS (m) TZ (s) TM (s)

1 1.95 6.78 7.26

2 2.04 6.94 7.43

10 2.24 7.27 7.78

50 2.45 7.60 8.13

100 2.54 7.74 8.28

200 2.63 7.88 8.43

Table 4-6: Extreme wave conditions for waves approaching from 75 - 90 deg

Return Period

(years)


1 2.63 7.88 8.43

2 2.78 8.10 8.67

10 3.14 8.61 9.21

50 3.50 9.09 9.73

100 3.66 9.29 9.94

200 3.81 9.48 10.14


Return Period

(years)


1 2.44 7.59 8.12

2 2.59 7.82 8.44

10 2.94 8.33 8.91

50 3.29 8.81 9.43

100 3.44 9.01 9.64

200 3.59 9.20 9.84


Table 4-8: Extreme wave conditions for waves approaching from 105 - 120 deg.

Return Period

(years)


1 2.09 7.02 7.51

2 2.21 7.22 7.73

10 2.49 7.66 8.20

50 2.77 8.08 8.65

100 2.89 8.26 8.84

200 3.01 8.43 9.02


Return Period

(years)


1 1.77 6.46 6.91

2 1.85 6.61 7.07

10 2.06 6.97 7.46

50 2.26 7.30 7.81

100 2.35 7.45 7.97

200 2.43 7.57 8.10


Return Period

(years)


1 1.70 6.33 6.77

2 1.78 6.48 6.93

10 1.97 6.82 7.30

50 2.16 7.14 7.64

100 2.25 7.29 7.80

200 2.33 7.41 7.92

4.3.7 Sediment Transport/Littoral Drift

One important issue in the design of any works along the East Coat of India is the

Littoral Drift. The prevailing wave direction for nine months of the year is an


oblique wave from the South West. The energy in such waves breaking at and near

the shore tends to cause sand particles on the beaches to be carried Northwards, in

quite large quantities. Estimates made by the National Institute of Ocean

Technology at Chennai4 suggest that the total volume of sand moved is at the rate

of about 1,500 cubic meters a day for nine months of the year, which works out as

about 400,000 cubic meters a year.

Any form of breakwater or other device which results in calm water being made

for part of the coast breaks this cycle and prevents the sand moving Northwards,

this results in accretion of the land to the South of the obstruction and erosion of

beaches to the North.

This problem has long been recognised at Pondicherry and when the current

breakwaters for the current port were constructed in the early 1990’s a sand bypass

or beach nourishment system was incorporated whereby sand is dredged from a

sand trap immediately to the South of the Southern breakwater and pumped

around the mouth of the river and the Southern breakwater and back into the sea

at various points along the beach to the North. The sand is pumped across the

mouth of the river through pipes in a tunnel constructed under the mouth of the

river and hence to a booster pump station located immediately to the North of the

rive mouth. The top of the tunnel is at an elevation of -4.5 m CD which is thus a

restriction of the draft for shipping that can enter the river.

However, as can be seen from the satellite imagery shown on Figure 4.6, the

current efforts are not that effective. This may be because the system is not much

used or not effectively used, we understand for instance that the system has not

been used for a year. The imagery shows that the beach to the south of the

breakwater has considerably extended, whilst that to the North of the breakwater is

eroding. The Chennai Institute Report suggest that about 31 hectares of land has

been eroded on the North side of the breakwaters and 33 hectares of land accreted

within 1.5 km of the Southern side of the breakwaters.

4 Numerical Studies for Shore Protection along the Pondicherry Coast, Draft Technical Report by the National

Institute of Ocean Technology Chennai, undated.


Figure 4-6: Satellite imagery of the port area showing the build up of the beach to

the South of the port

The resulting coastal erosion to the North of the breakwaters is clearly affecting

the beach to the immediate North, but we would also expect it to be undermining

protection works to Pondicherry town, including the recent and on-going rock

protection that is being placed. If the beach nourishment scheme is not effectively

activated, we would expect continued erosion of both the beach to the North and

the current town protection works.

For this study an estimate of longshore drift quantities has been calculated by

considering the formula proposed by Kamphius (1991). The formula has been

used in combination with the inshore wave climate derived along the 5mCD

contour.

Due to limited available data regarding beach characteristics at the time of the

analysis it was necessary to consider a range of possible mean sediment sizes and

resultant beach slopes.

The analysis yielded net sediment transport rates of between 750,000 - 1.3 million

m3/annum in a northerly direction. Whereas this range is above that quoted in the

above referenced study it should be considered that these are only estimates and

that no consideration of the effect of external influences such as coastal structures

or the estuary at Pondicherry has been made.


Further site data will be require before further designs are undertaken to enable a

better estimate of littoral drift through additional numerical modelling. Data

required is likely to include topographical surveys, bathymetric survey and sediment

sampling as a minimum requirement. Additional to this an ongoing monitoring

regime may be required to assess and quantify the impacts of the proposed

scheme.

4.4 Air Environment

The main sources of air pollution in Pondicherry are emissions from the

automobile and industrial activities (by lateral and stack emissions, NOX). House

hold activities (due to the use of fuel woods) also contribute in air pollution.

The Pondicherry Union Territory has been notified as air pollution control area by

Pondicherry Pollution Control Committee (PPCC). PPCC is operating three air

quality monitoring stations for measuring air quality under National Air Monitoring

Programme (NAMP) The ambient air quality of the Pondicherry from 1996 –

2004 is given in Table 4-11.

Table 4-11: Ambient Air Quality of Pondicherry

Station I (French Institute

– Sensitive Area)

Station II (Department of Science

Technology and Environment –

Residential/Commercial Area)

Station III (PIPDIC

Industrial Estate –

Industrial Area)

Year

SPM SO2 NOX SPM SO2 NOX SPM SO2 NOX

1996 125 19.1 19.4 319 91 49.6 247 45.1 40.9

1997 125 20 25.3 389 118 70 281 42.8 39

1998 133 21 22.7 435 115 84.7 270 41.8 55.9

1999 112 18.2 19 409 97.2 82 188 16.9 30.4

2000 133 12.9 14.5 202 34.9 39.2 161 17.6 22.9

2001 100 11.6 20.4 128 19.3 22.3 133 12.6 21.7

2002 79 14.3 10.9 89.6 15.1 12.4 72 20.1 16.1

2003 58.5 17.2 12.4 80 18.9 14.1 90.9 25.4 21.5

2004 59.2 21.4 15.5 78.2 20.7 15.5 90.4 24.4 21.3

*Values of all parameters are in ug/m3, *Source: Pondicherry Pollution Control Committee

The permissible air quality standards for particulate and gaseous pollutants are

presented in Table 4-12 as stipulated by Central Pollution Control Board (CPCB).


Table 4-12: National Ambient Air Quality Standards (CPCB, 1997)

Concentration in Ambient Air µµµµg/m3

Pollutant Time Weighted

Average Industrial Rural and

Residential Sensitive

Annual Average* 80 60 15 Sulphur Dioxide(SO2)

24 hr** 120 80 30

Annual Average* 80 60 15 Oxides of Nitrogen (as NO2)

24 hr** 120 80 30

Annual Average* 360 140 70 Suspended Particulate Matter

(SPM) 24 hr** 500 200 100

Annual Average* 120 60 50 Respirable Particulate

Matter(<10µm) (RPM) 24 hr** 150 100 75

Annual Average* 5 2 1 Carbon Monoxide mg/m3

24 hr** 10 4 2

*Annual Arithmetic mean of minimum 104 measurements in a year taken for a week 24 hourly at uniform interval.

* 24 hourly/8 hourly vakues should meet 98 percent of time in a year

Source: Central Pollution Control Board (1997) National Ambient Air Quality Monitoring Series, NAQMS/a/1996-97

It is observed that SPM level was beyond permissible limit at station I in sensitive

area till 2002 and is within the limits till then. SPM level was also higher in Station

II (Residential area) till 2000 and is within control till then. SPM level has been

within permissible limit in Station III (Industrial Area).

The SO2 level was above the threshold limit from 1996 to 1999 in Station I

(Sensitive Area) and later decreased between 2000 to 2002, and again increased

beyond threshold limit from 2003. Presently, SO2 level is beyond threshold limit in

this station. SO2 is beyond threshold limit from 1996 to 1999 in Station II

(Residential Area) and till then it is within the permissible limit. SO2 is within the

permissible limit in Station III (Industrial Area).

NOX has been above the prescribed limit of National Ambient Air Quality

Standard in Station I (Sensitive Area) except for the year 2000, 2002 & 2003. NOX

was higher that the limit in Station II (Residential Area) till 1999, since then it is

within control. NOX has always been within permissible limit in Station III

(Industrial Area).


4.5 Noise Environment

Ambient noise level in the Pondicherry region is relatively higher than the limits

prescribed by the Central Pollution Control Board. Noise levels at various places in

Pondicherry City for past five years are given in Table 4-13 below:

Table 4-13: Noise Levels in Pondicherry City (From 6.00 AM to 10.00 AM)

2000 2001 2002 2003 2004 S.no Location Category

dB(A)

1 Nellithope Residential Area -- 65 59.8 65.6 64.0

2 Mudaliarpet Residential Area 65 74 70.2 70.3 63.4

3 Uppalam Residential Area -- 72 70.1 -- 52.5

4 Raja Theatre Commercial / Residential Area 75.5 73.3 82.8 -- --

5 Raj Bhawan Silence Zone 65.9 64 64.2 70.9 54.7

6 Muthialpet Residential Area 52.8 77 66.9 83.4 57.2

7 Jipmer Silence Zone 59 74 65.2 -- --

8 Lawspet Residential Area 61.3 67 65.1 73.1 55.2

9 Saram Commercial / Residential Area -- 74 77.6 -- 50.8

10 VVP Nagar Commercial / Residential Area -- 79 76 -- 54.6

Source: Pondicherry Pollution Control Committee

CPCB has specified ambient noise levels for different land uses for day and night

times. Importance was given to the timing of exposure and areas designated as

sensitive. Table 4-14 gives the standards for noise levels.

