Deokjae CONSTRUCTION COMPANY LTD - World Bank
Environmental Impact Assessment of reconstruction of berth 15-17A including SRB’s-1 & 2 on East Wharves at Karachi Port
Final Report
May 2010
Marine Pollution Control Department
Karachi Port Trust
Karachi
Executive Summary
The Karachi Port Trust (KPT) has planned to undertake the reconstruction of berths 15-17A and Ship Repair Berth’s (SBR’s) on East Wharves at the port of Karachi.
The project aims to provide optimum marine terminal facilities for cargo handling, forecasted import and export cargo for the next thirty years for the Karachi Port and replacement of non-operational berths 15-17A and SRB’s 1 & 2.
The project, on completion, will provide 922 m of modern, efficient and high throughput multipurpose cargo handling berths, capable of accommodating bulk vessels of 100,000 DWT with a draft of 15.5 m, container vessels of 13.5 m draft and Ro-ro Car carriers, which will be visiting the port in forecast future. The project will eliminate otherwise waiting time for ships and yield savings in marine transport costs.
The KPT considered three alternatives for the project i.e., relocation of the berths to idle part of the harbour, an increase in the handling capacity of other operational berths to compensate for the loss due to unavailability of these berths, and deepening of harbour channel for accommodating more ships at the existing berths. However, these alternatives were not feasible due to a number of reasons as elaborated in the report and reconstructions of existing berths were found to be technically, environmentally and economically best option.
At the East Wharves, berths 1-9 are operational, 10-14 are under construction, 15-17 A and SRB’s 1 & 2 are non-operational as these are old and in dangerous condition which are to be reconstructed under the project.
The reconstruction of berths 15-17A and SRB 1& 2 on East Wharves at Karachi Port project includes the following:
■ Construction of approximately 922 m of continuous 2 m diameter concrete piled quay walls, tie back, backfill, anchor wall and return wharves.
■ Demolition and removal of dilapited ship repair berths 1 and 2.
■ Demolition of old revetment wall and NMB Wharf and removal of debris after construction of new wall.
■ Filling behind the new quay wall.
■ Construction of water supply and sewerage services.
■ Construction of paving and electrical utilities and spacing lighting system.
■ Demolition and removal of transit shed no. 16.
The project duration is 36 months and its estimated capital cost is Rs. 8,650 million.
The project will form a continuous quay from berth 6 to 17A and allows Karachi Port Trust the flexibility to form two terminals in addition to existing PICT. The quay wall will be extended 6.5 m on sea side as such limited reclamation is involved. The dredging of harbour is not a part of the project but the KPT will have to carry out capital dredging in order to allow 15.5 draft vessels to the reconstructed berths. The KPT will have to carry out a seperate EIA for the capital dredging.
The major villages located near the project area are Keamari, Manora, Sultanabad Sher shah, Machar Colony, Bhuta village and Baba Bhit, Gabo pat, and Maripur. There is no site of archaeological, cultural, historical or religious significance (graveyard, shrine, mosque, archaeological site) at the project area.
Meetings were held with community living in Baba, Bhit & Shams Pir Island, IUCN, WWF, International contractor working in the harbour, Shipping agents and Port Traffic and Safety Departments of the KPT to discuss the project, its components and its expected environmental and socio-economic impacts and proposed mitigation measures. The main concerns were noted and addressed in the EIA report.
The topography of the district West of Karachi is dominated by ridges, plains and coastal belt. Lyari River is a small ephemeral stream that flows from North east to the centre of Karachi City and drains into the Arabian Sea at the Monora channel. It is one of the two main rivers of Karachi, the other one being Malir River which also brings untreated effluent/sewage from Karachi City to the harbour. Weather conditions at Karachi are governed by variables of the two monsoons Seasons, i.e. the South Western monsoon in summer from May to September and the North Eastern Monsoon in winter from December to February.
There is an influx of around 284 mgd of untreated effluents in the harbour from the city, large quantum of solid waste also enters the harbour and despite intensive efforts to collect it, this garbage continues to cause aesthetical depreciation. It is estimated that about 35 tons of solid waste is daily generated by Karachi Port.
The EIA has established baseline data for air quality, subsea soil, noise and sea water quality. However, the baseline data does not show a clear picture of pollution levels at the harbour at regular intervals. Therefore, the EIA recommends that the baseline data will be strengthened as per Environmental Monitoring Plan during pre-construction phase till the environmental approval of the project is granted by Pakistan Environmental Protection Agency and in accordance with the commencement of Environmental Monitoring Plan as per EIA report.
The EIA recommends that the marine Pollution Control Department of the KPT may be strengthen to actively involved in environmental monitoring of the project as well as of the harbour. The environmental monitoring cost of the project does include capacity building cost of MPCD.
The KPT will provide one window facility to port users along with utilities and bank at the reconstructed berths .
The potential impacts during construction phase will be waste management; air quality ; soil contamination; water quality ; dredging and reclamation ; bbenthic flora and fauna;noise and vibration ; public health and safety; socio-economic; employment; historical, archeological and cultural property.
The potential impacts during operational phase will be waste management; air quality ; noise and vibration ; waste managment ; accidents, spills, fires and other disasters ; water quality ; benthic flora and fauna and impacts on local economy.
The main source of pollution in the harbour is ingress of 284 mgd of untreated wastewater and sewage from Karachi City. The KPT is already planning to construct wetland for biological treatment of 30 mgd of sewage of Soldier Bazar Nallah. This is a welcome step by the KPT which needs to be replicated after its success.
The EIA has identified potential impacts that are likely to arise during pre-construction, construction and operational phases of the project. For the effective implementation and management of the mitigation measures an Environmental Management Plan has been prepared. The Environmental Management Plan satisfies the requirement of the Pakistan IEE and EIA Regulations 2000.
The mitigation measures have been identified in the Chapter 6 for impacts expected during the different phases of the project.
Based on the recommended mitigation measures in Chapter 6, the impacts identified in Table 6.1 will be reduced with residual impacts having insignificant levels. Table 8.1 presents the assessment of the residual impacts (mitigated).
It has been concluded that the project construction and operation activities could moderately affect the natural resources of the area including benthic flora and fauna, seawater, ambient air etc. The potential impacts during construction include damage to benthic flora and fauna, waste generation, seawater contamination, deterioration of ambient air quality caused by the exhaust emission and dust, noise and vibration, safety hazards and public health concerns for the community and workers living in the project area. The significant environmental management issues during operation phase include air and noise and vibration, accidental oil spills, waste generation and contamination of seawater. However, these adverse impacts can be largely reduced by implementing the appropriate mitigation measures, which have been elaborated in the EIA report.
Furthermore, the KPT has to ensure the contractor comply with the provision of London Dumping Convention 1972, United Nations Convention on Law of the Sea (UNCLOS-82) and International Convention for the prevention of pollution from ships, 1973 as amended by the protocol of 1978 (MARPOL 73/78) during construction phase.
Table of Contents
1 Introduction 15
1.1 Introduction 15
1.2 The Proponent 15
1.3 Environmental Impact Assessment 15
1.3.1 Aim and Objectives of the EIA 16
1.4 Approach and Methodology 16
1.4.1 Approach 16
1.4.2 Methodology 17
2 Legislative and Institutional Framework 21
2.1 Introduction 21
2.2 National Conservation Strategy 21
2.3 Biodiversity Action Plan 21
2.4 National Maritime Policy of Pakistan 21
2.5 National Environmental Policy, 2005 22
2.6 Laws and Regulations 22
2.6.1 Pakistan Environmental Protection Act, 1997 22
2.6.2 Pakistan Environmental Protection Agency (Review of IEE and EIA) Regulations, 2000 22
2.6.3 National Environmental Quality Standards (NEQS), 2000 22
2.6.4 The KPT Act 1886 as amended in 1994 23
2.6.5 The Ports Act 1908 23
2.6.6 IMO Convention MARPOL 73/78 23
2.6.7 Antiquity Act, 1975 24
2.6.8 Pakistan Penal Code, 1860 24
2.7 Institutional Set Up 25
2.8 Environmental Guidelines 25
2.8.1 Environmental Protection Agency’s Environmental Guidelines 25
2.8.2 Guidelines for the Preparation of IEE/EIA Reports 25
2.8.3 World Bank Environmental Guidelines 26
2.8.4 ADB Guidelines 26
2.9 Obligation under International Treaties 26
2.9.1 London Dumping Convention 1972 26
2.9.2 United Nations Convention on Law of the Sea (UNCLOS-82) 27
2.10 The KPT’s environmental policy 27
2.11 Implication of Legislations to the project 28
3 Description of the Project 29
3.1 The Project 29
3.2 Need for the Project 29
3.3 Project alternatives 31
3.3.1 No Project option 31
3.3.2 Relocation of berths to idle part of the harbour 32
3.3.3 Increase in cargo handling capacity of other operational berth to compensate for the loss due to unavailability of these berths 32
3.3.4 Deepening of channel for accommodating many ships at the existing berths 32
3.3.5 With the project 32
3.4 Existing Port Layout and Facilities 32
3.5 Description of the Project 35
3.5.1 Project Components 35
3.5.2 Project Construction Cost 35
3.6 Staff Requirements during execution and operation of the project 36
3.6.1 Staff to be engaged during construction phase 36
3.6.2 Staff requirement during operational phase of the project 36
3.6.3 Land Acquisition 37
3.7 Time Schedule 37
4 Description of existing Environment 43
4.1 Introduction 43
4.2 Project Location 43
4.3 Physical Environment 45
4.3.1 Physical features and topography 45
4.3.2 Rivers and streams 45
4.4 Topographic survey 46
4.4.1 Weather 46
4.4.2 Hydrology and Sedimentation 50
4.4.3 Solid Waste 51
4.4.4 Seawater Quality 52
4.4.5 Air Quality 58
4.4.6 Subsea soil Analysis 59
4.4.7 Noise and Vibration 62
4.5 Biological Environment 62
4.5.1 Flora 62
4.5.2 Fauna 62
4.6 Socio-cultural Environment 63
4.6.1 Villages in Project area 63
T4.6.2 Religion Ratio in Project Area 63
4.6.3 Mother Language 64
4.6.4 Ethnicity/Tribes of the project area 64
4.6.5 Dress in the project area 64
4.6.6 Main Occupation of the project area 64
4.6.7 Industry 64
4.6.8 Other facilities of Life 64
5 Public Consultation 66
5.1 Introduction 66
5.2 Meetings held with Stakeholders 66
5.3 Road Side and Focus Group Discussion with Communities 69
6 Impact Assessment and Mitigation Measures 70
6.1 Introduction 70
6.2 Potential Impacts 70
6.3 Impacts during construction phase 74
6.3.1 Waste Management 74
6.3.2 Air Quality 75
6.3.3 Soil contamination 76
6.3.4 Water Quality 76
6.3.5 Dredging and Reclamation 77
6.3.6 Benthic Flora and Fauna 78
6.3.7 Noise and Vibration 79
6.3.8 Public Health and Safety 80
6.3.9 Socio-economic impacts 80
6.3.10 Employment 81
6.3.11 Historical, archeologicak and cultural property 81
6.4 Impacts during Operational phase 81
6.4.1 Water Quality 81
6.4.2 Air Quality 81
6.4.3 Noise and viberation 82
6.4.4 Waste Management 82
6.4.5 Accidents spills, fires, and other disasters 82
6.4.6 Benthic Flora and Fauna 83
6.4.7 Impact on local economy 83
6.5 Positive Impacts of the Project 83
7 Environmental Management Plan 85
7.1 Environmental Management Plan 85
7.1.1 Objectives of the Environmental Management Plan 85
7.1.2 Structure of the EMP 85
7.2 Roles and responsibilities 86
7.2.1 KPT 86
7.2.2 The Contractor(s) 86
7.2.3 The supervision consultant 86
7.2.4 Planning and Design of the Project 86
7.2.5 Execution of the Project 87
7.3 Contractual Provisions 88
7.4 Environmental Mitigation Plan 88
7.5 Existing monitoring regium of the harbour 105
7.6 Environmental Monitoring Plan 106
7.6.1 Objectives of Environmental Monitoring 106
7.6.2 Compliance Monitoring 106
7.6.3 Effects Monitoring 107
7.6.4 Capacity building of MPCD 108
7.6.5 Post-project Monitoring 108
7.7 Training Programme 117
7.7.1 Roles and Responsibilities 117
7.7.2 Training Programme 117
7.7.3 Training Log 117
7.7.4 Training Needs Assessment 117
7.8 Change Management Plan 119
7.8.1 Changes to the EMP 119
7.9 Communication and documentation 120
7.9.1 Meetings 120
7.9.2 Social Complaints Register 121
7.9.3 Photographic Record 121
7.9.4 Environmental Reporting 121
7.10 Cost estimation 122
7.10.1 Implementation of Environmental Management Plan 122
7.10.2 Costing of proposed Mitigation Measures 122
7.10.3 Environmental Monitoring Program 122
7.10.4 Hiring of experts and monitoring personnel 122
7.10.5 Hiring/deployment of workboat 122
8 Conclusions and Recommendations 123
ANNEXURE-1: References 128
ANNEXURE-2: List of People Met 129
ANNEXURE-3: KPT’s Policies 131
ANNEXURE-4: Oil Spill Response Equipment (List) 155
ANNEXURE-5: Pictorial Presentation 156
List of Tables
Table 3.1: Detail of berths at Karachi Port 29
Table 3.2: Karachi Port’s berths capacity and use 30
Table 3.3: Cargo handling capacity of Karachi Port during 2008-09 31
Table 3.4: Break down of Capital cost 35
Table 3.5: Detail of staff to be engaged by the contractor during construction phase 36
Table 3.6: Staff to be provided by the KPT during construction phase of the project. 36
Table 3.7: Time schedule for reconstruction of berths 15-17A and SRB 1& 2 on East Wharves at Karachi Port Project 38
Table 4.1: Summary of Soils Strata 46
Table 4.2: Weather Conditions in Karachi 47
Table 4.3: Seismic Design Coefficient 50
Table 4.4: Tidal Levels at Karachi Port 51
Table 4.5: Seawater Quality Trend (Mean Values) at Karachi Port 56
Table 4.6: Ambient Air Quality Data 58
Table 4.7: Sub Soil Chemical trend chart (Mean Values) of Karachi Port 60
Table 4.8: Population data in nearest localities. 63
Table 7.1: Environmental Mitigation Plan for reconstruction of berths 15-17A and SRB 1& 2 on East Wharves at Karachi Port Project 89
Table 7.2: Environmental Monitoring Plan during pre-construction (baseline) phase for reconstruction of berths 15-17A and SRBs 1&2 on East Wharves at Karachi Port Project 109
Table 7.3: Environmental Monitoring Plan during construction phase for reconstruction of berths 15-17A and SRB’s on East wharves 111
Table 7.4: Environmental Monitoring Plan during operational phase for reconstruction of berths 15-17A and SRB 1& 2 on East Wharves at Karachi Port Project 114
Table 7-5: Summary of Cost Estimates for Environmental Monitoring and capacity building cost for MPCD(Values are in Rupees) 116
Table 7.6: Environmental Training Programme 118
List of Figures
Figure 1.1: Key map of Karachi showing project location 19
Figure 3.1: A bird eye view of Karachi Port 34
Figure 3.2: Berth 17 A existing wall layout 40
Figure 3.3: New completed berth work plan 41
Figure 3.6: An Arial view of the proposed project 42
Figure 4.1: Image showing the project site and mangroves forest 44
Figure 4.2: Wind Rose - Summer Monsoon 48
Figure 4.3: Wind Rose - Winter Monsoon 49
List of Abbreviations
|BOD |Biological Oxygen Demand |
|CBD |Convention on Biological Diversity |
|CO |Carbon Monoxide |
|COD |Chemical Oxygen Demand |
|DO |Dissolved Oxygen |
|E |East |
|EIA |Environmental Impact Assessment |
|EMP |Environmental Management Plan |
|EPA |Environmental Protection Agency |
|IEE |Initial Environmental Examination |
|GoP |Government of Pakistan |
|GoS |Government of Sindh |
|Govt |Government |
|Hr |Hour |
|IUCN |International Union for Conservation of Nature |
|KPT |Karachi Port Trust |
|MCB |Manora Cantonment Board |
|MoU |Memorandum of Understanding |
|MPCD |Marine Pollution Control Department |
|NHB |Napier Mole Boat |
|N |North |
|NCS |National Conservation Strategy |
|NEQS |National Environmental Quality Standards |
|NGOs |Non-Governmental Organization (s) |
|NE |North East |
|Nox |Nitrogen Oxides |
|NOC |No Objection Certificate |
|Nos |Numbers |
|Pak-EPA |Pakistan Environmental Protection Agency |
|PEPA 1997 |Pakistan Environmental Protection Act 1997 |
|Ppb |Parts per billion |
|Ppm |Parts per million |
|PM10 |Particulate Matter Having size less than 10 Micron |
|PPE |Personal Protective Equipment |
|PD |Port Datum |
|SRB |Ship Repair Berth |
|SITE |Sindh Industrial Trading Estates |
|S.No |Serial Number |
|SW |South-West |
|SOx |Sulphur Oxides |
|TDS |Total Dissolved Solids |
|ToRs |Term of Reference (s) |
|TSS |Total Suspended Solids |
|W |West |
|WB |World Bank |
|WHO |World Health Organization |
|WWF |World Wide Fund for Nature |
List of Units
|% |Percent (age) |
|ºC |Degree centigrade |
|c/c |Centre to centre |
|ft2 |Square foot |
|ft3 |Cubic foot |
|Km |Kilo meter |
|M |Meter |
|m2 |Square meter |
|m3 |Cubic meter |
|Mm |Milli Meter |
|mg/l |Milli gram per litre |
|Mgd |Million gallons per day |
|m/s |Meter/second |
|MT |Metric Ton |
|Mw |Mega watts |
|Ppm |Parts per million |
|sq. Km |Square Kilometre |
Introduction
1 Introduction
The Karachi Port Trust (KPT) has planned to undertake reconstruction of berths 15-17A and Ship Repair Berths (SRBs) 1 & 2 on East Wharves Project. The Figure 1.1 is map of Karachi showing location of the project.
The project is part of the KPT’s vision which provides capability of port to synchronize with development and handling of modern vessels around the world. The Figure 1.2 shows location plan of Karachi Port.
In order to comply with the regulatory requirement of environmental laws of Pakistan, Marine Pollution Control Department (MPCD) of Karachi Port Trust has prepared Environmental Impact Assessment of the project.
This report gives an overview of the project description, alternatives considered, existing environment, impact identification and their assessment, mitigation measures and Environmental Management Plan through environmental impact assessment study.
2 The Proponent
The Karachi Port Trust (KPT) is a Federal Government Agency that oversees the operations of the Port of Karachi.
The Port of Karachi is Pakistan’s largest and busiest seaport, handling cargo inclusive of containerised, unitized, liquid and other loose cargo. The KPT maintains 30 dry cargo berths for cargo handling and three for liquid cargo handling.
The Karachi Port is administered by a Board of Trustees, comprising a Chairperson and 10 Trustees. The Chairperson is appointed by the Federal Government and is also the Chief Executive of the Karachi Port Trust. The remaining 10 Trustees are equally appointed from the public and the private sectors. The five public sector Trustees are nominated by the Federal Government. The seats for private sector Trustees are filled by elected representatives of various private sector organizations. This way, all port users find a representation in the Board of Trustees.
The Marine Pollution Control Department (MPCD) of Karachi Port Trust looks after marine pollution including oil spill control measures of the port.
3 Environmental Impact Assessment
According to Pakistan Environmental Protection Act, 1997, section12 (1):
“No proponent of a project shall commence construction or operation unless he has filed with the Government Agency designated by Federal Environmental Protection Agency or Provincial Environmental Protection Agencies, as the case may be, or, where the project is likely to cause an adverse environmental effects an environmental impact assessment, and has obtained from the Government Agency approval in respect thereof.”
According to Pakistan Environmental Protection Agency (Review of IEE and EIA) Regulations 2000, “Ports and harbour development for ships of 500 gross tons and above are in Schedule II, Para D, List of projects requiring an Environmental Impact Assessment”. Therefore, an EIA of reconstruction of berths 15-17A and SRB’s 1 & 2 on East Wharves at Karachi Port Project is required.
The Karachi Port is located on the Federal Government land at Karachi, therefore the EIA report has to be submitted to Pakistan Environmental Protection Agency, Islamabad for obtaining environmental approval of the project.
1 Aim and Objectives of the EIA
The aims and objectives of the EIA of reconstruction of berths 15-17A and SRB’s 1& 2 on East Wharves at Karachi Port Project are to comply with PEPA Act 1997 as follows:
■ Identification of all significant impacts that may require detailed assessment.
■ Consultation with the community and stakeholders to be affected by the project.
■ Identification and assessment of all major and minor impacts during Pre- construction, Construction and Operation phases.
■ Propose mitigation measures to minimize, eliminate or to compensate the potential adverse impacts of the project that are identified during assessment.
■ Preparation of Environmental Management Plan and,
■ Preparation of an Environmental Impact Assessment report for submission to Pakistan Environmental Protection Agency, Islamabad.
4 Approach and Methodology
1 Approach
The approach for conducting Environmental Impact Assessment of reconstruction of berths 15-17A and SRB 1& 2 on East Wharves at Karachi Port Project is to follow the requirement of Pakistan Environmental Protection Agency’s (Review of IEE/EIA), Regulations 2000.
The Marine Pollution Control Department of the Karachi Port Trust has engaged a team of experts for Environmental Impact Assessment of the project, which included following experts:
■ Mr. Rashid Yahya Usmani, Team Leader
■ Mr. Fayyaz Rasool, Marine Ecologist
■ Mr. Kauser Hasan Bilgrami, Executive Engineer, KPT
■ Lt Cdr Ashraf, Hydrologist, Chief Hydrographer KPT
■ Engr. Saadat Ali, Environmental Engineer
■ Ms. Sameera Zaib, Environmentalist
■ Ms. Aneela Iqbal, Environmental Scientist
2 Methodology
Kick off Meeting with the KPT: The MPCD team held a kick off meeting with Project Director and XEN Construction of the KPT at the start of the EIA study.
