Chapter 4 Anticipated Environmental Impacts & Mitigation Measures

85 Pages·2010·4.15 MB·English

C
4
hapter

A
nticipated Environmental
Impacts & Mitigation Measures
The predictions of impacts and mitigation measures have been assessed
in the following four sections:
Section –I: Assessment and prediction of impacts due to proposed
nuclear power park at Jaitapur.
Section –II: Radiological Risk Assessment & Emergency Response
System
Section –III: The assessment and prediction of impacts under Coastal
Regulation Zone (CRZ) for the proposed nuclear power park
at Jaitapur
Section –IV: Assessment of Irreversible and Irretrievable Impacts and
Significant Impacts
Section -I
The impacts on environment due to activities of the proposed project could
be broadly divided into two parts as discussed in the chapter-1: -
1) Impact during project construction phase
2) Impact during operation phase of the project
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3) Impact during decommissioning phase of the project
4.1 Impacts Assessment during Project Construction
Phase
The construction of nuclear power plant of proposed magnitude would
require large input from civil, mechanical aspects including transport, labour etc. The
construction activity will be carried out over rocky barren area with basaltic rock upto
20 m depth.
4.1.1 Positive Impact on Landscape
There will be positive impact on existing landscape due to proper planning
for landscaping, development of roads with avenue trees and green belt development
around the project building making the landscape beautiful with lush green cover.
4.1.2 Impact Assessment for SPM arising out of Construction
Activities
Fugitive Dust Model (FDM)
Impact on air due to engine exhausts and emission of dust as a result of
temporary increase in number of transport vehicles and operation of heavy vehicles
for transport of construction material and machinery and loading / unloading
operations is envisaged. Fugitive Dust Model (FDM) is used to predict the ground
level concentrations (GLCs) during construction activities.
Fugitive Dust Model (FDM) is used for predictions due to construction
operations. The impact on air quality due to emissions from single source or a group
of sources is evaluated by use of mathematical models. When air pollutants are
emitted into the atmosphere, they are immediately diffused into surrounding
atmosphere, transported and diluted due to winds. The air quality models are
designed to simulate these processes mathematically and to relate emissions of
primary pollutants to the resulting downwind air quality. The inputs include emissions,
meteorology and surrounding topographic details to predict the impacts of
conservative pollutants.
The Fugitive Dust Model (FDM) is a computerized air quality model
specifically designed for computing concentration and deposition impacts due to
fugitive dust sources. The sources may be point, line or area sources. The model has
not been designed to compute the impacts of buoyant point sources, thus it contains
no plume-rise algorithm. The model is generally based on the well-known
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Gaussian Plume formulation for computing concentrations, but the model has been
specifically adapted to incorporate an improved gradient-transfer deposition
algorithm. Emissions for each source are apportioned by the user into a series of
particle size classes. A gravitational setting velocity and a deposition velocity are
calculated by FDM for each class. Concentration and deposition are computed at all
user-selectable receptor locations. It should be noted that while FDM has the
capability of treating 500 receptors, POSTZ can only accept 200 receptors, thus long-
term sequential uses of FDM should carefully consider the number of receptors to be
used.
The sources can be of three types: points, lines or areas. The line source
and area source algorithms are based on algorithms in the CALINE3 Model
(California Department of Transportation, 1979). For area sources, the user supplies
the coordinates of the center and the dimension in the x and y directions. Area
sources need not be square, but rather can be rectangular, up to an aspect ratio of 1
to 5 (ratio of width to length). Area sources with the length greater than five times the
width must be divided in a series of area sources, or modeled as a line source. The
model divides the area source into a series of line sources perpendicular to the wind
direction. Emissions from all sources may be divided into a maximum of 20 particle
size classes.
Prediction of Impacts due to Construction Activities
Following operations are considered during construction: Drilling, Blasting,
Dozing, Loading trucks, Unloading trucks, loading & unloading of Quarry waste,
Dumps, Active waste dumps, Haul road dust etc. Emission factors for different
operations estimated as per USEPA Emission estimation manual. Fugitive Dust
Model (FDM) is used for predictions due to construction operations. Maximum
incremental GLC of SPM due to construction activities at project site is predicted to
be 37 µg/m3 which is within NAAQS for residential/industrial areas.
