KALADAN MULTI-MODEL TRANSIT TRANSPORT PROJECT
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About This Presentation
KALADAN MULTI-MODEL TRANSIT TRANSPORT PROJECT
https://thediplomat.com/2018/01/asean-india-convergence-the-geostrategic-realities/
ASEAN-India Convergence: The Geostrategic Realities
https://www.youtube.com/watch?v=6w_D7I6I9d8
https://academy.gktoday.in/article/kaladan-multi-modal-transit-transport/
...
Slide Content
3/26/2018 Kaladan Multi-Modal Transit Transport Project - Wikipedia
https://en.wikipedia.org/wiki/Kaladan_Multi-Modal_Transit_Transport_Project 1/6
Kaladan Multi-Modal Transit Transport
Project
The Kaladan Multi-Modal Transit Transport Project is a project that will connect the eastern Indian seaport of
Kolkata with Sittwe seaport in Rakhine State, Myanmar by sea. In Myanmar, it will then link Sittwe seaport to Paletwa,
Chin State via the Kaladan river boat route, and then from Paletwa by road to Mizoram state in Northeast India.
Originally, the project was scheduled to be completed by 2014,
[1]
but is expected to be operational only by December
2016.
[2]
Route
History
Development
Related projects
Bairabi-Sairang-Hmawngbuchhuah railway
Sittwe Special Economic Zone
Sitwe-Gaya Gas Pipeline
Thathay Chaung Hydropower Project
India–Myanmar–Thailand Trilateral Highway
Agartala-Feni-Chittagong Highway
India–Myanmar Zokhawthar-Rih Highway
Paletwa-Cikha-India Highway Project
4-laning of Aizawl-Tuipang National Highway
See also
References
External links
The project has several sections combining multi-modes of transport:
[3]
1. 539 km shipping route from seaport of Kolkata in India to Sittwe seaport in Myanmar via Bay of Bengal. This sea
route has been operational for several decades.
Contents
Route
https://en.wikipedia.org/wiki/Kaladan_Multi-Modal_Transit_Transport_Project 1/6
Kaladan Multi-Modal Transit Transport
Project
The Kaladan Multi-Modal Transit Transport Project is a project that will connect the eastern Indian seaport of
Kolkata with Sittwe seaport in Rakhine State, Myanmar by sea. In Myanmar, it will then link Sittwe seaport to Paletwa,
Chin State via the Kaladan river boat route, and then from Paletwa by road to Mizoram state in Northeast India.
Originally, the project was scheduled to be completed by 2014,
[1]
but is expected to be operational only by December
2016.
[2]
Route
History
Development
Related projects
Bairabi-Sairang-Hmawngbuchhuah railway
Sittwe Special Economic Zone
Sitwe-Gaya Gas Pipeline
Thathay Chaung Hydropower Project
India–Myanmar–Thailand Trilateral Highway
Agartala-Feni-Chittagong Highway
India–Myanmar Zokhawthar-Rih Highway
Paletwa-Cikha-India Highway Project
4-laning of Aizawl-Tuipang National Highway
See also
References
External links
The project has several sections combining multi-modes of transport:
[3]
1. 539 km shipping route from seaport of Kolkata in India to Sittwe seaport in Myanmar via Bay of Bengal. This sea
route has been operational for several decades.
Contents
Route
3/26/2018 Kaladan Multi-Modal Transit Transport Project - Wikipedia
https://en.wikipedia.org/wiki/Kaladan_Multi-Modal_Transit_Transport_Project 2/6
2. 158 km river boat route from Sittwe seaport to Inland Water Terminal (IWT) at Paletwa jetty via Kaladan river in
Myanmar, (June 2017)
[4]
3. 110 km road route from IWT Paletwa to Indo-Myanmar border in Myanmar. Construction contract awarded in June
2017.
[4]
4. 90 km route from Indo-Myanmar border at Zorinpui to Aizawl-Saiha National Highway at Lawngtlai in Mizoram in
India by road on National Highway 54 (India) (NH-54), which then continues further to Dabaka in Assam via 850 km
long NH-54 which in turn is part of the larger East-West Corridor connecting North East India with the rest of
India.
[5]
Almost complete (June 2017).
[4]
This project will reduce distance from Kolkata to Sittwee by approximately 1328 km and will reduce the need to transport
good through the narrow Siliguri corridor, also known as Chicken's Neck.
Initially India had tried to persuade Bangladesh to offer transport and transit rights to the northeastern states. However,
Bangladesh has consistently refused to grant such rights, including access to its Chittagong port, which is less than
200 km away from Agartala, the capital of Tripura.
[6]
The project is being piloted and funded by the Ministry of External Affairs (India). The preliminary feasibility studies were
carried out by Rail India Technical and Economic Services (RITES). Construction work on Sittwe port and the boat jetty in
Paletwa, as well as the dredging work, will be executed by the Inland Waterways Authority of India (IWAI), with Essar
Projects Ltd, a division of the Essar Group appointed in May 2010 as the main contractor.
[7]
Kaladan Multi-Modal Transit Transport Project initially faced problems such as underestimation of the road length in
Myanmar and plans to construct hydro-electric projects — Chhimtuipui River and Lungleng River — on two tributaries of
the Kaladan River followed by another project downstream. That the first two projects are being built by one public sector
undertaking and the third is being constructed by another PSU (Public Sector Unit) has also led to coordination issues.
Due to construction of this hydro electrical projects, Navigation of boats could be effected.
[8]
The project includes a waterway component of 158 km on Kaladan river from Sittwe to Paletwa in Myanmar and a road
component of 109 km from Paletwa to Zorinpui along the India-Myanmar border in Mizoram.
On 19 April 2016 Indian minister General VK Singh informed that 66% of the new 2-lane-per-direction 12-meter-wide
99.83 km National Highway 502A (NH502A) starting from NH-54 at Lawngtlai to Zorinpui in Mizoram on Indian side is
done and will be completed by June 2018. Other aspects of the project including the port, waterways and 109 km Zorinpui
on the India-Myanmar border to Paletwa will be completed by April 2019.
[9]
Mr Lalrinngheta, a Project Site Engineer on
the India side, also reported the work is ongoing.
[10]
In April 2017, the Sitwee port AND IWT Paletwa jetty are ready and operational.
[11]
In April 2017, India handed over the
operation of completed Sittwe port and Inland Water Terminal at Paletwa to Myanmar. In June 2017, India handed six gas
tanker cargo vessels worth US$81.29 million (K110.08 billion) the Myanmar government to transport gas to nort-east
India via Manipur. Work on the port in Sittwe and the IWT in Paletwa, Chin State, is in its final stages, and the six cargo
vessels are meant to facilitate transportation of goods from Sittwe to Paletwa. The $81.29 million cost of the vessels was
History
Development
https://en.wikipedia.org/wiki/Kaladan_Multi-Modal_Transit_Transport_Project 2/6
2. 158 km river boat route from Sittwe seaport to Inland Water Terminal (IWT) at Paletwa jetty via Kaladan river in
Myanmar, (June 2017)
[4]
3. 110 km road route from IWT Paletwa to Indo-Myanmar border in Myanmar. Construction contract awarded in June
2017.
[4]
4. 90 km route from Indo-Myanmar border at Zorinpui to Aizawl-Saiha National Highway at Lawngtlai in Mizoram in
India by road on National Highway 54 (India) (NH-54), which then continues further to Dabaka in Assam via 850 km
long NH-54 which in turn is part of the larger East-West Corridor connecting North East India with the rest of
India.
[5]
Almost complete (June 2017).
[4]
This project will reduce distance from Kolkata to Sittwee by approximately 1328 km and will reduce the need to transport
good through the narrow Siliguri corridor, also known as Chicken's Neck.
Initially India had tried to persuade Bangladesh to offer transport and transit rights to the northeastern states. However,
Bangladesh has consistently refused to grant such rights, including access to its Chittagong port, which is less than
200 km away from Agartala, the capital of Tripura.
[6]
The project is being piloted and funded by the Ministry of External Affairs (India). The preliminary feasibility studies were
carried out by Rail India Technical and Economic Services (RITES). Construction work on Sittwe port and the boat jetty in
Paletwa, as well as the dredging work, will be executed by the Inland Waterways Authority of India (IWAI), with Essar
Projects Ltd, a division of the Essar Group appointed in May 2010 as the main contractor.
[7]
Kaladan Multi-Modal Transit Transport Project initially faced problems such as underestimation of the road length in
Myanmar and plans to construct hydro-electric projects — Chhimtuipui River and Lungleng River — on two tributaries of
the Kaladan River followed by another project downstream. That the first two projects are being built by one public sector
undertaking and the third is being constructed by another PSU (Public Sector Unit) has also led to coordination issues.
Due to construction of this hydro electrical projects, Navigation of boats could be effected.
[8]
The project includes a waterway component of 158 km on Kaladan river from Sittwe to Paletwa in Myanmar and a road
component of 109 km from Paletwa to Zorinpui along the India-Myanmar border in Mizoram.
On 19 April 2016 Indian minister General VK Singh informed that 66% of the new 2-lane-per-direction 12-meter-wide
99.83 km National Highway 502A (NH502A) starting from NH-54 at Lawngtlai to Zorinpui in Mizoram on Indian side is
done and will be completed by June 2018. Other aspects of the project including the port, waterways and 109 km Zorinpui
on the India-Myanmar border to Paletwa will be completed by April 2019.
[9]
Mr Lalrinngheta, a Project Site Engineer on
the India side, also reported the work is ongoing.
[10]
In April 2017, the Sitwee port AND IWT Paletwa jetty are ready and operational.
[11]
In April 2017, India handed over the
operation of completed Sittwe port and Inland Water Terminal at Paletwa to Myanmar. In June 2017, India handed six gas
tanker cargo vessels worth US$81.29 million (K110.08 billion) the Myanmar government to transport gas to nort-east
India via Manipur. Work on the port in Sittwe and the IWT in Paletwa, Chin State, is in its final stages, and the six cargo
vessels are meant to facilitate transportation of goods from Sittwe to Paletwa. The $81.29 million cost of the vessels was
History
Development
3/26/2018 Kaladan Multi-Modal Transit Transport Project - Wikipedia
https://en.wikipedia.org/wiki/Kaladan_Multi-Modal_Transit_Transport_Project 3/6
met through a grant from India. The construction work was assigned to IWT in October 2012, the keels were laid in March
2013 and the vessels were launched between April and December 2016. On completion of the tests and trials at Yangon,
the vessels reached Sittwe in March 2017. Acceptance trials were completed in April 2017 in Sittwe.
