DRAFT EIA REPORT - Goa State Pollution Control Board

DRAFT EIA REPORTFOR

EXPANSION OF DABOLIM AIRPORT ,GOA IN RESPECT OF

EXTENSION OF EXISTING INTEGRATED TERMINAL BUILDING

AND EXISTING APRON

AT DABOLIM VILLAGE, SOUTH GOA DISTRICT, GOA

PROJECT PROPONENTAIRPORTS AUTHORITY OF INDIA, GOA

ENVIRONMENTAL CONSULTANT GREENCINDIA CONSULTING PRIVATE LIMITED

NABET/EIA/1619/RA0058November,2019

NABET DISCLOSURE

TABLE OF CONTENT

DRAFT ENVIRONMENTAL IMPACT ASSESSMENT REPORT For Expansion of Dabolim Airport, Goa in Respect of Extension of Existing Integrated Terminal Building & Existing Apron at Dabolim Village, South Goa District in Goa

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PROJECT CONSULTANT Greencindia Consulting (P) Ltd

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PROJECT PROPONENT Airports Authority of India

TABLE OF CONTENT

SL. NO. CONTENTS PAGE NO. SUMMARY OF EIA E1-E13 1. INTRODUCTION 1-1 to 1-9

1.1 PURPOSE OF THE REPORT 1-1 1.2 IDENTIFICATION OF PROJECT & PROJECT PROPONENT 1-1

1.2.1 Identification of project 1-1 1.2.2 Project Proponent 1-2

1.3 NATURE OF THE PROJECT 1-3 1.4 SIZE OF THE PROJECT 1-3 1.5 LOCATION OF THE PROJECT 1-3 1.6 SCOPE OF THE STUDY 1-4

2. PROJECT DESCRIPTION 2-1 to 2-19 2.1 INTRODUCTION 2-1 2.2 PROJECT ASPECTS LIKELY TO CAUSE ENVIRONMENTAL IMPACTS 2-1 2.3 TYPE OF PROJECT 2-1

2.3.1 Cargo Handling in the Airport 2-2 2.4 NEED FOR THE PROJECT 2-3 2.5 LOCATION OF THE PROJECT 2-3 2.6 SIZE & MAGNITUDE OF OPERATION 2-3

2.6.1 Water 2-3 2.6.2 Sewage Treatment Plant 2-5 2.6.3 Power Requirement 2-7 2.6.4 Solar Power Generation 2-8 2.6.5 Solid Waste Generation 2-8 2.6.6 Construction materials & equipments 2-9 2.6.7 Manpower Requirement 2-9

2.7 PROPOSED SCHEDULE FOR APPROVAL & IMPLEMENTATION 2-9 2.8 TECHNOLOGY & PROCESS DESCRIPTION 2-10 2.9 PROJECT DESCRIPTION 2-13

2.9.1 Proposed Infrastructure 2-13 2.9.2 Proposed Expansion of Existing Apron 2-16

2.10 MITIGATION MEASURES INCORPORATED TO MEET ENVIRONMENTAL STANDARDS 2-17

3. DESCRIPTION OF ENVIRONMENT 3-1 to 3-49 3.1 STUDY AREA & STUDY PERIOD 3-1 3.2 METHODOLOGY ADOPTED FOR STUDY 3-1

3.2.1 Primary data collection 3-1 3.2.2 Secondary data collection 3-2

3.3 ECO-SENSITIVE FEATURES 3-3 3.4 VULNERABILITY OF THE SITE 3-4

3.4.1 Seismicity 3-4 3.4.2 Wind Hazard 3-5

3.5 Topography 3-5 3.6 GEOLOGY 3-5

3.6.1 Regional Geology 3-5 3.6.2 Geology of the Study Area 3-7

3.7 LAND-USE AND LAND OWNERSHIP 3-7 3.7.1 Land-Use of the Study Area 3-7 3.7.2 Land Use of the Project Area 3-8 3.7.3 Land Ownership 3-8

3.8 SOIL TYPE & CHARACTERISTICS 3-8


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3.8.1 Observation and Interpretation 3-103.9 WATER ENVIRONMENT 3-12

3.9.1 Area Drainage 3-123.9.2 Hydrogeology 3-123.9.3 Water Quality 3-133.9.4 Analysis of Surface Water Quality 3-163.9.5 Analysis of Ground Water Quality 3-17

3.10 METEOROLOGICAL CONDITION 3-223.10.1 Secondary Data as per IMD Goa (Panjim) 3-223.10.2 Onsite Meteorological Condition 3-26

3.11 AIR ENVIRONMENT 3-273.11.1 Parameter & Frequency of Monitoring and Methodology 3-273.11.2 Instruments used for Sampling and Analytical Techniques 3-293.11.3 Analysis of Baseline Concentration 3-30

3.12 Sound Pressure Level 3-343.12.1 Frequency & Parameters of Sampling 3-343.12.2 Instruments used for Sampling 3-353.12.3 Sampling and Analytical Techniques 3-353.12.4 Monitoring Locations 3-353.12.5 Analysis of Baseline Concentration 3-35

3.13 BASELINE TRAFFIC SCENARIO 3-373.14 ECOLOGICAL ENVIRONMENT 3-38

3.14.1 Forest Resource 3-383.14.2 Project Site 3-383.14.3 Cropping Pattern 3-383.14.4 Floral Composition 3-383.14.5 Faunal Composition 3-41

3.15 Social Environment 3-453.15.1 Demographic Profile 3-453.15.2 House Hold Size 3-453.15.3 Child Population and Sex Ratio 3-463.15.4 Vulnerable Group 3-463.15.5 Literacy Rate 3-483.15.6 Work Participation 3-453.15.7 Infrastructure

4. ANTICIPATED ENVIRONMENTAL IMPACTS & MITIGATION MEASURES3-484-1 to 4-32

4.1 INTRODUCTION 4-14.2 IDENTIFICATION OF SIGNIFICANT ENVIRONMENTAL IMPACTS 4-14.3 DETAILS OF INVESTIGATED ENVIRONMENTAL IMPACTS DUE TO PROJECT ACTIVITIES 4-2

4.3.1 Modelling Studies 4-34.3.2 Impact on Water environment 4-124.3.3 Traffic Density 4-14

4.4 IRREVERSIBLE AND IRRETRIEVABLE COMMITMENTS OF ENVIRONMENTAL COMPONENTS 4-164.5 ASSESSMENT OF SIGNIFICANCE OF IMPACTS (CRITERIA FOR DETERMINING SIGNIFICANCE, ASSIGNING SIGNIFICANCE) 4-16

4.5.1 Land-use 4-174.5.2 Soil Quality 4-174.5.3 Air Quality 4-174.5.4 Noise Level 4-184.5.5 Water Quality 4-184.5.6 Biological Environment 4-18


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4.5.7 Socio-economic Scenario 4-18 4.6 ANTICIPATED IMPACTS & MITIGATION MEASURES 4-19

4.6.1 Energy Conservation 4-29 4.7 ENERGY CONSERVATION 4-29

5. ANALYSIS OF ALTERNATIVES 5-1 to 5-4 5.1 INTRODUCTION 5-1 5.2 ALTERNATIVE OF PROJECT SITE 5-1 5.3 ANALYSIS OF ALTERNATIVE TECHNOLOGY 5-1 5.4 ALTERNATIVES FOR BUILDING MATERIALS 5-2

6. ENVIRONMENT MONITORING PROGRAM 6-1 to 6-3 6.1 MONITORING PLAN 6-1 6.2 REPORTING SCHEDULE & EMERGENCY PROCEDURES 6-2 6.3 ENVIRONMENT MONITORING BUDGET 6-3

7. ADDITIONAL STUDIES 7-1 to 7-33 7.1 INTRODUCTION 7-1 7.2 PUBLIC HEARING 7-1 7.3 RISK ASSESSMENT 7-1

7.3.1 Purpose of Risk Assessment 7-2 7.4 HAZARD IDENTIFICATION 7-3

7.4.1 Hazard during Construction Phase 7-3 7.4.2 Hazard during Operation Phase 7-5

7.5 FUEL STORAGE AT AIRPORT 7-6 7.6 RISK MODELLING 7-6

7.6.1 Damage Criteria used in the project 7-8 7.6.2 Input Used For ALOHA Modelling 7-11 7.6.3 Consequences Analysis for Failure Scenarios of Hazardous Chemicals 7-11 7.6.4 SUMMARY OF ALOHA RESULTS 7-20

7.7 DISASTER MANAGEMENT PLAN 7-21 7.7.1 Disaster 7-21 7.7.2 Emergency Resources and Equipment’s 7-23 7.7.3 Emergency Procedures 7-24 7.7.4 Onsite and Offsite Emergency Plan 7-27

7.8 TRAINING AND EDUCATION 7-30 7.9 MOCK DRILLS AND EXERCISES 7-31 7.10 UPDATING OF EMERGENCY PLAN 7-32

8. PROJECT BENEFITS 8-1 to 8-2 8.1 INTRODUCTION 8-1 8.2 IMPROVEMENT IN PHYSICAL & SOCIAL INFRASTRUCTURE 8-1 8.3 CORPORATE ENVIRONMENT RESPONSIBILITY 8-2

9. ENVIRONMENTAL COST BENEFIT ANALYSIS 9-1 to 9-1 10. ENVIRONMENTAL MANAGEMENT PLAN 10-1 to 10-8

10.1 INTRODUCTION 10-1 10.2 ENVIRONMENT MANAGEMENT CELL 10-1 10.3 ENVIRONMENTAL MANAGEMENT PLAN 10-2 10.4 BUDGET FOR EMP 10-7

11. SUMMARY & CONCLUSION 11-1 to 11-15 11.1 PROJECT BACKGROUND 11-1 11.2 NEED OF THE PROJECT 11-1 11.3 PROJECT DESCRIPTION 11-2 11.4 ANTICIPATED ENVIRONMENTAL IMPACTS & MITIGATION MEASURES 11-6 11.5 ANALYSIS OF ALTERNATIVES 11-12 11.6 ENVIRONMENT MONITORING PLAN 11-14


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11.7 PUBLIC HEARING 11-14 11.8 RISK ASSESSMENT & DISASTER MANAGEMENT PLAN 11-14 11.9 PROJECT BENEFITS 11-15 11.10 ENVIRONMENT MANAGEMENT PLAN 11-15

12. DISCLOSURE OF CONSULTANT 12-1 to 12-4


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LIST OF TABLES SL. No. DESCRIPTION PAGE NO. Table 1 1: Screening of 7(a) Projects 1-1 Table 1 2: Details of Site Location 1-4 Table 1 3: Key Environmental Legislations in India 1-5 Table 2 1: Project Highlights 2-1 Table 2 2: Goa Cargo Handling 2-2 Table 2 3: Traffic forecast of Dabolim Airport 2-3 Table 2 4: Break-up of Water Requirement 2-4 Table 2 5: Inlet & Outlet Sewage Characteristics 2-7 Table 2 6: Construction Waste Generation 2-8 Table 2 7: Demolition Waste Generation 2-8 Table 2 8: MSW Generation during Operation Phase 2-8 Table 2 9: Construction Materials (Estimated) 2-9 Table 2 10: Capital Expenditure of the Project 2-9 Table 2 11: Area Break-up of the Airport 2-12 Table 3 1: Primary Data Collection and Method 3-1 Table 3 2: Secondary Data Collection 3-2 Table 3 3: Eco-Sensitive Features Present in 15 km Radius of the Project Site 3-3 Table 3 4: Land-use Pattern of Study Area 3-7 Table 3 5: Soil Characteristics of the Study Area 3-9 Table 3 6: Standard Classification of Soil 3-9 Table 3 7: Major Water Bodies in the Study Area 3-12 Table 3 8: Standard Operating Procedure for Water Sampling & Analysis 3-14 Table 3 9: Analytical Procedure 3-14 Table 3 10: Water Quality Criteria as per CPCB 3-15 Table 3 11: Surface Water Quality in Study Area 3-16 Table 3 12: Ground Water Quality in Study Area 3-18 Table 3 13: Climatology & Meteorology of Panjim IMD Observatory 3-22 Table 3 14: Summary of Site Specific Meteorological Data 3-26 Table 3 15: Air Quality Monitoring Stations 3-28 Table 3 16: Sampling and Analytical Methodology 3-29 Table 3 17: Particulate Matter (PM10) in μg/m3 3-30 Table 3 18: Particulate Matter (PM2.5) in μg/m3 3-30 Table 3 19: Sulphur dioxide (SO2) in μg/m3 3-30 Table 3 20: Nitrogen Dioxide (NO2) in μg/m3 3-30 Table 3 21: Carbon Monoxide (CO) in mg/m3 3-31 Table 3 22: Consolidated 24 hours averaging Values of AAQ (98th Percentile) 3-31 Table 3 23: Noise Level Monitoring Locations 3-35 Table 3 24: Ambient Noise Level in Day time & Night time 3-36 Table 3 25: Existing Traffic Scenario 3-37 Table 3 26: Forest types reported in Goa 3-38 Table 3 27: floral species documented in the study area 3-39 Table 3 28: Faunal species recorded in the study area 3-42 Table 3 29: Sex Ratio of the Study Area 3-45 Table 3 30: Household Size of Study Area 3-46


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Table 3 31: Child Population Sex Ratio of Study Area 3-46 Table 3 32: Social Profile of Vulnerable Groups 3-46 Table 3 33: Literacy Rate 3-48 Table 3 34: Percentage of Working Population 3-45 Table 3 35: Percentage of Main Workers 3-46 Table 3 36: Percentage of Marginal Workers 3-47 Table 3 37: Education Facilities in the Study Area 3-48 Table 3 38: Medical Facilities in Study Area 3-48 Table 3 39: Drinking Water Sources in the Study Area 3-49 Table 3 40: Bank Facilities in the Study Area 3-49 Table 4 1: Impact Identification Matrix 4-1 Table 4 2: Description of Impacts during Construction & Operation Phase 4-2 Table 4 3: Estimated Aircraft Emissions for the Proposed Airport 4-4 Table 4 4: Emission from DG Sets 4-5 Table 4 5: Highest Resultant Ground Level Concentration (GLC) during Project Operation in µg/m3 4-6 Table 4 6: Comparison between Pollution Load before and after Project Scenario during 2020-21 4-10 Table 4 7: Construction Equipment Noise Emission Levels 4-11 Table 4 8: Noise levels at Different Distances 4-11 Table 4 9: Volume of Water Available for Rainwater Harvesting 4-13 Table 4 10: Existing & Projected Level of Service during 2020-21 in absence of project Expansion 4-14 Table 4 11: Level of Service after Project Expansion 4-15 Table 4 12: Impact Assessment Rating Matrix 4-16 Table 4 13: Impact Identification Rating Matrix 4-16 Table 4 14: Impact and Mitigation Measures for the Proposed Project 4-19 Table 4 15: Practices for Energy Conservation 4-29 Table 6 1: Environmental Monitoring Plan for Construction Phase 6-1 Table 6 2: Environmental Monitoring Plan for Operation Phase 6-2 Table 6 3: Cost for Environmental Monitoring 6-3 Table 7 1: Risk & Hazard Associated and Control Measures 7-3 Table 7 2: Hazard categories modelled in ALOHA 7-8 Table 7 3: Summarization of ALOHA Results 7-20 Table 8 1: Proposed CER Activities 8-2 Table 10 1: Environmental Management Plan for Construction Phase 10-2 Table 10 2: Environmental Management Plan for Operation Phase 10-4 Table 10 3: Budget for Implementation of Environment Management Plan (in Rs) 10-7


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LIST OF FIGURES

Figure 1 1 Existing Dabolim Airport Figure 2 1 Location Map of Project Site Figure 2 2 Site on Toposheet Figure 2 3 Co-ordinate Map Figure 2 4 Water Balance Diagram Figure 2 5 Year-wise number of Passengers (in million) and their Growth Rate (in %) Figure 2 6 Year-wise cargo traffic (in million tonnes) Figure 2 7 Year-wise air traffic movements (in ‘000s) and their Growth Rate (in %) Figure 3 1 Map of the Study Area Figure 3 2 Environment Sensitivity Map within 10km Figure 3 3 Earthquake Hazard Map of India Figure 3 4 Wind Hazard Map of India Figure 3 5 Contour Map of the Project Site Figure 3 6 Slope Map of the Project Site Figure 3 7 Geological Map of Goa showing Project Location Figure 3 8 Pie Diagram of the Study Area Land-use Figure 3 9 Land-use Map of the Study Area Figure 3 10 Soil Sampling Locations Map Figure 3 11 Drainage pattern Map of the Study Area Figure 3 12 Pre-monsoon water level depth of Goa district Figure 3 13 Pre-monsoon water level depth of Goa district Figure 3 14 Water Quality Sampling Location Map Figure 3 15 Monthly average Rainfall in mm as per IMD Panjim(Goa) Figure 3 16 Average maximum and minimum temperature (°C) as per IMD Figure 3 17 Relative Humidity during Day and Evening (%) as per IMD Panjim(Goa) Figure 3 18 IMD Panjim (Goa) Windrose Diagram Figure 3 19 Onsite Windrose Diagram March to May,2018 Figure 3 20 Ambient Air Quality Monitoring Stations Map Figure 3 21 PM10 of the Study Area Figure 3 22 PM2.5 of the Study Area Figure 3 23 SO2 of the Study Area Figure 3 24 NO2 of the Study Area Figure 3 25 CO of the Study Area Figure 3 26 Noise level Monitoring Locations Figure 3 27 Noise level of the Study Area (Day) Figure 3 28 Noise level of the Study Area (Night) Figure 3 29 Traffic Survey Locations Map Figure 4 1: Predicted GLC superimposed on Base Map for SO2 (μg/m³) Figure 4 2: Predicted GLCs superimposed on Base Map for NO2 (μg/m³) Figure 4 3: Predicted GLCs superimposed on Base Map for CO (μg/m³) Figure 4 4: Predicted Noise Level (LDN) due to Aircrafts on Project Master Plan Figure 7 1: Conceptual Framework of Risk Assessment Figure 7 2: Toxic Release threat zone for N-Heptane Figure 7 3: Flammable area of Vapor Cloud for N-Heptane Figure 7 4: Thermal Radiation from Pool Fire for N-Heptane Figure 7 5: BLEVE, Thermal Radiation from Fireball for N-Heptane Figure 7 6: Toxic area of Vapor cloud for Iso-octane Figure 7 7: Flammable area of vapor cloud for Iso-octane Figure 7 8: Thermal Radiation from Pool Fire for Iso-octane Figure 7 9: BLEVE, Thermal Radiation from Pool Fire for Iso-octane


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Figure 10 1: Organogram for Environmental Management Cell


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LIST OF ANNEXURES Annexure 1.1 EC Letter, 15th March 2008

Annexure 1.2 EC Letter, 3rd January 2018

Annexure 1.3 Consent to Operate

Annexure 1.4 TOR Letter

Annexure 1.5 TOR Compliance

Annexure 1.6 Compliance Report

Annexure 1.7 Relevant Standards

Annexure 2.1 Master Plan

Annexure 2.2 Water Supply from PWD, Goa

Annexure 3.1 Onsite meteorological data

Annexure 3.2 Test Reports

Annexure 4.1 List of Greenbelt Species

Annexure 12.1 QCI Certificate of GCPL

Annexure 12.2 MoU between GCPL & EEPL

Annexure 12.3 NABL Certificate of EEPL

EXECUTIVE SUMMARY

DRAFT EIA REPORT For Expansion of Dabolim Airport, Goa in Respect of Extension of Existing Integrated Terminal Building & Existing Apron at Dabolim Village, South Goa District in Goa

SUMMARY EIA

Project Proponent: Airports Authority of India

Environment Consultant: Greencindia Consulting Private

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SUMMARY OF EIA PROJECT DESCRIPTION Goa Airport belongs to Ministry of Defence (Indian Navy) and Airports Authority of India (AAI) maintains an International Civil Enclave for facilitation of civil aircraft operation. Indian Navy provides air traffic services for the airport. Goa civil enclave is connected to several domestic and international destinations including all major cities in India like Mumbai, Bengaluru, Hyderabad, Chennai, Delhi, Srinagar, Kolkata, Pune, Patna, Ahmedabad, Cochin, Chandigarh, Indore and International destinations like Kuwait, Dubai, Sharjah, Doha, Muscat, Abu Dhabi, Kuala Lumpur, Moscow etc. The airport was built, in 1955, by the Government of the Estado da Índia Portuguesa, on 249 acres (101 ha) of land, as the Aeroporto de Dabolim, which was later officially renamed to Aeroporto General Bénard Guedes. Until 1961, the airport served as the main hub of the Portuguese India's airline TAIP (Transportes Aéreos da Índia Portuguesa). In April 1962, it was occupied by the Indian Navy's air wing when Major General K.P. Candeth, who had led the successful military operation into Goa, "handed over" the airport to the Indian Navy before relinquishing charge as its military governor to a Lieutenant Governor of the then Union Territory of Goa, Daman and Diu in June 1962. In 2006, the Indian Civil Aviation Ministry announced a plan to upgrade Dabolim Airport. This involved constructing a new international passenger terminal (after converting the existing one to domestic) and adding several more aircraft stands. The environmental clearance for the same was obtained on 15th March, 2008. To increase the handling capacity of runway, a parallel taxiway has been proposed to be constructed jointly by AAI and Indian Navy, for which Environmental Clearance was obtained on 3rd January, 2018. The present proposal is for extension of existing Integrated Terminal Building towards East by demolition of old Terminal Building, internal modification of existing Integrated Terminal Building and extension of existing Apron towards East to facilitate 3 no. code C Aircraft (AB-321/B739-900) parking.


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As per current traffic data the Dabolim Airport at Goa handled 6.85 million passengers in 2016-17. The existing integrated terminal building which handles both domestic and international passengers is near saturated, therefore it is proposed to expand the existing integrated terminal building by demolishing the old terminal building to cater to the passengers’ convenience in future growth of Goa Airport. The airport is expected to handle 11.22 million passengers by 2020-21 and this may increase in the future. The proposal involves construction of 18,300m2 of centrally air conditioned as extension of existing integrated terminal building. The extended terminal building shall be capable of handling at least 3450 (domestic-2700 + international-750) passengers during peak hour. The proposal is also for expansion of existing Apron to the eastern side having an area of 15000 m2 to accommodate 3 numbers of AB-321/B-737 type of aircrafts in power-in push out configuration space for Ground Support Equipments. ToR has been granted to Airports Authority of India, Goa proposal number IA/GA/MIS/73586/2018 dated on 15th May 2018 by Expert Appraisal Committee (EAC) and then applied for ToR Amendment as the area was mentioned as 35,500m² while after the engineering drawings were made, it was noted that area to be extended would by 18,300m² instead of 35,500m². The Amendment ToR has been granted to Airport Authority of India, Goa proposal number IA/GA/MIS/114951/2019 dated on 23rd September 2019. The site selected for proposed expansion lies within the existing airport premises. The site is located in Dabolim village, South Goa District. The site is approachable by NH-17 which is adjacent to the site in Northern direction. Dabolim Railway Station is located at a distance of 1 km in NE direction.

Existing Features: The existing airport comprise of old and new terminal building, run way, apron, Parallel taxi track, taxy way, sewage treatment plant, multi-level car parking, fire station, fuel farm and other ancillary facilities etc.

Proposed Features: It is proposed to expand the existing integrated terminal building by demolishing the old terminal building to cater to the passenger’s convenience in future growth of Goa Airport. The airport is expected to handle 11.22million passengers by 2020-22. The proposal also involves expansion of the existing Apron to the eastern side having an area of 15000m² to accommodate 3 nos AB-321/b-737 type of aircrafts.

1 Baggage handling system

2 Passenger boarding bridges

3 Flight information and displays


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4 Sewage treatment facility

5 Fire fighting system

6 Security equipments

7 Book shop

8 Restaurant

Land: The proposed project is a modernization/expansion project of domestic airport at Dabolim, Goa. Total land under AAI is 6.2 ha and expansion is planned in 1.83ha area for Terminal Building and 15000m2 for Apron. The entire land is under possession of AAI. Water Source and Demand: At present, Dabolim Airport at Goa requires 350KLD of fresh water which is sourced from PWD, Goa. After expansion, the fresh water requirement will be 700KLD which also will be sourced from PWD, Goa. During the construction stage, water will be sourced primarily through tankers arranged by the contractors as per specifications. Power Supply and Backup: The present power requirement of the airport is 3.5MVA which aster expansion will be 6MVA and is sourced from Goa Electricity Department. Sewage Treatment Plant: The existing sewerage system will cater for the need after the expansion as well. The existing STP based on MBBR technology has capacity of 300KLD which will be augmented to 825KLD in future. Construction Material: The construction material used in proposed project will be sourced from local approved vendors through the contractor and the specification will be as per the conditions laid in contract agreement by the AAI. The contractors work will be monitored, approved and certified by the Engineering-In-Charge of AAI. The quantity of construction material required is given below:

• Cement - 1,92,260 bags • Sand- 24,225 cum • Aggregates -18,169 cum • Bricks - 6,96,941 numbers • Reinforcement Steel - 18,872 tonnes


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Rainwater Harvesting: Rainwater harvesting system will be constructed to minimize the impact of the project on the rain water percolation in the project area. It has been proposed that rainwater harvesting shall be done from roof top area of terminal building only. Total volume of rainwater available for RWH is 21.87 m³/hr. Manpower Requirement: The direct employment during construction phase in proposed project will be 200 skilled, unskilled and professional workforce including temporary and permanent employees shall be required. These workforces shall be hired locally in order to generate the employment to the local people. While during the project operation stage for the purposes of day-today professional and maintenance works about 1200 staff is existing in the airport which is sufficient for operation.

DESCRIPTION OF ENVIRONMENT Topography: The project site more or less flat with elevation ranging from 44 - 47m amsl. The general slope is towards South. Seismology: The project site falls under seismic zone III which is a moderate damage risk zone. Soil

• The soil is neutral to slightly alkaline, with pH ranging from 5.7 to 7.7 in the study area. The texture of the soil is dominantly sandy clay loam and clay loam in nature.

• The moisture content of the soil samples is found to be low and ranges from 2.44% to 4.81%. This is due to low water holding capacity of the soil.

• Organic carbon, a major nutrient for soil fertility, was ranged average (less to medium) in the study area.

Overall, the NPK content was not found to be satisfactory for growth of plants. Therefore, it can be concluded that the soil quality in terms of fertility is not very good for growth of vegetation.

Air: The Air Quality monitoring has been conducted for 7 sites in and around the project site. Particulate Matter (PM10& PM2.5): Maximum concentration of PM10 was recorded in AAQ1 (Project site- 76.1 μg/m3) while the minimum concentration was recorded in AAQ6, Mundvel (59.1 μg/m3). The higher concentration of PM10 in project site and some other locations may be attributed to high traffic density, construction activities in the vicinity and presence of commercial activities. PM2.5 ranges between 38.5 μg/m3 in project site (AAQ1) to 25.9 μg/m3 in BIT’s Pilani Campus (AAQ6).


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Sulphur Dioxide (SO2): The values are well within the NAAQ standard prescribed by CPCB. The anthropogenic sources for SO2 emissions are high vehicular movement. The concentration ranges from 9.7μg/m3 in AAQ6 to 16.0 μg/m3 at Dabolim (AAQ2). Nitrogen Dioxide (NO2): The primary sources of NO2 in the study area are motor vehicles, DG sets and residential sources that burn fuels. NO2 is one of the main ingredients involved in the formation of ground level zone, which can trigger serious respiratory problems. In the study area, NO2 varied from 13.8 μg/m3 at AAQ6 to 20.9 μg/m3 at AAQ1 (Project site). Carbon Monoxide (CO):): Anthropogenic emissions of carbon monoxide originate mainly from incomplete combustion of carbonaceous materials like coal, oil, etc. Also the largest proportions of these emissions are produced as exhausts of internal combustion engines, especially by motor vehicles. The minimum value 0.59mg/m3 of CO was observed in AAQ6 (BITS Pilani Campus) while the maximum value, 0.89mg/m3 was observed at project site (AAQ1). The values observed were well below the NAAQ standard of 4mg/m3 for 1 hourly sampling. Noise: Assessment of ambient noise levels is an important parameter in preparation of impact assessment report. Noise levels are more annoying in the night time particularly in the residential area. The environmental impact of noise can have several effects varying from annoyance to hearing loss depending on loudness of noise levels. The monitoring for noise levels was done in 7 locations keeping considering the population and traffic of the area. Surface and Ground Water: The samples for ascertaining surface water quality were collected from 3 locations. Summary of the water quality is given below.

• The analysis results indicate that the pH values of the samples are in the range of 7.2 to 7.5, these values were observed at Baina Lake and water body near BIT’s Pilani respectively and meet the surface water criteria A of CPCB.

• TDS was observed in the range of 247 mg/l at Sanjeev Lake near Mangor, to 320 mg/l at water body near Bajna Lake. DO was found to be in the range of 2 to 4.7 mg/l. The chloride and sulphate were found to be in the range of 32.4 to 45.8 and 30.6 to 64.1 respectively.

• In the study area BOD concentration varies between 7.9 mg/l at Baina Lake to 3.6 mg/l at water body near BIT’s Pilani. BOD tests measures only biodegradable fraction of the total potential DO consumption of a water sample.


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• Total Coliform meets outdoor bathing requirements.

The ground water quality does not indicate any industrial contamination and meets the standards of IS 10050:2012 and therefore can be used for drinking purposes.

• The analysis results indicate that the pH of the samples ranges in between 7.3 to 7.5 which are well within the specified standard of 6.5 to 8.5.

• Total hardness was observed to be ranging from 120.27 to 252.60 mg/l. The maximum hardness (252.60 mg/l) was recorded at Dabolim and the minimum (120.27 mg/l) was recorded at Vasco Da Gama. The hardness was found to be within the permissible limit of 600 mg/l as per IS 10500:2012.

• Chlorides were found to be in the range of 44.80 mg/l at Vasco Da Gama to 142.20 mg/l at Dabolim which is well within the specified standard of 250 mg/l, as per IS 10500:2012.

• Sulphate was found to be in the range of 32.50 mg/l to 114.40 mg/l. The minimum value observed at Vasco Da Gama whereas the maximum value was observed at Dabolim, which is well within the specified standard of 200 mg/l, as per IS 10500:2012.

Environment Sensitivity: There is one Wildlife Sanctuary exists named Dr. Salim Ali Wildlife Sanctuary, 14.2km, NNE but there is no National Park/Biosphere Reserve, notified critically polluted area within 10km radius study area of the project. There is presence of water bodies, forests, settlements within 15km radius of the project site. The nearest water body is Arabian sea at a distance of 0.05km and Sanjiv Lake 1.3km.

ANTICIPATED ENVIRONMENTAL IMPACTS & MITIGATION MEASURES The environmental impacts were identified and the potential impacts on different environmental components due to the construction and operation of the proposed project were predicted. The airport project would create impacts on the environment in two distinct phases:

• During the construction phase which may be regarded as temporary or short – term

• The other during the operation stage which would have long – term effects

The potential impacts on physical, ecological and socio-economic components of the local environment due to the proposed activities and sub-activities were predicted.

IMPACTS & MITIGATION MEASURES


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LAND ENVIRONMENT: The airport is spread over an area of 6.2ha. The expansion is planned in 1.83 Ha and extended Apron 15000m² area of this land only and the entire land is already under possession of AAI. There is no resettlement and rehabilitation involved and no change in land use pattern due to the expansion activities of the airport is expected. Mitigation Measures for Landuse

• Land for the expansion of airport has already been allotted by State Govt. of Goa.

• No Resettlement and Rehabilitation measures are involved;

• Compensatory plantation in land side area;

• Construction debris and waste generated during construction activities will be collected and disposed in environmental sound manner as per applicable rules depending upon type of wastes.

Soil Environment

Construction Phase: During the construction phase, hydraulic lube oil, fuels and lubricating oils would be used at the construction site. There is possibility of spills of such oils during loading, unloading, storing and handing. Also waste oil shall be generated as and when lubricating oil will be changed from engines of DG sets and construction machineries. Chemical desegregations and contamination of soil would be on account of spillage of oil from vehicles used for transportation of construction material and from the building material used for construction purposes. Use of heavy machinery and storage of material may compact the soil. Compaction of soil as well as mixing of construction material with soil would also lead to reduced infiltration of water, decrease in permeability and increased runoff. Both physical and chemical desegregations of soil would occur during the construction phase. Operation phase: Solid waste during construction phase will be collected and disposed as per established laws and Procedures. The Organic waste will be treated at site. Approximately 0.002 MT of construction waste and 0.008 MT of demolition waste will be generated from the project.

Mitigation Measures Construction Phase

• Compaction and stabilization will be ensured during filling to ensure that no loose soil is washed away with runoff during rains, e.g. use of silt traps etc.

• Used oil shall be collected and stored in leak proof drums and sent to oil recyclers. The used oil drums shall be properly identified with a label in Hindi and English. Other solid wastes, like debris, metal pieces,


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cotton wastes, electrical wires cuttings, etc so generated will be collected and segregated and will be disposed off as per standard practices to authorized used oil recyclers.

• Dust bins will be placed at requisite locations at construction site and there will be segregation of wastes before disposal.

During Operation Phase: During the operation phase, carefully designed landscaped areas and plantation will be maintained. The Soil degradation shall be controlled by following management measures:

• Municipal waste collection bins will be placed at strategic locations in the airport.

• All inert and recyclable solid and other wastes from the airport area will be properly collected, stored and disposed. An integrated solid waste management plan will be developed.

• Solid waste generated from the airport will be transported in close containers;

• Wastewater will be treated, disinfected and reused for various horticulture/green belt and other activities like flushing etc.

• Storm water will be harvested by recharge of the aquifer after filtration of silt and sand.

• Secondary containment due to runoffs from fuel, oil and other material storage areas will not be mixed with the storm water lines and will be collected and treated before discharge to drains.

AIR ENVIRONMENT

Construction Phase: The Construction phase impacts on the air environment involves Fugitive Dust Emission is due to movement of vehicle and land preparation activities, loading and un-loading of construction materials. The building material carrying vehicles as well as the construction machinery generate emissions and pollute the environment. Diesel Generator sets are the major source of air pollution will be used for back-up power supply. Emissions from the DG sets may cause localized impact on ambient air quality for short duration as these will be operated during grid power failure.

Mitigation Measures During Construction Phase

• Fugitive dust will be controlled by sprinkling of water at the site.

• DG sets will be operated only in case of grid power failure.

• Adequate height of stacks will be provided to the DG sets as per guidelines of CPCB to facilitate the dispersion of flue gases in the atmosphere.


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• Only PUC certified vehicles will be used during construction phase.

• Use of covering sheet to prevent dust dispersion at buildings and infrastructure sites;

Operation Phase: During the operational phase of the Dabolim airport, the intermittent air emissions are expected from aircraft engines during approach, landing, taxiing, take-off and initial climb, which is termed as reference Landing and Take-off Cycle (LTO cycle). The air pollutants of concern from the aircrafts emissions are un-burnt Sulphur Dioxide, Hydrocarbons (HC), Carbon Monoxide (CO) and Nitrogen dioxide (NO2) as per ICAO guidelines. 4 DG sets of 1500 kVA capacity will ultimately serve as back-up during power failure. Exhaust emissions comprising NO2 and SO2 will be generated from the operation of DG sets, which will be operated only to meet the power requirement during grid power failure. Vehicular emissions will also be generated at the expansion of airport from the operation of vehicular traffic at the airport as ground support vehicles, passenger’s pickup and dropping vehicles.

• Stack heights of DG sets will be as per the CPCB guidelines.

• Proper traffic management plan will be prepared to ensure that there is no traffic congestion at airport. It will help in reduction of vehicular emissions from the airport.

• Ground vehicles at the airport will be maintained and will have a “Pollution Under Control” certificate.

• Monitoring of ambient air quality/ source emissions will be carried out as per monitoring plan.

• Electrically charged vehicles would be used by airport operators for ground service equipment and cargo.

• Development of maximum permissible level of greenery and landscaping at the airport will be helpful in improving ambient air quality.

Analysis of Air Modelling: NO2 is the highest contributor among all pollutants analysed. Thus the GLC of all predicted pollutants will be well within the NAAQS outside the boundary of the project. NO2 is the highest contributor among all pollutants analysed. However, beyond the boundary of project, the ambient air quality will remain well within prescribed standards including NO2. The resultant GLC of NO2 is more than 300µg/m3 at the airstrip area in the boundary of project site. Beyond the project boundary, the GLC of NO2 in inhabited areas will be less than 80.0µg/m3. As regards the GLC of SO2, it is more than 30µg/m3, which will also be at the air strip area in the boundary of project site and the GLC of SO2 in inhabited area will be less than 30 µg/m3.


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Noise Environment

Construction Phase: During the construction phase of the site, the main source of noise pollution would be construction equipment, transportation activities and impact of noise due to work at night. Noise from Earthmoving equipment has the potential to cause nuisance, especially if large numbers of machinery used that are in poor operating condition (i.e. without noisy mufflers). Noise will be generated from vibrating machinery, movement of trucks, operation of frontend loaders and vehicle reversing alarms. Other sources include generation of noise during the operation of DG sets, during concreting, hammering, etc, and from mechanical operations, like, drilling, fitting, etc. Operation Phase: During operation phase of the expansion of airport, landing, take-off and taxing of various types of aircrafts will be major sources of air emissions. Also, vehicular movement around the project site will contribute to increase noise level. Operation of DG Sets will also lead to high noise level. Mitigation Measures During Construction Phase

• The construction and transportation activities shall be restricted to daytime operation only.

• Proper operation and maintenance of heavy equipment as well as transport vehicles shall also ensure lower noise emissions.

• Ear plugs, ear muffs, etc. provided to workers handling high noise equipment or stone cutting operations shall protect them from high noise exposure.

• Monitoring of ambient noise level/ source emission will be carried out as per details given in EMP.

During Operation Phase

• All vehicles will be parked in designated parking area only;

• Optimize use of roads at any particular time by planning vehicle movements;

• Road crossings to be used will be well marked and signalled.

• Informatory and warning signage will be retro reflective type provided, clearly visible in the night.

• Marshals will be deployed to guide the vehicles and stop vehicles to avoid traffic jam.

• Control of noise from road traffic: Trees with heavy foliage planted on both sides of roads help muffle the noise provided. The Green Belt Development would have vegetation buffers that can minimize the level of increase in Noise level of the area.


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Analysis of Noise Modelling: The noise level prediction is done for day-night equivalent noise level (LDN) as recommended by CPCB for airports and as per international practices. It is proposed by CPCB that Day-Night Average Sound Levels (DNL or LDN) shall be used to know the sound exposure on people / residents due to aircrafts and for land use planning around airports.

Day-Night Average Sound Levels (DNL) is the Energy-Averaged Sound Level (Leq) measured over a period of 24 hours, with a 10dB penalty applied to night-time (10:00 PM and 6:00 AM) sound levels to account for increased annoyance during the night hours. Total Day-Night Average Sound Levels shall be determined at locations around airports. As per normal practice, 65 LDN value is plotted with reduced LDN values as the distance increases. Reducing approach height and increasing take off/flyover heights are considered with 10dB(A) fine during night time as per CPCB recommendations. The maximum predicted noise levels due to aircrafts movement at the proposed airport are drawn for LDN 65, 55 and 50 dB(A) respectively.

WATER ENVIRONMENT Construction Phase: Water will be needed for construction purpose. The wastewater generation during site development and construction mainly includes the water run-off from the construction areas, stockpiles of construction materials and wastes, etc. mainly containing high suspended solids. The repair and maintenance of construction equipment / transport vehicles and washing of vehicles on-site may also generate wastewater containing oil and grease (though only in minimal quantities as normally these activities are not undertaken on-site). Also Domestic wastewater is generated from the temporary toilets, washing areas, drinking water points, etc. constructed for the construction workers and other staff on-site. Operation Phase: The project will utilize water supply from the ground water. The total water demand for the airport has been worked out to be 1010.7 KLD of which fresh water requirement 700KLD and recycled water requirement 310.7 KLD. The total waste generation during operation phase is estimated to be 686.2 KLD which will be treated in proposed STP of 825 KLD capacity. Mitigation Measures During Construction Phase

• Excavation and site clearing work will be planned during non-rainy season,

• All debris and wastes from the expansion of airport site will be collected and disposed-off suitably,

• A sediment trap will be provided to prevent the discharge of excessive suspended solids,


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• An oil trap will be provided in the drainage line to prevent contamination of runoff by any oil spillage,

• To prevent contamination from spillage of oil, storage areas will be made by cemented floor, bunded and will be cleaned at regular intervals,

• Used oil and oil contaminated cotton & clothes will be given to authorized used oil recyclers.

• Suitable drainage network would be made to ensure proper draining of wastewater from the construction sites, so that such water do not form stagnant pools nor aggravate soil erosion.

• Under good construction practices, construction wastewater shall be collected in construction pits and reused in construction activities e.g. wastewater from stone cutting, cleaning, curing, etc. Thus, no significant impacts are expected on water quality in the project area due to generation of this waste-water.


• While developing the water system for the project, utmost care would be taken to maximize the recycle/ reuse of sewage and minimize wastewater quantity. Sewage would be generated which would be treated in the STP of capacity of 825 KLD based on MBBR Technology and treated water would reused for flushing, landscaping, water sprinkling etc.

• Rain Water Harvesting (RWH) system would be provided for water conservation.

BIOLOGICAL ENVIRONMENT: Construction and operation phase will not have significant negative impact on biological environment, since the existing construction activities are going to be carried out on already existing land of Airports Authority of India. Some of the indirect impacts include:

• Likely settling of dust to be generated by movement of vehicles for construction activities on leaves may results in to stunted growth of vegetation and may also affect the of production capacity.

• Large numbers of labour population will influx the area during construction and operation phase leading to increased interaction with flora.

• Dumping of huge quantity of excavated earth material may lead to loss of flora in the project area.

MITIGATION MEASURES

• All the vehicles delivering materials to the site shall be covered to avoid spillage of material.

• Approach road used by vehicles shall be kept clean and clear of dust.

• All earth work shall be protected to minimize dust generation.


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• All crusher used in construction shall confirm to relative dust emission devises.

Socio Economic Environment: Invariably all development projects lead to some change in quality of life in the respective regions in the form of increased business potential, subsequent (supportive) industrial & infrastructure development leading to opening up of employment opportunities as well as avenues for livelihood (direct as well as indirect). The operation of proposed airport will result in a boost in industrial, tourism, commercial activities in the region. This will improve direct and indirect employment opportunities, infrastructure, revenue generation, commercial and industrial activities; therefore, resulting in positive impacts on the employment and economic growth of the region.

ENVIRONMENTAL MONITORING PROGRAMMES

The purpose of the monitoring programme is to ensure that the intended environmental measures are achieved. To ensure proper implementation of the Environment Management Plan (EMP), it is essential that an effective monitoring programme is designed and carried out during construction and operation. The broad objectives of the environment monitoring programme are

• To monitor impacts on the surrounding environment and the effectiveness of mitigation measures during the construction and operation.

• To ensure that the environmental control systems are operating satisfactorily.

• To suggest on-going improvements in management plan, if required, for subsequent effective monitoring.

The Environment Monitoring Cost for Construction Phase is INR 12.68 lakhs and for Operation Phase is INR 25.56 lakhs.

ADDITIONAL STUDIES

Public Hearing: As per the provisions of EIA notification SO 1533 dated 14th September, 2006 of MoEF&CC, Government of India and its subsequent amendment, public hearing will be conducted for the proposed expansion. The details of public hearing will also be included in this chapter after successful completion of the same.

Risk Assessment & Disaster Management Plan: Fuel storage area has been one of the prime concerns as far as airport risk and hazards are concerned. There will be fuel storages at the proposed airport site but drums of High Speed Diesel (HSD) for the DG sets will be available at the site. It is proposed that the oil company which will supply the fuel for the proposed airport will bring oil tankers inside and provide the necessary arrangements for filling. Any accident the tanker meets during filling inside airport will cause accidental spillage on concrete surface and related risks. To assess the impact of accident ALOHA (Risk Modelling) has been run for chemicals N-Heptane & Iso-octane.


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As per the result obtained from ALOHA, it has been interpreted that the worst case scenario will be explosion of tank and the chemical will burn in a fireball (BLEVE). The effect of this scenario will be up to a distance of 2 km. Therefore it requires immediate evacuation of population say up to 2 km and provide immediate medical facilities for injured persons as mentioned in Disaster Management Plan.

Therefore, it requires immediate evacuation of population up to 2 km and provide immediate medical facilities for injured persons as mentioned in Disaster Management Plan.

PROJECT BENEFITS

The existing building capacity is near saturation, therefore there is a need to build a new passenger terminal building to cater to the passengers’ convenience considering future growth of Dabolim Airport. There will be increased connectivity to the surrounding areas and will aid the economic development of the region. This will also increase various economical activities including the local industries and businesses, and would provide significant employment opportunities to the surrounding areas. Social and community infrastructure and services will be provided in response to the need of the local communities. Various CER activities such as health awareness and check-up camps, construction of toilets, Education promotion has been proposed. The estimated cost for proposed CER activities is INR 192 lakhs.

ENVIRONMENT MANAGEMENT PLAN

The Environmental Management Plan (EMP) consists of description of the administrative aspects of ensuring that mitigative measures are implemented and their effectiveness monitored, after approval of the EIA. The capital cost for EMP during the construction phase have been estimated to be Rs 7.20 lakhs while the annual recurring cost will be Rs. 2.10 lakhs. The EMP cost during the operation phase has been calculated to be Rs. 17.10 Lakhs as capital cost and Rs. 7.80 lakhs annual recurring cost.

CHAPTER-1

INTRODUCTION


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1. INTRODUCTION 1.1 PURPOSE OF THE REPORT As per the EIA notification of 14th September 2006 and its latest amendment, airport projects are divided into two categories as mentioned in Table 1.1.

Table 1-1 Screening of 7(a) Projects Project or Activity

Category with threshold limit Conditions if any

A B 7 (a) Airports All projects All projects including

airstrips, which are for commercial use.

Note: Air strips which do not involve bunkering/ re-fuelling facility and or Air Traffic Control, are

exempted

MoEF&CC has made prior environmental clearance (EC) for Airport projects mandatory through its notification issued on 14th September 2006 and as amended on 1st December 2009. The purpose of the study is to integrate different environmental factors into project planning and decision making by studying probable changes in the various socio-economic and bio-physical characteristics, which will result from the proposed expansion so as to achieve sustainable development. The study will identify environmental risks, minimize adverse environmental impacts and keep decision makers informed regarding the environmental impacts. This will lay base for an environmentally sound project, such that the benefits shall be observed at all the stages of the project starting from conceptualization to planning, design, construction and operation.

1.2 IDENTIFICATION OF PROJECT & PROJECT PROPONENT

1.2.1 IDENTIFICATION OF PROJECT Goa Airport belongs to Ministry of Defence (Indian Navy) and Airports Authority of India (AAI) maintains an International Civil Enclave for facilitation of civil aircraft operation. Indian Navy provides air traffic services for the airport. Goa civil enclave is connected to several domestic and international destinations including all major cities in India like Mumbai, Bengaluru, Hyderabad, Chennai, Delhi, Srinagar, Kolkata, Pune, Patna,


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Ahmedabad, Cochin, Chandigarh, Indore and International destinations like Kuwait, Dubai, Sharjah, Doha, Muscat, Abu Dhabi, Kuala Lumpur, Moscow etc. The airport was built, in 1955, by the Government of the Estado da Índia Portuguesa, on 249 acres (101ha) of land, as the Aeroporto de Dabolim, which was later officially renamed to Aeroporto General Bénard Guedes. Until 1961, the airport served as the main hub of the Portuguese India's airline TAIP (Transportes Aéreos da Índia Portuguesa). In April 1962, it was occupied by the Indian Navy's air wing when Major General K.P. Candeth, who had led the successful military operation into Goa, "handed over" the airport to the Indian Navy before relinquishing charge as its military governor to a Lieutenant Governor of the then Union Territory of Goa, Daman and Diu in June 1962. In 2006, the Indian Civil Aviation Ministry announced a plan to upgrade Dabolim Airport. This involved constructing a new International passenger Terminal (after converting the existing one to domestic) and adding several more aircraft stands. The environmental clearance for the same was obtained on 15P

thP

March, 2008 (refer Annex 1.1).

Figure 1-1 Existing Dabolim Airport 1.2.2 PROJECT PROPONENT The Government of India constituted the International Airports Authority of India (IAAI) in 1972 to manage the nation's international airports while the National Airports Authority was constituted in 1986


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to look after domestic airports. The organization was merged in April 1995 by an Act of Parliament and was named as Airports Authority of India (AAI). This new organization was to be responsible for creating, upgrading, maintaining and managing civil aviation infrastructure both on the ground and air space in the country. AAI has four training establishments viz. The Civil Aviation Training College (CATC) at Allahabad, National Institute of Aviation Management and Research (NIAMAR) at Delhi and Fire Training Centers (FTC) at Delhi & Kolkata. An Aerodrome Visual Simulator (AVS) has been provided at CATC and non-radar procedural ATC simulator equipment is being supplied to CATC Allahabad and Hyderabad Airport. AAI has a dedicated Flight Inspection Unit (FIU) with a fleet of three aircraft fitted with flight inspection system to inspect Instrument Landing Systems up to Cat-III, VORs, DMEs, NDBs, VGSI (PAPI, VASI) and RADAR (ASR/MSSR).

1.3 NATURE OF THE PROJECT To increase the handling capacity of runway, a parallel taxiway has been proposed to be constructed jointly by AAI and Indian Navy, for which Environmental Clearance was obtained on 3rdJanuary, 2018 (refer Annex 1.2). Renewal of consent to operate and authorization document is attached (refer Annex 1.3). The present proposal is for extension of existing Integrated Terminal Building towards East by demolition of Old Terminal Building, internal modification of existing Integrated Terminal Building and extension of existing Apron towards East to facilitate 3 no. code C Aircraft (AB-321/B739-900) parking. The proposal was considered for Terms of Reference by MoEF & CC in their meeting held on 19th April, 2018. The ToR for the project was granted on 10th May, 2018 vide letter no. 10-54/2017-IA-III (refer Annex 1.4). The compliance to ToR conditions is attached as Annex 1.5. Latest compliance report is attached as Annex 1.6.

1.4 SIZE OF THE PROJECT The existing Dabolim Airport is spread over an area of 6.2ha of land which is under possession of AAI. The proposal involves construction of 18,300m2 centrally air conditioned as extension of existing Integrated Terminal building.

1.5 LOCATION OF THE PROJECT The proposed site for the airport is located at latitude 15°22'58.74"N and longitude of 73°50'32.67" E”, at Dabolim Village, Tehsil Mormugao, in South Goa District.


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The description of the project site is given in Table 1.2. The location of the project site is given in Figure 1.1. The site superimposed on toposheet and co-ordinate map is provided in Figure 1.2 & Figure 1.3.

Table 1-2: Details of Site Location Description Details

Project Site Dabolim Village, South Goa District, Goa Survey No. Survey no. 80 & 81 Coordinates of area involving expansion

Points Latitude Longitude A 15°23'05.56" N 73°49'59.86" E B 15°22'52.86" N 73°50'02.31" E C 15°22'58.74" N 73°50'32.67" E D 15°23'08.97" N 73°50'30.83" E E 15°23'08.77" N 73°50'19.86" E F 15°23'06.76" N 73°50'05.43" E G 15°23'06.90" N 73°50'02.70" E

Access Road NH-566 Adjacent N District Headquarter Margao 20 km SE Nearest Town Panjim 3.0 km ESE

Nearest Railway Station Dabolim Railway station 1 km NE

Nearest Airport Belgaum Airport 99 km NE Source: Pre-Feasibility Report for Expansion of Dabolim Airport

As per current traffic data the Dabolim Airport at Goa handled 6.85 million passengers in 2016-17. The existing integrated Terminal building which handles both domestic and international passengers is near saturated, therefore it is proposed to expand the existing Integrated Terminal building by demolishing the old Terminal Building to cater to the passengers’ convenience in future growth of Goa Airport. The airport is expected to handle 11.22 million passengers by 2020-21 and this may increase in future.

Year A/C movements/year Passengers

(in Nos.) (in million) 2016-17 47,801 6.85 2017-18 52,467 7.75 2018-19 57,608 8.76 2019-20 63,266 9.91 2020-21 69,495 11.22

Source: Airports Authority of India, New Delhi

1.6 SCOPE OF THE STUDY

The environmental clearance process for new/expansion projects comprises of a maximum of four stages. The four stages in sequential order are as given below: Stage 1 – Screening: It refers to the definite assignment of environmental category to projects or activities where the same is not completely specified. In case of category B projects scrutiny of


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application at the State level to categorize project in “B1” and “B2” is done. The “B2” projects do not require EIA reports. The proposed project comes under category “A” so it does not require any screening. Stage 2 – Scoping: It refers to the process where EAC or SEAC determines detailed and comprehensive Terms of Reference (TOR) for the preparation of EIA report. The scoping stage of this project has been completed and terms of reference was awarded on 10th May, 2018. Stage 3 – Public Consultation: The public hearing for the project is yet to be conducted. Stage 4 – Appraisal: This refer to detailed scrutiny of the application and appraisal of the Final EIA report by Expert Appraisal Committee to make categorical recommendations to the regulatory authority. The environmental regulations, legislations and policy guidelines and control that may impact the project are the responsibility of a variety of Government agencies. The principal environment regulatory agency in India is the MoEF&CC, Government of India. MoEF&CC formulates environmental policies and also accords environmental clearance for different category projects. These legal enactments can be broadly classified in the terms of focus areas, viz. pollution, natural resources and linkages between pollution and natural resources. The relevant standards, which are of significance to the proposed project, are given in Annex 1.3. The important environment legislations related to environmental clearance for the project are briefly described in Table 1.3.

Table 1-3: Key Environmental Legislations in India

Name Scope and objectives Key Areas Operational Agencies

Applicability

Wildlife Protection Act 1972

To provide for protection of wild animals, birds and plants; and for matters connected therewith.

Wildlife protection in forest areas

Chief Conservator Wildlife, State Forest Department

This act is applicable in case any National Park or Wildlife Sanctuary is present within 10 km radius of the project site. However, there are no wildlife Sanctuaries or National Parks within 10 km of


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Applicability

the project site. Water (Prevention and Control of Pollution) Act 1974

To provide for prevention & control of water pollution and enhancing water quality

Control of sewage and industrial effluent discharges

State Pollution Control Boards

Consent to Establish & Consent to Operate required to be obtained under this Act

Air (Prevention and Control of Pollution), Act 1981

To provide for the prevention and control of air pollution

Control emission of air pollutants

State Pollution Control Boards

Consent to Establish & Consent to Operate required to be obtained under this Act

Hazardous & Other Waste (Management & Trans-boundary Movement) Rules, 2016

To impose restrictions and prescribe procedures for management, handling and disposal of hazardous waste.

Any facility producing hazardous waste

Central and State Pollution Control Boards

Hazardous Waste Authorization to be obtained if site is handling any hazardous waste

Construction & Demolition Waste management Rules, 2016

To promote an integrated approach, whereby environmental management of construction and demolition waste is given due consideration throughout the duration of the project;

Management of construction & demolition waste

Local Authority & State Pollution Control Board

These Rules are applicable as the project involves large extent of construction and demolition activities as well.

E-Waste Management (Amendment) Rules, 2018

For collection and proper handling of e-waste

Management and disposal of e-wastes

State Pollution Control Board

Applicable as the proposed project shall generate different types of e-waste

Plastic Waste Management

To increase minimum thickness of plastic

Management of Plastic waste


Applicable as the proposed project


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Applicability

(Amendment) Rules, 2018

carry bags from 40 to 50 microns and stipulate minimum thickness of 50 micron for plastic sheets also to facilitate collection and recycle of plastic waste, to bring in responsibilities of the producers and generators, to promote use of plastic waste for gainful utilisation

shall generate Plastic waste

Solid Waste Management Rules, 2016

For segregation and storage of waste generated under three streams namely bio-degradable, non-biodegradable and domestic hazardous wastes in suitable bins and segregated wastes to authorised waste pickers or waste collectors as per the direction or notification by the local authorities from time to time

Management of Municipal Solid Waste


Applicable as the proposed project will generate different kinds of municipal solid waste

The overall contents of the EIA report follow the list of contents prescribed in the Gazette Notification on “Environmental Clearance” issued by MoEF&CC vide no. S.O 1533 dated 14th September 2006 amended to date. The report consists of eleven chapters, including the present chapter. The contents of the report are briefly described below.


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Chapter-1: Introduction-This chapter gives the basic information about the project and project area. It also discusses the background of the project and the purpose of the EIA study including the scope of the study.

Chapter-2: Project Description- This chapter discusses the proposed layout drawing and design considerations for expansion of existing terminal building with all allied facilities. The requirements of the project including water, land, manpower etc. are also discussed in this chapter. Chapter-3: Description of Environment- This chapter discusses the baseline values of various environmental components, as identified in the ToR and scope of the study. Chapter-4: Anticipated Environmental Impacts & Mitigation Measures- This chapter provides the details of the Environmental Impact Assessment of the project during construction and operation stages. It ascertains the impacts of the proposed project on various components of the environment along with suggestive mitigation measures. The mathematical modelling exercises have also been presented in this chapter for prediction of air and noise quality. Chapter-5: Analysis of Alternatives (Technology & Site)- This chapter describes systematic comparisons of feasible alternatives for the proposed project site, technology, and operational alternatives. Chapter-6: Environment Monitoring Program- The technical aspects of monitoring including measurement methodologies, frequency, location, data analysis, detailed budget are discussed in this chapter. Chapter-7: Additional Studies- A summary of the additional studies/activities conducted as per the requirements of the ToR is given in this chapter. The details of public hearing held on 25th June, 2019 have been included in this chapter. Risk assessment from the storage of hazardous substances has been analysed and detailed out in this chapter. Chapter-8: Project Benefits- The benefits that will be accrued from the project in the locality in particular and society in general as well as development will be identified and described in this chapter.


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Chapter-9: Environmental Cost Benefit Analysis- This Chapter was not recommended at scoping stage by EAC. Chapter-10: Environmental Management Plan- This chapter comprehensively presents the Environmental Management Plan (EMP), which includes the administrative and technical set-up, summary matrix of EMP, the cost involved to implement the EMP, both during the construction and operational phase and provisions made towards the same in the cost estimates of project construction and operation. Chapter-11: Summary & Conclusion- This chapter summarizes the findings of the study and gives a brief of the environmental suitability of the project. Chapter-12: Disclosure of the Consultants Engaged- The detailed profile of the consultants along with their capabilities, professional expertise and work experiences are highlighted in this chapter.

CHAPTER-2

PROJECT DESCRIPTION

DRAFT EIA REPORT For Expansion of Dabolim Airport, Goa in Respect of Extension of Existing Integrated Terminal Building & Existing Apron at Dabolim village, South Goa District in Goa

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2. PROJECT DESCRIPTION 2.1 INTRODUCTION

The details given in this chapter show the activities that will be undertaken during the project cycle. The planning considered for the project is also detailed out in this chapter including air side and landside infrastructure, site connectivity, various technologies involved for designing the project and various other requirements.

2.2 PROJECT ASPECTS LIKELY TO CAUSE ENVIRONMENTAL IMPACTS

The following project activities are likely to cause environmental impacts during construction and operation phase:

Construction Phase Operation Phase Civil and mechanical works-l Movement of Aircrafts during landing and takeoff Movement of vehicles Supply of Fuel Wastewater generation, handling and disposal Operation of emergency power generation facility Solid waste generation, handling and disposal Wastewater generation, handling and disposal Solid waste generation, handling and disposal Movement of vehicles

2.3 TYPE OF PROJECT

The proposed project is a modernization/expansion project of domestic airport at Dabolim, Goa. Total land under AAI is 6.2 ha and expansion is planned within existing land only..The project highlights are shown in Table 2.1.

Table 2-1: Project Highlights Sl. No. Particulars Details

1. Latitude & Longitude 15°22'58.74'' N & 73°50'32.67'' E 2. Nearest Village Dabolim, 1 km 3. Nearest Town Panjim, 30 km 4. Tehsil / Mandal Mormugao 5. District South Goa 6. State Goa 7. Defence Installations Indian Navy

Existing facilities 1 Runway (15,561 m2) 2 Apron (4.68 Ha) 3 Integrated Terminal Building (65,000 m2) 4 Basic Strip 5 Parallel Taxi Track (Under construction)


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Sl. No. Particulars Details 1. Latitude & Longitude 15°22'58.74'' N & 73°50'32.67'' E

6 Old Terminal Building (18,872 m2)

7 Taxi Way (2 Nos) TWY- N1-158 Mt X 23 Mt with shoulder - 10.5 mt width (3634 m2) TWY - N2 – 158 mt x 23 mt with shoulder – 10.5 mt width (3634 m2)

8 Sewage Treatment Plant 9 Multi-Level car parking (Available but not yet commissioned)

10 Fire Station 11 Ancillary Facilities 12 Fuel Farm (8,000 m2)

Proposed Facilities 1 Extension of existing Integrated Terminal Building and extension of existing Apron 2 Ancillary facilities

Source: Pre-Feasibility Report for Expansion of Dabolim Airport

2.3.1 Cargo Handling in the Airport

There are two types of Cargo Traffic movements observed in Goa airport premises, these are domestic cargo traffic and international cargo traffic. The domestic cargo traffic is classified into two parts these are inbound cargo traffic and outbound cargo traffic, both parts are controlled by AAI, Goa but Air India maintains its own domestic cargo traffic separately. In case of International cargo traffic, there are two sections, these are Import section and Export section. The import section part maintained by Central Warehousing Corporation (CWC) and the export section part is handled by the agency named CONCOR.

Table 2-2: Goa Cargo Handling

Sr.No Airlines Outbound Cargo Information

August, 2018 July, 2018 June, 2018 May, 2018 April, 2018 March, 2018 Wt in (MT) Wt in (MT) Wt in (MT) Wt in (MT) Wt in (MT) Wt in (MT)

1 Air Asia 35.3 53.5 32.2 35.3 19.1 36.9 2 Go Air 14.9 13.7 10.8 17.2 13 14 3 Indigo 33 21.3 25 24.5 13.9 117.9 4 Jet Airways 8.7 9.9 5.6 6.2 11.7 30.9 5 SpiceJet 17.5 19.3 19.1 17.4 16.1 11.6 6 Vistara 0 0.3 2.2 1.1 0.5 4.5

Total 109.4 117.9 95 101.7 74.3 115.8

Sr.No Airlines Inbound Cargo Information

August, 2018 July, 2018 June, 2018 May, 2018 April, 2018 March, 2018 Wt in (MT) Wt in (MT) Wt in (MT) Wt in (MT) Wt in (MT) Wt in (MT)

1 Air Asia 61.3 41.5 44.4 53.5 30 23.5 2 Go Air 54.9 49.5 54 26.8 17.6 27 3 Indigo 57.2 34.1 52 13.4 27.1 29.5 4 Jet Airways 26.9 27.8 32.7 34.6 43.8 41.1 5 SpiceJet 15.7 17 20.2 18.7 22.2 21.2 6 Vistara 13.2 19.7 10.9 20.3 11.4 21.1

Total 229.2 189.6 214.1 167.3 152.1 163.4


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Source: AAI, Goa

2.4 NEED FOR THE PROJECT

As per current traffic data the Dabolim Airport at Goa handled 6.85 million passengers in 2016-17. The existing integrated Terminal building which handles both domestic and international passengers is near saturated, therefore it is proposed to expand the existing Integrated Terminal building by demolishing the old Terminal Building to cater to the passengers’ convenience in future growth of Goa Airport. The airport is expected to handle 11.22 million passengers by 2020-21 and this may increase in future.

Table 2-3: Traffic forecast of Dabolim Airport

Year A/C movements/year Passengers

(in Nos.) (in million) 2016-17 47,801 6.85 2017-18 52,467 7.75 2018-19 57,608 8.76 2019-20 63,266 9.91 2020-21 69,495 11.22

Source: Airports Authority of India, New Delhi

2.5 LOCATION OF THE PROJECT

The existing Dabolim Airport is spread over an area of 6.2 ha of land which is under possession of AAI. The proposal involves construction of 18,300 m² centrally air conditioned as extension of existing Integrated Terminal building. The proposed site for the airport is located at latitude 15°22'58.74"N and longitude of 73°50'32.67" E”, at Dabolim Village, Tehsil Mormugao, in South Goa District. The description of the project site is given in Table 2.1. The location of the project site is given in Figure 2.1. The site superimposed on toposheet and co-ordinate map is provided in Figure 2.2 & Figure 2.3.

2.6 SIZE & MAGNITUDE OF OPERATION

The proposed expansion includes expansion of Existing Terminal Building by 18,300 m² and the existing Apron by 15,000 m². No additional land is required for the purpose of expansion. The master plan of the project is attached as Annex 2.1.

2.6.1 Water

The project will utilize water supply from PWD (Annex 2.2). At present, Dabolim Airport at Goa requires 350 KLD of fresh water which is sourced from PWD, Goa. After expansion, the fresh water requirement will be 700 KLD which also will be sourced from PWD, Goa. The daily consumption of water during


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operation phase will be about 1010.7 KLD of which 700 KLD will be fresh water requirement and 310.7 KLD will be recycled water requirement. During the construction stage, water will be sourced primarily through tankers arranged by the contractors as per specifications. The break-up of water requirement is given in Table 2.4.The water balance diagram is given in Figure 2.4.

Figure 2.4: Water Balance Diagram Table 2-4: Break-up of Water Requirement

S.no Parameters Unit Quantit

y

Water Consumption

(LPCD*) Water Requirement in KLD** Wastewater Generation

(KLD) Sewage

Treatment Plant in

KLD

Fresh

Recycled Fresh Recycle

d Total Fresh Recycle

d Total

80% 95%

A OPERATION PHASE

a Passengers No. 30740 20 4 624.02 123.0 746.98 499.2

2 116.81 616.03

MBBR technology 825 KLD

b Visitors No. 3000 9.2 2 27.60 6.0 33.60 22.08 5.70 27.78

c Staff No. 1500 24 2 36.00 3.0 39.00 28.80 2.85 31.65

e Kitchen & Restaurant Seats No. 600 20 2 12.00 1.2 13.20 9.60 1.14 10.74

Floor & Window cleaning Sq. m 10000 0 2 0.00 20.0 20.00 0.00 0.00 0.00

f HVAC TR 3000 0 15 0.00 45.0 45.00 0.00 0.00 0.00


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S.no Parameters Unit Quantit

y

Water Consumption

(LPCD*) Water Requirement in KLD** Wastewater Generation

(KLD) Sewage

Treatment Plant in

KLD

Fresh

Recycled Fresh Recycle

d Total Fresh Recycle

d Total

80% 95%

g Landscaping Sq. m 45000 0 2.5 0.00 112.5 112.50 0.00 0.00 0.00

Total Water Demand in KLD 700 310.7 1370.00

559.70 126.50 686.2

0

2.6.2 Sewage Treatment Plant

The existing STP based on MBBR technology has capacity of 300 KLD and being enhanced to 825 KLD in future. MBBR technology: MBBR treatment system is based on the aeration system in which the screened raw sewage is allowed to develop the required bacterial growth in a reactor/ Aeration tank. The tank is filled with specially developed propriety high quality plastic media which is in the form of corrugated sheets and configured as per BOD load to be treated as per manufacturer’s recommendation. The plastic media which has been specially developed by the industry for such applications offers a large surface area as compared to conventional surface aerator or diffused aeration system. The media with provides large surfaces areas, provides efficiency in the treatment process and enable large bacterial flocks developed in the aeration to stick to the media and assist rapid aeration of the entire mess of liquid. Retention of the flocks (Sludge) by the media reduces the sludge volume. The volume of sludge developed in the process is in low and reduces pumping and handling problems. The mixed liquor then separates the sludge and the effluent in a separate a gravity settling tank. Although the quantity of sludge is less in volume it to be disposed-off in a neat and hygienic manner and disposed-off in a designated location. • Raw sewage from main sewer line will be collected through pipes via gravity into the screen chamber. This

manually cleaned screen will be provided to remove floating and big size particles which may otherwise choke the pumps and pipe lines.

• After screening, the waste water will be allowed to pass through an OGT to remove the grit material. The screens and grease trap shall be accessible so that they may be manually cleaned from time to time.

• The screened and waste water from the OGT should then pass into the equalization tank to homogenize the waste water quality and also even out flow fluctuations and feed waste water of uniform quality at constant rate to subsequent treatment units. Air mixing should be provided to mix the contents of the


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equalization tank. A coarse bubble aeration grid shall be provided to mix the contents of the equalization tank and also to avoid septic conditions in the tank.

• From the equalization tank the wastewater will be pumped into anoxic Tank. By-pass line shall be provided from the pumping system which shall only be provisional for disposal of sewage to mobile sewage tanker for emergency purposes.

• From the anoxic tank the wastewater will be overflowed into MBBR Tank.

• The MBBR process uses small plastic carrier elements to provide growth sites for bacteria attachment in a suspended growth medium. The carrier elements shall allow a higher biomass concentration to be maintained in the reactor. This shall increase the biological treatment capacity for the given reactor volume.

• The carrier elements shall be continuously kept in suspension by the aeration system. The agitation pattern in the reactor shall be designed to provide an upward movement of the carriers across the surface of the retention screen which creates a scrubbing effect to prevent clogging. Combination of fine & coarse bubbles may be provided to provide oxygen as per detailing.

• From the MBBR tank mixed liquor shall flow by gravity into the secondary settling tank. The solids will settle in the tank. The sludge that settles down shall be transferred to sludge holding tank via sludge loading pumps, with provision of sludge return to the bioreactor if necessary.

• From the settling tank, treated wastewater will flow into chlorine contact tank. In this tank, chlorine will be added in the form of calcium or sodium hypochlorite solution by a suitable chlorinator/Dosing system.

• Treated water after chlorine contact tank shall be clear, odourless, low BOD, low suspended solids, which shall be of quality which is acceptable as per standards prescribed by CPCB/Environmental norms.

• The treated water from chlorine contact tank is fed by means of filter/softener feed pump sets to pass through dual media filters, activated carbon filters and softeners and stored in the treated water and soft water storage tanks. The activated carbon filters shall ensure removal of all coloration and odours present in the treated effluent. The soft water shall be of Zero Commercial Hardness. Backwash of Filters and regeneration of softeners shall be done intermittently as per requirements.

• The filtered, clean and odourless water from treated water tank is then fed through a variable frequency drive hydro-pneumatic system to the external treated effluent rings as per the site plan, from where connections are taken to the garden hydrant system and to each unit for flushing water as per detailing.

• The softened, clean and odourless water from soft water tank is then fed to HVAC Plant Room by a separate variable frequency drive hydro-pneumatic system.

• According to the guide lines of Ministry of Environment and Forest the UV system will be provided on the discharge point of treated effluent supply lines to ensure 100% pathogen free treated water for recycling


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and re-use. The UV system shall be provided as online installation on the treated water supply line being supplied to the external distribution ring.

• Excess sludge from the secondary settling tank will be taken periodically into sludge holding tank. In this tank sludge will be aerated for self-stabilization. Air will be shut off periodically and superannuate water will be transferred to the aeration tank creating stabilized sludge. The final sludge shall be de-watered through a centrifuge mechanism. Sludge loading arrangements shall also be provided for direct disposal of sludge to sludge tankers / trolleys.

The Inlet & Outlet Sewage Characteristics is given in Table 2.5. Table 2-5: Inlet & Outlet Sewage Characteristics

Influent Waste water Characteristics pH 7.15 to 8.2 Color Mild Total Suspended Solids (mg/l) 250 to 350 BOD (mg/l) 200 to 250 COD (mg/l) 300 to 400 Oil & Grease (mg/l) 10-50

Desired Treated Effluent Characteristics After Secondary Treatment pH 7.2 to 7.8 Total Suspended Solids (mg/l) 25 to 30 BOD (mg/l) 20 to 30 COD (mg/l) 50 to 100 Oil & Grease (mg/l) <10

Desired Effluent Characteristics After Tertiary Treatment pH 7.1 to 7.3 Total Suspended Solids (mg/l) <20 BOD (mg/l) <10 COD (mg/l) <50 Oil & Grease (mg/l) <2 NH4-N (mg/l) 5 N-total (mg/l) 10 Faecal Coliform (MPN/100 ml) <100

2.6.3 Power Requirement

Power is supplied from the Goa State Govt (Annex 2.4). 33 KV dedicated line. The present power requirement of the airport is 3.5 MVA which after expansion will be 6 MVA and sourced from Goa Electricity Department. For standby purpose the airport is having 4 nos of DG sets in operation for power back up. Details of DG sets: (for all four nos of DG sets) : • Attached to -1500 KVA


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• Shape - Round • Height from Ground Level – 30 mtr • Material of Construction – M.S • Diameter - 0.40 mtr • Temperature – 284 ° C • Velocity of Flue Gases - 16,97 m/sec • Volume of Flue Gases - 7678,81 m'lhour • Type of Fuel - H,S.D, • Fuel Consumption - 120,00 kg/h rs • Load - 1200 KVA

2.6.4 Solar Power Generation

Multi-level car parking rooftop / terrace area has been proposed to accommodate solar panels.

2.6.5 Solid Waste Generation

The wet and dry solid waste is collected separately from the airport garbage bin area and both collection and disposal activity is handed over to assigned contractor M/S Mishra Trader’s. Construction Stage: 40 kg/day (@0.2 kg/person/day for 200 labours) of solid waste will be generated during construction phase and will be collected and disposed as per established laws and procedures. Efforts will be put to re-use the waste in the foundation and other road laying activities. During operation phase, around 10.5 tonnes per day of waste will be generated. Table 2.7 and 2.8 summarises the construction and demolition waste estimated to be generated.

Table 2-6: Construction Waste Generation Sl. No. Details Quantity (Million tonne )

1 Bricks, concrete, damaged wood, nails, asbestos etc. 0.002

Source: Construction & Demolition Waste Management Rules, 2016

Table 2-7: Demolition Waste Generation Sl. No. Details Quantity (Million tonne) 1 Concrete, wood products, asphalt shingles,

brick and clay tile, steel, drywall etc. 0.008

Source: Construction & Demolition Waste Management Rules, 2016

Operation phase: The solid waste calculations for operation phase are given in Table 2.8. Table 2-8: MSW Generation during Operation Phase

Sl. No. Description Rate Population/Area Waste generation kg/day

1 Municipal Solid Waste 0.2 kg/p/d 35000 persons 7000 a Biodegradable waste 50% of MSW - 3500


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Sl. No. Description Rate Population/Area Waste generation kg/day

b Inert waste 10% of MSW - 700 c Recyclable waste 40% of MSW - 2800 2 Horticulture Waste 0.001 kg/m2/month 45000 m2 of green area 45 3 Street Sweeping 0.1kg/p/d 35000 persons 3500

Apart from this, there will be generation of hazardous waste, e-waste and bio-medical waste from the proposed airport.

