Esia Pakistan international bulk terminal - PROPOSED COAL, CLINKER & CEMENT TERMINAL AT PORT QASIM

Final Report
July 2011
ENVIRONMENTAL MANAGEMENT CONSULTANTS
503, Anum Estate, Opp. Duty Free Shop, Main Shahrae Faisal, Karachi.
Phones: 9221-4311466, 4311467, Fax: 9221-4311467.
E-mail: mail@emc.com.pk, emc@cyber.net.pk
Website: www.emc.com.pk
ENVIRONMENT & SOCIAL IMPACT ASSESSMENT
PROPOSED
COAL, CLINKER & CEMENT TERMINAL AT PORT QASIM

Tomeettheindustry'sdemandformechanizedhandlingofdirtybulkcargo,PakistanInternational
Bulk Terminal Limited plans to setup the Country's first terminal to handle coal, clinker and
cement. The coal, clinker and cement terminal will be established by the name of Pakistan
International Bulk Terminal (PIBT) located at Port Qasim and setup on a 30 year built, own,
operate and transfer concession from the Port Qasim Authority (PQA).
The Environmental & Social Impact Assessment (ESIA) responds to the statutory requirement
under section 12 of Pakistan Environmental Protection Act, 1997 and IEE/EIARegulations 2000 for
scheduled development projects. The ESIAalso gratifies the evaluation criteria of the International
Finance Corporation (IFC). Applicable National & International Guidelines and regulations have
been used as a reference in preparing this ESIA. The project falls in Schedule‑II of Pakistan
Environmental Protection Agency (Review of IEE/EIA) Regulations 2000 and Category‑A of
Equator Principles which means it could have significant environmental impacts if appropriate
mitigating measures are not implemented.
PIBT will be located at a distance of 15 km from the National Highway, thus having direct access to
the hinterland. It will also be connected to the National Railway network at Port Qasim. In a two
phase development, PIBT will build capacity for handling up to 4 million tons per annum of coal,
cement and clinker in Phase‑I development. Handling capacity at additional 4 million tons will be
developed in Phase‑II. At the end of Phase‑II, the terminal handling capacity will be 8 million tons
per annum which can further be enhanced to 12 million tons per annum in future. The total
estimated cost of development in phase‑I and II is estimated to be 175 million USD.
Environmental Management Consultants
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ESIA STUDY FOR PROPOSED COAL, CLINKER & CEMENT TERMINAL AT PORT QASIM
PAKISTAN INTERNATIONAL
BULK TERMINAL (PIBT)
Executive Summary
Name of Project: Establishment of Coal, Clinker and Cement Import/Export terminal
Location of Project: Port Qasim, Karachi
Name of Proponent: Pakistan International Bulk Terminal (PIBT) Limited
Contact Person: Mr. Sharique A. Siddiqui, Chief Executive Officer (CEO)
2nd Floor, Business Plaza, Mumtaz Hassan Road, Karachi.
Tel: (92‑21) 32400450 Fax: (92‑21) 32400281
E‑mail: sharique@mrgc.com.pk
Name of ESIA Consultant: Environmental Management Consultants (EMC) Pakistan
Contact Person: Mr. Syed Nadeem Arif, Managing Director
Office # 503, Anum Estate Building,
Main Shahrae Faisal, Karachi.
Tel: 021‑34311466, Fax: 021‑34311467
E‑mail: nadeem@emc.com.pk, mail@emc.com.pk

The storage area is on reclaimed land spread over 25 hectares or 62 acres. There will be 5 cement silos
of 10,000 tons capacity each located at the western side of the storage area. Cement silos trucks will
interfacetodischargecementforonwardpumpingtocementconveyorandontothevesselsforexport
of cement.
Theterminaldevelopmentcomprisesofbuildingajettyof439minlengthforsimultaneouslyoperating
two vessels of about 75,000 DWT. The jetty will have two coal ship unloading cranes and one clinker
and ship loading crane. The jetty is connected to the storage area via trestle bridge spanning over 2.5
km in length. The trestle will have two covered conveyors, one for coal imports and the other for
cement exports. The trestle will have the capacity to add one more conveyor for enhanced handling in
future. The trestle will piles are designed to support Access Bridge for maintenance, fire fighting and
other services. The storage area will have capacity to store about 900,000 tons of coal at any given time
stacked in heap of about 15 meters height. Two stackers will run in between the coal piles to stack coal
from being discharged from the ship and filled with the conveyor. Dust suppression water sprinklers
will be located in the coal piles to contain coal dust. The terminal will also have the capacity to stack
350,000 tons of clinker at any given time.
The Pakistan International Bulk Terminal would also be the first and only dirt cargo terminal in
Pakistan with state of the art mechanized handling of cargo conforming to international standards of
efficiency. It will also be the first handling facility to comply with international standards of
environmental pollution control and ensure a pollution free environment at PQ. Pakistan International
Bulk Terminal is being financed by IFC. It is anticipated that the construction period for the jetty, trestle
and storage yard will take approximately 30 months and the Project will become operational by the
year 2015.
The 'No Action Alternative' for siting the PIBT does not offer the much needed environmental
advantages over the present system of having the imported coal handled at the open yard in Keamari
area which is adjacent to the residential colonies that house the lower middle class populace of the port
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Sr. No. Name of Expert Designation
1 Engr. Syed Nadeem Arif Project Manager
2 Mr. Saquib Ejaz Hussain Deputy Project Manager & EIA Specialist
3 Dr. Mirza Arshad Ali Beg Team Leader & Senior EIA Specialist
4 Dr. Iqbal Ali Senior Hydrologist
4 Dr. Shahid Amjad Senior Oceanographic & Marine Biology Expert
5 Dr. Badar Munir Ghauri Senior Expert on Air Quality Monitoring
6 Dr. Mansoor Imam Senior Waste Management Expert
7 Dr. Viqar Husain Senior Geologist
8 Ms. Zulekha Soorma HSE Advisor
9 Ms. Kaneez Fatima Mamdani Senior Sociologist
Table 1: ESIA Study Team

