PAKISTAN DEEP WATER CONTAINER PORT East of Keamari Groyne

PAKISTAN DEEP WATER CONTAINER PORT East of Keamari Groyne

Environmental Impact Assessment

Karachi Port Trust

April 2011 Final Report 9R5597

In partnership with

Enviro-Maritime Capacity Building Institute

��

Document title Environmental Impact Assessment Report

Status Final Report

Date March 2011

Project name Pakistan Deep Water Container Port East of Keamari Groyne

Project number 9R5597

Author(s) Various

Client Karachi Port Trust

Reference 9R5597/R001/303494/Lond

Issue Status Date Author Checked Approved 003 Final 11 April 2011 RY Usmani J Lavender

M Hill S Hinton

002 Draft 18 March 2011 Various J Lavender M Hill

S Hinton

001 Draft 10 November 2010

RY Usmani M Hill S Hinton

4 Dean's Yard

Westminster

London SW1P 3NL United Kingdom

+44 (0)20 7222 2115 Telephone +44 (0)20 72222 659 Fax

[email protected] E-mail www.royalhaskoning.com Internet

��

��

11.04.11 - PDWCP EIA_Final.doc 9R5597/R001/303494/Lond Final Report i April 2011

CONTENTS Page

1 INTRODUCTION 1 1.1 Background 1 1.2 The Project 1 1.3 The EIA Objectives, justification & EIA Team 6 1.4 EIA Methodology 8 1.5 Scoping 9 1.6 Meetings with Stakeholders 9

2 LEGISLATIVE FRAMEWORK 12 2.1 Environmental Policies / Plans 12 2.2 Legal Instruments 15 2.3 International Conventions 18

3 PROJECT DESCRIPTION 22 3.1 History of Karachi Port 22 3.2 Pakistan Deep Water Container Port - Description 23 3.3 Dredging and Reclamation 23 3.4 Marine Protection Works 25 3.5 Quay Wall Works 25 3.6 Navigation Aids 27 3.7 Clifton Beach Outfall 27 3.8 Project Alternatives 27 3.9 Project for Preferred Option 29

4 BASELINE ENVIRONMENT 30 4.1 Coastal Geography 30 4.2 Bathymetric Surveys 31 4.3 Grain Size Analysis 32 4.4 Seismology 36 4.5 Weather Conditions 39 4.6 Hydrodynamics 41 4.7 Sedimentation 50 4.8 Water Quality 56 4.9 Sediment Quality 68 4.10 Air Quality 76 4.11 Noise 78 4.12 Coastal & Marine Ecosystems 79 4.13 Coastal Fisheries 89 4.14 Landscape & Seascape 91 4.15 Navigation 94 4.16 Marine Archaeology 95 4.17 Socio-Economic Conditions 98 4.18 Services 100 4.19 Recreation and Tourism 101 4.20 Traffic and Transport 102

5 POTENTIAL IMPACT IDENTIFICATION 103 5.1 Impact Identification Strategy 103

11.04.11 - PDWCP EIA_Final.doc 9R5597/R001/303494/Lond Final Report ii April 2011

5.2 The EIA Process 103 5.3 Defining Significance 103 5.4 Mitigation and residual impacts 105 5.5 Summary of key activities and potentially affected attributes 105 5.6 Issues of Critical Importance 107 5.7 Risk of Hazards and Accidents 141 5.8 Impacts to sensitive environmental sites 142 5.9 Impacts to Other Human Activities 143 5.10 Cumulative & In-combination Effects 145 5.11 Screening Matrix 145

6 MITIGATION MEASURES 149 6.1 Introduction 149 6.2 Dredging 149 6.3 Disposal of Dredged Material 149 6.4 Construction of Breakwaters 150 6.5 Land Reclamation 151 6.6 Demolition of Existing Terminal Facilities 151 6.7 Construction of Quay Wall 151 6.8 Stockpiling of Dredged Spoil 151 6.9 Degradation of Water Quality 152 6.10 Hazards / Accidents 152 6.11 Other Issues of Concern 153 6.12 Mitigation Plan 153

7 ENVIRONMENTAL MANAGEMENT / MONITORING PLAN 157 7.1 Environmental Management Plan 157 7.2 Roles & Responsibilities 157 7.3 Execution of the Project 159 7.4 Environmental Management Plan (Matrix) 163 7.5 Monitoring & Surveillance 171

8 MONITORING REGIME 173 8.1 Objectives of the Monitoring Process 173 8.2 Monitoring the Impacts of the Channel Deepening Activity 173 8.3 Monitoring of Potential Sources of Hazards / Accidents 176 8.4 Monitoring of Coastal Species / Habitat 177 8.5 Monitoring & Evaluation Regime for KPT 181 8.6 Follow-up Meetings 182

9 TRAINING 183 9.1 Training Needs Assessment 183 9.2 Environmental Training Programme 184

10 CONCLUSION 185

11 REFERENCES 187

11.04.11 - PDWCP EIA_Final.doc 9R5597/R001/303494/Lond Final Report iii April 2011

APPENDICES Appendix A - Grain Size Distribution A1 Appendix B - Hydraulic Modelling B1 Appendix C - Air Quality Analysis Data Sheets C1 Appendix D - Environmental Management Plan D1 Appendix E - Marine Pollution Control Policy E1 Appendix F - KPT’s Environmental Policy (2002 - 2012) F1 Appendix G - KPT’s Mangroves Policy G1 Appendix H - KPT’s Policy on removal of sludge/oily waste from ships H1

11.04.11 - PDWCP EIA_Final.doc 9R5597/R001/303494/Lond Final Report iv April 2011

GLOSSARY

Term Definition BOD Biological Oxygen Demand CD Chart Datum

COD Chemical Oxygen Demand dB Decibels DC Deputy Conservator

DHA Defense Housing Authority DO Dissolved Oxygen

DWT Deadweight Tonnage ECNEC Executive Committee of the National Economic Council

EIA Environmental Impact Assessment EMP Environmental Management Plan EPA Environment Protection Agency ES Environmental Statement GI Geotechnical Investigation

HAT Highest Astronomical Tide HDPE High-density polyethylene HGV Heavy Goods Vehicle HRW HR Wallingford HSE Health, Safety and Environment IBA Important Bird Area IEE Initial Environment Policy

KESC Karachi Electricity Supply Corporation KICT Karachi International Container Terminal KPD Karachi Port Datum KPT Karachi Port Trust LAT Lowest Astronomical Tide LOA Length Overall

Met. Office Meterological Office (UK) MHHW Mean High High Water MHLW Mean High Low Water MLHW Mean Low High Water MLLW Mean Low Low Water MPCD Marine Pollution Control Department MPW Marine Protection Works MSL Mean Sea Level

NEAP National Environment Action Plan NEP National Environment Policy

NEQS National Environment Quality Standards NWFP North Western Frontier Province

Pcu Passenger car units PD Port Datum (equal to Chart Datum)

PDWCP Pakistan Deep Water Container Port PEPA Pakistan Environmental Protection Act PEPC Pakistan Environmental Protection Council

PMDCP Pakistan Marine Disaster Contingency Plan PIANC International Navigation Association

11.04.11 - PDWCP EIA_Final.doc 9R5597/R001/303494/Lond Final Report v April 2011

POL Petroleum, oil and lubricant products PR Pakistan Railways

SITE Sindh Industrial Trading Estates SQS Sediment Quality Standards STS Ship-to-Shore SW South West TCI Techno-Consult International TEU Twenty-foot equivalent unit

ULCV Ultra Large Container Vessel USD US dollars WER Weekly Environmental Report

11.04.11 - PDWCP EIA_Final.doc 9R5597/R001/303494/Lond Final Report vi April 2011

EXECUTIVE SUMMARY Background Karachi Port Trust (KPT) has embarked upon a massive programme for expanding its facilities for a wider global market. These include a comprehensive plan for extension of infrastructure and other facilities including incentives for transhipment. Accordingly KPT has conducted the feasibility of constructing a deep draught Container Terminal Complex to handle Post Panamax and Ultra Large Container Vessels (ULCV). There is a requirement for a deep water container port in the area as it would be able to facilitate large mainline ships / feeder vessels and help transform the Karachi Port into a transhipment hub of the region. Additionally, the development of a deep water container port would help to substantially reduce trading costs. The proposed new complex, Pakistan Deep Water Container Port (PDWCP) is to be located in the eastern foreshores of Karachi Port, which is presently exposed to open sea. A new harbour is planned to be created east of Keamari Groyne by providing breakwaters and dredging of an approach channel and manoeuvring basin (see Figure 1 below). Land for terminal development is to be partly acquired through reclamation. A potential source of suitable material could be acquired from capital dredging of the approach channel and turning basin. To provide shelter from the open sea, the new harbour will include breakwaters to the south and south east of Keamari Groyne. The east boundary of the terminal complex will have a sand dyke extending towards the Oyster Rocks to check for siltation and westerly littoral movement along Clifton shores. The project which is to be executed in phases is estimated to cost USD1.9Bn. It is proposed that the container terminal will have both road and rail connections to the hinterland including the proposed Cargo Village in the western backwaters of Karachi Port. Under the Pakistan Environmental Protection Agency (Review of IEE and EIA) Regulations 2000 Schedule II, there is a requirement for “Ports and harbour development for ships of 500t and above” to undertake an Environmental Impact Assessment (EIA). Therefore, an EIA for construction of the PDWCP (marine based components) has been prepared.

11.04.11 - PDWCP EIA_Final.doc 9R5597/R001/303494/Lond Final Report vii April 2011

Figure 1: layout of phase 1 of the proposed PDWCP

� Project Alternatives The EIA report depicts that KPT considered three alternatives for the project;

1) Location of deep draught berths in a new location (preferred scheme);

2) Increase cargo handling capacity at existing berths; and

3) Increasing dredge depth at the existing berths. Reasons for preferred option:

• The preferred location is the most easily accessible for the large ships when compared to any other part of Karachi harbour. Due to the tidal regime in the area, it is difficult for large ships to navigate the bend in the approach channel. The proposed location results in a straighter approach channel than currently exits;

• There is a need to expand due to commercial requirement for more handling capacity and the existing berths at Karachi Port would not be able to accommodate the anticipated increase in shipping volume. There is also limited space to expand at the existing site and therefore expanding into a Greenfield site was, in this case, a viable solution; and

• The existing shipping operations of Karachi Port area would remain absolutely undisturbed during the construction phases. The habitat sensitivities at the

11.04.11 - PDWCP EIA_Final.doc 9R5597/R001/303494/Lond Final Report viii April 2011

proposed location were not considered to be a major issue at the selection stage, given that is away from the mangroves and turtle nesting beaches. This location does not involve any relocation of the population or any adverse socio-economic impacts.

Project Details The project, which is to be executed in five phases, is estimated to cost USD1.9Bn. The five phases are designed to concentrate on different aspects of the development with Phase 1 incorporating the initial dredging of the channel, reclamation of land and construction of breakwaters, construction of the quay wall and construction of a limited number of berths. Phases 2 to 4 are involved with developing the berths (of which there will be 10 new berths created in total), and Phase 5 is the final stage of dredging. The EIA concentrates on phase 1 of PDWCP which comprises 4 berths having a total of 1500m quay length (details of the other phases are not known at this stage). A design vessel of 340m LOA, 48m beam and 14m draught with 9,000TEUs on board has been used for planning the PDWCP. The channel and berthing face will be dredged to -16.0mPD initially, but the quay wall is designed for -18.0mPD depth. This will cater for the ultimate design vessel, (400m LOA, 60m Beam and 16m Draft with 15,000TEUs on board), this size of vessel having being considered in the long term future planning of the region. The container terminal will have both road and rail connections to the hinterland including the proposed Cargo Village in the Western Backwaters of Karachi Port. The overall PDWCP development comprises of the following development components:

• Dredging and reclamation works;

• Marine protection works;

• Quay wall works; and

• Navigation aids. Dredging & Reclamation The dredging of the port approach channel and the turning basin together with dredging for quay wall works and the reclamation (using suitable material from the dredging operation to form the container terminal area to +5mPD) come under the scope of the dredging and reclamation works as follows:

• Dredging of existing approach channel at depth -12.2mPD to -16.0mPD;

• Dredging to create basin, at -16.0mPD with turning circle diameter of 510m;

• Reclamation using suitable dredged material to form container terminal area to +5.0mPD;

• Stockpiling of suitable dredged material for use behind the quay wall and any future expansion of the terminal;

• Disposal of unsuitable dredged material and surplus dredged material at KPT’s designated location; and

11.04.11 - PDWCP EIA_Final.doc 9R5597/R001/303494/Lond Final Report ix April 2011

• Design and construction of bunds to retain reclamation material. The time period stipulated for the above work is dependent on contractors but is estimated to be around three years during which period, the total dredged quantity would be 33.0Mm3 and the reclamation would consume 3.5Mm3 with 6.5Mm3 stockpiled for future use. The remaining dredged spoil would be disposed of at the designated disposal area, the location of which is yet to be determined. Marine Protection Works The Marine Protection Works (MPW) for the project shall include construction of three breakwaters. The MPW comprise rock or concrete (Core-LOCTM units) armoured breakwaters to provide shelter to the port basin and to minimise the sediment transport into the basin. The scope consists of:

• Existing Keamari Groyne - repairs as deemed necessary to strengthen the existing groyne;

• Keamari Groyne extension & breakwater - construction of extension (700m long) and stub breakwater (300m long);

• Oyster Rocks breakwater - construction of 2,500m long breakwater including a concrete pedestrian access extending as far as Oyster Rocks; and

• New Manora breakwater - construction of 1,100m long breakwater to replace the existing Manora breakwater which will be rendered redundant.

Keeping in view the significance of the project, the design parameters have been set giving due consideration to the wave conditions at the entrance to the Port of Karachi which are dominated by south-westerly (180° to 270°) offshore waves propagating from the Indian Ocean. Quay Wall The quay wall is to be constructed of in-situ bored reinforced concrete piles 2.5m in diameter. Similar, but smaller diameter, piles will be installed as part of the quay wall construction as support for the rear crane rail beam and as anchor piles for the quay wall, 50m to the rear. The quay wall is designed to be a single continuous alignment to maximise future operational flexibility. The quays are to be equipped with 150t capacity bollards and fenders sized for the largest vessels that may access the berths. The quay wall is designed to meet the Seismic Design Guidelines for Port Structures to PIANC 2001. PIANC advises for a performance-based methodology for the design of port structures in seismically active regions.

11.04.11 - PDWCP EIA_Final.doc 9R5597/R001/303494/Lond Final Report x April 2011

Navigation Aids The Navigational Aids including buoys, lights, radar, communications and other aspects as considered necessary for a modem terminal shall be provided for the PDWCP. Baseline Environment In order to look at the impacts of the proposed development, the baseline conditions for the existing environment were described. The parameters included within the ES include: Coastal geography Coastal and marine ecosystems Bathymetry Coastal fisheries Grain size analysis Landscape and seascape Seismology Navigation Weather conditions Marine archaeology Hydrodynamics Socio-economics Sedimentation Services Water quality Recreation and tourism Sediment quality Traffic and transport Air quality Local community Noise A number of gaps were identified in the baseline presented and recommendations have been made with regard to relevant surveys which should be undertaken. Impact Assessment Impacts were assessed for each parameter where sufficient baseline information was available. The Impacts were divided into the construction activities and relevant impacts for each activity were assessed. Dredging of the channel The dredging operations are associated with the creation of a channel which is -16mCD and approximately 220m wide to be able to accommodate the large vessels. The key impacts identified were the increase in suspended sediment from the dredging and the potential for re-suspension of contaminants into the water column. Oxygen depletion and impacts to marine flora and fauna from smothering, physical disturbance and underwater noise were discussed. Impacts to fisherman and shipping through disturbance were also outlined. There is the potential for impacts during both capital and maintenance dredging. The baseline information was insufficient to determine the sensitivity of the marine environment and many of the impacts identified could not be fully assessed in terms of significance levels. Recommendations were made for survey work which could be undertaken to characterise the baseline.

11.04.11 - PDWCP EIA_Final.doc 9R5597/R001/303494/Lond Final Report xi April 2011

Disposal of dredged material It is proposed that 23Mm3 of dredged material will be produced through capital dredging for either disposal or placement. The location of the disposal / placement site is not yet known and therefore the impacts to the environment could not be determined. There are a number of potential options all of which would need to include environmental considerations. Construction of breakwaters Three breakwaters will be created around the PDWCP site in order to shelter the new berths from the waves and currents. Two breakwaters will be constructed to the east of the existing approach channel, and the Manora breakwater will also be replaced in order to shelter the entrance to the PDWCP. The impacts identified with constructing the breakwaters include loss of benthic flora and fauna, re-suspension of contaminated sediments, loss of historic features, noise and vibration impacts to the underwater environment and local community, reduction in air quality, and disturbance to navigation. Once constructed the breakwaters will impact on the hydraulic regime of the area and may cause starvation of sand further along the coast and sediment accretion. The breakwaters will also result in loss of fishing area. The impacts were assessed in terms of significance wherever possible although for many impacts the sensitivity of the baseline environment was not known. A moderate adverse impact was assessed for the impact on historic features, such as wrecks. Recommendations were made for survey work and modelling which could be undertaken to fully characterise the baseline environment. Land reclamation In order to create the terminal facility, reclamation of land is required. The impacts outlined for this activity include loss of benthic species to smothering and physical disturbance, res-suspension of contaminated sediments, underwater noise disturbance, noise impacts to local community, a reduction in air quality and increased numbers of traffic. Minor adverse impacts were predicted on the local community through noise and air pollution and increased traffic levels. Further information is required on the sensitivity of the baseline environment to fully assess the marine impacts. Demolition of existing terminal facilities There will be the removal of stacking sheds, a control tower and a mosque during the construction of the PDWCP. Impacts identified through demolition include a reduction in air quality, loss of facilities for the local community, water contamination, increased traffic and noise impacts on the local community and birds. No impact was predicted on marine life from underwater noise as the works are land based. Construction of quay wall The impacts associated with the quay wall construction were similar to those outlined for the construction of the breakwaters. However, as the quay wall requires the installation

11.04.11 - PDWCP EIA_Final.doc 9R5597/R001/303494/Lond Final Report xii April 2011

of a significant number of piles, the impacts to underwater marine species from noise and vibration were anticipated to be higher. The significance level could not be assessed due to lack of knowledge of the baseline environment. Recommendations for further survey work were outlined. Stockpile of dredged spoil It is proposed that 6.5Mm3 of material from the capital dredge will be stockpiled along Clifton Beach (see Figure 1). The impacts identified include release of gaseous emissions, release of dust and particulate matter, loss of benthic flora and fauna and loss of recreational facilities to the local community. There was not anticipated to be any impact to shipping from increased vessel movements. Mitigation Measures Mitigation measures designed to reduce or avoid environmental impacts arising from the proposed project have been recommended, and where appropriate, best practice guidance is recommended. The mitigation measures should be revisited following the assessment of all impacts. Monitoring Appropriate monitoring throughout the construction and operation of the port has been recommended, which includes recording the turbidity during dredging and monitoring of the water and sediment quality. The monitoring measures will only be valuable if the baseline conditions are surveyed in order to provide a comparison.

11.04.11 - PDWCP EIA_Final.doc 9R5597/R001/303494/Lond Final Report 1 April 2011

1 INTRODUCTION

1.1 Background

For the past few decades there has been an ongoing modernisation of ports and port related facilities all over the world and the ports which fail to keep pace with this process, particularly in the context of quick turn-around requirements of the modern ships, find themselves down-sliding in terms of cargo volume as well as reputation. With the emergence of a few hub ports in the region, such as Salalah, Karachi receives its international trade cargo through smaller vessels which means that the cargo is loaded from the load-port onboard mainline ships and then discharged at a hub port and reloaded onboard smaller ships for transport to the final destination. This results in a significant increase in the transportation cost. All ports thus desire to attract mainline ships but with the advent of larger sized mainline ships it becomes uneconomical for these ships to call at every port for smaller consignments. The planned extension works at Karachi will provide the port with the potential to accommodate large mainline ships (up to the largest E-class size) for national cargo and for trans-shipment to other countries by sea as well as on land. Accordingly Karachi Port Trust (KPT) intends to expand its services for a wider global market. The comprehensive planning for achieving this objective includes plans for extension of infra-structure and other facilities, including incentives for transhipment of containers, thereby increasing the trade volume handled by the Port. The Pakistan Deep Water Container Port (PDWCP) project is part of the KPT’s vision which inter-alia provides capability to synchronize with development and handling of modern vessels including 5th and 6th generation ships. The project, which is to be executed in five phases, is estimated to cost USD1.9Bn. The five phases are designed to concentrate on different aspects of the development with Phase 1 incorporating the initial dredging of the channel, reclamation of land and construction of breakwaters, construction of the quay wall and construction of a limited number of berths. Phases 2 to 4 are involved with developing the berths (of which there will be 10 new berths created in total), and Phase 5 is the final stage of dredging. Ultimately the berths will be constructed to accommodate ships of 340m LOA, 48m beam and 14m draught. The container terminal will have both road and rail connections to the hinterland including the proposed Cargo Village in the Western Backwaters of Karachi Port.

1.2 The Project

1.2.1 Karachi Port Trust The Karachi Port is administered by a Board of Trustees, comprising a Chairperson and ten Trustees. The Chairperson is appointed by the Federal Government and is also the Chief Executive of Karachi Port Trust (KPT). The remaining ten Trustees are equally distributed between the public and the private sector. 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 organisations. This way all port users find a representation in the Board of Trustees. KPT manages the affairs of the port in its entirety. It reports to the Federal Ministry of Ports and Shipping for approval of strategic decisions made by the Board.

1.2.2 Site Location The location of Karachi Port and its location within Pakistan are indicated in Figure 1.1. Figure 1.2 shows the existing layout of Karachi Port and Figure 1.3 shows the proposed location of PDWCP.

1.2.3 Timing There are a total of five phases planned for the development. The first phase, which is the largest involves the dredging and reclamation, construction of breakwaters, construction of quay walls, construction of navigation aids and construction of berths. Phases 2 to 5 involve development of the remaining berths and further dredging. Expected time (approximate) of completion of different phases:

1. Dredging and Reclamation Works 1.5 years;

2. Marine Protection Works 2.5 years;

3. Quay Wall Construction Works 2.5 year; and

4. Marine Navigation Aids 1 year. These activities are expected to overlap and the overall time period for completion of the port is anticipated to be around three years, depending on the contractors. �


Figure 1.1: Location of Karachi Port

11.04.11 - PDWCP EIA_Final.doc 9R5597/R001/303494/Lond Final Report 4 March 2011

Figure 1.2: Layout of Existing Karachi Port

� Figure 1.3: Proposed Location of PDWCP

��

�


1.2.4 Site Description The site for the project as shown above is situated east of Keamari Groyne. It will be accessible for shipping via a new channel emanating from the existing channel bend. The channel will be 300m (400m in future phases) wide and dredged to -16.0Mpd (meters below Port Datum equivalent to Chart Datum) (-18.0mPD in future phases). The existing 1,000m x 200m land area of Keamari Groyne Complex will be utilised to make an overall container yard having an approximate area of 900,000m². The area will be developed to meet the new port infrastructure. For the proposed layout see Figure 1.4. An oil Installation is located on the north of the site. By constructing a sea wall at the shore an area of land of 55Ha can be reclaimed and developed to provide a PDWCP project workplace. To the east of the site will be a 2.5km long breakwater (the Oyster Rocks breakwater) and to the west of the proposed harbour basin, another 300m long breakwater, extending from the newly constructed revetment at Keamari Groyne; these breakwaters will be developed to provide protection from waves during monsoons particularly for container handling. These structures will make the basin safe for navigation. A further breakwater to the west of the existing Harbour channel will be created by replacing the existing Manora breakwater with a 1.1km breakwater. This will provide protection to the PDWCP harbour entrance from wave action. Figure 1.4: Proposed layout of phase 1 of PDWCP


1.3 The EIA Objectives, justification & EIA Team

An Environmental Impact Assessment (EIA) is an environmental management tool used to ensure that undue or avoidable adverse impacts of the construction and operation of a project are identified, assessed and mitigated / prevented; and that the positive benefits of the project are enhanced.

1.3.1 Objectives The objective of the EIA process is to protect the marine environment during the implementation of the project through:

1. Predicting the nature and extent of impacts arising from the work;

2. Assessing the acceptability of these impacts;

3. Identifying suitable mitigation measures, where necessary, for incorporation into the design of the works so as to avoid, minimise and mitigate adverse impacts to an acceptable level; and

4. Designing a program of environmental management and monitoring to ensure that the impacts are kept within acceptable levels.

Impacts associated with the dredging of the approach channel, deposition of dredged material, construction of breakwaters, land reclamation, construction of the quay wall, demolition of existing facilities and stockpiling of material are all considered within this ES. There are some aspects of the project which have not been included, such as the quarries where the stone for the quay wall and breakwaters will be sourced from, and the onshore location for disposal of waste from demolition works, as these facilities will already have licences to cover the relevant activities. The transport of materials to and from these sites will, however, be covered in the ES. The ES describes the five phases of the project but only phase 1 is assessed as there is not enough detailed information available on the subsequent phases at this stage. Cumulative impacts of this project with other planned and existing projects in the area will be discussed within the ES.

1.3.2 Justification Executive Committee of the National Economic Council’s (ECNEC) Decision In Pakistan large development projects must be approved by the Executive Committee of the National Economic Council (ECNEC) through submission of a PC-I form in order for the developer to commence with the project. The ECNEC have stipulated that an EIA should accompany the PC-I as detailed below: “The Deputy Chairman of the Planning Commission should ensure that the PC-I form of the projects should invariably be accompanied by an Environmental Impact Assessment to be conducted by the respective sponsoring agency”.


IEE-EIA Regulations 2000 The Pakistan Environmental Protection Act, 1997 (PEPA, 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 requirements for EIA. The Pakistan Environmental Protection Agency (Pak-EPA) Review of Initial Environmental Examination (IEE) and EIA regulations, 2000 (IEE-EIA regulations, 2000), prepared by the Pak-EPA under the powers conferred upon it by the PEPA, 1997 categorises projects for the IEE (Schedule-1) and EIA (Schedule-2). Justification for Placement in Schedule-2 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 the construction of PDWCP Project is required. KPT’s Requirements The Marine Pollution Control Dept. of KPT ensures that IEE is prepared for all projects of KPT falling under Schedule-1 and EIA is prepared for Schedule - 2 projects in strict compliance with IEE - EIA regulations 2000.

1.3.3 The Institute’s Profile Introduction The EMCBI is a recently established Karachi based institute with the capacity to provide consultancy, advisory service and professional training to organisations seeking enhanced application of best international practices related to protection of the marine environment, marine operations, marine engineering, marine legal instruments, ports and harbours, etc. Resources In order to prepare this Environmental Statement (ES), a number of technical experts were resourced to provide input to relevant sections, in addition to the EIA team as described in Section 1.3.4. A list of these technical experts is provided below. RY Usmani Marine Chief Engineer Marine Environmentalist MAG Siddiqui Marine CE and Lawyer Marine Law Specialist SHH Bukhari Marine Chief Engineer Educationist (Marine Sciences) ZS Anwar Marine Chief Engineer Water Quality Specialist Shahid Lutfi Mechanical Engineer Environment and LEAD Auditor Dr J Mustaqueem PhD (M.Biology) Flora and Fauna Expert Capt Aziz Rao Master Mariner Dredging Expert The Institute has linkages with several other professionals / experts whose project-specific availability enhances the institutional capacity to no match in the maritime industry.


Programmes & Activities

• Consultancy and Advisory services;

• The Institute provides consultancy on projects related to marine operations including environmental considerations;

• Specialised advisory is available on oil spill response and implementation of IMO conventions; and

• The Institute conducts Environmental Impact Assessment (EIA) of marine based projects including construction and operation of ports and terminals, single point moorings, desalination plants and coastal zone industrial units.

Training Programmes Recognising the increased importance of environmental and safety training in today’s Maritime industry which also embraces oil transportation, the institute offers top quality environmental and safety training courses including tanker safety, terminal and tankers familiarisation, ship-shore inspection, response to marine oil spills and introduction to IMO conventions and their application on oil transportation.

1.3.4 The EIA Team The team from Techno-Consult International who have provided input to this ES include: Rashid Yahya Usmani Marine Environmental Expert Dr Moazzam Ali Khan Water Quality Expert Dr Javaid Mustaqeem Marine Biologist Shahid Lutfi Environmental Expert Sardar Ahmed Hydraulics Expert Syed Anzar ul Hussain Geological Expert

1.4 EIA Methodology

For the purpose of this EIA, a systematic process to identify, predict and evaluate the environmental effects of the proposed project activities has been adopted:

(a) Scoping: key issues have been identified and stakeholders were interviewed to include their concerns and expectations in the assessment. Identification and evaluation of project alternatives and site alternatives have also been covered;

(b) Baseline survey: All parameters representing the existing environmental status have been determined. Besides the data already available with KPT, Pakistan Space and Upper Atmosphere Research Commission (SUPARCO), Pakistan National Institute of Oceanography (NIO) and M/s HALCROW International consultancy, Pakistan, samples of sediments and water were taken and analysed at the Institute of Environmental Sciences, University of Karachi and a local geotechnical laboratory M/s Soilmat Engineers;

(c) The project impact on the environment has been studied thoroughly. Major impacts include aesthetical loss, ecological disturbances and biodiversity depreciation and change in hydraulic regime;

(d) Mitigation measures to prevent or minimise the potential adverse effects of the project have been studied and recommended; and


(e) Environmental Management and Monitoring plans have been proposed to ensure that the adverse impacts during the construction and operational phases are mitigated effectively or compensated through positive impacts in alternate areas.

Thus this EIA ensures that the environmental effects of the proposed development project are fully addressed together with the economic or social implications of the development. The EIA has been prepared in conformity with the national environmental laws and UN guideline for ports development. It includes the baseline conditions, site alternatives, scoping with stakeholders, impact assessment during the construction and operation phases, mitigation measures and environmental management plan.

1.5 Scoping

As the PDWCP project will affect the local environment as well as communities and commodities in and around, consultation was held with different stakeholders and communities to discuss different aspects of the project, including expected impacts on the physical, biological, and socio-economic environment of the project area.

1.6 Meetings with Stakeholders

Meetings were organised with different stakeholders, NGOs and local community in the vicinity of the project area to discuss the project, its components along with the environmental and socio-economic impacts of the project. Comments from all consultees are presented in Table 1.1. Table 1.1 Comments received during consultation process

Stakeholder Comments

NIO agrees with all the parameters listed in the proposed format of EIA study. In view of the discussion, it is presumed that the Oyster Rocks will be within the port basin area which would have severe impact on its ecology. This needs to be discussed as a separate chapter with all the mitigation measures In order to evaluate the impact of port construction and operation, the EIA report should include primary and secondary data pertaining to marine ecology, flora, fauna, water and sediment quality prior to dredging for impact assessment and mitigation measures. Since the port construction will have great bearing on the hydraulic regime of the area, attention should be given to the issues impacting the area in the vicinity of the proposed PDWCP due to change in hydraulic regime. The modelling studies for sediment transport should be conducted.

Director General National Institute of Oceanography

The data pertaining to wave, tides and currents should include SW monsoon data in addition to pre and post SW monsoon. Concern was expressed over the utilisation of large sea area for the port and loss of ecology related to Oyster Rocks. The need to study the ecology of the area in the baseline criteria was stressed.

Dr Fehmida, Deputy Conservator, Sindh Wildlife Department

The importance of dumping of dredged material at a suitable location to avoid adverse impacts on marine life was also emphasised.

Capt. Tariq Haleem, The construction of the port was commended as it was felt this would



accommodate modern ships and would be a maritime revolution for Pakistan. All facilities for ship handling, stevedoring, consignees and shippers should be provided as a One-Window operation.

Manager of Shipping Agency, Karachi

It was recommended that the local and international bank’s branches be allowed to work witihin the port area. There are currently 30 berths at the Karachi Port and 1619 registered dock workers are emplyed for day and night shifts. With berths 10 to 17 out of operation, there are presently an average of 70 workers per berth. The emergence of a new port would definitely provide new employment opportunities.

The Executive Officer / Secretary, Dock and Labour Board (working with KDLB since 1974)

Good quality canteens and adequate drinking water facilities must be provided within the port area for the workers and port users. The construciton of the new port with the latest facilities and technologies was appreciated. Proper training arrangements should be made for the operators so that state of the art operation is conducted with zero tolerance against safety and environmental violoations.

Deputy Traffic Manager (E), KPT (working for KPT since 21st May 1980)

Concern was raised regarding the incerase in port traffic The construction of a new port is an indicator of progress and the project is expected to provide sufficient 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, supply of goods to the ships etc at the new port

Nazim of Baba, Bhit & Shams Pir Island

It was felt that the construction of a new port would damage the fish habitat aound the project area

Traffic Inspector Wharves, Traffic Department

The construction of a new port was supported and it was recommneded that maximum amenities should be provided to the dockworkers. This may also include a drinking water filtration plant.

Driver, Fleet Section & Peon, Traffic Department

It was hoped that the construction of a new port would provide more jobs to the public but it was suggested that this port should not be privatised.

Chief Petty Officer, ODC, Port Safety Department

It was desired that International Safety Measures should be adopted in entirety for this port from the very first day.

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 bring untreated wastewater / sewage into 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. the EPA should ensure enforcement of NEQS for discharge of effluents by industries to public water bodies. the KPT should look into development of constructed wetlands along Lyari and Malir Rivers for biological treatment of waste water / sewage. High level pollution of seawater is causing corrosion of ships Dredging by the KPT is seriously disturbing benthic flora and fauna

Project Manager, WWF, Karachi

the KPT should plant Mangrove forestry, as they are first line of defence for the city

Director Coastal IUCN, The KPT should encourage plantation of Mangrove forest as they protect the



city against any Tsumami The KPT should take special care of silt transportation and deposut 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.

Karachi

The KPT should encourage biological treatment of wastewater coming into the harbour. The international contractor working at PDWCP stated that they do comply with all environmental and safety issues as per their company’s policy in letter and spirit.

International Contractor, KPT

They have prepared Health, Safety and Environmental Manual, which they are following in execution of their project. A series of roadside and focus group discussions were carried out with local community members 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 expressed concern on the heavy traffic which would generate from the port avtivity but they also welcomed the idea of the project and demanded that they should be provided jobs during its construction and operational phases A number of local residents commented that the port activities would not only bring prosperity to the country but would also enhance the image of Pakistani ports. The representatives of environmental NGOs expressed concern over the aesthetic loss of the Oyster Rocks because of the port. However, after a cost-benifit analysis of the situation, they agreed that the project would contribute towards the national economy in-so-far that the aesthetic loss is compensated by the contractor through environmental uplift in alternate areas such as plantation of mangroves in Chinna Creek.

Road Side & Focus Group Discussion with Communities

Overall, the prospect of the proposed Project was appreciated by different stakeholders and local communities. They expect it as a milestone in the development of the Port industry in Pakistan. However, they were concernd regarding safety of inhabitants due to vehicular movement during construction and operational phases of the project.


2 LEGISLATIVE FRAMEWORK

2.1 Environmental Policies / Plans

This section provides a synopsis of environmental policies, legislation and guidelines that may have relevance to the proposed project. It includes national environmental policies, legislations, guidelines; and international conventions / treaties / guidelines. The proponent of this project (KPT) will comprehensively follow the relevant requirements of the policy documents and legislative framework as well as those recommendations as described in the national and international guidelines for the proposed PDWCP. Many of these guidelines have been incorporated in the mitigation measures and the Environmental Management Plan (EMP) which has been formulated for the management of environmental, ecological and coastal resources.

2.1.1 National Environment Policies The following relevant policies are summarised below together with their implementation pathways for the EIA:

• National Conservation Strategy;

• The Biodiversity Action Plan;

• National Maritime Policy of Pakistan; and

• National Environmental Policy 2005.

2.1.2 National Conservation Strategy The National Conservation Strategy (NCS) is the primary policy document approved by the Federal Cabinet in March 1992. The three broad objectives of the NCS are:

• Conservation of natural resources;

• Sustainable development; and

• Improved efficiency in the use and management of these resources. The NCS identifies 14 core areas within which 68 specific programmes are identified, each with a long-term goal and with expected results and resource investments within the next decade. Examples of these core areas which are relevant to the PDWCP include conserving biodiversity, and preventing / abating pollution. Some of the specific programmes identified within these core areas are described below. Conserving biodiversity

• Management of national parks and protected areas;

• Development of new national parks;

• Development of new wetland reserves; and

• Programmes for endangered species. Preventing / abating pollution

• Shifting industry composition towards environmentally benign processes and products;


• Integrating clean, low-waste technology in new large manufacturing;

• Retrofitting of pollution abatement equipment in existing formal industry;

• Collection and treatment of wastes of urban small industries; and

• Vehicle tune-up and related programmes. Review of the NCS in 2000 concluded in approval of a National Environmental Action Plan (NEAP) by the Pakistan Environmental Protection Council under the chairmanship of the President / Chief Executive of Pakistan in February 2001. The Government of Pakistan (GoP) and United Nations Development Program (UNDP) have jointly initiated an umbrella support program called the National Environmental Action Plan - Support Program (NEAP-SP) signed in October 2001 and implemented in 2002. The development objective supported by NEAP-SP is environmental sustainability and poverty reduction in the context of economic growth. Implementation: Environmentally sustainable policies and socio-economic considerations.

2.1.3 The Biodiversity Action Plan The key to protecting the biological heritage of Pakistan lies in the involvement of local people and in the support provided by a competent institution for conservation and sustainable use. The Government of Pakistan has recognized the importance of these measures in the preparation of the National Conservation Strategy and in becoming a signatory to, and ratifying, the Convention on Biological Diversity (CBD) in 1994. Developing the Biodiversity Action Plan (BAP) for Pakistan, is the first attempt to meet the planning requirements of the NCS. It rolls into one the three processes called for under the Convention. Pakistan’s BAP provides a brief assessment of the status and trend of the nation’s biodiversity, outlines strategic goals and objectives, and identifies a plan of action that includes coordination arrangements and implementation measures. The development of the BAP has been the most significant direct steps towards addressing the biodiversity loss in Pakistan. The overall goal of the BAP is to promote the conservation and sustainable use of Pakistan’s biodiversity, and the equitable sharing of benefits arising thereof, for the well-being and security of the nation. Some of the key objectives from the BAP which are relevant to the PDWCP include:

• Objective 3: Enhance the enforcement of biodiversity-related laws;

• Objective 5: Develop and institutionalise systems to monitor key elements of biodiversity;

• Objective 7: Conserve biodiversity outside protected areas;

• Objective 11: Protect and encourage community-based biodiversity management systems;

• Objective 21: Institutionalise and strengthen EIA procedures for projects, programmes and policies; and


• Objective 24: Develop national funding mechanisms to support priority biodiversity conservation and management programmes

Implementation: Baseline criteria and impact mitigation.

2.1.4 National Maritime Policy of Pakistan The National Maritime Policy of Pakistan has recently been approved and notified (16th October 2002). Among other matters, the Policy advocates "Management of assets in a judicious manner with conscientious regard to the environment and international law". It also incorporates, "Ports, shipping, fisheries, offshore resource, petroleum, environment, tourism, R&D, human resource development and protection of maritime interest". One of the Policy Objectives is for the "Protection and conversation of the marine environment / ecosystem". Section IV of the Policy, among other institutions, holds the Port Authorities responsible under legislation to protect the marine environment within their prescribed limits. This includes tasks such as monitoring and combating spills. Implementation: Monitoring plan.

2.1.5 National Environmental Policy 2005 The National Environmental Policy (NEP) was approved by the Pakistan Environmental Protection Council (PEPC) in its 10th meeting held on 27th December 2004 at Islamabad under the Chairmanship of the then Prime Minister of the Islamic Republic of Pakistan. Thereafter the cabinet approved the policy on 29th June 2005. The NEP provides broad guidelines to the Federal Government, Provincial Government, Federally Administered Territories and Local Government for addressing environmental concerns and ensuring effective management of their environmental resources. It aims to protect, conserve and restore Pakistan's environmental resources in order to improve the quality of life of the citizens through sustainable development. The objectives of the policy include:

• Conservation, restoration and efficient management of environmental resources;

• Integration of environmental considerations in policy making and the planning process;

• Capacity building of government agencies and other stakeholders at all levels for better environmental management;

• Meeting international obligations effectively in line with the national aspirations; and

• Creation of demand for the environment through mass awareness and community mobilisation.

The Policy consists of six sections which include preamble, the national policy (goal and objectives), sectoral guidelines, cross sectoral guidelines, policy instruments, and implementation and monitoring.


A total of 29 policy guidelines relating to these instruments are proposed in the Policy. The policy guidelines which are relevant to the PDWCP are:

• 3.2 Air Quality and Noise

o ensure reduction and control of harmful emissions through regulatory programmes; and

o regulate vehicular emissions.

• 3.3 Waste Management

o adopt measures for mitigation of pollution caused by oil spills;

o establish a Marine Pollution Control Commission;

o develop environmental risk assessment guidelines for existing industries as well as new development interventions;

o develop national emergency response and accidents preventions plans to prevent and mitigate the effects of, accidents involving pollution of environment; and

o provide financial and other incentives (reduction / elimination of tariffs, low-interest loans, appreciation certificates and awards) for technology upgradation, adoption of cleaner technology, implementation of pollution control measures and compliance with environmental standards.

• 3.5 Biodiversity and Protected Areas

o ensure effective implementation of the Biodiversity Action Plan;

o prepare a national strategy and action plan for combating spread of invasive species; and

o protect fish habitats against both encroachment and pollution. The policy stipulates the Ministry of Environment to develop an "Action Plan for implementation in coordination with all relevant agencies at the Federal, Provincial, District and Local Government levels”. Implementation: EIA and EMP.

2.2 Legal Instruments

These statutes determine the legal obligations of the project sponsors in the context of environmental protection. During the construction phase and the operational activities the relevant provisions of the following legal instruments would be observed in letter and spirit:

• The Pakistan Environmental Protection Act, 1997;

• The Pakistan Environmental Protection Agency Review of IEE and EIA regulations, 2000 (IEE-EIA regulations, 2000);

• KPT Act 1886 as amended in 1994; and

• Ports Act 1908.


2.2.1 Pakistan Environmental Protection Act (PEPA), 1997 The Pakistan Environmental Protection Act (PEPA) (1997) covers the preservation of the environment, pollution control and biodiversity. PEPA 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 the environment. They do not specifically address the issue of coastal pollution but requirements exist for conducting IEE and EIA depending on the nature of the project. The Act prohibits discharge and emission of harmful substances in concentrations exceeding the NEQS. The Act also specifies the procedure for the handling of hazardous wastes. Section 14 of the Act reads as follows: “Subject to the provisions of this Act, no person shall generate, collect, transport, treat, dispose of, store, handle or import any hazardous substances except under a license issued by the Federal Agency or in accordance with the provisions of any other law for the time being in force, or of any international treaty, convention, protocol, code, standard, agreement or any other instrument to which Pakistan is a party.” 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. The Act acknowledges terms like “ecosystem”, “bio-diversity” and cites (convention on illegal trade of endangered species). Also any change in land or water use as a result of a project tantamount to a change in the environment. Implementation: Impact assessment, mitigation, monitoring and environmental management.

2.2.2 Pakistan National Environmental Quality Standards (NEQS) The National Environmental Quality Standards (NEQS) were drafted by the Pakistan Environmental Protection Agency (Pak-EPA) under clause (e) of Sub-section (1) of section (6) of the Pakistan Environmental Protection Act, 1997, and with the approval of the Pakistan Environmental Protection Council. They were implemented in 1993 and relate to municipal and liquid industrial effluents, industrial gaseous emissions and motor exhaust and noise. Generally for the protection of human health and the environment, emissions standards for vehicles are fixed for different parameters like carbon monoxide (CO), hydrocarbons (HC), nitrogen oxides (NOx), smoke and particulate matter (PM) which are emitted from vehicles and also for secondary pollutants (by-products) such as ozone. Implementation: impact assessment, mitigation, monitoring


2.2.3 Pakistan Environmental Protection Agency (Review of IEE and EIA) Regulations 2000 (IEE-EIA regulations, 2000) Under the Pakistan Environmental Protection Agency (Review of IEE and EIA) Regulations 2000 “Ports and harbour development for ships of 500t and above is in Schedule II, Para D, List of projects requiring an Environmental Impact Assessment.” Therefore, an EIA of the proposed construction of the PDWCP Project is required. Implementation: EIA in entirety.

2.2.4 Karachi Ports Trust Act 1886 as amended in 1994 Section 90: Port to be pollution free etc. (90.1) The Board shall be responsible for maintaining the environment in the areas

under the jurisdiction of KPT on land and within Port limits seaward, free from pollution.

(90.2) No discharge of solid, liquid and gaseous waste; or oily, noxious, radioactive and hazardous industrial effluents in concentrations exceeding NEQS; 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.

(90.3) 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.

Implementation: Environmental Monitoring and Management Plans.

2.2.5 Ports Act 1908 Under this Act a Polluter is liable to penalty and simple imprisonment for a term which may extend to six months. Implementation: Monitoring Plan.

2.2.6 National Parks legislation Pakistan has 25 national parks, 19 of which are under supervision of respective provincial governments and the remaining are in private care. Only some of these are under the conservation scope of the International Union for Conservation of Nature (IUCN). The Constitution of the Islamic Republic of Pakistan (Constitution of 1973) included protection and conservation of environmental areas in Pakistan. The Constitution of 1973 is the supreme law of Pakistan. The development of national parks in Pakistan was mainly carried out by the National Conservation Strategy of 1992 (see Section 2.1.2). Karachi is not located within any national parks – the two closest parks are Kirthar and Hingol National Parks, located approximately 50km north and 190km west from the DWCP repsectively.


2.3 International Conventions

• IMO Conventions MARPOL 73/78 and OPRC 90;

• The London Dumping Convention, 1972;

• United Nations Convention on Law of the Sea (UNCLOS-82); and

• CBD (Convention on Biological Diversity).

2.3.1 IMO Conventions MARPOL 73/78 & OPRC 90 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 minimising and eliminating pollution from ships. It covers two main subjects:

1) The special construction and equipment rules for the prevention of accidental pollution; and

2) The circumstances in which discharges in the sea are authorised. 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;

• Cause proceedings to be taken in accordance with its own law, or

• 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. Implementation: Inspection of Ships (EMP). OPRC 90 Under this convention, the signatory nation is obliged to adopt a national oil spill contingency plan and arrange for oil spill response equipment through its ports, oil companies, etc. which can be pooled up in case of medium sized oil spills. Accordingly, PDWCP will maintain a stockpile of OSR equipment as laid down in Pakistan Marine Disaster Contingency Plan (PMDCP). Implementation: Oil spill response (EMP).

2.3.2 London Dumping Convention 1972 The London Convention on the Prevention of Marine Pollution by Dumping of Wastes and Other Matter was originally 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. Under Article-IV, Annex-I the following substances are included in the “Black List”.

1. Black List

• Organohalogen Compounds;

• Mercury and Mercury Compounds;

• Cadmium and Cadmium Compounds;

• Persistent Plastics and other persistent synthetic materials;

• Crude oil and petroleum products;

• High level radioactive wastes; and

• Materials produced for biological and chemical warfare.

Note (1): Item-viii gives exemption to the above listed substances which are “rapidly rendered harmless” provided they do not make edible organisms unpalatable or endanger 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.

Under Article 4, Annex-2 the following less harmful substances are included in the ‘Grey List”or special care substances. These substances can only be dumped into the sea after a special permit has been issued:

2. Grey List

• 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);

• Incineration of waste at sea is also controlled; and

• Substances which, though non-toxic, may become harmful due to the quantities in which they are dumped.

Implementation: Disposal of dredged spoil (Impact assessment and mitigation).


2.3.3 United Nations Convention on Law of the Sea The UN Convention on the Law of the Sea was adopted and opened for signature in 1982. On 16th November 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, aircraft, platforms, or other man made 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 great detail issues such as Response to Marine Pollution Emergencies. Implementation: Monitoring plan.

2.3.4 Convention on Biological Diversity (CBD) The International Convention of Biodiversity was adopted during the Earth Summit of 1992 generally known as the Rio-Conference. The convention requires parties to develop national plans for the conservation and sustainable use of Biodiversity and to integrate these plans into national development programmes 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. Implementation: Impact mitigation and EMP.

2.3.5 Ballast water management convention The International Convention for the Control and Management of Ships Ballast Water and Sediments was adopted by consensus at a Diplomatic Conference at IMO in London on Friday 13 February 2004. General obligations of the Convention (Article 2) state that parties give full and complete effect to the provision of the Convention and the Annex in order to prevent, minimise and ultimately eliminate the transfer of harmful aquatic organisms and pathogens through the control and management of ships’ ballast water and sediments.


Under Article 5 (Sediment Reception Facilities) parties undertake to ensure that ports and terminals where cleaning or repair work of ballast tanks occurs have adequate reception facilities for the reception of sediment.


3 PROJECT DESCRIPTION

3.1 History of Karachi Port

Karachi due to its geographical and strategic location (see Figure 3.1) is known as the gateway to Asia. Considered as a safe harbour since time immemorial, Karachi was a small fishing village in the early Nineteenth Century. Historians identify it with its proximity to a place from where a part of Alexander's Army boarded the Greek Flotilla in 326BC. Figure 3.1: Plan of Karachi

By 1852, Karachi was an established city with a population of about 14,000 with a prosperous trade in overseas markets. However, the existing Port started taking shape in 1854, when the projects of dredging the main navigable channel and the construction of a mole or causeway joining the main harbour with the rest of the city were undertaken. About five years later, construction of Manora Breakwater, Keamari Groyne, the Napier Mole Bridge, Native Jetty and the Chinna Creek were started which gave shape to the port. The construction of the wharves started in 1882, and by 1914 the East Wharves and the Napier Mole Boat Wharf had been completed. During the period between 1927 and 1944, the West Wharves of the Port, the lighterage berths and the ship-repair berths were constructed. Most of these facilities were obsolete by the time Pakistan came into existence in 1947. Since then, the port administration has embarked on extensive development of the port on modern lines. At the time of independence in 1947, the Port capacity was about 1.5Mt of dry cargo and 1Mt of petroleum, oil and lubricant (POL) products per annum. Karachi Port is now handling over 11.74M tons of liquid cargo and 26.96M tons of dry cargo, including


1,213,744 TEUs (Twenty-foot equivalent units) which constitute about 60% of import / export for the country.

3.2 Pakistan Deep Water Container Port - Description

With a vision to transform into a modern, competitive, user-friendly port and a transhipment hub of the region, the KPT has embarked upon the PDWCP. This initiative braces KPT to cater to the new generation of container ships including fifth and sixth generation ships. The PDWCP would facilitate large mainline and feeder vessels and will help transform the Karachi Port into a transhipment hub of the region and in addition would help in substantially reducing the trading costs. The work will be divided into five phases in order to create the 10 new berths. The five phases are:

• Phase 1: dredging, reclamation, construction of the quay wall and breakwaters, and construction of berthing areas;;

• Phase 2: construction of berthing areas;

• Phase 3: construction of berthing areas;

• Phase 4: construction of berthing areas; and

• Phase 5: dredging. Phase 1 of PDWCP comprises four berths and will have 1,500m quay length. A design vessel of 340m LOA, 48m Beam and 14m Draft with 9,000 TEUs onboard has been used for planning the first phase of PDWCP. The channel and berthing face will be dredged to -16.0mPD (-16m CD) initially, but the Quay wall is designed for -18.0mPD depth (-18m CD). This will cater for the ultimate Design vessel, (400m LOA, 60m Beam and 16m Draft with 15,000 TEUs on board), the deepest ship being considered in the long term future planning of the region. The container terminal will have both road and rail connections to the hinterland including the proposed Cargo Village in the Western Backwaters of Karachi Port. The overall PDWCP development comprises of the following elements:

• Dredging and Reclamation Works;

• Marine Protection Works;

• Quay Wall Works; and

• Navigation Aids.

3.3 Dredging and Reclamation

3.3.1 Proposed work The dredging of the port approach channel, basin, pocket for quay wall works and the marine protection works (breakwaters) will be carried out and suitable material used for the reclamation for the terminal yard area to +5mPD (+5m CD). This includes the following works:

• Dredging of existing approach channel from a depth of -12.2mPD (-12.2mCD) to -16.0mPD (-16.0mCD);


• Dredging to create basin, at -16.0mPD (-16.0mCD) with turning circle diameter of 510m;

• Reclamation using suitable dredged material to form container terminal area to +5.0mPD (+5.0mCD);

• Stockpiling of suitable dredged material for use behind the quay wall and any future expansion of the terminal;

• Disposal of unsuitable dredged material and surplus dredged material at KPT’s designated location;

• Dredging for quay wall pocket along the line of the new quay wall to -18.0mPD (-18.0mCD) to form formation level for quay wall construction;

• Design and construction of filter layers to retain reclamation material at boundary with breakwater structures; and

• Design and construction of bunds to retain reclamation material. The time period stipulated for the above work is dependent on the contractors but is estimated to be around three years during which period, the total dredged quantity will be 33Mm3, 3.5Mm3 used for the reclamation and 6.5Mm3 stockpiles for future use by KPT. The remaining dredged spoil, approx. 23Mm3 will be disposed of at the designated disposal area, the location of which should be determined prior to commencement of construction. Depending on the ground conditions / location, various types of dredgers such as Cutter Suction Dredger, Grab Dredger, Backhoe dredger Trailing Suction Hopper Dredger would be used to achieve the required depths for different sections of the project which include development of port basin and channel, quay wall and breakwaters foundation.

3.3.2 Existing disposal sites Maintenance site It is understood that a decision on where the maintenance dredged material should go has not been made at the time of writing this ES. Existing disposal sites for maintenance dredged material are south of the approach channel and on around the -7mCD contour for barge disposal from the KPT’s bucket dredger Aftab and about the -15mCD contour for the KPT’s trailer suction hopper dredger Mahmud Ul Hasan. These depths probably represent depths close to the minimum safe limits for disposal for the vessels used (KPT, 2004). Capital site A historic capital disposal site exists on about the -20mCD contour to the south of the approach channel. It is only used for capital dredge and is therefore, used infrequently. At this water depth the wave induced currents are much less than at the maintenance sites and the mechanism of wave stirring and tidal current transport dominates. This results in any placed material typically moving northwards (KPT. 2004).