2.6.6 Construction materials & equipments

The basic raw materials quantity envisaged for construction is mentioned in Table 2.7. Table 2-9: Construction Materials (Estimated)

1 Cement = 1,92,260 Bags 2 Sand = 24,225 Cubic meter 3 Aggregates = 18,169 Cubic meter 4 Bricks = 6,96,941 nos. 5 Reinforcement Steel = 18,872 tonnes

The construction material used in the project will be sourced from local approved vendors through the contractor (M/S and the specification will be as per the conditions laid in contract.

2.6.7 Manpower Requirement

The direct employment during construction phase in proposed project will be 200 skilled, unskilled and professional workforce including temporary and permanent employees shall be required. These workforces shall be hired locally in order to generate the employment to the local people. While during the project operation stage for the purposes of day-today professional and maintenance works about 1200 staff is existing in the airport which is sufficient for operation.

2.7 PROPOSED SCHEDULE FOR APPROVAL & IMPLEMENTATION The proposed completion schedule for the project is 24 months. The estimated cost of the project is Rs. 255.69 Crores. The budgetary cost estimates for the project have been prepared as per following details.

Table 2-10: Capital Expenditure of the Project Sl. No Description Amount (Rs.)

1 New Domestic Terminal Building a CIVIL WORKS 1, 12,31,29,025 46

b ELECTRICAL WORKS 63,07,71,975.38 Sub Total 1,75,39,01,000.84

Project Management Consultancy @ 7% (excluding brought outitemsof electrical) l0,70.02.762.21

Project Management Consultancy @7%on 25% of brought out items of elct. 97,65,614.46


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Sl. No Description Amount (Rs.)

Total Cost of Civil &Electrical Works for TB including PMC fee for Civil+Elect+AS+IT Total 1,87,06,69,377.51 A’

c Airport System Works 32,27,45,000.00 IT System Works 1,00,00,000.00 Total Terminal Building (A) 2,20,34,14,377.51 A 2 Modification to existing Integrated TB a Lump sum provision 3,00,00,000.00 B 3 Pavement work a CIVIL WORKS 6,07,51,762.33 b ELECTRICAL WORKS 1,32,75,648.00 Total Apron(B) 7,40,27,410.33 C

Total Civil+Electof Terminal Building (IncldPMC) andApron (A'+B+C) 1,97,46,96,787.84 X

Total Cost of Terminal Building and Apron (A+B+C) 2,30,74,41,787.84 Y Add 5% for operational area hindrance for Apron on C 37,01,370.52 Add 1% labourcess on X 1,97,46.967.88 Total Cost of TB and Apron 2,33,05,90,126.24 Add 3% Contingency 6,99,26,703.79 2,40,08,16,850.03

Add 6.5% cost escalation 15,60,53,093.95

2,55,68,69,923.95

Say 255.69 Cr

2.8 TECHNOLOGY & PROCESS DESCRIPTION The Airports Authority of India (AAI) manages a total of 125 airports, which include 18 international airports, 7 customs airports, 78 domestic airports and 26 civil enclaves at defense airfields. AAI also provides Air Traffic Management Services (ATMS) over entire Indian air space and adjoining oceanic areas with ground installations at all airports and 25 other locations to ensure safety of aircraft operations. The four largest Indian airports (Mumbai, Delhi, Chennai, and Bangalore) each handle more than 10 million annual passengers and account for more than 60% of national passenger traffic. India has come through a period characterized by a major expansion of the air transportation industry and proposes to develop another 67 domestic airports across the country.


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Figure 2.5: Year-wise Number of Passengers (in millions) and their Growth Rate (in %)

Figure 2.6: Year-wise Cargo traffic (in million tonnes)


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Figure 2.7: Year-wise Air Traffic Movement (in ‘000s) and their Growth Rate (in %)

The statistics of Indian Airports Passenger Traffic from 2007-08 to 2017-18 is given in. Air Passenger growth increased substantially in recent years. In just only 11 years the total numbers of passengers have increased from 116.9 to 308.8 million, approximately 164%. The graph showing the growth rate of the number of passengers is given in Figure 2.5. The statistics of Indian Airports Cargo Traffic from 2007-08 to 2017-18 The Indian air cargo traffic increased from 1.71 million tonnes to 3.36 million tonnes in just 11 years (refer Figure 2.6). Indian Airports Air Traffic Movement from 2007-08 to 2017-18 is shown in Figure 2.7.

The expansion of Dabolim Airport involves construction of a new terminal building, T3 after demolishing Terminal Building 1. The area break-up is shown in Table 2.11.

Table 2-11: Area Break-up of the Airport Sl. No. Features Area

Coverage area 1 Old terminal building 1.67 ha 2 New integrated terminal building 2.25 ha 3 Proposed terminal building 0.45 ha 4 Existing Apron 4.68 ha 5 Proposed area of apron expansion 1.5 ha 6 Taxi Way (2 nos, Existing) 0.73 ha

Built-up area 7 Old terminal building 18,872 m2 8 New integrated terminal building 65,000 m2 9 Proposed terminal building 18,300 m2

Source: Pre-Feasibility Report for Expansion of Dabolim Airport


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2.9 PROJECT DESCRIPTION The expansion of Dabolim Airport involves construction of a new terminal building, T3 after demolishing Terminal Building 1, will involve the following activities.

2.9.1 PROPOSED INFRASTRUCTURE

Civil Works

• Construction of 18,300 m2 centrally air-conditioned as extension of existing Integrated Terminal Building with all modern facilities and amenities. The extension is designed such that after construction the extended Terminal building (65,000+18,300 = 83,300 m2) shall be capable of handling at least 3450 (2700 Domestic + 750 International) passengers during peak hour. The building shall be provided with aesthetically appealing and soothing interior decoration matching with the existing modern structure.

• Departure area, Arrival area, Security Hold area and Concourse area are planned to be provided with adequate nos. of toilets for gents, ladies and differently-abled persons; along with drinking water facility. Suitable number of ramps are planned to be provided for entry and exit of differently-abled persons in Departure and Arrival area. Provision of battery operated buggies for senior citizens/ differently-abled persons as per requirement. Additional fixtures/urinals in the toilet to be provided for arrival passengers arriving together at one time.

• The design of Terminal building to include Media planning, Retail area planning, F & B plan, etc. The design should include the required arrangement for its regular maintenance so as to make it in-built part of execution. Solar power generation viz. solar lighting, solar roofing system, etc. shall be provided. Maintenance friendly roofing, false ceiling & building façade system including provision of regular cleaning with maintenance hoists, hooks, etc. including cat walk / rope suspended platform / gondola etc. to be provided on both inside and outside of terminal building.

• Basement Floor (4,500 m2): The basement level of the extension shall include extension of the baggage make up and break down systems, services and an additional 8 m wide ramp for trolley movement. The Departure passengers drop off kerb with a set of escalators and elevators to reach the departure level is planned at the eastern end.

• Ground Floor (4,500 m2 - approximately): The extension building shall have 1 No. island of 32 check in counters each to have total 96 check in counters (64 existing counters) in the total building along with toilets baggage conveyor belts, queuing space, segregation railing, back-up offices for Airlines, facilitation counters, weighing machines, counters, automated baggage drop system etc.

• First Floor (4,800 m2 approximately): The extension building shall have a full row of domestic security check counters along with toilets and offices. It shall also cater for Domestic security Hold with 3 nos. additional Exit gates to PBB with F&B and retail outlets. Escalators, staircase and lift connectivity between Domestic SHA on First floor in extended portion and relocated Domestic SHA on Second floor is also proposed.


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• Second Floor (4,500 m2 approximately): The existing domestic and international passenger movement within the terminal is proposed to be interchanged at first and second floors so that the SHA with the existing building on eastern side becomes Domestic SHA. The extension building shall have Domestic security Hold with F&B and retail outlets in continuation to the existing security hold area and connecting with the proposed domestic security hold on the first floor with a series of escalators and stairs.

Other requirements for Terminal Building:

• Provision for Snack Bar counter, Travel Requisite, Pharmaceutical shops, Airlines offices & ticket selling counters, ATM / Bank counters etc., Meet and Greet area, First Aid room, Facilitation counters, caretaker room with store, and other facilities, infrastructure for advertisements and Art work at suitable locations.

• Adequate space for airline offices, CISF, AAI etc. along with required staff toilet, concessionaire offices, and backup offices for GHS etc. is to be planned and provided.

• Provision of VIP/CIP lounges/Business lounges /Premium Lounges/ Airline lounges, transit lounge (if required) with adequate number of chairs, furniture, furnishings etc. in the Departure Lounge, Check-in area, Security Hold area and Arrival Lounge at suitable location both for arrival and departure passengers.

• Provision of water supply pumping arrangement system, Water Filtration, water cooler & R.O/U.V. Filters, Sewage Treatment Plant (STP) & Effluent Treatment Plant (ETP) as per norms and as per site conditions.

• Horticulture-landscaping, drainage system, water supply, Rain Water Harvesting etc.

• Sub-station, A/C plant room and related service facilities. Provision to be made for the AC Plant Room vertical through AHU rooms, backup Generators for essential services, etc.

• Provision of acoustics for effective functioning of PA system.

• Providing city side compound wall depicting local architecture and with proper gates.

The provision of the rooms in central location of the building at Ground Floor with air conditioners and adequate no. of Power points of 15 Amp and 3 phase power supply for UPS as mentioned below:

i) Equipment Room Minimum size: 5mtr x 7mtr Purpose: Housing CCTV Servers/ Recorder/ Switches/Racks. FIDS & PA Racks and other equipments.

ii) UPS & Battery Room Minimum size: 3mtr x3mtr Purpose: Housing Batteries & UPS for CCTV, FIDS, PA Systems and other equipments.

iii) CCTV Monitoring Room Minimum size: 5 m x 4 m

Purpose: Housing CCTV video wall/monitors, PCs etc. and Monitoring/Surveillance of airport by security personnel through CCTV cameras.

iv) Workshop/Maintenance Room Minimum size: 5m x 4m


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Purpose: For repair and keeping spares of the equipment under this and maintenance and watch of all these sophisticated systems.

Electrical Works

• Internal and external electrification for Terminal Building Complex, associated buildings, Car Park and roads i/c boom barriers etc.

• Augmentation of main power supply, substation equipments, DG Sets for Secondary Power supply and associated ancillary buildings.

• Central air-conditioning with provision of vertical air-conditioning concept & BMS.

• Provision of conveyor belts (Departure Check-in and Arrival Baggage Claim) with in- line X-ray inspection System and other equipments.

• Fire detection, alarm and protection system with Fire Control Room.

• Provision of automatic sliding doors at exit & entry points of Terminal Building.

• Additional Escalators & Elevators with matching staircase as per drawing.

• Provision of minimum additional three (3) Passenger Boarding Bridges (PBB) to make overall PBB's to 11 (i.e. existing 5 + Proposed 3 + Additional 3).

• Provision of adequate number of signages of world class standard, inside and outside the terminal building, car park area & City side approach road and air side area for guidance of passengers and visitors.

Airport Systems

• Public address system and car calling system.

• Surveillance Close circuit TV system (SCCTV) and provision of adequate number of close circuit TV monitors, in the Security Control Room etc.

• Provision of Flight Information Display System (FIDS) with adequate number of Display Devices in departure, arrival and security hold area for passenger facilitation.

• Provision of adequate number of X-ray machines for scanning Cargo, Registered Baggage (RB)/ Hand Baggage (HB), including provision of required number of ETDs, DFMDs and HHMDs, as per BCAS norms.

• Provision of adequate no. of VHF FM Sets (Walkie-Talkie, Base Stations and Mobile Stations).

• Provision of Telephone Exchange / digital EPABX/ IP EPABX system for Terminal Building including telephone/ intercom instruments, wiring etc.

IT Systems

• Passive and Active networking components such as OFC, UTP cabling, Routers, Core & Access switches


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and accessories. Provision of Raceways, Cable trays and Conducting and Cabling.

• One room of 400 sq. ft. area with provision of 3 pin power supply for IT UPS.

• 2.4m x 3.0m Switching room for IT Networks with UPS Supply where all the IT gadgets should be within 90 meters of cable length

• Server room and adequate space for keeping network switches along with electrical power points and UPS.

• Access control system as per BCAS requirement

• Provision of internet, VPN bandwidth, Wifi system along with raceways/conducting and cable trays.

Commercial Works

Provision of CUTE and CUSS systems.

Modifications to the Existing Terminal Building

Ground Floor:

• One island of check in counters (32 counters) to be relocated and instead 2 numbers Baggage claim belts to be added in the same location.

• Sliding glass partitions to be constructed for simultaneous multiple use of baggage belts.

Second Floor:

• The domestic security hold area and international security hold area to be interchanged such that the international security hold is towards the western finger.

• The domestic security hold once shifted to the eastern side shall be continuous with the domestic security hold in the extension of terminal building.

• The glass partition separating international and domestic security hold to be modified.

2.9.2 Proposed Expansion of Existing Apron

Civil Works

• Expansion of existing apron to the eastern side having an area of 15,000 m2 to accommodate 3 nos. of AB-321/B-737 type of aircrafts in power-in push out configuration space for Ground Support Equipments. Slopes on apron, including those on an aircraft stand taxi lane, shall be sufficient to prevent accumulation of water on the surface of the apron but shall be kept as level as drainage requirements permit. On an aircraft stand the maximum slope shall not exceed 1%.

• Demolition of existing shoulder 1863 m2 in area and construction of pavement of apron strength.


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• The apron should have strength to cater to the operation of AB-747-400 type of aircraft.

• Rerouting the existing drainage and/or provision of new drainage connecting the existing drainage system at appropriate location for protecting the extended portion of apron and terminal building, if necessary.

• Technical evaluation and declaration of pavement strength after the completion of work and prior to commissioning.

• Provision of hard stand of rigid pavement along the eastern shoulder edge of the apron for parking & movement of Ground Support Equipment and vehicles.

• Provision of intermediate holding position marking (on the perpendicular portion of taxiway, apron aircraft stand markings, apron edge marking, apron safety lines including wing tip clearance and service road boundary lines as required by the parking configurations and ground facilities), taxiway centre line marking, taxiway side stripe marking, additional transverse stripes at the intersection of taxiway with apron and taxiway with runway, mandatory instruction marking wherever required as per DGCA (CAR) and Aerodrome Design Manual Part-IV (Visual Aids).

• Removal of obstruction, if any, in the portion of extension of apron.

Electrical Works

• Provision of apron edge lights and mandatory instruction signs and other illuminated information signs.

• Augmentation of power supply, if any.

• Provision of apron flood lights for the extended portions of the apron to meet the required illumination standards as per DGCA (CAR) and Aerodrome Design Manual Part-IV (Visual Aids).

• Rerouting of any electrical or communication cables in the areas of proposed extension of apron.

2.10 MITIGATION MEASURES INCORPORATED TO MEET ENVIRONMENTAL STANDARDS

The following mitigation measures have been incorporated in the environment management plan to ensure that the stipulated standards are being met both during construction & operation phases: Construction Phase:

• Water sprinkling to suppress dust emission • Maintenance of roads for transport of construction material. • Trucks carrying fine materials shall be covered to avoid spillage. • Construction of proper drainage system to allow smooth flow of rainwater. • Wastewater at site shall be treated and reused to the maximum extent possible. • Equipments, machineries and vehicles shall be PUC certified. • Equipments and machineries shall have fitted exhaust silencers. • Garbage bins shall be provided in the camps and ensure that these are regularly emptied and disposed

off in a hygienic manner as per the Solid Waste Management practices.


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• Adequate safety measures for workers during handling of materials at site will be taken up. Operation Phase:

• Stack heights of DG sets will be as per the CPCB guidelines • Proper traffic management shall be followed. • Enhancing the greenery and landscaping at the airport for improving ambient air quality • Monitoring of ambient air quality at site and in nearby areas regularly. • Treatment of wastewater in onsite STP and reusing the treated water completely within the project

premises to conserve water. • Regular testing and analysis of treated waste from STP to ensure effectiveness of operation of STP • The storm water from the paved and unpaved areas shall be routed to the rainwater harvesting

structures • Proper waste management practices to be followed for different types of wastes • All standards prescribed by the ICAO during operation of aircrafts by preventive maintenance and

monitoring will be complied. • Indigenous species of trees/shrubs to be planted for greenbelt enhancement. • Solar Energy to be utilized to the maximum extent possible for energy conservation.

CHAPTER-3

DESCRIPTION OF ENVIRONMENT


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3. DESCRIPTION OF ENVIRONMENT 3.1 STUDY AREA & STUDY PERIOD

Collection and coalition of environmental baseline data is essential to assess the impact on present environment due to the project expansion activities. The environment includes the components of water, land, air, ecology, noise, socio-economic issues etc. The information presented in the chapter has been collected from primary field studies, desk research, and secondary sources. The present chapter highlights various aspects of baseline data on environmental significant parameters and its analysis in the light of the proposed airport expansion project located at Dabolim Village, South Goa District, Goa.

For baseline data collection, an area covering 10km radius from the project site boundary has been considered as the Study Area. The map of the study area is given as Figure 3.1. Baseline data for environmental attributes like ambient air, meteorology, water, hydrology, land use, soil, geology, noise, socio-economic, ecology and biodiversity data etc. was collected. The study was conducted during the pre-monsoon season (March to May, 2018).

3.2 METHODOLOGY ADOPTED FOR STUDY

Baseline data of environmental attributes like ambient air, water, soil, meteorology, noise, ecology, socio-economic condition are collected as per the standard and specific Terms of Reference stipulated by MoEF&CC. The primary data are collected from site monitoring. In case primary data is not possible to be collected due to long term data needs , the secondary data collected from published sources and State agencies are used after validation and updated using appropriate statistical technique prior to use. The methodology adopted for study is given in following sections.

3.2.1 PRIMARY DATA COLLECTION

The primary data collection is a pre-requisite for an Environment Impact Assessment Study in order to provide a description of the status and trends of environmental factors against which the predicted changes can be compared and evaluated in terms of importance. Wherever possible, the primary data are interpreted with site conditions and secondary data. The primary data was collected as mentioned in Table 3.1.

Table 3-1: Primary Data Collection and Method Sl. No. Area Description Method

1 Meteorology The meteorological data was collected for ambient temperature, rainfall, relative humidity, wind pattern

An automatic meteorological station was set up at project site. Cloud cover was manually observed and noted.


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Sl. No. Area Description Method 2 Ambient Air

Quality Particulate matter (PM10& PM2.5), sulphur dioxide (SO2), Nitrogen dioxide (NO2), Carbon monoxide (CO) and Hydrocarbons (HC).

In order to assess the Ambient Air Quality (AAQ), samples of ambient air were collected by installation of Envirotech make Respirable Dust Sampler BL460 (with Gaseous attachment facility) and Envirotech make Fine Particle Sampler APM 550 at 7 different locations and analysed for primary air pollutants.

3 Noise Level Lday: This represents Leq of day-time. Lday is calculated as logarithmic average using the hourly Leq for day time hours from 6.00 A.M to 10.00 P.M Lnight: This represents Leq of night-time. Lnight is calculated as logarithmic average using the hourly Leq for night-time hours from 10.00 PM to 6.00 A.M.

Noise level measurements were done at 7 locations in the study area at different intervals of time for 24 hours with the help of sound level meter to establish the baseline Lday and Lnight noise pressure levels in the study area.

4 Water Quality

Surface water Surface water samples were collected from 3 different locations for analysis.

Ground water Ground water samples were collected from 4 different adjoining areas and analysed as per standard APHA and IS: 3025 criteria and IS: 10500, 2012.

5 Soil Quality Physical and chemical characteristics

Random soil samples were collected from 5 locations by Auger up to depth of 30 cm and homogenized samples were analysed as per the methods described in “Soil Chemical Analysis” (M. L. Jackson, 1967)

6 Ecology & Biodiversity

Inventory of flora and fauna in 10 km radius

Floral and faunal inventory were prepared by identifying various plants and animal species in the study area during field visit.

7 Socio-economic Status

Population, household, caste distribution, infrastructure available

Socio-economic data was collected from primary sources through village-level surveys and Group Discussions.

8 Traffic Survey

Traffic Volume Count In 3 locations per hours

3.2.2 SECONDARY DATA COLLECTION

Secondary data are those collected over the years that can be used to understand the existing environmental scenario of the study area. The environmental impact assessment (EIA) studies are conducted over a short period of time and therefore the understanding of the environmental trends, based on a few months of primary data, has limitations. Ideally, the primary data must be considered along with the secondary data for complete understanding of the existing environmental status of the area. The secondary sources used for reference for this project are given in Table 3.2.

Table 3-2: Secondary Data Collection Sl. No. Area Description Source Use of data

1. Meteorology Temperature, rainfall, IMD Station, Panjim (Goa) The data was used for verification


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Sl. No. Area Description Source Use of data

humidity, seasonal wind pattern, wind

speed, cloud cover, stability, mixing height, inversion

(1971-2000). Hourly meteorological data collected during site visit.

of data generated during the on-site monitoring through data logger.

2. Ambient Air Quality

Hourly concentration of PM10, PM2.5, SO2,

NO2, and CO

Ambient air quality data reported in various EIA Reports of nearby industries available in MoEF&CC’s website

The data was used for verification

3. Water Quality Ground Water Water quality data reported in various EIA Reports of nearby industries available in MoEF&CC website and Central Ground Water Board- South Goa District


4. Soil Quality Physical & chemical characteristics

Soil quality data reported in various EIA reports of nearby industries available in MoEF&CC website.

Soil data was verified by collecting soil samples from the study area which was then analysed for relevant physical & chemical characteristics.

5. Nature of terrain

Land-use Survey of India Toposheet, National Remote Sensing Centre (Satellite image)

Data from various sources were used for verification of our data after ground-truthing for features and land-use.

6. Hydrogeology Geological formation and analysis, hydro-geological analysis

Ground water brochure of South Goa District, Goa (2012) before monsoon and after monsoon


7. Seismic Data Seismic zone, presence of faults,

thrust

Vulnerability Atlas of India (2006)

Discussion were carried out with local people to verify the frequency of occurrence of earthquake in the area

8. Biological Environment

Inventory of flora & fauna, endemic

species, migratory routes

District Forest Department Ecological data was used during carrying out field survey and discussion with locals to establish the species richness of the area.

9. Socio-economic status

Demographic profile, household,

occupation status

Census data (2001 & 2011) Data collected from district office.

The census data was used with the primary data and the data collected from district office.

3.3 ECO-SENSITIVE FEATURES

There are no Biosphere Reserves/Protected Forests/reserved Forests, notified critically polluted area or interstate/International boundary within 10km radius study area of the project. However, water bodies exist in the study area which is listed in Table 3.3 and in Figure 3.2.

Table 3-3: Eco-Sensitive Features Present in 15 km Radius of the Project Site Particulars Distance from Project Site (km) Direction


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Eco-sensitive Area Dr. Salim Ali Wildlife Sanctuary, 14.2 km, NNE

Water Bodies Ambulor Lake 11 ESE Zuari River 7.5 ENE CambarjuaNadi 8.9 ENE Vaddem Lake 1.6 NNW Sanjiv Lake 1.3 NW Baina Lake 2.0 WNW Carambolim Lake 14.5 NE Mandovi River 13.2 NNE Mapusa River 13.6 NNE Nerul River 13.4 NNW Arabian Sea 0.05 W Source: (i) Google Earth (ii) MoEF&CC, New Delhi

3.4 VULNERABILITY OF THE SITE

3.4.1 Seismicity

The whole of Goa District is moderately vulnerable to earthquake and falls in Zone III of the seismic zonation map of India signifying moderate damage risk zone as per BMTPC: Vulnerability Atlas- 3rd Edition: Peer Group, MoHUA, GOI.(Figure 3.3).

Figure 3-3: Earthquake Hazard Map of India


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3.4.2 Wind Hazard

The entire Goa is moderate vulnerable to wind hazard and falls in Zone-B of the Basic Wind Speed Map of India signifying moderate damage risk zone with Vb = 39m/s, as per BMTPC: Vulnerability Atlas- 3rd Edition: Peer Group, MoHUA, GOI(Figure 3.4)

Figure 3-4: Wind Hazard Map of India

3.5 TOPOGRAPHY

Topography the study area lies in Coastal plains with dominant Marine land forms in the coastal tract of the west coast of India. The project site more or less flat with elevation ranging from 44-47m amsl. The general slope is towards South. The Contour map and Slope Map is given in Figure 3.5 & Figure 3.6 respectively.

3.6 GEOLOGY

3.6.1 Regional Geology

The State of Goa is located on the Western Dharwarcraton .The rocks of the Dharwar Super group are represented by the northern extension of the Shimoga schist belt locally


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classified as ‘Goa Group’ (Gokul et al, 1985).Major part of the Goa State is underlain by rocks of Pre-Cambrian age comprising of banded biotite gneisses, Meta-volcanics, phyllites, biotite and chlorite schists, greywacke, conglomerate (tilloid), pink phyllites with associated banded ferruginous quartzite and chart breccia. These rocks are intruded by ultra basic, basic sills and dykes, followed by granites and pegmatites. Dolerite dykes and quartz veins form the youngest intrusives in the area. The Deccan Trap basalts of Late Cretaceous to Early Eocene age occupy a small portion in the north-eastern part in the high altitudes. Almost all formations in the state have undergone lateritisation to various degrees depending upon the climate and rock type. The lateritisation is more pronounced in the coastal areas than in the hilly regions. Phyllites, Schists and Meta volcanics are more susceptible to lateritisation and the gneissic / granitic rocks are least susceptible. In general, the thickness of laterites varies from about 3 to 30 metres. Laterites are highly porous due to the process of leaching and weathering. Hence, they have very good capacity to hold and transmit groundwater. Major portion of the state is occupied mainly by crystalline rocks and consolidated and metamorphosed sedimentaries, which do not possess primary porosity. Secondary porosity introduced through weathering, fracturing and jointing, produces the void spaces to hold and transmit ground water. Groundwater in these rocks occurs under water-table conditions in the weathered zone and under semi-confined and confined conditions in the deeper fractured zone. Beach sands along the coast and alluvium along major rivers have limited occurrence and the ground water occurs in the primary porosity under water table conditions.

Figure 3 7: Geological Map of Goa showing Project Location


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3.6.2 Geology of the Study Area

The study area falls into Barcem formation of Goa group. Basically metamorphic basaltic rocks dominates the study area where lateristion on meta-basaltic rocks is very distinct, it covers with low-grade, mafic metavolcanic rock with preserved evidence of its original basaltic character. There is some development of chlorite, epidoteacd calcite is observable as the mafic minerals recrystallize, but at this early stage of metamorphism they retain much of their original characteristics and are named by the addition of the prefix “meta”, such as meta-basalt. The rocks are intruded by mafic-ultramafic complexes and mafic intrusives. Most of these rocks are often hidden below a thick weathered lateritic cap and/or a soil cover of varying thickness. The Goa Group of rocks consists of meta-volcanic and meta-sedimentary rock assemblage characterized by grey wackes, argillites, tuffs, agglomerates, mafic lavas and banded iron formation. It has undergone green schist facies of regional metamorphism. Beach sands, sand dunes and alluvium occurring along the low lying coastal area and narrow alluvial strips along rivers and streams are of sub-recent to recent age. Laterite constitutes the most widespread and important water bearing formation in the State.

3.7 LAND-USE AND LAND OWNERSHIP The objective of assessing the land use details of the area is to know the existing land use pattern of the area and to know about the land that can be used for the proposed development activities in the study area. It also enables to envisage the scenario emerging due to the increase in demand for land with increase in population and the impacts arising due to the interface with various project activities.

3.7.1 Land-Use of the Study Area

The land-use distribution of the study area is given in Table 3.4. The land use table can be meaningfully interpreted from the pie diagram in Figure 3.8. The land-use map of study area is given in Figure 3.9.

Table 3-4: Land-use Pattern of Study Area Land-use Area in ha Area in % Built-up 2396 7

Airport Area 427.12 1.25 Industries 529 1.6

Stony Waste 79 0.2 Forest 316 0.9

Open Scrub 1136 3.3 Wooded Land 3665 10.8 Waste Land 967 2.8 Beach Area 172 0.5

Swampy Land 279 0.8 Marshy Land 182 0.5


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Water Bodies 21991 64.6 Agriculture Land 1896.88 6.8

Total Area 34036 100 Source: Google Satellite Imagery, 2018

Figure 3-8: Pie Diagram depicting Land-use Pattern of the Study Area As observed from the graphical projection and data above, water bodies constitutes about 65% of the study area followed by wooded area of about 11%. The rest is primarily built-up and agricultural land constituting 7% and 6.8% respectively. Industries, stony waste, forest, open scrub, waste land, beach area, swampy land and marshy land constitute 1.6%, 0.2%, 0.9%, 3.3%, 2.8%, 0.5%, 0.8% and 0.5% respectively of the study area.

3.7.2 Land Use of the Project Area

The project area is currently operational as Dabolim Airport. Existing infrastructure consists of old terminal building, new integrated terminal building and existing apron. The expansion is being proposed to take the peak passenger handling capacity to 3850 passengers per hour.

3.7.3 Land Ownership

The land for the expansion is within the airport premises and under the possession of AAI. The proposal is for expansion of the existing integrated terminal building and the existing apron. No additional land is required for the proposed expansion.

3.8 SOIL TYPE & CHARACTERISTICS Assessment of soil quality is an important aspect with reference to tree plantations, percolation of water, ground water impact etc. For studying soil quality, sampling locations were selected to assess the existing soil conditions in and around the project area. The samples are collected by ramming core-cutter into the


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soil up to 30 cm depth. Five locations are selected for soil sampling. The sampling locations are given in Table 3.5 and shown in Figure 3.10. The sealed samples were sent to laboratory for analysis. The sealed samples were sent to laboratory for analysis. The soil quality as analysed from the collected samples is given in Table 3.6. The samples were analysed as per the standard methods prescribed in “Soil Chemical Analysis (M.L. Jackson, 1967) and Department of Agriculture & Co-operation Ministry of Agriculture, Government of India”. The important properties analysed for soil are bulk density, porosity, infiltration rate, pH and organic matter, Kjeldahl Nitrogen, Phosphorous and Potassium.

Table 3-5: Soil Characteristics of the Study Area

Location S1: Project

Site S2: Wooded

Area near Dabolim

S3: Vasco da Gama

S4: Waste land near

BITS Pilani

S5: GIDC Industrial

Estate

- 0.5 km, SE 0.5 km, NE 4.0 km, W 3.0 km, E Parameter Unit Soil colour ---- Brownish Brownish Blackish Brownish Blackish pH ---- 7.7 5.7 7.2 6.4 7.2 Electrical Conductivity µmhos /cm 149 199 179 205 181 Moisture % 4.81 3.34 4.42 2.44 4.27 Soil texture ---- Sandy Clay Sandy Clay Sandy Clay Sandy Clay Sandy Clay Clay % 35 40 38 40 39 Silt % 19 14 12 10 13 Sand % 46 46 50 50 48 Infiltration Rate cm/hr 1.05 1.32 1.12 1.29 1.18 Bulk density gm/cm3 1.08 1.54 1.18 1.53 1.29 Porosity % 36.00 46.00 39.00 42.00 40.00 Nitrogen as N kg/ha as N 114.0 173.0 149.0 169.0 128.0 Phosphorus kg/ha as P 25.5 58.0 42.0 56.0 41.0 Potassium as K kg/ha as K 128.2 196.0 136.0 189.0 130.0 Organic Carbon % 0.22 0.43 0.34 0.41 0.31 Organic matter % 0.38 0.74 0.58 0.71 0.53 Source: Sampling & Analysis by Envirotech East Pvt. Limited, Kolkata (March to May, 2018)

Table 3-6: Standard Classification of Soil Sl. No. Soil Test Classification

1. pH <4.5 Extremely acidic 4.51- 5.50 Very strongly acidic 5.51-6.0 moderately acidic 6.01-6.50 slightly acidic 6.51-7.30 Neutral 7.31-7.80 slightly alkaline 7.81-8.50 moderately alkaline 8.51-9.0 strongly alkaline 9.01 very strongly alkaline

2 Salinity Electrical Conductivity (µmhos/cm) (1 ppm = 640 µmho/cm)

Up to 1.00 Average 1.01-2.00 harmful to germination


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Sl. No. Soil Test Classification 2.01-3.00 harmful to crops (sensitive to salts)

3 Organic Carbon Up to 0.2: very less 0.21-0.4: less 0.41-0.5 medium, 0.51-0.8: on an average sufficient 0.81-1.00: sufficient >1.0 more than sufficient

4 Nitrogen (Kg/ha) Up to 50 very less 51-100 less 101-150 good 151-300 Better >300 sufficient

5 Phosphorus (Kg/ha) Up to 15 very less 16-30 less 31-50 medium, 51-65 on an average sufficient 66-80 sufficient >80 more than sufficient

6 Potassium (Kg/ha) 0 -120 very less 120-180 less 181-240 medium 241-300 average 301-360 better >360 more than sufficient

Source: Handbook of Agriculture, Indian Council of Agriculture Research, New Delhi 1961.

3.8.1 Observation and Interpretation

Physical Parameters

• Moisture Content: Soil moisture is important for hydrological, biological and bio-geochemical processes. Moisture content of soil samples in the study area ranges from 2.44% (S4: Waste land near BIT’s Pilani Campus) to 4.81% (S1: Project site).

• Texture: Soil texture describes the size (diameter) of the soil particles. Where larger mineral particles predominate, the soil is gravelly (d > 2mm), or sandy (0.05 < d < 2); where smaller, colloidal mineral particles are dominant, the soil is clayey (d < 0.002). Texture influences plant growth by its direct effect on soil aeration, water infiltration, cation exchange capacity, and erodibility. The study area was found to have mostly sandy clay texture.

• Infiltration rate: Infiltration rate is dependent on soil texture (percentage of sand, silt and clay) and clay mineralogy. Water moves more quickly through the large pore spaces in a sandy soil than it does through the small pores of a clayey soil, especially if the clay is compacted and has little or no structure or aggregation. Soil organic matter affects infiltration through its positive effect on the development of stable soil aggregates, or crumbs. Highly aggregated soil increase pore space and infiltration.


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Infiltration rate in the study area ranges from 1.05 cm/hr (S1: Project Site) to 1.32 cm/hr (S2: Wooded area near Dabolim).

• Bulk Density: Bulk density is required for gaseous exchange; so that high bulk density would pose restriction to the growth of deep rooted plants. Bulk Density of soil was found to be in the range from 1.08 gm/cm3(S1: Project Site) to 1.54 gm/cm3(S2: Wooded area near Dabolim).

• Porosity: Soil porosity attributes to the fragmentation and aggregation of the soil particles due to vegetation development. The total pore volume of the study area varied from 36%(S1: Project Site) to 46%(S2: Wooded area near Dabolim).

Chemical Parameters

• pH: The pH of the soil samples vary from 5.7 (S2: Wooded area near Dabolim) to 7.7 (S1: Project Site) indicating moderately acidic to slightly alkaline nature of soil.

• Electrical Conductivity: The electrical conductivity of soil is actually a measure of salinity. Excessively high salinity can affect plants in many ways: Specific toxicity of a particular ion (such as sodium), higher osmotic pressure around the roots prevents an efficient water absorption by the plant. Some plants are more susceptible to the electrical conductivity than others and each species has an electrical conductivity threshold, beyond which yield is decreased. The electrical conductivity of the soil samples range from 149 µmhos /cm (S1: Project Site) to 205 µmhos /cm (S4: Waste Land Near BITS Pilani Campus), which as per ICAR is average to average for growth of vegetation.

• Organic Carbon: The organic carbon in the soil samples vary between 0.22% (S1: Project Site) to 0.43% (S2: Wooded area near Dabolim) indicating less content for growth of plants as per ICAR

• Nitrogen: The available nitrogen in the soil samples range between 114 kg/ha (S1: Project Site) to 173 kg/ha (S2: Wooded area near Dabolim) which as per ICAR is good to better content for growth of vegetation.

• Phosphorus: Phosphorus is the key content which plays an important role in the photosynthesis, respiration, energy storage and transfer, cell division, cell enlargement and several other properties in the living plant. Available Phosphorus in the study area range between 25.5 kg/ha (S1: Project Site) to 58 kg/ha (S2: Wooded area near Dabolim), which as per ICAR categorization falls in the range of ‘less to medium’.

• Potassium: Potassium is associated with movement of water, nutrients, and carbohydrates in plant tissue. If potassium is deficient or not supplied in adequate amounts, growth is stunted and yields are reduced. Potassium content in the study area varies from 128.2 kg/ha (S1: Project Site) to 196 kg/ha (S2: Wooded area near Dabolim) which is less to medium for the growth of plant as per ICAR’s classification.


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3.9 WATER ENVIRONMENT

3.9.1 Area Drainage

In the 10km study area of the project site, the presence of Zuari river and Cambarjua Nadi are distinctve, both are flowing in north eastern direction. The major river Zuari follows the major NW synclinal axis. The streams originating here flow in westerly and northwesterly direction to join the Arabian Sea. Primarily the underlying rocks govern the drainage system in the area. The drainage pattern is generally dendritic type. The river valleys are ‘V’ shaped in the western high hill ranges, but broaden in central midlands and become ‘U’ shaped in the low lands and coastal plains. There are three lakes in the study area, serving their presence in western direction. There are also some small water bodies along with small streams spread over the entire area. The most distinctive water body of the study area is the Arabian sea.The major water bodies have been mentioned in Table 3.7. The drainage pattern map of the study area is shown in Figure 3.11.

Table 3-7: Major Water Bodies in the Study Area Water Bodies Distance from Project Site (km) Direction

Zuari River 7.5 ENE Cambarjua Nadi 8.9 ENE Vaddem Lake 1.6 NNW Sanjiv Lake 1.3 NW Baina Lake 2.0 WNW Arabian Sea 0.05 W Source: Google Satellite Imagery 2018

3.9.2 Hydrogeology

Ground water occurs in the pore spaces of the unconsolidated alluvium sediments in the zone of saturation under phreatic and semi-confined conditions. In deeper aquifer it occurs under semi confined to confined conditions. Ground water bearing formations in the district are laterite, alluvium, granite, granite gneiss, meta-volcanics and meta sedimentaries. As reported by CGWB, the depth to water level map shows that the water level in the range of 2 to 5 and 5 to 10 mbgl is the general water level in the State. Figure 3.12 and 3.13 shows the depth to water level of the district (with project site marked) during pre-monsoon and post-monsoon.


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Figure 3.12: Depth to Water Level of Goa-Pre-

monsoon as per CGWB, 2016 Figure 3.13: Depth to Water Level of Goa-Post-

monsoon as per CGWB, 2016 3.9.3 Water Quality

Frequency & Parameters Water samples were collected once during the study period and analyzed for following selected physico-chemical and biological parameters.

Physical Parameters - pH, colour, temperature, and conductivity, TDS and turbidity, Na, & K etc. Chemical parameters - Alkalinity, hardness, NO3-, Cl-, SO42-, Ca2+, Mg2+, Phenolic compounds, DO,

BOD and COD Heavy metals - Cyanide, Aluminium, Arsenic, Cadmium, Chromium, Iron, Copper, Lead, Manganese,

Zinc and Mercury The samples for surface water quality were taken from major surface water bodies and underground water samples were taken from hand-pumps near settlements for assessing the ground water quality. Surface and ground water sampling was carried out in 3 and 4 locations respectively to get an idea about the water quality of the study area. The water quality sampling locations are shown in Figure 3.14. Methodology of Sampling & Analysis: Analyses of the samples were carried out as per established standard methods and procedures prescribed by CPCB, IS 3025 Codes and APHA 22nd edition, 2012. Samples for chemical analysis were collected in polyethylene carboys. Samples collected for metal content were acidified with 1 ml HNO3. Physicochemical parameters like pH and conductivity were measured on


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site using potable meter while for chemical (dissolved oxygen) and biochemical (BOD) parameters water samples were fixed in 300 ml BOD bottles using MnSO4 and alkaline iodide in field and sent to the laboratory. A separate BOD bottles with 300 ml of respective sample were sent to the laboratory without any fixation for BOD analysis. The basic precautions were taken care to avoid any contamination during the sampling. The methodology for sample collection and preservation techniques was followed as per the Standard Operating Procedure (SOP) mentioned in Table 3.8. The analysis methodology is given in Table 3.9 and CPCB standard for drinking water criteria is given in Table 3.10.

Table 3-8: Standard Operating Procedure for Water Sampling & Analysis Sl. No. Parameter Sample Collection Sample Size Storage/Preservation

1 pH Grab sampling plastic/glass container 50 ml On site analysis

2 Electrical Conductivity Grab sampling plastic/glass container 50 ml On site analysis

3 Total Dissolved Solids Grab sampling plastic/glass container 100 ml Refrigeration, can be

stored for 7 days 4 Residual Chlorine Grab sampling plastic/glass container 50 ml On site analysis

5 Hardness Grab sampling plastic/glass container 100 ml Add HNO3 to pH<2, refrigeration; 6 months

6 Chlorides Grab sampling plastic/glass container 50 ml Not required; 28 days 7 Sulphates Grab sampling plastic/glass container 100 ml Refrigeration; 28 days 8 Sodium, Potassium Plastic container 100 ml Not required; 6 months 9 Nitrates Plastic container 100 ml Refrigeration; 48 hrs

10 Fluoride Plastic container only 100 ml Not required; 28 days 11 Alkalinity Plastic/glass containers 100 ml Refrigeration; 14 days

12 Ammonia Plastic/glass containers 100 ml Add H2SO4 to pH<2, refrigeration, 28 days

13 Hexavalent Chromium, Cr+6 Plastic/Glass rinse with 1+1 HNO3 100 ml Grab Sample;

refrigeration; 24 hrs

14 Heavy metals (Hg, Cd, Cr, Cu, Fe, Zn, Pb etc.)

Plastic/Glass rinse with 1+1 HNO3 500 ml Filter, add HNO3 to pH< 2; Grab sample; 6 months

Table 3-9: Analytical Procedure Sl. No. Parameters Analytical Method Reference

1 pH pH meter IS : 3025 (Part-11) 2 Turbidity Nephelo Meter IS : 3025 (Part-10) 3 Conductivity (at 250 C) Conductivity meter APHA 22st edition, 2510 B:2012 4 Total Dissolve Solids Gravimetric IS : 3025 (Part-16) 5 Alkalinity as CaCO3 Titrimetrically IS : 3025 (Part-23) 7 Total Hardness as CaCO3 Titrimetrically IS : 3025 (Part-21) 8 Calcium as Ca Titrimetrically IS : 3025 (Part-40) 9 Magnesium as Mg Calculation APHA 22st edition,3500 Mg B:2012

10 Sodium Flame Photometric APHA 22ndedition, 3500 Na B:2012 11 Potassium Flame Photometric APHA 22nd edition,3500 K- B:2012 12 Chloride as Cl Argentometric IS : 3025 (Part-32) 13 Sulphate as SO4 Spectro photometric IS : 3025 (Part-24) 14 Nitrate as NO3 Spectro photometric IS : 3025 (Part-34)


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Sl. No. Parameters Analytical Method Reference 15 Phosphate Spectro-photometric IS : 3025 (Part-31) 16 Fluoride as F Ion-meter APHA 22ndedition,4500 F- D:2012 17 Phenolic compound as C6H5OH Spectro-photometric IS : 3025 (Part-43) 18 Cyanide Spectro-photometric IS : 3025 (Part-27) 19 Dissolve Oxygen Winkler Method IS:3025 (Part-38), Reaffirmed 2009 20 Oil & Grease Gravimetric IS:3025 (Part 39), 1991 (Reaffirmed 2003) 21 Arsenic AAS IS : 3025 (Part-37) 22 Cadmium AAS IS : 3025 (Part-41) 23 Total Chromium AAS IS : 3025 (Part-52) 24 Iron AAS IS:3025 (Part-53), Reaffirmed 2009 25 Copper AAS IS : 3025 (Part-42) 26 Lead AAS IS : 3025 (Part-47) 27 Manganese AAS IS : 3025 (Part-59) 28 Mercury AAS IS : 3025 (Part-48) 29 Zinc AAS IS : 3025 (Part-49) 30 Dissolved Oxygen Titrimetrically IS : 3025 (Part-38) 1989 (RA-2009) 31 Chemical Oxygen Demand Titrimetrically IS : 3025 (Part-58) 1989 (RA-2012) 32 Biological Oxygen Demand Titrimetrically IS : 3025 (Part-44) 1989 (RA-2009) 33 Total Coliform MPN Method IS : 1622 : 1981

The error in ion-balance computation, considering the relationship between the total cations (Ca2+, Mg2+, Na+, K+) and the total anions (NO3-, SO42-, HCO3- and Cl-) for each set of complete analyses of water sample, is observed to be within the range of acceptability (±2%) used in most laboratories (APHA 22nded).

Table 3-10: Water Quality Criteria as per CPCB Designated-Best Use Class of water Criteria

Drinking Water Source without conventional treatment but after disinfection

A Total Coliform Organism MPN/100ml shall be 50 or less pH between 6.5 and 8.5 Dissolved Oxygen 6mg/l or more Biochemical Oxygen Demand 5 days 200 C 2ml/l or less

Outdoor bathing (Organized)

B Total Coliform Organism MPN/100ml shall be 500 or less pH between 6.5 and 8.5 Dissolved Oxygen 5mg/l or more Biochemical Oxygen Demand 5 days 200 C 3ml/l or less

Drinking water source after conventional treatment and disinfection

C Total Coliform Organism MPN/100ml shall be 5000 or less pH between 6 and 9 Dissolved Oxygen 4mg/l or more Biochemical Oxygen Demand 5 days 200 C 3ml/l or less

Propagation of Wildlife and Fisheries

D pH between 6.5 and 8.5 Dissolved Oxygen 4mg/l or more Free Ammonia (as N) 1.2 mg/l or less

Irrigation, Industrial Cooling, Controlled Waste disposal

E pH between 6.0 and 8.5 Electrical Conductivity at 250 C micro mhos/cm Max. 2250


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Designated-Best Use Class of water Criteria Sodium absorption Ratio Max. 26 Boron Max. 2mg/l

Below-E Not meeting A, B, C, D & E Criteria

3.9.4 Analysis of Surface Water Quality

The surface water quality as analysed is given in Table 3.11.

Table 3-11: Surface Water Quality in Study Area

Sl. No. Parameters Unit

SW1: Water body near BITS

Pilani

SW2: Sanjeev Lake near Mangor

SW3: Baina Lake

4.5 km, E 1.4 km, NW 2.0 km, WNW 1 Color Hazan 4 8 8

2 Turbidity NTU 17 32 35

3 pH -- 7.5 7.2 7.3

4 Conductivity (at 25°C) µS/cm 480 409 531

5 Total Dissolve Solids mg/l 283.0 247 320.0

6 Alkalinity as CaCO3 mg/l 128.5 115.2 117.5

7 Total Hardness as CaCO3 mg/l 151.5 123.5 163.2

8 Calcium as Ca mg/l 28.40 32.5 37.70

9 Magnesium as Mg mg/l 19.60 10.3 16.80

10 Sodium mg/l 21 19 22

11 Potassium mg/l 7 3 8

12 Bi-Carbonate mg/l 128.5 115.2 117.5

13 Chloride as Cl mg/l 38.5 32.4 45.8

14 Sulphate as SO4 mg/l 40.3 30.6 64.1

15 Nitrate as NO3 mg/l 0.05 0.04 0.08

16 Fluoride as F mg/l 0.37 0.41 0.36

17 Phenolic compound as C6H5OH

mg/l BDL (DL - 0.001) BDL (DL - 0.001) BDL (DL - 0.001)

18 Cyanide mg/l BDL (DL - 0.008) BDL (DL - 0.008) BDL (DL - 0.008)

19 DO mg/l 4.7 2.1 2

20 BOD mg/l 3.6 6.7 7.9

21 COD mg/l 15.4 12.1 16.6

22 Oil & Grease mg/l <1 <1 <1

23 Arsenic mg/l BDL (DL - 0.005) BDL (DL - 0.005) BDL (DL - 0.005)


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Sl. No. Parameters Unit

SW1: Water body near BITS

Pilani

SW2: Sanjeev Lake near Mangor

SW3: Baina Lake

4.5 km, E 1.4 km, NW 2.0 km, WNW 24 Cadmium mg/l BDL (DL - 0.005) BDL (DL - 0.005) BDL (DL - 0.005)

25 Total Chromium mg/l BDL (DL - 0.005) BDL (DL - 0.005) BDL (DL - 0.005)

26 Iron mg/l 1.13 1.18 1.14

27 Copper mg/l BDL (DL - 0.005) BDL (DL - 0.005) BDL (DL - 0.005)

28 Lead mg/l BDL (DL - 0.005) BDL (DL - 0.005) BDL (DL - 0.005)

29 Manganese mg/l BDL (DL - 0.005) BDL (DL - 0.005) BDL (DL - 0.005)

30 Mercury mg/l BDL (DL - 0.01) BDL (DL - 0.01) BDL (DL - 0.01)

31 Zinc mg/l BDL (DL - 0.005) BDL (DL - 0.005) BDL (DL - 0.005)

32 Total Cloiform MPN/100ml 750 1550 1700 Source: Sampling & Analysis by EEPL, Kolkata (March to May, 2018) BDL-Below Detection Limit It is observed from Table 3.11 above,

The analysis results indicate that the pH values of all the samples are in the range of 7.2 to 7.5. All values meet criteria A as per CPCB surface water quality standard.

TDS was observed in the range of 247 mg/l at SW2 (Sanjeev Lake near Mangor) to 320 mg/l at SW3 (Baina Lake). DO was found to be in the range of 2 to 4.7 mg/l.

The chloride and sulphate were found to be in the range of 32.4 at SW2 (Sanjeev Lake near Mangor) to 45.8 SW3 (Baina Lake) mg/l and 30.6 at SW2 to 64.1 mg/l SW3respectively.

In the study area BOD concentration varies between 3.6 mg/l at SW1 (Water body near BITS Pilani) to 7.9 mg/l at SW3 (Baina Lake). BOD tests measures only biodegradable fraction of the total potential DO consumption of a water sample.

Comparing the values of pH, DO, BOD and total coliform with ‘Use based classification of surface waters’ published by Central Pollution Control Board given in Table 3.11, the following analysis has been done:

Locations SW1: Water body near BITS Pilani

SW2: Sanjeev Lake near Mangor SW3: Baina Lake

Classes as per CPCB D C B

Use Propagation of wildlife and fisheries

Drinking water source after conventional treatment and

disinfection Outdoor bathing

(Organized)

3.9.5 Analysis of Ground Water Quality

The results of the parameters analysed for the ground water samples are presented in Table 3.12.


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Table 3-12: Ground Water Quality in Study Area

Parameters Unit

GW1: Vasco da

Gama GW2:

Dabolim GW3: BITS

Pilani Campus

GW4: Mundvel

IS 10500:2012

Acceptable limits

Permissible limits

0.5 km, NE 0.5 km, SE 3.5 km, ENE 2.0 km, N Turbidity NTU 20 26 23 25 1 5

pH -- 7.3 7.6 7.4 7.5 6.5-8.5 No Relaxation

Conductivity µS/cm 667.0 1493.0 986.0 1434.0 $ $ Total Dissolve Solids

mg/l 408.0 943.0 610.0 859.0 500 2000

Alkalinity as CaCO3 mg/l 195.00 387.00 276.00 386.00 200 600

Total Hardness as CaCO3

mg/l 120.27 252.60 124.94 231.65 300 600

Calcium as Ca mg/l 32.70 70.40 25.50 55.90 75 200

Magnesium as Mg mg/l 9.40 18.70 14.90 22.40 30 100

Sodium mg/l 63.00 175.00 114.00 145.00 $ $ Potassium mg/l 12.00 28.00 35.00 28.00 $ $ Bicarbonate mg/l 195.00 387.00 276.00 386.00 $ $ Chloride as Cl mg/l 44.80 142.20 87.10 112.70 250 1000

Sulphate as SO4 mg/l 32.50 114.40 53.60 94.20 200 400

Nitrate as NO3 mg/l 7.41 15.70 7.60 12.10 45 No

Relaxation Flouride as F mg/l 0.48 0.38 0.38 0.46 1.00 1.5 Phenolic compound as C6H5OH

mg/l BDL (DL - 0.001)

BDL (DL - 0.001)

BDL (DL - 0.001)

BDL (DL - 0.001) 0.001 0.002

Cyanide mg/l BDL (DL - 0.008)

BDL (DL - 0.008)

BDL (DL - 0.008)

BDL (DL - 0.008) 0.05 No

Relaxation

Aluminium mg/l BDL (DL - 0.01)

BDL (DL - 0.01)

BDL (DL - 0.01)

BDL (DL - 0.01) 0.03 0.2

Arsenic mg/l BDL (DL - 0.005)

BDL (DL - 0.005)

BDL (DL - 0.005)

BDL (DL - 0.005) 0.01 0.05

Cadmium mg/l BDL (DL - 0.005)

BDL (DL - 0.005)

BDL (DL - 0.005)

BDL (DL - 0.005) 0.003 No

Relaxation Chromium as Cr+6 mg/l BDL (DL -

0.005) BDL (DL -

0.005) BDL (DL -

0.005) BDL (DL -

0.005) 0.05 No Relaxation

Iron mg/l 0.19 0.29 0.22 0.15 0.3 No Relaxation

Copper mg/l BDL (DL - 0.005)

BDL (DL - 0.005)

BDL (DL - 0.005)

BDL (DL - 0.005) 0.05 1.5


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Parameters Unit

GW1: Vasco da

Gama GW2:

Dabolim GW3: BITS

Pilani Campus

GW4: Mundvel

IS 10500:2012

Acceptable limits

Permissible limits

0.5 km, NE 0.5 km, SE 3.5 km, ENE 2.0 km, N

Lead mg/l BDL (DL - 0.005)

BDL (DL - 0.005)

BDL (DL - 0.005)

BDL (DL - 0.005) 0.01 No

Relaxation

Manganese mg/l BDL (DL - 0.005)

BDL (DL - 0.005)

BDL (DL - 0.005)

BDL (DL - 0.005) 0.1 0.3

Mercury mg/l BDL (DL - 0.01)

BDL (DL - 0.01)

BDL (DL - 0.01)

BDL (DL - 0.01) 0.001 No

Relaxation Zinc mg/l 0.45 0.11 0.33 0.41 5 15 Source: Sampling & Analysis by The Envirotech East Pvt. Ltd (March to May, 2018) BDL-Below Detection Limit, $- Not Specified

Observations and Interpretation

• pH: This parameter generally indicates the acid or alkaline nature of any solution and usually does not bear any direct impact on consumers. The pH value ranged from 7.3 to 7.5 in the collected water samples which do not exceed the recommended limit (6.5 - 8.5) of BIS. The water samples were slightly alkaline. The reason for such conditions may be due to different types of buffers that may be present in the groundwater and presence of weak basic salt in the soil.

• Electrical Conductivity: Conductivity is the ability of water to carry an electrical current. This ability mainly depends on presence of anion and cations in water and also depends on mobility, valence of ions and temperature. High electrical conductivity affects the germination of crops and it may result in much reduced yield. Higher the ionizable solids, greater will be the EC. In the study area, electrical conductivity ranged between 667 μs/cm (GW1: Vasco da Gama) to 1493μs/cm (GW2: Dabolim).

• Turbidity: The turbidity denotes the impurity of the water. Turbid nature of the water may be attributed due to colloidal and extremely fine dispersion of sediments, micro-organisms and organic matter. The turbidity in all the water samples were found higher the acceptable limit. The highest value found at Dabolim (GW:2) as 26 and the lowest was found at Vasco da Gama as 20(GW:1).

• Total Hardness: The total hardness is an important parameter of water quality. Hard water makes it difficult for domestic water users to form lather when washing. Hardness is defined as the concentration of calcium and magnesium in water expressed as the equivalent of calcium carbonate (CaCO3). The maximum total hardness in groundwater found to be 252.60 mg/l in sample at GW2 (Dabolim) and the minimum was observed as 120.3 mg/l in the sample at GW1 (Vasco da Gama).

• Calcium: The maximum level of calcium was found in Dabolim (70.4 mg/l) and the minimum value occurred in BITS Pilani Campus (25.5 mg/l). It was found that the entire samples were within the acceptable limits recommended by BIS 75 mg/l.

• Sodium: Sodium plays an important role in nutrition and contributes to electrolytes regulated by the kidneys, maintains water balance in the body, and affects muscle contraction and the production of


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adrenaline and amino acids. However, high concentrations of sodium can disrupt cell or blood chemistry. The excessive consumption of sodium may significantly cause many diseases, especially hypertension. Sodium is also toxic to plants in high concentrations. Sodium concentrations above 70 mg/l are problematic for irrigation if water is absorbed by leaves. Sodium concentration in groundwater samples was observed in the range of 63 mg/l (Vasco da Gama) to 175 mg/l (Dabolim). The sodium content in the study area indicates that the water is not suitable for irrigation purpose. Chloride concentration also found high in the study area which co-relates the sodium increase in the area. Sodium and Chloride is dissolved in groundwater aquifer as it flows through marine sediments rich in connate salts.

• Alkalinity: Alkaline nature of the samples is generally attributed to the presence of carbonates and bi-carbonates. Though alkalinity is not harmful to human health, its presence in the water imparts an unpleasant taste. Alkalinity of water is due to presence of bicarbonate, carbonate and strong bases. The alkalinity recorded in all ground water samples was within permissible limit of BIS (600 mg/l).

• TDS: The TDS concentration recorded from the ground water samples ranged from 408 mg/l to 943 mg/l. All the samples are within the maximum permissible limit of 2000 mg/l prescribed by BIS for drinking water. TDS in ground water mainly gains its entry from sea water intrusion in the study area and from agricultural activities, industrial activities, geological formation, domestic water contamination etc.

• Chloride: The chloride concentration recorded from the ground water samples ranged from 44.8 mg/l (Vasco da Gama) to 142.2 mg/l (Dabolim). All the samples are within the Acceptable Limit of 250 mg/l prescribed by BIS for drinking water.

• Sulphate: Sulphate is a naturally occurring element found in groundwater. Sulphate concentration was found in the range of 32.5 mg/l (Vasco da Gama) to 114.4 mg/l (Dabolim). The BIS acceptable limit for sulphate in drinking water is 200 mg/l.


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Photographs: Surface Water

Photographs: Ground Water


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3.10 METEOROLOGICAL CONDITION Meteorology is the key to understand the air quality. The essential relationship between meteorological condition and atmospheric dispersion involves the wind in the broadest sense. Other factors such as variation in temperature, humidity etc. also plays a direct role in dispersion and dilution of pollutants. Wind fluctuations over a very wide range of time, accomplish dispersion and strongly influence other processes associated with them. This section makes a comparative analysis of the meteorological data of the study area collected by project team in 2018. The additional data used for the purpose are the 30 years’ average IMD data from 1971 to 2000 taken from Meteorological Station, Panjim (Goa).

3.10.1 Secondary Data as per IMD Goa (Panjim)

Goa, being in the tropical zone and near the Arabian Sea, has a hot and humid climate for most of the year. The month of May is usually the hottest, seeing daytime temperatures of over 35 °C (95 °F) coupled with high humidity. The state's three seasons are: Southwest monsoon period (June – September), post-monsoon period (October – January) and fair weather period (February – May). Over 90% of the average annual rainfall (120 inches) is received during the monsoon season. The summary of the 30 years’ meteorological data of Panjim (Goa) IMD Station from 1970-2000 is shown in Table 3.13.

Table 3-13: Climatology & Meteorology of Panjim IMD Observatory Sl. No. Parameters Description of the Season

1 Rainfall in mm

Total Annual Rainfall is 2892.6 mm

Winter (Dec to Feb)

Months Total rainfall (in mm) December 2.2 January 0.4 February 0.0

Total 2.6

Summer (Mar to May)

March 0.1 April 4.2 May 66.7 Total 71.0

Monsoon (June to Sept)

June 910.4 July 942.7

August 595.8 September 219.4

Total 2668.3

Post-Monsoon (Oct to Dec)

October 123.3 November 27.5 December 2.2

Total 153.0 2 Temperature

(Mean Daily Temp. in 0C)

Winter (Dec to Feb)

Months Max Min Avg Dec 32.6 20.9 26.8 Jan 32.0 20.0 26.0 Feb 31.8 20.6 26.2

Average 32.1 20.5 26.3 Summer (Mar to

May) Mar 32.2 23.3 27.8 Apr 33.0 25.5 29.3


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Sl. No. Parameters Description of the Season May 33.4 26.5 30.0

Average 32.9 25.1 29.0


June 30.4 24.9 27.7 Jul 29.0 24.3 26.7 Aug 28.9 24.1 26.5 Sep 29.9 24.1 27.0

Average 29.6 24.4 27.0


Oct 31.7 24.0 27.9 Nov 32.9 22.5 27.7 Dec 32.6 20.9 26.8

Average 32.4 22.5 27.4 3 Relative

Humidity in per cent Winter (Dec to Feb)

Month 08.30 hrs 17:30 hrs Dec 71.0 57.0 Jan 77.0 56.0 Feb 78.0 58.0

Average 75.3 57.0

Summer (Mar to May)

Mar 79.0 64.0 Apr 75.0 67.0 May 74.0 68.0

Average 76.0 66.3


Jun 87.0 83.0 July 90.0 86.0 Aug 91.0 86.0 Sep 90.0 81.0

Average 89.5 84.0


Oct 85.0 76.0 Nov 75.0 64.0

December 71.0 57.0 Average 77.0 65.7

4 Wind-speed

Winter (Dec to Feb)

Month Speed (kmph) Speed (m/s) Dec 8.5 2.4 Jan 8.9 2.5 Feb 9.3 2.6

Average 8.9 2.5

Summer (Mar to May)

Mar 9.2 2.6 Apr 10.2 2.9 May 11.3 3.2

Average 10.2 2.9


Jun 13.7 3.8 July 15.3 4.3 Aug 13.0 3.6 Sep 8.9 2.5

Average 12.7 3.6


Oct 8.1 2.3 Nov 8.2 2.3 Dec 8.5 2.4

Average 8.3 2.3 Source: Climatological Table 1971–2000, Indian Meteorological Department, GoI, New Delhi (Panjim, Goa Station)


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Rainfall: Goa experiences heavy rainfall during monsoon moderate rainfall during other times of the year. Statistically speaking Goa receives a total annual rainfall of 2892.6mm with an average of 95.7 rainy days (as per IMD 30 year’s average data). The heaviest rainfall experienced in a 24 hour period was on12th of June, 1999 measuring 366.3mm. The months of June and July experience the most rainfall during the year.

Figure 3-15: Monthly Average Rainfall in mm as per IMD Panjim (Goa) Temperature: The area experiences moderate variance of maximum and minimum temperature over the year with the highest reaching 32.6oC in the month of December to the minimum dropping to 20oC in January.


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Figure 3-16: Average Maximum and Minimum Temperature (°C) as per IMD Panjim (Goa) Relative Humidity: The region has reasonably humid climate especially during monsoon season when moisture levels are very high in the surrounding air. June to September, being the rainiest months, experience humidity level of 87-90% respectively in the daytime.

Figure 3-17: Relative Humidity during Day and Evening (%) as per IMD Panjim (Goa) Cloud Cover: Pressure levels are found to be fairly constant throughout the year. Generally light clouds are observed during winter mornings. During pre-monsoon and post-monsoon evenings the skies are either clear or lightly clouded. But in post-monsoon and monsoon mornings heavy clouds are commonly observed whereas in the evening time the skies are light to moderately cloudy throughout the year.


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Wind pattern: The wind condition round the year is moderate with the prevailing direction being west followed by north-west. The wind speed varies from 2.3m/sin the months of October &November to 4.3m/sin the month of July.

Summer (March to May) Annual Figure 3-18: IMD Panjim (Goa) Windrose

3.10.2 Onsite Meteorological Condition

The data on meteorological parameters in the study area were monitored for the period March to May, 2018. The data was monitored from an automated weather-monitoring station sited near the project site. The instrument was located to allow free exposure to atmosphere all through the study period. The hourly onsite meteorological parameters recorded with an automated weather monitoring station are attached as Annex 3.1. The summary of onsite data is presented in Table 3.14.

Table 3-14: Summary of Site Specific Meteorological Data

Months Temperature (°C) Relative Humidity (%) Avg. Wind

Speed (m/s) Total

Rainfall (mm) Max Min Avg. Max Min Avg.

Mar 34.0 22.0 28.0 76.0 62.0 69.0 2.6 0.00 Apr 35.0 25.0 30.0 74.8 59.0 66.9 2.8 0.00 May 37.0 25.0 31.0 74.1 67.0 70.6 3.10 0.00 Average 35.3 24.0 29.7 75.0 62.7 68.8 2.83 0.0

Source: Sampling & Analysis by Envirotech East Pvt. Limited, Kolkata(March to May, 2018)

The Indian Meteorological Department (IMD) Panjim is located about 11 km away from site. As such, some mismatches from site data are expected. Moreover, IMD records the data at two times a day, at 0830 hours and at 1730 hours while the site specific data has been recorded at an hourly interval. On comparison, the following observations are brought out:

• The temperature recorded on site when compared with the IMD data, variation was found. The average maximum and minimum temperature recorded at site during March to May were 35.3P

0PC and

24P

0PC respectively, whereas the average maximum temperature recorded at IMD Panjim for the same


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season were 32.90C.The highest temperature (39.80C) in this season was observed on 7th April, 1989 as per IMD Panjim.

• The average relative humidity (maximum and minimum) was observed in the range of 75% to 62.7% during the study period whereas according to IMD Panjim, the average relative humidity (0830 hrs and 1730 hrs) is in the range of 76% to 66.3%. This variation could be because of the fact that the values considered for the site are actual values while the range of IMD data represents the average values of 30 years.

• The average wind speed recorded was 2.83 m/s. Wind rose diagram (Figure 3.19) from the monitored data shows that the predominant wind direction during the study period was mainly from North-West and South-East.

Figure 3-19: Onsite Wind Rose-March to May, 2018

3.11 AIR ENVIRONMENT The prime objective of the baseline air quality study was to establish the existing ambient air quality of the study area, which will also help to assess the conformity to standards of the ambient air quality during the operation of project. This section describes the identification of sampling locations, methodology adopted during the monitoring period and sampling frequency.

3.11.1 Parameter & Frequency of Monitoring and Methodology

Ambient air quality monitoring has been carried out twice a week in each location during the study period (March to May, 2018). The baseline data of ambient air has been generated for the following parameters as mentioned below.

• Particulate Matter (PM10 & PM2.5)


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• Sulphur Dioxide (SO2) • Nitrogen Dioxide (NO2) • Carbon monoxide (CO)

The duration of sampling of fine particulate matter (PM2.5), Respirable particulate matter (PM10), SO2 and NO2 was each twenty four hourly continuous sampling per day and CO was sampled for 8 hours continuous thrice in 24 hour duration. The monitoring was conducted for two days in a week for one month. This is to allow a comparison with the present revised standards mentioned in the latest Gazette Notification of the Central Pollution Control Board (CPCB) (November 2009).

It was ensured that the equipment was placed at a height of at least 3 to 4 m above the ground level at each monitoring station, for negating the effects of wind-blown ground dust. The distance of the sampler from any air flow obstacle i.e. buildings, walls, was more than two times the height of the obstacle. The equipment was placed at open space free from trees and vegetation which otherwise act as a sink of pollutants resulting in lower levels in monitoring results. Monitoring has been carried out as per the latest CPCB and MoEF&CC guidelines and notifications. The monitoring locations have been selected keeping in mind the seasonal as well as the annual wind direction pattern of the study area, accessibility, topography, safety and presence of inhabited localities. The details of the monitoring locations are depicted in the Table 3.15 and Figure 3.20.

Table 3-15: Air Quality Monitoring Stations

Code Location Name Distance (km) Direction

Selection Criteria Cij=Fj(1+Di),

where Cij= Coverage of ith station in jth direction, Fj= Frequency of wind in jth direction, Di= Distance of jth direction.

AAQ1 Project Site - -

AAQ2 Dabolim 0.5 SE Dominant downwind direction

AAQ3 Near GIDC’s Sancoale Industrial Estate 3.0 E Pre-dominant downwind

direction AAQ4 Vasco da Gama 0.5 NE Nearest major settlement AAQ5 Mangor 1.7 NW Dominant upwind direction AAQ6 BITS Pilani Campus 3.5 ENE Educational institute AAQ7 Mundvel 2.0 NW Dominant upwind direction

Source: Selection of sampling locations by GCPL


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Photographs: Ambient Air

3.11.2 Instruments used for Sampling and Analytical Techniques

With a view to collecting the samples, Ecotech Make Calibrated Respirable Dust Samplers (RDS-APM 460 BL) along with Gaseous attachment and Fine Particulate Matter (FPS-APM 550) have been used. The RDS is capable of drawing air at a flow rate of 0.95 to 1.3m3/min with very little pressure drop for RDS and FPS is designed to operate at an air flow rate of 1m3/hr. Filter papers (EPM 2000, Whatman & Whatman 46.2 mm dia) were used for the collection of samples to analyze them for particulate matters and heavy metals. Samples for analyzing SO2 & NO2 were collected by drawing air at a flow-rate of 0.5 liters per minute (lpm) through an absorbing solution for the duration of 24 hrs. Sampling and analysis methodology adopted is given in Table 3.16.

Table 3-16: Sampling and Analytical Methodology Sl. No. Parameter Methodology

1 Particulate Matter 10 (PM10) (µg/m3) IS:5182 (23) (Gravimetric method) 2 Particulate Matter 2.5 (PM2.5) (µg/m3) CPCB (Gravimetric method) 3 Sulphur Dioxide SO2 (µg/m3) West and Gaeke Method 4 Nitrogen dioxide NO2(µg/m3) IS 5182, Part 6, Jacob &Hochheiser modified 5 Carbon monoxide (mg/m3) IS 5182, Part 10, Non-dispersive Infrared Absorption method


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3.11.3 Analysis of Baseline Concentration

The analysis was carried out as per the method described in the applicable IS codes. Various statistical parameters like 98th percentile, average, standard deviation, maximum and minimum values have been computed from the observed raw data for all the AAQ monitoring locations. The results are shown in Table 3.17 to Table 3.21.

Table 3-17: Particulate Matter (PM10) in μg/m3 Locations Min Max STDEV 98P Mean NAAQS

AAQ1: Project Site 73.2 76.1 0.85 76.1 74.6 100 AAQ2: Dabolim 67.8 72.5 1.16 71.9 69.8 100

AAQ3: Near GIDC’s Sancoale Industrial Estate 69.4 74.8 1.54 74.6 72.2 100

AAQ4: Vasco da Gama 59.1 73.6 3.01 73.6 71.3 100 AAQ5: Mangor 58.9 63.7 1.12 63.0 60.9 100

AAQ6: BITS Pilani Campus 54.1 59.6 1.41 59.1 56.7 100 AAQ7: Mundvel 65.3 70.2 1.20 69.5 67.3 100


Table 3-18: Particulate Matter (PM2.5) in μg/m3 Locations Min Max STDEV 98P Mean NAAQS





Source: Sampling & Analysis by Envirotech East Pvt. Limited, Kolkata (March to May, 2018)

Table 3-19: Sulphur dioxide (SO2) in μg/m3 Locations Min Max STDEV 98P Mean NAAQS






Table 3-20: Nitrogen Dioxide (NO2) in μg/m3 Locations Min Max STDEV 98P Mean NAAQS


AAQ3: Near GIDC’s Sancoale 15.7 19.1 1.11 19.1 17.5 80


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Locations Min Max STDEV 98P Mean NAAQS Industrial Estate




Table 3-21: Carbon Monoxide (CO) in mg/m3 Locations Min Max STDEV 98P Mean NAAQS






Table 3-22: Consolidated 24 hours averaging Values of AAQ (98th Percentile) Location Distance Direction PM10

(μg/m3) PM2.5

(μg/m3) SO2

(μg/m3) NO2

(μg/m3) CO

(mg/m3) AAQ1: Project Site - - 76.1 38.5 14.9 20.9 0.89

AAQ2: Dabolim 0.5 SE 71.9 35.2 16.0 18.6 0.85 AAQ3: Near GIDC’s Sancoale

Industrial Estate 3.0 E 74.6 34.4 15.8 19.1 0.84

AAQ4: Vasco da Gama 0.5 NE 73.6 33.7 14.3 18.2 0.87 AAQ5: Mangor 1.7 NW 63.0 27.4 10.0 14.1 0.67

AAQ6: BITS Pilani Campus 3.5 ENE 59.1 25.9 9.7 13.8 0.59 AAQ7: Mundvel 2.0 NW 69.5 31.8 12.5 15.1 0.75

National Ambient Air Quality Standard Industrial, Residential, Rural & Other Areas 100 60 80 80 02 Ecologically Sensitive Area (notified by Central Government) 100 60 80 80 02 Source: Gazette of India Notification, dated 18th Nov, 2009 * Annual Arithmetic Means of minimum 104 measurements in a year at a particular site taken twice a week 24 hourly at uniform intervals, ** 24 hourly or 8 hourly or 1 hourly monitored values, as applicable shall be complied with 98% of the time in a year. 2% of the time they may exceed the limits but not on two consecutive days of monitoring, *** For CO, 8 hourly standard is being considered

Observation & Interpretation

Particulate Matter (PM10 & PM2.5): Maximum concentration of PM10 was recorded in Project site (76.1μg/m3) while the minimum concentration was recorded in AAQ6-BITS Pilani Campus (59.1μg/m3). The higher concentration of PM10 in project site may be attributed to its proximity to National Highway and the ongoing, construction activities in the vicinity and presence of commercial activities. PM2.5 ranges between 25.9μg/m3 inAAQ6-BITS Pilani Campus to 38.5μg/m3 in Project Site. The values recorded were well within the stipulated standard.


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Figure 3-21: 98 Percentile of Particulate Matter

Figure 3-22: 98 Percentile of Particulate Matter

Sulphur Dioxide (SO2): The values are well within the NAAQ standard prescribed by CPCB. The anthropogenic sources for SO2 emissions are high vehicular movement. The concentration ranges from 9.7 μg/m3 in the BITS Pilani Campus to 16.0 μg/m3at Dabolim.

76.1 71.9 74.6 73.6 63.0 59.1

69.5

0.0

20.0

40.0

60.0

80.0

100.0

120.0

AAQ1 AAQ2 AAQ3 AAQ4 AAQ5 AAQ6 AAQ7

PM10 μg/m3

PM 10 Standard

38.5 35.2 34.4 33.7

27.4 25.9 31.8

0.0

10.0

20.0

30.0

40.0

50.0

60.0

70.0


PM2.5 μg/m3

PM 2.5 Standard


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Figure 3-23: 98 Percentile of S02

Nitrogen Dioxide (NO2): The primary sources of NO2 in the study area are motor vehicles, DG sets and residential sources that burn fuels. NO2 is one of the main ingredients involved in the formation of ground level zone, which can trigger serious respiratory problems. In the study area, NO2 varied from 13.8μg/m3 at BITS Pilani Campus to 20.9μg/m3 at Project Site. The values are, however, well within the National Ambient Air Quality Standards.

