This document provides an executive summary of the environmental impact assessment for the development of a heliport at Rohini, New Delhi by Pawan Hans Helicopters Limited. Key points include:
- The proposed heliport will provide independent helicopter operations to support tourism, medical services, and emergencies in Delhi.
- An environmental impact assessment was conducted according to Ministry of Environment and Forest guidelines to obtain environmental clearance for the project.
- The proposed heliport facilities include an airfield, parking apron, maintenance facilities, passenger terminal, ground access, support facilities, and crash/fire rescue facilities.
- Baseline studies found the area has sandy soil, groundwater 5-10 meters
This document provides an executive summary of the environmental impact assessment for the development of a heliport at Rohini, New Delhi by Pawan Hans Helicopters Limited. Key points include:
- The proposed heliport will provide independent helicopter operations to support tourism, medical services, and emergencies in Delhi.
- An environmental impact assessment was conducted according to Ministry of Environment and Forest guidelines to obtain environmental clearance for the project.
- The proposed heliport facilities include an airfield, parking apron, maintenance facilities, passenger terminal, ground access, support facilities, and crash/fire rescue facilities.
- Baseline studies found the area has sandy soil, groundwater 5-10 meters
This document provides an executive summary of the environmental impact assessment for the development of a heliport at Rohini, New Delhi by Pawan Hans Helicopters Limited. Key points include:
- The proposed heliport will provide independent helicopter operations to support tourism, medical services, and emergencies in Delhi.
- An environmental impact assessment was conducted according to Ministry of Environment and Forest guidelines to obtain environmental clearance for the project.
- The proposed heliport facilities include an airfield, parking apron, maintenance facilities, passenger terminal, ground access, support facilities, and crash/fire rescue facilities.
- Baseline studies found the area has sandy soil, groundwater 5-10 meters
RI TES L I MI TE D (A GOVERNMENT OF I NDI A ENTERPRI SE) PL OT NO. 1, S ECTOR 29, GURGAON, HARYANA, I NDI A WW W. R I T E S . C O M
ENVIRONMENTAL IMPACT ASSESSMENT STUDY OF HELIPORT AT ROHINI, DELHI URBAN ENGINEERING EXECUTIVE SUMMARY 1 RITES LTD.
0. EXECUTIVE SUMMARY
0.1 INTRODUCTION
Background: The rapid economic growth in India has generated considerable traffic demand for development of various mode of transportation system. At present, there is no Heliport in India for independent Heliport operartion. Pawan Hans Helicopters Limited (PHHL) intends to develop a heliport for VFR and IFR operations at New Delhi, with the primary objective of providing independent helicopter operations from New Delhi. Accordingly, a site in Sector-36, Rohini, New Delhi was earmarked by Delhi Development Authority (DDA) vide Gazette of India vide S.O.No. 1752 (E) dated 14 th July 2009 and transferred to Ministry of Civil Aviation (MOCA). MOCA has handed over the land to Pawan Hans Helicopter Limited, Noida, (A Government of India Enterproses) under Ministry of Civil Aviation to develop the proposed heliport. RITES Ltd. (A Government of India Enterprise) has been appointed by PHHL, as consultant, to examine the feasibility of the selected site to develop the heliport and to carry out the Environmental Impact Assessment (EIA) study as per the approved Terms of Reference (TOR) issued by Expert Appraisal Committee (EAC) of MoEF for Environmental Clearance of the project.
Need of the project: The Heliport would provide a location for the voluntary basing of helicopter operators providing commercial services from New Delhi and is also intended to support the tourism, medical, security and emergency services with adequate facilities. Independent operation of Helicopter would decongest the IGI Airport.
Objectives and scope of the study: The objective of the study is to safeguard the Environment due to location, construction and operation of the heliport and obtaining environmental clearance vide EIA notification of 14 th September, 2006. The Scope of Work is briefly described as below.
To establish the baseline environmental and social scenario of the project area. Carry out Environmental impact Assessment and prepare Environmental Management Plans (EMP) to mitigate the negative impacts due to the project. To develop mitigation measures so as to minimize pollution, environmental disturbance and nuisance during construction and operations of the development. To design and specify the monitoring requirements necessary to ensure the implementation and the effectiveness of the mitigation measures suggested. To work out the cost of environmental mitigation and monitoring requirements. To assess the opinion of the public as observed in the public hearing, including the suggestions given by the public and the response of the project authorities. To get the environmental clearance from Ministry of Environment and Forest.
0.2 PROJECT DESCRIPTION
Project and its location: The proposed project site is located at Sector 36, Rohini in the North West district of Delhi. The project site is easily accessible and located at a distance of 5.5 km in the direction of North West from Rithala Metro Station and 2.5 kms to the North West of Prahladpur Bangar Village. The project envisages construction of Parking Apron, Maintenance Facilities, Passenger Terminal Complex, Parking and other support facilities. Latitude and Longitude of the project site are 2845'7.30"N and 7703'30.19"E respectively.
The Ministry of Urban Development has changed the land use of an area measuring 25 acres from Recreational (District Park) to Transportation (Heliport) as notified in Gazette of India vide S.O.No. 1752 (E) dated 14 th July 2009.
ENVIRONMENTAL IMPACT ASSESSMENT STUDY OF HELIPORT AT ROHINI, DELHI URBAN ENGINEERING EXECUTIVE SUMMARY 2 RITES LTD.
Approach and methodology: The approach of the study is to follow the sequence of steps adopted in an EIA study. The basic concept is to ascertain the existing baseline conditions and assess the impacts as a result of construction and operation of the project. For the purpose of environmental assessment, areas within 10 km radius of the project have been studied based on the Final Terms of Reference as given by the Ministry of Environment & Forests, India. The consultant collected and compiled the environmental baseline data for environmental attributes from primary and secondary sources. The impacts are assessed for various phases of project cycle namely - Impacts due to project location, Impacts due to project design, Impacts due to project construction, and Impacts due to project operation. The cost of management and monitoring programs are estimated on the basis of mitigation measures suggested for negative impacts and environmental monitoring programme during construction and operation. Risk Analysis study has been conducted and Disaster Management Plan is suggested for safe operation of Heliport.
Proposed facilities: Facility requirements for the proposed Heliport has been assessed for their development in accordance with the standards and recommended practices of International Civil Aviation Organization (ICAO). The proposed project envisages facilities as Airfield, Parking Apron, Maintenance Facilities, Passenger Terminal Complex, Ground Access and Parking, Support Facilities, Crash Fire Rescue Facilities, and water supply and Sewerage system. An indicative estimated cost of ` 639,882,680/- is worked out for the construction of proposed Heliport for immediate implementation of non-instrument, day and special VFR operations. The construction period of the project is 9 months.
0.3 BASELINE ENVIRONMENTAL
The collection of environmental baseline data is required to see the impacts of project activities on the environment. The data have been compiled for: Land Environment (Physiographic and soils), Water Environment (Water resources, water use, water quality), Air Environment (Meteorology and air quality), Noise Environment (Noise levels), Ecological Environment (Flora and Fauna) and Socio-Economic Environment (Demography, socio economics, etc)
The National Capital Territory of Delhi where project falls is categorized as plain, except Yamuna flood plain and the ridge. The ridge constitutes the most dominating physiographic features of this territory. The average elevation of Delhi plain is 198 m to 200 m above the mean sea level (msl). The Delhi ridge which is the northernmost extension of Aravalli Mountain consists of quartzite rocks and extends from southern parts of the territory to western bank of Yamuna for about 35 kilometers. The soils of the Delhi area are mostly light with subordinate amount of medium texture soils are represented by loam and silty loam. Soils in the project area (10 km radius from Heliport) are generally classified as sandy soils. A study by Central Ground Water Board in 2002 shows that the water level is ranging 5 to 10 mts below ground level. In the seismic zoning map of India prepared by Bureau of Indian Standards (BIS code: IS 1893: Part-1:2002), the area lies in Zone IV. The land use/land cover data for the study area was derived using the latest cloud free satellite imagery acquired on 11 th March, 2010 which indicates prevalence of agriculture land. As per the Master Plan of Delhi 2021, DDA has prepared Zonal Development Plan for Zone M (Rohini Sub-city) with an approval of Government of India. Zonal Development Plan comprises of development of Rohini Sub-city, Phase III, IV and V. Sector-36 is part of the development of Phase IV & V. Implementation of the project as per Master Plan would make prevalence of built up area within 10 km radius. The landuse breakup of Sector 36 indicates prevalence of residential area (48.17%) followed by recreational areas (25.85%). The Helicopter measuring 25.0 acres falls in recreational areas occupying 22% of the area(recreational). The two major natural drains Nangloi and Daryapur drain covers the entire area and flows in the Southward direction. The entire area is drained in the natural process through these channels.
