Executive Summary

of

Comprehensive Environmental Impact

Assessment of proposed
Captive marine terminal and coal conveyor off
Panaiyur Chinnakkuppam for Cheyyur UMPP

Project Proponent:
Coastal Tamil Nadu Power Ltd.
A wholly owned subsidiary
of
Power Finance Corporation Ltd. (A Govt. of India Undertaking)

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1.0 INTRODUCTION

The Government of India, through its Ministry of Power introduced the Ultra Mega Power
Project (UMPP) Program with the objective of developing large capacity power projects in
India. So far, 16 such UMPPs have been identified and are proposed to be located in
various States.

The UMPPs, each with a capacity of about 4,000 MW, involve economies of scale based on
large generation capacities based at single location, utilize super critical technology to
reduce emissions and potentially have lower tariff costs for electricity generated.

Power Finance Corporation Ltd. (PFC) has been designated to act as a nodal agency and
Central Electricity Authority (CEA), GoI, is the technical partner for the development of
UMPPs while the MoP is involved as a facilitator.

PFC incorporates wholly owned subsidiaries as Special Purpose Vehicles (SPVs) under the
Companies Act for these UMPPs to conduct the bidding process in accordance with the
‘Guidelines for Determination of tariff by Bidding process for procurement of Power by
Distribution Licensees, 2005 (as amended) issued by Ministry of Power, Govt. of India
from time to time.

One such UMPP project is proposed to be set up near village Cheyyur, District
Kancheepuram, Tamil Nadu (hereinafter referred to as Cheyyur UMPP). The power plant
would be using coal to be imported through a captive port proposed near village Panaiyur,
District Kancheepuram, Tamil Nadu. Ministry of Power, Govt. of India has allocated a
share of 1600 MW to the State of Tamil Nadu from power to be generated from Cheyyur
UMPP. For this project, a SPV namely Coastal Tamil Nadu Power Ltd. (CTNPL) was
incorporated by PFC as a wholly owned subsidiary on January 9, 2007.

The site for the Cheyyur UMPP at Cheyyur and the captive port at Panaiyur was finalized
in consultation with CEA and the Government of Tamil Nadu. The Ministry of Environ
and Forest has issued the Terms of Reference for the Environment Impact Assessment
Studies for the main plant (in Feb 20090 as well as the captive port (in Feb 2010).

Govt. of Tamil Nadu has issued notifications under section 3(2) of the ‘Tamil Nadu
Acquisition of Land for Industrial Purposes, 1997’ for the acquisition of lands in Villages
Vedal, Ganagadevkuppam, Chitarkadu, Cheyyur-B and Vilangadu for Main Plant and Ash
Dyke and Village Panaiyur for the Captive port. The public hearing for the Main Plant and
Ash Dyke was held on 10th June 2010 in Cheyyur.

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The power project would be using coal to be imported through a marine coal handling
facility (at Panaiyur) located at a distance of approximately 5 km to the east of the main
power plant location (at Cheyyur). The Coal from the port would be transported from the
port to the main plant through a closed conveyor system. The total coal import is estimated
at 12 to 14 Million Metric Tons per annum and the estimated daily consumption is 40000 to
45,000 MT

CTNPL has appointed National Institute of Ocean Technology (NIOT) for conducting EIA
studies for the new development proposal. The feasibility study for the transport of coal
from the port to the main plant through conveyors has been carried out by RITES. This
report details the Comprehensive Environmental Impact Assessment (CEIA) for the
proposed development of marine facilities and coal conveyor corridor off Panaiyur.

2.0 CHEYYUR AND ITS ENVIRONS

The main UMPP plant site is located near Cheyyur village in Cheyyur Block of
Kanchipuram district in Tamil Nadu Coastal area. The nearest railway station is
Melmaruvathur (20 km)/ Maduranthakam (22 km). The railway stations are well connected
to Chennai through broad gauge railway system. The nearest airport is at Chennai located
at a distance of about 96 km from the site. The site needs to be connected with State
Highway (East Coast Road)/National Highway (NH-45).

The East Coast Road (ECR) connecting Chennai and Puducherry passes through the
eastern side of the UMPP main plant site and the Buckingham Canal runs in-between the
ECR and the Bay of Bengal.

3.0 SITE DESCRIPTION

The site for the marine facilities lies in Panaiyur village (off Cheyyur). The total land area
is about 84 acres (Survey No. 350 pt and 346 pt) and lies in between Panaiyur
Chinnakuppam and Panaiyur Periakuppam hamlets. The water front is about 650m long.
The water front is completely free from any activity. The land area identified is abutting
the water front and is predominantly vacant land with some coconut plantations of recent
origin and some fenced private houses also of recent construction.

There is no inhabitation in the water front and back up area. The identified project land
area has no sand dunes and is fairly flat. There are no religious or archaeological structures
within this area. Two fishing hamlets are located to the north and south of the proposed
site and are connected to the road on the landward side by a kutcha road. There is a metal

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road connecting ECR and Panaiyur Periyakuppam. A kutcha road branches off from the
metal road to connect Panaiyur chinnakuppam. The metal road crosses Buckingham Canal
at about a distance of 1 km. from ECR. The distance of the site from ECR is about 1.5 km.
The road directly crosses the Buckingham Canal as there is no flow in the canal. There is no
culvert or duct across the road where the road crosses the canal.

4.0 PROPOSED CONSTRUCTION OF BERTHS FOR COAL HANDLING

The proposed berth shall be designed for a draft of 19m. The length of the coal berth shall
be 650m and there shall be two berths with four grab unloaders. The coal berth will be
located within breakwaters so that tranquil conditions exist for year round operations.

4.1 Design Approach

Field data collection studies for waves, tides, currents, bathymetry, sub bottom profile and
shore profiling were carried out by NIOT to provide inputs for engineering feasibility
design. The oceanographic parameters were measured during the month of May (2010)
during summer and also during the month of October during monsoon to assess seasonal
variations. These data were used for calibration of the models to predict waves and tides.
Predictions have been carried out for annual return periods for waves for harbour
operations and 100-year return period for breakwater design.