[11]
In June 2017, 90 km 2-lane route from Indo-Myanmar border at Zorinpui to Tuipang is almost complete. From Tuipang
the national highway is being further upgraded from 2-lane to all-weather 4-lane from NH 54 Lawngtlai to Aizawl in
Mizoram.
[4]
In June 2017, after several upward budget revisions and troubles in finding contractors, the INR1,600-crore (USD 250
million) contract has been finally awarded to an Indian company C&C construction for building 109-km road connecting
IWT Paletwa river terminal to Zorinpui in Mizoram border. The contractor would open offices at Sittwe, Paletwa and
Yangon in Myanmar, mobilise men and machine during the monsoon and start construction after the monsoon in
October.
[4]
Mayan is key part of India's "Look East" policy and Kaladan project has enabled several other associated projects with
ongoing development of growing list of integrated linkages.
Indian Railway has already converted to broad gauge the current 84 km railline from Katakhal (Assam) to Bairabi 2 km
inside Mizoram. Its further 51.38 km Bairabi Sairang Railway extension from Bairabi to Sairang (20 km north of Aizwal)
in Mizoram is under construction with target completion date of March 2019 as per status update in March 2016. In
August 2015, India railway completed a survey for a possible new route extension from Sairang to Hmawngbuchhuah
[12]
on Mizoram’s southern tip on the border of Myanmar, where at nearby Zochachhuah
[13]
village the National Highway 502
(India) (part of Kaladan Multi-Modal Transit Transport Project) enters Myanmar, leaving a possibility open for yet-
unplanned future rail connections to Paletwa.
[14][15]
Sittwe Special Economic Zone (Sittwe SEZ) at Ponnagyun town was announced by India's Union Minister of State for
External Affairs V K Singh at the India-ASEAN Foreign Ministers meet at Laos in August 2016. The 1000 acre SEZ will be
built 60 kilometres (37 mi) north from Sittwe upstream of Kaladan River at Ponnagyun town. China is building a rival
Kyaukpyu Special Economic Zone and port is around 80 kilometres (50 mi) south of Sittwe.
[16][4]
There is also to a proposal to build 1,575 km long Sittwe-Aizwal-Silchar-Guwahati-Siliguri-Gaya gas pipeline to transport
gas from Sittwe gas field where ONGC and GAIL hold 30 percent stake in oil and gas exploration.
[17]
Thathay Chaung Hydropower Project(TCHP) is a 1800 megawatt, two dam project being built and financed by India on
Chindwin River in Rakhine State of Myanmar, a 1,200 megawatt dam at Thamanthi (Manthi) and 600 megawatt dam at
Shwejaye. The electricity produced will be supplied to Manipur state of India.
[17]
Related projects
Bairabi-Sairang-Hmawngbuchhuah railway
Sittwe Special Economic Zone
Sitwe-Gaya Gas Pipeline
Thathay Chaung Hydropower Project
https://en.wikipedia.org/wiki/Kaladan_Multi-Modal_Transit_Transport_Project 3/6
met through a grant from India. The construction work was assigned to IWT in October 2012, the keels were laid in March
2013 and the vessels were launched between April and December 2016. On completion of the tests and trials at Yangon,
the vessels reached Sittwe in March 2017. Acceptance trials were completed in April 2017 in Sittwe.
[11]
In June 2017, 90 km 2-lane route from Indo-Myanmar border at Zorinpui to Tuipang is almost complete. From Tuipang
the national highway is being further upgraded from 2-lane to all-weather 4-lane from NH 54 Lawngtlai to Aizawl in
Mizoram.
[4]
In June 2017, after several upward budget revisions and troubles in finding contractors, the INR1,600-crore (USD 250
million) contract has been finally awarded to an Indian company C&C construction for building 109-km road connecting
IWT Paletwa river terminal to Zorinpui in Mizoram border. The contractor would open offices at Sittwe, Paletwa and
Yangon in Myanmar, mobilise men and machine during the monsoon and start construction after the monsoon in
October.
[4]
Mayan is key part of India's "Look East" policy and Kaladan project has enabled several other associated projects with
ongoing development of growing list of integrated linkages.
Indian Railway has already converted to broad gauge the current 84 km railline from Katakhal (Assam) to Bairabi 2 km
inside Mizoram. Its further 51.38 km Bairabi Sairang Railway extension from Bairabi to Sairang (20 km north of Aizwal)
in Mizoram is under construction with target completion date of March 2019 as per status update in March 2016. In
August 2015, India railway completed a survey for a possible new route extension from Sairang to Hmawngbuchhuah
[12]
on Mizoram’s southern tip on the border of Myanmar, where at nearby Zochachhuah
[13]
village the National Highway 502
(India) (part of Kaladan Multi-Modal Transit Transport Project) enters Myanmar, leaving a possibility open for yet-
unplanned future rail connections to Paletwa.
[14][15]
Sittwe Special Economic Zone (Sittwe SEZ) at Ponnagyun town was announced by India's Union Minister of State for
External Affairs V K Singh at the India-ASEAN Foreign Ministers meet at Laos in August 2016. The 1000 acre SEZ will be
built 60 kilometres (37 mi) north from Sittwe upstream of Kaladan River at Ponnagyun town. China is building a rival
Kyaukpyu Special Economic Zone and port is around 80 kilometres (50 mi) south of Sittwe.
[16][4]
There is also to a proposal to build 1,575 km long Sittwe-Aizwal-Silchar-Guwahati-Siliguri-Gaya gas pipeline to transport
gas from Sittwe gas field where ONGC and GAIL hold 30 percent stake in oil and gas exploration.
[17]
Thathay Chaung Hydropower Project(TCHP) is a 1800 megawatt, two dam project being built and financed by India on
Chindwin River in Rakhine State of Myanmar, a 1,200 megawatt dam at Thamanthi (Manthi) and 600 megawatt dam at
Shwejaye. The electricity produced will be supplied to Manipur state of India.
[17]
Related projects
Bairabi-Sairang-Hmawngbuchhuah railway
Sittwe Special Economic Zone
Sitwe-Gaya Gas Pipeline
Thathay Chaung Hydropower Project
3/26/2018 Kaladan Multi-Modal Transit Transport Project - Wikipedia
https://en.wikipedia.org/wiki/Kaladan_Multi-Modal_Transit_Transport_Project 4/6
The India–Myanmar–Thailand (IMT) Trilateral Highway (Friendship Highway) is a highway under construction that will
connect Moreh, India with Mae Sot, Thailand via Myanmar.
[18]
The road is expected to boost trade and commerce in the
ASEAN–India Free Trade Area, as well as with the rest of Southeast Asia. India has also proposed extending the highway
to Cambodia, Laos and Vietnam.
[19]
The proposed approx 3,200 km (2,000 mi) route from India to Vietnam is known as
the East-West Economic Corridor (EWEC).
[20]
Indian has decided to build a INR130 crore (USD20 million) over Feni River at the Tripura-Bangladesh border to connect
the existing NH8 Agartala-Sabroom on Indian side to Chittagong port in Bangladesh 80 km from South Tripura. In
February 2017, the project was in tendering stage.
[21]
India–Myanmar Zokhawthar-Rih Highway will provide second connection to the India–Myanmar–Thailand Trilateral
Highway (IMT), between NH102B Zokhawthar Indian border village of Champhai district in east Mizoram to Rihkwadar
border town to Myanmar, connecting it to IMT 120 km away at Kalemyo.
[21]
Paletwa-Cikha-India Highway Project is a INR 20 billion (USD315 million) 645 km long under construction Paletwa-
Cikha road highway in Chin State of Myanmar, which will also be connected to the Indian border on two places, Paletwa to
NH502 Zochachhuah border village
[13]
of Lawngtlai district in south-most Mizoram (main road route of Kaladan Multi-
modal Transit Transport project) and at Khenman (Myanmar) to NH102B Behiang border village of Churachandpur
district in southern-most Manipur. On 21 April 2016, Chin State Chief Minister Pu Lian Luai in Myanmar informed that
the project is funded by Indian government, which will connect Paletwa in southern Chin state to Cikha (also misspelt as
Chikha in Indian media) sub-town in northern Chin state. New roads will also be built to connect the Paletwa-Chikha
highway to villages and towns in Chin state.
[22]
In June 2017, to ensure faster movement of goods between Sittwe and Mizoram capital of Aizawl in the North West which
is close to the Barak Valley of Assam, India started a INR6,000-crore upgrade of current 2-lane 300 km Aizawl-Tuipang
national highway to all-weather four-laning of international standard, the tender will be floated in September and
construction contract will be awarded by December 2017 after the ongoing land acquisition is complete.
[4]
The upgrade of
52-km long road from Tuiping to Myanmar border, from 2-lane to all-weather 4-lane highway, is also included in this
352km long National Highways Authority of India project.
[23]
Arunachal Border Highway
Asian Highway Network
India-Myanmar-Thailand Friendship Highway
East-West Industrial Corridor Highway, Arunachal Pradesh
India–Myanmar–Thailand Trilateral Highway
Agartala-Feni-Chittagong Highway
India–Myanmar Zokhawthar-Rih Highway
Paletwa-Cikha-India Highway Project
4-laning of Aizawl-Tuipang National Highway
See also
https://en.wikipedia.org/wiki/Kaladan_Multi-Modal_Transit_Transport_Project 4/6
The India–Myanmar–Thailand (IMT) Trilateral Highway (Friendship Highway) is a highway under construction that will
connect Moreh, India with Mae Sot, Thailand via Myanmar.
[18]
The road is expected to boost trade and commerce in the
ASEAN–India Free Trade Area, as well as with the rest of Southeast Asia. India has also proposed extending the highway
to Cambodia, Laos and Vietnam.
[19]
The proposed approx 3,200 km (2,000 mi) route from India to Vietnam is known as
the East-West Economic Corridor (EWEC).
[20]
Indian has decided to build a INR130 crore (USD20 million) over Feni River at the Tripura-Bangladesh border to connect
the existing NH8 Agartala-Sabroom on Indian side to Chittagong port in Bangladesh 80 km from South Tripura. In
February 2017, the project was in tendering stage.
[21]
India–Myanmar Zokhawthar-Rih Highway will provide second connection to the India–Myanmar–Thailand Trilateral
Highway (IMT), between NH102B Zokhawthar Indian border village of Champhai district in east Mizoram to Rihkwadar
border town to Myanmar, connecting it to IMT 120 km away at Kalemyo.