ENVIRONMENTAL IMPACT ASSESSMENT STUDY OF HELIPORT AT ROHINI, DELHI URBAN ENGINEERING EXECUTIVE SUMMARY 3 RITES LTD.
The latest meteorological data of 5 years i.e., 2005 to 2009 have been collected from Indian Meteorological Department, Safdarjung, New Delhi for the Monthly Mean Maximum and Minimum Temperature, Mean Maximum Relative Humidity, Mean Minimum Humidity and Monthly Rainfall. Average temperature of the area is 17.6 0 C minimum and 31.6 0 C maximum. During winter, temperature varies between 5.3 0 C and 25.3 0 C, in summer 13.7 0 C and 41.5 0 C, and in autumn (post-monsoon) 11.2 0 C and 36.3 0 C. Monsoon arrives at the end of June, bringing some respite from the heat, but increasing humidity at the same time. The average annual rainfall is approximately 714 mm, most of which is during the monsoons in July and August. Mean maximum humidity is 81.5 %, while Mean minimum humidity is 40 % respectively. The high humidity is in the months of June, July and August. The surface winds are mostly East-West. The predominant wind direction is North West - South East. Early March sees a reversal in the direction of wind from the north-western direction to the south-western. Out of 1483 sq km of Delhis area, 151 sq.km (10%) constitutes the forest area. The terrestrial fauna of the project area has been noted based on the information collected from the secondary sources. Monkeys and cows are a pretty common sight. Bird life thanks to the citys parks and gardens is profuse and includes Mynahs, Shovellers, Mallards, Common coots, Crow, Sparrow, parrots, and bush quail. Peafowl are numerous on the hilly ridges. Rohu and Betchwa were among the varieties of fish that are plentiful.
FIELD STUDIES
Soil: Four soil samples were collected from near Rithala Metro Station, Heliport Site, Kanjhawala and Puth khurd area. The analysis of the soils tested for its productivity potential reveals that composition of soil sample is predominantly sand and clay. The pH of soils is moderately alkaline and varies in the pH range of 7.80 to 8.30. Organic matter varies from 3.4 to 5.1kg/hectare which is low to moderate. The nutrient content of soil like Nitrogen is high.
Water: Six water samples collected from groundwater sources were analyzed for physical, chemical and biological constituents. The results of water analysis are compared with IS: 10500- 1991, Drinking Water Standards. All the parameters tested for drinking water specification are within permissible limit except chloride, TDS and hardness for sample of location at Puth khurd.
Ambient Air Quality: The monitoring was carried out for one season for SO 2 , NO x,, PM 10 , PM 2.5 , HC and Pb in the months of June, July and August 2010 at four locations. The results obtained are analysed and compared with ambient air quality standards of Central Pollution Control Board (CPCB) wherein it is observed that Particulate Matter (PM2.5) and PM10 values are exceeding to the standards, while sulphur dioxide and oxides of nitrogen are lower than the permissible limits.
Noise Quality: Noise level survey is conducted at four locations recording on hourly equivalent noise level for 24 hours twice in a week for one week in order to have an assessment of the Day and Night time noise levels. . The noise during construction would be temporary in nature however, during operation, it would be permanent and intermittent during landing and take-offs of Helicopter. A prediction of noise has been made with the help of Integrated Noise Model (INM) developed by the Federal Aviation Administration. INM is standard tool to predict the noise level in the vicinity due to helicopter.
Ecological Environment: The baseline of Ecological Environment is based on secondary data available in literature, books and reports. Additional information was documented through field visits, surveys and visual inspection. In the project area around 10 km radius, the common trees are Jamun (Eucalyptus cinerea), Peepal (Ficus religiosa), Neem (Melia indica), Babul (Acacia Arabia), Mango (Mangifera indica), Eucalypyus (Eucalyptus cinerea) and Teak Wood (Techtona grandis). There are about 59 numbers of trees (58 Jamun and 1 Peepal) and Teakwood plantation at North West corner falling inside and outside of the Heliport.
ENVIRONMENTAL IMPACT ASSESSMENT STUDY OF HELIPORT AT ROHINI, DELHI URBAN ENGINEERING EXECUTIVE SUMMARY 4 RITES LTD.
0.4 ENVIRONMENTAL IMPACTS
This section discusses the potential impacts on environment to predict the impacts due to proposed project identifying the negative as well as positive impacts on various aspects of the environment likely to result from the proposed development.
Displacement of People: The proposed Heliport project has no issue for displacement of people since land is already in possession of DDA which has been transferred to Ministry of Civil Aviation (MOCA) for development of Heliport through Pawan Hans Helicopter Limited (PHHL).
Change in Land use Pattern: The Ministry of Urban Development has changed the land use for the construction of Heliport from Recreational (District Park) in Sector 36 to Transportation (Heliport) as notified in Gazette of India vide S.O.No. 1752 (E) dated 14th July 2009 as indicated in the approved layout plan of sector 36.
Impact on Soil Quality/Erosion: The topsoil shall be disturbed during the construction stage due to excavation and movement of vehicles and equipment which will result into soil erosion during monsoon. Good construction practices and avoidance of construction work during monsoon will prevent soil erosion.
Risk due to Earthquakes: The project area falls under seismic zone IV as per the Seismic Zoning Map of India. Necessary seismic factors (horizontal and vertical ground acceleration), as per relevant Indian Standard Code (IS: 1893 Part 1: 2002), shall be adopted for designing the structures to ensure the
Impact due to Solid Waste Disposal: Solid Waste would have no impact since inorganic solid waste will be reused in parking pavement and in road construction whereas domestic waste will be sent to municipal disposal site.
Water Use and Quality: Water demand for Construction activities and Domestic use would be provided from municipal water supply. The water demand during construction is estimated as 18.55 KLD and the quantity of wastewater generated from construction site and labour camp will be 7.47 KLD. The waste water generated will be treated in septic tank followed by soak pit during construction period.
During operation of the project, the water requirement at the heliport would be around 15.65 KLD which will be met from the Municipal water supply. Sewage is worked out to 10.03 KLD, which will be connected to municipal sewer.
Drainage System: The terrain of the proposed Heliport is flat; hence proper drainage network with adequate slope is required to be provided to prevent the flooding of the area. In any case, quick drain off from the runway and its adjacent areas is required avoiding stagnation of water.
Impacts on air environment: Emissions during construction of Heliport are due to various construction activities like clearing of land, excavation, compaction, use of construction machinery, erectioning of structures, generation of solid wastes and debris, transport of building materials and supplies onto the site, transport of wastes off site, movement of vehicles along roadways and paths in and out of the site and within the site and application of surface coatings and finishes using paints and adhesives etc. During the construction phase, pollution emission sources shall be distributed throughout the project site and shall fall under the category of area source.
ENVIRONMENTAL IMPACT ASSESSMENT STUDY OF HELIPORT AT ROHINI, DELHI URBAN ENGINEERING EXECUTIVE SUMMARY 5 RITES LTD.
Helicopter emission during operation phase has been worked out using helicopter emission factors. As per feasibility report for 2029-30, 56712 flights per annum are expected in most likely scenario. Hence 155 flights per day are taken for emission calculation. The fugitive emissions/dust generation due to 100 numbers of car/delivery trucks are estimated during operation.
Impact on noise environment: Noise at a construction site varies and depends on the construction activities in progress. The prime sources of noise levels during the construction phase are the construction machinery and the vehicular noise due to material movement at the site. For an approximate estimation of dispersion of noise in the surroundings form the source point a standard mathematical model for sound wave propagation is used. The equation for sound wave propagation used is as follows:
As per modeling, the impact of noise produced during the construction will be limited to a distance of about 475 m meters where it will come down below 55 dB (A). Due to the high noise levels of construction machinery, the personnel operating the machines and the workers stationed close to the machines will be prone to exposure of high levels of noise.
Impact during Operation: Both main and tail rotors of Heliport are important noise contributors. Rotating blades are highly directional sound sources. With the main rotor operating in the horizontal plane and the tail rotor in the vertical, helicopters can have highly complex, directional noise characteristics, in both the horizontal and vertical planes.