Based on the bathymetry data and wave rose diagrams for the area, the harbour layout,
navigational channel alignment, harbour entrance, approach trestle and jetty have been
fixed. Two primary factors that govern the harbour layout selection are:

a) Tranquility requirements for shipping operations

b) Navigational requirements for ship maneuvering

It is observed that the seabed off Panaiyur drops to 10 m below Chart Datum within a
distance of 1.2 km from the shore. Thereafter steepness of the slope is relatively less and
drops down to 20 m below Chart Datum over a further distance of 5.5 km from the 10 m
contour.

Hence it is proposed to locate the jetty beyond the 10 m contour and have the berthing area
and an approach channel dredged to the required depths. It is proposed to have two
berths for handling two cape size carriers simultaneously along a continuous jetty. The
approach trestle will be approximately 1400 m long and the berthing jetty will be about 650
m long. The berthing jetty and approach trestle will be perpendicular to the shoreline.

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4.2 Proposed Harbour Layout

Based on the wave characteristics and wave rose diagrams for the site berth and
breakwater alignments has been assessed for the project. The layout has been studied
through detailed numerical simulations for assessing tranquillity within the breakwaters
for various design wave heights and directions.

4.2.1 Proposed Breakwater layout

There are two breakwaters to provide the required tranquillity – a 1575 m long breakwater
on the northern side and a 1970 m long breakwater on the southern/eastern side. While the
northern breakwater lies in water depths 11m to 14.5 m the southern/eastern breakwater
lies in water depths 10m to 13.5 m. The length of the approach channel is about 5.0 km.
The berths are oriented along the approach and normal to the shore.

This layout was tested for tranquillity conditions based on comprehensive modelling using
MIKE21. It has been concluded that in this layout safety against beam seas is ensured.
Many of critical wave combinations studied in the numerical model are non-existent thus
eliminating critical conditions. Berths are safe for the possible waves in this proposed
marine handling facility. At entrance, wave heights exceed 1.0m for some amount of time.
The direction of these critical waves match generally with the monsoon period.

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 Fig 4.1 Proposed breakwater and jetty layout

In this case the manoeuvrability is satisfied without risk of grounding, as the navigational
channel is aligned perpendicular to the shoreline. Modeling studies for wave
transformations at the entrance indicate 1.5m to 2m wave heights during southwest
monsoon (May to September) for offshore wave directions of 165o to 180o. This occurrence
is predicted for about one month. Navigation simulation studies indicate that
manoeuvrability of vessels for wave heights upto 2.5m at the entrance is manageable. The
layout suggested is favourable because

• wave heights at the berth are within specified limits except weather downtime
• navigational requirements are in general satisfied for most part of the year
• dredging quantities are low

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4.3 Design of Harbour Elements

Jetty & Approach Trestle

The berthing jetty will be in continuation of the approach trestle and normal to the
shoreline. It will be a continuous jetty of 650 m length accommodating two berths each
capable of berthing capesize coal carriers upto 150,000 DWT. It will have a width of 25 m
and a deck level of + 5.0 m CD.

Handling System

The berths will be provided with grab unloaders of suitable capacity for unloading coal
from the coal carriers. It is proposed to have four ship unloaders for handling two vessels
at a time. There will be two streams of conveyors running parallel.

Approach trestle

The approach trestle is proposed to be aligned along the berthing face of the jetty so that
the berth conveyors are taken along the approach trestle. Approximate length of the trestle
is proposed to 1275m with a width of 15m from the shore upto the water intake structure
and thereafter will be 10m wide. The trestle will be supported on pile foundation. The
actual pile length shall be based on pile capacity calculations when detailed soil
investigations are carried out. There will be 3 rows of piles. It will carry the two
conveyors, a road way and the intake pipelines.

Capital Dredging

The approach channel shall be 230m wide at the bottom and 20.5 m deep below CD.
Starting at 13 m contour near the entrance between breakwaters, the channel extends upto
20.5 m contour at a distance of 3,500 m. The turning basin is 550 m in diameter and will
have a depth of 19.0 m below CD. The berthing areas will have a depth of 19 m below CD.
The approach channel will have marker buoys on either side.

Since the terminal is offshore beyond 10m contour, it is proposed to execute the dredging
of the channel, turning basin and berthing areas through trailing suction dredger and
dredged material will be disposed off at the pre-determined dumping ground. The
dumping ground has been identified through mathematical model studies to ensure that
the dumped material does not come back to the dredged areas.

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Estimated capital dredging quantity in the navigational channel is 4 million m3. Length of
the channel is 5 Km. Estimated quantity of dredging in the basin is 3.8 million m3.
Therefore total estimated quantity of dredging is 7.8 million m3. The duration of dredging
has been estimated over 6 months within the port basin and twelve months in the
navigational channel.

Transit stackyard at the port area

It is proposed to have an emergency stockyard at the foreshore to stock the coal unloaded
from the ship in case of breakdown of the downstream conveyor system. This stockyard
will not be regularly used and will be empty most of the time. In case of emergency only
this will be stocked with coal which will be removed as soon as the system is restored.
This will be designed to store two parcels of capesize vessels.

There will be two stacks of 500 m length; 50 m width and 10 m stack height on either side
of the equipment track berm, giving a total capacity of 310,000 Te equivalents to two
parcels of capesize carriers.

The stockyard will be surrounded on all the sides with a 50 m wide greenbelt to prevent
coal dust from moving over to the adjoining areas. A suitable water sprinkler system will
also be provided to arrest generation of coal dust. A proper drainage system with a
settling pond will be provided to take care of rain and sprinkled water

4.4 COAL TRANSPORTATION FROM PORT TO POWER PLANT

The coal unloaded at the terminal is proposed to be transported directly to the power plant
stockpile. However, for meeting any exigency, an emergency stockpile in the port area has
been planned with a storage capacity of about 300,000 T equivalents to two ship loads of
cape size vessel.

From the transfer point in the backup area of port terminal, transfer point of the power
plant stockpile it is proposed to install two streams of belt conveyors of matching capacity
i. e. 4,000 TPH each.