[21]
Paletwa-Cikha-India Highway Project is a INR 20 billion (USD315 million) 645 km long under construction Paletwa-
Cikha road highway in Chin State of Myanmar, which will also be connected to the Indian border on two places, Paletwa to
NH502 Zochachhuah border village
[13]
of Lawngtlai district in south-most Mizoram (main road route of Kaladan Multi-
modal Transit Transport project) and at Khenman (Myanmar) to NH102B Behiang border village of Churachandpur
district in southern-most Manipur. On 21 April 2016, Chin State Chief Minister Pu Lian Luai in Myanmar informed that
the project is funded by Indian government, which will connect Paletwa in southern Chin state to Cikha (also misspelt as
Chikha in Indian media) sub-town in northern Chin state. New roads will also be built to connect the Paletwa-Chikha
highway to villages and towns in Chin state.
[22]
In June 2017, to ensure faster movement of goods between Sittwe and Mizoram capital of Aizawl in the North West which
is close to the Barak Valley of Assam, India started a INR6,000-crore upgrade of current 2-lane 300 km Aizawl-Tuipang
national highway to all-weather four-laning of international standard, the tender will be floated in September and
construction contract will be awarded by December 2017 after the ongoing land acquisition is complete.
[4]
The upgrade of
52-km long road from Tuiping to Myanmar border, from 2-lane to all-weather 4-lane highway, is also included in this
352km long National Highways Authority of India project.
[23]
Arunachal Border Highway
Asian Highway Network
India-Myanmar-Thailand Friendship Highway
East-West Industrial Corridor Highway, Arunachal Pradesh
India–Myanmar–Thailand Trilateral Highway
Agartala-Feni-Chittagong Highway
India–Myanmar Zokhawthar-Rih Highway
Paletwa-Cikha-India Highway Project
4-laning of Aizawl-Tuipang National Highway
See also
3/26/2018 Kaladan Multi-Modal Transit Transport Project - Wikipedia
https://en.wikipedia.org/wiki/Kaladan_Multi-Modal_Transit_Transport_Project 5/6
Mekong-Ganga Cooperation
1. Purushothaman, Vakkom. "Kaladan Multi Modal Transit Transport Project to link sea route in Myanmar with
Mizoram" (https://web.archive.org/web/20120415053036/http://tntmagazine.in/news/mizoram/kaladan-multi-modal
-transit-transport-project-to-link-sea-route-in-myanmar-with-mizoram/). The Northeast Times. Archived from the
original (http://tntmagazine.in/news/mizoram/kaladan-multi-modal-transit-transport-project-to-link-sea-route-in-mya
nmar-with-mizoram/) on 15 April 2012. Retrieved 11 August 2012.
2. http://www.asianage.com/columnists/myanmar-new-balancing-act-336
3. Multi-modal project introduction (http://www.mdoner.gov.in/content/introduction-1)
4. India awards road contract to complete Kaladan project in Myanmar (http://www.thehindubusinessline.com/news/n
ational/india-awards-road-contract-to-complete-kaladan-project-in-myanmar/article9723297.ece), Business Line, 9
June 2017.
5. Multi-modal route map (http://www.arakanrivers.net/wp-content/uploads/2009/09/Kaladan-Mov.png)
6. Phukan, Papori. "Kaladan Multi-Modal Project In Myanmar" (http://manipuronline.com/look-east-policy/kaladan-multi
-modal-project-in-myanmar/2010/12/19). Manipur Online. Retrieved 11 August 2012.
7. "Kaladan Multi-Modal Transit Transport Project" (http://www.arakanrivers.net/?page_id=135). Arakan Rivers.
Retrieved 11 August 2012.
8. Dikshit, Sandeep. "India-Myanmar transport project hits roadblock" (http://www.thehindu.com/news/national/article
3377718.ece). The Hindu. Retrieved 11 August 2012.
9. Kaladan project to be completed by April 2019, Published: April 2016 (http://www.assamtribune.com/scripts/detailsn
ew.asp?id=apr3016/oth054)
10. Title: India’s long highway to Myanmar starts to take shape (https://www.theguardian.com/world/2015/sep/27/india
-myanmar-road-mizoram-tribal-areas-modi), The Guardian, Sept 2015.
11. vessels handed over to Myanmar by India (http://www.mizzima.com/news-domestic/six-cargo-vessels-handed-over-
myanmar-india), Mizzima, 2 June 2017.
12. Hmawngbuchhuah location map (https://www.google.com.sg/maps/place/Hmawngbuchhuah,+Mizoram+796891,+I
ndia/@22.1253824,92.7494556,15z/data=!4m5!3m4!1s0x30b294c8b0f96afd:0x9819f2ba01cd3684!8m2!3d22.14866
36!4d92.7711359)
13. Zochachhuah location map (https://www.google.com.sg/maps/place/Zochawchhuah,+Mizoram+796891,+India/@2
2.1308892,92.72766,13z/data=!3m1!4b1!4m8!1m2!2m1!1sZochachhuah,+Mizoram!3m4!1s0x30b294a35a3bdd51:0
x494754a5f97f6a23!8m2!3d22.1308147!4d92.7626806)
14. Massive push to railway infrastructure under way in Northeast (http://indianexpress.com/article/explained/the-new-
northeast-expresses/#sthash.H3U77Y0L.dpuf)
15. Sanctioned in 2000, broad-gauge train reaches Mizoram after 16 years (http://indianexpress.com/article/india/india-
news-india/sanctioned-in-2000-broad-gauge-train-reaches-mizoram-after-16-years/)
16. "India planning to set up SEZ in Myanmar's Sittwe." (http://economictimes.indiatimes.com/news/politics-and-nation/
india-planning-to-set-up-sez-in-myanmars-sittwe/articleshow/53496839.cms), Economic Times, 2 August 2016.
17. Alexis Rieffel, 2010, "Myanmar/Burma: Inside Challenges, Outside Interests"" (https://books.google.com.sg/books?i
d=FQsErroCfzsC&pg=PA139&lpg=PA139&dq=sittwe+port+development&source=bl&ots=uK13sutvBa&sig=0Qc0dv1
eH0kygl63yhXtQbbpLhI&hl=en&sa=X&ved=0ahUKEwiF7O2gsOnVAhUPT48KHSAEBYQ4ChDoAQhZMAs#v=onepage
&q=sittwe%20port%20development&f=false)], Brookings Institution Press, pp139, ISBN 0815705069.
18. "All you want to know about Delhi to Bangkok Road Trip - Myths & Reality" (https://www.tripoto.com/trip/india-delhi
-to-thailand-bangkok-by-road). Tripoto. 11 September 2015. Retrieved 20 September 2015.
19. http://www.telegraphindia.com/1160810/jsp/northeast/story_101585.jsp
20. "Myanmar Road Project Hooks 1.8 Billion Baht From Thailand" (http://www.irrawaddy.com/news/burma/burma-road
-project-hooks-1-8-billion-baht-from-thailand.html). The Irrawaddy. 2 February 2017. Retrieved 12 February 2017.
References
https://en.wikipedia.org/wiki/Kaladan_Multi-Modal_Transit_Transport_Project 5/6
Mekong-Ganga Cooperation
1. Purushothaman, Vakkom. "Kaladan Multi Modal Transit Transport Project to link sea route in Myanmar with
Mizoram" (https://web.archive.org/web/20120415053036/http://tntmagazine.in/news/mizoram/kaladan-multi-modal
-transit-transport-project-to-link-sea-route-in-myanmar-with-mizoram/). The Northeast Times. Archived from the
original (http://tntmagazine.in/news/mizoram/kaladan-multi-modal-transit-transport-project-to-link-sea-route-in-mya
nmar-with-mizoram/) on 15 April 2012. Retrieved 11 August 2012.
2. http://www.asianage.com/columnists/myanmar-new-balancing-act-336
3. Multi-modal project introduction (http://www.mdoner.gov.in/content/introduction-1)
4. India awards road contract to complete Kaladan project in Myanmar (http://www.thehindubusinessline.com/news/n
ational/india-awards-road-contract-to-complete-kaladan-project-in-myanmar/article9723297.ece), Business Line, 9
June 2017.
5. Multi-modal route map (http://www.arakanrivers.net/wp-content/uploads/2009/09/Kaladan-Mov.png)
6. Phukan, Papori. "Kaladan Multi-Modal Project In Myanmar" (http://manipuronline.com/look-east-policy/kaladan-multi
-modal-project-in-myanmar/2010/12/19). Manipur Online. Retrieved 11 August 2012.
7. "Kaladan Multi-Modal Transit Transport Project" (http://www.arakanrivers.net/?page_id=135). Arakan Rivers.
Retrieved 11 August 2012.
8. Dikshit, Sandeep. "India-Myanmar transport project hits roadblock" (http://www.thehindu.com/news/national/article
3377718.ece). The Hindu. Retrieved 11 August 2012.
9. Kaladan project to be completed by April 2019, Published: April 2016 (http://www.assamtribune.com/scripts/detailsn
ew.asp?id=apr3016/oth054)
10. Title: India’s long highway to Myanmar starts to take shape (https://www.theguardian.com/world/2015/sep/27/india
-myanmar-road-mizoram-tribal-areas-modi), The Guardian, Sept 2015.
11. vessels handed over to Myanmar by India (http://www.mizzima.com/news-domestic/six-cargo-vessels-handed-over-
myanmar-india), Mizzima, 2 June 2017.
12. Hmawngbuchhuah location map (https://www.google.com.sg/maps/place/Hmawngbuchhuah,+Mizoram+796891,+I
ndia/@22.1253824,92.7494556,15z/data=!4m5!3m4!1s0x30b294c8b0f96afd:0x9819f2ba01cd3684!8m2!3d22.14866
36!4d92.7711359)
13. Zochachhuah location map (https://www.google.com.sg/maps/place/Zochawchhuah,+Mizoram+796891,+India/@2
2.1308892,92.72766,13z/data=!3m1!4b1!4m8!1m2!2m1!1sZochachhuah,+Mizoram!3m4!1s0x30b294a35a3bdd51:0
x494754a5f97f6a23!8m2!3d22.1308147!4d92.7626806)
14. Massive push to railway infrastructure under way in Northeast (http://indianexpress.com/article/explained/the-new-
northeast-expresses/#sthash.H3U77Y0L.dpuf)
15. Sanctioned in 2000, broad-gauge train reaches Mizoram after 16 years (http://indianexpress.com/article/india/india-
news-india/sanctioned-in-2000-broad-gauge-train-reaches-mizoram-after-16-years/)
16. "India planning to set up SEZ in Myanmar's Sittwe." (http://economictimes.indiatimes.com/news/politics-and-nation/
india-planning-to-set-up-sez-in-myanmars-sittwe/articleshow/53496839.cms), Economic Times, 2 August 2016.