Table 4-14: National Ambient Noise Level Standards (as per CPCB, India)

Limits in Decibels (dBA) Area Code Category

4.6 Day

Ti

me

4.7 Night

Time

A Industrial 75 70

B Commercial 65 55

C Residential 55 45

D Silence 50 40

Note : (1) Daytime : 6 AM to 10 PM, Night Time: 10 PM to 6 AM : (2) Silence zone is an area up to 100 m around premises as hospitals, educational institutions

and courts.

Source: Central Pollution Control Board, New Delhi


It is observed that the silence zone of JIPMER exceeds the permissible limit of

National Ambient Noise Level Standards. In 2004, Lawspet, Saram, VVP Nagar

and Uppalam are the only areas which are within the permissible limit and rest of

the places exceeds the threshold limit of noise level as prescribed by the National

Ambient Noise Level Standard. It is also observed that noise level in previous years

are also higher that the desired permissible limit in almost all the places. Noise level

is observed maximum in Nellithope and minimum in Saram in 2004.

4.8 Water Environment

4.8.1 Surface Water Resources

Main source of surface water in Pondicherry are the tanks, ponds and small rivers

like Sankaraparani, Pembayar, Malattar, Penniar, Ariyankuppam, Chunambar. The

rivers and tanks are seasonal in nature and mostly depend upon monsoon for

water. Water quality of Chunambar River and Bahour Lake is presented in the

Table 4-15 given below.

Table 4-15: Water Quality in Chunambar River and Bahour Lake

Parameters Chunambar River Bahour Lake

Period May 02 Apr 04 May 02 Apr 04

Temp in oC 30 32 37 33

pH 8.88 8.8 9.23 8.0

Chloride 15653 21400 139.5 77.7

TDS 29312 27800 487 540

NO3-N+NO2-N BDL 0.12 0.784 40.6

NH3-N 0.04 BDL 0.02 0.11

Total Hardness 4368.6 11650 95 104.8

Ca Hardness 815 1165 42.7 42.7

Mg Hardness 3553.6 10485 52.3 62.1

Sulphate 355.7 295 43.5 75

Phosphate 0.024 0.007 0.25 0.182

DO 13.4 1.1 4.1 2

BOD 15.8 12 45.3 21

COD 61.2 46.7 97.9 87

Alkalinity 155.2 180 184.3 260.8

Conductivity 37500 35400 795 830


Parameters Chunambar River Bahour Lake

Sodium 486 6450 117 99

Potassium -- 227 -- 8.7

All the parameters are expressed in mg/l except pH, Temperature and conductivity.

Source: Department of Science, Technology and Environment, Pondicherry

This water quality is compared with Indian standards for surface water prepared by

CPCB, New Delhi that are given in Table 4-16 below.

Table 4-16: Indian Standard for the Surface Water (CPCB Standard)

S.No Characterization A@ B@ C@ D@ E@

1 pH 6.5-8.5 6.5-8.5 6.5-8.5 6.0

2 Colour ,Hazen

unit, max

10 300 300 - -

3 Total Suspended

Solid

Not

specified

in

Standard

Not

specified in

Standard

Not

specified

in

Standard

Not

specified

In

Standard

Not specified

in Standard

4 Total Dissolved

Solid, mg/l,max

500 - 1500 - 2100

5 Free Ammonia

(as N),mg/l, max

- - - 1.2 -

6 Sulphate

(as SO4), mg/l,

max

400 - 400 - 1000

7 Total Hardness as

CaCO3

Not

specified

Not

specified

Not

specified

Not

specified

Not specified

8 Total Alkalinity as

CaCO3

Not

specified

Not

specified

Not

specified

Not

specified

Not specified

9 Lead(as Pb) mg/l,

max

0.1 - 0.1 - -

10 Dissolved

Oxygen, mg/l,

max

6 5 4 4 -

11 BOD,mg/l,min 2 3 3 - -

12 COD Not Not Not Not Not specified


S.No Characterization A@ B@ C@ D@ E@

specified specified specified specified

@

A- Drinking water source without conventional treatment but after disinfection., B- Outdoors bathing , C- Drinking water source with

conventional treatment followed by disinfection., D- Propagation of wildlife, fisheries. E- Irrigation, Industrial cooling, controlled, controlling

waste disposal.

It is revealed from the surface water quality data that water of the rivers is slightly

alkaline (pH, ranges between 8.0-9.23). Both Chunambar River and Bahour Lake is

polluted as the B.O.D is 15.8mg/l & 45.3mg/l in 2002 and 12mg/l & 21mg/l in

2004 respectively. Also, Total Dissolved Solid is higher in Chunambar River. In

Bahour Lake Total Dissolved Solid is found below the permissible limit. The D.O.

levels in Chunambar River and Bahour Lake were 13.4 & 4.1 mg/l in 2002 and 1.1

and 2.0 mg/l in 2004 indicating less oxygen available for aquatic life to survive.

4.8.2 Ground Water Resources

Pondicherry region, having three major aquifer systems viz. Alluvium, Cuddalore

sandstone (Tertiary), and Vanur-Ramanathapuram Sandstone (Cretaceous)

estimates about a resource potential of 152 MCM. A huge amount of water is

being used for public purpose. In 1985-86, ground water used was 127 MCM while

in 2002-03 it was 216.10 (source PPCC report).The extent of fall in water table in

Pondicherry Region is delineated in the Table 4-17

Table 4-17: Water Table in Pondicherry Region (in meters below the ground)

Year

1985 1990 1995 2000 2004

S.

No

Village Name Well

Type

Feb Sep Feb Oct Feb Oct Feb Sep Feb Sep

1 Ariyur A 12.92 15.89 26.50 28.30 30.19 30.48 21.70 28.00 38.30 NA

2 Kodathur A 14.42 17.15 25.34 26.97 32.49 29.15 22.60 27.10 35.00 36.10

3 Mannadipet A 19.00 22.00 29.72 31.86 35.89 36.90 22.80 26.80 36.10 36.50

4 Lingaredipalayam C 13.04 16.44 29.30 30.15 38.87 35.00 27.15 32.15 13.60 40.80

5 Puransingupalayam C 17.04 20.68 31.44 28.25 36.99 33.60 24.30 27.20 37.00 NA

6 Thondamanatham C 8.45 9.65 25.87 25.12 34.78 21.60 NA NA NA NA

7 Karaimpathur T 7.50 14.21 21.56 23.28 27.84 25.25 NA 22.10 32.10 33.25

8 Manakuppam T 8.15 13.45 21.40 22.64 24.88 24.05 NA NA 30.40 31.00


9 Mangalam T 5.49 8.17 15.70 19.73 18.06 18.10 11.15 20.15 14.15 11.30

10 Thirukanchi T 4.61 NA 12.43 14.87 17.86 15.60 10.00 13.00 NA 19.00

Note: A- Alluvial; C- Cretaceous; T- Tertiary

Source : Department of Science, Technology and Environment, Pondicherry

Water quality parameters of ground water of Pondicherry region (from

Muthirapalayam Bore well) is given in Table 4-18

Table 4-18: Water Quality in Pondicherry Region

Parameters Muthirapalayam Bore well

Period Jun 02 Apr 04

Temp in oC 32 29

pH 6.91 6.95

Chloride 59 56.3

TDS 339 430

NO3-N+NO2-N 0.43 BDL

NH3-N BDL BDL

Total Hardness 128 149.5

Ca Hardness 102 97.0

Mg Hardness 26 52.5

Sulphate 22.7 34.1

Phosphate 0.007 0.04

DO 4.9 6.6

BOD BDL BDL

COD NIL NIL

Alkalinity 125.4 163.5

Conductivity 509 670

Sodium -- 47.4

Potassium -- 3.1

All the parameters are expressed in mg/l except pH, Temperature and conductivity.



Table 4-19: Drinking Water Standard (IS 10500:1991)

S.No Characteristics Requirement/desirable

limit

1 pH 6.5-8.5

2 Colour, Hazen unit, max 5

3 Total Suspended Solid Not specified

4 Total Dissolved Solid, mg/l, max 500

5 Free Ammonia (as N), mg/l, max Not specified

6 Sulphate (as SO4), mg/l, max 200

7 Total Hardness as CaCO3, mg/l, max 300

8 Total Alkalinity as CaCO3 200

9 Lead (as Pb) mg/l, max 0.05

10 Dissolved Oxygen, mg/l, max Not specified

11 BOD, mg/l, min Not specified

12 COD Not specified

Analytical values shows that the ground water of the area is neutral (pH ranges

between 6.9-7.0). The TDS and hardness values are within the limits prescribed for

the water for drinking water standards. Values of BOD and COD as NIL and

Below Detectable Limits show that waster is not contaminated. No test for

coliforms has been conducted. From these analytical results, it could be concluded

that the ground water of Pondicherry, in general, is safe for drinking and other

suitable purposes.

4.9 Waste Management

4.9.1 Municipal Solid Waste

Wastes arising from human and animal activities that are normally solid and

generally discarded as useless or unwanted are Municipal Wastes. Municipalities in

Pondicherry are responsible for collection and proper disposal of municipal solid

wastes from Pondicherry as per Municipal Solid Waste Management Rules, 2000

Notified under Environment Protection Act, 1986. There are two Municipalities

(Pondicherry Municipality & Oulgaret Municipality) and five communes in

Pondicherry. The approximate quantity of waste generated is given in Table 4-20.


Table 4-20: Approximate quantity of waste generated

S.

No

Name of Municipality Population (2001 Census) –

In thousand

Quantity of waste

(Tons per day)

1. Pondicherry

Municipality

221 175

2. Oulgaret Municipality 217 125


Presently, the collection is carried out by the local authorities on a day to day basis.

The waste is being disposed off in disposal yard. Few drawbacks can be seen with

respect to the handling of municipal wastes viz. unorganized collection resulting

into littering of garbage, dissatisfactory and insufficient number of dustbins and

improper handling procedure, avoidance of waste segregation and garbage

processing , lack of public co-operation and lack of scientific management.

4.9.2 Industrial Solid and Hazardous Waste

Any waste that possesses properties like corrosivity, reactivity, ignitability and

toxicity are termed as Hazardous Waste. It is the responsibility of individual

generator to collect and dispose these wastes as per Hazardous Waste

(Management and Handling) Rules, 1989. Till dated there is no Common

Hazardous Waste Treatment, Storage and Disposal facility available at Pondicherry.