Based on reconnaissance survey of the proposed Port & Power Plant sites as well as the
adjoining areas in the vicinity of the sites, a conveyor alignment connecting the port
stockpile and the plant has been proposed. A pipe conveyor system (with a pipe diameter
of 650mm formed out of 2400mm belt width with a speed of 6m / sec.) is recommended for
transportation of coal from the marine terminal to the proposed UMPP at Cheyyur

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Advantages of pipe conveyor are:
1. Elimination of multiple transfer points
2. Elimination of multiple drive units
3. Elimination of en route spillage and dust generation
4. Significantly lower power requirements
5. Lower space requirement for installation
6. Lesser degradation of material
7. Lower structural and foundation cost

5.0 PRELIMINARY EVALUATION OF LIKELY IMPACTS (SCOPING)

The evaluation of the project location is done for the MoEF siting criteria and concluded
that the project is NOT sited in an ecologically sensitive area. The project operations are
carried out within the port area. The coal containers proposed to be handled is not
hazardous or toxic and therefore there is NO RISK involved in the construction or
operation stages of the project.

5.1 Scoping outcome

• The proposed marine facilities are exclusively for handling coal the UMPP at Cheyyur.
• There are no mangroves, coral reefs or critical habitats in the area or its vicinity.
• Capital dredging and dumping activities are likely to cause impacts on
water/sediment quality, benthic ecology, bathymetry and shoreline;
• Impacts on hydrodynamics and littoral transport from breakwater construction are
expected
• The proposed outfall is located in the offshore areas at about 14m water depths and
shall be taken along the corridor prepared for the coal conveyor. Impacts of higher
temperature and salinity at discharge are expected to be neglgible. The land
acquisition / resettlement issue associated with the coal conveyor is addressed in the
terrestrial EIA report.
• As cooling towers are provided, the discharge waters are expected to have
temperature increase of upto 5oC above ambient. Location of the marine outfall for
disposal of reject water needs to focus on impact from increased temperature and
salinity concentrations than ambient.

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• Handling of coal are likely to cause air quality impacts from dispersion of particulate
matter
• Impacts from coal conveyor corridor construction and operation shall be negligible as
pipe conveyors shall be used resulting in negligible fugitive dust emissions. Also the
conveyor shall be carried out trestles with adequate clearance thereby resulting in
minimum impact on ECR and Buckingham Canal. The routing is also through
uninhabited areas resulting in negligible impact on socio economics.
• Construction activities causing air quality impacts are temporary, intermittent and
reversible;
• Impacts on noise quality from piling and dredging operations shall be temporary and
limited to the project site

Estimation of impacts - Design

Given the knowledge of the project setting, present environmental conditions, baseline
status of the study area through previous investigations, the following assessments have
been considered significant and are required to be assessed.

• Prediction of impacts on water quality from dredge dump disposal and impacts on
benthic ecology at disposal site
• Accretion / erosion impacts on the coastline due to change in hydrodynamics from
breakwater construction.
• Design of an appropriate location for locating the marine outfall for discharge of reject
waters and withdrawal of make up water using MIKE21
• Design of diffuser configuration to ensure well mixed conditions and dilution in the
vicinity (mixing zone) of the outfall using CORMIX.
• Ecological impacts due to disposal of brine and high temperature water through the
outfall
• Assessment of air quality impacts from dispersion of particulate matter from
stockpiles and conveyors during loading operations

Impacts on air & noise quality due to construction activities shall be short-term and cease
to exist after construction is completed. While these can be considered insignificant,
following assessments are required to be done to obtain a quantitative estimate.

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• Air quality impacts due to transportation of construction materials during
construction phase and vehicular emissions and ship emissions during the operations
phase.
• Noise levels at receptor during piling and dredging operations (during construction
phase).

6.0 BASELINE STUDY - DATA COLLECTED BY NIOT

NIOT collected primary data, by undertaking field visits and surveys to collect samples for
three seasons and conduct physio-chemical and biological analyses. Current metres were
deployed at three locations. Water quality was analysed at 10 locations along with
sediment quality and biological characteristics.

Standard procedures were used for analysis and quality control. Sampling was conducted
in season representing premonsoon during the month of June (2010), October 2010
(Monsoon season) and February 2011 (Post monsoon). The monsoon season is critical
because of the possible discharges into the coastal waters comprising runoff from the
upland through various creeks / water bodies

6.1 Water quality

The marine water quality parameters measured were pH, temperature, salinity, DO, BOD,
TSS, Nutrients, Chlorophyll a, faecal coliforms etc. Ten stations (Fig.5.1) were selected for
water quality sampling based on possible discharge locations, dredge dump location,
hydrodynamic characteristics in the study area etc. Locations of the water quality sampling
sites are given in Table 5.1. Summary of water quality parameters are provided in Table
5.2

Table 6.1 Water, Sediment and Biological Sampling station locations

S. No Sample Latitude Longitude Classification

Code

1 PFCWQ-1 12°18'41.52" 80° 03' 26.40" Near shore Northern boundary

2 PFCWQ- 2 12°18'16.10" 80° 04' 28.34" Offhore Northern boundary

3 PFCWQ- 3 12°18'22.72" 80° 03' 9.05" Near shore station

4 PFCWQ- 4 12°17'45.49" 80° 04' 14.76" Ofrshore station

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 S. No Sample Latitude Longitude Classification
Code

5 PFCWQ- 5 12°17' 58.03" 80° 02' 51.69" Near shore station

6 PFCWQ- 6 12°17'29.63" 80° 03' 53.98" Offshore station

7 PFCWQ- 7 12°17' 36.65" 80° 02' 36.60" Nearshore station

8 PFCWQ- 8 12°17' 8.97" 80°03' 40.38" Offshore station

9 PFCWQ- 9 12°17'14.90" 80° 02' 18.49" Near shore southern boundary

10 PFCWQ- 12°16' 53.49" 80° 03' 24.51" Offshore southern boundary

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The southern boundary of the study area was fixed at a distance of 13.0 km north of
Marakkanam coast for near shore station (PFCWQ9) and 14 Kms for offshore station
(PFCWQ10) and the Northern boundary was fixed at 33 km (PFCWQ1) south of
Mamallapuram coast. Samples were collected along two lateral transects viz., shallow
waters (10m) and offshore (20m) during low and high tides. Following table provides
summary of water quality parameters for the three seasons.