Figure 3-24: 98 Percentile of NO2

Carbon Monoxide (CO): Anthropogenic emissions of carbon monoxide originate mainly from incomplete combustion of carbonaceous materials like coal, oil, etc. Also the largest proportions of these emissions are produced as exhausts of internal combustion engines, especially by motor vehicles. The minimum value 0.59 mg/m3 of CO was observed in BITS Pilani Campus while the maximum value, 0.89 mg/m3 was observed at project site. The values observed were well below the NAAQ standard of 2 mg/m3 for 8 hourly sampling.

14.9 16.0 15.8 14.3 10.0 9.7 12.5

0.0

10.0

20.0

30.0

40.0

50.0

60.0

70.0

80.0

90.0


SO2 μg/m3

SO2 Standard

20.9 18.6 19.1 18.2 14.1 13.8 15.1

0.0

10.0

20.0

30.0

40.0

50.0

60.0

70.0

80.0

90.0


NO2 μg/m3

NO2 Standard


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Figure 3-25: 98 Percentile of Carbon Monoxide (CO)

3.12 SOUND PRESSURE LEVEL

3.12.1 Frequency & Parameters of Sampling

Sound Pressure Level (herein referred to as Noise levels) was recorded at an interval of 60 minutes during the day and night time to compute the day equivalent, night equivalent and day-night equivalent level. The noise level was monitored once during the study period at each monitoring location. The noise level is recorded in dB(A). The important parameters measured are Leq, Lday, and Lnight.

Leq: Noise monitoring equipments provide the facility for measurement of Leq directly. However, Leq can also be calculated using the following equation:

Leq (hourly) = L50 + (L10 - L90)2/60 Where,

L10 (Ten Percentile Exceeding Level) is level of sound, which exceeds 10% of the total time of measurement L90 (Ninety Percentile Exceeding Level) is level of sound, which exceeds 90% of the total time of measurement. Leq: This represents Leq of whole day including night. Leq is calculated as logarithmic average using the hourly Leq for whole 24 hrs in a day. Lday: This represents Leq of day-time. Lday is calculated as logarithmic average using the hourly Leq’s for day time hours from 6.00 AM to 10.00 PM Lnight: This represents Leq of night-time. Lnight is calculated as logarithmic average using the hourly Leq’s for night-time hours from 10.00 PM to 6.00 AM

0.89 0.85 0.84 0.87 0.67 0.59

0.75

0.00

0.50

1.00

1.50

2.00

2.50


CO mg/m3

CO Standard


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3.12.2 Instruments used for Sampling

Envirotech make automatic sound level meter (SLM100) was used for measuring the noise levels. This instrument measures Sound Pressure Level (SPL), maximum sound pressure level (max) and equivalent continuous noise level (Leq).

3.12.3 Sampling and Analytical Techniques

The noise level was recorded continuous for 24hours at an interval of 1hour. The hourly average computed from the noise reading taken at every 5minutes’ interval. The monitoring was carried out once during the study period. The important parameters to be measured are Leq, Lday, and Lnight.

3.12.4 Monitoring Locations

Assessment of ambient noise levels is an important parameter in preparation of impact assessment report. Noise levels are more annoying in the night time particularly in the residential area. The environmental impact of noise can have several effects varying from annoyance to hearing loss depending on loudness of noise levels. The monitoring for noise levels was done in 7locations keeping considering the population and traffic of the area. The locations are given in Table 3.23 and Figure 3.26.

Table 3-23: Noise Level Monitoring Locations Code Location Name Distance (km) Direction Site Character

N1 ENE Boundary end of runway 0.7 ESE Project site N2 WSW Boundary end of runway 2.0 WSW Project Site

N3 Dabolim 0.5 10SE Residential

N4 Vasco da Gama 0.5 NE Residential

N5 BITS Pilani Campus 3.5 ENE Commercial

N6 Near GIDC’s Sancoale Industrial Estate 3.0 E Industrial Area

N7 Mundvel 2.0 NW Industrial Area Source: Selection of sampling locations by GCPL

3.12.5 Analysis of Baseline Concentration

The major source of the noise level fluctuation in daytime and night time was observed majorly due to the vehicular movement. Leq Day Time: The maximum noise level in daytime observed was 70.2 dB(A) near GIDC’s Sancoale Industrial Estate and minimum noise level observed was 50.8 dB(A) at Mundvel. Within both ends of the runway, the Leq value is slightly exceeding the prescribed limit of CPCB.


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Leq Night Time: The maximum noise level in night time observed was 49.2 dB(A) near ENE Boundary end of runway minimum noise level was 41.1 dB(A) at NH-25 at Mundvel (Figure 3.27 & 3.28). Analysis results for of Ambient Noise level in day time and night time are represented in Table 3.24.

Table 3-24: Ambient Noise Level in Day time & Night time Noise

Location Day Night

Lmax L min Leq Lmax Lmin Leq N1 75.1 53.3 69.2 53.4 41.4 49.2 N2 75.5 51.2 69.1 51.3 42.7 48.4 N3 57.1 42.1 53.0 47.1 40.1 43 N4 54.7 44.9 50.9 46.1 40.3 43 N5 54.2 45.0 50.9 44.9 41.9 43.7 N6 75.2 55.3 70.2 53.4 44.7 48.6 N7 54.8 41.7 50.8 42.1 40.1 41.1

Ambient Noise Standards (CPCB)

Area code Category of area

Limits in dB(A), Leq Area code Category of

area

Limits in dB(A), Leq Day Time

Night Time

Day Time

Night Time

A Industrial Area 75 70 C Residential Area 55 45 B Commercial Area 65 55 D Silent Zone 50 40

Source: Sampling & Analysis by Envirotech East Pvt. Limited, Kolkata(October to December, 2018) *Silent zone is defined as an area up to 100 meters around such premises as hospitals, educational institutions and courts. The silence zones are to be declared by the competent authority. Note: (i) Day time means 06:00 hrs to 22:00 hrs, (ii) Night time means 22:00 hrs to 06:00 hrs

Figure 3-27: Ambient Noise Level during Day


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Figure 3-28: Ambient Noise Level at Night

3.13 BASELINE TRAFFIC SCENARIO Traffic Volume count was done at 3 locations marked on the map in Figure 3.29 and given in Table 3.25. The monitoring was conducted in May, 2018. Per hour classified Volume Count was done for different categories of vehicles. The traffic volume count was done as per IRC code and 2 staffs were deployed for single direction vehicular movement. The total numbers of vehicles per hour under the categories are determined.

Table 3-25: Existing Traffic Scenario

Location

Dist

ance

(km

)

Dire

ctio

n

2/3 Wheelers Cars LMV Bus/Truck Heavy Vehicles

Tota

l PCU

/hr d

urin

g

2017

-18

No./h

r

PCU/

hr

No./h

r

PCU/

hr

No./h

r

PCU/

hr

No./h

r

PCU/

hr

No./h

r

PCU/

hr

T1: Airport Area (On NH 566) 0.05 N 124 62 161 161 132 198 22 66 23 103.5 591 T2: Towards North Goa (On NH 66)

8.5 E 178 89 202 202 178 267 35 105 61 274.5 937.5

T3: Towards Nagoa (On NH

66) 9.4 SE 161 80.5 192 192 177 265.5 29 87 49 220.5 845.5

Source: Traffic Survey by GCPL

Based on the results of the survey, the existing PCU of each location was compared with the capacity of each type of road as suggested by Indian Road Congress thus determining the existing Level of Service (LoS) for each location. The calculation is given in Chapter 4.


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3.14 ECOLOGICAL ENVIRONMENT

A baseline terrestrial ecology has been established to understand the ecological condition of the study area. The purpose of establishing the baseline is to collect comprehensive and up-to-date ecological information relating to the study area to allow an assessment of potential impacts associated with the construction and operation of the project on terrestrial ecology. It is also used to propose suitable mitigation measures, and for the development of monitoring programme where necessary. The ecological baseline information is collected through literature reviews and District census Handbooks.

3.14.1 Forest Resource

The Forest Survey of India has mapped the forest types in using satellite data with reference to Champion and Seth Classification. As per this assessment in the State of Forest Report 2011, the state has 5 forest types as of 2011 which belong to five forest type groups as listed in Table 3.26.

Table 3-26: Forest types reported in Goa No Forest type % area 1. Tropical wet evergreen 24.97 2. Tropical semi evergreen 19.33 3. Tropical moist deciduous 25.39 4. Littoral and swamp 0.45 5. Tropical dry deciduous 0.01

Source: State Forest Report, 2011, Forest Department

3.14.2 Project Site

The project site is under operation of Airports Authority of India and devoid of forest. The only trees available in the project site are those developed under greenbelt programme of the airport.

3.14.3 Cropping Pattern

The chief food crops in the district are paddy and other cereals, millets and pulses, sugarcane and vegetables along with horticultural crops such as cashew nuts, coconut, arecanut, and other fruits like mango, pineapple, papaya, jackfruit, bananas etc. Paddy is the predominant crop and accounts for 33% of the area under food crops including that under horticultural crops and 60% of the area under the food crops excluding paddy that under horticultural crops. The rest of the area sown is under cereals and pulses, sugarcane, vegetables accounts for 7%.The district is an important producer of commercial crops such as cashew nuts, coconut, areca nut, pineapples, mango etc. (source: District Census Handbook, South Goa District, 2011).

3.14.4 Floral Composition

Not much tree cover is observed in the study area. Large population of Anacardiumoccidentale (Kaju) was observed at almost entire study area. The wild population of Caryotaurens (Birlomad) and Bombaxceiba


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(Shimul) are the characteristic of this area. Acacia auriculiformis is observed to be planted at many places and at some places they developed as dominant vegetation. The dominant tree species, herbs, shrubs and major crops were documented during this baseline study. The list of floral species documented in the study area is enlisted in Table 3.27. (Source: Earlier EC Report for Construction of Parallel Taxi Trac at Dabolim Airport, October 2017, prepared by Engineers India Limited, Document No. B005-EI-1742-1701 Rev. No. 0)

Table 3-27: Floral species documented in the study area Sl. No. Scientific name Vernacular name

Trees 1 Mangiferaindica Ambao 2 Anacardiumoccidentale Kaju 3 Polylathialongifolia Ashok 4 Alstoniascholaris Saptparni 5 Plumeriarubra Khairchampo 6 Wrightiatinctoria Kodumuki 7 Areca catechu Supari 8 Caryotaurens Birlomad 9 Cocosnucifera Mad

10 Phoenix sylvestris Ramkhajuri 11 Avicennia marina Tivar 12 Avicenniaofficinalis Upati 13 Bombaxceiba Shimul 14 Garugapinnata Kakad 15 Bauhinia racemosa Shimalo 16 Delonixregia Gaulmor 17 Peltophorumpterocarpum Sonmukhi 18 Tamarindusindicum Embali 19 Casuarinaequisetifolia Sura 20 Garciniaindica Kokam 21 Terminaliaarjuna Holematti 22 Terminaliabellerica Tare 23 Terminaliatomentosa Asan 24 Phyllanthusemblica Amrali 25 Thespesiapopulnea Bhindi 26 Acacia auriculiformis Austrianbaval 27 Albiziaprocera Kilai 28 Leucaenaleucocephala Vilayatibaval 29 Artocarpusheterophyllus Phannus 30 Ficushispida Kharoti 31 Ficusreligiosa Pimpal 32 Erythrinavariegata Sisam 33 Zizyphusxylopyra Ran -bor 34 Murrayapaniculata Mitholimado


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Sl. No. Scientific name Vernacular name 35 Sapindusemarginatus Ritha 36 Sapinduslaurifolius Ritha 37 Sterculiavillosa Sarda

Shrubs

1 Adhatodavasica Adaso 2 Holarrhenaantidysenterica Koodsaloo 3 Neriumindicum Kaneri 4 Carissa congesta Balli, Karvanda 5 Calotropisprocera Akado 6 Cassia occidentalis Kasundri 7 Ipomoea fistulosa Nasarmo 8 Euphorbia neriifolia Nivalkamyem 9 Euphorbia nivulia Thorkantolo

10 Euphorbia tirucalli Portugalinival 11 Jatrophacurcas Ratanjot 12 Jatrophagossypifolia Pardesidevalo 13 Manihotesculenta Tapioca 14 Lawsoniainermis Garanth 15 Melastomamalabaricum Liakeri 16 Memecylonumbellatum Harchari 17 Micheliachampaca Champa 18 Abelmoschusmanihot Kasturibhendi, JangliBhindi 19 Abutilon indicum Khansaki 20 Bougainvillea spectabilis Bugamvil 21 Sesbaniasesban Shevari 22 Cajanuscajan Tur 23 Zizyphusmauritiana Boadi 24 Ixoracoccinea Gudde – dasal 25 Lantana camara Aripu 26 Vitexnegundo Nimgud

Herbs 1 Colocasiaesculenta Arvi, Champu 2 Pisitastratiotis JalKhumbi 3 Barleriaprionitis Vajradanti 4 Belpharisasperrium Akada 5 Eranthemumroseum Dasmuli 6 Justiciaprocumbens Karambal 7 Rungiapectinata Sut 8 Aervalanata Chhaya, gorakhbuti 9 Ageratum conyzoides JangliPhudina

10 Blumeaeriantha Kukronda 11 Blumeavirens JangliMuli 12 Ecliptaprostrata Bhringaraj, keshraj 13 Echinopsechinatus Utakatira


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Sl. No. Scientific name Vernacular name 14 Grangeamaderaspatana Mastaru 15 Gomphrenaglobosa Gul-e-Makhmal 16 Tridaxprocumbens KhalMuriya 17 Vernoniacinerea Sahadevi

Source: (i) Field Survey (ii) Secondary Reports

Among recorded plant species during this survey conducted in and around the study area; Garciniaindica, can be assigned as the endemic plants of Northern and Central westernGhats (Vaishali, 2000).

3.14.5 Faunal Composition

For the documentation of the faunal biodiversity of the study area with respect to birds, reptiles, amphibians, a detailed survey had been conducted within approachable terrestrial portion of the study area of 10 km radius from Project site. Discussion with local people and reference of secondary reports ( Earlier EC Report for Construction of Parallel Taxi Trac at Dabolim Airport, October 2017, prepared by Engineers India Limited, a govt. of India undertaking, QCI/NABET Accrediated EIA Consultancy Organization, Document No. B005-EI-1742-1701 Rev. No. 0) were taken to prepare the inventory.Detail given in Table No. 3.28. Reptiles: The State has a large reptilian/amphibian population. This includes the ubiquitous common house gecko, a variety of frogs and the common skink, monitor lizard, Garden Lizard. Twenty-three species of snakes are found in Goa. The non-poisonous variety of snakes include the common blind snake, the Russell sand boa, the Indian python, the Indian wart snake, trinket snake, Indian rat snake, golden tree snake, common wolf snake, ,chequered keel back, striped keel back, Indian gamma and common green whip snake. Commonly observed reptilian fauna in the study area.

Mammals: There are almost fifty species of mammals found in the State. Most of these are unfortunately hardly ever visible to the average visitor. Among the mammals found in the study area are common Jackal, Monkeys, Indian civet, wild dog, Indian hare, Gaur, Indian porcupine, Wild boar and the mongoose. Monkeys are found all across Goa. The most common species is the pink-bottomed macaque followed by the Hanuman langur. Goa has four species of bats, the fruit bat, the Dormers bat, the rufous horse-shoe bat, and the Malay fox vampire. Flying foxes are also present in large numbers. Most of these are found in the rural interior areas. The Indian giant squirrel, the smaller three-striped squirrel and the five-striped palm squirrel are also found in most areas. No threatened, rare and endangered faunal species were present in the IUCN Red List of threatened animals.

Aves-fauna: Goa has an abundant birdlife. There are some very colourful species found in the State and among these are the three common species of kingfisher: the stork-billed kingfisher is the largest and most distinctive, the breasted kingfisher and and the common kingfisher is the others. Other common and brightly coloured species include the grass-green, blue and yellow bee-eaters, the golden oriole, and the


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Indian roller, Hoopes, purple sunbirds, and several kinds of bulbuls, babblers and drongos. The exotic paradise flycatcher is fairly widespread in Goa and among the region's most exquisite birds.

The snowy white cattle egret, the large egret and the little egret and herons are most common in the paddy fields along with cows and buffaloes. The beautiful white bellied fish eagle, the brahminy kite and the pariah kite are birds of prey found around towns and fishing villages. House crows, jackdaws, king vultures and the white-backed vulture are also seen in most areas. In the state's forests are found the grey hornbill, the Indian pied hornbill and the magnificent great pied hornbill, several species of woodpecker including the lesser goldenback woodpecker and the Indian great black woodpecker, the red junglefowl, the grey or Sonnerat's jungle fowl.

Table 3-28: Faunal species recorded in the study area Sl. No. Local Names Zoological Names Schedule as

per WPA, 1972 Status as per IUCN

Reptiles (common) 1 Common garden lizard Calotesversicolor - Least Concern 2 Brahminy skink Mabuyacarinata - Least Concern 3 House Gecko Hemidactylusflaviviridis - Least Concern 4 Indian Cobra Najanaja Sch II Least Concern 5 Common rat snake Ptyasmucosus Sch II Least Concern

Snakes 1 Vine Snake Ahaetullanasutus - - 2 Common Indian Cat Snake. Boigatrigonata - - 3 Common Indian Krait Bungaruscaeruleus - - 4 Coral Snake Calliophisnigrescens - - 5 Trinket Snake Coelognathushelena - - 6 Saw scaled Viper Echiscarinatus - - 7 Johns sand boa Eryxjohnii - - 8 Common Sand Boa Gongylophisconicus - - 9 Common Wolf snake Lycodonaulicus - -

10 Green keelback Macropisthodon - - 11 Indian Spectacled Najanaja - - 12 Common Kukri snake Oligodonarnensis - - 13 Variegated Kukri Oligodontaeniolatus - - 14 Indian Rat Snake Ptyas mucosa - - 15 Indian Rock Python Python molurus - - 16 Brahminy worm Ramphotyphlops - - 17 Checkeredkeelback Xenochropispiscator - -

Lizards, Skinks 1 Sheddo Calotesrouxii - - 2 Sheddo Calotesversicolor - - 3 - Chamaeleozeylanicus - - 4 Shirli Mabuyamacularia - -

Amphibians


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Sl. No. Local Names Zoological Names Schedule as

per WPA, 1972 Status as per IUCN 1 Manaki Duttaphrynusmelanostictus - - 2 Bebo Hoplobatrachustigerinus - - 3 Bebki Euphlyctiscyanophlyctis - - 4 Bebki Sphaerothecabreviceps - - 5 Bebki Ranamalabarica - -

Mammals 1 Five striped Palm squirrel Funambuluspennanti Sch IV Least Concern 2 Common Mongoose Herpestesedwardsi Sch II Least Concern 3 Hare Lepusnigricollis Sch IV Least Concern 4 Indian wild Boar Sus scrofa Sch III Least Concern 5 Kolindar Bandicotaindica - Least Concern 6 Pakho Cynopterusbrachyotis - Least Concern 7 Chani, Khar Funambuluspalmarum - Least Concern 8 Mungoos, Munghas, Herpestesedwardsii - Least Concern 9 Udh Lutralutra - Least Concern

10 Khete, Makod. Macacaradiata - Least Concern 11 Undir Musbooduga - Least Concern 12 Vagul Pipistrellusdormeri - Least Concern 13 Vanor Presbytis entellus - Least Concern 14 Undir Rattusrattus - Least Concern

Aves 1 Grey Jungle fowl Gallus sonneratii Sch IV - 2 Crimson breasted Barbet Megalaimahaemacephala Sch IV - 3 Small green Barbet Megalaimaviridis Sch IV - 4 Pigmy woodpecker Picoidesnanus Sch IV - 5 Hoopoe Upupaepops - - 6 Kingfisher Alcedoatthis Sch IV - 7 Blue Tailed bee eater Meropsphilippinus - - 8 Chestnut headed bee eater Meropsleschenaulti - - 9 Indian Drongo Cuckoo Surniculuslugubris Sch IV -

10 Koel Eudynamysscolopaceae Sch IV - 11 Crow Pheasant Centropussinensis Sch IV - 12 House swift Apusaffinis - - 13 Rufous turtle dove Streptopeliaorientalis Sch IV - 14 Black winged kite Elanuscaeruleus - - 15 Brahminy Kite Haliasturindus - - 16 Cattle Egret Bubulcus ibis Sch IV - 17 Pond Heron Ardeolagrayii Sch IV - 18 Indian robin Saxicoloidesfulicata - - 19 Magpie- Robin Copsychussaularis - - 20 Tailor bird Orthotomussutorius - - 21 Small sun bird Nectarinia minima Sch IV - 22 Purple rumped sun bird Nectariniazeylanica Sch IV - 23 Jungle Myna Acridotheresfuscus - - 24 Thick billed Warbler Acrocephalusaedon - -


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per WPA, 1972 Status as per IUCN 25 Paddyfield Warbler Acrocephalus26agricola - - 26 Common Iora Aegithinatiphia - - 27 Common name Scientific name - - 28 Common Kingfisher Alcedoatthis - - 29 White-breasted Waterhen Amaurornisphoenicurus - - 30 Northern Pintail Anasacuta - - 31 Common Teal Anascrecca - - 32 Spot-billed Anaspoecilorhyncha - - 33 Asian Openbill Anastomusoscitans - - 34 Richards Pipit Anthusrichardi - - 35 Lesser Spotted Eagle Aquila pomarina - - 36 Grey Heron Ardeacinerea - - 37 Purple Heron Ardeapurpurea - - 38 Indian Pond-Heron Ardeolagrayii - - 39 Cattle Egret Bubulcus ibis - - 40 Grey-bellied Cuckoo Cacomantispasserinus - - 41 Greater Short-toed Lark Calandrellabrachydactyla - - 42 Rufous woodpecker Celeusbrachyyurus - - 43 Pied Kingfisher Cerylerudis - - 44 White throated Babbler Dumetiahyperythra - - 45 Western Reef-Egret Egrettagularis - - 46 Black-winged Kite Elanuscaeruleus - - 47 Ashy-crowned Sparrow-Lark Eremopterixgrisea - - 48 Common Coot Fulicaatra - - 49 Watercock Gallicrexcinerea - - 50 Common Moorhen Gallinulachloropus - - 51 White-throated Kingfisher Halcyon smyrnensis - - 52 White-bellied Fish-Eagle Haliaeetusleucogaster - - 53 Brahminy Kite Haliasturindus - - 54 Black-winged Stilt Himantopushimantopus - - 55 Red rumped Swallow Hirundodaurica - - 56 Yellow-browed Bulbul Ioleindica - - 57 Rufous back Shrike Laniusschach - - 58 Little Green Bee-eater Meropsorientalis - - 59 Intermediate Egret Mesophoyxintermedia - - 60 Black Kite Milvusmigrans - - 61 Large Pied wagtail Motacillamadaraspatensis - - 62 Purple Sunbird Nectariniaasiatica - - 63 Purple rumped Sunbird Nectariniazeylonica - - 64 Black headed oriole Oriolusxanthornus - - 65 House Sparrow Passer domesticus - - 66 Indian Peafowl Pavocristatus - - 67 Stork-billed Kingfisher Pelargopsiscapensis - - 68 Spotted Babbler Pellorneumruficeps - - 69 Small Minivet Pericrocotuscinnamomeus - - 70 Plain Prinia Priniainornata - - 71 Ashy Prinia Priniasocialis - - 72 Red vented Bulbul Pycnonotuscafer - -


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per WPA, 1972 Status as per IUCN 73 Red whiskered Bulbul Pycnonotusjocosus - - 74 WhitethroateFantailflycatcher Rhipiduraalbicollis - - 75 Indian Robin Saxicoloidesfulicata - - 76 River Tern Sterna aurantia - - 77 Spotted Dove Streptopeliachinensis - - 78 BrahminyMyna Sturnuspagodarum - - 79 Rosy Starling Sturnusroseus - - 80 Common Sandpiper Tringahypoleucos - - 81 Jungle Babbler Turdoidesstriatus - - 82 Hoopoe Upupaepops - - 83 Red-wattled Lapwing Vanellusindicus - -

Source: Secondary Reports (Earlier EC Report for Construction of Parallel Taxi Trac at DabolimAirport, October 2017, by Engineers India Limited, a govt. of India,, Document No. B005-EI-1742-1701 Rev. No. 0) & Field Survey.

3.15 SOCIAL ENVIRONMENT

3.15.1 Demographic Profile

The study area, as given in Table 3.29, indicates that there are 24 villages and 12 towns in the study area. This information for the analysis is sourced from the Census of India, 2001 and Census of India, 2011 data. Therefore, populations of villages located even partially in the study area have been considered in enumerating the study area population. As per the census of India, 2011, the total population is 298568 out of which 154526 are males and 144042 are females. The higher increase is due to rapid urbanization of the area city expansion. The comparative analysis of the demographic features of the Study Area for Census 2001 and 2011 are given in Table 3.29. The gender ratio of the project site has increased 929 to 932 from 2001 to 2011. This increasing trend in gender ratio has been observed in the whole study region and can also be seen in the predicted gender ratio value of 2011.

Table 3-29: Gender Ratio of the Study Area Gender Ratio

Total Population Male Female Gender Ratio

Para

met

ers

Num

ber o

f Vi

llage

s/Tow

ns

2001

2011

Proj

ecte

d 20

19

2001

2011

Proj

ecte

d 20

19

2001

2011

Proj

ecte

d 20

19

2001

2011

Proj

ecte

d 20

19

Project site 2 100852 100420 101212 53516 52775 53257 47336 47645 47955 885 903 900 within 5 km 8 28858 36082 41129 15662 19219 21704 13196 16863 19425 843 877 895 5km to 7km 9 34791 35909 37786 18090 19182 19945 16701 16727 17841 923 872 895

7km to 10km 17 113082 126157 135623 56616 63350 68051 56466 62807 67572 997 991 993

Study Area 36 277583 298568 315750 143884 154526 162957 133699 144042 152793 929 932 938 Source: Census of India 2001 & 2011


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3.15.2 House Hold Size

The household size in study area is 4.2 according to census 2011 and 4.5 according to Census 2001. The decrease in the household size is again due to influx of labors that has been marked as families in the Census data (Table 3.30).

Table 3-30: Household Size of Study Area Household Size

Para

met

ers

Num

ber o

f Vi

llage

s/Tow

ns Total Population No. of Households Household Size

2001

2011

Proj

ecte

d 20

19

2001

2011

Proj

ecte

d 20

19

2001

2011

Proj

ecte

d 20

19

Project site 2 100852 100420 101212 22540 22957 23244 4.5 4.4 4.4 within 5 km 8 28858 36082 41129 6327 8232 9562 4.6 4.4 4.3 5km to 7km 9 34791 35909 37786 7518 8329 8896 4.6 4.3 4.2

7km to 10km 17 113082 126157 135623 25275 31252 35431 4.5 4.0 3.8 Study Area 36 277583 298568 315750 61660 70770 77133 4.5 4.2 4.1 Source: Census of India 2001 & 2011

3.15.3 Child Population and Sex Ratio

As per the 2001 and 2011 census, the total population between the ages of 0–6 years was 30353 and 29728 respectively. Child sex ratio as per census 2011 was 932 compared to 921 of census 2001 indicating increase in female child (Table 3.31).

Table 3-31: Child Population Sex Ratio of Study Area

Total P_06 Male_06 Female_06 Gender Ratio_06

Para

met

ers

Num

ber o

f Vi

llage

s/Tow

ns

2001

2011

Proj

ecte

d 20

19

2001

2011

Proj

ecte

d 20

19

2001

2011

Proj

ecte

d 20

19

2001

2011

Proj

ecte

d 20

19

Project site 2 11794 10724 10744 6256 5709 5719 5538 5015 5025 885 878 879 within 5 km 8 3567 4021 4214 1889 2022 2113 1678 1999 2101 888 989 994 5km to 7km 9 3511 3481 3520 1755 1788 1809 1756 1693 1711 1001 947 946

7km to 10km 17 11481 11502 11516 5901 5868 5847 5580 5634 5669 946 960 970

Study Area 36 30353 29728 29994 15801 15387 15488 14552 14341 14506 921 932 937 Source: Census of India 2001 & 2011

3.15.4 Vulnerable Group

While devising any development plan, it is very important to identify the population who fall under the marginalized and vulnerable group. In India, the vulnerable groups are mainly Scheduled Castes and Schedules Tribes. Special attention has to be given towards these groups while making socio-economic intervention plans as these groups are worst affected during land acquisition and they get the worst


CHAPTER

THREE



Limited

PAGE

3-47

compensation deals from any development project. The statistics regarding to the Social Profile of the human population (distribution of SC & ST Community) in the study area are given in Table 3-32. 1.7% of the population in the study area is in SC category and 7.6 % is in ST category as per the 2011 Census.

Table 3-32: Social Profile of Vulnerable Groups Vulnerable Group

Total Population SC ST

Para

met

ers

Num

ber o

f Vi

llage

s/Tow

ns

2001

2011

Proj

ecte

d 20

19

2001

2011

Proj

ecte

d 20

19

2001

(%)

2011

(%)

Proj

ecte

d 20

19

2001

2011

Proj

ecte

d 20

19

2001

(%)

2011

(%)

Proj

ecte

d 20

19(%

)

Project site 2 100852 100420 101212 1674 2226 2611 1.7 2.2 2.6 91 787 887 0.1 0.8 0.9

within 5 km 8 28858 36082 41129 162 248 304 0.6 0.7 0.7 0 1288 1354 0.0 3.6 3.3

5km to 7km 9 34791 35909 37786 323 297 283 0.9 0.8 0.7 8 6477 6589 0.0 18.0 17.4

7km to 10km 17 113082 126157 135623 1996 2379 2645 1.8 1.9 2.0 20 14047 15148 0.0 11.1 11.2

Study Area 36 277583 298568 315750 4155 5150 5843 1.5 1.7 1.9 119 22599 23978 0.0 7.6 7.6

Source: Census of India 2001 & 2011


CHAPTER THREE


Environment Consultant: Greencindia Consulting Private Limited

PAGE 3-48

3.15.5 Literacy Rate

Literacy rate is one of the most significant indicators of human and social development. This is not only reflecting on the educational attainment of the population but also reflects on the status of women, caste equation and economic condition of a particular area. It also shows the skill level of the people and their capability to get trained and work. The literacy rate of male and female is given in Table 3.33 to describe the total and gender- wise literacy rate of the people in the Study Area.

Table 3-33: Literacy Rate

Total Population Total Male Total Female Total Literate Male Literate Female Literate

Para

met

ers

Num

ber o

f Vi

llage

s/Tow

ns

2001

2011

Proj

ecte

d 20

19

2001

2011

Proj

ecte

d 20

19

2001

2011

Proj

ecte

d 20

19

2001

2011

Proj

ecte

d 20

19

2001

(%)

2011

(%)

Proj

ecte

d 20

19(%

) 20

01

2011

Proj

ecte

d 20

19

2001

(%)

2011

(%)

Proj

ecte

d 20

19(%

) 20

01

2011

Pr

ojec

ted

2019

(%)

2001

(%)

2011

(%)

Proj

ecte

d 20

19(%

)

Proje

ct sit

e

2

1008

52

1004

20

1012

12

5351

6

5277

5

5325

7

4733

6

4764

5

4795

5

7521

1

8080

7

8472

0

74.58

80.47

83.71

4255

6

4409

8

4517

6

79.52

83.56

84.83

3265

5

3670

9

3954

4

68.99

77.05

82.46

withi

n 5 km

8

2885

8

3608

2

4112

9

1566

2

1921

9

2170

4

1319

6

1686

3

1942

5

2033

5

2833

3

3392

6

70.47

78.52

82.49

1200

6

1597

6

1875

5

76.66

83.13

86.41

8329

1235

7

1517

1

63.12

73.28

78.10

5km

to 7k

m

9

3479

1

3590

9

3778

6

1809

0

1918

2

1994

5

1670

1

1672

7

1784

1

2539

7

2878

8

3115

4

73.00

80.17

82.45

1439

0

1625

3

1755

5

79.55

84.73

88.02

1100

7

1253

5

1359

9

65.91

74.94

76.22


CHAPTER THREE



PAGE 3-49

Total Population Total Male Total Female Total Literate Male Literate Female Literate

Para

met

ers

Num

ber o

f Vi

llage

s/Tow

ns

2001

2011

Proj

ecte

d 20

19

2001

2011

Proj

ecte

d 20

19

2001

2011

Proj

ecte

d 20

19

2001

2011

Proj

ecte

d 20

19

2001

(%)

2011

(%)

Proj

ecte

d 20

19(%

) 20

01

2011

Proj

ecte

d 20

19

2001

(%)

2011

(%)

Proj

ecte

d 20

19(%

) 20

01

2011

Pr

ojec

ted

2019

(%)

2001

(%)

2011

(%)

Proj

ecte

d 20

19(%

)

7km

to 10

km

17

1130

82

1261

57

1356

23

5661

6

6335

0

6805

1

5646

6

6280

7

6757

2

8708

9

1046

42

1169

27

77.01

82.95

86.21

4621

6

5412

6

5966

3

81.63

85.44

87.67

4087

3

5051

6

5726

4

72.39

80.43

84.75

Stud

y Are

a

36

2775

83

2985

68

3157

50

1438

84

1545

26

1629

57

1336

99

1440

42

1527

93

2080

32

2425

70

2667

27

74.94

81.24

84.47

1151

68

1304

53

1411

49

80.04

84.42

86.62

9286

4

1121

17

1255

78

69.46

77.84

82.19

Source: Census of India 2001 & 2011 * Projected

From the above table it can be seen that the literacy rate in the study are 74.94% and 81.24% according Census 2001 and 2011 respectively. This is more than the national literacy rate of 74.1%. The study area also follows the trend as in other parts of the country by exhibiting an increase in the literacy rate since 2001. The female literacy rate has also shown an improvement and stands at 77.84% in 2011.

DRAFT EIA REPORT For Expansion of Dabolim Airport, Goa in Respect Of Extension of Existing Integrated Terminal Building & Existing Apron at Dabolim Village, South Goa District in Goa

CHAPTER THREE



PAGE 3-45

3.15.6 Work Participation

In the study area people are mainly involved activities other than agriculture, including secondary and tertiary jobs. The Work Participation Rate was found to be about 36.81% & 40.90% according to census 2001 & 2011 respectively. About 87.72% and 87.98% was found to be main workers according to Census 2001 and 2011 while the rest was marginal workers according to census. Details of working population are described below.

Table 3-34: Percentage of Working Population

Total Population Total Worker Main worker Marginal Worker Non Worker

Para

met

ers

Num

ber o

f Vi

llage

s/Tow

ns

2001

2011

Proj

ecte

d 20

19

2001

2011

Proj

ecte

d 20

19

2001

(%)

2011

(%)

Proj

ecte

d 20

19(%

)

2001

2011

Proj

ecte

d 20

19

2001

(%)

2011

(%)

Proj

ecte

d 20

19(%

)

2001

2011

Proj

ecte

d 20

19

2001

(%)

2011

(%)

Proj

ecte

d 20

19(%

)

2001

2011

Proj

ecte

d 20

19

2001

(%)

2011

(%)

Proj

ecte

d 20

19(%

)

Proje

ct sit

e

2

1008

52

1004

20

1012

12

3448

1

3949

2

4330

1

34.19

39.33

42.78

3040

1

3464

2

3734

5

88.17

87.72

86.25

4080

4850

5956

11.83

12.28

13.75

6637

1

6092

8

5791

1

65.81

60.67

57.22

withi

n 5 km

8

2885

8

3608

2

4112

9

1150

7

1534

7

1717

1

39.87

42.53

41.75

1013

8

1334

5

1489

8

88.10

86.96

86.76

1369

2002

2273

11.90

13.04

13.24

1735

1

2073

5

2395

8

60.13

57.47

58.25

5km

to 7k

m

9

3479

1

3590

9

3778

6

1341

7

1568

8

1865

5

38.56

43.69

49.37

1117

2

1348

9

1573

3

83.27

85.98

84.34

2245

2199

2922

16.73

14.02

15.66

2137

4

2022

1

1913

1

61.44

56.31

50.63

7km

to 10

km

17

1130

82

1261

57

1356

23

4276

3

5158

7

5785

8

37.82

40.89

42.66

3790

9

4596

5

5131

2

88.65

89.10

88.69

4854

5622

6546

11.35

10.90

11.31

7031

9

7457

0

7776

5

62.18

59.11

57.34


CHAPTER THREE



PAGE 3-46

Total Population Total Worker Main worker Marginal Worker Non Worker

Para

met

ers

Num

ber o

f Vi

llage

s/Tow

ns

2001

2011

Proj

ecte

d 20

19

2001

2011

Proj

ecte

d 20

19

2001

(%)

2011

(%)

Proj

ecte

d 20

19(%

)

2001

2011

Proj

ecte

d 20

19

2001

(%)

2011

(%)

Proj

ecte

d 20

19(%

)

2001

2011

Proj

ecte

d 20

19

2001

(%)

2011

(%)

Proj

ecte

d 20

19(%

)

2001

2011

Proj

ecte

d 20

19

2001

(%)

2011

(%)

Proj

ecte

d 20

19(%

)

Stud

y Are

a

36

2775

83

2985

68

3157

50

1021

68

1221

14

1369

85

36.81

40.90

43.38

8962

0

1074

41

1192

88

87.72

87.98

87.08

1254

8

1467

3

1769

7

12.28

12.02

12.92

1754

15

1764

54

1787

65

63.19

59.10

56.62



CHAPTER THREE



PAGE 3-47

Table 3-35: Percentage of Main Workers

Main worker Mainworker

Agriculture Laborers Cultivators MAIN_HH_P MAIN_OT_P

Para

met

ers

Num

ber o

f Vi

llage

s/Tow

ns

2001

2011

Proj

ecte

d 20

19

2001

2011

Proj

ecte

d 20

19

2001

(%)

2011

(%)

Proj

ecte

d 20

19(%

) 20

01

2011

Proj

ecte

d 20

19

2001

(%)

2011

(%)

Proj

ecte

d 20

19(%

) 20

01

2011

Proj

ecte

d 20

19

2001

(%)

2011

(%)

Proj

ecte

d 20

19(%

) 20

01

2011

Proj

ecte

d 20

19

2001

(%)

2011

(%)

Proj

ecte

d 20

19(%

)

Proje

ct sit

e

2

3040

1

3464

2

3734

5

54

133

153

0.18

0.38

0.41

40

589

628

0.13

1.70

1.68

227

377

412

0.75

1.09

1.10

3008

0

3354

3

3615

2

98.94

96.83

96.81

withi

n 5 km

8

1013

8

1334

5

1489

8

27

63

72

0.27

0.47

0.48

28

246

259

0.28

1.84

1.74

99

160

189

0.98

1.20

1.27

9984

1287

6

1437

8

98.48

96.49

96.51

5km

to 7k

m 9

1117

2

1348

9

1573

3

518

257

289

4.64

1.91

1.84

349

484

581

3.12

3.59

3.69

164

275

312

1.47

2.04

1.98

1014

1

1247

3

1455

1

90.77

92.47

92.49

7km

to 10

km

17

3790

9

4596

5

5131

2

508

304

326

1.34

0.66

0.64

616

899

1054

1.62

1.96

2.05

733

751

781

1.93

1.63

1.52

3605

2

4401

1

4915

1

95.10

95.75

95.79

Stud

y Ar

ea

36

8962

0

1074

41

1192

88

1107

757

840

1.24

0.70

0.70

1033

2218

2522

1.15

2.06

2.11

1223

1563

1694

1.36

1.45

1.42

8625

7

1029

03

1142

32

96.25

95.78

95.76



CHAPTER THREE



PAGE 3-48

Table 3-36: Percentage of Marginal Workers

Marginal worker

Marginal worker

Agriculture Laborers Cultivators MARG_HH_P MARG_OT_P

Para

met

ers

Num

ber o

f Vi

llage

s/Tow

ns

2001

2011

Proj

ecte

d 20

19

2001

2011

Proj

ecte

d 20

19

2001

(%)

2011

(%)

Proj

ecte

d 20

19(%

) 20

01

2011

Proj

ecte

d 20

19

2001

(%)

2011

(%)

Proj

ecte

d 20

19(%

) 20

01

2011

Proj

ecte

d 20

19

2001

(%)

2011

(%)

Proj

ecte

d 20

19(%

) 20

01

2011

Proj

ecte

d 20

19

2001

(%)

2011

(%)

Proj

ecte

d 20

19(%

)

Proje

ct sit

e

2 4080

4850

5956

19

54

65

0.47

1.11

1.09 3 103

132

0.07

2.12

2.22

90

162

172

2.21

3.34

2.89

3968

4531

5587

97.25

93.42

93.80

withi

n 5 km

8 1369

2002

2273

235

155

169

17.17

7.74

7.44

150 69

79

10.96

3.45

3.48

25

60

71

1.83

3.00

3.12

959

1718

1954

70.05

85.81

85.97

5km

to 7k

m 9 2245

2199

2922

364

270

312

16.21

12.28

10.68

334

115

154

14.88

5.23

5.27

60

40

52

2.67

1.82

1.78

1487

1774

2404

66.24

80.67

82.27

7km

to 10

km

17

4854

5622

6546

1193

453

558

24.58

8.06

8.52

553

300

356

11.39

5.34

5.44

167

246

285

3.44

4.38

4.35

2941

4623

5347

60.59

82.23

81.68

Stud

y Ar

ea

36

1254

8

1467

3

1769

7

1811

932

1104

14.43

6.35

6.24

1040

587

721

8.29

4.00

4.07

342

508

580

2.73

3.46

3.28

9355

1264

6

1529

2

74.55

86.19

86.41



CHAPTER

THREE



Limited

PAGE

3-48

3.15.7 Infrastructure

Education: Education plays a very vital role in the development of the society. However, rural areas of India lag behind in educational status, not only because of lack of facilities but also due to inefficiency of available facilities. A numbers of factors such as poverty, children being engaged in various activities for earning a livelihood or household chores, girls being engaged in taking care of younger siblings, lack of awareness about value of education, social evils like child marriage, alcoholism, betting, etc. are responsible for aversion towards education. Details of education facilities present in the study area are given in Table 3.37. There are enough primary schools in the study area villages. The data shows decrease in primary school from 56 in 2001 to 28 in 2011 and senior secondary school are same in numbers from 2001 to 2011.

Table 3-37: Education Facilities in the Study Area Education Facilities

Parameters Number of Villages P_SCH M_SCH S_SCH S_S_SCH

2001 2011 2001 2011 2001 2011 2001 2011 Project site 1 7 4 3 2 1 1 1 1 within 5 km 6 6 4 1 2 1 2 0 0 5km to 7km 5 18 6 3 3 2 2 0 0

7km to 10km 12 25 14 8 6 7 6 2 1 Study Area 24 56 28 15 13 11 11 3 2


Medical Facilities: Health is a prerequisite for human development and is an essential component for the wellbeing of humankind. The health problems of any community are influenced by interplay of various factors including social, economic and political. The common beliefs, customs, practices related to health and disease in turn influence the health seeking behaviour of the community. Studies undertaken indicate that the tribes have different health problems, mainly governed by multi-dimensional factors. The common diseases reported in the Study Area are stomach ailments, fever, malaria, dysentery, diarrhoea, anaemia (women) and breathing problems. Cases of tuberculosis are also reported, although of very less frequency. The mother and child welfare centre has been increased from 0 in 2001 to 1 in 2011 while primary public health centres are same from 2001 to 2011 (Table 3.38).

Table 3-38: Medical Facilities in Study Area Medical Facilities

Parameters Number of Villages MCW_CNTR PH_CNTR PHS_CNT TB Clinic Family Welfare Centre 2001 2011 2001 2011 2001 2011 2001 2011 2001 2011

Project site 1 0 0 0 0 0 0 0 0 0 0 within 5 km 6 0 0 0 0 1 1 0 0 1 1 5km to 7km 5 0 1 1 1 2 3 1 1 2 3

7km to 10km 12 0 0 1 1 4 5 1 1 5 3 Study Area 24 0 1 2 2 7 9 2 2 8 7



CHAPTER

THREE



Limited

PAGE

3-49

Drinking Water Facility: One of the most important factors responsible for the emergence of a settlement is availability of water. Many water sources such as tap wells, hand pumps, tank etc. is available in rural areas. The water of the hand-pump is used for drinking, bathing and household purposes. The list of water sources is given in Table 3.39.

Table 3-39: Drinking Water Sources in the Study Area Drinking Water Facility

Parameters Number of Villages TAP WELL TANK HANDPUMP TUBEWELL

2001 2011 2001 2011 2001 2011 2001 2011 2001 2011 Project site 1 1 1 1 1 0 0 0 0 0 0 within 5 km 6 5 5 5 5 0 1 0 0 0 0 5km to 7km 5 5 5 5 5 1 1 0 0 1 1

7km to 10km 12 12 12 12 12 1 11 3 3 1 5 Study Area 24 23 23 23 23 2 13 3 3 2 6


Bank Facilities: 9 post offices, 8 commercial banks, 6 cooperative commercial bank and 1 credit societies are present in the study area. Banking facilities are accessible to people of the area (Table 3.40).

Table 3-40: Bank Facilities in the Study Area Post Office and Credit societies Facilities

Parameters Number of Villages POST_OFF AC_SOC COOP_BANK

COMMERCIAL BANK

2001 2011 2001 2011 2001 2011 2001 2011 Project site 1 0 1 0 0 0 1 0 1 within 5 km 6 0 1 1 0 0 1 1 2 5km to 7km 5 2 2 1 0 0 2 2 2 7km to 10km 12 4 5 3 1 1 2 4 3 Study Area 24 6 9 5 1 1 6 7 8

Source: Census of India 2001 and 2011

CHAPTER-4

ANTICIPATED ENVIRONMENTAL IMPACTS &

MITIGATION MEASURES


CHAPTER

FOUR



Limited

PAGE

4-1

4. ANTICIPATED ENVIRONMENTAL IMPACTS & MITIGATION MEASURES

4.1 INTRODUCTION The assessment of potential environmental impact consists of comparing the expected changes in the environment with or without the project. This chapter assesses the nature, type and magnitude of the potential impacts likely on the various relevant physical, biological, social and cultural components due to proposed project. The environmental, biological, ecological and social impacts can be direct as well as indirect. The direct area of influence includes the site for the project and surrounding area. The impacts on various environmental components can occur at any of the following stages of the project planning and implementation; (i) Construction Stage; and (ii) Operation Stage.

4.2 IDENTIFICATION OF SIGNIFICANT ENVIRONMENTAL IMPACTS The anticipated environmental impacts from proposed expansion may be beneficial or adverse, short or long term, temporary or permanent, direct or indirect and local or regional. The phase wise description of impacts by the proposed project is given in Table 4.1.

Table 4-1: Impact Identification Matrix

Activities

Physical Biological Socio-Economic

Land

-use

Ambi

ent a

ir qu

ality

Grou

nd / s

urfa

ce w

ater

(q

uant

ity/q

ualit

y)

Ambi

ent n

oise

Soil Q

ualit

y

Risk

& H

azar

d

Flor

a

Faun

a

Live

lihoo

d &

Occu

patio

n

Infra

stru

ctur

e

Construction Phase Civil and mechanical works - + + + + + - - - + Movement of vehicles - + - + - + - - + - Wastewater generation, handling and disposal - - + - + + - - - + Solid waste generation, handling and disposal - - - - + + - - - - Operation Phase Movement of Aircrafts during landing and takeoff

+ - - Supply of Fuel - + + + + +


CHAPTER

FOUR



Limited

PAGE

4-2

Activities

Physical Biological Socio-Economic

Land

-use

Ambi

ent a

ir qu

ality

Grou

nd / s

urfa

ce w

ater

(q

uant

ity/q

ualit

y)

Ambi

ent n

oise

Soil Q

ualit

y

Risk

& H

azar

d

Flor

a

Faun

a

Live

lihoo

d &

Occu

patio

n

Infra

stru

ctur

e

Operation of emergency power generation facility

- + Wastewater generation, handling and disposal + + Solid waste generation, handling and disposal + + + + + Movement of vehicles + - + - + +

4.3 DETAILS OF INVESTIGATED ENVIRONMENTAL IMPACTS DUE TO PROJECT ACTIVITIES

The anticipated environmental impacts from proposed expansion may be beneficial or adverse, short or long term, temporary or permanent, direct or indirect and local or regional. The phase wise description of impacts by the proposed project is given in Table 4.2.

Table 4-2: Description of Impacts during Construction & Operation Phase

Sl. No. Activities/ Factors Description of Impacts

Nature of Impact Construction

Phase Operation Phase

1 Land-use • Infrastructure development as per project requirement.

• Handling & disposal of C&D waste, MSW and hazardous wastes.

Adverse Long term Permanent

Direct Local


Direct Local

2 Ambient air quality • Emissions of particulate matter and other gaseous pollutants during, civil and mechanical works, movement of vehicles and aircrafts, storage and supply of fuel and operation of DG sets.

Adverse Short term

Temporary Direct Local


Direct Local

3 Ground / surface water quantity/quality)

• Consumption of water for various activities • Generation of sewage from domestic

activities. • Contamination of water due to inadequate

solid waste management.

Adverse Short term Temporary

Direct Local


Direct Local

4 Ambient noise • Noise generation from various construction activities, movement of vehicles and aircrafts and operation of DG sets.




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Sl. No. Activities/ Factors Description of Impacts

Nature of Impact Construction

Phase Operation Phase

Direct Local

Direct Local

5 Soil Quality • Various construction activities. • Contamination of soil due to inadequate

solid waste management.


Direct Local


Direct Local

6 Risk & Hazard • Accidents in unlikely situation during landing and take-off of aircrafts.

• Accidental spillage and release of aviation fuel from storage tanks

-


Direct Local

7 Flora & Fauna • Disturbance to local fauna due construction activities and movement of vehicles.


Direct Local


Direct Local

8 Livelihood & Occupation

• Generation of employment opportunities during construction as well as operation phase.

• Development of various infrastructure as per project requirement and related induced development

Beneficial Short term Temporary

Direct Regional

Beneficial Long term Permanent

Direct Regional

4.3.1 Modelling Studies Impact of air emissions from aircrafts, emergency DG sets and vehicles has been predicted by using a mathematical model as described in section 4.3.1. The noise modelling impacts have been described in Section 4.3.2.

4.3.1.1 Air Modelling

During the operational phase of the proposed expansion of Goa Airport, the intermittent air emissions are expected to be from aircraft engines during approach, landing, taxing, take-off and initial climb, which is termed as reference Landing and Take-off Cycle (LTO cycle). The air pollutants of concern from the aircrafts emissions are Sulphur Dioxide (SO2), un-burnt Carbon Monoxide (CO) and Oxides of Nitrogen (NO2) as per ICAO guidelines. The emission sources during operation phase can be divided into three categories:

• Aircraft emissions; and

• DG set emission

• Vehicular emission

Air Dispersion Modelling (from Emissions of Aircrafts & DG sets):

Aircraft Emissions:


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Aircraft produces the similar types of emissions as automobiles. Aircraft jet engines, like many other vehicle engines, produce carbon dioxide (CO2), water vapor (H2O), nitrogen dioxide (NO2), carbon monoxide (CO), Sulphur dioxide (SO2), unburned or partially combusted hydrocarbons (also known as volatile organic compounds (VOCs), particulates, and other trace compounds. A small subset of the VOCs and particulates are considered hazardous air pollutants (HAPs).

Aircraft engine emissions are roughly composed of about 70% CO2, a little less than 30% H2O, and less than 1 percent each of NO2, SO2, CO, VOC, particulates, and other trace components including HAPs. Aircraft emissions, depending on whether they occur near the ground or at very low altitude, are primarily considered local air quality pollutants. The entire CO2 eq is considered as greenhouse gas. About 10% of aircraft emissions of all types, except hydrocarbons and CO, are produced during airport ground level operations and during landing and take-off. The bulk of aircraft emissions (90%) occur at higher altitudes. For CO, the split is closer to 30% ground level emissions and 70% at higher altitude.

Airport Air Quality manual 2011 of International Civil Aviation Organization (ICAO) has been referred for the aircraft emissions which states emissions for various types of aircraft based on one LTO cycle for SO2, NO2 and CO pollutants. It is during LTO cycle that emissions create high ground level concentrations due to its low emission height. The referred emission rates for one LTO have been converted to g/sec based on the duration of one LTO cycle in seconds. As per International Civil Aviation Organization (ICAO), time and thrust setting for Reference LTO Cycle is 32.9 minutes (1974 seconds). From the DPR, during peak day, it is considered that there will be total 190 LTOs at the proposed airport - 95 during day time and 95 during night time for conservative calculation. For aircraft emissions estimation purpose, LTO cycle emission from AB-321 type of aircrafts has been considered. It has then been converted to g/s/m2 after considering its time of release and area over which it will occur and then provided as input to a Gaussian Area Source Model used with hourly meteorological conditions for dispersion modelling described hereafter.

The estimated aircraft emissions for proposed airport are given in Table 4.3.

Table 4-3: Estimated Aircraft Emissions for the Proposed Airport Parameter Units Value (AB321)

Emission per LTO Cycle SO2 kg/LTO Cycle 0.96 NO2 kg/LTO Cycle 16.72 CO kg/LTO Cycle 7.55

Derived Emissions of Aircraft Parameters g/s g/s/m2

SO2 0.16 7.4395E-07 NO2 2.82 1.2957E-05 CO 1.27 5.8508E-06

Source: Airport Air Quality Manual 2011, ICAO Emissions from the Operation of DG Sets


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Presently there are provisions of DG sets of 4 x1500 kVA capacity which will also serve the purpose of power back-up in future. Pollution load has been calculated assuming that DG sets will be operated for 4 hours per day and low Sulphur content diesel will be used as fuel. Stack height of the DG set has been considered as 30 m as minimum permissible height allowed as per CPCB Standards. This is provided as input to a Gaussian point source Model used with hourly meteorological conditions for dispersion modelling described hereafter. The estimated exhaust emissions characteristics from DG sets are presented in Table 4.4.

Table 4-4: Emission from DG Sets

Parameters Units Capacity of DG Set (kVA) 1500

Number of DG Sets No. 4 Stack Height m 30

Stack Diameter m 0.49 Stack exit velocity m/s 24.65

Flue Gas Temperature 0K 773 Emission Load

[email protected]% Sulphur in Diesel

g/s 0.008

[email protected] g/kw-hr g/s 2.4 [email protected] g/kw-hr g/s 0.27

Application of AERMOD

For obtaining short-term incremental ground level concentration (GLC) within study area, US EPA approved AERMOD Cloud 5 has been used for the project. This is an air dispersion-modelling package, which seamlessly incorporates the popular USEPA Models, ISCST3 and AERMOD into one interface without any modifications to the models. These models are used extensively to assess pollution concentration and deposition from a wide variety of sources (Point & Area source for DG set & Aircraft in this case).

Meteorological Data

In order to conduct a refined air dispersion modelling project using the AERMOD short-term air quality dispersion model, it is necessary to process the meteorological data representative of the study area being modelled. The collected meteorological data is not always in the format supported by the model, therefore the meteorological data needs to be pre-processed using AERMET program.

The AERMET program is a meteorological pre-processor, which prepares hourly surface data and upper air data for use in the AERMOD air quality dispersion model. AERMET is designed to allow future enhancements to process other types of data and to compute boundary layer parameters with different algorithms.

AERMET processes meteorological data in three stages and from this process two files are generated for use with the AERMOD model. A surface file of hourly boundary layer parameters estimates a profile file of multiple-level observations of wind speed, wind direction, temperature and standard deviation of the fluctuating wind components.


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Presentation of Results

The incremental concentrations are estimated for the study period representing summer season. The results of present baseline values and predicted additional values of ground level concentrations for SO2, NO2 and CO are presented in Table 4.5.

The isopleths of predicted value of additional concentration of all parameters in microgram/m3 are shown as Figure 4.1, 4.2 & 4.3 surrounding the boundary with contribution from DG sets also.

Table 4-5: Highest Resultant Ground Level Concentration (GLC) during Project Operation in µg/m3

Station Name Direction

Distance Monitored GLCs Predicted Incremental GLCs Resultant GLCs

(in km) SO2 NO2 CO SO2 NO2 CO SO2 NO2 CO

AAQ1: Project

Site - - 14.9 20.9 890 18 309 140 32.9 329.9 1030

AAQ2: Dabolim 0.5 SE 16 18.6 850 1 5 2 17 23.6 852

AAQ3: Near

GIDC’s Sancoale Industrial

Estate

3 E 15.8 19.1 840 * 5 2 15.8 24.1 842

AAQ4: Vasco da

Gama 0.5 NE 14.3 18.2 870 1 5 2 15.3 23.2 872

AAQ5: Mangor 1.7 NW 10 14.1 670 * 4.5 2 10 18.6 672

AAQ6: BITS Pilani

Campus 3.5 ENE 9.7 13.8 590 * 4 1.5 9.7 17.8 591.5

AAQ7: Mundvel 2 NW 12.5 15.1 750 * 5 2 12.5 20.1 752

NAAQS 80 80 2000 Source: Impact modelling done by GCPL Note: * indicates insignificant values

The area of maximum predicted GLC as given in Table 4.5 is located within the area of the highest isopleths values which is surrounding the airstrip as shown in Figures 4.1 to 4.3. It can be further observed from the isopleths that the concentrations rapidly decrease with increasing distance and beyond the boundary of project; these are well within the NAAQS.

The predicted additional values in the above table presents the worst case scenario i.e., on the day of maximum predicted GLC as done by the model from every day hourly input meteorological data.


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Analysis of Calculations:

NO2 is the highest contributor among all pollutants analyzed. However, beyond the boundary of project, the ambient air quality will remain well within prescribed standards including NO2. The resultant GLC of NO2 is more than 300 µg/m3 at the airstrip area in the boundary of project site. Beyond the project boundary, the GLC of NO2 in inhabited areas will be less than 80.0 µg/m3. As regards the GLC of SO2, it is more than 30 µg/m3,

which will also be at the air strip area in the boundary of project site and the GLC of SO2 in inhabited area will be less than 30 µg/m3.

Thus the GLC of all predicted pollutants will be well within the NAAQS outside the boundary of the project.

Figure 4-1: Predicted GLC superimposed on Base Map for SO2 (μg/m³)


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Figure 4-2: Predicted GLCs superimposed on Base Map for NO2 (μg/m³)


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Figure 4-3: Predicted GLCs superimposed on Base Map for CO (μg/m³)

Air Dispersion Modelling (from Emissions of Vehicles):

After the expansion of the project, it is expected that the traffic increase from the project will get diverted towards the roads where traffic volume count was surveyed (T1, T2 & T3 as showing Figure 3.23). The existing traffic load on T1, T2 & T3 as found during survey done in 2018 is 591 PCU/hr, 938 PCU/hr and 846 PCU/hr respectively. After projection calculated for 2020-21, the traffic load on T1, T2 & T3 is estimated to be 676 PCU/hr, 1073 PCU/hr and 968 PCU/hr respectively.

The airport, after expansion, is going to add another 1281 PCU/hr. Considering 100% flow through T1, an increase of 1872 PCU/hr will occur in T1 considering 2020-21 projection. It has also been considered that the additional PCU/hr shall get divided by 50% through T2 and T3. Hence an increase of 1578 PCU/hr and 1486 PCU/hr shall occur in T2 and T3 respectively considering 2020-21 projection.

A line source modelling has been carried out to study the impact on air quality around the 1km area of the roads (T1, T2 & T3). The extent of these impacts, at any given time, depends upon (i) the rate of vehicular emission within a given stretch of the road and (ii) the prevailing meteorological conditions. The impacts have strong temporal dependence as both of these factors vary with time. The temporal dependence would have diurnal,


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seasonal as well as long term components. The existing and the predicted traffic volumes have been considered to project future air quality scenarios to provide an indication of variations in air quality.

Emission Factors

The emission factors reported in this study are based on BS-IV certified diesel cars for which the predicted Ground level concentrations of Sulfur di-oxide, CO, and HC+ NOx has been estimated on 24 hours basis. The model has been run on the basis of total no. of PCUs that will be plying on the roads after project expansion considering wind speed of 4 km/hr and stability class C. The predicted ground level concentration of gases is given in Table 4.5.

Table 4-6:Comparison between Pollution Load before and after Project Scenario during 2020-21

Pollutant Distance (m)

GLC 24 hr (μg/m3) BS IV

T1: NH-566 T2: Edapally Panvel

Highway towards North Goa

T3: Edapally Panvel Highway

Before expansion

After expansion

Before expansion

After expansion

Before expansion

After expansion

NOx+HC 100 4 12 6 10 6 12 200 2 6 3 5 3 6 300 1 4 2 3 2 4 400 1 3 2 3 2 3 500 1 3 2 3 1 3 600 1 3 1 2 1 3 700 1 2 1 2 1 2 800 1 2 1 2 1 2 900 1 2 1 2 1 2

SO2 100 0.1 0.4 0.2 0.3 0.2 0.4 200 0.1 0.2 0.1 0.2 0.1 0.2 300 0.0 0.1 0.1 0.1 0.1 0.1 400 0.0 0.1 0.1 0.1 0.0 0.1 500 0.0 0.1 0.0 0.1 0.0 0.1 600 0.0 0.1 0.0 0.1 0.0 0.1 700 0.0 0.1 0.0 0.1 0.0 0.1 800 0.0 0.1 0.0 0.1 0.0 0.1 900 0.0 0.1 0.0 0.0 0.0 0.1

CO 100 22 65 36 57 32 65 200 11 33 18 28 16 33 300 7 22 12 19 11 22 400 6 19 10 16 9 19 500 6 16 9 14 8 16 600 5 14 8 13 7 14 700 4 12 6 10 6 12 800 4 11 6 9 5 11 900 3 10 5 9 5 10

Due to the use of ultra-low sulfur diesel oil the incremental GLC due to SO2 emission will be insignificant. However, significant contribution of CO and HC+ NOx is expected.


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4.3.1.2 Noise Modelling

Construction Phase The major noise generating source during the construction phase is vehicular traffic, operation of various equipment/ HEMMs (Heavy Earth Moving Machineries), operational DG sets etc. During construction, these equipments will generate noise ranging between 80-90 dB (A).The areas close to the site are likely to be affected. The tentative noise specifications for various equipment at 15 m from source are given in Table 4.7.

Table 4-7: Construction Equipment Noise Emission Levels Equipment Typical Noise Level (dBA) 15 m from Source

Loaders 85 Scrapers 89 Pavers 89 Trucks 88

Concrete mixer 85 Concrete pumps 82

Generator 81 Grader 85

Source: Based on EPA Report, measured data from railroad construction equipment taken during Northeast Corridor improvement project and other measured data

Based on the Table 4.6, an approximate estimation of noise dispersion at different distances [considering the total sound generated by construction instrument (in this case 92 dBA)] has been calculated.

Table 4-8: Noise levels at Different Distances Sl. No. Distance of Points in m Noise Level in dB(A)

1 100 52 2 200 46 3 300 43 4 400 40 5 500 38

Source: Greencindia Consulting Private Limited

From Table 4.7, it is evident that the highest noise level (the one emitted from scrapers and pavers) merges with the highest standard noise level (55 dB during day time) at around 100 m from the source and the sound level keeps on decreasing with increasing distances.

Operation Phase

The noise level prediction is done for day-night equivalent noise level (LDN) as recommended by CPCB for airports and as per international practices. It is proposed by CPCB that Day-Night Average Sound Levels (DNL or LDN) shall be used to know the sound exposure on people / residents due to aircrafts and for land use planning around airports.

Day-Night Average Sound Levels (DNL) is the Energy-Averaged Sound Level (Leq) measured over a period of 24 hours, with a 10 dB penalty applied to night-time (10:00 PM and 6:00 AM) sound levels to account for increased annoyance during the night hours.


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As per normal practice, 65 LDN value is plotted with reduced LDN values up to 55 LDN as the distance increases. Reducing approach height and increasing take off/flyover heights are considered with 10 dB(A) fine during night time as per CPCB recommendations.

The following formula has been used as per CPCB:

Total Day-Night Average Sound Levels (TDNL or LDN) Total DNL = 10 Log10(1/T) [ Σ 10 LA,eq,d,i /10 + Σ 10 (LA,eq,n,i + 10)/10] for i = 1…….to T secs Where; LA,eq,d,i = Equivalent Sound Level, for one second, in day time (6 AM to 10 PM), , in dB. LA,eq,n,i = Equivalent Sound Level, for one second, in night time (10 PM to 6 AM), in dB T = Total period of time under consideration, in seconds As Federal Aviation Agency’s (FAA’s) primary metric for aviation noise analysis, the FAA has determined that the cumulative noise energy exposure of individuals to noise resulting from aviation activities must be established in terms of day-night average sound level (DNL) in decibels (dB). The 65 DNL is the Federal significance threshold for aircraft noise exposure. As such, the maximum predicted noise levels due to aircrafts movement at the airport are drawn for LDN 65, 55 and 50 dB(A) respectively.

Figure 4.4 is showing the LDN of the aircraft considering day and night operations. It is observed that at boundary, LDN of only 50 dBA has reached with 65 dBA LDN within the runway.

Figure 4-4: Predicted Noise Level (LDN) due to Aircrafts on Project Master Plan

4.3.2 Impact on Water environment

At present Dabolim Airport requires 350 KLD of fresh water, which is sourced from PWD, Goa. During construction stage water will be sourced primarily through tankers arranged by the contractors as per specifications. After expansion, the fresh water requirement will be 700 KLD which also will be sourced from


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PWD, Goa. The daily consumption of water during operation phase will be about 1010.7 KLD of which 700 KLD will be fresh water requirement and 310.7 KLD will be recycled water requirement. A sewage treatment plant of 825 KLD capacity based on MBBR Technology is proposed for the project considering the extent of wastewater generation. During the construction phase, waste water will be generated, which will be treated through soak pits and septic tanks.

Rain Water Harvesting

Rainwater harvesting system will be constructed to minimize the impact of the project on the rain water percolation in the project area. Out of the various techniques adopted in India, and approved of by the Central Ground Water Authority, the following are the three main classes of rainwater harvesting systems:

• System that collect direct roof run-off for storage and then reusing for various purposes.

• Systems that use in-field or adjoining surface catchments to collect run-off and then impounded for irrigation, horticultural, recreational & domestic purposes, after treatment.

• Systems that utilize the rainwater run-off from various surfaces including Terrace and Roads and green areas etc. for re-charging of the underground aquifer, through various measures:

• In this system, the catchment from roof/terrace areas is further segregated for direct recharging of aquifer through filter media.

• The catchment from surfaces of road/paved/park/lawns etc. is segregated and then taken to underground, through de-silting chamber/oil and grease separator etc.

As per CGWA guidelines for regions not subject to year-round rainfall, the most preferred system for Rain Water Harvesting to be adopted is through underground recharging system. However, since the ground water depth during pre-monsoon and post-monsoon season in the project site varies from 0 to 2 m bgl, underground recharging through rainwater harvesting pits is not possible. Hence it is proposed that the harvested rainwater shall be stored to be re-used in the airport.

It has been proposed that rainwater harvesting shall be done from roof top area of terminal building only. The rainwater harvesting calculation for the proposed project is given in Table 4.9.

Table 4-9: Volume of Water Available for Rainwater Harvesting

Sl. No. Description Area Considered in m2

Runoff Coefficient

Rainfall intensity during peak

months (m/hr) Total vol. of water

available for RWH (m3/hr)

1 Roof Top Area 27000 0.9 0.0009 21.87

Stormwater Management

Stormwater is defined as precipitation that does not soak into the ground or evaporate, but flows along the surface of the ground as runoff. As land is developed, storm water becomes a bigger and bigger concern. Many of the environmental impacts from stormwater runoff come from pollutants being carried


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into surface waters. An important strategy for reducing the environmental impact of stormwater runoff, therefore, is to keep pollutants out of the stormwater. Any pollutants that are carried into surface waters by stormwater come from automobiles: particulates from exhaust, dripping oil pans, leaking radiators, zinc oxide from tires, heavy metals in lubricating oils and brake linings, etc. Most strategies for pollution source control relate more to management practices than design and construction. But a few pollution-avoidance strategies can be influenced through building design, siting and construction:

• Avoiding landscaping strategies that rely on frequent fertilizer, pesticide, and herbicide applications.

• Avoiding soil compaction because compacted soils are less able to absorb water and this lead to increased stormwater run-off.

• Dry detention ponds are a common feature of stormwater management systems. They temporarily hold stormwater during periods of heavy rainfall to prevent flooding downstream. Stormwater is channelled into the pond, and an outlet structure provides for gradual release of the water during and after the storm event. Most detention ponds are designed to dry out completely between storm events. Because of the short water-retention time, dry detention ponds are not very effective at removing pollutants. Extended detention ponds that hold water for longer periods of time are generally better because more sediment can settle out and because downstream flooding will be reduced during and right after storms.

• Filtration systems are sometimes used in stormwater management. The primary function is to remove sediment, but they also remove some pollutants that adhere to sediment particles. Sand filters are most common. Sand filters used for stormwater filtration must be carefully built and properly maintained to continue functioning properly.

4.3.3 Traffic Density

CHANGE IN ROAD SCENARIO IN ABSENCE OF EXPANSION DURING 2020-21:

As per Indian Road Congress (IRC) Standards and based on the existing traffic scenario as mentioned in Chapter 3, the existing level of service has been determined and shown in Table 4.9

The traffic volume as surveyed during 2018 has been projected till 2020-21 considering 7% growth each year. The projected figure and LoS are also mentioned in Table 4.9

Table 4-10: Existing & Projected Level of Service during 2020-21 in absence of project Expansion T1:

Airport Area T2

Road towards North Goa

T2 Road towards Nagoa

Existing PCU/Hr during 2018 591 937.5 845.5

Existing LoS during A B B


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2018 Existing V/C ratio during 2018 0.16 0.26 0.23

Projected PCU/Hr during 2019-20 632 1003 905


Projected LoS during 2020-21 0.19 0.30 0.27

Projected V/C ratio during 2020-21 A B B

Relation between V/C ratio & LoS V/C Ratio LoS Performance

0.0-0.2 A Represents a condition of free flow 0.2-0.4 B Represents a zone of stable flow 0.4-0.6 C The general level of comfort and convenience declines noticeably at this level 0.6-0.8 D Represents the limit of stable flow 0.8-1.0 E Represents operating condition when traffic volumes are at or close to the capacity level

From the survey, it is clear that all the LOS of the roads will not change during 2020-21.

Post-expansion Level of Service after expansion during 2020-21

The project has facilities for carrying about 11.22 million of passengers per year by 2020-21. Assuming 2 passengers per car, the number of cars will be 1281 per hour. Considering 100% flow through T1, an increase of 1872 PCU/hr will occur in T1 considering 2020-21 projection. It has also been considered that the additional PCU/hr shall get divided by 50% through T2 and T3. Hence an increase of 1578 PCU/hr and 1486 PCU/hr shall occur in T2 and T3 respectively considering 2020-21 projection.

The total additional PCU is divided in each surveyed points in each roads is given in Table 4.10.

Table 4-11: Level of Service after Project Expansion T1:

Airport Area T2

Road towards North Goa

T3 Road towards Nagoa


Additional PCU/ hr 1281 640 640 Total PCU per day in 2020-21 1957 1713 1608

V/C ratio in 2020-21 0.54 0.48 0.45 LOS in 2020-21 C C C

In 2020-21, three surveyed roads containing survey point no. T1, T2 and T3 will have LoS reduced to level C representing that the general level of comfort and convenience declines noticeably at this level. Hence, after project expansion, the roads will require augmentation.


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4.4 IRREVERSIBLE AND IRRETRIEVABLE COMMITMENTS OF ENVIRONMENTAL COMPONENTS

The irreversible and irretrievable commitment of environmental componentsrefers to impacts on or losses to resources that cannot be recovered or reversed. For the proposed project, the following irreversible or irretrievable actions have been identified: • Change of land-use: The proposed project is going to permanently change the land-use of the proposed sites from open scrub land and agricultural to Airport. • Consumption of mineral resources: The project will require raw materials like cement, aggregates, sand, bricks and reinforcement steel. The quantum of consumption is detailed out in Chapter 2. • Loss of vegetation/habitat: There are no Biosphere Reserves/Protected Forests/reserved Forests, notified critically polluted area or interstate/International boundary within 10 km radius study area of the project. • Loss of agricultural land: The agricultural production or land based income will decline because of the project due to change of land-use from agricultural to Airport.

4.5 ASSESSMENT OF SIGNIFICANCE OF IMPACTS (CRITERIA FOR DETERMINING SIGNIFICANCE, ASSIGNING SIGNIFICANCE)

An impact level is rated as “low”, “medium” or “high”.The impact rating is based on two parameters, i.e. “severity of environmental impacts” and “likelihood ofoccurrence of the environmental impacts”. This is identified as per criteria given in Table 4.12.

Table 4-12: Impact Assessment Rating Matrix Impact Criteria

Nature of Impact Beneficial Positive Adverse Negative

Duration of Impact Short term Impacts shall be confined to a stipulated time Long term Impacts shall continue till the end of project life

Impacted Area Localised Impacts shall be confined within 10 km radius Regional Impacts shall continue beyond 10 km radius

The significance of each environmental impact is determined by assessing the impact’s severity against the likelihood of the environmental impact occurring, as summarized in the environmental impact significance assessment matrix provided in Table 4.13.

Table 4-13: Impact Identification Rating Matrix


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Impact Severity

Impact Likelihood Unlikely (e.g. not

expected to occur during project

lifetime)

Low Likelihood (e.g. may occur once or

twice during project lifetime)

Medium Likelihood (e.g. may occur every few years)

High Likelihood (e.g. routine, happens

several times a year) Slight Negligible Impact Negligible Impact Negligible Impact Negligible Impact Low Negligible Impact Negligible Impact Negligible to Minor Impact Minor Impact Medium Negligible Impact Minor Impact Minor–Moderate Impact Moderate Impact High Minor Impact Moderate Impact Major Impact Major Impact Notes: Negligible Impact: Defined as magnitude of change comparable to natural variation Minor Impact: Defined as detectable but not significant Moderate Impact: Defined as insignificant; amenable to mitigation; should be mitigated where practicable Major Impact: Defined as significant; amenable to mitigation; must be mitigated Considering this, the impacts have been rated and given as follows:

4.5.1 Land-use

Environmental Impact Rating Criteria Reason Nature of Impact Low • It is a brown filed Project.

• Expansion of the existing integrated terminal building so there is not much effect on land-use.