The dispersion of noise has been assessed tentatively with the help of INM version 7 Software developed by the Federal Aviation Administrations Office of Environment and Energy (AEE). INM is standard tool to predict the noise in the vicinity of aircrafts and heliports.
Helicopter is a mobile source of noise. Receiver of noise is at ground level. During the operation of heliport due to landing and take-offs of helicopter, noise would influence its surroundings with diminishing noise levels with respect to the distance travelled. Noise level is maximum when helicopter takes off from the ground. As the height of helicopter increases, noise level reaching the receiver decreases. The model has been run with Bell 407 helicopter with 55 flights per hour.
The expected noise level contours during various phases of helicopter operation are superimposed on the Delhi Development Authority land use planning map of Rohini Sector 36 taking Heliport site as centre. As per CPCB draft guidelines, the ambient noise level due to aircraft is 65 dB (A) Day Night Average Sound Level (DNL) which is predicted at a distance of 425 m from Heliport site.
The other noise expected during operation is the noise generated from working of DG set in case of power failure and passenger car movement outside heliport. The modeling for impacts of noise from DG set operation has also been worked out using the above mentioned equation. According to the CPCB, the maximum permissible sound pressure level for DG sets with rated capacity up to 1000 KVA shall be 75dB(A) at 1m from the enclosure surface.
It could be concluded that noise in the operation phase of the project would have minor or no negative impact.
Impacts on biological environment: Out of 59 trees, 21 Nos are on PHHL land and 38 Nos are on DDA land. The Teak wood plantation of 305 trees (on PHHL Land (150 Nos) and on DDA Land(155 Nos) having girth between 15 cm to 20 cm and height of about 3.5 m are not in the takeoff and
ENVIRONMENTAL IMPACT ASSESSMENT STUDY OF HELIPORT AT ROHINI, DELHI URBAN ENGINEERING EXECUTIVE SUMMARY 6 RITES LTD.
landing funnel but are existing in the close vicinity of the funnel. No encroachment on nature reserve is anticipated as the project area and its surroundings are not declared as nature reserve. There are no rare and endangered species reported in the project area.
Obstacles to the project: The North West side has trees that are forming obstruction to the approach for takeoff and landing of Helicopter. The main obstruction in the approach funnel is wires of High Tension Electric Power Towers passing through the funnel of Heliport and trees. There are no obstructions towards south-east side of the Heliport.
Socio- economic impacts: Land for construction of the project is in possession of the project proponent (PHHL) and hence does not involve any social issues. The proposed heliport would also create indirect business and employment opportunities during operation.
Loss of Historical and Cultural Monuments: No Historical or Cultural Monuments will be affected/ lost due to the construction of the project.
Impacts on Aesthetics: The project area is going to improve upon the aesthetics of the entire place by way of providing a pleasing architectural design of the building that blends with the landscape. The green belt surrounding the terminal buildings will also add to the improvement of the aesthetics in the area.
POSITIVE ENVIRONMENTAL IMPACTS
Increased Tourism Potential: Delhi is the famous tourist place due to capital of India, historical and archeological monuments i.e. the Kutubminar, Red Fort, Akshardham, Lotus Temple, Jama Masjid are some of important places. It would improve the air transport between and other parts of the country. Increased air transportation facility would attract more tourists, which will work as a catalyst for economic growth of Delhi as well as India.
Emergency Rescue Operation: The helicopters can be converted as mini ICUs and provide effective trauma care to individual/mass casualty event. Worldwide helicopters are used in emergency and mass casualty events. In the event of local or regional disaster (i.e., fire, earthquakes, floods and industrial accidents), helicopters will serve as emergency measures.
Employment Opportunities: The construction phase of the project is spread over a period of 9 months. During this period various categories of skilled, semiskilled and unskilled manpower would be deployed for the project. About 50 persons would be working on the project during peak construction period. This would create good opportunities of direct employment for the local people. In addition, indirect employment opportunities would be created in the support service sector. The post construction phase would also create similar job opportunities.
Improvement in Aesthetics: The project will lead to improved aesthetics of the surrounding by way of providing a pleasing architectural design and green belt around the proposed building of heliport. Tree plantation along the connecting road would also be provided. Grass Turfing on open space within heliport premises would be done to increase the aesthetics of the project.
Better Connectivity: Heliport will provide better connectivity within cities and between Delhi and remote areas of the country. During catastrophic incidents, evacuation of people needs immediate services of helicopter which will be provided through helicopter operation at Delhi.
Decongestion of Air Traffic at IGI Airport: Helicopter has to wait for takeoff getting the ATC clearance at IGI Airport. Construction of Heliport at Rohini would provide independent service facilities to the operation of helicopter which will save time and people are encouraged to use Helicopter services to reach at destination on time.
ENVIRONMENTAL IMPACT ASSESSMENT STUDY OF HELIPORT AT ROHINI, DELHI URBAN ENGINEERING EXECUTIVE SUMMARY 7 RITES LTD.
Emergency Services: Development of Heliport at Rohini, Delhi would have all the facilities required for operation of Helicopter. All the time, helicopter would be available here to provide the services as per demand of the people especially in case of emergency situations. In case of natural calamity, heliport would provide services saving the life of people.
Revenue Generation: Due to commercialization of Heliport, private operator would be encouraged to takes the services of Heliport with their helicopter. This will generate revenue for the PHHL. Attraction of Tourist to use the helicopter services will also generate revenue.
CHECKLIST OF IMPACTS
S. No. Parameter Negative Impact No Impact Positive Impact Short Term Long Term A IMPACT ON LAND ENVIRONMENT i) Displacement of people * ii) Change of land use pattern * iii) Impact on Soil quality/ Erosion * * iv) Risk due to earthquake * v) Impact due to solid waste * * B IMPACT ON WATER ENVIRONMENT i) Impact on Water resources * * ii) Impact on Water Quality during construction * * iii) Impact on Water Quality during operation * C IMPACT ON AIR ENVIRONMENT i) During Construction * * ii) During Operation * D IMPACT ON NOISE ENVIRONMENT i) During Construction * * ii) During Operation * E IMPACT ON BIOLOGICAL ENVIRONMENT i) Loss of trees * * G SOCIO ECONOMIC IMPACT * H IMPACT ON HUMAN USE VALUES i) Loss of Historical and Cultural Monuments * ii) Impact on Aesthetics * * I POSITIVE IMPACTS i) Improved air transport facility * * ii) Employment Opportunities * * iv) Improvement in Aesthetics * * v) Better connectivity * * vi) Revenue Generation * * Vii) Emergency Services * *
0.5 ENVIRONMENTAL MANAGEMENT PLAN
Based on the planned project activities, environmental baseline conditions and anticipated environmental impacts, this section spells out the set of measures to be undertaken during project construction and operation to reduce or mitigate or bring down the adverse environmental impacts to acceptable levels based on the proposed Environmental Management
ENVIRONMENTAL IMPACT ASSESSMENT STUDY OF HELIPORT AT ROHINI, DELHI URBAN ENGINEERING EXECUTIVE SUMMARY 8 RITES LTD.
Plan (EMP). The EMP needs to be integrated in overall project planning process covering all phases of project cycles i.e. location, design, construction and operation. Management by provision of necessary safeguards in planning of the project itself can lead to reduction of adverse environmental impacts due to project.
PRE-CONSTRUCTION STAGE
Compensation for Land: 25 acre of land required for the development of Heliport has already been acquired by DDA while preparing the master plan of Zone M. The land has been transferred to PHHL for the construction of proposed Heliport vide file No. F 20 (05) 2008/MP dated 11 th April 2009. Hence no social issues related to land acquisition, encroachers and squatters is anticipated.
Tree Compensation: The proposed project may require removal of 59 numbers of trees. It is therefore proposed to plant at least ten times of trees to be removed to compensate the tree removal 1 . These 590 plants will be planted as compensatory measure for which compensatory reafforestation cost including three years maintenance and fencing is estimated about ` 2.19 lakhs. The rest of trees in the project area which are not coming under the influence of landing & take-off funnel will be pruned as per requirement.
Energy Conservation Measures: Energy conservation plan will be adopted for efficient use of energy during construction and operation of the project. An improvement in lighting efficiency would be adopted in the building by using most efficient lamp, high frequency electronic ballasts, high-efficiency spectacular reflectors or high-efficiency luminaries, automatic control systems, localized switching, following maintenance schedule, promoting employees awareness and providing training to staff on methods of energy conservation.