Pondicherry Pollution Control Committee at present has granted authorization to

61 industrial units in Pondicherry for managing hazardous waste. Table 4-21 gives

the types and quantities of various wastes.

Table 4-21: Hazardous Wastes

Name of the

region

No. of Units Recyclable

Hazardous

Waste

Incinerable

Hazardous

Waste

Disposable

Hazardous

Waste

Total

Pondicherry 61 10379.55 16283.38 157.23 26819.61

All figures are in TPA (Tons per annum)

Source: Department of science, technology and environment, Pondicherry


4.9.3 Marine Solid Waste

Wastes generated at Port:

Photograph 4-1: Dredger at the Pondicherry port

Marine solid wastes are generated from the fishing boats, tugs, trolleys, passenger

ships as well as some sources from land. This waste includes plastic, glass, metal

paper, fishing gear, food, cloth, rubber and packing metals. Apart from plastic, all

other wastes can be discharged overboard from ship at some distance from the

shore as prescribed by the Annexure 5 of MARPOL (73/78).

Resin pallets, raw materials from which plastic is formed, are most common plastic

material found in the marine environment. These pallets enter into ocean

environment and being small, light weight, persistent and buoyant, they cause

potential hazard to those species who injects these pallets while feeding.

Solid waste is also generated from the dredging operation at the port. The present

mode of disposal is direct land disposal at the sea shore. All the dredged material is

presently being dumped there. The quantity of dredged material dumped during

the last three years (2001 to 2004) is 10, 09,954 m3. The Photograph 4-1 shows

the dredgers at the port.

Apart from this, one major impact of waste in marine environment is its aesthetic

degradation. Marine debris can damage or disable vessel propellers and water

intake valves, causing damage to the engines.


Biomedical waste

Wastes generated from health care institutions are categorized as biomedical wastes

and it is the duty of the generator to collect and dispose as per Biomedical waste

(Management & Handling) Rules, 1998. There are 6 medical colleges and around

90 hospitals and clinics in Pondicherry. At present, collection and disposal of

biomedical wastes are being carried out by the municipal authorities. Incineration

facility is available at 1) Government general hospital, 2) Jawaharlal Institute of

Post Graduate Medical Education and Research (JIPMER), 3) Pondicherry

Institute of Medical Science (PIMS), 4) Mahatma Gandhi Medical College and

Research Institute (MGMCRI) and Arupadai Veedu Medical College and Hospital.

4.9.4 Ecological Resources

(a) Flora

Forest

Photograph 4-2: Vegetation in the proposed project area

Union territory of Pondicherry does not have forest resources in abundance and in

fact there is no record forest area in Pondicherry except the “Swadeshi Mills”

campus where rich biodiversity was protected. Swadeshi Mill campus will not come

under the project influenced area.


Mangrove Vegetation

Species diversity of mangrove is very much limited in Pondicherry region. It is

present in the estuaries and the reverine side of Ariyankuppam River and Malattar.

A well developed Avicennia path is present in Thengaithittu and Murthikuppam.

Avicennia and clerodendrum are present in all the deltaic region of Pondicherry

region. However, only Excoecaria in Murthiuppam River and bruguiera at

Ariyankuppam Bridge and in veerampattinam region are present. The existing

mangrove species and associated species in the Pondicherry region are given below

in Table 4-2

Table 4-22: Mangrove and Associated Species in Pondicherry Region

Mangrove and Associated Species Avicennia marina

Avicennia officinalis Bruguiera cylindrica Rhizophora apiculata Rhizophora mucronata Excoecario agallocha

Acanthus ilicifolius Clerodendrum inerme Hibiscus tiliacearia Pandanus tectorius Suaeda martima

Suaeda monoica Sesuvium portulacastrum

*Sources: Department of forest and wildlife, Government of Pondicherry

(b) Fauna

Through Pondicherry is neither having forest nor scrub jungle to support wild

animals, it has wetlands such as Ousteri and Bahour Tank (Fresh Water), in

marshy area near light house (brackish water) and extended backwaters found in

karaikal, which attract huge number of migratory water birds, both migrant and

resident. They mainly include ducks, teals, pochards waders which are mainly

coming from very far off places mostly from north and central Siberia. These water

fowls arrive here in late August and early September and depart in mid April after

spending their winter in India. It is observed that a few bird like common myna,


pied kingfisher, little egret, median egret, comman sand piper and red walted

lapwing are commonly noticed in the Avicennia patch near Thengaithittu. The

following Table 4-223 delineate the wild animals, other than birds that have been

in found in Pondicherry.

Table 4-223: List of Animal in the Pondicherry region

Jackal

black napped hare

bonnet macaque

jungle cat

civet cat

Mongoose

monitor lizard

olive ridley turtle

leather backed turtle

Sources: School of Life Science, Pondicherry University

4.9.5 Marine Biodiversity

Photograph 4-3: Fisherman at their work

Pondicherry has a significant coastline of 45 km and population in the coastal areas

depends on the marine environment. No systematic studies was done on the

marine diversity of the Pondicherry coast. However, Study done by the School of

Life Science, Pondicherry University reveals that there are over 60 species of

marine and inland fishes in the Pondicherry. Pondicherrys’ marine ecosystem has

variety of fishes which are landed during the different month. The Graph 4-1


depicts the fish landing statistics during 1999-2004. It is seen from the figure that

fish landing is increasing in Pondicherry over the past six years.

A major variety of fishes and their landing period is given in the Table 4-234

below.

Table 4-234: Type and Month of Landing of Fishes

Type of Fishes Month of Catching

Sardines October to April

Anchovies May to November

Seer Fish October to March

Flying Fish May to July

Silver Bellies August to April

Shrimps January to August

*Source: School of Life Science, Pondicherry University

Graph 4-1: Fish Landing at the Port (1999-2004)

4.10 Economic Development

4.10.1 Land Use Pattern

Fish Landing at Pondicherry Port (1999-2004)

17000

17500

18000

18500

19000

19500

20000

20500

21000

1999-2000 2000-2001 2001-2002 2002-2003 2003-2004

Year

To

nn

es

Marine Fishes


Pondicherry is semi urban and rural area. Most of the population in the union

territory of Pondicherry depends on the agriculture. Agriculture provides livelihood

to about 35 percent of the rural population. The population in the rural and urban

areas (as per 2001 census) is given in the Table 4-245 below.

Table 4-245: Population in Rural & Urban Areas

Sources: Statistical HandBook 2001-2002, State of Environment Report-2005 for the UT of Pondicherry

In Pondicherry large portion of land holding is characterized by the small holdings

of less than 1 Ha. Details of the land holding pattern and land use pattern are

given in the Table 4-256 and Table 4-267.

Table 4-256: Land Holding Pattern of Pondicherry

Land Area No. of Holdings Area in Ha.

Less than 1 Ha. 26096 9299

In between 1 and 2 5011 7105

Above 2 Ha. 3468 16874

Total 33278 34575

Source: Department of Agriculture, Pondicherry

Table 4-267: Details of Land Use Pattern in Pondicherry

S.no Land Use Area in Ha.

1 Total area according to village papers 48,842

2 Forests -

3 Land not available for cultivation 15,369

4 Other uncultivated land (Excluding fallow land) 4,284

5 Fallow land 4,757

6 Net Area sown 24,432

7 Area sown more than once 19,965

8 Total cropped area 42,397

TOTAL 34575

Source: Directorate of Economics and Statistics, Pondicherry

Area Rural Population Urban Population Total

Pondicherry 229289 (31.20%) 505715 (68.80%) 735004 (100%)



4.10.2 Industries

In U.T of Pondicherry there are seven industrial estates namely Thattanchavady,

rural industrial estate in Kattukuppam, PIPDIC industrial estate in Mettupalyam,

PIPDIC industrial estate in Sadarapet, PIPDIC industrial estate in Kirumampakkam,

electronic park in Thirubuvanai and software technology park in Pillaichavady. In

these estates industry type varies from agro processing including marine product to

electronic and software development. Table 4-2 delineates the details of type of

industry in the Pondicherry region. Industries in the union territory of Pondicherry are

growing in number from the past 13 year. In 1990-91, there was only 3953 industries

inclusive small, medium and large scale industries. This number increase to 7513 in

the year 2004-2005. The breakup of industries in small, medium and large scale

industry from year 1990-2005 is given in the Table 4-28 below.

Table 4-28: Type of Industries in the Union Territory

Categories LSI MSI SSI Total

Food Product 6 12 869 887

Cotton Product 7 7 826 840

Wood Product Nil 463 463

Paper Product 4 7 417 417

Leather, Rubber, Plastic Product 9 36 728 728

Chemical and chemical Product 20 29 1568 1568

Non-Metallic mineral Product 8 5 299 299

Metal Product 3 20 850 850

Machinery Product 11 31 626 626

Miscellaneous Products Nil 196 196

Personal services 2 9 197 197

Repairing Servicing Nil 248 248

Total 70 156 7287 7513

Sources: State of Environment Report-2005 for the UT of Pondicherry

Table 4-29: Number of Industries in Union Territory of Pondicherry

Type of Industry Year

1990-91 1997-98 1998-99 1999-2000 2002-03 2003-04 2004-05

Small Scale

Industry

3883 5726 6014 6199 7031 7126 7287


Medium Scale

Industry

53 93 113 115 142 147 156

Large Scale

Industry

17 27 37 40 61 65 70


4.10.3 Natural Resources Consumption

Coarse aggregates and sand are required for concrete construction. Generally,

natural sand is used as fine aggregates and is mined from the fresh water riverbed

within the economic lead. Sand may be taken from nearby river. Coarse aggregates

will be excavated from approved quarries in nearby districts. Tentative quarries

from where materials can be procured are quarries of Mayalyam, Karasanur and

Perumukkal. But other quarry sites, if available, are also needed to be taken into

consideration as per their feasibility.

4.11 Social and Cultural Resources:

4.11.1 Land Acquisition

Total 400 acres of area will be developed which shall include 153 acres which is

currently owned by port.The land currently owned by the port, as reported by the

port authorities, comprises three separate portions, with the total land area being of

the order of 153 acres, which is made up of:

• 11 Acres of land comprising the walled old port area to the immediate south of

the town;

• About 25 Acres of land to the south of the mouth of the river; and

• The balance of about 117 acres which comprises the existing port quay area and

channel and the land up to the beach between the lighthouse and the North

Groyne.