Duration of Impact Short term Impacted Area Localized Likelihood of Occurrence Low Severity of Impact Low Significance of Impact Minor

4.5.2 Soil Quality

Environmental Impact Rating Criteria Reason Nature of Impact Medium • Cutting and filling of soil is involved

• Top soil shall be excavated which will be re-used within the site. Solid waste generated shall be segregated and disposed as per prescribed guidelines.

Duration of Impact Short term Impacted Area Localized Likelihood of Occurrence Low Severity of Impact Low Significance of Impact Minor

4.5.3 Air Quality

Environmental Impact Rating Criteria Reason Nature of Impact Adverse • Ground vehicles at the airport will be maintained and will have a

“Pollution under Control” certificate. • After the completion of civil work, fugitive dust generation shall

minimize. • The resultant concentration of pollutants does not cross the

stipulated limit in any of the residential areas during operation as modelled by software. The incremental concentration of NO2, however, is more than the permissible limit at the airstrip area.

Duration of Impact Short term Impacted Area Localized Likelihood of Occurrence High Severity of Impact Medium Significance of Impact

Moderate


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4.5.4 Noise Level

Environmental Impact Rating Criteria Reason Nature of Impact Moderate • Mathematical modelling shows that the highest noise level during

construction phase merges with the highest standard noise level (55 dB during day time) at around 100 m from the source and the sound level keeps on decreasing with increasing distances.

• The LDN at the airport boundary during operation phase would be 50 dBA with 65 dBA within the runway.

Duration of Impact Short term Impacted Area Localized Likelihood of Occurrence High Severity of Impact Medium Significance of Impact Moderate

4.5.5 Water Quality

Environmental Impact Rating Criteria Reason Nature of Impact Moderate • No ground water extraction is involved.

• Zero discharge of wastewater is involved. • Rainwater harvesting for storage and reusing for various purpose. •

Duration of Impact Short term Impacted Area Localized Likelihood of Occurrence Medium Severity of Impact Low Significance of Impact Negligible

to Minor

4.5.6 Biological Environment

Environmental Impact Rating Criteria Reason Nature of Impact Beneficial • Disturbance to local fauna due construction activities and movement

of vehicles. • Proper landscaping, waste management measures, use of noise and

flare guns may help to keep bird population at bay. • Plantation will be done wherever possible.

Duration of Impact Short term Impacted Area Regional Likelihood of Occurrence Medium Severity of Impact Low Significance of Impact Low

4.5.7 Socio-economic Scenario

Environmental Impact Rating Criteria Reason Nature of Impact Beneficial • There will be increase in employment opportunities with impetus for

skilled jobs both from the project along with secondary and tertiary sector services/ businesses.

• Aggregative there shall be positive impact on socio-economic environment due to development of infrastructure in the area, growth of secondary and tertiary sector businesses and subsequent enhancement in the standards of living of the local populace.

Duration of Impact Short term Impacted Area Regional Likelihood of Occurrence Medium Severity of Impact Low Significance of Impact Low


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4.6 ANTICIPATED IMPACTS & MITIGATION MEASURES

The impact and mitigation measures for the proposed project are presented in Table 4.11. Table 4-14: Impact and Mitigation Measures for the Proposed Project

S. No. Aspects Construction Phase Operation Phase

Impact Mitigation Measures Impact Mitigation Measures 1 Land-use:

The airport is spread over an area of 419.65 ha. The expansion is planned in 1.43 ha area within the existing land only. The entire land is already under possession of AAI.

The site within the airport boundary, where expansion activities are going to take place has no plantations or settlements. Also no resettlement and rehabilitation is involved but change in land use pattern due to expansion has been envisaged.

• Construction debris and waste generated during construction activities will be collected and disposed in environmentally sound manner as per applicable rules depending upon type of wastes.

• Compulsory plantation in landside area shall be carried out.

- -

2 Solid Waste: It is estimated that approximately 0.002 MT construction waste and 0.008 MT demolition waste will be generated during construction phase. During operation phase, it is estimated that around 10.5 tonnes of solid waste will be generated per day.

There is possibility of muck generation during land leveling, spills of oils during loading, unloading, storing and handling. Waste oil shall be generated as and when lubricating oil will be changed from engines of DG sets and construction machineries.

• Compaction and stabilization will be ensured during filling to make sure that no loose soil is washed away with run-off during rains.


• Used oil from maintenance of DG sets engines and construction

During the operational phase, three types of waste would be generated namely the solid, e-waste and the hazardous waste. Municipal Solid waste (MSW) would be generated from the garbage/food waste from the restaurants and airport operations and paper and packaging waste generated in cargo section, while the hazardous waste that would be generated include sludge generated from STP, separated oil

• Infrastructure like spillage collection chamber, concrete floor shall be provided at places of fuel storage and other chemical handling areas to ensure minimum spillage of oil or chemicals thereby reducing contamination of soil.

• Biodegradable portion of MSW will be treated at site by Organic Waste Converters and manure generated will be used for plantation. Recyclable waste will be disposed off by selling. Inert waste will be sent to MSW


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Impact Mitigation Measures Impact Mitigation Measures equipment will be collected separately in drums and will be handed over to the authorized oil recyclers.

from oily wastewater treatment units and any waste generated due to spill containment in any untoward event.

Disposal sites for land fill. • Hazardous waste shall be

treated in accordance with Hazardous and Other Wastes (Management and Trans-boundary Movement) Rules, 2016

• Spent oil from DG sets shall be stored and mounted in concrete floors.

• The e-wastes and used oil will be stored properly and handed over to authorized recyclers.

3 Water Quality & Drainage: The water required for construction will be provided by contractors as per PWD specifications.

The waste generation from the labour camps may find its way into natural water bodies thereby polluting them. The wastewater generation

during site development and construction mainly includes the water run-off from the construction areas, stockpiles of construction materials and wastes, etc. mainly containing high suspended solids. The repair and maintenance

of construction equipment / transport vehicles and washing of vehicles on-site

Wastewater generated from the domestic activities will be treated in septic tank followed by soak pit.

All debris and wastes from the expansion of airport site will be collected and disposed-off suitably.

A sediment trap will be provided to prevent the discharge of excessive suspended solids.

To prevent contamination from spillage of oil, storage areas will be

As airport has a fuel storage area in 8000 m2, fuel leakage and spillage from refuelling may take place. These can either leach into ground water or can contaminate storm water run-off which can pollute nearby water sources.

The total wastewater estimated to be generated in operation phase will be 1375 KLD.

Proper oil & grease interceptors will be installed at wastewater outlet.

STP would be installed in the project site. The wastewater will be treated in 900 KLD STP using MBBR technology.

The harvested rainwater shall be stored to be reused in the airport.


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Impact Mitigation Measures Impact Mitigation Measures may also generate wastewater containing oil and grease (though only in minimal quantities as normally these activities are not undertaken on-site).

made by cemented floor, bunded and will be cleaned at regular intervals.

Suitable drainage network would be made to ensure proper draining of wastewater from the construction sites.

Used oil and oil contaminated cotton & clothes will be given to authorized used oil recyclers.

4 Air Environment: The higher values for PM10& PM2.5 levels may be attributed to the vehicles plying continuously in the adjacent roads and highways. However concentration of gaseous pollutants (SO2, NO2, & CO) are within prescribed limits.

The main source of dust pollution during the construction phase will be from the movement of Heavy Earth Moving Machineries (HEMMs) and other vehicles in the site, excavation for foundations and land grading, and storage of construction materials. Fugitive dust is the major pollutant in this stage of the project. Fugitive dust due to specific settling velocity of dust particle will get settled within the site premises. Regular water sprinkling will limit fugitive emissions. The movement of

Diesel powered vehicles will be properly maintained to minimize the exhaust emission as well as noise generation. Only “PUC” certified vehicles of contractor shall be deployed at site.

Water sprinkling shall be done to minimize the dust emission from the excavation, leveling, transportation and stockpiling activities.

Minimizing dust emissions by wheel washing,

From the modelling outputs, it could be observed that after the airport starts full-fledged operation, NO2 will be the highest contributor among other pollutants. The resultant GLC of NO2 is more than 300 µg/m3 at the airstrip area in the boundary of project site. Beyond the project boundary, the GLC of NO2 in inhabited areas will be less than 80.0 µg/m3. As regards the GLC of SO2, it is more than 30 µg/m3, which will also be at the air strip area in the boundary of

All vehicles and equipments in use will be maintained for effective combustion to reduce carbon particles, CO and HC emission. Vehicles entering the airport will be restricted by emission controlled certification and efficient engine conditions. The Air Traffic Control personnel at air strips/runways shall be provided with Safety gadgets like ear muffs, respiratory protection, Retro reflective vest and retrospective hand bands.

The aircrafts will follow international emission standards and hence nothing extra will be


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Impact Mitigation Measures Impact Mitigation Measures vehicles and other diesel driven machines such as generators will also increase the level of particulate matter as well as the levels of SO2, NO2 and hydrocarbons from exhaust gases.

damping down and employing the use of covered vehicles for transportation of construction and waste materials shall be done.

Green belt development will be undertaken along the boundaries, away from the landing funnel, which will help in arresting the dust particles to fly away from the construction areas by creating a physical barrier.

project site and the GLC of SO2 in inhabited area will be less than 30 µg/m3.

done other than reducing its idle run and standard landing and take-off practices.

Ground vehicles at the airport will be maintained and will have a “Pollution Under Control” certificate.

Air quality will be maintained by using low Sulphur fuel, paving all roads at the airport, reducing idling time and control on emissions.

Present day battery/electrically charged vehicles would be used by airport operators for ground service equipment and cargo.

Development of maximum permissible level of greenery and landscaping at the airport will be helpful in improving ambient air quality.

Monitoring of ambient air quality/source emissions will be carried out as per monitoring plan.

Well-developed green-belt all around the airport as per CPCB guidelines of green belt development except the landing funnels will attenuate noise and gaseous pollutants.


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Impact Mitigation Measures Impact Mitigation Measures 5 Noise Level: Noise levels

during day time was found to be high and range between 47.8 dB(A) to 70.2 dB(A). Noise levels during night were also found to be high ranging from 37.3 dB(A) to 50 dB(A).

The main source of noise pollution would be construction equipment, transportation activities and impact due to work at night. Noise from earthmoving equipment has the potential to cause nuisance, especially if large numbers of machinery used are in poor condition.

During construction phase noise will also be generated from vibrating machinery, movement of trucks, operation of frontend loaders and vehicle reversing alarms.

Other sources include generation of noise during the operation of DG Sets, during concreting, hammering etc. and from mechanical operations like drilling, fitting etc.

The heavy construction and transport activities shall be restricted to daytime operations.

All around the construction activity area on the site periphery, about 2.5 meter high barrier GI Sheet shall restrict the noise impact by about 10dB(A).

Proper operation and maintenance of heavy equipment as well as transport vehicles shall also ensure lower noise emissions.

Ear plugs, ear muffs etc. will be provided to workers handling high noise equipment or stone cutting operations shall protect them from high noise exposure.

Warning signs should be set up in active work areas, prohibiting entry to persons without ear protection.

During operation phase, landing, take-off and taxing of various types of aircrafts will be major source of noise emissions.

No new DG sets shall be installed. The existing DG sets are adequate to serve the purpose of power back-up.

The most effective method of mitigating noise sources - other than cessation of the source activity or use of source controls would include installation of sound barriers or also called noise barrier or sound wall or sound berm or acoustical barrier. Mostly sound barriers are exterior structure designed to protect sensitive land uses from noise pollution. Identification of structures and

population vulnerable to noise level increase and remedial measures such as soundproofing will be adopted.

Tree corridor and sound barrier at the airport boundary in containing noise level.

Battery operated service vehicles within the airport.

Insistence of International code on noise level during take-off and taxing by the Aircraft operators.

Noise level contouring and identification of areas in the take-off and landing sections.

As per Occupational Safety and Health Administration (OSHA) Standards, the maximum allowable noise level for the


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Impact Mitigation Measures Impact Mitigation Measures workers is 90 dB (a) for 8 hours exposure a day, therefore, adequate protective measures in the form of ear muffs / ear plugs will be provided to the airport staff, who will be working in high noise area during operation phase.

6 Traffic: The baseline traffic survey was carried out in 3 locations. The surveyed roads were found to have LOS of A & B .

There will be insignificant increase in traffic in the existing roads during the construction phase.

The vehicles carrying raw materials to the site will only operate for a specified period.

The vehicles will be instructed to take the less busy route so that the existing traffic is not disturbed.

It has been found that after expansion, the surveyed roads shall have LOS of C where the level of convenience shall significantly reduce.

Hence it is anticipated that the roads shall require augmentation.

Adequate funds will be allocated towards implementation of traffic management measures inside the airport.

All vehicles inside the airport will be parked in designated parking area only.

Road crossings to be used will be well marked and signalled.

Personnel will be deployed to guide the vehicles and stop vehicles to avoid traffic jam.

7 Terrestrial Ecology: There are no notified

forests within 10 km of the study area.

Also no Schedule I species of fauna have been reported from the study area as well.

Likely settling of dust to be generated by movement of vehicles for construction activities on leaves may results in to stunted growth of vegetation and may also affect the of production capacity.

Dumping of huge quantity of excavated earth material

Plantation and landscaping from construction phase to strengthening flora in the area.

Air and noise emission during construction phase will be temporary and localised and restricted during day

There may be chances of bird strike in the operational airport endangering aircraft safety.

Artificial lighting and glare can affect bird’s orientation if the birds rely on lighting, or absence of lighting for

Proper landscaping, waste management measures, use of noise and flare guns may help to keep bird population at bay.

Plantation will be done wherever possible.

Plants for greenbelt development have been selected from CPCB’s


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Impact Mitigation Measures Impact Mitigation Measures may lead to loss of flora in the project area

time. All the vehicles delivering

materials to the site shall be covered to avoid spillage of material.

All earth work shall be protected to minimize dust generation.

All crusher used in construction shall confirm to relative dust emission devises.

navigation. Light attracts insect prey which, in turn, attracts bats and birds and their predators. This can affect migration patterns.

guidelines and the list is attached as Annex 4.1.

8 Socio-Economic Scenario: The study area comprises of 111 villages with a population of 3154761 as per 2011 census. The proportion of Scheduled Caste and Scheduled Tribe population of the study area was found to be 13.1% and 0.2% respectively in 2011. The literacy rate as per 2011 census is above than the national average of 72.97. Health facilities in the study area are average. The project site is free from any settlements and therefore it

The construction phases of the proposed airport will have beneficial impacts on social environment as private land acquisition is not involved. Further, significant increase in income of local people is expected as local unskilled, semi-skilled and skilled persons will gain direct or indirect employment during construction phase.

It will be ensured that the work force is locally employed in order to avoid immigration of people leading to social unrest.

There will be increase in employment opportunities with impetus for skilled jobs both from the project along with secondary and tertiary sector services/ businesses.

Aggregative there shall be positive impact on socio-economic environment due to development of infrastructure in the area, growth of secondary and tertiary sector businesses and subsequent enhancement in the

The proponent will spend an estimated amount of INR 192 lakhs on CER Activities in next 3 years as per the details given in Chapter 8.


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Impact Mitigation Measures Impact Mitigation Measures doesn’t attract R&R issues. standards of living of the

local populace. 9 Occupational Health &

Safety During construction phase, the personnel working at the site may be exposed to physical hazards, like, dust, noise, fugitive dust emissions, welding fumes, working at height, handling of heavy loads, falling objects underneath of temporary structures, working on unguarded moving machine, hammering and cutting without PPEs, etc. These are most significant occupational hazards at the airport construction site and may have potential adverse impacts on the Occupational Safety and Health.

• Provide effective dust suppression measures.

• Dust-proof masks will be provided to personnel working in areas with high dust levels.

• Standard Operating Procedures for machinery will be used.

• Mandatory use of relevant Personal Protective Equipments (PPEs) for all workers. Employees will be provided with helmets, safety boots, eye and ear protection and snug fitting gloves, safety belt, goggles, as appropriate.

• Elevated platforms, walkways on height and stairways shall be equipped with handrails, toe-boards and non-slip surfaces.

• Periodic medical examinations will be conducted for all personnel and specific surveillance programs will

Occupational health and safety issues associated with airport operation primarily include the following: • Physical Hazards Airport ground service personnel may be exposed to a variety of physical hazards depending on the specific worker function. The most significant occupational hazards may include strains due to carrying of heavy loads, repetitive motions from luggage and cargo handling activities / aircraft service operations; collisions with moving ground service vehicles or cargo, or taxiing aircraft; and exposure to weather elements. Workers may also be exposed to jet engine hazards. • Chemical Hazards Ground service providers may be exposed to chemical hazards, especially if their

• Operators should provide safety signs and pavement markings for ground support vehicle circulation and parking areas in ramps, taxiways, and any other areas with a risk of collision between ground vehicles and aircraft. Delineated safety areas should include high risk locations such as jet engine suction areas to protect aircraft service workers.

• Operators should train and certify all workers with access to airfield operations. Workers involved in the operation of aircraft support equipments shall be familiar with safety procedures applicable to ramp and taxiway traffic, including communications with the air control tower.

• Safety features of ground support vehicles shall be maintained, including back-up alarms, moving part guards, and emergency stop switches.

• All workers involved in luggage and cargo handling, whether as


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Impact Mitigation Measures Impact Mitigation Measures be initiated for personnel potentially exposed to health hazards.

work entails direct contact with fuels or other chemicals. Working with fuels may present a risk of exposure to volatile organic compounds via inhalation or skin contact during normal use or in the case of spills. It may also present a less frequent risk of fire and explosions. • Noise Airport ground service personnel may be potentially exposed to extremely high levels of noise from taxiing aircraft, the operation of aircraft auxiliary power units (APUs), and ground service vehicles. As most of these noise sources cannot be prevented, control measures should include the use of personal hearing protection by exposed personnel and implementation of work rotation programs to reduce cumulative exposure.

a regular or incidental aspect of their work function, shall be trained in the use of proper lifting, bending, and turning techniques to avoid back injury or extremities. Particular attention shall be placed on the handling of luggage and cargo in airplane holds which often do not have adequate standing height (requiring special lifting or pushing techniques) and which may present tripping and slipping hazards. Workers shall be provided with appropriate Personal Protective Equipment (PPE), such as knee pads when accessing cargo holds.

• Operators shall evaluate the need to implement individual luggage weight restrictions in coordination with airlines, applying weight limits on individual luggage packages according to local regulations or, in their absence.

• The frequency and duration of worker assignments to heavy lifting activities shall be mitigated through rotations and rest periods.

• Operators shall train workers on


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Impact Mitigation Measures Impact Mitigation Measures the prevention of heat and cold stress, including the identification of early symptoms, and management techniques (e.g. hydration, rest). Workers shall be provided with the necessary clothing and fluids to prevent weather related stress and apply other relevant recommendations for working environment temperature

• On observing accidental release of aviation fuel onto surface, the people residing in downwind direction will be evacuated based on concentration contours given in chapter of Risk and Safety.


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4.6.1 Energy Conservation

Use of energy conservation measures as part of airport design and operations, will be part of the master planning. Necessary measures will be taken for conservation of energy in line with “Energy Conservation Building Code –2017” and “National Building Code 2016”. Multi-level car parking rooftop / terrace area has been proposed to accommodate solar panels. Airport Terminal building will be designed and constructed as Green Building.

• Use of Energy Efficient building material & glass,

• Use of LED lamps instead of GLS lamps,

• Use of Solar Backed up Light Emitting Diode Lamps instead of par lamps,

• Energy efficient HVAC system,

• Solar passive techniques for terminal building,

• Use of 5 star BEE energy efficiency rating electrical equipment’s,

• Microprocessor-based Building Management System (BMS) will be installed for minimization of energy consumption,

• Automatic lighting on/ off control system will be provided in the airport area for optimum utilization of energy.

By adopting above measures about subsequent energy will be saved at the Airport.

4.7 ENERGY CONSERVATION

All materials and systems used in the project are intended to maximize energy efficiency for operation of Project throughout service life (substantial completion to ultimate disposition – reuse, recycling, or demolition) with an emphasis on top quality. Materials and systems are to maximize environmentally-benign construction techniques, including construction waste recycle, reusable delivery packaging, and reusability of selected materials. All vendors / contractors must adhere to best practices related to green buildings.

Table 4.12 discusses practices for reducing energy cost and improving energy efficiency within building management and operations at airport terminal buildings.

Table 4-15: Practices for Energy Conservation Sl. No. Name/Classification Special Conditions of Contract as per GRIHA requirements 1 Minimum Equipment

Efficiencies 1. Chillers shall meet or exceed the minimum efficiency levels as mentioned in ECBC. COP of Chillers > 6.3. 2. Unitary air-conditioners, split air conditioners and boilers shall meet the relevant IS standards. 3. Electric water heater shall meet minimum efficiency levels as


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Sl. No. Name/Classification Special Conditions of Contract as per GRIHA requirements mentioned in IS 2082.

2 Controls 1. Mechanical heating & cooling system shall be controlled by a time clock that: a) can accommodate different schedules for three different day types per week; b) can retain programming and time setting during loss of power for a period of at least 10 hours; c) includes an accessible manual override that allows temporary operation of the system for up to 2 hours. 2. All heating & cooling equipment shall have temperature control. For units providing both heating and cooling should be capable of providing a dead band of 3ºC (5ºF). When separate heating and cooling equipment serve the same space, thermostats shall be interlocked to prevent simultaneous heating and cooling. 3. Cooling towers and close circuit fluid coolers shall have either two speed motors, pony motors or variable speed drives for controlling the fans.

3 Piping & Ductwork 1. Piping for heating system shall have minimum R-4 insulation for design operating temperature ≥ 60C, and minimum R-2 insulation for design operating temperature ≥40C and <60C. Piping for cooling system with design operating temperature <15C, and refrigerant suction piping for split system shall have minimum R-2 insulation. The insulation exposed shall be protected by aluminium sheet metal, painted canvas, or plastic cover. 2. Insulation of ductwork shall be in accordance with ECBC.

4 Automatic Lighting Shutoff 1. Interior lighting in buildings> 500 m2 (5000ft2) shall be equipped with an automatic control device. Inside the building, office spaces < 30 m2 (300 ft2) shall be equipped with occupancy sensors. 2. For other spaces, this automatic control shall function on I. a schedule- A schedule is provided for areas not more than 2500 m2 and not more than one floor. II. Occupancy sensors that shall turn off the lights within 5 min. of occupant leaving the space.

5 Control in Day lighted Areas

Luminaries located in day lighted area >25 m2 (250 ft2) shall be equipped with a control device that i) is capable of reducing the light output of the luminaries in the day lighted areas by at least 50%; ii) controls only the luminaries which are located entirely in day lighted areas.

6 Exterior Lighting Control Lighting for all exterior applications shall be controlled by a photo sensor or astronomical time switch. All outdoor lamps meet the luminous efficacy levels of 75 lumens/watts

7 Interior Lighting 1. Artificial lighting design to fall within limits (lower and higher range limits) as recommended space/task specific lighting levels as per NBC** and to meet a minimum uniformity ratio of 0.4. 2. Energy Efficient LED lighting should be used so as to have LPD around 0.7 W/sq. ft.

8 Energy Efficient Motors 1. All poly phase motors of (capacity >0.375 kW and operating hours >1500 hours/year) and (capacity >50kW and operating hours >500 hours/day) shall follow minimum efficiency level as per IS 12615 for energy efficient motors.


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Sl. No. Name/Classification Special Conditions of Contract as per GRIHA requirements 2. Motor horsepower rating shall not exceed 20% of the calculated maximum load being served. 3. Motor nameplate shall list nominal full load efficiencies and full load power factor. 4. Proper rewinding practices shall be ensured for any rewound motor. If motor rewinding cannot be assured it should be replaced by a new energy efficient motor. 5. After rewinding of a motor, new efficiency test shall be performed and record is to be maintained. 6. All fans being installed in the project are BEE star rated

9 Solar PV Plant Rated capacity of proposed Solar PV energy system is equal to or more than 5% of artificial interior lighting and space conditioning connected loads

10 Low VOC paints and coatings

1. All interior paints are low-VOC *(as mentioned in the GRIHA manual) and lead-free. 2. All adhesives and sealants used shall be low-VOC *& that interior composite wood-products do not use urea-formaldehyde as a bonding resin

11 Low-environment impact material

75% of all materials (calculated by surface area) used for building interiors* meets the GRIHA criterion low-impact material requirements

12 Reduction in Embodied Energy

Provide reduction in combined embodied energy of load-bearing structure and masonry walls 30% below the GRIHA base case with supporting certificates from vendor/contractor.

13 Reduction in Embodied Energy

Provide reduction in combined embodied energy of load-bearing structure and masonry walls 30% below the GRIHA base case with supporting certificates from vendor/contractor.

14 Use of low-flow fixtures and systems

1. Selection of all flush & flow fixtures to be low flow , ultra-low flow and/or waterless to achieve 70% savings GRIHA Base case: WCs (solid/liquid) 9/9 lpm/lpf, Kitchen faucets - 10 lpm/lpf , lavatory faucets 10 lpm/lpf, Urinals - 4 lpm/lpf and showers - 10lpm/lpf

15 Design for Universal Accessibility

The project incorporates design measures for Universal Accessibility as recommended in NBC. Compliance with National Building Code norms on Requirements for Planning of Public Buildings Meant for Use of Physically Challenged

16 Roof or surface Visible to Sky

The project site surfaces (50%) visible to sky (building roof and Hard paved area to be covered with high SRI coating (SRI > 0.5)/ shaded by trees/ shaded by vegetated pergolas/ shaded by solar panels.

17 Utilization of BIS recommended waste materials in building structure

Replace 25% of Ordinary Portland cement with fly ash* by weight of cement used in structural concrete Replace 40% of building blocks/bricks by fly ash* by volume, for 100% load bearing and non-load bearing masonry walls Replace 25% of Ordinary Portland cement with fly ash* in plaster/masonry mortar

18 Operations & Maintenance protocol to be specified for operation and maintenance of the various systems in

Inclusion of a specific clause in the contract document of the systems supplier for providing training to the core facility/ service group responsible for the O&M of the building systems after installation, on the operating instructions/dos and don’ts/ maintenance requirements


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Sl. No. Name/Classification Special Conditions of Contract as per GRIHA requirements the building for the specific system, as per GRIHA requirements. Development of a

fully documented O&M manual/ CD/ Multimedia /information brochure enlisting the best practices for O&M of the building’s systems as per GRIHA requirements – Mandatory O&M protocol should be submitted for HVAC plant- AHU, Cooling tower, Chillers and pumps, VRF, Electrical- Transformer, DG, HT & LT panels, Energy Systems: Solar PV etc., STP and/or WTP

19 Piping Insulation Piping insulation shall comply with ECBC. The entire hot water system including storage tanks, pipelines shall comply relevant IS standards

CHAPTER-5

ANALYSIS OF ALTERNATIVES


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5. ANALYSIS OF ALTERNATIVES 5.1 INTRODUCTION

As the proposed project is an expansion of existing Airport, no alternatives were considered. In 2006, the Indian Civil Aviation Ministry announced a plan to upgrade Dabolim Airport. This involved constructing a new international passenger terminal (after converting the existing one to domestic) and adding several more aircraft stands. The environmental clearance for the same was obtained on 15th March, 2008.

5.2 ALTERNATIVE OF PROJECT SITE The present proposal is for extension of existing Integrated Terminal Building towards East by demolition of old Terminal Building, internal modification of existing Integrated Terminal Building and extension of existing apron towards East to facilitate 3 no. code C Aircraft (AB-321/B739-900) parking. The area in which the expansion is proposed lies within the airport premises and no additional is to be acquired for this purpose, so there is no requirement of alternative site for the proposed expansion. The proposal involves construction of 18,300 m2 centrally air conditioned as extension of existing Integrated Terminal building such the total area of the terminal building will be 83,300 m2. The proposal also involves expansion of the existing Apron to the eastern side having an area of 15,000 m2.

5.3 ANALYSIS OF ALTERNATIVE TECHNOLOGY

Selection of Energy Conservation Measures: During design and construction of new terminal building at the airport necessary measures will be taken for conservation of energy in line with “Energy Conservation Building Code–2017” and “National Building Code 2016”. The important energy conservation measures proposed for new terminal building are described below: • Airport Terminal building will be designed and constructed for GRIHA Rating 4 star. • Use of Energy Efficient building material & glass. • Use of LED lamps instead of GLS lamps. • Use of Solar Backed up Light Emitting Diode Lamps instead of par lamps. • Energy efficient HVAC system. • Solar passive techniques for terminal building. • Use of 5 star BEE energy efficiency rating electrical equipment’s.


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• Microprocessor-based Building Management System (BMS) will be installed for minimization of energy consumption.


By adopting above measures adequate percentage of energy will be saved.

Selection of Sewage Treatment Technology: Many technological alternatives for wastewater treatment are available, ranging from advanced technologies to conventional treatment options. Many factors, such as capital costs, operation and maintenance costs and land requirement, are involved in the decision-making process. After detailed evaluation, MBBR technology has been selected for proposed STP plant. The technology offers various advantages, which are mentioned below: • It provides primary, secondary and tertiary treatment all in one unit; in a single evergreen facility open to

atmosphere; • It is very simple to operate, maintain; • It does not require skilled man-power; • It is cost competitive particularly with reference to O & M cost; • No pre-treatment and no chemical usage; • Absence of any moving part; • Odour-free; and • Low energy requirement etc.

5.4 ALTERNATIVES FOR BUILDING MATERIALS

Analysis of alternative building materials in development projects can help to identify sources which can lead to energy conservation to a great extent as well as use of recyclable materials thereby taking a step forward towards sustainability. The conventional materials and methods of construction are energy intensive in nature. Scope of this section covers the selection guidelines for alternate materials and technologies at various stages of building construction. The project will use building materials in conformance to ECBC Guidelines based on their thermal characteristic U and R values. TRANSPORTATION: If the locally available materials are not used and materials from longer distances are transported, it increases the transportation cost as well as the energy consumption. Use of locally available materials is most suitable to local climate and incurs less transportation cost. Efforts will be made to procure the construction materials locally as much as possible. USE OF RECYCLED MATERIALS:: Recycled materials will be used in roads as well as for pavers if locally available. Also materials with low embodied energy will be used in construction which will significantly result in energy savings. The total savings in terms of roads and paving may be upto 10% to 20%. The


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efforts will also be made for the larger use of fly ash bricks in road and use of fly-ash based cement in the project.

Walls: Conventionally Clay bricks with cement mortar is used for construction purpose. Bricks are laid in courses and numerous patterns known as bonds, collectively known as brickwork, and may be laid in various kinds of cement mortar to hold the bricks together to make a durable structure. Cement mortar becomes hard when it cures, resulting in a rigid aggregate structure. The alternatives available for walls are as follows:

• Earth blocks- Earth blocks stabilized with 5%–15% of cement are good choice for low cost, low-rise construction in hot-humid climates. Thus smaller buildings may use this technology.

• Fly ash-based lightweight aerated concrete blocks- Fly ash based lightweight aerated concrete blocks are manufactured for walling and roofing purposes by mixing fly ash, quick lime, or cement and gypsum with a foaming agent like aluminium powder. These are considered excellent products for walling blocks. Availability of fly ash is from nearby Thermal Power Plants.

• Brick and block products with waste and recycled contents such as fly ash (waste from coal burning plants), blast furnace slag, sewage sludge, waste wood fiber, rice husk ash, etc.

• Concrete blocks using lime or waste wood fiber provide reduction of waste and saves energy. Fly ash can be used to replace about 15% to 35% of the total cementitious material. The slag content can be used to replace the same between 20% and 25%. Efforts will be made to utilize the fly ash based products in the proposed project.

ROOFS: Roofing is RCC, as it is suitable for longer spans. The constituents of RCC, i.e., cement, sand, aggregate and steel all are energy intensive materials and high embodied energy content.

Alternatives Suggested for Roofs are:

• Lightweight synthetic aggregate- The example is fly ash based aggregate, which is suitable for manufacture of brick, blocks, and is good substitute for clinker and natural aggregates.

• Pre-cast/ aerated cellular concrete walling blocks and roofing slabs- These are manufactured by the aerated cellular concrete manufacturing process. When used in multi- storied structures, they reduce the weight, resulting in a more economical design.

https://en.wikipedia.org/wiki/Brickwork

https://en.wikipedia.org/wiki/Mortar_(masonry)

https://en.wikipedia.org/wiki/Cement

https://en.wikipedia.org/wiki/Aggregate_(composite)


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Superstructure: Conventional material for structural frame building comprises of footing, columns, beams and lintels, over which the envelope of building is supported. Alternatives suggested for roofs are:

• Ferro cement- The composite Ferro cement system is simple to construct and is made of Ferro cement.

• Metals- A variety of metals are used in buildings, but the major building material used structurally is steel. Steel has a high-embodied energy and recyclable content, as well as scrap value.

• Recycled aggregates Recycled aggregates- Crushed concrete, brick, glass, or other masonry waste can also be used in conventional mixes.

Roads & Open Spaces: Use of grass pavers on the road, parking and pedestrian areas is a solution to reduce the heat island effect. Recycled materials can be used in roads as well as for pavers if locally available.

CHAPTER-6

ENVIRONMENT MONITORING PROGRAM


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6. ENVIRONMENT MONITORING PROGRAM 6.1 MONITORING PLAN To ensure the effective implementation of the mitigation measures and environmental management plan during construction and operation phases of proposed expansion, it is essential that an effective Environmental Monitoring Plan be designed and followed during construction and operation phases. Suitable mitigation measures will be taken in case monitored parameters indicate non-performance of mitigation measures. As part of post project monitoring, AAI, Dabolim will collect and monitor following data regularly: • Meteorological data collection at the airport. • Storm water drain will be monitored to check flow of silt loads emanating from airport during

monsoon season. • Continuous noise level monitoring by online integrated noise meters as per CPCB guidelines

within and outside airport premises. This noise meter will be connected to central monitoring station where all the data is stored and processed.

A detailed environmental monitoring plan is suggested to monitor environmental parameters during planning, construction and operation phase of the project. The monitoring plan for construction & operation phase is given in Table 6.1 and 6.2.

Table 6-1: Environmental Monitoring Plan for Construction Phase Aspect Parameter Location Monitoring &

Frequency Responsible Person /

Organisation Ambient Air Quality

PM10, PM2.5, SO2, NO2, CO and HC

One location at major construction site and one in nearest settlement

Twice a week External MoEF&CC / NABL Accredited laboratory services

Surface Water Quality

Physical, chemical and biological parameters including heavy metals

Two locations in study area likely to receive surface run-off from the site (only if required)

Once in three months External MoEF&CC / NABL Accredited laboratory services

Ground Water Quality


Two locations Once in three months External MoEF&CC / NABL Accredited laboratory services

Noise Level Sound level One location at major Once in a month External MoEF&CC /


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Aspect Parameter Location Monitoring & Frequency

Responsible Person / Organisation

construction site and one in nearest habitation

NABL Accredited laboratory services

Soil Physical and chemical parameters with organic content

One location near waste storage area


Ecology Visual damage assessment on flora and fauna

10 km radius from the project site

Once in a year Horticulture Specialist

Meteorology Wind speed & direction, temperature, rainfall and Humidity

At project site Continuous hourly monitoring

Existing set-up will be operated by laboratory services

Table 6-2: Environmental Monitoring Plan for Operation Phase

Aspect Parameter Location Monitoring & Frequency

Responsible Person / Organisation

Meteorology Wind speed & direction, temperature, rainfall and Humidity

At project site Continuous hourly monitoring

Existing set-up will be operated by laboratory services

Ambient Air Quality

PM10, PM2.5, SO2, NO2, CO and HC

Four stations in and around airport

Twice in a week for 24 hours External MoEF&CC /

NABL Accredited laboratory services Particulate Matter and

gaseous pollutants Stack monitoring for all DG sets Once in six months

Surface Water Quality


3 locations near to airport


Ground Water Quality


2 locations


Liquid Effluents Physical, chemical and biological parameters

Inlet and outlet locations

Once in a month External MoEF&CC / NABL Accredited laboratory services

Noise Level Noise as per CPCB guidelines for airport

Five stations at likely affected point below flight path and at site

Continuous noise level monitoring by online integrated noise meters within airport premises

External MoEF&CC / NABL Accredited laboratory services

Soil Physical and chemical parameters with organic content

One location near waste storage area


Ecology Visual Impact on flora and fauna

10 km radius from the project site

Once in a year Horticulture Specialist

Compensatory Tree Plantation

Survival rate of tree saplings

Tree plantation locations

Yearly Horticulture Specialist

6.2 REPORTING SCHEDULE & EMERGENCY PROCEDURES

The compliance monitoring and the progress reports on environmental components shall be clubbed together and submitted to the Airports Authority of India, Dabolim quarterly during the implementation period. The operation stage monitoring reports shall be provided half yearly and


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annually provided the project Environmental Compliance Report will show that the implementation was satisfactory. Photographic records will also be established to provide useful environmental monitoring tools. A full record will be kept as part of normal contract monitoring. Reporting and Monitoring Systems for various stages have been proposed to ensure timely and effective implementation of the Monitoring Plan.

6.3 ENVIRONMENT MONITORING BUDGET

The budget for environmental monitoring for construction and operation phases of the proposed airport has been estimated and presented in Table 6.3.

Table 6-3: Cost for Environmental Monitoring

Component Stage No. of Locations Total No. of

samples Annually

Frequency Cost per Sample

(Rs) Total cost

(Rs)

Air

Construction 2 192 Twice a week 5000.00 9,60,000.00

Operation 4 stacks 8 Once in 6

months 2000.00 16,000.00

4 384 Twice a week 5000.00 19,20,000.00

Water

Construction 2 surface water 8 Twice in 6

months 6000.00 48,000.00

2 ground water 8 Twice in 6 months 5500.00 44,000.00

Operation 3 surface water 12 Twice in 6

months 6000.00 72,000.00

2 ground water 8 Twice in 6 months 5500.00 44,000.00

Noise Construction 2 96 Once a

week 2000.00 1,92,000.00

Operation 5 240 Once a week 2000.00 4,80,000.00

Soil Construction 1 4 Twice in 6

months 6000.00 24000.00

Operation 1 4 Twice in 6 months 6000.00 24000.00

Total 37,92,000.00 ** The Environment Monitoring Cost during Construction Phase is INR 1,2,68,000. **The Environment Monitoring Cost during Operation Phase is INR 2,5,56,000.

CHAPTER-7

ADDITIONAL STUDIES


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7. ADDITIONAL STUDIES 7.1 INTRODUCTION

Based on the TOR specified by the Ministry of Environment, Forest and Climate Change (MoEF&CC) issued vide letter no. 10-54/2017-IA-III dated 10.05.2018 for preparation of EIA/EMP Report for proposed project, several studies were conducted and planned to be conducted to provide a clear picture of the project area. The studies and activities suggested in EIA Notification also includes:

• Public Hearing and Consultation • Risk Assessment Study and Disaster Management Plan

7.2 PUBLIC HEARING

As per the provisions of EIA Notification S.O. 1533 dated 14th September, 2006 of MoEF, Government of India and its subsequent amendment, public hearing will be conducted for the proposed Expansion. The details of public hearing will also be included in this chapter after successful completion of the same.

7.3 RISK ASSESSMENT

Risk analysis (RA) deals with the identification and quantification of risks of the airport equipment/ facilities and airport personnel and nearby human being who may get exposed to accidents resulting from the hazards at the airport.

Risk analysis and risk assessment provides details on Risk Assessment techniques used to determine risk posed to people who work inside or live near hazardous facilities, and to aid in preparing effective emergency response plans by delineating a Disaster Management Plan (DMP).

Hence, RA is an invaluable method for making informed risk based process safety and environmental impact planning decisions, as well as being fundamental to any decisions while siting a facility. Risk Assessment may be carried out to serve the following objectives:

• Identification of safety areas

• Identification of hazard sources

• To find out values of magnitude and severity of consequences for each hazard.


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• Suggest risk mitigation measures based on engineering judgement, reliability and risk analysis approaches as appropriate to each hazard.

• Disaster Management Plan.

7.3.1 Purpose of Risk Assessment

Although the purpose of risk assessment includes the prevention of occupational risks, and this should always be goal, it will not always be achievable in practice. Where elimination of risks is not possible, the risks should be reduced and the residual risk controlled. At a later stage, as part of a review programme, such residual risk will be reassessed and the possibility of elimination of the risk, perhaps in the light of new knowledge, can be reconsidered.

The purpose of this risk assessment is to evaluate the adequacy of the airport and aircraft security. This risk assessment provides a structured qualitative assessment of the operational environment. It addresses sensitivity, threats, vulnerabilities, risks and safeguards. The assessment recommends cost-effective safeguards to mitigate threats and associated exploitable vulnerabilities. Conceptual Framework of risk assessment is shown in Figure 7.1.

Figure 7-1: Conceptual Framework of Risk Assessment


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7.4 HAZARD IDENTIFICATION

Identification of causes and types of hazards is the primary task for planning for risk assessment. Hazard can happen because of the nature of fuels/ chemicals handled and also the nature of process involved, associated toxic release, fire and explosion and aircraft accidents.

An aviation accident is the worst nightmare of every pilot, crew or passenger that has ever ridden in an aircraft. Although air travel is one of the safest forms of transportation, accidents do happen with dramatic and terrifying results. The causes of these aviation accidents vary greatly depending on specific circumstances and problems that may develop during the flight process.

Human error, Runway, Descent and landing accidents, taxi and takeoff mishaps, mechanical failures, pilot errors, fuel mismanagement, and poor weather are only some of the many plights that can lead to injuries or death in the sky. In many situations these incidents can be completely avoided through careful preparation and effective safety techniques. When flight crew and pilots do their jobs correctly, aviation accidents are much less likely to occur.

7.4.1 Hazard during Construction Phase

The main risks associated with the construction hazards of the airport project are mainly electrical and mechanical failures or lack of safety precautions. During the construction phase, the responsibility of maintaining safety is jointly on the project developer and the deployed contractors. The risks and hazards associated with various construction activities and their control measures/ mitigation measures or safe working practices are listed in Table 7.1.

Table 7-1: Risk & Hazard Associated and Control Measures Risks & Hazards Associated with Construction Control Measures

Manual Handling Strains and sprains Incorrect lifting Too heavy loads Twisting Bending Repetitive movement

Exercise/warm up Get help when needed Control loads Rest breaks/ no exhaustion No rapid movement/ twisting/ bending/ repetitive movement Good housekeeping

Falls - Slips - Trips Falls on same level Falls to surfaces below Poor house-keeping Slippery surfaces Uneven surfaces Poor access to work areas Unloading materials

Good Housekeeping Tidy workplace Guardrails, handholds, harnesses, hole cover, hoarding, no slippery floors/ trip hazards Clear/ safe access to work areas & egress from work areas Dust/ water controlled environment as much as possible


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Risks & Hazards Associated with Construction Control Measures Wind Falling objects

Fire Flammable liquids/gases like LPG, diesel storage area and combustible building materials Poor housekeeping Grinding sparks Open flames, absence of fire hydrant network.

Combustible/ flammable materials properly stored/ used Good housekeeping Fire extinguishers made available & fire hydrant network with reserve Fire water (as per NFPA Code) Emergency preparedness plan in case of fire or collapse of structure. Regular mock drills

Absence of Personal Protective Equipment Lack of adequate footwear Head protection Hearing/eye protection Respiratory protection Gloves, goggles

Head/face - footwear - hearing/ eye - skin – respiratory protection provided Training for use of PPEs Proper maintenance of PPEs

Electricity Electrocution Overhead/underground services Any leads damaged or poorly insulated Temporary repairs No testing and tagging Circuits overloaded Nonuse of protective devices.

All electrical equipment in good condition and earthed No temporary repairs No exposed wires & good insulation No overloading Use of protective devices Testing and tagging No overhead/ underground services

Scaffolding Poor foundation Lack of ladder access Insufficient planking Lack of guardrails and toe boards Insufficient ties or other means All scaffolds incorrectly braced or stabilized to prevent overturning.

All scaffolds correctly braced and stabilized 3:1 height to base ratio Firm foundation, plumb and level Ladder access provided and used Proper platform Planks secured Guardrails and toe boards

Ladders Carrying loads Not secured against dislodgement Defective ladders Not sufficient length Wrong positions Incorrectly placed (angles, in access ways, vehicle movements

Secured against movement or footed Ladders in good condition and regularly inspected for faults Extend 1m above platform and placed at 4:1 angle Out of access ways, vehicle movements No carrying loads while climbing 3 points of contact Use for access only, not working platforms

Excavations Trench collapse Undetected underground services

Knowledge of Soil stability No water accumulation and pumping facilities Material 600mm from edge


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Risks & Hazards Associated with Construction Control Measures Falls Hazardous atmosphere

Clear of suspended loads Hard hats/PPE Ladders Atmospheric testing Traffic controls Emergency Plan.

Noise Unknown noise levels Known noise levels over 85 decibels

Levels below 85 decibels Proper protections.

Falling Material Fall during carrying / lifting materials Dislodged tools and materials from overhead work areas.

Materials to be secured kept away from edge toe boards Use of hard hats

Cranes & Lifts Display of carrying capacity i.e. loads (No. Of person), incorrectly slung, defective lifting equipment, unsecured loads, craning in close proximity to building Falls Falling materials.

Periodic testing by competent authority Correctly slung/secured loads, lifting equipment good condition Use of proper hand signals Falls while unloading controlled

Visitors Presence at site Falls Struck by dropped materials Road accidents Insufficient hoarding or fencing - pedestrian access past site Mechanical plant movement on and off site

Sufficient hoarding Fencing and barricades Safe pedestrian access past site traffic management for loading and delivery Construction separated from occupied areas of projects.

7.4.2 Hazard during Operation Phase

Natural Disasters: Natural Disasters are often sudden and intense and results in considerable destruction, injuries and death disrupting normal life as well as the process of development. Disasters due to natural calamity could be as follows:

Earthquake

Flood

Storms/ Cloud burst/lightning/extreme weather conditions

Aircraft Accident Related Disasters: Aircraft accident occurs near and within the airport during landing/take-off/taxing due to malfunctioning of some mechanism like undercarriage, failure of hydraulic power supply, non-functioning of one or more engines, malfunctioning of landing gear,


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sudden fire in aircraft while enrooting, unforeseen circumstances in which pilot loses control over aircraft and improper signaling by air traffic control tower (ATC). Disasters due to emergencies could be as follows:

Aircraft accident at airport;

Aircraft accident off airport; and

Hazardous material emergency, hydrocarbon spills followed by fire

Terror Attack, Plane Hijack, Sabotage: The threat of bombing vital installations by enemy action or sabotage cannot be ruled out near and within the airport. Since airports are vital facilities prone to terror attack/ sabotage or plane hijacking, the threat to an airport could be from ground as well as from the air. Disasters due to external factors are on account of unlawful seizure, sabotage and bomb threat.

7.5 FUEL STORAGE AT AIRPORT

Fuel storage area has been one of the prime concerns as far as airport risk and hazards are concerned. A fuel farm of 8000m2 including all ancillary and administrative facilities with minimum inter-distances as per oil industry norm exists within the Airport premises. Drums of High Speed Diesel (HSD) for the DG sets will be available at the site. It is proposed that the oil company which will supply the fuel for the proposed airport will bring oil tankers inside and provide the necessary arrangements for filling. Any accident the tanker meets during filling inside airport will cause accidental spillage on concrete surface and related risks as mentioned below.

7.6 RISK MODELLING

Simulation of each identified hazardous chemical for consequence analysis has been done by using ALOHA. ALOHA (Areal Locations of Hazardous Atmospheres) is a computer program designed to model chemical releases for emergency responders and planners. It can estimate how a toxic cloud might disperse after a chemical release—as well as several fires and explosions scenarios.

ALOHA is designed to produce reasonable results quickly enough to be of use to responders during a real emergency. Therefore, ALOHA’s calculations represent a compromise between accuracy and speed. Many of ALOHA’s features were developed to quickly assist the responder. For example, ALOHA:

• Minimizes data entry errors by cross-checking the input values and warning the user if the value is unlikely or not physically possible.


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• Contains its own chemical library with physical properties for approximately 1,000 common hazardous chemicals so that users do not have to enter that data.

In the present case, a prediction has been done assuming most unfavorable meteorological condition like low wind speed of 1 m/s and stable atmospheric condition F. In case of an accident of tanker, the aviation fuel will spill on ground, may cause toxic fume dispersion, may catch fire and cause thermal radiation or the vapor cloud may travel and meeting an ignition source, may explode causing pressure waves and damaging structures. All these possible situations have been predicted with affected distance of Level of Concern (LOC).

Key Program Features

• Generates a variety of scenario-specific output, including threat zone pictures, threats at specific locations, and source strength graphs.

• Calculates how quickly chemicals are escaping from tanks and puddles, and predicts how those release rates change over time.

• Models many release scenarios like:

1. Toxic gas clouds,

2. BLEVEs (Boiling Liquid Expanding Vapor Explosions),

3. Jet fires,

4. Vapor cloud explosions, and

5. Pool fires.

6. Evaluates different types of hazard (depending on the release scenario): toxicity, flammability, thermal radiation, and overpressure.

ALOHA is developed jointly by the National Oceanic and Atmospheric Administration (NOAA) and the U.S. Environmental Protection Agency (EPA).

ALOHA model needs site specific information to calculate solar insolation like location name, latitude and longitude of location and its elevation. It can model both light gases using Gaussian Model and heavy gases using DEGADIS. It also needs building type, building surroundings, wind speed, direction (from meteorological measurement), wind measuring heights, ground roughness, cloud cover, stability class, inversion and humidity. It also needs storage tank type and orientation, tank dimension, state of chemical, temperature inside the stank, diameter of assumed or actual accidental opening in tank, leak type and assumed or actual height of opening ALOHA software


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was used to model the effects of each scenario taking into consideration the usual atmospheric conditions as well as the worst case atmospheric conditions. ALOHA is a computer program designed especially for use by people responding to chemical releases when an accident has taken place, as well as for emergency planning. ALOHA models key hazards - toxicity, flammability, thermal radiation (heat) and overpressure (explosion, blast force) - related to chemical releases that result in toxic gas dispersions, fires and/or explosions. ALOHA allows for the specification of concentration limits for the purpose of consequence assessment (e.g., assessment of human health risks from contaminant plume exposure).

7.6.1 Damage Criteria used in the project

The hazardous categories are modeled in Table 7.2.

Table 7-2: Hazard categories modeled in ALOHA Scenario\Source Tank Puddle

Vapor cloud (flash fire) Flammable area Flammable area Vapor cloud (explosion) Overpressure Overpressure

Vapor cloud(Dispersion of Toxic vapor) Toxic vapors Toxic vapors Pool fire Thermal radiation Thermal radiation

BLEVE (fireball) Thermal radiation NA

(A) Thermal Damage: The thermal radiation effects on people depend upon the length of time they are exposed to a specific thermal radiation level. ALOHA uses three threshold values (measured in kilowatts per square meter) to create the default threat zones: • Red: >10 kW/ m2. -- potentially lethal within 60 sec;

• Orange: >5 kW/ m2 -- second-degree burns within 60 sec; and

• Yellow: >2 kW/ m2 -- pain within 60 sec.

Longer exposure durations, even at a lower thermal radiation level, can produce serious physiological effects. The threat zones displayed by ALOHA represent thermal radiation levels of certain hazardous chemicals in the environment in case it is under fire.

(B) Overpressure:This is a case of explosion due to overpressure in tank or a vapour cloud explosion when it meets a spark on the way. The threat zones are as follows:

Red: 8.0 psi (Destruction to Buildings)

Orange: 3.5 psi (Serious Injury Likely)

Yellow: 1.0 psi (Shatters Glass)


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(C) Toxic release: For toxic release, there are several hazard classification systems in use. Some chemicals have not been classified in every system. ALOHA determines its default toxic Level of Concern (LOC) values based on the following:

PACs: Protective Action Criteria

This dataset combines all three common public exposure guideline systems (AEGLs, ERPGs, and TEELs) and implements a hierarchy-based system. (AEGLs are used preferentially, followed by ERPGs, and then TEELs.) If ALOHA is defaulting to the PAC values, it means that there are no AEGL or ERPG values in the ALOHA chemical library for that substance. In this case, the PAC values will be the TEEL values. TEELs are derived using existing LOCs and by manipulating current data. This process is less intensive than the AEGL or ERPG process, and TEELs have been defined for more than 3,000 chemicals.

1) Acute Exposure Guideline Levels (AEGLs)

Acute Exposure Guideline Levels (AEGLs) are Toxic Levels of Concern (LOCs) that is used to predict the area where a toxic gas concentration might be high enough to harm people. The guidelines define three-tiered AEGLs as follows:

AEGL-1: The airborne concentration of a substance above which it is predicted that the general population, including susceptible individuals, could experience notable discomfort, irritation, or certain asymptomatic non-sensory effects. However, the effects are not disabling and are transient and reversible upon cessation of exposure.

AEGL-2: The airborne concentration of a substance above which it is predicted that the general population, including susceptible individuals, could experience irreversible or other serious, long-lasting adverse health effects or an impaired ability to escape.

AEGL-3: The airborne concentration of a substance above which it is predicted that thegeneral population, including susceptible individuals, could experience life-threatening health effects or death.

2) The Emergency Response Planning Guidelines (ERPGs)

The American Industrial Hygiene Association (AIHA) has issued three levels of ERPG values based on toxic effect of the chemical for use in evaluating the effects of accidental chemical releases on the general public. The Emergency Response Planning Guidelines (ERPGs) are Toxic Levels of Concern (LOCs) that is used to predict the area where a toxic gas concentration might be high enough to harm people. The ERPGs are three tiered guidelines with one common


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denominator: 1-hour contact duration. Each guideline identifies the substance, its chemical and structural properties, animal toxicology data, human experience, existing exposure guidelines, the rationale behind the selected value, and a list of references.

ERPG 1: The maximum airborne concentration below which it is believed that nearly all individuals could be exposed for up to 1 hour without experiencing other than mild transient adverse health effects or perceiving a clearly defined, objectionable odour.

ERPG 2: The maximum airborne concentration below which it is believed that nearly all individuals could be exposed for up to 1 hour without experiencing or developing irreversible or other serious health effects or symptoms which could impair an individual's ability to take protective action.

ERPG 3: The maximum airborne concentration below which it is believed that nearly all individuals could be exposed for up to 1 hour without experiencing or developing life threatening health effects.

The most important point about the ERPGs is that they do not contain safety factors usually incorporated into exposure guidelines. Rather, they estimate how the general public would react to chemical exposure. Just below the ERPG-1, for example, most people would detect the chemical and may experience temporary mild effects. Just below the ERPG-3, on the other hand, it is estimated that the effects would be severe, although not life-threatening. The ERPG should serve as a planning tool, not a standard to protect the public.

3) Temporary Emergency Exposure Levels (TEELs)

There are three TEEL levels that are important for responders to consider:

TEEL-1: Maximum concentration in air below which it is believed nearly all individuals could be exposed without experiencing other than mild transient health effects or perceiving a clearly defined objectionable odour.

TEEL-2: Maximum concentration in air below which it is believed nearly all individuals could be exposed without experiencing or developing irreversible or other serious health effects or symptoms that could impair their abilities to take protective action.

TEEL-3: Maximum concentration in air below which it is believed nearly all individuals could be exposed without experiencing or developing life-threatening health effects.

4) Immediate Dangerous to Life or Health (IDLH)

Immediately Dangerous to Life or Health (IDLH) level is a limit originally established for selecting respirators for use in workplaces by the National Institute for Occupational Safety and Health


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(NIOSH). A chemical's IDLH is an estimate of the maximum concentration in the air to which a healthy worker could be exposed without suffering permanent or escape-impairing health effects. It was recommended that appropriate respirator (as per NIOSH) be kept handy/easily available.

The IDLH was not designed to be an exposure limit for the general population. It does not take into account the greater sensitivity of some people, such as children and the elderly.

For AEGLs, ERPGs and TEELs, the rank number increase with the hazard level, so that AEGL-3 is more hazardous than AEGL-1. Typically, the “3” values are used for the most hazardous (red) threat zones because they represent the threshold concentration above which health effects may be life threatening.

7.6.2 Input Used For ALOHA Modeling

SITE DATA:

Location: Dabolim Village, South Goa, Goa

ATMOSPHERIC DATA: (MANUAL INPUT OF DATA)

Wind: 1 m/s from North (NNE).

Ground Roughness: Open Country

Air Temperature: 25° C

Stability Class: C

Relative Humidity: 68 %

7.6.3 Consequences Analysis for Failure Scenarios of Hazardous Chemicals

CHEMICAL NAME: N-Heptane and Iso-octane are major constituents of Aviation Fuel. The modelling has been done for both as follows:

N-Heptane:

Molecular Weight: 100.20 g/mol.

CAS Number: 142-82-5

PAC-1: 500 ppm PAC-2: 830 ppm PAC-3: 5000 ppm

IDLH: 750 ppm LEL: 10500 ppm UEL: 67000 ppm

Ambient Boiling Point: 98.2° C

Vapor Pressure at Ambient Temperature: 0.060 atm.


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Source Strength:

Tank Diameter/Length:9 meters

Source State: Liquid

Source Temperature: 25 Degree Celsius

A. Leaking Tank, Chemical is not burning & forms an evaporating puddle

Case I: Toxic Area of Vapor Cloud

THREAT ZONE:

Model Run: Heavy Gass

Model Run: Heavy Gas

Red : 37 meters --- (5000 ppm = PAC-3)

Note: Threat zone was not drawn because effects of near-field patchiness make dispersion predictions less reliable for short distances.

Orange: 155 meters --- (830 ppm = PAC-2)

Yellow: 221 meters --- (500 ppm = PAC-1)


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Figure 7-2: Toxic Release threat zone for N-Heptane

UCase II U: Flammable Area of Vapor Cloud

THREAT ZONE:

Threat Modeled: Flammable Area of Vapor Cloud


Red : 29 meters --- (6300 ppm = 60% LEL = Flame Pockets)

Note: Threat zone was not drawn because effects of near-field patchiness make dispersion predictions less reliable for short distances.

Yellow: 132 meters --- (1050 ppm = 10% LEL)


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Figure 7-3: Flammable area of Vapor Cloud for N-Heptane

UCase III U: Blast: Vapor Cloud Explosion

THREAT ZONE:

Threat Modeled: Overpressure (blast force) from vapor cloud explosion

Type of Ignition: ignited by spark or flame

Level of Congestion: congested


No explosion: no part of the cloud is above the LEL at any time


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B. Leaking Tank, Chemical is burning & forms a pool fire

THREAT ZONE:

Threat Modeled: Thermal radiation from pool fire

Red : 26 meters --- (10.0 kW/(sqm) = potentially lethal within 60 sec)

Orange: 36 meters --- (5.0 kW/(sqm) = 2nd degree burns within 60 sec)

Yellow: 54 meters --- (2.0 kW/(sqm) = pain within 60 sec)

Figure 7-4: Thermal Radiation from Pool Fire for N-Heptane

C. BLEVE, tank explodes & Chemical burns in a fireball

THREAT ZONE:

Threat Modeled: Thermal radiation from fireball


Orange: 1.2 kilometers --- (5.0 kW/(sqm) = 2nd degree burns within 60 sec)

Yellow: 1.9 kilometers --- (2.0 kW/(sqm) = pain within 60 sec)


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Figure 7-5: BLEVE, Thermal Radiation from Fireball for N-Heptane

UIso-octane

Molecular Weight: 114.23 g/mol.

CAS Number: 540-84-1

PAC-1: 230 ppm PAC-2: 385 ppm PAC-3: 5000 ppm

IDLH: 1000 ppm LEL: 9600 ppm UEL: 65000 ppm

Ambient Boiling Point: 125.5° C

Vapor Pressure at Ambient Temperature: 0.018 atm.

USource Strength:

Tank Diameter/Length:9 meters

Source State: Liquid

Source Temperature: 25 Degree Celsius


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A. ULeaking Tank, Chemical is not burning & forms an evaporating puddle

UCase I U: Toxic Area of Vapor Cloud

THREAT ZONE:


Red : LOC was never exceeded --- (5000 ppm = PAC-3)

Orange: 153 meters --- (385 ppm = PAC-2)

Yellow: 234 meters --- (230 ppm = PAC-1)

Figure 7-6: Toxic area of Vapor cloud for Iso-octane

UCase II U: Flammable Area of Vapor Cloud

THREAT ZONE:

Threat Modeled: Flammable Area of Vapor Cloud


Red : LOC was never exceeded --- (5760 ppm = 60% LEL = Flame Pockets)

Yellow: 67 meters --- (960 ppm = 10% LEL)


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Figure 7-7: Flammable area of vapor cloud for Iso-octane

UCase III U: Blast: Vapor Cloud Explosion

THREAT ZONE:

Threat Modeled: Overpressure (blast force) from vapor cloud explosion

Type of Ignition: ignited by spark or flame

Level of Congestion: congested


No explosion: no part of the cloud is above the LEL at any time

B. Leaking Tank, Chemical is burning & forms a pool fire

THREAT ZONE:

Threat Modeled: Thermal radiation from pool fire


Orange: 36 meters --- (5.0 kW/(sqm) = 2nd degree burns within 60 sec)

Yellow: 54 meters --- (2.0 kW/(sqm) = pain within 60 sec)


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Figure 7-8: Thermal Radiation from Pool Fire for Iso-octane

C. Leaking Tank, Chemical is burning & forms a pool fire THREAT ZONE: Threat Modeled: Thermal radiation from fireball Red : 885 meters --- (10.0 kW/(sqm) = potentially lethal within 60 sec) Orange: 1.3 kilometers --- (5.0 kW/(sqm) = 2nd degree burns within 60 sec) Yellow: 1.9 kilometers --- (2.0 kW/(sqm) = pain within 60 sec)


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Figure 7-9: BLEVE, Thermal Radiation from Pool Fire for Iso-octane

7.6.4 SUMMARY OF ALOHA RESULTS

The summarization of the results obtained from Risk Modelling Assessment if given in Table 7-3.

Table 7-3: Summarization of ALOHA Results

Situation Affected Distance (m) Remarks

Red Orange Yellow N- HEPTANE

Leaking Tank, Chemical is not burning & forms an evaporating puddle

Toxic Area of Vapor Cloud 37 155 221

Flammable Area of Vapor

Cloud 29 - 132

Blast: Vapor Cloud

Explosion - - -

Leaking Tank, Chemical is burning & forms a pool fire.

Thermal radiation

26 36 54

BLEVE, tank explodes & Chemical burns in a fireball.

Thermal radiation 878 1200 1900


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Situation Affected Distance (m) Remarks

Red Orange Yellow ISO-OCTANE

Leaking Tank,

Chemical is not burning & forms an evaporating

puddle

Toxic Area of Vapor Cloud - 153 234

Flammable Area of Vapor

Cloud - 67 -

Blast: Vapor Cloud

Explosion - - 234

Leaking Tank,

Chemical is burning & forms a pool fire

Thermal radiation

- 36 -

BLEVE, tank

explodes& Chemical burns in a

fireball.

Thermal radiation

885 1300 1900 Say 2000m

As per the result obtained from ALOHA, it has been interpreted that the worst case scenario will be explosion of tank and the chemical will burn in a fireball (BLEVE). The effect of this scenario will be up to a distance of 2km. Therefore, it requires immediate evacuation of population say up to 2000m and provide immediate medical facilities for injured persons as mentioned in Disaster Management Plan.

7.7 DISASTER MANAGEMENT PLAN

7.7.1 Disaster

A disaster can be defined as an "occurrence of such magnitude so as to create a situation in which normal pattern of life within a facility is suddenly disrupted, adversely affecting not only the personnel and property within the facility but also in its vicinity."

A Disaster Management Plan (DMP) is an integral part of an Airport operation for effective and safe management of technical and non-technical emergencies. This is important for effective management of an emergency situation to minimize losses to people, property and both at and around the Airport.


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The objectives of the emergency planning are to describe the Airport's emergency response organization, the resources available and applicable response actions. Thus, the objectives of emergency response plan can be summarized as follows:

Rapid control and containment of the hazardous situation;

Minimizing the risk and impact of an event/accident; and

Effective rehabilitation of the affected persons, and prevention of damage to property.

Disaster control plan gives ideas to plan in advance to avoid & minimize the damage in all aspects. It is a team effort & remarkably pays if due attention is paid in time to plan & execute the action plan for disaster control.

On-site Incidents

Some of occurrence may result in on-site implications like:

Fire and/or explosion;

Leakage of flammable material;

Release of toxic material (accident/sabotage);

Crash landing;

Bomb threat; and

Natural calamities like earthquake, flooding, thunderstorms etc.

Off-site Incidents

Incidents having off-site effects can be:

Fire and/or explosion on site;

Leakage of flammable material on site;

Release of toxic material (accident/sabotage) on site;

Air raids; and

Crashing of aircraft i.e. while landing or Take-off.

Accidents may take place on site or off site. In case of accidents as mentioned in modeling, the effect may spread upto about 1000m beyond the accident site, which is considered inside the airport. There should be plans to evacuate population especially from downwind distances 1000m away from boundary as given in Table 7.3.


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Other Incidents

Other incidents, which can also result in a disaster, are:

Agitation/forced entry by external group of People;

Sabotage; and

Hijacking

An important aspect of the disaster is its unforeseen nature. Thus, by definition itself, a disaster is impossible to control completely. However, occurrence of events, which lead to a disaster, may be minimized through proper technology and engineering practices. The DMP plan should be prepared in accordance with the Civil Aviation requirement laid down by the Director General of Civil Aviation (DGCA), the National Disaster Management Act, 2005, the National Building Code as well as various code provisions of the International Civil Aviation Organization (ICAO) including other International conventions and acts.

7.7.2 Emergency Resources and Equipment’s

High mast lighting on generator trailers is essential for protracted night operations. A source for fuel for the generators should be identified.

A trailer equipped with sufficient backboards and stretchers to accommodate 250+ causalities.

Sufficient body bags and causality identification tags.

A trailer mounted medical disaster kit containing long shelf life items such as bandages, compresses, splints, trauma kits etc.

Tents and tarpaulins for use during inclement weather.

A trailer / container with stakes, heavy hammer, colored tape and poles to mark are at an accident site and to identify triage sites and evacuation routes. These stakes can also be used to mark locations where bodies, voice and flight recorders, and aircraft parts are found.

Heavy cranes to lift debris during rescue activities

Buses and other vehicles to transport ambulatory passengers.

Vehicles to transport dead to temporary morgue.

Tow bars and wing / fuselage jacks for all aircraft types using airport.

Pneumatic lifting bags and compressors.


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Heavy cranes and forklifts.

Aircraft loading equipment and tow tractors.

7.7.3 Emergency Procedures

Rough Weather Emergency: In case of storm approaching the area, prior warning will be received. Therefore, the radio room must receive daily weather forecast, which must be signed by the Air Traffic Controller or his designated officer. It is strongly suggested that specific weather report be prepared or obtained, as it would be more accurate than general report and three stages of operation control shall be followed:

Green Status: This status applies when weather is good. Operations can go on smoothly as planned.

Yellow Status: This is an alert stage when rough weather is expected or may be expected, hence alert must be maintained with all precautions with emergency status but operations can continue.

Red Status: Emergency situation- operations suspended. All activities are to be controlled by the designated officer of the Airport.

Aircraft Crash within Airport Fire Service Turn-out Area: The Airport Fire Service turnout area shall include the entire airport area as well as the areas in the vicinity of the airport up to an arc of a circle centered at the runway threshold of 5 km radius, and 3km from the perimeter of the airport.

Crash action is declared for aircraft accidents on the aerodrome as well as off the aerodrome. The Air Traffic Controller shall activate the crash alarm immediately if one of the following events occurs:

When the aircraft accident/crash is sighted by the Air Traffic Controller or the sighting is reported to the Air Traffic Control by any of the reliable sources.

When the aircraft has been cleared to land and fails to land within 5 minutes of the estimated time of landing and the communication with the pilot is not able to be re-established.

During poor visibility- when the Air Traffic Controller is unable to sight the runway, and the aircraft, which has been cleared for take-off or land, fails to respond to the Air Traffic Control's repeated calls.


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Aircraft Crash outside Airport Fire Service Turn-out Area: If an aircraft accident occurs outside the Turnout Area, the procedures for Crash Action outside the Airport Fire Service Turnout Area shall be as followed.

The decision to declare the Crash Action rests with the Air Traffic Control.

Local Fire Service will be fully in charge and resume command of the aircraft fire-fighting and rescue operations at the crash site.

State Authorities/District Administration will be overall in charge of all ground operations at the scene. All the other agencies and services involved will activate their respective emergency operations plans to support the State Authorities/District Administration in the mitigation of the aircraft accident.

Fire on the Ground (Aircraft Movement Area): An aircraft can catch fire when it is taxing in the movement area or parked at an aerobridge or remote bay. Such a scenario can arise from a defect or malicious act, and may develop into a major disaster. The resources required to mitigate are thus identical to that of an aircraft crash within the Airport Fire Service Turnout Area.

When the aircraft on the ground catches fire and is sighted by the Air Traffic Controller or reported to the Air Traffic Control by any reliable sources, the Air Traffic Controller shall activate the Airport Fire Service through the crash alarm communication system and provide details of the aircraft fire, for example:

Location of aircraft;

Nature of fire (e.g. undercarriage fire, engine fire);

Number of Passenger on Board (POB); and

Presence of dangerous goods, if known.

The Air Traffic Controller shall give clearance to the responding fire vehicles to enter the runway/taxiway as soon as possible.

Fire on the Ground (Airport Buildings & Installations): Fire may occur at any of the airport installations and buildings. If out of control, such a fire may cripple the key airport facilities and disrupt the normal airport operations. During a fire occurrence, however small it may appear to be, person who discovers it shall:

Raise the fire alarm via the nearest manual call point. If no manual call point is readily available, raise the alarm by other available means;


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Inform the Airport Fire Service immediately of the exact location of the fire; and

Operate a suitable fire extinguisher where readily available, or any water hose reel within range.

Bomb Emergency Management: Bomb threats by their very nature indicate the very real potential for serious damage to aircraft, buildings and property, as well as the potential for serious injuries or loss of life. A bomb threat could be written, recorded, or communicated orally. Every threat must be taken seriously and dealt with in such a way as to not create panic. The call recipient must remember to do many things, all of which will aid in the search for the device and provide authorities with as much information as possible for their later investigation. The following immediate actions are suggested:

Any aircraft that is suspected of carrying a bomb should be parked in Isolated Bay Area.

All passengers should be evacuated immediately by the fastest means whilst the local or airport police arrange for bomb disposal experts to attend and search the aircraft. All baggage should be left on board until it has been searched and cleared. Airport rescue and fire services should be standby at point no less than 300m from air craft and predetermined procedure for bomb alerts should take into account the calling of local authority services of fire, police, ambulance and hospitals.

Air traffic control must maintain continuous communication with the rescue and firefighting services to ensure that they are kept updated in relation to any change in distressed aircraft condition.

To attend to bomb threat calls received to aircraft, terminal building, vital installations and arising from unclaimed observed insides/outside the airport and safe neutralization of explosives devices found.

As soon as an emergency is envisaged/occurs, the Emergency chief or his alternate shall promptly communicate the information by a telephone or any other quickest mode of communication to the Inspector of Police, highest administrative officer and Fire brigade. The information should include the location in question and the degree of emergency (anticipated, eminent or actual).

To conduct regular training of airport security police and staff, airline agencies working at the airport. This training is based for identification of explosives.


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Forced Landing of Hijacked Aircraft: Every airport is faced with a threat of hijacked aircraft forced to land at the aerodrome all airports have standard operating procedures to deal with such eventualities. An outline of the procedure to be followed to manage this contingency is given below.

A separate isolated parking place away from the parking aprons and far away from the terminal complex is earmarked for parking such aircraft after it has landed.

All messages from the hijackers are to be relayed by air traffic control to the concerned agencies.

Information must be promptly given to local police department, State Government Authorities and concern Airline Company.

Information will also be passed to neighboring airports for alert through airport officials and IAF authorities.

Fire tender and ambulance be kept ready for emergency situations.

Local hospital, fire services and ambulance services made alert for possible aid.

7.7.4 Onsite and Offsite Emergency Plan

On-Site Emergency: If accident / incident takes places in an Airport, its effects are confined to the Airport premises, involving only the persons working in the Airport and the property inside the Airport it is called as On-site Emergency.

Off-Site Emergency: If the accident is such that it affects inside the Aircraft areuncontrollable and it may spread outside the Airport and affect the premises, it is called as Off-site Emergency.

The main objectives of an emergency plan are to control and contain the incident/ accident and if possible, eliminate it and to minimize the effects of the incident on person, property and environment. Each Airport should prepare an emergency plan incorporating details of action to be taken in case of any major accident/ disaster occurring inside the Airport. The plan should cover all types of major accident/ occurrences and identify the risk involved in the airport. Mock drills on the plan should be carried out periodically to make the plan foolproof and persons are made fully prepared to fight against any incident in the airport.

The Emergency Control Centre (ECC) shall ensure a mock drill of the onsite emergency plan is conducted at least one in every six months. A detailed report of the mock drill conducted under rule shall be made immediately available to the Inspector and Chief Inspector. Main elements of On-site Emergency plans:-


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Leadership and Administration,

Role and Responsibilities of Key Personnel,

Emergency action,

Light and Power,

Source of energy control,

Protective and rescue equipment,

Communication,

Medical care,

Mutual Aid,

Public relation,

Protection of vital records and

Training and

Periodical revision of plan.

Onsite Emergency Plan

The emergency action plan includes:

Emergency Control Centre: The operations to handle the emergency are directed and coordinated by emergency control center. The facilities will be made available in the emergency control are:

a) Internal and external communication.

b) Computer and other essential records.

c) Daily attendance of workmen employed in Airport.

d) Pollution records.

e) Walky-talky.

Assembly Points: A safe place far away from the Airport has been pre-determined as assembly point where in case of emergency personnel evacuated from the affected areas are to be assembled. The Airport workers, contract workers and visitors will assemble in assembly point in


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case of emergency and the time office clerk should take their attendance so as to assess the missing person during emergency.

The Key Personnel for Onsite Emergency: The General Manager of the airport will act as main controller. His duties are to

a) Assess the magnitude of the situation and decide whether the evacuation of staff from the Airport is needed.

b) Exercise and direct operational control over areas other than those affected.

c) Direct and control rehabilitation of affected area after emergency.

d) Intimate Off-site Emergency controller if the emergency spreads beyond the Airport premises and likely to affect the surrounding area etc.

Escape Route: The escape route from Airport should be clearly marked. The escape route is the shortest route to reach out of the affected area to open area, which leads to assembly point. This route should be indicated on the layout plan attached to the On-site Emergency Plan.

Evacuation Plan: All non-essential staff should be evacuated from the emergency site. As soon as the emergency siren rings the staffs have to move to the assembly point. The closing procedure in case of emergency should be prepared and kept ready and responsible person should be nominated for the purpose.

Emergency Facilities: The following facilities will be provided at Airport to tackle any emergency at any time.