area. Coal is currently being transported from the berths to the open yard in open top dumper trucks
that spill coal on their way. It is being stacked in an open yard on large hillocks, which are sprayed with
water from sprinklers. The water draining from the heaps of coal is allowed to drain untreated into the
coastal water.
In view of the deficiency in not responding to the needs of environmental protection, the "No Action
Alternative" does not need further consideration.
Selection of the preferred alternative system and site for establishment of Coal, Clinker & Cement
Terminal at PIBT needs to be based on:
a) Substantial improvement in the current system of handling, storage and transportation of coal,
clinker and cement.
b) Urgent need to provide better level of infrastructure service in handling coal, clinker and cement for
storage, and shipping to meet the current and future demand for higher calorific value coal available
for the cement industry, and to cater to the shipping requirements of clinker and cement export as bulk
dry cargo.
Dredging to the required depth for berthing of vessels of 75,000 DWT as well as maintenance of the
required dredged berth will be the responsibility of the PIBT. Dredging in front of the jetty to
accommodate 55,000 DWT will be made before delivery of the crane and loader. Dredging for 75,000
DWT ships will only be made when the approach channel has been dredged to ‑15.5m depth to
accommodate ships of the said size.
Alternatives available for disposal of dredging spoil include i) landfill of storage area, and ii) site
identified by PQA. Alternative i) will require investigation on the suitability of reclaimed soil for
reclamation of the back‑up area that will be used as storage area. In both cases there will be problems
of disposal of the dredged materials and material transfer through 2.5 km mangroves swamp.
Geotechnical investigations at the site indicate that the top silty Clay/ Clayey silt is unsuitable for using
in the reclaimed area, since use of such material in such areas will encounter undesirable large
settlement of soil on long term basis. The material of Layer II and Layer III has been found usable for
filling reclaimed area. The thickness of these layers is 3 to 6m and hence can be considered for the
purposeofreclamationoftheback‑upareathatwillbeusedasstoragearea.Thestorageareacomprises
a large depression which will have to be filled in to level +5.50 m with some extra height to compensate
for expected settlement.
International standards that are followed by PIBT relevant to community engagement include:
n International Finance Corporation, 'Stakeholder Engagement: A Good Practice Handbook for
Companies Doing Business in Emerging Markets' (IFC, 2007); and
n The Core Values of the International Association for Public Participation (IAP2).
The project has striven to rely on the following IFC principles:
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n Earlyengagement:Commencingengagementearlyiscriticalinbuildingtrust,mutualrespectand
in establishing relationships with communities. PIBT will ensure that consultation activities are
proactive, planned and delivered in a timely way.
n Long‑term view: Establishing and maintaining relationships is a long‑term investment. To
enhance the value of community relationships, PIBT will take a long‑term view to engagement.
n Tailored at each phase of project: The outreach and engagement program will be tailored to each
phase of the project. In developing the project, activities, issues and stakeholders associated with
the phase will be considered and built into the engagement activities for that phase.
n Proactive,notreactive:PIBTwillsetaproactivepathforconsultationandwillconsultinastrategic
manner, as opposed to being reactive and responding to grievances as they arise. A proactive
approach to consultation will build credibility and relationships with the community.
n Managed as a business priority: PIBT will ensure that engagement activities are planned and
deliveredthroughasystematicandconsistentapproachandthatmanagementresponsibilitiesare
assigned to each consultation activity.
Initially public consultation in form of group discussions was carried out at different locations of the
project area during the preparation of the Environmental and Social ImpactAssessment (ESIA) with a
view to minimize adverse impact of the project through creating awareness among the communities
on potential benefits of the project. The meetings with communities were held during the months of
Jan‑Feb‑March2011.Moreover,ScopingsessionwithmajorstakeholderswasconductedonDecember
26 2010 at Hotel Regent Plaza, Karachi. The Scoping process identified data gaps relating to the quality
of the marine environment baseline ambient air quality, baseline noise levels, Health & Safety issues,
information about other planned developments in the area, Hazards and Risks associated with the
constructed and operation activities of the Coal, Clinker and Cement Import/Export Terminal.
Environmental Baseline conditions were determined by surveys that were conducted following the
ASTM Standard D6008‑96: “Standard Practice for Conducting Environmental Baseline Surveys”. The
information for the baseline was collected through: i) Field surveys; ii) Consultation with stakeholders
including the Project Proponent; iii) Desk‑top surveys including review of published data and the
archives of EMC and associates, and iv) Data purchase.
The microenvironment of the project site comprises i) the Kadiro Creek System, where the Project jetty
will be located, ii) the 2.6 km strip of land/mudflat over which the 2.4 km trestle bridge will be
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constructed to connect the Jetty with the on‑shore storage area, and iii) the back‑up area at a location
adjacent to the western boundary of PQA on the north of Korangi Creek, south of the Oil/LPG area
designated in the PQAMaster Plan, and on the west of FOTCO facility.
The coastline of the microenvironment lies between Korangi creek inlet and Kadiro Creek and
encompasses three islands: Bundal Island, Buddo Island and Khiprianwala Island and two large and
deepopeningstowardstheseaviz.PhittiCreekMouththatformstheApproachchannelofPortQasim
and the Kadiro Creek Mouth.
The macroenvironment of the Project extends over Port Mohammad Bin Qasim, the navigation
channel and hinterland stretching from the Port area to the National Highway in the north, and from
Ghaggar Phatak on the east to Mehran Highway on the west. The near shore macroenvironment of the
proposed bulk terminal comprises a number of creeks, islands, wetlands, marshes and mangrove
forests and forms the far west extension of the Indus Delta. Phitti creek is the largest among the group
of creeks developed on the western parts of the former delta of the Indus River. Phitti Creek is
connected to a system of creeks including Jhari, Kadiro, Korangi and Gharo Creeks. The eastern coast
has tidal creeks with mangrove and mudflats which are linked with a network of creeks. The sea bed
at the east and southeast coast is generally smooth and regular as is apparent from the bed contours.
The land slope is gentle, generally ranging from 1/500 to 1/1000.
Some smaller creeks branch off these major creeks forming a big network of the Indus delta. This
network of creeks is a very sensitive ecological area of the delta and has all the characteristics of the
deltaic behavior.
A chain of small Islands such as Bundal, Buddo, and Khiprianwala are off shoots of Indus Delta
formation system and are either sand banks or swamps partially submerged at high tide. Extensive
vegetationofmangrovealsoexists.Theislandsaremostlyflatandswampy.TheMalirRiverdrainsinto
the Gizri Creek.
The Geographical area of the macroenvironment extends over the Union Councils (UC)s: Ibrahim
Haidery, Rehri, Gulshan‑i‑Hadeed and Ghaggar of the administrative district #17 Bin Qasim. It is
spread over Korangi Creek on the west and UC Ibrahim Haidery, Rehri, Chashma Goth, Korangi Fish
Harbor, the deep sea fish harbor and salt works along the coast; Lath Basti, and Juma Goth in the
northwest; the PROGAS jetty, FOTCO Jetty, IOCB, EVTL, and Port Qasim Industrial Area in the east;
the Steel Mills in the far east, and the navigation channel of Port Qasim and the large mudflat covered
by mangroves forest in the south.
The Kadiro Creek area, which forms the microenvironment of the Project, does not exhibit much
geologicalandpedagogicaldiversityexceptthatitiscoveredwithmangrovesupportingmudflats.The
mudflats are recent deposits of the deltaic origin while their soil cover is the drift type that has been
transferred with the flood flows. According to the Geological Survey of Pakistan the project area and
its macroenvironment have only the middle and upper tertiary formations. The formations can be
described as slightly weathered, recent and sub recent shore line deposits.
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There is no inland surface water body in project area except the mudflat lying between the 9 meter
contour and the coastline of Arabian Sea. There are quite a few springs including the Chashma at
Chashma goth and some along the coastal road that runs along the base of the 5‑9 meter contour that
is conspicuous in the region.
EMCcommissionedSUPARCOtoundertakeabaselineairqualitymonitoringsurveyattheproposed
Coal, Clinker & Cement Terminal site. The survey has characterized the existing air quality in the
vicinity of the Project site. The existing levels of primary pollutants were found well within limits of
NEQS and the prescribed limits of International Standards for ambient air quality.
Terrestrial ecologies are, by definition, communities of species that interact in a land based habitat like
a desert, a grassland, or a rainforest. The ecosystem of concern to the description of terrestrial ecology
comprises the thin strip of land which is the Right of Way of the coastal road that separates the hill
which forms the 9 meter contour line from the mudflat along the coastline of Arabian Sea. The coastal
road starts from Ibrahim Hyderi and runs along the base of the 9 meter contour line to the FOTCO site
where the PIBT would be located.
The terrestrial environment around the UCs consists of sparse scrub and a few trees ofAcacia nilotica,
with some grazing from domesticated animals including camels, goats and cattle. The land adjacent to
the coastline has deposits of poorly sorted, unconsolidated loose gravel, sand and silt. It has sand bar
deposits comprising medium to coarse sand, which is being exploited for cut‑and‑fill in the
construction industry, and for land preparation for the industrial zone and for reclamation of land area
on extensive areas in the south. This has disturbed the landform during the last three decades and has
irreversibly changed the landscape of the near‑shore area.
The built environment of the Project is served by the developed infrastructure of Port Qasim industrial
area, Port Qasim International seaport, National highway and also the rail network which connect the
macroenvironment with the city centre of Karachi and other cities of the country. The main access road
from the National Highway, N‑5 is a single 2‑lane carriageway at present. However, it is planned to be
dualized into a 4‑lane divided road. The intersections are also proposed to be improved along with the
various Port Development schemes being implemented at Port Qasim.
The composition of traffic is similar to other sections of National Highway passing through rural areas.
Heavytrafficincludestrailer,trucksandtankersthatdominatetheoveralltrafficstream.Roadnetwork
within Port Qasim Industrial Zone is superior to other industrial estates in Karachi and roads are wide
enough to support all types of vehicular traffic movement.
Beyond the PQA network, the project shall be connected with the various areas in Karachi and
upcountrythroughtheNationalHighwayandtherailwaynetwork.ThePQAaccessroadconnectsthe
proposed terminal to the National highway, N‑5 which runs from Karachi to Peshawar and onwards
toAfghanistan. From the National Highway, N‑5 branch off different routes along National Highways
leadingtovariousothercitiesinthecountry.AlinkroadstartingnearSteelTownconnectstheNational
Highway, N‑5 with the Superhighway / Motorway, M‑9 system near Kathore.
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Main line of Pakistan Railways, running almost parallel to National Highway, N‑5, links Port Qasim to
other areas in the country especially to the Thar Parkar region providing opportunities for carriage of
Coal and Clinker to the proposed terminal. However, development of a railway link between the
proposed terminal and Pipri Marshalling Yard shall be required for making it a convenient and
commercially attractive cargo movement facility.
The survey for description of marine ecology was aimed at identifying and if possible characterizing
themangroveecosystem,marineorganisms,theirhabitats,productivity,birdfaunaofthecreeksystem
and the ecosystems in which they inhabit. The baseline surveys take into consideration the likely
impact on the ecosystem by port development, and evaluate the ecosystems in terms of loss of habitat
of any endangered organism that may be found in the mangrove ecosystem, among the marine flora
and fauna of the mudflats, and may require special management during the development and
operation phase of the Project.
The Avicenna marina is the
dominant species of the
mangroves in the Indus Delta. In
the microenvironment of project
area i.e. the Kadiro Creek system
under study the most dominant
species is also Avicenna marina
that grew on the northern and
southernbanksofthePhittiCreek.
The Mangrove population of
Avicenna marina is highly dense
at project site. The density of
mangrove trees was estimated at
between 50‑60/100 m
2
. The height
of the individual tree within the
established Avicenna marina
habitat was greater than ~3 m.
The Habitat surveys were undertaken during low tides at daylight hours. Low tides facilitated in
exposing submerged mud flat community. Appropriate statistical analyses were performed using
statistical packages for data crunching and interpretation of results.
ThehighlyaggregatepopulationsofCarideanShrimpSpecies,Cerithiumspp,Turritellaspphavebeen
clumped together.
Cerithium species are a large group characterized by an upturned canal in their shell that protects the
siphon and allows them to live just beneath the substrate. Cerithium spp are algae and detritus feeders
and are common prey for predatory mollusks.
Turritella are by far the largest family group and also one of the oldest, being represented in the fossil
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Figure: Mangroves Density at Project Site in Kadiro Creek

record as long as 135 million years, during the Cretaceous Period. During their long presence on Earth,
they have occupied every geographical locality and are ubiquitous.
Pelagic Fish community includes powerful swimmers, which are exclusively carnivore in nature like
predaceous fishes, croakers, sharks, carangids breams, perches, and sea snakes. Dolphin and seagulls
are some important forms, which readily pick up fishes, shrimps, and cephalopods for food. In the
mangrove ecosystem the predaceous forms are often small in size and easily wander among the
mangrovesathightide.A15‑20minutesfishtrawlwasconductedatselectedstationinthemajorcreeks
of PQAviz ‑a‑ viz Phitti‑Korangi‑Kadiro creeks. The presence of Dolphins in the Phitti Creek has been
reported by IUCN. The survey team did not see any dolphins in the area during the recent boat survey
undertaken. Similarly, the team did not find any feeding turtles in the area nor any turtle tracks were
found on the muddy shores. No turtle nest was observed. It is unlikely that the turtles would nest in
muddy substrate, they prefer sandy substrates instead.
There are no settlements or sensitive areas including archaeological sites or protected areas in the
neighborhood beyond 3.5 km radius.
The specific criteria used for determining the significance of impacts are identified for each resource,
and the following assumptions are generally used when evaluating the potential project impacts:
n PIBT as project proponent will comply with all applicable laws and regulations;
n The construction phase of the project will proceed as described in Section 3; and
n PIBTasproponentwillimplementthemitigationmeasuresandEnvironmentalManagementand
Monitoring Plan in letter and Spirit.
Environmental issues in proposed Coal, Clinker and Cement Terminal construction and operation
primarily include the following:
1. Land Use; 2. Dredged Materials Management; 3.Air Emissions & Dispersion; 4. Wastewater; 5. Solid
waste management; 6. Hazardous Materials and Oil Spill Management; 7. Noise Emission; 8.
Biodiversity; 9. Natural Events; 10. Traffic Management.
For successful environmental practices an essential requirement of the Pakistan Environmental
Protection Act 1997 and the International Finance Corporation (IFC) is to develop an environmental
management plan (EMP) to guide through the procedures to the management and employees of the
organization for continual improvement. This EMP will be implemented by Pakistan International
Bulk Terminal (PIBT), the proponents of Coal, Clinker & Cement Import/Export Terminal project. The
EMPoutline the objectives, define the responsibilities of the project sponsors/owners and contractor(s),
and lay down the required communication, reporting procedures and mechanism through which the
proposed measures will be monitored. Contingency Plan is part of the EMP.
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Table2:MitigationMatrix
S.#Aspect/ImpactMitigationMeasuresResponsibility
1.Attemptswillbemadetosavethetreesbyreplantingthematanothersite,maybeatthefencedboundary.PakistanInternationalBulkTerminal
Incasetheyhavetoberemoved,theirremovalwillbecompensatedbyplantingfourtosixnumbersforeachmatureor
maturingtreeremoved.Thiswouldcauseminimumdisturbancetomangroveecologyduringtheconstructionandlaying
ofthefoundationpilesforthetrestle.Thenumberoftreestobeplantedagainstthenumberremovedwillbedeterminedin
consultationwithIUCNandIMC.
2.Turbiditywillbemonitoredduringdredgingeventtoensurecompliancewithrelevantinternationalstandards.IfthePakistanInternationalBulkTerminal
turbiditystandardisexceeded,dredgingwillbesloweddownorshutdowntemporarily,untilmodificationscanbemade
tothedredgingtechniquetobringtheoperationbacktocompliance.
3.Priortoinitiationofdredgingactivities,material/soiltobedredgedwillbeevaluatedforitschemical,biological,andPakistanInternationalBulkTerminal
engineeringpropertiestoascertainifthedredgedmaterialcanbeusedforreclamationorneedstobedisposedof.
4.Excavationanddredgingmethodsshallbeselectedtominimizesuspensionofsediments,minimizedestructionofbenthicPakistanInternationalBulkTerminal
habitat,increasetheaccuracyoftheoperation,andmaintainthedensityofthedredgematerial,especiallyifthedredged
materialincludescontaminatedsoil.Thereareseveraldredgingmethodsasdiscussedinchapter05;whicharecommonly
useddependingonthedepthofthesedimentsandenvironmentalconcernssuchastheneedtominimizesedimentsuspension
andincreasedredgingaccuracy.
1DredgedMaterials5.Useoftechniques(e.g.siltcurtains)tominimizeadverseimpactsonaquaticlifefromthere‑suspensionofsediments.PakistanInternationalBulkTerminal
Management6.Topreventlossduetoerosion,exposedsoilmaterialswillbeprotectedbysurfacetreatmentsuchasarmoring,pavementPakistanInternationalBulkTerminal
andvegetation.Nomitigationmeasuresotherthanthosesitedaboveareneededexceptthattheentireoperationwillbe
keenlymonitoredbytheproponentandIMC.
7.Dredgedmaterialwillbeanalyzedinordertoselectappropriatedisposaloptions(e.g.landreclamation,openwaterPakistanInternationalBulkTerminal
discharge,orcontaineddisposal).Beneficialreuseofuncontaminated,dredgedmaterialsuchasthatfromthe2ndand3rd
layersatthedredgingsiteswillbegivenpriority.
8.ThedeliveryoffillmaterialtoreclamationsiteatPIBTorsiteidentifiedbyPQAwillbeorganizedbyspreadingandPakistanInternationalBulkTerminal
compactionoffilllayerstoavoidspillageintothewater.
9.Dredgedmaterial,inparticularthe1stlayeratdredgingsite,willbedisposedofintoCofferDamatthesitedesignatedbyPakistanInternationalBulkTerminal
PortQasimAuthorityifthedredgespoilisfoundcontaminated.Treatmentofdewateringliquids(e.g.metalsandpersistent
organicpollutants)willalsoberequiredpriortodischarge.Site‑specificdischargequalitystandardswillbeestablishedin
consultationwithEPAdependingonthetypeandtoxicityoftheeffluentsandthedischargelocation.
10.Thefilling/reclamationmaterialcouldbeprovidedfromoffshoresources.ThesereclamationmaterialsshallbeplacedbyPakistanInternationalBulkTerminal
bottomdumpingandthereafterbytherainbowingmethod.SidedamsconstructedinChristmas‑treefashionfromquarried
rockorlargegeo‑bagswillbeusedtomanagethereclamationplan.