In addition there is an area of land on the western side of the port channel, where

the existing fishing harbor is located. The ownership of this land is in small

privately held plots, but it is very roughly estimated to comprise about 80 acres of

land. In addition to this 107 acres of private land is under acquisition as per state

government regulations. The remaining 140 acres land is reclaimed (on & off

shore).


4.11.2 Community Properties

(a) Educational Institutes

There are 866 general educational facilities and 30 professional/ technical and

special educational facilities are present in the Pondicherry region which includes

pre-primary school, primary school, middle school, secondary schools and junior

colleges, art, science and commerce colleges and central university. The details of

the education facilities and increase in the number of educational facilities from

1997 onwards are shown in the Table 4-270 given below.

Table 4-270: Education facilities in Pondicherry

S. No Type of Institution 1997-98 1998-99 1999-2000

I. General Educational Facilities

1 Central University ---- ----- 1

2 Art, Science and Commerce College 7 8 8

3 Junior College ---- ---- 1

4 Higher Secondary Schools 58 60 63

5 Secondary Schools 105 114 120

6 Middle School 116 107 105

7 Primary School 340 356 346

8 Pre-Primary School 179 192 222

Total 805 837 866

II Professional/ Technical and Special Education

A Degree levels and Above

1 Medical College 3 3 3

2 Engineering & Technical College 2 2 4

3 Law College 1 1 1

4 Agriculture College 1 1 1

5 Veterinary College 1 1 1

6 Teacher Training College 1 2 3

7 Vector Control Research Centre ----- ---- 1

8 Institute of Public Health Sciences 1 1 1

9 Music and Fine Arts College 1 1 1

B Below Degree levels

1 Polytechnic Institutes 4 4 4

2 Teacher Training Institutes 1 1 1

3 School of Nursing 1 1 1


S. No Type of Institution 1997-98 1998-99 1999-2000

4 Catering Institutes

5 Craft School 1 1 1

6 Special School 7 7 5

Total 25 26 30

Grand Total (I +II) 830 863 896 Sources: State of Environment Report-2005 for the UT of Pondicherry

(b) Health Centres/Clinic/ Hospitals

129 numbers of health centres/ clinic/ hospitals/ etc are present in the

Pondicherry region. The details of the medical institutions are given in the Table

4-281 below.

Table 4-281: Details of the Existing Medical Institutions

S.no. Medical Facilities 2000 2001 2002

1 Hospital 8 8 8

2 Chest Clinic 3 3 3

3 Community Health Centre 4 4 4

4 Primary Health Centre 39 39 39

5 Sub Centre (Urban) 23 23 24

6 Sub Centre (Rural) 52 52 51

7 Urban ESI Dispensaries 10 10 10

8 Rural ESI Dispensaries 2 2 3

Total 141 141 142


(c) Tourism

Aurbindo Ashram is the only tourist destination in the Pondicherry region. Even

after the smallness of area, it attracts a significant number of tourists. In 2004,

5,90,498 tourists visited the union territory. In area of population of around 10

lakhs, the number of tourist as a proportion to the population is very high (nearly

40 %). Details of tourist arrival in the Union Territory is shown in the Table 32

below:


Table 4-292: Details of the Tourist Arrival in the Union Territory

Tourists Year

Domestic (No.) Foreign (No.) Total (No.)

2000 572274 23878 596152

2001 476804 22115 498919

2002 480519 20094 500613

2003 500139 25559 525698

2004 558445 32053 590498 Sources: State of Environment Report-2005 for the UT of Pondicherry


5 Screening of Potential Impacts

5.1 Introduction

This section of the report provides an assessment of the potential impacts on

different identified environmental components, which are likely to occur during

the pre-construction, construction and operational phase of the project. However,

the majority of the assessed impacts can be mitigated through the incorporation of

mitigation measures at appropriate stages of the project. This will ensure minimum

damage to the environment due to the project.

5.2 Physical Environment

5.2.1 Meteorological Parameters

The entire project area is in a sub-tropical region with marked monsoon effects.

No change in the macro-climatic setting (precipitation, temperature and wind) is

envisaged due to the project. The microclimate is likely to be temporarily modified

by vegetation removal. The overall impact on meteorology of the region is not

going to be significant and therefore, the impacts have been categorized as low.

5.2.2 Air Environment

(a) Design and Pre Construction Phase

In the pre-construction phase the activities like site clearance, site leveling,

movement of workers and materials, construction work (i.e., labor colonies,

offices, material storage and maintenance yards etc.) and construction of haul roads

for movement of vehicles will generate dust. In the pre- construction stage dust

would be the predominant pollutant due to these activities.

It should be noted from the wind rose given as Figure 4.2 that the predominant

wind directions, particulalry for high winds, are:

• From the South West and hence would carry dust and noise out to sea;

and

• From the North East and hence would carry dust and noise to the South

West and thus over predominantly agricultural land.


Wind from the South East, which would carry dust and noise over the central are

of the town is rare, hence together with the noise abatement and dust suppression

measures and procedures proposed in the development plan for the port, noise

and dust should not be a significant issue for the town.

(b) Construction Phase

The important activities during the construction phase that produces gaseous

pollutants and particulate matter and affect the air quality are listed below:

Land reclamation. The land area for the port and the existing port channel will be

filled in and built up above flood level through the importation of suitable material

from the dredging operations. Much of this operation will be through the piping in

of hydraulic fill, hence dust and noise will not be an issue. Some material will have

to be re-handled through the use of bulldozers, hyraulic loaders and tipper trucks.

Levelling, digging works for trenches for laying pipelines, erection of poles and

posts, material storage, transportation and handling of construction materials like

cement, sand, and aggregates and operation of stone crushers are the activities due

to which suspended particulate matter will increase. Construction and other allied

activities, operation of concrete batching plants, movement of construction

vehicles will generate gaseous pollutants and particulate matter.

Besides site levelling, construction of internal roads, rails, break water and other

port construction activities will affect its surrounding places. Movement of heavy

vehicles will also increase the amount of suspended particles and other pollutants.

During construction phase, dredging will be carried out extensively in order to

construct the approach channel to the port to its design depth. There will be

considerable amount of exhaust emission from the dredgers.

Appropriate mitigation measure will be employed during this stage to reduce the

pollution level to acceptable limit. As described for the pre construction phase

however, natural wind directions in the region will also serve to limit nuisances

caused by these operations.

(c) Operational Phase


During the operation phase, there will be an increase in the movement of traffic

and hence, emissions from the moving vehicles will also increase. The exhaust

from the DG set at the port, the tugs, launches, diesel operated small boats,

dredgers etc will enhance a pollution load during operational phase.

With the increase in the number of ships and boats, their operation and movement

(transaction of loads from cargo to port and from port to the shipment vehicles)

will also increase. These activities will increase the pollution load in the

atmosphere. The machine generated pollutants (viz. suspended particles and

smoke) from repair and maintenance area, storage area and service area will also

add up to a considerable amount of pollution load.

The stacking of iron ore and coal if not covered and sprinkled with water would

generate dust, however, as described herein, all stacking areas and conveyors will

employ adequate dust suppression measures.

5.2.3 Noise and Vibrations

(a) Pre Construction Phase

Noise level during this phase will increase due to the activities like movement of

levelling and construction machinery and vehicles, clearing of obstructions and

trees from proposed area of acquisition, construction activities i.e., construction of

labour camp, onsite office, construction material plants etc. However these

activities are not likely to generate high noise levels.

High noise is like to prevail for few days due to the movement of vehicles and tree

cutting machines, cranes and other machines, levelling vehicles such as Dozers, EX

70s etc, but these will be for short duration and only prevail during the phase of

levelling. Major noise impact on macro level in not significant.


During the construction phase, operation of concrete mixers, power shovels for

digging trenches would generate appreciable amount of noise. There will be

levelling machines which will create noise considerably. Bull dozers, EX 70s,

tippers etc are reported to be operating with high noise limits. But all such

impacts will be temporary in nature and will cease as soon as the construction

work is over. The main sources of noise during construction period are:


Site preparation, dredging, land reclamation, levelling, construction of the

breakwaters, piling, transportation of material, handling of material, other

engineering works like riveting, hammering, cutting, welding etc, operation of

power shovels, concrete mixing plants will add up the noise level of the area.

The construction vehicles for loading and unloading, fabrication, handling of

equipment and materials is likely to cause an increase in the ambient noise levels.

The areas close to the site will be affected. The main item of construction is the

breakwaters, for which over 3.5 million tonnes of material will have to be

imported, predominantly from inland quarries. The breakwaters will take 2 years to

construct and will result in a peak material input requirement of 5,000 tonnes a day.

If handled entirely in standard 10 tonne trucks this would require 500 return truck

movements a day. Consideration should be given to trying to reduce as much of

this by rail, possibly transferring it to barges at the old port rail head. Where this is

not possible a transport plan will need to be developed that ensures that the traffic

avoids the centre of town and takes place out of peak traffic times.

Increased construction work is likely to result in:

• At the peak of the construction an increase of about 10 dB(A)) is expected to occur.

• The peak noise levels for non-continuous construction activity may be as high as 90 dB(A). For the sake of understanding, typical noise levels generated by some of the construction equipment are given Table 5-1.

Table 5-1: Noise Levels Generated By Construction Equipments

Equipment Noise Level (dB

(A)

Reference

Distance

Earth Movers

Front Loaders 72-84 0.9 m

Backhoes 72-93 0.9 m

Tractors 76-96 0.9 m

Scrapers, Graders 80-93 0.9 m

Pavers 86-88 0.9 m

Trucks 82-94 0.9 m

Material Handlers

Concrete Mixers 75-88 0.9 m

Concrete Pumps 81-83 0.9 m


Cranes 75-86 0.9 m

Stationary

Generators 71-82 0.9 m

On the whole, the impact of generated noise on the environment will not be

significant, reversible and local in nature but is the constructional work is to

operate in round the clock then continuous noise will be generated.


During the operation phase, noise will be generated due to the operation of the

generators, pumps, engines of boats and ships, cranes for handling of goods, cargo

and shipment vehicles.