3.4 Marine Protection Works

The MPW for the project shall include construction of three breakwaters. The MPW comprise rock or concrete (Core-LOCTM units) armoured breakwaters to provide shelter to the port basin and to minimise the sediment transport into the basin. The scope consists of:

• Existing Keamari Groyne - repairs as deemed necessary to strengthen the existing groyne;

• Keamari Groyne extension & breakwater - construction of extension (700m long) and stub breakwater (300m long);

• Oyster Rocks breakwater - construction of 2,500m long breakwater including a concrete pedestrian access extending as far as Oyster Rocks; and

• New Manora breakwater - construction of 1,100m long breakwater to replace the existing Manora breakwater which will be rendered redundant.

Keeping in view the significance of the project, the design parameters have been set giving due consideration to the wave conditions at the entrance to the Port of Karachi which are dominated by south westerly (180° to 270°) offshore and waves propagating from the Indian Ocean. The design life and standard for the breakwaters are 50 years and the design standard adopted for a life of 100 years. Standard practices for modelling have been applied for designing the breakwaters in particular for following parameters:

• Confirm the size of the Core-LOCTM armour units, particularly the armour unit placed;

• Confirm the selected crest level for the outer lengths of the breakwaters;

• Confirm the stability of the crest and leeside armour (during heavy overtopping);

• Confirm the stability of the toe armour, particularly at locations where it is to be founded on sand and protected with a scour apron; and

• Establish the ‘factor of safety’ within the design by testing the structures under both the design and overload conditions. This is particularly important for single layer armour units such as Core-LOCTM.

3.5 Quay Wall Works

The quay wall piling works will involve the installation of steel tubular sections in-filled with reinforced concrete. The first row is the quay wall itself, which consists of 2.5m diameter piles forming a closed retaining wall. Behind this is the rear crane rail beam which is supported on 1.2m diameter piles and at the rear of the construction, 50m behind the quay wall, is the anchor beam which restrains the quay wall and is supported by the third row, of 1.6m diameter piles. Each row of piles is to be installed at 2.6m centres, resulting in approximately 600 of each size of pile in total. The design is earthquake resistant and the distance between the quay wall and the anchor provides an improved response to seismic activity. The design scope is based on proven technology and complies with all of the performance criteria.


Following piling, installation of steel tie rods between the quay wall and anchor wall, concreting for cope beam and installation of quay furniture, such as bollards and fenders will be carried out. The quays are to be equipped with 150t capacity bollards and fenders sized for the largest vessel that may access the berths. Quay services, drainage outfalls and apron are to be added by the terminal concessionaire once they have been identified. The following facilities are provided in relation with the present design:

• A straight quay length of 1,500m, providing a nominal four berths of 340m length with a depth alongside of -16mPD (-16.0mCD) initially and -18.0mPD (-18.0mCD) finally, and able to accommodate vessels in the capacity range 750 TEU to 15,000 TEU;

• Crane rail slots for the installation of crane rails to allow operation of STS cranes; and

• Appropriate marine furniture including fenders and bollards for the expected vessels and ladders.

3.5.1 Construction Sequence

The envisaged construction sequence for the tied bulkhead wall is as follows:

1. Undertake initial dredging works;

2. Construct the concrete bored pile quay wall, rear crane beam and south end structure;

3. Place rock fill and sand fill;

4. Deep compact sand fill and existing sand layer up to -4.0mPD (-4.0mCD);

5. Remove sand fill down to tie rod installation level;

6. Construct the anchor wall and tie beam;

7. Install and connect the tie rods and take up slack, apply selected pretension, working in an agreed sequence;

8. Complete filling and compaction between front of anchor wall and rear of existing quay wall;

9. Construct first lift of new quay capping beam;

10. Fill and compact behind new quay capping beam and complete behind anchor wall;

11. Complete the new capping beam;

12. Complete filling behind the new quay wall and complete dredging;

13. Install bollards, fenders and ladders;

14. Excavate for and lay underground services; and

15. Construct new paving. The ground investigation and subsequent laboratory test findings show a varying soil profile, with stronger subsoil (sandstone, strong mudstone) indicated in the southern part


and weaker (clay, weak mudstone) in the northern part. For the design four different soil profiles were analysed named after the predominant soil in each of them. The quay wall is designed to meet the Seismic Design Guidelines for Port Structures (PIANC, 2001). PIANC advises on a performance-based methodology for the design of port structures in seismically active regions. Performance-based design, according to PIANC, is an emerging methodology, which was born from the lessons learned from earthquakes in the 1990s. Its goal is to overcome the limitations of conventional seismic design. Conventional building code seismic design is based on capacity to resist a design seismic force, but it does not provide information on the performance of a structure when the limit of the force-balance is exceeded. Conventional limit equilibrium design for relatively high intensity ground motions associated with a very rare seismic event would most likely result in construction cost too high. In performance-based design, appropriate levels of design earthquake motions must be identified and corresponding acceptable levels of structural damage must be clearly identified (PIANC, 2001).

3.5.2 Area for Future Use An additional area has been allocated which will be used to stockpile the top 6” layer of seabed dredged material as it cannot be used without degasification. It will be ensured that this material is not used for any construction purpose for at least 3 years to allow for degasification.

3.6 Navigation Aids

The Navigational Aids including buoys, lights, VTS, radar, communications and other aspects as considered necessary for a modem terminal shall be provided for the PDWCP.

3.7 Clifton Beach Outfall

The outfall at Clifton Beach requires modification as it currently discharges into the proposed PDWCP Basin and contains water contaminated with sewage. A potential option is to divert the outfall to outside the PDWP Basin, at the far side of the new breakwater, however this has not been finalised. Details of the outfall location should be investigated and finalised prior to construction of the PDWCP.

3.8 Project Alternatives

A number of alternative options were considered for the prospective location for the new container terminal in the Feasibility Study (KPT, 2004). The following options were assessed for the potential to develop deep draught container berths:

• Western Backwater;

• Upper Harbour; and

• Sandspit Beach area.


3.8.1 Western Backwater The option of developing deep draught berths within the existing harbour was considered at Western Backwater, which was the only suitable alternate location for this purpose. However, the cargo village project is planned at this site which would preclude the potential for port development within the project proposals. Relocation on the Manora side of the harbour is not viable as the infrastructure and road communication would be too cost intensive and time consuming.

3.8.2 Upper Harbour The option to increase the cargo handling capacity of existing operational berths to meet the future requirements of the Port without construction of PDWCP was also considered as an alternative. The total cargo handling over ten years up to year 2008 / 2009 has grown at the following average rates:

• Containers and Containerised Cargo - 9.7%;

• Break Bulk or General Cargo - 10.%;

• Dry Bulk Cargo - 12.5%; and

• Liquid Bulk Cargo - 2.1%. The total freight handled for the year 2007 / 2008 was 37.191Mt3 whereas total cargo handled by the Port has increased for the year 2008/09 to 38.731Mt3 (Table 3.1), a growth rate of 4.14% over the previous year. During the last half of 2009, growth has been 10%. Table 3.1: Cargo Handling Capacity of Karachi Port during 2008-09

Cargo Type Cargo Handling (Million Tons)

Container 1.249 Liquid 11.773 Dry General Cargo 15.529 Dry Bulk Cargo 11.428 Total 38.731

Source: PC-1. Reconstruction of berths 15-17A and SRB’S on East Wharves at KPT The overall port traffic and cargo handling is projected to double in the next ten years which will require more berths. If there is not the berthing capacity to meet demand then the freight charges, berth occupancy and waiting time for ships would increase. The cargo handling capacity of the existing berths can be increased through enhanced mechanical cargo handling devices but this would pressurise the existing cargo regime leaving a wide gap between achievable and desirable cargo capacity. Furthermore there is a specific requirement for the gearless berths.


3.8.3 Sandspit Beach The option to create a new entrance to the Port through the Sandspit beach in order to reduce the distance to connect to deeper water has been considered. This option would allow for deep draught ships to use the existing berths. There are certain limitations on the extent to which the existing berths and channel can be deepened as excessive depths would:

• Weaken the existing structure;

• Alter the hydraulic regime which may have significant consequences in terms of erosion of certain areas in the existing waterfront;

• Result in accretion of sediments towards the newly dredged area; and

• This would also entail increased maintenance dredging (granted this will also be required in the PDWCP development).

3.9 Project for Preferred Option

The PDWCP development is preferred for the following reasons:

• This area is most easily accessible for the large ships as compared to any other part of the Karachi harbour due to the wave climate in the channel and tidal restrictions. The existing bend in the approach channel can prove problematic, particularly during the monsoon season, as vessels need to maintain higher speeds to navigate around the bend. Furthermore, part of the existing navigational channel would be utilised for the deep water port;

• The existing shipping operations of Karachi Port area would remain absolutely undisturbed during the construction phases;

• Karachi is one of the most densely populated urban areas in the world. The requirement for expanding the port area has been identified, however, development at the existing port site is not feasible and therefore expansion into a Greenfield site was, in this case, a viable solution.


4 BASELINE ENVIRONMENT

4.1 Coastal Geography

4.1.1 Topography & Geology Plate 4.1: Photo of Keamari Beach

The proposed project is situated on the East of Karachi Harbour to the east of Keamari Groyne and south of Keamari oil installations area. The Seaview beach falls on the east of the project. The project would be encompassed by two breakwaters on the eastern and southern perimeter. The enclosed area would encompass the Oyster rocks which comprises five pillar structures made by tectonic activity.

4.1.2 Geological Description of Site Landscape and Surrounding Area Historically the coastal region is found to be of tertiary and post-tertiary origin. The region has been formed by the upheaval of land from the Tethys Sea, which once extended up to the northern border of Pakistan but, gradually withdrew with the rising of the Himalayas. The underlying rocks are mostly of marine origin, highly folded, faulted and fissured everywhere. They consist mainly of fine micaceous sand. The soil is derived from land drainage and river discharge. It is rich in salts such as sodium chloride, sulphates and carbonates, which come from shell fragments. The pH of the soils range from 8.2 to 8.4. The particular soil formation in and around the project area revealed the presence of sand bar deposits comprising of fine to coarse, micaceous sand. In addition to Oyster Rocks there are hard subsea rocks at the tip of Keamari Groyne extending seawards, as mentioned above. Extensive geotechnical investigation of the area has determined that the sediment type is a conglomerate mixture of sand and rock, and whilst harder than the surrounding sandy area it will be possible to dredge the whole area and no blasting is anticipated. Furthermore, the geotechnical survey has revealed the presence of rocks such as mudstone, sandstone, siltstone and conglomerate. These are to be given due consideration while planning the dredging within the area.


4.2 Bathymetric Surveys

The bathymetry of the area within the proposed port was recorded in February 2009 and the results of the survey are shown in Figures 4.1 and 4.2. Figure 4.1: Bathymetry of Surrounding Area

�


Figure 4.2: Wire Mesh of Project Area Bathymetry

� The baseline bathymetry has revealed that the water depth ranges from -0.2mCD to -4.0mCD in the south of the site. In order to gain the required navigation depths, the seabed has to undergo extensive and controlled capital dredging. In addition, bearing in mind the depth of the adjacent areas and the hydrodynamic conditions providing a source of material into the port there will be a need for routine maintenance dredging. For this purpose, sediment grain sizing (Section 4.3) and sand transport modelling (Section 4.7) of the seabed material has been carried out.

4.3 Grain Size Analysis

Based on past ground investigations by KPT the geology and ground conditions at the site is given in Table 4.1, in order of superposition. Table 4.1: Geology and ground conditions at PDWCP in order of superposition

Stratum Thickness (m) Description

Sand / Silt 0.5 – 11.0 Very loose to loose sandy silt / silty sand – present locally, mainly in the north-east of the site.

Sand 1.0 – 3.0 Medium dense to dense sand Sand 1.0 – 2.0 Very dense sand – present locally Silty Sand / Silt 1.0 – 5.0 Dense to very dense silty sand / silt Clay 1.0 – 8.0 Stiff / hard clay – present locally Claystone 2.0 – 15.0 Hard claystone Sandstone 5.0 – 10.0 Friable sandstone – present very locally Source: KPT (2007)


A new sediment survey was undertaken in February 2007 to identify the grain size distribution of the sediments in the proposed PDWCP development area. Figure 4.3 depicts the sampling locations (1-5) and the results of the sieve analysis (% finer by weight) are indicated in Table 4.2. The sediment size has been compared to the Wentworth scale in order to categorise the sediment. The results have been displayed graphically in Figure 4.4. Looking at the results it can be seen that sediment from sites1 and 2 display similar proportions of gravel and sands, with very coarse sand dominating the samples (73% and 81%). Sites 3 and 5 are dominated by medium sand and site 4 shows the finest grain size as it is dominated by fine and very fine sand. When compared spatially, sites 1 and 2 are both outside of the proposed PDWCP area, sites 3 and 4 are located within the dredged channel to the existing port, and site 5 is located within the proposed channel to the PDWCP. Therefore, the sediment in the proposed development area is similar to that in an area which has undergone regular dredging. The grain size analysis figures from these samples are displayed in Appendix A. Table 4.2: Particle size analysis (% fines by weight)

Sediment size Sample no V. fine

gravel (2.36mm)

V. coarse sand

(1.18mm)

Coarse sand

(0.6mm)

Medium sand

(0.3mm)

Fine sand (0.15mm)

V. fine sand

(0.075mm) 1 - - - 14 73 13 2 - - - 8 81 11 3 2 3 19 67 5 4 4 1 1 2 17 32 47 5 - 1 1 18 60 20

11.0

4.11

- P

DW

CP

EIA

_Fin

al.d

oc

9R55

97/R

001/

3034

94/L

ond

Fina

l Rep

ort

34

A

pril

2011

Figu

re 4

.3: L

ocat

ion

plan

for

grai

n si

ze a

naly

sis

sam

ple

site

s


Figure 4.4: Particle size analysis of sediment samples

V. fine gravel V. coarse sand Coarse sand Medium sand Fine sand V. fine sand

Site 1

14%

73%

13%

Site 2

8%

81%

11%

Site 3

2% 3%

19%

67%

5%4%

Site 4

1%

1%

2%

17%

32%

47%

Site 5

1%

1%

18%

60%

20%


4.4 Seismology

Tectonically, 75% of Pakistan lies on fault lines. The Pakistan coast is vulnerable mainly to two Tsunamigenic sources namely, the Makran Subduction Zone (TSU1) and the Murray Ridge (TSU2). The Makran Subduction Zone is an Active Plate Boundary. As such, it is a known site with potential for large (�7) and infrequent great (�7.8) earthquakes caused due to subduction of the Arabian Plate beneath the Eurasian Plate. The great earthquake of 28th November 1945 occurred offshore of the Makran coast south of Pasni with its epicentre at 63°E and 24.5°N. The magnitude of the event was 8.3. A widespread tsunami was generated which hit the coastal areas two hours after the first shock. The height of the tsunami was about 5m at Ormara. The Murray Ridge played a positive role during the great earthquake by obstructing the approaching tsunami waves to the coast of Karachi. The occurrence of a future Tsunami event from this source region cannot be ruled out. The seismic hazard zones of Pakistan are indicated in Figure 4.5.

4.4.1 Building Code of Pakistan According to one classification Pakistan has 15 seismo-tectonic regions. The proposed project is located in the seismo-tectonic region where a moderate level of seismic activity is believed to exist, but large magnitude earthquakes are rare. The Building Code of Pakistan places Karachi in Zone 2 corresponding approximately to Intensity VII of the Modified Mercalli Scale of 1931. Thus a building that is designed, for example, on the basis of Uniform Building Code Zone 2B, which corresponds to peak ground acceleration value of 0.2g, should be able to withstand the seismic load expected in the region.


Figure 4.5: Seismic Hazard Zones of Pakistan

�

Karachi


4.4.2 Project Area Seismology

The coastal areas of Karachi also cover the Indus Deltaic region and the seismic activity in the Indus Deltaic region is mainly due to active faults. The northern flank of Indus Delta is delineated by an E-W-fault. This tectonic lineament shows signatures of reactivation during the Pleistocene period and is also well evidenced by frequent seismicity. The earthquake hazard in the Indus Delta and the estuaries on the passive continental margin is mainly from intra-plate active faults, particularly the Rann of Katch Fault and Pab Fault and their strands. The most spectacular effect of the active fault of Rann of Kutcu which grazes the vicinity of Karachi was due to the severe earthquake of June, 1981. It resulted in the 6m uplift of a 16km wide and 81km long tract of alluvial land which blocked the eastern band of the Indus River (the locals called it Allah Band) (Oldham, 1926). Using aerial photographs scientists identified a complex series of faults in the region of Sindh Coast between Karachi and Rann of Kutch (see Figure 4.6). The main faults thus identified are generally oriented easterly, and slightly concave to the north. They roughly parallel the inferred zone of rupture for the 1819 event (Quittmeyer et al, 1979). Figure 4.6: Location of Active Faults Affecting Sindh Coast

�


A list of earthquakes with inland epicentres, since 1977 to date which affected the Indus Deltaic Creeks is given in Table 4.3. Under the influence of these earthquakes creeks depths and orientation changes, new islands emerge and sometimes existing alleviated areas are eroded Table 4.3: List of Earthquakes in Indus Deltaic Region

Date Latitude

(°N) Longitude

(°E) Depth (km)

Magnitude (Richter Scale)

26/09/1977 25.4 68.2 33 4.5

25/11/1982 25.6 67.9 33 4.9 17/12/1985 24.9 67.4 33 4.9

24/12/1985 24.8 67.6 33 4.7 10/09/1991 24.4 68.7 33 4.8

19/09/1991 24.3 68.7 33 4.7 23/04/1992 24.3 68.8 33 3.7

24/12/1992 25.2 67.7 33 3.6 05/02/1993 24.6 68.9 33 4.3 26/01/2001 23.4 70.32 17 7.6

4.5 Weather Conditions

4.5.1 Climate The coastal meteorology and hydrography of Karachi is controlled by the seasonal change in the North Arabian Sea i.e. monsoonal system. The data collected from various studies along the coast clearly show the influence of NE and SW monsoon winds. A general summary of meteorological and hydrological data is presented in the following section in order to understand the coastal hydrodynamics investigated in this study. The entire coastal area of Sindh is included in the warm monsoon climatic region. The climate is characterised by pleasant weather due to a sea breeze which blows all year round except for local disturbances during winter and summer months. Mild winter extends from November to February and a few cold spells occur occasionally due to western weather disturbances. Similarly, summer extends from March to June and hot weather sets in when ho winds start blowing from Rajasthan, India. When the pressure vacuum builds up in the north Arabian Sea or over Sindh-Kathiawar coast it stops the sea breeze over the Indus delta. Thereafter the temperature increases up to as high as 48oC, making the hot weather along the coast very uncomfortable. Seasonal fluctuations in temperature and monsoon rains characteristically indicate the climate of dry tropical and sub-tropical climate zone in this tract. Atmospheric aridity is the chief characteristic feature of this area.

4.5.2 Temperature and humidity The mean maximum air temperature variation ranges from around 25 - 33°C throughout the year (Figure 4.7). In July and August due to cloud cover the temperature is slightly lower than in May and June but the atmosphere is laden with humidity (85%). The temperature variation is composed of periodic and non-periodic components. Periodic changes are generated by the incoming solar radiation, while non-periodic ones are mainly due to changes in cloud conditions, vertical motion and mixing in the atmospheric boundary layer.


Humidity is a marked feature of the coastal region. It is generally higher in the morning in comparison with the afternoon. It also varies from place to place depending on its proximity to the sea. The average annual humidity for Karachi is 80%, ranging from an average of 60% in January/December to an average of 85% in August. The climate conditions for Karachi are summarised in Table 4.4. Figure 4.7: Climate graph for Karachi at an altitude of 2m

Table 4.4: Karachi weather averages

Months J F M A M J J A S O N D

Average min temp (°C) 13 14 19 23 26 27 27 26 25 22 18 14

Average max temp (°C) 25 26 29 32 33 33 32 31 31 32 30 26

Average temp (°C) 19 20 24 28 30 30 30 29 28 27 24 20

Average rainfall (mm) 7 11 6 2 0 7 96 50 15 2 2 6

Wet days (>0.1mm) 1 1 1 0 0 1 2 2 1 0 0 1

Relative humidity (%) 61 70 77 79 83 83 83 85 84 79 67 60

Av. wind speed (Beaufort) 2 2 3 3 3 4 4 3 3 2 2 2

Average no. of frosty days 0 0 0 0 0 0 0 0 0 0 0 0


4.5.3 Precipitation

Karachi is situated in a semi-arid climate zone and, therefore, the annual rainfall is quite low. The average of two decades (1970s and 1980s) shows that it varies between 150 - 250mm during the year. For Karachi the average number of rainy days / year is ten or less. However, most of the precipitation usually takes place within a short spell of 2 - 7 days. It is estimated that about 70% of the annual rainfall occurs in July and August, during the southwest monsoon season. The winter months (December to February) are less wet, but do have about 11% of the annual rainfall. The rest of the rain occurs in the form of mild showers or drizzles rarely exceeding 15mm at a time. Cyclones breed in the Arabian Sea and usually hit the coast near Bombay and Gujarat in India. They then pass overland towards the north-west and before hitting the coast of Pakistan veer off west towards the Arabian Sea where they dissipate. Karachi does, however, suffer from the effects of the passing cyclones such as strong winds, rough seas, swell and heavy rain but is saved from the destructive effects of the cyclones.

4.5.4 Wind Speed & Direction The wind is another important feature of the coastal region. It is variable, being faster in summer than in winter with the highest velocity observed during the monsoon period. The velocity increases from morning onwards to the evening. Northerly to North-Easterly winds prevail during the morning, changing to Westerly and South-Westerly directions for the rest of the day. The wind usually blows from 7.4 to 20.5km/h during summer but with the creation of the tropical depressions in the Arabian Sea the wind gets transformed into cyclonic storms attracting rains, with the result that high tidal waves sweep over large areas. This phenomenon occurs from June to September which indicates that cyclones are very much expected during the monsoon season. The worst storm ever recorded at Karachi was in June 1936 having a speed of 130km/h (DHA, circa 2007). The observation made in the National Institute of Oceanography study determines that, wind intensity during the month of January is relatively weak with a velocity of 2.5m/s, with a direction 45° from north and from February to May the wind direction swings between 270° and 45° while in April and May the wind speed shows an increase up to 3.5m/s (DHA, circa 2007). During the month of June the wind speed increases and ranges from 4 - 9m/s with a direction of 225° - 350°. Maximum velocities are recorded during the month of July i.e. from 9 - 12m/s with a prevailing direction of 225° - 315°. The month of July is usually considered as being the peak of the southwest monsoon. During the month of August wind speed ranges between 2 - 9m/s with a direction of 300° to 45° where as during the month of October and November, wind blows with varying speed, between 3 and 9m/s and direction shifts between 45° and 320°. During the month of December the prevailing wind speed is predominately 2m/s from a variety of directions varying between 225° and 135° (DHA, circa 2007).

4.6 Hydrodynamics

4.6.1 Wave Conditions The height of the waves near Karachi build up from April through May and June, reaching a peak in July, and then gradually decline. The waves largely disappear by the month of October. The mobility of sediments on the seabed off Karachi in the monsoon period is dominated by persistent large waves.


A recent application (2010) of the ARTEMIS Wave Disturbance Model in the Keamari Groyne area, shown below in Figure 4.8, indicates that a large amount of wave energy reflects off the east side of the channel into the Lower Harbour. The area is affected by wave reflection off Keamari Groyne and diffracted waves from Manora Breakwater. Wave heights do not exceed 1.08m at the berth for the year return period. Figure 4.8: Hydraulic regime at Karachi

Source: KPT (2007). The offshore wave conditions at Karachi are indicated as averages from two months in the year; July (Table 4.5) and September (Table 4.6). In July, the majority of waves are between 2.0m and 2.5m in height, with a mean period of 7.0 to 9.0s. In September, the majority of waves have a lower mean wave height of 1.0m, with a mean period of 6.0 to 7.0s. This means that in July the waves are larger but less frequent than in September when the majority of waves are much smaller but more frequent. However, in July, some 3.5m and 4m waves were recorded which are not included within the measurements but this does not entirely exclude their occurrence. Table 4.5: Wave Conditions Offshore Karachi (July)

Significant Wave Height (m) Wave Period (s) 0.0 1.5 2.0 2.5 3.0 3.5 4.0

6.0 - 7.0 0 227 398 170 38 0 0 7.0 - 8.0 0 208 1174 814 246 38 19 8.0 - 9.0 0 284 1098 1211 265 19 0 9.0 - 10.0 0 76 549 1080 398 57 19 10.0 - 11.0 0 38 152 720 265 38 0 11.0 - 12.0 0 0 57 114 57 0 0 12.0 - 13.0 0 0 57 76 0 0 0 13.0 - 14.0 0 0 19 0 19 0 0 Total 0 833 3504 4185 1288 152 38

Source: National Engineering Services Pakistan (Pvt.) (2006).


Table 4.6: Wave Conditions Offshore Karachi (September)

Significant Wave Height (m) Wave Period (s) 0.0 0.5 1.0 1.5 2.0 3.0

4.0 - 5.0 0 0 20 0 0 0 5.0 - 6.0 0 224 122 122 0 0 6.0 - 7.0 61 735 2838 980 245 41 7.0 - 8.0 0 286 1429 429 286 41 8.0 - 9.0 0 265 816 408 143 20 9.0 - 10.0 0 41 143 82 0 0 10.0 - 11.0 20 20 0 20 0 0 11.0 - 12.0 41 41 0 0 0 0 12.0 - 13.0 20 41 0 0 0 0 13.0 - 14.0 0 0 0 0 0 0 14.0 - 15.0 20 0 0 0 0 0 Total 162 1653 5368 2041 674 102

Source: National Engineering Services Pakistan (Pvt.) (2006).Table entries are probabilities expressed as

parts/10,000. Figure 4.9 indicates the existing wave height and mean wave directions from the ARTEMIS model. In addition to this change in direction, the energy density is modified, resulting in lower wave heights (Figure 4.10). For the wave conditions considered, waves are predicted to approach the port entrance from angles between 210°N and 230°N (Table 4.7) and be less erosive than the waves further offshore. . From Figures 4.9 and 4.10 and Table 4.7 it can be seen that wave heights outside of the harbour are relatively higher than those within the harbour and behind the existing Manora breakwater on the western side of the harbour. A noticeable difference in wave heights occurs between Points 30 and 29 and then again between Point 29 and 28. By Point 28 protection is provided from the prevailing wave direction by the Manora breakwater. For Points 10, 11 and 12 which are within the proposed PDWP area wave heights are relatively lower than further out in the approach channel but are higher than those recorded within the harbour. These existing conditions demonstrate that the port would be exposed to open sea and larger waves in the absence of the Manora breakwater.


Figure 4.9: Existing Wave Height and Mean Wave Direction from ARTEMIS in the area around

the proposed PDWCP

UK Met office 1 year return period 240° N, Water level = 2.4mPD. Source: HR Wallingford (2010)


Figure 4.10: ARETMIS model of existing wave height prediction points

Source: HR Wallingford (2010)


Table 4.7: Significant existing wave heights at wave prediction points

Return period 1 year 1 year Offshore direction 210 oN 240oN Mean period (Tm) Peak period (Tp)

7.8 10.9

7.8 10.8

WA1 n/a n/a WA2 2.51 2.93 WA3 2.43 2.89 WA4 2.37 2.88 WA5 2.52 3.02 WA6 2.22 2.57 WA7 2.25 2.69 WA8 2.11 2.45 WA9 2 2.28 WA10 1.97 2.03 WA11 1.24 1.22 WA12 2.01 1.91 WA13 n/a n/a WA14 n/a n/a WA15 n/a n/a WA16 n/a n/a WA17 n/a n/a WA18 n/a n/a WA19 n/a n/a WA20 n/a n/a WA21 n/a n/a WA22 n/a n/a WA23 n/a n/a WA24 n/a n/a WA25 0.24 0.24 WA26 0.33 0.35 WA27 0.47 0.47 WA28 1.03 1.01 WA29 1.74 1.70 WA30 2.30 2.56 WA31 2.78 3.15


4.6.2 Tides The tides in Karachi are semi-diurnal which means that there are two high waters and two low waters each day. Diurnal inequality exists whereby the two high tides and two low tides vary considerably from each other in tidal heights. Mean high water is 2.7m above datum and mean low water is 0.4m above datum giving a tidal range of 2.3m. The only entrance to the harbour is that between Manora and Keamari so the whole tidal volume (about 75Mm3) passes through here with each tide. This gives velocities in the entrance channel in excess of 1m/s. Further inside the Karachi harbour the tidal currents are much weaker. These have been observed using KPT’s physical model in Karachi. Velocities are maintained fairly high


along the face of the Oil Piers (about 1m/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 0.5m/s. Velocities have not been measured in the Western harbour because they are not so important in terms of the sedimentation and dredging aspects, but they could be obtained from the model at any time. Tidal currents also move along the coast. These have been observed by KPT using float tracks, initially for validation of the physical model in the 1960s and more recently in an effort to establish which way disposed dredged material would drift (Note: this is not a valid method of investigation because waves play a dominant role in the process and may move the float in a different direction from the prevailing tide. Tide charts have been prepared for four days of neap tide and four days of spring tide showing hourly variation in Appendix B. These charts, along with the current metering charts, can be used, inter alia to determine the variations in surface, mid-level and seabed currents pattern at different tidal situations (Tables 4.8 and 4.9). For example on 22nd January 2007 a tidal drop of 0.6m in one hour i.e. from 14:00 to 15:00hrs generated a surface current of 0.8m/s, mid-level current of 0.68m/s and seabed current of 0.5m/s in the direction of 157° from true North. This information, for different tidal conditions can be plotted to determine the sea-bed sediment transportation rates and direction of movement of the dredging plume (Figure 4.11 and Figure 4.12). The studies on separation of the total current into tidal and sub-tidal currents indicate that the tidal current accounts for most (about 99%) of the variance in current speed and direction. For a given station, the tidal current shows spring-neap variation, flood-ebb asymmetry and diurnal inequality. The tidal current also shows significant variability with depth and position. Table 4.8: Physical Tide Measurement during Spring Tide

Date Hours

18-01-2007

19-01-2007

20-01-2007

21-01-2007

22-01-2007

23-01-2007

24-01-2007

0:00 - 2.78 3.00 3.12 3.08 2.88 2.58 1:00 - 2.48 2.72 2.97 3.16 3.20 3.00 2:00 - 2.12 2.36 2.66 2.90 3.10 3.15 3:00 - 1.76 1.98 2.30 2.44 2.74 - 4:00 - 1.42 1.52 1.76 1.90 2.20 - 5:00 - 1.30 1.18 1.24 1.30 1.60 - 6:00 - 1.48 1.12 0.92 0.92 1.02 - 7:00 - 1.76 1.44 1.02 0.87 0.64 - 8:00 - 2.12 1.80 1.42 1.02 0.64 - 9:00 - 2.32 2.20 1.90 1.48 1.04 -

10:00 2.47 2.49 2.26 1.92 1.40 - 11:00 - 2.46 2.63 2.55 2.28 1.82 - 12:00 - 2.02 2.54 2.60 2.58 2.24 - 13:00 - 1.42 2.02 2.18 2.64 2.48 - 14:00 - 0.82 1.32 1.70 2.34 2.48 - 15:00 - 0.26 0.72 1.22 1.74 2.08 - 16:00 -0.05 -0.08 0.14 0.62 1.14 1.56 - 17:00 0.12 -0.16 -0.12 0.16 0.66 1.18 - 18:00 0.50 0.14 -0.04 -0.02 0.26 0.74 -


Date Hours

18-01-2007

19-01-2007

20-01-2007

21-01-2007

22-01-2007

23-01-2007

24-01-2007

19:00 1.10 0.68 0.40 0.22 0.20 0.49 - 20:00 1.74 1.28 1.00 0.78 0.52 0.52 - 21:00 2.26 1.96 1.72 1.38 1.10 0.94 - 22:00 2.70 2.56 2.32 2.02 1.70 1.48 - 23:00 2.92 2.95 2.90 2.66 2.30 2.08 -

Table 4.9: Physical Tide Measurement during Neap Tide

Date Hours

09-02-2007

10-02-2007

11-02-2007

12-02-2007

13-02-2007

14-02-2007

15-02-2007

0:00 - 2.24 2.02 1.94 1.98 2.20 2.28 1:00 - 2.45 2.16 2.06 2.01 1.98 2.00 2:00 - 2.60 2.32 2.16 2.07 1.84 1.75 3:00 - 2.58 2.38 2.22 2.13 1.88 1.67 4:00 - 2.37 2.32 2.26 2.18 2.00 - 5:00 - 2.06 2.10 2.17 2.16 2.12 - 6:00 - 1.64 1.80 1.98 2.09 2.18 - 7:00 - 1.28 1.44 1.74 2.02 2.16 - 8:00 - 0.98 1.13 1.42 1.80 2.10 - 9:00 - 0.83 0.96 1.18 1.52 1.89 -

10:00 - 0.85 0.82 0.95 1.20 1.56 - 11:00 - 1.04 0.83 0.82 0.92 1.18 - 12:00 - 1.26 0.96 0.78 0.68 0.86 - 13:00 - 1.46 1.13 0.83 0.62 0.56 - 14:00 - 1.74 1.38 1.01 0.73 0.46 - 15:00 - 1.91 1.58 1.24 0.92 0.57 - 16:00 - 1.99 1.79 1.50 1.16 0.80 - 17:00 - 1.97 1.94 1.78 1.58 1.20 - 18:00 1.66 1.90 2.02 1.98 1.96 1.64 - 19:00 1.54 1.83 2.00 2.16 2.25 2.09 - 20:00 1.48 1.77 1.94 2.20 2.42 - - 21:00 1.53 1.71 1.88 2.16 2.52 - - 22:00 1.74 1.78 1.82 2.10 2.46 - - 23:00 1.98 1.90 1.85 2.02 2.32 - -


Figure 4.11: Current patterns at times of peak flood flow, neap tide, existing conditions



Figure 4.12: Current patterns at times of peak flood flow, spring tide, existing conditions


4.7 Sedimentation

4.7.1 Processes The three main mechanisms of sedimentation in Karachi Port have been identified and treated separately, and are summarised as: • Sand, re-suspended by wave action at sea, especially during the monsoon season

is transported by the prevailing currents. The Approach Channel traps some of this sand as it moves across the channel.

• Fine sediment on the sea bed is suspended by waves and transported by tidal currents into the Approach Channel and Harbour.

• Fine, muddy material previously transported into the Western Backwaters by tidal currents is re-suspended by local wave action and carried by ebb tidal currents into the Harbour and the approach channel where it may remain until dredged.

(H R Wallingford 2010) Wave Generated Movement Reference is made to Tables 4.8 and 4.9. To calculate the effect of such waves on the movement of sediment, a statistical method of analysis was used (Environmental Impact


Studies (Volume 1) - Karachi Port Modernization Project Ports V - National Engineering Services Pakistan (Pvt.) Limited in association with Frank Ayles and Associates Limited, AEA Technology, H.R. Wallingford & Port of Liverpool (Mersey Docks & Harbour Company) to find the probability of occurrence of any combination of wave height, wave period, tidal level and tidal current speed and for each such combination it was then determined whether the sediment would be mobilised. Both the “large” and “small” tidal ranges of this section of the coast were considered together with a third option, namely assuming there were no tidal effects. Calculations were first carried out for a mean water depth of 20m, and then repeated for depths of 7m and 10m, using wave information both for July and September conditions. This led to 18 sets of calculations, i.e. two wave climates, three water depths and three tidal ranges, summarised in Table 4.10. Note: It may be observed that the percentage of time for seabed material mobility at 20m wave depth is more in the month of July as compared to September but at 10m wave depth it is almost same, or slightly higher, in the month of September than July. Again at 7m wave depth it is higher in the month of July as compared to September. Maximum mobility however takes place at 7m wave depth in the month of July at all tidal ranges. Table 4.10: Percentages of Time Seabed Material is Mobile

Wave Depth (m)

Tidal Range (m)

Month Percentage of Time

Mobile 20 2.3 July 15.7 20 1.2 July 15.7 20 0.0 July 15.7 20 2.3 September 2.6 20 1.2 September 2.6 20 0.0 September 2.6 10 2.3 July 37.9 10 1.2 July 37.9 10 0.0 July 37.9 10 2.3 September 39.6 10 1.2 September 39.6 10 0.0 September 39.6 7 2.3 July 66.7 7 1.2 July 66.8 7 0.0 July 66.8 7 2.3 September 64.1 7 1.2 September 57.8 7 0.0 September 57.8

Source: Environmental Impact Studies (Volume 1) - Karachi Port Modernization Project Ports V - National Engineering Services Pakistan (Pvt.) Limited in association with Frank Ayles and Associates Limited, AEA Technology, H.R. Wallingford & Port of Liverpool (Mersey Docks & Harbour Company) Littoral Drift Presently, the project area mainly receives sand ranging in particle size from coarse to fine grain size and some quantity of silt through littoral drift. Current particle size analysis is presented within Tables 4.1 and 4.2.


The dominant direction of sediment movement is known to be from Sandspit area towards the existing Karachi harbour during the flood tide and from Karachi Harbour mouth towards Clifton beach during the ebb tide. Whereas there is some erosion of the island’s shoreline in the Western Backwaters of the inner harbour, no record is available on erosion/accretion at the groynes shoreline. The gradual sedimentation in the groynes area over a period of decades is evident from the hydrographic charts of the area. Sewage Derived Sedimentation There is ingress of around 250mg/day (millions of gallons per day) of the city’s municipal refuse directly into Karachi Harbour which is mostly untreated. The solid part of the sewage mixes with the mobile sands and settles to the seabed.

4.7.2 Main coastal sediment pathways The main coastal sediment pathways were identified in 1999 (HR Wallingford, 1999) and shown in Figure 4.13. North of Karachi to Hawkes Bay The HR Wallingford report of 1999 concluded that no large scale transport of sediment across the port entrance occurs from either direction in the near shore zone. This is indicated due to the difference in material types. The supply of material to the sand spit is different to the supply to Clifton. This argument is further supported by the fact that if the rapid Clifton accretion was being fed solely by drift crossing the navigation channel from sand spit then the sand spit would be suffering severe erosion but it has in fact remained a stable feature, thus implying that the littoral drift north of the Harbour is relatively well balanced. Therefore although the gross transport may be high, the source of this sediment is from further north or is locally derived offshore. Karachi Harbour approach channel Sediment moved by the strong southerly littoral drift on the Manora foreshore encroaches on the channel from the north near Manora. Material from the south tends not to encroach in this region but does so further seaward where the combined effects of wave stirring and tidal flow move the sediment northwards for some of the time. Material that presently enters the approach channel comes from both sides of the approach channel. Dredging and then offshore disposal of the material tends to move north westwards. The current dredging of the approach channel therefore depletes the supply of sandy material to the south of the channel. There are however, large supplies of material to the south which are sufficient to enable the Clifton foreshore to accrete. This accretion has been evident over the period of use of the offshore disposal site. Karachi Harbour In the entrance channel sand is transported into the harbour by flood tidal currents with some carried out again by ebb tidal currents. The net sediment movement is into the harbour because of the trapping effect of the dredged channel and it is only removed by dredging.


South of Karachi to Korangi Creek To the south of the port the sediment deposits are derived from offshore and from further south. Sediments from Korangi Creek and Phitti Creek are first transported offshore by the strong ebb currents and then brought onshore by wave action toward the Clifton area, before being transported by littoral drift processes both northward and southward along the shoreline. The sediment cell in the northern part of the frontage between Karachi Harbour entrance and Korangi Creek, i.e. the one that feeds Keamari Beach, is relatively small. However, as sediment builds up the beach, aided by reclamation, sediment is likely to bypass the tip of Keamari Groyne and enter the channel. At present there are strong currents there, which have created a scour hole off the end of Keamari Groyne. The Groyne itself does not appear to be in immediate danger from this scour. The sediment cell in the southern part of this frontage is characterised by a littoral drift in a generally southerly direction. Historical information is that the point at Korangi has extended south easterly about 1.3 km in the last 100 years by this mechanism. This implies that there is a “null point” separating the two cells with their opposite net drift directions. This location is not static but moves according to the prevailing wave conditions. There is sufficient movement of this point to prevent the building up of a section of beach projecting into the sea. Sediment from offshore tends to arrive at the beach in the vicinity of this “null point”, from where it is carried away along the shoreline, in both directions thus preventing any local increase in beach width at this point. Clearly the rate of onshore supply has exceeded the rate of littoral southerly drift for many years, evidenced by the net accretion of Clifton Beach. However, it is also clear that if the supply were to be reduced to a low level, the littoral drift mechanism would continue unabated and cause erosion of the beach. Such a reduction may be caused by a reduction in supply of sand to the existing sediment cell. At present, sediment that enters the approach channel is dredged, and placed at one of the disposal sites and all of these maintenance disposal sites feed sediment into the onshore and littoral drift cycle. This is a strong argument for keeping the maintenance disposal sites within the present cell.


Figure 4.13: Main coastal sediment pathways in Karachi area

4.7.3 Suspended sediment concentrations The suspended matter in the Indus Deltaic creeks in the vicinity of Karachi ranges from 25 to 178 ppm. The higher values are found during southwest monsoon. The suspended load also shows variations due to the degree of turbulence during a tidal cycle. During

Key

sand movements

suspended fine material

re-suspension and

redistribution of fine material


1999 the suspended matter concentration was recorded as ranging between 60 to 81 ppm with exceptionally high value of 248 ppm. The suspended matter in offshore areas of Karachi generally ranges between 3 to 120 ppm (3-15 ppm from October - January and 90-120 ppm from April - September) (DHA circa 2007).

4.7.4 Sedimentation rates The harbour acts as an efficient trapping system for sediment which enters it. An estimated 70% of material which enters remains there. The remainder is carried back out in suspension. The only removal mechanism for the 70% that is trapped is by dredging. Nearly all the sedimentation in the Harbour area and the approach channel occurs during the monsoon season (HR Wallingford 1999). Based on the dredging statistics provided by KPT (National Engineering Services Pakistan, 2006), the rate of sedimentation in the operational part of the harbour is calculated to be about 1Mm3 per year. It is reported that this quantity derives from:

• 60 - 65% monsoon generated;

• 25 - 35% littoral drift from Sandspit Beach; and

• 5 - 10% Sewage. In 2005 the Feasibility Study for the scheme (RH 2005) provided the following sedimentation rates which were derived from dredging records, bathymetric comparisons, and previous studies. The data gives a consistent picture as follows:

• Western Backwaters: Negligible rates of erosion/accretion over the last forty years;

• West Channel (Sector 5): Sedimentation of approximately 100,000 m3/year. Material comprising 25%-40% mud;

• Lower and Upper Harbour areas (Sectors 3 and 4): Sedimentation of approximately 670,000 m3/year. Material comprising 20%-80% mud; and

• Approach Channel (Sectors 1 and 2): Sedimentation of about 650,000 m3/year, Material comprising predominantly fine sand.

The total annual accumulation of sediment was therefore estimated to be approximately 1.4 Mm³.

4.7.5 Disposal operations As mentioned in Section 3.3.2 it is understood that currently maintenance dredged material is disposed of to the south of the approach channel in an area around the -7.0mCD contour. The HR Wallingford 2010 modelling report summarised the current maintenance dredging requirements for Karachi Harbour as being:

• 770,000m3/year within the existing dredge area within Karachi Harbour; and

• 650,000m3/year within the existing approach channel.


A capital disposal site also apparently exists again to the south of the approach channel on the -20m CD contour. This is used infrequently and any material placed there at present or after the channel deepening will tend to move in a northerly direction. The RH Feasibility Report (2005) recommended a placement rate for material to be limited to 4Mm3/year.

4.8 Water Quality

4.8.1 Historic collated data

Presently, there are several adverse effects on the water quality of the port area. The most significant factors are considered to be the sewage and nutrient inputs. The affects of these inputs is to reduce the dissolved oxygen level that increases the biological oxygen demand (BOD) to critical levels. The BOD in the harbour waters varies from 148 to 380mgl-1 due to raw sewage influx (see Table 4.19). Other pollutants such as hydrocarbons are present within Karachi Harbour causing chronic oil pollution. Heavy metals are also present. According to the available data, some trace metal concentrations in the port can be considered at a level where chronic toxic effects could be expected. These include copper, chromium, zinc and arsenic. The presence of garbage within the harbour is extensive. Analysis results of water samples drawn from various parts of the Karachi harbour during a study under Karachi Harbour Pollution Management Programme in 1994 by NESPAK, are shown in Tables 4.11 to 4.13. These samples are taken from opposite berth no 15 in Karachi Harbour, the location of which is indicated in Figure 4.14 below. The results shown in Tables 4.14 and 4.15 are for the routine sampling done subsequently and results in Table 4.16 are for the Lyari River Outfall. For ready reference the Pakistan National Environmental Quality Standards (NEQS) for Municipal and Liquid Industrial Effluents are shown in Table 4.17. Table 4.19 depicts a BOD Level of 172mg/l and 24mg/l of suspended solid. The faecal coliforms are also quite excessive.

11.0

4.11

- P

DW

CP

EIA

_Fin

al.d

oc

9R55

97/R

001/

3034

94/L

ond

Fina

l Rep

ort

57

A

pril

2011

Fi

gure

4.1

4: L

ocat

ion

of b

erth

15

in K

arac

hi H

arbo

ur


Table 4.11: Test Results from Water Sampling

Chemical Tests

Microbiological Tests

Sample pH Suspended

Solids (mgl-1)

BOD5 (mgl-1)

MPN* most

probable no

Faecal Coliforms

Iron Oxidisers

Opposite Berth No.15

7.50 24 172 1100 +ve -ve

Source: Marine Pollution Control Department, Sea Water Analysis Report (date unknown) Table 4.12 shows an excessive amount of Iron, Zinc, Nickel, Cobalt, Copper and Lead. Table 4.12: Trace Element Results from Analysis of Water Samples at Karachi Harbour (mg/l)

Sample Cd Cr Cu Co Pb Fe Ni Zn Opposite Berth

No.15 0.80 1.65 6.35 13.25 5.72 40.30 15.36 30.04

Table 4.13 show Dissolved Oxygen at 2.24ppm during low tide and 4.39 ppm during high tide. Table 4.13: Water Quality Measurements at Karachi Harbour

Sample pH Conductivity Turbidity

NTU*

Dissolved Oxygen (ppm)

Temp. 0C

Salinity 0/00

Opposite Berth No.15

7.8 42 32 2.24 28.8 28.5

Opposite. Berth No.15

7.94 44.2 26 4.39 29.2 28.7

Table 4.14 shows the TDS ranging from 31.95 mg/l, to 34.48 mg/l. The exact location of these samples has not been identified.

11.0

4.11

- P

DW

CP

EIA

_Fin

al.d

oc

9R

5597

/R00

1/30

3494

/Lon

d Fi

nal R

epor

t

59

Apr

il 20

11

Tabl

e 4.

14: S

ea W

ater

Ana

lysi

s R

epor

t (In

-hou

se T

ests

)

Conductivity

Dissolve

oxygen

S. No

Date /Time

Source

Sample by

Tide

Temp oC

Bio-chemical

Oxygen Demand

mg/l

Chemical Oxygen

Demand mg/l

Phenol mg/l

Cyanide mg/l

Ammonia mg/l

µs/

cm

mg/

l

Turbidity JISo

Colour JISo

TDS mg/l

pH

Chloride Cl

Sulphate SO4

Total Suspended

Solids (mg/l)

Salinity

Chlorophyll

1 17

/11/

08

OP

-3

NIO

H

igh

25.3

52.1

4 4.

2

33

.28

7.75

44

34

.3

2 17

/12/

08

23

.9

53

.58

6.7

34.2

9 7.

52

13

35.5

1.

2

3 17

/12/

08

23

.6

53

.5

6.6

34.2

6 7.

54

4 35

.4

1.3

4 17

/12/

08

23

.9

53

.59

6.6

34.2

7 7.

47

13

35.4

1.

2

5 17

/12/

08

23

.7

53

.59

6.8

34.2

9 7.

53

0 35

.5

1.2

6 17

/12/

08

23

.8

53

.52

6,62

34

.23

7.47

0

35.4

1.

1

7 17

/12/

08

M.O

.

W

Sur

f-

Sam

-

1

MP

C

D/N

I

O

23

.6

53

.4

6.8

34.2

7.

45

10

35.4

1.

2

8 19

/12/

08

Low

20

.9

48

.86

0.5

31.9

5 7.

21

13

31.2

4.

8

9 13

/01/

09

OP

-3

NIO

Hig

h 20

.9

52

.21

5.2

34.4

8 7.

56

15

33.4

3.

3

11.0

4.11

- P

DW

CP

EIA

_Fin

al.d

oc

9R

5597

/R00

1/30

3494

/Lon

d Fi

nal R

epor

t

60

Apr

il 20

11

Tabl

e 4.

15: S

eaw

ater

Qua

lity

Tren

d (M

ean

Val

ues)

at K

arac

hi P

ort

Dat

e Lo

catio

n Ti

de

Tem

p

°C

pH

Sal

inity

pa

rt p

er

1000�

TDS

mg/

l

DO

mg/

l

Cl

Ug/

l

Spe

cific

co

nduc

tivity

mS

/cm

TSS

mg/

l

01/0

1/20

08

Boa

t Bas

in

Hig

h 20

.68

7.45

31

.49

30.8

1.

55

5.47

48

.2

11

/02/

2008

B

oat B

asin

H

igh

19.1

4 7.

54

32.6

31

.8

2.45

4.

01

49.8

24

.00

12/0

3/20

08

Boa

t Bas

in

Hig

h 23

.15

7.45

32

.45

31.7

1.

52

4.65

49

.5

34.0

0 28

/03/

2008

B

oat B

asin

H

igh

26.5

7.

46

31.3

7 30

.7

2.73

11

.17

48.0

0 33

.00

11/0

4/20

08

Boa

t Bas

in

Hig

h 27

.33

7.34

31

.59

30.9

2 0.

61

12.0

2 45

.92

49.0

0 26

/04/

2008

O

il P

ier I

II H

igh

30.1

3 7.

58

30.9

8 30

.42

3.18

26

.74

47.5

6.

00

26/0

5/20

08

Oil

Pie

r III

Hig

h 30

.18

7.32

30

.29

29.1

8 1.

50

25.6

7 46

.57

26.0

0 24

/06/

2008

O

il P

ier I

II H

igh

30.6

3 7.

52

30.7

5 30

.20

1.95

36

.94

47.1

8 29

.00

07/0

7/20

08

Oil

Pie

r#3

Hig

h 29

.70

7.44

30

.94

36.3

6 1.

21

15.0

4 47

.42

16.0

0 23

/07/

2008

B

oat B

asin

H

igh

29.6

1 7.

64

33.8

9 32

.04

3.11

9.

98

50.8

4 15

.00

08/0

8/20

08

Oil

Pie

r#3

Hig

h 28

.72

7.39

30

.01

29.5

6 0.

40

11.5

5 31

.70

17.0

0 26

/08/

2008

O

il P

ier I

II

28.1

9 7.

62

35.8

8 34

.60

3.86

3.

34

54.1

5

17/0

9/20

08

Oil

Pie

r III

25

.69

7.54

32

.89

32.0

8 2.

33

13.0

2 50

.09

27

/09/

2008

O

il P

ier I

II

26.3

3 7.

52

33.6

2 3.

05

5.69

51

.08

16.0

0

15/1

0/20

08

Oil

Pie

r III

Hig

h 27

.28

7.68

33

.95

32.9

7 4.

27

7.31

51

.54

10.0

0 29

/10/

2008

O

il P

ier I

II H

igh

28.1

9 7.

58

32.9

4 32

.09

2.13

4.

95

50.1

2 27

.00

17/1

1/20

08

Oil

Pie

r III

Hig

h 25

.30

7.75

34

.28

33.2

8 4.

16

52

.14

44.0

0 19

/12/

2008

O

il P

ier I

II Lo

w

20.8

9 7.

21

31.9

5 31

.24

0.45

4.

84

48.8

6 13

.00

13/0

1/20

09

Oil

Pie

r III

Hig

h 20

.94

7.56

34

.48

33.4

4 5.

21

3.34

52

.21

15.0

0 S

ourc

e: M

PC

D la

b an

alys

is 2

010.