Collection of secondary data: The MPCD team obtained published secondary data of Karachi and the port that included:
Physical Environment - including topography, geology, soils, surface and groundwater resources and climate:
Ecological resources - including flora and fauna:
Human and economic development – including resettlements, socio-economic conditions, infrastructure and land use;
Heritage aspects – including sites of cultural, archaeological or historical significance
The list of references consulted during the EIA study is provided in Annexure-1.
Collection of primary data: The MPCD team visited the project area for collection of baseline data. The baseline analysis of ambient air quality, noise, and seawater and sub-sea soil in the project area were carried out and compared with standards and historical data of last ten years which is being maintained by the MPCD of the KPT. The MPCD has in house laboratory for analysis of seawater, sub-soil and water quality analysis. The ambient air quality analysis was carried out by SUPARCO, Karachi.
Biological Data Collection: Primary data for benthic flora and fauna was collected through secondary sources and personal observation, which provides a detailed insight of the biological environment of the port area.
Analysis of alternatives: The EIA report gives details of alternatives considered for the proposed project.
Public consultation: Public consultations were held with the major stakeholders and community living in the close vicinity of the project area. The information obtained from local community and stakeholders was used to identify concerns and issues that have been addressed in the EIA report.
A list of persons met during EIA study is provided in Annexure-2.
Review of Legislative Requirements: The information on all legislation pertaining to the project was reviewed and a synopsis of all relevant laws and its implication on the project has been narrated in the report.
Impacts Assessment: The identification of impacts is a key activity in the environmental assessment process, which is based on the professional judgment of MPCD’s experienced team based on national and international guidelines. Impacts were identified for methodical consideration of likely or possible significant effects on environment due to the proposed project.
Evaluation of Impacts: Each impact identified was evaluated against its significance in terms of its severity and likelihood of its occurrence. The impact evaluation process would prioritize each potential impact and screen out insignificant or inconsequential impacts. The significance of the impacts was then assessed in terms of the effects on the natural ecosystem. The evaluation of the significant impacts thus formed the basis for development of environmental mitigation and monitoring plans.
Identification of Mitigation Measures: The objective of identification of mitigation measures was to identify practices, technologies or activities that would prevent or minimize all significant environmental impacts and propose physical and procedural controls to ensure that mitigation is effective. Based on the impact evaluation performed, changes or improved practices were suggested where applicable, in the planned activities, to prevent and control unacceptable adverse impacts resulting from normal or extreme events.
Development of Environmental Management Plan: An Environmental Management Plan has been developed for effective implementation of the recommended mitigation measures. The EMP includes controls to minimize the identified impacts, and monitoring program to monitor residual impacts, if any, during the construction and operational phases of the project. The EMP also lay down procedures to be followed during the operation of the project. The EMP will also identify roles and responsibilities of all concerned personnel during the project’s construction and operational phases.
Documentation of the EIA Report: The Environmental Impact Assessment of berths 15-17A and SRB 1& 2 on East Wharves at Karachi Port Project presents findings and compiles all information under one document, the document which comprises of the following:
Chapter 1 provides an overall introduction to the project and the Environmental Impact Assessment methodology, Chapter 2 describes the legislative and institutional framework of Pakistan on environment and its implications on the project, Chapter 3 gives the description of the project, Chapter 4 describes the existing environment of the project area, Chapter 5 describes details of discussions held with stakeholders and community, Chapter 6 describes impact assessment and mitigation measures, Chapter 7 describes Environmental Management Plan, and Chapter 8 describes the conclusions and recommendations of the EIA study.
Figure 1.1: Map of Karachi showing location of the project [pic]
Figure 1.2: Map of Karachi Harbour [pic]
Legislative and Institutional Framework
1 Introduction
The enactment of comprehensive legislation on the environment, covering multiple areas of concern, is an ongoing phenomenon in Pakistan. The basic policy and legislative framework for the protection of the environment and overall biodiversity in the country is now in place. The detailed rules, regulations and guidelines required for the implementation of the policies and enforcement of legislation are also in place.
The policy, laws, regulations and standards relevant to reconstruction of berths 15-17A and SRB 1& 2 on East Wharves at Karachi Port Project in the context of environmental protection are described in the following sections.
2 National Conservation Strategy
The National Conservation Strategy (NCS) is the first policy document that pledged to balance Pakistan’s economic development with the conservation of natural resources. It is the underlying goal of this document that all economic and statutory developments in the country should be such that it does not conflict with the interests of nature conservation. The Pakistan Environmental Protection Act, 1997 is the basic legislative tool empowering the government to frame rules and regulations for the protection of the environment. The NCS covers 14 cover areas and environment is also included.
3 Biodiversity Action Plan
Pakistan has ratified on 5th June 1992 to the Convention on Biological Diversity, and is thereby obligated to develop a National Strategy for the Conservation and management of Biodiversity in the country. The Government of Pakistan has constituted a Biodiversity Working Group under the auspices of the Ministry of Environment to develop a Biodiversity Action Plan for the country. After an extensive consultative exercise, a draft Action Plan has been developed. The Plan, which has been designed to complement the National Conservation Strategy (NCS) and the proposed provincial conservation strategies, identifies the causes of biodiversity loss in Pakistan and suggests a series of proposals for action to conserve biodiversity in the country.
4 National Maritime Policy of Pakistan
National Maritime Policy of Pakistan provides guidelines, and advocates “Management of maritime assets in a judicious manner with conscientious regard to the protection of environment and international law”. It also incorporates ports, shipping, fisheries, offshore resource, petroleum, tourism, R&D, human resource development and protection of maritime interest”.
Section IV of the Policy, among other institutions, holds the Port Authorities responsible under the law to protect the marine environment within their prescribed limits. This also includes tasks of monitoring and combating spills.
5 National Environmental Policy, 2005
The National Environment Policy (NEP) aims to protect, conserve and restore Pakistan’s environment in order to improve the quality of life of the citizens through sustainable development. In NEP, the further sectoral guidelines, Energy Efficiency and Renewable directly related to building energy code for newly constructed buildings were introduced.
6 Laws and Regulations
1 Pakistan Environmental Protection Act, 1997
The Pakistan Environmental Protection Act, 1997 covers the preservation of environment, pollution control and biodiversity.
The Pakistan Environmental Protection Act 1997, along with the National Environmental Quality Standards (NEQS), serves as the main legislative and regulatory instruments in Pakistan in the context of protection of environment. They do not specifically address the issue of coastal pollution but requirements exist for conducting Initial Environmental Examination (IEE) and Environmental Impact Assessments (EIA), depending on the nature of the projects.
The Act prohibits discharge and emission of harmful substances in concentrations exceeding the National Environmental Quality Standard (NEQS). The Act also specifies the procedure for the handling of hazardous wastes.
Section 31 of the Act (Powers to make rules), reads as follows:
“The Federal Government may, by notification in the official Gazette, make rules for carrying out the purpose of this Act including rules for implementing the provisions of the International Environmental agreements, specified in the Schedule to this Act”. The environmental agreements cited in the Schedule, include the Convention on the Law of the Sea, Montego Bay, 1982”.
2 Pakistan Environmental Protection Agency (Review of IEE and EIA) Regulations, 2000
The Pakistan Environmental Protection Act, 1997 is the basic legislative tool empowering the government to frame regulations for the protection of the environment. The key features of the law that have a direct bearing on the proposed project relate to its environmental impact assessment.
Under the Pakistan Environmental Protection Agency (Review of IEE and EIA) Regulations 2000 “Ports and harbour development for ships of 500 gross tons and above is in Schedule II, Para D, List of projects requiring an Environmental Impact Assessment.” Therefore, an EIA of reconstruction of berths 15-17A and SRB 1& 2 on East Wharves at Karachi Port Project is required.
3 National Environmental Quality Standards (NEQS), 2000
The NEQS, promulgated under the PEPA 1997, specify the following standards:
■ Maximum allowable concentration of pollutants (16 parameters) in gaseous emissions from industrial sources,
■ For power plants operating on oil and coal:
❑ Maximum allowable emission of sulphur dioxide,
❑ Maximum allowable increment in concentration of sulphur dioxide in ambient air,
❑ Maximum allowable concentration of nitrogen oxides in ambient air, and
❑ Maximum allowable emission of nitrogen oxide for steam generators as function of heat input.
■ Maximum allowable concentration of pollutants (32 parameters) in municipal and liquid industrial effluents discharged to inland waters, sewage treatment and sea (three separate set of numbers).
The NEQS for liquid effluents discharged to inland waters, gaseous emission from industrial sources and emissions from motor vehicles are provided on the following web site.
Web site:
4 The KPT Act 1886 as amended in 1994
Section 90: Port to be pollution free in accordance with KPT Act 1886 as follows;
■ The Board shall be responsible for maintaining the environment in the areas under jurisdiction of KPT on land and within Port limits seaward, free from pollution.
■ No discharge of solid, liquid and gaseous waste; or oily, noxious, radioactive and hazardous industrial effluents in concentrations exceeding National Environmental Quality Standards; or oily bilge, sludge, garbage, residues and mixtures containing noxious solid and liquid wastes from ships; or de-ballasting of unwashed cargo tanks, tank washings from oil tankers; or garbage, organic matter; or other pollutants as may be specified by the Board shall be made in the areas under jurisdiction of KPT on land and within Port limits Seaward.
■ Any person contravening the provisions of sub-section (2) shall be liable to penalty not exceeding ten million rupees for each contravention in addition to the charges for cleaning of the Port and removal of pollution there from
5 The Ports Act 1908
Under this act, a Polluter is liable to penalty and simple imprisonment for a term, which may extend to six months.
6 IMO Convention MARPOL 73/78
The “International Convention for the prevention of pollution from ships, 1973 as amended by the protocol of 1978 there to” (MARPOL 73/78) is aimed at minimizing and eliminating pollution from ships. It covers two main subjects:
1) The special construction and equipment rules for the prevention of accidental pollution.
2) The circumstances in which discharges in the sea are authorized.
Article 4 sub-Para -2
Any violation of the requirements of the present convention shall be prohibited and sanctions shall be established therefore under the law of that party. Whenever such a violation occurs that party shall either:
a) Cause proceeding to be taken in accordance with its own law
OR
b) Furnish to the administration of the ship such information and evidence as may be in its possession that a violation has occurred.
Article 4 sub-Para -4
The penalties specified under the law of a party pursuant to this article shall be adequate in severity to discourage violations of the present Convention and shall be equally severe irrespective of where the violations occur.
7 Antiquity Act, 1975
The Antiquities Act of 1975 ensures the protection of cultural resources in Pakistan. The act is designed to protect antiquities from destruction, theft, negligence, unlawful excavation, trade and export. Antiquities have been defined in the Act as ancient products of human activity, historical sites, or sites of anthropological or cultural interest, national monuments, etc.
The law prohibits new construction in the proximity of a protected antiquity and empowers the Government of Pakistan to prohibit excavation in any area that may contain articles of archaeological significance.
Under the Act, the project proponents are obligated to:
■ Ensure that no activity is undertaken in the proximity of a protected antiquity, and
■ If during the course of the project an archaeological discovery is made, it should be reported to the Department of Archaeology, Government of Pakistan.
8 Pakistan Penal Code, 1860
This outlines the penalties for violations concerning pollution of air, water bodies and land. Sections 272 and 273 of this Act deal with the adulteration of food or drink. Noise pollution has been covered under Section 268, which defines and recognizes noise as a public nuisance. “A person is guilty of a public nuisance who does any act or is guilty of an illegal omission which causes any common injury, danger or annoyance to the public or to the people in general who dwell or occupy property in the vicinity, or which must necessarily cause injury, obstruction, danger or annoyance to persons who may have occasion to use any public right.”
■ Sec 280…Accident/ Negligence.
■ Sec 285…Negligent handling of Combustible material.
■ Sec 431…Unsafe Water ways.
7 Institutional Set Up
The apex environmental body in the country is the Pakistan Environmental Protection Council (PEPC), presided by the Chief Executive of the Country. Other bodies include the Pakistan Environmental Protection Agency (Pak-EPA), provincial EPAs (for four provinces, AJK and Northern Areas), and environmental tribunals.
The EPAs were first established under the 1983 Environmental Protection Ordinance; the PEPA 1997 further strengthened their powers. The EPAs have been empowered to receive and review the environmental assessment reports (IEEs and EIAs) of the projects, and provide their approval (or otherwise).
The Karachi Port is located at Federal Government land at Karachi, therefore, the EIA report of the project will be submitted to Pakistan Environmental Protection Agency Islamabad for obtaining environmental approval for the project.
8 Environmental Guidelines
Three sets of guidelines, the Pak-EPA’s Environmental Guidelines, the World Bank Environmental Guidelines, and ADB Environmental Guidelines are reviewed here.
1 Environmental Protection Agency’s Environmental Guidelines
The Pak EPA has prepared a set of guidelines for conducting environmental assessments. The package of regulations, of which the guidelines form a part, includes the PEPA 1997 and the NEQS. The guidelines as such are listed below:
■ Guidelines for the Preparation and Review of Environmental Reports,
■ Guidelines for public consultation,
■ Guidelines for Sensitive and Critical Areas,
■ Sectoral Guidelines.
It is stated in the Pakistan Environmental Protection Agency (Review of IEE and EIA) Regulations, 2000 that the EIA or IEE must be prepared, to the extent practicable, in accordance with the Pakistan Environmental Protection Agency guidelines.
2 Guidelines for the Preparation of IEE/EIA Reports
The GoP has also framed guidelines for the preparation of EIA of projects in various developmental sectors.
3 World Bank Environmental Guidelines
The principal World Bank publications that contain environmental guidelines are as follows:
■ Pollution Prevention and Abatement handbook 1998: Towards Cleaner Production, (WB/UNIDO/UNEP, 1999).
■ Environmental Assessment Source book, Volume I: Policies, Procedures, and Cross-Sectoral issues, (WB, 1991).
The World Bank Operational Policies on Environmental & Social Safeguard are to be adhered to for all of the World Bank funded Projects.
4 ADB Guidelines
The principle ADB guidelines relevant to this project are the Environmental Assessment Guidelines (ADB, 2003). The guidelines has two parts; the first providing an overview of the environmental assessment requirements and procedures, and the second, the technical guidelines. In addition, the guidelines include Rapid Environmental Assessment checklists for different sectors, contents and templates of the EIAs as well as IEEs.
9 Obligation under International Treaties
Pakistan is a signatory to various international treaties and conventions on the conservation of the environment and wildlife protection. The country is obliged to adhere to the commitments specified in these treaties. The Convention of Biological Diversity (CBD) was adopted during the Earth Summit of 1992 at Rio de Janeiro. The Convention requires parties to develop national plans for the conservation and sustainable use of biodiversity and to integrate these plans into national development programs and policies. Parties are also required to identify components of biodiversity that are important for conservation and to develop systems to monitor the use of such components with a view to promote their sustainable use. The Convention on the Conservation of Migratory species of Wild Animals, 1979 requires countries to take action to avoid endangered migratory species, where the term migratory species refers to species of wild animals of which significant proportions cyclically and predictably cross one or more national jurisdictional boundaries. The parties are also required to promote or cooperate with research into migratory species. Under the international plant protection convention, 1951, Pakistan is required to take steps to ensure the protection of certain plant species that face the extinction threat. Pakistan signed and ratified on a number of international agreements and Convention and bound to implement them in its territory.
1 London Dumping Convention 1972
The London Convention on the Prevention of Marine Pollution by Dumping of Wastes and Other Matter was agreed in 1972. The London Convention defines a Black List of toxic substances, the disposal of which, by dumping into the sea, is prohibited, and a Grey List of less hazardous substances that may only be dumped under a prior special permit; the dumping of any other wastes not specified in these lists requires a prior general permit.
In 1990, the London Convention was amended to require signatory countries to consider whether an adequate scientific basis exists for assessing the environmental impact of a substance (i.e. dredged material) before issuing a permit for dumping.
2 United Nations Convention on Law of the Sea (UNCLOS-82)
The UN Convention on the Law of the Sea was adopted and opened for signature in 1982. On November 16, 1994, it entered into force for 68 countries. Pakistan is a signatory to the Convention.
The Convention establishes a comprehensive framework for use of the ocean and its resources. Its 320 articles, supplemented by nine detailed annexes, specify the rights all nations may exercise in the world oceans and their responsibility to do so with due regards for the rights and interests of other nations. The preservation and protection of the marine Environment and the conservation of marine living resources are fundamental obligations.
The Law of the Sea Convention represents the first comprehensive statement of international law on protection and preservation of the marine environment and provides a legal and institutional framework for marine environmental protection and related dispute settlement.
It establishes a basic structure of obligations, objectives and principles covering all sources of marine pollution that include Pollution by vessels (operational and accidental discharges from ships); dumping (the deliberate disposal of wastes at sea by ships, aircrafts, platforms, or other manmade structures).
The Convention establishes the General Principles for the preservation and protection of the marine environment and identifies the source categories for the prevention, reduction and control of marine pollution. It discusses in detail issues such as response to marine pollution emergencies.
10 The KPT’s environmental policy
The Karachi Port Trust, being the owners of the project, bear a major responsibility for ensuring that neither the environment of the project area nor that of the city are in any way influenced adversely by the proposed project or any of its activities during construction and operational phases.
The existing KPT’s pollution control regime is a result of years old applications of best practices in the context of environmental management and audit. In this regard, copies of following policies adopted by the KPT are at Annexure 3 (Appendix i, ii, iii).
■ The KPT’s Mangroves policy
■ The KPT’s Environmental Policy
■ The KPT’s Policy on inspection & imposition of penalty on ships/land based polluters.
The above policies and existing pollution prevention regime would be applicable on the project including ships berthed therein during its operational phase.
11 Implication of Legislations to the project
The implication of the above-mentioned legislations to pre-construction, construction and operation phases of the project are as follows:
■ The KPT will have to obtain environmental approval of the project in accordance with Pakistan Environmental Protection Agency (review of IEE/EIA) Regulation, 2000.
■ The KPT being the proponent of the project, shall ensure that the pre-construction, construction and operation phases of the project comply with the recommendations of Environmental Assessment of the project and the EMP fully implemented.
■ The project will be subject to four basic provisions relating to pollution control under the PEPA Act 1997, contained in section 11, 13, 14 and 15. These are as follows:
❑ Section 11, prohibits discharge or emission of any effluent or waste or air pollutant or noise in excess of the NEQS, or the established ambient standards for air, water or land;
❑ Section 13, prohibits import of hazardous wastes, No person shall import hazardous waste into Pakistan and its territorial waters, Exclusive Economic Zone and historic water;
❑ Section 14, prohibits the handling of hazardous substance except under license or in accordance with provision of any local law or international agreement; and
❑ Section 15, prohibits operation of motor vehicles for each air pollutant or noise being emitted in excess of the NEQS or the established ambient standard.
■ The KPT has to ensure that the contractor selected for execution of the project do comply with relevant clauses of the KPT Act 1886 as amended in 1994 and the Port Act 1908 and all of the KPT’s environmental safgaurds ploicies.
■ The KPT and the contractor comply with the provision of London Dumping Convention 1972, United Nations Convention on Law of the Sea (UNCLOS-82) and International Convention for the prevention of pollution from ships, 1973 as amended by the protocol of 1978 (MARPOL 73/78) during construction and operation of the Port.
← The World Bank Operational Policies on Environmental & Social Safeguard are to be adhered to for all of the World Bank funded Projects.
Description of the Project
1 The Project
The project is reconstruction of berth 15-17A and SRB 1& 2 on East Wharves at Karachi Port.
The project aims to provide optimum marine terminal facilities for handling, forecasted import and export cargo through for the next thirty years for Port of Karachi by reconstructing non operational berth 15-17A and SRB’s 1 & 2.
The project on completion will provide 922 m of modern, efficient and high throughput multipurpose cargo handling berths, capable of accommodating bulk vessels of 100,000 DWT with a draft of 15.5 m, container vessels of 13.5 m draft and Ro-ro car carrier which will be visiting the port in forecast future, and will eliminate otherwise waiting time for ships and yield savings in marine transport costs.
2 Need for the Project
The Karachi Port is a premier port of Pakistan handling cargo inclusive of containerized, unitized, bulk, liquid and other loose cargo.
The KPT maintains 30 dry cargo berths for cargo handling out of which 17 berths are located on the East wharves and 13 on West Wharves. There are 3 liquid cargo handling berths. The details of construction of the dry cargo berths are shown in Table 3.1.
Table 3.1: Detail of berths at Karachi Port
|Berth |Type of Construction |Year of Construction |
|1-3 |Suspended deck on vertical & raking piles, built above a revetted |1966-73 |
| |slope | |
|4 |Bulkhead wall with contiguous large diameter insitu RC piles |1995-98 |
|5-9 |Bulkhead wall with contiguous large diameter insitu RC piles tied back|1995-98 |
| |with steel tie rods to an anchor wall of similar construction. | |
|10-17 |Prestressed concrete King piles with precast curtain wall tied back |1955-60 |
| |with stressed steel tendons to RC monolith anchorages. | |
|17A |Anchored sheet piled wall |1960 |
|SRB 1 & 2 |Suspended deck on vertical RC piles |1964 |
|NMB Wharf |Suspended deck on vertical RC piles |2006 |
|Juna Bunder (18-21) |Sheet piled wall with tension piles |1973-77 |
|Lighterage wharf (22-23) |Sheet pile wall with tie backs |1968-70 |
|Lighter-age wharf (24-25) |RC piles with 4 cell monoliths |1927-30 |
|KICT Berths (26-30) |9-cell monoliths |1973-74 |
The berths 15-17A and SRB 1 & 2 were constructed during the period of 1955-64 for a draft of -10.4 m PD and berths 10 to 17 whereas the remaining berths being maintained at 7 to 8 meters. The overall design surcharge load taken on the berths was 2 Cwt/Sqft (1.0 ton/sqm). These berths have been exhibiting operational limitations that relate to draft limitation, capacity to carry cranes and lack of open spaces behind the berths. Presently, berths 1-9 are operational, 10-14 are under construction and 15-17A and SRB’s 1 & 2 are non operational.