Table 5.2 Summary of water quality parameters at the sampling locations

Parameters Pre-monsoon Monsoon Post-Monsoon

Air Temperature (oC) 28.1– 30.7 29.1 -30.5 28.5 – 32.0

(29.9 ) (29.8) (30.9)
Water Temperature (oC) 29.1– 29.8 28.5 – 29.9 27.6 – 29.2
(29.5 ) (29.2) (28.1)
pH 8.17 – 8.22 8.15 – 8.20 8.17 – 8.20
(8.19) (8.19) (8.18)
Salinity (ppt) 34.2 – 36.0 29.2 – 31.0 33.5 – 34.9
(35.5) (30.5) (34.3)
TSS (mg/l) 4.73 – 36.9 8.32 – 18.3 8.00 – 20.5
(15.3) (12.0) (12.2)
DO (mg/l) 5.01 – 6.97 5.98 – 6.93 5.86 – 6.63
(5.94) (6.33) (6.35)

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 Parameters Pre-monsoon Monsoon Post-Monsoon

BOD (mg/l) 1.10 – 2.10 1.20 – 2.10 1.50 – 2.40

(1.61) (1.71) (1.81)
Ammonia Nitrogen (g/l) 0.43 – 0.58 0.40 – 0.55 0.38 - 0.53
(0.48) (0.46) (0.43)
Nitrate Nitrogen (g/l) 0.43 – 2.63 0.90 – 2.17 0.90 – 2.18
(1.19) (1.40) (1.40)
Nitrite Nitrogen (g/l) 0.02 – 0.13 0.03 – 0.05 0.02 – 0.05
(0.05) (0.03) (0.03)
Total Nitrogen (g/l) 10.4 – 79.7 15.90 – 68.5 30.1 – 57.6
(39.2) (52.4) (44.2)
Inorganic reactive 0.09 – 0.55 0.27 – 0.43 0.13 – 0.43
phosphate (g/l) (0.23) (0.38) (0.36)
Total phosphorus (g/l) 0.62 – 2.74 1.15 -1.97 1.23 – 2.08
(1.47) (1.60) (1.64)
Chlorophyll a (mg/m3) 0.57 – 2.06 0.34 - 1.09 0.56 – 1.76
(1.14) (0.88) (1.16)
Petroleum Hydro carbon 0.56 – 1.03 0.52 – 0.92 0.47 – 0.72
(g/l) (0.89) (0.69) (0.55)
Fecal Coliforms 130 – 180 135 – 170 130 – 180
(CFU/100ml) (164) (154) (157)
Streptococcus faecalis 20 – 70 20 – 60 30 – 75
(CFU/100ml) (54) (45) (54)
Average value indicated within parentheses

Heavy metals in water

During the sampling off Panaiyurr coast it was observed that in general, heavy metal
concentrations in the water were found to be low. Maximum concentration of 2.82 g/L
(manganese) was recorded at PFCWQ-3. The monsoon season recorded higher zinc
concentrations than other metals concentrations. Postmonsoon samples recorded

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maximum value (2.65g/L) of zinc at PFCWQ6 station when compared to all the other
metals. It also reflects the background concentration of metal rather than human impact. In
general, the sediment content also recorded maximum concentration of zinc, compared to
all the metals estimated.

6.2 Sediment quality

6.2.1 Grain size

Grab samples were collected at about 102 locations within a 11km x 20 km area in a grid
fashion in the nearshore and offshore locations off the Cheyyur project site. Grain size
analysis of the samples was carried out in the geotechnical laboratory at NIOT. Grain size
analysis indicated that the grab samples consisted predominantly of medium to fine sands
with occasional silts / clays in a few locations. .

6.2.2 Heavy metals in sediments

In general, heavy metal concentrations in the sediments recorded low values. Maximum
concentration of Cu (2.98gg) was observed at PFCWQ3 station which may be inherent to
the system in the absence of any discharges. The deposition of metals along these stations
may be the contribution of coastal currents over a long period of time. .

In general, the maximum concentration of Zn (17mg/g) was observed at PFCWQ4 station

during premonsoon and during monsoon peak value of Zn (0.22 mg/g) was recorded at
PFCWQ6. The postmonsoon survey recorded maximum value (0.21 mg/g) of zinc at
PFCWQ 3 & 4.

6.3 Biological sampling

Phytoplankton, zooplankton and macro benthos were measured for analysing the
biological characteristics. A total number of 10 stations were selected for sampling for
biological parameters based on location of proposed dredge dump, breakwater location
and coolant water discharge location etc.

Phytoplankton

Analysis of phytoplankton samples are summarized as follows:

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• Premonsoon season samples indicated presence of 35 species phytoplankton and the
cell counts ranging from 16563 Nos./L to 24471 Nos./L along the sampling locations.
• The diatom species Biddulphia sinensis showed significant presence in the total
population of phytoplankton. This species belongs to rapid proliferating type in
general oceanic conditions.
• During Monsoon season phytoplankton was represented by 25 species and the density
varied between 10053 and 15977 Nos/L.
• The diatom species Biddulphia sinensis and Asterionella japonica were found to be
major contributer to the total population of phytoplankton during monsoon.
• During postmonsoon season, population density of phytoplankton varied between
16179 Nos./L and 20672 Nos./L and dominated by Biddulphia sinensi as well as
Leptocylindrus danicus. These species belong to rapid proliferating type in general
oceanic conditions.