Table 4.15 shows seawater quality analysis undertaken by the Marine Pollution Control Department of the KPT during 2008. The value of pH was found to be 7.21 - 7.68 within permissible limits. The value of TSS of Oil pier III on 26th April 2008 was found to be 6 mg/l (lowest range value) and the value of TSS was found to be 49mg/l (highest value) on 11th April 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 11th April 2008 on Boat Basin which may be due to pollution load of organic matter. Low DO levels were also found at Oil Pier 3 on two occasions. The levels of chloride were variable ranging from 3.34 Ug/l to 51.08 Ug/l, sources of chloride include human and industrial waste. Another study was conducted from January 2007 to December 2008 by Karachi University from pre-designated sampling sites at Lyari river outfall (24o51’52’’N; 66o 57; 52’’E) to investigate the levels of pollutants (Table 4.16). This river is the main polluter of Karachi Harbour but the concentration of pollutants gets substantially reduced upon dilution in the harbour waters except for within the low circulation areas. Table 4.16: Chemical Pollution Profile of Lyari River Outfall (samples 2007-2008)

Parameters Mean Values

(mgl-1) pH 7.1 - 7.7

TDS 1095 - 2026 TSS 128 - 421

Ammonia 9.3 - 10.25 BOD5 200 - 229 COD 456 – 664

Cyanide 0.057 - 0.11 Detergents 1.50 - 1.73

Dissolved oxygen BDL Phenols 0.77 - 0.84

As 0.027 - 0.252 Cd 0.001 - 0.01 Cu 0.25 - 2.89 Cr 0.005 - 2.00 Pb 0.20 - 0.57 Ni 0.33 - 1.9 Zn 0.30 - 0.60

BDL= below detectable limit Red denotes exceedence of NEQS Table 4.17: Pakistan NEQS for Municipal & Liquid Industrial Effluents revised 1999

Standard No

Parameter Standards

Into Inland Waters

Into Sewage Treatments5

Into Sea6

1 Temperature increase* =<3°C =<3°C =<3 °C 2 pH value 6 to 9 6 to 9 6 to 9 3 Five-day bio-chemical oxygen

demand (BOD)5 at 20°C1 80 250 80**

4 Chemical Oxygen Demand (COD)1 150mgl-1 400mgl-1 400mgl-1 5 Total Suspended Solids (TSS) 200mgl-1 400mgl-1 200mgl-1 6 Total Dissolved Solids (TDS) 3,500mgl-1 3,500mgl-1 2,500mgl-1


Standard No

Parameter Standards

Into Inland Waters

Into Sewage Treatments5

Into Sea6

7 Grease & Oil 10mgl-1 10mgl-1 10mgl-1 8 Phenolic compounds (as phenol) 0.1mgl-1 0.3mgl-1 0.3mgl-1 9 Chlorides (as Cl) 1,000mgl-1 1,000mgl-1 SC

10 Fluorides (as F) 10mgl-1 10mgl-1 10mgl-1 11 Cyanide Total (as Cn) 1.0mgl-1 1.0mgl-1 1.0mgl-1 12 Anionic Detergents (as MBAS)2 20mgl-1 20mgl-1 20mgl-1 13 Sulphate (SO4) 600mgl-1 1,000mgl-1 SC 14 Sulphide (S) 1.0mgl-1 1.0mgl-1 1.0mgl-1 15 Ammonia (NH3) 40mgl-1 40mgl-1 40mgl-1 16 Pesticides, herbicides, fungicides,

and insecticides3 0.15mgl-1 0.15mgl-1 0.15mgl-1

17 Cadmium4 0.1mgl-1 0.1mgl-1 0.1mgl-1 18 Chromium (trivalent & hexavalent) 1.0mgl-1 1.0mgl-1 1.0mgl-1 19 Copper4 1.0mgl-1 1.0mgl-1 1.0mgl-1 20 Lead4 0.5mgl-1 0.5mgl-1 0.5mgl-1 21 Mercury4 0.01mgl-1 0.01mgl-1 0.01mgl-1 22 Selenium4 0.5mgl-1 0.5mgl-1 0.5mgl-1 23 Nickel4 1.0mgl-1 1.0mgl-1 1.0mgl-1 24 Silver4 1.0mgl-1 1.0mgl-1 1.0mgl-1 25 Total Toxic Metals 2.0mgl-1 2.0mgl-1 2.0mgl-1 26 Zinc 5.0mgl-1 5.0mgl-1 5.0mgl-1 27 Arsenic 1.0mgl-1 1.0mgl-1 1.0mgl-1 28 Barium 1.5mgl-1 1.5mgl-1 1.5mgl-1 29 Iron 8.0mgl-1 8.0mgl-1 8.0mgl-1 30 Manganese 1.5mgl-1 1.5mgl-1 1.5mgl-1 31 Boron 6.0mgl-1 6.0mgl-1 6.0mgl-1 32 Chlorine 1.0mgl-1 1.0mgl-1 1.0mgl-1

Explanations:

1. Summing minimum dilution 1:10 on discharge, lower ratio would attract progressively stringent standards

to be determined by the Federal Environmental Protection Agency. By 1:10 dilution means for example,

that for each one cubic meter of treated effluent the recipient water body should have 10 cubic meter of

water for dilution of this effluent.

2. Modified Benzene Alkyl Sulphate; assuming surfactant as bio-degradable.

3. Pesticides herbicides, fungicides, and insecticides.

4. Subject to total toxic metal discharge as at S. No.25.

5. Applicable only when and where sewage treatment is operational and BOD5=80 mg/l is achieved by the

sewer treatment system.

6. Provided discharge is not at shore and not within 10 miles of mangrove or other important estuaries.

*The effluent should not result in a temperature increase of more than 3°C at the edge of the zone where initial

mixing and dilution take place in the receiving water body. In case zone is not defined, use 100 meters from the

point of discharge.

**The value for industry is 200 mg/l.

Note: Dilution of gaseous emissions and liquid effluents to bring them to the NEQS limiting value is not permissible

through excess air mixing blowing in to the gaseous emissions or through fresh water mixing with the effluent before

discharge into environment.

From the results of the water sampling carried out from January 2007 to December 2008 it can be seen that the majority of those contaminants tested for are within Pakistan's


NEQS. Heavy metals’ results for this period do show a slight elevation at the top end of their individual ranges. Phenols are also recorded as elevated. Their source tends to be from industrial processes such as the chemical industry, wood processing and plastic processing. The major and over-riding factors affecting water quality and aquatic ecosystems in the harbour, however, appear to be untreated effluents from Karachi. This is indicated by the major exceedence within the sample results for BOD and COD. The limited data of 2008 does not show a clear picture of pollution levels at the harbour. The data collated can provide information to build up a picture of existing levels as part of the baseline data collection. This baseline data will be strengthened in accordance with the Environmental Management Plan for the project.

4.8.2 Specific Sampling Data Data shown in Tables 4.11, 4.12, 4.13, 4.14 and 4.15 provided a broad line picture of the baseline water quality from samples taken from previous studies. The water quality however tends to vary with the tidal situation and with the current and wave direction i.e. it is dependent on emissions of industrial and municipal effluents from Karachi Harbour during ebb tides. To obtain a more accurate project specific picture of water quality, samples were drawn from locations and timings shown below. As shown in Table 4.18 samples drawn from four different locations within the proposed inner harbour of PDWCP (see Figure 4.15) the analysed parameters gave the following readings. Samples were drawn from locations W1, W2, W3 and W4 at 12:30hrs on 18th June 2010. Low tide; 08:38hrs, high tide; 15:12hrs. Analysis results from these areas are shown in Table 4.18 below. High COD results which may be attributed to the fact that at the time of sampling, the city waste water had drained into this area via Karachi harbour during ebb tide. Table 4.18: Water Chemical Analysis Results

Sample pH DO (mg/l)

COD (mg/l)

Salinity (ppt)

Silicate (mg/l)

Temp. (°C)

Nitrate (mg/l)

Phosphate (mg/l)

S-1 7.8 4.45 1000 30 0.5 33.3 0.463 0.84 S-2 7.7 3.86 1000 30 0.4 33.2 0.557 0.78 S-3 7.8 4.21 1667 30 0.4 32.8 0.554 1.12 S-4 7.8 4.08 1000 30 0.4 33.4 0.478 0.9

Source: Dr Moazzam Ali Khan (Director) on 21st June 2010.


Figure 4.15: Sampling Locations

4.8.3 Bacterial Indicators Tests were conducted by NESPAK on water samples collected from different parts of Karachi Harbour to assess microbiological contamination due to the influx of raw sewage from the city (Table 4.19). These parameters continue to fluctuate with the tidal activity. Table 4.19: Chemical and microbial tests of water samples from Karachi Harbour

Chemical Tests


Sample No.

pH Suspended

Solids (mgl-1)

BOD5 (mgl-1)

MPN* Faecal

Coliforms Iron

Oxidisers Other

Organisms

1 7.45 14 214 1100+ +ve –ve

2 7.45 16 212 1100+ +ve –ve

3 7.47 15 148 1100 +ve –ve


Chemical Tests


Sample No.

pH Suspended

Solids (mgl-1)

BOD5 (mgl-1)

MPN* Faecal

Coliforms Iron

Oxidisers Other

Organisms

4 7.67 10 224 1100 +ve –ve Pseudomon

as sp.

5 7.51 22 220 1100+ +ve –ve

6 7.50 24 172 1100 +ve –ve

7 7.50 30 273 1100+ +ve –ve Pseudomon

as sp.

8 7.35 45 380 1100+ +ve –ve

*MPN = Most probable number of micro-organisms per 100ml

4.8.4 Sources of Pollution 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 55mg/d (millions of gallons per day), which is only 10% of the total industrial / municipal effluents produced in this metropolis. The rest of it flows untreated into the sea through various outfalls / nullahs, either directly or through the 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 craft 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 has affected the marine life. The mangroves, which are an 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 intakes of operational craft which suffer severe damage resulting in their prolonged unavailability to attend the ship’s berthing/un-berthing facility. The delay in ships movement affects other ships and is cumulatively tantamount to great economical loss to the nation. The major and over-riding factors affecting water quality and aquatic ecosystems in the harbour are wastewater based nutrient input from municipal Karachi. Impacts from within the port are thought to be less in comparison. Dissolved Oxygen (DO) and BOD have been found to be at critical levels. Garbage Dumps in the Harbour Backwaters The wastewater discharging into the harbour introduces human pathogens and the concentrations of these on the sediments increases the risk of uptake into shellfish and


other benthic organisms and hence into the food chain. Some 90% of Karachi’s municipal wastewater is discharged into the harbour. The prominent drains, which transport land-based industrial cum-municipal waste to the harbour area are as follows (Figure 4.16):

a) Lyari River - 220 mg/d (millions of gallons per day);

b) Nehre-e-Khayyam - 16 mg/d;

c) Solider bazaar nallah - 30 mg/d;

d) Railway nallah - 4 mg/d;

e) Pitcher nallah - 7 mg/d; and

f) Karli nallah - 7 mg/d. Figure 4.16: Drainage Entering the Port Area

Lyari River

The Lyari River is a small ephemeral stream that flows through Karachi from north east to the centre and drains into the Arabian Sea at the Monora Channel. It is one of two rivers in Karachi – the other being Malir River. The Lyari River is about 50km long and


as a seasonal river, it carries the collected water following the rains in the catchment area starting from Surjani Town, Sohrab Goth, Gulshane Iqbal, Liaquatabad, Tin Hatti, Garden East, Shershah, Agra Taj Colony and finishing in the Western Backwaters of Karachi harbour. Out of these five tributaries, the Gujro nalla and Orangi nalla are the two main drains. The 26km stretch of the river between Surjani town to the outfall in Karachi Harbour is kept flowing year round by the untreated wastewater of the city. The total catchment area of Lyari River is 792 square miles and it 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, the following pollutants are borne by the water of Lyari River:

• Municipal effluents: The sewage consists of organic matter which is biodegradable but in excessive amounts it causes eutrophication and high levels of bio chemical oxygen demands. Out of around 220mgd of sewage, the two treatment plants i.e. STP-1 (SITE) and STP-III (Mauripur) treat 20mgd and 35mgd respectively whereas optimum capacity of STP-III is 54mgd. Thus, less than 30% of the total sewage is treated before it enters the Western Backwaters of Karachi harbour;

• Industrial Effluents: There are around 5,000 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; and

• Solid Waste: Karachi produces around 8,000t of solid waste per day out of which the Karachi City District Government claims to collect 60%. The remaining 40% i.e. around 3,200t 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 during heavy rain it flows into Karachi harbour causing aesthetic degradation for a prolonged period.

Nehre-e- Khayyam There is ingress of around 16mg/d of mostly domestic sewage through Nehre-e-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 storey residential complexes in the area it was converted into a sewage drain. Today through existing Nehre-e Khayyam a wide variety of hazardous pollutants are transported into Boat Basin from where it is transported to the coast via Karachi. Slodier 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 mangrove forest on the North of Mai


Kolachi road. It brings in around 27mg/d of untreated industrial wastewater / sewage into the harbour. Railway nallah This nallah connects the old city areas of sadder town, to Chinna creek. It brings in around 4mg/d of municipal effluents. Pitcher nallah This nallah connects the old city areas of Lyari Town, sadder town and Keamari town to the Western Backwaters. It brings in around 7mg/d of industrial and municipal effluents. Karli nallah This nallah connects the old city areas of Lyari town and Keamari town to the Western Backwaters. It brings in around 7mg/d of industrial and municipal effluents.

4.8.5 Recommendations Further water sampling both within the harbour, the approach channel where dredging will take place and within the new port area should take place to provide a full and up to date picture of the present level of contaminants in the water column.

4.9 Sediment Quality

4.9.1 Waste Water Ingress The raw wastewater input into the harbour via the rivers / drains is high in terms of the amount of contamination it brings to the harbour. However, in terms of the discharge, it represents less than 1% of the flow out of the harbour on spring ebb tides. Whilst the hydraulic impact of this input is minimal, the wastewater does accumulate as sediment on the harbour bed, particularly in the Upper Harbour and Western Backwater. Sources of Potential Pollutants Pollution load estimates contributed by industrial effluents discharging via the Lyari River outfall into the coastal waters of Karachi are indicated in Table 4.20. Due to the dynamic conditions in the Lower Harbour and entrance channel, there is likely to be considerable and effective dispersion and dilution. The coarse sandy material settles in and around the entrance and is easy material to dredge and dispose. The fine silty material, to which many pollutants bind preferentially, penetrates to the harbour limits where tidal flushing is lowest or non-existent. It is harder to dredge efficiently because of its low density and contaminants are mobilised readily.


Table 4.20: Sources of Pollutants

Industrial site

No. of Industrial

Units

Major Industries

Share of pollution load

(% approx.)

Volume of effluent

SITE (through Lyari drain)

<2,000

Textile (60%) Leather & Tanneries, chemicals (5%) electroplating

plastic & PVC engineering works, iron & steel paints, sea salt

detergents.

43 220 mg/d

West Wharves and Keamari area (through direct small

outfalls)

<30 Engineering factory, chemicals fish

processing 15 7mg/d

Karachi City Area including North Karachi industrial area

and FBA industrial area

(through Soldier Bazar

drain)

<2,000 Cement factory, engineering works,

variety 42 29mg/d

Source: Coastal Environmental Management Plan for Pakistan - UN - ESCAP (1989)

Table 4.21: Summary of Pollutants in the Manora Channel / Island

Area Oil

Slicks Tar on

Beaches Tar

Balls Industrial Pollution

Sewage (domestic)

Sed. Thermal

Manora Island

(exposed) – – ++ – – – –

Manora Channel

++++ +++ ++ ++++ ++++ ++++ +

Source: UNED, 1986 (legends = + low, ++ medium, +++ high, ++++ highest)

Secondary Source of Sedimentation A secondary source of sedimentation is presented by the redistribution of sediment within the harbour. Mud that has accumulated on the inter-tidal banks can be re-suspended by even relatively small waves that are generated within the harbour. This can than be transported by the tidal currents and deposited in low velocity zones. It is not likely to be a significant sedimentation mechanism in the Upper Harbour but may introduce extra sedimentation in the Lower Harbour. Estimated Sedimentation Rates In the Lower Harbour, sedimentation tends to take place in the vicinity of Manora, just before the turning area. Tankers have been known to touch the seabed here. Most of the sedimentation has been on the Manora side at an estimated rate of 1m in 10 - 12 years. Sediment that is deposited in the Lower Harbour is largely marine in origin but


becomes contaminated by the pollution sources within the harbour. This is to some extent flushed out by the tides. For current estimated sedimentation rates please refer to Section 4.7.4. Sediment Quality in Existing Harbour A sediment analysis for the full range of contaminants listed by the London Dumping Convention was carried out for the existing harbour and disposal site under the Karachi Harbour Pollution Management Programme in 1994 (Figure 4.17). (For a general description of the disposal site please see Section 4.7.5). This information was studied to assess the worst case scenario for the proposed PDWCP inner harbour. The generally sandy material from the Lower Harbour, entrance channel bend and outer channel falls within Class A, i.e. mainly un-contaminated material requiring no special disposal measures. There is little evidence of Class B, moderately contaminated sediments requiring some special care. The main category of concern is Class C - highly contaminated material that requires great care in dredging and transportation and which must be permanently isolated from the environment and not placed in the marine disposal grounds.

Figure 4.17: Plan of Karachi

4.9.2 Subsea Soil Analysis Sediment Quality Standards For Pakistani waters, no Sediment Quality Standards (SQS) have been prescribed in any legal instrument including Pakistan Environmental Protection Act 1997. However, for comparison the UK Action Levels for sediment quality are shown in Table 4.22 below. However, these levels do not represent statutory contaminant concentrations but, instead, are used as part of a weight of evidence approach to decision making on the disposal of dredged material to sea. If concentrations are below Action Level 1, then


refusal of disposal at sea on grounds of contamination is unlikely. If concentrations fall below Action Level 2, then further assessment is likely to be required. If concentrations exceed Action Level 2, then dredged material may not be deemed acceptable for disposal at sea. Each case is considered individually and a variety of parameters, such as background concentrations at disposal sites, are considered. Table 4.22: UK sediment quality guidelines for sea disposal

Characteristic

Existing lower benchmark* mg.kg-1(ppm)

Action Level 1

Existing upper benchmark* mg.kg-1(ppm) Action Level 2

Proposed lower benchmark mg.kg-1(ppm) (dry weight) Action Level 1

Proposed upper benchmark mg.kg-1(ppm) (dry weight) Action Level 2

As 20 50-100 20 70

Cd 0.4 5 0.4 4

Cr 40 400 50 370

Cu 40 400 30 300

Hg 0.3 3 0.25 1.5

Ni 20 200 30 150

Pb 50 500 50 400

Zn 130 800 130 600

Tributyltin (TBT antifoulant)

0.1 1.0 0.1 0.5

PCBs (phenols) sum of ICES 7

0.01 none Not known Not known

PCBs (phenols) sum of 25 congeners

0.02 0.2 0.02 0.18

Total hydrocarbons 100 100

Acenaphthene 0.1

Acenapthylene 0.1

Anthracene 0.1

Fluorene 0.1

Naphthalene 0.1

Phenanthrene 0.1

Benzo(a)anthracene 0.1

Benzo(b)fluoroanthene 0.1

Benzo(k)fluoranthene 0.1

Benzo(g)perylene 0.1

Benzo(a)pyrene 0.1


Characteristic

Existing lower benchmark* mg.kg-1(ppm)

Action Level 1

Existing upper benchmark* mg.kg-1(ppm) Action Level 2

Proposed lower benchmark mg.kg-1(ppm) (dry weight) Action Level 1

Proposed upper benchmark mg.kg-1(ppm) (dry weight) Action Level 2

Benzo(g,h,i)perylene 0.1

Dibenzo(a,h)anthracene 0.01

Chrysene 0.1

Fluoranthene 0.1

Pyrene 0.1

Indeno(1,2,3cd)pyrene 0.1

Source: www.cefas.co.uk

Sample results 1997 to 2010 Tables 4.23 and 4.24 show sub-soil chemical analysis results (mean values) of Karachi Port undertaken by NESPAK and Marine Pollution Control Department of KPT from 1997 to 2010. This subsea soil analysis data will act as a baseline data. This baseline data will be strengthened in accordance with the EMP of the project. Table 4.23: Mean Sediment Concentrations of Trace Elements in Karachi Harbour

As Cd Cr Cu Hg Ni Pb Zn Site Ref.

mg/kg (ppm)

Karachi Harbour (mean of 10 sites)

Inner Harbour

14 1 153 130 2 46 54 223

Karachi Harbour (mean of 4 sites)

Outer Harbour

10 1 29 16 2 21 9 41

Karachi Harbour (mean of 8 sites )

Offshore 12 1 28 17 2 30 9 56


Table 4.24: MPCD Laboratory Analysis

Organic

Matter Phenol1 Cyanide2

Oil & Grease3 Mn4 Fe5 Pb As Hg Cr

Year Location pH

% mg/kg

1997 Upper Harbour

7.25 13.45 0.023 0.031 13.47 28.12 86.28 45.57 50 1 26.2

1998 NMB Wharf

8 14.12 0.009 0.033 12.77 26 89 40.58 3 1 27

1999 Upper Harbour

8 14 0.007 0.03 14 28.96 89 43.39 4 Nil 28.1

2000 Upper Harbour Chinna Creek

7.92 16 0.02 0.039 15.89 29.09 87.76 48 14 2 29.2

2001 Near Fariway

Buoy

7.93 12.32 0.019 0.033 11.55 28 86.23 45.32 5 Nil 29.09

2002 Return Wharf

8.09 20.12 0.029 0.033 12.92 25 80 40.52 3 5 30.09

2003 Upper Harbour

8.07 20.22 0.025 0.031 14.98 25.02 80.96 42.33 13 5 33.09

2004 Berth#5 middle

Harbour

7.45 12.22 0.02 0.033 12.22 20.2 80.11 40.22 - Nil 34.15

2005 Fish Harbour

8.9 12.55 0.2 0.034 13.45 19.12 86.12 48.33 3 4 30.33

2006 Oil Pier 8 12.93 0.21 0.033 14 26 86 40.55 1 4 33.12

2007 Oil Pier 7.9 12 0.2 0.032 14.49 27.12 86.55 45.55 4 4 30.23

2008 Oil Pier 7.9 12.55 0.21 0.03 14.95 26.92 86.12 45.55 3 3 32.12

2009 Oil Pier 7.9 12.55 0.21 0.3 14.95 29 86.33 46 3 4 32.33

2010 Berth#15 7.5 12 0.024 0.33 14.44 29.12 86 49.95 4 4 33.95

1 Phenols assessment based on assumption of sum of 25 congeners

2 No UK Action Level for Cyanide

3 Oil and grease figures have not been compared to UK Action Levels as like for like not possible

4 No UK Action Level for Mn

5 No UK Action Level for Fe


Further sampling in 2005 and 2006 Sediment samples were collected in 2005 and 2006 indicated that the range in heavy metal concentrations in surface sediments varied as presented in Table 4.25. However the location of the samples is not known. Table 4.25: Sediment sample analysis 2005 and 2006

Contaminant Cd Co Cr Cu Mn Ni Pb Zn Fe

ppm/�g/g % Lowest 0.006 5.1 2.9 6.9 1.2 7.5 6.3 3.3 0.55 Highest 24.3 95 571 272 318 75 121 389 6.5

Note: There are no UK Action Levels for Co, Mn or Fe Project Specific Sediment Sampling in 2010 To obtain a project specific assessment of the sediment quality samples were taken from the locations shown in Figure 4.18 within the project area and were tested at the laboratory at the Institute of environmental studies on 16th June 2010. Sample analysis results are presented in Table 4.26. Figure 4.18: Sampling Location (W - Water, S - Soil)


Table 4.26: Sediment Sampling Results

S.No Sample type

Sulphate (mg/kg)

Arsenic (mg/kg)

TKN (mg/kg)

Organic matter

(%)

Mn (mg.kg)

Phosp (mg/kg)

Moisture (%)

Silicate (mg/kg)

S1 Soil 276 <0.005 114.8 5.34 0.43 1.76 29.4 0.51

S2 Soil 331 0.01 77.28 5.46 1.16 1.12 20.8 0.43

S3 Soil 183 <0.005 96.32 5.82 0.61 2.2 25.9 <0.3

S4 Soil 164 <0.003 107.32 5.38 1.24 1.8 28.9 <0.3

S5 Soil 241 <0.005 118.72 4.83 0.83 0.84 13.0 <0.3

4.9.3 Summary of sample analysis to date

Historical sample analysis appears to indicate that contaminant issues have been present for some time within the sediment in and around Karachi. Samples taken in the period 1997 to 2010 or during 2005/2006 were not analysed for a complete suite of contaminants and were also not part of this particular project. There is a lack of clarity with regards to the exact location of these samples. However samples that appear to have been taken for this project were also not analysed for the full suite of contaminants either. This project will involve the dredging of the approach channel as well as the port area itself. No samples have at this time been collected and analysed from the approach channel. Of those sample analyses that are available there are elevated levels of heavy metals present. Of these only cadmium, copper, lead, arsenic, mercury, nickel, zinc and chromium can be directly compared to the UK Action Levels. Elevated heavy metals were present within a number of the samples analysed, with a number of contaminants above Action Level 1 and also above Action Level 2. Phenols (PCBs) were also compared to the Action Levels and it can be seen that these are also elevated (based on the comparison to the sum of 25 congeners). Unfortunately the contaminants recorded under the heading ‘Oil and grease’ cannot be directly compared with the UK Action Levels either. No TBT testing appears to have taken place throughout all sample analyses recorded. Contaminants are present within the sediment in the vicinity of Karachi harbour but the sample points are not able to be located with any accuracy so no accurate baseline understanding can be formed at this time.

4.9.4 Recommendations Further sediment sampling would be required that is targeted at both the approach channel and the port area that are to be dredged in order to provide a full indication of the levels of contamination within the sediment. Further to this the full suite of sample analyses would need to be carried out on these sediment samples including PCBs, PAHs and TBT.


4.10 Air Quality

4.10.1 Background Information Ever increasing vehicles, congestion of traffic, high rise buildings and increased population density have raised the issue of air quality a lot. Arsalan (2002) divides Karachi into five risk zones. The ‘very high risk’ and ‘high risk zones’ cover more than 18km2 of the area which covers the main areas of urban activity in Karachi (Figure 4.19). Figure 4.19: Risk of air pollution to the Karachi population

Source: Arsalan (2002)

4.10.2 Monsoon Winds The predominant monsoon is the south-west monsoon that occurs between the months of May and September. The strong and persistent monsoon winds generate swell waves with a period of about 12s in the Arabian Sea. They impact on the Karachi coastline from a south westerly direction. They affect safe navigation into the port, cause some disturbance and erosion within the port and are the prime cause of sediment transport in the area.


4.10.3 Wind Speed & Direction

The wind direction during the southwest monsoon period comes predominantly from the west and southwest and during northeast monsoon comes from the northeast and north. The wind speed during the southwest monsoon period is about 14m/s, while the wind speed during the northeast monsoon rarely exceeds 8m/s. The wind roses delineate the percentages of winds from different directions and intensity. Strong winds exceeding 12m/s in speed blow from a SW to W direction for about 71% of the time. During the NE monsoon, the wind blows for about 12% of the time with an average intensity of 6m/s. The NE strong wind of 12m/s blows for about 1% of the time within a year.

4.10.4 Dust Normally there is no dust in the project area during the monsoonal winds. At times the winds blowing from the Manora side may bear sand dust. Particulate matter recorded by SUPARCO is shown in Appendix C and summarised in Table 4.27 below. The NEQS are also provided for reference.

4.10.5 Receptors Information regarding specific receptors is presently not known. However, Karachi is a heavily populated city with residential areas within the vicinity of the proposed port scheme. There area also popular recreational beaches immediately to the east of the proposed site for the port expansion.

4.10.6 Air Quality Analysis A three day air quality survey was undertaken on a 15 minutes basis by Pakistan Space and Upper Atmosphere Research Commission in February 2009. The Site ID provided suggests that the survey was carried out in the vicinity of the National Institute of Oceanography which is in the Block 1, Clifton area of the city, to the north east of the proposed port development. Results of the tests conducted can be found in Appendix C and summarised in Tables 4.27 and 4.28 below. Table 4.27: Summary of Air Quality Survey 2009

Recorded range of values NEQS

(mg/Nm3) US EPA NAAQS

Parameter ppb / ppm mg/Nm3

Sulphur dioxide 14 – 29 ppb 40.04 – 82.94 mg/Nm3

400 30ppb

Nitrogen oxides 14.7 – 51.9 ppb 400 53ppb Carbon monoxide 2.96 – 4.63 ppm 3.7 – 5.78

mg/Nm3 800 9ppm

Carbon dioxide 338 – 361 ppm Not known N/A Particulate matter 10

123 – 152 (µg/m3) Not known 150 µg/m3


Table 4.28: Mean levels of pollutants throughout a 24 hour cycle (over three days)

SO2 (ppb) NOx (ppb) CO (ppm) CO2 (ppm)

Particulate matter µg/m3

Time Mean Mean Mean Mean 0015-0300 18.14 26.62 3.85 347.58 137.39 0315-0600 16.11 21.52 3.83 349.19 136.83 0615-0900 17.25 23.81 4.09 350.03 130.75 0915-1200 18.58 30.13 4.11 347.92 133.72 1215-1500 22.92 32.98 4.09 345.89 133.28 1515-1800 22.61 32.07 4.10 346.47 131.31 1815-2100 21.72 35.48 4.19 348.83 133.33 2115-2400 21.22 33.94 4.14 346.86 137.28

Overall mean 19.82 29.57 4.05 347.85 134.24 *Note: Average air temperatures for Karachi in February are 20°C. Sunrise is at 0700 hours. From the survey results above it can be seen that for SO2, NOx and CO concentrations increase through the day and fall back again through the early hours of the morning. For CO2 this trend is not apparent. Particulate matter varies little through the day with concentrations remaining very close to the overall mean. The current Pakistan NEQS relate to emissions from industrial sites rather than ambient air quality standards. For a point of reference the US EPA National Ambient Air Quality Standards have been included in Table 4.27 and compared to the survey results. The results of this survey fall below the US EPA NAAQS. It should be noted however that the survey took place in one of the coolest months of the year and apparently from only one location. The location may not necessarily be representative of urban conditions for the whole of Karachi. It is therefore suggested that the levels of pollutants presented may be on the conservative side.

4.11 Noise

4.11.1 Background Information Karachi is currently the sixth largest city in the world with an estimated population of between 13 and 18 million people. It is highly urbanised and covers an area of more than 3,500km². Noise levels within the city would therefore be expected to be high. The most congested areas of the city show that the noise level has risen as high as 30 to 35 dB (A) above the tolerance limits (Pakistan NEQS for noise is 85dB) (Zaidi, 1990). SEPA (1994) highlighted auto rickshaw, trail motorbikes and fag (pressure) horns as responsible for this high level of noise in the city.

4.11.2 Receptors Information regarding specific receptors is presently not known. However, Karachi is a heavily populated city with residential areas within the vicinity of the proposed port scheme. There area also popular recreational beaches immediately to the east of the proposed site for the port expansion.


4.11.3 Recent survey

A three day noise survey was undertaken by the Pakistan Space and Upper Atmosphere Research Commission in February 2009 at the same time as the air quality survey (Section 4.10). Full results of the survey are available in Appendix C and summarised below in Table 4.29. The range of values recorded was between 41 and 58dB. Table 4.29: Mean noise levels throughout a 24 hour cycle (over three days)

Time Mean (dB)

0015-0300 45.47 0315-0600 44.28 0615-0900 44.39 0915-1200 47.58 1215-1500 51.33 1515-1800 52.08 1815-2100 50.03 2115-2400 49.47

Overall mean 48.08 The Pakistan NEQS for noise is 85dB. Based on this standard the results of the survey in 2009 do not exceed this NEQS. However earlier studies carried out by SUPARCO over a time period between 2003 and 2004 showed elevated noise levels in Karachi of 79.5 dB (2003), 92 dB (2003) and 99 dB (2004) (SUPARCO, 2010). It is therefore suggested that the survey in 2009 may not be truly representative of ambient noise levels in Karachi and that they may in fact be far higher.

4.11.4 Recommendations In order to fully assess noise quality in Karachi a further noise survey should be undertaken targeted at identified receptors in the city as the latest information currently available may be conservative and further testing may indicate higher noise levels.

4.12 Coastal & Marine Ecosystems

4.12.1 Marine habitats on the Karachi Coast In general, the coast of Pakistan consists of a wide variety of habitats including wetlands, in particular mangroves formed into coastal systems including coastal lagoons, marsh communities, algal beds and estuaries. The coastline around Karachi Harbour consists of mangrove areas and various creeks and backwater habitats. The locations of mangrove forests within the project area are shown in Figure 4.20 (indicated by red shading). The figure shows that mangroves are not located directly within the PDWCP area, but to the west of the approach channel near PNS Himalaya and to the west of the Manora Channel near the Hawksbay / Sandspit recreational beaches. The mangrove forests are dominated by one particular species, namely Avicenna marina.


Figure 4.20: Mangroves in Karachi Harbour

4.12.2 Marine Life - Phytoplankton

Figure 4.21 shows a satellite image of the Arabian Sea including Pakistan showing regions of chlorophyll concentrations. Ribbons and swirls of yellow trace out regions of high chlorophyll concentration. Figure 4.21: Satellite Image of Arabian Sea

Source: NASA’s Aqua satellite, February 22, 2005

The total area of the mangroves:

Western Backwaters 900 ha

Eastern Backwaters 83 ha

Total 983 ha

Mangroves in Karachi Harbor


High chlorophyll concentrations indicate that tiny ocean plants, called phytoplankton, are thriving near the ocean’s surface. The plants can both nourish and destroy a marine ecosystem. Phytoplankton is a major source of food for many marine animals. Regions that produce large amounts of phytoplankton also tend to support a thriving fish population. But when phytoplankton concentrations get to be too great, they can create “dead zones” in the ocean’s oxygen-poor regions where few, if any, fish can survive. Dead zones occur when phytoplankton die and begin to sink to the sea floor. Bacteria break down the plants, and if the concentration of decaying plants is high enough, the bacteria can consume all of the oxygen in the region. High concentrations in this image do not necessarily point to dead zones; they can show where potential problems exist. Some of the high chlorophyll concentrations seen here may be related to recent floods along the coast of Pakistan. Flood water sweeps minerals from the land into the ocean, providing iron and other nutrients for phytoplankton to grow. Wind-blown dust is another source of nutrients for phytoplankton, and MODIS observed dust storms over the Arabian Sea on 17th and 19th February 2010. These storms may have contributed to the growth of the phytoplankton. Phytoplankton Study on the Karachi Coast The coastal waters along Clifton and Manora beaches seem to be highly productive. Studies on phytoplankton which have focused on Karachi Harbour and Manora channel recorded the presence of 8 general and 52 species of thecate dinoflagellates in Manora Channel. 101 species of centric diatoms have been recorded in the harbour belonging to 30 genera, which is a more diverse flora than that recorded from the Arabian Sea coastal waters (DHA, circa 2007). This diversity may be explained by the variety of salinities and the diversity of aquatic habitats in the creek system. Species composition of diatoms in Karachi Harbour and outside Manora Channel has changed over the last two decades In mangrove habitat of the Sandspit area the bloom of Naviclula cancellata, a pennate diatom, was reported for the first time in NE monsoon season in 1992 (DHA, circa 2007).

4.12.3 Zooplankton Studies undertaken on the zooplankton abundance indicate that that copepods, chaetognaths, coelenterate medusa (jelly-fishes), pteropods (mollusc), krill euphausiids, fish-eggs and larvae (icthyoplankton), crab larvae (Zoea) and shrimp larvae (Zoea and Mysis) are the most common groups of zooplankton found in the coastal waters of Pakistan (DHA, circa 2007). It is also evident from these studies that the Arabian Sea zooplankton biomass remains high throughout the year. However, the distribution and abundance of zooplankton may be influenced by the two monsoons (southwest and northeast monsoons) which prevail in this region (DHA, circa 2007).

4.12.4 Benthos The Manora Channel and the berthing area of the harbour are subject to sedimentation due to the combined inputs from the Lyari River outflow and tidal movements that sweep sediments into the harbour area. The sedimentation is kept under control by dredging. This activity has a drastic effect on the natural benthos that is thus constantly removed.


The water quality in the existing harbour area is low and tidal exchanges appear insufficient to replace it every 12 hours. There is some floating oil and floating garbage with plastic as a conspicuous element. Despite the low quality of the water, some marine species survive. The small xanthid crab Nursia abbreviata, often associated with sponges and the mussels Perna viridis and Modiolus matcalfi are reported to be present in small numbers. The common benthic and inter-tidal macrofauna observed along Clifton and Defence Housing Association (DHA) beaches, includes worms, molluscs, echinoderms, polychaetes and crustaceans. The worms are most common and are represented by tube-building and burrowing species. The molluscs are mainly represented by gastropods and bivalves and scaphopods (dentalium). Razor clams inhabit deep burrows as they are highly sensitive to vibrations (DHA, circa 2007). Echinoderms are found beyond the inter-tidal area in the sub-tidal region and include brittle stars and sea stars. The crustaceans are represented by spider crab, hermit crab and ghost crab. The juveniles and larvae of penaeus and metapenaeus are also found in coastal water along these beaches (DHA, circa 2007). Oyster Rocks have the potential to support a range of benthic invertebrates however no site specific surveys have been undertaken here. Recommendations It is recommended that a site specific benthic survey is undertaken to fully characterise the area and provide a baseline environment against which the impacts of the proposed development can be assessed. Table 4.30 indicates benthic invertebrates which are representative of the area but not specific to the site. Table 4.30: Benthic invertebrates commonly found along Clifton and DHA beaches

Family Taxa

Sea Pens Vergularia sp Polychaetes Diopatra sp

Tonna maculate Natica vitellus (moon shell) Natica didyma Natica lineate Babylonia spirata Tibia curta Cymia sp. Solen trucatus (Razor clam) Siliqua radiate Arca sp. Thais sp. Pinna sp. Donax sp. Mactra sp. Cardium sp. Dentalium sp. Crepedula sp.

Molluscs

Rapana bulbosa


Family Taxa

Ghost Crabs Stomatopods Spider Crabs

Crustaceans – crabs

Hermit crabs Penaeus Shrimp Metapenaeus

Echinoderms Star fish (Asterina sp)

4.12.5 Natural Fish Resource There are a number of fish found off the coast of Karachi including mullet Liza sp., scat Scatophagus sp., cat fish Ariidae, sciaenid fish, triple spines Pseudotricanthus sp., lady fish Elopidae, file fish Monacanthidae, pony fish Leiognathus sp. and others. The mangrove ecosystem around Manora is an important nursery area for many species of fish and shellfish species and provides shelter for many other marine and brackish water species. There are also nursery areas located around the Indus Delta mangrove forest which are approximately 8 nautical miles east of the project area. There was no further information available on the natural fish resource of the area. Surveys should be undertaken prior to the start of construction to provide a baseline environment against which the impacts of the proposed construction can be assessed.

4.12.6 Turtles The Sandspit / Hawksbay recreational beaches, habitat to the endangered green turtle Chelonia mydas, are located approximately 6km west of Manora. The Green Turtles enjoy a protected status. The Sandspit / Hawksbay beaches represent the most important turtle nesting and breeding habitat in Pakistan. Plate 4.2 shows the typical habitat for turtle nesting at Sandspit / Hawksbay Beaches. Plate 4.2: Sandspit / Hawksbay Beaches

Source: Turtle Nesting Grounds at Hawksbay beach Courtesy of WWF Pakistan. Sea turtles enjoy a protected status in Pakistan, either directly or indirectly through the following legal and regulatory provisions:


• According to the Second Schedule of the Sindh Wildlife Protection Ordinance

1972, all marine turtles in the Sindh province enjoy the status of a Protected Animal;

• The Clause 5 (Export Restriction) in the Pakistan Fish Inspection and Quality Act 1997, of the Federal Ministry of Food, Agriculture and Livestock, Government of Pakistan, forbids the export and domestic consumption of Aquatic Turtles;

• Pakistan is a signatory to the Convention on International Trade in Endangered Species of Wild Fauna and Flora (CITES) which includes all marine turtles for protection under Appendix I of CITES; and

• The Government of Pakistan acknowledges the IUCN Red List of Threatened Species that lists the green turtle as a Threatened Species.

Plate 4.3: Green Turtles Nesting In a Threatened Habitat

Virtually all the marine turtle nesting sites in Sindh occur on the Hawksbay / Sandspit beaches, concentrated along one 5km stretch but extending in some degree along the entire beach strip of around 20km. The coast west of Karachi Harbour entrance up to Buleji / Paradise Point consists of sandy beaches, namely, Manora, Sandspit and Hawksbay beaches, that are separated from each other by rocky protruding points. The nesting point nearest to the Project area is at Sandspit, approximately 6km away.

4.12.7 Coral Reefs and Sea-Grass Beds The nearest coral reefs are near Churna Island which is around 20 nautical miles from the project area. More than 60 types of coral are known to be found here, and many new corals are starting to flourish following the 2005 Tsunami in the Indian Ocean. This is a popular area for scuba diving. Sea-grass beds are located off the coast, with the closest area approximately 6 nautical miles west of the project area.

4.12.8 Marine Mammals Humpback dolphin Sousa plumbea is a common dolphin in the Karachi region and is found throughout East Africa and Indo-Malayan seas (Roberts, 1997). There were several records of its direct sightings from coastal areas of Karachi, and most of the sightings along the coast of Pakistan were recorded in the months of November to January. Maximum numbers of this species was observed from Gwater Bay near Jiwani, Balochistan coast, where 27 animals were sighted in an area of 2 - 3km² (Hasan and Ahmad, 2006).


Bottle-nosed dolphin Tursiops truncatus is another common species in waters of the Arabian Sea, Indian Ocean, Indonesia and Australia (Roberts, 1997). This species is also commonly found in coastal waters of Pakistan. Also around the Pakistan coast there are several records of direct sightings of humpback dolphin Sousa plumbea, bottlenose dolphin Tursiops truncates and black finless porpoise Neophocaena phocaenoides in the Indus Delta (Hasan and Ahamd, 2006). Other species known to occur in coastal waters of Pakistan include long-beaked dolphin Delphinus tropicalus, rough- toothed dolphin Steno bredanensis, Indian humback dolphin Sousa plumbea, bottlenose dolphin Tursiops truncatus, Electra dolphin Peponocephala electra and the. black finless porpoise Neophocaena phocaenoides, was also sighted by Roberts.(1997). A study conducted by WWF Pakistan in 1997-98 was undertaken to provide information on marine mammals in the coastal ecosystem, and in particular to protect the populations of cetaceans. Excerpts from the findings of the study are provided below. The studies and observations of cetaceans made during the WWF study revealed that there is not much difference in the species diversity in the study areas (western side of Bandal Island, eastern side of Bandal Island Phitti Creek main channel and channels towards Khuddi Creek). During the study, only one species of dolphin, i.e. bottlenose dolphin Tursiops truncatus, was sighted at two different locations. Both the sightings were made from east coast of Karachi. One was observed at Phitti Creek while the other was observed in Khuddi Creek. The direction of the movement of the dolphins in both cases was from east to west. In addition, one beached carcass of a black finless porpoise Neophocaena phocaenoides was observed on the west coast of Karachi. There is no site specific data on for marine mammals around the PDWCP but this should not be taken as an absence of species.

4.12.9 Ornithology The coast of Karachi is known for its high diversity of birds. As shown in Figure 4.22 below, the Karachi area is an Important Bird Area (IBA) in Pakistan. The Outer Indus Delta, as represented by point 47 on Figure 4.22 is located around Karachi and is also a designated Ramsar site. The Outer Indus Delta IBA and Ramsar site consists of approximately 300,000ha of land including around 200,000ha of mangroves which are partially protected in two large Protected Forests. The bird populations which are supported by the Outer Indus Delta are described in Table 4.31.


Figure 4.22: Location and size of Important Bird Areas in Pakistan

Source: Birdlife http://www.birdlife.org/datazone/userfiles/file/IBAs/AsiaCntryPDFs/Pakistan.pdf Table 4.31: bird populations which are located within the Outer Indus Delta Ramsar site (as

referred to in Ramsar Criteria 3)

Bird species Common name Latin name Dalmatian pelican Pelecanus crispus Greater flamingo Phoenicopterus rubber Wigeon Anas phenelope Black-tailed godwit Limosa limosa Pochard Aythya farina Common coot Fluca atra

Source: Information sheet on Ramsar Wetlands

(http://www.wetlands.org/RSIS/_COP9Directory/Directory/ris/2PK018en.pdf) More locally, over 50 species of birds are known to utilise the area, some resident and some migratory, many of which use the mangrove habitat in Chinna Creek for feeding and roosting sites. In a study of the birds located along the Karachi coast (Hasan and Ahmad, 2006) birds belonging to 17 families, 32 genera and 55 species were observed along the Karachi coast between Cape Monze and Khudi Creek (Table 4.32 and Plates 4.4 to 4.8) of which 36 species were common while 12 species were regarded as less common and 7 as rare. According to Hasan (1994), 62 species of bird were recorded from the Sindh


coast, while during the WWF study, 55 species of birds were reported. Hasan (1996) noted that the area of Shah Bundar has a greater avifauna diversity than Korangi / Phitti creek (Hasan and Ahmad, 2006). Table 4.32: Bird Species

Species Population

Density (per Km²)

Occurrence* Status* Distribution*

Little Grebe Tachybaptus ruficollis 50 R C WC White Pelican Pelicanis oncrotalus 8 Wv Lc EC, WC Great Cormorant Phalacrocorax carbo 462 Wv C EC, C, WC Indian Shag Phalacrocorax fuscicallis 6 Wv Lc WC Little Cormorant Phalacrocorax niger (20) 15 R Lc EC, C, WC Pond Heron Ardeola grayii (200) 30 R C EC, WC Reef Heron Egretta gularis (250) 145 R C EC,C, WC Little Egret Egretta garzetta (250)162 R C EC, C, WC Median Egret Egretta intermedia 22 R Lc EC, WC Large Egret Egretta alba 4 R R EC Grey Heron Ardea cinerea 13 Wv Lc EC,C,WC Spoonbill Platalea leucorodia 25 Wv WC Flamingo Phoenicopterus ruber (100) 1500 R C EC,C,WC Common Shoveller Anas clypeata 84 Wv C C Pariah Kite Milvus migrans govinda (200) R C EC,C,WC Brahminy Kite Haliastur indus indus (40) 26 R C EC,C,WC Osprey Pandion haliaetus haliaetus 12 Wv C EC,WC Common Coot Fulica atra 42 R C C Painted Snipe Rostratula bengalensis 2 R R Wc Oystercatcher Haematopus ostralegus 200 Wv C EC,WC Black winged Stilt Himantopus himantopus

(20) R C EC,WC

Little Ringed Plover (Charadrius dubius) 500 Wv C EC,WC

Ringed Plover (Charadrius hiaticula) 25 Wv Lc EC,WC Kentish Plover Charadrius alexandrinus 3500 R C EC, WC

Mongolian Plover Charadrius mongolus 25 Wv C EC,WC

Greater Sand Plover Charadrius eschenaultii

2 Wv R WC

Grey Plover Pluvialis squatarola 27 Wv C EC Red-wattled Lapwing Vanellus indicus 7 R R EC,C

Sanderling Calidris alba 5500 Wv C EC,WC Little Stint Calidris minuta 7000 Wv C EC,C,WC Curlew Sandpiper Calidris ferruginea 25 Wv Lc EC,WC Dunlin Calidris alpina 7200 Wv C WC Ruff Philomachus pugnax 12 Wv Lc EC Black-tailed Godwit Limosa limosa 10 Wv Lc EC,WC Bartailed Godwit Limosa lapponica 2 Wv R EC,WC Whimbrel Numenius phaeopus 1 Wv R EC Curlew (Numenius arquata) 72 Wv C EC,WC Red Shank Tringa totanus (600) 375 Wv C EC,C,WC Marsh Sandpiper Tringa stagnatilis 3 Wv Lc EC,WC Green shank Tringa nebularia 10 Wc Lc C


Species Population

Density (per Km²)

Occurrence* Status* Distribution*

Green Sandpiper Tringa ochropus 4 Wv R C Terek Sandpiper Tringa terek 5 Wv Lc EC, WC Common Sandpiper Actitis hypoleucos (500)1050 Wv C EC,WC Great Blackheaded Gull Larus ichthyaetus

5 Wv LC EC

Blackheaded Gull Larus ridibundus 6600 Wv C EC,C,WC Brown-headed Gull Larus brunnicephalus

1 Wv R EC

Slenderbilled Gull Larus genei 25 Wv LC EC,WC Herring Gull Larus argentatus 508 Wv C EC,C,WC Lesser Blackbacked Gull Larus fuscus fuscus

812 Wv C EC,WC

Gull-billed Tern Gelochelidon nilotica 179 Wv C EC,C,WC Caspian Tern Hydroprogeni caspia 382 Wv C EC,C,WC Sandwich Tern Thalassens sandcenses 300 Wv C EC,WC Common Tern Sterna hirundo 200 Wv C EC,WC Little Tern Sterna albifrons 26 Wv C EC,WC House Crow Corvus splendens Many R C EC,C,WC

Source: Hasan and Ahmad (2006) *Note: Occurrence: R = resident, Wv = winter visitor Status: C = common, Lc = less common, R = rare Distribution: EC = east coast, WC = west coast, C = Clifton Plate 4.4: Little Cormorant Plate 4.5: Mongolian Plover

Plate 4.6: Pelican


Plate 4.7: Grey Heron Plate 4.8: Greenshank

Recommendations It is recommended that further site specific bird surveys of the site area should be undertaken in order to establish a baseline against which the impacts of the proposed development can be assessed.

4.13 Coastal Fisheries

The coastal fishery plays an important role in the national economy. It provides employment to about 300,000 fishermen directly. In addition, another 400,000 people are employed in ancillary industries. It is also a major source of export earnings. In July-May 2002 / 2003 fish and fishery products valued at USD117M were exported from Pakistan. Federal Government is responsible for the fishery within the Exclusive Economic Zone of Pakistan. In addition, it is also responsible for making policies, inter-provincial co-ordination, planning, research, quality control, training, exploratory fishing, stock assessment, fisheries management, fleet improvement, data collection and export. Pakistan is endowed with a rich fishery potential. It is located in the northern part of the Arabian Sea and has a coastline of about 1,120km with a broad continental shelf and its Exclusive Economic Zone extends up to 200 nautical miles from the coast. There are about 16,000 fishing boats in the coastal area of Pakistan which operate in shallow coastal waters as well as in offshore areas. These fishing boats undertake fishing trips lasting for between a few hours to about 25 days depending upon the type of fishing. Total production from inland and marine waters is approximately 0.60Mt per year. In the local area, there are a number of fishermen who use small boats to head offshore from Clifton and DHA beaches. The fishing in the Clifton beach area is generally carried out during the SW monsoon when the fishermen cannot go fishing in the open sea. However, due to the high pollution levels, the status of the project area and the harbour as a whole as a fishing ground / fish nursery / spawning area has been reduced, and no major fishing grounds / spawning areas having any significant commercial value exist in the vicinity of the project area. There is no more information available regarding the fisheries and shellfisheries in the region. Further studies and surveys should be undertaken prior to the start of construction in order to build up the baseline environment. Detail of localised fisheries around the proposed PDWCP should be investigated.


Fishing Harbours of Pakistan The major fishing harbours of Pakistan are:

• Karachi Fish Harbour which is operated by the Provincial Government of Sindh;

• Karachi Fish Harbour which handles about 90% of fish and seafood catch in Pakistan and 95% of fish and seafood exports from Pakistan;

• Korangi Fish Harbour which is managed by the Federal Ministry of Food, Agriculture and Livestock;

• Pasni Fish Harbour which is operated by the Provincial Government of Baluchistan; and

• Gwadar Fish Harbour which is operated by the Federal Ministry of Communication.

Fish Processing Plants There are 29 fish processing units in Pakistan with a storage capacity of 10,000 tonnes. Out of these, 25 units are located in Karachi. The Federal Government provided intelligentsia and technical assistance to seafood establishments for improving their processing conditions in line with various EU / international standards. Through this process, eight establishments have already improved their conditions and were approved to export seafood to European Union countries. In addition, another five plants have almost upgraded their conditions and others are also undertaking changes in their facilities to comply with EU / international standards. Fish Consumption / Utilisation A substantial quantity of fish is consumed locally. In addition, small pelagic and by-catch of trawl fishing is being used for production of fish meal. The remaining balance is exported in salted dried, frozen and chilled form. Fish Export Fish and fishery products are processed and exported to over 50 countries. About 30 - 35% of the fish and fishery products are exported to European Union countries. Japan, USA, China, Saudi Arabia, UAE, Malaysia, S. Korea, Hong Kong, Sri Lanka and Singapore are other major importing countries. Between August 2008 and July 2009, seafood export increased from USD 16,120,000 (8,169 tonnes) to USD 21,203,000 (13,359 tonnes), which is an increased cost of 32%. However, between July and August 2009, the seafood export decreased by 22%. Export of seafood is facing many problems notably among these are:

• Post harvest losses are high due to handling of fish catch on board and long voyage times;

• Congestion at Karachi Fish Harbour. There are more than 16,000 fishing boats operating in the Sindh zone;

• The storage capacity is only 10,000t which is not sufficient to cater for future requirements; and


• Pakistan is an exporter of raw materials or semi processed fish / seafood.

Aquaculture Marine aquaculture does not presently occur in Pakistan. However, fresh water aquaculture is fairly developed. The Government of Pakistan planned to take various measures to increase the export of seafood to over USD 500M by 2011 by adopting measures such as:

• Upgrading of fishing vessels to control post harvest losses;

• Provision of modern peeling sheds for providing raw material to fish processing industry;

• Flake ice plants on harbours;

• Intensive marketing efforts at international level;

• Promotion of marine aquaculture;

• Human resource development through training;

• Regular monitoring of resources through stock assessment surveys and exploratory fishing;

• Procurement of handling and cleaning equipment for fish harbours; and

• Construction of a coastal highway.

4.14 Landscape & Seascape

4.14.1 Introduction The landscape is defined as the area which starts at the coastline and includes all areas inland even where there are no views or direct experience of the sea (DTI et al, 2005). By contrast, the seascape is defined as the coastal landscape and adjoining areas of open water, including views from land to sea, from sea to land and along the coastline. Essentially the term ‘seascape’ is therefore an extension of the ‘landscape’ concept to take account of open water beyond the mainland (DTI et al, 2005).

4.14.2 Landscape The existing Port is located in the Arabian Sea, to the south of Karachi. The land surrounding the Port is urban with an area of beach fronting some of the coastline. There are no designated environmental areas within the vicinity of the Port. From the beach level, there is a long stretch of sandy beach which extends for approximately 3km and the view can be picturesque (Plate 4.9). The beach is backed by roads and is highly urbanised, with industrial areas towards the west of the beach around the Port making the view from the wider viewpoint less pleasing Plate 4.10). There are occasional unauthorised tankers parking in this area. The beach can be viewed from the road, however, any further inland the view is dominated by the road at ground level. Receptor points, such as pathways and residential buildings are located landwards of the road.