Reduced level emissions were predicted considering water sprinkling and
wind breaking by green belts as a mitigation measure of environmental management
plan. Efficiency of control methods is considered as per the USEPA standards for
emission factors. With proper EMP, maximum incremental GLC of SPM due to
construction activities at project site is found to be 15 µg/m3. There will be a decrease
of more than 50% of SPM concentration after employing control methods at various
activities within the study area.
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The ambient 98th percentile value of SPM levels in Winter (2006-07) is
122 µg/m3. The resultant ambient concentration due to construction activity will be
159 µg/m3 without implementation of EMP, while the same will be 137 µg/m3 after
implementation of EMP measures of dust control. as given in following table. Thus
the SPM will be reduced by 86.16% by implementation of EMP. The resultant values
of SPM are well below the stipulated standards for industrial and residential, rural &
mixed use area. Moreover, the construction activity is a temporary phase and the
dust levels will come down again after the construction phase would be over.
Ambient Without EMP With EMP NAAQS,1994
SPM Level
(98th Resultant
Predicted Resultant Predicted Residential,
Site percentile) SPM
Concent- SPM Concent- Industrial rural &
Winter Concent-
ration of Concentra ration of area mixed use
Season ration with
SPM tion SPM area
EMP
(2006-07
Proposed
project 122 37 159 15 137 500 200
site.
* All values in µg/m3
Impact Assessment for Gaseous Vehicular Emissions
Caline 4 model is used for predicting the contribution of vehicular/transport
activities during construction phase of the project at project site. The impacts due to
proposed Line sources i.e. vehicular emission during construction activity are
predicted by using CL4 model. CL4 (Caltrans, 1989) is a dispersion model that
predicts concentrations of pollutants emitted by vehicles i.e. Carbon Monoxide (CO),
Oxides of Nitrogen (NOx) and hydrocarbons (HC) near roadways. CL4 is a simple
line source Gaussian plume dispersion model and predicts air pollutant
concentrations for averaging periods of 1 hour and 8 hour. The user defines the
proposed roadway geometry, worst-case meteorological parameters, anticipated,
traffic volumes, and receptor positions. The user must also define emission factors
for each roadways link. CL4 is a graphical windows-based user interface, designed to
ease data entry and increase the on-line help capabilities of CL4.
The purpose of the model is to assess air quality impacts near
transportation facilities in what is known as the microscale region. Given source
strength, meteorology, site geometry, and site characteristics, the model can reliably
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predict pollutant concentrations for receptors located within 500 meters of the
roadways.
In this modeling exercise, 8 hourly concentrations of CO, NO , are
x
predicted for the duration 10-17 Hrs, 18-01 Hrs and 02-09 Hrs.
CL4 divides individual highway links into a series of elements from which
incremental concentration are computed and then summed to form a total
concentration estimate for a particular receptor location. The receptor distance is
measured along a perpendicular from the reactor to the roadway centerline. The first
element is formed at this point as a square with sides equal to the line source width.
Thus, as element resolution becomes less important with distance from the
receptor, elements become larger to permit efficiency in computation. The choice of
the element growth factor as a function of roadway-wind angle (PHI) range
represents a good compromise between accuracy and computational efficiency.
Finer initial element resolution is unwarranted because the vertical dispersion curves
used by CL4 have been calibrated for the link half – width (W2) distance from the
element center point.
Each element is modeled as an “equivalent” finite line source (EFLS)
positioned normal to the wind direction and centered at the element midpoint. A local
x-y coordinate system aligned with the wind direction and originating at the element
midpoint is defined for each element. The emissions occurring within an element are
assumed to be released along the EFLS representing the element. The emissions
are then assumed to disperse in a Gaussian manner downwind from the element.
The length and orientation of the EFLS are functions of the element size and the
angle (PHI, φ) between the average wind direction and highway alignment. Values of
PHI = 0 or PHI = 90 degrees are altered within the program an insignificant amount
to avoid division by zero during the FELS trigonometric computations.
CL4 treats the region directly over the highway as a zone of uniform
emissions and turbulence. This is designated as the mixing zone, and is defined as
the region over the traveled way (traffic lanes – not including shoulders) plus three
meters on either side. The additional width accounts for the initial horizontal
dispersion imparted to pollutants by the vehicle wake effect. Within the mixing zone,
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the mechanical turbulence created by moving vehicles and the thermal turbulence
created by hot vehicle exhaust is assumed to predominate near the ground.