Fire protection and firefighting facilities.

Emergency lighting and standby power.

Emergency equipment and rescue equipment

a. Breathing apparatus with compressed air cylinder.

b. Fire proximity suit.

c. Resuscitator.

d. Water gel Blanket.

e. Low temperature suit.

f. First aid kit.


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g. Stretchers.

h. Torches.

i. Ladders.

Offsite Emergency Plan

Central Control Committee has the following actions to be executed:

Incident and Environment Control Committee.

Fire Control Committee.

Traffic control, Law and order, Evacuation and Rehabilitation Committee.

Medical help, Ambulance and Hospital Committee.

Welfare, Restoration and Resumption Committee.

Utility and Engineering Services Committee.

Press, Publicity and Public Relations Committee.

7.8 TRAINING AND EDUCATION

Regular training would be provided to all personnel who have a role in planning and operational response to an emergency. The main goal of training for emergencies is to enable the participants to understand their roles in the response organization, the tasks associated with each position and the procedures for maintaining effective communications with other response functions and individuals. The training objectives are:

To familiarize personnel with the contents and manner of implementation of the plan and its procedures;

To train personnel in the performance of the specific duties assigned to them in the plan and in the applicable implementation procedures;

To keep personnel informed of any changes in the plan and the implementing procedures;

To maintain a high degree of preparedness at all levels of the Emergency Response Organization

Train new personnel who may have moved within the facility organization;

Test the validity, effectiveness, timing and content of the plan; and

Update and modify the plan on the basis of experience acquired through exercises and drills.


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7.9 MOCK DRILLS AND EXERCISES

Mock drills constitute another important component of emergency preparedness. They refer to the re-enactment, under the assumption of a mock scenario, of the implementation of response actions to be taken during an emergency. Emergency drills and integrated exercises have the following objectives.

To test, efficiency, timing, and content of the plan and implementing procedures;

To ensure, that the emergency organization personnel are familiar with their duties and responsibilities by demonstration;

Provide hands-on experience with the procedures to be implemented during emergency; and

Maintain emergency preparedness.

The frequency of the drills would vary depending on the severity of the hazard. However, drills would be conducted once in a year. Scenarios may be developed in such a manner as to accomplish more than one event objective. Drills and exercises will be conducted as realistically as is reasonably practicable.

Planning for drills and exercises would include:

The basic objectives;

The dates, times and places;

The participating organizations;

The events to be simulated;

An approximate schedule of events;

Arrangements for qualified observers; and

An appropriate critique of drills/exercises with participants

Evaluation of drills and exercises would be carried out which would include comments from the participants and observers. Discrepancies noted by the drill observers during the drill shall be pointed out during the drill. The individual responsible for conducting the drill or exercise would prepare a written evaluation of the drill or exercise. The evaluation would include assessments and recommendations on:

Areas that require immediate correction;

Areas where additional training is needed;


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Suggested modifications to the plan or procedures; and

Deficiencies in equipment, training, and facilities.

The evaluation of a drill or exercise shall be submitted to the Terminal Manager for review and acceptance who shall then determine the corrective actions to be taken and assign the responsibility to appropriate personnel. The Safety In-charge would track all approved drill and exercise corrective actions as a means of assuring that corrections are made in a reasonable amount of time, and shall advise the Terminal Manager of the status of implementation of corrective actions.

Records of drills, exercises, evaluations, and corrective actions would be duly maintained.

7.10 UPDATING OF EMERGENCY PLAN

The Dabolim Airport’s Emergency Plan and implementing procedures would be reviewed and updated to ensure compliance with relevant regulations and applicable state and local emergency plans. The need for updating is based on following aspects:

Written evaluations of mock drills exercises which identify deficiencies or more desirable methods, procedures, or organizations;

Changes in key personnel involved in the organization;

Changes in the facility organization structure;

Changes in regulations;

Recommendations received from other organizations and state agencies.

CHAPTER-8

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8. PROJECT BENEFITS 8.1 INTRODUCTION

It is well understood that a viable and efficient transportation system is a fundamental and necessary component to the economy of any region. Dabolim Airport is serving Goa in India. The land for the project is already under possession of Airports Authority on India and the proposed expansion will be carried out in the existing land.

The growth of the airport will generate significant demand for employment and enabling economic growth to benefit the whole region through the generation of both direct and indirect economic value.

8.2 IMPROVEMENT IN PHYSICAL & SOCIAL INFRASTRUCTURE

Physical Infrastructure: To cater the forecasted growth of the airport, it is essential that existing airport requires major capacity enhancement. The existing facilities are inadequate to cater services of handling increased volume of passengers. Hence, it is evidently important that the airport capacity needs expansions.

The proposed Airport expansion will enhance the safety, security and environmental standards and passenger comfort at Airport and also will help in catering to forecast future air traffic and passenger growth and national civil aviation vision.

Also, after proposed expansion of Terminal Building the aviation linked commercial development will evolve around airport including Basic Amenities, shopping plaza and office parks, hospitality industry, promotional activities of tourism, logistic park and housing.

Social Infrastructure: There will be increased connectivity to the surrounding areas and will aid the economic development of the region. This will also increase various economical activities including the local industries and businesses, and would provide significant employment opportunities to the surrounding areas. Social and community infrastructure and services will be provided in response to the need of the local communities. The propose project will enhance the quality of life, equity, and social wellbeing through community support and awareness. The basic infrastructures like school, colleges, medical centre, etc. located in the project vicinity will further be strengthened under the project CER scheme.

Employment Generation: During the construction phase, employment opportunity to skilled, semi-skilled and unskilled persons will be provided. The construction contractors are likely to use unskilled


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labour drawn from local communities. It is anticipated that the construction labour inputs for the construction of the project will be mostly hired from the surrounding areas per day directly. Even during operation phase, significant numbers of persons will get direct and indirect employment opportunities.

The proposed expansion will involve some ancillary development of facilities such as restaurants, travel agencies, taxi services, etc. which will improve the scope of indirect employment in the region. All these developments will encourage increased employment of people depending on the nature of the requirement of the jobs in various fields of concerns.

8.3 CORPORATE ENVIRONMENT RESPONSIBILITY

According to the present proposal, the activities which are proposed to be taken up as part of the CER activities of Dabolim Airport, Goa are briefly listed in Table 8.1.

The proponent will spend around INR 191.7 lakhs for the CER activities which is 0.75 % of the total project cost (255.69 Crores). The CER activity will follow Ministry’s Office Memorandum vide F.NO. 22-65/2017-IA.III dated 1st May 2018.

Table 8-1: Proposed CER Activities Project Cost of the Project (in INR million) 2556.9

Corporate Environment Responsibility in INR million @ 0.75% of the project cost

19.17

Sl. No. Activities 1st year 2nd year

3rd year 4th year 5th year Total budgetary provision

Social Facilities

1 Ensuring environmental sustainability, ecological balance, protection of flora and fauna, animal welfare, agro forestry, conservation of natural resources and maintaining quality of soil, air and water

1.0 0.5 0.5 0.5 0.5 3.0

2 Promoting & installing the non-conventional sources of Energy viz Solar Power in affected and surrounding villages

1.0 0.5 0.5 0.5 0.5 3.0


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3 Infrastructure creation for Solid waste management facilities

1.0 0.5 0.5 0.5 0.5 3.0

Education Related Facilities

4 Promoting education & educational infrastructure, including special education and employment enhancing vocation skills especially among children, women, elderly, and the differently abled and livelihood enhancement projects;

1.0 1.0 1.0 1.0 1.0 5.0

5 Organizing Education camp for farmers to provide information on modern techniques to increase agricultural yield/improvement

0.5 0.5 0.0 0.0 0.0 1.0

Health Related Facilities

6 Health awareness and checkup camps for local community and development of Sanitation Facitilities

1.0 0.5 0.5 0.5 0.5 3.0

Miscellaneous Facilities

7 Setting up public libraries; promotion and development of traditional arts and handicrafts:

0.5 0.5 0.17 0.0 0.0 1.17

Total 6.0 4.0 3.17 3.0 3.0 19.17

CHAPTER-9

ENVIRONMENTAL COST BENEFITS

ANALYSIS


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9. ENVIRONMENTAL COST BENEFIT ANALYSIS It is not recommended at the Scoping Stage for this project by the Honorable Expert Appraisal committee, New Delhi. Therefore, not considered for this project.

CHAPTER-10

ENVIRONMENTAL MANAGEMENT PLAN


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10. ENVIRONMENTAL MANAGEMENT PLAN 10.1 INTRODUCTION

The Environmental Management Plan (EMP) contains a description of proposed remedial measures and monitoring plan for the construction and operational period of the project. The EMP often contains construction / management guidelines that specifically address how the contractors are to incorporate environmental considerations into their work. EMP considers compensatory measures if mitigative measures are not feasible or cost-effective. The most reliable way to ensure that these plans are integrated into the overall project planning and implementation is to include them as an integral component of the project. This ensures that it will receive funding and supervision along with other investment components. For optimal integration of EMP into the project, there should be links for: (a) Funding, (b) Management and (c) Monitoring.

10.2 ENVIRONMENT MANAGEMENT CELL

A separate environment management cell comprising of a team of experienced and qualified personnel reporting to a very senior level executive preferably an environmental engineer is proposed. She/he will be assisted by well trained staff comprising of environmental and safety specialists. Staff will be trained for environment control measures like air, water quality monitoring, solid waste management, noise abatement etc. The head of the Environmental Management Cell will directly report to Chief Operating Officer at the airport for effective implementation of all decision pertaining to environment. The Environment Management Cell will be responsible managing following activities related to environment function of proposed airport:

• Co-ordinate and manage the EMP implementation during pre-construction, construction and operation phase.

• Appoint dedicated environment staff to manage environmental monitoring responsibilities.

• Manage and co-ordinate environmental monitoring and control.

• Co-ordination with other sections and government agencies in relation to environmental management activities.


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• Implement and monitor mangrove protection and plantation activities.

• Safety specialist will ensure safe working practices in all the sections of the project.

Environmental Management cell will implement and review the compliance of the stipulated conditions specified in Environmental Clearance and Consent for Establishment. The cell will be responsible to obtain Consent to Operate under Water Act and Air Act from Goa Pollution Control Board. The Organogram for Environmental Management Cell is given Figure 10.1.

Figure 10-1: Organogram for Environmental Management Cell

10.3 ENVIRONMENTAL MANAGEMENT PLAN

The environment management plans for both construction and operation phase are given in Table 10.1 and 10.2.

Table 10-1: Environmental Management Plan for Construction Phase

Sl. No.

Environmental Aspects/Issues Management Measures

Responsibility Execution/Civil

Work Supervision/ Monitoring

1. Site Preparation a. Earth filling At the project site filling will be required.

Earth for filling will be taken from excavation activities taking place within the site.

Necessary mitigation measures will be taken while filling of site. Simultaneous to filling, compaction and water sprinkling will be carried to suppress dust emissions. During dry season, frequency of water sprinkling will be increased.

Contractor EMC of AAI


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b. Accessibility The contractor will ensure that the existing accesses to nearby villages will not be disturbed.

The contractor will take care that vehicles bringing man and materials approaching to the site is not disturbing local road and public access.

Contractor will maintain all roads, which are used for transporting construction materials, equipment and machineries.

All vehicles delivering fine materials to the site will be covered to avoid spillage.


2 Construction Work a. Drainage & Flood

Control Contractor will ensure that no

construction materials like earth or stones are disposed such as to block the flow of any water course and cross drainage channels.

Contractor will take all necessary measures to prevent the blockage of water flow. Temporary or permanent flooding of the site or any adjacent area will be prevented.


b. Construction waste Contractor will ensure that any spoils of material unsuitable for fill will not be disposed-off near any water course, agricultural land, and natural habitat.

All waste materials will be completely disposed as per standard practices and certified by Environmental Expert of AAI, Dabolim


c. Water pollution The Contractor will take all precautionary measures to prevent the wastewater generated during construction from entering into streams or water bodies

Contractor will arrange for collection, storing and disposal of oily wastes to the pre-identified disposal sites. All spills and collected petroleum products will be disposed off in accordance with MoEF&CC and CPCB guidelines.

The sewage system for the camp are designed, built and operated in such a fashion that no health hazards occurs and no pollution to the air, ground water or adjacent water courses take place



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d. Air pollution The contractor will take every precaution to reduce the level of dust from construction sites involving earthwork by sprinkling of water, encapsulation of dust source and by erection of screen/barriers.

Contractor will ensure that all vehicles, equipment and machinery used for construction are regularly maintained and confirm that pollution emissions levels comply with the relevant requirements.

The Contractor will submit PUC certificates for all vehicles/ equipment/machinery used for the project.


e. Noise pollution All vehicles and equipment used in construction will be fitted with exhaust silencers.

Servicing of all construction vehicles and machinery will be done regularly and during routine servicing operations, the effectiveness of exhaust silencers will be checked and if found defective will be replaced.


f. Waste Disposal The contractor will provide garbage bins in the camps and ensure that these are regularly emptied and disposed off in a hygienic manner as per the Solid Waste Management practices.


g. Safety Protective footwear and protective goggles to all workers employed on mixing asphalt materials, cement, concrete etc.

The Contractor will mark ‘hard hat’ and ‘no smoking’ and other ‘high risk’ areas and enforce non-compliance of use of PPE with zero tolerance.

Adequate safety measures for workers during handling of materials at site will be taken up.


Table 10-2: Environmental Management Plan for Operation Phase

Sl. No.




a. Air pollution Stack heights of DG sets will be as per the Airport Operator EMC of AAI


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CPCB guidelines. Proper traffic management plan will be

prepared to ensure that there is no traffic congestion at airport. It will help in reduction of vehicular emissions from the airport.

Vehicles at the airport will be maintained and will have a “Pollution Under Control” certificate.

Development of greenery and landscaping at the airport will be helpful in improving ambient air quality.

Monitoring of ambient air quality/ source emission will be carried out as per monitoring plan.

b Water pollution During operation phase of the airport, continuous efforts will be made to reduce water consumption using less water required cisterns.

Pour flush toilets will be used at airport which require (much) less water.

Efforts will be made to stop wastage and leakage of water.

Provision will be made for rain water harvesting through rain water collection tanks.

Collection of waste water and treatment of waste water in Sewage Treatment Plant (STP) will be considered for reusing of waste water.

Regular testing and analysis of treated waste from STP to ensure effectiveness of operation of STP.

Airport Operator EMC of AAI

c Solid Waste The wastes shall be collected, segregated and disposed as per Municipal Waste Management Rules, 2016.

Municipal waste collection bins will be placed at strategic locations in the Airport.

Solid waste generated from the Airport will be transported in close containers.

Used lubricating waste oil and oil contaminated cloths etc. will be collected separately in containers and shall be sold to authorized recyclers as per Goa SPCB guidelines.


d Noise Pollution All standards prescribed by the ICAO during operation of aircrafts by preventive maintenance and monitoring will be complied. Proper traffic management plan



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will be prepared to ensure that there is no traffic congestion at airport. It will help in reduction of vehicular emissions from the airport.

DG sets will be provided with acoustic enclosure as per CPCB guidelines. Terminal building will be sound proof.

Ground staff shall wear earplug while attending the aircraft.

Green belt and landscaping at the airport will act as barrier for noise pollution. Monitoring of ambient noise will be carried out as per monitoring plan.

e Terrestrial Ecology Indigenous species shall be planted in consultation with horticulturist and forest department.

The species proposed to be planted will also be selected based on the criteria prescribed by the CPCB as "Guidelines for Developing Greenbelts" or proposed greenbelt development/ plantation, horticulturalist will be deputed.


f Traffic Management All vehicles will be parked in designated parking area only. Road crossings to be used will be well marked and signaled and informatory and warning signages will be retro reflective type provided, clearly visible in the night.

Personnel will be deployed to guide the vehicles in order to avoid traffic jam.


g Safety General Safety Measures: Shield guards or guard railings shall be

installed at all belts, pulleys, gears and other moving parts.

Conveyors and similar machinery shall be provided with a means for stopping them at any point. Elevated platforms &walkways, and stairways & ramps shall be equipped with handrails, toe-boards and non-slip surfaces. Electrical equipment shall be grounded, well insulated and conform to applicable codes.

Employees shall be provided with hard hats, safety boots, eye and ear protection and snug fitting gloves, as appropriate. Procedures shall be strictly enforced for the storage, handling and transport of explosives, flammable and hazardous



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materials. General Health Measures: Necessary control measure like ear muff and

ear plug, high visible vest with refractive tape shall be provided to ground staffs at airport. Personnel required to work in areas of high temperature and/ or high humidity shall be allowed to take frequent breaks away from these areas.

Pre-employment and periodic audiometric medical examinations shall be conducted for personnel potentially exposed to high noise areas.

10.4 BUDGET FOR EMP

Total project cost for the proposed project is Rs. 255.69 Crores. The break-up of environment management cost is given in Chapter 2, Table 2.7.

Table 10-3: Budget for Implementation of Environment Management Plan (in Rs) Sl. No. Component Stage Items Capital Recurring

cost/ annum Construction Phase

1 Air Construction Dust Management with

Sprinkling of Water 1,00,000 1,00,000

Construction Covers for vehicles

transporting, construction materials

1,00,000 50,000

2 Water Construction Sanitary Facilities for Construction Workers 2,00,000 0

3 Noise Construction Ear plugs and muff 20,000 10,000 4 Soil Construction Preservation of Top Soils 1,00,000 0 5 Construction Safety Construction Facilities to Workers 1,00,000 0

6 Waste management Construction Bins for collection of waste from

sites 1,00,000 50,000

Total 7,20,000 2,10,000 Operation Phase

1 Air Operation Shed for de-dusting of cements bags 50,000 15,000

2 Water Operation

Oil & Grease Trap 1,00,000 25,000 Rainwater Harvesting 2,00,000 50,000

Storm Water Management 1,50,000 50,000 Installation of STP 5,00,000 2,00,000

3 Noise Operation Ear plugs and muff 10,000 40,000


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Sl. No. Component Stage Items Capital Recurring cost/ annum

4 Energy Conservation Operation LED, BMS, Solar Lights 3,00,000 1,50,000

5 Waste Management Operation Waste collection and

segregation 2,00,000 2,00,000

6 Landscaping Operation Landscaping and Greenery 2,00,000 50,000 Total 17,10,000 7,80,000

As can be seen from the table above, the capital cost for EMP during the construction phase have been estimated to be Rs 7.20 lakhs while the annual recurring cost will be Rs 2.10 lakhs. The EMP cost during the operation phase have been calculated to be Rs 17.10 Lakhs capital cost and Rs 7.80 lakhs annual recurring cost.

CHAPTER-11

SUMMARY & CONCLUSION

DRAFT EIA REPORT For Expansion of Dabolim Airport, Goa In Respect of Extension of Existing Integrated Terminal Building & Existing Apron at Dabolim Village, South Goa District in Goa

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11. SUMMARY & CONCLUSION 11.1 PROJECT BACKGROUND Goa Airport belongs to Ministry of Defence (Indian Navy) and Airports Authority of India (AAI) maintains an International Civil Enclave for facilitation of civil aircraft operation. Indian Navy provides air traffic services for the airport. Goa civil enclave is connected to several domestic and international destinations including all major cities in India like Mumbai, Bengaluru, Hyderabad, Chennai, Delhi, Srinagar, Kolkata, Pune, Patna, Ahmedabad, Cochin, Chandigarh, Indore and International destinations like Kuwait, Dubai, Sharjah, Doha, Muscat, Abu Dhabi, Kuala Lumpur, Moscow etc. The airport was built, in 1955, by the Government of the Estado da Índia Portuguesa, on 249 acres (101 ha) of land, as the Aeroporto de Dabolim, which was later officially renamed to Aeroporto General Bénard Guedes.[8] Until 1961, the airport served as the main hub of the Portuguese India's airline TAIP (Transportes Aéreos da Índia Portuguesa). In April 1962, it was occupied by the Indian Navy's air wing when Major General K.P. Candeth, who had led the successful military operation into Goa, "handed over" the airport to the Indian Navy before relinquishing charge as its military governor to a Lieutenant Governor of the then Union Territory of Goa, Daman and Diu in June 1962. In 2006, the Indian Civil Aviation Ministry announced a plan to upgrade Dabolim Airport. This involved constructing a new international passenger terminal (after converting the existing one to domestic) and adding several more aircraft stands. The environmental clearance for the same was obtained on 15th March, 2008. To increase the handling capacity of runway, a parallel taxiway has been proposed to be constructed jointly by AAI and Indian Navy, for which Environmental Clearance was obtained on 3rd January, 2018. The present proposal is for extension of existing Integrated Terminal Building towards East by demolition of Old Terminal Building, internal modification of existing Integrated Terminal Building and extension of existing Apron towards East to facilitate 3 no. code C Aircraft (AB-321/B739-900) parking.

11.2 NEED OF THE PROJECT

As per current traffic data the Dabolim Airport at Goa handled 6.85 million passengers in 2016-17. The existing integrated terminal building which handles both domestic and international passengers is near saturated, therefore it is proposed to expand the existing integrated terminal building by demolishing


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the old terminal building to cater to the passengers’ convenience in future growth of Goa Airport. The airport is expected to handle 11.22 million passengers by 2020-21.

11.3 PROJECT DESCRIPTION The proposal involves construction of 18,300 m2 of centrally air conditioned as extension of existing integrated terminal building. The extended terminal building shall be capable of handling at least 3450 (domestic-2700 + international-750) passengers during peak hour. The proposal is also for expansion of existing Apron to the eastern side having an area of 15,000 m2 to accommodate 3 numbers of AB-321/B-737 type of aircrafts in power-in push out configuration space for Ground Support Equipments. The location of the project site is 15° 22’ 58.74” N and longitude 73° 50’ 53.1” E to 80° 52’ 32.67” E. The airport lies 20 km in the south-east direction from the District Headquarter, Margao and is approximately 3 km in the east south east direction from the nearest town, Panjim. Dabolim Railway Station is 1.0 km from the project site in North- East direction. The site is approachable by NH-566 which is adjacent to the site in northern direction.

EXISTING FEATURES: The existing airport comprise of old and new terminal building, run way, apron, Parallel taxi trac, taxy way, sewage treatment plant, multi-level car parking, fire station, fuel farm and other ancillary facilities etc.

PROPOSED FEATURES: It is proposed to expand the existing integrated terminal building by demolishing the old terminal building to cater to the passengers convenience in future growth of Goa Airport. The airport is expected to handle 11.22 million passengers by 2020-22. The proposal also involves expansion of the existing Apron to the eastern side having an area of 15,000m2 to accommodate 3 nos AB-321/b-737 type of aircrafts.

1 Baggage handling system 2 Passenger boarding bridges 3 Flight information and displays 4 Sewage treatment facility 5 Fire fighting system 6 Security equipments 7 Book shop 8 Restaurant

PROJECT REQUIREMENT

Land: Total land under AAI is 6.2 ha and expansion is planned within existing land only. The expansion is planned in (1.83 ha) area. Water Source and Demand: At present, Dabolim Airport at Goa requires 350 KLD of fresh water which is sourced from PWD, Goa. After expansion, the fresh water requirement will be 700 KLD which


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also will be sourced from PWD, Goa. During the construction stage, water will be sourced primarily through tankers arranged by the contractors as per specifications. Power Supply and Backup: The present power requirement of the airport is 3.5 MVA which aster expansion will be 6 MVA and is sourced from Goa Electricity Department. Sewage Treatment Plant: The existing sewerage system will cater for the need after the expansion as well. The existing STP based on MBBR technology has capacity of 300 KLD which will be augmented to 825 KLD in future. Solid Waste Generation and Disposal: Construction phase: Solid waste during construction phase will be collected and disposed as per established laws and Procedures. The Organic waste will be treated at site. Approximately 0.002 MT of construction waste and 0.008 MT of demolition waste will be generated from the project.

Operation phase: Twin bin waste collection system– green bins for bio-degradable wastes and blue bins for non-biodegradable wastes shall be provided. Waste collection shall be done and temporarily stored at identified locations before disposing as per established laws and procedures. Hazardous waste shall be treated in accordance with Hazardous Waste Management Rules 2016, Batteries waste shall be handled in accordance with Batteries (Management and Handling) Rules, 2001 and E waste as per E waste Management Rules, 2016. During operation phase, around 4.1 tonnes per day of waste will be generated.

Construction Material: The construction material used in proposed project will be sourced from local approved vendors through the contractor and the specification will be as per the conditions laid in contract agreement by the AAI. The contractors work will be monitored, approved and certified by the Engineering-In-Charge of AAI. The quantity of construction material required is given below:

• Cement – 1,92,260 bags • Sand- 24,225 cum • Aggregates – 18,169 cum • Bricks – 6,96,941 numbers • Reinforcement Steel – 18,872 tonnes

Rainwater Harvesting: Rainwater harvesting system will be constructed to minimize the impact of the project on the rain water percolation in the project area. It has been proposed that rainwater harvesting shall be done from roof top area of terminal building only. Total volume of rainwater available for RWH is 21.87 m³/hr. Manpower Requirement: The direct employment during construction phase in proposed project will be 200 skilled, unskilled and professional workforce including temporary and permanent employees shall


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be required. These workforces shall be hired locally in order to generate the employment to the local people. While during the project operation stage for the purposes of day-today professional and maintenance works about 1200 staff is existing in the airport which is sufficient for operation. Baseline Environment Status Topography: The project site more or less flat with elevation ranging from 44 - 47 m amsl. The general slope is towards South. Seismology: The project site falls under seismic zone III which is a moderate damage risk zone.

SOIL

• The soil is neutral to slightly alkaline, with pH ranging from 5.7 to 7.7 in the study area. The texture of the soil is dominantly sandy clay loam and clay loam in nature.

• The moisture content of the soil samples is found to be low and ranges from 2.44% to 4.81%. This is due to low water holding capacity of the soil.

• Organic carbon, a major nutrient for soil fertility, was ranged average (less to medium) in the study area.


Air: The Air Quality monitoring has been conducted for 7 sites in and around the project site. Particulate Matter (PM10& PM2.5): Maximum concentration of PM10 was recorded in AAQ1 (Project site- 76.1 μg/m3) while the minimum concentration was recorded in AAQ6, Mundvel (59.1 μg/m3). The higher concentration of PM10 in project site and some other locations may be attributed to high traffic density, construction activities in the vicinity and presence of commercial activities. PM2.5 ranges between 38.5 μg/m3 in project site (AAQ1) to 25.9 μg/m3 in BIT’s Pilani Campus (AAQ6). Sulphur Dioxide (SO2): The values are well within the NAAQ standard prescribed by CPCB. The anthropogenic sources for SO2 emissions are high vehicular movement. The concentration ranges from 9.7μg/m3 in AAQ6 to 16.0 μg/m3 at Dabolim (AAQ2). Nitrogen Dioxide (NO2): The primary sources of NO2 in the study area are motor vehicles, DG sets and residential sources that burn fuels. NO2 is one of the main ingredients involved in the formation of ground level zone, which can trigger serious respiratory problems. In the study area, NO2 varied from 13.8 μg/m3 at AAQ6 to 20.9 μg/m3 at AAQ1 (Project site).


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Carbon Monoxide (CO):): Anthropogenic emissions of carbon monoxide originate mainly from incomplete combustion of carbonaceous materials like coal, oil, etc. Also the largest proportions of these emissions are produced as exhausts of internal combustion engines, especially by motor vehicles. The minimum value 0.59mg/m3 of CO was observed in AAQ6 (BITS Pilani Campus) while the maximum value, 0.89mg/m3 was observed at project site (AAQ1). The values observed were well below the NAAQ standard of 4mg/m3 for 1 hourly sampling. Noise: Assessment of ambient noise levels is an important parameter in preparation of impact assessment report. Noise levels are more annoying in the night time particularly in the residential area. The environmental impact of noise can have several effects varying from annoyance to hearing loss depending on loudness of noise levels. The monitoring for noise levels was done in 7 locations keeping considering the population and traffic of the area. Surface and Ground Water: The samples for ascertaining surface water quality were collected from 3 locations.. Summary of the water quality is given below.

• The analysis results indicate that the pH values of the samples are in the range of 7.3 to 7.5, these values were observed at Baina Lake and water body near BIT’s Pilani respectively and meet the surface water criteria A of CPCB.

• TDS was observed in the range of 247 mg/l at Sanjeev Lake near Mangor, to 483 mg/l at water body near BIT’s Pilani. DO was found to be in the range of 2 to 4.7 mg/l. The chloride and sulphate were found to be in the range of 32.4 to 45.8 and 30.6 to 64.1 respectively.

• In the study area BOD concentration varies between 7.9 mg/l at Baina Lake to 3.6 mg/l at water body near BIT’s Pilani. BOD tests measures only biodegradable fraction of the total potential DO consumption of a water sample.

• Total Coliform meets outdoor bathing requirements.

The ground water quality does not indicate any industrial contamination and meets the standards of IS 10050:2012 and therefore can be used for drinking purposes.

• The analysis results indicate that the pH of the samples ranges in between 7.3 to 7.6 which are well within the specified standard of 6.5 to 8.5.

• Total hardness was observed to be ranging from 120.27 to 252.60 mg/l. The maximum hardness (252.60 mg/l) was recorded at Dabolim and the minimum (120.27 mg/l) was recorded at Vasco Da Gama. The hardness was found to be within the permissible limit of 600 mg/l as per IS 10500:2012.


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• Chlorides were found to be in the range of 44.80 mg/l at Vasco Da Gama to 142.20 mg/l at Dabolim which is well within the specified standard of 250 mg/l, as per IS 10500:2012.

• Sulphate was found to be in the range of 32.50 mg/l to 114.40 mg/l. The minimum value observed at Vasco Da Gama whereas the maximum value was observed at Dabolim, which is well within the specified standard of 200 mg/l, as per IS 10500:2012.

ENVIRONMENT SENSITIVITY: There is one Wildlife Sanctuary exists named Dr. Salim Ali Wildlife Sanctuary, 14.2 km, NNE but there is no National Park/Biosphere Reserve, notified critically polluted area within 10 km radius study area of the project. There is presence of water bodies, forests, settlements within 15 km radius of the project site. The nearest water body is Arabian sea at a distance of 0.05 km and Sanjiv Lake 1.3km.

11.4 ANTICIPATED ENVIRONMENTAL IMPACTS & MITIGATION MEASURES The environmental impacts were identified and the potential impacts on different environmental components due to the construction and operation of the proposed project were predicted. The airport project would create impacts on the environment in two distinct phases:

• During the construction phase which may be regarded as temporary or short – term

• The other during the operation stage which would have long – term effects

The potential impacts on physical, ecological and socio-economic components of the local environment due to the proposed activities and sub-activities were predicted.

IMPACTS & MITIGATION MEASURES DURING CONSTRUCTION AND OPERATION PHASE:

LAND ENVIRONMENT: The airport is spread over an area of 6.2ha. The expansion is planned in 1.83ha and extended There is no resettlement and rehabilitation involved and no change in land use pattern due to the expansion activities of the airport is expected.

MITIGATION MEASURES FOR LAND USE

• Land for the expansion of airport has already been allotted by State Govt. of Goa.

• No Resettlement and Rehabilitation measures are involved;

• Compensatory plantation in land side area;

• Construction debris and waste generated during construction activities will be collected and disposed in environmental sound manner as per applicable rules depending upon type of wastes.


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SOIL ENVIRONMENT Construction Phase: During the construction phase, hydraulic lube oil, fuels and lubricating oils would be used at the construction site. There is possibility of spills of such oils during loading, unloading, storing and handing. Also waste oil shall be generated as and when lubricating oil will be changed from engines of DG sets and construction machineries. Chemical desegregations and contamination of soil would be on account of spillage of oil from vehicles used for transportation of construction material and from the building material used for construction purposes. Use of heavy machinery and storage of material may compact the soil. Compaction of soil as well as mixing of construction material with soil would also lead to reduced infiltration of water, decrease in permeability and increased runoff. Both physical and chemical desegregations of soil would occur during the construction phase.

Solid waste during construction phase will be collected and disposed as per established laws and Procedures. The Organic waste will be treated at site. Approximately 0.002 MT of construction waste and 0.008 MT of demolition waste will be generated from the project.

Operation Phase: Twin bin waste collection system– green bins for bio-degradable wastes and blue bins for non-biodegradable wastes shall be provided. Waste collection shall be done and temporarily stored at identified locations before disposing as per established laws and procedures. Hazardous waste shall be treated in accordance with Hazardous Waste Management Rules 2016, Batteries waste shall be handled in accordance with Batteries (Management and Handling) Rules, 2001 and E waste as per E waste Management Rules, 2016. During operation phase, around 10.5 tonnes of waste will be generated. Mitigation Measures During Construction Phase

• Compaction and stabilization will be ensured during filling to ensure that no loose soil is washed away with runoff during rains, e.g. use of silt traps etc.

• Used oil shall be collected and stored in leak proof drums and sent to oil recyclers. The used oil drums shall be properly identified with a label in Hindi and English. Other solid wastes, like debris, metal pieces, cotton wastes, electrical wires cuttings, etc so generated will be collected & segregated and will be disposed off as per standard practices to authorized used oil recyclers.




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During the operation phase, carefully designed landscaped areas and plantation will be maintained. The Soil degradation shall be controlled by following management measures:

• Municipal waste collection bins will be placed at strategic locations in the airport.

• All inert and recyclable solid and other wastes from the airport area will be properly collected, stored and disposed. An integrated solid waste management plan will be developed.

• Solid waste generated from the airport will be transported in close containers;

• Wastewater will be treated, disinfected and reused for various horticulture/green belt and other activities like flushing etc.

• Storm water will be harvested by recharge of the aquifer after filtration of silt and sand.

• Secondary containment due to runoffs from fuel, oil and other material storage areas will not be mixed with the storm water lines and will be collected and treated before discharge to drains.

AIR ENVIRONMENT

Construction Phase: The Construction phase impacts on the air environment involves Fugitive Dust Emission is due to movement of vehicle and land preparation activities, loading and un-loading of construction materials. The building material carrying vehicles as well as the construction machinery generate emissions and pollute the environment. Diesel Generator sets are the major source of air pollution will be used for back-up power supply. Emissions from the DG sets may cause localized impact on ambient air quality for short duration as these will be operated during grid power failure.

Operation Phase: During the operational phase of the Dabolim airport, the intermittent air emissions are expected from aircraft engines during approach, landing, taxiing, take-off and initial climb, which is termed as reference Landing and Take-off Cycle (LTO cycle). The air pollutants of concern from the aircrafts emissions are un-burnt Sulphur Dioxide, Hydrocarbons (HC), Carbon Monoxide (CO) and Nitrogen dioxide (NO2) as per ICAO guidelines.

4 DG sets of 1500 kVA capacity will ultimately serve as back-up during power failure. Exhaust emissions comprising NO2 and SO2 will be generated from the operation of DG sets, which will be operated only to meet the power requirement during grid power failure.

Vehicular emissions will also be generated at the expansion of airport from the operation of vehicular traffic at the airport as ground support vehicles, passenger’s pickup and dropping vehicles.


• Fugitive dust will be controlled by sprinkling of water at the site.


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• DG sets will be operated only in case of grid power failure.

• Adequate height of stacks will be provided to the DG sets as per guidelines of CPCB to facilitate the dispersion of flue gases in the atmosphere.

• Only PUC certified vehicles will be used during construction phase.

• Use of covering sheet to prevent dust dispersion at buildings and infrastructure sites;


• Stack heights of DG sets will be as per the CPCB guidelines.

• Proper traffic management plan will be prepared to ensure that there is no traffic congestion at airport. It will help in reduction of vehicular emissions from the airport.

• Ground vehicles at the airport will be maintained and will have a “Pollution Under Control” certificate.

• Monitoring of ambient air quality/ source emissions will be carried out as per monitoring plan.

• Electrically charged vehicles would be used by airport operators for ground service equipment and cargo.

• Development of maximum permissible level of greenery and landscaping at the airport will be helpful in improving ambient air quality.

Analysis of Air Modelling: NO2 is the highest contributor among all pollutants analysed. Thus the GLC of all predicted pollutants will be well within the NAAQS outside the boundary of the project. NO2 is the highest contributor among all pollutants analyzed. However, beyond the boundary of project, the ambient air quality will remain well within prescribed standards including NO2. The resultant GLC of NO2 is more than 300 µg/m3 at the airstrip area in the boundary of project site. Beyond the project boundary, the GLC of NO2 in inhabited areas will be less than 80.0 µg/m3. As regards the GLC of SO2, it is more than 30 µg/m3, which will also be at the air strip area in the boundary of project site and the GLC of SO2 in inhabited area will be less than 30 µg/m3. NOISE ENVIRONMENT Construction Phase: During the construction phase of the site, the main source of noise pollution would be construction equipment, transportation activities and impact of noise due to work at night. Noise from Earthmoving equipment has the potential to cause nuisance, especially if large numbers of machinery used that are in poor operating condition (i.e. without noisy mufflers). Noise will be generated from vibrating machinery, movement of trucks, operation of frontend loaders and vehicle reversing alarms. Other sources include generation of noise during the operation of DG sets, during concreting, hammering, etc, and from mechanical operations, like, drilling, fitting, etc.


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Operation Phase: During operation phase of the expansion of airport, landing, take-off and taxing of various types of aircrafts will be major sources of air emissions. Also vehicular movement around the project site will contribute to increase noise level. Operation of DG Sets will also lead to high noise level.


• The construction and transportation activities shall be restricted to daytime operation only.

• Proper operation and maintenance of heavy equipment as well as transport vehicles shall also ensure lower noise emissions.

• Ear plugs, ear muffs, etc. provided to workers handling high noise equipment or stone cutting operations shall protect them from high noise exposure.

• Monitoring of ambient noise level/ source emission will be carried out as per details given in EMP.


• All vehicles will be parked in designated parking area only;

• Optimize use of roads at any particular time by planning vehicle movements;

• Road crossings to be used will be well marked and signalled.

• Informatory and warning signage will be retro reflective type provided, clearly visible in the night.

• Marshals will be deployed to guide the vehicles and stop vehicles to avoid traffic jam.

• Control of noise from road traffic: Trees with heavy foliage planted on both sides of roads help muffle the noise provided. The Green Belt Development would have vegetation buffers that can minimize the level of increase in Noise level of the area.

Analysis of Noise Modelling: The noise level prediction is done for day-night equivalent noise level (LDN) as recommended by CPCB for airports and as per international practices. It is proposed by CPCB that Day-Night Average Sound Levels (DNL or LDN) shall be used to know the sound exposure on people / residents due to aircrafts and for land use planning around airports. Day-Night Average Sound Levels (DNL) is the Energy-Averaged Sound Level (Leq) measured over a period of 24 hours, with a 10 dB penalty applied to night-time (10:00 PM and 6:00 AM) sound levels to account for increased annoyance during the night hours. Total Day-Night Average Sound Levels shall be determined at locations around airports. As per normal practice, 65 LDN value is plotted with reduced LDN values as the distance increases. Reducing approach height and increasing take


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off/flyover heights are considered with 10dB(A) fine during night time as per CPCB recommendations. The maximum predicted noise levels due to aircrafts movement at the proposed airport are drawn for LDN 65, 55 and 50 dB(A) respectively.

WATER ENVIRONMENT

Construction Phase: Water will be needed for construction purpose. The wastewater generation during site development and construction mainly includes the water run-off from the construction areas, stockpiles of construction materials and wastes, etc. mainly containing high suspended solids. The repair and maintenance of construction equipment / transport vehicles and washing of vehicles on-site may also generate wastewater containing oil and grease (though only in minimal quantities as normally these activities are not undertaken on-site). Also Domestic wastewater is generated from the temporary toilets, washing areas, drinking water points, etc. constructed for the construction workers and other staff on-site. Operation Phase: The project will utilize water supply from the ground water. The total water demand for the airport has been worked out to be 1010.7 KLD of which fresh water requirement 700 KLD and recycled water requirement 310.7 KLD. The total waste generation during operation phase is estimated to be 686 KLD which will be treated in proposed STP of 825 KLD capacity which will be augmented in future. Mitigation Measures: During Construction Phase

• Excavation and site clearing work will be planned during non-rainy season,

• All debris and wastes from the expansion of airport site will be collected and disposed-off suitably,

• A sediment trap will be provided to prevent the discharge of excessive suspended solids,

• An oil trap will be provided in the drainage line to prevent contamination of runoff by any oil spillage,

• To prevent contamination from spillage of oil, storage areas will be made by cemented floor, bunded and will be cleaned at regular intervals,

• Used oil and oil contaminated cotton & clothes will be given to authorized used oil recyclers.

• Suitable drainage network would be made to ensure proper draining of wastewater from the construction sites, so that such water do not form stagnant pools nor aggravate soil erosion.


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• Under good construction practices, construction wastewater shall be collected in construction pits and reused in construction activities e.g. wastewater from stone cutting, cleaning, curing, etc. Thus, no significant impacts are expected on water quality in the project area due to generation of this waste-water.


• While developing the water system for the project, utmost care would be taken to maximize the recycle/ reuse of sewage and minimize wastewater quantity. Sewage would be generated which would be treated in the STP of capacity of 825 KLD which will be augmented in future based on MBBR Technology and treated water would reused for flushing, landscaping, water sprinkling etc.

• Rain Water Harvesting (RWH) system would be provided for water conservation.

BIOLOGICAL ENVIRONMENT: Construction and operation phase will not have significant negative impact on biological environment, since the existing construction activities are going to be carried out on already existing land of Airports Authority of India. Some of the indirect impacts include:

• Likely settling of dust to be generated by movement of vehicles for construction activities on leaves may results in to stunted growth of vegetation and may also affect the of production capacity.

• Large numbers of labour population will influx the area during construction and operation phase leading to increased interaction with flora.

• Dumping of huge quantity of excavated earth material may lead to loss of flora in the project area.

MITITGATION MEASURES FOR BIOLOGICAL ENVIRONMENT

• All the vehicles delivering materials to the site shall be covered to avoid spillage of material.

• Approach road used by vehicles shall be kept clean and clear of dust.

• All earth work shall be protected to minimize dust generation.

• All crusher used in construction shall confirm to relative dust emission devises.

SOCIO ECONOMIC ENVIRONMENT: Invariably all development projects lead to some change in quality of life in the respective regions in the form of increased business potential, subsequent (supportive) industrial & infrastructure development leading to opening up of employment opportunities as well as avenues for livelihood (direct as well as indirect). The operation of proposed airport will result in a boost in industrial, tourism, commercial activities in the region. This will improve direct and indirect employment opportunities, infrastructure, revenue generation, commercial and industrial activities; therefore resulting in positive impacts on the employment and economic growth of the region.


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11.5 ANALYSISOF ALTERNATIVES

SELECTION OF ENERGY CONSERVATION MEASURES: During design and construction of new terminal building at the airport necessary measures will be taken for conservation of energy in line with “Energy Conservation Building Code–2017” and “National Building Code 2016”. The important energy conservation measures proposed for new terminal building are described below:

• Airport Terminal building will be designed and constructed for GRIHA Rating 4 star.

• Use of Energy Efficient building material & glass.

• Use of LED lamps instead of GLS lamps.

• Use of Solar Backed up Light Emitting Diode Lamps instead of par lamps.

• Energy efficient HVAC system.

• Solar passive techniques for terminal building.

• Use of 5 star BEE energy efficiency rating electrical equipment’s.

• Microprocessor-based Building Management System (BMS) will be installed for minimization of energy consumption.


By adopting above measures about 30% energy will be saved.

SELECTION OF SEWAGE TREATMENT TECHNOLOGY: Many technological alternatives for wastewater treatment are available, ranging from advanced technologies to conventional treatment options. Many factors, such as capital costs, operation and maintenance costs and land requirement, are involved in the decision-making process. After detailed evaluation, MBBR technology has been selected for proposed STP plant. The technology offers various advantages, which are mentioned below:

• It provides primary, secondary and tertiary treatment all in one unit; in a single evergreen facility open to atmosphere;

• It is very simple to operate, maintain;

• It does not require skilled man-power;

• It is cost competitive particularly with reference to O&Mcost;

• No pre-treatment and no chemical usage;

• Absence of any moving part;


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• Odour-free;and

• Low energy requirement etc.

11.6 ENVIRONMENT MONITORING PLAN

The purpose of the monitoring programme is to ensure that the intended environmental measures are achieved. To ensure proper implementation of the Environment Management Plan (EMP), it is essential that an effective monitoring programme is designed and carried out during construction and operation. The broad objectives of the environment monitoring programme are

• To monitor impacts on the surrounding environment and the effectiveness of mitigation measures during the construction and operation.

• To ensure that the environmental control systems are operating satisfactorily.

• To suggest on-going improvements in management plan, if required, for subsequent effective monitoring.

The Environment Monitoring Cost for Construction Phase is INR 12.68 lakhs and for Operation Phase is INR 25.56 lakhs.

11.7 PUBLIC HEARING

As per the provisions of EIA Notification S.O. 1533 dated 14thSeptember, 2006 of MoEF, Government of India and its subsequent amendment, public hearing will be conducted for the proposed Expansion. The details of public hearing will also be included in this chapter after successful completion of the same.

11.8 RISK ASSESSMENT & DISASTER MANAGEMENT PLAN

Fuel storage area has been one of the prime concerns as far as airport risk and hazards are concerned. There will be fuel storages at the proposed airport site but drums of High Speed Diesel (HSD) for the DG sets will be available at the site. It is proposed that the oil company which will supply the fuel for the proposed airport will bring oil tankers inside and provide the necessary arrangements for filling. Any accident the tanker meets during filling inside airport will cause accidental spillage on concrete surface and related risks. To assess the impact of accident ALOHA (Risk Modelling) has been run for chemicals N-Heptane & Iso-octane. As per the result obtained from ALOHA, it has been interpreted that the worst-case scenario will be explosion of tank and the chemical will burn in a fireball (BLEVE). The effect of this scenario will be up to a distance of 2km. Therefore, it requires immediate evacuation of population say up to 2000m and provide immediate medical facilities for injured persons as mentioned in Disaster Management Plan.


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Therefore, it requires immediate evacuation of population up to 2 km and provide immediate medical facilities for injured persons as mentioned in Disaster Management Plan.

11.9 PROJECT BENEFITS The existing building capacity is near saturation, therefore there is a need to build a new passenger terminal building to cater to the passengers’ convenience considering future growth of Dabolim Airport. There will be increased connectivity to the surrounding areas and will aid the economic development of the region. This will also increase various economical activities including the local industries and businesses, and would provide significant employment opportunities to the surrounding areas. Social and community infrastructure and services will be provided in response to the need of the local communities. Various CER activities such as health awareness and check-up camps, construction of toilets, Education promotion has been proposed. The estimated cost for proposed CER activities is INR 191.7 lakhs.

11.10 ENVIRONMENT MANAGEMENT PLAN The Environmental Management Plan (EMP) consists of description of the administrative aspects of ensuring that mitigative measures are implemented and their effectiveness monitored, after approval of the EIA. The capital cost for EMP during the construction phase have been estimated to be Rs 7.20 lakhs while the annual recurring cost will be Rs. 2.10 lakhs. The EMP cost during the operation phase has been calculated to be Rs. 17.10 Lakhs as capital cost and Rs. 7.80 lakhs annual recurring cost.

CHAPTER-12

DISCLOSURE OF CONSULTANT


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12. DISCLOSURE OF CONSULTANT 12.1 INTRODUCTION Greencindia Consulting Private Limited (GCPL) is an environmental consultancy organization, manned by a highly qualified, experienced and multidisciplinary team of scientists and engineers. The company has received accreditation from Quality Council of India (NABET-QCI) as an EIA Consultancy organization. The primary aim of GCPL is to sensitize policy planner and local people about their development needs through capacity building process. The company facilitates managerial and technical expertise to people and associations for development of areas and regions. GCPL has undertaken more than 100 EIA and other associated studies and clearances for mining projects, thermal power projects; airports, road and highways; special economic zones (SEZs); urban infrastructure projects, etc. The main objects of the Company are as follows: • To carry on the business of providing all types of consultancy services related to Social And

Environmental Impact Assessment, Environment Action Plan, Tribal Development Plan, Resettlement and Rehabilitation Action Plan, Project Information Report, Detailed Project Report, Need Assessment Report, Corporate Social Responsibility Plan, Forest Diversion Plan, Wildlife Conservation Plan, Drainage Plan and Hydrogeology Environment, Social & Land related legal services and any other consultancy services and studies related to urban development, rural development, environment, forest and legal aspects.

• To provide consultancy services in environment monitoring, sample collection of air, water, soil, meteorological data and publish testing results for the collected samples

• To undertake research study in the field of environment, social, legal, agriculture, urban planning, rural planning, alternate sources of energy etc and provide consultancy/advisory/training services in these field to government, quasi-government, non-government and private institutions.

• EPFI reporting, environmental and social impact assessment according to IFC guidelines and equator principles.

12.2 AREA OF EXPERTISE

• Environmental Impact Assessment • Environmental Management Plan • Disaster Management Plan


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• Risk Assessment • Rehabilitation & Resettlement Plan • Pre-feasibility Report • Detailed Project Report • Geo-Technical Investigation • National, Regional and Urban Plans • Management Information System and Geographic Information system • Urban Infrastructure Development including Water Supply and Solid Waste Management • Environmental Monitoring and Assessments • Impact Assessment Formulate Policies & Mitigation Measures R&R • Natural Resource Management • Terminal Planning and Design • Institutional Strengthening • Development, Functional and Strategic Planning and Design • Preparation of Manuals • Training Programmes

12.3 ACHIEVEMENT OF COMPANY Greencindia Consulting Private Limited (GCPL) (formerly GIS Enabled Environment & Neo-graphic Center) is an ISO 9001:2008-QMS, 14001:2004-EM and 18001:2004-OHSAS certified company. The company is accredited with QCI-NABET since 2010. We have completed One RA & Two SA. We are accredited for following sectors: - • Thermal Power Plants • Mining Project-Open Cast & Underground Mining • Coal Washery • River Valley Projects • Metallurgical Industries (Ferrous and Non-Ferrous) • Industrial Estate/Parks/Complexes/areas, export processing zones, special economic zones, biotech

parks, leather complexes • Highways • Cement Plants • Oil & gas transportation pipelines • Common Municipal Solid Waste Management Facility • Airports • Buildings and construction projects


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• Townships &Area development projects

12.4 BRIEF RESUME OF TEAM MEMBERS

GCPL comprises of group of professionals drawn from development related fields. The core members of GCPL team hold experiences in Developmental Planning, Pollution Control, Economic Analysis, Social Work and Information Technologies. In addition there is a panel of senior associates and young voluntaries facilitating the various programmes. The brief descriptions of the Environment Coordinator and Functional Area experts (Core Functional Areas & Significant Functional Area) are discussed below: Sl No

Name of Expert

Years of Experience

Area of Specialization Involvement (Period & Task)

1 Rahul Singh 17 EC-Airport • Selecting the Team to be involved in the EIA report • Compiling Form-1 of the Notification,2006 based on

personal understanding and from inputs from the AAI • Visiting the site for appropriate duration for the selection

of sampling locations and deciding the type of samples in consultation with the FAEs.

• Reviewing the process Write-up • Developing the draft EIA report and circulating the same

amongst EIA team members for final feedback and ensuring coverage of the respective functional areas FA in the EIA.

Land Use-LU • Development of Land-use Map • Impact of project on surrounding Land use • Assistance during development of project management

plan • Mitigation Measures due to change in Land uses by the

project Socio-Economic -

SE • Assessment of social impact associated with project • Assistance during development of project management

plan 2 KD Choudhury 45 Air Pollution

Monitoring Prevention Control-AP

• Assessment of Impact associated with the project operation Activities

• Assessment of Impact Associated with vehicle movement Operation

• Development of Management Plan to control the air pollution & its mitigation

Noise & Vibration-NV

• Assessment of impact associated with project • Assistance during development of project management

plan. Risk & Hazards

Management-RH • Assessment of risk associated and development of

management plan 3 Dr. PS Kelkar 40 Water Pollution

Monitoring, Prevention & Control-WP

• Monitoring location selection for ground water and surface water

• Assessment of Impact associated with the project operation activities


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Sl No

Name of Expert

Years of Experience

Area of Specialization Involvement (Period & Task)

• Development of Water Management Plan. 4 Dr. PC Kuniyal 10 Ecology &

Biodiversity-EB • Assessment of impact associated with project • Selection of species for greenery development • Assistance during development of project management

plan

Soil Conservation-SC

• Study of soil characteristics and fertility in study area and suggest appropriate conservation and management measures

5 Dr. Manoj Kumar

20 Hydrology, Ground Water

&Water Conservation-HG

• Hydrogeology study of the area in pre-monsoon and post monsoon season from secondary data

• Development of management plan.

6 Dr. Seema Awasthi

22 Municipal Solid Waste- MSW

• Quantitative Assessment of solid waste likely to generate

• Development of solid waste Management Plan 7 Dr. Koushik

Sadhu 8 Hazardous Waste

Management-HW

& Industrial Solid Wastes-ISW

• The identification of various hazardous wastes. • Process wise waste generation • Management plan preparation of hazardous waste. • Identification of Industrial solid waste • Development of industrial solid waste Management Plan

12.5 QCI ACCREDITATION CERTIFICATE

GCPL is accredited under QCI-NABET scheme for accreditation of EIA consultants organizations vide certificate number: NABET/EIA/1619/RA0058 on June, 28 2017 for Mining of Minerals (Open Cast & Underground), River Valley Projects, Thermal Power Plants, Coal Washeries, Metallurgical Industries (Ferrous & Non-ferrous), Cement Plants, Oil & Gas transportation pipeline, Airports, Industrial Estate Planning, Highways, Common Municipal Solid Waste Management Facility, Building and Construction projects and Townships & Area Development Projects (Annex 12.1).

ANNEXURES

ANNEX 1.1 EC LETTER, 15th MARCH 2008

ANNEX 1.2 EC LETTER, 3rd JANUARY 2018

ANNEX 1.3 CONSENT TO OPERATE

ANNEX 1.4 Previous TOR Letter & Amended

TOR Letter

F. No.10-54/2017-1A-III Government of India

Ministry of Environment, Forest and Climate Change (IA.III Section)

Indira Paryavaran Bhawan, Jor Bagh Road, New Delhi - 3

RVN Date: \.\-' May, 2018

Shri Bhupesh, APD, M/s Airports Authority of India, Goa Airport, Dabolim, Goa - 403801.

Email: [email protected] Phone: 0832-2540806

Subject: Expansion of Dabolim Airport, Goa in respect of extension of Existing Integrated Terminal Building and Existing Apron at Dabolim Village, South Goa District in Goa by M/s Airports Authority of India, Goa - Terms of Reference - reg.

Sir,

This has reference to your online proposal No. IA/GA/MIS/73586/2018 dated 20.03.2018, submitted to this Ministry for seeking Terms of Reference (ToR) in terms of the provisions of the Environment Impact Assessment (EIA) Notification, 2006 under the Environment (Protection) Act, 1986. The proposal is for grant of Terms of Reference to the project 'Expansion of Dabolim Airport, Goa in respect of extension of Existing Integrated Terminal Building and Existing Apron at Dabolim Village, South Goa District in Goa by M/s Airports Authority of India, Goa.

2. The project/activity is covered under category A of item 7(a) 'Air Ports' of the Schedule to the EIA Notification, 2006 and its subsequent amendments, and requires appraisal at Central level by sectoral EAC.

3. The proposal for grant of Terms of Reference (ToR) to the project was considered by the Expert Appraisal Committee (Infra-2) in its 30th meeting held on 18 - 20 April, 2018.

4. The details of the project, as per the documents submitted by the project proponent, and also as informed during the above meeting are as under:-

(I) Goa Airport belongs to Ministry of Defence (Indian Navy) and Airports Authority of India (AAI) maintains an International Civil Enclave for facilitation of civil aircraft operation. Indian Navy provides air traffic services for the airport.

(ii) In 2006, the Indian Civil Aviation Ministry announced a plan to upgrade Dabolim Airport. This involved constructing a new international passenger terminal (after converting the existing one to domestic) and adding several

Proposal No. IAGA/MIS/73586/2018

To,

more aircraft stands. The environmental clearance for the same was obtained on 15th March, 2008.

(iii) The present proposal is for extension of existing Integrated Terminal Building towards East by demolition of Old Terminal Building, internal modification of existing Integrated Terminal Building and extension of existing Apron towards East to facilitate 3 no. code C Aircraft (AB-321/B739-900) parking. The site is located in Dabolim village, South Goa District. The site is approachable by NH-17 which is adjacent to the site in Northern direction. Dabolim Railway Station is located at a distance of 1 km in NE direction.

(iv) This project is independent and is not linked with other projects' which may attract directly or indirectly any provisions of schedule of EIA notification 2006 amended to date.

(v) As per current traffic data the Dabolim Airport at Goa handled 6.85 million passengers in 2016-17. The existing integrated terminal building which handles both domestic and international passengers is near saturated, therefore it is proposed to expand the existing integrated terminal building by demolishing the old terminal building to cater to the passengers' convenience in future growth of Goa Airport. The airport is expected to handle 11.22 million passengers by 2020-21.

(vi) There is no space available for car park at ground level. A multilevel car parking was constructed for 500 cars.

(vii) A fuel farm of 8000 m2 including all ancillary and administrative facilities with minimum inter-distances as per oil industry norm exists within the Airport premises.

(viii) At present, Dabolim Airport at Goa requires 350 KLD of fresh water which is sourced from PWD, Goa.

(ix) After expansion, the fresh water requirement will be 428 KLD which also will be sourced from PWD, Goa.

(x) During the construction stage, water will be sourced primarily through tankers arranged by the contractors as per specifications.

(xi) The present power requirement of the airport is 3.5 MVA which aster expansion will be 4.5 MVA and is sourced from Goa Electricity Department.

(xii) Twin bin waste collection system-green bins for bio-degradable wastes and blue bins for non-biodegradable wastes shall be provided for solid waste collection. Waste collection shall be done and temporarily stored at identified locations before disposing as per established laws and procedures.

(xiii) Hazardous waste shall be treated in accordance with Hazardous Waste Management Rules 2016, Batteries waste shall be handled in accordance with Batteries (Management and Handling) Rules, 2001 and E-waste as per E-waste Management Rules, 2016.

Proposal No. IAGNMIS/73586/2018

(xiv) The area in which the expansion is proposed lies within the airport premises and no additional land is to be acquired for this purpose. Hence this proposal does not involve any rehabilitation & resettlement issues.

5. As per the recommendation of the EAC, the Ministry of Environment, Forest and Climate Change hereby accords ToR to the above project for preparation of the Environmental Impact Assessment (EIA) Report and Environmental Management Plan (EMP) with the following specific and general conditions in addition to Standard ToR provided at Annexure -1:

Specific Guidelines

(i) Importance and benefits of the project.

(ii) The E.I.A. will give a justification for land requirements along with a comparison to the guidelines established by the Airport Authority of India/Ministry of Civil Aviation in this regards.

(iii) The E.I.A. will give a complete status and compliance report with regards to any earlier E.C. granted and permissions and consents from the Pollution Control Boards for the existing facilities.

(iv) Certified Compliance Report issued by the MoEF&CC, Regional Office or concerned Regional Office of Central Pollution Control Board or the Member Secretary of the respective State Pollution Control Board for the conditions stipulated in the earlier environmental clearance issued for the project along with an action taken report on issues which have been stated to be partially complied or non/not complied.

(v) A toposheet of the study area of radius of 10 km and site location on 1:50,000/1:25,000 scale on an A3/A2 sheet (including all eco-sensitive areas and environmentally sensitive places).

(vi) Layout maps of proposed project indicating runway, airport building, parking, greenbelt area, utilities etc.

(vii) Cost of project and time of completion.

(viii) The impacts of demolition and the activities related thereto shall be examined and a management plan drawn up to conform to the Construction and Demolition rules under the E.P. Act, 1986.

(ix) The report shall examine the details of excavations, its impacts and the impacts of transport of excavated material. A detailed Management Plan shall be suggested.

(x) n assessment of the cumulative impact of all development and increased inhabitation being carried out or proposed to be carried out by the project or other agencies in the core area, shall be made for traffic densities and parking capabilities in a 05 kms radius from the site. A detailed traffic management and a traffic decongestion plan drawn up through an organization of repute and specializing in Transport Planning shall be submitted with the EIA. The

Proposal No. IAGA/MIS/73586/2018 e 3 of 7

Plan to be implemented to the satisfaction of the State Urban Development and Transport Departments shall also include the consent of all the concerned implementing agencies.

(xi) The E.I.A. should specifically address to vehicular traffic management as well as estimation of vehicular parking area inside the Airport premises.

(xii) An onsite disaster management plan shall be drawn up to account for risks and accidents. This onsite plan shall be dovetailed with the onsite management plan for the district.

(xiii) A note on appropriate process and materials to be used to encourage reduction in carbon foot print. Optimize use of energy systems in buildings that should maintain a specified indoor environment conducive to the functional requirements of the building by following mandatory compliance measures (for all applicable buildings) as recommended in the Energy Conservation Building Code (ECBC) 2017 of the Bureau of Energy Efficiency, Government of India. The energy system includes air conditioning systems, indoor lighting systems, water heaters, air heaters and air circulation devices.

(xiv) Details shall be provided regarding the solar generation proposed and the extent of substitution, along with compliance to the ECBC rules.

(xv) Details of emission, effluents, solid waste and hazardous waste generation and their management. Air quality modeling and noise modeling shall be carried out for the emissions from various types of aircraft.

(xvi) The impact of aircraft emissions in different scenarios of idling, taxiing, take off and touchdown shall be examined and a management plan suggested.

(xvii) The impact of air emissions from speed controlled and other vehicles plying within the Airport shall be examined and management plan drawn up.

(xviii) The management plan will include compliance to the provisions of Bio-medical Waste Management Rules, 2016.

(xix) A detailed management plan, drawn up in consultation with the competent District Authorities, shall be submitted for the regulation of unauthorized development and encroachments within a 05 Km radius of the Airport.

(xx) The E.I.A. will also examine the impacts of construction and operation of the proposed STP and draw up a detailed plan for management including that for

odour control.

(xxi) Classify all Cargo handled as perishable, explosive, solid, petroleum products, Hazardous Waste, Hazardous Chemical, Potential Air Pollutant, Potential Water Pollutant etc. and put up a handling and disposal management plan.

(xxii) Noise monitoring and impact assessment shall be done for each representative area (as per the Noise Rules of MoEF&CC). A noise management plan shall be submitted to conform to the guidelines of the MoEF&CC and the DGCA.

Proposal No. IAGA/MISr73586/2018

(xxiii) Noise monitoring shall be carried out in the funnel area of flight path.

(xxiv) Requirement of water, power, with source of supply, status of approval, water balance diagram, man-power requirement (regular and contract).

(xxv) Ground water abstraction and rain water recharge shall be as prescribed by the CGWA. A clearance/permission of the CGWA shall be obtained in this regards.

(xxvi) A NOC from the Central Ground Water Authority for the ground water being currently abstracted in the existing airport shall be submitted.

(xxvii) Details of fuel tank farm and its risk assessment.

(xxviii) The E.I.A. should present details on the compliance of the project to the Fly Ash notification issued under the E.P. Act of 1986.

(xxix) The report should give a detailed impact analysis and management plan for handling of the following wastes for the existing and proposed scenarios.

a. Trash collected in flight and disposed at the Airport including the segregation mechanism.

b. Toilet wastes and sewage collected from aircrafts and disposed at the Airport.

c. Maintenance and workshop wastes. d. Wastes arising out of eateries and shops situated within the airport.

(xxx) Any litigation pending against the project and/or any direction/order passed by any Court of Law against the project, if so, details thereof shall also be included. Has the unit received any notice under the Section 5 of Environment (Protection) Act, 1986 or relevant Sections of Air and Water Acts? If so, details thereof and compliance/ATR to the notice(s) and present status of the case.

(xxxi) Public hearing to be conducted and issues raised and commitments made by the project proponent on the same should be included in EIA/EMP Report in the form of tabular chart with financial budget for complying with the commitments made.

(xxxii) A tabular chart with index for point wise compliance of above ToR.

General Guidelines

(0 The EIA document shall be printed on both sides, as far as possible.

(ii) All documents should be properly indexed, page numbered.

(iii) Period/date of data collection should be clearly indicated.

(iv) Authenticated English translation of all material provided in Regional languages.

Proposal No. IAGNMIS/73586/2018 ge 5 of 7

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(v) The letter/application for EC should quote the MoEF&CC File No. and also attach a copy of the letter prescribing the ToR.

(vi) The copy of the letter received from the Ministry on the ToR prescribed for the project should be attached as an annexure to the final EIA-EMP Report.

(vii) The final EIA-EMP report submitted to the Ministry must incorporate the issues mentioned in ToR. The index of the final EIA-EMP report, must indicate the specific chapter and page no. of the EIA-EMP Report where the specific ToR prescribed by the Ministry. Questionnaire related to the project (posted on MoEF&CC website) with all sections duly filled in shall also be submitted at the time of applying for EC.

(viii) Grant of ToR does not mean grant of EC.

(ix) The status of accreditation of the EIA consultant with NABET/QCI shall be specifically mentioned. The consultant shall certify that his accreditation is for the sector for which this EIA is prepared.

(x) On the front page of EIA/EMP reports, the name of the consultant/consultancy firm along with their complete details including their accreditation, if any shall be indicated. The consultant while submitting the EIA/EMP report shall give an undertaking to the effect that the prescribed ToRs (ToR proposed by the project proponent and additional ToR given by the MoEF&CC) have been complied with and the data submitted is factually correct (Refer MoEF&CC Office memorandum dated 4th August, 2009).

(xi) While submitting the EIA/EMP reports, the name of the experts associated with/involved in the preparation of these reports and the laboratories through which the samples have been got analysed should be stated in the report. It shall clearly be indicated whether these laboratories are approved under the Environment (Protection) Act, 1986 and the rules made there under (Please refer MoEF&CC Office Memorandum dated 4th August, 2009). The project leader of the EIA study shall also be mentioned.

(xii) All the ToR points as presented before the Expert Appraisal Committee (EAC) shall be covered.

6. The above ToR along with Public Hearing prescribed by the Expert Appraisal Committee (Infrastructure - 2) should be considered for preparation of EIA/EMP report for the project 'Expansion of Dabolim Airport, Goa in respect of extension of Existing Integrated Terminal Building and Existing Apron at Dabolim Village, South Goa District in Goa by M/s Airports Authority of India, Goa', in addition to all the relevant information as per the 'Generic Structure of EIA' given in Appendix III and 111A in the EIA Notification, 2006. The draft EIA/EMP report shall be submitted to the State Pollution Control Board for public hearing. The issues emerged and response to the issues shall be incorporated in the EIA report.

7. The project proponent shall submit the detailed final EIA/EMP prepared as per ToRs to the Ministry for considering the proposal for environmental clearance within 3 years as per the MoEF&CC O.M. No.J-11013/41/2006-IA-11(1) (P) dated 08.10.2014.

8. The consultants involved in preparation of EIA/EMP report after accreditation with Quality Council of India/National Accreditation Board of Education and Training (QCI/NABET) would need to include a certificate in this regard in the EIA/E P

Proposal No. IAGNMIS/73586/2018

10. This issues with the approval of the Competent Authority.

V (Kus al Vashist)

Director

reports prepared by them and data provided by other Organization(s)/ Laboratories including their status of approvals etc. vide Notification of the MoEF&CC dated 19.07.2013.

9. The prescribed ToR would be valid for a period of three years for submission of the EIA/EMP Reports.

Copy to:

The Member Secretary, Goa State Pollution Control Board, 1st Floor, Dempo Tower, Patto Plaza, Patto Centre, Panjim, Goa - 403001.

Proposal No. IAGA/MIS/73586/2018 Page 7 of 7

Annexure - I

7(a): STANDARD TERMS OF REFERENCE FOR CONDUCTING ENVIRONMENT IMPACT ASSESSMENT STUDY FOR AIRPORTS AND INFORMATION TO BE INCLUDED IN EIA/EMP REPORT

Reasons for selecting the site with details of alternate sites examined/rejected/selected on merit with comparative statement and reason/basis for selection. The examination should justify site suitability in terms of environmental angle, resources sustainability associated with selected site as compared to rejected sites. The analysis should include parameters considered along with weightage criteria for short-listing selected site.

(ii) Details of the land use break-up for the proposed project. Details of land use around 10 km radius of the project site. Examine and submit detail of land use around 10 km radius of the project site and map of the project area and 10 km area from boundary of the proposed/existing project area, delineating project areas notified under the wild life (Protection) Act, 1972/critically polluted areas as identified by the CPCB from time to time/notified eco-sensitive areas/inter state boundaries and international boundaries.. Analysis should be made based on latest satellite imagery for land use with raw images.

(iii) Submit the present land use and permission required for any conversion such as forest, agriculture etc. land acquisition status, rehabilitation of communities/ villages and present status of such activities. Check on flood plain of any river.

(iv) Examine and submit the water bodies including the seasonal ones within the corridor of impacts along with their status, volumetric capacity, quality likely impacts on them due to the project.

(v) Submit a copy of the contour plan with slopes, drainage pattern of the site and surrounding area, any obstruction of the same by the airport.

(vi) Submit details of environmentally sensitive places, land acquisition status, rehabilitation of communities/ villages and present status of such activities.

(vii) Examine the impact of proposed project on the nearest settlements.

(viii) Examine baseline environmental quality along with projected incremental load due to the proposed project/activities

Examine and submit details of levels, quantity required for filling, source of filling material and transportation details etc. Submit details of a comprehensive Risk Assessment and Disaster Management Plan including emergency evacuation during natural and man-made disaster integrating with existing airport

(x) Examine road/rail connectivity to the project site and impact on the existing traffic network due to the proposed project/activities. A detailed traffic and transportation study should be made for existing and projected passenger and cargo traffic.

(xi) Submit details regarding R&R involved in the project

(xii) Examine the details of water requirement, use of treated waste water and prepare a water balance chart. Source of water vis-a-vis waste water to be generated along with treatment facilities to be proposed.

(xiii) Rain water harvesting proposals should be made with due safeguards for ground water quality. Maximize recycling of water and utilization of rain water.

(i)

(xiv) Examine details of Solid waste generation treatment and its disposal.

(xv) Submit the present land use and permission required for any conversion such as forest,

agriculture etc.

(xvi) Examine separately the details for construction and operation phases both for Environmental Management Plan and Environmental Monitoring Plan with cost and

parameters.

(xvii) Submit details of a comprehensive Disaster Management Plan including emergency evacuation during natural and man-made disaster.

(xviii) Examine baseline environmental quality along with projected incremental load due to the proposed project/activities.

(xix) The air quality monitoring should be carried out as per the notification issued on 16th

November, 2009.

(xx) Examine separately the details for construction and operation phases both for Environmental Management Plan and Environmental Monitoring Plan with cost and

parameters.

(xxi) Submit details of corporate social responsibilities (CSR)

(xxii) Submit details of the trees to be cut including their species and whether it also involves any protected or endangered species. Measures taken to reduce the number of the trees to be removed should be explained in detail. Submit the details of compensatory plantation. Explore the possibilities of relocating the existing trees.

(xxiii) Examine the details of afforestation measures indicating land and financial outlay. Landscape plan, green belts and open spaces may be described. A thick green belt should be planned all around the nearest settlement to mitigate noise and vibrations. The identification of species/ plants should be made based on the botanical studies.

(xxiv) Public hearing to be conducted for the project in accordance with provisions of Environmental Impact Assessment Notification, 2006 and the issues raised by the public should be addressed in the Environmental Management Plan. The Public Hearing should be conducted based on the ToR letter issued by the Ministry and not on the basis of Minutes of the Meeting available on the web-site.

(xxv) A detailed draft EIA/EMP report should be prepared in accordance with the above additional TOR and should be submitted to the Ministry in accordance with the

Notification.

(xxvi) Details of litigation pending against the project, if any, with direction /order passed by any Court of Law against the Project should be given.

(xxvii) The cost of the Project (capital cost and recurring cost) as well as the cost towards implementation of EMP should be clearly spelt out.

(xxviii) Any further clarification on carrying out the above studies including anticipated impacts due to the project and mitigative measure, project proponent can refer to the model ToR available on Ministry website "http://moef.nic.in/Manual/Airport".

ANNEX 1.5

TOR COMPLIANCE


TOR COMPLIANCE

Project Proponent: Airports Authority of India Environment Consultant:

Greencindia Consulting Private Limited

ToR COMPLIANCE

Sl. No. ToR Point Compliance

Annex-1.3: 7(a): TERMS OF REFERENCE FOR CONDUCTING ENVIRONMENT IMPACT ASSESSMENT STUDY FOR AIRPORTS INFORMATION TO BE INCLUDED IN EIA/EMP REPORT

General Conditions 1 Reasons for selecting the site with details of

alternate sites examined/rejected/selected on merit with comparative statement and reason/basis for selection. The examination should justify site suitability in terms of environmental angle, resources sustainability associated with selected site as compared to rejected sites. The analysis should include parameters considered along with weightage criteria for short-listing selected site.

No alternative site has been considered for Dabolim Airport as it has an existing airstrip. The present proposal is for extension of existing Integrated Terminal Building towards East by demolition of Old Terminal Building, internal modification of existing Integrated Terminal Building and extension of existing Apron towards East to facilitate 3 no. code C Aircraft (AB-321/B739-900) parking. This new expansion will not have adverse effect on environment. The details are provided in Chapter 5, section 5.2.

2 Details of the land use break-up for the proposed project. Details of land use around 10km radius of the project site. Examine and submit detail of land use around 10km radius of the project site and map of the project area and 10km area from boundary of the proposed/existing project area, delineating project areas notified under the wild life (Protection) Act, 1972/ critically polluted areas as identified by the CPCB from time to time/notified eco-sensitive areas/inter-state boundaries and international boundaries.. Analysis should be made based on latest satellite imagery for land use with raw images

Land-use of the project site: The proposed project is a modernization/expansion project of domestic airport at Dabolim, South Goa District, Goa. Total land under AAI is 6.2 Ha. A total of 1.83 Ha of land will be utilized for the expansion project. Details land-use break up as per satellite images and Toposheet is provided in Chapter-3, Table no. 3.4 Area break-up for proposed project as per layout explained in Chapter-2, Table no. 2.1. Land use of the 10 km radius of project site: The major share of land within the 10-km study area is occupied by Water Bodies (64.6%), followed by wooded land (10.8%), Built-up land (7.0%) & Agriculture (6.8%). Rest of the land is covered by Industries, Waste land, Swampy land, Marshy land etc. Detailed land-use break-up of the study area is provided in Chapter-3, Section 3.6.1, Table no. 3.4. Study area land-use Map based on satellite image and toposheet is provided in Chapter 3, Figure no. 3.7. There is no wildlife sanctuary, critically polluted area, notified eco-sensitive zone and interstate boundary coming within the study area (10km). Eco-sensitivity map of the study area attached as Chapter-3, Figure no. 3.2.