From the high rise buildings around the coast the view of the beach and the sea is open. However, from the majority of buildings within Karachi the development of the Port would go unnoticed as the works would blend into the urban and industrial background. The existing levels of intrusion are high in most areas with the exception of the beach. Plate 4.9: View of Clifton Beach

Plate 4.10: View of south Karachi and Clifton Beach


4.14.3 Seascape

The seascape, as seen from Clifton Beach, currently incorporates a view of Oyster Rocks (Plate 4.11a and b) and KPT’s jet fountain (Plate 4.12). The fountain is located offshore and currently requires some maintenance work. The view from the beach to the sea is relatively unspoilt and there is little in the way of the open ocean. There are however, numerous ships and tankers which pass through the area in transit to the Port giving an industrial feel to the view. Oyster Rocks and the jet fountain would be included within the project premises and the aesthetic loss would be compensated for by providing a walkway along the outer breakwater from which the Oyster Rocks and the jet fountain could be viewed more clearly. Plate 4.11: View of Oyster Rocks

a) from Clifton Beach

b) from offshore


Plate 4.12: KPT’s jet fountain

4.15 Navigation

The main east west container route transits through the Mediterranean, Suez Canal and Red Sea to end in either Singapore, Hong Kong or Taiwan (or vice versa). The route carries very heavy traffic and the largest container ships in the world are deployed on it. The number of calls on this route varies to some extent over time but currently a pattern exists of one of two calls in the Mediterranean, a stop in Colombo and / or Aden or Salalah and then to the destination. From Colombo or other nearby hub-ports, feeder services take containers to the west coast of India, Pakistan and nearby ports on the


Arabian Peninsula and Iran (KPT, 2004). PDWCP aims to accommodate the largest container ships as they transit across the world. Therefore, whilst the existing shipping route to Karachi does not accommodate mainline vessels. Karachi is a busy port on an increasingly busy shipping route to and from the Middle East. Karachi Port was originally constructed for general cargo which was delivered in relatively small vessels and moved directly off the terminals. Since the 1960s the container trade has grown and replaced much of the general cargo trade. With the containers come larger vessels in larger numbers. At present Karachi Port is being serviced by the type of service indicated by number 2, 3, and 4 in Table 4.33. Table 4.33: Types of shipping lines

Type of Shipping

Line Type of Service Ship Size

1 Round the world Major long haul route Both between limited numbers of hub-ports

Largest vessels >5,000 TEU Major Shipping Line (Mega Carrier)

2 Feeder service between hub port and neighbouring ports

Smaller vessels up to 3,000 TEU, size depending on volume of trade

3 Dedicated route between selected main ports – medium to long haul

Large vessels up to 5,000 TEU size depending on the depths and facilities in the ports of call and on volume of trade

Other Shipping Lines

4 Dedicated route between selected ports – feeder service of niche market

Smaller vessels, up to 3,000 TEU, size depending on volume of trade

In 2005/06 1,144,150 TEU were handled at Karachi, which is around 65% of Pakistan’s national TEU total. A landmark was reached in 2006 when 1million TEU were handled at Karachi for the first time (KPT, 2004).

4.16 Marine Archaeology

Geophysical surveys were carried out in 2006/07 during the geotechnical investigations of the PDWCP site by LAM Geotechnics Ltd, Hong Kong. The underwater surveys revealed the presence of scattered small debris, unknown man made features and ship wrecks as seabed features in the site area, as detailed in Table 4.34 and illustrated in Figure 4.23.


Table 4.34: Underwater obstructions identified around the PDWCP

Size Depth Description

5 x 2m Ha = 0.10m Hb > 10m

Possible pile made of concrete and iron rods

5 x 2m Ha = 0.15m Hb > 10m

Possible pile made of concrete and iron bars

90 x 15m Ha = 0.25m Hb = 2.0m

Possible metallic wreck

5 x 2m Ha = 0.20m Hb > 10m


5 x 2m Ha = 0.25m Hb > 10m


4 x 1.7m Ha = 0.8m Hb = 0.5m

Possible metallic debris

3 x 2.2m Ha = 0.75m Hb = 0.25m


45 x 15m Ha = 0.25m Hb = 2.75m

Possible metallic wreck

3 x 1.5m Ha = 0.75m Hb = 0.25m


45 x 5m Ha = 0m Hb = 2.25m

Possible metallic wreck over laid by sand sediments (0.5m sediments thickness)

115 x 60m Ha = 1.78m Hb = 2.28m

Possible metallic wreck most likely to be ship

31.7 x 4.2m 2.5m Possible wreck The obstructions found in the PDWCP area are typically wrecks or piles of concrete and iron rods. The only wrecks which are likely to be ships are located around the proposed Manora breakwater. The other obstructions have not been identified to be of any historic value although this cannot be determined without further investigation.


Figure 4.23: Underwater obstructions


4.17 Socio-Economic Conditions

4.17.1 Cultural and Archaeological Heritage The project area does not incorporate any features or sites of cultural or archaeological heritage. The nearest relevant building is the Keamari Clock Tower which was built in 1912 at a distance of approximately 2 km from the project site.

4.17.2 Population There are 8 Union Councils of Karachi having a population of 383,378 which are adjacent to the Karachi Port. The population of these Union Councils is given in Table 4.35. Table 4.35: Population Data in Nearest Localities

UC. No. Locality Population

(2004) 01 Bhutta Village 62,125 02 Sultanabad 49,544 03 Keamari 55,420 04 Baba Bhit 19,043 05 Machar Colony 58,785 06 Mauripur 47,925 07 Shershah 53,480 08 Gabo Pat 38,055

Total 8 Union Councils 383,378

4.17.3 Villages near the Project Area The main villages / towns near the project area are Keamari, Manora, Sultanabd, Sher shah, Machar Colony, Bhuta village and Baba Bhit, Gabo pat, and Maripur.

4.17.4 Religion Ratio near the 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.

4.17.5 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 and are widely spoken in the city.

4.17.6 Ethnicity / Tribes near 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 North West Frontier Province (NWFP) have settled in the project area.


4.17.7 Main Occupation Dwellers near 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 for employment in shipping related services and on passenger / pleasure boats. The contribution of women in earning a living is minimal.

4.17.8 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. SITE hosts numerous categories of industries like engineering, textile, printing, designing, match boxes, paper, graphite, fibre, 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-made garments.

4.17.9 Other Facilities of Life The availability of basic amenities of life to the community living in the project area is an 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. The railway network in Pakistan is orientated mainly north-south and connects Karachi with the major cities in the hinterland by Pakistan Railways (PR). Containers and bulk cargo for inland destinations are transported to inland rail terminals from Karachi to Lahore, Rawalpindi, Peshawar etc (KPT, 2007a). The Karachi City Station and Karachi Cantonment Railway Station are the city's two major railway stations. Containers and bulk cargo traffic for Afghanistan are transported via rail to Chaman and Peshawar, where the cargo is loaded onto trucks for onward transportation to their destinations (KPT, 2007a). There are plans within Pakistan to double the tracks between Karachi and Lahore and PR is to launch a US$30 million three year public sector joint venture to improve container transport and logistics management, with the aim of promoting the use of rail for freight transport. The Jinnah International Airport is located in Karachi. It is the largest and busiest airport of Pakistan. It handles 10 million passengers per year. Health Facilities: The city is home to at least 30 public hospitals and more than 80 private hospitals. In close vicinity to the area, there is a Karachi Port Trust Hospital, providing health facilities to the KPT workers.

4.17.10 Education Facility There is a rising trend of sending children to schools. A school at Baba Island being run by the Navy League has a capacity of 400 students. In 2008/2009, the city's literacy rate


was estimated at 65.3%, 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 to five); middle (grades six to 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.

4.18 Services

4.18.1 Power Supply Karachi Electric Supply Company (KESC) fleet has 1890MW of installed capacity to cater to the city load requirement. The main generation units consisting of Bin Qasim Power Station, Korangi Thermal Power Station, Site Gas Turbines and Korangi Gas Turbines, with a new power plant at Korangi (Combined Cycle Power Plant). Electricity distribution by KESC in the region is through a common grid system. The distribution system's network carries electricity from the grid station and delivers it to consumers.

4.18.2 Water Supply & Sewage Treatment For an estimated population of around 1.6 million in Karachi, the total water supply is around 600mgd. To improve the environmental conditions in the city and to dilute concentration of raw sewage, three Sewage Treatment Plants (STP) operate in city:

• Sewage Treatment Plant at SITE (TP-1);

• Sewage Treatment Plant at Mehmoodabad (TP-2); and

• Sewage Treatment Plant at Mauripur (TP-3). TP-1 and TP-2 were built in 1960 with a trickling filter system of 20mgd each. Both these treatment plants were refurbished, up-rated and capacities enhanced to cater for additional sewage loads. The third sewage treatment plant was established at Mauripur. It was commissioned in 1998. The plant is unconventional and is a type of waste stabilisation ponds. The sewage flows at the three plants were enhanced by KW&SB by adopting the following measures:

• Diversion of sewage from storm water drains or nallahs back to sewer lines where ever possible;

• Removal of missing links in the network by providing and laying sewer lines as and where required; and

• Carrying out refurbishment work to improve sewage collection upstream. The Katchi Abadis as well as most of the developed areas do not have an ultimate sewage disposal system like Gulshan-e-Iqbal, Chandni Chowk, Surjani, Gulzar-e-Hijri,Gulistan-e- Jauhar, Clifton, Bath Island etc. and sewage is discharged in rivers / nallahs or in-drains.


Karachi Water & Sewerage Board is trying to disconnect the existing sewage flow into the storm water drains and has made efforts to connect the laterals and secondary sewers to trunk sewers for treatment and disposal. As a result of these measures the sewage capacity at the three sewage treatment plants has gradually increased. But still the target is yet to be achieved for which concerted efforts under various programmes are underway (Table 4.36). Table 4.36: Karachi Sewage Treatment

The KPT is planning to construct Kolachi Wetland Reservoir and UASB Sewerage Treatment Plant of 30mgd capacity to treat the sewage generated by Soldier Bazar nallah. This is a welcome mitigation measure and after its successful completion the KPT will continue with the construction of more wetlands for biological treatment of untreated sewage / industrial wastewater coming into the harbour.

4.19 Recreation and Tourism

There are a number of recreational activities which take place along the coastline in Karachi. Recreational activities include walking, particularly along Clifton Beach, although the area is not used for swimming. There is little recreational fishing activity occurring in Chinna Creek are however, due to pollution levels. The nearest parts are around Clifton beach, which is located approximately 1km from the project. There are two parks both of which are maintained by the City Government for recreational purposes. The general public pay a token entrance fee to visit the parks. The Oyster Rock Islands represent in themselves, a unique outlet of significant aesthetic value for the citizens of the city. A limited level of fishing also takes place near the island shores. Watersports around Karachi include sailing from the Karachi Yacht Club, waterskiing, wind surfing and deep sea fishing. The Yacht Club is located on Bunker Island, Manora and there are regular dinghy races held almost every weekend throughout the year. The exact routes of the races is unavailable however, it is thought that the races would be away from the main shipping channels. Sandspit is a popular tourist spot for trips to mangrove forests, beaches, turtle watching and nature excursions. Sandspit is located 35minutes drive from Karachi city. Scuba diving and snorkelling is popular further away from Karachi in areas such as Churma Island (located approximately 20 nautical miles from Karachi).

Sewage Treatment Plant

Optimum Design Capacity (mg/d)

Actual Treatment (mg/d)

Sewage Treatment Plant-I SITE 51 20

Sewage Treatment Plant-II Mehmoodabad

46.5 30

Sewage Treatment-III Mauripur 54 40

Total 151.5 90


4.20 Traffic and Transport

Data collected from the local consultant was minimal and there was limited information on existing traffic levels within the area. It is assumed that volumes of traffic are high, given the large population and large scale industrial works, and the significant pollution levels in the city. Karachi is the largest city in Pakistan and one of the seven largest cities in the developing world with a population of 9.9 million, 859,459 registered vehicles and 245km of roads (Razzak and Luby, 1998). Currently container cargo moves by road and rail to dry ports located in the main cities. Figure 4.24 presents the network of highways and strategic road in Pakistan. The main highway to the interior is the N-5 which exits Karachi in an easterly direction and connects the city with Hyderabad, Lahore and Peshawar. The N-25 to Quetta and Afghanistan exits the city to the north and the N-10 to Gwadar branches off this highway. The M-9 connects Karachi directly with Hyderabad and the M7 is in construction to connect Karachi with Dadu. Karachi Port is connected by the M-10 (Northern Bypass) (under construction) at the ICI Bridge near West Wharf to the Super Highway at Sohrab Goth. The Lyari Expressway is being built through outer city areas along the Lyari River. These highways are accessed from the Port area via Mauripur Road, a dual carriageway that connects with Jinnah Bridge (which connects East Wharf to the mainland, at the junction between the upper harbour and Chinna Creek) and then to East Wharf (KPT, 2007a). The Northern Bypass and Lyari Expressway will provide greatly improved access to the port once complete. Figure 4.24: Pakistan highway network

�

Source: www.skyscrapercity.com It is recommended that a traffic survey should be undertaken to establish baseline conditions around the proposed development area against which the increased volumes of traffic during construction of the PDWCP can be compared.


5 POTENTIAL IMPACT IDENTIFICATION

5.1 Impact Identification Strategy

The strategy adopted for assessing the environmental impacts of the proposed project, included three separate steps:

1) Initially, all the project activities were detailed separately;

2) The activities were then linked with the environmental resources that could be affected which led to the identification of the expected environmental impacts, both short term and long term. A detailed Screening Matrix was developed to facilitate the prioritisation of the environmental issues earlier identified (See Table 5.1); and

3) The form and type of the appropriate mitigation measures to be adopted to overcome the significant adverse environmental impacts were than separately indicated (See Table 6.1).

5.2 The EIA Process

Environmental Impact Assessment (EIA) is a means of drawing together, in a systematic way, an assessment of a project’s likely significant environmental effects. This helps to ensure that the importance of the predicted effects, and the scope for reducing them, are properly understood by the public and the relevant competent authority before it makes its decision.

5.3 Defining Significance

In order to portray the identified significance of a project on specific parameters and receptors, a consistent set of significance levels have been applied to impacts throughout this ES. The levels of significance applied are shown below in Table 5.1. Table 5.1: Definition of impact significance

Impact Significance Impact Characteristic

Major beneficial The impact is large scale, giving rise to a significant gain to the environment.

Moderate beneficial The impact will provide a positive gain to the environment.

Minor beneficial The impact is minor but has some environmental benefit.

No impact No impact.

Negligible The impact is of no concern.

Minor adverse The impact is undesirable but of limited concern. Mitigation may be applicable to further reduce the impact significance.

Moderate adverse

The impact gives rise to some concern but is likely to be tolerable in the short-term (e.g. during the construction phase); mitigation to reduce the impact should be sought or the issue will require a value judgment as to its acceptability.


Impact Significance Impact Characteristic

Major adverse

The impact is large scale, giving rise to great concern; it should be considered unacceptable and requires mitigating, compensating or a significant change to the development if no alternative is available. If no mitigation is possible, then the impact will require a value judgment as to its acceptability.

A number of criteria have been utilised to determine the significance of the environmental impacts, including:

• Magnitude of the impact (e.g. local, regional or national);

• Spatial extent of the impact (i.e. small scale or large scale);

• Relevance of the impact (i.e., direct or indirect impact);

• Duration of the impact (i.e. short term or long term);

• Reversibility of the impact including species or habitat recoverability, sensitivity and tolerance;

• Probability of occurrence of the impact;

• Sensitivity of the receiving environment (e.g. statutory and non-statutory designations);

• Number of receptors affected (including their conservation or protected status);

• Confidence in the impact prediction; and

• The margins by which set values are exceeded (e.g. water quality standards). Where appropriate, existing guidelines were used to formulate the definitions and for certain topics the derivation of significance considers other criteria such as guidance on sediment quality and water quality. For all topics, the magnitude of the impacts and sensitivity of the receiving environments, whether adverse or beneficial, were categorised as:

• High;

• Medium; or

• Low. Whenever possible, the following formula was used to calculate the level of significance:

Significance = Magnitude of Impact x Sensitivity of the Receptor to the Effect This formula provides a better appreciation of the fact that as the sensitivity of the receptor and the magnitude of the effect (accounting for impact frequency, extent and timescale) increases, so the significance of the effect increases. This is illustrated in Table 5.2.


Table 5.2 Dependence of significance on magnitude and sensitivity

High Moderate Moderate/Major Major Medium Minor Moderate Moderate/Major MAGNITUDE Low Negligible Minor Moderate

Low Medium High

SENSITIVITY

However, for some technical topics, particularly where definition of quantitative criteria for assessment is not feasible, professional judgement was applied to the evaluation of impact significance. The judgement was primarily based on recognised guidelines or standards where possible but also on other factors including experience of similar schemes and technical knowledge of the sensitivity and vulnerability of the receptor, the magnitude of the change and the likelihood of impact.

5.4 Mitigation and residual impacts

Mitigation measures (i.e. means by which impacts might be prevented, removed, reduced or managed) have been provided where potentially significant adverse impacts have been identified. These are outlined in Section 6.

5.5 Summary of key activities and potentially affected attributes

Any proposed development project may have unfavourable or beneficial environmental impacts. The extent of these impacts depends on the nature and magnitude of the proposed activities and the type and sensitivity of the host environment. These factors also determine the required depth of the environmental assessment to be carried out for the proposed project. Accordingly the project of PDWC Port has been assessed for all environmental attributes but following the screening process described above the key activities and attributes are summarised below. The screening matrix provides further detail on the impacts assessed and their potential significance.

5.5.1 During the Construction Phase Direct pollutant discharges that are large enough to cause degradation of air, water or soil. There may be ingress of certain pollutants such as concrete debris, mortar, cement, packing material, etc during the different construction phases. Also the sea crafts such as dredgers, hopper barges etc., can cause pollution through their own operational discharges. These would be taken care of through strict implementation of the environmental management plan. Already the Karachi Port has a well implemented and effective Pollution Control Programme with reference to enforcement of International Conventions on ships and Harbour Crafts. Accordingly the ships involved in construction activities would be inspected by the Port Authorities to ensure strict compliance with International Convention MARPOL 73/78. Large-scale physical disturbance of the site and / or its surroundings �

During construction of the new port, the physical disturbance in the marine environment within and adjacent to the site is expected to be major adverse and may also spread


with the tidal movement. This includes the process of dredging, reclamation, quay wall construction and marine protection works. To mitigate this impact the contractors would be directed to apply good practice during all activities, adopt stringent measures where necessary and use relevant machinery. Disturbance may occur to the local community through noise and increased traffic levels associated with the construction works. No details of the number of lorry movements or increased traffic levels are available however, this should be investigated prior to any construction commencing in order to compare against the baseline environment. The project activities are not however, expected to cause a significant disturbance to the local community as the area is already surrounded by commercially active shops for auto-repair, welding and vulcanizing, etc works and lies adjacent to the existing port. There is also potential for disturbance to fisheries activities and commercial navigation, although the preferred option for the new port should avoid significant delays and obstructions to existing vessels due to its location. The existing small scale local fishing activity would move towards Clifton which would be a positive impact as the project area, being nearer to the discharge of land based pollutants during ebb tide, is comparatively more polluted. Demolition of certain structures will be necessary for the new port construction. This includes a mosque and existing port structures.

5.5.2 During the Operational Phase Disturbance due to increased traffic and vessel numbers The operational activities i.e. after completion of the project would cause a level of disturbance, mostly due to movement of additional ships and additional traffic levels due to increased numbers of people working at the port and transportation of cargo. The additional vessels would be accounted for in the port operational management strategy and given due consideration in the EMP. Increased levels of emissions and risk of pollution due to increased vessel numbers In terms of the increased risk of pollution events, the Karachi Port already has a well implemented and effective Pollution Control Programme with reference to enforcement of International Conventions on ships and Harbour Crafts. Accordingly the ships which would call at PDWCP would be inspected by the Port Authorities to ensure strict compliance with International Convention MARPOL 73/78. Also the cargo handling personnel would be required to abide by the port’s standing instructions regarding pollution prevention. A mechanism for imposition of penalties which is already in place would be applied on the new deep water berths also. During the operational phase there may be certain routine emissions from the ships and cargo operations. The regulation of these emissions will be covered under MARPOL. Modification of the hydrological cycle The hydraulic regime is expected to undergo certain changes during the construction phase due to the introduction of new breakwaters. The impact has however been studied through simulation modelling and the breakwaters have been designed to


ensure that they protect the port with minimum disturbance to the existing hydraulic regime. Any down-drift effects will be monitored through the EMP and mitigated. Loss of beach area The proposed port development would encroach on an area currently providing a beach area and an amenity area through the Oyster Rocks and fountain which will be enclosed in the new port boundary. The Oyster Rocks and the jet fountain would still remain but access would be restricted and the view would be altered by the port structures and vessels using the port. The beach used for fishing activities would no longer be available to fishermen in this location.

5.6 Issues of Critical Importance

The activities that could cause issues of critical importance (priority concerns) that have been identified from the Environmental Matrix include:

• Dredging (capital and maintenance);

• Disposal of dredged material;

• Construction of Breakwaters;

• Land Reclamation;

• Demolition of existing terminal facilities;

• Construction of Quay Wall;

• Stockpile of dredged spoil; and

• Noise disturbance to surrounding areas. The possible impacts of the above issues are discussed below:

5.6.1 Dredging The disturbance of bed sediments through dredging can lead to a number of impacts on marine ecology and water quality including:

• Increased suspended sediment and deposition;

• Re-suspension of contaminated sediments;

• Oxygen depletion;

• Loss of benthic fauna and flora due to smothering;

• Loss of benthic fauna and flora due to physical disturbance;

• Disturbance to marine species from underwater noise and vibration; and

• Disturbance to fishermen and shipping. Increased suspended sediment and deposition The re-suspension of sediments during dredging can cause dense turbidity plumes. Turbidity plumes adversely affect the marine ecosystems as they result in reduced levels of light penetration through the water column, thus hindering the critical photosynthesis process. This would affect sea grass beds and corals (with symbiotic


algae) as their ability to photosynthesise would be reduced. It has been identified that the closest coral to the PDWCP is 20 nautical miles away, and the closest seagrass bed is 6 nautical miles away. The seagrass bed is located to the west of the PDWCP. Presently, the project area mainly receives sand from coarse to fine grain size and some quantity of silt through littoral drift. It has been identified from modelling in Section 4.6.1 and 4.6.2 that the dominant tidal flow around the PDWCP under existing conditions is from a south-western direction. This would indicate that any sediment plume created from the dredged material would be unlikely to move to the west of the existing approach channel but would more likely be carried to the east of Karachi over a number of tidal cycles. Plankton can be susceptible to increased suspended sediment as many of the planktonic species are immotile and as such cannot avoid the plume of sediment which may clog breathing structures and bind to some species. Given the duration of the capital dredging there may be a significant adverse impact on planktonic organisms within the plume area. However, plankton blooms are generally present at a very large scale and it is expected that the proportion of the plankton affected would be low. The benthic community may also be impacted by a sediment plume created from the capital dredge. No surveys were undertaken to provide information on the benthic assemblage around the PDWCP so the sensitivity of the species present cannot be determined. A predicted sediment plume for the dredging has not been modelled, and it is therefore difficult to determine the extent of the impact of the dredging. Given the huge volumes of material to be dredged (33Mm3) it is anticipated that the impact would be major adverse but this cannot be confirmed without sufficient evidence. Therefore a significance level for the impact of sedimentation and deposition cannot be assessed. It is recommended that a sediment plume model to indicate the plume created during the capital dredge is created to determine the magnitude of this impact. During operation of the PDWCP, the harbour will act as an efficient trapping system for sediment which enters it. Figure 5.1 indicates the mean wave direction from the ARTEMIS model following the dredging and construction of breakwaters. This again indicates the material is unlikely to be carried to the west of Karachi following the maintenance dredging, but the extent of the plume is unknown. The sensitivity of the area is also unreported and therefore the significant of the impact of maintenance dredging cannot be assessed.


Figure 5.1: Significant wave height and mean wave direction from ARTEMIS in the area around

the proposed terminal. UK Met Office 1 year return period 210oN. Water level = 24m PD. Also shown are the contours of the seabed at 3m intervals from 0m PD.

Re-suspension of contaminated sediments The dredging of material in the proposed PDWCP area has the potential to release contaminated sediments into the water column which can impact upon water quality. The remobilisation of any heavy metals, hydrocarbons, organo-halogen compounds etc. from the sediments into the water column can cause toxic effects on the aquatic biota. Contaminated sediment may not necessarily be harmful to aquatic organisms inhabiting the sediment due to the contaminant’s adsorption behaviour. However, if the sediment conditions are altered in a way that contaminants are released into the water column (either dissolved or as particulate matter), than they can become bio-available and produce toxic effects. The release of organic wastes can also cause localised oxygen depletion of the water, causing stressful conditions for the aquatic biota.


From historic sediment samples taken in the existing harbour area (Section 4.9), the levels of the following trace elements were above the UK sediment quality guidelines for sea disposal in at least one of the four harbour areas sampled: cadmium, chromium, copper, mercury, nickel, lead and zinc. None were above Action Level 2. Arsenic was the only recorded element which was below Action Level 1. From samples taken within the proposed PDWCP area, no relevant contaminants were tested for other than arsenic which was below Action Level 1. Some additional data was provided as part of the baseline information which provides a more detailed suite of analyses but the location of these samples is unknown. The samples were collected in 2005/06 and it is assumed that samples are from Karachi Harbour. Analysis indicated that the following trace elements were above Action Level 1: Copper, nickel, lead and zinc, and cadmium and chromium were above Action Level 2. This indicates that the sediment around the existing harbour has elevated levels of contaminants and the impact of dredging this material (assuming contaminant levels are similar around the PDWCP area) could have a significant impact on marine life. The level of impact is dependent on the receptors within the area. Marine species such as bivalve molluscs and other sedentary species will be most affected as they cannot move out of the area and will bioaccumulate contaminants within their flesh. This has knock-on effects along the food chain. However, no baseline surveys were undertaken to determine the benthic community assemblages within the proposed PDWCP area. Therefore it is difficult to determine the sensitivity of the benthos to contamination and the level of significance of this impact cannot be assessed. Is it recommended that baseline surveys are undertaken, along with full analysis of the sediment samples, to determine a comprehensive baseline environment against which the impact of the release of contaminants through dredging activities can be determined. Oxygen depletion The effect of dredging can release organic material into the water column which subsequently requires oxygen to decompose the matter and can, therefore, increase the Biological Oxygen Demand (BOD). This is generally not an issue in open water areas with good current flows and only really causes an impact in a closed environment with a low circulation of water. Within the existing harbour area, the BOD was recorded to vary between 148 to 380mgl-1. As per Pakistan’s NEQS the BOD after ten times dilution should be only 8 mgl-1. This is, however, within an enclosed system and the BOD would be expected to be higher. In the proposed PDWCP area, the existing current flows are good given the exposed nature of the site. It should be noted, however, that the dredging will occur following the construction of the Oyster Rocks breakwater which will enclose the area. Sediment samples taken at the PDWCP site indicated that the level of organic matter within the samples was between 4.8 to 5.8%.


Given the large amount of sediment to be dredged during the capital dredge (33Mm3) and the enclosed nature of the site, it is considered that the magnitude of the impact is high. The sensitivity of the area is not great though given the high levels of industrial effluents and sewage outfalls, which is likely to have resulted in a change in species composition over time giving rise to a community structure that is adapted to high levels of organic enrichment. There is, however, insufficient information available on the benthic species present in the PDWCP area to determine how the community will be affected by an increase in BOD given the lack of area specific baseline data. Therefore an assessment of this impact cannot be made. It is recommended that surveys be undertaken to establish the baseline environment for the benthic community around the PDWCP. The maintenance dredges which will take place throughout the operational life of the PDWCP will have additional adverse impacts on the oxygen levels of the water. Whilst the benthic community may have adapted to the reduced oxygen levels following the construction of the port and its associated breakwaters, further displacement of sediment may release more organic matter into the water column. It is anticipated that up to 33,000m3 of sediment will be deposited in the channel each year and maintenance dredging will be required to maintain channel depths. As the sensitivity of the benthic community is unknown, the significance of the impact of maintenance dredging cannot be assessed. Loss of benthic flora and fauna due to smothering During the capital dredging process, sediment will be put into suspension in the water column. The sediment will then settle out of suspension and could potentially smother habitats and the marine species within the settlement area. Mobile species can generally avoid an area of increased suspended sediment but the most susceptible species will be the sessile species such as certain sedentary worms and the slow moving species such as mollusca. It can be seen from the particle size analysis of sediment that both within the proposed PDWCP area and in surrounding areas the majority of the substrate is classified as fine sand. Approximately 33Mm3 of sediment is proposed to be dredged to create a new approach channel and the deep water port itself. Studies into the tidal flows of the area (Figure 5.1) have indicated that the dominant tidal flow in the area of the PDWCP is from a south-westerly direction. Any sediment which is suspended within the water column following the dredging will be transported along the coast to the east of the PDWCP development, but is unlikely to be deposited to the west of the site. It is also likely that following the construction of the Oyster Rocks breakwater the impacts from dredging within the PDWCP basin will be localised and contained within the basin, however, any dredging of the channel outside of the breakwater may impact benthic species to the east of the PDWCP. The area to the west of the site around Sandspit / Hawksbay beaches has been identified as a particularly sensitive habitat for green turtles and supports a mangrove forest which is a key habitat for many species.


Within the PDWCP basin, the Oyster Rocks have been identified as a potentially sensitive area for benthic species, and the capital dredging will have a significant impact on these communities given its close proximity. Based on existing information it is not possible to provide a full representation of the baseline environment as the data is not specific to the development area. Further investigations are required from which an informed decision on the significance of the impact to the benthic community can be determined. Therefore the significance of the impact to benthic flora and fauna from smothering associated with dredging activities cannot be assessed. During operation, the maintenance dredging may also have an impact on the benthic species in the area due to smothering. The amount of material to be dredged during maintenance dredges is significantly less than during the capital dredge, but given the enclosed environment within the PDWCP basin, the potential for impacts from smothering is high. Again, it is not possible to assess the significance of the impact due to the lack of baseline information with regards to the benthic communities, and further baseline studies are required. Loss of benthic flora and fauna due to physical disturbance The capital dredging process leads to the inevitable removal of benthic species (the majority of marine benthic species live within the top 15 - 20cm of the substrate). Approximately 33Mm3 of sediment will be removed from the approach channel and basin to a depth of -16.0mPD which has the potential to significantly impact benthic species. As noted above, the lack of baseline information on the benthic assemblage makes the assessment of the significance of the impact of disturbance unfeasible. Surveys to provide a baseline environment would need to be undertaken to provide a baseline. In the context of the Arabian Sea, the amount of habitat to be lost is minimal, however, the potential for sensitive habitat to be present within the proposed development area remains without any site specific baseline data. Disturbance to marine species from underwater noise and vibration Water is an ideal medium for sound to travel and it travels four times faster underwater than in air. Many marine species rely on sound as their primary mode of communication, to locate a mate, to search for prey, to avoid predators and hazards, and for short-term and long-term navigation. Activities generating underwater sound can affect these functions and since sound can be far ranging, the spatial scale of impacts can be quite large. The activities involved with dredging material from the seabed are not as disruptive to marine species as other development activities, such as piling, but there is still some potential for disturbance. Given that the PDWCP is located within a highly industrialised area, the background noise levels are likely to be high compared to some areas of the Pakistan coast. The noise levels associated with the dredging activities are considered to be fairly low, and the vibrational impacts will be the key consideration.


The benthic species which could be impacted by the dredging, in terms of noise and vibration impacts, would be highly localised to the PDWCP area. Site specific surveys for benthic assemblage have not been undertaken for the development site. Some fish species are more susceptible to noise and vibration impacts than others but site specific details of the fish resource are not available. Marine mammals, many of which are highly sensitive to noise and vibration, are known to frequent the coast around Karachi. There is no data specific to the PDWCP area but some bottlenose dolphin were sighted to the east of Karachi travelling in an east to west direction which would indicate that they may pass PDWCP at some point in their travels (see Section 4.12.8). Given the lack of baseline information it is difficult to assess the impacts of the dredging works on marine species. It is likely that the impacts will be localised given the level of background noise around the PDWCP and the lack of highly disturbing piling activities. It is assumed that hearing specialists such as marine mammals and some fish species would typically avoid the area given the level of existing activity (and highly polluted nature of the area) but this has not been confirmed. Therefore the significance of this impact cannot be assessed. Disturbance to fishermen and shipping The presence of the dredger may cause some disturbance to local fishermen in the area. The southern end of the existing navigation channel will require deepening but this is not expected to cause significant disturbance to the commercial vessels. Small scale fishing vessels mobilising from shallower water are more likely to be impacted by the loss of fishing area or increased navigating time during the dredging of the PDWCP basin. The dredging is unlikely to affect the fishermen in terms of impacting catch as it is assumed that most fishermen, both local and commercial, will travel some distance offshore to fish. The magnitude of the dredging impact to fishermen and shipping is considered to be low, given the small area to be dredged in relation to the wider fishing area and the short-term nature of the works. The sensitivity of the impact is also considered to be low due to location of works away from the existing harbour area and the lack of sensitive fishing areas in the dredging area. Therefore the impact of dredging to fishermen and shipping is assessed to be negligible. A Notice to Mariners should be issued in order to inform users of the works.

5.6.2 Disposal of Dredged Material It has been estimated that approximately 33Mm3 of material will be dredged during the capital dredge for PDWCP. Most of this material will be suitable for reclamation and other construction purposes, and it is proposed to use about 2Mm3 for construction of the dyke / berm (Oyster Rocks breakwater) associated with the scheme with a further 0.5Mm3 for land reclamation purposes. To provide further reclamation stages it is proposed to stockpile another 1Mm3 on the south side of the dyke, an area that will in any case tend to accrete (KPT, 2004). Thus a total of 3.5Mm3 is marked for use in the scheme. 6.5Mm3 will be stockpiled in another location, therefore, it is presently


estimated that approximately 23Mm3 of dredged material will need to be disposed or placed at a designated site. The placement of material (for capital and maintenance dredging) has not been included in this ES as the locations for disposal or placement were not known at the time of writing, but there are a number of potential options all of which would need to include environmental considerations. Existing disposal sites Existing disposal sites are discussed in Section 3.3.2. The existing maintenance dredge disposal sites are south of the approach channel around the -7mCD and -15mCD contours. There is an historic capital dredge disposal site in the same area on the -20mCD contour. The amount of capital dredged material requiring disposal at sea from the PDWCP is 23Mm3 and it has been recommended that the rate of placement at capital disposal site is limited to 4M m3/year (KPT, 2004). Given that the amount of material to be placed is anticipated to be greater than 4Mm3/year an alternative disposal site should be considered. Additionally placing the material to the south of the channel when the overall movement of the sediment is north would result in little benefit and therefore it has been recommended that a disposal site between around -17mCD and -18mCD on the north side of the approach channel be considered. The amount of material to be placed and the rate of placing should be taken into account as dispersion will be at a lower rate if placed further inshore and the risk of creating a navigational hazard exists (KPT, 2004). Beneficial use The dredged material may be suitable for a number of beneficial uses, however practical use will depend on the plant used to dredge the material and the levels of contamination present within the material. Four options were considered in the 2004 Feasibility Study (KPT,2004):

• Beach recharge at the northern end of the DHA Reclamation Phase 6;

• Use in construction of the confined disposal facility in the Harbour;

• Placement landward of Sandspit in the Western Backwaters to reduce the risk of breaching of the spit; and

• Reclamation of Chinna Creek (particularly for the capital dredge material from the proposed Clifton Basin).

Reclamation in Chinna Creek has been avoided in the past due to sedimentation in the Lower Harbour. However, more detailed consideration of the hydraulic regime indicated that this would not be the case and given the pressure on space and the increasing value of land in Karachi, this is now an attractive proposition (KPT, 2004). Environmental implications of this option should be fully considered prior to any decisions being made. Onshore sites could also be considered for the disposal or placement of dredged material. Given that details of the site are unknown it has not been possible to assess the impacts associated with the disposal or placement of dredged material in this ES.


5.6.3 Construction of Breakwaters

The breakwaters are an extremely significant component of the harbour as they provide shelter from wind and waves. The shipping operation and cargo operations within the harbour would not be feasible in the absence of these structures. The installation of the breakwaters will change the hydraulic regime of the surrounding area, as planned, in order to facilitate the movement of mainline ships into the PDWCP. The breakwaters have been incorporated into the project after extensive study and modelling to ensure that they protect the port with minimum disturbance to the existing hydraulic regime. There are three breakwaters in total. Firstly the Manora breakwater to the west of Karachi will be replaced by a 1,100m long breakwater. Secondly at the new port entrance there will be a western stub breakwater which will be approximately 300m in length and an eastern breakwater (Oyster Rocks breakwater) that will be 2,500m in length extending out from the Clifton Beach area out and around the Oyster Rocks. The Oyster Rocks will become enclosed within the PDWCP (see Figure 1.4 in Section 1). Changes to hydraulic regime Modelling was undertaken by HR Wallingford using ARTEMIS to look at the proposed significant wave heights and mean wave directions for a 1 year return period following installation of the breakwaters. The results of the modelling are available in Figures 5.2 and 5.3. The ARTEMIS model of bathymetry and wave prediction points is indicated in Figure 5.3 with the significant wave heights for 210oN and 240oN indicated in Table 5.3. The results indicate that compared to the existing conditions (Section 4.6) the breakwaters will reduce the wave heights at the entrance to the PDWCP and in the Harbour channel. Behind the Manora breakwater the waves will diffract round into the Harbour channel but heights will reduce from between 1.70m - 1.74m (depending on the wave direction) to between 0.49m - 0.69m. At the end of the Manora breakwater the waves will continue towards the Oyster Rocks breakwater where they will be directed to the east leaving the PDWCP entrance relatively sheltered. Within the PDWCP area the wave height will be reduced from between 1.22m - 1.24m to around 0.06m - 0.08m. This significant reduction in wave heights will enable the ships to manoeuvre safely and easily within the PDWCP.


Figure 5.2: Significant wave height and mean wave direction from ARTEMIS in the area around

the proposed terminal – Layout 5. UK Met Office 1 year return period 240On. Water Level = 2.4m PD. Also shown are the contours of the sea bed at 3m intervals from 0m PD.


Figure 5.3: ARTEMIS model of Layout 5 - bathymetry and wave prediction points


Table 5.3: Significant wave heights at wave prediction points in Layout 5

Return period 1 year 1 year 1 year Offshore direction 210 oN 240oN 210 oN

(-10o sensitivity) Mean period (Tm) Peak period (Tp)

7.8 10.9

7.8 10.8

7.8 10.9

WA1 n/a n/a n/a WA2 2.31 2.82 2.26 WA3 2.13 2.62 2.06 WA4 1.58 1.76 1.90 WA5 1.06 0.97 1.53 WA6 1.36 1.40 1.57 WA7 1.16 1.15 1.37 WA8 0.83 0.70 1.17 WA9 0.49 0.36 0.89

WA10 0.08 0.07 0.12 WA11 0.25 0.19 0.53 WA12 0.10 0.09 0.15 WA13 0.08 0.06 0.12 WA14 0.09 0.09 0.14 WA15 0.11 0.08 0.16 WA16 0.16 0.11 0.22 WA17 0.10 0.06 0.14 WA18 0.18 0.10 0.28 WA19 0.17 0.13 0.31 WA20 0.14 0.14 0.27 WA21 0.13 0.10 0.22 WA22 0.13 0.08 0.22 WA23 0.06 0.06 0.08 WA24 0.10 0.08 0.13 WA25 0.15 0.12 0.20 WA26 0.31 0.24 0.42 WA27 0.37 0.25 0.53 WA28 0.71 0.54 1.11 WA29 0.69 0.49 0.90


Modelling was undertaken by HR Wallingford to determine the levels of suspended sediment using SUBIEF. It was predicted that the deposition rate in the PDWCP will be 770,000m3/yr (KPT, 2004). The impacts during the construction of the breakwaters are considered to include:




• Loss of historical features;

• Disturbance to marine species from underwater noise and vibration;

• Noise and vibration impacts on the local community;


• Reduction in air quality due to vehicle emissions;

• Increased number of traffic movements; and

• Disturbance to fishermen and navigation. Impacts predicted following the construction of the breakwaters include:

• Reduction in water quality within the PDWCP basin;

• Sediment accretion;

• Potential impacts for starvation of sand;

• Loss of fishing area; and

• Disturbance to navigation. Loss of benthic fauna and flora due to physical disturbance During construction, the breakwaters will result in environmental degradation in terms of destruction of marine habitat and removal of benthic species. The benthic community within the footprint of the breakwaters is not known although it is considered that all benthic species will be lost. It is not possible to provide a full representation of the baseline environment as available data is not specific to the development area. Further investigations are required to provide a baseline for the benthic community around the PDWCP from which an informed decision on the significance of the impact to the benthic community can be determined. Therefore the significance of the impact to benthic flora and fauna from physical disturbance from the construction of the breakwaters cannot be assessed. Once constructed, the breakwaters may provide a habitat for encrusting species and shelter for fish and other mobile species which is a positive impact. The abundance and diversity of the colonising species will be dependent on the pollution levels, oxygen levels and tidal conditions around the breakwaters. Loss of benthic flora and fauna due to smothering The construction of the breakwaters requires material to be placed on the seabed which will result in physical disturbance as described above, but there is also the potential for sediment to be released into the water column. This material may then be deposited and result in smothering of benthic flora and fauna which are unable to move. Compared to the amount of sediment which is likely to be re-suspended during the dredging, construction of the breakwaters will result in minimal sediment release. The impact of any deposition will be localised to the area around the breakwaters. Given that the sensitivity of the benthic communities surrounding the breakwaters is unknown, it is not possible to fully assess the significance of the impact. It is recommended that benthic surveys are undertaken within the PDWCP area in order to provide a suitable baseline against which to assess the scale of the impacts.


Re-suspension of contaminated sediments The sediment quality of sediment around the proposed PDWCP site is not fully known, but samples taken around the existing harbour were recorded to elevated levels of cadmium, chromium, copper, nickel, lead and zinc (see Section 5.6.1). Construction of the breakwaters may disturb sediment on the seabed surface which could release contaminated sediment into the water column. However, there will be no excavation of sediment, only placing of materials on the seabed. It is assumed that the material used to construct the breakwaters will not be contaminated, and therefore the potential to disturb large amounts of contaminated sediment is minimal. The magnitude can therefore be considered as low. The sensitivity of the area is low in terms of existing water quality, marine life and recreational use. However, no site specific surveys have been undertaken at the PDWCP site and areas such as the Oyster Rocks may contain marine habitats which could be sensitive to contaminants in the water. It is not possible therefore the fully assess the impact of release of contaminants in the water column from the breakwater construction, although this is considered to be of low magnitude. Further benthic and site specific surveys would be required to fully characterise the baseline environment. Loss of historical features There have been a number of obstructions identified within the PDWCP area, some close to the proposed breakwaters, particularly the Manora breakwater (see Figure 4.23 in Section 4.16). Whilst not all of these obstructions have been identified to be of historic value, some have been identified as ship wrecks which could hold some archaeological interest. Construction of the breakwaters in and around these obstructions may result in damage or disturbance to the potentially historic features. Given that the location of the obstructions is known and a number of potential wreck sites have been identified, the sensitivity of the area for archaeological interested can be considered to be medium. The magnitude of the works, whilst permanent, is relatively small scale in relation to the wider area but it does however coincide with the known locations of archaeological features and is considered to be medium. Therefore the overall impact of loss of archaeological features is considered to be moderate adverse. Disturbance to marine species from underwater noise and vibration As outlined in Section 5.6.1 sound travels much further in water than in air and activities generating underwater sound can have significant impacts on sensitive marine species. During the construction of the breakwaters there will be an increase in activity levels around the PDCWP area, with increased numbers of vessels and dumping of material on the seabed which has the potential for disturbance.


Background noise levels at the site are anticipated to be high given the high level of shipping activity and the industrial nature of the area. Species which could be impacted by the noise and vibration of the breakwater include benthic species (in the immediate area), fish species and marine mammals. As outlined in Section 5.6.1 there is little baseline data available for the study area and it is therefore difficult to assess the impacts of the construction works on marine species. It is likely that the impacts will be localised given the level of background noise around the PDWCP and the nature of the construction works. It is assumed that hearing specialists such as marine mammals and some fish species would typically avoid the area given the level of existing activity (and highly polluted nature of the area) but this has not been confirmed. Therefore the significance of this impact cannot be assessed. Noise and vibration impacts on the local community The construction of the breakwaters will not involve any piling activities but will require the mobilisation of large quantities of material to the sites. Deposition of this material and general construction activities are likely to result in elevated noise and vibration levels which can be considered of medium magnitude. The three breakwaters are situated in different areas of the city. The Manora breakwater is to the west and at the end of a promontory of land. The nearest residential area to the works appears to be approximately 750m away to the north and the nearest amenity beach (Manora Beach) is approximately 1km away. Background noise levels in this area are anticipated to be much lower than average urban dB levels for Karachi which tend to be very high compared to the NEQS of 85dB. Additionally, the construction works will likely be limited to normal working hours which will limit any disturbance during the quieter night time hours. The sensitivity of the area can therefore be described as medium and as the magnitude of the noise is considered to be medium the overall impact of noise and vibration impacts from the extension of the Manora breakwater on the local community is assessed to be moderate adverse. The western breakwater is located within a primarily industrial area where background noise levels will be high. The nearest residential area appears to be approximately 1.5km north of the site, the nearest beach area is approximately 2.5km away to the north-east. Understanding based on the limited data available suggest that background noise levels within Karachi city can range from 41 to 99dB and often exceed the Pakistan NEQS of 85dB (see Section 4.11) so the additional noise of the construction machinery within the port area is unlikely to adversely impact upon any local receptors, such as residential housing or recreational beaches. Additionally, the construction works will likely be limited to normal working hours which will limit any disturbance during the quieter night time hours. The sensitivity of the area can be described as low and although the magnitude of the noise is considered to be medium, the overall impact of the noise and vibration impacts from the construction of the western breakwater on the local community is assessed to be minor adverse. The eastern breakwater (Oyster Rocks breakwater) is located on the outskirts of a primarily industrial area but is also adjacent to the Clifton amenity beach area and also


much closer to residential properties. The closest residential properties are approximately 100m away from the beginning of the proposed breakwater. The breakwater itself is extensive and so construction works will take approximately 2.5 years to complete. The residential area is separated from the beach area and the location of the breakwater by a busy road that serves the industrial area to the west. Background noise levels in the area are anticipated to be less than the highly urbanised areas of Karachi but still greater than those found out at Manora. As the breakwater extends out to sea during construction so the distance between the ongoing construction works and the residential and beach areas will increase. Additionally, the construction works will likely be limited to normal working hours which will limit any disturbance during the quieter night time hours. The sensitivity of the area can be described as low and although the magnitude of the noise is considered to be medium, the overall impact of the noise and vibration impacts from the construction of the eastern breakwater on the local community is assessed to be minor adverse. Reduction in air quality due to vehicle emissions During construction of the breakwaters, a number of vehicles and plant machinery will be required on site. Details of the number of vehicle movements required, and the numbers of plant machinery required are not yet known. The construction works may release some dust into the air, particularly if the works are undertaken during the drier months of the year. As noted in Section 4.10 winds blowing from Manora can bring dust and sand particles over to Karachi, and the particulate matter levels from the air quality survey in Karachi indicate that in one of the coolest months of the year (when dust levels may be lowest) the levels were recorded at 123 - 152µg/m3 when the recommended standard (from the US EPA NAAQS) is 150 µg/m3. So a small increase in dust around the port area away from residential receptors is not likely to cause a huge impact on already high levels of air pollution. The level of traffic movements and plant machinery required is likely to be relatively high and can therefore be considered to be medium magnitude, which results in the impact of a reduction in air quality associated with the breakwaters construction to be assessed as minor adverse. Increased number of traffic movements The construction of the breakwaters will include the transport of materials to the port for the structures. This will necessitate increases in traffic levels within the adjacent areas to and from the source of materials. The number of vehicle movements is unknown at this point, but it is likely to be high and the magnitude is considered to be medium. The sensitivity of this area to increased traffic movements is low, given that there is an estimated population of 13 to 18 million people in Karachi and a total of 859,459 registered cars. Ideally further baseline information should be surveyed for the routes taken by the traffic to and from the source of materials, but this is not available. The port is an industrial area and will be accustomed to HGV’s and high volumes of traffic. Therefore it is considered that there would be a minor adverse impact on the local area from increased traffic levels associated with the breakwater construction works with regard to the western and eastern breakwaters.


For the Manora breakwater which is at the end of a promontory of land that appears to be mainly residential with a large amenity beach and far less urbanised and crowded than other areas in Karachi the sensitivity to increased traffic movements may be medium. It is therefore considered that there would be a moderate adverse impact on the local area out to the Manora breakwater from increased traffic levels associated with the breakwater construction works. Disturbance to fishermen and navigation The construction of the breakwaters will result in restricted access to areas of the coast around the PDWCP. During construction vessels will be required to give the construction area a wide berth for safety purposes which may result in reduced access to shipping lanes or fishing areas. The level of shipping in the area is high and the construction of the breakwaters is unlikely to cause significant disturbance to commercial vessels as it is located outside of the approach channel. Local fishermen and recreational vessels may experience some disruption if they typically launch boats from Clifton Beach as the west end of the beach will be restricted, but numbers of local fishermen are thought to be low. Steaming times may be increased slightly if they have to alter their navigation routes to avoid the works, but this will be minimal. Recreational vessels may be disrupted by the works but given the busy nature of the shipping channel it is not considered that many recreational users will be in this stretch of water. The magnitude of the impact to fishermen and shipping is therefore considered to be low given the location of the breakwaters outside of the approach channel and the gradual increase in length of the breakwaters throughout the construction allowing vessels to acclimatise to the changes to the navigation routes (outside of the approach channel). The sensitivity of the impact is also considered to be low due to location of works away from the existing harbour area and the lack of sensitive fishing areas in the dredging area. Therefore the impact of the breakwaters to fishermen and shipping is assessed to be negligible. A Notice to Mariners should be issued in order to inform users of the works. Reduction in water quality in the PDCWP basin during operation The area enclosed by the breakwaters will experience lower flushing rates which could affect water quality within the PDWCP area. The level of tidal movement within the PDWCP is shown in Figure 5.1. There is little wave action within the PDWCP basin, as intended to facilitate manoeuvring of vessels, so any contaminants from ships including leaks, waste, fuel emissions etc will be contained within the harbour. This may have an adverse impact on the marine life in the basin including around Oyster Rocks. The sedentary species associated with Oyster Rocks may be reliant on currents to provide a food supply and the change to hydrodynamics could affect the currents which help in providing this supply of food. The existing benthic community within the PDWCP basin is unknown as no baseline surveys were undertaken. It is, therefore, difficult to assess the sensitivity of the area and a level of significance cannot be defined for this impact. It is considered though that


the magnitude of this impact is high and there is likely to be significant adverse impacts to water quality from the lack of tidal flow created by the breakwater construction. Sediment accretion during operation The breakwaters will act as a barrier to sediment movement which will cause a build-up of sediment on the upstream side and a depletion of sediment on the downstream side (as shown in Figure 5.4 below). This could cause erosion problems in other areas and potential sediment starvation to Clifton beach. However, no modelling for this potential impact has taken place. Figure 5.4 shows the predicted sediment flux pattern for a spring tide and typical (non-monsoonal) wave conditions. The near zero currents within the basin result in extremely low sediment fluxes. Although much less powerful than the net sediment flux in the vicinity of Manora breakwater there is net flux into the new approach channel from the seaward side. It can also be seen that there is a significant flux of sediment bypassing the end of the Manora breakwater which results in the well established accretion zone on the edge of the navigation channel at this point (KPT, 2004). Figure 5.5 indicates the predicted annual accretion from the typical wave conditions. There will be a small amount of accretion in the PDWCP basin but most of the sand will deposit in the new approach channel (KPT, 2004). The total predicted annual accretion rate of sand is about 150,000m3 in the PDWCP basin and its approach channel of which most is in the southern end of its approach channel.


Figure 5.4: Predicted sediment flux pattern for spring tide

2741000

2741500

2742000

2742500

2743000

2743500

2744000

295500 296000 296500 297000 297500

2741000

2741500

2742000

2742500

2743000

2743500

2744000

295500 296000 296500 297000 297500

Spring tidesediment fluxScale:

10000 kg/m/tide

Spring tide flux magnitudekg/m/tide

0.00

1000.00

2000.00

3000.00

4000.00

5000.00

6000.00

7000.00

8000.00

9000.00

10000.00


Figure 5.5: Predicted annual accretion

Dep

ositi

on2741000

2741500

2742000

2742500

2743000

2743500

2744000

295500 296000 296500 297000 297500

Depth change

(m)

0.00

0.25

0.50

1.00

2.00

4.00

2741000

2741500

2742000

2742500

2743000

2743500

2744000

295500 296000 296500 297000 297500

2741000

2741500

2742000

2742500

2743000

2743500

2744000

295500 296000 296500 297000 297500 The mud transport model, SUBIEF-2D was used to simulate the fate of material imported into the system. The model was started with a constant concentration of 150mg/l everywhere except in the PDWCP basin where it was set at zero. The model was run from low water to high water (i.e. a flood tide) and the sedimentation pattern was plotted (Figure 5.6). It can be seen that a large amount of sedimentation occurs in the approach channel. An integration of the depth of deposited material showed that approximately 250m3 was deposited in the single flood tide simulated. Neap tide conditions results in accretion of approximately 700m3 per tide leading to a total predicted sedimentation rate of mud of about 350,000m3 per year, all in the new approach channel (KPT, 2004). Therefore, combining the results of the mud and sand transport models, the net rate of sedimentation following construction of the breakwaters is 500,000m3 per year in the approach channel to the proposed PDWCP basin.


Figure 5.6: Mud sedimentation pattern

2.742e+06

2.743e+06

2.744e+06

2.745e+06

295000 295500 296000 296500 297000 297500

Accretion (m)

-0.0000

0.0010

0.0020

0.0040

0.0060

0.0080

0.0100

2.742e+06

2.743e+06

2.744e+06

2.745e+06

295000 295500 296000 296500 297000 297500

0.000

Therefore, as the majority of the accretion will occur in the approach channel the impact to benthic habitats from sedimentation within the PDCWP basin will be limited and it is considered that the magnitude of the impact is low. The sensitivity of the habitats is however, unknown, given that no site specific benthic surveys were undertaken to provide a baseline environment. Therefore it is hard to assess the significance of this impact but from the above modelling it is thought that this is not likely to cause any significant issues. Potential impacts for starvation of sand Following construction of the breakwaters, the PDWCP basin will be enclosed and the breakwaters will act as a barrier to sediment movement which will cause a build-up of sediment on the upstream side and a depletion of sediment on the downstream side. Studies undertaken by HR Wallingford (2010) indicated that the sediment will be unlikely to be deposited within the basin but more in the southern area of the approach channel (Figure 5.5). This could cause erosion problems in certain areas due to starvation of sand in areas further along the coast, to the east of PDWCP.