Prediction of Impacts
Following vehicles movement is considered for impact due to vehicular
emissions: Trucks – 125; Excavator – 2; Loaders – 6; Drills – 3; Water Tanks – 3;
Jeeps – 5; Dozer – 2; Grader – 1. Diesel is the main fuel used in these vehicles. US
EPA emission factors are used for computing the pollutant emission rates. Prediction
of impacts for CO and NO was made on 8 hourly bases up to a distance of 500 m on
x
either side of the roads of project site.
The GLCs of CO and NOx are found to be less than 10 µg/m3 and 5 µg/m3
respectively. Thus, there is no significant impact due to vehicular emissions within
the study area against stipulated standards of 80 µg/m3 and 2000 µg/m3 for NO and
x
CO respectively. The background concentration of NO at project site is 8 µg/m3, so
x
resultant concentration of NO would be 13 µg/m3 which is well below the stipulated
x
standards (MoEF, 2009).
Impact due to Noise Pollution during Construction Phase
The movement of heavy vehicles and machinery and construction activity
may contribute to noise pollution during construction phase. There will be impact of
noise on construction workers, however the village people will not be affected due to
long distance between plant and village.
Mitigation Measures
The machinery, vehicles (all types), blasting and construction activity may
contribute to the noise level in the area for on-site workers, who will be provided
noise protective ear muffs in high noise level zone. The green belt will be developed
in exclusion zone in construction phase which will act as barrier to noise and dust
generated during construction. The nearest village is at 2 km distance for the project
site and the noise levels reaching the village will be very low and the impact due to
above will be insignificant.
The regular maintenance and up keeping of construction machinery, heavy
vehicles, dumpers, and trucks will be helpful in reducing gaseous emissions and
noise. On site workers near noise producing source shall be provided ear muffs and
the workers near construction site will be provided with helmets. The depth, charge
and the matrix of the holes, delaying and decking of shots for blasting will be
optimized to minimize and noise.
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4.1.3 Impact on Environmental Sanitation
Temporary labour colonies, if not properly planned, may create
environmental pollution, unsanitary conditions and health problems.
Mitigation Measures
The temporary labour colonies with adequate sanitary measures will be
planned to minimize pollution of soil, water and public health problems.
4.1.4 Impact of Construction Activity on Coastal Ecology
The whole project site is plain rocky land with Basaltic rock available at a
depth of about 20 m from the ground surface. The overburden will be mostly in the
form of rock pieces, boulders etc. This will result in insignificant amount of turbidity in
coastal water which will be diluted rapidly due to northward or southward currents of
sea water during the year.
As the coastal area is poor in biodiversity and no sensitive habitat is
present in coastal water, the biological impact will be insignificant.
Limited dredging will be carried out for maneuvering of small ships and
barges at RoRo jetty and for laying down underground CCW discharge channels.
Inter tidal habitat area is too narrow near the project site due to elevated
rocky land for marine organisms to develop leading to low biodiversity of benthic
fauna, Low fish catch, except presence of a few sea weeds. Biodiversity is better on
northern and southern direction away from the project site (Vol II EIA Report,
Annexure-VIII). Thus due to activities during construction phase in CRZ would not affect
coastal ecology.
The patches of mangrove flora is present at a distance of 5-6 km from the
project site in the estuary of Kodavali River. The estuary is far away from site and will not
be affected in any way by the project activity.
Mitigation Measures
The whole quantity of rocky overburden will be utilized for leveling of land
in project area as well as in the construction of the project and break water structure.
The overburden will be securely stored till it will be utilized as construction material.
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The dredged sediment material will also be utilized in construction as well
as for land filling and excess silt will be disposed off in deep sea.
The construction of water intake structure and proposed Jetty will be carried
out by specialized engineering technology which does not produce turbidity in the coastal
waters and marine flora, fauna and fisheries would not be affected.
Though, the patches of mangrove flora is present at a distance of 5-6 km from
the project site, they will not be affected by the project activity, yet, special efforts will be
made for the conservation and propagation of mangrove vegetation at suitable sites
around the project area.
4.1.5 Impact of Construction and Operation of Jetty
As mentioned that the coastal area around the project site is not very
productive and devoid of presence of any sensitive species. The proposed jetty,
which will be of very small in size and will be situated inside the breakwater wall,
therefore, Construction of Jetty will not have any adverse impact on the coastal
environment. Moreover, the jetty, which will be used occasionally, will provide safe
habitat for the marine organism in long span of time.