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3 Submit the present land use and permission required for any conversion such as forest, agriculture, etc; land acquisition status, rehabilitation of communities/ villages and present status of such activities. Check on flood plain of any river.

The entire project land is under Airports Authority of India and is operational. No forest land has been involved for the proposed project. No rehabilitation & resettlement for the project has been proposed.

4 Examine and submit the water bodies including the seasonal ones within the corridor of impacts along with their status, volumetric capacity & quality likely impacts on them due to the project.

The Details of major waterbodies in the study area are discussed in Chapter 3, section 3.8.1, Table 3-7.

5 Submit a copy of the contour plan with slopes, drainage pattern of the site and surrounding area, any obstruction of the same by the airport.

The project site more or less flat with elevation ranging from 44-47m msl. The general slope is towards South. The Contour Map and Slope Map is shown in Chapter-3, Figure no. 3.4 and 3.5. Drainage map of the study area is shown in Chapter-3, Figure no. 3.9.

6 Submit details of environmentally sensitive places, land acquisition status, rehabilitation of communities/villages and present status of such activities.

The environmentally sensitive features are mentioned in Chapter 3, section 3.3 and Table 3.3 and shown in Figure 3.2. The proposed project is a modernization/expansion project of domestic airport at Dabolim, South Goa District, Goa. Total land under AAI is 6.2 Ha. A total of 1.83 Ha of land will be utilized for the expansion project The project site is free from any settlements and therefore doesn’t attract R&R issues.

7 Examine the impact of proposed project on the nearest settlements.

The nearest settlement (Project site) is at a distance of 0.5 km from the project site. After expansion of the project PM10 is estimated to cross the prescribed norm at Project site and near GIDC’s Sancoale Industrial estate, whereas the predicted GLC of other pollutants will remain within the prescribed limits at this location. The day night noise level at this location is expected to be less than 55 dB after implementation of the project.

8 Examine baseline environmental quality along with projected incremental load due to the proposed project/activities

The baseline data has been collected during Pre monsoon season (March to May) 2018. For primary data collection & method, please refer section 3.2.1 and Table no. 3.1 of Chapter 3 of Final EIA/EMP Report. For baseline data, please refer section 3.8 to 3.15, Table 3.5 to 3.42, and Figure 3.1 to 3.27 of Chapter 3 of Final EIA/EMP Report. The projected incremental load due to air emissions and noise emissions is given in


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Chapter 4, Section 4.5.1 and Section 4.5.2. 9 Examine and submit details of levels, quantity

required for filling, source of filling material and transportation details etc. Submit details of a comprehensive Risk Assessment and Disaster Management Plan including emergency evacuation during natural and man-made disaster integrating with existing airport

As the terminal building involves construction of basement, approximately 6100 m2 of soil will be excavated from excavation for Terminal building and Multi level car parking. The excavated soil will be used for construction of 4-lane vehicular road, levelling and landscaping purpose. The project site is predominantly plain with a slope towards South. The project site more or less flat with elevation ranging from 44-47m msl. For the co-ordinates, please refer Table 1.1 & Figure 1.3 of Chapter 1 of Final EIA/EMP Report. Comprehensive Risk Assessment and Disaster Management Plan including emergency evacuation during natural and manmade disaster for the proposed airport project have been prepared and presented in section 7.3 of Chapter 7 of Final EIA Report.

10 Examine road/rail connectivity to the project site and impact on the existing traffic network due to the proposed project/activities. A detailed traffic and transportation study should be made for existing and projected passenger and cargo traffic

The proposed airport site is well connected by NH-17 which is adjacent to the project site at 0.1 km. The nearest railway station is Dabolim Railway Junction located at a distance of approximately 1 km in NE direction. A traffic survey has been carried out at 3 locations to know about the present situation and the same has been projected with daily additional traffic that will be incremented after the project. The detailed discussion is given in section 3.12, Table 3.25 & Figure 3.27 and predicted values are given in section 4.7 of Chapter 4.

11 Submit details regarding R&R involved in the project The project does not attract R&R issues. 12 Examine the details of water requirement, use of

treated wastewater and prepare a water balance chart. Source of water vis-à-vis waste water to be generated along with treatment facilities to be proposed

At the present time Dabolim Airport need 350 Kld of fresh water and for the proposed project / after expansion the need of fresh water will be 700 KLD. During the construction stage, water will be sourced primarily through tankers arranged by the contractors as per PWD specifications. The details of water requirement is given in Section 2.6.1, chapter 2. The water balance diagram is shown in Chapter 2, Figure 2.2 & 2.3.

13 Rainwater harvesting proposals should be made with due safeguards for ground water quality. Maximize recycling of water and utilization of rain water.

Rainwater harvesting is proposed for the project. The details of rainwater harvesting is given in chapter 4, Section 4.3.2


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14 Examine details of Solid waste generation, treatment and its disposal.

Construction Phase: (0.01 MT)/ 40 kg/day (@0.2 kg/person/day for 200 labours) of solid waste will be generated during construction phase and will be collected and disposed as per established laws and procedures. Efforts will be put to re-use the waste in the foundation and other road laying activities. Operation phase: The total solid waste generation will be 10.5 tonnes kg per day. Twin bin waste collection system– green bins for bio-degradable wastes and blue bins for non-biodegradable wastes shall be provided. Waste collection shall be done and temporarily stored at identified locations before disposing as per established laws and procedures. Details of solid waste generation, treatment and its disposal have been given in Chapter 2, section 2.6.5

15 Submit the present land use and permission required for any conversion such as forest, agriculture etc.

The proposed project is a modernization/expansion project of domestic airport at Dabolim, South Goa District, Goa. Total land under AAI is 6.2 Ha. A total of 1.83 Ha of land will be utilized for the expansion project. The project does not involve any forest land.

16 Examine separately the details for construction and operation phases both for Environmental Management Plan and Environmental Monitoring Plan with cost and parameters.

The details of Environmental Management Plan and Environmental Monitoring Plan both for construction and operation phases with cost and parameters have been described in Chapter 9 and Chapter 6 of Final EIA/EMP Report.

17 Submit details of a comprehensive Disaster Management Plan including emergency evacuation during natural and man-made disaster.

Comprehensive Risk Assessment and Disaster Management Plan including emergency evacuation during natural and man-made disaster for the proposed project have been prepared and described in Chapter 7, section 7.3.

18 Examine baseline environmental quality along with projected incremental load due to the proposed project/activities

The baseline data has been collected during Pre monsoon season (March to May) 2018. For primary data collection & method, please refer section 3.2.1 and Table no. 3.1 of Chapter 3 of Final EIA/EMP Report. For baseline data, please refer section 3.8 to 3.15, Table 3.5 to 3.42, and Figure 3.1 to 3.27 of Chapter 3 of Final EIA/EMP Report. The projected incremental load due to air emissions and noise emissions is given in Chapter 4, Section 4.5.3 and Section 4.5.4.

19 The air quality monitoring should be carried out as During the study period, ambient air quality


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per the notification issued on 16th November 2009. monitoring was carried out as per notification issued on 16th November 2009. Details of monitored ambient air quality have been given in Section 3.10 of the Chapter 3 of EIA report.

20 Examine separately the details for construction and operation phases both for Environmental Management Plan and Environmental Monitoring Plan with cost and parameters.

The details of Environmental Management Plan and Environmental Monitoring Plan both for construction and operation phases with cost and parameters have been described in Chapter 9 and Chapter 6 of Final EIA/EMP Report.

21 Submit details of corporate social responsibilities (CSR)

The proponent has will spent an estimated amount of Rs. 191.7 Lakhs on CER activities. The details of proposed CER activities and budget is given in Chapter 8, Section 8.2.

22 Submit details of the trees to be cut including their species and whether it also involves any protected or endangered species. Measures taken to reduce the number of the trees to be removed should be explained in detail. Submit the details of compensatory plantation. Explore the possibilities of relocating the existing trees.

The project does not involve any forest land.

23 Examine the details of afforestation measures indicating land and financial outlay. Landscape plan, green belts and open spaces may be described. A thick green belt should be planned all around the nearest settlement to mitigate noise and vibrations. The identification of species/ plants should be made based on the botanical studies.

The open lawn/land area for the afforestation within the project area is 0.60ha (approx.). The EMP cost during the operation phase have been calculated to be Rs 17.10 Lakhs capital cost and Rs 7.80 lakhs annual recurring cost given in Chapter-10, Table 10.3

24 Public hearing to be conducted for the project in accordance with provisions of Environmental Impact Assessment Notification, 2006 and the issues raised by the public should be addressed in the Environmental Management Plan. The Public Hearing should be conducted based on the ToR letter issued by the Ministry and not on the basis of Minutes of the Meeting available on the website.

Complied and the details are given in Chapter 7, Section7.2.

25 A detailed draft EIA/EMP report should be prepared in accordance with the above additional TOR and should be submitted to the Ministry in accordance with the Notification.

Complied

26 Details of litigation pending against the project, if any, with direction /order passed by any Court of Law against the Project should be given.

There are no pending litigations against the project.

27 The cost of the Project (capital cost and recurring cost) as well as the cost towards implementation of EMP should be clearly spelt out.

The total cost of the project is INR 255.69 crores. The break-up of the project cost is given in Table 2.8 in Chapter 2.

28 Any further clarification on carrying out the above studies including anticipated impacts due to the

All the clarification/studies related to the project and its impacts with mitigative measures have


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project and mitigative measure, project proponent can refer to the model ToR available on Ministry website ''http://moef.nic.in/Manual/ Airport".

been done and mentioned in Final EIA/EMP Report.

Specific Conditions

1 Form-1 to be revised and uploaded to the website of the Ministry.

Updated Form 1 is attached as additional document.

2 Certified compliance report issued by the MoEF&CC Regional Office, MoEFCC on environmental conditions stipulated in the existing environmental clearance.

The certified compliance report for the project will be submitted separately.

3 Importance and benefits of the project. The benefits of the project are given in Chapter 8 of Final EIA Report.

4 Copy of consent to establish and consent to operate for the existing airport facilities.

Application for CTO is attached in Additional Document.

5 A toposheet of the study area of radius of 10km and site location on 1:50,000/1:25,000 scale on an A3/A2 sheet. (Including all eco-sensitive areas and environmentally sensitive places).

A toposheet of the study area of radius of 10km and site location is given in Chapter 1, Figure 1.2.

6 Layout maps of proposed project indicating runway, airport building, parking, greenbelt area, utilities etc.

The Layout map of the project is given in Chapter 2, Figure 2.1.

7 Cost of project and time of completion. The total cost of the project is 255.69 crores. The project will be completed within 24 months from the date of grant of EC.

8 A note on appropriate process and materials to be used to encourage reduction in carbon foot print. Optimize use of energy systems in buildings that should maintain a specified indoor environment conducive to the functional requirements of the building by following mandatory compliance measures (for all applicable buildings) as recommended in the Energy conservation building code (ECBC) 2007 of the Bureau of Energy Efficiency, Government of India. The energy system include air conditioning systems, indoor lighting systems, water heaters, air heaters and air circulation devices Use.

Refer Chapter 4, Section 4.7, Table 4-15.

9 Details of emission, effluents, solid waste and hazardous waste generation and their management. Air quality modelling and noise modelling shall be carried out for the emissions from various types of aircraft.

The details of solid waste generation and management is given in Chapter 2, Section 2.6.5. The details of STP is given in Chapter 2, Section 2.6.2 The details and calculations for air quality modelling and noise modelling is given in Chapter 4, Section 4.5.

10 Classify all Cargo handled as perishable, explosive, solid, petroleum products, Hazardous Waste, Hazardous Chemical, Potential Air Pollutant,

The total freight handled in year 2017-2018 is 3.36 million tonnes.


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Potential Water Pollutant etc. and put up a handling and disposal management plan.

11 Noise monitoring shall be carried out in the funnel area of flight path.

Noise monitoring has been carried out in funnel area of flight path. The details of analysis result is given Chapter 3, Section 3.11.4.

12 Requirement of water, power. with source of supply, status of approval, water balance diagram, man-power requirement (regular and contract)

The project will utilize water supply from the ground water. The daily consumption of water during operation phase will be about 1010.7 KLD of which 700 KLD will be fresh water requirement and 310.7 KLD will be recycled water requirement (keeping in mind water conservation measures). However, based on references from various sources such the National Building Code of India, Public Health Manuals, Ministry of Environment & Forests Guidelines etc. the total water demand for the airport has been worked out to be 1010.7 KLD. Permission of CGWB for bore well use will be Submitted separately. The required electrical load for the proposed project is 6 MVA (Including existing load 3.5 MVA). Four DG sets of 1500 kVA capacity each, will ultimately serve as back-up during power failure. The water balance diagram is shown in Chapter 2 Section 2.6.3.

13 The E.I.A. should specifically address to vehicular traffic management as well as estimation of vehicular parking area.

A multilevel car parking is proposed for expansion project. Enough roads of adequate width will be constructed for smooth traffic movement.

14 Details of fuel tank farm and its risk assessment. The airport have fuel storage facility (8000 sq.mt) including all ancillary and additional facilities. Refuelling of plains will be done by tankers. The detailed risk assessment plan is given in Chapter 7.

15 Public hearing to be conducted and issues raised and commitments made by the project proponent on the same should be included in EIA/EMP Report in the form of tabular

Will be Complied

16 Any litigation pending against the project and/or any direction/order passed by any Court of Law against the project, if so, details thereof shall also be included. Has the unit received any notice under the Section 5 of Environment (Protection) Act, 1986 or relevant Sections of Air and Water Acts? If so, details thereof and compliance/ATR to the notice(s)

No litigations are pending against the project.


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and present status of the case. 17 A tabular chart with index for point wise compliance

of above ToRs. Complied.

ANNEX 1.6

COMPLIANCE REPORT

ANNEX 1.7 RELEVANT STANDARDS

Annex 1.7: RELEVANT STANDARDS

A. National Ambient Air Quality Standards

Concentration in µg/mg3 except for CO in mg/m3

Pollutant Time Industrial

Residential, Sensitive

Method of Measurement Rural & other

Area area areas

Sulphur Dioxide Annual Avg. 50 50 20 Improved West and Gaeke Method

24 hours 80 80 80 Oxides of Annual Avg. 40 40 30 Modified Jacob and Hochheiser Nitrogen (Na-Arsenite) Method

24 hours 80 80 80 Carbon 8 hours 02 02 02 Non Dispersive Infra Red

Monoxide 1 hour 04 04 04 Spectroscopy (NDIR)

Particulate Annual Avg. 60 60 60 Gravimetric Matter 10 (PM

10) 24 hours 100 100 100 Particulate Annual Avg. 40 40 40 Gravimetric

Matter 2.5 (PM 2.5) 24 hours 60 60 60

Benzene Annual 05 05 05 Gas Chromatoqraphy Source: Gazette of India Notification, dated 16th Nov, 2009 * Annual Arithmetic Means of minimum 104 measurements in a year at a particular site taken twice a week 24 hourly atuniform intervals** 24 hourly or 8 hourly or 01 hourly monitored values, as applicable shall be complied with 98% of the time in a year. 2%of the time they may exceed the limits but not on two consecutive days of monitoring

B. Ambient Noise Standards, CPCB

Noise Levels (dB (A) Leq (Limits) Area Code Category of Area Night time

Day time (0600hrs to 2200hrs) (2200hrs to 0600hrs)

A Industrial Area 75 70 B Commercial Area 65 55 C Residential Area 55 45 D Silence Zone 50 40

C. Standard Classification of Soil

SI. No. Soil Test Classification 1. pH <4.5 Extremely acidic

4.51- 5.50 Very strongly acidic 5.51-6.0 moderately acidic 6.01-6.50 slightly acidic 6.51-7.30 Neutral 7.31-7.80 slightly alkaline 7.81-8.50 moderately alkaline 8.51-9.0 strongly alkaline 9.01 very stronqly alkaline

Salinity Electrical Conductivity Upto 1.00 Average 2 (mmhos/cm) 1.01-2.00 harmful to germination

(1 ppm= 640 mmho/cm) 2.01-3.00 harmful to crops (sensitive to salts)

Page 11

ANNEX 2.1

MASTER PLAN

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ANNEX 2.2

WATER SUPPLY FROM PWD

ANNEX 3.1

ONSITE METROLOGICAL DATA

ONSITE METEOROLOGICAL DATA

Year Month Day Hour Temp (°C)

Relative Humidity

(%)

Wind Speed (Mt/s)

Wind Direction (Value)

Wind Direction (Letter)

Rainfall (mm)

2018 3 1 1.00 22.00 74.0 2.4 85 E 0.0

2018 3 1 2.00 22.23 72.0 2.5 87 E 0.0

2018 3 1 3.00 22.36 71.2 2.5 91 E 0.0

2018 3 1 4.00 22.54 70.4 2.5 91 E 0.0

2018 3 1 5.00 23.01 69.6 2.6 93 E 0.0

2018 3 1 6.00 22.29 68.8 2.6 91 E 0.0

2018 3 1 7.00 23.00 68.0 2.6 43 NE 0.0

2018 3 1 8.00 25.00 67.2 2.6 52 NE 0.0

2018 3 1 9.00 27.00 66.4 2.7 47 NE 0.0

2018 3 1 10.00 29.00 65.6 2.4 49 NE 0.0

2018 3 1 11.00 31.00 64.8 2.5 51 NE 0.0

2018 3 1 12.00 33.00 62.0 2.5 265 W 0.0

2018 3 1 13.00 32.30 64.6 2.5 272 W 0.0

2018 3 1 14.00 31.60 65.2 2.6 270 W 0.0

2018 3 1 15.00 30.90 65.8 2.6 271 W 0.0

2018 3 1 16.00 30.20 66.4 2.6 278 W 0.0

2018 3 1 17.00 29.50 67.0 2.6 278 W 0.0

2018 3 1 18.00 28.80 67.6 2.7 269 W 0.0

2018 3 1 19.00 28.10 68.2 2.4 313 NW 0.0

2018 3 1 20.00 27.40 68.8 2.5 311 NW 0.0

2018 3 1 21.00 26.70 69.4 2.5 312 NW 0.0

2018 3 1 22.00 26.00 70.0 2.5 313 NW 0.0

2018 3 1 23.00 25.30 70.6 2.6 315 NW 0.0

2018 3 1 24.00 26.30 72.0 2.6 315 NW 0.0

2018 3 2 1.00 25.80 73.0 2.6 85 E 0.0

2018 3 2 2.00 24.60 69.0 2.6 90 E 0.0

2018 3 2 3.00 25.10 68.6 2.7 91 E 0.0

2018 3 2 4.00 24.20 68.2 2.7 93 E 0.0

2018 3 2 5.00 23.60 67.8 2.6 86 E 0.0

2018 3 2 6.00 23.00 67.4 2.6 88 E 0.0

2018 3 2 7.00 24.00 67.0 2.6 42 NE 0.0

2018 3 2 8.00 25.00 66.6 2.6 43 NE 0.0

2018 3 2 9.00 26.00 66.2 2.5 48 NE 0.0

2018 3 2 10.00 27.00 65.8 2.5 43 NE 0.0

2018 3 2 11.00 28.00 65.4 2.5 41 NE 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 3 2 12.00 30.50 65.0 2.4 42 NE 0.0

2018 3 2 13.00 32.20 65.6 2.4 263 W 0.0

2018 3 2 14.00 32.90 66.2 2.4 265 W 0.0

2018 3 2 15.00 31.00 66.8 2.4 266 W 0.0

2018 3 2 16.00 29.00 67.4 2.5 270 W 0.0

2018 3 2 17.00 27.00 68.0 2.5 274 W 0.0

2018 3 2 18.00 25.00 68.6 2.5 275 W 0.0

2018 3 2 19.00 27.00 69.2 2.6 43 NE 0.0

2018 3 2 20.00 27.10 69.8 2.6 48 NE 0.0

2018 3 2 21.00 26.00 70.4 2.6 47 NE 0.0

2018 3 2 22.00 24.90 71.0 2.6 48 NE 0.0

2018 3 2 23.00 23.80 71.6 2.7 45 NE 0.0

2018 3 2 24.00 22.70 73.0 2.4 44 NE 0.0

2018 3 3 1.00 22.10 74.0 2.4 43 NE 0.0

2018 3 3 2.00 22.10 72.9 2.5 48 NE 0.0

2018 3 3 3.00 22.10 69.6 2.5 49 NE 0.0

2018 3 3 4.00 22.10 69.2 2.5 50 NE 0.0

2018 3 3 5.00 22.10 68.8 2.6 44 NE 0.0

2018 3 3 6.00 23.00 68.4 2.6 43 NE 0.0

2018 3 3 7.00 23.00 68.0 2.6 95 E 0.0

2018 3 3 8.00 24.00 67.6 2.6 93 E 0.0

2018 3 3 9.00 25.00 67.2 2.7 92 E 0.0

2018 3 3 10.00 26.00 66.8 2.4 85 E 0.0

2018 3 3 11.00 28.00 66.4 2.4 88 E 0.0

2018 3 3 12.00 32.00 66.0 2.5 89 E 0.0

2018 3 3 13.00 32.00 66.6 2.5 228 SW 0.0

2018 3 3 14.00 32.00 67.2 2.5 227 SW 0.0

2018 3 3 15.00 31.00 67.8 2.6 226 SW 0.0

2018 3 3 16.00 30.00 68.4 2.6 225 SW 0.0

2018 3 3 17.00 30.00 69.0 2.6 224 SW 0.0

2018 3 3 18.00 30.00 69.6 2.6 229 SW 0.0

2018 3 3 19.00 29.00 70.2 2.7 315 NW 0.0

2018 3 3 20.00 28.00 70.8 2.4 314 NW 0.0

2018 3 3 21.00 28.00 71.4 2.4 315 NW 0.0

2018 3 3 22.00 27.00 72.0 2.5 316 NW 0.0

2018 3 3 23.00 26.60 72.6 2.5 315 NW 0.0

2018 3 3 24.00 26.00 73.2 2.5 312 NW 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 3 4 1.00 25.40 74.0 2.6 314 NW 0.0

2018 3 4 2.00 25.10 71.0 2.6 315 NW 0.0

2018 3 4 3.00 24.20 70.7 2.6 311 NW 0.0

2018 3 4 4.00 24.00 70.4 2.6 312 NW 0.0

2018 3 4 5.00 24.00 70.1 2.7 313 NW 0.0

2018 3 4 6.00 25.00 69.8 2.6 312 NW 0.0

2018 3 4 7.00 25.00 69.5 2.5 248 WSW 0.0

2018 3 4 8.00 26.00 69.2 2.5 247 WSW 0.0

2018 3 4 9.00 27.00 68.9 2.5 249 WSW 0.0

2018 3 4 10.00 28.00 68.6 2.6 245 WSW 0.0

2018 3 4 11.00 29.00 68.3 2.6 246 WSW 0.0

2018 3 4 12.00 31.00 68.0 2.6 247 WSW 0.0

2018 3 4 13.00 31.00 68.4 2.6 265 W 0.0

2018 3 4 14.00 29.90 68.8 2.7 270 W 0.0

2018 3 4 15.00 29.90 69.2 2.4 272 W 0.0

2018 3 4 16.00 29.90 69.6 2.4 274 W 0.0

2018 3 4 17.00 29.90 70.0 2.5 275 W 0.0

2018 3 4 18.00 30.00 70.4 2.5 277 W 0.0

2018 3 4 19.00 28.00 70.8 2.5 311 NW 0.0

2018 3 4 20.00 27.00 71.2 2.6 312 NW 0.0

2018 3 4 21.00 27.00 71.6 2.6 313 NW 0.0

2018 3 4 22.00 27.00 72.0 2.6 314 NW 0.0

2018 3 4 23.00 27.00 72.4 2.6 315 NW 0.0

2018 3 4 24.00 26.00 72.8 2.7 316 NW 0.0

2018 3 5 1.00 25.40 73.2 2.4 312 NW 0.0

2018 3 5 2.00 24.20 73.6 2.4 313 NW 0.0

2018 3 5 3.00 24.40 74.0 2.5 312 NW 0.0

2018 3 5 4.00 24.60 68.8 2.5 312 NW 0.0

2018 3 5 5.00 24.80 68.2 2.5 313 NW 0.0

2018 3 5 6.00 25.00 67.6 2.6 314 NW 0.0

2018 3 5 7.00 25.00 67.0 2.6 270 W 0.0

2018 3 5 8.00 26.00 66.4 2.6 272 W 0.0

2018 3 5 9.00 27.00 65.8 2.6 275 W 0.0

2018 3 5 10.00 28.00 65.2 2.7 270 W 0.0

2018 3 5 11.00 29.00 64.6 2.6 271 W 0.0

2018 3 5 12.00 31.00 64.0 2.5 276 W 0.0

2018 3 5 13.00 31.00 64.5 2.5 271 W 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 3 5 14.00 30.80 65.0 2.5 275 W 0.0

2018 3 5 15.00 30.60 65.5 2.6 271 W 0.0

2018 3 5 16.00 30.40 66.0 2.6 269 W 0.0

2018 3 5 17.00 30.20 66.5 2.6 270 W 0.0

2018 3 5 18.00 30.00 67.0 2.6 266 W 0.0

2018 3 5 19.00 28.00 67.5 2.7 360 N 0.0

2018 3 5 20.00 27.80 68.0 2.4 356 N 0.0

2018 3 5 21.00 27.60 68.5 2.4 355 N 0.0

2018 3 5 22.00 27.40 69.0 2.5 313 NW 0.0

2018 3 5 23.00 27.20 69.5 2.5 314 NW 0.0

2018 3 5 24.00 26.00 70.0 2.5 315 NW 0.0

2018 3 6 1.00 25.00 70.5 2.6 313 NW 0.0

2018 3 6 2.00 24.90 71.0 2.6 314 NW 0.0

2018 3 6 3.00 24.20 71.5 2.6 315 NW 0.0

2018 3 6 4.00 24.30 72.9 2.6 314 NW 0.0

2018 3 6 5.00 24.40 69.2 2.7 314 NW 0.0

2018 3 6 6.00 25.00 68.6 2.4 314 NW 0.0

2018 3 6 7.00 25.00 68.0 2.4 85 E 0.0

2018 3 6 8.00 26.00 67.4 2.5 88 E 0.0

2018 3 6 9.00 27.00 66.8 2.5 89 E 0.0

2018 3 6 10.00 28.00 66.2 2.5 90 E 0.0

2018 3 6 11.00 29.00 65.6 2.6 91 E 0.0

2018 3 6 12.00 31.00 65.0 2.6 92 E 0.0

2018 3 6 13.00 32.00 65.5 2.6 272 W 0.0

2018 3 6 14.00 31.50 66.0 2.6 275 W 0.0

2018 3 6 15.00 31.00 66.5 2.7 274 W 0.0

2018 3 6 16.00 30.50 67.0 2.6 270 W 0.0

2018 3 6 17.00 30.00 67.5 2.5 269 W 0.0

2018 3 6 18.00 30.00 68.0 2.5 268 W 0.0

2018 3 6 19.00 28.00 68.5 2.5 41 NE 0.0

2018 3 6 20.00 27.80 69.0 2.6 42 NE 0.0

2018 3 6 21.00 27.60 69.5 2.6 45 NE 0.0

2018 3 6 22.00 27.40 70.0 2.6 41 NE 0.0

2018 3 6 23.00 27.20 70.5 2.6 42 NE 0.0

2018 3 6 24.00 27.00 73.0 2.7 46 NE 0.0

2018 3 7 1.00 25.00 74.1 2.4 130 SE 0.0

2018 3 7 2.00 25.10 72.0 2.4 132 SE 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 3 7 3.00 25.20 71.4 2.5 135 SE 0.0

2018 3 7 4.00 25.30 70.8 2.5 136 SE 0.0

2018 3 7 5.00 25.40 70.2 2.5 137 SE 0.0

2018 3 7 6.00 26.00 69.6 2.6 131 SE 0.0

2018 3 7 7.00 26.50 69.0 2.6 42 NE 0.0

2018 3 7 8.00 27.00 68.4 2.6 43 NE 0.0

2018 3 7 9.00 27.50 67.8 2.6 45 NE 0.0

2018 3 7 10.00 28.00 67.2 2.7 46 NE 0.0

2018 3 7 11.00 29.00 66.6 2.6 44 NE 0.0

2018 3 7 12.00 31.00 66.0 2.6 45 NE 0.0

2018 3 7 13.00 32.00 66.7 2.6 220 SW 0.0

2018 3 7 14.00 32.00 67.4 2.6 223 SW 0.0

2018 3 7 15.00 31.00 68.1 2.7 228 SW 0.0

2018 3 7 16.00 30.00 68.8 2.7 227 SW 0.0

2018 3 7 17.00 29.00 69.5 2.7 225 SW 0.0

2018 3 7 18.00 28.00 70.2 2.8 226 SW 0.0

2018 3 7 19.00 27.90 70.9 2.8 356 N 0.0

2018 3 7 20.00 27.80 71.6 2.7 356 N 0.0

2018 3 7 21.00 27.70 72.3 2.7 352 N 0.0

2018 3 7 22.00 27.60 73.0 2.7 352 N 0.0

2018 3 7 23.00 27.50 73.7 2.6 314 NW 0.0

2018 3 7 24.00 26.00 74.4 2.6 315 NW 0.0

2018 3 8 1.00 25.00 73.2 2.6 316 NW 0.0

2018 3 8 2.00 24.80 72.0 2.6 315 NW 0.0

2018 3 8 3.00 24.60 71.8 2.5 313 NW 0.0

2018 3 8 4.00 24.40 71.6 2.6 315 NW 0.0

2018 3 8 5.00 24.20 71.4 2.6 316 NW 0.0

2018 3 8 6.00 24.00 71.2 2.6 317 NW 0.0

2018 3 8 7.00 25.00 71.0 2.6 85 E 0.0

2018 3 8 8.00 26.00 70.8 2.7 95 E 0.0

2018 3 8 9.00 27.00 70.6 2.7 92 E 0.0

2018 3 8 10.00 28.00 70.4 2.4 95 E 0.0

2018 3 8 11.00 29.00 70.2 2.5 91 E 0.0

2018 3 8 12.00 32.00 70.0 2.5 92 E 0.0

2018 3 8 13.00 31.90 69.2 2.5 272 W 0.0

2018 3 8 14.00 31.80 69.6 2.6 271 W 0.0

2018 3 8 15.00 31.70 70.0 2.6 270 W 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 3 8 16.00 31.60 70.4 2.6 271 W 0.0

2018 3 8 17.00 31.50 70.8 2.6 272 W 0.0

2018 3 8 18.00 31.00 71.2 2.7 274 W 0.0

2018 3 8 19.00 28.00 71.6 2.4 314 NW 0.0

2018 3 8 20.00 27.80 72.0 2.5 315 NW 0.0

2018 3 8 21.00 27.60 72.4 2.5 316 NW 0.0

2018 3 8 22.00 27.40 72.8 2.5 313 NW 0.0

2018 3 8 23.00 27.20 73.2 2.6 314 NW 0.0

2018 3 8 24.00 26.00 73.6 2.6 315 NW 0.0

2018 3 9 1.00 24.00 73.2 2.6 135 SE 0.0

2018 3 9 2.00 24.20 69.0 2.6 133 SE 0.0

2018 3 9 3.00 24.40 68.7 2.7 132 SE 0.0

2018 3 9 4.00 24.60 68.4 2.4 131 SE 0.0

2018 3 9 5.00 24.80 68.1 2.5 135 SE 0.0

2018 3 9 6.00 26.00 67.8 2.5 138 SE 0.0

2018 3 9 7.00 27.20 67.5 2.5 85 E 0.0

2018 3 9 8.00 28.40 67.2 2.6 86 E 0.0

2018 3 9 9.00 29.60 66.9 2.6 92 E 0.0

2018 3 9 10.00 30.80 66.6 2.6 95 E 0.0

2018 3 9 11.00 31.20 66.3 2.6 94 E 0.0

2018 3 9 12.00 32.00 66.0 2.7 92 E 0.0

2018 3 9 13.00 31.80 66.6 2.7 265 W 0.0

2018 3 9 14.00 31.60 67.2 2.6 266 W 0.0

2018 3 9 15.00 31.40 67.8 2.6 269 W 0.0

2018 3 9 16.00 31.20 68.4 2.6 274 W 0.0

2018 3 9 17.00 31.00 69.0 2.6 273 W 0.0

2018 3 9 18.00 30.00 69.6 2.5 274 W 0.0

2018 3 9 19.00 28.00 70.2 2.5 312 NW 0.0

2018 3 9 20.00 27.50 70.8 2.5 314 NW 0.0

2018 3 9 21.00 27.00 71.4 2.4 315 NW 0.0

2018 3 9 22.00 26.50 72.0 2.4 316 NW 0.0

2018 3 9 23.00 26.40 72.6 2.4 314 NW 0.0

2018 3 9 24.00 26.50 73.2 2.4 315 NW 0.0

2018 3 10 1.00 24.00 74.0 2.5 86 E 0.0

2018 3 10 2.00 24.20 73.2 2.5 95 E 0.0

2018 3 10 3.00 24.40 72.4 2.5 92 E 0.0

2018 3 10 4.00 24.60 71.6 2.6 94 E 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 3 10 5.00 24.80 70.8 2.6 92 E 0.0

2018 3 10 6.00 24.90 70.0 2.6 93 E 0.0

2018 3 10 7.00 25.00 69.2 2.6 112 ESE 0.0

2018 3 10 8.00 25.80 68.4 2.7 113 ESE 0.0

2018 3 10 9.00 26.60 67.6 2.4 114 ESE 0.0

2018 3 10 10.00 27.40 66.8 2.4 112 ESE 0.0

2018 3 10 11.00 28.20 66.0 2.5 111 ESE 0.0

2018 3 10 12.00 31.00 62.0 2.5 112 ESE 0.0

2018 3 10 13.00 30.50 65.7 2.5 278 W 0.0

2018 3 10 14.00 30.00 66.3 2.6 271 W 0.0

2018 3 10 15.00 29.50 66.9 2.6 274 W 0.0

2018 3 10 16.00 29.00 67.5 2.6 275 W 0.0

2018 3 10 17.00 28.50 68.1 2.6 274 W 0.0

2018 3 10 18.00 30.00 68.7 2.7 269 W 0.0

2018 3 10 19.00 28.00 69.3 2.4 312 NW 0.0

2018 3 10 20.00 27.80 69.9 2.4 315 NW 0.0

2018 3 10 21.00 27.60 70.5 2.5 312 NW 0.0

2018 3 10 22.00 27.40 71.1 2.5 312 NW 0.0

2018 3 10 23.00 27.20 71.7 2.5 315 NW 0.0

2018 3 10 24.00 26.00 72.3 2.6 315 NW 0.0

2018 3 11 1.00 24.00 74.0 2.6 360 N 0.0

2018 3 11 2.00 24.20 72.0 2.6 352 N 0.0

2018 3 11 3.00 24.40 71.2 2.6 356 N 0.0

2018 3 11 4.00 24.60 70.4 2.7 356 N 0.0

2018 3 11 5.00 24.80 69.6 2.4 354 N 0.0

2018 3 11 6.00 25.00 68.8 2.4 358 N 0.0

2018 3 11 7.00 25.80 68.0 2.5 274 W 0.0

2018 3 11 8.00 26.60 67.2 2.5 270 W 0.0

2018 3 11 9.00 27.40 66.4 2.5 271 W 0.0

2018 3 11 10.00 28.20 65.6 2.6 275 W 0.0

2018 3 11 11.00 29.00 64.8 2.6 276 W 0.0

2018 3 11 12.00 31.00 64.0 2.6 274 W 0.0

2018 3 11 13.00 30.80 64.6 2.6 275 W 0.0

2018 3 11 14.00 30.60 65.2 2.7 271 W 0.0

2018 3 11 15.00 30.40 65.8 2.6 273 W 0.0

2018 3 11 16.00 30.20 66.4 2.5 275 W 0.0

2018 3 11 17.00 30.00 67.0 2.5 274 W 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 3 11 18.00 28.00 67.6 2.5 271 W 0.0

2018 3 11 19.00 27.80 68.2 2.6 313 NW 0.0

2018 3 11 20.00 27.60 68.8 2.6 312 NW 0.0

2018 3 11 21.00 27.40 69.4 2.6 315 NW 0.0

2018 3 11 22.00 27.20 70.0 2.6 315 NW 0.0

2018 3 11 23.00 27.00 70.6 2.7 317 NW 0.0

2018 3 11 24.00 27.00 72.0 2.4 315 NW 0.0

2018 3 12 1.00 25.00 73.0 2.4 360 N 0.0

2018 3 12 2.00 25.20 69.0 2.5 360 N 0.0

2018 3 12 3.00 25.40 68.6 2.5 352 N 0.0

2018 3 12 4.00 25.60 68.2 2.5 351 N 0.0

2018 3 12 5.00 25.80 67.8 2.6 315 NW 0.0

2018 3 12 6.00 25.90 67.4 2.6 316 NW 0.0

2018 3 12 7.00 26.00 67.0 2.6 316 NW 0.0

2018 3 12 8.00 26.50 66.6 2.6 314 NW 0.0

2018 3 12 9.00 27.00 66.2 2.7 314 NW 0.0

2018 3 12 10.00 27.50 65.8 2.4 314 NW 0.0

2018 3 12 11.00 28.00 65.4 2.4 315 NW 0.0

2018 3 12 12.00 31.00 65.0 2.5 316 NW 0.0

2018 3 12 13.00 33.00 65.6 2.5 316 NW 0.0

2018 3 12 14.00 32.00 66.2 2.5 274 W 0.0

2018 3 12 15.00 31.00 66.8 2.6 275 W 0.0

2018 3 12 16.00 30.00 67.4 2.6 269 W 0.0

2018 3 12 17.00 29.00 68.0 2.6 268 W 0.0

2018 3 12 18.00 28.00 68.6 2.6 268 W 0.0

2018 3 12 19.00 27.80 69.2 2.7 315 NW 0.0

2018 3 12 20.00 27.60 69.8 2.6 312 NW 0.0

2018 3 12 21.00 27.40 70.4 2.5 314 NW 0.0

2018 3 12 22.00 27.20 71.0 2.5 316 NW 0.0

2018 3 12 23.00 27.00 71.6 2.5 315 NW 0.0

2018 3 12 24.00 27.00 73.0 2.6 314 NW 0.0

2018 3 13 1.00 25.00 74.0 2.6 135 SE 0.0

2018 3 13 2.00 25.20 72.9 2.6 134 SE 0.0

2018 3 13 3.00 25.40 69.6 2.6 139 SE 0.0

2018 3 13 4.00 25.60 69.2 2.7 137 SE 0.0

2018 3 13 5.00 25.80 68.8 2.4 138 SE 0.0

2018 3 13 6.00 26.00 68.4 2.4 136 SE 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 3 13 7.00 27.00 68.0 2.5 275 W 0.0

2018 3 13 8.00 28.00 67.6 2.5 274 W 0.0

2018 3 13 9.00 29.00 67.2 2.5 275 W 0.0

2018 3 13 10.00 30.00 66.8 2.6 271 W 0.0

2018 3 13 11.00 31.00 66.4 2.6 273 W 0.0

2018 3 13 12.00 33.00 66.0 2.6 274 W 0.0

2018 3 13 13.00 32.80 66.6 2.6 274 W 0.0

2018 3 13 14.00 32.60 67.2 2.7 272 W 0.0

2018 3 13 15.00 32.40 67.8 2.4 271 W 0.0

2018 3 13 16.00 32.20 68.4 2.4 270 W 0.0

2018 3 13 17.00 32.00 69.0 2.5 274 W 0.0

2018 3 13 18.00 31.00 69.6 2.5 271 W 0.0

2018 3 13 19.00 29.00 70.2 2.5 40 NE 0.0

2018 3 13 20.00 28.80 70.8 2.6 41 NE 0.0

2018 3 13 21.00 28.60 71.4 2.6 45 NE 0.0

2018 3 13 22.00 28.40 72.0 2.6 48 NE 0.0

2018 3 13 23.00 27.40 72.6 2.6 49 NE 0.0

2018 3 13 24.00 27.10 73.2 2.7 45 NE 0.0

2018 3 14 1.00 26.00 76.0 2.6 356 N 0.0

2018 3 14 2.00 26.20 71.0 2.5 355 N 0.0

2018 3 14 3.00 26.40 70.7 2.5 314 NW 0.0

2018 3 14 4.00 26.60 70.4 2.5 316 NW 0.0

2018 3 14 5.00 26.80 70.1 2.6 313 NW 0.0

2018 3 14 6.00 27.00 69.8 2.6 315 NW 0.0

2018 3 14 7.00 27.00 69.5 2.6 220 SW 0.0

2018 3 14 8.00 27.50 69.2 2.6 225 SW 0.0

2018 3 14 9.00 28.00 68.9 2.7 223 SW 0.0

2018 3 14 10.00 28.50 68.6 2.4 224 SW 0.0

2018 3 14 11.00 29.00 68.3 2.4 225 SW 0.0

2018 3 14 12.00 32.00 68.0 2.5 221 SW 0.0

2018 3 14 13.00 33.00 68.4 2.5 223 SW 0.0

2018 3 14 14.00 32.50 68.8 2.5 225 SW 0.0

2018 3 14 15.00 32.00 69.2 2.6 222 SW 0.0

2018 3 14 16.00 31.50 69.6 2.6 223 SW 0.0

2018 3 14 17.00 31.00 70.0 2.6 224 SW 0.0

2018 3 14 18.00 30.00 70.4 2.6 225 SW 0.0

2018 3 14 19.00 29.80 70.8 2.7 315 NW 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 3 14 20.00 28.60 71.2 2.6 312 NW 0.0

2018 3 14 21.00 28.20 71.6 2.6 314 NW 0.0

2018 3 14 22.00 27.30 72.0 2.6 315 NW 0.0

2018 3 14 23.00 26.10 72.4 2.6 315 NW 0.0

2018 3 14 24.00 25.20 72.8 2.7 316 NW 0.0

2018 3 15 1.00 24.00 73.2 2.7 225 SW 0.0

2018 3 15 2.00 24.20 73.6 2.7 226 SW 0.0

2018 3 15 3.00 24.40 74.0 2.8 224 SW 0.0

2018 3 15 4.00 24.60 68.8 2.8 225 SW 0.0

2018 3 15 5.00 24.80 68.2 2.7 226 SW 0.0

2018 3 15 6.00 25.00 67.6 2.7 227 SW 0.0

2018 3 15 7.00 25.50 67.0 2.7 356 N 0.0

2018 3 15 8.00 26.00 66.4 2.6 355 N 0.0

2018 3 15 9.00 26.50 65.8 2.6 360 N 0.0

2018 3 15 10.00 27.00 65.2 2.6 311 NW 0.0

2018 3 15 11.00 27.50 64.6 2.6 312 NW 0.0

2018 3 15 12.00 28.00 64.0 2.5 315 NW 0.0

2018 3 15 13.00 31.00 64.5 2.6 20181 S 0.0

2018 3 15 14.00 30.80 65.0 2.6 20182 S 0.0

2018 3 15 15.00 30.60 65.5 2.6 20180 S 0.0

2018 3 15 16.00 30.40 66.0 2.6 20184 S 0.0

2018 3 15 17.00 30.20 66.5 2.7 20185 S 0.0

2018 3 15 18.00 29.00 67.0 2.7 20180 S 0.0

2018 3 15 19.00 28.80 67.5 2.4 315 NW 0.0

2018 3 15 20.00 28.60 68.0 2.5 312 NW 0.0

2018 3 15 21.00 28.40 68.5 2.5 315 NW 0.0

2018 3 15 22.00 28.20 69.0 2.5 316 NW 0.0

2018 3 15 23.00 28.00 69.5 2.6 315 NW 0.0

2018 3 15 24.00 27.00 70.0 2.6 315 NW 0.0

2018 3 16 1.00 26.00 70.5 2.6 316 NW 0.0

2018 3 16 2.00 26.20 71.0 2.6 312 NW 0.0

2018 3 16 3.00 26.40 71.5 2.7 314 NW 0.0

2018 3 16 4.00 26.60 72.9 2.4 312 NW 0.0

2018 3 16 5.00 26.80 69.2 2.5 315 NW 0.0

2018 3 16 6.00 27.00 68.6 2.5 315 NW 0.0

2018 3 16 7.00 27.50 68.0 2.5 85 E 0.0

2018 3 16 8.00 28.00 67.4 2.6 87 E 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 3 16 9.00 28.50 66.8 2.6 86 E 0.0

2018 3 16 10.00 29.00 66.2 2.6 87 E 0.0

2018 3 16 11.00 29.50 65.6 2.6 86 E 0.0

2018 3 16 12.00 31.00 65.0 2.7 85 E 0.0

2018 3 16 13.00 34.00 65.5 2.4 270 W 0.0

2018 3 16 14.00 33.50 66.0 2.5 271 W 0.0

2018 3 16 15.00 33.00 66.5 2.5 275 W 0.0

2018 3 16 16.00 32.50 67.0 2.5 278 W 0.0

2018 3 16 17.00 32.00 67.5 2.6 274 W 0.0

2018 3 16 18.00 31.00 68.0 2.6 270 W 0.0

2018 3 16 19.00 29.00 68.5 2.6 222 SW 0.0

2018 3 16 20.00 28.80 69.0 2.6 225 SW 0.0

2018 3 16 21.00 27.80 69.5 2.7 223 SW 0.0

2018 3 16 22.00 27.20 70.0 2.7 224 SW 0.0

2018 3 16 23.00 27.10 70.5 2.6 226 SW 0.0

2018 3 16 24.00 26.90 73.0 2.6 225 SW 0.0

2018 3 17 1.00 26.00 74.1 2.6 85 E 0.0

2018 3 17 2.00 26.20 72.0 2.6 86 E 0.0

2018 3 17 3.00 26.40 71.4 2.5 87 E 0.0

2018 3 17 4.00 26.60 70.8 2.5 89 E 0.0

2018 3 17 5.00 26.80 70.2 2.5 90 E 0.0

2018 3 17 6.00 27.00 69.6 2.4 92 E 0.0

2018 3 17 7.00 28.00 69.0 2.4 275 W 0.0

2018 3 17 8.00 28.30 68.4 2.4 265 W 0.0

2018 3 17 9.00 28.60 67.8 2.4 263 W 0.0

2018 3 17 10.00 28.90 67.2 2.5 265 W 0.0

2018 3 17 11.00 29.20 66.6 2.5 270 W 0.0

2018 3 17 12.00 31.00 66.0 2.5 278 W 0.0

2018 3 17 13.00 31.00 66.7 2.6 220 SW 0.0

2018 3 17 14.00 30.80 67.4 2.6 223 SW 0.0

2018 3 17 15.00 30.60 68.1 2.6 225 SW 0.0

2018 3 17 16.00 30.40 68.8 2.6 224 SW 0.0

2018 3 17 17.00 30.20 69.5 2.7 221 SW 0.0

2018 3 17 18.00 29.00 70.2 2.4 222 SW 0.0

2018 3 17 19.00 28.80 70.9 2.4 352 N 0.0

2018 3 17 20.00 28.60 71.6 2.5 359 N 0.0

2018 3 17 21.00 28.40 72.3 2.5 360 N 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 3 17 22.00 27.80 73.0 2.5 352 N 0.0

2018 3 17 23.00 27.20 73.7 2.6 356 N 0.0

2018 3 17 24.00 27.00 74.4 2.6 314 NW 0.0

2018 3 2018 1.00 26.60 73.2 2.6 315 NW 0.0

2018 3 2018 2.00 26.20 72.0 2.6 316 NW 0.0

2018 3 2018 3.00 26.40 71.8 2.7 315 NW 0.0

2018 3 2018 4.00 26.60 71.6 2.4 314 NW 0.0

2018 3 2018 5.00 26.80 71.4 2.4 315 NW 0.0

2018 3 2018 6.00 27.00 71.2 2.5 315 NW 0.0

2018 3 2018 7.00 27.00 71.0 2.5 90 E 0.0

2018 3 2018 8.00 28.00 70.8 2.5 96 E 0.0

2018 3 2018 9.00 29.00 70.6 2.6 91 E 0.0

2018 3 2018 10.00 30.00 70.4 2.6 92 E 0.0

2018 3 2018 11.00 31.00 70.2 2.6 95 E 0.0

2018 3 2018 12.00 33.00 70.0 2.6 94 E 0.0

2018 3 2018 13.00 32.80 69.2 2.7 274 W 0.0

2018 3 2018 14.00 32.60 69.6 2.4 278 W 0.0

2018 3 2018 15.00 32.40 70.0 2.4 271 W 0.0

2018 3 2018 16.00 32.20 70.4 2.5 272 W 0.0

2018 3 2018 17.00 32.00 70.8 2.5 274 W 0.0

2018 3 2018 18.00 31.00 71.2 2.5 275 W 0.0

2018 3 2018 19.00 29.00 71.6 2.6 352 N 0.0

2018 3 2018 20.00 28.80 72.0 2.6 353 N 0.0

2018 3 2018 21.00 27.80 72.4 2.6 359 N 0.0

2018 3 2018 22.00 26.80 72.8 2.6 312 NW 0.0

2018 3 2018 23.00 26.40 73.2 2.7 313 NW 0.0

2018 3 2018 24.00 25.60 73.6 2.6 314 NW 0.0

2018 3 19 1.00 25.00 73.2 2.5 89 E 0.0

2018 3 19 2.00 25.20 69.0 2.5 85 E 0.0

2018 3 19 3.00 25.40 68.7 2.5 86 E 0.0

2018 3 19 4.00 25.60 68.4 2.6 87 E 0.0

2018 3 19 5.00 25.80 68.1 2.6 89 E 0.0

2018 3 19 6.00 26.00 67.8 2.6 90 E 0.0

2018 3 19 7.00 27.00 67.5 2.6 271 W 0.0

2018 3 19 8.00 28.00 67.2 2.7 275 W 0.0

2018 3 19 9.00 29.00 66.9 2.4 265 W 0.0

2018 3 19 10.00 30.00 66.6 2.4 266 W 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 3 19 11.00 31.00 66.3 2.5 269 W 0.0

2018 3 19 12.00 32.00 66.0 2.5 270 W 0.0

2018 3 19 13.00 31.70 66.6 2.5 271 W 0.0

2018 3 19 14.00 31.40 67.2 2.6 275 W 0.0

2018 3 19 15.00 31.10 67.8 2.6 270 W 0.0

2018 3 19 16.00 30.80 68.4 2.6 271 W 0.0

2018 3 19 17.00 30.50 69.0 2.6 272 W 0.0

2018 3 19 18.00 30.00 69.6 2.7 270 W 0.0

2018 3 19 19.00 29.80 70.2 2.4 91 E 0.0

2018 3 19 20.00 29.60 70.8 2.4 92 E 0.0

2018 3 19 21.00 29.40 71.4 2.5 89 E 0.0

2018 3 19 22.00 29.20 72.0 2.5 88 E 0.0

2018 3 19 23.00 29.00 72.6 2.5 87 E 0.0

2018 3 19 24.00 27.00 73.2 2.6 89 E 0.0

2018 3 20 1.00 25.00 74.0 2.6 360 N 0.0

2018 3 20 2.00 25.20 73.2 2.6 352 N 0.0

2018 3 20 3.00 25.40 72.4 2.6 351 N 0.0

2018 3 20 4.00 25.60 71.6 2.7 315 NW 0.0

2018 3 20 5.00 25.80 70.8 2.6 314 NW 0.0

2018 3 20 6.00 26.00 70.0 2.5 313 NW 0.0

2018 3 20 7.00 27.00 69.2 2.5 274 W 0.0

2018 3 20 8.00 28.00 68.4 2.5 275 W 0.0

2018 3 20 9.00 29.00 67.6 2.6 271 W 0.0

2018 3 20 10.00 30.00 66.8 2.6 274 W 0.0

2018 3 20 11.00 31.00 66.0 2.6 273 W 0.0

2018 3 20 12.00 32.00 65.1 2.6 272 W 0.0

2018 3 20 13.00 33.00 65.7 2.7 272 W 0.0

2018 3 20 14.00 32.80 66.3 2.4 271 W 0.0

2018 3 20 15.00 32.60 66.9 2.4 271 W 0.0

2018 3 20 16.00 32.40 67.5 2.5 271 W 0.0

2018 3 20 17.00 32.20 68.1 2.5 270 W 0.0

2018 3 20 18.00 31.00 68.7 2.5 270 W 0.0

2018 3 20 19.00 28.00 69.3 2.6 315 NW 0.0

2018 3 20 20.00 27.80 69.9 2.6 314 NW 0.0

2018 3 20 21.00 26.60 70.5 2.6 316 NW 0.0

2018 3 20 22.00 26.40 71.1 2.6 313 NW 0.0

2018 3 20 23.00 27.20 71.7 2.7 314 NW 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 3 20 24.00 27.00 72.3 2.4 315 NW 0.0

2018 3 21 1.00 25.00 74.0 2.4 360 N 0.0

2018 3 21 2.00 25.20 72.0 2.5 359 N 0.0

2018 3 21 3.00 25.40 71.2 2.5 358 N 0.0

2018 3 21 4.00 25.60 70.4 2.5 352 N 0.0

2018 3 21 5.00 25.80 69.6 2.6 356 N 0.0

2018 3 21 6.00 26.00 68.8 2.6 356 N 0.0

2018 3 21 7.00 27.00 68.0 2.6 315 NW 0.0

2018 3 21 8.00 28.00 67.2 2.6 314 NW 0.0

2018 3 21 9.00 29.00 66.4 2.7 314 NW 0.0

2018 3 21 10.00 30.00 65.6 2.6 314 NW 0.0

2018 3 21 11.00 31.00 64.8 2.5 316 NW 0.0

2018 3 21 12.00 32.00 64.0 2.5 315 NW 0.0

2018 3 21 13.00 33.00 64.6 2.5 270 W 0.0

2018 3 21 14.00 32.00 65.2 2.6 275 W 0.0

2018 3 21 15.00 31.00 65.8 2.6 271 W 0.0

2018 3 21 16.00 31.00 66.4 2.6 274 W 0.0

2018 3 21 17.00 31.00 67.0 2.6 270 W 0.0

2018 3 21 18.00 30.00 67.6 2.7 274 W 0.0

2018 3 21 19.00 28.00 68.2 2.4 315 NW 0.0

2018 3 21 20.00 27.80 68.8 2.4 316 NW 0.0

2018 3 21 21.00 27.60 69.4 2.5 314 NW 0.0

2018 3 21 22.00 27.40 70.0 2.5 312 NW 0.0

2018 3 21 23.00 27.20 70.6 2.5 314 NW 0.0

2018 3 21 24.00 27.00 72.0 2.6 315 NW 0.0

2018 3 22 1.00 24.00 73.0 2.6 360 N 0.0

2018 3 22 2.00 24.20 69.0 2.6 356 N 0.0

2018 3 22 3.00 24.40 68.6 2.6 315 NW 0.0

2018 3 22 4.00 24.60 68.2 2.7 314 NW 0.0

2018 3 22 5.00 24.80 67.8 2.6 315 NW 0.0

2018 3 22 6.00 25.00 67.4 2.6 314 NW 0.0

2018 3 22 7.00 26.00 67.0 2.6 91 E 0.0

2018 3 22 8.00 27.00 66.6 2.6 92 E 0.0

2018 3 22 9.00 28.00 66.2 2.7 89 E 0.0

2018 3 22 10.00 29.00 65.8 2.7 88 E 0.0

2018 3 22 11.00 30.00 65.4 2.7 87 E 0.0

2018 3 22 12.00 31.00 65.0 2.8 90 E 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 3 22 13.00 33.00 65.6 2.8 315 NW 0.0

2018 3 22 14.00 32.20 66.2 2.7 312 NW 0.0

2018 3 22 15.00 31.40 66.8 2.7 314 NW 0.0

2018 3 22 16.00 30.60 67.4 2.7 312 NW 0.0

2018 3 22 17.00 30.00 68.0 2.6 315 NW 0.0

2018 3 22 18.00 30.00 68.6 2.6 316 NW 0.0

2018 3 22 19.00 27.00 69.2 2.6 360 N 0.0

2018 3 22 20.00 26.80 69.8 2.6 356 N 0.0

2018 3 22 21.00 26.60 70.4 2.5 315 NW 0.0

2018 3 22 22.00 26.40 71.0 2.6 314 NW 0.0

2018 3 22 23.00 26.20 71.6 2.6 316 NW 0.0

2018 3 22 24.00 26.00 73.0 2.6 314 NW 0.0

2018 3 23 1.00 23.00 74.0 2.6 313 NW 0.0

2018 3 23 2.00 23.30 72.9 2.7 313 NW 0.0

2018 3 23 3.00 23.60 69.6 2.7 315 NW 0.0

2018 3 23 4.00 23.90 69.2 2.4 313 NW 0.0

2018 3 23 5.00 24.20 68.8 2.5 315 NW 0.0

2018 3 23 6.00 25.00 68.4 2.5 315 NW 0.0

2018 3 23 7.00 26.00 68.0 2.5 45 NE 0.0

2018 3 23 8.00 27.00 67.6 2.6 46 NE 0.0

2018 3 23 9.00 28.00 67.2 2.6 47 NE 0.0

2018 3 23 10.00 29.00 66.8 2.6 48 NE 0.0

2018 3 23 11.00 30.00 66.4 2.6 42 NE 0.0

2018 3 23 12.00 31.00 66.0 2.7 41 NE 0.0

2018 3 23 13.00 32.00 66.6 2.4 316 NW 0.0

2018 3 23 14.00 31.00 67.2 2.5 314 NW 0.0

2018 3 23 15.00 30.80 67.8 2.5 315 NW 0.0

2018 3 23 16.00 30.60 68.4 2.5 316 NW 0.0

2018 3 23 17.00 30.40 69.0 2.6 314 NW 0.0

2018 3 23 18.00 30.00 69.6 2.6 317 NW 0.0

2018 3 23 19.00 27.00 70.2 2.6 315 NW 0.0

2018 3 23 20.00 26.80 70.8 2.6 32018 NW 0.0

2018 3 23 21.00 26.60 71.4 2.7 319 NW 0.0

2018 3 23 22.00 26.40 72.0 2.4 315 NW 0.0

2018 3 23 23.00 26.20 72.6 2.5 312 NW 0.0

2018 3 23 24.00 25.00 73.2 2.5 316 NW 0.0

2018 3 24 1.00 22.00 74.0 2.5 45 NE 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 3 24 2.00 22.50 71.0 2.6 46 NE 0.0

2018 3 24 3.00 23.00 70.7 2.6 44 NE 0.0

2018 3 24 4.00 23.50 70.4 2.6 41 NE 0.0

2018 3 24 5.00 24.00 70.1 2.6 42 NE 0.0

2018 3 24 6.00 24.00 69.8 2.7 45 NE 0.0

2018 3 24 7.00 25.00 69.5 2.7 46 NE 0.0

2018 3 24 8.00 26.00 69.2 2.6 48 NE 0.0

2018 3 24 9.00 27.00 68.9 2.6 47 NE 0.0

2018 3 24 10.00 28.00 68.6 2.6 45 NE 0.0

2018 3 24 11.00 29.00 68.3 2.6 46 NE 0.0

2018 3 24 12.00 32.00 68.0 2.5 48 NE 0.0

2018 3 24 13.00 33.00 68.4 2.5 312 NW 0.0

2018 3 24 14.00 31.00 68.8 2.5 315 NW 0.0

2018 3 24 15.00 30.00 69.2 2.4 316 NW 0.0

2018 3 24 16.00 29.00 69.6 2.4 314 NW 0.0

2018 3 24 17.00 28.00 70.0 2.4 315 NW 0.0

2018 3 24 18.00 28.00 70.4 2.4 314 NW 0.0

2018 3 24 19.00 27.80 70.8 2.5 313 NW 0.0

2018 3 24 20.00 27.60 71.2 2.5 312 NW 0.0

2018 3 24 21.00 27.40 71.6 2.5 314 NW 0.0

2018 3 24 22.00 27.20 72.0 2.6 360 N 0.0

2018 3 24 23.00 27.00 72.4 2.6 356 N 0.0

2018 3 24 24.00 27.00 72.8 2.6 356 N 0.0

2018 3 25 1.00 24.00 73.2 2.6 46 NE 0.0

2018 3 25 2.00 24.20 73.6 2.7 45 NE 0.0

2018 3 25 3.00 24.40 76.0 2.4 41 NE 0.0

2018 3 25 4.00 24.60 68.8 2.4 42 NE 0.0

2018 3 25 5.00 24.80 68.2 2.5 41 NE 0.0

2018 3 25 6.00 25.00 67.6 2.5 45 NE 0.0

2018 3 25 7.00 26.50 67.0 2.5 46 NE 0.0

2018 3 25 8.00 28.00 66.4 2.6 48 NE 0.0

2018 3 25 9.00 29.50 65.8 2.6 47 NE 0.0

2018 3 25 10.00 31.00 65.2 2.6 49 NE 0.0

2018 3 25 11.00 32.50 64.6 2.6 45 NE 0.0

2018 3 25 12.00 34.00 64.0 2.7 42 NE 0.0

2018 3 25 13.00 33.50 64.5 2.4 220 SW 0.0

2018 3 25 14.00 33.00 65.0 2.4 221 SW 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 3 25 15.00 32.50 65.5 2.5 225 SW 0.0

2018 3 25 16.00 32.00 66.0 2.5 226 SW 0.0

2018 3 25 17.00 32.00 66.5 2.5 228 SW 0.0

2018 3 25 18.00 32.00 67.0 2.6 225 SW 0.0

2018 3 25 19.00 29.00 67.5 2.6 130 SE 0.0

2018 3 25 20.00 28.80 68.0 2.6 131 SE 0.0

2018 3 25 21.00 28.60 68.5 2.6 132 SE 0.0

2018 3 25 22.00 28.40 69.0 2.7 135 SE 0.0

2018 3 25 23.00 28.20 69.5 2.4 136 SE 0.0

2018 3 25 24.00 28.00 70.0 2.4 138 SE 0.0

2018 3 26 1.00 25.00 70.5 2.5 352 N 0.0

2018 3 26 2.00 25.30 71.0 2.5 356 N 0.0

2018 3 26 3.00 25.60 71.5 2.5 313 NW 0.0

2018 3 26 4.00 25.90 72.9 2.6 312 NW 0.0

2018 3 26 5.00 26.20 69.2 2.6 315 NW 0.0

2018 3 26 6.00 27.00 68.6 2.6 315 NW 0.0

2018 3 26 7.00 27.00 68.0 2.6 91 E 0.0

2018 3 26 8.00 28.00 67.4 2.7 92 E 0.0

2018 3 26 9.00 29.00 66.8 2.6 89 E 0.0

2018 3 26 10.00 30.00 66.2 2.5 88 E 0.0

2018 3 26 11.00 31.00 65.6 2.5 89 E 0.0

2018 3 26 12.00 33.00 65.0 2.5 90 E 0.0

2018 3 26 13.00 32.00 65.5 2.6 220 SW 0.0

2018 3 26 14.00 31.80 66.0 2.6 225 SW 0.0

2018 3 26 15.00 31.60 66.5 2.6 222 SW 0.0

2018 3 26 16.00 31.40 67.0 2.6 223 SW 0.0

2018 3 26 17.00 31.20 67.5 2.7 224 SW 0.0

2018 3 26 18.00 31.00 68.0 2.4 225 SW 0.0

2018 3 26 19.00 29.00 68.5 2.4 270 W 0.0

2018 3 26 20.00 28.80 69.0 2.5 271 W 0.0

2018 3 26 21.00 28.60 69.5 2.5 274 W 0.0

2018 3 26 22.00 28.40 70.0 2.5 274 W 0.0

2018 3 26 23.00 28.20 70.5 2.6 275 W 0.0

2018 3 26 24.00 28.00 73.0 2.6 276 W 0.0

2018 3 27 1.00 26.00 74.1 2.6 226 SW 0.0

2018 3 27 2.00 26.20 72.0 2.6 225 SW 0.0

2018 3 27 3.00 26.40 71.4 2.7 224 SW 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 3 27 4.00 26.60 70.8 2.4 223 SW 0.0

2018 3 27 5.00 26.80 70.2 2.4 224 SW 0.0

2018 3 27 6.00 27.00 69.6 2.5 225 SW 0.0

2018 3 27 7.00 28.00 69.0 2.5 90 E 0.0

2018 3 27 8.00 28.30 68.4 2.5 94 E 0.0

2018 3 27 9.00 28.60 67.8 2.6 95 E 0.0

2018 3 27 10.00 28.90 67.2 2.6 92 E 0.0

2018 3 27 11.00 29.20 66.6 2.6 91 E 0.0

2018 3 27 12.00 32.00 66.0 2.6 89 E 0.0

2018 3 27 13.00 33.00 66.7 2.7 274 W 0.0

2018 3 27 14.00 32.50 67.4 2.6 270 W 0.0

2018 3 27 15.00 32.00 68.1 2.5 274 W 0.0

2018 3 27 16.00 31.50 68.8 2.5 278 W 0.0

2018 3 27 17.00 31.00 69.5 2.5 270 W 0.0

2018 3 27 18.00 31.00 70.2 2.6 274 W 0.0

2018 3 27 19.00 29.00 70.9 2.6 270 W 0.0

2018 3 27 20.00 28.80 71.6 2.6 273 W 0.0

2018 3 27 21.00 28.60 72.3 2.6 271 W 0.0

2018 3 27 22.00 28.40 73.0 2.7 272 W 0.0

2018 3 27 23.00 28.20 73.7 2.4 270 W 0.0

2018 3 27 24.00 28.00 74.4 2.4 271 W 0.0

2018 3 28 1.00 26.00 73.2 2.5 352 N 0.0

2018 3 28 2.00 26.20 72.0 2.5 356 N 0.0

2018 3 28 3.00 26.40 71.8 2.5 358 N 0.0

2018 3 28 4.00 26.60 71.6 2.6 354 N 0.0

2018 3 28 5.00 26.80 71.4 2.6 358 N 0.0

2018 3 28 6.00 27.00 71.2 2.6 359 N 0.0

2018 3 28 7.00 27.00 71.0 2.6 354 W 0.0

2018 3 28 8.00 28.00 70.8 2.7 272 W 0.0

2018 3 28 9.00 29.00 70.6 2.4 271 W 0.0

2018 3 28 10.00 30.00 70.4 2.4 275 W 0.0

2018 3 28 11.00 31.00 70.2 2.5 271 W 0.0

2018 3 28 12.00 31.00 70.0 2.5 270 W 0.0

2018 3 28 13.00 33.00 69.2 2.5 274 W 0.0

2018 3 28 14.00 32.50 69.6 2.6 273 W 0.0

2018 3 28 15.00 32.00 70.0 2.6 270 W 0.0

2018 3 28 16.00 31.50 70.4 2.6 269 W 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 3 28 17.00 31.00 70.8 2.6 268 W 0.0

2018 3 28 18.00 31.00 71.2 2.7 270 W 0.0

2018 3 28 19.00 29.00 71.6 2.6 315 NW 0.0

2018 3 28 20.00 28.80 72.0 2.5 314 NW 0.0

2018 3 28 21.00 28.60 72.4 2.5 315 NW 0.0

2018 3 28 22.00 28.40 72.8 2.5 314 NW 0.0

2018 3 28 23.00 28.20 73.2 2.6 315 NW 0.0

2018 3 28 24.00 28.00 73.6 2.6 315 NW 0.0

2018 3 29 1.00 26.00 73.2 2.6 352 N 0.0

2018 3 29 2.00 26.20 69.0 2.6 356 N 0.0

2018 3 29 3.00 26.40 68.7 2.7 358 N 0.0

2018 3 29 4.00 26.60 68.4 2.4 359 N 0.0

2018 3 29 5.00 26.80 68.1 2.4 360 N 0.0

2018 3 29 6.00 27.00 67.8 2.5 358 N 0.0

2018 3 29 7.00 28.00 67.5 2.5 274 W 0.0

2018 3 29 8.00 29.00 67.2 2.5 271 W 0.0

2018 3 29 9.00 30.00 66.9 2.6 272 W 0.0

2018 3 29 10.00 31.00 66.6 2.6 275 W 0.0

2018 3 29 11.00 32.00 66.3 2.6 274 W 0.0

2018 3 29 12.00 32.00 66.0 2.6 274 W 0.0

2018 3 29 13.00 32.00 66.6 2.7 315 NW 0.0

2018 3 29 14.00 31.80 67.2 2.6 316 NW 0.0

2018 3 29 15.00 31.60 67.8 2.6 314 NW 0.0

2018 3 29 16.00 31.40 68.4 2.6 312 NW 0.0

2018 3 29 17.00 31.20 69.0 2.6 316 NW 0.0

2018 3 29 18.00 31.00 69.6 2.7 315 NW 0.0

2018 3 29 19.00 29.00 70.2 2.7 313 NW 0.0

2018 3 29 20.00 28.80 70.8 2.7 314 NW 0.0

2018 3 29 21.00 28.60 71.4 2.8 313 NW 0.0

2018 3 29 22.00 28.40 72.0 2.8 314 NW 0.0

2018 3 29 23.00 28.20 72.6 2.7 315 NW 0.0

2018 3 29 24.00 28.00 73.2 2.7 315 NW 0.0

2018 3 30 1.00 26.00 74.0 2.7 360 N 0.0

2018 3 30 2.00 26.20 73.2 2.6 360 N 0.0

2018 3 30 3.00 26.40 72.4 2.6 356 N 0.0

2018 3 30 4.00 26.60 71.6 2.6 359 N 0.0

2018 3 30 5.00 26.80 70.8 2.6 358 N 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 3 30 6.00 27.00 70.0 2.5 360 N 0.0

2018 3 30 7.00 28.00 69.2 2.6 270 W 0.0

2018 3 30 8.00 29.00 68.4 2.6 271 W 0.0

2018 3 30 9.00 30.00 67.6 2.6 275 W 0.0

2018 3 30 10.00 31.00 66.8 2.6 276 W 0.0

2018 3 30 11.00 32.00 66.0 2.7 271 W 0.0

2018 3 30 12.00 32.00 65.1 2.7 274 W 0.0

2018 3 30 13.00 31.00 65.7 2.4 315 NW 0.0

2018 3 30 14.00 30.80 66.3 2.5 316 NW 0.0

2018 3 30 15.00 30.60 66.9 2.5 312 NW 0.0

2018 3 30 16.00 30.40 67.5 2.5 315 NW 0.0

2018 3 30 17.00 30.20 68.1 2.6 316 NW 0.0

2018 3 30 18.00 30.00 68.7 2.6 315 NW 0.0

2018 3 30 19.00 28.00 69.3 2.6 315 NW 0.0

2018 3 30 20.00 27.80 69.9 2.6 314 NW 0.0

2018 3 30 21.00 27.60 70.5 2.7 316 NW 0.0

2018 3 30 22.00 27.40 71.1 2.4 315 NW 0.0

2018 3 30 23.00 27.20 71.7 2.5 314 NW 0.0

2018 3 30 24.00 27.00 72.3 2.5 315 NW 0.0

2018 3 31 1.00 25.00 74.0 2.5 90 E 0.0

2018 3 31 2.00 25.20 72.0 2.6 91 E 0.0

2018 3 31 3.00 25.40 71.2 2.6 93 E 0.0

2018 3 31 4.00 25.60 70.4 2.6 88 E 0.0

2018 3 31 5.00 25.80 69.6 2.6 89 E 0.0

2018 3 31 6.00 26.00 68.8 2.7 90 E 0.0

2018 3 31 7.00 27.00 68.0 2.4 48 NE 0.0

2018 3 31 8.00 28.00 67.2 2.5 45 NE 0.0

2018 3 31 9.00 29.00 66.4 2.5 46 NE 0.0

2018 3 31 10.00 30.00 65.6 2.5 47 NE 0.0

2018 3 31 11.00 31.00 64.8 2.6 48 NE 0.0

2018 3 31 12.00 33.00 64.0 2.6 49 NE 0.0

2018 3 31 13.00 32.00 64.6 2.6 270 W 0.0

2018 3 31 14.00 31.80 65.2 2.6 274 W 0.0

2018 3 31 15.00 31.60 65.8 2.7 278 W 0.0

2018 3 31 16.00 31.40 66.4 2.7 274 W 0.0

2018 3 31 17.00 31.20 67.0 2.6 271 W 0.0

2018 3 31 18.00 31.00 67.6 2.6 272 W 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 3 31 19.00 28.00 68.2 2.6 265 W 0.0

2018 3 31 20.00 27.80 68.8 2.6 266 W 0.0

2018 3 31 21.00 27.60 69.4 2.5 269 W 0.0

2018 3 31 22.00 27.40 70.0 2.5 268 W 0.0

2018 3 31 23.00 27.20 70.6 2.5 272 W 0.0

2018 3 31 24.00 27.00 72.0 2.4 274 W 0.0

2018 4 1 1.00 25.00 73.0 2.7 314 NW 0.0

2018 4 1 2.00 25.30 73.1 2.8 315 NW 0.0

2018 4 1 3.00 25.60 73.2 2.8 316 NW 0.0

2018 4 1 4.00 25.90 73.3 2.8 315 NW 0.0

2018 4 1 5.00 26.20 73.4 2.8 312 NW 0.0

2018 4 1 6.00 26.50 73.5 2.9 313 NW 0.0

2018 4 1 7.00 26.80 73.6 2.9 271 W 0.0

2018 4 1 8.00 27.10 73.7 2.9 270 W 0.0

2018 4 1 9.00 27.40 73.8 2.9 275 W 0.0

2018 4 1 10.00 27.70 73.9 2.9 274 W 0.0

2018 4 1 11.00 28.00 74.0 2.9 276 W 0.0

2018 4 1 12.00 28.30 74.0 2.9 274 W 0.0

2018 4 1 13.00 32.00 67.1 2.8 275 W 0.0

2018 4 1 14.00 31.60 67.5 2.8 271 W 0.0

2018 4 1 15.00 31.20 67.9 2.8 272 W 0.0

2018 4 1 16.00 30.80 68.3 2.8 275 W 0.0

2018 4 1 17.00 30.40 68.7 2.8 274 W 0.0

2018 4 1 18.00 30.00 69.1 2.8 276 W 0.0

2018 4 1 19.00 29.60 73.0 2.8 313 NW 0.0

2018 4 1 20.00 29.20 73.2 2.9 314 NW 0.0

2018 4 1 21.00 28.80 73.4 2.9 315 NW 0.0

2018 4 1 22.00 28.40 73.6 2.9 315 NW 0.0

2018 4 1 23.00 28.00 73.8 2.9 314 NW 0.0

2018 4 1 24.00 26.00 74.0 2.9 315 NW 0.0

2018 4 2 1.00 26.00 73.0 2.9 314 NW 0.0

2018 4 2 2.00 26.20 73.2 2.9 315 NW 0.0

2018 4 2 3.00 26.40 73.4 2.8 358 N 0.0

2018 4 2 4.00 26.60 73.6 2.8 356 N 0.0

2018 4 2 5.00 26.80 73.8 2.8 354 N 0.0

2018 4 2 6.00 27.00 74.0 2.8 356 N 0.0

2018 4 2 7.00 27.00 70.0 2.7 45 NE 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 4 2 8.00 28.00 69.9 2.7 41 NE 0.0