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11.Thecompactingactivitywillneedtobecompletedpriortothereestablishmentofnewnearshorehabitatsaround
projectarea.Whenproposedworksarecomplete,noanticipatedadverselong‑termoperationalimpactsfromsitefilling
andsoilsettlementareexpected.PakistanInternationalBulkTerminal
12.Theshoreprotectionsystemwillbedesignedtowithstandwaveandsurgeconditionsassociatedwiththenominal
100‑yearfrequencyhurricaneevent.PakistanInternationalBulkTerminal
13.Shoreprotectionalongthereclaimedsitewillconsistprimarilyofconcretecaissonsorequivalentsystems.Theseshore
protectionsystemswillbeinstalledinareasthathavealreadybeenimpactedbypriordredgingactivities.Therefore,no
additionalimpactsareexpectedduetoinstallationoftheshoreprotectionstructures.PakistanInternationalBulkTerminal
14.DuringoperationoftheproposedTerminal,periodicbathymetricsurveyswillbeconductedbyPQAandPIBTwithin
theberthingandturningbasintoestimatechanges,ifany,inbottomelevationandlocateareasofsedimentaccumulation.PakistanInternationalBulkTerminal
15.InspectionandmonitoringofdredgingactivitieswillbeconductedthroughanIndependentMonitoringConsultant
(IMC)toevaluatetheeffectivenessofimpactpreventionstrategies,andre‑adjustedwherenecessary.PakistanInternationalBulkTerminal
1.Constructionimpactsonairqualitywillbemitigatedthroughconstructionmanagementpractices,includingtheuse
ofappropriatedustsuppressionmeasures.Airqualityimpactsfromoperationoftheproject'spowerproductionsystem
willbeminimizedbyappropriatetechnologytoreducetheimpactofemissionstoconfirmtoWorldBankstandards.
Thepowerproductionsystemwillbedesignedforhigh‑efficiencywithadvancedcombustioncontrolstominimizefuel
consumptionandpollutantemissions.PakistanInternationalBulkTerminal
2.TheconstructioncontractorwillbemandatedtoadoptSOPstocontroldustemissionbye.g.frequentsprinklingof
water.ActivitiessuchasgradingofaggregateswhichgeneratetoomuchdustwillnotbeallowedatProjectsiteand
willbecarriedoutoffsiteawayfrompopulatedareas.PakistanInternationalBulkTerminal
2AirEmissions3.Duringperiodswhentheprevailingwinddirectionisnorth‑easterlyandstrongenoughtogenerateairbornedustnaturally,
considerationwouldbegiventoeitherwettingoravoidingworksthatwouldworsensuchconditions.Itisnotlikelythat
dustyconditionswouldoccuroftenenoughtosignificantlydisrupttheconstructionworks.PakistanInternationalBulkTerminal
4.Fugitivedustemissionswillbeminimizedthroughtheuseofdredgedfillmaterial,whichwillbepumpedinaslurryform
throughpipelineintodewateringbasinslocatednearthefinalreclamationareas.Constructionequipmentusedforfinal
gradingwillhandlefillmaterialwithhighmoisturecontentsandminimalpotentialtogeneratefugitivedust.Tofurther
minimizeemissionsofairborneparticulates,fugitivedustwillbemitigatedusingthefollowingmeasures,asnecessary:
nUseofwateronareasofexposedsoils,ifnecessary;and
nFinalgradingandlandscapingofexposedareasassoonaspossible.PakistanInternationalBulkTerminal
5.Emissionsfromvehiclesandotherengine‑drivenconstructionequipmentwillbetemporaryandceaseoncetheprojectis
completed.Nevertheless,mitigationmeasuresincludingpropermaintenanceofconstructionequipmentandcontrolling
unnecessaryidlingofequipmentwillbeimplemented.PakistanInternationalBulkTerminal
6.Allemissionsfromconstructionandoperationmustbeincompliancewithairqualitystandardsinvogue.Withadherence
totheapplicablelegalrequirements,impactstoregionalairqualityduringoperationoftheProjectwouldbeinsignificant
butwouldcontinueforthelifeoftheProject.Regularmonitoringandevaluationisrecommended.PakistanInternationalBulkTerminal

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7.Trafficmanagementplanwillbefollowedtoregulatetheincomingandoutgoingvehiclesandalsotheiroperationand
maintenance.PakistanInternationalBulkTerminal
8.PollutioncontrolwillbeachievedbyawatersprinklingsystemthatwillbeinstalledfordustsuppressionatPIBT.PakistanInternationalBulkTerminal
9.Stockpilewaterspraysystemsthataredesignedtobeeffectiveinhighwindconditionsandmoreefficientwhereand
whenspraysareactivated,maybeadoptedforPIBT.PakistanInternationalBulkTerminal
10.Thewatersprinklingsystemwillalsobeinplaceattransferstationsbetweenconveyors,whichformtheothersource
ofPM10emission.PakistanInternationalBulkTerminal
11.PlantingofdensecanopytreesPakistanInternationalBulkTerminal
12.Mitigationmeasuresincludingpropermaintenanceofconstructionequipmentandcontrollingunnecessaryidlingof
equipmentwillbeimplemented;contractorsandoperatorswillbemandatedtousenewgeneratorsandtoregularly
maintainthemsothattheemissionlevelsremainwithinacceptablerange.PakistanInternationalBulkTerminal
13.SelectiveCatalyticReductionoralternativesystemswouldbeinstalledonboardtheshipstoreduceNOxemissions.PakistanInternationalBulkTerminal
1.Carefuluseofheavymachineryandequipmentwillminimizetheimpactduetoreleaseofcontaminantsduringthis
shorttermactivity.
2.Mitigationmeasurestominimizetheimpactofsewageeffluentwillbeadoptedbyhavingaseptictank/soak
pitsystematcampsite.
3.Disposalatdesignatedsitewillbekeenlymonitoredtoensurethatthedredgedspoildoesnotspilloverbackinto
themarineenvironment.
4.Inordertominimizeanyimpactsfromlossesorspillagesofsitematerialsandwastesduringconstruction,the
contractorundertakingtheconstructionworkwillensurethattherearenolossesofpotentiallypollutingmaterialsPakistanInternationalBulkTerminal
tothewaterandthatanyspillageonlandisremovedandcleanedupimmediately.Thismeasurewillensurethatsubstances
suchasfuelsandoilsarenotlefttosoakaway.AclausetoensurethisaspectofSOPwillbeincludedinthecontract
packageoftheconstructionworks.Inaddition,beforecommencinganyworkthatcouldinvolvespillagesofpolluting
materials,thecontractorwillproduceaneffectiveplanofpreventionandclean‑up.
3Wastewater5.Theresidentengineeratsitewillbeconsultedandwouldapprovesuchmeasures.PakistanInternationalBulkTerminal
Discharges6.Afurtherclauseintheconstructioncontractwouldensurethatthecontractorkeepsallworkingareas,storageareas,
waterwaysandberthsclearofanyrubbish,debrisandobstructionsatalltimes.Alldebrisandrubbishwillberegularly
removedfromthesite.PakistanInternationalBulkTerminal
7.Allpossibleprecautionswillbetakentoprovideforthesafestorageanduseoffuels,explosives,gasbottlesandallother
hazardousmaterialstemporarilybroughtatsitebycontractor.PakistanInternationalBulkTerminal
8.Protectionbundsshallbeconstructedalongvulnerablestretchestopreventmovementofrun‑offaswellasexcavated
materialintoadjoiningmudflats.PakistanInternationalBulkTerminal

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9.Thewastewaterandtherun‑offfromcoalyardwillbestoredseparately,adequatelytreatedandthendischargedatthe
designatedreceptacle.PakistanInternationalBulkTerminal
10.SafehandlingandpreventionofspillswillbeofprimeconcernatPIBT,whichhasacommitmenttomeettheemission
guidelinesforproductshandledatthefacility.Thetransportationandstoragesystemwillbedesignedforzeroleakage
atthefacility.PakistanInternationalBulkTerminal
11.Thestormrunoffwillbecollectedbyopendrainsanddischargedtotheneareststormwaterdrain.PakistanInternationalBulkTerminal
12.AmonitoringprogramneedstobeexecutedbythePQAtokeepaclosewatchonthewaterandsedimentqualityand
ensureenforcementofNEQSonportusers.Monitoringwouldrecordanyaccumulationofcontaminantsandwouldbe
usedasanindicatorfortargetingreductionofcontaminatinginputs.PakistanInternationalBulkTerminal
13.ConstructionofthefueltankwillfollowtheprovisionsoftheAPIinhavingadykeconstructedtocontainthespilled
contentsofthetank.PakistanInternationalBulkTerminal
14.SewageeffluentwillbetreatedinseptictankbeforeitsdischargeintoPQAseweragesystemorcreekwaters.PakistanInternationalBulkTerminal
15.TheshipscallingonPIBTwillberequiredtofollowMARPOL73/78.PakistanInternationalBulkTerminal
16.PIBTwillcreatefacilitiesforreceptionofBulkCargocarriersandshipsbilgewater,ballastandsolidwasteandfortheir
treatmentattheironshorefacility.PakistanInternationalBulkTerminal
1.Arecordwithrespecttoquantity,qualityandtreatment/managementofsolid/hazardouswasteshallbemaintained.PakistanInternationalBulkTerminal
2.Centralizedwastemanagementfacilitywillbeprovidedtocollectallwastesduringconstructionphase.PakistanInternationalBulkTerminal
3.Thestockpiles,constructioncampsandotherfacilitieswillbelocatedtotheextentpossibleonland,whichare
devoidofvegetation.PakistanInternationalBulkTerminal
4.Materialresultingfromclearingandgradingwillnotbedepositedontemporaryorpermanentbasisintheapproach
roads,streams,ditchesoronanotherpositionwhichmayhinderthepassage.PakistanInternationalBulkTerminal
5.Oncompletionofconstructionworksalltemporarystructures,surplusmaterials,constructiondebrisandwasteswill
becompletelyremovedtoavoidfuturelanduseincompatibility.PakistanInternationalBulkTerminal
4SolidWaste6.Itwillbeensuredthatallwastegeneratedattheconstructionsiteandatthelaborcampsiscollectedanddisposedof
Managementinanappropriatemannerinalandfillsiteorrecycledforreusewherefeasible.PakistanInternationalBulkTerminal
7.PIBTwilldisposeofthedredgingspoilthatcomprisestheun‑useablematerialofthe1stlayerattheproposedjettysite,
alongwithplantsandvegetationthatwillberemovedforlandclearancetoanearbysitewherethematerialwillbe
placedingeo‑bagstoconservethemarinebiota.PakistanInternationalBulkTerminal
8.PIBTwillalsorecycletheoverburdenattheproposedstoragesiteandthematerialcontainedinthe2ndand3rdlayers
attheproposedjettysiteforfillingthedepression.PakistanInternationalBulkTerminal
9.Standardconstructionprocedurewillbeimplementedtoensurethattheimpactonsurfacedrainagepatternandsoil
erosioniskepttotheminimum.Thiswillnecessarilyincludeavoidingblockageofnaturalsurfacedrainageanddeveloping
appropriatedrainagesysteminareaswhereitisunavoidable.PakistanInternationalBulkTerminal