Construction Material Management: Success of any project depends upon time management, Environment & Safety Management, financial management and technical competency. To get the project completed in time, most important point is selection of right contractor for executing the work, pragmatic time schedule and efficient management of construction materials and equipments. Forecasting of quantities and cost of various items on monthly basis must be done at least three to six months in advance which should be regularly reviewed. To ensure the quality of work, construction materials should be tested in Government labs or Government approved labs. The responsibility of the contractor would be clearly mentioned in the contract agreement.
Rain Water Harvesting: The objectives of rain water harvesting is to overcome the inadequacy of waters to meet our demands, to arrest decline in ground water levels, to enhance availability of ground water at specific place and time and utilize rain water for sustainable development. At the proposed project site the ground water table level is about 8-10 meter below ground level. Hence it is proposed to have a Roof Top Rain Water harvesting through Recharge Pit to improve the decline of ground water level.
Management plan for Blue Bull (Nilgai): The proposed project area spread over 25 acres of land within Zonal Development Plan M in Rohini. During the field study and discussion with local people, it was concluded that there is no issue of Nilgai within 10 km radius of project area. Hence, no management plan for the same is anticipated. Although a provision of ` 2.5 lakhs is kept to take care of Nilgai if observed or traced in future.
1 Bhagidari, Department of Environment & Forest, Govt. of NCT, Delhi
ENVIRONMENTAL IMPACT ASSESSMENT STUDY OF HELIPORT AT ROHINI, DELHI URBAN ENGINEERING EXECUTIVE SUMMARY 9 RITES LTD.
Borrow area Management: No extra borrow land will be required for the project site development. The cut and fill activities will fulfill the purpose while preparing the site. Hence no extra borrow area will be required.
Removal of Obstacles: Any obstacles falling in the way of approach funnel are required to be removed for the safe operation of Helicopter. The Trees on the North-West side will be removed and properly compensated by re-afforestation work, however the Teak Wood plantation will be pruned as per requirement. The High Tension Power Line (Wires) forming obstruction to the funnel will be removed by the concerned department.
CONSTRUCTION STAGE
Air Pollution & Dust Control measures: In order to reduce the emissions due to material transport and construction activities following points needs to be taken care of : Provisions for sprinkling of water. Idling of delivery trucks to be prevented. Vehicles carrying construction material to be covered. Use of low emission construction vehicles and machinery All stationary machines / DG sets to be inspected frequently
Noise Control Measures: The noise sources during construction phase are the construction machinery, vehicular movement, loading/unloading of construction material etc which needs to be taken care of by adopting suitable mitigation measures.
Use of equipment emitting noise of not greater than 65 dB (A) Provision of special acoustic enclosures for individual noise generating construction equipment like DG sets. Supply of earplugs to construction workers working very close to noise generation source.
Temporary Workers Camp: All temporary accommodation shall be constructed and maintained in such a fashion that good sanitation condition should made available to the workers at site providing safe drinking water & other facilities like LPG, Health facilities etc.
Water Supply and Sanitation: About 50 people will be working at site during peak period of construction for which sanitation facilities have been provided by way of septic tank followed by soak pit. The estimated cost of the same has been worked out as ` 5.00 Lakhs.
Oil Spill control/Management: Oil and grease removal trap will be provided in the storm water collection system. Oil and grease will be separated out in a container for sell/disposal. To control the oil spill during construction and operation of the project, good housekeeping and routine checkup of construction machineries and equipments are required. To prevent the spillage on ground, temporary cement/metal platform will be provided below the construction machineries and at maintenance site to capture the spill.
Solid Waste Management: Solid Waste / Refuse include many different substances such as garbage, rubbish, sweepings and food waste. The 31.5 kg solid waste generated from labor camp shall have adequate collection, conveyance and disposal facilities and will be disposed at the municipal landfill. About ` 1.0 lakhs will be required for the efficient management for solid waste facilities. Segregation facilities would be adopted prior to their disposal.
ENVIRONMENTAL IMPACT ASSESSMENT STUDY OF HELIPORT AT ROHINI, DELHI URBAN ENGINEERING EXECUTIVE SUMMARY 10 RITES LTD.
Reuse/Recycling of Construction Waste: Construction materials often contain bulky, heavy materials, such as concrete, wood, metals, glass, and salvaged building components. Reducing and recycling construction materials conserves landfill space, reduces the environmental impact of producing new materials, creates jobs, and can reduce overall building project expenses through reduced purchase/disposal costs. Recyclable materials are segregated at site itself and channeled properly to the recycle units.
First aid Health System: Basic health care facilities as first aid /medical facilities will be provided to the workers at site.
Training and Extension: These programmes should be extended for the workers for their active participation in the project implementation and to get awareness for safety, disaster prevention, action required in case of emergency, fire protection, environmental risk analysis etc. The cost involved for such a programme is estimated as ` 3.20 Lakhs.
Soil Erosion Control: The soil erosion at construction site can be minimized by preventing work in monsoon season, ramming of soil immediately after excavation, no accumulation of earth debris at site and efficient management of storm water collection system.
OPERATION STAGE
Air Pollution Control: Control measures to reduce the pollutant emissions from vehicular traffic, DG sets and helicopter operation are smooth flow of traffic within the premises, prohibition for Idling of vehicles, good quality fuel and periodic maintenance of DG sets and helicopter.
Noise Control Measures: The permissible 65dB (A) DNL noise level is achieved at a distance of 425m from centre of Heliport. Noise can be prevented by using steep final approach and takeoff as safely as possible, with a high rate of climb during takeoff. Flight traffic control and restricting night flying operations should prevent the significant noise pollution. Also the helicopters should follow the exact measured approach and takeoff profile whenever possible. No night time operation of Helicopter is existing.
D.G. Sets shall be placed in recommended acoustic enclosure or with silencers. Necessary precautionary measures such as provision of signboards (no horn boards) at the sensitive locations will be provided to control the noise from vehicles.
Waste Water Treatment: The wastewater generation from all the activities during operation phase shall be 10.03 KLD which will be discharged in to the municipal sewerage system.
Solid waste disposal: The solid waste generated during operation of heliport will be 35.6 kg per day which will be collected in bins from office, parking area and road side. The waste shall be picked up by local service provider for disposal at designated safe landfill sites.
Horticulture /Natural Grass Turfing: Planting trees are easy and efficient way to beautify our surrounding and it not only enrich the environment but also enrich our lives. Flower plants will be planted along the approach road and in open area within project site. Selection of the plant species will be based on their adaptability to the existing geographical conditions and the vegetation composition of the region. Flowering plants of native species should be recommended for plantation. Lists of the species recommended as Shrubs include capparis sepiaria, C.deciduas, Zizyphus aenoplia, croton sparaiflorus. Herbaceous flora is Calotropis procera, Withania somnifera, Achyranthes aspera, Tridax, Alysicarpus vaginalis, peistrophe bicalyculata.
ENVIRONMENTAL IMPACT ASSESSMENT STUDY OF HELIPORT AT ROHINI, DELHI URBAN ENGINEERING EXECUTIVE SUMMARY 11 RITES LTD.
Turfing with grasses: Grass lines are used to provide a strong surface cover for the beautification work but it also needs a wellprepared surface. The native grass species will be preferred. The main grasses seeds are Cenchrus ciliaris, Aristida, Eragrostis poaeioides, Saccharum spontaneum.
0.6 RISK ANALYSIS
The purpose of this risk assessment is to evaluate the adequacy of the Helipad and Helicopter security. This risk assessment provides a structured qualitative assessment of the operational environment. It addresses sensitivity, threats, vulnerabilities, risks and safeguards. The assessment recommends cost-effective safeguards to mitigate threats and associated exploitable vulnerabilities.
Risk assessment involves:
To monitor and audit management policies, procedures and performance to secure safety in work place Requirement of safety legislation and guidance Preparation of safety policies To identify potential problems To investigate accidents To prevent undesired accidents To prepare reports
Risk Assessment methodology: The estimates of the likelihood of risk may relate to an event, to its consequences or both. Risk estimation may include quantified estimates of probability or non qualified probabilistic estimates and these may reveal intuited or exploited from experience. The main reason to specify risk is that they can be managed. From the prospective of environment risk assessment, decisions have to be taken about what to protect prior to an assessment being carried out. Decisions have to be taken about to what level protection will be executed so that appropriate threshold levels can be defined. The significant point is that risk is a function of two parameters; the likelihood of an occurrence of undesired event and its consequences.