17. Alexis Rieffel, 2010, "Myanmar/Burma: Inside Challenges, Outside Interests"" (https://books.google.com.sg/books?i
d=FQsErroCfzsC&pg=PA139&lpg=PA139&dq=sittwe+port+development&source=bl&ots=uK13sutvBa&sig=0Qc0dv1
eH0kygl63yhXtQbbpLhI&hl=en&sa=X&ved=0ahUKEwiF7O2gsOnVAhUPT48KHSAEBYQ4ChDoAQhZMAs#v=onepage
&q=sittwe%20port%20development&f=false)], Brookings Institution Press, pp139, ISBN 0815705069.
18. "All you want to know about Delhi to Bangkok Road Trip - Myths & Reality" (https://www.tripoto.com/trip/india-delhi
-to-thailand-bangkok-by-road). Tripoto. 11 September 2015. Retrieved 20 September 2015.
19. http://www.telegraphindia.com/1160810/jsp/northeast/story_101585.jsp
20. "Myanmar Road Project Hooks 1.8 Billion Baht From Thailand" (http://www.irrawaddy.com/news/burma/burma-road
-project-hooks-1-8-billion-baht-from-thailand.html). The Irrawaddy. 2 February 2017. Retrieved 12 February 2017.
References
3/26/2018 Kaladan Multi-Modal Transit Transport Project - Wikipedia
https://en.wikipedia.org/wiki/Kaladan_Multi-Modal_Transit_Transport_Project 6/6
Detailed report on Kaladan Project: Project Description with Analysis of Positive and Negative Impact (https://www.
academia.edu/3772710/One_cannot_step_into_the_same_river_twice_making_the_Kaladan_Project_people-centre
d)
MDoner (https://web.archive.org/web/20111205140603/http://mdoner.gov.in/writereaddata/sublink2images/Kalada
nMultiModal2172726384.htm)
Retrieved from "https://en.wikipedia.org/w/index.php?title=Kaladan_Multi-
Modal_Transit_Transport_Project&oldid=813796199"
This page was last edited on 5 December 2017, at 07:55.
Text is available under the Creative Commons Attribution-ShareAlike License; additional terms may apply. By using this
site, you agree to the Terms of Use and Privacy Policy. Wikipedia® is a registered trademark of the Wikimedia
Foundation, Inc., a non-profit organization.
21. 7,500-crore road network to boost North-East economy (http://www.thehindubusinessline.com/news/national/7500c
rore-road-network-to-boost-northeast-economy/article9559199.ece), The Hindu, 24 February 2017.
22. Construction of Chikha to Paletwa Highway a priority (http://mizzima.com/news-domestic/construction-chikha-palet
wa-highway-priority), Mizzima, April 2016]
23. New Mizoram- Myanmar 352 Km national highway all set to boost trade and economy in the region (https://thenorth
easttoday.com/new-mizoram-myanmar-352-km-national-highway-all-set-to-boost-trade-and-economy-in-the-regio
n/), The North East Today, 21 August 2017.
External links
https://en.wikipedia.org/wiki/Kaladan_Multi-Modal_Transit_Transport_Project 6/6
Detailed report on Kaladan Project: Project Description with Analysis of Positive and Negative Impact (https://www.
academia.edu/3772710/One_cannot_step_into_the_same_river_twice_making_the_Kaladan_Project_people-centre
d)
MDoner (https://web.archive.org/web/20111205140603/http://mdoner.gov.in/writereaddata/sublink2images/Kalada
nMultiModal2172726384.htm)
Retrieved from "https://en.wikipedia.org/w/index.php?title=Kaladan_Multi-
Modal_Transit_Transport_Project&oldid=813796199"
This page was last edited on 5 December 2017, at 07:55.
Text is available under the Creative Commons Attribution-ShareAlike License; additional terms may apply. By using this
site, you agree to the Terms of Use and Privacy Policy. Wikipedia® is a registered trademark of the Wikimedia
Foundation, Inc., a non-profit organization.
21. 7,500-crore road network to boost North-East economy (http://www.thehindubusinessline.com/news/national/7500c
rore-road-network-to-boost-northeast-economy/article9559199.ece), The Hindu, 24 February 2017.
22. Construction of Chikha to Paletwa Highway a priority (http://mizzima.com/news-domestic/construction-chikha-palet
wa-highway-priority), Mizzima, April 2016]
23. New Mizoram- Myanmar 352 Km national highway all set to boost trade and economy in the region (https://thenorth
easttoday.com/new-mizoram-myanmar-352-km-national-highway-all-set-to-boost-trade-and-economy-in-the-regio
n/), The North East Today, 21 August 2017.
External links
3/26/2018 Kaladan River - Wikipedia
https://en.wikipedia.org/wiki/Kaladan_River 1/3
Kaladan (ကုလားတန်မြစ်)
Kysapnadi, Beino, Bawinu,
Bawinung(Boinung)
River
Kaladan river between Mrauk U and
Sittwe
Countries Myanmar, India
States Chin State,
Rakhine State, Mizoram
Tributaries
- left Twe River, Mi River,
Kalabon River,
Kyegu River
- right Chal River, Tio River,
Tuichang, Mat River,
Kawrthingdeng River
Source west flank of Mount
Zinghmuh
- location Chin Hills, Chin State,
Myanmar
- elevation 2,564 m (8,412 ft)
- coordinates22°49′28″N 93°31′57″E
Mouth Sittwe
- location Bay of Bengal, Myanmar
- elevation 0 m (0 ft)
- coordinates20°06′00″N 92°54′09″E
Discharge
Kaladan River
The Kaladan River (Burmese: ကုလားတန်မြစ်,
pronounced [kəládàɴ mjɪʔ]; also Kysapnadi, Beino,
Bawinu and Kolodyne) is a river in eastern Mizoram State
of India, and in Chin State and Rakhine State of western
Myanmar. It forms the international border between India
and Burma between 22° 47′ 10" N (where its tributary, the
Tio River, joins it) and 22° 11′ 06" N.
[1]
Geography
Development
See also
References
External links
The river arises in central Chin State as the Timit, 22° 49′
28″ N 93° 31′ 57" E, and flows south and is soon joined by
the Chal, after which it is known as the Boinu River. It
continues south until just before it is joined by the Twe River
at 22° 08′ 40″ N 93° 34′ 30″ E, when it swings west. It
continues west until 22° 05′ 20″ N 93° 14′ 12″ E, when it
heads northwest. At 22° 11′ 06″ N 93° 09′ 29″ E, below
Mount Phabipa, it turns north and becomes the international
border between India and Myanmar. It flows north to 22° 47′
09″ N 93° 05′ 47″ E, where the international border
continues north along the Tyao River, and the Boinu heads
northwest into Mizoram State, at which point it is known as
the Kaladan.
At 22° 56′ 21″ N 92° 58′ 55″ E it reaches its northernmost
point, and turns south west, is joined by the Tuichong River
from the right and then heads south.
[2]
The Kaladan is
joined from the right by the Mat River at 22° 43′ 39″ N, 92°
54′ 46″ E. It continues south and is joined by the
Kawrthingdeng River from the right. It again enters Chin
Coordinates: 20°06′00″N 92°54′09″E
Contents
Geography
https://en.wikipedia.org/wiki/Kaladan_River 1/3
Kaladan (ကုလားတန်မြစ်)
Kysapnadi, Beino, Bawinu,
Bawinung(Boinung)
River
Kaladan river between Mrauk U and
Sittwe
Countries Myanmar, India
States Chin State,
Rakhine State, Mizoram
Tributaries
- left Twe River, Mi River,
Kalabon River,
Kyegu River
- right Chal River, Tio River,
Tuichang, Mat River,
Kawrthingdeng River
Source west flank of Mount
Zinghmuh
- location Chin Hills, Chin State,
Myanmar
- elevation 2,564 m (8,412 ft)
- coordinates22°49′28″N 93°31′57″E
Mouth Sittwe
- location Bay of Bengal, Myanmar
- elevation 0 m (0 ft)
- coordinates20°06′00″N 92°54′09″E
Discharge
Kaladan River
The Kaladan River (Burmese: ကုလားတန်မြစ်,
pronounced [kəládàɴ mjɪʔ]; also Kysapnadi, Beino,
Bawinu and Kolodyne) is a river in eastern Mizoram State
of India, and in Chin State and Rakhine State of western
Myanmar. It forms the international border between India
and Burma between 22° 47′ 10" N (where its tributary, the
Tio River, joins it) and 22° 11′ 06" N.
[1]
Geography
Development
See also
References
External links
The river arises in central Chin State as the Timit, 22° 49′
28″ N 93° 31′ 57" E, and flows south and is soon joined by
the Chal, after which it is known as the Boinu River. It
continues south until just before it is joined by the Twe River
at 22° 08′ 40″ N 93° 34′ 30″ E, when it swings west. It
continues west until 22° 05′ 20″ N 93° 14′ 12″ E, when it
heads northwest. At 22° 11′ 06″ N 93° 09′ 29″ E, below
Mount Phabipa, it turns north and becomes the international
border between India and Myanmar. It flows north to 22° 47′
09″ N 93° 05′ 47″ E, where the international border
continues north along the Tyao River, and the Boinu heads
northwest into Mizoram State, at which point it is known as
the Kaladan.
At 22° 56′ 21″ N 92° 58′ 55″ E it reaches its northernmost
point, and turns south west, is joined by the Tuichong River
from the right and then heads south.
[2]
The Kaladan is
joined from the right by the Mat River at 22° 43′ 39″ N, 92°
54′ 46″ E. It continues south and is joined by the
Kawrthingdeng River from the right. It again enters Chin
Coordinates: 20°06′00″N 92°54′09″E
Contents
Geography
3/26/2018 Kaladan River - Wikipedia
https://en.wikipedia.org/wiki/Kaladan_River 2/3
g
- average 3,468 m
3
/s
(122,471 cu ft/s)
State, at Raithaw Ferry, 22° 03′ 40″ N 92° 51′ 05″ E,
[2]
just
northwest of Khenkhar. The Mi River joins from the left at
21° 06′ 56″ N 92° 57′ 42″ E.