Noise will also be generated considerably from the warehouse, repair and

maintenance block, service area, goods loading and unloading point. Activities like

container handling, container storage, periodic dredging, vehicle movement on

internal road etc will also contribute in increasing ambient noise levels.

Again the prevalent wind direction will help in mitigating these impacts for the

majority of the towns’ residents.

However, the main effect on the town will be from increased transportation of

goods entering and leaving the port. 25% of the containers and 40% of the bulk

cargo is anticipated to be moved by train which will result in an additional 13

goods trains a day in each direction at full development of the port, or one

additional train an hour passing through the southern side of the town. Of more

concern will be the truck traffic which will carry the rest of the traffic. It is thus

critical that the Pondicherry by-pass and its connection to the southern side of the

port be completed by the time that the first phase of the port is completed, as this

will keep all road traffic generated by the port out of the town. The Pondicherry

Government have agreed to provide both the required road and rail infrastructure

by the time that the first phase of the port is completed.

5.2.4 Water Resources and Drainage

(a) Preconstruction phase


During preconstruction phase, there is a possibility of siltation of water quality at

near by rivers and sea due to site clearance and its allied works, although this is well

managed will be negligible.


Water will be used considerably during the constructional phase of the port. Water

will be used regularly for mixing of cement, mortar, human use, plant and

machinery, house keeping etc. Water requirement will be met through the supply

to the port that the Government has agreed to provide under the terms of the port

concession agreement. There is a probable increase in the water demand load in

this area, but this will be very small in relation to the total water usage in

Pondicherry. However, Pondicherry has a depleting ground water table and hence

water demand is an important issue. Also, there will be considerable amount of

waste water generated during this phase. This water, if drained untreated, will lead

to pollution. Paints, oil & oil sludge too will come in contact with water and hence

could degrade the water quality. These liquid wastes, if allowed to seep into the

ground, could effect the ground water quality. Which in turn would have an

adverse effect to the users who utilizes this source for drinking and other

household purposes. However, as described in section 2 of this report, adequate

drainage and waste handling facilities have been included in the port design to

ameliorate such risks.

Dredging and construction of breakwater may affect ground water quality beneath

the port. The dredging of sea bed up to 14m could have an impact on ground

water table and could induce saline water intrusion. However, the port design

includes for the land to be extended for 100m into the existing sea and hence the

excavation will be offshore. This issue has to be studied in detail and if determined

that this could be an issue then the design of the quays should incorporate a cut off

to prevent saline water polluting fresh groundwater.

Similarly the dredging operations, land reclamation and construction of the

breakwaters could all affect the water quality of the sea adjacent to the port and the

river mouth both in terms of increased turbidity of the water bodies and increased

pollution due to dredged or spilt contaminants. If poorly managed construction

operations could have adverse impacts on the aquatic flora and fauna (discussed

further in section 5.4. However, adequate further investigations and studies are

planned to be undertaken in the design phase of the project to ensure that

mitigation measures are put in place to mitigate and concerns in this respect.


During the construction phase dredging and land reclamation method statements

will be required to ensure that the possible effects of these operations on flora and

fauna keep turbidity and pollution levels below critical levels where required.

The dredged material will be used for filling and levelling of port area. This will

alter the local drainage pattern and the port design should ensure that the new

drainage pattern incorporates that all surface and other drainage be appropriately

treated before being discharged to surface or groundwater bodies.

Oily wastes will be generated from equipments used in construction work and

must be similarly treated as for drainage water.


During the operational phase of the project, frequency of incoming and outgoing

ships will increase and it may result in spillages and leakages of oil into the sea.

This will affect the sea water quality and appropriate care must be taken to ensure

that discharges are made to appropriate drainage lines etc. which lead to

appropriate treatment facilities.

During the operational phase, water will be regularly needed for various purposes.

Water will be needed in regular house keeping, washing, cleaning of docks,

machinery repair etc, the bunkering of ships and for dust suppression of bulk

material stacks and other areas. Adequate water is to be provided by the

Government for the port, but in order not to place additional stress on the water

resources of the area, waste water will be treated and reused for dust suppression

and irrigation of green areas to the maximum extent possible.

Oily wastes from machinery, spillages and leakages of oil from incoming and

outgoing ships into the sea will affect the water quality. This water will have a

chance to either drain into the water body, or will seep through the land and

contaminate the ground water. This will have floating material on the water

surrounding the port.

Bilge water is a combination of salt water, fresh water, used motor oil, anti-freeze

chemicals, gas or diesel, raw sewage, solvents, detergents, paint and bilge cleaner. It

is a toxic cocktail sitting below deck that can create foul smell and potentially

dangerous fumes. When pumping of bilge water is carried out, the bilge waste may

flow out into the bay contaminating everything it comes in contact with – fish,


crab, beaches, etc. This discharge from boat discolours the water and/or causes a

sheen or film on the water. Bilge water must be treated properly as it contains

comparative high concentration of oil, grease, paint and lubricant in residual water.

Ballast water discharges from ships can release exotic species that are harmful to

the local environment. This should only be allowed where the water is first

checked for adverse contaminants and where it can be adequately treated.

5.3 Land Environment

5.3.1 Cutting and Filling Earth and Disposal of Excess Earth

The proposed port expansion site for Pondicherry Port is a plain land, with slight

undulation. In order carry out construction, the site has to be raised and levelled by

importing material that will be dredged to form the approach channel. In addition

an additional strip of land, 100m wide will be reclaimed from the sea along the line

of the main quays, as shown on the port plan.

5.3.2 Contamination of the Soil

(a) Pre-construction phase

Soil contamination may take place due to movement of vehicles or solid wastes

generated from the labour camp set up during pre-construction stage. This impact

is significant at locations of construction camps, stockyards etc and adequate

means must be taken to ensure that all operations avoid potential land

contamination.


Contamination of soil during construction phase is primarily due to allied activities.

The sites where construction vehicles are parked and serviced are likely to be

contaminated because of leakage or spillage of fuel and lubricants. Refuse and solid

waste from labour camps can also contaminate the soil. Contamination of soil

during construction might be a major long-term residual negative impact.

Unwarranted disposal of construction spoil and debris will add to soil

contamination. It is also important to assess the quality of dredge material for

heavy material, pesticide and oil contamination as this material will be used for

filling port area on land. This contamination is likely to be carried over to water

bodies in case of dumping being done near water body.



Periodic dredging for maintaining the depth of the channel will be important

operation phase activity.

The sea bed, from where dredging is to be done, can hold heavy metals (like zinc,

cadmium, copper, mercury, lead), Polyaromatic hydrocarbons (PAHs),

hydrophobic organics, pesticides, oil, grease and other organic matters. Once

tested, one can find out a way of proper handling and disposal of the dredged

material.

The solid and hazardous wastes generated from ships and from port operations

may contaminate land and water bodies if not disposed properly.

5.4 Ecological Resources

5.4.1 Flora

Photograph 5-1: View of Plants at Pondicherry Port Site

There is no appreciable forest cover in Pondicherry. Only area where forest

diversity can be seen is the Swadesi Cotton Mill Campus, a major portion of which

is cleared for the construction of District Court Building.

Various types of plants are available in Pondicherry area. They includes

Hydrophytes, Halophytes, Plants of the sand dunes, Plants of sand stones, Avenue

Trees, Hedge Plants, Ornamental Plants, Mangrove Vegetation, Sacred Groves,

Medicinal Plants.


Mangrove vegetation is limited in Pondicherry area and found in and around the

estuaries of Ariyankuppam River, which is very near to the port site. This type of

vegetation is also found in Malattar region. The types of mangroves found in the

Ariyankuppam river are Bruguiera and Rhizophora. Wild life is also found to be

developed in the mangrove ecosystem and these includes myna, pied kingfisher,

little egret, median egret, common sand piper, and red wattled lapwing. It also

includes insects, molluscs, edible fishes, prawns, amphibians, reptiles and even

microscopic plankton.

Within the port boundary, surveys to date have shown that only the following flora

exist:

• Within the land of the existing port area there is only scrub vegetation of

no ecological value.

• Within water logged land bounding the exiting port land these some very

minor stands of mangrove, but these are already dying, extremely sparce

and stunted and thus of not value.

• Within the agricultural land to be purchased by the Government between

the existing port land and there are a number of coconut groves which

will have to be cut.

5.4.2 Fauna

Terrestrial Fauna:

There in no reserve forest, scrub jungle, bird sanctuary, wild life sanctuary near the

project area. Few migratory birds have been noted to visit the two tanks of

Oussudu and Bahour at 7 Kms and 20 Kms respectively from Pondicherry. They

include ducks, teals, pochards waders which mainly migrate from North and

Central Siberia. As the project site is away from their location no adverse impact is

envisaged. Few wild animals have also been located viz. jackal, black napped hare,

bonnet macaque, jungle cat, civet cat, monitor lizard etc.

Aquatic Fauna:


There are various kinds of fishes that are found in the Pondicherry water. Few of

them are: Sardines, Anchovies, Seer Fish, Flying Fish, Silver Fish and Shrimps.

During the operations like dredging and construction of breakwater during the

construction phase, there may be an increase in the concentration of hydrocarbons,

heavy metals and suspended solids in sea water. These activities will adversely

affect the existing marine ecosystem. Increased turbidity and light attenuation with

depth may reduce the primary productivity of the marine species. Increase in the

bio wastes may lead to bioaccumulation of metals among commercially important

fishes.

5.5 Human Use Values

5.5.1 Health and Safety

(a) Design and Pre-construction Phase

No impact on health and safety has been envisaged in design phase. In the pre

construction phase dust will be produced due to site clearance but should only be a

minor issue.


A full health and safety plan will be required to prepared by all contractors and

other organisations working on the sites. These will be approved by the port

authority and developer and both organisations will monitor their adherence.


As for construction phase but will also apply to ships operating in the port and all

transport operators.

5.5.2 Land Acquisition and Resettlement

The possible negative impacts of the project on the local people are acquisition of

land, relocation of housing, land use changes. There is a need to contact and

discuss the rehabilitation issues with the villagers who are to be affected by the

acquisition. They need to be given adequate compensation and suitable

rehabilitation facility to new place.