The details of Karachi port’s berths capacity and use have been provided in Table 3.2.
Table 3.2: Karachi Port’s berths capacity and use
|Berth |Length (m) |Declared Depth (m, PD) |Use |
|1-3 |474 |10.4 |General Cargo, Dry Bulk Cargo and Temporary Molasses /|
| | | |Edible Oils and dedicated Coal berths |
|4-5 |356 |10.4 |Heavy Lift, Dry Bulk, Multi-unitized Cargo / Cruise & |
| | | |Naval Ships |
|6-9 PICT |600 |10.4 |Containers |
|10-17 |1,236 |10.4 |Dry Bulk, Containers and General Cargo Dry Bulk, |
|(Presently non operational) | | |Containers & General Cargo |
|17A |37 |7.0 |KPT Barges & Crafts |
|SRB1 & 2 | | |Vessels Repair |
|NMB Wharf |610 |4.4 |Coastal Cargo and Dangerous Goods |
|Juna Bunder (18-21) | | |General / Project Cargo & Containers & Jute/Break Bulk|
| |640 |10.4 | |
|Lighterage Wharf | | |Lighterage and Heavy Lift Cargo |
|(22-23) |336 |7.3 | |
|Lighterage Wharf | | |Multipurpose Ro-Ro, General / Project Cargo, Jute / |
|(24-25) |702 |10.4 |Break Bulk, Bulk Cement & Geared Container |
|KICT |567 |12.0 |Dedicated Containers |
|(26-30) | | | |
Source: PC-reconstruction of berths 15-17A and SRB’S on East Wharves at KPT
The Karachi Port handles 70% of Pakistani’s external trade. The present cargo handling is shown in Table 3.3.
Table 3.3: Cargo handling capacity of Karachi Port during 2008-09
|S.No |Cargo type |Cargo handling (Million Tons) |
|1 |Container |1.249 |
|2 |Liquid |11.773 |
|3 |Dry General Cargo |15.529 |
|4 |Dry Bulk Cargo |11.428 |
| |Total Cost |38.731 |
Source: PC-1. Reconstruction of berths 15-17A and SRB’S on East Wharves at KPT
The total cargo handling over the last ten years up to year 2008/09 has grown at the following average rates;
■ Containers and Containerised Cargo 9.70 %
■ Break Bulk or General Cargo 10.00 %
■ Dry Bulk Cargo 12.50 %
■ Liquid Bulk Cargo 2.05 %
The total freight handled for the year 2007/08 was 37.191 million metric tons whereas total cargo handled by the Port has increased for the year 2008/09 to 38.731 million metric tons, a growth rate of 4.14% over the previous year. During last half of 2009, the growth has been 10%.
The overall port traffic and cargo handling is projected to double in the next ten years which will require more berths. In case, these are not provided then the freight charges, berth occupancy and waiting time for ships would increase, resulting in an increase in cargo handling capacity of the Port.
With the projected growth rates for future usage, it is essential for the Port to reconstruct the non-operational berths 15-17A and SRB’s 1 & 2 for their optimum utilisation.
3 Project alternatives
The project pertains to the reconstruction of existing berths which are non-operational due to structural depreciation, following alternatives were given due consideration.
1 No Project option
The Karachi Port will continue short of operational berths and there will be delays for ships to unload their cargo. There will be increase cost of trade in Pakistan and Karachi Port Trust will be unable to utilize the port up to its optimal capacity in cargo handling.
2 Relocation of berths to idle part of the harbour
The only suitable locations for this purpose are Western Backwaters and Keamari Groyne, where the projects of cargo village and Pakistan Deepwater Port respectively are already under active consideration. Relocation on Manora Side is not viable as the infrastructure and road communication would be costly and time consuming.
3 Increase in cargo handling capacity of other operational berth to compensate for the loss due to unavailability of these berths
The cargo handling capacity of the existing berths can be increased through enhanced mechanical cargo handling devices, but this would pressurize the existing cargo regime, leaving a vide gap between achievable and desirable. Furthermore, there is a specific requirement for the gearless berths.
4 Deepening of channel for accommodating many ships at the existing berths
There is certain limitation with regard to the depth for the existing berths and channel as excessive depth would:
■ Weaken the existing structure
■ Alter the hydraulic regime, which may have drastic consequences.
■ Result in flow of sediments from elevated seabed to the extent of erosion of Baba and Bhit Island and all shoreline patches, which have not been strengthened.
■ Demage to benthic flora and fauna.
■ This would also entail increased maintenance dredging.
The KPT is already considering deepening of the berths and channel up to the allowable limits. Hence, this would not be an alternative to the reconstruction of the berths.
5 With the project
The project foresees the commissioning of berths 15-17A and SBR’s 1&2 which are presently non-operational due it depilated condition. The Karachi Port will be able to optimal utilise its capacity for cargo handling. There will less ship waiting time and cost of the trade will decrease.
It is concluded that the reconstruction of berths 15-17 A and SRB’s 1&2 are technically, economically and environmentally best option.
4 Existing Port Layout and Facilities
Approach: A bird’s eye view of Karachi Port is shown at Figure 3.1. The Karachi Harbour covers a sea area of around 65 square kilometres, stretching from Sandspit in the West to Chinna Creek in the East. The port, which spreads over a land area of approximately 14 square kilometres, is approached through the outer channel on a bearing of 0400. The outer channel is approximately 180 m wide and 2.9 km long with a declared depth of - 12.2m PD.
The inner channel commences at the port marker buoy, where it swings to the North and enters the Lower Harbour between Manora Point and Keamari Groyne. The inner channel has an existing declared depth of – 12.2m PD.
Lower Harbour: On the West of the Lower Harbour is the Manora Point peninsula with a number of small jetties for boats and a small dockyard. On the East is Keamari Groyne with oil terminals OP-1, 2 & 3. A turning basin (declared depth – 10.4m PD) is located opposite OP-1. The existing declared depth of the Lower Harbour is – 11.3m PD.
Upper Harbour: The Upper Harbour area of the port is divided into two distinct areas, East & West Wharves, which are linked via the Jinnah Bridge.
The Upper Harbour lies in a North-east/South-west orientation and is bounded by the East wharves (Berths 1 – 17) and the West wharves (Berths 18-30). At the Northern end of the East Wharves, to the North of Berth 17, there are few berths i.e. 17A, SRB 1 and SRB 2, which are comparatively shallower. The Napier Mole Boat (NMB) Wharf, which provides berthing for small country crafts, is situated at the City-ward end of East wharves. At the Southern end of the West Wharves is the Naval Dockyard; while to the North are Karachi International Container Terminal (KICT), the Lighterage Wharves and Juna Bunder (Berths 28-30). The existing declared water depth in the Upper Harbour is – 9.1m PD.
Marine Operations: All large ships are brought in high water or during ebb tide. The turn in the approach to the Upper Harbour at berth 1-6 is difficult, especially during the South West Monsoon when the current from the Chair Khund/ Baba Channels and the port beam wind tends to swing the vessel on to the berth. Vessels normally keep a minimum safe distance of 165 m from the berths.
On departure, the vessels normally achieve a comfortable turning circle opposite the berth during the flood tide. Vessels would normally have 2 tugs to assist but 1 tug is used if the ship has bow and stern thrusters. However, the deep water opposite berths 10 is only 280 m wide owing to the shallower area at the Naval Dockyard, so vessels larger than 165/180 m turn in the 422 m wide area between berths 13 and 23.
Figure 3.1: A bird’s eye view of Karachi Port
[pic]
5 Description of the Project
1 Project Components
The reconstruction of berths 15-17A and SRB 1& 2 on East Wharves at Karachi Port project includes the following:
■ Construction of approximately 922 m of continuous 2 m diameter concrete piled quay walls, tie back, backfill, anchor wall and return wharves.
■ Demolition and removal of dilapited ship repair berths 1 and 2.
■ Demolition of old revetment wall and NMB Wharf and removal of debris after construction of new wall.
■ Filling behind the new quay wall.
■ Construction of water supply and sewerage services.
■ Construction of paving and electrical utilities and spacing lighting system.
■ Demolition and removal of transit shed no. 16.
The project will form a continuous quay from berth 6 to 17A and allows Karachi Port Trust the flexibility to form two terminals in addition to existing PICT.
The new quay wall is being built in replacement of the existing berths 15-17A and SRB 1&2 will be 922 meters long. It will consist of contiguous 2 m diameter front wall, piled wall, typically taken to -35 m below Port Datum and 2m diameter onshore anchor piled wall, typically taken to -10m. The top level of the berth would be +4.5 meters. Figure 3.2 shows existing wall layout of the berth 17A, Figure 3.3 shows new completed berth work plan and Figure 3.4 shows an aerial view of existing zoning plan of Karachi Port.
2 Project Construction Cost
The capital cost of the project is 8,650 million, which is based on January 2009 rates and breakdown of capital cost is provided in Table 3.4.
Table 3.4: Break down of Capital cost
|Sr. No. |Activities |Rs. Millions |
|1 |Civil Works |7,687.106 |
|2 |Escalation |574.444 |
|3 |Supervision Cost |334.072 |
|4 |Environmental Assesment Cost |27.211 |
|5 |PMU |26.975 |
| |Total |Rs 8,649 |
| | |Say Rs 8,650 |
Source: PC-1. Reconstruction of berths 15-17A and SRB’S on East Wharves at KPT
6 Staff Requirements during execution and operation of the project
1 Staff to be engaged during construction phase
The works contractor and/or their specialist sub-contractor will provide necessary staff for construction phase of the project. The list of staff to be engaged by the contractor is provided in Table 3.5.
Table 3.5: Detail of staff to be engaged by the contractor during construction phase
|Sr. No. |Staff |No |Man month |
|1 |Expatriate engineers |5 |140 |
|2 |Pakistani Engineers |15 |315 |
|3 |Supervisory Staff |30 |630 |
|4 |Admin., clerical etc. |30 |630 |
|5 |Skilled/semi skilled Workers |50 |2100 |
|6 |Un skilled workers |300 |4200 |
| |Total |530 |8,015 |
Source: PC-1. Reconstruction of berths 15-17A and SRB’S on East Wharves at KPT
The supervision of heavy civil engineering works for the project will be carried out by the Ports Consulting Engineers, who have also designed these works. The top supervision and coordination of the project works and site supervision of some ancillary works will be carried out by the KPT engineers. The size of KPT’s and site supervision organization is given in Table 3.6.
Table 3.6: Staff to be provided by the KPT during construction phase of the project.
|Sr. No. |Staff |No. |Man Month |
|1 |Expatriate engineers |3 |70 |
|2 |Pakistani Engineers |7 |210 |
|3 |Supervisory Staff |10 |300 |
|4 |Admin., clerical etc. |5 |150 |
|5 |Un skilled workers |5 |150 |
| |Total |30 |880 |
Source: PC-1. Reconstruction of berths 15-17A and SRB’S on East Wharves at KPT
3 Staff requirement during operational phase of the project
The KPT will operate and maintain berths 15-17 A and will provide all resources and staff as being the operator of the Port.
4 Land Acquisition
The project site belongs to Karachi Port Trust and as such there is no issue of land acquisition or resettlement of community due to the project.
7 Time Schedule
The project duration is 36 months which includes six months for pre-construction activities and thirty months for construction work. The time schedule for implementation of the project is provided in Table 3.7.
Table 3.7: Time schedule for reconstruction of berths 15-17A and SRB 1& 2 on East Wharves at Karachi Port Project
|No |Item |Time in Months |
| |
|A1 |
| | | |
| |Max |Min |Max |
|January |28ºC |10ºC |55% - 65% |
|May |38ºC |23ºC |85% - 90% |
|October |36ºC |19ºC |85% - 95% |
Source: PC1, Reconstruction of Berth 15-17A and SRB’s on East Wharves at Karachi Port Trust
Rainfall: Karachi is located in a dry region; the average yearly rainfall being 197mm. Rain falls mainly in the summer months of July and August, during the SW monsoon season, most falls in July, which has an average rainfall of 76mm. There is also some rainfall during the winter months of December and January, with an average of 12.5mm in January. Usually about 10 days a year have rainfall of more than 2.5mm.
The intensity of rainfall can be severe: Records indicate high rainfall intensity in July of approximately 94mm in 24 hours. The extreme recorded rainfall for a 24-hour period is 278mm in August 1953.
In the port, there is generally no disruption of vessel movements or container movements due to rain. Cargo handling work may stop for the duration of the rain.
Winds: The two distinct and prevalent seasons are the SW monsoon from May to September and NE monsoon from December to February; variable winds occur in October-November and March. The wind direction during the SW monsoon is mostly Westerly in Karachi but varies from South, South-West to West with a force generally 4 to 5 on the Beaufort scale, occasionally reaching 6 to 7 on account of low atmospheric pressure due to disturbances. The Figure 4.2 contains a wind rose for the summer monsoon period.
Figure 4.2: Wind Rose - Summer Monsoon
[pic]
The Figure 4.3 contains a wind rose for the winter monsoon period based on data from the period 1969 to 1974. It displays the same Westerly wind dominance but also indicates a relatively larger North-eastern component when compared with the summer monsoon wind rose. The NE monsoon wind direction is from North to North-east with a wind force averaging about 2 on the Beaufort scale.
Figure 4.3: Wind Rose - Winter Monsoon
[pic]
Storms: Cyclones usually occur during the SW monsoon. Although they do not directly pass over Karachi, it does suffer from the effects of the passing cyclones such as strong winds, rough seas, swell and heavy rain. Storms generally occur during the summer months of May and June and during the period between the SW and NE monsoons in the months of October and November. Over the 69-year period of storm records, the Pakistan coast has been struck 87 times by cyclones, of which 47 were severe. Thus, the average frequencies of cyclones and severe cyclones are less than two per year and one per year, respectively. The highest hourly wind speed recorded in the Karachi area is 70 knots, which occurred on 29 June 1936.
Waves and Currents: The Upper Harbour is well protected and wave penetration is minimal, but waves of 0.3m significant heights may be experienced. Records of currents in the Upper Harbour show velocities of less than 0.3 m/s.
Seismic Conditions: The seismic zoning for Karachi is Zone 2B, i.e. moderate damage, with a seismic factor of between 0.16g and 0.28g (ACEP, 2000). The PIANC seismic design Coefficients are quoted in Table 4.3.
Table 4.3: Seismic Design Coefficient
|Earthquake event |Return Period (years) |Seismic Coefficient (%g) |Gesign Life (years) |Probability of occurrence |
| | | | |(%) |
|PIANC L1 |75 |15 |50 |50 |
|PIANC L2 |475 |20 |50 |10 |
Source: PC1, Reconstruction of Berth 15-17A and SRB’s on East Wharves at Karachi Port
These coefficients comply with the guidelines set down in the Karachi Building code of ACEP / KBCA, “Seismic Zones of Karachi and Recommendations for Seismic Design of Buildings”, April 2000.
2 Hydrology and Sedimentation
Karachi Harbour encompasses an area of some 65 km2 stretching from the Sandspit in the west to Chinna Creek in the East. This is a natural harbour, which has been developed over more than a century by a process of reclamation and dredging. Although there are a number of storm water drains connecting city to the harbour, there is little rainfall and most of the time, these drains carry industrial and municipal effluents. Pollution and a substantial amount (possibly one third) of siltation in the harbour is caused by the discharge of garbage, raw sewage and industrial effluents from the city. The main inputs are the Layari River, Soldier Bazar Nallah and Nehre Khyam, which transport sewage from Karachi. The present discharge of sewage and industrial effluents is estimated to be 284 mgd.
At present, the Lower Harbour channel is dredged to a depth of 11.3 m below datum. The Upper Harbour is maintained at a depth of 9.1 m. The Western Channel is maintained at 7.6 m and the Fish Harbour is dredged to 3 m below datum. A large proportion of the Harbour dries out at low water leaving exposed mud banks. Around the fringes of the harbour, particularly on the South and West sides there are large areas of mangroves separated by creeks, which are deep enough for shallow draft fishing boats at low tide. Chinna Creek, which is another area of mangroves and creeks, also largely dries out at low tide.
The drainage of the harbour, particularly the Western Backwater, is through the creek system, predominantly Chari Kund Channel and Yari Creek, which also links the Lower Harbour to a naval jetty.
The hydraulic processes of the harbour are dominated by the tides, monsoon winds and inputs of raw sewage. The significance of each is described as follows:
The tides in Karachi are semi-diurnal, which means that there is a lesser, and a greater tide each day. Mean high water is 2.7m above datum and mean low water is 0.4m above datum giving a range of 2.3m. The only entrance to the harbour is between Manora and Keamari so the whole tidal volume (about 75 million m3) passes through here with each tide. This gives velocities in the entrance channel in excess of 1 m/s. that is sufficient to maintain depths naturally.
Further, inside the harbour the tidal currents are much weaker. Velocities are maintained high along the face of the Oil Piers (about 1.0 m/s) and up to the junction of the Upper Harbour and the Western Harbour. In the Upper Harbour, velocities are very low all the time, rarely exceeding 0.5 m/s. This, unfortunately, provides almost ideal settling conditions for the sewage, which flows into the harbour form Chinna Creek.
Tidal currents also move along the coast. These have been observed by KPT using float tracks, initially for proving of the physical model in the 1960’s and more recently in an effort to establish which way disposed dredged material would drift. Although this method of investigation is not valid as waves plays a prominent rolein the process.
Although the tidal regime mentioned above is not expected to be affected by the project, it is likely that the deepening of channel in front of the proposed berths for may result in continuous drifting of silt from adjacent areas into the deepened channel. The current Wharf cope level along Berths 10 – 17A is +4.46m PD. [pic]
The tidal levels in Table 4.4 are extracted from the tide tables published by the UK Hydrographic Office in 2006.
Table 4.4: Tidal Levels at Karachi Port
|Abbreviation |Name |Level to Port Datum |
|HAT |Highest Astronomical Tide |+3.3 |
|MHHW |Mean Higher High Water |+2.4 |
|MLHW |Mean Lower High Water |+2.3 |
|MSL |Mean Sea Level |+1.7 |
|MHLW |Mean Higher Low Water |+1.1 |
|MLLW |Mean Lower Low Water |+0.4 |
|LAT |Lowest Astronomical Tide |+0.4 |
Source: PC1, Reconstruction of Berth 15-17A and SRB’s on East Wharves at Karachi Port
There are three sources or causes of sedimentation at the harbour. By far the greatest is the sediment, which is stirred up by the waves during the monsoon season. Some of this is deposited in the approach channel and some is carried into the harbour by the tidal currents. The second largest is the littoral drift from the sand spit and the third is sewage.
3 Solid Waste
There is an influx of around 284 mgd of untreated effluents in the harbour from the city, large quantum of solid waste also enters the harbour and despite intensive efforts to collect it, this garbage continues to cause aesthetical depreciation.
Besides ingress of solid wastes from the city, a part of the wastes is also generated on a day-to-day basis by Port activities, which are of a commercial, or domestic nature is also prominent in the harbour waters. These include food wastes, packaging, paper wastes and organic wastes. A number of principal sources of these wastes have been identified which includes ships entering the harbour, office facilities and the squatter communities within the Port area. It is estimated that about 35 tons of solid waste is daily generated by Karachi Port. The existing arrangements for the storage and collection of solid wastes are not adequate to address the heavy ingress from land-based sources.
4 Seawater Quality
Karachi, with an estimated population of 18 million, is presently facing a sanitation crises as the existing cumulative treatment capacity of three sewage treatment plants is hardly 55mgd, which is only 10% of the total industrial cum municipal effluents produced in this metropolis. Rest of it flows untreated in to the sea through various outfalls/nullahs, either directly or through Lyari and Malir rivers.
Karachi harbour receives diversified pollutants from land based as well as marine based sources. These include waste from hundreds of fishing crafts in Karachi fish harbour. Refuse from various industrial and commercial premises situated on the perimeter of the harbour and shipping emissions. These pollutants play havoc with the marine environment and have jeopardized the marine ecosystem.
The high toxicity present in the untreated industrial effluents and the oxygen starvation caused by the raw sewage have gradually strained the marine life.
The mangroves, which are essential component of the food chain and a great natural resource, do not flourish due to toxicity. The mangroves also suffer when sewage sludge, plastic bags, etc cover their aerial roots.
In addition, the floating garbage and suspended plastic bags pose operational difficulties in the harbour and are aesthetically unpleasant. The suspended polyethylene bags have far-reaching adverse impact once they choke the cooling water intake of operational crafts. The crafts at time suffer severe damage resulting in their prolonged unavailability to attend the ship’s berthing/un-berthing. The delay in ships movement affects other ships and cumulatively tantamount to great economical loss to the nation.
The prominent drains, which transport land based industrial cum-municipal waste to the harbour area as follows.
1. Lyari River 220mgd
2. Nehre-e-Khayyam 16mgd
3. Solider bazaar nalla 30mgd
4. Railway nalla 4mgd
5. Pitcher nalla 7mgd
6. Karli nalla 7mgd
The Figure 4.4 shows major drains that are discharging wastewater in the port area.