[3]
At Ngame the river enters the
Rakhine State of Myanmar and continues south to Sittwe
where it enters the Bay of Bengal.
At present, the Kaladan is the fifth largest river in the world to remain completely unfragmented by dams anywhere in its
catchment, behind only the Fly, Mamberamo and Sepik in New Guinea and the Pechora in Russia.
[4]
Nonetheless, the
governments of India and Myanmar are working on a US$500 million, Kaladan Multi-modal Transit Transport Project
that will facilitate trade between the two nations.
[5]
The project includes the construction of the US$120 million
deepwater Sittwe Port at the mouth of the river, dredging of the Kaladan river to enable cargo vessels to navigate the river
from Sittwe to Mizoram, the construction of a river port at Paletwa, as well as the widening and upgrade of highways
between Paletwa and Myeikwa on the Indo-Myanmar border.
[6]
The project will open up not only Mizoram but all of
India's northeastern states as hinterland for the Sittwe Port. Construction for the port started in 2010 and is expected to
be completed by mid-2013.
Development of the river is also being negotiated with the Shwe Gas Project for economic enhancement
[7]
Kaladan Multi-modal Transit Transport Project
Dibang Wildlife Sanctuary - this highway will pass by this sanctuary, potential environmental issues
East-West Industrial Corridor Highway, Arunachal Pradesh
Arunachal Border Highway
Asian Highway Network
India-Myanmar-Thailand Friendship Highway
1. NF 46-7 "Gangaw, Burma" (http://www.lib.utexas.edu/maps/ams/burma/txu-oclc-6924198-nf46-7.jpg) U.S. Army
Map Service topographic map 1:250,000, 1954, first printing April 1958
2. NF 46-6 "Chittagong, Pakistan" (http://www.lib.utexas.edu/maps/ams/india/nf-46-06a.jpg) U.S. Army Map Service
topographic map 1:250,000, 1955, first printing March 1960
3. "Cox's Bazar, Pakistan" (http://www.lib.utexas.edu/maps/ams/burma/txu-oclc-6924198-nf46-10.jpg) U.S. Army Map
Service topographic map 1:250,000, 1954, first printing March 1960
4. Fragmentation and Flow Regulation of the World’s Large River Systems (http://www.gwsp.org/fileadmin/downloads/
Nilsson_Science2005.pdf)
5. The Hindu Business Line : `Work on Kaladan river project in Mizo to start soon' (http://www.thehindubusinessline.c
om/2004/03/20/stories/2004032000840400.htm)
6. "Construction of Sittwe Port for Kaladan Multiple River Project Starts" (https://web.archive.org/web/2012040102070
2/http://www.indoburmanews.net/archives-1/2010/december_2010/construction-of-sittwe-port-for-kaladan-multiple
-river-project-starts/). Indo-Burma News. 2010-12-01. Archived from the original (http://www.indoburmanews.net/a
rchives-1/2010/december_2010/construction-of-sittwe-port-for-kaladan-multiple-river-project-starts/) on 2012-04-
01. Retrieved 2011-10-14.
Development
See also
References
https://en.wikipedia.org/wiki/Kaladan_River 2/3
g
- average 3,468 m
3
/s
(122,471 cu ft/s)
State, at Raithaw Ferry, 22° 03′ 40″ N 92° 51′ 05″ E,
[2]
just
northwest of Khenkhar. The Mi River joins from the left at
21° 06′ 56″ N 92° 57′ 42″ E.
[3]
At Ngame the river enters the
Rakhine State of Myanmar and continues south to Sittwe
where it enters the Bay of Bengal.
At present, the Kaladan is the fifth largest river in the world to remain completely unfragmented by dams anywhere in its
catchment, behind only the Fly, Mamberamo and Sepik in New Guinea and the Pechora in Russia.
[4]
Nonetheless, the
governments of India and Myanmar are working on a US$500 million, Kaladan Multi-modal Transit Transport Project
that will facilitate trade between the two nations.
[5]
The project includes the construction of the US$120 million
deepwater Sittwe Port at the mouth of the river, dredging of the Kaladan river to enable cargo vessels to navigate the river
from Sittwe to Mizoram, the construction of a river port at Paletwa, as well as the widening and upgrade of highways
between Paletwa and Myeikwa on the Indo-Myanmar border.
[6]
The project will open up not only Mizoram but all of
India's northeastern states as hinterland for the Sittwe Port. Construction for the port started in 2010 and is expected to
be completed by mid-2013.
Development of the river is also being negotiated with the Shwe Gas Project for economic enhancement
[7]
Kaladan Multi-modal Transit Transport Project
Dibang Wildlife Sanctuary - this highway will pass by this sanctuary, potential environmental issues
East-West Industrial Corridor Highway, Arunachal Pradesh
Arunachal Border Highway
Asian Highway Network
India-Myanmar-Thailand Friendship Highway
1. NF 46-7 "Gangaw, Burma" (http://www.lib.utexas.edu/maps/ams/burma/txu-oclc-6924198-nf46-7.jpg) U.S. Army
Map Service topographic map 1:250,000, 1954, first printing April 1958
2. NF 46-6 "Chittagong, Pakistan" (http://www.lib.utexas.edu/maps/ams/india/nf-46-06a.jpg) U.S. Army Map Service
topographic map 1:250,000, 1955, first printing March 1960
3. "Cox's Bazar, Pakistan" (http://www.lib.utexas.edu/maps/ams/burma/txu-oclc-6924198-nf46-10.jpg) U.S. Army Map
Service topographic map 1:250,000, 1954, first printing March 1960
4. Fragmentation and Flow Regulation of the World’s Large River Systems (http://www.gwsp.org/fileadmin/downloads/
Nilsson_Science2005.pdf)
5. The Hindu Business Line : `Work on Kaladan river project in Mizo to start soon' (http://www.thehindubusinessline.c
om/2004/03/20/stories/2004032000840400.htm)
6. "Construction of Sittwe Port for Kaladan Multiple River Project Starts" (https://web.archive.org/web/2012040102070
2/http://www.indoburmanews.net/archives-1/2010/december_2010/construction-of-sittwe-port-for-kaladan-multiple
-river-project-starts/). Indo-Burma News. 2010-12-01. Archived from the original (http://www.indoburmanews.net/a
rchives-1/2010/december_2010/construction-of-sittwe-port-for-kaladan-multiple-river-project-starts/) on 2012-04-
01. Retrieved 2011-10-14.
Development
See also
References
3/26/2018 Kaladan River - Wikipedia
https://en.wikipedia.org/wiki/Kaladan_River 3/3
"Boinu Hydroelectric Project (640 MW)" (http://www.powermin.nic.in/whats_new/PFR/Mizoram/Boinu.pdf), Ministry
of Power, Government of India
Kaladan.com - news covering Indo-Myanmar Kaladan project (http://www.kaladan.com)
Retrieved from "https://en.wikipedia.org/w/index.php?title=Kaladan_River&oldid=813796242"
This page was last edited on 5 December 2017, at 07:55.
Text is available under the Creative Commons Attribution-ShareAlike License; additional terms may apply. By using this
site, you agree to the Terms of Use and Privacy Policy. Wikipedia® is a registered trademark of the Wikimedia
Foundation, Inc., a non-profit organization.
7. The Shwe Project — (http://www.shwe.org/photos/about-shwe) Shwe Gas Movement [For a Sustainable Future in a
Free and Democratic Burma]
External links
https://en.wikipedia.org/wiki/Kaladan_River 3/3
"Boinu Hydroelectric Project (640 MW)" (http://www.powermin.nic.in/whats_new/PFR/Mizoram/Boinu.pdf), Ministry
of Power, Government of India
Kaladan.com - news covering Indo-Myanmar Kaladan project (http://www.kaladan.com)
Retrieved from "https://en.wikipedia.org/w/index.php?title=Kaladan_River&oldid=813796242"
This page was last edited on 5 December 2017, at 07:55.
Text is available under the Creative Commons Attribution-ShareAlike License; additional terms may apply. By using this
site, you agree to the Terms of Use and Privacy Policy. Wikipedia® is a registered trademark of the Wikimedia
Foundation, Inc., a non-profit organization.
7. The Shwe Project — (http://www.shwe.org/photos/about-shwe) Shwe Gas Movement [For a Sustainable Future in a
Free and Democratic Burma]
External links
Kaladan Multi-Modal Transit
Transport Project
A preliminary report from the
Arakan Rivers Network (ARN)
Transport Project
A preliminary report from the
Arakan Rivers Network (ARN)
Preliminary Report on the
Kaladan Multi-Modal Transit
Transport Project
November 2009
Copies - 500
Written & Published by
Arakan Rivers Network (ARN)
Phone: + 66(0)55506618
Emails: [email protected] or
[email protected]
www.arakanrivers.net
P.O Box - 135
Mae Sot
Tak - 63110
Thailand
Kaladan Multi-Modal Transit
Transport Project
November 2009
Copies - 500
Written & Published by
Arakan Rivers Network (ARN)
Phone: + 66(0)55506618
Emails: [email protected] or
[email protected]
www.arakanrivers.net
P.O Box - 135
Mae Sot
Tak - 63110
Thailand
Table of Contents
1. Executive Summary ………………………………….........................
2. Technical Specifications ………………………………......................
2.1. Development Overview……………………..............................
2.2. Construction Stages……………………....................................
3. Companies and Authorities Involved ………………….......................
4. Finance ……………………………………………….........................
4.1. Projected Costs...........................................................................
4.2. Who will pay? ...........................................................................
5. Who will use it? ……………………………………….......................
6. Concerns ………………………………………………......................
6.1. Devastation of Local Livelihoods..............................................
6.2. Human rights..............................................................................
6.3. Environmental Damage.............................................................
7. India- Burma (Myanmar) Relations......................................................
8. Our Aims and Recommendations to the media....................................
9.1. Our Aims.....................................................................................
9.2. Recommendation to the media....................................................
9. About the Organisation……………………………………….............
9.1. Background of Arakan Rivers Network (ARN) ……….............
9.2. Vision of ARN.............................................................................
9.3. Mission of ARN..........................................................................
9.4. Core Values of ARN...................................................................
9.5. Activities of ARN....................................................................
10. Endnotes......................……………………………………................
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4
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10
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23
1. Executive Summary ………………………………….........................
2. Technical Specifications ………………………………......................
2.1. Development Overview……………………..............................
2.2. Construction Stages……………………....................................
3. Companies and Authorities Involved ………………….......................
4. Finance ……………………………………………….........................
4.1. Projected Costs...........................................................................
4.2. Who will pay? ...........................................................................
5. Who will use it? ……………………………………….......................
6. Concerns ………………………………………………......................
6.1. Devastation of Local Livelihoods..............................................
6.2. Human rights..............................................................................
6.3. Environmental Damage.............................................................
7. India- Burma (Myanmar) Relations......................................................
8. Our Aims and Recommendations to the media....................................
9.1. Our Aims.....................................................................................
9.2. Recommendation to the media....................................................
9. About the Organisation……………………………………….............
9.1. Background of Arakan Rivers Network (ARN) ……….............
9.2. Vision of ARN.............................................................................
9.3. Mission of ARN..........................................................................
9.4. Core Values of ARN...................................................................
9.5. Activities of ARN....................................................................
10. Endnotes......................……………………………………................
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Preface: A Note from the Author
“ The Kaladan Multi-Modal Transit Transport Project: A Preliminary Report,
November 2009” has been written to precede a full report that the Arakan
Rivers Network (ARN) will release in 2010.