Risk = f (Frequency x consequences)
Hazard identification: Hazard identification and risk assessment is a continual process. It is performed to identify whatever could cause injury, damage, ill-health, financial loss and loss of reputation to the organization. Hazard identification is an analysis to determine whether a risk agent under plausible conditions would cause harm to population or the environment.
As per the project details two hazard area has been identified as below- 1. Hazard at Heliport 2. Hazard at Helicopter facility ( Operation of helicopter)
Hazard at Helicopter: For helicopters the hazards are particularly acute since they are flying at relatively low altitude, with quite less time to react for a sudden occurring event. For any locomotive, unsafe operation could result in loss of control, structural damage, or fatality. The causes of helicopter accidents can be grouped into three major causal areas: Operational error, mechanical malfunction, and electrical malfunction. Within these broad categories, there are multiple underlying causes. The following is a list of some of the potential hazards for helicopters:
1. Operational Error: Human error can occur in flight planning, actual conduct of the flight, in training or in maintenance.
ENVIRONMENTAL IMPACT ASSESSMENT STUDY OF HELIPORT AT ROHINI, DELHI URBAN ENGINEERING EXECUTIVE SUMMARY 12 RITES LTD.
2. Mechanical Malfunction: A component of the aircraft failing to function as intended. This can happen anywhere along the components life.
3. Electrical Malfunction: The electrical source stops working or one of its components has a malfunction. 4. Unexpected and dramatic change in the surrounding weather conditions 5. Lightening. 6. Pilot Incapacitation e.g. heart attack, mental breakdown etc 7. Error in Air Traffic Control 8. Bird strike
Each of these elements of the three major causal areas contains its own subset of individual factors as to exactly why and how it occurs. Sometimes these factors result in minor or no helicopter damage or injury, but all too frequently they cause great damage and personal injury, even death. One thing is true as to all causes: they are preventable.
Hazard at Heliport facility: Equipment Hazards Noise/Communication Debris on Helipad Ergonomics Fueling Hazards System Failure
Equipment Hazards: Staff exposure to equipment hazards associated with helicopters such as the tail rotor and the main rotor system (helicopter blades). These blades can injure or kill an unaware or uneducated staff member. Hats, loose clothing, gloves etc., can be sucked into the engine air intake fans and cause the helicopter to malfunction and potentially crash.
Possible Solutions Limit access in this area to staff trained in helicopter equipment hazards. Establish safe work practices such as:
Do not elevate height of staff member to the extent that staff member could be hit by the helicopter blades. Properly secure all items such as loose clothing, hats, gloves, scarfs, while in the helicopter area. Avoid the tail rotor area and helicopter blade area.
Noise/Communication: Exposure of staff to potential hearing loss, hearing impairment, elevated blood pressure levels and other health hazards from exposure to the loud sounds of the helicopter in operation. Elevated noise levels pose an additional threat to workers if they are unable to communicate or warn each other of potential dangers or occurring situations.
Possible Solutions A safety and health program that recognizes and addresses the hazards created by noise exposure.
OSHA's 1910.95 Occupational Noise Exposure Standard requires feasible implementation of administrative and Heliport controls whenever employee noise exposures exceed 90 dBA (8- hour time-weighted average (TWA).
ENVIRONMENTAL IMPACT ASSESSMENT STUDY OF HELIPORT AT ROHINI, DELHI URBAN ENGINEERING EXECUTIVE SUMMARY 13 RITES LTD.
Some example of Heliport controls to help prevent noise exposure include: Provide appropriate equipment to protect the hearing of staff. Use aviation helmets that include special hearing protection and communication systems to enable staff to communicate through the helmets
Debris on Helipad: High winds generated by the helicopter blades can throw loose items or trash etc., at employees and cause them injury
Possible Solutions Housekeeping. Good housekeeping shall be maintained in all helicopter loading and unloading areas. Keep helipad area free from garbage, litter, or other debris. All items such as loose clothing, hats, gloves, scarves, must be properly secured before entering the helipad area. Use appropriate eye and face protection
Ergonomics: Possible musculoskeletal disorders from lifting or repetitive strain injuries, which can develop over time and can lead to long-term disability. Possible Solutions Use ergonomic equipment to minimize employee lifting and/or twisting. Workplaces may either take the reactive or proactive approach when applying ergonomics practices. Reactive ergonomics is when something needs to be fixed, and corrective action is taken. Proactive ergonomics is the process of seeking areas that could be improved and fixing the issues before they become a large problem. Problems may be fixed through equipment design, task design, or environmental design. Equipment design changes the actual, physical devices used by people. Task design changes what people do with the equipment. Environmental design changes the environment in which people work, but not the physical equipment they use.
Fueling Hazards: Employee exposure to fueling hazards such as fire or explosions that can occur from sparks or matches in the helipad area. Possible Solutions No smoking allowed in helipad area. Proper bonding and earthing attached to helicopter while fueling to prevent sparks
System Failure: When safety-critical computer software fails, or software contains coding or design flaws, and these defects contribute to or cause a major incidence, there might be no physical trace of a software-related deficiency. Possible Solutions Regular monitoring of software and systems Antivirus checking and updates Skilled staff
RISK ESTIMATION/ANALYSIS
A risk estimate is the estimation of the likelihood or statistical probability of harm that may occur. Risk analysis is conducted in two ways 1. Qualitative and 2. Quantitative risk analysis. These two type of risk analysis can be conducted simultaneously or in a chosen order, and even within a defined period gap.
ENVIRONMENTAL IMPACT ASSESSMENT STUDY OF HELIPORT AT ROHINI, DELHI URBAN ENGINEERING EXECUTIVE SUMMARY 14 RITES LTD.
Qualitative Risk Analysis: The objective of conducting a qualitative risk analysis is to acquire safety against recognized risks and to increase the alertness of management, team members, and all personnel who are vulnerable to them. The risk ranking and severity of consequences is evaluated in slight harm, moderate harm and extreme harm.
Quantitative Risk Analysis: Quantitative risk analysis is more focused on the implementation of safety measures that have been established, in order to protect against every defined risk. By using a quantitative approach, an organization is able to create a very precise analytical interpretation that can clearly represent which risk-resolving measures have been most well- suited to various project needs.
Risk can be evaluated and rank according to the severity and frequency of occurrence. Probability of occurrence and frequency can be calculated after ranking the level of risk at various levels of operation. The percentage of risk is calculated on the basis of accidents occurred in the past all over the world which is reported in Maximum identified Heliport accident causes. The risk rating is between low risk (1-6), Moderate risk (8-12) and High risk (15-25). Quantitative risk for the project is high for visibility (25), engine design (20) and lack of communication (20).
MITIGATION MEASURES
Mitigation measures are typically developed as part of the impact/risk assessment sessions, often as a result of brainstorming. Mitigation measures could be applied to reduce health and safety impacts of a project depending on site- and project-specific conditions. The risk mitigation plan (also sometimes referred to as a risk response plan) communicates how specific risks will be dealt with and the action steps that are required to carry them out. The risk mitigation plan is a list of specific actions being taken to deal with specific risks. It often lists the names of the individuals responsible for carrying out those actions, as well.
Project Specific Mitigation Measures: Mitigation practices and principles that could apply to any or all phases of a heliport project include: Consider public safety during helicopter flights (e.g., avoid populated areas, schools, areas being crop dusted). Conduct daily safety assessment meetings to identify potential safety and measures to mitigate them. Hold crew safety meetings at the start of each workday to go over potential safety issues and concerns. Ensure that employees are trained, as necessary, first aid, rescue techniques, and safety equipment inspection and use. At the end of the workday to protect the equipment and the general public.
Role of officials/manager: Project heliports can be adequately planned well in advance of the project start. Incident heliports on the other hand, are established and become operational in a very short time frame. The rapidity of incident response does not, however, relieve the Heliport Manager from performing basic planning actions.
Upon arrival, the Heliport Manager will gather intelligence by obtaining maps from the dispatch office, talking to local inhabitants, flying a reconnaissance, etc. Check with the local Resource Advisor to ensure that the sites for the heliports are acceptable from an environmental standpoint. Factors to consider include but are not limited to: Impact of construction and aerial activity on threatened and endangered species or on wilderness or similar values; Hazardous materials (fuel) handling.
ENVIRONMENTAL IMPACT ASSESSMENT STUDY OF HELIPORT AT ROHINI, DELHI URBAN ENGINEERING EXECUTIVE SUMMARY 15 RITES LTD.