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5NoiseEmission1.Noisegeneratingunitsi.e.generatorswillbehousedinindividualenclosuresspecificallydesignedhousingsto
reduceimpactofnoiseemission.PakistanInternationalBulkTerminal
2.Asanoccupationalhealthandsafetymeasure,theworkerswill,wherevernecessary,beprovidedwithear
protectionequipmentsuchasearplugsandearmufflersasperspecificationstomeettheWorldBankguidelines.PakistanInternationalBulkTerminal
3.Periodicmaintenanceofconstructionmachineryandtransportationvehiclesshouldbeundertakentoobservelownoise
levellimits.PakistanInternationalBulkTerminal
4.Transportofconstructionmaterialtothesiteshouldberestrictedtodaytimeoperations.PakistanInternationalBulkTerminal
5.PlantationsofdensecanopytreessuchasthemangrovespeciesthathavebeenplantedonthemediansonKarachi
CityRoads,andalsothetreesthatmaybeuprootedatthe2.5kmstripofmangrovearea,canprovideagoodsoundbarrier.PakistanInternationalBulkTerminal
6Ecology1.Theconstructioncontractshouldincludeprovisionstolimittheremovalofbushesandmangrovetothebareminimum
andrestrictedtothelandareaidentifiedbyPQA.Thebushesandmangroveseedlingsmay,asfaraspossiblebesavedand
transferredtotheadjacentarea.Otherplantsinthevicinitywillneedtobeprotectedagainstdamagebyconstruction
operations.Theareasbeyondthelimitsofsiteshallnotbedisturbedordamagedotherwise.Treesandshrubswillbe
plantedaroundtheboundaryofthestorageareatocompensateforthelossofshrubsandshieldthedevelopmentfrom
visualintrusion.PakistanInternationalBulkTerminal
2.Liquideffluentfromofficesandthefacilitieswillbedomesticsewageandwillbetreatedusinganappropriatesystem
suchasaseptictanktomeetNEQSbeforedischargeintothedrainagesystem.PakistanInternationalBulkTerminal
3.Cofferdamespeciallydesignedtostrainwaterwithoutreleasingconsiderablesedimentloadbackintothemarine
ecosystemmaybebuilttoretainthedredgedmaterialforsubsequentuseofthedredgedspoilforreclamation.PakistanInternationalBulkTerminal
4.Carefulandregulatedexcavation,backfillingandqualityassuredconstructionmethodsshouldbeemployedbythe
contractors.Theforeignmaterialforfillingpurposesshouldbecontaminantfree.PakistanInternationalBulkTerminal
5.LossofmangroveswillbecompensatedbyplantingmangrovessaplingsinconsultationwithIUCNandIMC.PakistanInternationalBulkTerminal
6.Oncompletionofconstruction,thetemporarycanalwillbeback?filledandmangrovesaplingsplantedto
ensurere‑colonization.PakistanInternationalBulkTerminal
7TrafficManagement1.Advanced/automatedsystemsforsecuritycheckingtoavoidunnecessarydelaysandqueuingofvehicles,PakistanInternationalBulkTerminal
2.EffectiveutilizationofRoadsignsandmarkingsforbetterguidanceandcontroloftrafficwithinthecomplex,PakistanInternationalBulkTerminal
3.Segregationofvehicularandpedestrianmovements,andprovisionofwalkways/footpathsPakistanInternationalBulkTerminal
4.Provisionofdesignatedparkingandserviceareasfordifferenttypesofvehiclesandroadconnectivityoftheseareas.PakistanInternationalBulkTerminal
5.Preparedness/arrangementsforincidentmanagement,especiallyintheeventofbreakdownofvehiclesalongthe
circulationareasinsidetheterminalcomplex.PakistanInternationalBulkTerminal
6.Well‑designedroadlightingsystem.PakistanInternationalBulkTerminal
7.ProvisionofproperturningradiifortrucksPakistanInternationalBulkTerminal
8.Provisionofsufficientlateralclearanceandstandardlanewidthsof3.65m(12ft).PakistanInternationalBulkTerminal

Summary of Findings & Conclusion
Selection of the preferred alternative system and site for establishment of Coal, Clinker & Cement
Terminal at PIBT needs to be based on:
a) Substantial improvement in the current system of handling, storage and transportation of coal,
clinker and cement.
b) Urgent need to provide better level of infrastructure service in handling coal, clinker and cement
for storage, and shipping to meet the current and future demand for higher calorific value coal
available for the cement industry, and to cater to the shipping requirements of clinker and cement
export as bulk dry cargo.
The demand for steam coal has grown manifold during the last one decade and is likely to continue
for some time beyond the point when other fossil fuel resources will be exhausted. Moreover, the
continuous rise in oil prices does not suggest that coal prices would also follow a similar trend. Coal
prices, historically, have been more stable than oil prices. In the short term plan therefore steam coal
will have to be imported in Pakistan to respond to the growing need for cement production whose
export market is now well established.
The preferred site for locating the PIBT is in proximity the PROGAS Terminal and the FOTCO Oil
terminal. Locating the PIBT in the proximity of these terminals/jetties would not affect the traffic flow
and operational activities of the Port or the navigation channel or the adjacent Terminals.
The preferred site additionally offers the advantage that it will be sited at sufficient distance from the
navigation channel but in the same channel that is dedicated to facilities handling LPG by PROGAS
and fuel oil by FOTCO. This site duly addresses the security and safety concerns since it is
sufficiently distanced from other port installations. It would also offer the following advantages:
n Site is less exposed to open sea;
n PIBT jetty will be at 0.7 km from PROGAS and 1.5 km from FOTCO jetty;
n PIBT trestle will run parallel to PROGAS and will over‑pass the land mass between Kadiro
Creek and Korangi Creek be separated by distance of about 1 km;
n Otherjettiesoperationalinthevicinityoftheareaareabout8to10kmfromFOTCOJetty.Hence
locating the PIBT at the preferred site will not affect the traffic flow or the operational activities
at the port.
The optimal mitigation measures have been taken into account while selecting the site, which will be
offset by adequate distance from PROGAS Terminal and by the land mass that lies between Kadiro
Creek and Korangi Creek. The trestle will follow a straight line between the storage area and the jetty,
avoiding bends and transfer stations in the middle. The trestle will, while over‑passing the said land
mass, require removal of as many mangrove trees as the number of piles ~ 400 in number (2 piles at
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a distance of 12 m over 2.4 km).
The dredging of a berthing pocket adjacent to the existing navigation channel, compared to the
maintenance dredging of navigation channel being carried out regularly by port Qasim, will be
significant. The hydraulic model studies for Port Qasim have extensively studied the impact of
dredging of navigation channel and the spoil areas for over a decade. No significant impact on
geology, geomorphology and hydrogeology has so far been identified. The comparatively moderate
dredging for the berthing pocket and disposal of spoil in the areas designated by Port Qasim
Authority may cause some negative impact on the geomorphology of the channel but this will be
confined to the microenvironment and will not be significant.
Potential impacts of establishment of the PIBT facility during the construction and operation phases
of the Project on the Physical, Biological and Socio‑economic environment have been identified and
assessed. Mitigation measures with respect to existing land use and land tenure will not be needed
since the land area has been sub‑leased officially by PQAto PIBT. Likewise there will be no issues on
loss of land, or loss of business; no involuntary resettlement is consequently required and no
business may be considered lost on the acquired land.
No obstruction to the main navigation channel will be caused by construction and operation of the
project. The site is located in a seismically moderate to major hazard (seismic zone 2B of Pakistan)
area and design of all facilities shall be based accordingly.
PIBT Management would try and use the soil obtained from excavation in the construction activities
provided that the results of the soil investigation allow the soil to be used as such. However, if it is
not of suitable material then it would be transferred to a site designated/identified by PQA. Similarly
dredged material if not utilised, will be disposed at site designated by PQA. PQAhas been requested
to identify the dumping site.
Following measures will further reduce the expected potential impact:
n Dredged material will be disposed of into the terminal area development at the site by
constructing protective bunds and at areas designated by Port Qasim Authority. Haulage as
well as disposal of dredging spoil will be continuously monitored to ensure that dredge spoil
does not spill over into the sea or to the seashore.
n No obstruction or filling up of any drainage or channel in the area is envisaged but close
monitoring of the dredging operations will ensure safety of the channel.
n The structural design of facilities to take into account the seismic risk factor of 0.3 for
Operational Basis Earthquakes (OBE) and a factor of 1/15 g for Maximum Credible Earthquake
(MCE)
n The delivery of fill material to site will be equalized with spreading and compaction of fill layers
to avoid spillage into the water
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n Spoils from piling works will be disposed outside the channels and in areas designated by the
Port Qasim Authority.
n Protectionoffillslopesagainsterosion.Duringconstructiontheslopeswillbeprotectedbysand
bags until permanently protected by properly designated stone rip rap. Protective bunds for
containment of the dredged material proposed above will be designed to retain the disposed
material.
n Construction activities at the project site are not likely to interfere with the natural drainage of
the area. The soil proposed to be used as fill will be granular in structure. The fill slopes on the
creek side will be protected against erosion by stone pitching. However, spillage of fill material
and waste on to the foreshore areas may occur during construction. Standard Operating
Procedures will be adopted to limit the impact to level of non‑significance.
n The ground water at Project site is highly saline, while the subsoil being fine grained and largely
plastic, has very low permeability. Due to the proximity of seawater creeks, the subsoil drainage
is towards the creeks. Construction of the PIBT facility, in particular the jetty and the piles, will
result in short term increases in the suspended solid load of the creek system.
n The construction of the proposed project is not expected to interfere with the natural drainage
of the creek system of the Project site. The construction of the PIBT Jetty and the trestle will
resultinshorttermincreaseinthesuspendedmaterialinthewatercolumnofthecreekscausing
increased turbidity. Additionally release of contaminants / wastes, loss of benthic flora and
fauna and mangroves may occur and may be cause of degradation of the quality of
environment of the PIBT site.
n The re‑suspended sediments may be transported and re‑deposited elsewhere in the
surrounding and this would have negative impact on benthic fauna and fishery resource.
n Direct impacts on water quality arise when the sediments are contaminated. The release of
heavy metal, hydrocarbons, or other hazardous chemicals into the water column can induce
toxic effects on marine biota. The release of organic wastes could cause localized oxygen
depletion in the water column creating stress for aquatic biota.
n During the construction phase some sewage material would be generated at the camp site. The
disposal of sewage into the marine environment will have adverse impact of low order on the
water quality as well as marine biota.
n Careful use of heavy machinery and equipment will minimize the impact due to release of
contaminants during this short term activity.
n Mitigation measures to minimize the impact of sewage effluent will be adopted by having a
septic tank/soak pit system at campsite.
Based on the above observations and assessments it is envisaged that the PIBT will be constructed
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and operated by adopting the mitigation measures for the likely adverse impact caused by different
aspects. Environmental Management and Monitoring Plan as well as safety and security measures
would ensure that the Project will not create adverse environmental impacts that have not been
mitigated or leave the safety and security concerns of the stakeholders unmitigated.
Establishment of PIBT is compatible with the aims and objectives of (a) Sustainable Development in
promoting improvement in quality of life through (a) Substantial improvement in the current system
of handling, storage and transportation of coal, clinker and cement, (b) provision of better level of
infrastructure service in handling coal, clinker and cement for storage, and shipping to meet the
current and future demand for higher calorific value coal available for the cement industry, and to
cater to the shipping requirements of clinker and cement export as bulk dry cargo, and (c)
Infrastructure development for the Energy Sector in making available a sustainable energy source
and thus contributing to sustainable economic development in Pakistan.
This ESIAStudy finds that establishment of the PIBT at Port Qasim would fulfill the requirements of
sustainable development by being socially equitable, and economically viable in improving the
quality of life for all citizens of Pakistan, without altering the balance in the resources of the
ecosystem of the region.
The Study therefore recommends that the ESIA should be approved with the condition that all
mitigation measures recommended in ESIA report, suggestions of stakeholders and
recommendations of experts committee will be adhered to by Pakistan International Bulk Terminal
Limited and the legal requirements as well as the Environmental Management & Monitoring Plan
shall be implemented in letter & Spirit. The monitoring shall be conducted by Independent
Monitoring Consultant (IMC) in association with stakeholders including relevant active NGOs (like
Shehri‑CBE) and departments including IUCN & WWF. PIBT shall facilitate SEPA officers/officials
as and when required for confirmation of compliance to approval conditions and commitments
made by PIBT in ESIA. The monitoring reports shall be submitted to SEPA on monthly basis.
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01 INTRODUCTION 01 of 12
1.1 Brief Description of Project 01 of 12
1.2 Profile of Project Proponent 04 of 12
1.3 Background and Objectivesof Project 04 of 12
1.3.1 World Coal Trade 04 of 12
1.3.2 Pakistan Coal Imports 07 of 12
1.3.3 Cement and Clinker Export inPakistan 08 of 12
1.3.4 Handling of Coal/Dirty Cargoat Karachi Port 08 of 12
1.3.5 objectives of project 09 of 12
1.4 Environmental & SocialImpact Assessment (ESIA) 10 of 12
1.4.1 Justification for ESIA Study 10 of 12
1.4.2 Categorization of the Project 10 of 12
1.4.3 Purpose of ESIA Study 10 of 12
1.4.4 Methodology Adopted for ESIA Study 10 of 12
1.5 Report Set-Up 12 of 12
1.6 ESIA Study Team 12 of 12
02 LEGAL AND ADMINISTRATIVE FRAMEWORK 01 of 18
2.1 Policy Framework 01 of 18
2.2 Statutory Framework 03 of 18
2.2.1 Pakistan Environmental Protection Act, 1997 03 of 18
2.2.2 Pak-EPA Review of IEE and EIA Regulations 2000 04 of 18
2.2.3 National Environmental Quality Standards (NEQS) 05 of 18
2..2.4 Self- monitoring and reporting rules 2001 05 of 18
2..2.5 The Biodiversity Action Plan 05 of 18
2..2.6 The Sindh FisheriesOrdinance, 1980 05 of 18
2..2.7 Antiquity Act 1975 06 of 18
2..2.8 Sindh Cultural Heritage (Preservation) Act, 1994 06 of 18
2..2.9 Forest Act 1927 06 of 18
2..2.10 Sindh Wildlife Protection(Second Amendment) Ordinance, 2001 06 of 18
2.3 Environmental and Social Guidelines 07 of 18
2.3.1 Environmental Protection Agency's Environmental and Social Guidelines 07 of 18
2.3.2 World Bank Guidelines on Environment 08 of 18
Environmental Management Consultants CONTENT
CONTENT