Within the existing port there are a small number of fishermen who have

encroached on port land near the lighthouse, they are occupying land that will be


required for the port development. The Government has agreed to move them off

the land.

There is also a Habitat composting project on the port land, again near the

lighthouse, again the Government has agreed to move them off the port land that

will be required for the development of the port.

Some 80 acres of land are to be procured to the immediate south of the existing

port land. This land will be procured by the Government and provided to the port

developer. The land is agricultural and is owned and occupied by small holders.

Some of the fields have seasonal crops on them but a number have coconut

groves. In July 2005 the area was surveyed and it was found to also have 7 houses

on it and a small temple. The Government will purchase the land, houses and

coconut groves and provide the owners of these with adequate compensation in

accordance with Government rules.

On the positive side, the construction phase will trigger job opportunities for local

labours and business potential for material suppliers. The operational phase of the

port will create some 1,500 new jobs within the port, thus providing direct benefit

to around 10,500 family members of these employees. Employment of a similar

number of persons has been found to be created in secondary employment due to

secondary activities surrounding the port and other port related activities, thus

some 20,000 persons would gain from direct and indirect employment from the

creation of the port.

5.5.3 Fisheries Industry

Fishing is a significant industry around Pondicherry. There were some 9,871 active

fishermen in 2001-02 according to Government of Pondicherry statistics, but this

is in the whole of Pondicherry Union Territory.

There are two types of fishermen active in the locality of the port, those with large

boats who use the fishing harbour adjacent to the port and those with very small

boats who land on the beach all the along the coast.

Fishermen using the larger boats should be entirely unaffected by the port

development. The fishing harbour that they use will be unaffected as will their


entrance and exit to it through the mouth of the river. They also fish well offshore,

out of the range of any effects the port development will have.

The fishermen using the small boats that are landed on the beach could be effected

by any change in the near shore marine environment that might reduce marine life

in the area. However, the effects the port would have on this have been discussed

in Sections 5.2.4 and 5.3 above, which show that as long as the port construction

and operations are carried out in accordance with a sound management plan, the

effects of the port development on fisherman should not be significant.

5.6 Archaeology

The only archaeological remains in Pondicherry is the old Roman port to the South

of the town. The location of the port is shown in Figure 1-2.

The development of the new port is over 500m from the Roman Port and will thus

not impinge on the 300m radius designated as a controlled area for such sites

under the Ancient Monuments and Archaeological Sites and Remains Act of 1958.

5.7 High Tide Line

The high and low tide lines as well as the 500m line to the landward side have been

marked on the attached Figure 5-1. This is designated as Coastal regulation Zone

under the 1991 Coastal Regulation Zones Notification, 1991 for the protection of

the coastal and marine environment. Section 3(1) and 3(2) (v) of the Environment

(Protection) Act, 1986 and rule 5(3) (d) of the Environment (Protection) Rules,

1986. This notification regulates activities like setting up and expansion of

industries, operations or processes, etc. in the CRZ.


Figure 5-1: Coastal Regulation Zone


5.8 Aesthetics

The construction activity will involve activities like land clearance, cutting of trees,

cutting and fill, transport of materials to construction site, dumps of construction

material at site, construction of workers camp. All these activities will generate dust

and noise, which will give an unaesthetic look to the project site. The deterioration

in aesthetic look of the project site cannot be avoided during construction phase

proper mitigation measures are suggested to minimize the same. However after

completion of construction phase the excavated areas will be levelled up, the

construction workers camp will be dismantled. Tree plantations along the road side

and gardens at places will improve the aesthetics of the area.


6 Environmental Management Plan

6.1 General

An Environmental Management Plan (EMP) is an implementation plan consisting

of mitigation measures, monitoring program and institutional measures to be

adopted during the construction and operation phases to minimize the

environmental and social impacts. In this chapter, the EMP is formulated for

Pondicherry Port is presented. The EMP would be a dynamic document, which

would be reviewed periodically and amended for improvements based on the

Environmental Monitoring Program.

6.2 Mitigation Measures during Construction Phase

The mitigation measures for each of the attribute, which are exerting impacts on

the environment, are presented in the following paragraphs.

6.2.1 Land-side Activities

(a) Development of External Infrastructure

No significant environmental and social impacts are anticipated due to the

development of the external infrastructure except for mild impacts on air quality

and increase in noise levels, which are likely due to the construction of the road

and rail connections to the port. Necessary measures like sprinkling of water (thrice

a day) on unpaved sections, locating asphalt yards away from the habitations and

using controlled blasting techniques will be adopted to reduce the impacts.

(b) Backup Area Development

The backup area development will involve reclaiming and levelling of the area,

developing the cargo storage areas, container freight stations, internal road/rail

networks, utilities and services, buildings, etc. These activities would involve large-

scale movement of materials such as cement, steel, and sand, etc. thereby causing

disturbance to the adjoining communities. The following measures would be

adhered during the development works:

• The capital dredging volume (8.9 million cu.m) will be used for site

development. Hence no disposal should be required into the sea.


• Low noise equipment and mufflers/ enclosures would be used to limit

excess noise levels. The equipment to be used in the construction works

will be periodically maintained and all moving parts will be frequently

oiled/ greased to reduce noise generation. Further, the movement of

material during non-peak hours will be regulated.

• Measures such as sprinkling of water to contain dust levels during

construction works and also along the unpaved sections of the access

roads leading to the port will be adopted.

• Personal Protection Equipment (PPE) such as earmuffs, protective

clothing, helmets, goggles, shoes, gloves, etc. to the operation personnel

involved in pile driving operations will be provided.

• Environmental awareness program to the personnel involved in the

development works will be provided.

6.2.2 Marine-side Activities

(a) Construction of Breakwaters, Cargo Berths and Dredging

The construction of breakwaters will require significant volume of rock material

(see section 5.2.3 for details), which will be quarried and transported to the port

site. This activity will increase the traffic along access roads leading to the part and

will result in impacts on air quality and noise levels. On the marine side, the

construction of breakwaters would exert impacts on the marine water quality and

construction of berths would also results in impacts on air quality and noise levels.

The measures proposed to be adhered during the construction of breakwaters and

the capital dredging for mitigating the impacts are presented below:

• Consultations will be initiated with the concerned government authorities,

while selecting the quarry sites for the breakwater stones. Also, while

selecting the sites the landuse pattern around the sites would be taken into

consideration.

• A quarry material transportation plan shall be prepared prior to the

commencement of the process. The plan will focus on the quarry

locations, surrounding landuse, haulage roads, habitations & settlements

and proposed environmental monitoring program for mitigation of

impacts from dust pollutions, water stagnation, noise pollution, etc.


• Interaction with fishing community through the fishing co-operatives/

unions, community leaders will be initiated about the marker buoys/

signboards indicating areas of operation so that they may avoid such areas

limited to the construction period.

• All vehicles used in construction will be checked for valid Pollution Under

Control (PUC) certificates. A mobile task force will be formed in co-

ordination with local Road Transport Authority (RTA), Pondicherry to

check the compliance of vehicle emissions to norms/ standards

periodically during construction.

• Extreme precaution has to be taken during the planning stage to prevent/

minimize disturbance to adjacent properties/ habitations. If warranted, the

same would be restored under consent from the affected people.

• Ambient Air and Noise Levels will be monitored during the construction

period.

• Prior to commencement of dredging, a Dredging Management Program

would be prepared and implemented, which would include details

pertaining to the dredging method, quantity, disposal method, time of

dredging, etc.

• It will be ensured that the barges/ workboats have slop tanks for

collection of liquid/ solid waste generated on board and that it is

transferred on shore for treatment and disposal regularly. No wastes will

be discharged into the sea throughout the dredging period.

• Utmost care will be taken while fuelling of barges, dredgers, workboats,

etc. to prevent spillage of diesel, oil, lubes, etc.

• Water quality monitoring program with special emphasis on turbidity and

DO will be initiated prior to the commencement of operations and would

continue throughout the dredging period. Marine water quality would be

monitored on daily basis and would cover important physico-chemical and

biological parameters. Turbidity and DO would be monitored covering the

complete working shift.


• It will be ensured that the most suitable dredging equipment is deployed to

minimize the suspension of fine sediments at the dredge site. The turbidity

at the dredged site would also be minimized through adoption of less

intrusive dredging techniques along with timing of the dredging activity

(restrict in sensitive periods).

• The Contractors dredging and disposal works would be monitored for

compliance with the proposed mitigation measures.

• A post dredging monitoring program will be prepared to sasses the effect

of dredging and disposal on marine ecology.

• Construction of breakwaters and capital dredging of the harbor areas will

cause imbalance in sand movement along the coast resulting in accretion

on the south side and erosion on the north side. Therefore, to protect the

coastline a Littoral Drift Management scheme is included in the Project

Development Plan of Pondicherry Port. The construction of the Southern

and Northern Groynes to the existing port has stopped the Northern

littoral drift which used to carry some 400,000 cubic meters of sand

northerly along the coast each year. This is causing the land to the South

of the port area to accrete significantly and that to the North of the

existing groynes to be eroded, including the beach area in front of the

town. It is anticipated that the proposed development of the new port

would not cause the current situation to worsen, and thus the

Government should retain responsibility for the maintaining the dredging

of the sand trap adjacent to the southern groyne and for the coastal

protection works to the town as well as for pumping the sand around the

port. A corridor will be left in the port to allow for the Government to do

this and a new system of pipes provided for crossing the river mouth.

6.2.3 Hazardous Material Storage

Material such as welding gas, fuel for operation of tugs, barges, paints, etc. would

be stored in designated places as per the norms specified for Industrial Safety. The

storage areas would be barricaded by providing a compound wall in order to

restrict the movement of local communities/ grazing cattle. Preventive measures

for potential fire hazards will be undertaken and requisite fire detection and fire-

fighting facilities will be provided including adequate water storage.


6.2.4 Worker Camps

There will be large-scale requirement of skilled and unskilled labour during the

construction phase. Also, majority of the works will be contracted out. As the

construction period will span around 60 months, the worker camps will be set up

for unskilled labourers in the vicinity of the port site. The following aspects would

be taken into consideration before setting up the worker camps:

• The worker camps would not be set-up close to the nearby habitations.