The Heliport Manager should refer Heliport Site Selection criterion and Layout. It includes one-time items for Heliport Manager to review when initially selecting sites. Even though they should be initially considered, a review at timely intervals (for example, every 5-7 days) is also appropriate. Perform an aerial reconnaissance to locate desired heliport. Individuals on this reconnaissance should include the local Resource Advisor, Operations Section Chief (or designee) or Project Aviation Manager, Air Operations Branch Director (or a designee such as the Air Support Group Supervisor or Heliport Manager), and, if possible, the Heliport Manager who will be responsible for constructing the spot. Consider the following: What will be the primary function of a heliport (crew shuttle, cargo transport, or both)? If for cargo transport only, consider designating the spot for longline/remote hook operations only in lieu of constructing a heliport. Discuss construction standards relative to the type of helicopters which will be utilizing the heliport. Provide specific instructions (if possible, in writing) for the Heliport Manager assigned. Remember that construction standards shall not be compromised. Where possible, identify natural openings which could be utilized as a heliport with little or no improvement. Avoid high visitor use areas, especially Avoid use of schoolyards, parking lots, local parks, etc. unless absolutely necessary and then only if strict security by local authorities can be provided. If a high environmental impact is anticipated, examine other potential sites some distance away from the ideal location which would result in less impact and still accomplish intended incident or project strategy and objectives. Discuss mitigating measures to restore the heliport to as natural a condition as possible
Navigational aids: Helicopter flight paths entering controlled airspace would be handled by existing Airport Traffic Control Tower facilities at IGI Airport. Heliport lighting for night operations at the Heliport would conform to ICAO requirements.
A lighted wind sock would be required at the Heliport to show the direct ion and magnitude of the wind. Wind socks will be placed to provide a true indication of surface wind and be clear of safety areas, TLOF and FATO areas, and heliport transitional surfaces. A heliport identification beacon will be required to aid in locating the Heliport.
Obstructions in approach funnel: Approach Obstacle survey of the area has been carried out. Initial examination of the data reveals that there are no obstructions towards south-east side of the Heliport while in the North-west side (approach 11), the main obstruction is a High Tension Electric power line passing through the approach funnel at a close distance. Thus at least three HT towers of this power line should be removed and electric line to be buried underground or alternatively the HT line should be diverted at least 3 km away to the west. It may therefore be seen that at present Helicopter operations (VFR & IFR) from north-west side are not possible, till these obstacles are removed.
For Night operations, extra land is needed for installation of 210M of length for IFR approach lights. However, it may be possible to accommodate 90M X 18M of approach Lights for Night VFR Operations (If permitted by DGCA). Till such time this is done and approach lights are installed, night operations may not be possible.
Risk-reduction initiatives: With the best available accident data and analyses in hand, further potential risk-reduction initiatives, including:
ENVIRONMENTAL IMPACT ASSESSMENT STUDY OF HELIPORT AT ROHINI, DELHI URBAN ENGINEERING EXECUTIVE SUMMARY 16 RITES LTD.
Aviation safety management systems (ASMS) incorporating systematic hazard assessment and a structured approach to risk management. Quality assurance (QA) in maintenance. Operating, maintenance and training standards in line with industry "best practice" to minimize human error and improve the safety culture. These include, among other things, line-oriented flight training (LOFT) exercises with a focus on crew resource management (CRM) during simulator training, human factors training for air and maintenance staff and the requirement for duplicate inspections after maintenance on safety-critical equipment. Health and usage monitoring systems (HUMS) on contracted or owned aircraft and the subsequent development of a minimum specification for HUMS/vibration health monitoring (VHM) for the industry, targeted at monitoring the machine and human error in maintenance. Cabin configuration guidelines and helicopter underwater escape training (HUET) standards to improve survivability for passengers and crew in the event of a ditching. Improved aircraft performance standards and standardized takeoff and landing profiles Helicopter operations monitoring programs (HOMP), a version of flight data monitoring targeted at monitoring the pilot and his conduct of the operation in accordance with Flight Manual and Operations Manual requirements and enhancing training effectiveness through confidential feedback loops. Defensive aids such as automatic voice alert devices (AVAD) or enhanced ground proximity warning systems (EGPWS) to prevent controlled flight into terrain or water and traffic alert and collision avoidance systems (TACAS) to prevent mid-air collisions. Industry "best practice" to manage helideck operations.
Bird Strike Solution: A bird strike (sometimes bird strike, avian ingestion (only if in an engine), bird hit, or BASH - Bird Aircraft Strike Hazard) is a collision between an airborne animal (usually a bird or bat).These occur when the bird hits the windscreen or flies into the engines. Bird strikes happen most often during takeoff or landing, or during low altitude flight. However bird strikes have also been reported at high altitudes, some as high as 6,000 m (19,685 ft) to 9,000 m (29,528 ft) above the ground. The point of impact is usually any forward-facing edge of the vehicle such as a wing leading edge, nose cone, jet engine cowling or engine inlet.
Airport operators have a responsibility to ensure that all appropriate actions are taken to mitigate the potential for bird and wildlife strikes at their facilities," There is no single solution which will work for all situations. Vegetation which produces seeds, grasses which are favored by birds, manmade food should be removed from the heliport area. Trees and tall structures which serve as roosts at night for flocking birds or perches should be removed or modified to discourage bird use. A successful approach has been the utilization of dogs, Pilots should not takeoff or land in the presence of wildlife, avoid migratory routes. Pilots should seek to climb above 3,000 feet as rapidly as possible as most bird strikes occur below 3,000 feet.
Lightening hit to helicopter: The best safety feature is the pilot who checks the weather before he flies and makes smart decisions about where to fly. If the plane is forced to fly through a storm, the static wicks on the wing's trailing edges should help keep the helicopter safe. Aluminum has been the principle material used in aircraft. Light weight composite structures include engine nacelles, flaps, wing tips, and even rotary blades on helicopters and wind turbines would help in protecting it from lightening.
Fuel starvation/ exhaustions: Fuel starvation is slightly different from fuel exhaustion, in that fuel is in the tank but there is a supply problem which either fully or partially prevents the fuel from reaching the engine. Causes may include a blocked fuel filter, problems with fuel tank selection if multiple tanks are installed, or more commonly water-contaminated fuel. Fuel has a lower specific gravity than water which means that any water in the fuel will collect in the bottom of a
ENVIRONMENTAL IMPACT ASSESSMENT STUDY OF HELIPORT AT ROHINI, DELHI URBAN ENGINEERING EXECUTIVE SUMMARY 17 RITES LTD.
fuel tank. As fuel is typically drawn from the lowest part of the tank, water is delivered to the engine instead and the engine starves.
Mitigation Fuel must be checked for its quality and quantity every day or before take off for contaminations such as water or solid or dirt.
Risk reduction measures: Use a layered defence model in Microsoft Excel as a predictive tool to calculate the incremental risk reduction for a given measure. Apply the risk reduction in question to the expected exposure; i.e., number of helicopters, flying hours per year, and number of passengers per flight. Use the incremental cost to calculate the implied cost of avoiding a fatality (ICAF) and the individual risk of fatality per annum (IRPA). Compare these outcomes to your companys risk management guidelines; e.g., ICAF of $50 million, IRPA of 1 in 10,000.
Airline safety improvements
1. Damage tolerant design; system redundancy 2. High fidelity flight simulators 3. Engine and vibration monitoring systems 4. Quality & Safety Management Systems to reduce human errors 5. Flight data monitoring programs (FDM) 6. Disciplined take-off and landing profiles (e.g. stabilized approach) 7. EGPWS/TAWS; TACAS/ACAS
Helicopter mitigation available
1. Late FAR 29 designs with glass cockpits 2. High fidelity flight simulators with LOFT & CRM 3. HUMS/VHM/EVMS 4. Quality & Safety Management Systems to reduce human errors 5. Helicopter Operations Monitoring Program 6. Performance Class1/2e & helideck operating profiles EGPWS/TAWS; TACAS/ACAS
Safety area: The safety area provides an area within which the helicopter can operate clear of obstacles, the primary function being to protect the rotor system from striking an object. A safety area surrounding Final Approach and Take-off (FATO) area intended to be used in visual meteorological conditions (VMC) shall extend outwards from the periphery of the FATO, for a distance of at least 3.00 m or 0.25 times the overall length or width (whichever is greater) , of the largest helicopter intended to be used at the heliport . A safety area surrounding a FATO intended to be used by helicopter operations in instrument meteorological conditions ( IMC) shall extend laterally to a distance of a at least 45 m on each side of the centre line and longitudinally to a distance of at least 60 m beyond the ends of the FATO. No fixed objects shall be permitted in the safety area. No mobile object shall be permitted during helicopter operations. The surface of the safety area abutting the FATO shall be continuous with the FATO and the whole of the safety shall be treated to prevent loose stones and any other flying debris caused by rotor downwash.