2.3.3 Equator Principle 08 of 18
2.3.4 IFC Performance Standards on Social and Environmental Sustainability 10 of 18
2.3.5 IFC-Environment, Health & Safety Guidelines for Ports, Harbors and Terminals 13 of 18
2.4 Acts, Regulations, Guidelines & Policies on PortActivities 13 of 18
2.4.1 Ports Act 1908 & Pakistan Territorial Waters & Maritime ZonesAct 1976 13 of 18
2.4.2 Port Qasim Authority Act,1973 (Modified in 2002) 13 of 18
2.4.3 Coastal Zone Regulation 1991 14 of 18
2.4.4 Maritime Policy of Pakistan 14 of 18
2.5 International Treaties and Conventions 14 of 18
2.5.1 International Convention on Biodiversity 15 of 18
2.5.2 Convention on Wetlands of International Importance,(RAMSAR) 1971 15 of 18
2.5.3 IUCN Red List 16 of 18
2.5.4 Kyoto Protocol 16 of 18
2.5.5 International Maritime Conventions 16 of 18
2.6 Administrative Framework 17 of 18
2.6.1 Institutional Setup for Environmental Management 17 of 18
03 DESCRIPTION OF PROJECT 01 of 24
3.1 Location of Proposed Terminal 01 of 24
3.1.1 Seaside Access 01 of 24
3.1.2 Hinterland connections 01 of 24
3.2 Civil Engineering and Construction Works 03 of 24
3.2.1 Jetty Design Criteria 03 of 24
3.2.2 Dredging and Reclamation 06 of 24
3.2.3 Approach Trestle & Causeway 06 of 24
3.2.4 Earth Works 07 of 24
3.2.5 Storage Yard Design Criteria 08 of 24
3.2.6 Storage Yard Design 08 of 24
3.3 Terminal Operations 09 of 24
3.3.1 Berth Capacity 09 of 24
3.3.2 Ship Loaders and Unloaders Capacity 12 of 24
3.3.3 Technical Performance of the Unloader 13 of 24
3.3.4 Technical Performance of the Loader 14 of 24
3.3.5 Conveyor belts capacity 14 of 24
3.3.6 Layout of the Jetty-Apron 14 of 24

3.3.7 Storage Yard 14 of 24
3.3.8 Handling Equipment in theStorage Yard 15 of 24
3.3.9 Wagon/TruckLoading/Unloading 16 of 24
3.3.10 Miscellaneous TerminalComponents 18 of 24
3.3.11 Manpower Requirements 18 of 24
3.3.12 Utilities 19 of 24
3.3.13 Buildings 22 of 24
3.3.14 Other major terminal facilities 22 of 24
3.3.15 Railway connection 23 of 24
3.4 Phasing Concept 24 of 24
04 ENVIRONMENTAL AND SOCIAL BASELINE 01 of 47
4.1 Methodology for baseline survey 01 of 47
4.2 Description of Microenvironment & Macroenvironment 01 of 47
4.2.1 The Port Qasim 02 of 47
4.2.2 Main Components and Facilities at PQA 04 of 47
4.3 Physical Environment 05 of 47
4.3.1 Topography 05 of 47
4.3.2 Geology, Geomorphology & Soil 05 of 47
4.3.3 Seismic Conditions 07 of 47
4.3.4 Tsunamis 09 of 47
4.3.5 Hydrology 11 of 47
4.4 Physical Oceanography 19 of 47
4.4.1 Bathymetry 19 of 47
4.4.2 Waves 19 of 47
4.4.3 Tides and Surges 19 of 47
4.4.4 Seawater Currents 20 of 47
4.4.5 Air & Seawater Temperature 21 of 47
4.4.6 Seawater Salinity 21 of 47
4.4.7 Suspended matter 22 of 47
4.4.8 Heavy Metals in Sea Water and Marine Sediments 24 of 47
4.4.9 Salinity & Recent Changes in Monsoon Current System 24 of 47
4.4.10 Cyclones & Storms 26 of 47
4.5 Meteorology and Climate 28 of 47
4.5.1 Climate 28 of 47

4.5.2 Temperature 29 of 47
4.5.3 Precipitation 30 of 47
4.5.4 Wind Speed and Direction 30 of 47
4.5.5 Humidity 32 of 47
4.5.6 Visibility 32 of 47
4.6 Ambient Air & Noise Quality 32 of 47
4.7 Terrestrial Ecology 33 of 47
4.8 Marine Ecology 33 of 47
4.8.1 Benthic Marine Habitats in PQA. 33 of 47
4.8.2 Marine Flora 33 of 47
4.8.3 Marine and Benthic Fauna 35 of 47
4.8.4 Birds Population 41 of 47
4.9 Socio-economic Considerations of the Microenvironment 42 of 47
4.9.1 Demography 43 of 47
4.9.2 Employment and Living Conditions 44 of 47
4.9.3 Dependence on Mangroves 45 of 47
4.9.4 Education 45 of 47
4.9.5 Health 45 of 47
4.9.6 Landscaping 46 of 47
4.9.7 Transportation Network 46 of 47
4.9.8 Archaeological and Historical Sites 46 of 47
05 SCREENING OF ALTERNATIVES 01 of 07
5.1 Screening of Alternatives 01 of 07
5.1.1 No Action, continuation with the existing condition 01 of 07
5.1.2 Screening of Alternative Sites & Selection of Preferred Alternative Site 01 of 07
5.1.3 Screening of Alternative Locations for Siting the PIBT Jetty, Trestle & Storage 03 of 07
5.1.4 Alternative DredgingTechniques 07 of 07
06 STAKEHOLDER INTERACTION (CONSULTATION & DISCLOSURE PLAN) 01 of 15
6.1 Public Consultation & Participation 01 of 15
6.2 PIBT's Policy of Public Consultation & Disclosure Plan 01 of 15
6.3 Identification of Stakeholders 03 of 15
6.4 Methods And Approach 03 of 15
6.5 Results of Consultation at The Planning Stage 06 of 15
6.6 Ongoing Community Engagement Plan for Construction & Operation Phases 09 of 15

6.7 Community Engagement Responsibilities 10 of 15
6.8 Training On Community Relations 11 of 15
6.9 Grievance Management 12 of 15
6.10 Performance Indicators 14 of 15
07 SCREENING OF POTENTIAL ENVIRONMENTAL & SOCIAL IMPACTS AND MITIGATION
MEASURES 01of 43
7.1 Screening of Potential Environmental Impacts at Construction and Operations Stage 01of 43
7.1.1 Land Use 01of 43
7.1.2 Dredged Material Management 02 of 43
7.1.3 Air Quality, Gaseous Emissions & Dispersion 06 of 43
7.1.4 Waste Water Discharge 25 of 43
7.1.5 Noise Emission 28 of 43
7.1.6 Solid Waste 30 of 43
7.1.7 Impacts on maritime navigation 32 of 43
7.1.8 Impacts on Ecology 32 of 43
7.1.9 Natural Hazards 37 of 43
7.1.10 Protected Areas 38 of 43
7.1.11 Total Anticipated Traffic 39 of 43
7.1.12 Socioeconomic Impacts of Proposed Coal, Clinker and Cement Terminal in Port Qasim 42 of 43
08 ENVIRONMENTAL MANAGEMENT PLAN (EMP) 01 of 23
8.1 Objectives & Scope of EMP 01 of 23
8.2 EMP Process 02 of 23
8.3 Project Background 02 of 23
8.4 Management Approach 03 of 23
85. Roles & Responsibilities 05 of 23
8.6 Implementation Stages of EMP 06 of 23
8.6.1 Planning and Design of Coal, Clinker and Cement Import/Export Terminal Project 06 of 23
8.6.2 Construction and Operation Phase 06 of 23
8.7 Communication & Documentation 18 of 23
8.7.1 Meetings 18 of 23
8.7.2 Minutes of Meeting 18 of 23
8.7.3 Monthly Reporting 18 of 23
8.8 Management, Co-ordination and Information 18 of 23
8.9 Environmentally Sound & Safe Working Procedures 20 of 23