The regular maintenance dredging which will occur at the PDWCP may enable the material to be put back into the system and allow sediment movement along the coast but this will depend on the site of disposal for the dredged material. If the disposal site is south of the approach channel, the sediment may be re-deposited and counterbalance any areas of sand starvation. However, if the sand is deposited to the north of the approach channel to avoid re-accumulation of material in the dredged area (as suggested in Section 5.6.2), this may prevent the sand continuing its movement along the coast in an easterly direction and its deposition along Clifton beach. In the absence of any sedimentation modelling along the coast from PDWCP it is difficult to determine the significance of the impact of sand starvation. The location of the dredge disposal site will also have a bearing on the overall impact. It is therefore recommended that once the disposal site has been determined, if offshore, further modelling is undertaken to investigate the sediment movement patterns along the coast and any areas of sand starvation as a result of the construction works can be identified. Loss of fishing area during operation During operation of the PDWCP the area will be restricted to fishing vessels. This is not considered to be a significant issue for the larger commercial vessels but some of the smaller local fishing vessels use the area off Clifton Beach and this may affect their fishing grounds. However given that the number of local fishing vessels is thought to be fairly low the magnitude of the impact is considered to be low. The sensitivity is also low as the fishing grounds are thought to be much further away from the PDWCP. So the impact of loss of fishing area following completion of the breakwaters is considered to be negligible. Disturbance to shipping during operation Following completion of the breakwaters the area will be impassable to vessels. As mentioned above, the breakwaters are not located within the main shipping channels and therefore the disturbance will be limited to smaller fishing and recreational vessels. It is thought that the recreational vessels may tend to use the more sheltered waters behind the sand spit rather than the open sea, also where the Karachi Yacht Club is located. The smaller fishing vessels may experience some disruption but this will be minimal. Therefore the sensitivity of the impact is considered to be low. The magnitude of the impact is also considered to be low given the overall footprint of the breakwaters within the coastal area, and the impact of disturbance to shipping during operation is therefore, considered to be negligible.

5.6.4 Land Reclamation The project proposes the reclamation of land for the construction of the terminal facility. Land reclamation is an activity that may lead to irreversible changes in the habitat. The area being proposed for reclamation is adjacent to an area of land which has been previously used for container and general storage. There is a mosque at this site which will be demolished as part of these works and rebuilt elsewhere (see Section 5.6.5). The


marine environment around the proposed land reclamation is highly polluted from human and industrial waste and is unlikely to support any sensitive habitats, although no site specific baseline surveys were undertaken. The hydraulic changes anticipated through reclamation of this land are described in Section 5.6.3 along with the construction of breakwaters. The impacts from the reclamation of the land are anticipated to be:




• Disturbance to marine species from underwater noise and vibration;


• Reduction in air quality due to vehicle emission; and

• Increased numbers of traffic movements. Loss of benthic fauna and flora due to physical disturbance Reclamation of land as part of the PDWCP will result in loss of flora and fauna within the footprint of the reclamation area. The selected area is connected to the existing port facilities and therefore the water is likely to be highly polluted. It would be assumed that the level of benthic marine life in this area would be limited. However, no baseline surveys were undertaken at the site so this cannot be confirmed. The impact of the land reclamation would be limited and highly localised but it would be a permanent change. Eventually some benthic and encrusting species may colonise the underwater areas of the reclaimed land but this is dependant on many factors, including the water quality at the site. Given that the existing marine life in the vicinity of the works is unknown, the sensitivity of the impact cannot be defined and therefore this impact cannot be assessed. Studies on the existing benthic flora and fauna should be undertaken to provide a baseline environment in order to define the significance of this impact. Loss of benthic fauna and flora due to smothering The reclamation works may result in some sediment being released into the water column during deposition of the material on the seabed. This material may then be deposited elsewhere and result in smothering of benthic flora and fauna. As described in Section 5.6.3 above, the amount of sediment which is likely to be re-suspended is minimal compared to that during the dredging activities associated with PDWCP. From the 33Mm3 of capital dredge material, 0.5Mm3 is proposed to be used for the land reclamation. It is anticipated that 80% of the total dredged material will be soft sand (KPT, 2004). When this is deposited for the land reclamation, it is likely that some will be re-suspended in the water column given the volume of material to be moved.


The proposed land reclamation is planned to be undertaken following the construction of the Oyster Rocks breakwater, and therefore the PDWCP will be within a partially enclosed area (the breakwater off Keamari Groyne will not have been constructed at this point). The tidal flow within this basin area has been shown to be minimal (Figure 5.1) and therefore, the area subjected to possible sedimentation and therefore smothering is considered to be highly localised to the site of land reclamation. The magnitude of the impact can be assessed as low. Details of the benthic community in the vicinity of the land reclamation are unknown as no baseline surveys were undertaken. The community assemblage is essential to be able to determine the sensitivity of the area, and therefore the significance of this impact cannot be assessed. It is recommended that baseline benthic surveys are completed. Re-suspension of contaminated sediments The material for the land reclamation is planned to be sourced from the sediment excavated during the capital dredge for the PDWCP. In Section 5.6.1 it was identified that the potential exists for the dredged material to contain contaminants given the high levels of pollution in the area and the results of sediment quality analysis from samples taken in the area. The contaminants recorded to be present within the sediment at elevated levels are cadmium, chromium, copper, nickel, lead and zinc which are all higher than Action Level 1 (chromium and cadmium are above Action Level 2). When the dredged material is deposited for the land reclamation some of these contaminants may be released into the water column. Run-off from the reclamation works may also result in contaminated sediment entering the water. There are limited wet days in Karachi, but should these works be undertaken during the monsoonal season, the amount of rainfall within one day can be very high. The magnitude of the contamination during land reclamation is considered to be medium given the scale of the works and the level of contamination in the dredged material. The sensitivity of the area is thought to be low in terms of existing water quality and marine life. However, no site specific surveys have been undertaken at the PDWCP site. It is not possible, therefore, to fully assess the impact of release of contaminants in the water column from the land reclamation. Further benthic and site specific surveys would be required to fully characterise the baseline environment. Disturbance to marine species from underwater noise and vibration The noise levels associated with the land reclamation are not considered to be significantly high enough to impact on marine species. The existing background underwater noise levels are thought to be high, given the volume of shipping and industrial works in the area. However there will be some noise and vibration disturbance as the material is placed on the seabed. As outlined in Section 5.6.1 species which could be impacted by the noise and vibration of the breakwater include benthic species (in the immediate area), fish species and marine mammals.


There is little baseline data available for the study area and it is therefore difficult to assess the impacts of the construction works on marine species. It is likely that the impacts will be localised given the level of background noise around the PDWCP and the nature of the construction works. It is assumed that hearing specialists such as marine mammals and some fish species would typically avoid the area given the level of existing activity (and highly polluted nature of the area) but this has not been confirmed. Therefore the significance of this impact cannot be assessed. Noise and vibration impacts on the local community The construction works associated with the land reclamation will involve the use of heavy goods vehicles and plant machinery. The noise levels associated with the works could cause some disturbance to local people and although the exact numbers of vehicles required for the works are unknown the magnitude can be considered to be medium. The reclamation works are located within an industrial area where background noise levels will be high. The existing noise levels in Karachi often exceed the NEQS standards of 85dB and typically range from 40 to 100dB. The additional works associated with the land reclamation are unlikely to significantly impact upon any sensitive receptors. The sensitivity of the area can be described as low and although the magnitude of the noise is considered to be medium, the overall impact of the noise and vibration impacts from the land reclamation on the local community is assessed to be minor adverse. Reduction in air quality due to vehicle emissions During land reclamation, a number of vehicles and plant machinery will be required on site. Details of the number of vehicle movements required, and the numbers of plant machinery required are not yet known. As described in Section 5.6.3 the existing air quality pollutant levels in central Karachi are high, but both recent survey data and historical information would suggest that the air quality away from central Karachi i.e. at the land reclamation site may not exceed the Pakistan NEQS or US EPA guideline levels. Therefore the environment may be sensitive to further increases in emissions and dust/particulate matter arising from the construction activities and the sensitivity is medium. The magnitude of the air quality impact is considered to be medium as the number of vehicles and plant machinery associated with the works is likely to be high. The works will be temporary but may produce increased dust levels and noise. Therefore the overall impact of reduction air quality receptors as a result of the land reclamation is moderate adverse. Increased numbers of traffic movements The reclamation works will include the transport of materials to the port including rock and concrete. This will necessitate increases in traffic levels within the adjacent areas to and from the source of materials. The number of vehicle movements is unknown at this point, but it is likely to be high and the magnitude is considered to be medium.


As discussed in Section 5.6.3 the sensitivity of this area to increased traffic movements is low as the port is an industrial area and will be accustomed to HGV’s and high volumes of traffic. Therefore it is considered that there would be a minor adverse impact on the local area from increased traffic levels associated with the land reclamation works.

5.6.5 Demolition of existing terminal facilities In order to make way for the proposed terminal facility, the existing Keamari Groyne Container Complex is to be demolished, that includes the following structures:

• Three Stacking Sheds;

• Control Tower; and

• Mosque. The demolition activity would involve deployment of heavy machinery and work force and the impacts arising from these demolition works include:

• Noise and vibration impacts on local community;

• Reduction in air quality due to machinery emissions and demolition activities;

• Loss of facilities for local community;

• Contamination of adjacent water for marine life;

• Increased numbers of traffic movements;

• Noise and vibration impacts on marine life; and

• Noise and vibration impacts on birds. Noise and vibration impacts on local community With the demolition of structures comes noise and vibrational impacts. It is not clear whether any explosives will be used to demolish the structures, but the noise and vibration levels arising from the demolition activities are likely to be high either way. The magnitude of the impact can be considered to be high. As mentioned above in Section 5.6.4, the existing noise levels in Karachi can often exceed the NEQS standards of 85dB but can typically range from 40dB to 99dB. The structures to be demolished are located within the port area, which is highly industrialised and away from significant areas of residential properties. Crew and passengers on passing vessels may be susceptible to the noise from demolition activities but generally the sensitivity of the area can be regarded as low. Therefore the overall impact of noise and vibration impacts from the demolition of existing terminal facilities is considered to the minor adverse. Reduction in air quality due to machinery emissions and demolition activities The emissions from the machinery, the dust and particulate matter, and concrete debris are all issues of concern. There will be a number of vehicles required to assist with the demolition and also to remove the waste material from the site. Details of the number of


vehicle movements required, and the location of the waste disposal facility are not known at this time. As described in Section 5.6.3 the existing air quality pollutant levels in central Karachi are high, but both recent survey data and historical information would suggest that the air quality away from central Karachi i.e. at the demolition site may not necessarily exceed the Pakistan NEQS or US EPA guideline levels. Therefore the environment may be sensitive to further increases in emissions and dust / particulate matter arising from the demolition activities and the sensitivity is medium. The level of traffic movements and plant machinery required is likely to be relatively high and can therefore be considered to be medium magnitude, which results in the impact of a reduction in air quality to be assessed as medium adverse. Loss of facilities for local community As part of the proposed works, there will be a requirement to demolish an existing mosque at Keamari Groyne which will result in a loss to the local community. It has been confirmed that a new mosque will be built to replace this; however, there will be a time delay between the demolition and rebuilding. The new mosque is planned to be built at the end of the quay wall and this will be undertaken by Halcrow Ltd. Residents will be required to visit alternative mosques until the new mosque construction is complete which will create a temporary disturbance. The location of the closest mosque to Karachi Port is unknown, however, KPT are reported to have mosques at berth 18 and the Head Office which may be suitable substitutes for port workers, contractors and visitors. The magnitude of this impact is considered to be low given the short-term nature of the disturbance, and the sensitivity is low given the number of other mosques in the area. Therefore it can be considered that the impact of loss of facilities for the local community will be negligible. Contamination of adjacent water for marine life The potential for contamination of the water around the demolition works does exist, but is considered to be fairly low as all of the structures are located onshore and away from the waters edge. However, substantial rainfall during the demolition works could result in run-off entering the marine environment and contaminating the adjacent water. The magnitude of this impact is considered to be low given the low levels of rainfall for the majority of the year and location of demolition works. As mentioned in Section 5.6.1, the baseline environment for the marine life in the vicinity of the PDWCP is unknown as no site specific surveys were undertaken. The sensitivity of the marine life to such contamination is uncertain and therefore this impact cannot be assessed. It is recommended that benthic surveys should be undertaken to provide information on the baseline benthic community.


Increased numbers of traffic movements The precise numbers of vehicles required in order to carry out the demolition works or the number of lorry loads required to remove the waste is currently unknown. The location of the waste disposal is also undetermined and will be decided by the local contractors. For three stacking sheds, a control tower and a mosque, the amount of waste material produced will be high. Therefore the magnitude of the increased traffic movements is likely to be high. The sensitivity of the area, as mentioned above, is low given the very high numbers of traffic within the city, and the industrial nature of the site. Therefore, it is considered that the impact of increased traffic movements from the demolition works is minor adverse. Noise and vibration impacts on marine life The noise and vibration impacts associated with demolition will be concentrated in onshore areas and unlikely to impact on marine life. It is considered that there will be no impact. Noise and vibration impacts on birds The coastline of Karachi has been identified as an Important Area for Birds (Section 4.12.9) although this IBA extends down to the Indus Delta which is located to the east of Karachi. The mangrove forests to the west of the PDWCP near Manora are the closest area of important bird habitat around Karachi. The port area itself is unlikely to be a significant area for birds given the level of disturbance, amount of pollution and lack of roosting habitat. The works associated with the demolition of existing terminal facilities will create noise and vibration but this is not considered likely to impact significantly on any important bird populations associated with the Outer Indus Delta IBA. The sensitivity of the area around the works to birds is low, and while the magnitude of the works in terms of noise levels to birds is medium, the overall impact of noise and vibration impacts from the demolition works on birds is considered to be minor adverse.

5.6.6 Construction of Quay Wall The 1500m long, 23m high quay wall which will be constructed from adjacent tubular piles tied back to an anchor wall basically has three functions:

• To provide berths for ships in the port;

• To provide a foundation for quay based equipment; and

• To form a land / water interface. The hydraulic changes as a result of the quay wall installation have been incorporated into the breakwater construction modelling and are displayed in Section 5.6.3.


During the quay wall construction, the impacts have been identified as:




• Reduction in air quality due to vehicle emissions;

• Increased numbers of traffic movements; and

• Noise and vibration impacts on marine life. Loss of benthic fauna and flora due to physical disturbance The impacts on the benthic flora and fauna from construction of the quay wall will be similar to those described in Section 5.6.3 for the construction of the breakwaters. No significance levels can be applied to the impact due to the lack of information on the benthic assemblages in the area. During operation, the quay wall may provide a habitat for benthos or other mobile species which could colonise the wall. This will be dependent on many localised factors including water quality, oxygen levels and tidal flows. Re-suspension of contaminated sediments The impacts of re-suspension of contaminated sediments are similar to those described for the construction of the breakwaters in Section 5.6.3. A number of contaminants are known to be present at elevated levels within the sediment in the harbour area, including cadmium, chromium, copper, nickel, lead and zinc as outlined in Section 5.6.1. Construction of the quay wall may disturb sediment on the seabed which could release contaminated sediment into the water column. Pile driving activities will be undertaken to secure the quay wall but no excavation works will be carried out. The magnitude can therefore be considered as low. The sensitivity of the area is low in terms of existing water quality, marine life and recreational use. However, no site specific surveys have been undertaken at the PDWCP site. It is not possible therefore to fully assess the impact of release of contaminants in the water column from the quay wall construction. Further site specific benthic surveys would be required to fully characterise the baseline environment. Noise and vibration impacts on local community Noise and vibration impacts from the construction of the quay wall will be dominated by the piling activity. Piling is a short sharp sound which has the potential to be heard over long distances, depending on the background noise levels and nature of the surrounding environment. The piles to be used for the quay wall construction have a maximum diameter of 2.5m.


In this case, the quay wall will be constructed in the port area, where there are already high levels of industrial activity and background noise levels are high. As mentioned above in Section 5.6.4, the existing noise levels in Karachi are high and often exceed the NEQS of 85dB. The sensitivity of the area can be described as low and although the magnitude of the noise is considered to be high, the overall impact of the noise and vibration from the construction of the quay wall on the local community is assessed to be moderate adverse. Reduction in air quality due to vehicle emissions During the quay wall construction, as with the breakwater construction, a number of vehicles and plant machinery will be required on site. Details of the number of vehicle movements required, and the numbers of plant machinery required are not yet known. As described in Section 5.6.3 the existing air quality pollutant levels in central Karachi are high, but both recent survey data and historical information would suggest that the air quality away from central Karachi i.e. at the quay construction site may not necessarily exceed the Pakistan NEQS or US EPA guideline levels. Therefore the environment may be sensitive to further increases in emissions and dust/particulate matter arising from the demolition activities and the sensitivity is medium. The level of traffic movements and plant machinery required is likely to be relatively high and can therefore be considered to be medium magnitude, which results in the impact of a reduction in air quality to be assessed as moderate adverse. Increased numbers of traffic movements The construction of the quay wall will require increased traffic movements to bring materials to site for the construction activities. This will increase the number of vehicles travelling on the roads around the port and within Karachi to some extent. Precise numbers of vehicle are not known but it is anticipated that levels will be relatively high and the magnitude of this impact is considered to be medium. As discussed in Section 5.6.3 the sensitivity of this area to increased traffic movements is low as the port is an industrial area and will be accustomed to HGV’s and high volumes of traffic. Therefore it is considered that there would be a minor adverse impact on the local area from increased traffic levels associated with the quay wall construction. Noise and vibration impacts on marine life Piling will be required for construction of the quay wall in the form of 2.5m diameter piles and this is likely to create loud noise and vibration impacts in the underwater environment. As outlined in Section 5.6.1 sound travels much further in water than in air and activities generating underwater sound can have significant impacts on sensitive marine species. Background noise levels at the site are anticipated to be high given the high level of shipping activity and the industrial nature of the area. Species which could be impacted


by the noise and vibration from the piling activities include benthic species (in the immediate area), fish species and marine mammals. As outlined in Section 5.6.1 there is little baseline data available for the study area and it is therefore difficult to assess the impacts of the piling on marine species. The size of the piles to be used on the quay wall varies between 1.2m up to a maximum of 2.5m diameter (refer Section 3.5). The propagation of underwater noise is not anticipated to be very far given the small size of the piles, the shallow water depth and the breakwater which will create a barrier to the sound within the basin. It is assumed that the marine species which are sensitive to noise would be unlikely to congregate around the port given the high levels of background noise, but this has not been confirmed. Further information is required in order to assess the sensitivity of the species and the magnitude of the piling noise, and therefore this impact cannot be assessed.

5.6.7 Stockpile of Dredged Spoil An area of 800,000m2 has been identified for storage of dredged loose sand for degasification and subsequent use in the project. The area proposed for stockpiling is at the western end of Clifton Beach and the material is proposed to be bunded from wave activity. It is proposed that there will be 6.5Mm3 of material to stockpile from the capital dredge. Impacts associated with the stockpile of dredged spoil include:

• Gaseous emissions from the stockpile;

• Release of dust and particulate matter;

• Loss of benthic fauna and flora;

• Loss of recreational facilities; and

• Increased vessel movements. Gaseous emissions from the stockpile Once the material has been placed in the stockpile area there is a period of degasification where gases may be released into the atmosphere. These gases may consist of methane, hydrogen sulphide and other gases which can be a source of air pollution for prolonged periods. As described in Section 5.6.3 the existing levels of pollutants in the air around Karachi are high, but levels in the area around the PDWCP may not exceed the Pakistan NEQS or US EPA guideline levels. The environment may, therefore, be sensitive to increases in emissions and the sensitivity is classed as medium. The magnitude of the impact is also considered as medium given the amount of material to be stockpiled (6.5Mm3). The impact of gaseous emissions from the stockpile is therefore assessed as moderate adverse.


Release of dust and particulate matter Release of dust and particulate matter from the stockpile can be harmful to human health. In line with the air quality standards as described above, the existing levels of air quality in Karachi are high, but the air quality in the stockpile area may not exceed the NEQS or US EPA guideline levels. The sensitivity of the impact must therefore be considered as medium. The amount of material to be stockpiled has the potential to release significant amounts of dust and particulate matter and the magnitude is also considered to be medium. The overall impact of release of dust and particulate matter from the stockpile can therefore be assessed as moderate adverse. Loss of benthic fauna and flora Benthic communities and habitats may get smothered and / or buried by the stockpiling of material. It is likely that the majority of the benthic community within the footprint of the area will be lost. However, the sensitivity of the benthic community is unknown due to lack of baseline data and the significance of the impact cannot be assessed. Loss of recreational facilities Clifton Beach has been identified as an area of recreation for the residents of Karachi. Recreational activities in this area mainly consist of walking and general use of the beach. The area to be used for the stockpiled material is to the west end of Clifton Beach towards the existing port area and measures approximately 2km in length. The entire length of Clifton Beach is approximately 8km long, and therefore the stockpile area will result in a loss of approximately 25% of the total beach area. This will be a permanent loss, however, it is not clear whether the entire length of the beach is used for recreational purposes. Much of beach area to the west of the Oyster Rocks breakwater appears to be more industrial than the eastern areas and therefore the magnitude of the impact is considered to be medium. This magnitude has been estimated due to lack of information available regarding the extent of the beach used for recreation. Should the entire length of the beach be used on a regular basis, this would increase the magnitude of the loss and the impact would change accordingly. The sensitivity of the impact is dependent on the level of use of the beach, which is reported to be relatively high but only at certain times of the year. The overall sensitivity of the impact is considered therefore to be medium. Overall the impact of the loss of recreational facilities to the public is assessed as moderate adverse. Increased vessel movements For stockpiling of 6.5Mm3 of material, the 800m3 capacity barges would need to make over 8,125 trips from the dredging site and back. However, as the majority of the dredging will take place within the PDWCP basin and the stockpiled area is also within this area, the distance that the vessels will travel to place the material is limited. The


other vessels located within this area will also be likely to be associated with the construction of the PDWCP and therefore it is considered that there would be no impact to shipping from increased vessel movements associated with the stockpiling of material.

5.7 Risk of Hazards and Accidents

During the construction works there is the potential for leaks and spills from equipment (e.g. fuel, oil, lubricant) to affect the water quality in the area surrounding the PDWCP area. Such an incident is not planned as part of the proposed project and so it can only be considered as a risk (rather than an impact) to water quality. Although the risk of incident is very low, its significance will be dependent on the nature of the incident (e.g. the location, scale, type of pollutant). Mitigation measures and best practice should reduce the risk of any incidents and these are discussed Section 6. The key impacts from hazards and accidents are outlined below. Losses & Spillages of Construction Materials During the construction phase, it is possible that construction material could either be lost accidentally or dumped intentionally into the aquatic environment. Although materials like rock, plastics etc. are relatively inert, other materials such as metals, concrete, fuels etc. can cause degradation of the water quality. Other than large scale accidental spillage of fuels or other mechanical fluids, the impact of an isolated event is likely to be minimal and not significant in its impact. However, the cumulative impact of a number of related activities during the construction period could have wider implications in terms of adversely impacting aesthetic quality, fishery resources and coastal ecosystems. In addition, sizable quantities of debris on the sea bed could hinder dredging operations. For example, a hydraulic suction dredger may become clogged by large sized debris, adding further time and costs to the dredging operation. Diesel Spills The proposed terminal facility and installations for storing diesel and the fuelling stations for the site vehicles are potential hazard / accident points. Potential exists for a limited level of spillages in these areas that can cause limited level adverse impacts in the case of an isolated accident and chronic adverse impacts accumulatively. Even a small amount of diesel, when it dissolves in water, experiences an increase in its density with the result that it sinks into the bed. The sediment can become contaminated with the diesel and its breakdown products. The breakdown products of hydrocarbon fuel include Polycyclic Aromatic Hydrocarbons (PAHs) - substances that are considerably toxic, environmentally persistent and bio-accumulative in the food chain. Although these substances become bound to the sediment, disturbance during maintenance dredging can release them back into the water.


5.8 Impacts to sensitive environmental sites

In addition to the issues discussed above, specific concerns related to the biodiversity and aesthetic quality of the project are discussed below.

5.8.1 Sandspit / Hawksbay beaches Sandspit / Hawksbay beaches are a sand dune coastal ecosystem and a known nesting site of the endangered green turtles. The peak turtle nesting / breeding season extends from August to November. Though the project activities do not directly impact on the turtle habitat, any change in the hydraulic regime of the harbour may impact on the shoreline configuration of the Sandspit / Hawksbay beaches, which are around 6km from the project area, through the actions of erosion and deposition. Turtles are known to abandon beaches where the structure / nature of the sand has undergone changes, for example, through a process of beach nourishment. The impacts of the construction works on the hydraulic regime have been outlined in Section 5.6.1 and 5.6.3. Whilst the impact of the breakwater construction and deepening of the approach channel have significant impacts on the tidal regime, the direction of the tidal flow (i.e. from a pre-dominantly south-westerly direction) ensures that all accretion and deposition impacts are affecting areas to the east of the structures (see Figure 5.1). Therefore, Sandspit / Hawksbay beaches which are located to the west of the PDWCP should be removed from any impacts associated with the construction works. Therefore it is considered that there would be no impact to the Sandspit / Hawksbay beaches from the proposed construction works.

5.8.2 Oyster Rock Islands The Oyster Rock Islands represent in themselves, a unique outlet of significant aesthetic value for the citizens of the city. A limited level of fishing also takes place near the island shores. During construction, it has been identified that the dredging activities will have a significant impact on the Oyster Rocks (see Section 5.6.1) considering that the Oyster Rocks breakwater will have been constructed prior to dredging, thereby enclosing the rocks within the PDWCP basin during the dredging activities. Suspended sediment disturbed during dredging will likely settle in and around the Oyster Rocks and may result in smothering of benthic species and habitats. The significance of the impact has not been assessed due to the lack of baseline data on the existing habitats and species located at the Oyster Rocks. Following completion of the works, the Oyster Rocks breakwater has been designed so that members of the public will be able to walk along it and have a view of the Oyster Rock Islands. The overall landscape and seascape views of the Oyster Rocks are likely to be significantly altered with the development of the PDWCP but the design of the project has been considerate of the public enjoyment of the islands and will allow continued viewing of the Oyster Rocks from close range.


5.9 Impacts to Other Human Activities

5.9.1 Socio-economics During construction the project is expected to yield jobs for hundreds of skilled and unskilled workers in addition to the professional workers. Most of the slots for these workers would be filled up from the localities nearest to the project areas which would reduce the transport impact. The numbers of workers required during the construction phase of the project is unknown but is considered to be high and will create a positive impact on the local economy. The deployment of a large number of HGV’s during construction would also contribute positively to the socio-economics in terms of employment figures however, the increased pressure on the roads is a concern which has been addressed in Section 5.6. During operation the PDWCP will continue to be a source of employment for a large number of skilled, unskilled and professional employees. The exact numbers of workers likely to be employed at the site is unknown and the impact cannot therefore be assessed, but it is considered to be a positive impact. Whereas the local economy will benefit from employment and services provided to the ships, the national economy is expected to benefit substantially by the relevant shipping activity and trade. Operation of this port can fill the gap between the required and available ship handling capacity. The feasibility study (KPT, 2004) looked into the financial viability of the project and it was concluded that the rate of return was well above the weighted average capital costs, and the payback period is below the international requirement of 10 years for the high traffic forecast scenario. Therefore it can be assumed that during operation of the PDWCP there will be a positive impact to the socio-economics (both locally and nationally).

5.9.2 Landscape & Seascape Impacts As mentioned in Section 5.8.2 the landscape and seascape views will be altered through the development of the PDWCP. There has been little information provided on the visibility of the development from various viewpoints around the Karachi coast and therefore it is difficult to fully assess the impact of the development to the landscape and seascape. However, there are limited sensitive sites in terms of unspoilt natural beauty and Karachi is already a highly developed area. The open sea view from Clifton beach will be partially obscured, although looking west from Clifton beach there are views of the existing port works so the impact will be limited. From the Sandspit area around Manora the PDWCP is set against the backdrop of Karachi and whilst it will be visible, the existing view is far from unspoilt. Therefore it can be considered that the sensitivity of the area is low, and the magnitude of the development in the context of the surrounding area is low. The overall impact of the development on the landscape and seascape is assessed as negligible. Ideas have been raised regarding the night-lighting of Oyster Rocks and KPT’s jet fountain to distract away from the PDWCP lights. This would enable the islands and the fountain to be visible from a long distance at night which is desirable to some. Further


details will be discussed and should a decision be made the impacts of night-lighting the area in terms of light pollution should be assessed.

5.9.3 Increased Shipping Traffic As discussed in Section 5.6, the increased number of vessels around the PDWCP site during construction is not considered to have a significant impact on commercial vessels as the majority of the works will take place outside of the major shipping channels (with the exception of the dredging works in the southern part of the approach channel). During operation the number of vessels using the area will increase as ships arrive at the PDWCP. The southern part of the approach channel will be particularly impacted as it will be used by both the existing port and the PDWCP. As this is an already busy area, the impact is not going to have a major impact on the existing shipping traffic, although the new vessels will be much bigger.

5.9.4 Utility Services During the construction and operation of the PDWCP there will be an increased demand on utility services required. Electricity The anticipated demands on the electrical power supply during construction of the PDWCP are shown in Table 5.4. Table 5.4: Power requirements

Development Phase Demand (MVA) Cumulative Demand

(MVA) 1 26 26 2 12 38 3 14 52 4 12 64 5* n/a n/a

Source: KPT (2007a)

*Note: This phase will only involve dredging PDWCP from -16.0mPD to -18.0mPD Since it is unlikely that these demands could be met by Karachi Electrical Supply Corporation (KESC) it is intended that the primary electrical supply would be derived from an on-site power generation plant. It is proposed that the plant should comprise 2,400kVA prime power rated diesel generator sets, this being around the largest standard unit available, although larger units can be obtained to special order (KPT, 2007a). Therefore the construction (and operation) of the PDWCP will have no impact on the electric supplier in Karachi as it will be self-sufficient. Water The potable water supply will be obtained from the local distribution network and a water distribution network of HDPE piping will connect all buildings to the supply. It is not considered that this will have any impact on the existing water supply.


Railways As mentioned in Section 4.17.19 there are plans to improve the railway network in Pakistan in order to promote use of rail for freight transport. This would reduce the strain on the existing rail network from the increased volumes of cargo which would be arriving into the PDWCP.

5.10 Cumulative & In-combination Effects

This section looks at the cumulative and in-combination effects of the PDWCP construction and operation with any other relevant projects in the area based on available information. There are plans to develop Karachi Port with a project known as Cargo Village in the Western Backwaters of the port which will handle, store and dispatch cargo, and have off-dock facilities where a variety of port and transport related support services can be streamlined and organised. The timeframe of the development is unknown. There is also DHA’s Waterfront Development Project which is planned over a stretch of 14km of land from Sindbad (Old Casino) up to the golf course in Clifton Beach. This multi-billion dollar project will create high rise commercial building complexes, hotels, aquariums, shopping complexes and an amphitheatre along the seafront. This project is planned to be completed by 2015 and some construction has started. In addition the subsequent phases of the PDWCP construction may overlap with the construction of phase 1 which could cause cumulative impacts. This is, however, unlikely, as the construction is planned to be undertaken consecutively rather than simultaneously. There is potential for impacts should the construction of these projects overlap with the construction period of PDWCP. Impacts which could arise would include:

• Increased noise levels from construction activities;

• Increased air pollution from construction and vehicle emissions;

• Increased restrictions to Clifton Beach recreational area;

• Increased traffic levels associated with construction traffic;

• Increased contamination of the water within the port area;

• Increased suspended sediment levels from construction activities; and

• Increased shipping traffic in the approach channel. There is, however, little information available on the construction plans for either of these projects and it is difficult to determine the sensitivity of the receptors to impacts. Therefore the significance of the cumulative impacts has not been assessed.

5.11 Screening Matrix

A summary of the environmental impacts identified within this section is outlined in Table 5.5. The mitigation associated with the impacts is provided in Section 6 and the Environmental Management Plan is provided in Appendix D.


Table 5.5: Environmental Impacts

Activity Receptors Impact Significance

Dredging of the channel Increased suspended sediment and deposition - during construction - during operation

Undetermined

Re-suspension of contaminated sediments

Undetermined

Oxygen depletion Undetermined Loss of benthic fauna and flora due to smothering

Undetermined

Loss of benthic fauna and flora due to physical disturbance

Undetermined

Disturbance to marine species from underwater noise and vibration

Undetermined

Creation of a channel which is -16mCD deep and approximately 220m wide (5.8 times the beam of the design vessel)

Benthic flora and fauna

Marine species

Fishermen

Shipping

Disturbance to fishermen and shipping

Negligible

Construction of breakwaters Loss of benthic fauna and flora due to physical disturbance

Undetermined

Loss of benthic fauna and flora due to smothering

Undetermined


Undetermined

Loss of historic features Moderate adverse


Undetermined

Noise and vibration impacts on local community

Minor adverse

Reduction in air quality due to vehicle emissions

Minor adverse

Increased number of traffic movements

Minor adverse

Disturbance to fishermen and navigation

Negligible

Reduction in water quality within the basin during operation

Undetermined

Sediment accretion during operation

Undetermined

Potential impacts for starvation of sand

Undetermined

Loss of fishing area during operation

Negligible

A basin will be created (in which the terminal will be set) in front of the berths of the terminal connected to the existing approach

Benthic flora and fauna

Marine species

Fishermen

Shipping

Local community

Marine archaeology

Disturbance to navigation during operation

Negligible

Land Reclamation Dredging and Benthic flora and fauna Loss of benthic fauna and flora Undetermined



due to physical disturbance Loss of benthic fauna and flora due to smothering

Undetermined


Undetermined


Undetermined

Noise and vibration impacts on the local community

Minor adverse

Reduction in air quality due to vehicular emission

Minor adverse

placement of sediment for the proposed terminal facility.

Increased numbers of traffic movements

Minor adverse

Demolition of Existing Terminal Facilities Noise and vibration impacts on local community

Minor adverse

Reduction in air quality due to machinery emissions and demolition activities

Minor adverse

Loss of facilities for local community

Negligible

Contamination of adjacent waters for marine life

Undetermined


Minor adverse

Noise and vibration impacts on marine life

No impact

Demolition of: • 3 Stacking

Sheds • Control Tower • Mosque

Local community

Marine species

Birds

Noise and vibration impacts on birds

Minor adverse

Construction of quay wall Loss of benthic fauna and flora due to physical disturbance

Undetermined

Re-suspension of suspended contaminants

Undetermined

Noise and vibration impacts on the local community

Moderate adverse

Reduction in air quality due to vehicle emissions

Minor adverse


Minor adverse

To provide berths for ships, foundation for quay based equipment and form a land / water interface

Benthic fauna and flora

Local community

Marine species

Noise and vibration impacts on marine life

Undetermined

Stockpile of dredged spoil

Gaseous emissions from the stockpile

Moderate adverse

Deposition of dredged material

Benthic fauna and flora

Local community

Shipping Release of dust and particulate matter

Moderate adverse



Loss of benthic fauna and flora Undetermined

Loss of recreational facilities Moderate adverse

Increased vessel movements No impact


6 MITIGATION MEASURES

6.1 Introduction

The following sections outline the mitigation measures recommended for the proposed project. Further details on specific measures are provided in Table 6.1. These measures, if implemented successfully, should reduce the significance of the potential adverse impacts. Monitoring is necessary to ensure the successful implementation of many of these measures and the monitoring is detailed in Section 7. Where the significance of an impact has been undetermined due to lack of critical information, mitigation has been included where anticipated impacts are high.

6.2 Dredging

Dependent on the method of dredging selected there are measures which can be applied to reduce the potential for sediment plumes if there are sensitive species present. However these measures can increase the time taken for dredging which could impact on other factors. Good practice measures should be adopted at all times during the dredging process to ensure that minimal material is lost during transport to the surface, that the dredger does not overflow whilst loading, and minimal material is lost during transport. These measures are dependent on the method of dredging employed but will help to reduce the sediment plume. Dredgers should be used which are well maintained and efficient. Dredging should be undertaken outside of any sensitive periods for marine species, which can be identified once the benthic community baseline has been surveyed. It may be possible to undertake studies to promote the re-colonisation of benthic fauna in the undisturbed area of the port after the dredging is complete.

6.3 Disposal of Dredged Material

It is recommended that environmental considerations are taken into account including those detailed in the guidance contained in the revised London Dumping Convention when locating the area to dispose of dredged material. In this regard a survey of contamination of bottom sediments should be undertaken before dredging. In case substances or materials listed in the annexes of the London Dumping Convention are found during the survey, the dredged material should be treated in accordance with the respective provisions of the convention as described in Appendix-4. Selection of the disposal site, disposal methods and requirements for capping in particular cases are key issues in undertaking disposal at sea. In shallow water with slow currents careful selection of the dredging method could be effective in minimising dispersal of re-suspended sediments. Specific guidelines for the disposal of dredged material at sea have been adopted by the contracting parties to the London Dumping Convention. For the evaluation of a sea disposal site information should be obtained on the following, as appropriate:


a) The physical, chemical and biological characteristics of the seabed (e.g.

topography, benthic biota);

b) The physical, chemical and biological characteristics of the water column (e.g. hydrodynamics, dissolved oxygen, species); and

c) Proximity to:

• Areas of natural beauty or significant cultural or historical importance;

• Areas of specific scientific or biological importance;

• Recreational areas;

• Subsistence, commercial and sport fishing areas;

• Spawning, recruitment and nursery areas; and

• Migration routes of marine organisms.

6.4 Construction of Breakwaters

During the construction of the breakwaters general good practice measures should be applied to all works and good site management undertaken at all times. Transportation of the stone to the site is to be done through trucks and dumpers which have already been accounted for in the project planning. It should also be ensured that the trucks / dumpers are not loaded beyond their registered capacity. Furthermore, the transportation contractor should ensure that the carriers must be in good condition and all vehicle emissions should comply with national standard requirements. Routes which vehicles are to take should be approved in order to ease congestion wherever possible. Works should be restricted to normal daylight working hours as far as possible in order to minimise disturbance. Notices to Mariners and information for nearby users should be issued to ensure people are kept informed of the progress of the project and likely periods of disruption. A point of contact should be advertised in case of complaints, and a process should be in place for dealing with any complaints regarding the construction works and disturbance. Monitoring should be in place to ensure that should the structures cause a change to the sedimentary patterns during the operational phase, then appropriate action can be taken to reduce the scale of impact. It is recommended that a pollution management plan be created to ensure that there is a formal process to follow in the event of an incident. All staff and contractors working on the site should be briefed on the plan during a site induction. Monitoring should be in place at local receptor sites to ensure that air quality and noise levels produced from the construction works do not exceed the Pakistan NEQS or US EPA guideline levels. Local receptors should include the closest residential areas in the two prevailing wind directions and receptor points to beach users.


6.5 Land Reclamation

As far as practicable, natural materials should be used for construction of the proposed port and associated structures and loss of natural features should be minimised. The reclamation works should be undertaken in accordance with the result of hydraulic studies. The dredged spoil used for land reclamation may contain methane, hydrogen sulphides and other gases which could continue to emit gradually. Dependant on the contaminants identified in the sediment, appropriate mitigation should be put in place, for example, spoil should left unused for at least 3 years and runoff of drainage water managed to minimise impacts on water quality.

6.6 Demolition of Existing Terminal Facilities

The demolition activities should be managed to reduce noise and airborne emission levels as necessary. Works should be restricted to normal daylight working hours as far as possible in order to minimise disturbance. All machinery should be well maintained and engine emissions should comply with national standard guidelines. Notices to Mariners and information for nearby users should be issued to ensure people are kept informed of the progress of the project and likely periods of disruption. A point of contact should be advertised in case of complaints, and a process should be in place for dealing with any complaints regarding the construction works and disturbance. Any waste material falling into the sea should be removed so as not to cause an obstruction to marine vessels and fishermen. Surveys should be undertaken following the completion of all works to ensure that no debris is left on the seabed which could be a potential hazard. All waste material should be disposed of at an appropriate facility. Traffic routes should be selected in order to minimise disruption to land based vehicles. Air and dust issues will be reduced through good practice and good site management. The use of modern, well maintained equipment will reduce any effects. Dust can be reduced by spraying particularly vulnerable areas with water to reduce airborne particulates. Monitoring should be undertaken during construction to ensure that air quality and noise levels do not exceed the Pakistan NEQS or US EPA guideline levels. The mosque will be relocated in order to reduce the impact to the local community.

6.7 Construction of Quay Wall

Mitigation measures to be put in place during the construction of the quay wall are similar to those outlined during construction of the breakwaters.

6.8 Stockpiling of Dredged Spoil

Measures which should be put in place to mitigate the impacts of the stockpiling should include monitoring of the stockpile for gaseous emissions both at the stockpile and at local receptor points to ensure compliance with the Pakistan NEQS or US EPA guideline levels. The local receptor points should include the closest residential areas in the two prevailing wind directions and the closest point used by recreational users on Clifton


Beach. Should the emissions exceed the guideline levels it would be necessary to cap the spoil with uncontaminated sediment to prevent further emissions. The stockpiled material will not be used for any construction purposes for at least three years to allow for degasification. It is envisaged that good practice during the stockpiling will ensure that minimal dust and particulate matter is released from the material. Notices should be placed around the vicinity of the works to inform local residents of the works and the restriction to beach access. Care should be taken to ensure that material is only placed within the designated stockpile area in order to minimise the footprint of the site.

6.9 Degradation of Water Quality

The port authorities cannot take any direct action to prevent the discharge of industrial / municipal wastewater from the city limits and dumping of garbage. They can however, evolve mechanisms and forums for discussion, consultation and strategy frame-working with the industries, city government and environmental protection agencies among other stakeholders to reduce pollution levels in the port area caused by urban land based activities. It is therefore recommended that KPT should continue to raise concern on this issue at all forums. KPT may also launch a media campaign to promote awareness in this regard among the public in general and stake holders in particular. The Port authority should ensure that the waste water generated from port facilities should not be discharged undiluted in the harbour. The need for treatment facilities should be investigated. For the discharge of ship wastes the Port Authority should ensure that the ships calling at the port comply strictly with the provisions of international conventions such as MARPOL 73/78. Any ballast water discharge should be allowed after ensuring that it does not introduce invasive alien species in the harbour waters. In order to prevent deterioration in water quality within the port area, options should be investigated, together with the appropriate authorities, for reducing the waste water input to the rivers flowing into the area. This could include the use of biofiltration to reduce the levels of organic material, nutrients and certain contaminants.

6.10 Hazards / Accidents

Losses and spillages of construction materials In order to minimise any impacts from losses or spillages of site materials during construction, the contractor undertaking the construction should ensure that there are no losses of potentially polluting materials to the water and that any spillages on land are removed and cleaned immediately. In addition, before commencing any work that could involve spillages of polluting materials, the contractor should produce an effective plan of prevention and clean-up measures. Risks of significant spills / leaks can be minimised by following standard good practice with regard to pollution prevention guidance as part of the appointed contractor’s environmental management plan.


It should also be ensured by the contractor that all working areas, storage areas, waterways and berths should be kept clear of any rubbish, debris and obstructions at all times. Lastly, all possible precautions should be taken to provide for the safe storage and use of fuels, explosives, gas bottles and all other hazardous materials. Oil spills from ships (including ship to shore transfer operations) The KPT already is equipped with the basic oil spill control equipment that includes booms, skimmers etc. However, feasibility needs to be worked out for the need to add advanced oil spill control equipment in view of the future growth scenario for the port that includes the proposed terminal facility in the PDWCP area. Continued training of the relevant staff in the proper use of oil spill control equipment is important for making the best use of facilities and maintaining high standards of operation. Port related traffic It should be the responsibility of the KPT to ensure that all vehicles leaving the port area for inner city and up-country destinations are road-worthy in that emissions / noise levels meet the NEQS and safety regulations are being met. All necessary pollution control equipment needs to be acquired for the purpose and proper staff training carried out.

6.11 Other Issues of Concern

The objective is to ensure that the proposed terminal facility development / operation do not have implications for coastal habitat resources and development. Certain habitats, particularly the sandy beaches and sand dunes that are located down-drift of the proposed terminal facility, can be susceptible to sediment starvation. Beach and dune habitats rely on a constant input of sand in order to survive and develop. These coastal habitats should be monitored on a sustained basis to assess whether or not their stability is being compromised by any alterations in sediment movement patterns (sand erosion / deposition). Monitoring methodology could simply involve a visual assessment, referring to a fixed point (e.g. permanent markers in sand dune), photography of selected sites or the use of satellite imagery for constant monitoring of any alteration in the shoreline configuration. Should any changes be observed that find linkages to the terminal facility related activities; mitigation measures would become necessary to rectify the adverse impacts. Compensation for loss of benthic habitats and species should be investigated, particularly with regard to the use of any clean sediment that arise from the dredging works surplus to requirements for the reclamation and breakwater construction. Consideration of biological filtering for waste water should also be given.

6.12 Mitigation Plan

Impacts which have been identified to be minor adverse or worse require mitigation measures to minimise the impact. All of the adverse impacts which have been identified in Section 5 are outlined in Table 6.1 with recommended mitigation measures. In a number of cases during the impact assessment it was not possible to provide a significance level to the impact due to lack of relevant information or details. Where this


is the case but an adverse impact is anticipated, the impact has been included with this table and appropriate mitigation proposed. The mitigation measures will need to be revised once the baseline has been established and the significance levels assessed. Table 6.1: Mitigation Plan

Activity Adverse Impacts Mitigation Measures

Dredging

• Increased suspended sediment and deposition.

• Re-suspension of contaminated sediments

• Oxygen depletion • Loss of benthic fauna and flora

due to smothering • Loss of benthic flora and fauna

due to physical disturbance • Disturbance to marine species

from underwater noise and vibration

• Good practice measures should be adopted at all times

• Suitable type of dredgers to be used which are efficient and well maintained

• Measures taken to reduce the sediment plume should this be necessary and valid given the timescale of dredging and sensitivity of the species

• Controlled dredging • Study may be conducted to promote

re-colonisation of benthic fauna in the undisturbed area of the port after it is operational

Disposal of dredged material

• Assessment of the impacts will required once the disposal option is finalised

• Appropriate mitigation will be applied in line with the identified impacts following a decision on the location of the site

Construction of

breakwaters

• Loss of benthic fauna and flora due to physical disturbance

• Loss of benthic fauna and flora due to smothering


• Loss of historic features • Disturbance to marine species

from underwater noise and vibration

• Noise and vibration impacts on local community

• Reduction in air quality due to vehicular emissions

• Increased number of traffic movements

• Reduction in water quality in the basin during operation

• Sediment accretion during operation

• Potential impacts for starvation of sand

• General good practice measures should be applied to all works

• Machinery to be well maintained and vehicle emissions should comply with national standard requirement

• Transport routes should be approved • Works should be restricted to normal

working hours • Information should be provided to the

public on the works • Long-term monitoring of the

sedimentary patterns should be in place

• A pollution management plan should be in place

• Monitoring should be undertaken at local receptor points during construction to ensure air quality and noise levels do not exceed guideline levels

Land Reclamation


• Loss of benthic fauna and flora due to smothering

• Natural materials should be used as far as possible

• Reclamation to be done in accordance with hydraulic studies.




• Disturbance to marine species from underwater noise and vibration


• Reduction in air quality due to vehicular emissions

• Increased numbers of traffic movements

• Depending on the contaminants identified in the sediment, appropriate mitigation should be applied

Demolition of existing facilities


• Reduction in air quality due to machinery emissions and demolition activities

• Contamination of adjacent waters for marine life


• Noise and vibration impacts on birds

• Works should be restricted to normal daylight working hours

• Information should be provided to mariners and the public on the works

• Debris in the water should be removed • Waste should be disposed of

appropriately • Good practice measures should be

followed for air and dust emissions • Machinery to be well maintained and

engine emissions should comply with national standard levels

• Monitoring of air quality and noise levels should be undertaken at local receptor points during construction

• Mosque to be relocated

Construction of Quay wall


• Re-suspension of suspended contaminants

• Noise and vibration impacts on the local community

• Reduction in air quality due to vehicle emissions


• Noise and vibration impacts on marine life

• General good practice measures should be applied to all works

• Machinery to be well maintained and vehicle emissions should comply with national standard requirement

• Transport routes to and from the site should be approved

• Works should be restricted to normal working hours

• Information should be provided to the public on the works

• A pollution management plan should be in place

• Monitoring should be undertaken at local receptor points during construction to ensure air quality and noise levels do not exceed guideline levels

Stockpiling of dredged spoil

• Gaseous emissions from the stockpile

• Release of dust and particulate matter

• Loss of benthic fauna and flora

• Gaseous emissions should be monitored to ensure that they do not exceed the guideline standards both at the site and at local receptor points

• Should the levels be exceeded the



• Loss of recreational facilities • Increased vessel movements

stockpile should be capped • Material should not be used for

construction for at least 3 years • Good practice should be followed

during placement to ensure minimal dust and particulate matter is released

• Notices should be placed around the vicinity of the works to inform local residents of the restriction to beach access

• Care should be taken to ensure material is only placed within the designated footprint of the stockpile area


7 ENVIRONMENTAL MANAGEMENT / MONITORING PLAN

7.1 Environmental Management Plan

An Environmental Management Plan (EMP) is necessary to effectively implement and manage the proposed mitigation measures. It provides a delivery mechanism to address the potential impacts of the project activities, and to develop a monitoring program in order to minimise the potential impacts during the construction and operational phases of the project. A separate regime has been proposed for monitoring the adoption of the mitigation measures. One of the aims of the monitoring program is to actually observe and analyse the project’s impacts, thereby providing the information to help in the design of mitigation measures to reduce the risks associated with the project. The EMP, one of the outcomes of the EIA, identifies key areas requiring attention during the project, in particular,

• What is to be managed and monitored?

• When and where;

• By whom;

• The expected cost for management; and

• Who to report and follow up if there is an issue that may arise at any phase of the project.

7.1.1 Objectives of the Environmental Management Plan

The primary objectives of the EMP are to:

• Use the mitigation measures outlined in the EIA to define the responsibility and timing for the implementation of these measures;

• Develop a monitoring mechanism and identify parameters that can confirm the implementation of the mitigation measures;

• Define the roles and responsibilities of the project proponent, the KPT and the project contractor(s) for the implementation of EMP and identify areas where these roles and responsibilities can be shared with other stakeholders;

• Define the requirements necessary for documenting compliances with the EMP and communicating it to all concerned regulatory agencies; and

• Develop a Training Programme to ensure all actions can be undertaken adequately.

7.2 Roles & Responsibilities

For the purpose of project implementation, the project contractor(s), under the monitoring regime of KPT (Project proponent) will be the sole responsible organisation for the implementation of the EMP during the construction works. During the operation of the project, the responsibility for the EMP will be with KPT. All other stakeholders and players would however be required to follow the Environmental guidelines provided by the Contractor and KPT from time to time. The


general roles and responsibilities of KPT and the Contractors are proposed in the following sections.

7.2.1 KPT As project proponent, KPT will be responsible for ensuring the EMP is implemented by the contractor(s) during the construction phases in letter and spirit. The Project Director of the KPT will be responsible for overall project operation. The Marine Pollution Control Department of KPT will liaise with the Contractors and will be responsible for ensuring that all contractual obligations related to design and constructions, as well as environmental and social compliances are met according to the requirements mentioned in the EIA. KPT will then be responsible for the implementation of mitigation measures during the operational phase once the Contractor’s duties are fulfilled.

7.2.2 The Contractor(s) The contractor(s) appointed for carrying out the activities related to the project will be responsible for implementation of, and adherence to, the provisions of the EIA relevant to their respective areas of services. Overall responsibility for the contractor’s environmental compliance will rest with the person holding the highest management position within the contractor’s organization. The contractor’s Project Manager will be responsible for the effective implementation of the EIA and the EMP. The contractor will designate a Health, Safety and Environment (HSE) officer who will bear the responsibility to ensure implementation of or adherence to the requirements of the EMP.

7.2.3 The Supervision Consultant The KPT may appoint an independent EIA consultant who will oversee that the construction activities are in consonance with the provisions of the EIA. He shall be responsible for the preparation of monthly reports on the project progress. The consultant will maintain records, decisions made at meetings, progress on civil works, certified achievements and milestones, financial records, and any deviations from or changes to the contract plans. The consultant will assist the KPT or contractor in preparing quarterly project progress reports, a project completion report, and monitoring and evaluation reports as required under the agreement.

7.2.4 Project Design Following the approval of the EIA, the KPT will finalise the design of the project and any changes in the design or the requirements of the EIA will be handled through the final Management Plan provided in the EMP.

7.2.5 Approvals besides EIA Obtaining the No Objection Certificate (NOC) from the Pakistan Environment Protection Agency (Pak EPA) will not relieve the KPT or its appointed contractor(s) of any other relevant legal obligations. Hence, the KPT and its appointed contractor(s) will obtain all other relevant clearances and necessary approvals required by the Government of Pakistan prior to commencing of the project or during project execution.


7.2.6 Contractual Provisions

Adherence to the requirements of the EIA and EMP in terms of environmental compliance and implementation of mitigation measures will be an essential requirement from all project contractors. Therefore, the EMP will form part of the contracts that may conclude to execute whole or part of the project between the KPT and the contractor(s).

7.3 Execution of the Project

7.3.1 Co-ordination with Stakeholders The KPT will ensure that co-ordination required with the project stakeholders on environmental and social matters as required by the EMP is maintained throughout the operation.