This full report will include a comprehensive overview of the Kaladan Multi-
Modal Transit Transport Project as well as a number of hydropower projects
under construction in Arakan State. The full report will include:
An in-depth background of the project including the current situation in
Arakan State and Burma as a whole.
A comprehensive study of the livelihoods along the rivers of Arakan and
local dependence on the waterways, including independently formulated
statistics and first hand interviews.
An expert’s analysis of the Burmese junta’s recent obsession with hydro-
power
A detailed explanation of all the projects, based on information taken from
official engineering plans.
Clear documentation of human rights abuse in the project areas including
interviews with those who have been forced to relocate, give up farmland,
work without remuneration or give up personal possessions.
Clear documentation of recent acts of violence inflicted on locals by the
military such as torture and rape in the project areas.
Comprehensive and clear analyses and explanations of the many expected
and already occurring environmental impacts the projects will have.
Numerous examples of the damage these environmental changes are hav-
ing or are expected to have on local livelihoods, including independently
formulated statistics and first hand interviews.
Detailed analyses of the many damaging effects large hydropower dams
can have on the global environment and climate – and how these effects are
exacerbated by the junta’s irresponsibility.
Detailed accounts of the impacts such projects have on local culture and
heritage including the destruction of ancient historical remains and the dev-
astating effects of increased militarisation on local communities.
Experts’ analyses on current foreign relations between Burma and its
neighbours and the implications of these relationships locally and interna-
tionally.
Comparative case studies of similar projects in Southeast Asia, India and
China.
“ The Kaladan Multi-Modal Transit Transport Project: A Preliminary Report,
November 2009” has been written to precede a full report that the Arakan
Rivers Network (ARN) will release in 2010.
This full report will include a comprehensive overview of the Kaladan Multi-
Modal Transit Transport Project as well as a number of hydropower projects
under construction in Arakan State. The full report will include:
An in-depth background of the project including the current situation in
Arakan State and Burma as a whole.
A comprehensive study of the livelihoods along the rivers of Arakan and
local dependence on the waterways, including independently formulated
statistics and first hand interviews.
An expert’s analysis of the Burmese junta’s recent obsession with hydro-
power
A detailed explanation of all the projects, based on information taken from
official engineering plans.
Clear documentation of human rights abuse in the project areas including
interviews with those who have been forced to relocate, give up farmland,
work without remuneration or give up personal possessions.
Clear documentation of recent acts of violence inflicted on locals by the
military such as torture and rape in the project areas.
Comprehensive and clear analyses and explanations of the many expected
and already occurring environmental impacts the projects will have.
Numerous examples of the damage these environmental changes are hav-
ing or are expected to have on local livelihoods, including independently
formulated statistics and first hand interviews.
Detailed analyses of the many damaging effects large hydropower dams
can have on the global environment and climate – and how these effects are
exacerbated by the junta’s irresponsibility.
Detailed accounts of the impacts such projects have on local culture and
heritage including the destruction of ancient historical remains and the dev-
astating effects of increased militarisation on local communities.
Experts’ analyses on current foreign relations between Burma and its
neighbours and the implications of these relationships locally and interna-
tionally.
Comparative case studies of similar projects in Southeast Asia, India and
China.
1. Executive Summary
On April 2
nd
2008 the Indian government signed an agreement with the Burmese
military junta for the Kaladan Multi-Modal Transit Transport Project. The pro-
ject will connect the landlocked area of Northeast India with the sea via Western
Burma (Myanmar) and open up trade routes to Southeast Asia.
1
Engineering plans show that widespread damage will be done to the coast of
Arakan State, Western Burma, which is a key area for mangrove forests, shrimp
farms and fishing.
2
Similar damage will be done to the Kaladan River and sur-
rounding paddy fields, cutting off much needed supplies of food, on which over
a million local civilians depend. Furthermore, the proposed highway is to be
built straight through the mountainous forests of Chin State, which are home to
many endangered species.
On top of this, large-scale militarisation has already been reported in the project
area, which has led to forced labour on military infrastructure, forced relocation,
extortion, physical and sexual abuse and an exodus of thousands of Arakanese
families into India. There seems to have been no effort made by the junta or the
Indian companies involved to protect the wellbeing of local civilians who al-
ready live in extreme poverty and have been given no choice about the project.
2. Technical Specifications
2.1. Development Overview
The project will connect Kolkata seaport, East India with the seaport in Arakan’s
capital, Site-tway (Sittwe) – a total distance of 539 km. It will then link Site-
tway to the landlocked area of Mizoram in Northeastern India via river and road
transport.
1
On April 2
nd
2008 the Indian government signed an agreement with the Burmese
military junta for the Kaladan Multi-Modal Transit Transport Project. The pro-
ject will connect the landlocked area of Northeast India with the sea via Western
Burma (Myanmar) and open up trade routes to Southeast Asia.
1
Engineering plans show that widespread damage will be done to the coast of
Arakan State, Western Burma, which is a key area for mangrove forests, shrimp
farms and fishing.
2
Similar damage will be done to the Kaladan River and sur-
rounding paddy fields, cutting off much needed supplies of food, on which over
a million local civilians depend. Furthermore, the proposed highway is to be
built straight through the mountainous forests of Chin State, which are home to
many endangered species.
On top of this, large-scale militarisation has already been reported in the project
area, which has led to forced labour on military infrastructure, forced relocation,
extortion, physical and sexual abuse and an exodus of thousands of Arakanese
families into India. There seems to have been no effort made by the junta or the
Indian companies involved to protect the wellbeing of local civilians who al-
ready live in extreme poverty and have been given no choice about the project.
2. Technical Specifications
2.1. Development Overview
The project will connect Kolkata seaport, East India with the seaport in Arakan’s
capital, Site-tway (Sittwe) – a total distance of 539 km. It will then link Site-
tway to the landlocked area of Mizoram in Northeastern India via river and road
transport.
1
The project is divided into three main phases, the first and second of which are
expected to begin before the end of 2009.
3
2.2. Construction Stages
Phase 1 - Redevelopment of Site-tway port to handle the future increase in ship-
ping. This will include the expansion of its seaport and the construction of a new
inland waterway terminal (IWT). This stage is expected to begin in December
2009.
4
Phase 2 – Dredging of 225 km of the Kaladan River between Site-tway and Set-
pyitpyin (Kaletwa) in Chin State, where another IWT will be built.
5
This stage
will begin in December 2009 and continue until March 2010. There will then be
a break for the rainy season before construction recommences in November.
This is expected to be repeated each year until 2013.
2
ARN AASYC
expected to begin before the end of 2009.
3
2.2. Construction Stages
Phase 1 - Redevelopment of Site-tway port to handle the future increase in ship-
ping. This will include the expansion of its seaport and the construction of a new
inland waterway terminal (IWT). This stage is expected to begin in December
2009.
4
Phase 2 – Dredging of 225 km of the Kaladan River between Site-tway and Set-
pyitpyin (Kaletwa) in Chin State, where another IWT will be built.
5
This stage
will begin in December 2009 and continue until March 2010. There will then be
a break for the rainy season before construction recommences in November.
This is expected to be repeated each year until 2013.
2
ARN AASYC
Phase 3 – Construction of a 62 km highway between Setpyitpyin (Kaletwa) and
the Mizoram border. No dates have been confirmed for this stage as yet.
6
Five companies have been shortlisted:
9
1) Essar Construction (India) Ltd., Mumbai.
2) ITD Cementations India Ltd., Kolkata.
3) Afcons Infrastructure Ltd., Mumbai.
4) M/s Simplex Infrastructure Ltd., Kolkata.
5) RDS POSCO JV, New Delhi.
A decision is expected in November 2009 so that construction can begin in De-
cember.
10
Phase 3 – Construction of the highway is being headed by the Burmese Ministry
of Transport, though it has yet to confirm which company will be given the con-
struction contract.
4. Finance
4.1. Projected Costs
The development of Site-tway port and the Kaladan waterway
US $68.24 million
The highway between Kaletwa and the Indian border
US $49.14 million.
11
3
3. Companies and Authorities Involved
The project is being piloted and funded by the
Indian Ministry of External Affairs.
The preliminary feasibility studies
(hydrographic surveys, etc.) were carried out
by the state-run Rail India Technical and Eco-
nomic Services (RITES).
7
Phases 1 and 2 – The developments in Site-
tway, river dredging and the IWT at Kaletwa
are being primarily executed by the state-run
Inland Waterways Authority of India, who are
currently seeking sub-contractors from India
to carry out the work.
8
the Mizoram border. No dates have been confirmed for this stage as yet.
6
Five companies have been shortlisted:
9
1) Essar Construction (India) Ltd., Mumbai.
2) ITD Cementations India Ltd., Kolkata.
3) Afcons Infrastructure Ltd., Mumbai.
4) M/s Simplex Infrastructure Ltd., Kolkata.
5) RDS POSCO JV, New Delhi.
A decision is expected in November 2009 so that construction can begin in De-
cember.
10
Phase 3 – Construction of the highway is being headed by the Burmese Ministry
of Transport, though it has yet to confirm which company will be given the con-
struction contract.