2018 4 2 9.00 29.00 69.8 2.7 42 NE 0.0

2018 4 2 10.00 30.00 69.7 2.8 45 NE 0.0

2018 4 2 11.00 31.00 69.6 2.8 46 NE 0.0

2018 4 2 12.00 31.00 69.5 2.8 48 NE 0.0

2018 4 2 13.00 32.00 69.4 2.8 315 NW 0.0

2018 4 2 14.00 31.80 69.3 2.9 314 NW 0.0

2018 4 2 15.00 31.60 69.2 2.9 316 NW 0.0

2018 4 2 16.00 31.40 69.1 2.9 314 NW 0.0

2018 4 2 17.00 31.20 69.0 2.9 315 NW 0.0

2018 4 2 18.00 31.00 69.0 2.9 315 NW 0.0

2018 4 2 19.00 30.80 73.0 2.8 356 N 0.0

2018 4 2 20.00 29.90 73.2 2.8 356 N 0.0

2018 4 2 21.00 30.40 73.4 2.8 354 N 0.0

2018 4 2 22.00 30.20 73.6 2.8 315 NW 0.0

2018 4 2 23.00 28.90 73.8 2.8 314 NW 0.0

2018 4 2 24.00 26.10 74.0 2.8 313 NW 0.0

2018 4 3 1.00 25.00 74.0 2.7 42 NE 0.0

2018 4 3 2.00 25.40 73.8 2.8 45 NE 0.0

2018 4 3 3.00 25.80 73.6 2.8 46 NE 0.0

2018 4 3 4.00 26.20 73.4 2.8 48 NE 0.0

2018 4 3 5.00 26.60 73.2 2.8 47 NE 0.0

2018 4 3 6.00 27.00 73.0 2.9 45 NE 0.0

2018 4 3 7.00 27.40 72.0 2.9 96 E 0.0

2018 4 3 8.00 27.80 71.0 2.9 93 E 0.0

2018 4 3 9.00 28.20 70.0 2.8 98 E 0.0

2018 4 3 10.00 28.60 69.0 2.8 95 E 0.0

2018 4 3 11.00 29.00 68.0 2.8 96 E 0.0

2018 4 3 12.00 31.00 69.3 2.8 92 E 0.0

2018 4 3 13.00 32.00 69.8 2.8 312 NW 0.0

2018 4 3 14.00 31.30 70.3 2.8 312 NW 0.0

2018 4 3 15.00 30.60 70.8 2.8 313 NW 0.0

2018 4 3 16.00 29.90 71.3 2.9 312 NW 0.0

2018 4 3 17.00 29.20 71.8 2.9 316 NW 0.0

2018 4 3 18.00 28.50 72.3 2.9 315 NW 0.0

2018 4 3 19.00 27.80 72.8 2.8 354 N 0.0

2018 4 3 20.00 27.10 73.3 2.8 356 N 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 4 3 21.00 26.40 73.8 2.8 358 N 0.0

2018 4 3 22.00 25.70 74.3 2.8 359 N 0.0

2018 4 3 23.00 25.00 74.8 2.7 314 NW 0.0

2018 4 3 24.00 26.00 70.0 2.8 315 NW 0.0

2018 4 4 1.00 25.00 74.0 2.8 93 E 0.0

2018 4 4 2.00 25.40 73.9 2.9 98 E 0.0

2018 4 4 3.00 25.80 73.8 2.9 95 E 0.0

2018 4 4 4.00 26.20 73.7 2.9 96 E 0.0

2018 4 4 5.00 26.60 73.6 2.9 92 E 0.0

2018 4 4 6.00 27.00 73.5 2.9 93 E 0.0

2018 4 4 7.00 27.40 73.4 2.9 276 W 0.0

2018 4 4 8.00 27.80 73.3 2.9 274 W 0.0

2018 4 4 9.00 28.20 73.2 2.9 275 W 0.0

2018 4 4 10.00 28.60 73.1 2.8 271 W 0.0

2018 4 4 11.00 29.50 73.0 2.8 272 W 0.0

2018 4 4 12.00 31.00 73.0 2.8 275 W 0.0

2018 4 4 13.00 32.00 70.0 2.8 274 W 0.0

2018 4 4 14.00 31.70 69.9 2.7 276 W 0.0

2018 4 4 15.00 31.40 69.8 2.7 275 W 0.0

2018 4 4 16.00 31.10 69.7 2.7 274 W 0.0

2018 4 4 17.00 30.80 69.6 2.8 272 W 0.0

2018 4 4 18.00 30.50 69.5 2.8 271 W 0.0

2018 4 4 19.00 30.20 73.0 2.8 360 N 0.0

2018 4 4 20.00 29.90 73.2 2.8 356 N 0.0

2018 4 4 21.00 29.60 73.4 2.9 358 N 0.0

2018 4 4 22.00 28.90 73.6 2.9 359 N 0.0

2018 4 4 23.00 27.40 73.8 2.9 315 NW 0.0

2018 4 4 24.00 26.50 74.0 2.9 314 NW 0.0

2018 4 5 1.00 26.00 74.0 2.8 315 NW 0.0

2018 4 5 2.00 26.50 73.9 2.9 315 NW 0.0

2018 4 5 3.00 27.00 73.8 2.9 314 NW 0.0

2018 4 5 4.00 27.50 73.7 2.9 315 NW 0.0

2018 4 5 5.00 28.00 73.6 2.9 314 NW 0.0

2018 4 5 6.00 28.50 73.5 2.9 315 NW 0.0

2018 4 5 7.00 29.00 73.4 2.9 312 NW 0.0

2018 4 5 8.00 29.50 73.3 2.9 315 NW 0.0

2018 4 5 9.00 30.00 73.2 2.8 316 NW 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 4 5 10.00 30.50 73.1 2.8 312 NW 0.0

2018 4 5 11.00 31.00 73.0 2.8 315 NW 0.0

2018 4 5 12.00 31.50 73.0 2.8 315 NW 0.0

2018 4 5 13.00 32.00 68.0 2.7 271 W 0.0

2018 4 5 14.00 31.70 67.8 2.7 270 W 0.0

2018 4 5 15.00 31.40 67.6 2.7 275 W 0.0

2018 4 5 16.00 31.10 67.4 2.8 274 W 0.0

2018 4 5 17.00 30.80 67.2 2.8 276 W 0.0

2018 4 5 18.00 30.50 67.0 2.8 274 W 0.0

2018 4 5 19.00 30.20 73.0 2.8 275 W 0.0

2018 4 5 20.00 29.90 73.2 2.9 271 W 0.0

2018 4 5 21.00 29.60 73.4 2.9 272 W 0.0

2018 4 5 22.00 29.30 73.6 2.9 275 W 0.0

2018 4 5 23.00 29.00 73.8 2.9 274 W 0.0

2018 4 5 24.00 28.70 74.0 2.8 276 W 0.0

2018 4 6 1.00 26.00 74.0 2.9 22 NNE 0.0

2018 4 6 2.00 26.20 73.9 2.8 23 NNE 0.0

2018 4 6 3.00 26.40 73.8 2.8 25 NNE 0.0

2018 4 6 4.00 26.60 73.7 2.7 26 NNE 0.0

2018 4 6 5.00 26.80 73.6 2.8 24 NNE 0.0

2018 4 6 6.00 27.00 73.5 2.8 25 NNE 0.0

2018 4 6 7.00 29.00 73.4 2.8 315 NW 0.0

2018 4 6 8.00 29.50 73.3 2.9 314 NW 0.0

2018 4 6 9.00 30.00 73.2 2.9 312 NW 0.0

2018 4 6 10.00 30.50 73.1 2.9 315 NW 0.0

2018 4 6 11.00 31.00 73.0 2.9 312 NW 0.0

2018 4 6 12.00 31.50 73.0 2.9 316 NW 0.0

2018 4 6 13.00 32.00 67.0 2.9 271 W 0.0

2018 4 6 14.00 32.00 67.2 2.9 270 W 0.0

2018 4 6 15.00 31.80 67.4 2.8 275 W 0.0

2018 4 6 16.00 31.60 67.6 2.8 274 W 0.0

2018 4 6 17.00 31.40 67.8 2.8 276 W 0.0

2018 4 6 18.00 31.00 68.0 2.8 274 W 0.0

2018 4 6 19.00 29.00 73.0 2.8 359 N 0.0

2018 4 6 20.00 28.80 73.2 2.7 354 N 0.0

2018 4 6 21.00 28.60 73.4 2.7 358 N 0.0

2018 4 6 22.00 28.40 73.6 2.8 314 NW 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 4 6 23.00 28.20 73.8 2.8 315 NW 0.0

2018 4 6 24.00 28.00 74.0 2.8 315 NW 0.0

2018 4 7 1.00 27.00 74.0 2.8 315 NW 0.0

2018 4 7 2.00 26.20 73.9 2.8 316 NW 0.0

2018 4 7 3.00 26.40 73.8 2.8 315 NW 0.0

2018 4 7 4.00 26.60 73.7 2.7 314 NW 0.0

2018 4 7 5.00 26.80 73.6 2.8 314 NW 0.0

2018 4 7 6.00 27.00 73.5 2.8 315 NW 0.0

2018 4 7 7.00 28.00 73.4 2.8 271 W 0.0

2018 4 7 8.00 29.00 73.3 2.8 270 W 0.0

2018 4 7 9.00 29.50 73.2 2.9 275 W 0.0

2018 4 7 10.00 30.00 73.1 2.9 274 W 0.0

2018 4 7 11.00 30.50 73.0 2.9 276 W 0.0

2018 4 7 12.00 31.00 73.0 2.9 274 W 0.0

2018 4 7 13.00 32.00 69.0 2.9 275 W 0.0

2018 4 7 14.00 33.00 69.2 2.8 271 W 0.0

2018 4 7 15.00 32.80 69.4 2.8 272 W 0.0

2018 4 7 16.00 32.60 69.6 2.8 275 W 0.0

2018 4 7 17.00 32.40 69.8 2.8 274 W 0.0

2018 4 7 18.00 32.00 70.0 2.7 276 W 0.0

2018 4 7 19.00 29.00 73.0 2.8 275 W 0.0

2018 4 7 20.00 28.80 73.2 2.8 274 W 0.0

2018 4 7 21.00 28.60 73.4 2.8 272 W 0.0

2018 4 7 22.00 28.40 73.6 2.8 271 W 0.0

2018 4 7 23.00 28.20 73.8 2.9 272 W 0.0

2018 4 7 24.00 28.00 74.0 2.9 274 W 0.0

2018 4 8 1.00 26.00 73.1 2.9 45 NE 0.0

2018 4 8 2.00 26.20 72.8 2.9 41 NE 0.0

2018 4 8 3.00 26.40 72.5 2.9 42 NE 0.0

2018 4 8 4.00 26.60 72.2 2.8 45 NE 0.0

2018 4 8 5.00 26.80 71.9 2.8 46 NE 0.0

2018 4 8 6.00 27.00 71.6 2.8 48 NE 0.0

2018 4 8 7.00 25.00 71.3 2.8 47 NE 0.0

2018 4 8 8.00 26.00 71.0 2.7 45 NE 0.0

2018 4 8 9.00 27.00 70.7 2.7 41 NE 0.0

2018 4 8 10.00 28.00 70.4 2.7 45 NE 0.0

2018 4 8 11.00 29.00 70.1 2.8 46 NE 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 4 8 12.00 31.00 69.8 2.8 42 NE 0.0

2018 4 8 13.00 32.00 69.5 2.8 226 SW 0.0

2018 4 8 14.00 31.00 69.2 2.8 225 SW 0.0

2018 4 8 15.00 30.00 68.9 2.9 220 SW 0.0

2018 4 8 16.00 29.00 68.6 2.9 221 SW 0.0

2018 4 8 17.00 28.00 68.3 2.9 223 SW 0.0

2018 4 8 18.00 27.00 68.0 2.9 225 SW 0.0

2018 4 8 19.00 26.80 73.0 2.9 360 N 0.0

2018 4 8 20.00 26.60 73.2 2.8 356 N 0.0

2018 4 8 21.00 26.40 73.4 2.8 359 N 0.0

2018 4 8 22.00 26.20 73.6 2.8 360 N 0.0

2018 4 8 23.00 26.00 73.8 2.8 356 N 0.0

2018 4 8 24.00 26.00 74.0 2.7 359 N 0.0

2018 4 9 1.00 26.00 74.0 2.8 359 N 0.0

2018 4 9 2.00 26.20 73.9 2.8 313 NW 0.0

2018 4 9 3.00 26.40 73.8 2.9 314 NW 0.0

2018 4 9 4.00 26.60 73.7 2.8 315 NW 0.0

2018 4 9 5.00 26.80 73.6 2.8 316 NW 0.0

2018 4 9 6.00 27.00 73.5 2.9 315 NW 0.0

2018 4 9 7.00 28.00 73.4 2.9 135 SE 0.0

2018 4 9 8.00 29.00 73.3 2.9 130 SE 0.0

2018 4 9 9.00 30.00 73.2 2.9 132 SE 0.0

2018 4 9 10.00 31.00 73.1 2.9 132 SE 0.0

2018 4 9 11.00 32.00 73.0 2.9 131 SE 0.0

2018 4 9 12.00 33.00 69.0 2.9 132 SE 0.0

2018 4 9 13.00 33.00 69.2 2.9 271 W 0.0

2018 4 9 14.00 32.80 69.4 2.9 270 W 0.0

2018 4 9 15.00 32.60 69.6 2.9 275 W 0.0

2018 4 9 16.00 32.40 69.8 2.9 274 W 0.0

2018 4 9 17.00 32.20 70.0 2.9 276 W 0.0

2018 4 9 18.00 32.00 73.0 2.9 274 W 0.0

2018 4 9 19.00 29.00 73.2 2.9 360 N 0.0

2018 4 9 20.00 28.80 73.4 2.9 350 N 0.0

2018 4 9 21.00 28.60 73.6 2.8 352 N 0.0

2018 4 9 22.00 28.40 73.8 2.8 351 N 0.0

2018 4 9 23.00 28.20 74.0 2.8 354 N 0.0

2018 4 9 24.00 28.00 74.0 2.7 314 NW 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 4 10 1.00 26.00 74.0 2.9 315 NW 0.0

2018 4 10 2.00 26.20 73.9 2.9 316 NW 0.0

2018 4 10 3.00 26.40 73.8 2.9 314 NW 0.0

2018 4 10 4.00 26.60 73.7 2.8 315 NW 0.0

2018 4 10 5.00 26.80 73.6 2.8 316 NW 0.0

2018 4 10 6.00 27.00 73.5 2.8 314 NW 0.0

2018 4 10 7.00 29.00 73.4 2.8 219 SW 0.0

2018 4 10 8.00 29.50 73.3 2.7 219 SW 0.0

2018 4 10 9.00 30.00 73.2 2.7 22018 SW 0.0

2018 4 10 10.00 30.50 73.1 2.7 217 SW 0.0

2018 4 10 11.00 31.00 73.0 2.7 22018 SW 0.0

2018 4 10 12.00 33.00 73.0 2.7 215 SW 0.0

2018 4 10 13.00 32.00 60.0 2.8 20180 S 0.0

2018 4 10 14.00 31.50 59.9 2.8 20185 S 0.0

2018 4 10 15.00 31.00 59.8 2.8 20182 S 0.0

2018 4 10 16.00 30.50 59.7 2.8 20185 S 0.0

2018 4 10 17.00 30.00 59.6 2.9 175 S 0.0

2018 4 10 18.00 29.00 59.5 2.9 178 S 0.0

2018 4 10 19.00 28.80 59.4 2.9 359 N 0.0

2018 4 10 20.00 28.60 59.3 2.9 354 N 0.0

2018 4 10 21.00 28.40 59.2 2.9 358 N 0.0

2018 4 10 22.00 28.20 59.1 2.9 356 N 0.0

2018 4 10 23.00 28.00 59.0 2.9 354 N 0.0

2018 4 10 24.00 27.00 59.0 2.8 314 NW 0.0

2018 4 11 1.00 26.00 74.0 2.7 315 NW 0.0

2018 4 11 2.00 25.20 73.8 2.7 316 NW 0.0

2018 4 11 3.00 25.40 73.6 2.8 314 NW 0.0

2018 4 11 4.00 25.60 73.4 2.8 315 NW 0.0

2018 4 11 5.00 25.80 73.2 2.8 316 NW 0.0

2018 4 11 6.00 26.00 73.0 2.8 314 NW 0.0

2018 4 11 7.00 28.00 63.0 2.9 41 NE 0.0

2018 4 11 8.00 28.50 63.2 2.9 47 NE 0.0

2018 4 11 9.00 29.00 63.4 2.9 45 NE 0.0

2018 4 11 10.00 29.50 63.6 2.9 42 NE 0.0

2018 4 11 11.00 30.00 63.8 2.9 46 NE 0.0

2018 4 11 12.00 32.00 64.0 2.9 45 NE 0.0

2018 4 11 13.00 33.00 65.0 2.9 275 W 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 4 11 14.00 32.00 66.0 2.8 271 W 0.0

2018 4 11 15.00 31.80 67.0 2.8 272 W 0.0

2018 4 11 16.00 31.60 68.0 2.8 275 W 0.0

2018 4 11 17.00 31.40 69.0 2.8 274 W 0.0

2018 4 11 18.00 31.20 68.0 2.7 276 W 0.0

2018 4 11 19.00 31.00 73.0 2.8 275 W 0.0

2018 4 11 20.00 30.80 73.2 2.8 274 W 0.0

2018 4 11 21.00 30.60 73.4 2.8 272 W 0.0

2018 4 11 22.00 29.80 73.6 2.8 271 W 0.0

2018 4 11 23.00 28.80 73.8 2.9 272 W 0.0

2018 4 11 24.00 27.00 74.0 2.9 274 W 0.0

2018 4 12 1.00 26.00 74.0 2.9 314 NW 0.0

2018 4 12 2.00 26.20 73.8 2.9 313 NW 0.0

2018 4 12 3.00 26.40 73.6 2.9 314 NW 0.0

2018 4 12 4.00 26.60 73.4 2.8 315 NW 0.0

2018 4 12 5.00 26.80 73.2 2.8 315 NW 0.0

2018 4 12 6.00 27.00 73.0 2.8 316 NW 0.0

2018 4 12 7.00 28.00 70.0 2.8 275 W 0.0

2018 4 12 8.00 28.50 69.0 2.7 271 W 0.0

2018 4 12 9.00 29.00 68.0 2.8 272 W 0.0

2018 4 12 10.00 29.50 67.0 2.8 275 W 0.0

2018 4 12 11.00 30.00 66.0 2.8 274 W 0.0

2018 4 12 12.00 30.50 65.0 2.8 276 W 0.0

2018 4 12 13.00 32.00 64.0 2.9 275 W 0.0

2018 4 12 14.00 33.00 63.0 2.9 274 W 0.0

2018 4 12 15.00 32.80 62.0 2.9 272 W 0.0

2018 4 12 16.00 32.60 61.0 2.9 271 W 0.0

2018 4 12 17.00 32.40 60.0 2.9 272 W 0.0

2018 4 12 18.00 32.00 62.0 2.9 274 W 0.0

2018 4 12 19.00 29.00 73.0 2.9 359 N 0.0

2018 4 12 20.00 28.80 73.2 2.8 354 N 0.0

2018 4 12 21.00 28.60 73.4 2.8 358 N 0.0

2018 4 12 22.00 27.80 73.6 2.8 356 N 0.0

2018 4 12 23.00 26.40 73.8 2.8 314 NW 0.0

2018 4 12 24.00 25.90 74.0 2.7 312 NW 0.0

2018 4 13 1.00 25.00 74.0 2.9 315 NW 0.0

2018 4 13 2.00 25.20 73.8 2.9 314 NW 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 4 13 3.00 25.40 73.6 2.9 316 NW 0.0

2018 4 13 4.00 25.60 73.4 2.8 315 NW 0.0

2018 4 13 5.00 25.80 73.2 2.8 314 NW 0.0

2018 4 13 6.00 26.00 73.0 2.8 315 NW 0.0

2018 4 13 7.00 27.00 72.5 2.8 315 NW 0.0

2018 4 13 8.00 28.00 72.0 2.7 314 NW 0.0

2018 4 13 9.00 29.00 71.5 2.7 315 NW 0.0

2018 4 13 10.00 30.00 71.0 2.7 316 NW 0.0

2018 4 13 11.00 31.00 70.5 2.8 315 NW 0.0

2018 4 13 12.00 33.00 70.0 2.8 316 NW 0.0

2018 4 13 13.00 32.00 69.5 2.8 271 W 0.0

2018 4 13 14.00 31.80 69.0 2.8 270 W 0.0

2018 4 13 15.00 31.60 68.5 2.9 275 W 0.0

2018 4 13 16.00 31.40 68.0 2.9 274 W 0.0

2018 4 13 17.00 31.20 67.5 2.9 276 W 0.0

2018 4 13 18.00 31.00 66.0 2.9 274 W 0.0

2018 4 13 19.00 29.00 73.0 2.9 226 SW 0.0

2018 4 13 20.00 28.80 73.2 2.8 225 SW 0.0

2018 4 13 21.00 28.60 73.4 2.8 220 SW 0.0

2018 4 13 22.00 28.40 73.6 2.8 221 SW 0.0

2018 4 13 23.00 28.20 73.8 2.8 223 SW 0.0

2018 4 13 24.00 28.00 74.0 2.7 225 SW 0.0

2018 4 14 1.00 27.00 74.0 2.8 22 NNE 0.0

2018 4 14 2.00 27.50 72.4 2.8 23 NNE 0.0

2018 4 14 3.00 28.00 70.8 2.8 25 NNE 0.0

2018 4 14 4.00 28.50 69.2 2.7 26 NNE 0.0

2018 4 14 5.00 29.00 67.6 2.9 24 NNE 0.0

2018 4 14 6.00 29.50 67.7 2.9 25 NNE 0.0

2018 4 14 7.00 30.00 67.8 2.9 271 W 0.0

2018 4 14 8.00 30.50 67.9 2.8 270 W 0.0

2018 4 14 9.00 31.00 68.0 2.8 275 W 0.0

2018 4 14 10.00 31.50 68.1 2.8 274 W 0.0

2018 4 14 11.00 32.00 68.2 2.8 276 W 0.0

2018 4 14 12.00 32.50 68.3 2.7 274 W 0.0

2018 4 14 13.00 33.00 68.4 2.7 275 W 0.0

2018 4 14 14.00 32.50 68.5 2.7 271 W 0.0

2018 4 14 15.00 32.00 68.6 2.8 272 W 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 4 14 16.00 31.50 68.7 2.8 275 W 0.0

2018 4 14 17.00 31.00 70.0 2.8 274 W 0.0

2018 4 14 18.00 30.50 71.1 2.8 276 W 0.0

2018 4 14 19.00 30.00 72.2 2.9 312 NW 0.0

2018 4 14 20.00 29.50 73.3 2.9 314 NW 0.0

2018 4 14 21.00 29.00 67.2 2.9 315 NW 0.0

2018 4 14 22.00 28.50 68.6 2.9 315 NW 0.0

2018 4 14 23.00 28.00 70.0 2.9 315 NW 0.0

2018 4 14 24.00 28.00 71.4 2.8 316 NW 0.0

2018 4 15 1.00 27.00 74.0 2.8 354 N 0.0

2018 4 15 2.00 27.50 73.2 2.8 36 N 0.0

2018 4 15 3.00 28.00 72.1 2.8 356 N 0.0

2018 4 15 4.00 28.50 71.9 2.7 354 N 0.0

2018 4 15 5.00 29.60 71.0 2.9 358 N 0.0

2018 4 15 6.00 29.50 70.2 2.9 359 N 0.0

2018 4 15 7.00 30.00 69.5 2.9 274 W 0.0

2018 4 15 8.00 30.50 68.7 2.8 275 W 0.0

2018 4 15 9.00 31.00 68.0 2.8 271 W 0.0

2018 4 15 10.00 31.50 67.3 2.8 272 W 0.0

2018 4 15 11.00 32.00 66.5 2.8 275 W 0.0

2018 4 15 12.00 32.50 67.0 2.7 274 W 0.0

2018 4 15 13.00 33.00 68.1 2.7 315 NW 0.0

2018 4 15 14.00 32.50 68.3 2.7 315 NW 0.0

2018 4 15 15.00 32.00 69.1 2.8 316 NW 0.0

2018 4 15 16.00 31.50 69.8 2.8 315 NW 0.0

2018 4 15 17.00 31.00 70.4 2.8 312 NW 0.0

2018 4 15 18.00 30.50 71.1 2.8 316 NW 0.0

2018 4 15 19.00 30.00 71.7 2.9 360 N 0.0

2018 4 15 20.00 29.50 72.4 2.9 356 N 0.0

2018 4 15 21.00 29.00 73.0 2.9 356 N 0.0

2018 4 15 22.00 28.50 73.7 2.9 359 N 0.0

2018 4 15 23.00 28.00 74.3 2.9 359 N 0.0

2018 4 15 24.00 29.00 74.1 2.8 358 N 0.0

2018 4 16 1.00 27.00 73.9 2.7 275 W 0.0

2018 4 16 2.00 27.60 72.6 2.7 271 W 0.0

2018 4 16 3.00 28.20 71.3 2.8 272 W 0.0

2018 4 16 4.00 28.80 70.0 2.8 275 W 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 4 16 5.00 29.40 68.7 2.8 274 W 0.0

2018 4 16 6.00 30.00 67.4 2.8 276 W 0.0

2018 4 16 7.00 30.60 66.1 2.9 360 N 0.0

2018 4 16 8.00 31.20 66.2 2.9 355 N 0.0

2018 4 16 9.00 31.80 66.3 2.9 356 N 0.0

2018 4 16 10.00 32.40 66.4 2.9 359 N 0.0

2018 4 16 11.00 33.00 66.5 2.9 359 N 0.0

2018 4 16 12.00 33.60 66.6 2.9 360 N 0.0

2018 4 16 13.00 34.00 67.0 2.9 226 SW 0.0

2018 4 16 14.00 33.50 67.4 2.8 225 SW 0.0

2018 4 16 15.00 33.00 67.8 2.8 220 SW 0.0

2018 4 16 16.00 32.50 68.2 2.8 221 SW 0.0

2018 4 16 17.00 32.00 68.6 2.8 223 SW 0.0

2018 4 16 18.00 31.50 69.0 2.7 225 SW 0.0

2018 4 16 19.00 31.00 69.4 2.8 45 NE 0.0

2018 4 16 20.00 30.50 69.8 2.8 41 NE 0.0

2018 4 16 21.00 30.00 70.2 2.8 42 NE 0.0

2018 4 16 22.00 29.50 70.6 2.8 45 NE 0.0

2018 4 16 23.00 29.00 71.0 2.9 46 NE 0.0

2018 4 16 24.00 29.00 71.4 2.9 48 NE 0.0

2018 4 17 1.00 28.00 73.0 2.8 94 E 0.0

2018 4 17 2.00 28.50 72.0 2.8 95 E 0.0

2018 4 17 3.00 29.00 71.9 2.8 93 E 0.0

2018 4 17 4.00 29.60 72.5 2.7 91 E 0.0

2018 4 17 5.00 29.80 73.6 2.9 89 E 0.0

2018 4 17 6.00 30.00 72.1 2.9 88 E 0.0

2018 4 17 7.00 30.60 71.9 2.9 271 W 0.0

2018 4 17 8.00 31.01 71.0 2.8 270 W 0.0

2018 4 17 9.00 31.43 68.8 2.8 275 W 0.0

2018 4 17 10.00 31.84 68.8 2.8 274 W 0.0

2018 4 17 11.00 32.26 68.9 2.8 276 W 0.0

2018 4 17 12.00 33.50 68.2 2.7 274 W 0.0

2018 4 17 13.00 34.00 68.0 2.7 275 W 0.0

2018 4 17 14.00 33.80 68.6 2.7 271 W 0.0

2018 4 17 15.00 33.60 69.2 2.8 272 W 0.0

2018 4 17 16.00 33.40 69.8 2.8 275 W 0.0

2018 4 17 17.00 33.20 70.4 2.8 274 W 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 4 17 18.00 33.00 71.0 2.8 276 W 0.0

2018 4 17 19.00 32.80 71.6 2.9 315 NW 0.0

2018 4 17 20.00 32.60 72.2 2.9 314 NW 0.0

2018 4 17 21.00 32.40 72.8 2.9 315 NW 0.0

2018 4 17 22.00 32.20 73.4 2.9 315 NW 0.0

2018 4 17 23.00 31.80 74.0 2.9 315 NW 0.0

2018 4 17 24.00 30.00 74.0 2.8 316 NW 0.0

2018 4 2018 1.00 28.00 74.0 2.8 360 N 0.0

2018 4 2018 2.00 28.20 73.8 2.8 350 N 0.0

2018 4 2018 3.00 28.40 73.6 2.8 360 N 0.0

2018 4 2018 4.00 28.60 73.4 2.7 359 N 0.0

2018 4 2018 5.00 28.80 73.2 2.9 354 N 0.0

2018 4 2018 6.00 29.00 73.0 2.9 358 N 0.0

2018 4 2018 7.00 29.00 68.0 2.9 45 NE 0.0

2018 4 2018 8.00 29.60 67.8 2.8 41 NE 0.0

2018 4 2018 9.00 30.20 67.6 2.8 42 NE 0.0

2018 4 2018 10.00 30.80 67.4 2.8 45 NE 0.0

2018 4 2018 11.00 31.40 67.2 2.8 46 NE 0.0

2018 4 2018 12.00 32.00 67.0 2.7 48 NE 0.0

2018 4 2018 13.00 33.00 67.0 2.7 271 W 0.0

2018 4 2018 14.00 32.80 67.1 2.7 270 W 0.0

2018 4 2018 15.00 32.60 67.2 2.8 275 W 0.0

2018 4 2018 16.00 32.40 67.3 2.8 274 W 0.0

2018 4 2018 17.00 32.20 67.4 2.8 276 W 0.0

2018 4 2018 18.00 32.00 67.5 2.8 274 W 0.0

2018 4 2018 19.00 31.80 72.0 2.9 315 NW 0.0

2018 4 2018 20.00 31.60 72.2 2.9 314 NW 0.0

2018 4 2018 21.00 31.40 72.4 2.9 314 NW 0.0

2018 4 2018 22.00 31.20 72.6 2.9 315 NW 0.0

2018 4 2018 23.00 31.00 72.8 2.9 316 NW 0.0

2018 4 2018 24.00 30.00 73.0 2.8 315 NW 0.0

2018 4 19 1.00 29.00 74.0 2.8 316 NW 0.0

2018 4 19 2.00 29.20 73.9 2.9 315 NW 0.0

2018 4 19 3.00 29.40 73.8 2.9 316 NW 0.0

2018 4 19 4.00 29.60 73.7 2.8 315 NW 0.0

2018 4 19 5.00 29.80 73.6 2.8 314 NW 0.0

2018 4 19 6.00 30.00 73.5 2.8 315 NW 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 4 19 7.00 31.00 69.9 2.8 20180 S 0.0

2018 4 19 8.00 31.30 68.9 2.8 20185 S 0.0

2018 4 19 9.00 31.60 67.9 2.8 20182 S 0.0

2018 4 19 10.00 31.90 67.1 2.9 20185 S 0.0

2018 4 19 11.00 32.20 68.1 2.9 175 S 0.0

2018 4 19 12.00 32.50 69.8 2.8 178 S 0.0

2018 4 19 13.00 33.10 69.2 2.8 271 W 0.0

2018 4 19 14.00 33.00 69.3 2.8 270 W 0.0

2018 4 19 15.00 32.80 69.4 2.8 275 W 0.0

2018 4 19 16.00 32.60 69.8 2.8 274 W 0.0

2018 4 19 17.00 32.40 70.0 2.8 276 W 0.0

2018 4 19 18.00 32.00 70.2 2.8 274 W 0.0

2018 4 19 19.00 31.50 70.4 2.8 360 N 0.0

2018 4 19 20.00 31.00 70.6 2.8 360 N 0.0

2018 4 19 21.00 30.50 70.8 2.8 359 N 0.0

2018 4 19 22.00 30.00 71.1 2.9 355 N 0.0

2018 4 19 23.00 29.50 71.3 2.9 356 N 0.0

2018 4 19 24.00 30.00 71.5 2.8 359 N 0.0

2018 4 20 1.00 29.00 73.0 2.9 226 SW 0.0

2018 4 20 2.00 29.20 72.0 2.8 225 SW 0.0

2018 4 20 3.00 29.40 71.0 2.8 220 SW 0.0

2018 4 20 4.00 29.60 70.0 2.9 221 SW 0.0

2018 4 20 5.00 29.80 69.0 2.9 223 SW 0.0

2018 4 20 6.00 30.00 67.0 2.8 225 SW 0.0

2018 4 20 7.00 31.00 67.1 2.8 226 SW 0.0

2018 4 20 8.00 31.50 67.2 2.8 224 SW 0.0

2018 4 20 9.00 32.00 67.3 2.8 224 SW 0.0

2018 4 20 10.00 32.50 67.4 2.8 220 SW 0.0

2018 4 20 11.00 33.00 67.5 2.8 215 SW 0.0

2018 4 20 12.00 33.50 67.6 2.9 22018 SW 0.0

2018 4 20 13.00 34.00 67.7 2.9 315 NW 0.0

2018 4 20 14.00 33.00 67.8 2.8 314 NW 0.0

2018 4 20 15.00 32.60 67.9 2.8 312 NW 0.0

2018 4 20 16.00 32.20 68.0 2.8 315 NW 0.0

2018 4 20 17.00 31.80 68.1 2.8 314 NW 0.0

2018 4 20 18.00 31.40 68.0 2.8 316 NW 0.0

2018 4 20 19.00 31.00 68.5 2.8 360 N 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 4 20 20.00 30.60 69.0 2.8 359 N 0.0

2018 4 20 21.00 30.20 69.5 2.8 358 N 0.0

2018 4 20 22.00 29.80 70.0 2.8 356 N 0.0

2018 4 20 23.00 29.40 70.5 2.8 358 N 0.0

2018 4 20 24.00 30.00 73.0 2.9 358 N 0.0

2018 4 21 1.00 29.00 72.0 2.8 359 N 0.0

2018 4 21 2.00 28.80 71.0 2.9 314 NW 0.0

2018 4 21 3.00 28.60 70.0 2.9 312 NW 0.0

2018 4 21 4.00 28.40 69.0 2.8 315 NW 0.0

2018 4 21 5.00 28.20 68.0 2.8 315 NW 0.0

2018 4 21 6.00 28.00 67.0 2.8 316 NW 0.0

2018 4 21 7.00 29.00 67.1 2.8 22 NNE 0.0

2018 4 21 8.00 30.00 67.2 2.8 23 NNE 0.0

2018 4 21 9.00 31.00 67.3 2.9 25 NNE 0.0

2018 4 21 10.00 32.00 67.4 2.9 26 NNE 0.0

2018 4 21 11.00 33.00 67.5 2.9 24 NNE 0.0

2018 4 21 12.00 34.00 67.6 2.9 25 NNE 0.0

2018 4 21 13.00 35.00 67.7 2.9 271 W 0.0

2018 4 21 14.00 34.00 67.8 2.9 270 W 0.0

2018 4 21 15.00 33.50 67.9 2.9 275 W 0.0

2018 4 21 16.00 33.00 68.0 2.8 274 W 0.0

2018 4 21 17.00 32.50 68.1 2.8 276 W 0.0

2018 4 21 18.00 32.00 68.0 2.8 274 W 0.0

2018 4 21 19.00 31.80 69.0 2.8 314 NW 0.0

2018 4 21 20.00 31.60 70.0 2.8 315 NW 0.0

2018 4 21 21.00 31.40 71.0 2.8 316 NW 0.0

2018 4 21 22.00 31.20 72.0 2.8 314 NW 0.0

2018 4 21 23.00 31.00 73.0 2.9 315 NW 0.0

2018 4 21 24.00 30.00 74.0 2.9 316 NW 0.0

2018 4 22 1.00 29.00 73.0 2.8 354 N 0.0

2018 4 22 2.00 28.80 72.0 2.9 352 N 0.0

2018 4 22 3.00 28.60 71.0 2.9 356 N 0.0

2018 4 22 4.00 28.40 70.0 2.8 354 N 0.0

2018 4 22 5.00 28.20 69.0 2.8 358 N 0.0

2018 4 22 6.00 28.00 67.0 2.8 359 N 0.0

2018 4 22 7.00 29.00 67.1 2.8 275 W 0.0

2018 4 22 8.00 30.00 67.2 2.8 271 W 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 4 22 9.00 31.00 67.3 2.9 272 W 0.0

2018 4 22 10.00 32.00 67.4 2.9 275 W 0.0

2018 4 22 11.00 33.00 67.5 2.9 274 W 0.0

2018 4 22 12.00 34.00 67.6 2.9 276 W 0.0

2018 4 22 13.00 35.00 67.7 2.9 275 W 0.0

2018 4 22 14.00 34.00 67.8 2.9 274 W 0.0

2018 4 22 15.00 33.50 67.9 2.9 272 W 0.0

2018 4 22 16.00 33.00 68.0 2.8 271 W 0.0

2018 4 22 17.00 32.50 68.1 2.8 272 W 0.0

2018 4 22 18.00 32.00 68.0 2.8 274 W 0.0

2018 4 22 19.00 31.80 68.5 2.8 314 NW 0.0

2018 4 22 20.00 31.60 69.0 2.8 315 NW 0.0

2018 4 22 21.00 31.40 69.5 2.8 315 NW 0.0

2018 4 22 22.00 31.20 70.0 2.8 316 NW 0.0

2018 4 22 23.00 31.00 70.5 2.9 315 NW 0.0

2018 4 22 24.00 30.00 73.0 2.9 314 NW 0.0

2018 4 23 1.00 29.00 74.0 2.9 313 NW 0.0

2018 4 23 2.00 29.20 73.9 2.8 312 NW 0.0

2018 4 23 3.00 29.40 73.8 2.8 356 N 0.0

2018 4 23 4.00 29.60 73.7 2.8 354 N 0.0

2018 4 23 5.00 29.80 73.6 2.8 358 N 0.0

2018 4 23 6.00 30.00 73.5 2.8 359 N 0.0

2018 4 23 7.00 31.00 73.4 2.8 135 SE 0.0

2018 4 23 8.00 31.50 73.3 2.8 130 SE 0.0

2018 4 23 9.00 32.00 73.2 2.9 132 SE 0.0

2018 4 23 10.00 32.50 73.1 2.9 132 SE 0.0

2018 4 23 11.00 33.00 73.0 2.9 131 SE 0.0

2018 4 23 12.00 33.10 72.9 2.8 132 SE 0.0

2018 4 23 13.00 33.00 73.0 2.9 271 W 0.0

2018 4 23 14.00 32.00 67.0 2.8 270 W 0.0

2018 4 23 15.00 31.60 67.2 2.8 275 W 0.0

2018 4 23 16.00 31.20 67.4 2.8 274 W 0.0

2018 4 23 17.00 30.80 67.6 2.8 276 W 0.0

2018 4 23 18.00 30.40 70.0 2.8 274 W 0.0

2018 4 23 19.00 30.00 70.5 2.7 275 W 0.0

2018 4 23 20.00 29.60 71.0 2.8 271 W 0.0

2018 4 23 21.00 29.20 71.5 2.8 272 W 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 4 23 22.00 28.80 72.0 2.8 275 W 0.0

2018 4 23 23.00 28.40 72.5 2.8 274 W 0.0

2018 4 23 24.00 28.00 73.0 2.8 276 W 0.0

2018 4 24 1.00 27.00 74.0 2.8 354 N 0.0

2018 4 24 2.00 27.20 73.8 2.7 352 N 0.0

2018 4 24 3.00 27.40 73.6 2.8 356 N 0.0

2018 4 24 4.00 27.60 73.4 2.8 354 N 0.0

2018 4 24 5.00 27.80 73.2 2.8 358 N 0.0

2018 4 24 6.00 29.00 73.0 2.8 359 N 0.0

2018 4 24 7.00 29.40 70.0 2.9 271 W 0.0

2018 4 24 8.00 29.80 69.0 2.9 270 W 0.0

2018 4 24 9.00 30.20 68.0 2.9 275 W 0.0

2018 4 24 10.00 30.60 67.0 2.8 274 W 0.0

2018 4 24 11.00 31.00 66.0 2.8 276 W 0.0

2018 4 24 12.00 33.00 64.0 2.8 274 W 0.0

2018 4 24 13.00 33.10 65.0 2.8 275 W 0.0

2018 4 24 14.00 32.00 66.0 2.5 271 W 0.0

2018 4 24 15.00 30.90 67.0 2.7 272 W 0.0

2018 4 24 16.00 29.80 68.0 2.8 275 W 0.0

2018 4 24 17.00 28.70 69.0 2.8 274 W 0.0

2018 4 24 18.00 27.80 70.0 2.9 276 W 0.0

2018 4 24 19.00 27.60 70.2 2.9 315 NW 0.0

2018 4 24 20.00 27.40 70.4 2.9 314 NW 0.0

2018 4 24 21.00 27.20 70.6 2.8 315 NW 0.0

2018 4 24 22.00 27.00 70.8 2.8 315 NW 0.0

2018 4 24 23.00 26.80 71.0 2.8 315 NW 0.0

2018 4 24 24.00 27.60 73.0 2.8 316 NW 0.0

2018 4 25 1.00 26.00 74.0 2.8 354 N 0.0

2018 4 25 2.00 26.20 73.8 2.7 360 N 0.0

2018 4 25 3.00 26.40 73.6 2.8 356 N 0.0

2018 4 25 4.00 26.60 73.4 2.8 354 N 0.0

2018 4 25 5.00 26.80 73.2 2.8 358 N 0.0

2018 4 25 6.00 27.00 73.0 2.8 359 N 0.0

2018 4 25 7.00 28.00 70.0 2.9 45 NE 0.0

2018 4 25 8.00 29.00 69.5 2.9 41 NE 0.0

2018 4 25 9.00 30.00 69.0 2.9 42 NE 0.0

2018 4 25 10.00 31.00 68.0 2.8 45 NE 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 4 25 11.00 32.00 67.0 2.8 46 NE 0.0

2018 4 25 12.00 33.00 66.0 2.8 48 NE 0.0

2018 4 25 13.00 32.00 67.0 2.8 275 W 0.0

2018 4 25 14.00 31.50 68.1 2.5 274 W 0.0

2018 4 25 15.00 31.00 68.8 2.7 272 W 0.0

2018 4 25 16.00 30.50 69.1 2.8 271 W 0.0

2018 4 25 17.00 30.00 69.5 2.8 272 W 0.0

2018 4 25 18.00 29.00 70.0 2.9 274 W 0.0

2018 4 25 19.00 28.80 70.6 2.9 315 NW 0.0

2018 4 25 20.00 28.60 71.2 2.9 314 NW 0.0

2018 4 25 21.00 28.40 71.8 2.8 315 NW 0.0

2018 4 25 22.00 28.20 72.4 2.8 315 NW 0.0

2018 4 25 23.00 28.10 73.0 2.8 315 NW 0.0

2018 4 25 24.00 28.00 73.0 2.8 316 NW 0.0

2018 4 26 1.00 27.00 74.0 2.8 360 N 0.0

2018 4 26 2.00 27.20 73.8 2.9 359 N 0.0

2018 4 26 3.00 27.40 73.2 2.9 358 N 0.0

2018 4 26 4.00 27.60 73.4 2.8 359 N 0.0

2018 4 26 5.00 27.80 73.0 2.8 354 N 0.0

2018 4 26 6.00 28.00 72.8 2.8 358 N 0.0

2018 4 26 7.00 29.00 72.5 2.8 271 W 0.0

2018 4 26 8.00 29.80 72.3 2.8 270 W 0.0

2018 4 26 9.00 30.60 72.0 2.8 275 W 0.0

2018 4 26 10.00 31.40 71.8 2.9 274 W 0.0

2018 4 26 11.00 32.20 71.6 2.9 276 W 0.0

2018 4 26 12.00 33.00 67.0 2.8 274 W 0.0

2018 4 26 13.00 33.00 67.8 2.8 315 NW 0.0

2018 4 26 14.00 32.00 67.2 2.8 314 NW 0.0

2018 4 26 15.00 31.20 68.1 2.8 314 NW 0.0

2018 4 26 16.00 30.90 68.2 2.8 315 NW 0.0

2018 4 26 17.00 29.20 68.5 2.8 315 NW 0.0

2018 4 26 18.00 28.00 68.7 2.8 316 NW 0.0

2018 4 26 19.00 27.80 69.0 2.8 226 SW 0.0

2018 4 26 20.00 27.60 69.3 2.8 225 SW 0.0

2018 4 26 21.00 27.40 69.6 2.8 220 SW 0.0

2018 4 26 22.00 27.20 69.8 2.9 221 SW 0.0

2018 4 26 23.00 27.20 70.1 2.9 223 SW 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 4 26 24.00 27.00 72.9 2.8 225 SW 0.0

2018 4 27 1.00 26.50 73.0 2.8 22 NNE 0.0

2018 4 27 2.00 26.61 70.1 2.9 23 NNE 0.0

2018 4 27 3.00 26.72 69.8 2.9 25 NNE 0.0

2018 4 27 4.00 26.83 69.5 2.8 26 NNE 0.0

2018 4 27 5.00 26.94 69.2 2.8 24 NNE 0.0

2018 4 27 6.00 27.00 68.9 2.8 25 NNE 0.0

2018 4 27 7.00 27.90 68.6 2.8 271 W 0.0

2018 4 27 8.00 28.80 68.3 2.8 270 W 0.0

2018 4 27 9.00 29.70 68.0 2.8 275 W 0.0

2018 4 27 10.00 30.60 67.7 2.9 274 W 0.0

2018 4 27 11.00 31.50 67.4 2.9 276 W 0.0

2018 4 27 12.00 32.00 67.1 2.8 274 W 0.0

2018 4 27 13.00 31.20 67.3 2.8 312 NW 0.0

2018 4 27 14.00 30.40 67.5 2.8 313 NW 0.0

2018 4 27 15.00 29.60 67.7 2.8 315 NW 0.0

2018 4 27 16.00 28.80 67.9 2.8 315 NW 0.0

2018 4 27 17.00 28.00 68.1 2.8 315 NW 0.0

2018 4 27 18.00 29.00 68.3 2.8 315 NW 0.0

2018 4 27 19.00 28.80 68.5 2.8 271 W 0.0

2018 4 27 20.00 28.60 68.7 2.8 270 W 0.0

2018 4 27 21.00 28.40 68.9 2.8 275 W 0.0

2018 4 27 22.00 28.20 69.1 2.9 274 W 0.0

2018 4 27 23.00 28.00 69.3 2.9 276 W 0.0

2018 4 27 24.00 27.80 72.0 2.8 274 W 0.0

2018 4 28 1.00 27.00 72.2 2.8 45 NE 0.0

2018 4 28 2.00 27.50 70.7 2.8 41 NE 0.0

2018 4 28 3.00 28.00 70.5 2.9 42 NE 0.0

2018 4 28 4.00 28.50 70.2 2.8 45 NE 0.0

2018 4 28 5.00 29.00 69.9 2.8 46 NE 0.0

2018 4 28 6.00 29.20 69.7 2.8 48 NE 0.0

2018 4 28 7.00 30.00 69.4 2.8 275 W 0.0

2018 4 28 8.00 30.50 69.2 2.9 271 W 0.0

2018 4 28 9.00 31.00 68.7 2.9 272 W 0.0

2018 4 28 10.00 31.50 68.9 2.8 275 W 0.0

2018 4 28 11.00 32.10 68.4 2.8 274 W 0.0

2018 4 28 12.00 33.00 68.0 2.9 276 W 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 4 28 13.00 32.50 68.1 2.8 275 W 0.0

2018 4 28 14.00 31.80 68.5 2.8 274 W 0.0

2018 4 28 15.00 31.10 68.9 2.8 272 W 0.0

2018 4 28 16.00 30.40 69.3 2.9 271 W 0.0

2018 4 28 17.00 29.70 69.7 2.8 272 W 0.0

2018 4 28 18.00 29.00 70.1 2.9 274 W 0.0

2018 4 28 19.00 28.70 70.5 2.9 312 NW 0.0

2018 4 28 20.00 28.40 70.9 2.8 315 NW 0.0

2018 4 28 21.00 28.10 71.3 2.8 314 NW 0.0

2018 4 28 22.00 27.80 71.7 2.7 315 NW 0.0

2018 4 28 23.00 27.50 72.1 2.8 315 NW 0.0

2018 4 28 24.00 28.00 72.0 2.9 316 NW 0.0

2018 4 29 1.00 27.90 73.0 2.8 354 N 0.0

2018 4 29 2.00 28.00 68.4 2.8 356 N 0.0

2018 4 29 3.00 28.50 68.5 2.9 356 N 0.0

2018 4 29 4.00 29.00 68.6 2.8 354 N 0.0

2018 4 29 5.00 29.50 68.6 2.8 358 N 0.0

2018 4 29 6.00 29.80 69.2 2.8 359 N 0.0

2018 4 29 7.00 30.10 68.9 2.8 275 W 0.0

2018 4 29 8.00 30.90 68.2 2.9 271 W 0.0

2018 4 29 9.00 31.70 68.0 2.9 272 W 0.0

2018 4 29 10.00 32.50 69.1 2.8 275 W 0.0

2018 4 29 11.00 32.60 69.6 2.8 274 W 0.0

2018 4 29 12.00 32.80 69.0 2.9 276 W 0.0

2018 4 29 13.00 33.00 69.3 2.8 275 W 0.0

2018 4 29 14.00 32.60 69.6 2.8 274 W 0.0

2018 4 29 15.00 31.10 69.9 2.8 272 W 0.0

2018 4 29 16.00 30.90 70.2 2.9 271 W 0.0

2018 4 29 17.00 29.90 70.5 2.8 272 W 0.0

2018 4 29 18.00 29.00 70.8 2.9 274 W 0.0

2018 4 29 19.00 28.80 71.1 2.9 314 NW 0.0

2018 4 29 20.00 28.60 71.4 2.8 314 NW 0.0

2018 4 29 21.00 28.40 71.7 2.8 315 NW 0.0

2018 4 29 22.00 28.20 72.0 2.7 312 NW 0.0

2018 4 29 23.00 27.80 72.3 2.8 315 NW 0.0

2018 4 29 24.00 28.00 74.0 2.9 316 NW 0.0

2018 4 30 1.00 27.80 73.5 2.8 354 N 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 4 30 2.00 28.20 71.0 2.8 359 N 0.0

2018 4 30 3.00 28.40 72.6 2.8 356 N 0.0

2018 4 30 4.00 28.60 72.8 2.8 354 N 0.0

2018 4 30 5.00 28.80 72.2 2.8 358 N 0.0

2018 4 30 6.00 29.00 71.6 2.9 359 N 0.0

2018 4 30 7.00 29.60 71.0 2.9 315 NW 0.0

2018 4 30 8.00 30.20 70.4 2.9 314 NW 0.0

2018 4 30 9.00 30.80 69.8 2.9 315 NW 0.0

2018 4 30 10.00 31.40 69.2 2.9 315 NW 0.0

2018 4 30 11.00 32.00 68.6 2.9 314 NW 0.0

2018 4 30 12.00 33.00 68.0 2.9 316 NW 0.0

2018 4 30 13.00 34.00 68.4 2.8 275 W 0.0

2018 4 30 14.00 33.50 68.8 2.8 274 W 0.0

2018 4 30 15.00 33.00 69.2 2.8 272 W 0.0

2018 4 30 16.00 32.50 69.6 2.8 271 W 0.0

2018 4 30 17.00 31.80 70.0 2.8 272 W 0.0

2018 4 30 18.00 30.90 70.4 2.8 274 W 0.0

2018 4 30 19.00 29.80 70.8 2.8 312 NW 0.0

2018 4 30 20.00 29.70 71.2 2.9 313 NW 0.0

2018 4 30 21.00 29.80 71.6 2.9 314 NW 0.0

2018 4 30 22.00 29.60 72.0 2.9 315 NW 0.0

2018 4 30 23.00 29.20 72.4 2.9 315 NW 0.0

2018 4 30 24.00 29.00 73.8 2.9 316 NW 0.0

2018 5 1 1.00 28.00 74.0 3.1 312 NW 0.0

2018 5 1 2.00 28.20 69.2 3.1 315 NW 0.0

2018 5 1 3.00 28.40 69.1 3.1 314 NW 0.0

2018 5 1 4.00 28.60 68.9 3.1 312 NW 0.0

2018 5 1 5.00 28.80 68..7 3.1 315 NW 0.0

2018 5 1 6.00 29.00 68.8 3.0 316 NW 0.0

2018 5 1 7.00 30.00 68.6 3.0 271 W 0.0

2018 5 1 8.00 30.60 68.5 3.0 270 W 0.0

2018 5 1 9.00 31.20 68..8 3.0 275 W 0.0

2018 5 1 10.00 31.80 68.3 2.8 274 W 0.0

2018 5 1 11.00 32.40 68.2 3.0 276 W 0.0

2018 5 1 12.00 33.00 68.0 3.1 274 W 0.0

2018 5 1 13.00 33.80 68.6 3.1 275 W 0.0

2018 5 1 14.00 33.00 68.5 3.1 271 W 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 5 1 15.00 32.20 68.9 3.1 272 W 0.0

2018 5 1 16.00 31.40 69.3 3.2 275 W 0.0

2018 5 1 17.00 30.60 68.1 3.2 274 W 0.0

2018 5 1 18.00 30.00 68.2 3.2 276 W 0.0

2018 5 1 19.00 29.80 68.8 3.1 315 NW 0.0

2018 5 1 20.00 29.60 70.1 3.1 313 NW 0.0

2018 5 1 21.00 29.40 72.3 3.1 312 NW 0.0

2018 5 1 22.00 29.20 73.0 3.1 315 NW 0.0

2018 5 1 23.00 29.10 73.6 3.1 312 NW 0.0

2018 5 1 24.00 29.00 73.0 3.1 316 NW 0.0

2018 5 2 1.00 28.60 73.0 3.1 360 N 0.0

2018 5 2 2.00 28.80 73.0 3.2 359 N 0.0

2018 5 2 3.00 29.00 72.7 3.2 359 N 0.0

2018 5 2 4.00 29.20 72.4 3.2 356 N 0.0

2018 5 2 5.00 29.40 72.1 3.1 354 N 0.0

2018 5 2 6.00 29.80 71.8 3.0 358 N 0.0

2018 5 2 7.00 30.00 71.5 3.1 271 W 0.0

2018 5 2 8.00 30.60 71.2 3.0 270 W 0.0

2018 5 2 9.00 31.20 70.9 3.0 275 W 0.0

2018 5 2 10.00 31.80 70.6 3.0 274 W 0.0

2018 5 2 11.00 31.90 70.3 2.9 276 W 0.0

2018 5 2 12.00 32.50 70.0 3.0 274 W 0.0

2018 5 2 13.00 33.00 70.3 3.0 315 NW 0.0

2018 5 2 14.00 32.60 70.6 3.1 314 NW 0.0

2018 5 2 15.00 32.20 70.9 3.1 314 NW 0.0

2018 5 2 16.00 31.80 71.2 3.1 315 NW 0.0

2018 5 2 17.00 31.40 71.5 3.1 316 NW 0.0

2018 5 2 18.00 30.10 71.8 3.2 315 NW 0.0

2018 5 2 19.00 29.70 72.1 3.2 315 NW 0.0

2018 5 2 20.00 29.30 72.4 3.1 314 NW 0.0

2018 5 2 21.00 28.90 72.7 3.2 315 NW 0.0

2018 5 2 22.00 28.50 73.0 3.1 315 NW 0.0

2018 5 2 23.00 28.10 73.3 3.2 312 NW 0.0

2018 5 2 24.00 28.00 74.0 3.2 316 NW 0.0

2018 5 3 1.00 27.00 73.0 3.1 354 N 0.0

2018 5 3 2.00 27.20 72.0 2.9 359 N 0.0

2018 5 3 3.00 27.40 70.1 3.0 356 N 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 5 3 4.00 27.60 69.2 3.0 359 N 0.0

2018 5 3 5.00 27.80 68.9 3.0 358 N 0.0

2018 5 3 6.00 28.00 68.8 3.1 359 N 0.0

2018 5 3 7.00 29.00 68.7 3.1 248 WSW 0.0

2018 5 3 8.00 29.80 68.6 3.1 249 WSW 0.0

2018 5 3 9.00 30.60 68.5 3.1 245 WSW 0.0

2018 5 3 10.00 31.40 68.4 3.1 246 WSW 0.0

2018 5 3 11.00 32.20 68.3 3.2 241 WSW 0.0

2018 5 3 12.00 33.00 68.2 3.1 241 WSW 0.0

2018 5 3 13.00 34.00 68.1 2.9 275 W 0.0

2018 5 3 14.00 33.00 68.2 3.0 274 W 0.0

2018 5 3 15.00 32.50 68.8 3.0 272 W 0.0

2018 5 3 16.00 32.00 69.4 3.0 271 W 0.0

2018 5 3 17.00 31.50 70.0 3.1 272 W 0.0

2018 5 3 18.00 30.00 70.6 3.1 274 W 0.0

2018 5 3 19.00 29.80 71.2 3.1 312 NW 0.0

2018 5 3 20.00 29.60 71.8 3.1 313 NW 0.0

2018 5 3 21.00 29.40 72.4 3.1 315 NW 0.0

2018 5 3 22.00 29.20 73.0 3.2 316 NW 0.0

2018 5 3 23.00 29.00 73.6 3.1 315 NW 0.0

2018 5 3 24.00 28.00 74.0 3.1 316 NW 0.0

2018 5 4 1.00 28.20 73.0 3.1 271 W 0.0

2018 5 4 2.00 28.40 73.1 3.1 270 W 0.0

2018 5 4 3.00 28.60 72.6 3.1 275 W 0.0

2018 5 4 4.00 28.80 72.2 3.1 274 W 0.0

2018 5 4 5.00 29.00 71.8 3.1 276 W 0.0

2018 5 4 6.00 29.00 71.4 3.2 274 W 0.0

2018 5 4 7.00 29.60 71.0 3.2 275 W 0.0

2018 5 4 8.00 30.20 70.6 3.2 271 W 0.0

2018 5 4 9.00 30.80 70.2 3.1 272 W 0.0

2018 5 4 10.00 31.40 69.8 3.0 275 W 0.0

2018 5 4 11.00 32.00 69.4 3.1 274 W 0.0

2018 5 4 12.00 33.20 69.0 3.0 276 W 0.0

2018 5 4 13.00 34.00 69.2 3.0 275 W 0.0

2018 5 4 14.00 33.50 69.4 3.0 274 W 0.0

2018 5 4 15.00 33.00 69.6 2.9 272 W 0.0

2018 5 4 16.00 32.50 69.8 3.0 271 W 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 5 4 17.00 32.00 70.0 3.0 272 W 0.0

2018 5 4 18.00 31.80 70.2 3.1 274 W 0.0

2018 5 4 19.00 31.60 70.4 3.1 315 NW 0.0

2018 5 4 20.00 31.40 70.6 3.1 314 NW 0.0

2018 5 4 21.00 31.20 70.8 3.1 315 NW 0.0

2018 5 4 22.00 31.00 71.0 3.2 315 NW 0.0

2018 5 4 23.00 30.80 72.1 3.2 314 NW 0.0

2018 5 4 24.00 30.00 73.1 3.1 316 NW 0.0

2018 5 5 1.00 29.10 74.0 3.2 354 N 0.0

2018 5 5 2.00 28.20 73.0 3.1 359 N 0.0

2018 5 5 3.00 28.40 72.4 3.2 360 N 0.0

2018 5 5 4.00 28.60 71.8 3.2 360 N 0.0

2018 5 5 5.00 28.80 71.2 3.1 358 N 0.0

2018 5 5 6.00 29.00 70.6 3.1 359 N 0.0

2018 5 5 7.00 31.00 70.0 3.1 275 W 0.0

2018 5 5 8.00 31.30 69.4 3.1 274 W 0.0

2018 5 5 9.00 31.60 68.8 3.1 272 W 0.0

2018 5 5 10.00 31.90 68.2 3.0 271 W 0.0

2018 5 5 11.00 32.20 67.6 3.0 272 W 0.0

2018 5 5 12.00 33.00 67.0 3.0 274 W 0.0

2018 5 5 13.00 34.00 67.8 3.0 360 N 0.0

2018 5 5 14.00 32.80 68.6 2.8 350 N 0.0

2018 5 5 15.00 31.60 69.4 3.0 352 N 0.0

2018 5 5 16.00 31.40 70.2 3.1 314 NW 0.0

2018 5 5 17.00 31.20 71.0 3.1 314 NW 0.0

2018 5 5 18.00 31.00 71.8 3.1 315 NW 0.0

2018 5 5 19.00 30.80 72.6 3.1 316 NW 0.0

2018 5 5 20.00 30.60 73.4 3.2 314 NW 0.0

2018 5 5 21.00 30.40 73.8 3.2 312 NW 0.0

2018 5 5 22.00 30.20 73.6 3.2 315 NW 0.0

2018 5 5 23.00 30.00 74.1 3.1 312 NW 0.0

2018 5 5 24.00 29.80 74.0 3.1 316 NW 0.0

2018 5 6 1.00 29.00 73.0 3.1 314 NW 0.0

2018 5 6 2.00 29.20 71.0 3.1 315 NW 0.0

2018 5 6 3.00 29.40 70.7 3.1 316 NW 0.0

2018 5 6 4.00 29.60 70.4 3.1 314 NW 0.0

2018 5 6 5.00 29.80 70.1 3.1 314 NW 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 5 6 6.00 30.00 69.8 3.2 315 NW 0.0

2018 5 6 7.00 31.00 69.5 3.2 271 W 0.0

2018 5 6 8.00 31.60 69.2 3.2 270 W 0.0

2018 5 6 9.00 32.20 68.9 3.1 275 W 0.0

2018 5 6 10.00 32.80 68.6 3.0 274 W 0.0

2018 5 6 11.00 33.40 68.3 3.1 276 W 0.0

2018 5 6 12.00 34.00 68.0 3.0 274 W 0.0

2018 5 6 13.00 36.00 68.2 3.0 275 W 0.0

2018 5 6 14.00 34.40 68.4 3.1 271 W 0.0

2018 5 6 15.00 33.80 68.6 3.1 272 W 0.0

2018 5 6 16.00 33.20 68.8 3.1 275 W 0.0

2018 5 6 17.00 32.60 69.0 3.1 274 W 0.0

2018 5 6 18.00 32.00 69.2 3.2 276 W 0.0

2018 5 6 19.00 31.80 69.4 3.2 360 N 0.0

2018 5 6 20.00 31.60 69.6 3.2 359 N 0.0

2018 5 6 21.00 31.40 69.8 3.1 359 N 0.0

2018 5 6 22.00 31.20 71.2 3.1 360 N 0.0

2018 5 6 23.00 29.80 72.2 3.1 354 N 0.0

2018 5 6 24.00 29.20 73.0 3.1 358 N 0.0

2018 5 7 1.00 29.00 74.0 3.1 315 NW 0.0

2018 5 7 2.00 29.20 72.0 3.1 316 NW 0.0

2018 5 7 3.00 29.40 71.7 3.1 315 NW 0.0

2018 5 7 4.00 29.60 71.4 3.2 315 NW 0.0

2018 5 7 5.00 29.80 71.1 3.2 316 NW 0.0

2018 5 7 6.00 30.10 70.8 3.2 315 NW 0.0

2018 5 7 7.00 31.00 70.5 3.1 271 W 0.0

2018 5 7 8.00 31.60 70.2 3.0 270 W 0.0

2018 5 7 9.00 32.20 69.9 3.1 275 W 0.0

2018 5 7 10.00 32.80 69.6 3.0 274 W 0.0

2018 5 7 11.00 33.40 69.3 3.0 276 W 0.0

2018 5 7 12.00 34.00 69.0 3.1 274 W 0.0

2018 5 7 13.00 34.10 69.4 3.1 275 W 0.0

2018 5 7 14.00 33.80 69.8 3.2 271 W 0.0

2018 5 7 15.00 33.50 70.2 3.2 272 W 0.0

2018 5 7 16.00 33.20 70.6 3.2 275 W 0.0

2018 5 7 17.00 32.90 71.0 3.1 274 W 0.0

2018 5 7 18.00 33.00 71.4 3.0 276 W 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 5 7 19.00 32.50 71.8 3.1 315 NW 0.0

2018 5 7 20.00 32.00 72.2 3.0 314 NW 0.0

2018 5 7 21.00 31.50 72.6 3.0 314 NW 0.0

2018 5 7 22.00 31.00 73.0 3.1 315 NW 0.0

2018 5 7 23.00 30.50 73.4 3.1 314 NW 0.0

2018 5 7 24.00 30.00 74.0 3.1 316 NW 0.0

2018 5 8 1.00 30.00 73.0 3.1 314 NW 0.0

2018 5 8 2.00 30.20 72.0 3.2 315 NW 0.0

2018 5 8 3.00 30.40 71.8 3.2 316 NW 0.0

2018 5 8 4.00 30.60 71.6 3.2 314 NW 0.0

2018 5 8 5.00 30.80 71.4 3.1 315 NW 0.0

2018 5 8 6.00 31.00 71.2 3.1 316 NW 0.0

2018 5 8 7.00 31.40 71.0 3.1 314 NW 0.0

2018 5 8 8.00 31.80 70.8 3.1 315 NW 0.0

2018 5 8 9.00 32.20 70.6 3.1 316 NW 0.0

2018 5 8 10.00 32.60 70.4 3.1 315 NW 0.0

2018 5 8 11.00 33.00 70.2 3.1 359 N 0.0

2018 5 8 12.00 33.40 70.0 3.2 358 N 0.0

2018 5 8 13.00 34.00 70.3 3.2 312 NW 0.0

2018 5 8 14.00 33.80 70.6 3.2 311 NW 0.0

2018 5 8 15.00 33.60 70.9 3.1 314 NW 0.0

2018 5 8 16.00 33.40 71.2 3.0 312 NW 0.0

2018 5 8 17.00 32.80 71.5 3.1 315 NW 0.0

2018 5 8 18.00 32.00 71.8 3.0 316 NW 0.0

2018 5 8 19.00 31.40 72.1 3.0 271 W 0.0

2018 5 8 20.00 30.80 72.4 3.1 270 W 0.0

2018 5 8 21.00 30.60 72.7 3.1 275 W 0.0

2018 5 8 22.00 30.40 73.0 3.1 274 W 0.0

2018 5 8 23.00 30.20 73.3 3.1 276 W 0.0

2018 5 8 24.00 30.00 74.0 3.1 274 W 0.0

2018 5 9 1.00 29.00 73.0 3.0 359 N 0.0

2018 5 9 2.00 29.40 72.6 3.0 354 N 0.0

2018 5 9 3.00 29.80 72.2 3.0 358 N 0.0

2018 5 9 4.00 30.20 71.8 3.0 356 N 0.0

2018 5 9 5.00 30.60 71.4 2.8 354 N 0.0

2018 5 9 6.00 31.00 71.0 3.0 359 N 0.0

2018 5 9 7.00 31.40 70.6 3.1 314 NW 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 5 9 8.00 31.80 70.2 3.1 315 NW 0.0

2018 5 9 9.00 32.20 69.8 3.1 314 NW 0.0

2018 5 9 10.00 32.80 69.4 3.1 315 NW 0.0

2018 5 9 11.00 33.60 69.0 3.2 314 NW 0.0

2018 5 9 12.00 34.50 68.0 3.2 315 NW 0.0

2018 5 9 13.00 35.00 68.3 3.2 316 NW 0.0

2018 5 9 14.00 34.80 68.6 3.1 315 NW 0.0

2018 5 9 15.00 34.20 68.9 3.1 317 NW 0.0

2018 5 9 16.00 34.10 69.2 3.1 32018 NW 0.0

2018 5 9 17.00 34.30 69.5 3.1 319 NW 0.0

2018 5 9 18.00 .34.2 69.8 3.1 315 NW 0.0

2018 5 9 19.00 33.00 70.1 3.1 312 NW 0.0

2018 5 9 20.00 32.40 70.4 3.1 314 NW 0.0

2018 5 9 21.00 31.80 70.7 3.2 315 NW 0.0

2018 5 9 22.00 31.20 71.0 3.2 315 NW 0.0

2018 5 9 23.00 30.60 71.3 3.2 315 NW 0.0

2018 5 9 24.00 30.00 72.2 3.1 316 NW 0.0

2018 5 10 1.00 29.80 72.9 3.0 137 SE 0.0

2018 5 10 2.00 30.00 73.0 3.1 138 SE 0.0

2018 5 10 3.00 30.30 72.6 3.0 139 SE 0.0

2018 5 10 4.00 30.60 72.2 3.0 135 SE 0.0

2018 5 10 5.00 30.90 71.8 3.0 136 SE 0.0

2018 5 10 6.00 31.20 71.4 2.9 135 SE 0.0

2018 5 10 7.00 31.50 71.0 3.0 94 E 0.0

2018 5 10 8.00 31.80 70.6 3.0 95 E 0.0

2018 5 10 9.00 32.10 70.2 3.1 93 E 0.0

2018 5 10 10.00 32.40 69.8 3.1 91 E 0.0

2018 5 10 11.00 32.70 69.4 3.1 89 E 0.0

2018 5 10 12.00 33.00 69.0 3.1 88 E 0.0

2018 5 10 13.00 32.20 69.3 3.1 315 NW 0.0

2018 5 10 14.00 31.00 69.6 3.1 315 NW 0.0

2018 5 10 15.00 30.70 69.9 3.1 314 NW 0.0

2018 5 10 16.00 30.40 70.2 3.2 315 NW 0.0

2018 5 10 17.00 30.10 70.5 3.1 314 NW 0.0

2018 5 10 18.00 29.80 70.8 3.2 313 NW 0.0

2018 5 10 19.00 29.50 71.1 3.2 94 E 0.0

2018 5 10 20.00 29.20 71.4 3.1 95 E 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 5 10 21.00 28.90 71.7 2.9 93 E 0.0

2018 5 10 22.00 28.60 72.0 3.0 91 E 0.0

2018 5 10 23.00 28.30 72.3 3.0 89 E 0.0

2018 5 10 24.00 28.00 73.0 3.0 88 E 0.0

2018 5 11 1.00 27.80 71.0 3.1 41 NE 0.0

2018 5 11 2.00 28.90 70.8 3.1 47 NE 0.0

2018 5 11 3.00 29.10 70.6 3.1 45 NE 0.0

2018 5 11 4.00 29.40 70.4 3.1 42 NE 0.0

2018 5 11 5.00 29.60 70.2 3.1 46 NE 0.0

2018 5 11 6.00 30.90 70.0 3.2 45 NE 0.0

2018 5 11 7.00 31.20 69.8 3.1 271 W 0.0

2018 5 11 8.00 31.50 69.6 2.9 270 W 0.0

2018 5 11 9.00 31.80 69.4 3.0 275 W 0.0

2018 5 11 10.00 32.10 69.2 3.0 274 W 0.0

2018 5 11 11.00 32.40 69.0 3.0 276 W 0.0

2018 5 11 12.00 32.70 70.0 3.1 274 W 0.0

2018 5 11 13.00 33.00 70.2 3.1 275 W 0.0

2018 5 11 14.00 32.60 70.4 3.1 271 W 0.0

2018 5 11 15.00 32.20 70.6 3.1 272 W 0.0

2018 5 11 16.00 31.80 70.8 3.1 275 W 0.0

2018 5 11 17.00 31.40 71.0 3.2 274 W 0.0

2018 5 11 18.00 31.00 71.2 3.1 276 W 0.0

2018 5 11 19.00 30.60 71.4 3.1 315 NW 0.0

2018 5 11 20.00 30.20 71.6 3.1 313 NW 0.0

2018 5 11 21.00 29.80 71.8 3.1 314 NW 0.0

2018 5 11 22.00 29.40 72.0 3.1 314 NW 0.0

2018 5 11 23.00 29.00 72.2 3.1 315 NW 0.0

2018 5 11 24.00 28.60 73.0 3.1 316 NW 0.0

2018 5 12 1.00 29.00 74.0 3.2 90 E 0.0

2018 5 12 2.00 29.30 72.2 3.2 96 E 0.0

2018 5 12 3.00 29.60 72.0 3.2 95 E 0.0

2018 5 12 4.00 29.90 71.8 3.1 92 E 0.0

2018 5 12 5.00 30.20 71.6 3.0 91 E 0.0

2018 5 12 6.00 30.50 71.4 3.1 96 E 0.0

2018 5 12 7.00 30.80 71.2 3.0 271 W 0.0

2018 5 12 8.00 31.10 71.0 3.0 270 W 0.0

2018 5 12 9.00 31.40 70.8 3.0 275 W 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 5 12 10.00 31.70 70.6 2.9 274 W 0.0

2018 5 12 11.00 32.00 70.4 3.0 276 W 0.0

2018 5 12 12.00 32.30 70.2 3.0 274 W 0.0

2018 5 12 13.00 33.00 70.0 3.1 275 W 0.0

2018 5 12 14.00 32.30 70.3 3.1 271 W 0.0

2018 5 12 15.00 32.00 70.6 3.1 272 W 0.0

2018 5 12 16.00 31.20 70.9 3.1 275 W 0.0

2018 5 12 17.00 31.10 71.2 3.2 274 W 0.0

2018 5 12 18.00 30.20 71.5 3.2 276 W 0.0

2018 5 12 19.00 29.80 71.8 3.1 359 N 0.0

2018 5 12 20.00 29.70 72.1 3.2 354 N 0.0

2018 5 12 21.00 29.80 72.4 3.1 358 N 0.0

2018 5 12 22.00 29.90 72.7 3.2 356 N 0.0

2018 5 12 23.00 29.30 73.0 3.2 354 N 0.0

2018 5 12 24.00 29.00 74.0 3.1 352 N 0.0

2018 5 13 1.00 29.30 73.0 3.1 354 N 0.0

2018 5 13 2.00 29.60 72.4 3.1 352 N 0.0

2018 5 13 3.00 29.90 72.0 3.1 356 N 0.0

2018 5 13 4.00 30.20 71.6 3.1 354 N 0.0

2018 5 13 5.00 30.50 71.2 3.0 358 N 0.0

2018 5 13 6.00 30.80 70.8 3.0 359 N 0.0

2018 5 13 7.00 31.10 70.4 3.0 314 NW 0.0

2018 5 13 8.00 31.40 70.0 3.0 315 NW 0.0

2018 5 13 9.00 31.70 69.6 2.8 315 NW 0.0

2018 5 13 10.00 32.00 69.2 3.0 314 NW 0.0

2018 5 13 11.00 32.30 68.8 3.1 312 NW 0.0

2018 5 13 12.00 32.60 68.4 3.1 316 NW 0.0

2018 5 13 13.00 33.00 68.0 3.1 226 SW 0.0

2018 5 13 14.00 32.00 68.3 3.1 225 SW 0.0

2018 5 13 15.00 31.80 68.6 3.2 220 SW 0.0

2018 5 13 16.00 31.60 68.9 3.2 221 SW 0.0

2018 5 13 17.00 31.40 69.2 3.2 223 SW 0.0

2018 5 13 18.00 31.20 69.5 3.1 225 SW 0.0

2018 5 13 19.00 31.00 69.8 3.1 275 W 0.0

2018 5 13 20.00 30.80 70.1 3.1 274 W 0.0

2018 5 13 21.00 30.60 70.4 3.1 272 W 0.0

2018 5 13 22.00 30.40 70.7 3.1 271 W 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 5 13 23.00 30.20 71.0 3.1 272 W 0.0