1. Lyari River
The Lyari River existing track comprises 18 km dry outside the city in the North and 26 km stretch in the city from Surjani town to its outfall in Karachi harbour. This latter stretch is kept alive by the untreated wastewater of the city round the year and by rains during monsoon. Starting from Surjani Town, Sohrab Goth, Gulshane Iqbal, Liaquatabad,Tin Hatti, Garden East, Shershah, Agra Taj Colony, and drops finally in Western backwaters of Karachi harbour. Out of these five tributaries, the Gujro nalla and Orangi nalla are the two main drains serving Federal B area, FC area, Liaqatabad and areas in and around Orangi town from Mangho Pir road to Nazimabad.
The total catchments area of Lyari River is 792 square miles and is one of the main sources of pollution into Karachi harbour. The major industrial areas of SITE, North Karachi, FB area and smaller industrial blocks in most of the localities drain their mostly untreated industrial wastewater/sewage into Lyari and its tributaries either directly or through sewerage Nallahs.
Generally, following pollutants are borne by the water of Lyari River:
a). Municipal effluents: The sewage consists of organic matter which is a biodegradable but in excessive amount it causes eutrophication and high level bio chemical oxygen demands. Out of around 220 mgd of sewage, the two treatment plants i.e. STP-1 (SITE) and STP-III (Mauripur) treat 20 mgd and 35 mgd respectively whereas optimum capacity of STP-III is 54 mgd. Thus, less than 30% of the total sewage is treated before it enters the Western backwaters of Karachi harbour.
b). Industrial Effluents: There are around 5000 small, medium and large size industries in Karachi which release their untreated wastewater into Lyari River. The effluents from textile paints, leather, pharmaceutical, oil, paper and food products include hazardous chemicals such as phenols, cyanogens and by-phenyls etc which are not only toxic to marine life but are persistent enough to survive for several years.
c). Solid Waste: The Karachi produces around 8,000 tonnes of solid waste per day out of which the Karachi City District Government claims to collect 60%. The remaining 40% i.e. around 3,200 tonnes remain scattered at numerous solid waste primary collection sites and part of it flies over into open nallahs landing finally into Lyari River and Malir river. In addition, large quantities of solid waste are dumped directly on both banks of Lyari River.
Most of the garbage continues to accumulate on both sides of Lyari River and in case of a single heavy rain it flows into Karachi harbour causing aesthetical degradation for prolonged period.
2. Nehre-e- Khayyam
There is ingress of around 16 million gallons per day of mostly domestic sewage through Nehre-Khayyam into the harbour via Boat Basin and Chinna Creek. This serenely named canal was initially meant to beautify the area with its clean seawater but with construction of multi storied residential complexes in the area it was converted into sewage drain.
Through existing Nehre-Khayyam a wide variety of hazardous pollutants are transported into Boat Basin and there is a dire need that the sewage is treated prior dumping them into the Marine Environment.
3. Soldier Bazar Nallah
This nallah connects the old city areas of Jamshed town, sadder town, Keamari town and the discharge of Clifton pumping station to the mangroves forest on the North of Mai Kolachi road. It brings in around 27 mgd of untreated industrial wastewater/sewage into the harbour.
4. Railway Nallah
This nallah connects the old city areas of sadder town, to Chinna creek. It brings in around 4 mgd of municipal effluents.
5. Pitcher Nallah
This nallah connects the old city areas of Lyari town, sadder town, Keamari town to the western backwaters. It brings in around 7 mgd of industrial and municipal effluents.
6. Karli Nallah
This nallah connects the old city areas of Lyari town and Keamari town to the Western Backwaters. It brings in around 7 mgd of industrial and municipal effluents.
The major and over-riding factors affecting water quality and aquatic ecosystems in the harbour are untreated effluents from Karachi and activities from within the port are contributing.
The Table 4.5 shows seawater quality analysis undertaken by Marine Pollution Control Department of the KPT during 2008. The source of chloride can be human waste and industrial waste. The value of pH was found to be 7.21-7.64 within permissible limits. The value of TSS of Oil pier III on 26/4/2008 was found to be 6 mg/l as compare to other locations and the value of TSS was found to be 49 mg/l on 11/4/2008 at Boat Basin which may be due to discharge of industrial and domestic waste water. There is no significant variation in the value of salinity. The value of DO was found to be low on 11/4/2008 on Boat Basin which may be due to pollution load of organic matter.
The limited data of 2008 does not show a clear picture of pollution levels at the harbour. The seawater quality analysis can work as a baseline data. This baseline data will be strengthened as per Environmental Monitoring Plan in accordance with Environmental Management Plan of the project.
Figure 4.4: Map showing major drains discharging wastewater in the port area
[pic]
Table 4.5: Seawater Quality Trend (Mean Values) at Karachi Port
|Date |
|21.02.09 |11.00 |24 |35.2 |3.65 |356 |125 |45 |
|21.02.09 |18.00 |20 |24.5 |3.4 |341 |124 |45 |
|22.02.09 |11.00 |29 |39.6 |3.4 |353 |125 |41 |
|22.02.09 |18.00 |29 |36.5 |3.28 |350 |120 |41 |
|23.02.09 |11.00 |20 |32.5 |3.24 |348 |124 |41 |
|23.02.09 |18.00 |25 |34.2 |3.22 |347 |124 |41 |
|24.02.09 |11.00 |23 |31.2 |3.56 |349 |126 |46 |
Source: Measured by SUPARCO, 2009
The above results show that noise level, SO2, NOx, CO, PM-10 and noise are within permissible limit. The Table 4.6 shows ambient air quality analysis undertaken by Marine Pollution Control Department of the KPT during 2009. However, the air quality data of 2009 can act as a baseline data. This baseline data will be strengthened as per Environmental Monitoring Plan in accordance with Environmental Management Plan of the project.
5 Subsea soil Analysis
The Table 4.7 shows sub soil chemical analysis chart (mean values) of Karachi Port undertaken by Marine Pollution Control Department of the KPT from 1997 up to 2010.
The Table 4.6 shows subsea soil analysis undertaken by Marine Pollution Control Department of the KPT from 1997 to 2010. However, the subsea soil analysis data will act as a baseline data. This baseline data will be strengthened as per Environmental Monitoring Plan in accordance with Environmental Management Plan of the project.
Table 4.7: Sub Soil Chemical trend chart (Mean Values) of Karachi Port
|S.No |Year |Location |pH |
|1 |01 |Bhutta Village |62,125 |
|2 |02 |Sultanabad |49,544 |
|3 |03 |Keamari |55,420 |
|4 |04 |Baba Bhit |19,043 |
|5 |05 |Machar Colony |58,785 |
|6 |06 |Mauripur |47,925 |
|7 |07 |Shershah |53,480 |
|8 |08 |Gabo Pat |38,055 |
|Total 8 Union Councils |383,378 |
6 Villages in Project area
The main villages/towns near the project area are Keamari, Monora, Sultanabd, Sher shah, Machar Colony, Bhuta village and Baba Bhit, Gabo pat, and Maripur.
8 Religion Ratio in Project Area
According to the census of Pakistan 1998, the religious breakdown of the city is as follows: Muslim (96.45%), Christian (2.42%), Hindu (0.86%), Ahmadi (0.17%) and other (0.10%). Other religious groups include Parsis, Sikhs, Bahai, Jews and Buddhists.
9 Mother Language
The most commonly spoken language in Karachi is Urdu, the national language. Other national languages spoken in Karachi are Sindhi, Punjabi, Pashto and Balochi are widely spoken in the city.
10 Ethnicity/Tribes of the project area
The population of the project area is a mixture of various heterogeneous groups and cultures. The main tribes are Talpur, Memon, Syeds Baluchs, Somro, Mirzas, Sheikh, Khatris, Qureshis, Abbasis, Bhurgari, Lashari, Laghari, Ranghar, Panwhar, Halepota, Mari, Banglani, Gorchani, Khosa, Sameja, Gurgaj, Bhanbhro, Jat, Arain, Qureshi and Sheikh. Many people from Punjab and NWFP have settled in the project area.
11 Dress in the project area
The most common and generally used male dress is shalwar and a long shirt. However, on festival and special occasions this dress is of better quality and is worn with a waistcoat or sherwani and a Jinnah cap. The Western dress trouser and shirt is also common among educated persons, student and working class.
The women wear is also shalwar and the long shirt both of light and fancy colours along with a headscarf (dopatta). The women on special ceremonies also wear Gharara and sari.
12 Main Occupation of the project area
The entire community in the nearby islands has a fisheries based economy and there is a tendency among the young men to search employment in shipping related services and on passenger /pleasure boats. The contribution of women in earning livelihood is minimal.
13 Industry
There are more than 5,000 industrial units in the district West of Karachi giving employment to about a million people. The industrial units vary from small-scale industry to big giants like, Siemens, Philips, Karachi Shipyard and Engineering Works. Sindh Industrial Trading Estates (SITE) hosts numerous categories of industries like engineering, textile, printing, designing. Match boxes, paper, graphite, fiber, packaging, marble handicraft etc. Besides there are industrial units, which deal in leather, pencil and ball point pens. Tooth brushes, printing papers, flour, oil, glass, rubber and plastic food and beverages, soap, pharmaceutical etc. The major manufactured items are textile, hosiery towels and leather goods and ready make garments.
14 Other facilities of Life
The availability of basic amenities of life to community living in the project area is indicator of its socio-economic conditions.
Transportation: The largest shipping ports in Pakistan are the Port of Karachi and the nearby Port Qasim port. These sea-ports have modern facilities and not only handle trade for Pakistan, but serve as ports for Afghanistan.
Karachi is linked by rail to the rest of the country by Pakistan Railways. The Karachi City Station and Karachi Cantonment Railway Station are the city's two major railway stations. The Jinnah International Airport is located in Karachi. It is the largest and busiest airport of Pakistan. It handles 10 million passengers a year.
Health Facilities: The city is home to at least 30 public hospitals and more than 80 private hospitals. These includes the Karachi Institute of Heart Diseases, Spencer Eye Hospital, Civil Hospital, PNS Rahat, Abbasi Shaheed Hospital, Aga Khan University Hospital, Holy Family Hospital and Liaquat National Hospital, as well as Jinnah Postgraduate Medical Centre, Ziauddin Hospital, South City Hospital, Kidney Centre, Institute of Child Health, Karachi Institute of Radiology and Nuclear Medicine (KIRAN), Haji Rang Elahi Eye Hospital, Tabba Cardiac Medical Center, Patel Hospital, Layton Benevolent Trust Eye Hospital, Lady Dufferin Hospital, and National Medical Centre.
In close vicinity to the area, there is a Karachi Port Trust Hospital, providing health facilities to the KPT workers.
Education Facility: There is also a rising trend of sending children to schools. A school at Baba Island being run by Navy League has a capacity of 400 students.
In 2008-09, the city's literacy rate was estimated at 65.26%, the highest in Pakistan, with a gross enrolment ratio of 111%, the highest in Sindh.
Education in Karachi is divided into five levels: primary (grades one through five); middle (grades six through eight); high (grades nine and ten, leading to the Secondary School Certificate); intermediate (grades eleven and twelve, leading to a Higher Secondary School Certificate); and university programs leading to graduate and advanced degrees. Karachi has both public and private educational institutions. Most educational institutions are gender-based, from primary to university level.
Public Consultation
1 Introduction
The EIA of reconstruction of berths 15-17A and SRB 1& 2 on East Wharves at the Karachi Port Project will affect the local environment of the area as well as community living in and around the project area.
Consultation were held with different stakeholders and community to discuss different aspects of the project, including expected impacts on the physical, biological, and socio-economic environment of the project area.
This chapter provides details about consultation carried out with stakeholders as well as community directly affected by the project.
2 Meetings held with Stakeholders
Meetings were organized with different stakeholders, NGOs and local community adjoining Karachi Port to discuss the project, its components along with the environmental and socio-economic impacts of the project.
Captain of a Shipping Agent, Karachi
← He commended the reconstruction of the berths which he felt that the project will ease cargo congestion and would accommodate modern ships which presently get delayed due to non availability of berths.
← The KPT should provide availability of different departments at these berths for the benefit of port users.
← He also recommended that the branch of a bank be allowed to work within the port area, probably adjacent to the berths.
The Executive Officer/Secretary,
Dock Labour Board-working with KDLB since 1974
He has offered following comments:
■ There are 30 berths at the karachi Port and registered dockworkers without working of Berth No.10 to 17 are 1619 (Day & Night Shifts). Therefore, presently at an average 70 dockworkers are working on a berth. With the construction of 15-17A and SBR 1& 2 berths an additional 350 dockworkers would be employed.
■ Out of three canteens from Berth No.1 to 17, two canteens have been demolished and now there is only one canteen at Berth No.15. In fact, there should be one canteen for five berths as it was in the past. There is a need for canteens to cater the need of port users.
■ Proper toilet/wash room and drinking water facilities should be provided at each berth.
The Deputy Traffic Manager (E), KPT
Working for KPT since 21.05.1980
■ The quantum of import and export cargo is approximately 66,15,915 MT and approximately 11,35,835 MT respectively, being handled at East Wharves without working of Berth No. 10 to 17.
■ The quantum of import and export cargo approximately 16, 54,419 MT and approximately 8,24,050 MT respectively is expected to be increased upon completion of Berths No. 10 – 13.
■ Upon reconstruction of berths No. 14-17, the quantum of import/export cargo would approximately be expected to increase by 13,68,506 MT and 6,52,213 MT respectively.
■ The traffic in the port will be increased.
■ The cargo congestion in the port would depend upon the international circumstantial situation. However, we have already requested the Chief Engineer for carpeting/paving more space at East Wharves and coal yard including space behind A-XEN (South) workshop.
■ The number of canteens is required to be increased for workers especially at Berth No.10, East Wharves.
Nazim, of Baba, Bhit & Shams Pir Island
■ He stated that the reconstruction of the berths is an indicator of progress and the project is expected to provide job opportunities for the local community.
■ In addition to direct employment, there would be opportunities for persons involved in provision of different services such as collection of garbage from ships at the new berths.
■ He has felt that the reconstruction of these berths would damage the fish habitat, which is presently under the existing berths.
Traffic Inspector Wharves,
Traffic Deptt
He supported the reconstruction of the berths and recommended that maximum amenities should be provided to the dockworkers. This may also include a drinking water filtration plant.
Driver, Fleet Section & Peon,
Traffic Deptt
He hoped that the new berths would provide more business to the port and suggested that the KPT should not privatize these berths.
Chief Petty Officer,
ODC, Port Safety Department
He desired that International Safety Measures should be adopted on these berths from the very first day.
Project Manager, WWF, Karachi
← He said that the drainage pattern of Karachi is towards south i.e. Arabian Sea. There are two main rivers i.e. Lyari and Malir, which are flowing towards the Karachi harbour. These rivers do bring untreated wastewater/sewerage in the harbour, and as such are main source of pollution of the harbour. The pollution in the harbour area will be reduced if Karachi City District Government and industries construct sewerage/waste water treatment plants.
← He suggested that the EPA should ensure enforcement of NEQS for discharge of effluents by industries to public water bodies.
← He suggested that the KPT should look into development of constructed wetlands along Lyari and Malir Rivers for biological treatment of wastewater/sewage.
← He informed that high level of pollution of seawater is causing corrosion of ships.
← He said that dredging by the KPT is seriously disturbing benthic flora and fauna.
← He said that the KPT should plant Mangrove forestry, as they are first line of defence for the city
Director Coastal, IUCN, Karachi
← He said that the KPT should encourage plantation of Mangrove forest as they protect the city against any Tsunami.
← He said that the KPT should take special care of silt transportation and deposit and as such carry out Hydraulic studies before the start of any project, to avoid sedimentation and sand transportation from one area to another. The Hydraulic studies must ensure safety of all harbour structures due to the project. There should be no hydraulic regime changes so that silt/sand transportation does not take place.
← The KPT should encourage biological treatment of wastewater coming into the harbour.
Sanitary Workers, KPT
The sanitary workers involved in collecting solid waste from the harbour area stated:
← They are not provided with any protective equipment.
← Waste collection and transportation is carried out in the boat provided by the KPT.
← Most of the sanitary workers have diseases, especially skin diseases due to un-hygienic handling of waste.
International Contractor, KPT
← The international contractor working at the Karachi port stated that they are ISO 9001, 14001, and 18001 certified and as such they do comply with all environmental and safety issues as per their company’s policy.
← They have prepared Health, Safety and Environmental Manual, which they are following in execution of their project.
3 Road Side and Focus Group Discussion with Communities
A series of roadside and focus group discussions were carried out with local community in the project area to find out their opinion regarding the project. The consultation and discussions with the communities generated the following opinions and concerns:
■ The local community residing near the project area welcomed the idea of the project and demanded that they should be provided jobs during its construction and operational phases.
■ Most of the people appreciated the idea of the project as it will bring prosperity to the country.
■ The additional cargo handling at the port means additional jobs and buisness opportunties.
■ The contractor should follow work’s health and safety policy and they should be provided with personal protective equipment during work.
Overall, the prospect of the proposed Project was appreciated by all the stakeholders and local communities. They expect it as a milestone in the development of the Port. They were concernd regarding safety of inhabitants due to vehicular movement during construction and operational phases of the project.
Impact Assessment and Mitigation Measures
1 Introduction
This Chapter provides screening of the potential environmental impacts of reconstruction of berths 15-17 and SRB’s 1&2 on East Wharves at Karachi Port Project, assesses the significance of the potential impacts and recommends mitigation measures.
The assessment of impacts depends on the nature and magnitude of the activity being undertaken and on the type of pollution control measures that are envisaged as part of the project.
2 Potential Impacts
All the potentially significant environmental impacts from the project are grouped as below:
Project siting Impacts
← Acquisition of land
← Project siting, land use and design
Impacts during construction phase
← Waste management
← Air quality
← Soil contamination
← Water quality
← Dredging and reclamation
← Benthic flora and fauna
← Noise and vibration
← Public health and safety
← Socio-economic
← Employment
← Historical, archeological and cultural property
Impacts during operational phase
← Waste management
← Air quality
← Noise and Vibration
← Waste managment
← Accidents, spills, fires and other disasters
← Water quality
← Benthic flora and fauna
Positive impacts of the project
6.3 Environmental Screening of the Project
An Environmental Screening Matrix was developed for reconstruction of berths 15-17A and SBR’s 1& 2 at Karachi Port Project, as part of the present EIA, focusing on the potential environmental impacts of the project during pre-construction, construction and operation phases.
The matrix examines the interaction of project activities with various components of the environment. The impacts are broadly classified as physical, biological and socio-economic, and then each of these broad categories further divided into different aspects.
The potential impacts thus predicated are characterized as follows:
← High negative (adverse)impacts,
← Low negative impact,
← Insignificant impact,
← High positive (beneficial) impacts,
← Low positive impact, and
← No impact.
The negative impacts predicated in this manner are the ‘unmitigated’ impacts. The screening matrix of unmitigated impacts of the project is provided in Table 6.1.