4. Finance
4.1. Projected Costs
The development of Site-tway port and the Kaladan waterway
US $68.24 million
The highway between Kaletwa and the Indian border
US $49.14 million.
11
3
3. Companies and Authorities Involved
The project is being piloted and funded by the
Indian Ministry of External Affairs.
The preliminary feasibility studies
(hydrographic surveys, etc.) were carried out
by the state-run Rail India Technical and Eco-
nomic Services (RITES).
7
Phases 1 and 2 – The developments in Site-
tway, river dredging and the IWT at Kaletwa
are being primarily executed by the state-run
Inland Waterways Authority of India, who are
currently seeking sub-contractors from India
to carry out the work.
8
4.2. Who will pay?
According to the framework agreement signed in 2008, the Government of the
Union of Myanmar (Burma) will provide the required land and security for all
Indian workers for free.
12
The Indian government will pay US $110 million and
loan a further US $10 million to the Government of the Union of Burma to cover
the remaining expenses.
13
5. Who will use it?
According to the framework agreement: “On completion, the project will be
handed over to the Government of the Union of Myanmar on terms and condi-
tions mutually agreed upon.”
14
These terms are supposedly documented in “The
Protocol on Facilitation of Transit Transport” and “The Protocol on Maintenance
and Transport”. Unfortunately, neither of these documents has been released into
the public sphere so it is unclear what exactly they entail.
It is clear, however, that the transport system will be primarily used by Indian
companies to increase trade with Southeast Asia and to link the landlocked area
of Northeast India to the sea. It is inevitable that the river will be used less by
local citizens as they will not be able to afford the tolls imposed by the Burmese
government or the unofficial “taxes” extorted by the military along the river.
15
6. Concerns
6.1. Devastation of Local Livelihoods
Approximately a million civilians live in townships along the Kaladan River.
The large majority of these people make a living from fishing and farming and
rely heavily on the river for both. In addition to the river’s importance for fishing
4
Some fishing boats on the Kaladan River Some Navy Boats for collecting taxes on
the Kaladan River
ARN ARN
According to the framework agreement signed in 2008, the Government of the
Union of Myanmar (Burma) will provide the required land and security for all
Indian workers for free.
12
The Indian government will pay US $110 million and
loan a further US $10 million to the Government of the Union of Burma to cover
the remaining expenses.
13
5. Who will use it?
According to the framework agreement: “On completion, the project will be
handed over to the Government of the Union of Myanmar on terms and condi-
tions mutually agreed upon.”
14
These terms are supposedly documented in “The
Protocol on Facilitation of Transit Transport” and “The Protocol on Maintenance
and Transport”. Unfortunately, neither of these documents has been released into
the public sphere so it is unclear what exactly they entail.
It is clear, however, that the transport system will be primarily used by Indian
companies to increase trade with Southeast Asia and to link the landlocked area
of Northeast India to the sea. It is inevitable that the river will be used less by
local citizens as they will not be able to afford the tolls imposed by the Burmese
government or the unofficial “taxes” extorted by the military along the river.
15
6. Concerns
6.1. Devastation of Local Livelihoods
Approximately a million civilians live in townships along the Kaladan River.
The large majority of these people make a living from fishing and farming and
rely heavily on the river for both. In addition to the river’s importance for fishing
4
Some fishing boats on the Kaladan River Some Navy Boats for collecting taxes on
the Kaladan River
ARN ARN
a vast amount of cultivated farmland (primarily paddy) is located along its fertile
banks. Moreover, due to a lack of good roads, the trade of both fish and agricul-
tural products in the region is dependent on the use of the waterway.
“At home, the river is very important for everyone’s lives. It is where we get our
food and water and how we travel,” explained a resident of Ponnagywan Town-
ship, situated on the Kaladan River.
Destruction of food supplies (covered in more detail in section 6.2), and restric-
tion of travel on the river by the military (6.3) will push locals further into pov-
erty, leading to starvation and disease, and ultimately forcing many to live in the
jungle or leave the country.
According to an Arakanese community leader in Mizoram who wished to not be
named, there are currently 20,000 Arakanese families in Mizoram, around 1,000
of which have fled in the last two years due to famine and militarisation in the
region. Due to the extreme poverty suffered by the locals of Mizoram, the dis-
placed Arakanese receive no support from the authorities there.
5
Food Supplies Already Desperately Low
Food supplies in northern Arakan State and Chin State are already desper-
ately limited as a result of a famine in the region. The famine began in 2007
due to the rare blossoming of a certain bamboo plant, which has caused a
rapid increase in the population of rats, which eat the fruit.
16
The bamboo species Melocannabaccifera, a plant covering vast amounts of
land in the region, blossoms approximately every 48 years. This produces a
rare, highly nutritious fruit; rats eat the fruit and then begin reproducing at
an alarming rate (about 1 generation every 3 months.) As well as spreading
disease, these rats also eat large amounts of rice, potatoes, chillies and other
staple foods, attacking both crops and food stores. This coupled with the
junta’s gross economic mismanagement and heavy restrictions on local busi-
ness has caused widespread hunger and illness.
According to the Free Burma Rangers (FBR) who have been conducting
relief in the region, there are currently over 100,000 families in northern
Arakan and southern Chin State suffering from malnutrition, and many
cases of diarrhoea, malaria, gastritis, fungal conditions, beriberi, and anae-
mia.
17
Meanwhile, reports from early 2009 confirm that the regime contin-
ues to increase rice exports, selling at a lower price than other nations in the
region.
18
banks. Moreover, due to a lack of good roads, the trade of both fish and agricul-
tural products in the region is dependent on the use of the waterway.
“At home, the river is very important for everyone’s lives. It is where we get our
food and water and how we travel,” explained a resident of Ponnagywan Town-
ship, situated on the Kaladan River.
Destruction of food supplies (covered in more detail in section 6.2), and restric-
tion of travel on the river by the military (6.3) will push locals further into pov-
erty, leading to starvation and disease, and ultimately forcing many to live in the
jungle or leave the country.
According to an Arakanese community leader in Mizoram who wished to not be
named, there are currently 20,000 Arakanese families in Mizoram, around 1,000
of which have fled in the last two years due to famine and militarisation in the
region. Due to the extreme poverty suffered by the locals of Mizoram, the dis-
placed Arakanese receive no support from the authorities there.
5
Food Supplies Already Desperately Low
Food supplies in northern Arakan State and Chin State are already desper-
ately limited as a result of a famine in the region. The famine began in 2007
due to the rare blossoming of a certain bamboo plant, which has caused a
rapid increase in the population of rats, which eat the fruit.
16
The bamboo species Melocannabaccifera, a plant covering vast amounts of
land in the region, blossoms approximately every 48 years. This produces a
rare, highly nutritious fruit; rats eat the fruit and then begin reproducing at
an alarming rate (about 1 generation every 3 months.) As well as spreading
disease, these rats also eat large amounts of rice, potatoes, chillies and other
staple foods, attacking both crops and food stores. This coupled with the
junta’s gross economic mismanagement and heavy restrictions on local busi-
ness has caused widespread hunger and illness.
According to the Free Burma Rangers (FBR) who have been conducting
relief in the region, there are currently over 100,000 families in northern
Arakan and southern Chin State suffering from malnutrition, and many
cases of diarrhoea, malaria, gastritis, fungal conditions, beriberi, and anae-
mia.
17
Meanwhile, reports from early 2009 confirm that the regime contin-
ues to increase rice exports, selling at a lower price than other nations in the
region.
18
A young boy fishing in the Kaladan River A local fish market – an essential source
of income
The project will allow greater access for foreign companies and large ships.
However, it will put further restrictions on already strained local businesses. To
allow foreign vessels access to the port at Site-tway at all times, it is likely that
fishing will be prohibited in an area where hundreds of locals make their living
and get their daily food. This has already happened in Kyauk-phru where a port
was recently built for the Shwe Gas Project by Chinese companies.
19
Similar re-
strictions are likely to be implemented all the way up the Kaladan River, making
travel and the transport of goods almost impossible.
“Not only do we fish in the river, but it is also how we travel to other villages to
sell our produce,” according to another local from Mrauk-U Township.
“I used to go into the river everyday with my brother to catch fish and find water
snails for food. This is how we feed my family,” he added.
6
A local vegetables market– an essential
source of income
A typical family trading boat along
the Kaladan River
ARN
AASYC
AASYC
ARN
of income
The project will allow greater access for foreign companies and large ships.
However, it will put further restrictions on already strained local businesses. To
allow foreign vessels access to the port at Site-tway at all times, it is likely that
fishing will be prohibited in an area where hundreds of locals make their living
and get their daily food. This has already happened in Kyauk-phru where a port
was recently built for the Shwe Gas Project by Chinese companies.
19
Similar re-
strictions are likely to be implemented all the way up the Kaladan River, making
travel and the transport of goods almost impossible.
“Not only do we fish in the river, but it is also how we travel to other villages to
sell our produce,” according to another local from Mrauk-U Township.
“I used to go into the river everyday with my brother to catch fish and find water
snails for food. This is how we feed my family,” he added.
6
A local vegetables market– an essential
source of income
A typical family trading boat along
the Kaladan River
ARN
AASYC
AASYC
ARN
6.2. Human rights
Once the development of the river and the construction of the highway are fully
underway, we expect to see the following:
Widespread land confiscation
Private land such as homes and farmland will be systematically destroyed with-
out any relocation assistance or compensation from the government. In the past,
over 53,000 acres of land have been confiscated from civilians in Arakan by the
military without any compensation being given.
20
Due to mass deployment of battalions in the region, many acres of land have
been confiscated from locals to build barracks, military outposts and other re-
lated infrastructure. Over 200 acres of farmland was recently confiscated from
locals for the deployment of artillery battalions 375 and 377 in Kyauk Taw
Township. According to locals, there have been similar cases throughout
Paletwa Township.
21
The proposed site for the new seaport is situated in a highly residential area, and
it is possible many citizens will be forced to relocate. We can predict from past
experience, that these people will receive no help from the authorities to find
new homes. Many locals are also concerned about Site-tway general hospital,
which is situated less than 50 metres from the sea and may also be removed.
“We have big concerns about the construction of the port, as all of the houses
along the Strand Road will be removed, including the general hospital of Site-
tway. According to those who have previously been relocated in Arakan and
other parts of Burma, usually no compensation is given to the owners. So we
expect the same thing to happen to us when these buildings are removed.
7
Sign detailing confiscation of 1,000
acres of farmland in Ponnagywan Tsp.