8.9.1 Responsibility & Authority 20 of 23
8.9.2 Environmentally Safe Procedure Description 20 of 23
8.9.3 Emergency Response Plan 21 of 23
8.9.4 Training and Exercises 21 of 23
09 SUMMARY OF FINDINGS AND CONCLUSION 01 of 03
Appendix
Appendix I Environmental Management Plan
Appendix II Traffic Impact Assessment Report
Appendix III Environmental Protection Act 1997
Appendix IV Environmental Protection Agency (Review of IEE and EIA ) Regulations, 2000

This Environmental & Social Impact Assessment (ESIA)
study has been conducted by Environmental Management
Consultants (EMC) Pakistan on request of Pakistan
International Bulk Terminal (PIBT) for their proposed
project of 'Handling Bulk Quantities of Coal, Clinker and
Cement' at Port Qasim Karachi for Import/Export
purposes. Submission of ESIA report is a statutory
requirement under section 12 of Pakistan Environmental
Protection Act, 1997 and IEE/EIA Regulations 2000 for
scheduled development projects. This ESIA also gratifies
the evaluation criteria of the International Finance
Corporation (IFC). Applicable National & International
Guidelinesandregulationshavebeenusedasareferencein
preparing this ESIA. The project falls in Schedule‑II of
Pakistan Environmental Protection Agency (Review of
IEE/EIA) Regulations 2000 and Category‑A of Equator
Principles which means it could have significant
environmental impacts if appropriate mitigating measures
are not implemented.
Environmental Impact Assessment is a planning tool
acceptedasanintegralcomponentofsounddecisionmaking.
The purpose of ESIAis to give environment its due place in
the decision‑making process by clearly evaluating the
environmentalconsequencesoftheproposedactivitiesbefore
action is taken. Early identification and characterization of
critical environmental impacts allows the public and the
government to form a view about the environmental
acceptability of the proposed developmental project and
what conditions should apply to mitigate, reduce or
compensate those risks and impacts.
1.1 Brief Description of
Project
PQ is located 50 km from Karachi on the coastline of the
Arabian Sea. The approach to port Qasim is along a 45 km
long navigational channel from the Arabian Sea which
provides safe and convenient navigation for vessels. It is
country'ssecondbusiestporthandlingapproximately40%of
thenationalcargowhichwas25milliontonsintheyear2010.
The port encompasses a total area of 12000 acres where
around80%ofPakistan'sautomotiveindustryislocated.The
port also provides direct water front access to two major
nearby industrial areas; export processing zone Landhi and
KorangiIndustrialarea.Pakistan'sgrowingindustryrequires
viable and cost effective fuel sources for power generation.
Demandforcoalissteadilyincreasingduetotheadoptionof
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01INTRODUCTION
Name of Project: Establishment of Coal, Clinker and Cement Import/Export terminal
Location of Project: Port Qasim, Karachi
Name of Proponent: Pakistan International Bulk Terminal (PIBT)
Contact Person: Mr. Sharique A. Siddiqui, Chief Executive Officer (CEO)
2nd Floor, Business Plaza, Mumtaz Hassan Road, Karachi.
Tel: (92‑21) 32400450 Fax: (92‑21) 32400281
E‑mail: sharique@mrgc.com.pk
Name of ESIA Consultant: Environmental Management Consultants (EMC) Pakistan
Contact Person: Mr. Syed Nadeem Arif, Managing Director
Office # 503, Anum Estate Building,
Main Shahrae Faisal, Karachi.
Tel: 021‑34311466, Fax: 021‑34311467
E‑mail: nadeem@emc.com.pk, mail@emc.com.pk

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coal fired system in a cement manufacturing process. Coal
consumption and export of cement and clinker has been
rising steadily in the last five years. In 2010, the country
imported 4.565 million tons of coal and exported over 10.657
million tons of cement and clinker. In 2005, the cement and
clinker exports were only 1.5 million tons. In spite of these
cargo handling requirements, there is not dedicated bulk
handling terminal in Pakistan to handle such cargos.
To meet the industry's demand for mechanized handling of
dirty bulk cargo, Pakistan International Container Terminal
(PICT) plans to setup the Country's first terminal to handle
coal, clinker and cement. The coal, clinker and cement
terminal will be established by the name of Pakistan
InternationalBulkTerminal(PIBT)locatedatPortQasimand
setup on a 30 year built, own, operate and transfer
concession from the Port QasimAuthority (PQA).
PIBTwillbelocatedatadistanceof15kmfromtheNational
Highway, thus having direct access to the hinterland. It will
also be connected to the National Railway network at Port
Qasim. In a two phase development, PIBT will build
capacityforhandlingupto4milliontonsperannumofcoal,
cement and clinker in Phase‑I development. Handling
capacity at additional 4 million tons will be developed in
Phase‑II. At the end of Phase‑II, the terminal handling
capacity will be 8 million tons per annum which can further
beenhancedto12milliontonsperannuminfuture.Thetotal
estimated cost of development in phase‑I and II is estimated
to be 175 million USD.

The storage area is on reclaimed land spread over 25
hectares or 62 acres. There will be 5 cement silos of 10,000
tons capacity each located at the western side of the storage
area. Cement silos trucks will interface to discharge cement
for onward pumping to cement conveyor and on to the
vessels for export of cement.
The terminal development comprises of building a jetty of
460minlengthforsimultaneouslyoperatingtwovesselsof
about 75,000 DWT. The jetty will have two coal ship
unloading cranes and one clinker and ship loading crane.
The jetty is connected to the storage area via trestle bridge
spanning over 2.5 km in length. The trestle will have two
covered conveyors, one for coal imports and the other for
cement exports. The trestle will have the capacity to add
one more conveyor for enhanced handling in future. The
trestle will piles are designed to support Access Bridge for
maintenance, fire fighting and other services. The storage
area will have capacity to store about 900,000 tons of coal at
any given time stacked in heap of about 15 meters height.
Two stackers will run in between the coal piles to stack coal
from being discharged from the ship and filled with the
conveyor. Dust suppression water sprinklers will be
located in the coal piles to contain coal dust. The terminal
will also have the capacity to stack 350,000 tons of clinker at
any given time.
ThePakistanInternationalBulkTerminalwouldalsobethe
first and only dirt cargo terminal in Pakistan with state of
the art mechanized handling of cargo conforming to
international standards of efficiency. It will also be the first
handling facility to comply with international standards of
environmentalpollutioncontrolandensureapollutionfree
environment at PQ. Pakistan International Bulk Terminal is
beingfinancedbyIFC.Itisanticipatedthattheconstruction
period for the jetty, trestle and storage yard will take
approximately 30 months and the Project will become
operational by the year 2015.
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1.2 Profile of Project Proponent
The Coal, Clinker and Cement Import/Export Terminal will
be established as the Pakistan International Bulk Terminal
(PIBT) Limited, at Port Qasim on a 30 year Build, Operate
and Transfer concession from Port Qasim Authority. The
sponsors of PIBT have been handling cargo at the Karachi
Port since 1964. The sponsors have also set up a modern
container terminal at Karachi Port by the name of Pakistan
International Container Terminal (PICT) Limited. Pakistan
International Container Terminal (PICT) is operating since
the year 2002 as a modern container terminal at berths 6‑9,
East Wharf, Karachi Port, with all its equipment
commissioned between 2004 and 2008.
PICT is the only Container Terminal in Pakistan Sponsored
and owned by Pakistanis which is a public listed company
and only port infrastructure project listed on the Karachi
Stock Exchange. PICT is also the first port infrastructure
project in Pakistan which is being financed by International
Finance Corporation ("IFC") that is private sector arm of the
World Bank. It is the first private sector project in which the
OPEC Fund for International Development has participated
as financiers.
1.3 Background and Objectives
of Project
1.3.1 World Coal Trade
Coal is fast growing globally as the major fuel in use.
Currently it provides 26 percent of primary energy and 40
percent of world electricity supply. In many respects it is
preparedtoaddressthegrowingconcernforenergysecurity
that has been prompted by 1) abnormal surge in world oil
prices to over $120 per barrel of crude, 2) mounting tensions
of the western countries with Iran, 3) interruptions in the
international supply network of gas from Iran and Russia,
and 4) on‑going stand‑off in Egypt, Libya, Yemen and the
Arabian Gulf.
Coal offers long term energy solution in being found in
abundance locally in most parts of the world. World coal
consumptionwasexpectedintheyear2004toincreaseby74
%in25yearshence,andworldtradeofcoalwasexpectedto
increase by about 40 % from 800 million tons in 2007 to 1122
million Tons in 2030 (IEA 2003, 2007). Share of coal in the
global energy consumption scenario is expected to increase
to 28 % by 2030, while the dwindling supplies of liquid fuel
may increase the use of lignite (e.g. Thar & Lakhra coal in
Pakistan) in power generation and thus increase the share of
coal to more than 50%. Coal as an indigenously available
resource has now gained strategic importance and is the
fastest growing fuel globally.
Coal is traded internationally as steam coal and coking coal,
however,mostofthetradeisinsteamcoal,whichrepresents
70 percent of world coal trade as of 2008 when 58 percent of
the exported steam coal was imported by Asian countries;
their share in the total may increase to over 75 percent in the
next 25 years.
n Seaborne trade in steam coal has increased on average
by about 7% each year
n Seabornecokingcoaltradehasincreasedby1.6%ayear
Overall international trade in coal reached 941Mt in 2009;
while this is a significant amount it is still only about 16% of
totalcoalconsumed.Mostcoalisusedinthecountrieswhere
it is produced.
Transportation costs account for a large share of the total
delivered price of coal, therefore international trade in steam
coal is effectively divided into two regional markets.
n Atlantic market, made up of importing countries in
Western Europe, more specifically UK, Germany and
Spain.
n Pacificmarket,whichconsistsofdevelopingandOECD
Asian importers, more specifically Japan, Korea and
Chinese Taipei. The Pacific market currently accounts
for about 57% of world seaborne trade in steam coal.
Australiaistheworld'slargestcoalexporter.Itexportedover
259Mt of hard coal in 2009, out of its total production of
335Mt.Internationaltradeincokingcoalislimited.Australia
is the largest supplier of coking coal, accounting for 54% of
world exports. The USA and Canada are significant
exporters and Indonesia is emerging as an important
supplier of coking coal.
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Table1.1showsthatJapanisthelargestimporterofsteamas
well as coking coal, followed by China, which is the world's
largest producer as well as consumer of coal, accounting for
78% of its total energy requirement.
Importance of coal has been realized all over the world and
that has prompted many countries to import coal to meet
their energy and industrial needs. India, Indonesia,
Germany, USA,Australia and UK are countries which have
new coal based power plants. USAis world's second largest
userofcoalwhose60%energyrequirementismetwithcoal.
Table 1.1 also lists some of the importing countries and the
gradual increase in the volume of import.
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Table 1.1 Import of All Coal - MT
Location 2001 2002 2003 2004 2005 2006 2007
Africa and Middle East
Egypt 1.17 1.625 1.66 1.58 1.8 2 (P)
Israel 11.419 12.746 12.295 12.801 12.832 12.756 12.4(P)
Morocco 3.599 3.9 3.9 3.9 4 4.1 3.8 (P)
South Africa 2.162 1.751 1.814 1.8 1.844 1.965
Europe
Norway 0.791 0.655 0.669 0.765 0.674 0.427 0.4(P)
Hungary 1.464 0.816 1.007 1.036 1.339 1.765 1.79(P)
Ukraine 9.6 8.77(P)
Czech Republic 1.202 1.216 1.27 1.43 0.874 1.356 1.25(P)
Belgium 12.018 10.338 11.788 11.211 11.423 14.478 10.69(P)
Slovakia 4.271 3.474 4.945 5.07 5.324 4.459 2(P)
Lithuania 0.391 0.5(P)
Finland 6.089 5.678 10.145 8.287 8.11 6.84 7.34(P)
Turkey 8.389 13.516 15.555 16.346 16.507 20.287 21.32(P)
France 14.576 16.922 18.46 19.508 19.549 19.39 24.09(P)
Spain 18.912 24.521 21.551 24.469 24.76 25.04 26.04(P)
Latvia 0.1 0.1(P)
Austria 3.849 3.995 3.968 3.631 3.659 3.44 5.34(P)
Serbia 0.1 0.1(P)
Netherlands 26.967 25.78 29.707 32.338 30.223 20.2 16.15(P)
Switzerland 0.169 0.123 0.087 0.177 0.101 0.2
Romania 2.784 3.672 3.269 3.614 3.553 3.469 4.11(P)
Russia 27.8 20.9 25.3 22.3 21.5 24 24(P)
Germany 28.244 27.009 28.883 32.467 34.431 40.17 44.1(P)
Slovenia 0.86 0.66 0.54 0.65 0.7 0.6 0.6(P)
Yugoslavia 0.4 0.4 0.4 0.4 0.4 0.4(P)
Denmark 6.3 6.263 9.51 7.1 5.98 9.324 10.7(P)
Italy 20.224 19.876 21.274 25.722 25.086 22.57 22.6(P)
Ireland 1.966 1.589 2.1 2.02 2 1.8 2.9(P)
Malta 0.2 0.25 0.25 0.25 0.25 0.3 0.3(P)
Luxembourg 0.2 0.2(P)
Bulgaria 2.986 3.187 2.67 2.7 2.7 3.82 4.5(P)