Table 6.1: Environmental Screening matrix (un-mitigated)
| |Physical |Biological |Socio-economic |
| |
|Design and Pre-Construction Phase |
|Structures |
|Berths structure |Seismic activities may |Adequately design all structures based on material/ |Throughout alignment |Design Consultant must be |Marine Pollution control |
| |damage structures |construction studies that take into account activities up to | |certified ISO-9001, |department-KPT |
| | |the seismic scales indicated in the seismic map. | |ISO-14001, ISO-18001. | |
|Loss of flora, fauna |
|Magrove forest, and |Traffic accidents with |Incorporate cautionary signage to raise attention of berths’ |Disturbance to ecologically |Contractor |Marine Pollution control |
|green turtles. |wildlife, increase in |users for wildlife crossing in area at risk. Avoid or minimize|sensitive areas adjacent to or | |department-KPT |
| |pollution level will cause |marine pollution. Removal of debris, and solid waste from the |near the project area. | | |
| |adverse impact on the |berths area, and the port at regular intervals. | | | |
| |forest and its | | | | |
| |biodiversity. | | | | |
|Maintaining air quality and noise levels |
|Increase |Increase of air and noise |Incorporate technical design features that enable continual |Throughout alignment |Contractor |Marine Pollution control |
|of ships/cargo intensity|pollution and associated |traffic flux and avoid congestions (e.g. signboards, speed | | |department-KPT |
| |health risks for the port |limits). | | | |
| |users. | | | | |
|Noise vibration and |Disturbance to aquatic |Identification of the most significant sources of noise during|Effect on marine ecology |Contractor |Marine Pollution control |
|shock effects |flora and fauna |the construction and operation of the proposed project | | |department-KPT |
| | |(including frequency and nature of noise). | | | |
| | |Identification of main receptors for acoustic impacts (e g | | | |
| | |surrounding communities and businesses). | | | |
| | |Impacts identification of vibration and shock on existing port| | | |
| | |infrastructure | | | |
|Soil and Burrow Material |
|Excavation of earth from|Change of soil |Burrowing of materials, confining to already defined burrow |Where applicable |Contractor |Marine Pollution control |
|burrow areas (designated|characteristics; loss of |pits. | | |department-KPT |
|sites) |topsoil in that location. |Contractor needs to obtain approval from KPT for | | | |
| | |excavation and for plan of rehabilitating the site after | | | |
| | |excavation. | | | |
|Acquisition of |Degradation, alteration of |Excavation in farmlands, Riverbed and embankment vicinity will|Where applicable |Contractor |Marine Pollution control |
|conglomerate and rocky |surface and land-use |be prohibited. | | |department-KPT |
|sub-base material |conflicts | | | | |
| | | | | | |
|Demolition material | Transport of the dredged |Safe transport of the demolition material through use of well |Where applicable |Contractor |Marine Pollution control |
|disposal and |material from the projet |maintained vehicals and proper training of the drivers | | |department-KPT |
|transportation to the |site material to the | | | | |
|disposal site. |designated disposal site | | | | |
| |may cause accident, spill | | | | |
| |from veichels. | | | | |
|CONSTRUCTION PHASE |
|Camp Site |
|Sanitation & waste |Health risks to work force |The Contractor will provide a proper waste management plan. |At waste collection and latrine |Contractor |Marine Pollution control |
|disposal facilities at |if not properly managed |The sewerage system for the camp will be properly designed |sites of camp | |department-KPT |
|camp | |and built so that no water pollution takes place. | | | |
|Construction Works |
|Work safety and hygienic|Health risks if work |Obligatory insurance against accidents to work labourers |Valid for entire construction |Contractor |Marine Pollution control |
|conditions |conditions provide unsafe |Providing basic medical training to specified work staff, and |area | |department-KPT |
| |and/or unfavorable work |basic medical service and supplies to workers |Throughout operation of work | | |
| |conditions |Layout plan for camp site, to be approved by the KPT |camp | | |
| | |indicating safety measures taken by the contractor, e.g. fire | | | |
| | |fighting equipment, safe storage of hazardous material, first | | | |
| | |aid, security, fencing, and contingency measures in case of | | | |
| | |accidents; | | | |
| | |Work safety measures and good workmanship practices are to be | | | |
| | |followed by the contractor to ensure no health risks for | | | |
| | |labourers; | | | |
| | |Protection devices (ear muffs) will be provided to the workers| | | |
| | |in the vicinity of high noise generating machines. | | | |
| | |Provision of adequate sanitation, washing, cooking and | | | |
| | |dormitory facilities, including light up to the satisfaction, | | | |
| | |approved by KPT. | | | |
| | |Proper maintenance of facilities for workers will be monitored| | | |
|Camp site and office |Security hazards and related|Proper storage and fencing/locking of storage rooms containing|At Construction camp |Contractor |Marine Pollution control |
|building security |conflicts |hazardous material | | |department-KPT |
| | |Employment of guard for storage rooms. | | | |
| | |Provision of adequate security against sabotage and petrol | | | |
| | |theft. | | | |
|Water quality |Impact on seawater quality |Prevent excessive generation of runoff (such as setting pond) |Project site |Contractor |Marine Pollution control |
| |from site runnoff, |to minimize the potential of such effluents reaching the | | |department-KPT |
| |Sie-laiden runoff during |marine environment. | | | |
| |rain events may generate |Apply regular monitoring of the project site of heavy | | | |
| |localized plumes with |machinery | | | |
| |concentrations of suspended | | | | |
| |solids | | | | |
|Dredging |Turbidy, smothering/removal |The KPT should carry out dredging in accordance with MARPOL |At the construction site. |Contractor |Marine Pollution control |
| |organisms, and reduced water|The dredging will be carried out in the presence of | | |department-KPT |
| |quality. |environmental officer from MCPD, at a specified depth, | | | |
| |Excavation of sediments at |properly handled and loading and transport. | | | |
| |the bed, loss material |The dredged material will be disposed off in accordance with | | | |
| |during transport to the |MARPOL protocol. | | | |
| |surface, overflow from the | | | | |
| |dredger whilst loading and | | | | |
| |loss of material from the | | | | |
| |dredger and/or pipelines | | | | |
| |during transport | | | | |
|Creation of construction|Contamination of soil from |All spoils will be disposed off as desired and the site will |All construction sites and |Contractor |Marine Pollution control |
|waste material |construction wastes and |be restored back to its original conditions before handing |entire project area | |department-KPT |
| |quarry materials |over. | | | |
| | |Non-bituminous wastes from construction activities will be | | | |
| | |dumped in sites approved by the KPT in line with the legal | | | |
| | |prescriptions for dumpsites, and covered with a layer of the | | | |
| | |conserved topsoil. | | | |
| | |Bituminous wastes will first be recycled if it is not possible| | | |
| | |then be disposed off in an identified dumping site. | | | |
|Movement of vehicles in |Soil compaction and |Identification of additional traffic volumes, routes and | |Contractor |Marine Pollution control |
|the construction site |alteration of percolation |vehicle types generated during the construction and operation | | |department-KPT |
|and along the haulage |and vegetation pattern; |of the proposed activities. | | | |
|routes |Damage to properties and |A reliable transport service for workers that is punctual will| | | |
| |utilities |reduce the need for workers to use other modes of transport | | | |
| |Impacts of road-based |like cars and taxis that result in greater peak hour traffic | | | |
| |transport associated with |congestion. | | | |
| |construction activities on |Transport contrators –properly trained drivers and well | | | |
| |traffic movements in port |maintained vehicals must be used during the construction and | | | |
| |and nearby road |operational phases of the developemnt | | | |
| |infrastructure |Damages will be instantly repaired and/or compensated at | | | |
| | |Contractor’s obligation | | | |
| | |Water and soil quality will be monitored as envisaged in the | | | |
| | |Environmental Monitoring Plan. | | | |
|Vehicles movement, |Contamination of soil and |Construction vehicles and equipment will be properly |Throughout the project |Contractor |Marine Pollution control |
|maintenance and fuelling|groundwater |maintained and refuelled in such way that oil/diesel spillage |alignment. | |department-KPT |
|of construction vehicles| |does not contaminate the soil. | | | |
| | |Fuel storage and refuelling sites will be kept away from | | | |
| | |drainage channels. | | | |
| | |Oil and grease traps will be provided at fuelling locations, | | | |
| | |to prevent contamination of water. | | | |
| | |Unusable debris shall be dumped in nearest dumpsite. | | | |
| | |Waste oil and oil soaked cotton/ cloth shall be sold off to | | | |
| | |authorized vendors | | | |
| | |Water quality will be monitored as envisaged in the | | | |
| | |Environmental Monitoring Plan. | | | |
|Burrow pit land lease |Land disputes, Soil erosion,|The Contractor must obtain any necessary permits for Burrow |Where applicable |Contractor |Marine Pollution control |
|agreement |loss of potential crop land,|pits from the competent authorities, including KPT and city | | |department-KPT |
| |loss of vegetation |administration. | | | |
| |and landscape degradation |In Burrow pits, the depth of the pit will be regulated so that| | | |
| | |the sides of the excavation will have a slope not steeper than| | | |
| | |1: 4. | | | |
| | |Soil erosion along the Burrow pit shall be regularly checked | | | |
| | |to prevent / mitigate impacts on adjacent lands. | | | |
| | |In case burrowed pits fill with water, measures shall be taken| | | |
| | |to prevent the creation of mosquito-breeding sites | | | |
|Water Pollution |
|Use of water for |Conflict with local water |The contractor will make arrangements for water required for |Throughout the Project Area | | |
|construction and |demand |construction in such a way that the water availability and | | | |
|consumption | |supply to nearby communities remains unaffected. | | | |
|Earth- and stonework and|Contamination of water due |All necessary precautions will be taken to construct temporary|Throughout the Project Area |Contractor |Marine Pollution control |
|other construction |to construction waste |or permanent devices to prevent water pollution due to | | |department-KPT |
|activities affecting | |increased siltation and turbidity. | | | |
|water resources | |Wastes must be collected, stored and taken to an approved | | | |
| | |disposal site. | | | |
|Accidental leakage or |Impacts from leakage or |Contractor will prepare guidelines and procedures for |Project site |Contractor |Marine Pollution control |
|spillage of fuel and oil|spillage |immediate clean-up actions following any spillages of oil, | | |department-KPT |
|from construction | |fuel or chemical. | | | |
|machinery. | |Observe good operating practices and proper maintenance of | | | |
| | |plant and equippment (bulldozers, trucks etc). | | | |
| | |Establish locationss for storing wsaste materials, fuels, | | | |
| | |oils, chemicals, and equipment that are as far from the water | | | |
| | |as possible. | | | |
| | |Provide all fuel tankers and chemical storage areas with locks| | | |
| | |and be sited on sealed areas. | | | |
|On-site generated sewage|Impacts from waste water |Install waste water treatment plant. |Projectsite |Contractor |Marine Pollution control |
|and wastewater affecting| | | | |department-KPT |
|the quality of water | | | | | |
|Soil Quality |
|Possible acid or other |Impact on soil quality |Ensure that the dredged materials to be disposed of are not |Dredged material disposal site. |Contractor |Marine Pollution control |
|leachate from dredged, | |conntaminated (or mixed) with hazardous/toxic wastes. | | |department-KPT |
|stocked material. | | | | | |
|Air Pollution Control |
|Vehicular movement and |Emission from construction |All vehicles, equipment and machinery shall be regularly |Project area |Contractor |Marine Pollution control |
|running of machineries |vehicles and machinery, |maintained in good conditionto ensure that the pollution | | |department-KPT |
| |causing public health |emission levels conform to the NEQS of Pkistan. | | | |
| |risks, nuisance and other |Air quality parameters will be monitored at determined sites | | | |
| |impacts on the bio-physical|and schedule determined by the KPT or then by Consultant. | | | |
| |environment | | | | |
|Running of concret |Dust generation from |Ensure precautions to reduce the level of dust emissions from,|At sites of hot mix plant |Contractor |Marine Pollution control |
|plants, crushers, etc., |construction machineries |hot mix plants, crushers and batching plants will be taken up,| | |department-KPT |
| |causing health risks to |e.g. providing them, as applicable, with protection canvasses | | | |
| |operating workers, impact |and dust extraction units. Mixing equipment will be well | | | |
| |on bio-physical environment|sealed and equipped as per existing standards. | | | |
| | | | | | |
| | |Water will be sprayed on the lime/ cement and earth mixing | | | |
| | |sites. | | | |
| | |Work safety measures like dust masks, special shoes, and | | | |
| | |gloves shall be provided by the contractor to ensure no health| | | |
| | |risks for operators. | | | |
|Noise and Vibration |
|Running of construction |Noise from use of heavy |The plant and equipment used for construction will strictly |Project site. |Contractor |Marine Pollution control |
|machinery |machinery, and vehicles |conform to noise standards specified in the NEQS. | | |department-KPT |
| | |Vehicles and equipment used will be fitted as applicable, with| | | |
| | |silencers and properly maintained. | | | |
| | |In accordance with the Environmental Monitoring Plan, noise | | | |
| | |measurements will be carried out at locations and schedule | | | |
| |Noise emissions fron use of|specified to ensure the effectiveness of mitigation measures. | | | |
| |dredging machinery and |Best practice measures are recommended to retain noise | | | |
| |eqipment. |emissions to a practicable minimum. | | | |
| |Noise emissions from pile |Silent (hydraulic pile will be applied. No pile driving should| | | |
| |driving. |take place from 1900 hours to 0700 hours. | | | |
|Fauna and Flora |
|Access to sensitive |Wildlife poaching, |The use of fire wood for cooking and execution of works will | Near sensitive areas |Contractor |Marine Pollution control |
|areas and fragile |collection of wild plants, |be prohibited | | |department-KPT |
|ecosystem |damage to mangrooves, and |No open fires will be allowed | | | |
| |disturbance of ecosystem. |Strict instructions from the Contractor to work staff | | | |
| | |(particularly the cooks) with respect to poaching local | | | |
| | |wildlife | | | |
| | |Patrolling and enforcement. | | | |
|Due to dreging and |Damage to benthic flora and|Dredged material should be disposed at a designated site by |Dredged material should be dumped|Contractor in consultation |Marine Pollution control |
|turbidity, disposal of |fauna |consultation with KPT and local fishermen. |in open sea, to reduce its impact|with local community in |department-KPT |
|dredged material in sea | | |on bemthic flora and fauna. |identification of such | |
|water may affect the | | | |places. | |
|nesting grounds of | | | | | |
|aquatic fauna. | | | | | |
|Health, Safety and Community Life |
|Vehicular movement at |Health, safety and |Timely public notification on planned construction work. |Throughout Project , particularly|Contractor |Marine Pollution control |
|construction sites and |enviroonemntai issues |Close consultation with local communities to identify optimal |near the settlements and | |department-KPT |
|access/service roads | |solutions for diversions to maintain community integrity & |sensitive locations (schools, | | |
| | |social links |health centres, etc) | | |
| | |Seeking cooperation with local education facilities (school | | | |
| | |teachers) for road safety campaigns | | | |
| | |Provision of proper safety signage, particularly at urban | | | |
| | |areas and at sensitive/ accident-prone areas. | | | |
| | |Setting up speed limits in close consultation with the local | | | |
| | |stakeholders | | | |
| | |Ensure proper lighting at auxiliary facilities such as bus | | | |
| | |stands, taxi stands, passengers waiting sheds etc. If | | | |
| | |identified, consider guard rails at accident-prone stretches | | | |
| | |and sensitive locations (schools). | | | |
|Accidents, fall/slip in |Health and safety of the |All the workers will be provided with safety shoes, life | |Contractor |Marine Pollution control |
|the water, injuries, |workers |jackets, life ring, dust mask, safety eye glasses, safety | | |department-KPT |
|fire hazards, etc | |belts with harness, safety helmets, hand gloves. | | | |
|Provisions of temporary |Impact on local economy |Prefer hiring of local people for job oppertunities. |Project site | | |
|labour oppertunities for| | | | | |
|local people. | | | | | |
|OPERATIONAL PHASE |
|Water and Soil |
|Vehicular movement |Contamination from spills |The spills at the accident sites will be cleared immediately |Along the reconstructed berths |KPT. |Marine Pollution control |
| |due to traffic and |and disposed off properly |and SRBs. | |department. |
| |accidents | | | | |
|Water pollution as a |Impact on water quality |Ensure the adoptation and observance of required loading and |Reconstructed berths |KPT. |Marine Pollution control |
|result of loading and | |unloading, handling, and storage practices. | | |department. |
|unloading, handling and | | | | | |
|stirage, and discharges | | | | | |
|or accidental relaeses | | | | | |
|of different types of | | | | | |
|(hazardous_ subatances | | | | | |
|from vessels. | | | | | |
|Ambient Air Quality |
|Emission from heavy duty|Impacts on air quality |Regular road maintenance to ensure good surface conditions. |Reconstructed berths |KPT. |Marine Pollution control |
|vehicles operating | |Speed limits in sensitive areas | | |department |
|within the port area, | |Monitoring air quality at per defined schedule | | | |
|and the maneuvering of | |Enforcement and penalties against traffic rules violators. | | | |
|vessels and handling of | |Comply with annex VI of the MARPOL Convention, which aims at | | | |
|containers result in air| |the prevention of air pollution from ships and hence sets | | | |
|emissions from (diesel) | |limits on sulfur oxide and nitrogen oxide emissions from ship | | | |
|engines. | |exhausts. Ensure that emission of polluted air from heavy-duty| | | |
| | |vehicles operating within the port area will not reach the | | | |
| | |nearest settlement area. | | | |
|Noise level and vibration |
|Vehicular/cargo/ships |Traffic-related noise |Ensuring that noise emission is within the allowable level as |Reconstructed berths and SRBs. |KPT. |Marine Pollution control |
|movement |pollution and vibrations |per NEQS of Pakistan. | | |department |
| |from engines, tires and use|Enforcement and penalties against traffic rules violators. | | | |
| |of (pressure) horns | | | | |
|Soild waste |
|Soild waste and |Impact from waste |The KPT to apply appropriate procedures, in agreement with |Reconstructed berths |KPT |Marine Pollution control |
|wastewater generation |generation |national and international regulations, for the namdling and | | |department |
|from reconstructed | |storage of hazardous cargoes and waste enerated b handling and| | | |
|berths operations and | |storage of this type of cargoes. | | | |
|those brought in by | |Follow th eguideliens of MARPOL convention and install the | | | |
|calling vessels. | |following facilitieds for the waste stream; oily waste and | | | |
| | |blige water; general household waste (ship generated solid | | | |
| | |waste) from ships; and wastes related to (un)loading and | | | |
| | |stirage of goods. | | | |
| | |Make avalible the following necessory equipment/facilities for| | | |
| | |the collection boat for liquid (oily) waste, containers for he| | | |
| | |collection of solid waste, truck for the transport to the | | | |
| | |disposal site of port-generated waste, tratment facility for | | | |
| | |the treatment of oily liquid waste, storage tank for liquid | | | |
| | |waste. | | | |
| | |Apply common waste principles of reduce, reuse, recycle waste,| | | |
| | |treat and if not viable, eventually dispose of waste to | | | |
| | |disposal site. | | | |
|Fauna and flora |
|Vehicular/cargos/ships |Impacts on wildlife |Setting up speed limits. |Reconstructed berths |KPT. |Marine Pollution control |
|movement | |Provision of proper safety signage. | | |department |
| | |Proper lighting arrangements at harbour. | | | |
| | |Display of signboards alerting drivers’ attention on wildlife | | | |
| | |and environmental issues related to safe driving and wildlife | | | |
| | |encounters. | | | |
| | |Special education signboards at times when migratory birds | | | |
| | |tend to approach the harbour. | | | |
|Road safety |
|Vehicular movement |Accidents involving |In case of spillage, the report to relevant departments will |At any location where accident |KPT. |Marine Pollution control |
| |hazardous mater |be made. |occurs | |department |
| |ials |Efforts will be made to clean the spills of oil, toxic | | | |
| | |chemicals etc. as early as possible. | | | |
|Increased vessel |Impacts from accidents, |Facilities and equipment for unloading bulk cargo shall be |AT berths 15-17A and SRB’s 1-2. |KPT. |Marine Pollution control |
|movements increaes the |spills, fires, and other |regularly maintained and kept in condition stipulated by the | | |department |
|risk of oil spillage, |disasters |standards. | | | |
|collisions, and fires, | |Persons performing the job of unloading bulk cargo shall be | | | |
|spills during fueling or| |professionally educated and trained in terms of unloading | | | |
|maintenance. | |safety and shall be provided with adequate protection outfit. | | | |
| | |Review and update existing oil spill contingency plans of the | | | |
| | |KPT. | | | |
| | |Establish facilities fro stroring waste materials, fuels, | | | |
| | |oils, chemicals at least 20 m away from the water, no | | | |
| | |refuelling within this distance. | | | |
| | |Install an emergency response system for hazardous goods and | | | |
| | |oil leaks. | | | |
4 Existing monitoring regime of the harbour
The Karachi Port Trust, being the owners of the project, bear a major responsibility for ensuring that neither the environment of the project area nor that of the city are in any way influenced adversely by the project or any of its activities during construction and operational phases. The KPT has entrusted environmental monitoring of the harbour to MPCD and their existing monitoring regime is as follows:
a) Harbour Cleaning
Presently, there are five boats are involved in removal of debris from harbour surface water on a daily basis. Furthermore, solid floatation booms are deployed at strategic locations to collect any floating debris.
b) Harbour Surveillance.
The KPT strictly carry out surveillance of the Harbour on daily basis specifying presence of pollutant entered through specified notations
In addition, if there is any evidence/indication of pollution caused by any ship, craft, or cargo operations, the polluter is issued a memorandum and subsequently penalized by the KPT.
c) Inspection of Ships for implementation of MARPOL 73/78
All ship calling Karachi are inspected by MPCD of the KPT in accordance with International Convention MARPOL73/78. This inspection ensures that the ship does not cause any pollution in the harbour. Records related to production and disposal of oil sludge/plastic during past six months are checked to verify if the ship has discharged this stuff in the oceans, which is strictly prohibited.
The ships bilge water overboard discharge valves are required to be kept chained and locked in the Harbour. Performance of oily water separator is checked and it is ensured that the ship does not have any connection through which oily bilges can be pumped overboard without passing through oily water separator even in open oceans. The inspection is conducted very strictly and in case of any contravention, the ship is issued warnings and subsequently penalized. The penalties have created sufficient deterrent and the Harbour has acquired cleaner surface in the context of oil pollution.
d) Shore Reception Facility
The ships calling port need a facility where they can discharge their oily wastes and garbage generated during sea passage.
The facility is provided to ships through private contractors licensed by the KPT for the purpose. The activities of the contractors from receiving the waste to its final disposal are monitored by MPCD (Marine Pollution Control Department), KPT.
e) Promotion of Awareness
Besides operational activities, the department promotes environmental awareness among the public in particular port user, visitors and inhabitants of localities in the harbour area.
f) Oil Spill Response & Exercises
Regular oil spill response exercises are conducted on monthly basis. Health, Safety and Environment (HSE) personnel of oil companies and other stakeholders are invited to witness these exercises on quarterly basis.
g) Training on Oil Spill Response
From time to time, the KPT conducts a training programme on Oil Spill Response for the stakeholders including Oil Companies, Pakistan Navy, MSA, Port Authorities and others stakeholders participated in the Workshop.
Besides application of Policies/ Standard Operating Procedures (SOPs) on proposed project as mentioned above, a project specific Environmental Management Plan is also proposed.
5 Environmental Monitoring Plan
1 Objectives of Environmental Monitoring
The environmental monitoring programme will comprise of compliance monitoring, effects monitoring and post project monitoring with the objectives as described for each case as follows:
← Compliance Monitoring - to check compliance of the contractor(s) and the KPT or MPCD with the EMP
← Effects Monitoring - to monitor impacts of the project activities in which there has been a level of uncertainty in prediction such as impacts on vegetation and to recommend mitigation measures if the impacts are assessed to be in excess of or different from those assessed in the EIA.
← Post Project Monitoring – to monitor residual impacts and complete restoration of sites.
Environmental monitoring is normally undertaken during both the construction and operational phases to ensure the effectiveness of the proposed mitigation measures.
2 Compliance Monitoring
The compliance monitoring is principally a tool to ensure that the environmental control measures required in the EIA are strictly adhered to during the project activity. The objectives of compliance monitoring will be to:
← Systematically observe the project activities.
← Verify that the activities are undertaken in compliance with the EIA and EMP.
← Document and communicate any non-compliance so that any corrective measures required can be taken in a timely fashion.
← Maintain a record of all incidents of environmental significance and related actions.
← Prepare periodic reports of the environmental performance of the project.
The mitigation plan will be used to monitor compliance. Where required, checklists will be used when monitoring compliance.