Preventive solution/safety measures:
1. Operational safety, the opposite of which is here defined as pilot and/or ground staff error. Human error can occur in flight planning, the conduct of the flight, the role played by air traffic
ENVIRONMENTAL IMPACT ASSESSMENT STUDY OF HELIPORT AT ROHINI, DELHI URBAN ENGINEERING EXECUTIVE SUMMARY 18 RITES LTD.
control, or the contribution of cockpit displays or the lack thereof exacerbating the potential for human error.
A substantial proportion of helicopter flights are made at night, so the element of human fatigue must be considered, as well as the reduced visual clues necessary for safe flying at night. For example, antenna guy wires may be less visible at night, placing a premium on obstacle avoidance. Not confined to night time operations, but a definite factor is weather, and the sudden shift from visual meteorological to instrument meteorological conditions, which can catch even the most experienced helicopter pilot unprepared.
Rarely mentioned in official accident reports is the presence of a lone pilot in the cockpit. Although helicopters for the most part are designed for two-pilot operation, the economics of the industry pushes many operators to fly their helicopters with one pilot. This situation can lead to added fatigue, task saturation, and poor decision making.
Contributing to the issues of a single pilot, the lack of timely or appropriate support from dispatchers, air traffic control and other ground support staff (e.g., emergency medical staff coordinating pick up of a patient) as well as the lack of warning systems in the helicopter, such as Terrain Avoidance Warning Systems (TAWS) or Collision Avoidance Systems (CAS) to warn against the presence of other aircraft in the vicinity can also lead to an accident.
Suffice to say, operational errors account for most helicopter accidents, usually human failure is chiefly abetted by a number of factors alluded to here. Pilots do not embark on a flight expecting it will culminate in an accident, so the full panoply of operational and technological factors must be evaluated.
2. Maintenance safety: Ostensibly assures that the helicopter is in airworthy condition for a flight. Maintenance safety is not only directed at the mechanical functioning of the helicopters blades, rotor hub, engine and transmission; it is also directed to the electrical and avionics components of flight critical software, communication and navigation equipment.
Certain components must be periodically lubricated, as failure in flight can be catastrophic. For example, the transmission requires periodic lubrication and inspection because its failure in flight cannot be ameliorated through superior piloting. Failure of the transmission usually means loss of the helicopter.
Therefore, helicopters depend on proper maintenance, proper installation of parts, up to date manuals, good quality control, and thorough supervision by qualified maintenance inspectors. When one or more of these elements are lacking, a maintenance related incident or accident is sure to follow and occur too.
3. Design safety, which is to say the adequacy of the manufacturers design to assure against catastrophic failure in flight. Inadequate design, improper testing, or faulty manufacture can all contribute to a lurking latent failure. For example, locating the pilots primary flight display (PFD) in a corner of the instrument panel, rather than directly in the pilots primary field of view, can lead to loss of spatial awareness in flight. Or the close placement of hydraulic and oil fillers can lead to confusion between the two, with a likely committal of maintenance error.
4. Regulatory safety, or the crucial role played by the Indian Civil Aviation Organization (ICAO) to assure that the operators procedures and practices are in accord with regulation, and that air traffic control staff are qualified and attentive in the exercise of their duties. The CA issues the operating certificate to a helicopter company, thereby attesting to its fitness to conduct business.
ENVIRONMENTAL IMPACT ASSESSMENT STUDY OF HELIPORT AT ROHINI, DELHI URBAN ENGINEERING EXECUTIVE SUMMARY 19 RITES LTD.
If FAA inspectors and auditors are not performing their job in a thorough and timely manner, then oversight is lacking and errors are poor procedures can contribute to an accident. The FAA is the ultimate guarantor of a minimum level of safety; when the FAA is derelict, regulations are breached and it is only a matter of time before disaster ensues.
The airline industry has made significant improvements in its safety record over the last 30 yrs through the introduction of: Damage tolerant design; system redundancy; improved reliability/crashworthiness Modern flight simulators Engine and vibration monitoring systems to identify incipient failures Safety Management Systems and Quality Assurance to reduce human errors Flight data monitoring programs (FOQA) Disciplined take-off and landing profiles (e.g. stabilised approach) EGPWS/TAWS; TCAS All of these are available today for helicopter operations and are being implemented in some parts of the helicopter industry. However some helicopter industry segments have adopted few of these measures. We need to apply all these risk reduction measures to all helicopter operations. Essential Pre-requisites for Safe Operations Safety culture supported by Quality and Safety Management systems Equipment fit Appropriate to the operation HUMS/EGPWS/TCAS and cabin egress modifications Pilot procedures Helicopter Flight Data Monitoring (HFDM, also known as HOMP or FOQA) Flight simulator training in LOFT scenarios emphasising CRM Helideck performance profiles Helideck management Helicopter Landing Officer and Helideck Assistant training Helideck procedures System failure management HUMS/VHM/EVMS Engine monitoring Flight Simulator training Human error in maintenance Human factors training Duplicate inspections/RIIs HUMS/VHM/EVMS All these items are addressed in OGPs Aircraft Management Guide, and will mitigate risk, but they are unlikely to achieve the long term safety goal.
0.7 DISASTER MANAGEMENT PLAN
A Disaster Management Plan (DMP) is an integral part of a Heliport operation for effective and safe management of technical and non-technical emergencies. This is important for effective management of an emergency situation to minimize losses to people, property and both at and around the Heliport.
Onsite and offsite Emergency plan: A major emergency can be defined as an accident/ incident that have potential to cause serious injuries or loss of life. It may cause extensive damage of
ENVIRONMENTAL IMPACT ASSESSMENT STUDY OF HELIPORT AT ROHINI, DELHI URBAN ENGINEERING EXECUTIVE SUMMARY 20 RITES LTD.
property and may adversely affect the environment. The following factors may cause major emergency.
(i) Helicopter crash at Site (ii) Human error. (iii) Vehicle crash. (iv) Sabotage. (v) Earthquake. (vi) Natural Calamities.
On-site Emergency If an accident/ incident takes place in a heliport, its effects are confined to the heliport premises, involving only the persons working in the heliport and the property inside the heliport it is called as On-site Emergency. Off-site Emergency If the accident is such that it affects inside the heliport are uncontrollable and it may spread outside the heliport premises, it is called as Off-site Emergency.
Objectives:- The main objectives of an emergency plan are-
a. to control and contain the incident/ accident and if possible, eliminate it and b. to minimize the effects of the incident on person, property and environment.
Each heliport should prepare an emergency plan incorporating details of action to be taken in case of any major accident/ disaster occurring inside the heliport. The plan should cover all types of major accident/ occurrences and identify the risk involved in the plant. Mock drills on the plan should be carried out periodically to make the plan foolproof and persons are made fully prepared to fight against any incident in the plant. The plan will vary according to the type of industry and emergency. Main elements of On-site Emergency plans:-
Leadership and Administration. Role and Responsibilities of Key Personnel. Emergency action. Light and Power. Source of energy control. Protective and rescue equipment. Communication. Medical care. Mutual Aid. Public relation. Protection of vital records. Training. Periodical revision of plan.
Emergency Action Plan:- The Action Plan should consist Designated Emergency Control Centre/Room. Key Personnel.
Emergency Control Centre:- This is the main center from where the operations to handle the emergency are directed and co-ordinated. Maximum facilities to be made available in the emergency control are
ENVIRONMENTAL IMPACT ASSESSMENT STUDY OF HELIPORT AT ROHINI, DELHI URBAN ENGINEERING EXECUTIVE SUMMARY 21 RITES LTD.
I. Internal and external communication. II. Computer and other essential records. III. Daily attendance of workmen employed in heliport. IV. Storage of hazardous material records and manufacturing records. V. Pollution records. VI. Walky-talky.