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Location 2001 2002 2003 2004 2005 2006 2007
Africa and Middle East
Portugal 4.727 5.689 5.4 5.4 5.4 5.4 5 (P)
United Kingdom 35.542 28.909 31.896 36.154 43.969 49.705 42.23(P)
Sweden 2.748 2.597 3.028 2.996 3.197 3.033 3.53 (P)
Poland 0.817 1.053 2.071 1.415 2.31 3.43 2.5(P)
North America
USA 17.871 15.188 22.613 24.635 27.506 30.63 26.33(P)
Canada 19.424 22.635 22.76 19.062 21.238 21.63 22.7(P)
Mexico 3.439 5.894 7.233 4.089 7.259 7.619 11.37(P)
North Asia
Hong Kong 8.032 8.536 10.559 10.583 10.822 11.402 10.7(P)
Taiwan 48.799 51.215 54.957 61.112 63.225 60.762 65.42(P)
China 2.493 10.811 10.76 18.597 26.128 38.25 53.15(P)
Japan 155.784 158.534 167.019 179.984 180.808 179.35 180.21(P)
North Korea 0.451 0.64 1.045 1.871 3.104 3 (P) 1.8(P)
South Korea 66.59 70.118 71.699 78.965 76.759 84.814 86.24(P)
Oceania
Australia 0.1 0.1(P)
New Zealand 0.092 0.076 0.352 0.76 1.05 1.2 1.5(P)
South America
Chile 3.173 2.886 2.463 4.178 4.024 4.5 5.6(P)
Brazil 14.991 13.304 15.032 16.619 15.951 16.063 18.28(P)
Argentina 0.838 0.925 0.968 1.42 1.553 1.85 2.51(P)
South Asia
India 20.404 24.504 28.169 32.456 34.566 42.79 49.85(P)
Bangladesh 0.25 0.25 0.25 0.25 0.25 0.3 0.4(P)
Pakistan 0.971 1.205 1.658 2.592 2.363 2.85 1.8(P)
South East Asia
Indonesia 0.036
Philippines 7.33 6.844 6.383 4.437 4.542 5.894 7.6(P)
Thailand 4.886 5.525 7.808 7.48 8.498 11.104 13.3(P)
Malaysia 4.5 4.97 5.34 6.15 7.75 11.103 12.6(P)
Total 644.14 665.31 727.54 777.64 807.19 880.69 922.84
Top Coal Exporters (2009)
Country Total Steam Coking
Australia 259Mt 134Mt 125Mt
Indonesia 230Mt 200Mt 30Mt
Russia 116Mt 105Mt 11Mt
Colombia 69Mt 69Mt ‑
South Africa 67Mt 66Mt 1Mt
USA 53Mt 20Mt 33Mt
Canada 28Mt 7Mt 21Mt

U.S. Energy Information Administration (IEA) World
Energy Outlook Reference Scenario suggests that the global
demand for coal would grow from 4,595 Mt in 2000 to 6,954
Mt in 2030. Supply of one unit of energy from coal is
estimated at only about one‑sixth as capital‑intensive as
producing and transporting the same unit from gas. Coal is
thus the least capital‑intensive of the fuels with a significant
share in world energy supply. Investment in coal would rise
to $1.9 trillion if coal‑fired power stations are included.
Investment in the coal industry is split relatively evenly
between developing countries and the rest of the world.
Investment in the coal industry is in critical balance with
sustained economic growth and poverty reduction
measures all over the world but particularly in developing
countries.
Gas‑fired power plants are at present smaller in size and
require short period to commission than coal‑fired power
plants. The longer term potential of advanced coal‑fired
power generation and carbon sequestration technologies is
significant. Clean coal technologies in conjunction with
carbon capture and sequestration would allow coal to
continue to provide low cost electricity in the carbon
sensitized environment.
Asubstantive barrier to investment in coal mining and coal‑
fired power plants is the concern that investments could be
constrained by the impending carbon emissions penalties
that may be unlikely because of uncertainties about future
environmental policies. However, continued research into
clean coal technologies and carbon sequestration promises
thepotentialforfurtherimprovementsintheenvironmental
performance of coal‑fired power and cement production
systems. The barriers to investment in coal mining and coal
fired power plants and cement industry may be removed in
the not too distant future because 1) the depletion of
hydrocarbon resources is imminent, and 2) research and
development in carbon capture and sequestration is gaining
ground. Energy Policy makers will need to prepare
themselves to give coal the status that it deserves in
providing the economic and social benefits of coal.
Total cumulative investment in the bulk‑dry cargo fleet
required for coal trade is expected to be around $34 billion.
This will be driven by growth in the world's international
sea‑borne coal trade of 419 MT between 2000 and 2030 and
by the internal shipping requirements of India, China and
Indonesiaof105MT.Worldsea‑bornecoaltradeisprojected
to reach 977 MT in 2030. The combined internal trade of
India,IndonesiaandChinawillreach246MTin2030.Global
port investment needs are expected to be modest at around
$13 billion over the IEAWorld Energy Outlook period.
1.3.2 Pakistan Coal Imports
CementIndustryisamajoruserofimportedcoalinPakistan.
With 29 cement plants and annual production capacity of
over 44 million tones, it contributes significantly to the
national gross domestic product (GDP).
Cement industry in Pakistan has experienced great many
changes in fuel usage as well as process since its inception in
the late 1930s. It started with coal as fuel and was continuing
with this fuel type until early 1950s when it switched over to
furnace oil and to natural gas in mid‑1950s. It has similarly
passed from vertical wet‑process kilns to short dry‑process
rotary kilns with cyclone towers, high‑efficiency coolers and
tertiary air to pre‑calciners.At present the improvement has
beenbroughtinbythehigh‑efficiencyclinkercoolers,which
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Top Coal Importers (2009)
Japan 165Mt 113Mt 52Mt
PR China 137Mt 102Mt 35Mt
South Korea 103Mt 82Mt 21Mt
India 67Mt 44Mt 23Mt
Chinese Tapei 60Mt 57Mt 3Mt
Germany 38Mt 32Mt 6Mt
UK 38Mt 33Mt 5Mt