The phytoplankton counts were higher along the near shore stations indicating possible
availability of nutrients aiding the plankton growth. The diversity index scores indicated
the healthy nature of the environment

Zooplankton

Analysis of samples for zooplankton indicates the following

• Density of the population varied from 302 to 1693 Nos./ m3 during premonsoon period
A total number of 18 species were recorded in the coastal waters. Calanoid,
Appendicularians, Zoea larvae and fish eggs were the dominant forms of zooplankton
recorded during premonsoon
• Calanoids, Cyclopoids, fish eggs were the dominant forms recorded during monsoon
survey.
• The postmonsoon recorded a total of 17 species and dominated by Calanoid, Cyclopoids,
Evadne sp. were the dominant form. The population density varied from 590 to 1464
Nos./ m3 during postmonsoon season.

According to Menon 1931, periodic (Jan. to Mar.) occurrence of Evadne sp. along Chennai
coast was recorded and the same has been reflected during the present study also. The
zooplankton trend does not reflect any abnormalities.

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Benthos

The sub tidal benthic organisms recorded moderate fluctuation of standing stock and
diversity.

• During premonsoon survey the benthic population varied between 325 and 6125
Nos./m2 .
• During monsoon season the variation was from 328 to 717 Nos./m2.
• Postmonsoon season recorded population density variation between 455 to 6350
Nos./m2

The faunal composition consisted of Gastropods, Bivalves, Polychaetes, Nametodes as the

dominant group. The faunal composition consisted of Gastropods, Bivalves, Polychaetes,
Nametodes as the dominant group. The population density recorded normal benthic
ecosystem prevailing along the study area.

6.3.1 Flora and fauna

The coastal stretch along the project site is characterized by sandy beaches with sporadic
distribution of spiny vegetations like Spinifex littoreus, and Ipomoea sp. Some Casuarina
plantations (Casuarina equisetifolia) were also sighted. Mammals like jackals (Canis aureus)
and domestic dogs (Canis familiaris) are found in this area.

While the port area is not a notified turtle nesting area by the wildlife conservator of
Tamilnadu, it is reported that sandy stretches between Pondicherry to Mamallapuram
coast have recorded sporadic turtle movement during the nestling season (January to
March) every year. NIOT survey team visited the port area during the months of February
– March to assess the port area. No eggs or turtles were located during the survey period.

6.4 Ambient Air Quality

The ambient air quality was monitored for three seasons.

The average PM2.5 levels as observed at various stations in the study area ranged from 15.4
to 27µg/m3. The values of PM2.5 monitored during the field survey were well below the
permissible limit of 40 µg/m3 specified for industrial, residential, rural and other areas.

The average PM10 levels as observed at various stations in the study area ranged from 32.0
to 55µg/m3 during the survey conducted for various seasons. The values of PM10 monitored

16
during the field survey were well below the permissible limit of 60 µg/m3 specified for
industrial, residential, rural and other areas.

The average SO2 levels as observed at various stations in the study area ranged from 5.1 to
11µg/m3. The SO2 levels monitored during the field survey were well below the
permissible limit of 50 µg/m3 specified for industrial, residential, rural and other areas.

The NO2 level monitored at various stations was below the detectable limit.

6.5 Noise Quality

The day time and night time equivalent noise level at various sampling stations ranged
from 34.9 to 37.9 dB(A), and 29.5 to 32.5 dB(A) respectively. The equivalent noise level of
all the stations were well below the permissible limits specified for residential area of 55
dB(A) for day time and 45 dB(A) for night time..

6.6 Vegetation in the operational areas

• The port area is about 84 acres in area, out of which 79 acres is patta dry land and 5
acres is poramboke land. Some coconut plantations of recent origin are observed in
the proposed port area.
• Along the proposed conveyor corridor, there are 115 palm trees, 294 Coconut trees, 108
Cashew nut trees, 35 Mango trees, 78 Safeda trees & 400 other small trees & bushes

6.7 Summary of Baseline Environmental Status

Data on water and sediment quality and biology was measured by collecting data for three
seasons viz., pre-monsoon, monsoon and post-monsoon to detect any possible seasonal
variations. Analysis of the comprehensive field data reveals the following:

• The near shore coastal belt shows negligible variation in water quality. Beyond
foreshore areas data reflects background concentrations. The area represents an
environment free from anthropogenic inputs.
• Analysis of heavy metals in the water column and sediments indicate background
concentrations free from anthropogenic inputs
• Biological characteristics of the site indicate significant plankton and benthic
population with good diversity representing a healthy environment.

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• During the site visits it was observed that the fishing villages abutting the proposed
port area had about 60 small boats each for fishing operations. No trawlers were
observed. These boats were landed on the beach across each of these villages.
• Site visit to the proposed project location during March 2011 indicated presence of
some empty pits. No eggs or turtles were located during the survey.
• The ambient air quality for SPM (2.5 and 10 g/m3) and SO2 and NOx are within the
permissible levels for rural/residential area and represent the ambient conditions in the
absence of any air pollution source
• There are negligible sources of noise generation and therefore the noise quality data
represent ambient conditions. These are well within the limits for a residential area as
per NAAQS.
• Landuse in the study area indicates major portion under water body (51.6%), followed
by area under vegetation (22%) and area under agriculture (21.8%).
• Vegetation in the study area indicates some portions of land falling under ‘reserve
forest’ comprising mainly of eucalyptus plantation and land area within 10 km radius
comprises tropical dry evergreen forests, Tropical dry evergreen scrub and Southern
Tropical Thorn forests
• Wildlife recorded in the study area comprises common species like jackals, hares,
mongoose and common birds and do not comprise fauna that are endangered or
endemic.
• Soil samples indicate predominant presence of fine sand with some silt and negligible
clays. Subseabed profile shows that the area is devoid of hard / rocky strata.

7.0 PREDICTION OF IMPACTS

7.1.1 Air quality impacts

Impacts on ambient air quality are possible due to the following activities

• Construction material handling/ transportation of materials/ quarrying

• Construction activities including fabrication, welding, precasting
• Dispersion of particulate matter during coal handling operations and emergency
storage and coal transport using conveyors
• Ship operations

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The impacts on air quality during the construction phase are expected to be minimal and
the ambient air quality shall remain within the permissible limits. In addition, the impacts
are temporary, existing only for the period of the activity. Also, the impacts can be
mitigated with simple, low cost EMPs, such as, covering trucks, checking vehicular
emission compliance and masks for workers.