• The camps would be adequately equipped with all the necessary facilities

such as water supply, power supply, wastewater collection, solid waste

collection and sanitation.

• The domestic wastes generated from the camps would be disposed at

approved disposal sites.

• No bore wells would be sunk for the drinking water requirements.

• Periodic health check-ups will be undertaken for early detection and

control of communicable diseases.

• Medical facilities including first-aid will be available in the workers camp

for attending to injured workers.

6.2.5 Induced Development

The construction phase of Pondicherry Port will result in induced development

through development of slums, make shift commercial establishments indirectly

affecting the neighbouring communities and also contributing to the haphazard

growth. It is suggested that the Planning Authorities of the Region should monitor

such type of developments during the construction phase in consultation with

Pondicherry Port Ltd. Further, the development of the port should be included in

the Master Plan of Pondicherry.

6.3 Mitigation Measures During Operation Phase

The Pondicherry Port is planned as a multipurpose port for handling various types

of cargo. Hence, there will be significant impacts on air quality and noise levels. In


addition, impacts are also envisaged in the harbour basin through discharge of

sewage, ship waste, oil spills, runoffs from operational areas, leachates from coal

stacks, etc. To mitigate these impacts, measures proposed are discussed in the

following paragraphs.

6.3.1 Cargo Handling

The cargo handling in Pondicherry Port will involve the following stages:

• Loading and unloading operations

• Stacking

• Inland Cargo Movement

(a) Loading and Unloading of Cargo

The loading and unloading operations of cargo will generate dust especially during

handling of coal and iron ore. These dust levels will have impact on the

neighbouring communities and also on the personnel involved in the operations.

Inhaling of the dust levels will have ill effects on health. Increased dust levels are

also envisaged from the cargo storage areas due to the coastal winds. The measures

required to contain the impacts on air quality and noise levels due to the loading

and unloading of coal were taken into consideration during the planning stage of

the project itself and the details of the same are presented in Chapter 2. The other

general cargo and container cargo is clean cargo and there is no dust generation.

Incorporation of the mitigation measures in the form of fully mechanised handling

equipment for loading, unloading and handling in the planning stage would ensure

preclusion of impacts on air quality, noise levels and health or port personnel.

(b) Inland Cargo Movement

The transportation of cargo to and from Pondicherry Port will contribute to

increase in traffic on the existing road network. The increase in traffic might lead

to traffic congestion, increase in dust levels, noise levels and risk of accidents. In

order to contain these impacts, the following measures would be taken up.

• All the vehicles involved in transhipment of cargo would be covered

adequately with tarpaulins in order to protect the road users from the wind

blown dust. All vehicles used in operation phase for inland cargo


movement will be checked for valid Pollution Under Control (PUC)

certificates. A mobile task force will be formed in co-ordination with local

Road Transport Authority (RTA), Pondicherry to check the compliance of

vehicle emissions to norms/ standards periodically during operation phase

used for inland cargo movement.

• Development of greenbelt along the access roads especially at areas prone

to the impacts due to the cargo movement will be undertaken. This

activity will be immediately taken up during the construction phase of

Pondicherry Port and but the time commercial operations start, a good

greenbelt will be in place to reduce the impacts on air quality and attenuate

the excessive noise levels due to cargo movement.

• Based on the traffic density/ vehicular movements anticipated from the

port parking facilities would be provided.

• The road link planned for connection the port will be constructed largely

through rural areas. It is imperative that this road link is constructed prior

to the commencement of port operations, in order that traffic is not

routed though the town.

6.3.2 Maintenance Dredging

• The maintenance-dredged material will be used for beach nourishment on

northern side to maintain the continuity of the littoral drift.

• It would ensure that the remaining dredged material would be disposed at

identified disposal points.

• The dumping of the dredged soil would be uniform.

• Sub-sea conditions would be inspected during the maintenance dredging

and a serial photographic record comprising of sediment plumes in the

dredging areas, quays, disposal areas, etc. would be maintained.

6.3.3 Marine Water Pollution Control

Water pollution is one of the prime issues during the operation phase. The sources

of water pollution are:


• Operations on the quay areas

• Cargo storage areas

• Waste water and sewage

• Runoffs containing oil spills

• Ship wastes and bilge water

• Sewage from nearby areas

• Accidental cargo spills

To mitigate the impacts due to marine water pollution, the following measures

would be adopted:

• All the operational areas will be connected with a network of liquid waste

collection corridor comprising of storm water, oily wastes, and sewage

collection pipelines.

• The berth and terminals will be designed sloping landward for collection

of the runoffs into the sewage collection networks.

• The residual water generated from the mechanical areas of the port would

be collected in the effluent network and further treated at the treatment

plant.

• Ships/ vessels calling at the Pondicherry Port would not be permitted to

dump the wastes/ bilge water during the berthing period.

• Pondicherry Port would be equipped with all modern pollution control

mechanisms to prevent and contain marine pollution from the port

operational areas. Pollution control facilities would be designed with a

possibility of recycling the wastes, especially the treated effluents.

• Measures would be taken to contain, control and recover the accidental

spills of fuel and cargo handled.


• A Sewage Treatment Plant (STP) is proposed for treating the wastewater

generated in the port and the treated wastewater will be reused in water

sprinkling for dust suppression and in green belt areas.

6.3.4 Green Belt Development

• Greenbelt will be developed as per Standard Industrial Practices. It will

commence prior to commencement of construction.

• Green belt development is proposed along the entire boundary of

Pondicherry Port. In addition, tree cover will be developed around the

storage areas. 1 m high saplings will be used in green belt development.

• The tree species to be used will be in line with local ecology.

• The treated wastewater will be reused in the green belt areas to reduce the

water requirements.

6.3.5 Socio-Economic Aspects

The operation of the Pondicherry Port will exert changes in the landuse in the

surroundings through population influx and induced development resulting due to

creation of employment potential and development of commercial establishments.

This activity if not planned and developed will create chaos and will affect the

integrity of the port.

The following measures will be taken into consideration, which will be useful in

restricting the development:

• The planning authorities of the region have already been appraised about

the Pondicherry Port development. Development of the port should be

included in the revised Master Plan to ensure that unauthorised

developments do not occur in the vicinity of the port.

• Pondicherry Port Ltd., in consultation with the local authorities, would

monitor all the developments in and around the port.


6.3.6 Training of Personnel

The personnel involved in the operation of port would be trained for identification

of various hazards, methods to combat, and responsiveness to emergency

preparedness, etc.

6.4 Environmental Monitoring

The mitigation measures suggested in the preceding sections require environmental

monitoring of air quality, noise levels, seawater, sediment, groundwater quality,

sand movement/ erosion of beaches during the construction and operation phase

of Pondicherry Port. Offshore and onshore environmental surveys will be carried

out to meet the monitoring requirements. The monitoring requirements would be

carried out through sub-contracting the assignment to an approved agency with

capabilities to undertake monitoring of onshore and offshore environmental

surveys.

The environmental attributes to be monitored during the construction and

operation phase of Pondicherry Port, specific description along with the technical

details of the environmental monitoring including the monitoring parameters,

methodology, sampling locations and frequency of monitoring are presented in

Appendix A.

6.5 Institutional Mechanism

The effective implementation and close supervision of the environmental

monitoring programme as specified in the Appendix A can be achieved through a

suitable institutional mechanism. A broad institutional mechanism responsible for

the implementation of the mitigation measures is presented below:


Construction Phase

Pondicherry Pollution Control

Committee

Pondicherry Port Limited

Environmental

Officer of PPL

Independent

Monitoring

Environmental

Officer (Full

Time)

EPC

contractors


Operation Phase

The implementation of the Environmental Management Plan (EMP) is the

responsibility of Pondicherry Port Ltd. (PPL). The Environmental Management

Unit would comprise of qualified and trained staff such as Environmental

Engineers, Environmental Scientists, Chemists, etc. PPL would see that the

environmental monitoring works are included in the EPC contracts. The EPC

Contractor would appoint a full-time Environmental Officer to monitor the

mitigation measures and keep a daily record of the same.

The responsibilities of the Environmental Officer would include day to day

recording of mitigation measures, planning and execution of environmental

monitoring, review of the report submitted by the monitoring agency, checking the

compliance of the results with respect to the baseline environmental conditions

and also with the relevant standards and preparation of monthly progress reports

documenting all the activities.

Pondicherry Pollution Control

Committee

Pondicherry Port Limited

Independent Agency

for Environmental

Monitoring

Environmental

Management Unit


The Environmental Officer of the EPC contractor would report the monitoring

program to the Environmental Management Unit through the EPC contractor.

The Environmental Management Unit of Pondicherry Port Ltd. would also carry

out environmental monitoring on random basis through an independent agency

other than the EPC contractor’s agency in order to check the compliance the

monitoring results.

The sampling program of PPL would not clash with that of the EPC Contractor’s

program. PPL would appoint advisors/ experts on need basis so as to review the

monitoring results with respect to the construction phase activities.

6.5.1 Reporting Procedures

The environmental officer of PPL will supervise all the environmental monitoring

operations and document the test results on a monthly basis in the form of

progress reports. The report should include results of the environmental

monitoring programs, actions carried out with respect to the results of monitoring

as prepared and implemented. The reports would be submitted to PPL which

would submit the same to Pondicherry Pollution Control Committee (PPCC).

6.6 Budgetary Estimates for Environmental Monitoring

The budgetary estimates for environmental monitoring during the 60 months of

construction are Rs. 4,225,000. The annual budgetary estimate for operation phase

monitoring is estimated as Rs. 1,046,000. The estimates are presented in the tables

below.

Table 6-1: Cost Estimates for Environmental Monitoring during the Construction Phase

S. No. Parameter Unit Rate

(Rs.)

Quantity Total (Rs.)

Offshore Environment

1. Collection, preservation and analysis of

marine water samples for physico-

chemical parameters including heavy

metals at viz., surface, middle, bottom

using Nishkin sampler including

4000 400 1,600,000


Phytoplankton and Zooplankton.

2. Collection preservation and analysis of

sediment samples for physico-chemical

parameters including heavy metals. Also,

assessment of Benthic Flora and Fauna

through preservation of sediment

samples with necessary reagents.