Compliance monitoring will be the responsibility of all organizations involved in the project, that is, KPT, contractors, suppliers and supervision consultants. It will be carried out at the following levels:
← The KPT’s field staff
← Supervision consultant’s supervisory staff
← The construction contractors’ environment officers
← Suppliers
3 Effects Monitoring
Broadly, effects monitoring has the following objectives:
← To verify that the impact of the proposed project is within acceptable limits
← To facilitate research and development by documenting those effects of the proposed project that can be used to validate impact-prediction techniques and provide a basis for more accurate predictions of future impacts
← To immediately warn the project proponent and the regulatory agencies of unanticipated adverse effects or sudden changes in impact trends so that corrective actions can be undertaken, which may include modifications in the proposed activities or inclusion of modified or additional mitigation measures
← To provide information to plan and control the timing, location, and level of certain project activities so that their impact is minimised
The common theme of the above objectives is the proper management of environmental risks and uncertainties. The EIA predicts the impact of the proposed project based on available information on the environment and the natural processes that link various environmental parameters. Based on this prediction, mitigation measures are introduced such that the predicted residual impact does not exceed acceptable levels. However, there is always an element of uncertainty in such predictions due to an insufficient grasp of the processes, limitations in prediction techniques, or inadequate data on the environment. This is true for the physical, biological, as well as socioeconomic environment. Consequently, it is possible that even if control measures are implemented fully, the negative impact will exceed acceptable limits. The recommended effects monitoring protocols are provided in Tables 7-3, 7-4 and 7.5 for the pre-construction, construction and operational phases of the proposed project respectively.
A team including the KPT Environmental Manager will conduct the monitoring programme. A senior member of on site management staff will lead the monitoring team.
Frequent round/surveillance of the area is to be conducted by the inspector of Independent Monitoring Consultant (IMC) for in-time detection of pollutants/polluter and remedial measures. IMC should also ensure compliance with procedures that are part of mitigating measures, such as low-speed, no engine-idling and no-horn disciplines on the access road.
The summary of cost estimates for environmental monitoring and cost for f capacity building of MPCD is given in table 7.6
4 Capacity building of MPCD
There is a need to upgrade the existing capacity of MPCD to carry out environmental monitoring of the harbour. During the project construction phase, MPCD will have the capacity to carry out sea water and sub soil quality analysis. There is a need for an Environmental Officer to assist Marine Environment Unit of MPCD in all matters related to the environment. Similarly, MPCD lacks laboratory equipment specially mobile environmental laboratory to able to carry out environmental analysis at the spot. There is general lack of office equipment like laptops and communication equipment.
The EIA recommends capacity building of MPCD with a block allocation of Rs 10 m for procurement of a mobile laboratory, up gradation of existing laboratory, office and communication equipment as staff training in environmental monitoring and compliance.
5 Post-project Monitoring
The objective of this monitoring will be to determine the level of residual impacts of the project activities on physical, biological and socio-economic receptors in the project area. The monitoring will start one month after the termination of all project-related activities in the project area. As a part of the post-project monitoring, restoration of sites will also be checked.
Table 7.2: Environmental Monitoring Plan during pre-construction (baseline) phase for reconstruction of berths 15-17A and SRBs 1&2 on East Wharves at Karachi Port Project
|Environmental Component |Parameters |Locations |Frequency |Standards |Implementation |Supervision |
|Air quality |PM10, SO2, |On east wharves |Once before the |NEQS |MPCD |KPT |
| |NOx and COx . | |commencement of | | | |
| | | |construction work | | | |
|Aquatic flora and fauna | | |Once before the | |MPCD |KPT |
| | | |commencement of | | | |
| | | |construction work | | | |
|Noise Levels |noise level (dBA) |Only at one site where air quality |Once before the |EPA Ambient Noise |MPCD |KPT |
| | |analysis are carried out near berth no.|commencement of |standards | | |
| | |16 |construction work | | | |
|Sub-sea soil |Chemical composition of |1. Berth # 15 |Once before the |Standard laboratory |MPCD |KPT |
| |sediments |2. Chinna Creek Upper Harbour |commencement of |methods | | |
| | |3. Berth # 5 middle harbour |construction work | | | |
| | |4. Oil Pier | | | | |
| | |5. NMB Wraf | | | | |
| | |6. Near fair buoy | | | | |
Table 7.3: Environmental Monitoring Plan during construction phase for reconstruction of berths 15-17A and SRB’s on East wharves
|Environmental Component |Parameters |Locations |Frequency |Standards |Implementation |Supervision |
|Sea-Water Quality |pH, BOD, COD, TDS, TSS, DO, HG, NH4,|1. Berth # 15 |All the sea water quality |WHO and |MPCD |Independent Monitoring |
| |coliforms hardness, nitrate, |2. Chinna Creek Upper Harbour|sampling will be carried out |NEQS | |Consultant |
| |hydrocarbon, Pb, oil and greace, and |3. Berth # 5 middle harbour |in low and high tide on | | | |
| |cyanide |4. Oil Pier |monthly basis. | | | |
| | |5. NMB Wraf | | | | |
| | |6. Near fair buoy | | | | |
|Noise Levels |dBA |Only at one site where air |Once monthly |EPA Ambient Noise |MPCD |Independent Monitoring |
| | |quality analysis are carried | |standards | |Consultant |
| | |out near berth no. 16 | | | | |
|Dredging/Transorpt and |Visual checks to assess the situation|Near east wharves |Once during dredging | |MPCD |Independent Monitoring |
|disposal of dredged | |(construction site) |activity, | | |Consultant |
|material | | | | | | |
|Solid waste |Visual checks to assess the |At contractor’s camp and |Once monthly |Monitoring that solid |MPCD |Independent Monitoring |
| |situation. |construction site | |waste dispose off | |Consultant |
| | | | |properly. | | |
|Health Safety of workers |Visual checks to assess the |At construction site |Once monthly |Monitoring of the |KPT |Independent Monitoring |
| |situation. | | |health and safety of | |Consultant |
| | | | |workers | | |
|Benthic Flora & Fauna |Visual checks to assess the |Twice; |Once during construction | |MPCD |Independent Monitoring |
| |situation. |1.Sea water, |period | | |Consultant |
| | |2.At the construction site | | | | |
|Mangrove Plantation |Visual inspection |(1) At sites where plantation|1month after plantation, |75 % survival rate |MPCD |Independent Monitoring |
| |of plant species survival rate and |was carried out |3months | | |Consultant |
| |status of maintenance | |6months,and | | | |
| | | |12 months after | | | |
| | | |Plantation | | | |
|Sub-sea soil |Chemical composition of sediments |1. Berth # 15 |Once before the commencement |Standard laboratory |MPCD |KPT |
| | |2. Chinna Creek Upper Harbour|of construction work |methods | | |
| | |3. Berth # 5 middle harbour | | | | |
| | |4. Oil Pier | | | | |
| | |5. NMB Wraf | | | | |
| | |6. Near fair buoy | | | | |
Table 7.4: Environmental Monitoring Plan during operational phase for reconstruction of berths 15-17A and SRB 1& 2 on East Wharves at Karachi Port Project
|Environmental Component |Parameters |Locations |Frequency |Standards |Implementation |Supervision |
|Traffic Rules Compliance |(1)Faulty, overloaded and |On east wharves |Quarterly basis. |To be determined |KPT |KPT |
| |speeding vehicles (2)Maintenance | | | | | |
| |of vehicals | | | | | |
|Air Quality |PM10, SO2, |On east wharves 2 location. |Once in a year |NEQS, World bank |MPCD |KPT |
| |NOx and COx . |-berth 16 | |guidelines | | |
| | |- SRB2. | | | | |
|Noise and vibration |Monitoring, sampling, onsite |On east wharves at 2 location.|Once in a year |NEQS, World bank |MPCD |KPT |
| |checking, comparison with |-berth 16 | |guidelines | | |
| |previous records |- SRB2. | | | | |
|Sea-Water Quality |pH, BOD, COD, TDS, TSS, DO, HG, |1. Berth # 15 |All the sea water quality |NEQS, World bank |MPCD |KPT |
| |NH4, coliforms hardness, nitrate,|2. Chinna Creek Upper Harbour |sampling will be carried out |guidelines | | |
| |hydrocarbon, Pb, oil and greace |3. Berth # 5 middle harbour |in low and high tide on | | | |
| |and cyanide |4. Oil Pier |quarterly basis. | | | |
| | |5. NMB Wraf | | | | |
| | |6. Near fair buoy | | | | |
|Sub-sea soil |Monitoring, sampling, laboratory |1. Berth # 15 |Once in a year |World bank guidelines |MPCD |KPT |
| |analysis, comparison with |2. Chinna Creek Upper Harbour | | | | |
| |previous records (pH,organic, |3. Berth # 5 middle harbour | | | | |
| |phenol, cyanide, oil &grease, Mn,|4. Oil Pier | | | | |
| |Fe, Pb, Arsenic, Hg, Cr etc) |5. NMB Wraf | | | | |
| | |6. Near fair buoy | | | | |
|Benthic flora & fauna |Visual checks and sampling of |Sea water |Once in a year |Compariosn with previous |MPCD |KPT |
| |benthic material to assess the | | |records. | | |
| |situation. | | | | | |
|Health and Safety of |Accidents, visual inspection, |At berths 15-17A and SRB’s |On quaterly basis |KPT health, safety and |KPT |KPT |
|workers |diseases or accidents reported. |1-2. | |environemntal manuual. | | |
|Accidents (Loading and |Inspection and record checking. |At the berth# 15-17 and SRB’s |On quaterly basis |KPT health, safety and |KPT |KPT |
|unloading) | |1-2 at East Wharves | |environemntal manuual. | | |
Table 7-5: Summary of Cost Estimates for Environmental Monitoring and capacity building cost for MPCD(Values are in Rupees)
|Project Stage |Parameters |Cost per location |# of locations |Total Amount (Rs) |Monitoring period |
| | |(Rs) | | | |
|Environmental Monitoring Cost |
| baseline Pre-construction|Air quality |24,000.00 |one location |48,000.00 |on quarterly basis during 6 six months base line data |
| | | | | |phase |
| |Sea-Water Quality |20,000.00 |six locations |720,000.00 |every month for six months base line data phase |
| |Noise |2000 |one location |4000 |on quarterly basis during 6 six months base line data |
| | | | | |phase |
|Sub total |772,000.00 | |
|Construction |Air quality |24000 |one location |240,000.00 |on quarterly basis for 30 months |
| |Sea-Water Quality |20000 |six locations |3,600,000.00 |on monthly basis for 30 months |
| |Noise |2000 |one location |20,000.00 |on quarterly basis for 30 months |
|Sub total |3,860,000.00 | |
|Operation |Air Quality |24000 |two locations |576000 |on quarterly basis for 36 months |
| |Sea-Water Quality |20000 |six locations |4320000 |on monthly basis for 36 months |
| |Noise |2000 |two locations |48000 |on quarterly basis for 36 months |
| Sub Total |4,944,000 To be paid by KPT |
|MPCD Capacity building |
| |Environment, Health and safety |125000 |at MPCD |3750000 |One officer for 30 months |
| |officer | | | | |
| |Office and communication charges| |at MPCD |500000 |Once during 30 months |
| |MPCD laboratory | |at MPCD |500,000 |Once during 30 months |
| |Procurement of mobile lab for | |at MPCD |2,000,000 |Once during 30 months |
| |MPCD | | | | |
| | | |
|Selected management staff of KPT|Introduction to project EIA and EMP |Prior to start of any |
|and the contractor |EMP communication, documentation and monitoring and reporting |project activities |
| |requirements | |
|All site personnel (including |Site induction training on Health Safety and Environment system and |At the time of entering |
|locally hired staff) |requirements |Terminal Facility |
| |Environmental sensitivities of the project area | |
| |Communication of environmental problems to appropriate officers |Prior to start of work |
| |Hazardous and non-hazardous waste management | |
| |Waste disposal | |
| |Wildlife Protection | |
|Construction supervisors |EMP communication, documentation and monitoring requirements |Prior to start of |
| |Good construction practices |construction activities |
| |Dust emissions prevention and control during construction phase | |
|Emergency response teams |Fire fighting |Prior to start of |
| |Emergency response including oil and chemical spill |operation of terminal |
| | |facility and power plant |
|Drivers |Road safety |At the time of induction |
| |Road restrictions |of drivers |
| |Vehicle restrictions | |
| |Waste disposal | |
| |Defensive driving | |
| |Transportation of construction materials | |
|Camp staff |Camp operations |At the time of induction |
| |Waste disposal |of camp staff |
| |House keeping | |
|Restoration team |Restoration requirements |Prior to start of |
| |Oil spill contingency plan |restoration activities |
6 Change Management Plan
The EIA for reconstruction of berths 15-17A and SRB 1& 2 on East Wharves at Karachi Port Project recognize that changes in the EMP may be required and therefore provides a Change Management Plan to manage such changes. Overall responsibility for the preparation of change management statements will lie with the Project Manager, KPT.
1 Changes to the EMP
The EIA and the EMP have been developed based on the best possible information available at the time of the EIA study. However, it is possible that during the construction and operation phase some aspects of the EMP will need to be changed owing to their non-applicability in a certain area of operation or the need for additional mitigation measures based on the findings of environmental monitoring during the construction and operation phase. In such cases, following actions shall be taken.
← A meeting will be held between KPT, concerned contractor and D&S consultant. During the meeting, the proposed deviation from the EMP, planning and designing will be discussed and agreed upon by all parties.
← Based on the discussion during the meeting, a change report will be produced collectively, which will include the original EMP clause/plan or design, the change that has been agreed upon, and the reasons for the change.
← The report will be signed by all the parties and will be filed at the site office. A copy of the report will be sent to KPT and contractor head offices.
← All relevant project personnel will be informed of the change.
The changes in the scope of the project can be categorized as a first, second or a third order change depending upon the level of deviation from original design/scope. These three types of changes are described below.
1 First Order
A first order change is one that leads to a significant departure from the project described or the impacts assessed in the EIA and consequently require a reassessment of the environmental impacts associated with the change. The action required in such changes will to reassess the environmental impacts of the proposed change and sent the reassessment report to Pak-EPA for approval.
2 Second order
A second order change is one that does not result in the change in project description or impacts that are significantly different from those detailed in the EIA. Examples of second order changes include slight changes to terminal layout plan etc. The required action for such changes is to reassess the impact of the activity on the environment and specify additional mitigation measures if required and report the changes to Pak-EPA.
3 Third Order
A third order change is one that does not result in impacts above those already assessed in the EIA, rather these may be made on site to minimise the impact of an activity. The only action required for such changes will be to record the change in the Change Record Register.
7 Communication and documentation
1 Meetings
Two kinds of environmental meetings will take place during the project:
i) Kick-off meetings
Prior to commencement of work, a meeting will be held on-site to discuss implementation of the EMP, show commitment to adhere with the EMP and check readiness of the contractors to start the project. Relevant management staff will attend the meeting from KPT, contractors and D&S consultant.
ii) Daily & Weekly Meetings and Reports
A daily meeting will be held during the construction phase to discuss the environmental management during the operational phase, non-compliances noted and their remedial measures. The meetings will be recorded in the Weekly Environmental Report (WER).
The weekly environmental reporting will be used to review the performance of the operation by reviewing the number of non-conformances and the environmental incidences that occurred during the reporting period, progress on daily action items and to list recommendations for additional controls, mitigation measures or monitoring requirements.
The report will be communicated to KPT management and senior members of the contractors. The report will include:
← Summary of weekly project activities.
← Non-compliances observed and mitigation measures taken or required.
During operation phase, environmental issues will be discussed in weekly operational meetings.
2 Social Complaints Register
A register of complaints will be maintained during construction and operation phase to record complaints, grievances and suggestions of locals. Measures taken to mitigate or address these complaints will also be documented. All community complaints received will be sent to the KPT management for further action.
3 Photographic Record
The KPT will ensure that a photographic record including the following is maintained.
← All areas used by the project activities; before use, during use and after restoration.
← Key non-compliances.
← Key project activities.
4 Environmental Reporting
The requirements related to environmental reporting after approval of the EIA are as follows:
← After receiving approval from Pak-EPA, KPT will acknowledge acceptance of the conditions of approval by executing an undertaking in the form prescribed in Schedule VII of the 2000 Regulations.
← After the end of construction phase of the project, KPT will obtain a confirmation from Pak-EPA that the requirements of the EIA and the conditions of approval have been duly complied with. Pak-EPA in granting the confirmation of compliance may impose any additional control regarding the environmental management of the project or the operation, as it deems necessary.
← KPT will prepare and submit an annual report each year to Pak-EPA summarizing the terminal activities, any modifications or extensions, and environmental performance of the terminal operations etc. Effects monitoring reports related to physical, biological and socio-economic environment will also become part of this annual report.
8 Cost estimation
1 Implementation of Environmental Management Plan
Implementation of EMP will be the responsibility of Marine Pollution Control Department of KPT authority.
2 Costing of proposed Mitigation Measures
Costing of all the mitigation measures will be included in the tender documents of the project. However, the marine pollution control department of Karachi Port Trust will conduct some of the laboratory analysis for seawater, sub-sea soil and air quality.
3 Environmental Monitoring Program
Environmental monitoring plan has been provided in this EIA report, for the pre-construction, construction and operational phase of the proposed project. Environmental components, its parameters, standards to be followed, frequency and the implementation and supervision body are mentioned in the monitoring plan.
4 Hiring of experts and monitoring personnel
As MPCD of KPT will be responsible for overall monitoring of project activities, they have a well-qualified staff. However, hiring of experts such as an environmental engineer and environmental health and safety manager, will be done by MPCD for this project. A total of Rs. 27.211 million is allocated for environmental assessment in PC1.
5 Hiring/deployment of workboat
The costing for hiring/deployment of the workboat will be part of tender documents of the proposed project.
Conclusions and Recommendations
This Chapter presents the assessment of the possible environmental impact of reconstruction of berths 15-17A and SRB’s 1 & 2 at Karachi Port Project.
The Karachi Port Trust (KPT) has planned to undertake the reconstruction of berths 15-17A and Ship Repair Berth’s (SBR’s) on East Wharves at the port of Karachi.
In order to comply with the regulatory requirements of the environmental laws of Pakistan, the Marine Pollution Control Department (MPCD) of the KPT has conducted an Environmental Impact Assessment (EIA) of the project.
The approach adopted for conducting EIA of the project is in line with the requirements of the Pakistan Environmental Protection Agency (Review of IEE/EIA), Regulations 2000. The project have been assessed in compliance with existing legal framework relating to the environment in Pakistan.
The KPT will ensure that the pre-construction, construction and operational stages of the project are in accordance with the recommendations of the EIA report and the Environmental Management Plan (EMP) be implemented in an effective manner.
The project aims to provide optimum marine terminal facilities for cargo handling, forecasted import and export cargo for the next thirty years for the Karachi Port and replacement of non-operational berths 15-17A and SRB’s 1 & 2.
The project, on completion, will provide 922 m of modern, efficient and high throughput multipurpose cargo handling berths, capable of accommodating bulk vessels of 100,000 DWT with a draft of 15.5 m, container vessels of 13.5 m draft and Ro-ro Car carriers, which will be visiting the port in forecast future. The project will eliminate otherwise waiting time for ships and yield savings in marine transport costs.
The KPT considered three alternatives for the project i.e., relocation of the berths to idle part of the harbour, an increase in the handling capacity of other operational berths to compensate for the loss due to unavailability of these berths, and deepening of harbour channel for accommodating more ships at the existing berths. However, these alternatives were not feasible due to a number of reasons as elaborated in the report and reconstructions of existing berths were found to be technically, environmentally and economically best option.
At the East Wharves, berths 1-9 are operational, 10-14 are under construction, 15-17 A and SRB’s 1 & 2 are non-operational as these are old and in dangerous condition which are to be reconstructed under the project.
The reconstruction of berths 15-17A and SRB 1& 2 on East Wharves at Karachi Port project includes the following:
■ Construction of approximately 922 m of continuous 2 m diameter concrete piled quay walls, tie back, backfill, anchor wall and return wharves.
■ Demolition and removal of dilapited ship repair berths 1 and 2.
■ Demolition of old revetment wall and NMB Wharf and removal of debris after construction of new wall.
■ Filling behind the new quay wall.
■ Construction of water supply and sewerage services.
■ Construction of paving and electrical utilities and spacing lighting system.
■ Demolition and removal of transit shed no. 16.
The project duration is 36 months and its estimated capital cost is Rs. 8,650 million.
The project will form a continuous quay from berth 6 to 17A and allows Karachi Port Trust the flexibility to form two terminals in addition to existing PICT. The quay wall will be extended 6.5 m on sea side as such limited reclamation is involved. The dredging of harbour is not a part of the project but the KPT will have to carry out capital dredging in order to allow 15.5 draft vessels to the reconstructed berths. The KPT will have to carry out a seperate EIA for the capital dredging.
The major villages located near the project area are Keamari, Manora, Sultanabad Sher shah, Machar Colony, Bhuta village and Baba Bhit, Gabo pat, and Maripur. There is no site of archaeological, cultural, historical or religious significance (graveyard, shrine, mosque, archaeological site) at the project area.
Meetings were held with community living in Baba, Bhit & Shams Pir Island, IUCN, WWF, International contractor working in the harbour, Shipping agents and Port Traffic and Safety Departments of the KPT to discuss the project, its components and its expected environmental and socio-economic impacts and proposed mitigation measures. The main concerns were noted and addressed in the EIA report.
The topography of the district West of Karachi is dominated by ridges, plains and coastal belt. Lyari River is a small ephemeral stream that flows from North east to the centre of Karachi City and drains into the Arabian Sea at the Monora channel. It is one of the two main rivers of Karachi, the other one being Malir River which also brings untreated effluent/sewage from Karachi City to the harbour. Weather conditions at Karachi are governed by variables of the two monsoons Seasons, i.e. the South Western monsoon in summer from May to September and the North Eastern Monsoon in winter from December to February.