Small ships and barges will visit the site during construction period only to
carry the imported instruments and equipments and will not be a continuous shipping
activity and may not have impact on the coastal environment.
4.1.6 Impact of Construction on Sea Water Currents
As per the study carried out by CWPRS, the flow in the open sea near
project site is unidirectional, either northerly or southerly. During non-monsoon period
(March-May) and SW monsoon period (June-September), the flow is southward while
during NE monsoon period (November-January), the flow is northward. In October-
February, the flow is in transition.
The seaward boundary of the project construction is well aligned with the
existing shoreline. Moreover, the discharge canals for disposal of condenser cooling
water will be underground. Therefore, the project structures will put minimum
resistance to the ocean currents which are parallel to the coast.

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4.1.7 Impact Assessment due to Radiological Releases during
Project Construction Phase
There will not be any radiological releases during the first phase of the twin
unit construction of JNPP. Therefore, there will not be any impact on the environment
due to radiological parameters during construction of the first phase of JNPP.
However, during second & third phase of the twin unit construction, the first phase
twin units and second phase twin units, already constructed will be under operation
and hence will have radiological impact which has been described in the
Section 4.2.1.3, 4.2.2.2 and 4.3.2.2.
4.1.8 Improvement of Communication Facilities
During construction phase, the infrastructural facilities like roads,
telephone, public transport will be improved in the area.
4.1.9 Availability of Direct Employment
Many local people including youths, contractors and small entrepreneurs
would get direct / indirect employment during construction phase.
4.2 Impacts during Project Operation Phase
This section describes the environmental impact, considering phased
construction and operation of all the six units of 1650 MWe in twin unit mode
4.2.1 Air Environment
The Air Environment will have impact due to conventional Air Pollutants
and Radioactive Pollutants.
4.2.1.1 Impact Assessment due to Conventional Air Pollutants
As such, there is no possibility of emission of conventional air pollutants
from nuclear power plants except during construction phase. Hence, the impacts of
the proposed nuclear power plant on ambient air quality due to conventional air
pollutants in that region will be insignificant. There will be marginal increase in
conventional air pollutants levels due to increase in vehicular traffic and urbanization,
which can be attributed to indirect impacts of the project in that region. However,
these concentrations shall be within the prescribed limits of CPCB / MPCB as the
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proposed nuclear power project is not the source of conventional air pollution and
present levels of conventional air pollutants are very low.
4.2.1.2 Prediction of Impacts of DG sets
There are two Diesel Buildings (DBs), each house two Emergency Diesel
Generators (EDGs) and one Station Black Out (SBO) Diesel Generator sets along
with their diesel fuel storage tanks. Each DB houses two DGs of 1000 KVA (DB1-
DG1 & DB1-DG2 in DB1 and DB2-DG1 & DB2-DG2 in DB2) and one DG of 7000
KVA (DB1-DG3 and DB2-DG3) rating. These two diesel buildings are located on
opposite sides of the plant, providing physical separation for protection against
external hazards. Each DB contain two redundant trains comprised of the main diesel
generators for emergency power supply and one SBO diesel generator, fuel storage
tanks (within a dedicated fire compartment), air cooling equipment and roof level
silencer for diesel engines. A common stack of 30 m will be provided to vent out the
flue gases from the DGs of each DB. The stack height is estimated as per MoEF
Notification GSR 489 (E) July, 2002 for estimation of stack height of DG set
depending upon the KVA rating 1000 KVA to 7000 KVA. The diesel consumption will
be from 270 to 1900 litres/hr depending on KVA rating and test run of DG is carried
out for one hour once in a week.
In order to predict impacts on ambient air quality due to DG sets operation
on regular and emergency basis proposed at JNPP site, data on emission scenario
and micrometeorology data collected by NEERI and along with historical data
collected from India Meteorology Department (IMD) were used to predict Ground
Level Concentrations (GLCs) of SO , NOx and SPM.
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Micro Meteorology
The hourly wind speed, solar insulation and cloudiness during the day
whereas in the night, wind speed and cloudiness parameters were used to determine
the hourly atmospheric stability Class A to F (Pasquill and Gifford).
The hourly stabilities were determined based on the technique suggested
by Turner. Turner’s system used for determining the stability classes is as follows:
For day or night: If total cloud cover (TC) = 10/10 and ceiling <7000 ft
NR=0
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