VII. Plan of the plant showing-
a. Storage area of hazardous materials. b. Storage of safety equipments. c. Fire fighting system and additional source of water. d. Site entrance, roadway and emergency exist. e. Assembly points. f. Truck parking area. g. Surrounding location. h. Emergency Alarm
VIII Note Book, Pad and Pencil. IX List of Key Personnel with addresses, telephone number etc.
The Key Personnel for onsite emergency:- 1. Works main controller. 2. Works incident controller. a. Communication Officer. b. Security and Fire Officer. c. Telephone Operators. d. Medical Officer. e. Personnel/Administrative Officer. f. Essential work team leaders.
Off-site Emergency Plan: The main objectives of the plan are i. To save lives and injuries. ii. To prevent or reduce property losses and iii. To provide for quick resumption of normal situation or operation.
Central Control Committee: Under the Central Control Committee the following committees shall be constituted under the control of the District Collector.
i. Incident and Environment Control Committee. ii. Fire Control Committee. iii. Traffic control, Law and order, Evacuation and Rehabilititation Committee. iv. Medical help, Ambulance and Hospital Committee. v. Welfare, Restoration and Resumption Committee. vi. Utility and Engineering Services Committee. vii. Press, Publicity and Public Relations Committee.
The Off-site Emergency Plan shall be prepared by the District Collector in consultation with the factory management and Govt. agencies. The plan contains up to date details of outside emergency services and resources such as Fire Services, Hospitals, and Police etc. with telephone number. The district authorities are to be included in the plan area.
ENVIRONMENTAL IMPACT ASSESSMENT STUDY OF HELIPORT AT ROHINI, DELHI URBAN ENGINEERING EXECUTIVE SUMMARY 22 RITES LTD.
a. Police Department. b. Revenue Department. c. Fire Brigade. d. Medical Department. e. Municipality. f. Railway Department. g. Telephone Department. h. Factory Department. i. Electricity Department. j. Pollution Control Department. k. Explosive Department. l. Press and Media.
Mock exercises on Off-site plan will be carried out at least once in a year to train the employees, up to date the plan, observe and rectify deficiencies. To carry out mock exercises and rehearsal of the off site plan to ensure its efficiency, test and response, interaction and co-ordination of operators various service organizations evaluate the effectiveness and adequacy of the equipments and to gain experience and confidence to implement the plan. The finalized disaster plan shall be given to all concerned for implementation and rehearsal for preparedness.
Emergency managing committee: A Heliport Emergency Managing Committee will be constituted to ensure coordinated action. The director of Heliport will be the chairman of this Committee. The committee will have members from various Heliport departments including the following.
i. Heliport Administration ii. Air Traffic Control iii. Heliport Rescue and Fire Fighting iv. Heliport Security Services (CISF, BCAS) v. Safety Department vi. Heliport Medical Services vii. Maintenance Department viii. Environment Management Cell ix. Representative from Airlines x. Transportation Department xi. Department of Information and Publicity xii. Representative from local NGOs and Social Group
Member from Airport Authority of India and district administration will be part of the committee. The emergency managing committee will design the procedure the emergency action plan, evacuation plan and procedures for implementation based on local needs and facilities available.
Heliport Emergency Operation/Co-ordination Centre: During a major Heliport disaster the various emergency operations and coordination centers will be established immediately to mitigate the disaster.
The Heliport emergency operation centre will contain: Emergency alert and communication system. Adequate number of external telephones. The latest telephone directories with a separate list of important numbers e.g telephones nos. of nearest fire station and police station or hospitals
ENVIRONMENTAL IMPACT ASSESSMENT STUDY OF HELIPORT AT ROHINI, DELHI URBAN ENGINEERING EXECUTIVE SUMMARY 23 RITES LTD.
Adequate number of internal telephones and a P.A. system. Radio equipment, hot-lines and walkie-talkie. Plans of the Heliport to show various areas of Heliport Sources of sirens and safety equipments including fire, explosion, spill and gas controls. Stock of other fire extinguishing materials.
The Heliport emergency operations and coordination centres at the Heliport comprise Crisis Management Centre (CMC), Heliport Emergency Response and Interaction Centre (HERIC), Emergency Coordination Centre (ECC), Mobile Command Post (MCP), Triage Area (TA), Survivors Reception Centre (SRC), Friends and Relatives Reception Centre (FRRC) and Gathering Area (RA). Each of them has its own functions and roles to perform during the crisis as described below:
Education and Training: Regular training would be provided to all staff that has a role in planning and operational response to an emergency. The training objectives are:
To familiarize the contents and manner of implementation of the plan and its procedures; To train staff in the performance of the specific duties assigned to them in the plan and in the applicable implementation procedures; To keep staff informed of any changes in the plan and the implementing procedures; To maintain a high degree of preparedness at all levels of the Emergency Response Organization; Train new staff who may have moved within the facility organization; Test the validity, effectiveness, timing and content of the plan; and Update and modify the plan on the basis of experience acquired through exercises and drills.
Mock drills: Mock drills are important component of emergency preparedness. Mock drills and integrated exercises have the following objectives.
To test, efficiency, timing, and content of the plan and implementing procedures; To make certain that the emergency organization staff are familiar with their duties and responsibilities by demonstration; Provide hands-on experience with the procedures to be adopted during emergency; and Maintain emergency preparedness.
The frequency of the drills conducted will be once in a year. Scenarios may be developed in such a manner as to accomplish more than one event objective. Drills and exercises will be conducted as realistically as is reasonably practicable. Mock drills and exercises would include:
Dates, times and places; Participating organizations; Events to be simulated; Approximate schedule of events; Arrangements for qualified observers; and An appropriate critique of drills/exercises with participants.
Evaluation of drills and exercises will invite comments from the participants and observers. Discrepancies noted by the drill observers shall be pointed out. The team responsible for conducting the drill or exercise would prepare a written evaluation which will include assessments and recommendations on:
ENVIRONMENTAL IMPACT ASSESSMENT STUDY OF HELIPORT AT ROHINI, DELHI URBAN ENGINEERING EXECUTIVE SUMMARY 24 RITES LTD.
Areas that require immediate correction; Areas where additional training is needed; Suggested modifications to the plan or procedures; and Deficiencies in equipment, training, and facilities. Records of drills, exercises, evaluations, and corrective actions would be duly maintained.
0.8 ENVIRONMENTAL MONITORING PLAN
Water quality: Water quality from the bore wells and municipal supply shall be monitored before starting the construction, during the construction phase, and for at least three years after the completion of the project. Monitoring shall be carried out at least three times a year to cover seasonal variations. Water quality shall be analyzed by applying the standard techniques prescribed by BIS. The parameters for monitoring would be:
pH, Total Suspended Solids, Total Dissolved Solids, Chlorides, Sulphate, Nitrate, Total Hardness and Calcium hardness, Alkalinity and Biochemical Oxygen Demand
During construction and operation phases, two water samples (1 tube well and 1 municipal supply) shall be collected in the project area.
Air and noise quality: To assess the effectiveness of air and noise pollution control, ambient air quality and noise levels shall be monitored during the construction and operation phases. The Parameters to be monitored are PM10, PM2.5, SO 2 , HC, Pb and NOx at least two locations, one each near the terminal building and nearby sensitive place. Exact locations shall be decided by the Environmental Engineer/Officer. The frequency of monitoring will be Twice in a week, 1 week in a season and 3 times in a year during construction and 3 years in operation phase.
Ambient Noise Quality will be monitored At least three locations, one each at terminal building and at nearby sensitive place. Exact locations shall be decided by the Environmental Engineer/Officer. The frequency of monitoring will be Twice in a week, 1 week in a season and 3 times in a year during construction and 3 years in operation phase.
Soils: Soils near to the construction area shall be monitored to ascertain presence of soil polluting chemicals due to construction activities. The parameters to be monitored are Moisture Content, Organic Matter, Texture, Sodium, Calcium and Magnesium, Electric Conductivity. The location of monitoring will be one sample at worker camps and near Helipad during Operation phase.
Establishment of environmental cell: The project authority shall establish an Environmental cell in the initial stage of the project. The division shall have one Environmental Engineer/Officer and one Support staff. The task of the environmental Engineer/Officer shall be to supervise and co- ordinate environmental concerns, monitoring and implementation of mitigation measures. The officer will monitor the field in coordination with the Project Director. Cost of such a division has been estimated as ` 12.14 lakh.
0.9 ENVIRONMENTAL COST
The environmental costs towards implementation of environmental management plan and mitigation measures during pre-construction, construction and operation of the proposed project is estimated of ` 32.43 lakh.