There is an influx of around 284 mgd of untreated effluents in the harbour from the city, large quantum of solid waste also enters the harbour and despite intensive efforts to collect it, this garbage continues to cause aesthetical depreciation. It is estimated that about 35 tons of solid waste is daily generated by Karachi Port.
The EIA has established baseline data for air quality, subsea soil, noise and sea water quality. However, the baseline data not show a clear picture of pollution levels at the harbour at regular intervals. Therefore, the EIA recommends that the baseline data will be strengthened as per Environmental Monitoring Plan during pre-construction phase till the environmental approval of the project is granted by Pakistan Environmental Protection Agency and in accordance with the commencement of Environmental Monitoring Plan of the EIA.
The EIA recommends that the marine Pollution Control Department of the KPT may be strengthen to actively involved in environmental monitoring of the project as well as of the harbour. The environmental monitoring cost of the project does include capacity building cost of MPCD.
The KPT will provide one window facility to port users along with utilities and bank at the reconstructed berths .
The potential impacts during construction phase will be waste management; air quality ; soil contamination; water quality ; Dredging and reclamation ; bbenthic flora and fauna; noise and vibration ; public health and safety; socio-economic; employment; historical, archeological and cultural property.
The potential impacts during operational phase will be waste management; air quality ; noise and vibration ; waste managment ; accidents, spills, fires and other disasters ; water quality ; benthic flora and fauna and impacts on local economy.
The main source of pollution in the harbour is ingress of 284 mgd of untreated wastewater and sewage from Karachi City. The KPT is already planning to construct wetland for biological treatment of 30 mgd of sewage of Soldier Bazar Nallah. This is a welcome step by the KPT which needs to be replicated after its success.
The EIA has identified potential impacts that are likely to arise during pre-construction, construction and operational phases of the project. For the effective implementation and management of the mitigation measures an Environmental Management Plan has been prepared. The Environmental Management Plan satisfies the requirement of the Pakistan IEE and EIA Regulations 2000.
The mitigation measures have been identified in the Chapter 6 for impacts expected during the different phases of the project.
Based on the recommended mitigation measures in Chapter 6, the impacts identified in Table 6.1 will be reduced with residual impacts having insignificant levels. Table 8.1 presents the assessment of the residual impacts (mitigated).
It has been concluded that the project construction and operation activities could moderately affect the natural resources of the area including benthic flora and fauna, seawater, ambient air etc. The potential impacts during construction include damage to benthic flora and fauna, waste generation, seawater contamination, deterioration of ambient air quality caused by the exhaust emission and dust, noise and vibration, safety hazards and public health concerns for the community and workers living in the project area. The significant environmental management issues during operation phase include air and noise and vibration, accidental oil spills, waste generation and contamination of seawater. However, these adverse impacts can be largely reduced by implementing the appropriate mitigation measures, which have been elaborated in the EIA report.
Furthermore, the KPT has to ensure the contractor comply with the provision of London Dumping Convention 1972, United Nations Convention on Law of the Sea (UNCLOS-82) and International Convention for the prevention of pollution from ships, 1973 as amended by the protocol of 1978 (MARPOL 73/78) during construction phase.
Table 6.1: Environmental Screening matrix (mitigated)
| |Physical |Biological |Socio-economic |
| | |Air Quality |
| | | |
| | | |
| |Waste Management | |
|Mr. Safdar. |Executive Officer/Secretary |Dock Labour Board |
|Mr. Tariq Haleem. |Captain-Shipping Agent |KPT |
|Mr. Narejo. |Deputy Traffic Manager |KPT |
|Mr. Hanif. |Nazim |of Baba, Bhit & Shams Pir Island |
|Mr. Abid Chandio. |T.I Wharves |Traffic Deptt |
|Mr. Hayat Khan. |Driver, Fleet Section & Peon |Traffic Deptt |
|Mr. Muhammad Qayyum. |Chief Petty Officer |ODC, Port Safety Department |
|Mr. Hasan Arif Bilgrami |Executive Engineer |Planning and Development Division. KPT |
|Mr. Hasan A.Zaidi |Transport Specialist |Sustainable Development Unit South Asia. The |
| | |World Bank |
|Mr. Nasir Ali Panhwar |Programme Coordinator |WWF-Pakistan |
|Mr. Syed Ali Hasnain |NRM Specialist |WWF Pakistan |
|Dr. Ghulam Akbar |Director Education & Northern Areas |WWF-Pakistan |
|Mr. In-Sang, Lee |Manager Planning & Engineering-KPT Project |Ssandgyong. Engineering and Construction Co, |
| |(Berth# 10-14) |Ltd. |
|Mr. Abdul Asim Shaikh. |Health Safety and Envrironemntal Manager. KPT|Ssangyong+Usmani Joint Venture. |
| |(Berth #. 10-14). | |
|Dr. Altaf A.Abro. |Manager Conservation-Sindh. |WWF Pakistan. |
|Mr. Atif Ahmad Khan |Principal Consultant. |ARCH ASSOCIATES. |
|Mr. Fayyaz Rasool Sindhu. |Dy: Manager (Marine Environment Unit. |MPCD-KPT. |
|Mr. Mohammad Ali Talpur. |Fisherman. |Bhit Islanad. |
|Mr. Saleem. |Inhabitant.. |Baba Island. |
|Mr. Allah bachiyo. |Fisherman. |Manora. |
|Mr. M.Hussain Somru. |Inhabitant. |Kemari. |
|Mr. Saeed Somrrow. |PM East (P& D dpt) |KPT |
|Mr. Farooq Chaidry. |Ex-worker . |KPT. |
|Mr. Mohammad Yousaf. |Sanitory worker. |KPT. |
|Mr. Pervaiz Khan |Boat incharge |KPT |
|Mr. Mohammad Wahid |Sanitory worker |KPT |
|Mr. Mohammad Ali |Dupty boat incjaarge |KPT |
|Mr. Mohammad Ramazan |Sanitory worker |KPT |
|Mr. Rehan |Sanitory worker |KPT |
|Mr. Mohammad Ali |Sanitory worker |KPT |
|Mr. Farooq Azam |Sanitory worker |KPT |
|Mr. Abdul Asif Shaikh |HSE-Manager |Ssangyong+Usmani Joint Venture |
ANNEXURE-3: KPT’s Policies
Appendix i. KPT’s Mangrove Policy
PREAMBLE
Whereas the slogan “ENVIRONMENT TODAY SHOULD BE CLEANER THAN YESTERDAY” has been strictly practiced by KPT since its adoption in 1996, in all its day to day affairs, the development projects and capital investment have always been governed by the principal:
“PROTECTION OF ENVIRONMENT AND PORT DEVELOPMENT SHOULD BE PARALLEL. ONE SHOULD NOT BE AT THE COST OF OTHER.”
‘KPT’s Environmental Policy’ has been chalked out to ensure strict implementation of this guideline. The KPT’s Mangrove Policy is one of the components of the Environment Policy.
MANGROVES
Mangrove trees/forest is the principal component of a highly productive marine eco-system, which converts organic silt into Mari-culture proteins. They are found mostly in deltaic region, estuaries, etc in the tropics and sub tropics.
Besides providing food and habitat for commercially important fish species, they play major role in shoreline strengthening and land formation through silt deposition. They are also used as fodder fuel, timber, ethnic medicines, and pulp for paper, habitat for birds, honey and for recreation.
The physical requirements for Mangroves plantation are medium salinity, organic silt and shelter from wind although they themselves provide shelter to land from floods. They survive in oxygen-depleted mud as their aerial roots protrude out of the earth for breathing.
In view of tremendous ecological and economical benefits provided by Mangroves to Mankind it is essential that these mangroves are preserved and protected from all threats particularly pollution and population pressure. This policy is purported to not only provide protection but also to rehabilitate the denuded areas in Eastern & Western backwaters of Karachi Harbour.
Mangroves in Pakistan
The Indus Delta Mangrove Forest which used to be 6th largest in the World at one time is now the 35th largest covering 860, 00 Hectares. However, the total area available for mangrove on the Sindh Coast is 600,000Ha. Intrusion of seawater in the Indus and mis-management are the two main attributes for shrinking of Mangrove population. Makran Coast has a total of 7000 Hectares covered by mangroves.
MANGROVES IN KARACHI HARBOUR
[pic]
The Mangroves are found in Eastern & Western backwaters of Karachi Harbour. These Mangroves provide natural protection against land erosion and floods besides being an ideal place for roosting birds and of course, highly productive nursery, for Juvenile fish and shrimps. The “Once- upon-a-time” thick green forest in the Eastern & Western Backwaters have depleted and thinned down due to pollution and enormous population pressure. The total area covered by mangroves in these backwaters is approximately 700 hectares. Out of the 8 species which were found in the area about a couple of decades ago, now there are only 2 species namely Avicinnia Marina and Rhizophora, Avicinnia being the dominant.
THREATS TO MANGROVES IN KARACHI HARBOUR
Land based pollutants
Around 225 million gallons per day of untreated industrial and municipal effluents enter the harbour through 6 major drains and 13 small out falls and play havoc with the Marine Environment. The major drains are:
a) Lyari River 164 mgd.
b) Karli Nallah 7 mgd.
c) Pitcher Nallah 7 mgd.
d) Railway Nallah 4 mgd.
e) Frere Nallah 27 mgd.
f) Nehre-e-Khyam 16 mgd.
The pollutants detrimental to mangroves are:
■ Toxic pollution from industries
■ Heavy metals
■ Oil and greasy material
■ Non degradable solid waste
Cutting by loggers on commercial basis
Cutting of mangroves on commercial basis has been a great threat to this ecosystem.
Residents of slum areas such as Macchar colony, Hijrat colony and Sultanabad are involved in commercial logging. The timber merchants for this illegal harvesting use these residences.
There is multipurpose utilization of the mangrove wood.
All threats to Mangrove are to be addressed in letter and spirit. Accordingly, illegal cutting of mangroves is being harnessed through strict monitoring which include deployment of armed patrol boats and installation of long distance video cameras
Land encroachment
City population is increasing day by day
There is a tendency of encroachment in the Mangroves rich area on the backside of New truck stand at Mauri pur & Hijrat Colony in the Chinna Creek where illegal settlers cut off Mangrove.
Diversion of Waste Water Flow.
Shortage of non-saline water. Reactivation of the Clifton pumping station.
Recycling of treated watter from sewage treatment plant.
CONSERVATION STRATEGY
Although the Mangroves Forests have depleted substantially on the entire coast of Pakistan including Karachi Harbour, KPT is striving hard to conserve the existing forest and rehabilitate the denuded areas.
1). PROMOTION OF AWARENESS
Besides being quite vocal at different forums/meetings, KPT interacts with the local communities and NGOs on the issues of protection of this valuable natural asset.
Articles written in this regard by KPT appear in the print media from time to time.
2). COORDINATION & LINKAGES
MPCD maintain close coordination with Governmental and Non-Governmental agencies for the protection and uplift of Environment. WWF & IUCN’s community motivated program for the ecological appreciation including plantation of Mangrove have been extensively supported by KPT. WWF’s Wetland Centre at Sandspit has also been an outcome of KPT-WWF Cooperation.
KPT welcomes ideas and efforts from any organization/corporate sector towards improvement, rehabilitation or development in mangrove forest in KPT areas.
3). MONITORING & SURVEILLANCE
The Marine Pollution Control Department of KPT with the help of the Port Security Force ensures full protection of mangroves from the illegal poachers. Armed patrol boats have been deployed to keep the mangroves intact. Survey of Chinna Creek to identify areas where mangrove land has been encroached by the land grabbers is done from time to time. Measures are in hand to obviate further encroachment.
4). ECOLOGICAL REPLACEMENT.
For any development, work in the harbour cutting of mangroves is prohibited and the proponents are asked to go for other options even if they are quite expensive. However if no option is available than cutting would be allowed only under following conditions.
a) The cutting should not have a significant impact on the ecological balance.
b) Ecological compensation to be made through planting of at least twice the number of cutoff trees in the denuded areas and their monitoring till their stabilization.
REHABILITATION OF MANGROVES
Nursery Establishment.
1). KPT is engaged in rehabilitation of mangroves in Chinna Creek Area whereas plantation is being done in Sandspit area by WWF and IUCN. Initially on-site nurseries were established but the survival rate of sapling was very low due to strong tidal currents. With the adoption of a new technique of sowing seeds in plastic bottles in an in-house nursery and transplanting them at a height of 25-30 mm the survival rate has improved largely.
2). KPT is presently managing a nursery of 6-8000 saplings of Avicinnia Marina. The capacity is to be increased gradually to 15000 saplings. In addition, sowing of Rhizophora would continue but the saplings would be handed over to WWF-Pakistan for plantation at Sandspit.
KPT welcomes all suggestions and technical input on above policy on following contacts.
R.Y.Usmani, Manager MPCD, 0333-2371492/ryusmani@
Appendix ii. KPT’S environment policy (2002-2012)
INTRODUCTION:
The Karachi Harbour, which spreads over an area of 62 sq.km, receives a wide variety of pollutants from numerous sources, which include land based as well as marine based discharges in the harbour.
In realization of its responsibility, KPT embarked upon a massive Harbour Pollution Management Programme under KPT Modernization Projects Port V.
The Marine Pollution Control Department has adopted stringent measures against influx of pollutants in the harbour concurrent to massive cleanup operation. The Department has been provided with Oil Spill Response Equipment sufficient to address medium sized oil spills.
The maintenance cleaning of harbour surface pollutants is being done on daily basis through a dedicated debris collection boat and four Nos. boats hired for manual picking up of floating garbage.
The measures adopted by KPT in past few years have mitigated the influx of Marine Based Pollutants largely. The normal activities of MPCD include:
Activities list
In cognizance of its responsibilities towards protection of environment, Karachi Port Trust has during the past few years accorded top priority to rehabilitate and uplift the marine environment in Karachi harbour.
This policy provides an over arching framework for measures to be adopted by the KPT to address the environmental issues and interaction with relevant governmental and nongovernmental organizations.
The policy also spells out broad environmental guidelines for the departments actively involved in port operations and their satellite private concerns. It aims to protect the environment through pollution control and effective management of ecology, natural habitats and water quality.
2. VISION:
To achieve an absolutely clean and healthy harbour environment through adoption of Environment friendly practices working on the slogan “Environment Today Should Be Cleaner than Yesterday.”
3. GOAL:
The KPT environment policy aims to protect the harbour environment, conserve natural resources of the harbour in order to improve the working environment and quality of life of the people related directly or indirectly to the port operations.
4. OBJECTIVES:
The objectives of the policy include:
Meeting national and international obligations effectively in consonance with national policies.
Protection and management of the environmental resources in the harbour.
Mitigation of environmental pollution
Integration of environmental considerations in planning and development projects.
Capacity building and promotion of awareness.
5. SECTORS:
Following sectors have been identified.
■ Pollution control and Solid waste management
■ Marine biodiversity
■ Mangroves forest
■ Air Quality and Noise
■ Energy efficiency and renewables considering global warming/ climate change
■ Multilateral environmental agreement
■ Environmental impact on trade and shipping
■ Contingency planning
6. IMPLEMENTATION:
A world class Marine Pollution Control Centre has been set up by KPT, which is equipped for oil spill response, debris collection and a laboratory for water quality monitoring. The staff is trained for activities covering all aspects of protection of Marine Environment.
The Karachi Harbour, which spreads over an area of around 62 Sq. kms, receives diversified pollutants from Land Based as well as Marine Based sources. These include around 200 mgd of untreated Industrial-cum municipal waste from the city, operational wastes from hundreds of fishing crafts in Karachi fisheries; refuse from various industrial and commercial premises situated on the perimeter of the Harbour and operational emissions from Ships calling Karachi Port.
6.1 The MPCD has been assigned following objectives to address the said issues.
a) To address all issues related to protection of environment and pollution control in all areas within Port limits.
b) To undertake immediate, cost effective, low-tech clean-up operation in the Harbor.
c) Training of Staff in combating Marine Pollution and efficient use of Pollution Control Equipment.
d) To monitor the Oil Piers for detection of possible Oil spills and provide a quick response.
e) To ensure implementation of international convention including MARPOL 73/78, LDC, etc to which Pakistan is a signatory since November 1994.
f) Administer the Oil spill contingency plan up to Tier I level.
g) Create awareness among KPT worker and port users regarding environmental issues in the Harbour.
To meet the above objectives the MPCD conduct following activities on regular basis.
■ Oil Spill Response.
■ Ships Inspection.
■ Harbour Surveillance.
■ Harbour Cleaning.
■ Environmental Audit in Oil Installations Area.
■ Water Quality Monitoring.
■ Fitness of Oil/Water Barges.
■ Fencing of Oil Tankers by Oil Boom.
■ Monitoring Shore Disposal of Wastes.
■ Rehabilitation of Mangroves.
■ Cooperation with other Agencies.
■ IMO Workshops.
■ Scrutiny of Environmental Impact Assessment Reports.
6.2 Ship Inspection
Through this inspection, it is ensured that the ship does not cause any pollution in the Harbour. Records related to production and disposal of oil sludge/plastic during past six months are checked to verify if the ship has discharged this stuff in the oceans, which is strictly prohibited. The ships bilge water overboard discharge valves are required to be kept chained and locked in the Harbour. Performance of oily water separator is checked and it is also ensured that the ship does not have any connection through which oily bilges can be pumped overboard without passing through oily water separator even in open seas. This inspection is conducted strictly in accordance with provisions of MARPOL 73/78 and in case of any contravention; the ship is issued warning and subsequently penalized. The penalties have created sufficient deterrent and the Harbour has acquired cleaner surface in the context of oil pollution.
Garbage Disposal
Dumping of garbage, of whatever kind, is strictly forbidden. The MPCD strictly monitor the disposal of garbage from ships, which can only be done through contractors licensed by MPCD for the purpose. Besides garbage disposal of all other waste such as slops, sludge from ships is also done through license contractors.
6.4 Strategy for the Conservation of Mangroves
Although the Mangroves Forests have depleted substantially on the entire coast of Pakistan but KPT is protecting the mangroves of harbour in the greater national interest.
6.4.1 Rehabilitation of Mangroves
Nursery Establishment.
KPT is working on rehabilitation of mangroves in Chinna Creek Area. 2 Nos. on-site nurseries have been established but the survival rate of saplings is not satisfactory. However a nursery set up at the Marine Pollution Control Department using a new technique of sowing seeds in plastic bottles has been quite successful.
Transplantation of Wildlings
Natural regeneration has also been utilized through transplantation of wildlings from the crowded to the denuded areas in Chinna creek.
Awareness
MPCD has been vocal about the importance of mangroves at different forum. In addition, MPCD’s articles/newsletter appears in print media from time to time.
Coordination & Linkages
MPCD has developed close coordination with other conservation agencies for the protection of mangroves. KPT support WWF & IUCN’s community motivated program in this regard.
Monitoring & Surveillance
KPT ensures full protection of mangroves from the illegal poachers.
Ecological Replacement.
For any development, work in the harbour the MPCD recommends to avoid the usage of mangroves land. If unavoidable MPCD ensures ecological replacement of equal quantum of mangroves consumed during development activity.
6.5 Harbour Surveillance
Strict surveillance of the harbour is carried out once or twice a day during which pollution status form is filled up. This form is a layout of the harbour on which presence of pollutant is entered through notations. Also if there is any evidence/indication of pollution caused by any ship, craft or cargo operations, the polluter is issued memo and subsequently penalized.
6.6 Harbour Cleaning
KPT has arranged to collect the debris from harbour waters on daily basis. One Debris Collection Boat, built for the purpose has been acquired by KPT. In addition four Nos. boats hired for the purpose are deployed during light hours. Furthermore solid floatation Booms are deployed at strategic locations to arrest floating debris.
Oil Spill Response
The department has been provided with oil spill response equipment consisting of oil booms, skimmers, dispersants spray systems, floating and onshore collapsible tanks, work boat etc, sufficient to combat medium sized oil spill. With an experience of around Eight years during which regular spill response exercises have been conducted. KPT’s Oil Spill Team stands high in expertise in the region.
Fitness of Barges
The oil barges plying in the harbour are issued NOC by KPT for their annual certification for which the barges are inspected to ensure that they have sufficient arrangement to avoid oil spillage during operation. Also it is ensured that the oil spaces of the barge have proper sealing arrangement so that no oil is released in case of sinking of barge.
Environmental Audit in Oil Installations Area
KPT conducts door to door environmental audit of oil and chemical handling companies in the oil installations and timber pond areas. Normal operational discharges are examined and Companies discharging their operational wastes into sewerage lines are issued memos for explanation. Companies have been asked to improve their internal and external environment.
Water Quality Monitoring
The department has a laboratory for water monitoring of quality of harbour water and fresh water which is supplied to oil tankers. The Laboratory is equipped with Spectrophotometer, BOD Incubator, Dissolved Oxygen/TDS/Conductivity Meter and other devices for checking important pollution parameters.
Shore Reception Facility
The ships calling port need a facility where they can discharge their oily wastes and garbage generated during sea passage. This facility is provided to ships through private contractors. The activities of the contractors from receiving the waste to its final disposal are monitored by MPCD, KPT.
6.12 Provision of Shore Reception Facility to Oil Tankers for discharge of their tank washings.
The oil tankers calling Karachi, at times, need facility to get rid of tank washings contained in their slop tanks. This facility is available at only a couple of ports in the region. KPT has arranged to receive tank washing from oil tankers at Oil Pier-III.
Promotion of Awareness
Besides operational activities the department promotes environmental awareness among the general public in particular the port users, visitors and inhabitants of localities in the harbour area. The staff members of this department visit these areas from time to time for the purpose. Notices are periodically served to Hotels, Passenger Launches, Service Station & Stevedores to refrain from dumping their garbage etc. in water.
Cargo Handling
Strict Port Surveillance is done by MPCD Staff to check the cargo handling activity, which can cause pollution in the harbour. In case of dropping of waste/packing material etc, the Stevedore is penalized.