7.3.2 Environmental Management System The KPT and the contractor(s) will ensure that the mitigation measures mentioned in the EIA are adhered to and Health, Safety and Environment (HSE) protocols are implemented during the execution of the project. The contractor(s) will abide by the relevant contractual provisions relating to the environmental management of physical, biological and socio-economic and cultural environment.

7.3.3 Monitoring The KPT’s EIA consultant will ensure that the project activities are monitored according to the environmental monitoring programme prescribed in the EMP. The KPT will nominate any Environmental officer to coordinate and ensure the compliance of mitigation measures recommended in the EMP.

7.3.4 Training The KPT and its contractor(s) will be responsible for the selection and training of their staff that are involved in execution of the project activities in an environmentally safe manner. The KPT and its contractor(s) will be responsible for providing training to their respective staff members on the EIA, EMP and the implementation requirements provided in the EMP.

7.3.5 Communication and Documentation The KPT will ensure, through its EIA Consultant that the communication and documentation requirements specified in the EMP are fulfilled during the operation.

7.3.6 EMP Implementation The two phases of the project i.e. construction and Operation would be considered separately for the EMP. The same, or different staff, may be assigned the Environmental Management of the two phases. However during the construction phase the personnel of the project contractors would necessarily be part of the EMP implementation team. These people would get detached from the team upon satisfactory completion of the appropriate phase.


7.3.7 Changes to the EMP

The EIA and the EMP have been developed based on the best possible information available at the time of the Assessment. 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, the following actions shall be taken.

• A meeting will be held between KPT, concerned contractor and the EIA consultant. The proposed deviation from the EMP, planning and designing will be discussed and implemented if 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 sent to the regulators for approval of the changes;

• The approved report will then 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 office; and

• All relevant project personnel will be informed of the change.

7.3.8 Management Teams Following structures of the Management / Monitoring teams have been considered appropriate for the two phases. Monitoring of Environmental Management would be done independently by the EIA Consultant.


Figure 7.1: Construction Phase

Implementation Officer(s) (Contractor)

Pollution Control Officer (KPT) (Monitoring)

Sub Engineer (Project Contractor)

Supervisor (Contractor)

Equipment Technician

Labour (Contractor)

Overall Supervision (Mgr MPCD)

Monitoring Officer (EIA Consultants)


Figure 7.2: KPT Marine Pollution Control Department

7.3.9 Implementation (Construction Phase) A senior staff member of the project executing firm (Contractor) would be nominated as the focal person for all aspects related to pollution prevention and environmental uplift activities. The implementation of the EMP would however be overseen by the KPT’s EIA Consultant. The EMP (Matrix) covers most of the environmental aspects which are to be addressed. Aspects which need discussion are as follows. Dredging

• Removal of benthic fauna - currently the benthic assemblage is unknown. Baseline surveys should be undertaken to characterise the area within the footprint of the site and from there the sensitivity of the impacts of dredging can be assessed and discussed.

• Disposal of dredged spoil - The disposal of sediment would cause disturbance on the seabed. The sediment analysis of the area shows some high concentrations of heavy metals and phenols which may be a matter of concern in the context of disposal of the dredged spoil as the UK Action Levels guidelines indicate that the material may be unsuitable for disposal. Further project specific sampling and appropriate analysis will help to fully identify the extent of any unacceptable contamination. By adopting a very specific sampling regime some of the material may be excluded from disposal but conversely this may help identify which areas of sediment are acceptable for disposal and therefore minimise the unacceptable element. No samples appear to have been taken at depth and this may further decrease the unacceptable element. Lastly the UK Action Level guidance is not a pass or fail criteria but is used as a weight of evidence approach. A similar approach could be adopted when assessing this material’s suitability for disposal at sea. Additional information provided by LDC 72 (or LC72) include the following restrictions in issuance of a general permit for dumping of dredged material.

Manager (MPCD)

Dy. Manager (MEU) Dy. Manager (PCU)

Station Superintendent

Site Supervisor

Maintenance Technician Inspector

Ward Keeper

Lab Attendant


A general permit can be given if:

• Although Annex-I (Black list) substances are present, they are determined to be present as a “trace contaminant” or to be “rapidly rendered harmless” by physical, chemical or biological processes in the sea provided they do not: make edible organisms unpalatable, or endanger human health or that of domestic animals; and

• The dredged material contains less than significant amounts of substances listed in Part A of Annex II and meets the requirements of part C of Annex II.

“Less than significant” means: Pesticides not covered by Annex I and lead: 0.05% or more by weight in the material; All other substances listed in Annex II, para A: 0.1% or more by weight in the material. In summary, notwithstanding the above, this means a permit can be given if Annex I substances are only present in ‘trace’ quantities and Annex A substances are only present in ‘less than significant’ quantities. The disposal of the dredged spoil would depend on the results of laboratory tests and levels of contamination. Permission from the Administration will be required for disposal of the dredged spoil within a designated area. Dredging Impact Dredging can have adverse impacts from the release of turbidity plumes, depending on the sensitivity of the receiving environment. Baseline surveys needs to be undertaken in order to determine the benthic assemblage and thereby ascertain the sensitivity of the environment. There are measures that can be implemented in order to reduce the significance of this potential impact but many of these measures will have other consequences such as increased time of dredging which need to be considered in light of other resources that could be affected. Land Reclamation Besides altering the hydraulic regime this activity smothers the benthos and the habitat resulting in damage to the ecology. However, the sensitivity of the benthic environment needs to be determined through baseline surveys. Due consideration is to be given to the baseline information with particular emphasis on the prospects of re-colonisation of any important species. Construction of Breakwaters Construction of the breakwaters will impact on the hydraulic regime. The impact to the benthic flora and fauna and the marine life in general is undetermined without site specific baseline surveys. It may be appropriate to consider compensation of lost ecology in some other area e.g. plantation of mangrove in Chinna Creek, once the sensitivity levels and impacts to the benthic environment are established.


Construction of Quay Wall Being the interface between land and sea to the construction of the quay wall should be constructed in accordance with hydrographic surveys giving due consideration to change in hydraulic regime and ecological loss (once the benthic baseline environment has been determined). Dropping of Debris in Demolition of Existing Facilities Due attention is to be paid to handling of demolition debris and constructional material as this would continue to cause long term nuisance in the marine environment if dropped heedlessly and left unattended. The contractor would be required to clear all debris from the sea bed. Floating Cranes / Excavator, etc use for this purpose should meet air emission standards as per NEQS. Solid Waste During construction there is likely to be substantial amounts of garbage produced comprising of packing material and the workers’ refuse particularly plastic bags. Handling of solid waste is required to be done through a waste disposal plan which the contractor would prepare as per working situation and submit upon commencement of the project. Fixing of garbage cans and garbage collection / transportation are to be arranged along the entire water front area and onboard all vessels used for this project. Atmospheric Emissions Dust catchers / screens are to be installed in all areas of dust emission and it is to be ensured that the concentration of particulate matter comply with the NEQS. All diesel engines used for the project should be properly tuned to avoid smoke and would be NOx technical code compliant. Noise Pollution The machinery is to comply with the NEQS for maximum permissible noise emission of 85 decibels. Also excavation work noise emission should be kept within the allowable limit through sound dampers, etc. Environmental Uplift The contractors would participate in environmental uplift activities such as plantation of mangrove to compensate for the aesthetical depreciation caused due to project activities. Physical Impact The change in hydrology due to introduction of marine structures would be studied to avoid uncalled for sedimentation or erosion of the non concrete water fronts in the vicinity of the project.


Safety Although safety is integral to this EIA the requirements to cover safety risks for men and material are to be met as per safety manual of KPT. Following Safety provisions would be enforced by the Safety Department of KPT for implementation by the Contractor. Socio-economic Due regard would be paid to the socio-economic requirement of the complement and the work force involved in the demolition and construction. Their working hours would be in suitable proportion to their free and rest hours. Provision of medical facility may be optional but first aid requirements and treatment of accidental injuries is mandatory. Provision of a canteen where tea and meals are available at subsidised rates is also to be ensured. Maximum job opportunity would be provided to the inhabitants of the nearby localities such as Shireen Jinnah Colony, Sikandarabad etc.

7.4 Environmental Management Plan (Matrix)

An Environmental Management Plan (Matrix), describing the summary of the impacts and mitigation measures and institutional responsibility during the construction and operational phases is provided in Appendix D.

7.4.1 Implementation Operational Phase The KPT management is responsible for providing training and direction to employees for proper environmental, health and safety practices in the operational phase of the project.

7.4.2 Overall Responsibility of the KPT Board The KPT is responsible for pollution prevention and control within the Karachi Port Area. This responsibility is currently discharged through the Marine Pollution Control Department under the supervision of the Manager MPCD. The implementation of actions required providing effective pollution prevention and control involves the co-operation of various departments.

7.4.3 Management Structure for Pollution Control & Response within KPT / KPT Management The General Manager (Ops) has the overall responsibility for the introduction of environmental controls, co-coordinating environmental improvement schemes and reviewing environmental performance through time. The key responsibilities of the Management are to implement the plan in the following phases: Phase 1 Implementation

• Initial preparation of the environmental Management Plan;

• Responsibilities for the Implementation of the plan components;

• Responsibility for the co-ordination of the environmental awareness raising programme;


• Establishment of a formal remit for the key players;

• Planning detailed training on the plan components;

• Appropriate auditing programme to assess the progress of implementation; and

• Preparation of terms of reference for aspects of the action which is required to outsourced.

Phase 2 Ongoing Plan Review and Amendment

• Review of incident reports and records;

• Review of requirement for amendments to the environmental Management associated inspection regimes;

• Review of requirement for additional facilities and equipment required to improve environmental quality within the port area;

• Review of budgets for the provision of facilities and the inclusion of additional inspection duties;

• Identify any new areas of concern and determine appropriate actions to be undertaken; and

• Assigning responsibilities for the preparation and /or amendment of bye laws and / or port procedures.

7.4.4 Manager MPCD

To ensure the successful implementation of the EMP, the KPT board has appointed a senior level Manager whose role is to ensure the successful implementation and maintenance of the Environmental Plan. The Manger MPCD has sufficient experience including:

• Experience in the co-ordination of environmental improvement programmes and the management of municipal contracts;

• Experience in the operation of Port and Marine Activities; and

• Expert knowledge of marine pollution issues and particular experience of the environmental impacts associated with oil products, noxious substances and organic pollutants.

The key responsibilities of the Manager MPCD in the context of the project and for Port Operation purpose include: Phase 1 Implementation

• Establish the Environment Protection Strategy and ensure the effective and optimum implementation of the Marine Pollution Control Mechanism;

• Ensure that revisions to the environmental plan are undertaken as and when required;

• Prepare Standard guidance notes on specific handling requirements to reduce environmental and safety risks associated with cargoes handled on routine basis;


• Prepare checklists and application forms associated with the control of dredging

activities;

• Conduct training programmes in relation to the components of the environmental plan;

• Set up an environmental awareness raising programme for all port staff;

• Prepare progress reports in relation to the implementation of the environmental plan;

• Liaison with major port users on the requirements of the environmental plan; and

• Prepare terms of reference and the review of tenders for the outsourcing of aspects of the environmental plan.

Phase 2 Ongoing Action Plan Review and Amendment

• The co-ordination of spot checks on activities which have potential to cause pollution or a safety risk;

• The review and control of all pollution control records and inspections details;

• The preparation of summary environmental reports;

• The provision of expert scientific advice on prevention measures and handling requirements for non-routine cargoes and wastes to reduce environmental and safety risks;

• The co-ordination of post emergency analysis reviews;

• The Co-ordination of periodic audits of the environmental plan;

• Ensuring the review of environmental control activities in relation to legislative requirements and changing environmental performance requirements of the port; and

• The provision of technical advice on an as required basis on environmental and safety risks to the concerned HODs such as Traffic Manager, Harbour Master and Pier Master.

7.4.5 Structure & Functions of the MPCD

This has been ensured that the key functions of the MPCD are clearly understood, the responsibilities for the implementation of its core functions are clearly defined and that staff responsible for the marine pollution control functions through the MPCD are trained in their duties. The response activities of the MPCD also involve non permanent personnel from other operational departments. These members of staff are mobilised in order to respond to particular incidents within certain areas of the port which is beyond the scope of permanent staff. They have been trained against the oil spill contingency plan requirements. This includes:

• Oil Pier Staff;

• Port Dept. float staff;


• Stores an Tank Farm Personnel; and

• Fire Fighting Teams. The responsibilities of the MPCD include the following.

• Co-ordination of emergency response training for key cargo and oil terminal staff;

• Co-ordination of response to all oil and chemical spills within the Karachi Port Area;

• Monitoring environmental quality within the port area in terms of water quality, air quality and habitats;

• The provision of an environmental laboratory service to the whole of Karachi Port;

• Undertaking inspections of activities which have potential to cause damage to the environment including cargo handling, oil transfer, and waste management and dredging activities;

• Co-ordination the control framework for dredging activities; and

• Monitoring of use and operation of Waste Management arrangement and operations.

The MPCD comprises permanent staff. Duties of the essential staff of MPCD are as follows. Manager MPCD: As above.

7.4.6 Deputy Manager (Marine Environment Unit) The Deputy Manager (MEU) reports to Manager (MPCD) and is responsible for monitoring all parameters related to improvement of the Harbour Environment including quality of harbour water and ingress of pollutants originated from land and marine based sources. His normal duties inter alia include:

• Study of ingress of various pollutants and damage to various ecosystems and natural habitats in harbour;

• Monitoring of water quality. Sampling and testing of harbour water for various pollution parameters;

• Suggest measures for restoration of flora and fauna in all parts of harbour;

• Suggest measures to improve biodiversity;

• Determine baseline information on pollution and priorities areas of concern; and

• Assistant Manager (MPCD) in various activities including day to day departmental management affairs.

7.4.7 Deputy Manager (Pollution Control Unit)

The Deputy Manager (PCU) reports to Manager (MPCD) and is responsible for monitoring all parameters related to ingress of pollutants originated from land and marine based sources into the Harbour Waters. His normal duties include.


• Monitor and control ingress of pollutants into the harbour resulting from various

activities in the port such as coal handling/bagging of fertilizer and other chemicals. Issue notices to the stevedores in case of non-compliance with the instructions including. Dropping of empty bags (plastic) in the water;

• Check release of oily water from vessels calling at Karachi Port, passenger launches at Keamari Boat Basin, loading of Bunker Barge from road tankers in the harbour areas etc;

• Be acquainted with the oil spill response equipment and participate in the exercises and in actual emergency oil spill response as per contingency plan;

• Inspect all Sites / Factories / Hotels / Oil and Chemical storage tanks / other such facilities on the perimeter of the harbour which are potential polluters including those in timber pond, west wharves and Lalazar areas. Prepare a report on pollutants being released from these sources with special reference to discharge of these pollutants through sewerage lines;

• Adopt measures, such as issuance of pollution notice to the polluters to mitigate the emission of pollutants from sources mentioned in above para and

• Monitoring Debris Collection Programme.

7.4.8 Laboratory Attendant Under supervision of Deputy Manager (MEU) and responsible for:

• Maintenance / Operation of Lab Equipment;

• Monitoring quality of water received / supplied to tankers;

• Sampling of oil and water from Harbour;

• Harbour Water Quality Monitoring; and

• Assistant Ward Keeper in maintenance of record of Oil Spill Response Equipment.

7.4.9 Site Supervisor

Under supervision of Deputy Manager (PCU) and responsible for:

• On Site Incharge Oil Spill Response Operation;

• Maintenance and upkeep of Oil Spill Response Equipment;

• Oil Spill Response Exercises; and

• Uncharge Harbour Cleaning.

7.4.10 Maintenance Technician Under supervision of Deputy Manager (PCU)

• Maintenance of Oil Spill Response Equipment and Workboat / DCB Shaffaf;

• All Technical Requirements; and

• Assistant Manager (MPCD) in Ship Inspection to maintain the Record of Penalty cases and Ship Inspection record.


The responsibilities of the Environmental Manager include:

• Development and implementation of pollution prevention strategy for the cargo handling operations;

• Development and implementation of a spill prevention and cleanup plan;

• Assuring proper monitoring of exhaust emissions from various engine / machines including transport;

• Conducing occupational safety and health programmes at the facilities;

• Liaising with the surrounding community; and

• Conducting safety and health programmes for the community.

7.4.11 Pollution Control Measures The existing activities of the MPCD, described below would be part of EMP for the new berths also.

7.4.12 Harbour Cleaning The ships calling Port have to dispose of their shipboard generated waste in compliance with Annex-V of International Convention MARPOL 73/78. The ships are provided with the waste reception facility for proper disposal of their waste by KPT through private contractors. Removal of debris from Harbour water surface is being conducted on daily maintenance basis by Five Boats which includes One No. Debris Collection Boat built for the purpose.

7.4.13 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 basically a layout of the Harbour on which presence of pollutant is entered through specified 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 penalised.

7.4.14 Inspection of Ships for implementation of MARPOL 73/78 All ship calling Karachi are inspected by MPCD of KPT in accordance with International Convention MARPOL73/78. Through this inspection it is ensured that the ship does not cause any pollution in the Harbour. Records related to generation and disposal of oily sludge / plastic during past six months are checked to verify that the ship has not 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. The inspection is conducted very strictly 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.


7.4.15 Oil Spill Response

Oil Spill Response team has as yet responded to 10 Nos. actual oil spills including those from Oil Tanker “GOLDEN GATE”/14th August 2002, 225MT of Crude Oil, MT. TASMAN SPIRIT, 27th July - 4th Sept 2003, 30000 MT of Crude Oil and Oil Barge ORION-I, 6th to 12th October 2006, 50 MT. The Oil Spill Response equipment held by KPT is shown in Exhibit “22 “ Regular oil spill response exercises are conducted on monthly basis. HSE personnel of oil companies and other stakeholders are invited to witness these exercises on quarterly basis.

7.4.16 Environmental Uplift The existing environmental uplift activities of KPT would continue upon completion of construction and there would be additional mangrove plantation in the Mangrove area which would be developed by the contractor during the construction phase.

7.4.17 Safety SOPs on safety are to be adopted by the ship and shore staff as per safety manual.

7.4.18 Port Safety Consideration

I. Cargo Handling The majorities of recommendations relating to the safety aspects of cargo handling operations are well prepared and elaborate, and their implementation is essential to reduce the safety risks of cargo handling. In particular, the safety issues concerning the handling and storage requirements of hazardous and dangerous cargoes (IMDG-International Maritime Dangerous Goods) is well documented and facilitates prompt implementation. Those items which are relevant to cargo handling are as follows.

• Use of personal protective equipment for workers is mandatory;

• Damaged or unstable cargoes are urgently made safe using approved specified procedures;

• Fire or explosion risk is reduced by observing specified procedures for handling bulk dangerous cargoes;

• ‘Good housekeeping’ is observed throughout;

• Training programme conducted for hazardous cargo supervisors;

• All workers engaged in handling of hazardous cargoes are trained to recognise labelling and understand correct procedures for handling and emergency; and

• Casual contact with oil along the pipeline trench is prevented by fencing or covering. Oil contaminated soils are covered with sand or gravel.


The recommendations on inspection of land and air contamination due to hazardous cargo and the maintenance of a gas free area at East Wharf are considered to be necessary for immediate implementation. Priority for implementation is given to the provision of safety gear to be used to reduce risks in an emergency with hazardous cargo. These include gas masks, protective eye goggles and ear plugs. Moreover the use of personal protective equipment is mandatory for workers. This includes gear such as helmets, hand gloves and safety boots (shoes with non slippery sole and frontal metal guard).

II. Navigation Based on field observations it is concluded that there exists no significant safety concerns in relation to navigation in Karachi Port. Restrictions concerning ship entry and movement in the port are satisfactorily enforced. It should be noted however that continued co-ordination between the port (KPT) and Pakistan Navy, the two prime users of port waters, is essential to ensure navigational safety of the Karachi Port. In addition it is ensured that the crafts plying in the harbour carry trained and certified staff onboard in the context of safe navigation in the harbour.

III. Socio-economic The labour engaged in the operations of the berth would be provided facilities of canteen and first aid treatment. The job conditions for all employees would be under laid down standards and justified as a win - win deal between the employee and employer.

IV. Solid Waste Waste management system in the project area under a viable waste management plan in line with good environmental practice is to be developed for the handling of waste. This will include record keeping of solid waste generated at the site; segregation of waste; maximizing recycling and reuse; storage and handling of hazardous materials in accordance with their hazard characteristics; disposal to approved facilities; and regular waste audits. Vehicles carrying garbage or other wastes should be covered by tarpaulin. Solid wastes refer to those wastes generated on a day-to-day basis by Port activities which are of a commercial or domestic nature. These include food wastes, packaging, paper wastes and organic wastes. A number of principal sources of these wastes have been identified and these include Ships entering the harbour, office facilities and the squatter communities within the Port Areas. The existing arrangements for the storage and collection of solid wastes are not adequate to address the heavy ingress from land based sources. The contractor would be required to arrange for proper garbage bins and regular disposal of the collected materials. Signs boards marking location of garbage bins etc. would be installed. The recommendations for improving the existing solid waste management in the project area are as follows:


• Ensure the provision of effective waste storage facilities;

• Hiring of contractors in the collection and disposal of wastes which has been estimated to be around 1000kgs per day during construction phase and 500kg per day during operations; and

• Review of long term disposal options. Implementation of existing penalty regime for inappropriate disposal.

7.5 Monitoring & Surveillance

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; and

• 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.

7.5.1 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; and

• 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; and

• Suppliers.

7.5.2 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; and

• 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 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.

7.5.3 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.


8 MONITORING REGIME

8.1 Objectives of the Monitoring Process

Discussed below are some critical environmental parameters that would require to be monitored continuously to ensure the protection and preservation of the project area environment. Also discussed is a Standard Operating Procedure Regime recommended for adoption by the KPT. The objective of monitoring is to identify environmental changes so that an appropriate response can be initiated to rectify any adverse impacts. Monitoring involves a structured system of measurement and management that records environmental changes and administers through policy, technical or management means (or a combination of all), the required measures to rectify adverse environmental impacts. The magnitude and importance of the impacts and the suitability of the mitigating strategies / measures can thus be updated and re-evaluated before, during and after construction and throughout port operation. A Monitoring Regime is now being proposed for the priority environmental issues identified earlier, for which mitigation strategies have already been discussed. Where significance levels were not provided due to lack of baseline information, the parameter has been incorporated into this section if it is considered that an adverse impact is likely.

8.2 Monitoring the Impacts of the Channel Deepening Activity

Monitoring measures for the following perceived impacts of the channel deepening activity are being proposed:

• Turbidity during dredging; and

• Monitoring water / sediment quality.

8.2.1 Turbidity during Dredging A monitoring strategy is recommended that would allow changes in the benthic fauna to be recorded following dredging activities. This would only be valuable if a baseline survey could be undertaken prior to any dredging activities at the site. Assuming that a baseline can be provided, regular survey, sampling and identification (by phylum, class, order and genus) of benthic fauna would need to be carried out to determine what impacts the construction and operation of the proposed terminal facility may be having on benthic fauna. The samples could be sieved through a mesh (0.5 mm) and all species retained would be identified and counted and results assessed.

8.2.2 Monitoring of Water / Sediment Quality The objective of monitoring water quality is to record significant / chronic alterations in physio-chemical conditions and the presence of any contaminating substances in order to identify polluting activities associated with the development of port related infrastructure. As significant sources of contaminants already exist in the port area, it is likely that the proposed terminal facility could only add to the pollution load. In order to understand the nature of the water’s spatial and temporal variability, a regular and sustained process of sampling needs to be carried out and sampling locations must


be chosen carefully. In the case of the proposed terminal facility, samples must be taken from along the deep-water channel and near the Oyster Rocks. In addition, sampling must be done in the open sea to provide control data for comparison in terms of environmental changes. Parameters chosen must be appropriate to identifying water quality trends and their possible linkages to port related activities. In addition to general physio-chemical parameters that can make a holistic perspective of the water quality status available, specific chemical / biological parameters can be analyzed to indicate contamination from terminal related activities (see Table 8.1). Table 8.1: Proposed Monitoring Parameters for Water Quality

Water Quality Parameter Brief Description of Parameters’

Monitoring Potential Physio-chemical Parameters

pH Indicative of acidic/basic conditions caused by dissolved chemical compounds and biochemical processes

Temperature Influences physical, chemical and biological processes in water and indicates in water seasonal changes conditions

Dissolved Oxygen(DO) Oxygen is essential to aquatic life. Low DO is indicative of pollution by organic matter

Biochemical Oxygen Demand (BOD) Measurement of the amount of biochemically degradable organic matter in the water. Again, indicative of organic pollution (e.g. From sewage effluent)

Chemical Oxygen Demand (COD) Measurement of the amount of chemically degradable organic and inorganic matter in the water. Indicative of pollution (e.g. Industrial effluents, run-off, spills, leaks)

Suspended matter / turbidity / transparency Fine particulate matter, organic compounds, plankton, etc. are suspended in water. Turbidity is caused by the scattering and adsorption of sunlight by the suspended particles, limiting the transparency of the water. Light penetration through the water is vital for some forms of aquatic life. Turbid conditions may indicate the effects of dredging, the sweeping of dust and grain into the water, and other port activities

Chlorophyll Measurement of algal biomass and indicator of the trophic status of the water. Indicative of nutrient pollution causing excessive algal growth (e.g. Promoted by fertilizers entering the water)

Salinity Encourages the flocculation of fine particulate (suspended) matter and behaviour of heavy metals on the particulates


Chemical Parameters

Heavy metals Measurement of metals including Arsenic (As), Cadmium (Cd), Chromium (Cr) Copper (Cu), Lead (Pb), Mercury (Hg), Nickel (Ni) and Zinc (Zn). Trace concentrations of some metals (e.g. Cu and Zn) are important for physiological health of organisms, although at high concentration metals can cause toxicological effects on humans and aquatic organisms. Trace concentrations are often present from weathering of rocks and soils. High concentrations can arise from port operations and discharges

Mineral oil and petroleum products Measurement may need to account for dissolved and emulsified forms of oil and petroleum products including PCBs. Indicative of pollution from bilge water, run-off, leaks, improper clean-up and disposal of waste oil, poor maintenance of vehicles, etc. Concentrations of more than 0.3mgl-1 crude oil can have toxic effects on fish. Depending on the scale of any potential increases in oil pollution, other hydrocarbon products such as phenols and PAHs should also be tested for.

Micro-biological Indicators Total coliform bacteria / Escherichia coli Indicators of faecal contamination and

possible presence of pathogenic organisms of entopic organisms. The primary port-related source would be sewage effluent. Escherichia coli is commonly used as an indicator species

The objective and methodology for sediment quality monitoring would remain the same as in the case of water quality monitoring. A schedule of potential monitoring parameters for sediment quality is provided in Table 8.2. Table 8.2: Proposed Monitoring Parameters for Sediment Quality

Sediment Quality Parameter Brief Description of Parameters’

Monitoring Potential Physio-chemical Parameters

pH Indicative of acidic / basic conditions caused by dissolved chemical compounds and biochemical processes. Also controls contaminant behaviour

Redox Measurement of the oxidation-reduction conditions. Important sediment parameter indicating presence of oxygen which controls the behaviour of contaminants

Particle size distribution Necessary to identify grain sizes of sediment at sampling locations. Finer grain sizes have greater potential to concentrate


contaminants

Organic matter content Important parameter influencing contaminant behaviour

Salinity Encourages the flocculation of fine particulate (suspended) matter and behaviour of heavy metals on the particulates

Chemical Parameters Heavy metals Measurement of metals including Arsenic

(As), Cadmium (Cd), Chromium (Cr) Copper (Cu), Lead (Pb), Mercury (Hg), Nickel (Ni) and Zinc (Zn). Trace concentrations of some metals (e.g. Cu and Zn) are important for physiological health of organisms, although at high concentration metals can cause toxicological effects on humans and aquatic organisms. Trace concentrations are often present from weathering of rocks and soils. High concentrations can arise from port operations and discharges

Mineral oil and petroleum products Measurement may need to account for dissolved and emulsified forms of oil and petroleum products including PCBs. Indicative of pollution from bilge water, run-off, leaks, improper clean-up and disposal of waste oil, poor maintenance of vehicles, etc. Concentrations of more than 0.3mg.1. Crude oil can have toxic effects on fish. Depending on the scale of any potential increases in oil pollution, other hydrocarbon products such as phenols should also be tested for.

TBT Found in anti foulant paint which was banned in the 1990s caused thickening of shells in molluscs including oysters and loss of body mass. Also causes impotence in some molluscs such as dog whelk.

8.3 Monitoring of Potential Sources of Hazards / Accidents

KPT already possess the basic oil spill control equipment such as booms / skimmers. However, in addition to controlling oil / diesel spills, a need is identified for regular monitoring of the after effects of any such spills. The presently available pollution control equipment / facilities need to be thoroughly assessed for any short comings and efforts should be taken to redress them by mobilising financial resources for acquiring additional state of the art pollution control equipment. As identified earlier, port generated vehicles carry a potential risk of accidents / hazards for the inner city. Regular monitoring of the road worthiness / safety of port generated vehicles needs to be carried out and results documented.


8.4 Monitoring of Coastal Species / Habitat

Monitoring measures are being identified for certain priority species / habitats as outlined below. Oyster Rocks The state of the environment of the Oyster Rocks need to be monitored continuously for any adverse affects (erosion / deposition / contaminated sediment transport) caused by the construction / operation of the proposed terminal facility and the resulting altered hydraulic regime. Fisheries Although no major fishing / spawning grounds exist in the project area, monitoring of fisheries should be undertaken to indicate whether any terminal facility related pollution is causing harmful affects on the fish/fish habitat. The water / sediment quality monitoring should also yield useful data for assessing polluting affects on the local fish resource that would compliment the fishery monitoring process. There is minimal reliable, authenticated or updated information / data on the fisheries resource in the immediate vicinity of the project area. A detailed survey needs to be carried out to determine:

• Species diversity and species richness of fishery resource; and

• Commercial fishing potential. In addition, surveys should be undertaken regularly to monitor any likely adverse impact of terminal facility related activities on the fishery resources. Adverse impacts of port related activities on fish resources include:

• Indirect toxicological affects on humans through consumption of contaminated fish / shellfish;

• Direct toxicological affects on fish caused by acute or chronic water pollution;

• Direct toxicological affects on shellfish and filter feeding species due to acute or chronic sediment pollution;

• Reduced marketability;

• of fish/shellfish due to skin/shell tainting, mutation, tumours, etc. caused by pollutants;

• Damage or Damage to benthic habitats and spawning grounds by dredging and disposal of dredged material;

• Introduction of non-indigenous species due to fish transportation in ballast water; and

• Different types of surveys undertaken in this regard need to compliment each other.

11.0

4.11

- P

DW

CP

EIA

_Fin

al.d

oc

9R

5597

/R00

1/30

3494

/Lon

d Fi

nal R

epor

t

178

Apr

il 20

11

Tabl

e 8.

3: E

MP

dur

ing

pre-

cons

truc

tion

(bas

elin

e) P

hase

for

PD

WC

P

Sub

-sea

soi

l C

hem

ical

com

posi

tion

of s

edim

ents

1 P

ort E

ntra

nce

2.N

ear

Oys

ter

rock

s 3.

Mid

dle

harb

our

Onc

e be

fore

the

com

men

cem

ent o

f co

nstr

uctio

n w

ork

Sta

ndar

d la

bora

tory

met

hods

M

PC

D

KP

T

Env

iron

men

tal

Com

pone

nt

Par

amet

ers

Loca

tions

Fr

eque

ncy

Sta

ndar

ds

Impl

emen

tatio

n S

uper

visi

on

Sea

-Wat

er q

ualit

y pH

, BO

D, C

OD

, TD

S,

TSS

, DO

, HG

, NH

4,

colif

orm

s ha

rdne

ss,

nitra

te, h

ydro

carb

on,

Pb,

oil

and

grea

ce, a

nd

cyan

ide.

1 P

ort E

ntra

nce

2.N

ear O

yste

r roc

ks

3. M

iddl

e ha

rbou

r

All

the

sea

wat

er q

ualit

y sa

mpl

ing

will

be

carr

ied

out i

n lo

w a

nd h

igh

tide

on m

onth

ly b

asis

.

M

PC

D

KP

T

Air

qual

ity

PM

10, S

O2,

NO

x an

d C

Ox

On

east

wha

rves

O

nce

befo

re th

e co

mm

ence

men

t of

cons

truct

ion

wor

k

NE

QS

M

PC

D

KP

T

Aqu

atic

flor

a an

d fa

una

1

Por

t Ent

ranc

e

2.N

ear O

yste

r roc

ks

3. M

iddl

e ha

rbou

r

Onc

e be

fore

the

com

men

cem

ent o

f co

nstru

ctio

n w

ork

M

PC

D

KP

T

Noi

se L

evel

s no

ise

leve

l (dB

A)

Onl

y at

one

site

whe

re a

ir qu

ality

an

alys

is a

re c

arrie

d ou

t nea

r ber

th n

o.

16

Day

and

nig

ht ti

me

leve

ls

befo

re th

e co

mm

ence

men

t of

cons

truct

ion

wor

k

EP

A A

mbi

ent N

oise

st

anda

rds

MP

CD

K

PT


Table 8.4: EMP during Construction Phase for PDWCP

Environmental Component

Parameters Locations Frequency Standards Implementation Supervision

Air Quality PM10, SO2,

NOx and COx

At construction site berth number 16

One monthly

WHO/USEPA guidelines, NEQS

MPCD Independent Monitoring Consultant

Sea-Water Quality pH, BOD, COD, TDS, TSS, DO, HG, NH4, coliforms hardness, nitrate, hydrocarbon, Pb, oil and greace, and cyanide

1 Port Entrance

2.Near Oyster rocks

3. Middle harbour

All the sea water quality sampling will be carried out in low and high tide on monthly basis.

WHO and

NEQS


Noise Levels dBA Project site where construction machinery is used.

Once monthly

NEQS MPCD Independent Monitoring Consultant

Dredging/Transorpt and disposal of dredged material

Visual checks to assess the situation

Project area.

Once during dredging activity,


Solid waste Visual checks to assess the situation.

At contractor’s camp and construction site

Once monthly

Monitoring that solid waste dispose off properly.


Health Safety of workers

Visual checks to assess the situation.

At construction site

Once monthly

Monitoring of the health and safety of workers

KPT Independent Monitoring Consultant

Benthic Flora & Fauna

Visual checks to assess the situation.

Twice;

1.Sea water,

2.At the construction site

Once during construction period


Mangrove Plantation

Visual inspection

of plant species survival rate

(1) At sites where plantation was carried out

1month after plantation, 3months 6months,and 12 months

75 % survival rate





and

status of maintenance

after

Plantation

Table 8.5: EMP during Operational Phase of PDWCP



Mangrove plantation

Visual inspection

Of plant species

survival rate and

status of

maintenance

At sites where plantation was carried out

(1) 2.5 years after plantation

75% survival rate

MPCD KPT

Air Quality PM10, SO2,

NOx and COx

Port area. Once in a year

NEQS, World bank guidelines

MPCD KPT

Noise and vibration

Monitoring, sampling, onsite checking, comparison with previous records

Port working area

Once in a year


MPCD KPT

Sea-Water Quality

pH, BOD, COD, TDS, TSS, DO, HG, NH4, coliforms hardness, nitrate, hydrocarbon, Pb, oil and greace and cyanide

1 Port Entrance

2.Near Oyster rocks

3. Middle harbour

All the sea water quality sampling will be carried out in low and high tide on quarterly basis.


MPCD KPT

Sub-sea soil Monitoring, sampling, laboratory analysis, comparison with previous records

1 Port Entrance

2.Near Oyster rocks

3. Middle

Once in a year

Baseline criteria.

MPCD

KPT


Environmental

Component Parameters Locations Frequency Standards Implementation Supervision

(pH,organic, phenol, cyanide, oil &grease, Mn, Fe, Pb, Arsenic, Hg, Cr etc)

harbour

Benthic flora & fauna

Visual checks and sampling of benthic material to assess the situation.

Sea water Once in a year

Comparison with previous records.

MPCD

KPT

Health and Safety of workers

Accidents, visual inspection, diseases or accidents reported.

Port area. On quaterly basis

KPT health, safety and environemntal manuual.

KPT

KPT

Accidents (Loading and unloading)

Inspection and record checking.

Port area. On quaterly basis

KPT health, safety and environemntal manuual.

KPT

KPT

8.5 Monitoring & Evaluation Regime for KPT

KPT being the owners of the proposed project is responsible for ensuring that neither the environment of project related area nor that of the city is in any way influenced adversely by the proposed project or any of its activities during dredging, constructional 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 the following policies adopted by KPT are available in the Appendices:

• Marine pollution control policy (Appendix E);

• KPT’s environmental policy (Appendix F);

• KPT’s mangroves policy (Appendix G); and

• KPT’s policy on removal of sludge / oily waste from ships (Appendix H).


8.6 Follow-up Meetings

Two kinds of environmental meetings will take place during the project: 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. Daily & Weekly Meetings / 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.


9 TRAINING

9.1 Training Needs Assessment

In addition to the training specified in the training log, special / additional trainings will be provided during the project activity. The criteria to assess the need of such special training will be based on the following:

• When a specified percentage of staff is newly inducted in to the project;

• When any non-compliance is repeatedly reported, refresher training will be organised addressing the particular issue;

• When any incident / accident of minor or major nature occurs;

• Arrival of new contractor / sub-contractor; and

• Start of any new process / activity. Training will be provided to project personnel in the following areas:

• Use of safety equipment, including protective clothing;

• Hearing protection, wherever applicable;

• Fire-fighting and emergency response for accidents like oil spills;

• Sampling of wastewater and other effluents;

• Air monitoring, noise and vibration monitoring;

• Project / terminal safety practices;

• Preparation against natural disaster, such as earthquakes and storms;

• Solid Waste Management; and

• Oil spill accidents;

• Pollution Incident and Oil Spill Reporting System. The above training programme would be conducted by Marine Pollution Control Department jointly with Safety Department under the umbrella of Training and Education Department.


9.2 Environmental Training Programme

Table 9.1 presents the proposed training programme. Table 9.1: Environmental Training Programme

Staff Training Contents Timings

Selected management staff of KPT and the contractor

• Introduction to project EIA and EMP • EMP communication, documentation and

monitoring and reporting requirements

Prior to start of any project activities

All site personnel (including locally hired staff)

• Site induction training on Health Safety and Environment system and requirements

• Environmental sensitivities of the project area • Communication of environmental problems to

appropriate officers • Hazardous and non-hazardous waste

management • Waste disposal • Wildlife Protection

At the time of entering Terminal Facility Prior to start of work

Construction supervisors

• EMP communication, documentation and monitoring requirements

• Good construction practices • Dust emissions prevention and control during

construction phase

Prior to start of construction activities

Emergency response teams

• Fire fighting • Emergency response including oil and chemical

spill

Prior to start of operation of terminal facility and power plant

Camp staff • Camp operations • Waste disposal • House keeping

At the time of induction of camp staff

Restoration team • Restoration requirements • Oil spill contingency plan

Prior to start of restoration activities


10 CONCLUSION

KPT has planned to develop the Pakistan Deep Water Container Port (PDWCP) to accommodate deep draught post- Panamax fifth generation container ships. The project has been examined in compliance with the existing legal requirement related to Environment in Pakistan. Thus the methodology adopted for conducting this EIA is in line with the provisions of the Pakistan Environmental Protection Act (Review of IEE / EIA), Regulations 2000. 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 EMP be implemented in an effective manner. The Phase 1 of PDWCP comprises 4 berths having a total of 1500m quay length. A design vessel of 340m LOA, 48m beam and 14m draught with 9,000 TEUs on board has been used for planning the PDWCP. The channel and berthing face will be dredged to -16.0mPD initially, but the Quay wall is designed for -18.0mPD depth. This will cater for the ultimate Design vessel, (400m LOA, 60m Beam and 16m Draft with 15,000 TEUs on board), the deepest ship being considered in long term future planning of the region. The container terminal will have both road and rail connections to the hinterland including the proposed Cargo Village in the Western Backwaters of Karachi Port. The overall PDWCP development comprises of the following development components:

• Dredging and reclamation works;

• Marine protection works;

• Quay wall works; and

• Navigation aids. The EIA has identified potential impacts that are likely to arise during construction and operational phases of the project. In a number of cases it has not been possible to determine the significance of the impacts on the environment due to lack of baseline information against which to compare the impact. In these cases further areas of survey work have been identified and recommended. It has been concluded that the project construction activities would have some adverse impacts due to change in the hydraulic regime, ecological degradation and recreational loss in the port area, although it has not been possible to fully assess all of the adverse impacts due to lack of baseline information. The other potential impacts during construction include waste generation, seawater contamination, deterioration of ambient air quality caused by the exhaust emissions, and dust, noise and vibration, safety hazards and public health concerns for the community and workers living in the project area. The operational activities may also result in adverse impacts. The dredging of the port area to a depth of -16.0mPD would induce long term sediment transport from surrounding sea area towards the port till the gradient stabilises. This would increase the maintenance dredging of the harbour. Environmental management issues during the operation phase include air pollution, noise, accidental oil spills, waste generation and contamination of seawater. The


existing pollution control regime of KPT is very effective and will help to manage environmental issues arising due to harbour activities including handling of deep draught ships. The mitigation measures for all adverse impacts along with environmental management and monitoring plans have been proposed, although these will need to be revised once the significance of all impacts has been fully assessed. For the effective implementation and management of the mitigation measures an Environmental Management Plan has been prepared. Furthermore, KPT has to ensure that the contractors 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. It is of utmost importance that the baseline environment is ultimately restored, rather improved through management and mitigation plans. In cases where restoration is not possible such as recreational loss due to inclusion of Oyster rocks in the port area, the possibility for compensation through environmental uplift elsewhere in the proximity of the new port should be considered.


11 REFERENCES

Arsalan, H.H. (2002). Monitoring spatial patterns of air pollution in Karachi metropolis. A GIS perspective. Ph.D. dissertation, University of Karachi, Pakistan. Defense Housing Authority (DHA) (circa 2007 exact date not known).DHA Waterfront Development. Environmental Baseline and Impact Assessment Report. Department of Trade and Industry (DTI) in association with the Countryside Agency, Countryside Council for Wales and Scottish Natural Heritage (2005). Guidance on the Assessment of the Impact of Offshore Wind Farms: Seascape and Visual Impact Report. Dr Moazzam Ali Khan (Director) on 21st June 2010. ESCAP (1989). Coastal Environmental Management Plan for Pakistan. Hasan, A. (1994). The birds of Sindh mangroves. Rec. Zool. Sur. Pakistan 12:98-105. Hasan, A. and Ahmad, S.I. (2006). Some observations on birds and marine mammals of Karachi coast. Zoological Survey Department, Government of Pakistan, Karachi. Rec. Zool. Surv. Pakistan, 17:15-20 (2006). Hasan, A. (1996). Biodiversity of bird fauna in mangrove areas of Sindh. In: Proc. UNESCO Workshop on Coastal Aquaculture (Q.B.Kazmi, ed). Marine Reference Collection and Resource Centre, Univ. Karachi:21-26. HR Wallingford (2010). Pakistan deep water container terminal. Further numerical modelling studies. Report EX 6234. Release 1.0. January 2010. Karachi Port Trust (KPT) (2003). Preliminary Report on Technical Feasibility Study for Construction of Deep Draft Container Handling Berths at Keamari Groyne & Strengthening of Manora Breakwater. Written by Techno-Consult International in association with Posford Haskoning Ltd and HR Wallingford on behalf of KPT. November 2003. Karachi Port Trust (KPT) (2004). Feasibility Study for the Construction of Deep Draft Container Handling Berths at Keamari Groyne. October 2004. Karachi Port Trust (KPT) (2007a). Pakistan Deep Water Container Port. East of Keamari Groyne. Master Plan, February 2007. Karachi Port Trust (KPT) (2007b). Pakistan Deep Water Container Port. East of Keamari Groyne. Preliminary Design Report. May 2007. Marine Pollution Control Department (date unknown), Sea Water Analysis Report. National Engineering Services Pakistan (Pvt.) Limited (2006). Environmental Impact Studies (Volume 1) Karachi Port Modernisation Project Ports V. In association with Frank Ayles and Associates Limited, AEA Technology, HR Wallingford and Port of Liverpool (Mersey Docks & Harbour Company). PIANC (2001). Seismic Design Guidelines for Port Structures. International Navigation Association.


Quittmeyer, R.L., Farah, A. and Jacob, K.H. (1979). The seismicity of Pakistan and its relation to surface faults. Razzak, J.A. and Luby, S.P. (1998). Estimating deaths and injuries due to road traffic accidents in Karachi, Pakistan, through the capture-recapture method. International Journal of Epidemiology 1998:27:866-870. Available at URL: http://ije.oxfordjournals.org/content/27/5/866.full.pdf Roberts, T.J. (1997). The Mammals of Pakistan. Oxford University Press, Karachi. SEPA (1994). The Study of Noise Pollution in Karachi, Government of Sindh Environmental Protection Agency, Pakistan. Siddiqui, P.A, Saqib, T.A. and Kazmi, M.A. (2001). Birds population in different coastal areas of Sindh. Pakistan. Mar. Sci. 10:49-64 Zaidi SH (1990). Noise Levels in Karachi on a Transporters Strike Day, Department of ENT, JPMC, Karachi, Pakistan.

11.04.11 - PDWCP EIA_Final.doc 9R5597/R001/303494/Lond Final Report A1 April 2011

APPENDIX A

GRAIN SIZE DISTRIBUTION

11.0

4.11

- P

DW

CP

EIA

_Fin

al.d

oc

9R

5597

/R00

1/30

3494

/Lon

d Fi

nal R

epor

t

A2

Apr

il 20

11

� � � � � � � � � � � � � � � � � � � � � � � � � � �

11.0

4.11

- P

DW

CP

EIA

_Fin

al.d

oc

9R

5597

/R00

1/30

3494

/Lon

d Fi

nal R

epor

t

A3

Apr

il 20

11

� � � � � � � � � � � � � � � � � � � � � � � � � � � �

11.0

4.11

- P

DW

CP

EIA

_Fin

al.d

oc

9R

5597

/R00

1/30

3494

/Lon

d Fi

nal R

epor

t

A4

Apr

il 20

11

� � � � � � � � � � � � � � � � � � � � � � � � � � � �

11.0

4.11

- P

DW

CP

EIA

_Fin

al.d

oc

9R

5597

/R00

1/30

3494

/Lon

d Fi

nal R

epor

t

A5

Apr

il 20

11

� � � � � � � � � � � � � � � � � � � � � � � � � � � �

11.0

4.11

- P

DW

CP

EIA

_Fin

al.d

oc

9R

5597

/R00

1/30

3494

/Lon

d Fi

nal R

epor

t

A6

Apr

il 20

11

�

11.04.11 - PDWCP EIA_Final.doc 9R5597/R001/303494/Lond Final Report B1 April 2011

APPENDIX B

HYDRAULIC MODELLING


Name of Observer : A Rauf Munir Time: Height (m)RCM Main Location :C-1 LW 0047 1.90 Date :Observation Intervel : 30 Min. HW 0457 2.20 Time : 0000 HrsDCM Sub Location LW 1255 0.60 Sounding :298997.32 E , 2739588.33 N HW 2110 2.40 Tide :

Calm

Mag. Dir. Mag. Dir. Mag. Dir.