allowtherecoveryofasignificantamountofthermalenergy,
through the pre‑heating of secondary and tertiary air.
The cement industry is highly energy intensive. Each tonne
ofcementproducedrequiresnotonlylargeamountsoffuels
(coal, fuel oil, natural gas), but also a significant quantum of
electric energy. To produce one tonne of clinker a cement
plant uses 850,000 kcal, using any type of fuel. Since the
heating value of furnace oil is almost twice that of local coal,
a cement plant uses 88 kg of furnace oil as against 170 kg of
coal. Depending on the raw materials and the process, the
production of one tonne of cement consumes an average of
3400‑5000 MJ fuel energy (primarily in clinker burning) and
about 100‑110 kWh electrical energy.
The thermal energy input of fuel distributed in the cement
making process is as follows:
n About 50% in the clinker burning, 20% as sensible heat
in the Pre‑heater exhaust gas (which also includes the
heat used for the evaporation of spraying water), 3% as
heat taken away by the clinker, 14% as sensible heat of
cooler exhaust gas, 11% loss as radiated heat and 1%
others.
n About 35% electrical energy is used for raw material
pre‑treatment, about 22% for burning and cooling the
clinker and about 38% for cement grinding.
n Size reduction processes (raw material crushing and
grinding and finish milling, e.g. clinker and gypsum
grinding)requirebetween78and86kWh/tonnecement
produced.
All fuels consumed by the Pakistan Cement Industry are
imported and energy typically accounts for at least 40% of
theproductioncostofcement.Coaltakesawayamajorshare
of energy required for cement manufacturing. 90% of coal
requirementofPakistancementindustryismetbyimported
coal; in fact coal is imported in Pakistan mainly for the
cement industry. Since, most of the cement plants are
situated in northern zone therefore considerable cost is
associated with transportation and handling of coal from
unloading at Karachi Port to destinations of respective
cement manufacturing units. On average 6500 tpd cement
plant operating on coal requires 40,000 tonnes of coal
monthly or 1100‑1400 tpd. The cement industry was paying
USD 90/t on CIF Karachi basis for 6000 Kcal/kg coal until
recently. However, the Indonesian Coal Price Index (ICI), for
Jan,2011,stoodat$112.4pertonne,increasingto$122.43per
tonne in February, 2011 and to $127.05 per tonne in March.
Transportation and handling, each tonne of coal adds
approximately $35 to the cost incurred by cement plants in
the northern zone.
Cement makers have to use expensive imported coal
because the locally available coal does not meet their calorie
requirement.
Pakistan imports coal mainly from Indonesia, South Africa
and China, and itself produces 3.2 million tonnes every year.
Being inferior in quality it is used in brick kilns. There are
three countries in the world that have reserves sufficient for
the next 250 years; they include Pakistan, India and China.
ThecoalavailableinPakistanhashighsulphurandmoisture
contentwhichmakesitsuitableforpowergeneration,butnot
forcementproduction.Chinahasalmostbannedcoalexports
eversinceitstartedtosetupcoal‑basedpowerplants.Indiais
converting many of its power plants to coal‑based systems,
whilePakistanisnotevenpreparingtogobacktocementand
power production systems based on coal.
1.3.3 Cement and Clinker Export in
Pakistan
Pakistan cement industry has a huge potential for export of
cement to neighboring countries like India, U.A.E,
Afghanistan, Iraq and Russian states. Cement industry has
expanded from 23 cement plants with an installed capacity
of 16.5 million tonnes per annum in the mid 1990s to 29
cement plants with capacity to produce over 44 million
tonnes. It started exporting the excess production of clinker
andcementbythesearoutesincetheyear2002.Theindustry
hasachievedthecapacitytoexportovereightmilliontonnes
cement and clinker per annum.
1.3.4 Handling of Coal/Dirty Cargo
at Karachi Port
Pakistan imported a total of 4.565 million tons of coal during
year 2010, while the total demand for coal for the year 2011
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is expected at around 3.6 to 3.7 million tonnes, up by 8 to 10
percent compared with the imports in the year 2010. Coal is
being imported in Pakistan for clinker/cement production
and not for power production.
The increase in demand for coal prompted the Karachi Port
to dedicate space at the coal yard in Keamari Island for
storage of the imported coal. The coal after being off‑loaded
from ships is transported from the berths to the coal yard in
open top dumper trucks that spill coal on their way to the
yard, where it is stored in the open. With an increase in
volumeofcoalimportstherehasbeenanincreaseinthesize
of the coal yard at Keamari. The coal yard now covering an
area of about 12.5 hectares is studded with circular mounds
of coal piled up to heights of over 25 meters at some places.
Efforts have been made by KPT to restrain the hazardous
coal dust from being carried away by the strong coastal
windstowardspopulatedareasbysprinklingwater,butthat
has not produced satisfactory results since excessive
sprinkling results in increase in the moisture contents of the
coal and thus decreases its market value and utility.
Coaldusthasbeenposingpotentialriskofamajorexplosion
as the Keamari coal yard is situated adjacent to the Keamari
oil terminals since the coal dust accumulates and forms a
thicklayerontopofthelargetankscontainingdifferenttypes
of highly inflammable petroleum products. This has
increased the risk of igniting the highly flammable products
through coal dust explosion hazard.
KPT has done little to address the occupational safety and
health guidelines for coal dust handling and has installed a
new sprinkler system. The water spill from the sprinkler
system would form coal slurry and may flow untreated into
the sea causing damage to fisheries and other marine fauna
and flora that may still be there.
Here it may be pertinent to note that the building of
container terminals is invariably followed by construction of
a terminal to handle dirty cargo at a distant location.
Handling coal at a distance close to a container terminal
poses major risks to the health of population resident in the
neighborhood. The grave situation emerging from the
presentlocationofthecoalyardattheKarachiPortdemands
relocation of the handling of dirty cargo from the Keamari
area to another site.
In realization of the pressing need to have a dirty cargo
handling at an environmentally compatible site, Port Qasim
Authority (PQA) had invited Expressions of Interest (EoI) in
July 2006 from foreign and national firms. Six companies
were pre‑qualified for the project and PIBT qualified as the
most competent bidder. The NOC for development of Bulk
Cargo Terminal was awarded to PIBT by PQA on 30 years
build, operate and transfer (BOT) basis. The agreement with
Pakistan International Bulk Terminal Ltd was signed in
November 2010 to establish a USD 175 million modern bulk
coal and cement terminal with a backup area of 25 hectares.
1.3.5 Objectives of Project
The Project aims to:
n ProvideamodernfacilityforimportofCoal,andexport
of Clinker and Cement by development of a dedicated
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Table 1.2: Export of Clinker and Cement (Qty/Tons)
` |‑‑‑‑‑‑‑‑‑‑‑‑‑‑‑‑‑‑Cement‑‑‑‑‑‑‑‑‑‑‑‑‑‑‑‑‑‑‑| |‑‑‑Clinker‑‑‑| Export Breakup
Years Afghanistan India Other Countries Other Countries Total %age Incr/(Decr) North Zone South Zone
Via Land Via Sea & Land Via Sea Via Sea
2001‑2002 106,620 ‑ ‑ ‑ 106,620 100.00% 106,060 560
2002‑2003 430,322 ‑ ‑ 41,500 471,822 342.53% 428,602 1,720
2003‑2004 1,118,293 ‑ ‑ ‑ 1,118,293 137.02% 1,088,218 30,075
2004‑2005 1,407,900 ‑ 157,270 ‑ 1,565,170 39.96% 1,516,370 48,800
2005‑2006 1,413,994 ‑ 91,165 ‑ 1,505,159 ‑3.83% 1,409,492 95,667
2006‑2007 1,725,526 ‑ 1,096,995 390,973 3,213,494 113.50% 1,929,938 1,283,556
2007‑2008 2,777,826 786,672 3,045,995 1,106,127 7,716,620 140.13% 5,111,607 2,605,013
2008‑2009 3,148,306 634,455 6,061,035 908,690 10,752,486 39.34% 6,989,136 3,763,351
2009‑2010 4,013,670 722,967 5,637,163 283,436 10,657,235 ‑0.89% 6,960,854 3,696,382
2010‑2011 4,255,703 523,902 3,595,626 159,873 8,535,104 ‑12.52% 6,075,067 2,460,037
(11‑Months)

terminal incorporating state‑of the‑art bulk handling
technology, reliable and proven safety design features
and strict environmental control systems.
n Respond to the need of construction of dirty cargo
terminal away from container and general cargo
handlingterminalstoavoidtheriskstothehealthofthe
population resident in the neighborhood.
n Respond to the security needs and contribute to
segregation of transport related infrastructure facilities
by creating a new Dirty Cargo handling Facility at a
green field site in Port Qasim identified by PQA.
n Supporttheindustrialgrowthprocessofthenorthzone
whichneedsrapidtransportationofimportedcoalfrom
the port and of clinker and cement from up‑country
destinations to the port and also adequate storage
capacity for dirty cargo at the port.
1.4 Environmental & Social
Impact Assessment (ESIA)
1.4.1 Justification for ESIA Study
Section12ofPakistanEnvironmentalProtectionAct1997and
PakistanEnvironmentalProtectionAgency(PEPA)Reviewof
IEE/EIA Regulations 2000 require that all development
initiatives in Pakistan have to be preceded by an Initial
Environmental Examination (IEE) or Environmental Impact
Assessment (EIA), depending upon the size and severity of
impacts anticipated during construction, commissioning and
operationoftheproject.
1.4.2 Categorization of the Project
PEPA Review of IEE/EIA Regulations 2000 categorizes
projects in Schedule I, which may require i) an IEE or ii)
Schedule II which require an EIA. Ports and harbors having
gross ship displacement of less than 500 tons are covered by
Schedule‑I, while Schedule‑II covers ports and harbors
having ship gross displacement exceeding 500 tons. The
Dirty Cargo Terminal falls under Schedule II as it involves
shipping activity having gross displacement above 500 tons;
accordingly it will require an EIA.
1.4.3 Purpose of ESIA Study
The main purpose of this ESIA Study is to respond to
provisions of Environmental Protection Act 1997, and to
provide information on the nature and extent of
environmental impacts arising from the construction and
operation of the Dirty Cargo Terminal project and related
activitiesthatwouldtakeplaceconcurrentlyorsubsequently.
The ESIAstudy is conducted for the purpose of:
n Describing the existing environmental setting of the
project area;
n Summarizing the project activities in relation to the
environment;
n Ascertaining applicability of relevant rules and
regulations to the location and operations;
n Undertaking the ESIA from the perspective of
environmentalandsocialaspectsintheprojectarea,and
suggesting mitigation measures for sustained
development;
n Identifying the environmental consequences of siting
the project and inception of associated activities;
n Identifyingconditionsthatmayrequiredetaileddesign,
and specification on activities during construction and
operations of the project, besides measures necessary to
mitigate the adverse environmental consequences;
n Assessment of impact of handling the dirty cargo and
consequential hazards
n Ensuring the adequacy of proposed mitigation
measures to deal with residual impacts after
implementation of the Project.
1.4.4 Methodology Adopted for
ESIA Study
ESIA study adopted the following procedure for making
assessment of impact of different activities during the
construction, commissioning and operational phases on
microenvironment and macro environment of the project
activity areas:
Section 01
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1) Scoping Exercise
Holding meetings with PIBT Project Officials and other
stakeholders to:
n Discuss and define the magnitude of study in the light
of scope of work.
n Plan a work schedule for collecting baseline data
neededforassessmentofstatusofmicroenvironmentof
PIBT project site, and its surrounding i.e. macro
environment, and
n Obtain information on location and technology
alternatives and on dirty cargo handling options.
n Incorporating views and comments of different
stakeholders and their concerns on the project so as to
prepare a generally consented document for approval
of the decision makers.
2) Literature Reviews
Preparation of this study has input from field data collected
by experts on different components of the environment
during their visits to the site, meeting with PIBT Officials,
EPA Sindh, Port Qasim Authority, stakeholders and the
archives of the consultants. EMC contacted PIBT for the
collection of project specific data such as design, site
specification, soil survey, construction activities and
operations besides HSE and Environmental Management
and Emergency Response Plans which PIBT would adopt
for the management of Bulk Cargo Terminal. The
information so obtained was reviewed for better
understanding of project by experts prior to conducting
detailed site visits of project area.
Additionally latest authenticated published data on the
physical and social environment of the project area was
reviewed to compare/correlate with the information
obtained during the surveys.
3) Surveys
EMC organized surveys for collection of information on
settlements around project specific location within 5 km
radius, considered here as forming the boundary of the
microenvironment for ESIA study, through socio‑economic
surveys conducted by relevant experts. Issues related to
project were discussed with stakeholders including relevant
departments.Surveyswereconductedbyecologists/marine
biologist to investigate the marine ecosystem of the
microenvironment to generate baseline data for impact
assessment.
4) Monitoring & Analysis
EMCacquiredtheservicesofSUPARCOtoconductambient
air quality measurements for 24 hours to examine and
establish air quality profile of the site.
5) Identification of Aspects
The aspects identification and significance determination
process is fundamentally important to investigate the
incidence of impacts at different stages of the Project and
their assessment. This step gives an inventory of the aspects.
The aspects identified during this step cover all activities
during construction/operations, production and services in
order to determine those which have or can have significant
impact on the environment.
6) Assessment of Anticipated Impacts
Team Leader in association with environmental experts at
EMC analyzed the identified aspects and assessed the
anticipated impacts that may entail modification of the
environment at Project site. This step involved the use of
collected data for identification of impacts on human health
andtheenvironmentandrisksinvolvedindifferentactivities
at the construction, commissioning and operation phases of
the project.
7) Preventive Measures & EMP
Based on the impacts identified, mitigation and control
measures were proposed by environmental experts at EMC
in order to minimize the adverse impacts of construction of
jetty and associated facilities and their operations on the
environment. All mitigation measures were discussed in
detail with the proponent representatives and an
environmental management plan (EMP) has been
developed to implement the mitigation measures in true
spirit. Amonitoring plan has been incorporated in the EMP
to monitor the impact of activities and performance of
mitigation measures and to identify positive/negative
changes in the environment.
Section 01
11 OF 12

Esia Pakistan international bulk terminal - PROPOSED COAL, CLINKER & CEMENT TERMINAL AT PORT QASIM

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