2018 5 13 24.00 30.00 72.9 3.1 274 W 0.0

2018 5 14 1.00 30.10 73 3.2 41 NE 0.0

2018 5 14 2.00 30.20 72.0 3.2 47 NE 0.0

2018 5 14 3.00 30.30 71.7 3.2 45 NE 0.0

2018 5 14 4.00 30.40 71.4 3.1 42 NE 0.0

2018 5 14 5.00 30.50 71.1 3.0 46 NE 0.0

2018 5 14 6.00 30.60 70.8 3.1 45 NE 0.0

2018 5 14 7.00 30.70 70.5 3.0 312 NW 0.0

2018 5 14 8.00 30.80 70.2 3.0 314 NW 0.0

2018 5 14 9.00 30.90 69.9 3.1 315 NW 0.0

2018 5 14 10.00 31.00 69.6 3.1 314 NW 0.0

2018 5 14 11.00 31.10 69.3 3.1 313 NW 0.0

2018 5 14 12.00 32.40 69.0 3.1 316 NW 0.0

2018 5 14 13.00 33.00 69.4 3.2 315 NW 0.0

2018 5 14 14.00 32.80 69.8 3.2 315 NW 0.0

2018 5 14 15.00 32.60 70.2 3.2 314 NW 0.0

2018 5 14 16.00 32.40 70.6 3.1 315 NW 0.0

2018 5 14 17.00 32.20 71.0 3.1 315 NW 0.0

2018 5 14 18.00 32.00 71.4 3.1 314 NW 0.0

2018 5 14 19.00 31.80 71.8 3.1 315 NW 0.0

2018 5 14 20.00 31.60 72.2 3.1 314 NW 0.0

2018 5 14 21.00 31.40 72.6 3.1 312 NW 0.0

2018 5 14 22.00 31.20 73.0 3.1 315 NW 0.0

2018 5 14 23.00 31.00 73.4 3.2 312 NW 0.0

2018 5 14 24.00 30.00 74 3.2 316 NW 0.0

2018 5 15 1.00 29.50 73.1 3.2 45 NE 0.0

2018 5 15 2.00 29.70 71.0 3.1 41 NE 0.0

2018 5 15 3.00 29.90 70.7 3.0 42 NE 0.0

2018 5 15 4.00 30.10 70.4 3.1 45 NE 0.0

2018 5 15 5.00 30.30 70.1 3.0 46 NE 0.0

2018 5 15 6.00 30.50 69.8 3.0 48 NE 0.0

2018 5 15 7.00 30.70 69.5 3.1 135 SE 0.0

2018 5 15 8.00 30.90 69.2 3.1 130 SE 0.0

2018 5 15 9.00 31.10 68.9 3.2 132 SE 0.0

2018 5 15 10.00 32.10 68.6 3.2 132 SE 0.0

2018 5 15 11.00 32.30 68.3 3.2 131 SE 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 5 15 12.00 32.40 68.0 3.1 132 SE 0.0

2018 5 15 13.00 33.00 68.4 3.0 315 NW 0.0

2018 5 15 14.00 32.60 68.8 3.1 314 NW 0.0

2018 5 15 15.00 32.70 69.2 3.0 315 NW 0.0

2018 5 15 16.00 32.40 69.6 3.0 316 NW 0.0

2018 5 15 17.00 32.30 70.0 3.1 314 NW 0.0

2018 5 15 18.00 31.90 70.4 3.1 316 NW 0.0

2018 5 15 19.00 31.20 70.8 3.1 315 NW 0.0

2018 5 15 20.00 30.50 71.2 3.1 314 NW 0.0

2018 5 15 21.00 29.80 71.6 3.2 314 NW 0.0

2018 5 15 22.00 29.10 72.0 3.2 315 NW 0.0

2018 5 15 23.00 29.20 72.4 3.2 313 NW 0.0

2018 5 15 24.00 29.00 73.8 3.1 315 NW 0.0

2018 5 16 1.00 28.00 74.0 3.1 360 N 0.0

2018 5 16 2.00 28.40 72.0 3.1 356 N 0.0

2018 5 16 3.00 28.80 71.8 3.1 358 N 0.0

2018 5 16 4.00 29.20 71.6 3.1 359 N 0.0

2018 5 16 5.00 29.60 71.4 3.1 358 N 0.0

2018 5 16 6.00 30.00 71.2 3.1 358 N 0.0

2018 5 16 7.00 30.40 71.0 3.2 135 SE 0.0

2018 5 16 8.00 30.80 70.8 3.2 130 SE 0.0

2018 5 16 9.00 31.20 70.6 3.2 132 SE 0.0

2018 5 16 10.00 31.60 70.4 3.1 132 SE 0.0

2018 5 16 11.00 32.00 70.2 3.0 131 SE 0.0

2018 5 16 12.00 32.40 70.0 3.1 132 SE 0.0

2018 5 16 13.00 33.00 70.3 3.0 315 NW 0.0

2018 5 16 14.00 33.20 70.6 3.0 313 NW 0.0

2018 5 16 15.00 33.30 70.9 3.1 314 NW 0.0

2018 5 16 16.00 33.00 71.2 3.1 315 NW 0.0

2018 5 16 17.00 31.60 71.5 3.1 314 NW 0.0

2018 5 16 18.00 30.80 71.8 3.1 316 NW 0.0

2018 5 16 19.00 30.00 72.1 3.1 90 E 0.0

2018 5 16 20.00 29.20 72.4 3.0 96 E 0.0

2018 5 16 21.00 28.40 72.7 3.0 95 E 0.0

2018 5 16 22.00 27.60 73.0 3.0 92 E 0.0

2018 5 16 23.00 26.80 73.3 3.0 91 E 0.0

2018 5 16 24.00 26.00 74.0 2.8 96 E 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 5 17 1.00 25.00 73.0 3.0 360 N 0.0

2018 5 17 2.00 25.60 71.0 3.1 359 N 0.0

2018 5 17 3.00 26.20 70.7 3.1 356 N 0.0

2018 5 17 4.00 26.80 70.4 3.1 314 NW 0.0

2018 5 17 5.00 27.40 70.1 3.1 315 NW 0.0

2018 5 17 6.00 28.00 69.8 3.2 316 NW 0.0

2018 5 17 7.00 28.60 69.5 3.2 135 SE 0.0

2018 5 17 8.00 29.20 69.2 3.2 130 SE 0.0

2018 5 17 9.00 29.80 68.9 3.1 132 SE 0.0

2018 5 17 10.00 30.40 68.6 3.1 132 SE 0.0

2018 5 17 11.00 31.00 68.3 3.1 131 SE 0.0

2018 5 17 12.00 32.10 68.0 3.1 132 SE 0.0

2018 5 17 13.00 33.00 68.2 3.1 271 W 0.0

2018 5 17 14.00 32.00 68.4 3.1 270 W 0.0

2018 5 17 15.00 31.40 68.6 3.1 275 W 0.0

2018 5 17 16.00 30.80 68.8 3.2 274 W 0.0

2018 5 17 17.00 30.20 69.0 3.2 276 W 0.0

2018 5 17 18.00 29.60 69.2 3.2 274 W 0.0

2018 5 17 19.00 29.00 69.4 3.1 135 SE 0.0

2018 5 17 20.00 28.40 69.6 3.0 130 SE 0.0

2018 5 17 21.00 27.80 69.8 3.1 132 SE 0.0

2018 5 17 22.00 27.20 71.2 3.0 132 SE 0.0

2018 5 17 23.00 26.60 73.1 3.0 131 SE 0.0

2018 5 17 24.00 26.00 74.0 3.0 132 SE 0.0

2018 5 2018 1.00 27.00 71.9 2.9 90 E 0.0

2018 5 2018 2.00 27.60 71.0 3.0 96 E 0.0

2018 5 2018 3.00 28.20 70.8 3.0 95 E 0.0

2018 5 2018 4.00 28.80 70.6 3.1 92 E 0.0

2018 5 2018 5.00 29.40 70.4 3.1 91 E 0.0

2018 5 2018 6.00 30.00 70.2 3.1 96 E 0.0

2018 5 2018 7.00 30.60 70.0 3.1 271 W 0.0

2018 5 2018 8.00 31.20 69.8 3.2 270 W 0.0

2018 5 2018 9.00 31.80 69.6 3.2 275 W 0.0

2018 5 2018 10.00 32.40 69.4 3.1 274 W 0.0

2018 5 2018 11.00 32.50 69.2 3.2 276 W 0.0

2018 5 2018 12.00 32.60 69.0 3.1 274 W 0.0

2018 5 2018 13.00 33.00 69.3 3.2 275 W 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 5 2018 14.00 32.00 69.6 3.2 271 W 0.0

2018 5 2018 15.00 31.70 69.9 3.1 272 W 0.0

2018 5 2018 16.00 31.40 70.2 2.9 275 W 0.0

2018 5 2018 17.00 31.10 70.5 3.0 274 W 0.0

2018 5 2018 18.00 30.80 70.8 3.0 276 W 0.0

2018 5 2018 19.00 30.50 71.1 3.0 275 W 0.0

2018 5 2018 20.00 30.20 71.4 3.1 274 W 0.0

2018 5 2018 21.00 29.90 71.7 3.1 272 W 0.0

2018 5 2018 22.00 29.60 72.0 3.1 271 W 0.0

2018 5 2018 23.00 29.30 72.3 3.1 272 W 0.0

2018 5 2018 24.00 29.00 72.0 3.1 274 W 0.0

2018 5 19 1.00 28.00 73.0 3.2 90 E 0.0

2018 5 19 2.00 28.60 72.0 3.1 96 E 0.0

2018 5 19 3.00 29.20 71.7 2.9 95 E 0.0

2018 5 19 4.00 29.80 71.4 3.0 92 E 0.0

2018 5 19 5.00 30.40 71.1 3.0 91 E 0.0

2018 5 19 6.00 31.00 70.8 3.0 96 E 0.0

2018 5 19 7.00 31.60 70.5 3.1 271 W 0.0

2018 5 19 8.00 32.20 70.2 3.1 270 W 0.0

2018 5 19 9.00 32.80 69.9 3.1 275 W 0.0

2018 5 19 10.00 33.40 69.6 3.1 274 W 0.0

2018 5 19 11.00 33.50 69.3 3.1 276 W 0.0

2018 5 19 12.00 33.70 69.0 3.2 274 W 0.0

2018 5 19 13.00 34.00 69.4 3.1 275 W 0.0

2018 5 19 14.00 33.00 69.8 3.1 271 W 0.0

2018 5 19 15.00 32.70 70.2 3.1 272 W 0.0

2018 5 19 16.00 32.40 70.6 3.1 275 W 0.0

2018 5 19 17.00 32.10 71.0 3.1 274 W 0.0

2018 5 19 18.00 31.80 71.4 3.1 276 W 0.0

2018 5 19 19.00 31.50 71.8 3.1 315 NW 0.0

2018 5 19 20.00 31.20 72.2 3.2 313 NW 0.0

2018 5 19 21.00 30.90 72.6 3.2 314 NW 0.0

2018 5 19 22.00 30.60 73.0 3.2 315 NW 0.0

2018 5 19 23.00 30.30 73.4 3.1 313 NW 0.0

2018 5 19 24.00 30.00 74.0 3.0 316 NW 0.0

2018 5 20 1.00 29.00 73.0 3.1 90 E 0.0

2018 5 20 2.00 29.40 72.0 3.0 96 E 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 5 20 3.00 29.80 71.6 3.0 95 E 0.0

2018 5 20 4.00 30.20 71.2 3.0 92 E 0.0

2018 5 20 5.00 30.60 70.8 2.9 91 E 0.0

2018 5 20 6.00 31.00 70.4 3.0 96 E 0.0

2018 5 20 7.00 31.40 70.0 3.0 226 SW 0.0

2018 5 20 8.00 31.80 69.6 3.1 225 SW 0.0

2018 5 20 9.00 32.20 69.2 3.1 220 SW 0.0

2018 5 20 10.00 32.60 68.8 3.1 221 SW 0.0

2018 5 20 11.00 32.70 68.4 3.1 223 SW 0.0

2018 5 20 12.00 32.90 68.0 3.2 225 SW 0.0

2018 5 20 13.00 33.00 68.3 3.2 271 W 0.0

2018 5 20 14.00 32.80 68.6 3.1 270 W 0.0

2018 5 20 15.00 32.60 68.9 3.2 275 W 0.0

2018 5 20 16.00 32.40 69.2 3.1 274 W 0.0

2018 5 20 17.00 32.20 69.5 3.2 276 W 0.0

2018 5 20 18.00 32.00 69.8 3.2 274 W 0.0

2018 5 20 19.00 31.80 70.1 3.1 315 NW 0.0

2018 5 20 20.00 31.60 70.4 3.1 316 NW 0.0

2018 5 20 21.00 30.70 70.7 3.1 315 NW 0.0

2018 5 20 22.00 29.90 72.3 3.1 315 NW 0.0

2018 5 20 23.00 29.80 72.9 3.1 314 NW 0.0

2018 5 20 24.00 29.20 74.0 3.0 316 NW 0.0

2018 5 21 1.00 29.00 73.0 3.0 360 N 0.0

2018 5 21 2.00 29.30 71.0 3.0 358 N 0.0

2018 5 21 3.00 29.60 70.7 3.0 359 N 0.0

2018 5 21 4.00 29.90 70.4 2.8 359 N 0.0

2018 5 21 5.00 30.20 70.1 3.0 358 N 0.0

2018 5 21 6.00 30.50 69.8 3.1 358 N 0.0

2018 5 21 7.00 30.80 69.5 3.1 271 W 0.0

2018 5 21 8.00 31.10 69.2 3.1 270 W 0.0

2018 5 21 9.00 31.40 68.9 3.1 275 W 0.0

2018 5 21 10.00 31.70 68.6 3.2 274 W 0.0

2018 5 21 11.00 32.00 68.3 3.2 276 W 0.0

2018 5 21 12.00 33.50 68.0 3.2 274 W 0.0

2018 5 21 13.00 34.00 68.4 3.1 275 W 0.0

2018 5 21 14.00 33.60 68.8 3.1 271 W 0.0

2018 5 21 15.00 33.20 69.2 3.1 272 W 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 5 21 16.00 32.80 69.6 3.1 275 W 0.0

2018 5 21 17.00 32.40 70.0 3.1 274 W 0.0

2018 5 21 18.00 32.00 70.4 3.1 276 W 0.0

2018 5 21 19.00 31.60 70.8 3.1 315 NW 0.0

2018 5 21 20.00 31.20 71.2 3.2 313 NW 0.0

2018 5 21 21.00 30.80 71.6 3.2 315 NW 0.0

2018 5 21 22.00 30.40 72.0 3.2 315 NW 0.0

2018 5 21 23.00 30.00 72.4 3.1 312 NW 0.0

2018 5 21 24.00 29.00 74.0 3.0 316 NW 0.0

2018 5 22 1.00 28.00 73.0 3.1 179 S 0.0

2018 5 22 2.00 28.40 72.3 3.0 20185 S 0.0

2018 5 22 3.00 28.80 71.4 3.0 20181 S 0.0

2018 5 22 4.00 29.20 70.0 3.1 172 S 0.0

2018 5 22 5.00 29.60 69.8 3.1 178 S 0.0

2018 5 22 6.00 30.00 69.5 3.1 179 S 0.0

2018 5 22 7.00 30.40 69.3 3.1 20180 S 0.0

2018 5 22 8.00 30.80 69.0 3.2 20185 S 0.0

2018 5 22 9.00 31.20 68.8 3.2 20182 S 0.0

2018 5 22 10.00 31.60 68.5 3.2 20184 S 0.0

2018 5 22 11.00 32.00 68.3 3.1 20180 S 0.0

2018 5 22 12.00 33.70 68.0 3.1 20187 S 0.0

2018 5 22 13.00 37.00 68.4 3.1 271 W 0.0

2018 5 22 14.00 33.40 68.8 3.1 270 W 0.0

2018 5 22 15.00 32.90 69.2 3.1 275 W 0.0

2018 5 22 16.00 32.40 69.6 3.1 274 W 0.0

2018 5 22 17.00 31.10 70.0 3.1 276 W 0.0

2018 5 22 18.00 30.80 70.4 3.2 274 W 0.0

2018 5 22 19.00 30.50 70.8 3.2 315 NW 0.0

2018 5 22 20.00 30.20 71.2 3.2 315 NW 0.0

2018 5 22 21.00 29.90 71.6 3.1 312 NW 0.0

2018 5 22 22.00 29.60 72.0 3.0 314 NW 0.0

2018 5 22 23.00 29.30 72.4 3.1 315 NW 0.0

2018 5 22 24.00 29.00 74.0 3.0 316 NW 0.0

2018 5 23 1.00 28.00 73.0 3.0 23 NNE 0.0

2018 5 23 2.00 28.40 73.2 3.1 21 NNE 0.0

2018 5 23 3.00 28.80 73.1 3.1 25 NNE 0.0

2018 5 23 4.00 29.20 72.6 3.2 23 NNE 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 5 23 5.00 29.60 70.4 3.2 24 NNE 0.0

2018 5 23 6.00 30.00 70.2 3.2 26 NNE 0.0

2018 5 23 7.00 30.40 70.0 3.1 315 NW 0.0

2018 5 23 8.00 30.80 69.8 3.0 314 NW 0.0

2018 5 23 9.00 31.20 69.6 3.1 313 NW 0.0

2018 5 23 10.00 31.60 69.4 3.0 315 NW 0.0

2018 5 23 11.00 32.00 69.2 3.0 314 NW 0.0

2018 5 23 12.00 32.40 69.0 3.1 316 NW 0.0

2018 5 23 13.00 34.00 69.3 3.1 315 NW 0.0

2018 5 23 14.00 33.00 69.6 3.1 314 NW 0.0

2018 5 23 15.00 32.70 69.9 3.1 314 NW 0.0

2018 5 23 16.00 32.40 70.2 3.2 315 NW 0.0

2018 5 23 17.00 32.10 70.5 3.2 314 NW 0.0

2018 5 23 18.00 31.80 70.8 3.2 315 NW 0.0

2018 5 23 19.00 31.50 71.1 3.1 271 W 0.0

2018 5 23 20.00 31.20 71.4 3.1 270 W 0.0

2018 5 23 21.00 30.90 71.7 3.1 275 W 0.0

2018 5 23 22.00 30.60 72.0 3.1 274 W 0.0

2018 5 23 23.00 30.30 72.3 3.1 276 W 0.0

2018 5 23 24.00 30.00 73.0 3.1 274 W 0.0

2018 5 24 1.00 30.30 72.0 3.1 354 N 0.0

2018 5 24 2.00 30.60 72.1 3.2 358 N 0.0

2018 5 24 3.00 30.90 71.6 3.2 356 N 0.0

2018 5 24 4.00 31.20 71.2 3.2 359 N 0.0

2018 5 24 5.00 31.50 70.8 3.1 358 N 0.0

2018 5 24 6.00 31.80 70.4 3.0 359 N 0.0

2018 5 24 7.00 32.10 70.0 3.1 315 NW 0.0

2018 5 24 8.00 32.40 69.6 3.0 314 NW 0.0

2018 5 24 9.00 32.70 69.2 3.0 315 NW 0.0

2018 5 24 10.00 33.00 68.8 3.1 316 NW 0.0

2018 5 24 11.00 33.30 68.4 3.1 315 NW 0.0

2018 5 24 12.00 33.60 68.0 3.1 315 NW 0.0

2018 5 24 13.00 34.00 68.3 3.1 315 NW 0.0

2018 5 24 14.00 33.80 68.6 3.1 314 NW 0.0

2018 5 24 15.00 33.40 68.9 3.0 315 NW 0.0

2018 5 24 16.00 32.80 69.2 3.0 315 NW 0.0

2018 5 24 17.00 32.20 69.5 3.0 316 NW 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 5 24 18.00 31.60 69.8 3.0 316 NW 0.0

2018 5 24 19.00 31.00 70.1 2.8 315 NW 0.0

2018 5 24 20.00 30.40 70.4 3.0 315 NW 0.0

2018 5 24 21.00 29.80 70.7 3.1 314 NW 0.0

2018 5 24 22.00 29.20 71.0 3.1 313 NW 0.0

2018 5 24 23.00 28.60 71.3 3.1 315 NW 0.0

2018 5 24 24.00 28.00 73.0 3.1 316 NW 0.0

2018 5 25 1.00 29.00 74.0 3.2 360 N 0.0

2018 5 25 2.00 29.40 73.0 3.2 358 N 0.0

2018 5 25 3.00 29.80 72.6 3.2 359 N 0.0

2018 5 25 4.00 30.20 72.2 3.1 355 N 0.0

2018 5 25 5.00 30.60 71.8 3.1 358 N 0.0

2018 5 25 6.00 31.00 71.4 3.1 356 N 0.0

2018 5 25 7.00 31.40 71.0 3.1 271 W 0.0

2018 5 25 8.00 31.80 70.6 3.1 270 W 0.0

2018 5 25 9.00 32.20 70.2 3.1 275 W 0.0

2018 5 25 10.00 32.60 69.8 3.1 274 W 0.0

2018 5 25 11.00 32.90 69.4 3.2 276 W 0.0

2018 5 25 12.00 33.10 69.0 3.2 274 W 0.0

2018 5 25 13.00 33.00 69.3 3.2 315 NW 0.0

2018 5 25 14.00 32.90 69.6 3.1 314 NW 0.0

2018 5 25 15.00 32.70 69.9 3.0 312 NW 0.0

2018 5 25 16.00 32.40 70.2 3.1 315 NW 0.0

2018 5 25 17.00 32.10 70.5 3.0 312 NW 0.0

2018 5 25 18.00 31.80 70.8 3.0 316 NW 0.0

2018 5 25 19.00 31.50 71.1 3.0 315 NW 0.0

2018 5 25 20.00 31.20 71.4 2.9 314 NW 0.0

2018 5 25 21.00 30.90 71.7 3.0 315 NW 0.0

2018 5 25 22.00 30.60 72.0 3.0 316 NW 0.0

2018 5 25 23.00 30.30 72.3 3.1 315 NW 0.0

2018 5 25 24.00 30.00 74.0 3.1 315 NW 0.0

2018 5 26 1.00 29.00 73.0 3.1 354 N 0.0

2018 5 26 2.00 29.30 72.0 3.1 359 N 0.0

2018 5 26 3.00 29.60 71.9 3.2 356 N 0.0

2018 5 26 4.00 29.90 71.8 3.2 354 N 0.0

2018 5 26 5.00 30.20 71.7 3.1 358 N 0.0

2018 5 26 6.00 30.50 71.6 3.2 359 N 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 5 26 7.00 30.80 71.5 3.1 315 NW 0.0

2018 5 26 8.00 31.10 71.4 3.2 314 NW 0.0

2018 5 26 9.00 31.60 71.3 3.2 314 NW 0.0

2018 5 26 10.00 32.50 71.2 3.1 315 NW 0.0

2018 5 26 11.00 32.60 71.1 2.9 314 NW 0.0

2018 5 26 12.00 33.00 71.0 3.0 315 NW 0.0

2018 5 26 13.00 32.20 71.2 3.0 313 NW 0.0

2018 5 26 14.00 32.00 71.4 3.0 315 NW 0.0

2018 5 26 15.00 31.80 71.6 3.1 315 NW 0.0

2018 5 26 16.00 31.60 71.8 3.1 315 NW 0.0

2018 5 26 17.00 31.40 72.0 3.1 314 NW 0.0

2018 5 26 18.00 31.20 72.2 3.1 316 NW 0.0

2018 5 26 19.00 31.00 72.4 3.1 315 NW 0.0

2018 5 26 20.00 30.80 72.6 3.2 315 NW 0.0

2018 5 26 21.00 30.60 72.8 3.1 314 NW 0.0

2018 5 26 22.00 29.80 73.0 2.9 315 NW 0.0

2018 5 26 23.00 28.90 73.2 3.0 315 NW 0.0

2018 5 26 24.00 27.80 74.0 3.0 315 NW 0.0

2018 5 27 1.00 27.00 73.6 3.0 360 N 0.0

2018 5 27 2.00 27.40 73.0 3.1 359 N 0.0

2018 5 27 3.00 27.80 72.6 3.1 359 N 0.0

2018 5 27 4.00 28.20 72.2 3.1 358 N 0.0

2018 5 27 5.00 28.60 71.8 3.1 354 N 0.0

2018 5 27 6.00 29.00 71.4 3.1 358 N 0.0

2018 5 27 7.00 29.40 71.0 3.2 271 W 0.0

2018 5 27 8.00 29.80 70.6 3.1 270 W 0.0

2018 5 27 9.00 30.20 70.2 3.1 275 W 0.0

2018 5 27 10.00 30.60 69.8 3.1 274 W 0.0

2018 5 27 11.00 31.00 69.4 3.1 276 W 0.0

2018 5 27 12.00 31.40 69.0 3.1 274 W 0.0

2018 5 27 13.00 32.20 69.3 3.1 315 NW 0.0

2018 5 27 14.00 32.00 69.6 3.1 315 NW 0.0

2018 5 27 15.00 31.80 69.9 3.2 314 NW 0.0

2018 5 27 16.00 31.60 70.2 3.2 316 NW 0.0

2018 5 27 17.00 31.40 70.5 3.2 314 NW 0.0

2018 5 27 18.00 31.20 70.8 3.1 315 NW 0.0

2018 5 27 19.00 31.00 71.1 3.0 360 N 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 5 27 20.00 30.80 71.4 3.1 356 N 0.0

2018 5 27 21.00 30.60 71.7 3.0 359 N 0.0

2018 5 27 22.00 30.40 72.0 3.0 352 N 0.0

2018 5 27 23.00 30.20 72.3 3.0 359 N 0.0

2018 5 27 24.00 30.00 73.0 2.9 359 N 0.0

2018 5 28 1.00 29.00 74.0 3.0 359 N 0.0

2018 5 28 2.00 29.40 73.0 3.0 354 N 0.0

2018 5 28 3.00 29.80 72.6 3.1 358 N 0.0

2018 5 28 4.00 30.20 72.2 3.1 356 N 0.0

2018 5 28 5.00 30.60 71.8 3.1 354 N 0.0

2018 5 28 6.00 31.00 71.4 3.1 359 N 0.0

2018 5 28 7.00 31.40 71.0 3.2 275 W 0.0

2018 5 28 8.00 31.80 70.6 3.2 274 W 0.0

2018 5 28 9.00 32.20 70.2 3.1 272 W 0.0

2018 5 28 10.00 32.60 69.8 3.2 271 W 0.0

2018 5 28 11.00 33.00 69.4 3.1 272 W 0.0

2018 5 28 12.00 33.20 69.0 3.2 274 W 0.0

2018 5 28 13.00 33.00 69.3 3.2 315 NW 0.0

2018 5 28 14.00 32.80 69.6 3.1 314 NW 0.0

2018 5 28 15.00 32.70 69.9 3.1 315 NW 0.0

2018 5 28 16.00 32.40 70.2 3.1 316 NW 0.0

2018 5 28 17.00 32.10 70.5 3.1 315 NW 0.0

2018 5 28 18.00 31.80 70.8 3.1 316 NW 0.0

2018 5 28 19.00 31.50 71.1 3.0 315 NW 0.0

2018 5 28 20.00 31.20 71.4 3.0 314 NW 0.0

2018 5 28 21.00 30.90 71.7 3.0 315 NW 0.0

2018 5 28 22.00 30.60 72.0 3.0 314 NW 0.0

2018 5 28 23.00 30.30 72.3 2.8 314 NW 0.0

2018 5 28 24.00 30.00 73.0 3.0 315 NW 0.0

2018 5 29 1.00 29.00 74.0 3.1 360 N 0.0

2018 5 29 2.00 29.30 73.0 3.1 359 N 0.0

2018 5 29 3.00 29.60 72.7 3.1 359 N 0.0

2018 5 29 4.00 29.90 72.4 3.1 358 N 0.0

2018 5 29 5.00 30.20 72.1 3.2 358 N 0.0

2018 5 29 6.00 30.50 71.8 3.2 358 N 0.0

2018 5 29 7.00 30.80 71.5 3.2 315 NW 0.0

2018 5 29 8.00 31.10 71.2 3.1 315 NW 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 5 29 9.00 31.40 70.9 3.1 312 NW 0.0

2018 5 29 10.00 31.70 70.6 3.1 315 NW 0.0

2018 5 29 11.00 32.00 70.3 3.1 312 NW 0.0

2018 5 29 12.00 32.40 70.0 3.1 316 NW 0.0

2018 5 29 13.00 32.00 70.2 3.1 315 NW 0.0

2018 5 29 14.00 31.90 70.4 3.1 314 NW 0.0

2018 5 29 15.00 31.60 70.6 3.2 315 NW 0.0

2018 5 29 16.00 31.20 70.8 3.2 315 NW 0.0

2018 5 29 17.00 30.80 71.0 3.2 314 NW 0.0

2018 5 29 18.00 30.40 71.2 3.1 314 NW 0.0

2018 5 29 19.00 30.00 71.4 3.0 313 NW 0.0

2018 5 29 20.00 29.60 71.6 3.1 313 NW 0.0

2018 5 29 21.00 29.20 71.8 3.0 315 NW 0.0

2018 5 29 22.00 28.80 72.0 3.0 315 NW 0.0

2018 5 29 23.00 28.40 72.2 3.1 316 NW 0.0

2018 5 29 24.00 28.00 73.0 3.1 316 NW 0.0

2018 5 30 1.00 28.10 73.6 3.1 354 N 0.0

2018 5 30 2.00 28.40 72.0 3.1 356 N 0.0

2018 5 30 3.00 28.70 71.6 3.2 356 N 0.0

2018 5 30 4.00 29.00 71.2 3.2 354 N 0.0

2018 5 30 5.00 29.30 70.8 3.2 358 N 0.0

2018 5 30 6.00 29.60 70.4 3.1 359 N 0.0

2018 5 30 7.00 29.90 70.0 3.1 315 NW 0.0

2018 5 30 8.00 30.20 69.6 3.1 314 NW 0.0

2018 5 30 9.00 31.20 69.2 3.1 315 NW 0.0

2018 5 30 10.00 31.90 68.8 3.1 315 NW 0.0

2018 5 30 11.00 32.50 68.4 3.1 313 NW 0.0

2018 5 30 12.00 33.10 68.0 3.1 316 NW 0.0

2018 5 30 13.00 32.90 68.4 3.2 271 W 0.0

2018 5 30 14.00 32.40 68.8 3.2 270 W 0.0

2018 5 30 15.00 32.30 69.2 3.2 275 W 0.0

2018 5 30 16.00 32.20 69.6 3.1 274 W 0.0

2018 5 30 17.00 31.80 70.0 3.0 276 W 0.0

2018 5 30 18.00 31.40 70.4 3.1 274 W 0.0

2018 5 30 19.00 31.00 70.8 3.0 226 SW 0.0

2018 5 30 20.00 30.60 71.2 3.0 225 SW 0.0

2018 5 30 21.00 30.20 71.6 3.1 220 SW 0.0


Relative Humidity

(%)

Wind Speed (Mt/s)



Rainfall (mm)

2018 5 30 22.00 29.80 72.0 3.1 221 SW 0.0

2018 5 30 23.00 29.40 72.4 3.2 223 SW 0.0

2018 5 30 24.00 29.00 73.0 3.2 225 SW 0.0

2018 5 31 1.00 28.00 74.0 3.2 202 SSW 0.0

2018 5 31 2.00 28.30 73.0 3.1 203 SSW 0.0

2018 5 31 3.00 28.60 72.7 3.0 200 SSW 0.0

2018 5 31 4.00 28.90 72.4 3.1 201 SSW 0.0

2018 5 31 5.00 29.20 72.1 3.0 203 SSW 0.0

2018 5 31 6.00 29.50 71.8 3.0 205 SSW 0.0

2018 5 31 7.00 29.80 71.5 3.1 135 SE 0.0

2018 5 31 8.00 30.10 71.2 3.1 130 SE 0.0

2018 5 31 9.00 30.40 70.9 3.1 132 SE 0.0

2018 5 31 10.00 30.70 70.6 3.1 132 SE 0.0

2018 5 31 11.00 31.20 70.3 3.2 131 SE 0.0

2018 5 31 12.00 33.00 70.0 3.2 132 SE 0.0

2018 5 31 13.00 32.20 70.4 3.2 271 W 0.0

2018 5 31 14.00 32.00 70.8 3.1 270 W 0.0

2018 5 31 15.00 31.80 71.2 3.1 275 W 0.0

2018 5 31 16.00 31.60 71.6 3.1 274 W 0.0

2018 5 31 17.00 31.40 72.0 3.1 276 W 0.0

2018 5 31 18.00 31.20 72.4 3.1 274 W 0.0

2018 5 31 19.00 31.00 72.8 3.1 226 SW 0.0

2018 5 31 20.00 30.80 73.2 3.1 225 SW 0.0

2018 5 31 21.00 30.60 73.6 3.2 220 SW 0.0

2018 5 31 22.00 30.40 73.5 3.2 221 SW 0.0

2018 5 31 23.00 30.20 73.9 3.2 223 SW 0.0

2018 5 31 24.00 30.00 74.0 3.1 225 SW 0.0

ANNEX 3.2TEST REPORTS

EENNVVIIRROOTTEECCHH EEAASSTT PPVVTT.. LLIIMMIITTEEDD An ISO 9001:2008, 14001:2004 & OHSAS 18001:2007 Company

Laboratory Recognised by Ministry of Environment & Forests, Govt. of India Bengal Ambuja Commercial Complex,

UN-F 13, 1050/1, SurveyPark, Kolkata – 700 075

– 2418 8127/8128/8601; Fax – 2418 8128;

Email: [email protected], [email protected], Web:www.envirotecheast.com

Authorized Signatory

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No : 1 8 - 1 9 / E E P L / G O A / M A Y 3 9 / 0 0 0 1

Date : 0 6 / 0 6 / 1 8

TTEESSTT RREEPPOORRTT

Ambient Air Quality Analysis Issued to : Environment Clearance for Expansion of Dabolim Airport, Goa in Respect of Extension of

Existing Integrated Terminal Building & Existing Apron at Dabolim Village, South Goa District in Goa

Sample Details Sample Description : Ambient Air Quality

Sampling Location : Project Site

Sampling Plan & Procedure : IS: 5182 (Part-14) (RA-2005)

Sampling Time : 24 hrs. Except (CO-8 hrs.)

Sampling Duration : March - May, 2018

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Parameter/Unit PM10 PM2.5 SO2 NO2 CO

µg/m3 µg/m3 µg/m3 µg/m3 mg/m3

S. no. Date IS: 5182 (23) CPCB IS 5182 (6) IS 5182 (2) CPCB

1 05/03/2018 73.9 37.0 12.9 18.2 0.69

2 08/03/2018 74.3 37.7 13.7 19.5 0.75

3 14/03/2018 74.8 36.3 14.3 20.0 0.81

4 16/03/2018 74.4 37.4 13.8 19.2 0.87

5 20/03/2018 73.2 37.9 12.3 18.3 0.71

6 23/03/2018 73.9 36.1 14.6 19.2 0.78

7 26/03/2018 75.7 37.4 14.8 20.2 0.89

8 28/03/2018 75.2 38.5 13.4 20.0 0.86

9 04/04/2018 73.8 37.0 12.7 18.8 0.80

10 06/04/2018 73.3 37.9 12.8 18.5 0.74

11 11/04/2018 74.2 36.4 13.7 18.7 0.78

12 13/04/2018 75.6 37.0 14.4 20.9 0.86

13 18/04/2018 75.1 38.2 13.9 20.1 0.84

14 20/04/2018 73.5 36.8 13.0 17.7 0.71

15 21/04/2018 73.8 35.7 13.5 18.9 0.76

16 23/04/2018 74.9 36.3 14.4 20.3 0.82

17 01/05/2018 74.4 38.5 13.5 18.4 0.80

18 04/05/2018 75 36.0 15.0 19.2 0.83

19 12/05/2018 76.1 37.5 14.4 19.4 0.89

20 14/05/2018 75.4 37.8 13.54 20.0 0.86

21 17/05/2018 73.6 38.0 12.9 19.5 0.82

22 19/05/2018 75.1 37.2 13.2 18.7 0.84

23 23/05/2018 76 36.1 14.4 20.94 0.88

24 25/05/2018 74.2 37.4 13.8 18.0 0.80

1. The results given above are related to the tested sample, for various parameters as analysed. The customer

asked for the above tests only.

2. This test will not be generated again, either wholly or in part, without written permission of the laboratory.

3. The samples will be disposed off after one month from the date of issue of test report, unless until specified /

requested by the customer.

mailto:[email protected]


http://www.envirotecheast.com/




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Sampling Location : Dabolim




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1 05/03/2018 69.7 34.2 14.4 16.2 0.81

2 08/03/2018 71.0 35.2 14.2 15.1 0.85

3 14/03/2018 68.8 33.2 13.6 14.3 0.82

4 16/03/2018 67.9 34.4 14.5 18.5 0.73

5 20/03/2018 70.1 33.9 15.6 15.9 0.85

6 23/03/2018 71.2 35.0 14.2 17.7 0.84

7 26/03/2018 69.7 33.7 14.3 17.5 0.81

8 28/03/2018 69.3 35.0 15.8 18.5 0.82

9 04/04/2018 70.7 33.5 15.4 17.8 0.84

10 06/04/2018 69.5 35.2 15.9 16.1 0.85

11 11/04/2018 67.8 34.9 13.4 17.3 0.76

12 13/04/2018 69.2 32.7 14.5 17.2 0.83

13 18/04/2018 70.4 32.9 16.0 18.7 0.80

14 20/04/2018 70.6 33.1 13.3 14.8 0.82

15 21/04/2018 69.8 34.6 14.2 16.4 0.84

16 23/04/2018 69.0 32.1 16.0 18.1 0.85

17 01/05/2018 68.1 32.0 13.4 17.6 0.83

18 04/05/2018 68.6 34.7 12.6 14.3 0.84

19 12/05/2018 70.4 33.6 15.6 17.7 0.80

20 14/05/2018 71.1 34.8 15.8 18.2 0.83

21 17/05/2018 69.8 33.0 14.2 17.4 0.84

22 19/05/2018 69.8 34.9 13.3 16.5 0.79

23 23/05/2018 71.2 33.5 15.6 17.1 0.81

24 25/05/2018 72.5 35.0 15.2 18.3 0.83












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Sampling Location : Near GIDC’s Sancoale Industrial Estate




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1 02/03/2018 72.1 29.6 13.3 17.2 0.69

2 04/03/2018 73.5 31.6 14.2 17.9 0.71

3 15/03/2018 74.8 32.8 15.5 19.0 0.84

4 17/03/2018 73.1 34.0 14.7 16.7 0.83

5 21/03/2018 70.6 31.8 13.3 16.0 0.74

6 24/03/2018 72.2 33.9 15.1 18.4 0.80

7 27/03/2018 71.8 29.3 14.5 16.7 0.74

8 29/03/2018 72.4 31.2 15.4 18.2 0.75

9 03/04/2018 69.6 30.3 12.9 15.7 0.64

10 05/04/2018 70.5 32.7 14.5 17.1 0.72

11 09/04/2018 73.2 31.9 14.9 18.5 0.82

12 12/04/2018 74.1 33.4 15.6 19.0 0.84

13 16/04/2018 72.4 34.6 13.8 17.4 0.76

14 18/04/2018 73.6 33.9 14.9 19.1 0.74

15 20/04/2018 70.2 32.8 13.1 16.2 0.72

16 22/04/2018 71.3 29.2 14.3 16.7 0.75

17 02/05/2018 69.4 31.3 13.7 16.3 0.72

18 05/05/2018 70.9 32.7 13.4 16.2 0.72

19 13/05/2018 74.4 34.2 15.9 18.0 0.69

20 15/05/2018 73.6 33.8 14.1 18.9 0.71

21 18/05/2018 72.9 31.3 14.3 18.3 0.75

22 20/05/2018 73.5 32.9 15.5 18.8 0.76

23 24/05/2018 70.8 29.4 13.7 16.4 0.73

24 26/05/2018 71.4 30.6 13.9 16.9 0.81












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Sampling Location : Vasco da Gama




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1 02/03/2018 72.1 32.7 12.7 15.6 0.83

2 04/03/2018 73.4 33.7 12.5 17.1 0.85

3 15/03/2018 71.2 31.7 13.9 16.7 0.84

4 17/03/2018 70.3 32.9 12.8 17.9 0.86

5 21/03/2018 72.5 32.4 13.9 15.3 0.87

6 24/03/2018 73.6 33.5 12.5 17.1 0.86

7 27/03/2018 72.1 32.2 12.6 16.9 0.83

8 29/03/2018 71.7 33.5 14.1 17.9 0.84

9 03/04/2018 73.1 32.0 13.7 17.2 0.86

10 05/04/2018 71.9 33.7 14.2 15.5 0.87

11 09/04/2018 69.2 33.4 11.7 16.7 0.86

12 12/04/2018 71.6 31.2 12.8 16.6 0.85

13 16/04/2018 72.8 33.5 14.3 18.1 0.82

14 18/04/2018 73.0 31.6 11.6 17.2 0.84

15 20/04/2018 72.2 32.1 12.5 15.8 0.86

16 22/04/2018 71.4 33.6 14.3 18.2 0.87

17 02/05/2018 67.5 33.5 13.7 17.0 0.85

18 05/05/2018 71.0 33.2 10.9 15.7 0.86

19 13/05/2018 72.8 32.1 13.9 17.1 0.84

20 15/05/2018 73.5 33.3 14.1 17.6 0.85

21 18/05/2018 72.2 33.5 12.5 16.8 0.86

22 20/05/2018 69.2 33.4 13.6 15.9 0.84

23 24/05/2018 73.6 32.0 13.9 16.5 0.83

24 26/05/2018 59.1 33.1 13.8 17.7 0.85












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Sampling Location : Mangor




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1 01/03/2018 60.7 26.2 8.3 11.7 0.63

2 03/03/2018 62.0 27.2 8.1 13.2 0.65

3 08/03/2018 59.8 25.2 9.5 12.8 0.64

4 10/03/2018 58.9 26.4 8.4 14.0 0.66

5 16/03/2018 61.1 25.9 9.5 11.4 0.67

6 19/03/2018 62.2 27.0 8.1 13.2 0.66

7 21/03/2018 60.7 24.7 8.2 13.0 0.63

8 23/03/2018 60.3 27.0 9.7 14.0 0.64

9 06/04/2018 61.7 25.5 9.3 13.3 0.66

10 08/04/2018 60.5 27.2 9.8 11.6 0.67

11 10/04/2018 59.8 26.9 7.3 12.8 0.58

12 13/04/2018 60.2 24.7 8.4 12.7 0.65

13 19/04/2018 61.4 25.0 9.9 14.2 0.62

14 21/04/2018 61.6 25.1 7.2 13.3 0.64

15 23/04/2018 60.8 25.6 8.1 11.9 0.66

16 26/04/2018 60.0 27.1 9.9 13.7 0.62

17 05/05/2018 59.1 27.0 9.3 13.1 0.65

18 08/05/2018 59.6 26.7 7.5 11.8 0.59

19 16/05/2018 61.4 25.6 9.5 13.2 0.64

20 19/05/2018 62.1 26.8 9.7 13.7 0.65

21 23/05/2018 60.8 27.0 8.1 12.9 0.66

22 25/05/2018 60.8 26.9 9.2 12.0 0.64

23 28/05/2018 62.2 25.5 9.5 12.6 0.63

24 30/05/2018 63.7 27.6 10.1 13.8 0.67












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Sampling Location : BITS Pilani Campus




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1 01/03/2018 57.6 24.9 7.4 11.6 0.58

2 03/03/2018 58.4 25.6 8.0 12.8 0.56

3 08/03/2018 55.8 24.0 7.5 10.2 0.55

4 10/03/2018 55 25.1 9.7 11.3 0.59

5 16/03/2018 57.5 25.2 8.2 10.0 0.58

6 19/03/2018 58 25.4 9.0 10.8 0.57

7 21/03/2018 56.5 22.5 8.2 12.3 0.58

8 23/03/2018 57.4 23.7 9.4 13.4 0.51

9 06/04/2018 55.2 21.8 9.2 11.9 0.54

10 08/04/2018 56.1 22.6 9.1 12.4 0.56

11 10/04/2018 57.6 23.4 8.7 10.3 0.54

12 13/04/2018 54.1 25.2 9.2 11.9 0.52

13 19/04/2018 55.3 22.9 6.9 12.2 0.53

14 21/04/2018 57.4 23.4 9.7 13.9 0.59

15 23/04/2018 55.6 22.1 7.5 11.4 0.55

16 26/04/2018 54.8 22.6 9.1 12.8 0.56

17 05/05/2018 57.2 23.7 8.7 13.7 0.58

18 08/05/2018 58.5 26.1 9.0 13.6 0.57

19 16/05/2018 56.8 22.4 8.1 12.9 0.58

20 19/05/2018 57.1 24.2 9.6 13.5 0.57

21 23/05/2018 55.3 21.7 8.5 11.8 0.56

22 25/05/2018 55.0 23.5 9.7 13.0 0.58

23 28/05/2018 57.8 23.1 7.2 11.4 0.55

24 30/05/2018 59.6 24.8 9.4 12.8 0.53












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Sampling Location : Mundvel




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1 01/03/2018 67.2 30.8 10.8 11.7 0.71

2 03/03/2018 68.5 31.8 10.6 13.2 0.73

3 08/03/2018 66.3 29.8 12.0 12.8 0.72

4 10/03/2018 65.4 31.0 10.9 14.0 0.74

5 16/03/2018 67.6 30.5 12.0 11.4 0.75

6 19/03/2018 68.7 31.6 10.6 13.2 0.74

7 21/03/2018 67.2 30.3 10.7 13.0 0.71

8 23/03/2018 66.8 31.6 12.2 14.0 0.72

9 06/04/2018 68.2 30.1 11.8 13.3 0.74

10 08/04/2018 67.0 31.8 12.3 11.6 0.75

11 10/04/2018 65.3 26.2 9.8 12.8 0.74

12 13/04/2018 66.7 29.3 10.9 12.7 0.73

13 19/04/2018 67.9 31.6 12.4 14.2 0.70

14 21/04/2018 68.1 29.7 9.7 13.3 0.72

15 23/04/2018 67.3 30.2 10.6 11.9 0.74

16 26/04/2018 66.5 31.7 12.4 14.3 0.75

17 05/05/2018 65.6 28.6 11.8 13.1 0.73

18 08/05/2018 66.1 31.3 9.0 11.8 0.74

19 16/05/2018 67.9 30.2 12.0 13.2 0.72

20 19/05/2018 68.6 31.4 12.2 13.7 0.73

21 23/05/2018 67.3 31.6 10.6 12.9 0.74

22 25/05/2018 66.3 31.5 11.7 12.0 0.72

23 28/05/2018 68.7 31.3 12.0 12.6 0.71

24 30/05/2018 70.2 31.6 12.6 15.8 0.73












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Ambient Noise Quality Analysis

Issued to : Environment Clearance for Expansion of Dabolim Airport, Goa in Respect of Extension of Existing Integrated Terminal Building & Existing Apron at Dabolim Village, South Goa District in Goa

Sample Details

Sample Description : Ambient Noise Quality

Sampling Location : ENE Boundary end of runway

Sampling Time : 24 hrs. (13-05-2018 – 14-05-2018)

Method of Measurement : SLM- 100 (Envirotech Make)

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S. No. Parameter Test Method Results Unit

1 Leq (6:00 AM To 10:00 PM)

CPCB Method

69.2 dB (A)

2 Leq (10:00 PM To 6:00 AM) 49.2 dB (A)

3 Leq Min 41.4 dB (A)

4 Leq Max 75.1 dB (A)

All values inddB(A)leq: Day time: 6 A.m. to 10 P.M. ; Night time: 10 P.M. to 6 A.M. **End of Report**

Note:













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Sample Details


Sampling Location : WSW Boundary end of runway



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1 Leq (6:00 AM To 10:00 PM)

CPCB Method

69.1 dB (A)

2 Leq (10:00 PM To 6:00 AM) 48.4 dB (A)




Note:













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Sample Details





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1 Leq (6:00 AM To 10:00 PM)

CPCB Method

53.0 dB (A)

2 Leq (10:00 PM To 6:00 AM) 43.0 dB (A)




Note:













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Sample Details





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1 Leq (6:00 AM To 10:00 PM)

CPCB Method

50.9 dB (A)

2 Leq (10:00 PM To 6:00 AM) 43.0 dB (A)




Note:













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Sample Details


Sampling Location : BITS Pilani Campus



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1 Leq (6:00 AM To 10:00 PM)

CPCB Method

50.9 dB (A)

2 Leq (10:00 PM To 6:00 AM) 43.7 dB (A)




Note:













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Sample Details


Sampling Location : Near GIDC’s Sancoale Industrial Estate



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1 Leq (6:00 AM To 10:00 PM)

CPCB Method

70.2 dB (A)

2 Leq (10:00 PM To 6:00 AM) 48.6 dB (A)




Note:













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Sample Details


Sampling Location : Mundvel



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1 Leq (6:00 AM To 10:00 PM)

CPCB Method

50.8 dB (A)

2 Leq (10:00 PM To 6:00 AM) 41.1 dB (A)




Note:










SURFACE WATER

ENVIROTECH EAST PVT. LIMITED An ISO 9001:2008, 14001:2004 & OHSAS 18001:2007 Company



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Date : 0 6 / 0 6 / 1 8

TEST REPORT

Water Quality Analysis Issued

to

: Environment Clearance for Expansion of Dabolim Airport, Goa in Respect of Extension of Existing Integrated Terminal Building & Existing Apron at Dabolim Village, South Goa District in Goa

Sample Details

Sample Description : Surface Water

Sampling drawn on : 14.05.18

Sampling drawn by : Deep Saha

Sampling Location : Water body Near BITS Pilani Sampling Plan & Procedure : As per SOP (Doc No. LIII-SOP/01 page1-5)

Sample Quantity : 2 lt

RESULTS

S.

No. Parameters Method Results

Water Quality Criteria as per CPCB

A B C D E

1. Turbidity IS : 3025 (Part-10) 17

2. pH IS : 3025 (Part-11) 7.5 6.5-8.5 6.5-8.5 6.5-9 6.5-8.5 6.5-8.5

3. Conductivity APHA 22st ed, 2510 B:2012 480 $ $ $ $ $

4. Total Dissolve Solids IS : 3025 (Part-16) 283.0 $ 5. Alkalinity as CaCO3 IS : 3025 (Part-23) 128.5 $ 6. Total Hardness as CaCO3 IS : 3025 (Part-21) 151.5 $ 7. Calcium as Ca IS : 3025 (Part-40) 28.40 $ 8. Magnesium as Mg APHA 22st ed,3500 Mg B:2012 19.60 $ 9. Sodium APHA 22st ed, 3500 Na B:2012 21 $ 10. Potassium APHA 22st ed,3500 K- B:2012 7 $ 11. Bicarbonate IS : 3025 (Part-23) 128.5 $ 12. Chloride as Cl IS : 3025 (Part-32) 38.5 $ 13. Sulphate as SO4 IS : 3025 (Part-24) 40.3 $ 14. Nitrate as NO3 IS : 3025 (Part-34) 0.05 $ 15. Flouride as F APHA 22st ed,4500 F- D:2012 0.37 $ 16. Phenolic compound as IS : 3025 (Part-43) BDL (DL - 0.001) $ 17. Cyanide IS : 3025 (Part-27) BDL (DL - 0.008) $ 18. Arsenic IS : 3025 (Part-37) BDL (DL - 0.005) >=6 >=5 >=4 >=4 $ 19. Cadmium IS : 3025 (Part-41) BDL (DL - 0.005) =<2 =<3 =<3 $ $ 20. Chromium as Cr+6 IS : 3025 (Part-52) BDL (DL - 0.005) $ 21. Iron IS:3025 (Part-53), Reaf. 2009 1.13 $ 22. Copper IS : 3025 (Part-42) BDL (DL - 0.005) $ 23. Lead IS : 3025 (Part-47) BDL (DL - 0.005) $ 24. Manganese IS : 3025 (Part-59) BDL (DL - 0.005) $ 25. Mercury IS : 3025 (Part-48) BDL (DL - 0.01) $ 26. Zinc IS : 3025 (Part-49) BDL (DL - 0.005) $ 27. Oil & Grease APHA 22st ed:2012 <1 $ 28. DO APHA 22st ed,4500 A:2012 4.7 $ 29. BOD APHA 22st ed,5210 B:2012 3.6 $ 30. COD APHA 22st ed,5220 B:2012 15.4 $

31. Total Coliform IS : 1622 : 1981 750 50 500 5000 $ $ Note: Below Detection Limit: DL- Detection Limit **End of Report**












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TEST REPORT


to


Sample Details




Sampling Location : Sanjeev Lake Near Mangor Sampling Plan & Procedure : As per SOP (Doc No. LIII-SOP/01 page1-5)


RESULTS

S.



A B C D E


2. pH IS : 3025 (Part-11) 7.2 6.5-8.5 6.5-8.5 6.5-9 6.5-8.5 6.5-8.5


4. Total Dissolve Solids IS : 3025 (Part-16) 247 $ 5. Alkalinity as CaCO3 IS : 3025 (Part-23) 115.2 $ 6. Total Hardness as CaCO3 IS : 3025 (Part-21) 123.5 $ 7. Calcium as Ca IS : 3025 (Part-40) 32.5 $ 8. Magnesium as Mg APHA 22st ed,3500 Mg B:2012 10.3 $ 9. Sodium APHA 22st ed, 3500 Na B:2012 19 $ 10. Potassium APHA 22st ed,3500 K- B:2012 3 $ 11. Bicarbonate IS : 3025 (Part-23) 115.2 $ 12. Chloride as Cl IS : 3025 (Part-32) 32.4 $ 13. Sulphate as SO4 IS : 3025 (Part-24) 30.6 $ 14. Nitrate as NO3 IS : 3025 (Part-34) 0.04 $ 15. Flouride as F APHA 22st ed,4500 F- D:2012 0.41 $ 16. Phenolic compound as IS : 3025 (Part-43) BDL (DL - 0.001) $ 17. Cyanide IS : 3025 (Part-27) BDL (DL - 0.008) $ 18. Arsenic IS : 3025 (Part-37) BDL (DL - 0.005) >=6 >=5 >=4 >=4 $ 19. Cadmium IS : 3025 (Part-41) BDL (DL - 0.005) =<2 =<3 =<3 $ $ 20. Chromium as Cr+6 IS : 3025 (Part-52) BDL (DL - 0.005) $ 21. Iron IS:3025 (Part-53), Reaf. 2009 1.18 $ 22. Copper IS : 3025 (Part-42) BDL (DL - 0.005) $ 23. Lead IS : 3025 (Part-47) BDL (DL - 0.005) $ 24. Manganese IS : 3025 (Part-59) BDL (DL - 0.005) $ 25. Mercury IS : 3025 (Part-48) BDL (DL - 0.01) $ 26. Zinc IS : 3025 (Part-49) BDL (DL - 0.005) $ 27. Oil & Grease APHA 22st ed:2012 <1 $ 28. DO APHA 22st ed,4500 A:2012 2.1 $ 29. BOD APHA 22st ed,5210 B:2012 6.7 $ 30. COD APHA 22st ed,5220 B:2012 12.1 $













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TEST REPORT


to


Sample Details




Sampling Location : Sanjeev Lake Near Mangor Sampling Plan & Procedure : As per SOP (Doc No. LIII-SOP/01 page1-5)


RESULTS

S.



A B C D E


2. pH IS : 3025 (Part-11) 7.3 6.5-8.5 6.5-8.5 6.5-9 6.5-8.5 6.5-8.5


4. Total Dissolve Solids IS : 3025 (Part-16) 320.0 $ 5. Alkalinity as CaCO3 IS : 3025 (Part-23) 117.5 $ 6. Total Hardness as CaCO3 IS : 3025 (Part-21) 163.2 $ 7. Calcium as Ca IS : 3025 (Part-40) 37.70 $ 8. Magnesium as Mg APHA 22st ed,3500 Mg B:2012 16.80 $ 9. Sodium APHA 22st ed, 3500 Na B:2012 22 $ 10. Potassium APHA 22st ed,3500 K- B:2012 8 $ 11. Bicarbonate IS : 3025 (Part-23) 117.5 $ 12. Chloride as Cl IS : 3025 (Part-32) 45.8 $ 13. Sulphate as SO4 IS : 3025 (Part-24) 64.1 $ 14. Nitrate as NO3 IS : 3025 (Part-34) 0.08 $ 15. Flouride as F APHA 22st ed,4500 F- D:2012 0.36 $ 16. Phenolic compound as IS : 3025 (Part-43) BDL (DL - 0.001) $ 17. Cyanide IS : 3025 (Part-27) BDL (DL - 0.008) $ 18. Arsenic IS : 3025 (Part-37) BDL (DL - 0.005) >=6 >=5 >=4 >=4 $ 19. Cadmium IS : 3025 (Part-41) BDL (DL - 0.005) =<2 =<3 =<3 $ $ 20. Chromium as Cr+6 IS : 3025 (Part-52) BDL (DL - 0.005) $ 21. Iron IS:3025 (Part-53), Reaf. 2009 1.14 $ 22. Copper IS : 3025 (Part-42) BDL (DL - 0.005) $ 23. Lead IS : 3025 (Part-47) BDL (DL - 0.005) $ 24. Manganese IS : 3025 (Part-59) BDL (DL - 0.005) $ 25. Mercury IS : 3025 (Part-48) BDL (DL - 0.01) $ 26. Zinc IS : 3025 (Part-49) BDL (DL - 0.005) $ 27. Oil & Grease APHA 22st ed:2012 <1 $ 28. DO APHA 22st ed,4500 A:2012 2 $ 29. BOD APHA 22st ed,5210 B:2012 7.9 $ 30. COD APHA 22st ed,5220 B:2012 16.6 $










GROUND WATER




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TEST REPORT


to


Sample Details

Sample Description : Ground Water


Sampling drawn by : Santashil


Sampling Plan & Procedure : As per SOP (Doc No. LIII-SOP/01 page1-5)


RESULTS

S. No Parameter Test Method

Results Unit

1 Turbidity APHA 22nd edition,2130 B:2012 20 NTU

2 pH APHA 22nd edition,4500H+ B:2012 7.3 --

3 Conductivity APHA 22nd edition,2510 B:2012 667.0 µS/cm

4 Total Dissolve Solids APHA 22nd edition,2540 B:2012 408.0 mg/l

5 Alkalinity as CaCO3 IS3025-Part 23,1986 Reaffirmed 2009 195.00 mg/l

6 Total Hardness as CaCO3 APHA 22nd edition,2340 C:2012 120.27 mg/l

7 Calcium as Ca APHA 22nd edition,3500 Ca B:2012 32.70 mg/l

8 Magnesium as Mg APHA 22nd edition,3500 Mg B:2012 9.40 mg/l

9 Sodium APHA 22nd edition,3500 Na B:2012 63.00 mg/l

10 Potassium APHA 22nd edition,3500 K- B:2012 12.00 mg/l

11 Bicarbonate IS : 3025 (Part-51) 195.00 mg/l

12 Chloride as Cl APHA 22nd edition,4500 Cl- B:2012 44.80 mg/l

13 Sulphate as SO4 APHA 22nd edition,4500 SO4--E:2012 32.50 mg/l

14 Nitrate as NO3 IS : 3025 (Part-34) 7.41 mg/l

15 Fluoride as F APHA 22nd edition,4500 F- D:2012 0.48 mg/l

16 Phenolic compound IS : 3025 (Part-43) BDL (DL - 0.001) mg/l

17 Cyanide IS : 3025 (Part-27) BDL (DL - 0.008) mg/l

18 Aluminum IS : 3025 (Part-55) BDL (DL - 0.01) mg/l

19 Arsenic IS : 3025 (Part-37) BDL (DL - 0.005) mg/l

20 Cadmium IS : 3025 (Part-41) BDL (DL - 0.005) mg/l

21 Chromium as Cr+6 IS : 3025 (Part-52) BDL (DL - 0.005) mg/l

22 Iron APHA 22nd edition,3500 Fe- B:2012 0.19 mg/l

23 Copper IS : 3025 (Part-42) BDL (DL - 0.005) mg/l

24 Lead IS : 3025 (Part-47) BDL (DL - 0.005) mg/l

25 Manganese IS : 3025 (Part-59) BDL (DL - 0.005) mg/l

26 Mercury IS : 3025 (Part-48) BDL (DL - 0.01) mg/l

27 Zinc IS : 3025 (Part-49) 0.45 mg/l

Note: Below Detection Limit: DL- Detection Limit, NR - No Relaxation **End of Report**












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RESULTS


Results Unit



























27 Zinc IS : 3025 (Part-49) 0.11 mg/l













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Sample Details




Sampling Location : BITS Pilaani Campus



RESULTS


Results Unit



























27 Zinc IS : 3025 (Part-49) 0.33 mg/l













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Sampling Location : Mundvel Sampling Plan & Procedure : As per SOP (Doc No. LIII-SOP/01 page1-5)


RESULTS


Results Unit



























27 Zinc IS : 3025 (Part-49) 0.41 mg/l













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Soil Quality Analysis Issued to : Environment Clearance for Expansion of Dabolim Airport, Goa in Respect of Extension of


Sample Details Sample Description : Soil



Sampling Location : Project Site

Sampling Plan & Procedure : As per SOP (Doc No. LIII-SOP/01 page 67)

Sample Quantity : 1 kg

RREESSUULLTTSS

S.

No Parameters Methods Results

1 Colour Department of Agriculture & Co-operation, Govt of India 2011 Brownish

2 pH IS2720- Part 26, 1987 by pH meter 7.7

3 Conductivity (µmhos /cm) Department of Agriculture & Co-operation, Govt of India Page No. 81-82:2011 149

4 Moisture content (%) Department of Agriculture & Co-operation, Govt of India Page No. 76-77:2011 4.81

5 Texture Department of Agriculture & Co-operation, Govt of India 2011 Sandy

Clay

6 Clay (%) Department of Agriculture & Co-operation, Govt of India 2011 35

7 Silt (%) Department of Agriculture & Co-operation, Govt of India 2011 19

8 Sand (%) Department of Agriculture & Co-operation, Govt of India 2011 46

9 Infiltration Rate (%) TM-S/40 1.05

10 Bulk density (g/cm3) TM-S/34 1.08

11 Porosity (%) Department of Agriculture & Co-operation, Govt of India 2011 36.00

12 Available N (kg/ha) TM-S/17 114.0

13 Available P (kg/ha) TM-S/11 25.5

14 Available K (kg/ha) Department of Agriculture & Co-operation, Govt of India 2011 128.2

15 Organic Carbon (%) IS2720-(Part-22),1972, Reaffirmed 2001 0.22

16 Organic Matter (%) IS2720-(Part-22),1972, Reaffirmed 2001 0.38

Note: BDL- Below Detection Limit: DL- Detection Limit **End of Report**













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Sampling Location : Wooded Area near Dabolim



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Clay

























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1 Colour Department of Agriculture & Co-operation, Govt of India 2011 Blackish





Clay

























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Sampling Location : Waste Land Near BITS Pilaani Campus



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Sampling Location : GIDC Industrial Estate



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1 Colour Department of Agriculture & Co-operation, Govt of India 2011 Blackish





Clay






















ANNEX 4.1

LIST OF GREENBELT SPECIES

Floral species in the study area

Sl. No. Scientific name Vernacular name

Trees

1 Mangiferaindica Ambao

2 Anacardiumoccidentale Kaju

3 Polylathialongifolia Ashok

4 Alstoniascholaris Saptparni

5 Plumeriarubra Khairchampo

6 Wrightiatinctoria Kodumuki

7 Areca catechu Supari

8 Caryotaurens Birlomad

9 Cocosnucifera Mad

10 Phoenix sylvestris Ramkhajuri

11 Avicennia marina Tivar

12 Avicenniaofficinalis Upati

13 Bombaxceiba Shimul

14 Garugapinnata Kakad

15 Bauhinia racemosa Shimalo

16 Delonixregia Gaulmor

17 Peltophorumpterocarpum Sonmukhi

18 Tamarindusindicum Embali

19 Casuarinaequisetifolia Sura

20 Garciniaindica Kokam

21 Terminaliaarjuna Holematti

22 Terminaliabellerica Tare

23 Terminaliatomentosa Asan

24 Phyllanthusemblica Amrali

25 Thespesiapopulnea Bhindi

26 Acacia auriculiformis Austrianbaval

27 Albiziaprocera Kilai

28 Leucaenaleucocephala Vilayatibaval

29 Artocarpusheterophyllus Phannus

30 Ficushispida Kharoti

31 Ficusreligiosa Pimpal

32 Erythrinavariegata Sisam

33 Zizyphusxylopyra Ran -bor

34 Murrayapaniculata Mitholimado

35 Sapindusemarginatus Ritha

36 Sapinduslaurifolius Ritha

37 Sterculiavillosa Sarda

Shrubs

1 Adhatodavasica Adaso

2 Holarrhenaantidysenterica Koodsaloo

Sl. No. Scientific name Vernacular name

3 Neriumindicum Kaneri

4 Carissa congesta Balli, Karvanda

5 Calotropisprocera Akado

6 Cassia occidentalis Kasundri

7 Ipomoea fistulosa Nasarmo

8 Euphorbia neriifolia Nivalkamyem

9 Euphorbia nivulia Thorkantolo

10 Euphorbia tirucalli Portugalinival

11 Jatrophacurcas Ratanjot

12 Jatrophagossypifolia Pardesidevalo

13 Manihotesculenta Tapioca

14 Lawsoniainermis Garanth

15 Melastomamalabaricum Liakeri

16 Memecylonumbellatum Harchari

17 Micheliachampaca Champa

18 Abelmoschusmanihot Kasturibhendi, JangliBhindi

19 Abutilon indicum Khansaki

20 Bougainvillea spectabilis Bugamvil

21 Sesbaniasesban Shevari

22 Cajanuscajan Tur

23 Zizyphusmauritiana Boadi

24 Ixoracoccinea Gudde – dasal

25 Lantana camara Aripu

26 Vitexnegundo Nimgud

Herbs

1 Colocasiaesculenta Arvi, Champu

2 Pisitastratiotis JalKhumbi

3 Barleriaprionitis Vajradanti

4 Belpharisasperrium Akada

5 Eranthemumroseum Dasmuli

6 Justiciaprocumbens Karambal

7 Rungiapectinata Sut

8 Aervalanata Chhaya, gorakhbuti

9 Ageratum conyzoides JangliPhudina

10 Blumeaeriantha Kukronda

11 Blumeavirens JangliMuli

12 Ecliptaprostrata Bhringaraj, keshraj

13 Echinopsechinatus Utakatira

14 Grangeamaderaspatana Mastaru

15 Gomphrenaglobosa Gul-e-Makhmal

16 Tridaxprocumbens KhalMuriya

17 Vernoniacinerea Sahadevi

ANNEX 12.1

QCI CERTIFICATE OF GCPL

ANNEX 12.2

MoU between GCPL & EEPL

Nitesh

Text Box

2017

ANNEX 12.3

NABL Certificate of EEPL

(i)

(iv)

F. No. Q-15018/14/2017-CPW Government of India

Ministry of Environment, Forest and Climate Change (CP Division).

Agni-233, Indira Paryavaran Bhavan, Jor Bagh Road,

New Delhi —110 003. Dated. the 15-October .2018

To

M/s Envirotech East Pvt. Ltd. Bengal Ambuja Commercial Complex UN F-13, 1050/1, SurveyPark Kolkata-700075

Subject: -Renewal of Recognition of M/s Envirotech East Pvt. Ltd., Bengal Ambuja Commercial Complex, UN F-13, 1050/1, Survey Park, Kolkata-700075, as Environmental Laboratory under the Environment (Protection) Act, 1986 — regarding.

Sir.

I am directed to refer to your application dated:08.04.2017 for renewal of recognition of your laboratory under Environment (Protection) Act. 1986. Based on the recommendations of the Expert Committee for Recognition of Environmental Laboratories in its 55th meeting held on 17.09.2018 and your acceptance of the revised terms and conditions at Annexure-III & IV of the Guidelines for recognition of Environmental Laboratories, this Ministry approves the renewal of recognition of M!s Envirotech East Pvt. Ltd., Bengal Ambuja Commercial Complex, UN F-13, 1050/1, Survey Park, Kolkata-700075 for five years, as shall be notified in the Gazette of India.

2. As sought in your aforementioned application. Nil/s Envirotech East Pvt. Ltd. may undertake the following tests:

Physical Tests: Conductivity, Colour, pH, Fixed & volatile solids, Total solids, Total dissolved solids, Total suspended solids, Turbidity, Temperature, 'Velocity & discharge measurement of industrial effluent stream. Odour, Settleable solids and Sludge Volume Index (SVI). Inorganic (General & Non-metallic): Acidity, Alkalinity, Ammonical nitrogen, Chloride, Chlorine residual, Dissolved oxygen, Fluoride, Total hardness, Total kjehldal nitrogen (TKN), Nitrite nitrogen, Nitrate nitrogen, Phosphate, Sulphate, Carbon dioxide, Sulphite, Silica, Cyanide and Sulphide. Inorganic (Trace metals): Boron, Cadmium, Calcium, Chromium Total, Chromium Hexavalent, Copper, Iron, Lead, Magnesium, Mercury, Nickel, Potassium, Sodium, Sodium absorption ratio,

Zinc, Arsenic, Aluminum, Beryllium, Manganese, Selenium, Silver, Tin, Antimony, Cobalt and Vanadium. Organics (General) and Trace Organics: Bio-chemical oxygen demand (BOD), Chemical oxygen demand (COD), Oil & grease, Phenol, Pesticide ((Organo-chlorine, Organo nitrogen-phosphorous), Surfactants, Poly-Chlorinated biphenyl (PCB's) each, Polynuclear aromatic hydrocarbon (PAH) each. Microbiological Tests: Total Coliform, Faecal Coliform. Faecal streptococci. E. coli, Total Plate Count, Enterococcus and Coliphage. Toxicological Tests: Bioassay method for evaluation of toxicity using fish, Measurement of toxicity using zebra fish (dimensionless toxicity test). Biological Tests: Benthic Organism identification and count, Planktonic identification count, Chlorophyll . Hazardous Waste: Preparation of Leachate (TCLP extract/water extract), Toxicity and Measurement of heavy metals/ pesticides in the waste/ leachate

(ix) Soil/ Sludge/ Sediment and Solid Waste: Boron, Cation Exchange Capacity (CEC), Electrical Conductivity, Nitrogen available, Organic carbon/ matter (chemical method), pH. Phosphorous (available), Phosphate (ortho), Phosphate (total), Potassium, SAR in soil extract, Sodium, Soil moisture. TKN, Calorific value, Calcium, Chloride, Colour, Heavy metal, Magnesium, Nitrate, Nitrite, PAH, Pesticide, Potash (available), Sulphate, Sulphur and Water holding capacity.

(x) Ambient Air/ Fugitive Emissions: Nitrogen dioxide (NO2), Sulphur dioxide (SO2), Total suspended particulate matter, Respirable suspended particulate matter (PM10), Ammonia. Carbon monoxide,Chlorine. Fluoride, Non methane hydrocarbon, Lead, Methane, Ozone, Benzene Toluene Sxlene (BTX), Polycyclic aromatic hydrocarbon (PAH) Benzo (a)- Pyrine & Other, PM2.5, Volatile Organics Carbon.Arsenic and Nickel.

(xi) Stack Gases/ Source Emission: Particulate matter. Sulphur dioxide, Velocity & flow, carbon dioxide, Carbon Monoxide, Temperature, Oxygen. Oxides of nitrogen, Acid mist, Ammonia, Fluoride (Particulate), Fluoride (gaseous), Hydro-chloric acid, Total Hydro carbon and Hydrogen Sulphide.

(xii) Noise Level: Noise level measurement (20 to 140 dba), Ambient Noise & Source-specific Noise . (xiii) Meteorological: Ambient temperature. Wind direction, Wind speed, Relative. Humidity and

Rainfall.

3. The laboratory shall compulsorily participate in the Analytical Quality Control (AQC) exercise conducted by the Central Pollution Control Board (CPCB) at least once a year to ascertain the capability of the laboratory and analyses carried out and shall submit quarterly progress reports to this Ministry.

4. Periodic surveillance of the recognized environmental laboratory will be undertaken by this Ministry/ CPCB to assess its proper functioning, systematic operation and reliability of data generated at the laboratory.

5. It is also mandatory for the laboratory to have requisite accreditations of the NABLI ISO 9001 and OHSAS and its renewal as per accreditation rules. Permission in para 2 above is subject to such accreditations and renewal, as applicable.

6. The laboratory should compulsorily follow the accepted Terms & Conditions. In case of serious non-compliance of any of the Terms and Conditions, the laboratory may be black-listed for a minimum period of two years and civil/ criminal proceedings, as applicable, may be initiated for performing functions on behalf of the Government in an unauthorized manner.

Yours faithfully,

Dry usan George K.) Scientist `D'

Tel. No. 011-24695327 Email: susan.george nic.in

Copy to:

1. Member Secretary, Central Pollution Control Board, Parivesh Bhawan, East Arjun Nagar, New Delhi — 110032.

2. Member Secretary, West Bengal Pollution Control Board Paribesh Bhavan, 10A, Block-L.A., Sector ffi, Salt Lake City, Calcutta - 700 106

3. Chief Conservator of Forests (C), Ministry of Env. and Forests, Regional Office(EZ), A/3, handersekharpur, West Bengal Bhubaneswar-751023

\/e/C . . IT Division, MoEF&CC, New Delhi-110003: for uploading on MoEF&CC website Dlr. ,

DRAFT EIA REPORT - Goa State Pollution Control Board

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