1 0000 10.21 159.00 16.19 174.29 17.17 190.00 Ebb 7.20 West2 0030 15.00 165.20 23.00 182.31 15.64 189.20 Ebb 7.00 West

3 0100 28.23 166.60 16.32 142.46 14.28 141.62 Ebb West4 0130 23.22 137.80 18.76 177.00 17.60 113.92 Ebb West5 0200 18.98 144.48 17.17 171.90 16.56 123.62 Flood West

6 0230 21.45 172.65 19.37 151.84 18.76 84.92 Flood West7 0300 22.53 165.89 20.35 182.63 15.97 77.84 Flood 7.00 West8 0330 25.72 100.25 19.37 87.88 17.23 68.25 Flood West

9 0400 22.89 118.40 18.52 76.62 15.58 77.66 Flood West10 0430 15.36 158.57 8.52* 146.57 17.23 162.00 Flood West11 0500 13.38* 157.38 15.22 130.80 16.19 102.89 Flood East

12 0530 20.17 179.82 13.04 162.32 15.52 90.89 Flood 7.50 East13 0600 22.98 192.76 12.83 167.32 14.73 199.88 Ebb East14 0630 20.76 183.16 13.17 161.13 13.93 183.71 Ebb East

15 0700 25.42 208.85 14.91 159.14 14.24 179.32 Ebb 7.50 East16 0730 23.16 197.81 15.22 161.44 13.99 201.17 Ebb East17 0800 13.99 210.06 15.95 156.59 12.34 213.51 Ebb 8.00 East

18 0830 16.27 234.00 17.60 234.30 14.42 245.00 Ebb East19 0900 17.17 214.09 16.81 243.00 12.55 260.20 Ebb East20 0930 25.88 255.62 25.48 254.43 13.60 284.19 Ebb East

21 1000 32.22 174.29 30.07 267.42 13.84 219.73 Ebb 6.80 East22 1030 27.52 230.09 16.82 222.20 19.01 270.00 Ebb East

23 1100 21.00 232.20 19.89 201.00 16.73 242.70 Ebb East

24 1130 19.62 246.11 18.82 210.56 14.26 278.07 Ebb East25 1200 24.64 246.82 19.31 222.74 17.11 210.79 Ebb East26 1230 23.34 281.34 21.44 286.33 16.19 138.84 Ebb SE

27 1300 31.44* 258.00 13.89 170.65 13.84 240.09 Ebb SE28 1330 26.84 200.79 17.36 128.00 16.07 170.02 Ebb SE29 1400 22.24 165.33 19.84 127.79 12.65 155.79 Flood 6.40 SE

30 1430 19.18 113.82 16.97 86.80 16.44 138.24 Flood SW31 1500 21.08 82.42 16.32 137.05 31.23 217.14 Flood SW32 1530 14.49 171.00 18.88 165.32 27.24 158.73 Flood SW

33 1600 11.50* 189.34 17.84 200.03 15.26 171.72 Flood 6.80 SW34 1630 11.80 75.32 18.40 153.92 19.62 154.39 Flood SW35 1700 30.31 61.31 19.00 173.15 12.47 170.22 Flood SW

36 1730 22.30 119.30 22.55 160.12 13.20 164.10 Flood SW37 1800 18.58 99.80 21.00 106.20 12.47 134.72 Flood 7.50 SW

38 1830 21.33 111.11 15.34 91.81 40.33* 156.42 Flood SW39 1900 33.33 154.12 25.18 155.72 15.50 211.22 Flood SW40 1930 17.84 70.22 20.17 93.82 20.04 190.28 Flood SW


44 2130 10.76 173.26 9.72 163.72 13.90 165.38 Flood SW45 2200 16.56 252.10 36.51* 252.10 11.50 224.00 Flood 7.80 SW46 2230 24.82 190.20 16.19 271.00 20.12 200.89 Ebb SW

47 2300 12.89 169.00 15.58 240.70 19.25 224.25 Ebb SW48 2330 16.00 187.02 19.19 273.63 17.36 261.42 Ebb SW49 0000 20.73 251.09 23.09 261.00 15.83 196.92 Ebb SW

50 0030 22.37 243.32 22.86 248.00 16.56 206.26 Ebb SW51 0100 29.60 289.82 23.77 234.06 19.59 200.98 Ebb 7.50 SW

Note:* Data Compiled in the office for reference

Sea / Weather :

Pakistan Deep Water Container Port

* Tide :13/02

C1 (Foreshore to Clifton at about 5.0m Depth)

13 & 14 /02/07

Ships Head

Remarks

*Appears illogical,consider as18.00





*Appears illogical,consider as16.87*Appears illogical,consider as17.76

Surface Middle Bed

KARACHI PORT TRUST

Current Metering in Neap Tide

CurrentS. No. Time Flood /

EbbDepth

(m)



LW 1447 0.20 Sea / Weather : Fair/Rough


1 0200 17.50 166.72 13.80 241.92 9.78 125.20 5.20 SW2 0230 11.53 199.40 13.40 199.82 13.93 214.40 SW3 0300 20.90 140.00 15.00 125.25 14.48 139.20 Flood SW4 0330 16.99 169.20 16.99 98.00 11.79 84.88 Flood SW5 0400 16.56 191.00 15.75 87.68 10.94 79.44 Flood SW6 0430 15.69 133.90 10.72 191.38 10.39 180.44 Flood SW

7 0500 17.34 116.40 9.63 174.40 13.77 168.32 Flood 5.80 SW8 0530 18.58 114.00 14.00 94.89 15.89 202.28 Flood SW9 0600 21.00 123.00 12.71 95.23 18.70 187.90 Flood NE10 0630 18.64 120.74 15.95 126.11 17.62 178.64 Flood NE11 0700 16.50 134.00 15.77 154.66 20.62 176.11 Flood 6.20 NE12 0730 14.61 145.69 15.46 161.60 17.91 182.78 Flood NE

13 0800 14.48 154.45 16.19 162.35 15.64 184.50 Ebb NE14 0830 18.21 179.36 16.26 165.21 13.63 186.66 Ebb 5.50 NE15 0900 16.50 192.59 13.38 198.04 13.32 183.75 Ebb NE16 0930 21.02 194.00 16.93 224.19 14.54 187.11 Ebb NE17 1000 19.19 240.00 12.53 220.19 14.79 199.90 Ebb NE18 1030 14.91 199.87 10.45 213.22 16.74 158.84 Ebb E19 1100 19.80 212.80 22.50 236.60 18.80 156.92 Ebb 4.50 SE

20 1130 25.91 262.42 35.14* 243.32 14.61 180.39 Ebb SE21 1200 28.68 258.72 21.03 242.00 9.62 155.00 Ebb SE22 1230 27.50 218.60 20.09 245.07 11.54 118.09 Ebb SE

23 1300 26.71 229.73 18.33 250.25 10.82 149.77 Ebb SW24 1330 21.50 220.00 14.40 247.20 30.20 154.62 Ebb SW25 1400 9.59* 75.09 15.34 218.40 57.52* 192.02 Ebb 4.00 SW

26 1430 18.38 163.21 22.42 167.25 22.98 170.25 SW27 1500 27.45 178.79 33.98 124.25 19.24 174.22 Flood SW28 1530 15.34 134.85 13.26 130.82 16.56 161.69 Flood SW29 1600 18.70 156.00 16.87 160.24 15.16 179.50 Flood 4.30 SW30 1630 16.38 127.09 14.69 78.39 11.12 162.50 Flood SW31 1700 17.54 141.12 14.18 89.27 16.26 166.42 Flood SW

32 1730 17.29 84.32 15.50 94.17 14.00 129.30 Flood SW33 1800 15.22 160.42 13.90 217.51 10.80 125.90 Flood 5.20 SW34 1830 16.50 157.38 18.50 123.07 14.20 162.12 Flood SW35 1900 16.99 155.20 17.30 109.52 16.32 176.20 Flood SW36 1930 18.76 145.00 18.70 84.32 16.22 153.00 Flood SW37 2000 18.09 135.30 16.60 99.85 11.61 154.73 Flood 6.00 SW38 2030 17.32 194.22 11.55 137.14 13.76 190.84 Flood SW

39 2100 10.52 177.70 10.76 153.11 26.52* 204.90 Flood SW40 2130 13.14 216.00 11.31 213.30 13.38 221.40 Flood SW41 2200 13.60 177.71 11.61 199.25 9.04 244.40 Flood SW42 2230 22.49 188.00 14.50 200.89 12.82 253.82 Flood SW43 2300 18.58 153.00 17.11 191.90 13.63 220.29 Ebb 6.20 SW44 2330 10.39 240.00 16.44 222.20 12.77 226.26 Ebb 6.00 SW

45 0000 32.04 252.09 31.05 219.30 16.62 190.82 Ebb SW46 0030 19.82 233.03 19.19 233.60 14.67 222.22 Ebb SW47 0100 16.09 276.70 14.18 230.82 13.31 176.98 Ebb SW48 0130 19.50 187.90 16.15 241.15 14.12 209.82 Ebb 5.50 SW49 0200 22.65 191.90 11.86 227.29 13.57 224.79 Ebb SW50 0230 17.17 172.82 11.61 182.30 13.85 189.32 Ebb SW51 0300 16.93 203.69 15.52 185.82 14.42 193.32 Ebb 5.80 SW


Sea Rough

Water Temp22.23




Sea Normal


Sea Normal

Sea Rough

KARACHI PORT TRUSTPakistan Deep Water Container Port

CurrentS. No. Time

Flood / Ebb

Depth (m)

Ships Head Remarks


15/02


Surface Middle Bed

* Tide :14/02 14 & 15 /02/07


Name of Observer : A Rauf Munir Time: Height (m)RCM Main Location :C-3 HW 1455 2.10 Date :Observation Intervel : 30 Min. LW 2017 1.40 Time : 1800 HrsDCM Sub Location HW 0224 2.60 Sounding :296006.85 E , 2743738.58 LW 0921 -0.70 Tide :

HW 1617 2.00 Sea / Weather :LW 2059 1.70


1 1800 31.43 184.00 64.90 170.82 51.49 112.31 Ebb 6.00 NW2 1830 55.40 160.25 63.85 159.39 29.88 177.39 Ebb 5.80 NW3 1900 33.84 149.57 34.53 163.84 13.70 165.92 Ebb 5.50 NE4 1930 23.92 177.25 22.43 240.40 22.41 240.80 Ebb 5.50 N5 2000 12.28 270.60 17.84 120.22 26.24 88.92 Ebb 5.00 NE6 2030 31.35 162.69 14.73 140.99 15.99 171.65 Ebb 4.80 NE7 2100 30.40 150.44 20.37 160.42 19.43 210.75 Ebb 4.50 SE8 2130 25.34 134.90 24.93 202.14 23.66 205.17 Ebb 4.00 SE9 2200 37.87 211.42 28.92 207.34 49.90* 243.45 Flood 5.00 S10 2230 27.53 227.60 34.82 322.60 35.18 265.00 Flood 5.20 SE11 2300 36.09 309.10 29.86 170.85 24.12 269.14 Flood 5.50 SE12 2330 34.68 290.20 31.84 290.44 25.32 220.26 Flood 5.50 SE13 0000 35.37 284.68 35.36 305.00 24.47 234.26 Flood 5.80 SE14 0030 23.00 255.16 25.98 273.18 19.88 220.22 Flood 6.00 SE15 0100 26.03 242.04 21.48 254.26 17.66 212.17 Flood 6.00 SE16 0130 25.42 160.95 22.69 252.17 17.23 240.22 Flood 6.20 SE17 0200 28.27 200.88 23.52 245.28 17.66 248.17 Flood 6.50 SE18 0230 17.14 162.64 22.46 185.62 20.12 165.39 Flood 6.50 NE19 0300 19.13 149.80 24.49 156.92 18.66 147.22 Flood 6.80 NE20 0330 35.19 160.00 27.20 170.25 41.28 133.89 Ebb 6.50 NW21 0400 40.42 164.28 26.11 163.27 40.40 139.79 Ebb 6.50 NW

22 0430 50.05 140.80 45.23 149.90 47.74 140.60 Ebb 6.30 NW23 0500 50.33 135.62 51.29 148.61 44.11 143.29 Ebb 6.00 NW24 0530 44.40 154.30 45.78 150.32 39.33 150.18 Ebb 6.00 NW25 0600 46.30 156.27 37.89 155.28 33.55 155.16 Ebb 6.00 NW26 0630 51.53 158.14 40.84 146.13 29.39 152.32 Ebb 5.80 NW27 0700 53.53 145.33 30.36 120.63 24.87 153.67 Ebb 5.60 NW28 0730 45.00 160.17 33.36 130.89 27.01 160.32 Ebb 5.40 NW29 0800 30.12 163.78 31.23 176.44 26.22 159.23 Ebb 5.40 NW30 0830 35.18 170.26 33.61 153.28 24.86 213.00 Ebb 5.00 NW31 0900 27.32 180.00 33.50* 166.20 20.02 205.60 Ebb 5.00 NW32 0930 29.45 227.30 33.38 163.49 17.59 203.05 Ebb 5.00 NW33 1000 31.88 126.58 16.07 250.02 18.82 160.99 Ebb 5.00 NW34 1030 43.82 185.12 19.01 240.12 21.00 182.66 Flood 5.00 NW35 1100 26.46 188.94 12.64 219.13 37.77 248.04 Flood 5.30 NW36 1130 27.99 299.00 19.02 250.33 19.66 247.03 Flood 5.30 NW37 1200 24.12 240.06 16.88 267.13 20.44 219.73 Flood 5.50 NW38 1230 20.06 255.18 26.94 270.22 18.66 213.00 Flood 6.00 NW39 1300 28.72 260.16 24.44 212.77 20.00 217.19 Flood 6.00 NW40 1330 18.76 255.47 21.88 274.90 20.29 263.00 Flood 6.00 N41 1400 24.81 256.18 18.00 274.10 22.03 253.00 Flood 6.00 N42 1430 30.20 298.00 15.83 200.50 13.93 179.87 Flood 6.50 NW43 1500 19.25 298.25 25.98 255.00 19.68 265.42 Flood 6.80 NW44 1530 19.20 205.89 19.39 248.73 20.72 259.74 Flood 7.00 NW45 1600 11.43 207.92 15.52 213.15 35.03* 220.60 Flood 7.00 W46 1630 26.22 132.85 12.77 250.00 17.59 190.30 Ebb 6.80 W47 1700 29.15 130.35 15.70 180.60 35.02* 140.38 Ebb 6.50 W48 1730 32.08 150.83 13.50 190.38 11.55 160.14 Ebb 7.00 W49 1800 35.17 145.12 12.88 153.17 13.17 155.89 Ebb 7.50 NW50 1830 37.44 164.72 13.01 114.98 14.78 260.30 Ebb 8.00 NW51


10/02

* Tide :

C3 (Eastern End of Lower Harbour at about 4.0m Depth)

09 & 10 /02/07

Ships Head RemarksSurface Middle Bed



Water Tempis 23.18C

Rough Sea

*Appears illogical,consider as13.00Rough Sea

Fast Rainfall

Cloudy Slow Rainfall

Continuty



EbbDepth

(m)


09/02


Name of Observer : A Rauf Munir Time: Height (m)RCM Main Location :C-4 LW 2059 1.7m Date :Observation Intervel : 30 Min. HW 0255 2.4m Time : 2000 HrsDCM Sub Location LW 1028 0.7m Sounding :295824.14 E , 2743660.68 N HW 1834 2.00 Tide :

LW 2240 1.90 Sea / Weather : Fair/Rainy


1 2000 18.69 154.00 20.38 117.73 14.37 131.82 Ebb 7.002 2030 14.38 168.15 16.81 130.79 16.98 142.13 Ebb 6.50 West3 2100 22.00 154.82 21.63 121.63 10.88 150.17 Ebb 5.00 West4 2130 22.88 144.89 33.45 176.14 14.57 230.18 Ebb 6.00 West5 2200 12.88 156.11 11.61 169.71 16.62 255.80 Ebb 5.50 West6 2230 14.46 133.20 11.24 179.62 23.42 209.76 Flood 6.00 West7 2300 10.88 173.19 9.78 197.32 15.92 203.12 Flood 6.10 West8 2330 15.52 214.30 14.24 165.31 11.96 192.68 Flood 6.20 West9 0000 15.64 217.10 21.21 172.39 11.43 155.44 Flood 6.30 West10 0030 19.84 189.30 15.60 165.68 14.67 175.37 Flood 6.50 West11 0100 23.68 119.13 12.89 110.98 16.38 234.80 Flood 6.80 West12 0130 30.16 220.00 15.22 129.06 10.02 209.47 Flood 7.00 West13 0200 13.90 247.10 15.09 148.12 11.61 168.77 Flood 7.50 West14 0230 15.64 180.92 15.16 167.78 13.81 176.57 Flood 7.70 West15 0300 15.52 173.14 13.26 144.31 13.99 180.73 Flood 7.80 West16 0330 40.00 140.24 40.77 138.28 38.01 153.33 Flood 8.00 West17 0400 40.68 138.77 45.66 152.00 34.33 149.62 Flood 8.00 West18 0430 42.46 144.12 32.94 141.13 37.22 163.16 Ebb 7.80 NW19 0500 33.37 130.86 35.67 142.71 33.67 161.33 Ebb 7.50 NW20 0530 51.52 152.55 35.51 148.33 31.22 132.66 Ebb 7.30 NW21 0600 41.62 148.23 34.04 149.17 27.75 124.07 Ebb 7.10 NW

22 0630 47.00 145.31 35.15 140.28 32.67 155.09 Ebb 6.30 NW23 0700 42.31 143.22 32.12 143.88 37.52 152.29 Ebb 6.60 NW24 0730 48.40 145.21 30.58 152.40 27.90 150.90 Ebb 6.50 NW25 0800 37.28 142.84 27.80 175.20 15.89 152.30 Ebb 6.20 NW26 0830 41.84 182.39 28.72 137.08 28.30 203.30 Ebb 6.50 NW27 0900 30.43 157.70 24.26 124.11 24.38 121.98 Ebb 6.00 NW28 0930 50.52 137.83 32.50 130.49 35.61 160.02 Ebb 5.50 NW29 1000 35.44 132.66 29.62 138.35 29.44 175.11 Ebb 5.50 NW30 1030 27.50 127.37 22.73 152.29 15.77 182.13 Ebb 6.00 NW31 1100 30.73 140.29 38.44 188.33 16.32 220.17 Flood 7.00 West32 1130 32.29 180.00 24.64 220.16 16.44 199.07 Flood 8.00 West33 1200 29.11 164.37 14.71 230.19 14.73 220.29 Flood West34 1230 14.61 154.32 14.95 238.22 18.79 252.80 Flood 8.50 West35 1300 13.57 178.40 25.06 270.12 18.39 270.14 Flood West36 1330 50.11 127.80 47.73 156.25 47.98 239.19 Flood West37 1400 48.20 131.30 27.88 221.16 25.49 245.63 Flood West38 1430 32.29 253.00 26.92 280.44 53.51 277.33 Flood South39 1500 43.30 280.14 31.48 298.12 54.48 280.16 Flood South40 1530 33.00 307.39 28.98 300.41 30.62 289.67 Flood 9.50 South41 1600 21.51 250.40 18.58 249.90 28.23 328.31 Flood 10.00 South42 1630 13.93 168.33 25.22 236.01 24.20 244.83 Flood 10.00 South43 1700 16.71 225.19 19.15 275.13 20.55 285.89 Flood 11.00 South44 1730 18.82 197.00 16.84 176.05 20.72 253.22 Flood 10.50 West45 1800 21.21 125.40 47.40* 203.53 22.00 250.08 Flood 10.00 West46 1830 32.09 196.15 32.66 120.33 20.49 239.69 Flood West47 1900 36.02 162.35 33.44 140.72 200.14 245.17 Flood West48 1930 30.44 164.72 21.63 138.69 222.00 201.32 Ebb West49 2000 19.01 160.00 18.92 142.97 190.00 206.17 Ebb West50 2030 27.02 130.44 18.00 136.33 123.17 184.20 Ebb West51 2100 23.86 115.69 17.92 137.25 150.39 Ebb West


11/0210 & 11 /02/07

Current Metering in Neap TideC4 (Western End of Lower Harbour at about 4.0m Depth)

* Tide :10/02

Surface Middle Bed


CurrentS. No. Time

Flood / Ebb

Depth (m)

Sea RoughWind Blowing of N West


Ships Head

Remarks



LW 0047 1.90 Sea / Weather : Rough/Cloudy


1 2200 22.72 154.80 16.86 220.00 25.85 129.66 Ebb 5.00 SW2 2230 13.68 127.90 18.94 132.09 19.00 118.80 Ebb SW

3 2300 21.45 88.75 29.04 159.14 17.34 140.30 Flood SW4 2330 22.17 176.09 10.82 248.00 26.40 265.13 Flood SW

5 0000 20.47 169.40 11.92 240.92 26.58 220.13 Flood SW6 0030 17.23 80.78 14.85 118.63 28.26 182.96 Flood SW7 0100 18.94 81.80 16.09 145.62 26.95 177.13 Flood 6.50 SW


11 0300 16.74 183.73 12.59 218.03 18.45 187.66 Flood 6.50 SW12 0330 16.95 165.92 15.34 267.74 18.05 127.69 Flood SW

13 0400 11.03 142.65 10.09 175.92 13.99 165.39 Flood SW14 0430 12.47 174.39 16.56 174.87 13.75 162.33 Ebb SW15 0500 13.75 180.03 19.07 207.14 13.57 180.27 Ebb SW

16 0530 14.20 141.32 16.50 178.32 13.69 154.69 Ebb SW17 0600 12.28 148.63 15.92 200.54 14.30 111.52 Ebb SW

18 0630 20.49 121.79 24.83 127.82 15.52 149.00 Ebb SW19 0700 24.54 124.83 24.44 134.44 14.12 164.32 Ebb SW20 0730 32.16 122.44 15.39 189.27 16.53 193.44 Ebb W

21 0800 23.28 120.82 22.00 133.06 15.28 211.17 Ebb W22 0830 21.94 145.09 16.32 185.37 18.70 217.30 Ebb W

23 0900 28.15 139.06 15.84 145.03 15.40 227.54 Ebb W

24 0930 22.32 132.06 14.47 137.65 15.22 202.13 Ebb W25 1000 22.98 106.53 17.23 118.27 21.08 204.81 Ebb 5.50 W

26 1030 35.42 114.09 25.55 139.08 14.24 182.30 Ebb 5.50 SW27 1100 26.05 113.71 20.78 146.44 15.09 189.29 Ebb 5.50 SW28 1130 14.18 114.89 13.44 144.51 16.93 161.65 Ebb 5.50 SW

29 1200 14.83 129.53 19.86 149.50 24.75 171.36 Ebb 5.50 SW30 1230 18.53 105.82 21.51 147.41 26.95 208.72 Flood 5.50 SW31 1300 23.80 90.32 22.37 99.82 24.82 30.55 Flood SW

32 1330 22.89 73.00 21.94 75.10 24.14 209.14 Flood SW33 1400 23.37 65.00 19.98 112.00 22.10 168.82 Flood 5.80 SW


37 1600 22.42 178.97 23.16 166.65 18.64 239.00 Flood 6.30 SW38 1630 23.47 202.11 35.32 137.77 18.82 192.24 Flood SW39 1700 22.92 189.27 29.69 143.55 18.27 161.88 Flood SW

40 1730 21.63 207.16 21.72 106.44 17.29 162.44 Flood SW41 1800 25.00 180.12 27.33 200.14 21.00 302.13 Flood 6.80 SW


45 2000 19.75 140.33 16.50 217.60 17.78 192.04 Flood SW46 2030 15.95 121.08 13.01 143.00 15.16 232.07 Flood SW

47 2100 18.09 125.98 13.57 227.09 13.20 202.00 Flood 7.00 SW48 2130 21.00 186.50 16.00 156.82 13.50 213.01 Flood SW49 0200 21.82 190.70 16.80 160.73 14.62 211.00 Flood SW

50 2230 18.00 173.60 14.73 170.68 18.88 171.80 Flood SW51 2300 16.81 181.00 16.40 174.20 11.86 182.20 Flood SW


12/0211 & 12 /02/07

Current Metering in Neap TideC5 (Entrance of New Container Terminal Channel at about 4.0m Depth)

* Tide :11/02

Surface Middle Bed


CurrentS. No. Time

Flood / Ebb

Depth (m)

Sea Rough

Sea Normal

Ships Head Remarks



LW 1637 -0.10 Calm


1 1600 40.35 152.00 17.91 121.50 13.81 170.66 Flood 5.30 West2 1630 35.55 140.90 13.55 125.83 10.52 165.85 Flood 5.30 West3 1700 25.00 90.53 16.94 82.85 18.96 121.88 Flood 5.30 West4 1730 15.98 108.92 20.00 101.25 15.89 84.87 Flood 5.50 West5 1800 29.60 103.92 34.88 109.42 15.00 140.80 Flood 5.50 West6 1830 27.28 120.82 26.27 69.79 20.39 62.40 Flood 5.50 West7 1900 39.03 98.69 29.51 85.42 23.44 56.80 Flood 6.00 West8 1930 30.89 97.89 19.80 100.00 22.70 84.59 Flood 6.00 West9 2000 30.87 105.49 32.47 84.84 25.73 126.32 Flood 6.50 West10 2030 31.96 95.84 28.11 100.83 27.01 121.21 Flood 7.00 West11 2100 31.80 104.00 13.98 111.20 20.04 105.27 Flood 7.50 West12 2130 22.04 100.80 20.00 89.99 16.07 88.84 Flood 7.50 West13 2200 20.14 94.47 13.87 130.54 28.36 89.41 Flood 7.80 West

14 2230 17.32 90.83 12.18 113.38 7.58 180.48 Flood 8.00 West15 2300 21.94 82.94 10.88 140.53 16.00 168.94 Flood 8.00 West16 2330 14.49 120.90 14.96 155.90 16.26 156.99 Ebb 8.00 West17 0000 12.71 220.00 10.76 212.20 13.26 205.62 Ebb 8.00 North18 0030 19.68 232.13 16.59 224.31 16.86 220.69 Ebb 8.50 North19 0100 20.45 235.22 21.88 230.81 18.51 228.83 Ebb 9.00 North20 0130 24.81 244.53 22.51 240.51 25.78 236.41 Ebb 8.50 North21 0200 20.96 250.41 23.83 235.57 20.31 240.23 Flood 8.00 East22 0230 28.36 247.31 22.11 240.74 21.27 244.44 Flood 7.50 East

23 0300 18.09 258.87 28.60 243.06 20.47 252.13 Flood 7.00 East24 0330 24.26 264.05 16.01 258.60 13.01 263.31 Flood 6.30 East25 0400 30.74 260.51 12.28 250.31 11.16 252.64 Flood 6.00 East26 0430 24.87 258.31 13.53 244.28 12.31 243.61 Flood 5.50 East27 0500 22.41 243.18 11.22 237.99 10.90 240.81 Flood 5.50 East28 0530 19.49 230.44 12.39 231.85 11.37 229.41 Flood 5.80 East29 0600 11.86 218.31 13.90 220.23 14.79 216.33 Flood 6.00 East30 0630 10.39 200.40 12.83 210.73 13.71 205.21 Flood 6.30 East31 0700 16.68 189.90 18.83 147.85 14.50 113.62 Flood 6.50 NE32 0730 22.63 220.00 16.74 158.81 18.58 130.65 Flood 6.50 NE

33 0800 32.00 224.25 16.94 164.30 18.40 120.98 Flood 6.80 NE34 0830 29.98 211.00 12.80 155.62 15.62 100.00 Flood 6.80 East35 0900 30.66 182.98 18.33 144.95 14.54 85.86 Flood 7.00 East36 0930 38.00 189.75 23.78 166.42 14.24 152.00 Flood 7.20 NE37 1000 34.20 192.90 14.82 164.30 16.83 132.50 Flood 7.20 NE38 1030 30.60 199.57 16.79 210.47 16.00 220.10 Flood 7.20 NE39 1100 25.02 198.00 42.84 240.98 23.15 225.47 Ebb 7.00 NE40 1130 23.90 195.53 25.51 183.00 17.84 260.33 Ebb 7.00 NE41 1200 30.00 212.20 33.42 249.18 25.87 280.60 Ebb 7.00 NE42 1230 19.95 240.00 21.80 250.97 17.36 270.48 Ebb 6.50 East43 1300 27.45 228.90 26.70 270.18 22.61 262.90 Ebb 6.30 East44 1330 28.67 270.34 25.38 272.68 20.80 263.80 Ebb 6.00 East45 1400 35.80 284.00 28.83 277.28 23.89 260.92 Ebb 6.00 East46 1430 30.52 255.75 23.77 265.92 23.43 257.23 Ebb 5.50 East47 1500 37.56 277.78 20.41 235.66 45.21 188.90 Ebb 5.00 East48 1530 30.20 186.39 16.38 197.64 16.36 241.82 Ebb 5.00 South49 1600 35.60 190.43 15.80 187.73 11.50 217.37 Ebb 5.00 West50 1630 30.31 191.91 8.15 185.67 12.71 221.25 Ebb 5.00 West51 1700 36.60 187.52 12.31 188.52 15.41 215.32 Ebb 5.00 West


Surface Middle Bed

KARACHI PORT TRUST

Current Metering in Spring Tide


EbbDepth

(M)

Sea weather is calm

Rough Sea

Normal

Visibility has not clear

Ships Head Remarks

Sea / Weather :

Pakistan Deep Water Container Port

* Tide :18/01

19/01


18 & 19 /01/07


Name of Observer : A Rauf Munir Time: Height (m)RCM Main Location :C-2 LW 1637 -0.10 Date :Observation Intervel : 30 Min. HW 2339 3.10 Time : 1800 HrsDCM Sub Location LW 0531 1.20 Sounding :300750.63 E , 2741757.28 N HW 1059 2.60 Tide :

LW 1718 -0.10 Sea / Weather :21/01 HW 0010 3.20


1 1800 19.29 93.68 22.79 117.80 10.33 107.66 Flood 3.50 West

2 1830 29.60 62.20 51.88 120.69 16.68 108.72 Flood 4.00 West3 1900 21.17 111.91 14.68 116.90 17.10 98.50 Flood 4.50 West



8 2130 53.98 106.87 40.60 130.63 16.99 107.26 Flood 5.50 West



13 0000 20.84 168.41 15.16 152.31 14.30 155.76 Flood 6.00 East14 0030 11.12 186.14 12.41 171.51 13.53 169.81 Flood 6.00 East


17 0200 23.34 220.42 20.90 221.44 16.75 215.31 Flood 5.50 East18 0230 21.39 238.13 24.56 235.31 23.34 230.86 Ebb 5.50 East

19 0300 22.08 232.54 19.62 239.55 18.85 237.15 Ebb 5.00 East20 0330 29.09 240.56 21.67 243.37 17.72 238.08 Ebb 5.00 North

21 0400 21.88 249.26 27.31 250.35 26.77 247.25 Ebb 5.00 North22 0430 23.93 253.58 24.23 259.61 20.81 250.79 Ebb 5.50 North

23 0500 15.39 260.32 12.89 266.75 11.73 255.72 Ebb 5.50 North24 0530 9.66 252.31 28.23 257.12 24.63 240.44 Ebb 4.50 North

25 0600 18.58 240.91 19.31 242.45 12.99 236.51 Ebb 4.50 North26 0630 22.13 230.52 13.38 235.11 16.26 225.71 Ebb 4.80 East

27 0700 24.90 175.00 14.08 155.98 24.82 133.98 Flood 5.00 East28 0730 35.80 164.97 20.66 167.88 18.88 129.88 Flood 5.00 North

29 0800 36.98 159.20 16.00 125.92 16.38 136.72 Flood 5.10 NE30 0830 22.60 198.00 19.25 165.77 29.89 145.33 Flood 5.20 South

31 0900 37.98 150.00 20.33 171.49 16.67 132.74 Flood 5.30 SE



36 1130 13.63 215.00 10.04 245.30 6.68 268.92 Flood 5.50 East37 1200 38.60 215.90 30.98 209.26 12.02 252.42 Ebb 5.20 South

38 1230 18.35 244.48 15.28 217.88 35.09 231.80 Ebb 5.00 South39 1300 15.58 247.29 19.31 221.11 17.69 281.00 Ebb 5.00 East

40 1330 21.82 281.76 16.56 230.29 16.74 224.85 Ebb 5.00 East41 1400 29.00 278.00 21.43 280.32 19.50 271.00 Ebb 4.80 East

42 1430 26.65 279.70 19.00 270.09 12.90 246.30 Ebb 4.50 East43 1500 20.64 247.25 22.18 245.96 20.89 220.66 Ebb 4.00 East

44 1530 11.49 230.66 19.09 184.44 38.97 180.33 Ebb 3.50 East45 1600 14.50 233.40 16.59 166.32 29.66 170.73 Ebb 3.20 SW

46 1630 18.58 187.22 37.00 180.92 12.98 195.58 Ebb 3.20 SW47 1700 22.40 178.71 15.05 132.00 14.09 166.98 Ebb 3.20 SW

48 1730 22.90 160.22 14.20 176.32 30.10 142.60 Ebb 3.00 West49 1800 23.05 82.80 40.20 82.40 15.00 82.23 Ebb 3.00 West

50 1830 26.69 126.17 19.90 140.30 17.00 114.20 Ebb 3.00 West51 1900 24.40 117.36 18.64 115.90 15.60 102.90 Ebb 3.00 West


20/01


Surface Middle Bed

* Tide :19/01 19 & 20 /01/07


CurrentS. No. Time

Flood / Ebb

Depth (M)

Ships Head Remarks



Name of Observer : A Rauf Munir Time: Height (m)RCM Main Location :C-3 HW 0010 3.20 Date :Observation Intervel : 30 Min. LW 0609 1.00 Time : 2200 HrsDCM Sub Location HW 1144 2.60 Sounding :296006.85 E , 2743738.58 LW 1759 0.00 Tide :

HW 0042 3.20 Sea / Weather :LW 1230 0.80HW 1840 2.60LW 0114 0.20


1 2200 47.71 294.50 48.44 298.44 43.05 305.35 Flood 5.50 East2 2230 55.00 310.24 47.92 300.62 53.71 306.80 Flood 5.50 East3 2300 58.61 318.40 52.25 311.86 52.72 305.33 Flood 5.50 East4 2330 60.38 313.40 60.26 308.81 65.93 303.87 Flood 6.00 East5 0000 42.28 292.31 39.17 305.45 38.87 307.51 Flood 6.00 East6 0030 29.33 311.21 30.72 309.76 31.45 300.90 Flood 6.50 East7 0100 25.34 296.55 15.52 296.85 15.03 291.61 Flood 6.50 North8 0130 35.14 281.89 36.55 285.53 25.92 287.66 Flood 6.50 North9 0200 40.31 278.71 48.33 275.41 36.81 273.55 Ebb 6.50 North10 0230 48.13 260.81 49.28 261.80 46.28 260.41 Ebb 6.50 North11 0300 53.16 251.32 60.63 255.91 65.13 249.53 Ebb 6.50 North12 0330 59.19 247.21 62.72 240.47 71.76 230.21 Ebb 6.00 North13 0400 65.20 231.40 69.33 235.91 75.19 222.22 Ebb 5.50 North14 0430 78.19 221.32 73.22 224.21 80.91 210.93 Ebb 5.50 North15 0500 70.23 202.61 71.93 209.81 69.31 197.23 Ebb 5.00 North16 0530 67.62 197.42 65.51 192.16 64.15 185.20 Ebb 4.80 North17 0600 65.01 188.32 51.76 180.81 54.98 177.21 Ebb 4.50 North18 0630 58.91 170.41 45.11 169.22 44.96 164.14 Ebb 4.50 NE19 0700 52.81 141.40 36.22 150.98 38.02 151.01 Ebb 4.50 NE20 0730 50.72 238.00 28.52 198.99 18.64 221.64 Ebb 4.50 NE21 0800 43.30 265.32 19.00 313.44 19.25 317.14 Ebb 4.50 East

22 0830 35.88 249.80 28.60 304.90 25.60 306.70 Flood 4.80 East23 0900 33.92 222.98 35.62 260.79 36.30 270.75 Flood 5.00 East24 0930 31.96 283.31 36.85 279.13 31.70 288.90 Flood 5.30 East25 1000 31.98 285.42 30.11 289.37 27.75 300.48 Flood 5.80 East26 1030 35.80 283.80 34.66 296.31 34.88 312.05 Flood 6.00 East27 1100 31.77 286.77 32.82 294.87 32.39 308.15 Flood 6.50 NE28 1130 30.22 271.55 30.69 273.11 27.09 286.43 Flood 6.60 East29 1200 31.32 253.62 24.27 270.97 18.21 292.69 Flood 6.70 NE30 1230 21.63 259.52 21.33 227.69 22.81 223.62 Flood 6.70 East31 1300 19.99 192.63 12.82 204.00 9.02 245.45 Ebb 6.50 NE32 1330 66.00 141.32 61.00 139.09 50.39 139.71 Ebb 6.00 NE33 1400 79.28 145.40 78.00 166.18 53.08 168.00 Ebb 5.50 South34 1430 81.98 154.66 68.38 157.20 50.10 156.64 Ebb 5.20 North35 1500 58.77 140.33 56.25 155.40 50.48 154.46 Ebb 5.00 NW36 1530 85.98 158.11 79.62 147.32 75.83 147.19 Ebb 4.80 NW37 1600 65.25 190.85 63.58 173.38 60.00 147.79 Ebb 4.80 NW38 1630 60.89 161.92 55.28 144.55 48.74 164.11 Ebb 4.70 NW39 1700 52.00 153.32 52.02 155.25 35.12 136.42 Ebb 4.50 NE40 1730 52.39 187.17 42.64 164.94 33.46 144.52 Ebb 4.00 NE41 1800 18.80 136.11 22.32 166.44 19.20 148.54 Ebb 4.00 NW42 1830 22.89 160.20 18.21 152.20 13.00 152.56 Ebb 3.50 NW43 1900 23.26 155.40 12.00 157.40 20.17 146.78 Ebb 4.00 NW44 1930 15.00 214.52 18.06 173.14 17.44 213.77 Flood 4.50 West45 2000 16.50 232.62 19.29 258.00 25.87 283.35 Flood 4.50 SW46 2030 28.10 334.20 27.40 330.90 30.39 306.53 Flood 5.00 SE47 2100 31.20 290.35 31.59 314.70 27.07 290.63 Flood 5.00 SE48 2130 35.36 299.20 37.89 301.40 37.58 292.00 Flood 5.50 SE49 2200 44.59 283.92 29.77 295.80 34.42 300.10 Flood 6.00 SE50 2230 42.33 311.45 43.53 315.70 41.56 268.42 Flood 6.50 SE51 2300 54.37 300.00 53.66 297.32 52.33 298.22 Flood 7.00 SE




EbbDepth

(m)


21/01

Normal Sea

Normal Sea

Normal Sea

Ships Head RemarksSurface Middle Bed

22/01

* Tide :

C3 (Eastern End of Lower Harbour at about 4.0m Depth)

21 & 22 /01/07



LW 1921 0.50 Sea / Weather :HW 0148 3.20LW 0813 0.50HW 1413 2.40LW 2006 0.80


1 0000 12.77 195.67 12.97 222.71 15.71 230.23 Ebb 7.00 South2 0030 14.26 186.29 15.71 205.44 12.53 214.61 Ebb 7.00 North3 0100 19.96 177.73 22.76 195.86 27.13 197.28 Ebb 6.50 North4 0130 31.61 167.05 32.39 182.73 36.27 185.62 Ebb 6.50 South5 0200 43.27 159.12 42.77 173.56 41.95 170.06 Ebb 6.00 South6 0230 58.21 179.11 64.66 150.05 48.41 158.21 Ebb 6.50 NW7 0300 61.11 171.93 59.44 161.34 54.88 145.81 Ebb 6.50 NW8 0330 50.82 165.56 62.80 151.36 51.09 158.98 Ebb 5.50 NW9 0400 62.92 151.51 63.13 157.31 66.22 153.14 Ebb 5.50 NW10 0430 56.38 142.21 61.25 149.80 64.31 155.90 Ebb 5.00 NW11 0500 47.35 137.23 50.64 152.13 50.34 149.65 Ebb 5.00 NW12 0530 53.58 146.50 49.76 163.32 48.28 159.42 Ebb 4.50 NW13 0600 60.56 153.31 62.38 155.87 59.61 146.02 Ebb 4.50 NW14 0630 59.90 167.21 49.33 157.82 55.91 148.06 Ebb 4.30 NW15 0700 42.90 147.43 27.00 147.83 18.62 163.82 Ebb 4.00 West16 0730 40.00 149.90 16.64 159.20 13.84 147.97 Ebb 4.00 West17 0800 14.08 150.66 17.34 257.70 14.09 156.55 Flood 4.20 SW18 0830 17.53 219.75 19.37 134.37 21.63 160.42 Flood 4.50 SE19 0900 17.89 285.78 15.77 167.86 23.64 165.65 Flood 4.80 East20 0930 23.28 235.70 27.87 245.68 16.75 153.65 Flood 5.00 SE21 1000 25.85 248.00 18.00 242.38 17.11 233.95 Flood 5.50 SE

22 1030 16.80 127.14 18.80 205.17 14.85 148.73 Flood 5.50 SE23 1100 19.25 213.16 33.45 181.72 13.59 239.59 Flood 5.80 South24 1130 14.12 169.84 14.00 195.80 17.17 235.22 Flood 5.80 SE25 1200 12.41 130.16 10.25 200.90 12.51 174.37 Flood 5.80 West26 1230 21.14 170.29 24.90 148.00 25.52 138.42 Flood 6.30 West27 1300 27.93 170.50 20.64 126.00 21.21 177.47 Flood 6.50 North28 1330 32.94 160.34 37.90 162.29 25.75 213.88 Flood 6.50 West29 1400 31.84 147.21 37.85 139.09 31.66 138.62 Flood 6.50 West30 1430 57.00 160.20 62.82 154.52 60.99 147.20 Ebb 6.20 NW31 1500 56.09 137.30 63.09 158.09 57.07 155.80 Ebb 6.20 NW32 1530 54.73 154.73 50.66 154.43 55.43 154.09 Ebb 6.00 NW33 1600 55.56 142.64 40.40 146.84 59.31 149.05 Ebb 5.50 NW34 1630 51.86 155.36 47.63 150.81 44.18 159.02 Ebb 5.50 NW35 1700 49.17 143.75 51.84 148.68 49.76 142.09 Ebb 5.00 NW36 1730 45.47 167.78 42.37 169.22 35.49 159.21 Ebb 4.50 NW37 1800 38.28 136.95 36.36 147.75 34.53 161.90 Ebb 4.50 NW38 1830 33.90 130.31 30.25 143.89 28.14 149.80 Ebb 4.00 NW39 1900 25.30 148.40 22.43 150.31 18.61 155.75 Ebb 4.00 NW40 1930 22.10 160.36 15.33 170.53 10.12 175.14 Ebb 4.00 NW41 2000 16.21 170.45 14.53 189.44 13.11 185.16 flood 4.00 West42 2030 22.36 190.41 20.61 208.13 16.71 198.12 flood 4.50 West43 2100 30.41 210.13 28.11 210.16 29.81 206.18 flood 4.50 West44 2130 24.23 225.98 18.27 215.61 19.85 210.19 flood 5.00 South45 2200 22.41 233.61 21.98 228.31 24.76 220.22 flood 5.00 South46 2230 30.58 244.51 31.09 239.12 23.17 233.14 flood 5.00 South47 2300 24.44 252.91 20.76 247.13 17.78 245.31 flood 5.00 South48 2330 14.18 265.09 12.63 254.53 10.93 263.31 flood 6.00 South49 0000 23.61 271.31 19.93 267.23 20.91 279.54 flood 6.00 South50 0030 14.43 265.38 10.09 254.92 10.33 268.37 flood 6.50 South51 0100 20.93 250.80 18.02 252.89 19.23 254.21 flood 6.50 South


23/01

24/01

23 & 24 /01/07

Current Metering in Spring TideC4 (Western End of Lower Harbour at about 4.0m Depth)

* Tide :22/01

Surface Middle Bed



EbbDepth

(m)

Normal sea

Ships Head Remarks


Name of Observer : A Rauf Munir Time: Height (m)RCM Main Location :C-5 LW 1718 -0.10 Date :Observation Intervel : 30 Min. HW 0010 3.20 Time : 2000 HrsDCM Sub Location LW 0609 1.00 Sounding :297113.13 E , 2743098.80 N HW 1144 2.60 Tide :

LW 1759 0.00 Sea / Weather :HW 0042 3.20


1 2000 38.90 91.60 34.89 296.20 46.15 179.80 Flood 5.50 South2 2030 35.47 218.07 39.98 251.45 41.89 258.90 Flood 6.00 South3 2100 43.25 310.20 39.12 215.76 35.66 173.83 Flood 6.50 South4 2130 47.21 100.26 40.69 212.88 32.89 230.66 Flood 6.80 South5 2200 38.44 260.60 27.42 334.07 22.66 288.15 Flood 6.80 South6 2230 35.33 130.72 30.55 180.52 27.16 320.20 Flood 7.00 South7 2300 37.38 280.62 45.06 133.33 25.48 227.83 Flood 7.00 South8 2330 38.84 243.25 26.65 145.41 21.45 229.11 Flood 7.50 South9 0000 24.69 143.23 22.43 160.63 26.83 141.11 Flood 7.50 West10 0030 7.09 158.81 20.52 156.92 10.51 150.21 Flood 7.50 West11 0100 18.82 163.22 16.64 145.51 17.60 157.11 Flood 7.50 West12 0130 27.18 169.12 22.00 135.19 18.27 141.12 Flood 7.00 West13 0200 18.22 162.91 19.86 131.20 21.69 135.10 Flood 7.00 West14 0230 20.37 155.40 22.58 122.18 24.71 130.25 EBB 6.50 East15 0300 24.93 169.31 14.90 140.21 15.48 147.65 EBB 6.50 East16 0330 26.13 175.40 17.54 155.10 20.84 158.86 EBB 6.50 East17 0400 24.16 186.13 21.42 169.18 18.39 166.52 EBB 6.00 South18 0430 18.28 195.10 20.11 178.09 21.25 179.51 EBB 6.00 South19 0500 23.14 208.93 18.82 188.12 10.21 185.27 EBB 6.00 South20 0530 21.32 196.83 11.12 172.90 7.21 174.37 EBB 5.50 South21 0600 24.22 180.73 22.83 167.89 20.29 166.88 EBB 5.50 South22 0630 32.69 175.61 16.56 178.51 15.09 172.98 EBB 5.50 South

23 0700 34.61 164.51 14.11 160.48 21.02 182.50 EBB 5.50 South24 0730 30.29 102.98 18.24 177.22 24.25 172.15 Flood 5.80 South25 0800 51.12 295.20 28.68 320.10 24.75 279.60 Flood 6.20 West26 0830 40.00 270.80 24.18 311.42 24.18 280.32 Flood 6.30 West27 0900 31.97 283.67 28.24 310.28 29.81 335.00 Flood 6.30 East28 0930 37.27 260.32 33.92 220.06 32.70 216.86 Flood 6.40 East29 1000 39.89 245.24 36.22 267.22 34.69 214.76 Flood 6.60 East30 1030 32.63 104.33 26.74 181.26 27.93 217.34 Flood 6.80 East31 1100 29.00 270.18 22.09 176.33 18.00 177.39 Flood 6.80 East32 1130 22.30 319.15 19.82 263.00 14.48 142.87 Flood 6.80 East33 1200 11.00 186.20 10.79 112.51 12.22 110.90 Flood 6.90 East34 1230 12.10 213.00 14.66 216.68 18.17 175.40 Flood 6.90 East35 1300 13.53 186.12 14.18 195.73 24.66 186.58 EBB 6.70 SE36 1330 16.68 138.25 18.32 85.23 16.93 104.00 EBB 6.50 SE37 1400 21.21 252.00 19.98 258.15 18.80 251.32 EBB 6.00 East38 1430 21.76 215.18 18.70 284.04 21.33 240.20 EBB 5.50 East39 1500 20.72 185.57 16.35 200.90 18.90 230.10 EBB 5.50 East40 1530 16.42 199.87 14.83 220.17 19.15 215.34 EBB 5.00 East41 1600 22.53 216.24 11.79 226.87 15.39 222.71 EBB 5.30 East42 1630 20.95 254.15 20.47 242.00 18.70 229.05 EBB 4.80 East43 1700 16.55 184.27 13.44 178.75 15.89 221.62 EBB 4.50 East44 1730 17.05 178.98 20.53 209.00 13.29 231.05 EBB 4.50 East45 1800 16.38 220.20 14.00 244.17 16.00 195.92 EBB 4.50 East46 1830 16.30 87.50 17.80 95.99 13.00 212.88 EBB 4.30 East47 1900 14.61 78.90 37.27 79.77 15.15 73.71 EBB 4.00 SE48 1930 26.46 123.46 24.15 90.79 24.15 180.90 Flood 4.00 SE49 2000 33.77 146.18 37.00 131.80 34.69 171.17 Flood 4.50 SE50 2030 40.09 182.09 42.90 263.79 35.45 280.90 Flood 5.00 SE51 2100 33.74 238.35 38.55 213.50 35.63 257.47 Flood 5.80 SE


21/0120 & 21 /01/07

Current Metering in Spring TideC5 (Entrance of New Container Terminal Channel at about 4.0m Depth)

* Tide :20/01

Surface Middle Bed



EbbDepth

(M)

22/01

Ships Head Remarks

11.04.11 - PDWCP EIA_Final.doc 9R5597/R001/303494/Lond Final Report C1 April 2011

APPENDIX C

AIR QUALITY ANALYSIS DATA SHEETS


Pakistan Space and Upper Atmosphere Research Commission Site No: One Site ID: National Institute of Oceanography Office

DATE TIME SO2 (ppb) NOX (ppb) CO (ppm) CO2

(ppm) PM-10 (µg/m3) Noise (dB)

18/02/2009 10:00 18 32.2 4.3 348 136 49 18/02/2009 10:15 19 31.6 4.18 357 132 50 18/02/2009 10:30 17 32.5 4.16 352 135 54 18/02/2009 10:45 16 32.6 4.1 352 136 42 18/02/2009 11:00 18 35.4 4.11 351 132 46 18/02/2009 11:15 15 32.6 4.07 351 135 48 18/02/2009 11:30 17 35.1 4.13 350 132 45 18/02/2009 11:45 19 35.6 4.14 351 145 47 18/02/2009 12:00 20 38.4 4.1 351 142 45 18/02/2009 12:15 21 39.5 4.1 350 152 52 18/02/2009 12:30 20 35.4 4.09 350 132 54 18/02/2009 12:45 23 38.6 4.11 350 136 45 18/02/2009 13:00 21 35.2 4.12 351 132 49 18/02/2009 13:15 20 35.3 4.1 350 132 48 18/02/2009 13:30 25 35.1 4.03 349 135 46 18/02/2009 13:45 23 34.3 4.07 348 132 45 18/02/2009 14:00 22 35.2 4.05 348 136 5z2 18/02/2009 14:15 22 36.5 4.07 347 132 45 18/02/2009 14:30 23 34.2 4.03 347 136 47 18/02/2009 14:45 20 38.2 4.04 347 132 48 18/02/2009 15:00 21 38.1 4.1 349 135 41 18/02/2009 15:15 23 35.6 4.05 350 136 49 18/02/2009 15:30 25 34.2 4.03 350 136 52 18/02/2009 15:45 23 36.9 4.03 350 132 51 18/02/2009 16:00 22 35.8 4.08 351 126 46 18/02/2009 16:15 22 34.2 4.05 348 126 53 18/02/2009 16:30 25 36.2 4.03 347 129 52 18/02/2009 16:45 23 31.2 4.05 345 128 54 18/02/2009 17:00 25 32.5 4.12 344 129 42 18/02/2009 17:15 21 32.1 4.01 343 136 46 18/02/2009 17:30 25 36.2 4.02 344 130 48 18/02/2009 17:45 23 34.2 4.05 344 132 46 18/02/2009 18:00 21 31.2 3.92 345 132 45 18/02/2009 18:15 20 35.2 4.02 347 132 42 18/02/2009 18:30 21 34.2 4.06 347 135 48 18/02/2009 18:45 22 36.2 4.06 344 132 45 18/02/2009 19:00 23 32.5 4.03 345 130 42 18/02/2009 19:15 20 31.2 4.04 344 132 41 18/02/2009 19:30 21 32.3 4.04 344 132 47 18/02/2009 19:45 20 31.3 4.04 344 136 45 18/02/2009 20:00 23 31.2 4.06 346 132 52 18/02/2009 20:15 25 29.3 4.07 346 135 53 18/02/2009 20:30 23 30.2 4.07 346 132 54 18/02/2009 20:45 22 30.2 4.08 344 130 41 18/02/2009 21:00 20 30.1 4.02 343 133 46


18/02/2009 21:15 21 29.6 4.03 343 136 52 18/02/2009 21:30 20 29.3 4.01 342 136 54




18/02/2009 21:45 19 28.6 4.03 341 141 41 18/02/2009 22:00 18 29.5 4.04 341 145 58 18/02/2009 22:15 19 24.6 4.01 340 142 53 18/02/2009 22:30 20 25.6 4.05 340 148 52 18/02/2009 22:45 21 25.3 4.02 340 146 54 18/02/2009 23:00 20 25.4 4.02 340 142 41 18/02/2009 23:15 25 29.6 4.04 340 145 45 18/02/2009 23:30 20 25.3 4.02 340 142 52 18/02/2009 23:45 21 24.6 4 339 145 56 19/02/2009 00:00 20 24.3 4.02 339 142 52 19/02/2009 00:15 23 25.3 4.01 338 141 54 19/02/2009 00:30 25 24.3 4.01 338 145 52 19/02/2009 00:45 21 25.3 3.98 338 141 53 19/02/2009 01:00 20 25.8 4.08 340 139 56 19/02/2009 01:15 19 25.3 4 342 138 54 19/02/2009 01:30 18 25.4 4.05 342 136 49 19/02/2009 01:45 18 25.9 4.04 343 135 48 19/02/2009 02:00 19 26.3 4 345 139 41 19/02/2009 02:15 17 26.3 3.97 344 139 45 19/02/2009 02:30 18 24.3 3.98 344 135 42 19/02/2009 02:45 15 25.6 4 344 136 45 19/02/2009 03:00 14 25.4 4 345 136 47 19/02/2009 03:15 15 21.3 4.05 345 139 45 19/02/2009 03:30 14 21.3 3.99 345 141 41 19/02/2009 03:45 15 19.6 4.06 346 145 46 19/02/2009 04:00 14 18.5 4.07 347 142 42 19/02/2009 04:15 15 19.6 4.03 347 145 45 19/02/2009 04:30 14 18.4 3.96 348 142 41 19/02/2009 04:45 15 19.2 3.98 347 145 46 19/02/2009 05:00 15 19.5 3.98 347 141 48 19/02/2009 05:15 14 19.5 3.99 347 147 46 19/02/2009 05:30 14 19 4.07 348 145 42 19/02/2009 05:45 16 17.8 4.07 349 141 51 19/02/2009 06:00 18 17.5 4.03 350 145 52 19/02/2009 06:15 17 20.1 4 351 141 45 19/02/2009 06:30 19 23.2 4.09 352 145 41 19/02/2009 06:45 15 24.5 4.1 352 141 45 19/02/2009 07:00 18 23.1 4.07 352 139 41 19/02/2009 07:15 19 22.2 4.06 352 135 45 19/02/2009 07:30 17 20.7 4.07 352 135 47 19/02/2009 07:45 18 19 4.08 351 136 45 19/02/2009 08:00 17 17.9 4.02 349 132 41


19/02/2009 08:15 18 20.5 4.03 349 136 45 19/02/2009 08:30 17 23.5 4.09 349 132 47 19/02/2009 08:45 18 24.6 4.06 348 136 41 19/02/2009 09:00 17 25.1 4.02 348 139 45 19/02/2009 09:15 19 25.6 4.05 348 145 47 19/02/2009 09:30 18 26.8 4.05 348 142 45




19/02/2009 09:45 17 26.6 4.04 350 141 41 19/02/2009 10:00 18 28.5 4.02 349 139 45 19/02/2009 10:15 19 26.5 4.03 348 138 41 19/02/2009 10:30 17 27.6 4.07 348 136 45 19/02/2009 10:45 19 29.5 4.02 348 135 41 19/02/2009 11:00 17 29.6 3.98 348 132 45 19/02/2009 11:15 19 32.2 4.01 347 135 47 19/02/2009 11:30 21 29.6 4.04 347 131 45 19/02/2009 11:45 25 26.9 4.01 346 129 52 19/02/2009 12:00 23 25.6 3.97 347 128 51 19/02/2009 12:15 24 25 3.98 347 128 52 19/02/2009 12:30 20 25.3 3.98 346 127 53 19/02/2009 12:45 25 29.3 3.97 345 128 54 19/02/2009 13:00 20 29.4 3.98 345 129 52 19/02/2009 13:15 26 29.3 3.98 344 129 56 19/02/2009 13:30 28 30.2 3.97 343 126 52 19/02/2009 13:45 29 30.5 3.98 343 130 54 19/02/2009 14:00 28 32.5 3.99 345 132 52 19/02/2009 14:15 27 32.4 3.96 347 135 51 19/02/2009 14:30 28 31.6 3.98 348 132 56 19/02/2009 14:45 23 32.3 3.99 348 135 52 19/02/2009 15:00 25 29 4.01 348 132 51 19/02/2009 15:15 25 27.7 3.99 348 135 52 19/02/2009 15:30 24 28 3.97 344 136 53 19/02/2009 15:45 25 28 3.96 342 132 54 19/02/2009 16:00 23 28 3.97 343 136 52 19/02/2009 16:15 20 29.1 4.05 345 132 56 19/02/2009 16:30 25 29.1 4.04 346 135 58 19/02/2009 16:45 24 30.2 4.03 346 132 52 19/02/2009 17:00 25 30.9 4.03 347 136 54 19/02/2009 17:15 20 31.2 4.06 347 132 52 19/02/2009 17:30 24 33 4.04 347 136 54 19/02/2009 17:45 24 35 4.05 347 132 52 19/02/2009 18:00 25 35.3 4.08 347 136 56 19/02/2009 18:15 22 35.9 4.09 348 132 53 19/02/2009 18:30 23 36.8 4.11 348 136 51 19/02/2009 18:45 25 37.5 4.12 347 133 52 19/02/2009 19:00 23 38.3 4.2 348 135 58


19/02/2009 19:15 20 38.5 4.18 349 133 56 19/02/2009 19:30 25 39.7 4.18 349 139 52 19/02/2009 19:45 23 40.6 4.22 349 135 56 19/02/2009 20:00 21 40.4 4.18 350 134 52 19/02/2009 20:15 20 43.3 4.19 349 132 54 19/02/2009 20:30 23 47.2 4.21 347 136 52 19/02/2009 20:45 20 51.1 4.16 346 132 51 19/02/2009 21:00 21 51.9 4.18 345 134 52 19/02/2009 21:15 20 49.6 4.18 345 132 53 19/02/2009 21:30 22 48.5 4.16 344 131 52




19/02/2009 21:45 21 47.6 4.15 344 136 53 19/02/2009 22:00 20 48.3 4.15 343 136 58 19/02/2009 22:15 23 45.7 4.14 343 138 56 19/02/2009 22:30 25 43.2 4.12 342 135 52 19/02/2009 22:45 21 41.4 4.15 342 136 56 19/02/2009 23:00 20 42.1 4.14 342 138 52 19/02/2009 23:15 21 42.6 4.14 342 137 49 19/02/2009 23:30 23 42.5 4.12 341 136 48 19/02/2009 23:45 25 42.4 4.1 341 135 45 20/02/2009 00:00 23 42 4.1 341 135 47 20/02/2009 00:15 22 41.1 4.12 340 141 41 20/02/2009 00:30 20 39.6 4.13 341 145 42 20/02/2009 00:45 19 38.1 4.13 341 141 45 20/02/2009 01:00 18 35.4 4.15 341 142 41 20/02/2009 01:15 18 33 4.15 341 141 42 20/02/2009 01:30 16 32.5 4.13 340 142 41 20/02/2009 01:45 17 30.9 4.13 341 141 45 20/02/2009 02:00 15 28.1 4.12 341 141 41 20/02/2009 02:15 17 26.6 4.11 340 139 42 20/02/2009 02:30 15 24.6 4.1 341 135 45 20/02/2009 02:45 14 23.1 4.1 340 136 47 20/02/2009 03:00 15 22.1 4.1 341 135 41 20/02/2009 03:15 14 22.6 4.09 343 136 45 20/02/2009 03:30 15 24 4.11 344 135 41 20/02/2009 03:45 14 24.9 4.14 345 132 42 20/02/2009 04:00 15 25.4 4.12 345 136 45 20/02/2009 04:15 15 26.5 4.15 344 136 47 20/02/2009 04:30 14 25 4.18 344 132 46 20/02/2009 04:45 15 22.9 4.15 343 136 42 20/02/2009 05:00 14 22.2 4.12 341 136 45 20/02/2009 05:15 15 21.9 4.14 341 132 41 20/02/2009 05:30 19 21.7 4.12 341 131 45 20/02/2009 05:45 18 21.3 4.13 341 131 42 20/02/2009 06:00 19 21.5 4.18 341 129 41