Appendix iii. SOP’s to Mitigate Pollution during Handling of Coal
The SOPs, for minimizing pollution during handling of coal have been prepared.
Standard Operating Procedures.
1. The Traffic Department includes ‘relevant instructions’ as per SOPs in each letter for “allotment of plot” issued to the stevedores for stacking of coal.
2. Before Commencement of cargo operation the Traffic Inspector Wharves ensures that tarpaulins of suitable size are rigged up between ship and berth to avoid spillage in sea.
3. The attending outdoor clerk (checker) of Traffic Department ensures that:
No truck is topped up above the hatch level,
The grab from ship’s crane is not opened before reaching the top of the heap on the wharf.
The truck does not leave the wharf without covering the hatch by tarpaulin,
The tarpaulin is lashed at least 3 points on each side of the truck.
The Port Security Force personnel at the gate do not let the truck pass if it is not properly covered or if there is any spillage of cargo from any opening, The PSF Mobile Staff checks the trucks for these violations during the passage from Gate to Coal Stacking Yard. They also keep a check on the speed of the truck, which should not exceed 15 km/hr on levelled and clear road.
The relevant staff of Traffic Department at the wharf and at coal stacking area ensures that the stevedores arrange for time to time spraying of water on coal heaps covering the entire surface area to avoid spreading of dust.
The MPCD Staff maintains frequent surveillance of the area and ensures that the stevedores maintain workforce at a minimum of 2 persons per 150 metres of the road for prompt cleaning of the area through which the trucks pass. In case of any violation the MPCD staff issues memo for penalty to stevedores. The General Manager (Ops) on case-to-case basis however approves the penalty. Also the Traffic Department Rep or PSF Rep. on the spot counter signs the memo and gets the signature/ thumb impression of the truck driver or cargo foreman, as the case may be.
The imposition of penalty is normally be at following rates.
|a) |Cargo operation without tarpaulin between ship & berth: |Rs.10,000/- against each memo |
| | |minimum. |
|b) |Opening of grab at level higher than top of the heap on the wharf: |Rs.1000/- each time. |
|c) |Loading of truck above hatch level: |Rs.1000/- each truck |
|d |Incomplete covering of truck hatch: |Rs.2000/- each truck. |
|e) |Not spraying water on complete area and allowing the coal dust to spread in atmosphere at|Rs.2000/-against each memo |
| |berth and at coal stacking yard: | |
|f) |Spillage of cargo by truck on the way |Rs.2000/- against each memo. |
|g) |Number of persons deployed for cleaning the entire passage of trucks from wharf to coal |Rs.1000/- against each memo. |
| |stacking yard less than 2 persons per 150 metres. | |
The above penalties have been kept low to establish the penalty system. These would be enhanced in future if found ineffective.
Appendix iv. Specimen of Memo for Coal Notice
Karachi Port Trust
(Marine Pollution Control Department)
No.MPCD/Coal.Notice/09/
2009
(Specimen of Memo)
M/s.----------------------
--------------------------
SUB:-POLLUTION CAUSED DURING DISCHARGING/SHIFTING OF COAL FROM MV-------------------------- AT BERTH NO.------------------
During Port Surveillance at ----------- hrs dated------------------ following discrepancies were observed in handling of coal by your personnel/trucks causing pollution in the area.
|a) |Cargo operation without tarpaulin between ship & berth: |
|b) |Opening of grab at level higher than top of the heap on the wharf: |
|c) |Loading of truck above hatch level: |
|d) |Incomplete covering of truck hatch/improper lashing: |
|e) |Not spraying water on complete area and allowing the coal dust to spread in atmosphere at berth and at coal stacking |
| |yard: |
|f) |Spillage of cargo by truck on the way |
|g) |Number of persons deployed for cleaning the entire passage of trucks from wharf to coal stacking yard less than 2 persons |
| |per 150 mtrs. |
|h) |Negligent driving, over speeding etc for truck. |
The above discrepancies have made you liable to a penalty of Rs.---------------.
The pollution resulting out of mishandling of coal is violation of KPT Act.
Foreman-------------------------------------------
Truck Driver-------------------------------------- Truck Number--------------------
Traffic Deptt Rep.--------------------------------
Port Security Force Rep.--------------------------
Anti Pollution Officer
Appendix v. Inspection & imposition of penalty on ships/
land based polluters.
1). The Marine Pollution Control Department conducts inspection of the ships calling Karachi Port in consonance with MARPOL 73/78. Through this inspection, it is ensured that the ship does not cause any pollution in the Harbour as well as during sea voyage. Records related to production and disposal of oily sludge & category-1 garbage (plastic etc) during past six months are checked to assess its past performance in the context of pollution prevention.
2). The ships bilge water overboard discharge valves are required to be kept chained and locked when the ship is not en-route. Performance of oily water separator is checked and it is also ensured that the ships does not have any connection through which oil bilges can be pumped overboard without passing through oily water separator even in open seas. The inspection is conducted very strictly and in case of any contraventions, the ship is issued warning and subsequently penalized. The penalties have created sufficient deterrent and the harbour has acquired cleaner surface particularly with reference to surface oil accumulation.
3). Imposition of penalty on ships and other polluters is covered by following legal instruments
i). KPT Act:
Under Section-90 of KPT Act, penalty up to Rs.10 million can be imposed on ships and other vessels against causing pollution in the harbour, in addition to cleaning charges.
ii). Ports Act
Under Section-21 of Ports Act penalty up to Rs. 50000 can be imposed on any polluter of harbour water from land side. This penalty is however in the purview of Directorate General, Ports & Shipping Wing, MoP&S.
iii). Merchant Shipping Ordinance 2001
Under this, Ordinance Port Authorities may:
i). Inspect the ships to confirm compliance with, MARPOL 73/78 and port’s requirement.
ii). Check all records including oil record book, garbage record book, IOPP certificate and other relevant documents.
iii). Impose penalties on discrepancies or contraventions which indicate that sufficient measures have not been adopted by the ship to prevent pollution in harbour
iv). MARPOL 73/78
Article 4 sub-paras - 2 & 4
Any violation of the requirements of the present convention shall be prohibited and sanctions shall be established therefore under the law of that party. Whenever such a violation occurs that party shall either;
a). Cause proceeding to be taken in accordance with its own law, or
b). Furnish to the administration of the ship such information and evidence as may be in its possession that a violation has occurred.
The penalties specified under the law of a party pursuant to this article shall be adequate in severity to discourage violations of the present Convention and shall be equally severe irrespective of where the violations occur.
v). Pakistan Environmental Protection Act-1997.
Under this Act, Environmental Protection Agency is the regulatory body and all penalties are imposed through Environmental Magistrate / Tribunal.
Section 26: The Federal Govt. may ,by notification in the official Gazette, delegate any of its or of the Federal Agency’s powers & functions under this Act & the rules & regulations made there under to any provincial Govt., any Govt. Agency, local council or local Authority.
4. Normally penalty is recommended by this office under either KPT Act or Port Act, As the KPT Act covers pollution caused by ships only, the Port Act is used for pollution caused by shoe based installations and cargo handling companies.
5. This is to mention that the KPT Act, Section-77, stipulates that the offences against KPT Act would be cognizable by a Magistrate. However KPT has been imposing and recovering the penalty on ships without involving any Magistrate for the past over 10 years and no one has challenged this act yet. Also as mentioned above the DGP&S is the final authority for imposition of penalty as per Ports Act.
6. Penalty up to Rs.100000/- has been imposed on ships by MPCD in the past on causing pollution in the harbour (excluding oil spills from MT.Golden Gate & Tasman Spirit). In case of any discrepancy observed in pollution prevention measures without any indication of actual pollution caused by the ship, a token penalty of Rs.20000 to 50000 depending on the severity of the offence is recommended by Manager (MPCD) for imposition on the ship after Chairperson’s approval.
However the ships are informed about the inspection and penalty regime upon arrival by the Ship Agent through a notice which depicts maximum penalty on different contravention as follows.
|1 |Bilge overboard valves found not locked |Rs.50,000 |
|2 |Bilge overboard valve found not locked with positive indication of oily water |Rs.50,000 |
| |discharge through this valve in recent past. | |
|3 |Presence of system for routine discharge of oily bilges directly overboard with |Rs.50,000 |
| |overboard valve not locked. | |
|4 |Actual pollution caused by ship:- | |
| |A |Oily Water Discharge |Rs.100,000 |
| |B |Disposal/Dropping of garbage in water |Rs.50,000 |
| |C |Dropping of paint while painting hull |Rs.50,000 |
| |D |Dropping of molasses in water |Rs.50,000 |
| |E |Oil/Chemical Spill | |
| | |a. Accidental |Rs.100,000+Cleaning Charges |
| | |b. Deliberate |Upto Rs.10 Millions |
Manager (MPCD)
Appendix vi. Policy on Removal of Sludge / Oily Waste from Ships
As desired, a brief on subject matter is submitted as under:-
1. Preamble
The Ships during their sea passage produce a wide variety of operational wastes in solid, liquid and gaseous states. Regulations covering the various sources of ship-generated pollution and conditions under which they can be discharge in the Marine Environment are contained in the six annexes of the International Convention MARPOL 73/78. There are some emissions, which are strictly prohibited to be discharged by the ships at sea. This inter-alia includes oily sludge and waste oil. Sludge is produced during purification of fuel oils and lubricants. About 1% of the fuel oil is separated during purification as sludge, which can either be burnt in incinerators having controlled emissions or can be disposed of to shore reception facilities in port. In addition to sludge the engine room bilge water releases some dirty oil when passed through oily water separators. This dirty oil is also retained onboard for incineration or disposal ashore.
Another type of oily waste is the tank washing from oil tankers. The tankers are allowed to discharge this oily water through their ODME (Oil Discharge Monitoring Equipment) into sea while running at an speed of not less than 7 knots. Sometimes solid deposits of sludge are removed from the tankers, which is dispose of in bags.
The Regulation 12 of Annex- 1 of MARPOL 73/78 binds the Government of each party to ensure the provision of adequate port reception facilities for sludge, oily residues and oily mixtures without causing undue delay. Failure to establish adequate facilities is a breach of International obligations and will increase the risk of illegal discharges from ships. Provision of such facilities by Port Authorities through private contractors also fulfils this requirement, as stated in Para 3,5 of IMO’s manual on Port Reception Facilities. However, the Governments, in assessing the adequacy of reception facilities should also consider the technological problems associated with the treatment of wastes received from ships and their ultimate disposal.
2. Re-use of Sludge.
With the rising prices of oil the utilization of sludge for burning in open hearth furnaces has increased. Private parties in many ports in the developing countries now purchase the sludge, which the ships find expensive to dispose of in the developed countries. This is even done at the Governmental Level in the Chinese Port. A win-win situation is where the contractor does not charge any amount for his services of sludge removal and neither pays any price of the sludge to ships. This has mostly been the practice in Pakistani Ports.
The Pakistan Customs have during the past few years begun to charge Customs duty on the Oily Waste, which has legalized the re-use of the stuff.
3. Licensing Procedure.
In Karachi, the removal of sludge/oily waste from ships is done through private contractors who are licensed for the purpose by KPT.
The Deputy Conservator’s Office used to issue license to these contractors till December, 2000. There were around 15 to 20 Contractors at that time and after a dispute between two contractors, the Chairman assigned the task of licensing these contractors, to MPCD. Chairman also expressed displeasure over the growing number of these contractors.
This office took over the assignment from DC and with the approval of GM(Ops) established a prequalification Committee for award of license to the contractors keeping their number limited to ten. The present Prequalification Committee comprises of:
1. Manager MPCD Convener
2. DTM ( East) Member
3. Dy. Commandant PSF( E) Member
4. Dy. Director Vigilance Member
5. Dy. Port Intelligence Officer Member
The contractors have to deposit Rs.25000/= (refundable) as performance security. The annual license fee is Rs.2000/=. Prequalification committee renews the licenses each year and the conditions for renewal are that:-
There is no adverse performance report against the contractor.
The Contractor has done at least six jobs of sludge removal during the past year.
The contractors who do not qualify for renewal of license as per above conditions are replaced by fresh applicants to maintain a number of 10 at a time. Applications are invited through KPT Website each year. The fresh applicants are required to produce testimonials for experience and letters from at least 2 Nos. Ship Agents confirming that they would provide them with sludge removal task if licensed by KPT.
The license issued to the contractors (specimen attached) mentions the terms and conditions to be followed by the contractor.
4. Sludge Removal.
The Ship Agents assign the task of removal of oily waste to the contractor of their choice. Removal of Sludge is allowed only through road tankers. The Port Fire Services post their staff during sludge removal against usual fee. For each assignment, the contractor has to obtain NOC from MPCD. The Manager, MPCD, during ship inspection verifies if the requirement of sludge disposal made by the ship was genuine or not.
After paying Custom Duty and wharf age the sludge is transported by the contractors to their facilities where some of them separate water by gravity and some have installed fuel oil purifiers.
The sludge/oil collected after Red bricks manufacturers mostly in Punjab consume water separation. It is also sold to the Civil Works contractors for lubricating the shuttering for RCC works. There are quite a few other uses also.
Sometimes the sludge is removed from the tanks of crude oil tankers in solid form in large sized polyethylene bags. Disposal of these bags after emptying is an issue as burning them is not acceptable to Environment Protection Agency.
Submitted please
Manager (MPCD)
Appendix vii. Inspection Report of Water/Oil Barge for the
Licence Renewal
KARACHI PORT TRUST
MARINE POLLUTION CONTROL DEPT
(INSPECTION REPORT OF WATER/OIL BARGE
FOR THE LICENCE RENEWAL)
Report No.---------------------Inspection Date-------------------------------- Time----------------------Location----------------------------Name of Barge---------------------------------------Type--------------
Owner-------------------------------D.C. Ref. Letter No---------------------------------Dt-----------------
Agency---------------------------------------------------Arrival Date (Anchorage)------------------------
DOCUMENT:
1. DC License Fee Receipt-----------------------------------------------------------------------------
2. CAO Challan for Tonnage & Wharfage-----------------------------------------
3. Previous Copy of License--------------------------------------------------------
4. MMD Service Certificate---------------------------------------------------------5. Dangerous Cargo Certificate----------------------------------------------------
6. Cool Certificate of MMD---------------------------------------------------------7. Driver/Syrang Certificate of MMD----------------------------------------------8. Working Staff NIC Copies-------------------------------------------------------
EQUIPMENT & POLLUTION REQUIREMENT ON BARGE:
1. Fire Extinguisher (Quantity)------------Expiry Dt---------------- Condition--------------
2. Life Bouy (Quantity)--------------------------------Condition------------------3. Life Jackets (Quantity)----------------------------- Condition------------------4. Scuppers (Quantity)--------------------------------Condition------------------5. Oil Tray (Quantity)--------------------------------Condition--------------------6. Sand Buckets (Quantity)---------------------------Condition------------------7. Hatch (Gas Kit)----------------------------------------Condition----------------
8. Exhaust Pipe-------------------------------------------Condition---------------
9. No. of Tanks____________________________ Condition______________________
10. Oil Capacity _________________________________ Liters __________
11. Communication_________________________ Condition______________
12. Fuel & De-fueling Valve_________________ Condition________________
13. Wooden Dust---------------------------------No. of Fuel Pump----------------
14. Navigation Signed
(a) Mooring or Anchorage (b) Sailing (c) Towing (d) Not under command
REMARKS:
----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Appendix viii. Vessel Inspection Form
KARACHI PORT TRUST
Marine Pollution Control Dept
(VESSEL INSPECTION REPORT)
Report No.-----------------Date------------------- Time------------------Berth No--------------------(EW/WW)
MV-------------------------------------------------Flag---------------------------IMO NO.------------------------------
Call Sign------------------------------------------GRT------------------------------Type---------------------------------
Agency----------------------------------------------------------Arrival Date (Anchorage)---------------------------
DOCUMENT: Year of Build ---------------------IOPP Certificate: Issued at ------------------------Date-----------------Expiry------------------
IPP Cert.(Noxious Liquids): Issued at ------------------------Date-----------------Expiry------------------
IPP Cert. (Sewage): Issued at ------------------------Date-----------------Expiry----------------
Oil Record Book-I. C.12.1---------------------------------D.15.1--------------------------------------
--------------------------------- --------------------------------------
D.15.2----------------------------------- -------------------------------------
4. Garbage Record Book. ---------------------------------Last Disposal(Cat.1)--------------------------
5. Garbage Management Plan. ---------------------------------7.SOPEP-----------------------------------------
EQUIPMENT:
Oily Water Separator: Operations/Throughput----------------M3/h Alarm---------------------------
Sewage Treatment Plant--------------------------------------------------------------------------------------------
Incinerator Capacity--------------------L/h Performance------------------------------
Bilge overboard valve --------------------------------------------Direct Disch. Line-----------------------
GENERAL CONDITIONS:
Oily Water in Machinery space bilges------------------------------------Leakages---------------------------
Sludge in Sludge Tank----------------------------------------------- M3 Capacity--------------------------M3
Contents of Slop Tank------------------------------------------------- M3 Capacity------------------------M3
Garbage Storage-------------------------------------------------------------------------------------------------------
REMARKS: -----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
|Signature & Stamp | |Manager (MPCD) |
|Master of the Vessel | | |
Appendix ix: Vessel Memo
KARACHI PORT TRUST
Marine Pollution Control Dept
Memo No.--------
MASTER Dated------------
MV/MT------------------------------------------------
found following discrepancies regarding
Your Vessel is reported to have caused following Pollution in the Harbour:
-------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------Your comments on the above should reach the undersigned by---------------------
failing which the case would be decided unilaterally.
Manager (MPCD)
MASTER COMMENTS---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Please note that any penalty imposed on the vessel in this context would be recovered by Karachi Port Trust from the Let Pass Deposit of your Ships Agent who is entitled to obtain a letter of Indemnity from Master/Principal in this regard prior sailing of your vessel.
Received
MASTER MV/MT-----------------------------------.
Appendix x: London Dumping Convention
1. Black List
Under Article-IV, Annex-I following substances are included in “Black List”.
■ Organohalogne Compounds
■ Mercury & Mercury Compounds
■ Cadmium & Cadmium Compounds
■ Persistent Plastics
■ Oil & Oil Products
■ High Level Radio active substances
■ Materials produce for Biological warfare
■
Note (1) :- Item-viii gives exemption to the above listed substances which are “rapidly rendered harmless” provided the do not make edible organisms un palatable or in danger human health or that of domestic animals.
Note (2) :- Item-xi gives exemption to dredged material containing the above substances as trace contaminants but subject such materials to Grey List status.
2. Grey List
Under Article 4, Annex-2 following substances are included in ‘Grey List”or special care substances.
■ Wastes containing significant amounts of arsenic, lead, copper, zinc, organosilicon compounds, cyanides, fluorides, pesticides and their by products,
■ Additional list in the case of disposal of large quantities of acids and alkalis: beryllium, chromium, nickel, vanadium,
■ Generally bulky wastes, which may cause a hazard to fishing or shipping,
■ Radioactive wastes (other than high level),
■ Concerns incineration at sea,
■ Substances which, though non toxic, may become harmful due to the quantities in which they are dumped.
■ ANNEXURE-4: Oil Spill Response Equipment (List)
|S.NO. |ITEMS |QTY |
|1. |BOOMS |
|a. |Aqua Guard (18 mtrs). |05 nos. |
|b. |Offshore Booms (50 mtrs) |03 nos. |
|c. |Ro Clean Boom (25mtrs) |20 nos. |
|d. |Boom Reels |06 nos. |
|e. |Diesel Power Pack |01 nos. |
|f. |Boom System Container |01 no. |
|g. |Boom Anchor System |30 nos. |
|h. |Towing Bridle |10nos. |
|i. |Boom Inflates |02 nos. |
|2 |SKIMMERS |
|a. |Disc Skimmer |02 nos. |
|b. |Beach Skimmer |02 nos. |
|c. |Weir type Skimmer |01 no. |
|3 |DISPERSANTS |
|a. |Spray Unit |01 no. |
|b. |Portable Spray Sets |03 nos. |
|c. |Dispersant (600 ltrs, Drums) |80 Nos. |
|d. |Jet washer System with Gun + Chemical |01 no. |
|4 |TANK STORAGE | |
|a. |Onshore Tank |02 nos. |
|b. |Offshore Floating Tank |02 nos. |
|+5 |SMALL SELF-PROPELLED WORKBOAT |01 no. |
|6 |DCB Shaffaf |01 no. |
ANNEXURE-5: Pictorial Presentation
|[pic] | |[pic] |
|Plantation at KPT nursery | |Emergency boat for oil spill control |
|[pic] | |[pic] |
|Plantation at KPT nursery | |Equipment of MPCD-KPT for pollution control |
|[pic] | |[pic] |
|Equipment of MPCD-KPT for pollution control | |A view of existing berth no.15, showing the deteriorating |
| | |conditions |
|[pic] | |[pic] |
|View of existing berth no.15, | |View of existing berth no.16 |
|[pic] | |[pic] |
|View of existing berth no.17. | |Existing practice for solid waste storage at |
| | |berth# 17. |
|[pic] | |[pic] |
|A view of waste collected from harbour area. | |Manual lifting of waste collected. |
|[pic] | |[pic] |
|A view of SRB 1 & 2. | |Consultation with KPT staff |
|[pic] | |[pic] |
|A view of skin disease by not using protection equipment | |KPT truck collecting and transporting solid |
| | |waste at KPT |
|[pic] | |[pic] |
|KPT-MPCD personals inspecting and checking ship record for waste| |Checking of ship equipment |
|generation and disposal. | | |
-----------------------
Project Location
Bhit Island
Lower Harbour
Upper Harbour
E2465
Layari River
Proposed project site (KPT-East Wharf)
Keamari
220 mgd
7 mgd
16 mgd
................
................
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