The proposal to transport coal from the port area to the main plant using pipe conveyors
shall also not result in dispersion of fines as the entire operations is covered

7.1.2 Impacts of dredging

The primary water quality issue to be addressed is related to dredging. The quantity of
capital dredging involved is 7.8 million m3. A preliminary assessment of a dredge spoil
impact was assessed by simulating the discharge of a single dredge load using MIKE21, a
two dimensional hydrodynamic, sediment transport.

From the model results an area of 4km x 4km area is identified near 30m depths for
dumping the dredged material. Dredging shall be carried out for over sixteen months in
the channel and basin. This will result in removal of native benthic species within the
dredge area. This would result in a medium-short-term-reversible impact but its
environmental significance would be low because:

• Common benthic groups like copepods, nematods, polychaetes, gastropods etc are
present in this location. These communities have widespread distribution not only in
the proposed channel but also in all locations sampled. While during capital dredging
these will be smothered, it is highly likely that these communities shall move into the
rejuvenated channel and flourish; Typical example is the Ennore navigational channel
and harbour area where significant increase in numbers were recorded after capital
dredging was carried out.
• The channel and basin is devoid of threatened / endangered / endemic species;
• The location is not a spawning or breeding ground for fisheries was not observed in
and around the project area;
• Sensitive phytoplankton like sea grasses or aquatic fauna are not present in this
location;
• The area is not a significant fishing ground or feeding ground for fisheries. The
fisheries in this area is confined to artesenal fishing with trawlers already having
moved to offshore areas from the coast off Panaiyur

19
At the dredging site, the initial disturbances to benthic organisms result in
smothering/death. Communities are expected to regenerate in a period of two years. The
sediment analysis indicates low to average values for toxic heavy metals and shall not
result in high water column concentrations due to the disturbance. The toxic metal
concentrations are well within background concentrations and can be safely disposed as
dredged material or as a landfill.

7.1.3 Impacts on fishing activities

It is expected that there will be improvement in breeding and spawning areas due to
tranquil conditions provided by the breakwater. This has been observed in all harbours
with breakwaters, e.g. Ennore. Eventually these fish will move out and would be available
in the local areas for catch.

Restriction to fish boat movement during harbour construction is expected. Also during
port operations there shall be interruption / restrictions to movement of boats due to vessel
navigation. However this may be restricted to the time period of approximately half to one
hour when the vessels are in movement in the navigation channel. Since only small boats
and not trawlers / fishing vessels operate in the area, manoeuvring is not an issue. It is
possible to manage and implement these restrictions locally. In order to improve the effort
/ catch, fishermen can be provided with additional infrastructure like better fish drying
areas, ice plants and ice boxes for preservation. Fish processing units can be setup. The
port operator can link the fishing villages with the consumer market and provide better
market facilities for the fish catch.

7.1.4 Morphological changes to coastline due to breakwater

The results of the shoreline evolution was carried out using LITPACK module of MIKE21.
Results of modelling with detached breakwaters indicates about 20 to 30m erosion at a
distance of 350 m to the north of the breakwater and less than 20 m erosion at a distance of
600 m to the south of the breakwaters with some deposition in between the breakwaters.

Though, the annual net sediment transport is northerly in the order 0.19 x 106 m3/year,
without placing any structure also, the coast is observed to be eroding (50-60 m after 1
year) in the north. This also corroborates with the IOM studies for shoreline to the north
and south of Panaiyur.

20
 7.1.5 Dispersion studies for cooling water discharge

The modelling illustrates that the offshore location has the capacity for handling the
withdrawal and discharge of water for cooling waters.

The temperature and salinity increase within 500m from the outfall is estimated to rise by
approximately 0.1oC and 0.5 ppt respectively during non monsoon period and by 0.15oC
and 0.9 ppt respectively during monsoon period.

Summary of estimate of impacts

Issues considered Results of prediction Level of significance with

EMP
Air Quality Impacts

Generation of SPM due to Estimated 24-hour average Low and will cease to
construction material SPM concentrations are contribute pollution and
handling within NAAQS standards construction is complete
of 60g/m3

Vehicular emissions The increase in the Regular emission checks on

during transportation of concentration of NOx, CO vehicles must be mandatory
construction materials for and HC at a distance of as the location is new and
800 numbers/day of 500m is negligle and the pristine.
vehicles overall concentrations
conform to NAAQS

Construction activities like - Low; It shall be ensured that

precasting, fabrication, construction debris shall be
welding cleared by contractor after
completion of construction

Emissions from vehicular The increase in the Low

traffic during cargo concentration of NOx, CO
handling for additional and HC at a distance of
number of 2200 500m is negligle and the
vehicles/day overall concentrations
conform to NAAQS

21
 Issues considered Results of prediction Level of significance with
EMP

Generation of SPM from 24-hour average SPM Low impact as the coal
coal stackyard concentrations are unloading will be within
estimated as 0.72 g/m3 for hoppers thereby
Generation of SPM during
D-stability class minimizing fugitive dust.
Loading/unloading of coal
Also the coal will be in wet
condition during handling.
The emergency stackyard
will also have wet coal only.
There will be sprinklers for
keeping the coal in a wet
condition. An alround
green belt of 50m is
proposed as a buffer zone.