20/02/2009 06:15 17 19.6 4.18 341 125 45 20/02/2009 06:30 19 21.3 4.2 341 126 41 20/02/2009 06:45 17 25.3 4.23 341 124 45 20/02/2009 07:00 16 21.4 4.24 343 125 41 20/02/2009 07:15 15 25.3 4.25 344 125 45 20/02/2009 07:30 15 23.3 4.24 343 126 41 20/02/2009 07:45 14 25.1 4.21 342 126 46 20/02/2009 08:00 15 26.9 4.2 342 128 41 20/02/2009 08:15 18 28.4 4.21 341 125 45 20/02/2009 08:30 15 28.3 4.19 343 125 41 20/02/2009 08:45 18 30.2 4.21 346 123 48 20/02/2009 09:00 19 28.8 4.17 347 123 45 20/02/2009 09:15 17 28.6 4.18 345 129 45 20/02/2009 09:30 18 27.2 4.17 344 129 42




20/02/2009 10:00 19 27.3 4.21 341 132 47 20/02/2009 10:15 17 28.8 4.22 342 130 45 20/02/2009 10:30 19 31 4.2 341 132 48 20/02/2009 10:45 17 32 4.18 342 131 49 20/02/2009 11:00 18 32.2 4.13 341 132 51 20/02/2009 11:15 19 31.7 4.2 341 136 52 20/02/2009 11:30 21 31.2 4.22 341 135 54 20/02/2009 11:45 21 30.8 4.2 342 132 52 20/02/2009 12:00 20 33 4.2 342 136 53 20/02/2009 12:15 21 35.5 4.18 342 135 55 20/02/2009 12:30 23 36.9 4.24 342 134 52 20/02/2009 12:45 21 37.1 4.24 342 136 54 20/02/2009 13:00 25 35.1 4.25 342 136 52 20/02/2009 13:15 23 33.4 4.27 341 135 56 20/02/2009 13:30 22 31.4 4.24 341 135 52 20/02/2009 13:45 23 30.7 4.25 343 136 54 20/02/2009 14:00 21 30.5 4.19 345 135 52 20/02/2009 14:15 20 30.7 4.21 345 132 54 20/02/2009 14:30 21 31 4.22 345 136 52 20/02/2009 14:45 20 31.3 4.2 345 131 52 20/02/2009 15:00 21 31.1 4.24 344 132 56 20/02/2009 15:15 20 31.6 4.25 344 126 52 20/02/2009 15:30 22 31.6 4.26 346 128 58 20/02/2009 15:45 21 32 4.28 349 125 52 20/02/2009 16:00 20 32.5 4.25 349 126 54 20/02/2009 16:15 23 32 4.25 347 125 52 20/02/2009 16:30 21 31.7 4.24 346 128 56 20/02/2009 16:45 20 31.3 4.22 346 130 52 20/02/2009 17:00 21 31.2 4.23 346 132 54 20/02/2009 17:15 23 31.1 4.23 346 131 52


20/02/2009 17:30 20 31.9 4.24 347 132 56 20/02/2009 17:45 21 31.1 4.22 348 132 52 20/02/2009 18:00 20 30.8 4.23 349 130 56 20/02/2009 18:15 21 31.8 4.25 350 132 58 20/02/2009 18:30 22 31.7 4.25 350 136 52 20/02/2009 18:45 21 31.5 4.27 350 132 49 20/02/2009 19:00 20 30.9 4.26 351 132 52 20/02/2009 19:15 23 30.1 4.24 352 136 58 20/02/2009 19:30 21 30.3 4.23 352 132 54 20/02/2009 19:45 20 30.6 4.63 356 135 52 20/02/2009 20:00 22 35.2 4.25 356 132 45 20/02/2009 20:15 22 34.2 4.32 357 136 49 20/02/2009 20:30 23 36.2 4.23 356 132 45 20/02/2009 20:45 20 35.6 4.63 356 132 47 20/02/2009 21:00 21 34.2 4.52 357 131 45 20/02/2009 21:15 20 36.2 4.63 357 132 48 20/02/2009 21:30 23 32.5 4.36 357 136 45 20/02/2009 21:45 21 34.2 4.15 357 132 47




20/02/2009 22:00 20 31.2 4.36 357 136 45 20/02/2009 22:15 22 32.3 4.25 357 135 47 20/02/2009 22:30 23 32.1 4.19 357 132 45 20/02/2009 22:45 21 32.1 4.25 358 136 44 20/02/2009 23:00 22 29.3 4.13 358 132 45 20/02/2009 23:15 23 25.1 4.25 358 136 47 20/02/2009 23:30 21 26.3 4.36 358 132 45 20/02/2009 23:45 20 25.6 4.12 359 136 47 21/02/2009 00:00 20 27.3 3.96 359 132 45 21/02/2009 00:15 19 25.3 3.98 359 136 48 21/02/2009 00:30 18 25.1 3.65 359 132 47 21/02/2009 00:45 18 25.3 3.65 359 136 45 21/02/2009 01:00 17 23.4 3.45 359 132 42 21/02/2009 01:15 17 22.3 3.25 360 132 45 21/02/2009 01:30 19 21.9 3.12 361 136 47 21/02/2009 01:45 19 22.6 3.25 361 132 45 21/02/2009 02:00 21 22.8 3.25 361 136 41 21/02/2009 02:15 18 22.8 3.45 361 132 45 21/02/2009 02:30 19 22.6 3.12 361 136 47 21/02/2009 02:45 18 22.6 3.65 361 132 45 21/02/2009 03:00 17 21.3 3.25 360 135 41 21/02/2009 03:15 16 21.5 3.66 359 136 45 21/02/2009 03:30 17 21.3 3.52 358 132 41 21/02/2009 03:45 18 21.2 3.65 357 136 47 21/02/2009 04:00 18 21.3 3.25 357 135 46 21/02/2009 04:15 19 21.3 2.99 358 132 42


21/02/2009 04:30 17 22.3 2.96 358 136 45 21/02/2009 04:45 18 21.5 2.98 358 132 47 21/02/2009 05:00 18 24.6 3.21 357 136 45 21/02/2009 05:15 19 21.6 3.25 357 132 41 21/02/2009 05:30 19 22.2 3.26 358 135 45 21/02/2009 05:45 18 23.3 3.21 357 132 42 21/02/2009 06:00 17 21.5 3.96 358 132 41 21/02/2009 06:15 18 23.5 4 357 136 48 21/02/2009 06:30 18 23.1 4 357 132 45 21/02/2009 06:45 17 23.2 3.97 357 132 41 21/02/2009 07:00 18 22.6 3.97 357 136 46 21/02/2009 07:15 17 23.3 4.01 357 132 47 21/02/2009 07:30 18 24.1 4.01 356 130 45 21/02/2009 07:45 18 25 3.99 356 129 44 21/02/2009 08:00 18 24.8 4.02 356 128 45 21/02/2009 08:15 17 24.8 3.99 355 125 49 21/02/2009 08:30 19 24.8 4.03 355 126 43 21/02/2009 08:45 18 24.7 4.03 355 125 45 21/02/2009 09:00 17 24.8 4.03 364 128 48 21/02/2009 09:15 18 27.2 4.02 357 126 47 21/02/2009 09:30 18 26.7 4.04 356 128 51 21/02/2009 09:45 19 27.5 4.04 357 125 52 21/02/2009 10:00 17 28.3 4.02 356 125 54

11.04.11 - PDWCP EIA_Final.doc 9R5597/R001/303494/Lond Final Report D1 April 2011

APPENDIX D

ENVIRONMENTAL MANAGEMENT PLAN

11.0

4.11

- P

DW

CP

EIA

_Fin

al.d

oc

9R

5597

/R00

1/30

3494

/Lon

d Fi

nal R

epor

t

D2

Apr

il 20

11

Inst

itutio

nal R

espo

nsib

ilitie

s A

ctiv

ities

and

A

ctio

ns

Env

iron

men

tal I

ssue

/ C

ompo

nent

P

ropo

sed

Miti

gatio

n M

easu

res

App

roxi

mat

e Lo

catio

n Im

plem

entin

g M

itiga

tion

Mea

sure

s S

uper

visi

on

Mon

itori

ng

Str

uctu

res

Qua

y w

all

Sei

smic

act

iviti

es m

ay

dam

age

stru

ctur

es

Ade

quat

ely

desi

gn a

ll st

ruct

ures

bas

ed o

n m

ater

ial/

cons

truct

ion

stud

ies

that

take

into

ac

coun

t act

iviti

es u

p to

the

seis

mic

sca

les

indi

cate

d in

the

seis

mic

map

.

Thro

ugho

ut

alig

nmen

t D

esig

n C

onsu

ltant

mus

t be

cer

tifie

d

ISO

-900

1,

ISO

-140

01, I

SO

-180

01.

EIA

Con

sulta

nt

and

Mar

ine

Pol

lutio

n co

ntro

l de

partm

ent-K

PT

Man

grov

es a

nd T

urtle

s M

agro

ve fo

rest

, and

gr

een

turtl

es.

Sea

Tra

ffic

acci

dent

s w

ith

turtl

es.

Incr

ease

in p

ollu

tion

leve

l m

ay c

ause

adv

erse

impa

ct

on th

e tu

rtles

.

Min

imis

e m

arin

e po

llutio

n. R

emov

al o

f deb

ris, a

nd

solid

was

te fr

om th

e be

rths

area

, and

the

port

at

regu

lar i

nter

vals

.

Dis

turb

ance

to

ecol

ogic

ally

se

nsiti

ve a

reas

ad

jace

nt to

or n

ear

the

proj

ect a

rea.

Con

tract

or

Mar

ine

Pol

lutio

n co

ntro

l de

partm

ent-K

PT

Mai

ntai

ning

air

qua

lity

and

nois

e le

vels

In

crea

se o

f shi

ps /

carg

o in

tens

ity

Incr

ease

of a

ir an

d no

ise

pollu

tion

and

asso

ciat

ed

heal

th ri

sks

for t

he p

ort

user

s.

Inco

rpor

ate

tech

nica

l des

ign

feat

ures

that

ena

ble

cont

inua

l tra

ffic

flux

and

avoi

d co

nges

tions

(e.g

. si

gnbo

ards

, spe

ed li

mits

).

Thro

ugho

ut

alig

nmen

t C

ontra

ctor

M

arin

e P

ollu

tion

cont

rol

depa

rtmen

t-KP

T

Noi

se v

ibra

tion

and

shoc

k ef

fect

s D

istu

rban

ce to

aqu

atic

flor

a an

d fa

una

Iden

tific

atio

n of

the

mos

t sig

nific

ant s

ourc

es o

f no

ise

durin

g th

e c

onst

ruct

ion

and

oper

atio

n of

the

prop

osed

pr

ojec

t (in

clud

ing

frequ

ency

and

nat

ure

of n

oise

). Id

entif

icat

ion

of m

ain

rece

ptor

s fo

r aco

ustic

im

pact

s (e

g s

urro

undi

ng c

omm

uniti

es a

nd

busi

ness

es).

Impa

cts

iden

tific

atio

n of

vib

ratio

n an

d sh

ock

on

exis

ting

port

infra

stru

ctur

e

Effe

ct o

n m

arin

e ec

olog

y C

ontra

ctor

M

arin

e P

ollu

tion

cont

rol

depa

rtmen

t-KP

T

Dem

oliti

on M

ater

ial

Dem

oliti

on m

ater

ial

disp

osal

and

T

rans

port

of th

e dr

edge

d m

ater

ial f

rom

the

proj

ect s

ite

Saf

e tra

nspo

rt of

the

dem

oliti

on m

ater

ial t

hrou

gh

use

of w

ell m

aint

aine

d ve

hicl

es a

nd p

rope

r tra

inin

g W

here

app

licab

le

Con

tract

or

Mar

ine

Pol

lutio

n co

ntro

l

11.0

4.11

- P

DW

CP

EIA

_Fin

al.d

oc

9R

5597

/R00

1/30

3494

/Lon

d Fi

nal R

epor

t

D3

Apr

il 20

11

Inst

itutio

nal R

espo

nsib

ilitie

s A

ctiv

ities

and

A

ctio

ns

Env

iron

men

tal I

ssue

/ C

ompo

nent

P

ropo

sed

Miti

gatio

n M

easu

res

App

roxi

mat

e Lo

catio

n Im

plem

entin

g M

itiga

tion

Mea

sure

s S

uper

visi

on

Mon

itori

ng

trans

porta

tion

to th

e di

spos

al s

ite.

mat

eria

l to

the

desi

gnat

ed

disp

osal

site

may

cau

se

acci

dent

, spi

ll fro

m v

ehic

les.

of th

e dr

iver

s de

partm

ent-K

PT

Con

stru

ctio

n P

hase

C

amp

Site

San

itatio

n &

was

te

disp

osal

faci

litie

s at

ca

mp

Hea

lth ri

sks

to w

ork

forc

e if

not p

rope

rly m

anag

ed

The

Con

tract

or w

ill p

rovi

de a

pro

per w

aste

m

anag

emen

t pla

n.

The

sew

erag

e sy

stem

for t

he c

amp

will

be

prop

erly

des

igne

d an

d bu

ilt s

o th

at n

o w

ater

po

llutio

n ta

kes

plac

e.

At w

aste

col

lect

ion

and

latri

ne s

ites

of

cam

p

Con

tract

or

Mar

ine

Pol

lutio

n co

ntro

l de

partm

ent-K

PT

Con

stru

ctio

n W

orks

Wor

k sa

fety

and

hy

gien

ic c

ondi

tions

H

ealth

risk

s if

wor

k co

nditi

ons

prov

ide

unsa

fe

and/

or u

nfav

orab

le w

ork

cond

ition

s

Obl

igat

ory

insu

ranc

e ag

ains

t acc

iden

ts to

wor

k la

bour

ers

Pro

vidi

ng b

asic

med

ical

trai

ning

to s

peci

fied

wor

k st

aff,

and

basi

c m

edic

al s

ervi

ce a

nd s

uppl

ies

to

wor

kers

Layo

ut p

lan

for c

amp

site

, to

be a

ppro

ved

by th

e K

PT

indi

catin

g sa

fety

mea

sure

s ta

ken

by th

e co

ntra

ctor

, e.g

. fire

figh

ting

equi

pmen

t, sa

fe

stor

age

of h

azar

dous

mat

eria

l, fir

st a

id, s

ecur

ity,

fenc

ing,

and

con

tinge

ncy

mea

sure

s in

cas

e of

ac

cide

nts;

Wor

k sa

fety

mea

sure

s an

d go

od w

orkm

ansh

ip

prac

tices

are

to b

e fo

llow

ed b

y th

e co

ntra

ctor

to

ensu

re n

o he

alth

risk

s fo

r lab

oure

rs;

Val

id fo

r ent

ire

cons

truct

ion

area

Thro

ugho

ut

oper

atio

n of

wor

k ca

mp

Con

tract

or

Mar

ine

Pol

lutio

n co

ntro

l de

partm

ent-K

PT

11.0

4.11

- P

DW

CP

EIA

_Fin

al.d

oc

9R

5597

/R00

1/30

3494

/Lon

d Fi

nal R

epor

t

D4

Apr

il 20

11

Inst

itutio

nal R

espo

nsib

ilitie

s A

ctiv

ities

and

A

ctio

ns

Env

iron

men

tal I

ssue

/ C

ompo

nent

P

ropo

sed

Miti

gatio

n M

easu

res

App

roxi

mat

e Lo

catio

n Im

plem

entin

g M

itiga

tion

Mea

sure

s S

uper

visi

on

Mon

itori

ng

Pro

tect

ion

devi

ces

(ear

muf

fs) w

ill b

e pr

ovid

ed to

th

e w

orke

rs in

the

vici

nity

of h

igh

nois

e ge

nera

ting

mac

hine

s.

Pro

visi

on o

f ade

quat

e sa

nita

tion,

was

hing

, coo

king

an

d do

rmito

ry fa

cilit

ies,

incl

udin

g lig

ht u

p to

the

satis

fact

ion,

app

rove

d by

KP

T.

Pro

per m

aint

enan

ce o

f fac

ilitie

s fo

r wor

kers

will

be

mon

itore

d

Cam

p si

te a

nd o

ffice

bu

ildin

g se

curit

y S

ecur

ity h

azar

ds a

nd re

late

d co

nflic

ts

Pro

per s

tora

ge a

nd fe

ncin

g/lo

ckin

g of

sto

rage

ro

oms

cont

aini

ng h

azar

dous

mat

eria

l

Em

ploy

men

t of g

uard

for s

tora

ge ro

oms.

Pro

visi

on o

f ade

quat

e se

curit

y ag

ains

t sab

otag

e an

d pe

trol t

heft.

At C

onst

ruct

ion

cam

p C

ontra

ctor

M

arin

e P

ollu

tion

cont

rol

depa

rtmen

t-KP

T

Wat

er q

ualit

y

Impa

ct o

n se

awat

er q

ualit

y fro

m s

ite ru

nnof

f,

land

runo

ff du

ring

rain

ev

ents

may

gen

erat

e lo

caliz

ed p

lum

es w

ith

conc

entra

tions

of s

uspe

nded

so

lids

Pre

vent

exc

essi

ve g

ener

atio

n of

runo

ff (s

uch

as

setti

ng p

ond)

to m

inim

ise

the

pote

ntia

l of s

uch

efflu

ents

reac

hing

the

mar

ine

envi

ronm

ent.

App

ly re

gula

r mon

itorin

g of

the

proj

ect s

ite o

f he

avy

mac

hine

ry

Pro

ject

site

C

ontra

ctor

M

arin

e P

ollu

tion

cont

rol

depa

rtmen

t-KP

T

Dre

dgin

g Tu

rbid

y, s

mot

herin

g/re

mov

al

orga

nism

s, a

nd re

duce

d w

ater

qua

lity.

The

KP

T sh

ould

car

ry o

ut d

redg

ing

in a

ccor

danc

e w

ith g

ood

prac

tices

in th

e pr

esen

ce o

f en

viro

nmen

tal o

ffice

r fro

m M

CP

D, a

t a s

peci

fied

At t

he c

onst

ruct

ion

site

. C

ontra

ctor

M

arin

e P

ollu

tion

cont

rol

depa

rtmen

t-KP

T

11.0

4.11

- P

DW

CP

EIA

_Fin

al.d

oc

9R

5597

/R00

1/30

3494

/Lon

d Fi

nal R

epor

t

D5

Apr

il 20

11

Inst

itutio

nal R

espo

nsib

ilitie

s A

ctiv

ities

and

A

ctio

ns

Env

iron

men

tal I

ssue

/ C

ompo

nent

P

ropo

sed

Miti

gatio

n M

easu

res

App

roxi

mat

e Lo

catio

n Im

plem

entin

g M

itiga

tion

Mea

sure

s S

uper

visi

on

Mon

itori

ng

Exc

avat

ion

of s

edim

ents

at

the

bed,

loss

mat

eria

l dur

ing

trans

port

to th

e su

rface

.

dept

h, p

rope

rly h

andl

ed a

nd lo

adin

g an

d tra

nspo

rt.

The

dred

ged

mat

eria

l will

be

disp

osed

of i

n ac

cord

ance

with

LD

C p

roto

col.

Cre

atio

n of

co

nstru

ctio

n w

aste

m

ater

ial

Con

tam

inat

ion

of s

oil f

rom

co

nstru

ctio

n w

aste

s an

d qu

arry

mat

eria

ls

All

spoi

ls w

ill b

e di

spos

ed o

f as

desi

red

and

the

site

will

be

rest

ored

bac

k to

its

orig

inal

con

ditio

ns

befo

re h

andi

ng o

ver.

Non

-bitu

min

ous

was

tes

from

con

stru

ctio

n ac

tiviti

es

will

be

dum

ped

in s

ites

appr

oved

by

the

KP

T as

du

mps

ites,

and

cov

ered

with

a la

yer o

f the

co

nser

ved

tops

oil.

Bitu

min

ous

was

tes

will

firs

t be

recy

cled

if it

is n

ot

poss

ible

then

be

disp

osed

of i

n an

iden

tifie

d du

mpi

ng s

ite.

All

cons

truct

ion

site

s an

d en

tire

proj

ect a

rea

Con

tract

or

Mar

ine

Pol

lutio

n co

ntro

l de

partm

ent-K

PT

Veh

icle

s m

ovem

ent,

mai

nten

ance

and

fu

ellin

g of

co

nstru

ctio

n ve

hicl

es

Con

tam

inat

ion

of s

oil a

nd

grou

ndw

ater

C

onst

ruct

ion

vehi

cles

and

equ

ipm

ent w

ill b

e pr

oper

ly m

aint

aine

d an

d re

fuel

led

in s

uch

way

that

oi

l/die

sel s

pilla

ge d

oes

not c

onta

min

ate

the

soil.

Fuel

sto

rage

and

refu

ellin

g si

tes

will

be

kept

aw

ay

from

dra

inag

e ch

anne

ls.

Oil

and

grea

se tr

aps

will

be

prov

ided

at f

uelli

ng

loca

tions

, to

prev

ent c

onta

min

atio

n of

wat

er.

Unu

sabl

e de

bris

sha

ll be

dum

ped

in n

eare

st

Thro

ugho

ut th

e pr

ojec

t alig

nmen

t. C

ontra

ctor

M

arin

e P

ollu

tion

cont

rol

depa

rtmen

t-KP

T

11.0

4.11

- P

DW

CP

EIA

_Fin

al.d

oc

9R

5597

/R00

1/30

3494

/Lon

d Fi

nal R

epor

t

D6

Apr

il 20

11

Inst

itutio

nal R

espo

nsib

ilitie

s A

ctiv

ities

and

A

ctio

ns

Env

iron

men

tal I

ssue

/ C

ompo

nent

P

ropo

sed

Miti

gatio

n M

easu

res

App

roxi

mat

e Lo

catio

n Im

plem

entin

g M

itiga

tion

Mea

sure

s S

uper

visi

on

Mon

itori

ng

dum

psite

.

Was

te o

il an

d oi

l soa

ked

cotto

n/ c

loth

sha

ll be

sol

d of

f to

auth

oris

ed v

endo

rs

Wat

er q

ualit

y w

ill b

e m

onito

red

as e

nvis

aged

in th

e E

nviro

nmen

tal M

onito

ring

Pla

n.

Wat

er P

ollu

tion

Use

of w

ater

for

cons

truct

ion

and

cons

umpt

ion

Con

flict

with

loca

l wat

er

dem

and

The

cont

ract

or w

ill m

ake

arra

ngem

ents

for w

ater

re

quire

d fo

r con

stru

ctio

n in

suc

h a

way

that

the

wat

er a

vaila

bilit

y an

d su

pply

to n

earb

y co

mm

uniti

es re

mai

ns u

naffe

cted

.

Thro

ugho

ut th

e P

roje

ct A

rea

Ear

th- a

nd

ston

ewor

k an

d ot

her

cons

truct

ion

activ

ities

affe

ctin

g w

ater

reso

urce

s

Con

tam

inat

ion

of w

ater

due

to

con

stru

ctio

n w

aste

A

ll ne

cess

ary

prec

autio

ns w

ill b

e ta

ken

to

cons

truct

tem

pora

ry o

r per

man

ent d

evic

es to

pr

even

t wat

er p

ollu

tion

due

to in

crea

sed

silta

tion

and

turb

idity

.

Was

tes

mus

t be

colle

cted

, sto

red

and

take

n to

an

appr

oved

dis

posa

l site

.

Thro

ugho

ut th

e P

roje

ct A

rea

Con

tract

or

Mar

ine

Pol

lutio

n co

ntro

l de

partm

ent-K

PT

Acc

iden

tal l

eaka

ge

or s

pilla

ge o

f fue

l an

d oi

l fro

m

cons

truct

ion

mac

hine

ry.

Impa

cts

from

leak

age

or

spill

age

Con

tract

or w

ill p

repa

re g

uide

lines

and

pro

cedu

res

for i

mm

edia

te c

lean

-up

actio

ns fo

llow

ing

any

spill

ages

of o

il, fu

el o

r che

mic

al.

Obs

erve

goo

d op

erat

ing

prac

tices

and

pro

per

mai

nten

ance

of p

lant

and

equ

ippm

ent (

bulld

ozer

s,

truck

s et

c).

Est

ablis

h lo

catio

ns fo

r sto

ring

was

te m

ater

ials

, fu

els,

oils

, che

mic

als,

and

equ

ipm

ent t

hat a

re a

s

Pro

ject

site

C

ontra

ctor

M

arin

e P

ollu

tion

cont

rol

depa

rtmen

t-KP

T

11.0

4.11

- P

DW

CP

EIA

_Fin

al.d

oc

9R

5597

/R00

1/30

3494

/Lon

d Fi

nal R

epor

t

D7

Apr

il 20

11

Inst

itutio

nal R

espo

nsib

ilitie

s A

ctiv

ities

and

A

ctio

ns

Env

iron

men

tal I

ssue

/ C

ompo

nent

P

ropo

sed

Miti

gatio

n M

easu

res

App

roxi

mat

e Lo

catio

n Im

plem

entin

g M

itiga

tion

Mea

sure

s S

uper

visi

on

Mon

itori

ng

far f

rom

the

wat

er a

s po

ssib

le.

Pro

vide

all

fuel

tank

ers

and

chem

ical

sto

rage

ar

eas

with

lock

s an

d be

site

d on

sea

led

area

s.

On-

site

gen

erat

ed

sew

age

and

was

tew

ater

affe

ctin

g th

e qu

ality

of w

ater

Impa

cts

from

was

te w

ater

In

stal

l was

te w

ater

trea

tmen

t pla

nt.

Pro

ject

site

C

ontra

ctor

M

arin

e P

ollu

tion

cont

rol

depa

rtmen

t-KP

T

Soi

l Qua

lity

Pos

sibl

e ac

id o

r ot

her l

each

ate

from

dr

edge

d, s

tock

ed

mat

eria

l.

Impa

ct o

n so

il qu

ality

E

nsur

e th

at th

e dr

edge

d m

ater

ials

to b

e di

spos

ed

of a

re n

ot c

onnt

amin

ated

(or m

ixed

) with

ha

zard

ous/

toxi

c w

aste

s.

Dre

dged

mat

eria

l di

spos

al s

ite.

Con

tract

or

Mar

ine

Pol

lutio

n co

ntro

l de

partm

ent-K

PT

Air

Pol

lutio

n C

ontr

ol

Dre

dger

s, h

oppe

r ba

rges

and

oth

er

sae

craf

ts,b

oats

etc

on

the

mar

ine

side

an

d V

ehic

ular

m

ovem

ent a

nd

runn

ing

of

mac

hine

ry o

n la

nd

side

.

Em

issi

on fr

om c

onst

ruct

ion

vehi

cles

and

mac

hine

ry,

caus

ing

publ

ic h

ealth

risk

s,

nuis

ance

and

oth

er im

pact

s on

the

bio-

phys

ical

en

viro

nmen

t

All

sea

craf

ts, v

ehic

les,

equ

ipm

ent a

nd m

achi

nery

sh

all b

e re

gula

rly m

aint

aine

d in

goo

d co

nditi

onto

en

sure

that

the

pollu

tion

emis

sion

leve

ls c

onfo

rm

to th

e N

EQ

S o

f Pki

stan

.

Air

qual

ity p

aram

eter

s w

ill b

e m

onito

red

at

dete

rmin

ed s

ites

and

sche

dule

det

erm

ined

by

the

KP

T or

then

by

Con

sulta

nt.

Pro

ject

are

a C

ontra

ctor

M

arin

e P

ollu

tion

cont

rol

depa

rtmen

t-KP

T

Run

ning

of c

oncr

et

plan

ts, c

rush

ers,

et

c.,

Dus

t gen

erat

ion

from

co

nstru

ctio

n m

achi

nerie

s ca

usin

g he

alth

risk

s to

Ens

ure

prec

autio

ns to

redu

ce th

e le

vel o

f dus

t em

issi

ons

from

, hot

mix

pla

nts,

cru

sher

s an

d ba

tchi

ng p

lant

s w

ill b

e ta

ken

up, e

.g. p

rovi

ding

At s

ites

of h

ot m

ix

plan

t C

ontra

ctor

M

arin

e P

ollu

tion

cont

rol

depa

rtmen

t-KP

T

11.0

4.11

- P

DW

CP

EIA

_Fin

al.d

oc

9R

5597

/R00

1/30

3494

/Lon

d Fi

nal R

epor

t

D8

Apr

il 20

11

Inst

itutio

nal R

espo

nsib

ilitie

s A

ctiv

ities

and

A

ctio

ns

Env

iron

men

tal I

ssue

/ C

ompo

nent

P

ropo

sed

Miti

gatio

n M

easu

res

App

roxi

mat

e Lo

catio

n Im

plem

entin

g M

itiga

tion

Mea

sure

s S

uper

visi

on

Mon

itori

ng

oper

atin

g w

orke

rs, i

mpa

ct

on b

io-p

hysi

cal e

nviro

nmen

t

them

, as

appl

icab

le, w

ith p

rote

ctio

n ca

nvas

ses

and

dust

ext

ract

ion

units

. Mix

ing

equi

pmen

t will

be

wel

l sea

led

and

equi

pped

as

per e

xist

ing

stan

dard

s.

Wat

er w

ill b

e sp

raye

d on

the

lime/

cem

ent a

nd

earth

mix

ing

site

s.

Wor

k sa

fety

mea

sure

s lik

e du

st m

asks

, spe

cial

sh

oes,

and

glo

ves

shal

l be

prov

ided

by

the

cont

ract

or to

ens

ure

no h

ealth

risk

s fo

r ope

rato

rs.

Noi

se a

nd V

ibra

tion

Sea

cra

fts a

nd

runn

ing

of

cons

truct

ion

mac

hine

ry

Noi

se fr

om u

se o

f hea

vy

mac

hine

ry, a

nd v

ehic

les

Noi

se e

mis

sion

s fro

n us

e of

dr

edgi

ng m

achi

nery

and

eq

ipm

ent.

Noi

se e

mis

sion

s fro

m p

ile

driv

ing.

The

plan

t and

equ

ipm

ent u

sed

for c

onst

ruct

ion

will

st

rictly

con

form

to n

oise

sta

ndar

ds s

peci

fied

in th

e N

EQ

S.

Veh

icle

s an

d eq

uipm

ent u

sed

will

be

fitte

d as

ap

plic

able

, with

sile

ncer

s an

d pr

oper

ly m

aint

aine

d.

In a

ccor

danc

e w

ith th

e E

nviro

nmen

tal M

onito

ring

Pla

n, n

oise

mea

sure

men

ts w

ill b

e ca

rrie

d ou

t at

loca

tions

and

sch

edul

e sp

ecifi

ed to

ens

ure

the

effe

ctiv

enes

s of

miti

gatio

n m

easu

res.

Bes

t pra

ctic

e m

easu

res

are

reco

mm

ende

d to

re

tain

noi

se e

mis

sion

s to

a p

ract

icab

le m

inim

um.

Sile

nt (h

ydra

ulic

pile

will

be

appl

ied.

No

pile

driv

ing

shou

ld ta

ke p

lace

from

190

0 ho

urs

to 0

700

hour

s.

Pro

ject

site

. C

ontra

ctor

M

arin

e P

ollu

tion

cont

rol

depa

rtmen

t-KP

T

Faun

a an

d Fl

ora

11.0

4.11

- P

DW

CP

EIA

_Fin

al.d

oc

9R

5597

/R00

1/30

3494

/Lon

d Fi

nal R

epor

t

D9

Apr

il 20

11

Inst

itutio

nal R

espo

nsib

ilitie

s A

ctiv

ities

and

A

ctio

ns

Env

iron

men

tal I

ssue

/ C

ompo

nent

P

ropo

sed

Miti

gatio

n M

easu

res

App

roxi

mat

e Lo

catio

n Im

plem

entin

g M

itiga

tion

Mea

sure

s S

uper

visi

on

Mon

itori

ng

Due

to d

redg

ing

and

turb

idity

, dis

posa

l of

dred

ged

mat

eria

l in

sea

wat

er m

ay

resu

lt in

sm

othe

ring

of b

enth

ic s

peci

es .

Dam

age

to b

enth

ic flo

ra a

nd fa

una

Dre

dged

mat

eria

l sho

uld

be d

ispo

sed

at a

de

sign

ated

site

in c

onsu

ltatio

n w

ith K

PT

and

loca

l fis

herm

en.

Dre

dged

Mat

eria

l di

spos

al s

ite.

Con

tract

or in

co

nsul

tatio

n w

ith lo

cal

com

mun

ity in

id

entif

icat

ion

of s

uch

plac

es.

Mar

ine

Pol

lutio

n co

ntro

l de

partm

ent-K

PT

Hea

lth, S

afet

y an

d C

omm

unity

Life

Veh

icul

ar m

ovem

ent

at c

onst

ruct

ion

site

s an

d ac

cess

/ ser

vice

ro

ads

Hea

lth, s

afet

y an

d en

viro

onem

ntai

issu

es

Tim

ely

publ

ic n

otifi

catio

n on

pla

nned

con

stru

ctio

n w

ork.

Clo

se c

onsu

ltatio

n w

ith lo

cal c

omm

uniti

es to

id

entif

y op

timal

sol

utio

ns fo

r div

ersi

ons

to m

aint

ain

com

mun

ity in

tegr

ity &

soc

ial l

inks

See

king

coo

pera

tion

with

loca

l edu

catio

n fa

cilit

ies

(sch

ool t

each

ers)

for r

oad

safe

ty c

ampa

igns

Pro

visi

on o

f pro

per s

afet

y si

gnag

e, p

artic

ular

ly a

t ur

ban

area

s an

d at

sen

sitiv

e/ a

ccid

ent-p

rone

ar

eas.

Set

ting

up s

peed

lim

its in

clo

se c

onsu

ltatio

n w

ith

the

loca

l sta

keho

lder

s

Ens

ure

prop

er li

ghtin

g at

aux

iliar

y fa

cilit

ies

such

as

bus

stan

ds, t

axi s

tand

s, p

asse

nger

s w

aitin

g sh

eds

etc.

If id

entif

ied,

con

side

r gua

rd ra

ils a

t acc

iden

t-pr

one

stre

tche

s an

d se

nsiti

ve lo

catio

ns (s

choo

ls).

Thro

ugho

ut

Pro

ject

, pa

rticu

larly

nea

r th

e se

ttlem

ents

an

d se

nsiti

ve

loca

tions

(sch

ools

, he

alth

cen

tres,

et

c)

Con

tract

or

Mar

ine

Pol

lutio

n co

ntro

l de

partm

ent-K

PT

Acc

iden

ts, f

all/s

lip

Hea

lth a

nd s

afet

y of

the

All

the

wor

kers

will

be

prov

ided

with

saf

ety

shoe

s,

C

ontra

ctor

M

arin

e P

ollu

tion

11.0

4.11

- P

DW

CP

EIA

_Fin

al.d

oc

9R

5597

/R00

1/30

3494

/Lon

d Fi

nal R

epor

t

D10

A

pril

2011

Inst

itutio

nal R

espo

nsib

ilitie

s A

ctiv

ities

and

A

ctio

ns

Env

iron

men

tal I

ssue

/ C

ompo

nent

P

ropo

sed

Miti

gatio

n M

easu

res

App

roxi

mat

e Lo

catio

n Im

plem

entin

g M

itiga

tion

Mea

sure

s S

uper

visi

on

Mon

itori

ng

in th

e w

ater

, in

jurie

s, fi

re

haza

rds,

etc

wor

kers

lif

e ja

cket

s, li

fe ri

ng, d

ust m

ask,

saf

ety

eye

glas

ses,

saf

ety

belts

with

har

ness

, saf

ety

helm

ets,

ha

nd g

love

s.

cont

rol

depa

rtmen

t-KP

T

Pro

visi

ons

of

tem

pora

ry la

bour

op

portu

nitie

s fo

r lo

cal p

eopl

e.

Pos

itive

impa

ct o

n lo

cal

econ

omy

Pre

fer h

iring

of l

ocal

peo

ple

for j

ob o

ppor

tuni

ties.

P

roje

ct s

ite

11.0

4.11

- P

DW

CP

EIA

_Fin

al.d

oc

9R

5597

/R00

1/30

3494

/Lon

d Fi

nal R

epor

t

D11

A

pril

2011

Inst

itutio

nal R

espo

nsib

ilitie

s A

ctiv

ities

and

A

ctio

ns

Env

iron

men

tal I

ssue

/ C

ompo

nent

P

ropo

sed

Miti

gatio

n M

easu

res

App

roxi

mat

e Lo

catio

n Im

plem

entin

g M

itiga

tion

Mea

sure

s S

uper

visi

on

Mon

itori

ng

Ope

ratio

nal P

hase

Wat

er a

nd S

oil

Veh

icul

ar m

ovem

ent

Con

tam

inat

ion

from

spi

lls

due

to tr

affic

and

acc

iden

ts

The

spill

s at

the

acci

dent

site

s w

ill b

e cl

eare

d im

med

iate

ly a

nd d

ispo

sed

off p

rope

rly

With

in n

ew p

ort

area

. K

PT

Mar

ine

Pol

lutio

n co

ntro

l de

partm

ent.

Wat

er p

ollu

tion

as a

re

sult

of lo

adin

g an

d un

load

ing,

han

dlin

g an

d st

irage

, and

di

scha

rges

or

acci

dent

al re

laes

es

of d

iffer

ent t

ypes

of

(haz

ardo

us

suba

tanc

es fr

om

vess

els)

.

Impa

ct o

n w

ater

qua

lity

Ens

ure

the

adop

tatio

n an

d ob

serv

ance

of

requ

ired

load

ing

and

unlo

adin

g, h

andl

ing,

and

st

orag

e pr

actic

es.

New

ber

ths

KP

T M

arin

e P

ollu

tion

cont

rol

depa

rtmen

t.

Am

bien

t Air

Qua

lity

Em

issi

on fr

om s

ea

craf

ts a

nd h

eavy

du

ty v

ehic

les

oper

atin

g on

land

s re

sult

in a

ir em

issi

ons

from

(d

iese

l) en

gine

s.

Impa

cts

on a

ir qu

ality

R

egul

ar ro

ad m

aint

enan

ce to

ens

ure

good

su

rface

con

ditio

ns.

Spe

ed li

mits

in s

ensi

tive

area

s

Mon

itorin

g ai

r qua

lity

at p

er d

efin

ed s

ched

ule

Enf

orce

men

t and

pen

altie

s ag

ains

t tra

ffic

rule

s vi

olat

ors.

Com

ply

with

ann

ex V

I of t

he M

AR

PO

L C

onve

ntio

n, w

hich

aim

s at

the

prev

entio

n of

air

New

ber

ths

K

PT

Mar

ine

Pol

lutio

n co

ntro

l de

partm

ent

11.0

4.11

- P

DW

CP

EIA

_Fin

al.d

oc

9R

5597

/R00

1/30

3494

/Lon

d Fi

nal R

epor

t

D12

A

pril

2011

Inst

itutio

nal R

espo

nsib

ilitie

s A

ctiv

ities

and

A

ctio

ns

Env

iron

men

tal I

ssue

/ C

ompo

nent

P

ropo

sed

Miti

gatio

n M

easu

res

App

roxi

mat

e Lo

catio

n Im

plem

entin

g M

itiga

tion

Mea

sure

s S

uper

visi

on

Mon

itori

ng

pollu

tion

from

shi

ps a

nd h

ence

set

s lim

its o

n su

lfur o

xide

and

nitr

ogen

oxi

de e

mis

sion

s fro

m

ship

exh

aust

s. E

nsur

e th

at e

mis

sion

of p

ollu

ted

air f

rom

hea

vy-d

uty

vehi

cles

ope

ratin

g w

ithin

the

port

area

will

not

reac

h th

e ne

ares

t set

tlem

ent

area

.

Noi

se le

vel a

nd v

ibra

tion

Veh

icul

ar/c

argo

/shi

ps

mov

emen

t Tr

affic

-rel

ated

noi

se

pollu

tion

and

vibr

atio

ns fr

om

engi

nes,

tire

s an

d us

e of

(p

ress

ure)

hor

ns

Ens

urin

g th

at n

oise

em

issi

on is

with

in th

e al

low

able

leve

l as

per N

EQ

S o

f Pak

ista

n.

Enf

orce

men

t and

pen

altie

s ag

ains

t tra

ffic

rule

s vi

olat

ors.

New

ber

ths.

K

PT

Mar

ine

Pol

lutio

n co

ntro

l de

partm

ent

Soi

ld w

aste

Soi

ld w

aste

and

w

aste

wat

er

gene

ratio

n fro

m n

ew

port

oper

atio

ns a

nd

thos

e br

ough

t in

by

calli

ng v

esse

ls.

Impa

ct fr

om w

aste

ge

nera

tion

The

KP

T to

app

ly a

ppro

pria

te p

roce

dure

s, in

ag

reem

ent w

ith n

atio

nal a

nd in

tern

atio

nal

regu

latio

ns, f

or th

e na

mdl

ing

and

stor

age

of

haza

rdou

s ca

rgoe

s an

d w

aste

ene

rate

d b

hand

ling

and

stor

age

of th

is ty

pe o

f car

goes

.

Follo

w th

e gu

idel

iens

of M

AR

PO

L co

nven

tion

and

inst

all t

he fo

llow

ing

faci

litie

ds fo

r the

was

te

stre

am; o

ily w

aste

and

blig

e w

ater

; gen

eral

ho

useh

old

was

te (s

hip

gene

rate

d so

lid w

aste

) fro

m s

hips

; and

was

tes

rela

ted

to (u

n)lo

adin

g an

d

New

ber

ths

KP

T M

arin

e P

ollu

tion

cont

rol

depa

rtmen

t

11.0

4.11

- P

DW

CP

EIA

_Fin

al.d

oc

9R

5597

/R00

1/30

3494

/Lon

d Fi

nal R

epor

t

D13

A

pril

2011

Inst

itutio

nal R

espo

nsib

ilitie

s A

ctiv

ities

and

A

ctio

ns

Env

iron

men

tal I

ssue

/ C

ompo

nent

P

ropo

sed

Miti

gatio

n M

easu

res

App

roxi

mat

e Lo

catio

n Im

plem

entin

g M

itiga

tion

Mea

sure

s S

uper

visi

on

Mon

itori

ng

stira

ge o

f goo

ds.

Mak

e av

aila

ble

the

follo

win

g ne

cess

ory

equi

pmen

t/fac

ilitie

s fo

r the

col

lect

ion

boat

for

liqui

d (o

ily) w

aste

, con

tain

ers

for h

e co

llect

ion

of

solid

was

te, t

ruck

for t

he tr

ansp

ort t

o th

e di

spos

al

site

of p

ort-g

ener

ated

was

te, t

ratm

ent f

acili

ty fo

r th

e tre

atm

ent o

f oily

liqu

id w

aste

, sto

rage

tank

for

liqui

d w

aste

.

App

ly c

omm

on w

aste

prin

cipl

es o

f red

uce,

reus

e,

recy

cle

was

te, t

reat

and

if n

ot v

iabl

e, e

vent

ually

di

spos

e of

was

te to

dis

posa

l site

.

Faun

a an

d flo

ra

Veh

icul

ar/c

argo

s/sh

ips

mov

emen

t Im

pact

s on

wild

life

Set

ting

up s

peed

lim

its.

Pro

visi

on o

f pro

per s

afet

y si

gnag

e.

Pro

per l

ight

ing

arra

ngem

ents

at h

arbo

ur.

Dis

play

of s

ignb

oard

s al

ertin

g dr

iver

s’ a

ttent

ion

on

wild

life

and

envi

ronm

enta

l iss

ues

rela

ted

to s

afe

driv

ing.

Spe

cial

edu

catio

n si

gnbo

ards

at t

imes

whe

n m

igra

tory

bird

s te

nd to

app

roac

h th

e ha

rbou

r (i.e

. in

win

ter)

.

Rec

onst

ruct

ed

berth

s

KP

T.

Mar

ine

Pol

lutio

n co

ntro

l de

partm

ent

Roa

d sa

fety

Veh

icul

ar m

ovem

ent

Acc

iden

ts in

volv

ing

In c

ase

of s

pilla

ge, t

he re

port

to re

leva

nt

At a

ny lo

catio

n K

PT.

M

arin

e P

ollu

tion

11.0

4.11

- P

DW

CP

EIA

_Fin

al.d

oc

9R

5597

/R00

1/30

3494

/Lon

d Fi

nal R

epor

t

D14

A

pril

2011

Inst

itutio

nal R

espo

nsib

ilitie

s A

ctiv

ities

and

A

ctio

ns

Env

iron

men

tal I

ssue

/ C

ompo

nent

P

ropo

sed

Miti

gatio

n M

easu

res

App

roxi

mat

e Lo

catio

n Im

plem

entin

g M

itiga

tion

Mea

sure

s S

uper

visi

on

Mon

itori

ng

haza

rdou

s m

ater

Ials

depa

rtmen

ts w

ill b

e m

ade.

Effo

rts w

ill b

e m

ade

to c

lean

the

spill

s of

oil,

toxi

c ch

emic

als

etc.

as

early

as

poss

ible

.

whe

re a

ccid

ent

occu

rs

cont

rol

depa

rtmen

t

Incr

ease

d ve

ssel

m

ovem

ents

incr

eaes

th

e ris

k of

oil

spill

age,

col

lisio

ns,

and

fires

, spi

lls

durin

g fu

elin

g or

m

aint

enan

ce.

Impa

cts

from

acc

iden

ts,

spill

s, fi

res,

and

oth

er

disa

ster

s

Faci

litie

s an

d eq

uipm

ent f

or u

nloa

ding

bul

k ca

rgo

shal

l be

regu

larly

mai

ntai

ned

and

kept

in

cond

ition

stip

ulat

ed b

y th

e st

anda

rds.

P

erso

ns p

erfo

rmin

g th

e jo

b of

unl

oadi

ng b

ulk

carg

o sh

all b

e pr

ofes

sion

ally

edu

cate

d an

d tra

ined

in te

rms

of u

nloa

ding

saf

ety

and

shal

l be

prov

ided

with

ade

quat

e pr

otec

tion

outfi

t.

Rev

iew

and

upd

ate

exis

ting

oil s

pill

cont

inge

ncy

plan

s of

the

KP

T.

Est

ablis

h fa

cilit

ies

fro s

trorin

g w

aste

mat

eria

ls,

fuel

s, o

ils, c

hem

ical

s at

leas

t 20

m a

way

from

the

wat

er, n

o re

fuel

ling

with

in th

is d

ista

nce.

Inst

all a

n em

erge

ncy

resp

onse

sys

tem

for

haza

rdou

s go

ods

and

oil l

eaks

.

New

por

t K

PT.

M

arin

e P

ollu

tion

cont

rol

depa

rtmen

t

11.04.11 - PDWCP EIA_Final.doc 9R5597/R001/303494/Lond Final Report E1 April 2011

APPENDIX E

MARINE POLLUTION CONTROL POLICY

11.04.11 - PDWCP EIA_Final.doc 9R5597/R001/303494/Lond Final Report E2 April 2011

Karachi Port Trust (Marine Pollution Control Dept.)

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 and 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 150m. 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 Department Rep. --------------------------------

Port Security Force Rep. -------------------------- Anti-Pollution Officer

11.04.11 - PDWCP EIA_Final.doc 9R5597/R001/303494/Lond Final Report F1 April 2011

APPENDIX F

KPT’S ENVIRONMENTAL POLICY (2002 – 2012)


KPT’s Environment Policy (2002 - 2012) Introduction The Karachi Harbour which spreads over an area of 62km2 receives a wide variety of pollutants from numerous sources which include land based as well as marine based discharges in the harbour. In realisation of its responsibility KPT embarked upon a massive Harbour Pollution Management Programme under KPT Modernisation 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 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 to a great extent. The normal activities of MPCD include:

• In cognisance 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 frame work for measures to be adopted by the KPT to address the environmental issues and interaction with relevant governmental and nongovernmental organisations; and

• 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.

Vision To achieve an absolutely clean and healthy harbour environment through the adoption of environment friendly practices working on the slogan “Environment Today Should Be Cleaner than Yesterday.” 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. 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; and

• Capacity building and promotion of awareness. Sectors The following sectors have been identified.

• Pollution control and Solid waste management;

• Marine biodiversity;

• Mangroves forest;

• Air Quality and Noise;

• Energy efficiency and renewable sources considering global warming / climate change;

• Multilateral environmental agreement;

• Environmental impact on trade and shipping; and

• Contingency planning. 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. KPT staff is trained for activities covering all aspects of protection of Marine Environment. The Karachi Harbour, which spreads over an area of around 62km2 receives diversified pollutants from Land Based as well as Marine Based sources. These include around 200mgd 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. 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 Harbour;

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 provides 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; and


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; and

• Scrutiny of Environmental Impact Assessment Reports. 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 penalised. 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. 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. Rehabilitation of Mangroves

a) 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 Center using a new technique of sowing seeds in plastic bottles has been quite successful.

b) Transplantation of Wildlings

Natural regeneration has also been utilised 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. Also MPCD’s articles/newsletter appears in print media from time to time. Co-ordination & Linkages MPCD has developed close co-ordination with other conservation agencies for the protection of mangroves. KPT support WWF and 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. 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 basically 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 penalised. 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 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, and 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 Metre 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. Shore Reception Facility for Discharge of Oil Tankers 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 and 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 penalised.


SOP’s to Mitigate Pollution during Handling of Coal The Standard Operating Procedures (SOP), for minimising pollution during handling of coal have been prepared in Consultation with DTMs Mr. M. A.Abbasi, Mr. N. A. Jesser and Traffic Officer Mr. Kazim. The SOPs have been communicated to the Secretary, Stevedores Conference and the specific Stevedores, for strict implementation. Standard Operating Procedures The Traffic Dept includes ‘relevant instructions’ as per SOPs in each letter for “allotment of plot” issued to the stevedores for stacking of coal. Before Commencement of cargo operation the Traffic Inspector Wharf ensures that tarpaulins of suitable size are rigged up between ship and berth to avoid spillage in sea. 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; and

• 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 the 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 150m 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 penalty however is approved by the General Manager (Operations) on case to case basis. 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 at following rates

a) Cargo operation without tarpaulin between ship and 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 berth and at coal stacking yard

Rs.2000/- against each memo

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 stacking yard less than 2 persons per 150m.

Rs.1000/- against each memo

The above penalties have been kept low to establish the penalty system; these would be enhanced in future if found ineffective.

11.04.11 - PDWCP EIA_Final.doc 9R5597/R001/303494/Lond Final Report G1 April 2011

APPENDIX G

KPT’S MANGROVES POLICY


KPT Mangroves 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 / forests are 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 requirement for Mangroves plantation is 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 root protrudes 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 and 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 860,000Ha. 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 7,000Ha covered by mangroves. Mangroves in Karachi Harbour The Mangroves are found in Eastern and 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 and 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 700Ha. Out of the eight species which were found in the area about a


couple of decades ago, now there are only two species namely Avicennia marina and Rhizophora, Avicennia being the dominant species. 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 Nos. major drains and 13 Nos. small out falls and play havoc with the Marine Environment. The major drains are:

a) Lyari River 164mgd;

b) Karli Nallah 7mgd;

c) Pitcher Nallah 7mgd;

d) Railway Nallah 4mgd;

e) Frere Nallah 27mgd; and

f) Nehre-e-Khyam 16mgd. The pollutants detrimental to mangroves are:

• Toxic pollution from industries;

• Heavy metals;

• Oil and greasy material; and

• 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. These residences are used by the timber merchants for this illegal harvesting;

• There is multipurpose utilization of the mangrove wood; and

• 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 everyday; and

• There is a tendency of Encroachment in the Mangroves rich area on the backside of New truck stand at Mauri pur and Hijrat Colony in the Chinna Creek where Mangrove are cut off by illegal settlers.

Diversion of Waste Water Flow

• Shortage of non-saline water;


• Reactivation of the Clifton pumping station; and

• Recycling of treated water 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. Co-ordination & Linkages

MPCD maintain close co-ordination with Governmental and Non-Governmental agencies for the protection and uplift of Environment. WWF and 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 co-operation.

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. Surveys of Chinna Creek are carried out frequently to identify areas where ‘land grabbers’ have encroached onto the mangrove area. 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 the following conditions:

a) The cutting should not have a significant impact on the ecological balance;

and

b) Ecological compensation to be made through planting of at least twice the number of cut off 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 - 30mm the survival rate has improved to a great extent; and

2. KPT is presently managing a nursery of 6 - 8,000 saplings of Avicenna marina. The capacity is to be increased gradually to 15,000 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 the above policy.

11.04.11 - PDWCP EIA_Final.doc 9R5597/R001/303494/Lond Final Report H1 April 2011

APPENDIX H

KPT’S POLICY ON REMOVAL OF SLUDGE / OILY WASTE FROM SHIPS


KARACHI PORT TRUST {MARINE POLLUTION CONTROL DEPT} POLICY ON REMOVAL OF SLUDGE / OILY WASTE FROM SHIPS 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 gets 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 a 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. The sludge which the ships find expensive to dispose of in the developed countries is now purchased by private parties in many ports in the developing countries. 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 legalised 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 until 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. The present Pre-qualification Committee comprises:

1. Manager MPCD Convener

2. DTM (East) Member

3. Deputy Commandant PSF (E) Member

4. Deputy Director Vigilance Member

5. Deputy Port Intelligence Officer Member The contractors have to deposit Rs.25000/= (refundable) as performance security. The annual license fee is Rs.2000/= the licenses are renewed each year by prequalification committee and the conditions for renewal are that:

a) There is no adverse performance report against the contractor; and

b) 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 past experience and letters from at least two 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 wharfage 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 water separation is consumed by Red bricks manufacturers mostly in Punjab. 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.

PAKISTAN DEEP WATER CONTAINER PORT East of Keamari Groyne

Documents

Transcript of PAKISTAN DEEP WATER CONTAINER PORT East of Keamari Groyne