4000 200 800,000

Onshore Environment

4. Ambient Air Quality Monitoring at four

locations @ two days in a week on 24 hr

basis for SPM, RPM, SO2, NOx, CO, HC

1000 250 250,000

5. Noise Level monitoring at two locations

for one day on 24 hr basis fortnightly.

500 150 75,000

Sub-total 2,725,000

6. Man-month cost for the Environmental

Officer for 60 months @ Rs. 25,000 per

month

1,500,000

Grand Total 4,225,000

Table 6-2: Cost Estimates for Environmental Monitoring during the Operation Phase (Per Annum)

S. No. Parameter Unit Rate

(Rs.)

Quantity Total (Rs.)

Offshore Environment

1. Collection, preservation and analysis of

marine water samples for physico-

chemical parameters including heavy

metals at viz., surface, middle, bottom

4000 100 400,000


using Nishkin sampler including

Phytoplankton and Zooplankton.

2. Collection preservation and analysis of

sediment samples for physico-chemical

parameters including heavy metals. Also,

assessment of Benthic Flora and Fauna

through preservation of sediment

samples with necessary reagents.

4000 40 160,000

Onshore Environment

4. Ambient Air Quality Monitoring at two

locations @ two days in a week on 24 hr

basis for SPM, RPM, SO2, NOx, CO, HC

1000 150 150,000

5. Noise Level monitoring at two locations

for one day on 24 hr basis fortnightly.

500 72 36,000

Sub-total 746,000

6. Man-month cost for the Environmental

Officer for 12 months @ Rs. 25,000 per

month

300,000

Grand Total 1,046,000


Appendix A: Environment Monitoring Program

A.1 General

In this appendix, the Environment Monitoring Plan proposed to be carried out during the construction

and operation phases of Pondicherry Port is presented.

A.1.1 Construction Phase

The environmental attributes to be monitored during the construction phase should cover the marine and

terrestrial environments. The monitoring program for the construction phase is presented in

Marine Water Quality Program

1. Objective of

Monitoring

The objective of marine water quality monitoring is to list out the

changes in the water quality during the construction of breakwaters

and the capital dredging and use the results in planning the respective

operations.

2. Parameters to be

monitored

Physical Properties: pH, EC, Salinity, Temperature, Turbidity

Chemical Properties: DO, BOD, COD, Oil & Grease, Nutrients,

Sulphates, Chlorides

Heavy Metals: Fe, Zn, Mg, Mn, Cd, Cr, Hg

Bacteriological parameters: Coliform count

Marine Biology: Phytoplankton and Zooplankton

3. Sampling

Methodology

Marine Water should be collected using a bottom sampler (Nishkin

Sampler). On-site tests such as pH, Turbidity, DO, Temp, EC should

be carried out immediately after sample correction. The samples

intended for chemical, heavy metals and bacteriological analysis

should be suitably preserved with necessary reagents.

The plankton samples should be collected using plankton net of

diameter of 0.35 m, No. 25 mesh size 63 µ. The plankton net should

be towed for 15 minutes at the sampling locations for collection of


samples for estimation of Phytoplankton and Zooplankton.

4. No. of locations Three Locations

• North of Development

• Centre of Development

• South of Development

5. Frequency of

Measurements

The samples should be collected on a monthly basis both for low tide

and high tide periods commencing one week prior to commencement

of construction and spread over the entire construction period.

6. Compliance The tested samples should be compared with the primary water

quality standards framed by Central Pollution Control Board and also

with other relevant guidelines to assess the compliance during the

entire phase of the construction activities.


Sediment Quality Monitoring Program

1. Objective of

Monitoring

The objective of sediment quality monitoring is to assess the changes

in the sediment quality during the construction of breakwaters and the

capital dredging and use the results in planning the respective

operations.

2. Parameters to be

monitored

Physio-Chemical Properties: pH, Organic Matter, Nutrients, Oil and

Grease

Heavy Metals: Fe, Zn, Mn, Cd, Cr, Hg, Ni, Pb

Benthic Communities: Macro and Micro Benthic Flora and Fauna

3. Sampling

Methodology

Marine sediment should be collected using a Peterson’s Grab Sampler.

The collected sediment should be segregated on the site for analysis of

physico-chemical parameters, heavy metals and benthic communities.

The sediment sample for benthic communities should be subjected to

sieving to record the macro benthos and then the samples should be

preserved with Rose Bengal and Formalin Solution for further analysis

of Benthic communities.





5. Frequency of

Measurements

The samples should be collected on a monthly basis commencing one

week prior to commencement of construction and spread over the

entire construction period.

6. Compliance At present, there are no standards for sediment quality in India.

However, there should not be marked variations in the sediment

quality during the entire construction phase.


Ambient Air Quality Monitoring

1. Objective of

Monitoring

The ambient air quality monitoring should be carried out with an

objective to plan the activities involved in the construction phase in

line with the ambient air quality status with an aim to protect the

adjoining communities from air pollution.

2. Parameters to be

monitored

Suspended Particulate Matter (SPM)

Respirable Particulate Matter (RPM)

Sulphur Dioxide (SO2)

Oxides of Nitrogen (NOx)

Carbon Monoxide (CO)

Hydrocarbons (HC)

3. Sampling

Methodology

The air quality monitoring should be conducted using Respirable Dust

Samplers. CO will be collected by Peroxide tube method or by

portable CO meter. HC should be collected in Mylar Bags.

4. No. of locations Two Locations

• Fishing Harbour

• Lighthouse

5. Frequency of

Measurements

Once in a month for two days

6. Compliance The monitoring results should be compared with National Ambient

Air Quality Standards.


Noise Level Monitoring

1. Objective of

Monitoring

The objective of noise level monitoring is to use check noise levels in

the vicinity of the Pondicherry Port against the background levels and

plan the activities accordingly without affecting the communities


2. Parameters to be

monitored

Hourly noise levels for 24 hours.

3. Sampling

Methodology

The noise levels should be recorded using a portable hand-held noise

level meter.


• Fishing Harbour

• Lighthouse

5. Frequency of

Measurements

Once in a month.


Noise Standards.


A.1.2 Operation Phase

The attributes to be monitored as a part of the mitigation measures are Air Quality, Noise Levels, Marine

Water and Sediment Quality. The monitoring plan for the operation phase is presented in

Marine Water Quality Program

1. Objective of

Monitoring

The objective of marine water quality monitoring is to list out the

changes in the water quality during the construction of breakwaters

and the capital dredging and use the results in planning the respective

operations.

2. Parameters to be

monitored

Physical Properties: pH, EC, Salinity, Temperature, Turbidity

Chemical Properties: DO, BOD, COD, Oil & Grease, Nutrients,

Sulphates, Chlorides

Heavy Metals: Fe, Zn, Mg, Mn, Cd, Cr, Hg

Bacteriological parameters: Coliform count

Marine Biology: Phytoplankton and Zooplankton

3. Sampling

Methodology

Marine Water should be collected using a bottom sampler (Nishkin

Sampler). On-site tests such as pH, Turbidity, DO, Temp, EC should

be carried out immediately after sample correction. The samples

intended for chemical, heavy metals and bacteriological analysis

should be suitably preserved with necessary reagents.

The plankton samples should be collected using plankton net of

diameter of 0.35 m, No. 25 mesh size 63 µ. The plankton net should

be towed for 15 minutes at the sampling locations for collection of

samples for estimation of Phytoplankton and Zooplankton.






5. Frequency of

Measurements

The samples should be collected on a monthly basis both for low tide

and high tide periods commencing one week prior to commencement

of construction and spread over the entire construction period.

6. Compliance The tested samples should be compared with the primary water

quality standards framed by Central Pollution Control Board and also

with other relevant guidelines to assess the compliance during the

entire phase of the construction activities.

Sediment Quality Monitoring Program

1. Objective of

Monitoring

The objective of sediment quality monitoring is to assess the changes

in the sediment quality during the construction of breakwaters and the

capital dredging and use the results in planning the respective

operations.

2. Parameters to be

monitored

Physio-Chemical Properties: pH, Organic Matter, Nutrients, Oil and

Grease

Heavy Metals: Fe, Zn, Mn, Cd, Cr, Hg, Ni, Pb

Benthic Communities: Macro and Micro Benthic Flora and Fauna

3. Sampling

Methodology

Marine sediment should be collected using a Peterson’s Grab Sampler.

The collected sediment should be segregated on the site for analysis of

physico-chemical parameters, heavy metals and benthic communities.

The sediment sample for benthic communities should be subjected to

sieving to record the macro benthos and then the samples should be

preserved with Rose Bengal and Formalin Solution for further analysis

of Benthic communities.






5. Frequency of

Measurements

The samples should be collected on a monthly basis commencing one

week prior to commencement of construction and spread over the

entire construction period.

6. Compliance At present, there are no standards for sediment quality in India.

However, there should not be marked variations in the sediment

quality during the entire construction phase.

Ambient Air Quality Monitoring

1. Objective of

Monitoring

The ambient air quality monitoring should be carried out with an

objective to plan the activities involved in the construction phase in

line with the ambient air quality status with an aim to protect the

adjoining communities from air pollution.

2. Parameters to be

monitored

Suspended Particulate Matter (SPM)

Respirable Particulate Matter (RPM)

Sulphur Dioxide (SO2)

Oxides of Nitrogen (NOx)

Carbon Monoxide (CO)

Hydrocarbons (HC)

3. Sampling

Methodology

The air quality monitoring should be conducted using Respirable Dust

Samplers. CO will be collected by Peroxide tube method or by

portable CO meter. HC should be collected in Mylar Bags.



• Fishing Harbour

• Lighthouse

5. Frequency of

Measurements

Once in a month for two days


Air Quality Standards.

Noise Level Monitoring

1. Objective of

Monitoring

The objective of noise level monitoring is to use check noise levels in

the vicinity of the Pondicherry Port against the background levels and

plan the activities accordingly without affecting the communities


2. Parameters to be

monitored

Hourly noise levels for 24 hours.

3. Sampling

Methodology

The noise levels should be recorded using a portable hand-held noise

level meter.


• Fishing Harbour

• Lighthouse

5. Frequency of

Measurements

Once in a month.


Noise Standards.

Documents

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