Generation of SPM during Closed conveyors with Low impact as the

coal transport using negligible SPM generation conveyors are closed / pipe
conveyors as in the case of Ennore without any contact with
shall be used. the atmosphere

Emissions and SPM from The increase in the Low

ships berthed at the jetty concentration of SPM, SO2,
NOx, CO and HC within
the jetty area is negligle
and the overall
concentrations conform to
NAAQS
Noise Quality Impacts

Capital dredging Noise levels are reduced to Low

background levels within
100m from the source and
conforms to NAAQS. No
noise sensitive receptors
within 500m

22
 Issues considered Results of prediction Level of significance with
EMP

Piling operations Noise levels are reduced to Low

background levels within
50m from the source and
conforms to NAAQS. No
noise sensitive receptors
within 500m

Construction vehicle Noise levels are 70 dB(A) Low

transport at 200m distance from the
road and the increase is
found to negligible at
500m
Water Quality Impacts

Water for construction Negligible, groundwater No impact

and turbid runoff from shall not be tapped. No
construction site turbid runoff due to scanty
rainfall

Water usage by labour Negligible No impact

force and generation of
wastewater

Sediment resuspension, Sediment suspension is Low, Dredging shall be

release of toxic substances negligible, since stopped durimg spawning
and nutrients from concentrations retun to periods
sediments during capital background levels within
dredging 12 hours of dredging.
Sediments are not toxic
Hydrodynamics  shoreline changes

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 Issues considered Results of prediction Level of significance with
EMP

Impact of detached Accretion / erosion is Low as breakwater is

breakwater construction negligible. Some located beyond 6m contours
deposition within the upto which littoral
breakwater along shoreline transport is predominant.
observed. Gnerally stable EMP requires dredging and
coast as interpreted from bypassing of sediments
satellite imageries over 40 deposited within the
years harbour area to avoid any
shore connection in the long
term
BiologyBenthic Ecology

Loss of benthos/biomass The site appear to be No impact

due to capital dreding productive.
Recolonization is expected
within 2-3 months of
dredging.

Impacts of breakwater It is expected that the Positive impact in the long

breakwaters will provide term
tranquil conditions for
breeding and spawning of
fishes as observed in other
existing breakwaters.
Landuse  Aesthetics

Quarrying for breakwater Removal of boulders Low when material is

construction material thereby changing procured from approved
landforms and topography quarries.
Socio-economics

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 Issues considered Results of prediction Level of significance with
EMP

Capital dredging Temporary removal of Temporary / Low negative

benthos, however impact. Low when dredging
rejuvenation expected in 3- is not carried during fishery
4 months ban period.

Coal Conveyor No impact on air quality as Negligible impact.

it is a closed system. Appropriate afforestation
Crossing of ECR shall be plans in consultation with
on trestles with adequate the forest department shall
clearance. Crossing of be taken up
Buckingham Canal shall
also be on trestles thereby
having negligible impact
on the flow. Also it is
noted that this part of the
Buckingham Canal has
negligible water during the
various seasons in the
year. The 30m wide
corridor shall result in
removal of some trees,
however no habitations
shall be affected as the
alignment is planned
through uninhabited areas.

Vehicular traffic Large numbers of vehicles High impact limited to

phying in the area for construction period.
transporting materials Impacts include accidents,
over a period of 3-4 years air and noise pollution.
Check posts and speed
limits required

25
 Issues considered Results of prediction Level of significance with
EMP

Employment Temporary employment Positive impact

during construction and
several employment
opportunities and allied
industries during
operations

Fisheries Improvement in breeding Positive impact

and spawning areas due to
tranquil conditions
provided by the
breakwater. Eventually
these fish will move out
and would be available to
the local for catch

Fishermen population Restriction to fish boat Medium impact Since the

movement during harbour fishermen operate small
construction. boats and have beach
Interruptions to movement landing only, the
of boats during operations restrictions it is possible to
due to vessel navgiation. manage locally. These
restrictions would be
applicable only during
vessel movement in the
navigational channel.
Additional infrastructure
like better fish drying areas,
ice plants and ice boxes can
be provided for
preservation. Fish
processing units can be
setup.

26
 Issues considered Results of prediction Level of significance with
EMP
Cooling water discharge – water quality & Ecological impacts
• Pipeline Laying • Removal of negligible • Low (limited to
quantities of benthic construction phase only)
flora/fauna
• The impacts are short-
term and cease after
construction is
complete.
• Pipelines shall not be
routed through coral
formations
• Discharge of reject • Low when discharged • Low at a distance of
water from the outfall at 10 to 14m water 500m from the source
depths with multiport where temperature and
diffusers at locations salinity excesses fall
specified by NIOT within the range of
ambient natural
variations.
• Since the temperature
and salinity variations
return to ambient
conditions within 500m,
impacts on aquatic
ecology is LOW.
Environmental Costs of Low because breakwaters are detached and is likely to
Project result in negligble accretion / erosion; Cooling water
discharges have localized impacts. Impacts of project
limited to construction phase
Benefits Benefits to country and state are large scale power
generation and employment
NET IMPACT Net benefits to the region

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8.0 ENVIRONMENTAL MANAGEMENT PLAN

The nodal agency of Project Proponent / Operator, such as the Environmental Management
Cell (EMC) must be empowered by all the agencies at the port to address pollution issues.
The EMC must co-ordinate with the contractors for implementation of EMPs during the
construction phase. Issues such as green belt development, vessel management; health
and safety may be co-ordinated by this nodal agency thus being solely responsible for the
environmental quality.

Environmental monitoring in the port area shall be undertaken by Project Proponent /

Operator. Annual monitoring of air, water and sediment quality shall be carried out
routinely for the port area.

8.1 Mitigation measures

The impacts of the various activities of the proposed development and the specific
measures that need to be implemented during the design, construction and operation
phases of the project form part of the implementation. Best housekeeping practices shall
be incorporated in the design, construction and operation phases of the project.

Green Belt area 50m wide in four tiers is suggested for attentutation of fugitive dust.
Appendix-C provides list of trees native to the port area and suggested tree plantation
scheme.Density is as follows

a) Casurina - 4 to 7 nos. / Sqm. 20m wide Belt

b) Euclaptus - 4 to 5 nos./ Sqm. 15m wide Belt
c) Coconut - 5 nos / 100 Sqm. 10m wide Belt
d) Casurina - 4 to 7 nos. /Sqm. 5m wide Belt

Also wind barriers using HDPE screens are presently used for prevention of particulate
matter dispersion. It can be seen that they are significantly tall to prevent particulate
matter from being blow off by wind. These screens are used in some of the ports handling
and storing coal. The same types of screens are suggested at the emergency stackyard at
the port site of Panaiyur for minimization of particulate emissions.

8.1.1 Tsunami early warning system

This site was not affected by the devastating tsunami of 2004. However the port shall have
a link with the National Disaster Management Agency for early tsunami warning to plan

28
for evacuation and thereby minimize the damage especially to life. This would be useful in
evacuating the vessels inside the breakwater to offshore locations. An organization chart
with responsibilities for disaster management shall be prepared by the Port operator.
There shall be a booklet with emergency numbers and addresses to contact during such
events. Occasional drills for tsunami warning and mitigation shall be practised.

8.1.2 Operational criteria for port craft (Tugboats and mooring boats)

The tug boats will have operational constraints due to wind generated or short period
waves. The limiting criteria for ordinary tugboats would be Hs<1.0-1.5 m and
approximately 1.5 m for tractor tug boats. Modern mooring launches can operate at a wind
speed of up to 30 knots and with a Hs< 1.0-1.3 m. Beyond the above mentioned limits the
boats will face difficulty in delivering the lines from the ship to the mooring points. It is
recommended that the Pilots, Tugboat Masters and crew are provided with adequate
training and familiarisation prior to the commencement of operations at the proposed port
facility. It is recommended that the key personnel are familiarised with the emergency
procedures to deal with emergencies like engine and steering failure.

8.1.3 Fire fighting system for coal conveyor

The system shall be designed to give suitable fire protection for the facility based on Indian
Standards or equivalent and shall conform to the provisions of the Tariff Advisory
Committee’s Fire Protection Manual.

The Fire hydrant system shall be designed to ensure that adequate quantity of water is
available at all times, at all areas of the facility where a potential fire hazard exists. Each
hydrant connection shall be provided with suitable length of hoses and nozzles to permit
effective operation.

The hydrant service shall cover the entire facility, and shall have pumps, located in a
common pump house. Adequate arrangement with jockey pumps, pressure switches etc.
shall be provided to maintain the required pressure in the hydrant system. The operations
of the Pumps provided for the system shall be automatic.

9.0 SUMMARY AND CONCLUSIONS

Various modelling studies carried out for determining engineering feasibility indicate the
following;

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• Wave heights at the berthing areas conform to tranquillity requirements specified in
IS: 4651 (Part V) for bulk cargo operations.
• Wave heights at the entrance is within 1.0m for most part of the year except for one
month during southwest monsoon when predicted waves range from 1.5m to 2.0m
• Results of navigation simulation studies indicate that with tug assistance manoeuvring
of cape size vessels are possible.
• Capital dredging of 7.8million m3 is required, while maintenance dredging is
negligible (0.04 million m3/year) possibly due to orientation and location of
breakwaters
• Littoral transport modelling studies with detached breakwaters indicate that there is
negligible accretion behind the breakwaters. Annual sand bypassing is negligible
quantity is expected.

NIOT has carried out the CEIA study for the marine activities. NIOT evaluated the
baseline data against known standards and criteria and have not identified any parameter
that violates environmental standards mandated by the MoEF. The data also does not
indicate values typically associated with anthropogenic pollution.

The project activities would result in a medium-short-term-reversible impact but its

environmental significance would be low because:

1 Benthos present in this location are common groups like copepods, nematods,
polychaetes, gastropods etc, which have widespread distribution not only in the
proposed channel but also in all other locations sampled.
2 The proposed port area channel and basin is devoid of threatened / endangered /
endemic species; Sensitive phytoplankton like sea grasses or aquatic fauna are not
present in this location;
3 The location is not a spawning or breeding ground. This is not a notified turtle
nesting ground even though there are occasional instances of sporadic turtle
movement during the breeding seasons (Jan to March).
4 The operations of the port are restricted to offshore berths and coal transfer
through closed/pipe conveyor to the main plant. The emergency stackyard is a
contingency arrangement to handle emergencies only. Therefore the beach area
will remain largely unaffected by the project operations and therefore will not

30
 restrain any turtle movement (if any) in future. It should also be noted that the
presence of port will provide larger protection to the coastal areas from villagers.
5 The area is not a significant fishing ground or feeding ground for fisheries. The
fisheries in this area are confined to artisanal fishing Any impact to fisheries
would be local and shall not affect the fisheries production of the state;
6 Dredging is expected to be straight forward as it would involve removal of soft
clayey and fine sandy sediments without blasting requirement and therefore there
shall be no threat to marine life
7 The impacts from increased turbidity from dredging and dumping on
productivity, phytoplankton and zooplankton would have low significance due to
the absence of endangered or threatened species in and around the vicinity of the
channel.
8 Air quality impacts from construction activities shall be short term and reversible
once construction is complete.
9 Since coal is carried through closed conveyors straight into the UMPP, generation
of SPM would be negligible. Especially with present day technological
developments for closed conveyors, this is justified.
10 The conveyor shall be supported on trestles at the ECR and Buckingham Canal
crossings to ensure adequate clearance and negligible obstruction to water flow
11 The trees removed along the coal corridor shall be rehabilitated with the help of
the Forest Department.

At the dredging site, the initial disturbance to benthic organisms shall result in
smothering/death. Communities are expected to regenerate in a period of two years.

Modelling of the discharge with representative seasonal conditions and locations (for
current velocity, temperature and salinity) was carried out using CORMIX and MIKE21.
The temperature for the offshore diffuser reduces to 0.1oC above ambient within 500m of
the diffuser. The salinity decreases to 0.4ppt above ambient within 500m of the diffuser,
which is well within the natural variation in ambient temperature and salinity values.

Results of littoral transport modelling studies for the breakwater layout indicates that there
would be negligible accretion to the south of the breakwaters. The predictions indicate
erosion to an extent of 25m to the south (at a distance of 600m) and at a distance of 350m
north of the breakwaters with some deposition between the structures. An EMP

31
comprising removal of these sediments annually (sand bypassing) to the eroded areas
would result in negligible shoreline changes.

Given the results of various modelling studies and environmental impact the project is
acceptable with appropriate environmental management and mitigation plans.

32