40 acres of Castor Oil Plantation Garden
in Kyauk-phru Tsp confiscated by LIB 542
AASYC
AASYC
AASYC
Once the development of the river and the construction of the highway are fully
underway, we expect to see the following:
Widespread land confiscation
Private land such as homes and farmland will be systematically destroyed with-
out any relocation assistance or compensation from the government. In the past,
over 53,000 acres of land have been confiscated from civilians in Arakan by the
military without any compensation being given.
20
Due to mass deployment of battalions in the region, many acres of land have
been confiscated from locals to build barracks, military outposts and other re-
lated infrastructure. Over 200 acres of farmland was recently confiscated from
locals for the deployment of artillery battalions 375 and 377 in Kyauk Taw
Township. According to locals, there have been similar cases throughout
Paletwa Township.
21
The proposed site for the new seaport is situated in a highly residential area, and
it is possible many citizens will be forced to relocate. We can predict from past
experience, that these people will receive no help from the authorities to find
new homes. Many locals are also concerned about Site-tway general hospital,
which is situated less than 50 metres from the sea and may also be removed.
“We have big concerns about the construction of the port, as all of the houses
along the Strand Road will be removed, including the general hospital of Site-
tway. According to those who have previously been relocated in Arakan and
other parts of Burma, usually no compensation is given to the owners. So we
expect the same thing to happen to us when these buildings are removed.
7
Sign detailing confiscation of 1,000
acres of farmland in Ponnagywan Tsp.
40 acres of Castor Oil Plantation Garden
in Kyauk-phru Tsp confiscated by LIB 542
AASYC
AASYC
AASYC
Without our houses we will lose a lot of business, as we mainly rely on our
houses for doing business such as trading rice with rural folks and city dwell-
ers,” said a resident of the Strand Road of Site-tway.
Forced Labour
Men, women and children will be forced to act as labourers or porters, carrying
heavy loads, without remuneration. Breadwinners of poor families will be forced
to send their children to work so that they still have enough time to earn a living.
According to the International Labour Organisation (ILO), Arakan State has be-
come an area of serious concern given recent increases in forced labour, espe-
cially in the north, near the border. Much of this has been for the construction of
military infrastructure.
22
These photographs were taken at previous development sites in Arakan State
8
AASYC AASYC
houses for doing business such as trading rice with rural folks and city dwell-
ers,” said a resident of the Strand Road of Site-tway.
Forced Labour
Men, women and children will be forced to act as labourers or porters, carrying
heavy loads, without remuneration. Breadwinners of poor families will be forced
to send their children to work so that they still have enough time to earn a living.
According to the International Labour Organisation (ILO), Arakan State has be-
come an area of serious concern given recent increases in forced labour, espe-
cially in the north, near the border. Much of this has been for the construction of
military infrastructure.
22
These photographs were taken at previous development sites in Arakan State
8
AASYC AASYC
Militarisation
Among the conditions stated in the framework agreement, the Burmese military
have assured “necessary security” to all foreign workers and personnel.
24
A
need for higher levels of security has already given rise to increased militarisa-
tion in areas surrounding the project. This has led to higher levels of extortion
at military checkpoints as well as cases of sexual violence and torture, commit-
ted by soldiers with almost total impunity.
Extortion
There are currently over 30 military checkpoints along the river compared with
just 2 or 3 in 2006. According to Lunn Htein, an Arakanese youth living near the
India– Burma border, “The soldiers demand money from merchants who are
going to India to sell things like dried fish and domestic products from Arakan.
Three years ago the merchants made high profits from this route but now they
have lost a lot, especially in 2009.”
There have also been high levels of extortion reported in local villages, near
where new battalions have been deployed. “Most of the soldiers there are stay-
ing in the village, not in the camps. So, local villagers must support them by giv-
ing water and chickens. Around 20 villages are being forced to give 6 cages of
chickens per month for just one battalion.”
9
Case Study – Zee Chaung Dam
During the construction of the recently opened Zee Chaung Dam in Arakan
State, 100-150 villagers a day were forced to work for no pay. Despite
warnings of severe flooding by military officials in the area, no action has
been taken to protect the lives of the 3000 families living nearby.
23
An Arakanese woman severely
abused by soldiers
Burma’s army, the Tatmadaw, on parade
http://aftermathnews.files.wordpress.com
FBR
Among the conditions stated in the framework agreement, the Burmese military
have assured “necessary security” to all foreign workers and personnel.
24
A
need for higher levels of security has already given rise to increased militarisa-
tion in areas surrounding the project. This has led to higher levels of extortion
at military checkpoints as well as cases of sexual violence and torture, commit-
ted by soldiers with almost total impunity.
Extortion
There are currently over 30 military checkpoints along the river compared with
just 2 or 3 in 2006. According to Lunn Htein, an Arakanese youth living near the
India– Burma border, “The soldiers demand money from merchants who are
going to India to sell things like dried fish and domestic products from Arakan.
Three years ago the merchants made high profits from this route but now they
have lost a lot, especially in 2009.”
There have also been high levels of extortion reported in local villages, near
where new battalions have been deployed. “Most of the soldiers there are stay-
ing in the village, not in the camps. So, local villagers must support them by giv-
ing water and chickens. Around 20 villages are being forced to give 6 cages of
chickens per month for just one battalion.”
9
Case Study – Zee Chaung Dam
During the construction of the recently opened Zee Chaung Dam in Arakan
State, 100-150 villagers a day were forced to work for no pay. Despite
warnings of severe flooding by military officials in the area, no action has
been taken to protect the lives of the 3000 families living nearby.
23
An Arakanese woman severely
abused by soldiers
Burma’s army, the Tatmadaw, on parade
http://aftermathnews.files.wordpress.com
FBR
“We are worried about this situation because in this area there is no fighting so
we don't know why there are so many soldiers,” he continued.
Forced Conscription
As well as the soldiers coming in from other parts of Burma, many are recruited
locally, often by force. There have been reports from areas all along the river this
year of youths being forced into the army.
A few of many Navy checkpoints along the Kaladan River
Whereas in the past, villages would often be forced to send 2 young men per
year for recruitment, the authorities are now demanding 5. According to the local
news agency, Narinjara, “Burmese authorities from light infantry battalion 20 in
Site-tway have also been arresting young men and rickshaw pullers during the
night and forcing them to enlist in the army.”
6.3. Environmental Damage
Extreme environmental damage will take place as the military government con-
tinues to practice a policy of complete disregard for ecosystems, biodiversity and
migratory paths of importance species. Even the smallest of changes to ecosys-
tems such as these can cause a long series of unpredictable changes, degrading
essential sources of food and forcing villagers to adapt their lifestyles more
quickly than is possible.
As the construction goes ahead on the Kaladan Multi-Modal Transit Transport
Project, we expect to see the following:
Destruction of mangrove forests, shrimp farms and essential marine wildlife
along the Arakan coast, which is also home to an already decreasing dolphin
population.
A sharp degradation of water quality due to river dredging, particularly af-
fecting the river’s turbidity and oxygen levels. As well as harming those
10
ARN ARN
we don't know why there are so many soldiers,” he continued.
Forced Conscription
As well as the soldiers coming in from other parts of Burma, many are recruited
locally, often by force. There have been reports from areas all along the river this
year of youths being forced into the army.
A few of many Navy checkpoints along the Kaladan River
Whereas in the past, villages would often be forced to send 2 young men per
year for recruitment, the authorities are now demanding 5. According to the local
news agency, Narinjara, “Burmese authorities from light infantry battalion 20 in
Site-tway have also been arresting young men and rickshaw pullers during the
night and forcing them to enlist in the army.”
6.3. Environmental Damage
Extreme environmental damage will take place as the military government con-
tinues to practice a policy of complete disregard for ecosystems, biodiversity and
migratory paths of importance species. Even the smallest of changes to ecosys-
tems such as these can cause a long series of unpredictable changes, degrading
essential sources of food and forcing villagers to adapt their lifestyles more
quickly than is possible.
As the construction goes ahead on the Kaladan Multi-Modal Transit Transport
Project, we expect to see the following:
Destruction of mangrove forests, shrimp farms and essential marine wildlife
along the Arakan coast, which is also home to an already decreasing dolphin
population.
A sharp degradation of water quality due to river dredging, particularly af-
fecting the river’s turbidity and oxygen levels. As well as harming those
10
ARN ARN
who use the water to drink and wash, it will lead to the extermination of
numerous marine species, which are eaten by locals. Further, mangrove
swamps will be destroyed along the river during this process.
Rapid deforestation to make way for the river expansion and highway. This
can cause floods or droughts and will harm endangered species such as ti-
gers, elephants, rhinoceroses, gibbons, hornbills, and Arakan forest turtles,
the latter two of which are close to extinction.
Coastline – For the development of Site-tway port, large areas of the coastline
will be dredged causing degradation of a number of food sources.
The area surrounding the Arakan Coast is one of the few regions of the Bay of
Bengal that remains largely untouched by man; it is held in high regard by many
coastal scientists for its long, pristine beaches. According to the “Encyclopaedia
of Coastal Science”, these include the longest beach in the world.
25
Except for a
few small-scale port developments, the sea surrounding the State capital,
11
The Arakan forest turtle – the rarest and
most unique of Arakan’s many endan-
gered species
One of many victims (dolphin) of the regime’s disregard for natural habi- tats
Arakan State is situated in the Bay
of Bengal, a triangular section of
the Indian Ocean that stretches
from Sri Lanka, up to Bangladesh
and across to Sumatra. In addition
to its historical significance,
which dates back many millennia,
the region is revered by marine
biologists worldwide as a unique
centre of biodiversity and natural
beauty.
Photo by Chuck Dresner
numerous marine species, which are eaten by locals. Further, mangrove
swamps will be destroyed along the river during this process.
Rapid deforestation to make way for the river expansion and highway. This
can cause floods or droughts and will harm endangered species such as ti-
gers, elephants, rhinoceroses, gibbons, hornbills, and Arakan forest turtles,
the latter two of which are close to extinction.
Coastline – For the development of Site-tway port, large areas of the coastline
will be dredged causing degradation of a number of food sources.
The area surrounding the Arakan Coast is one of the few regions of the Bay of
Bengal that remains largely untouched by man; it is held in high regard by many
coastal scientists for its long, pristine beaches. According to the “Encyclopaedia
of Coastal Science”, these include the longest beach in the world.
25
Except for a
few small-scale port developments, the sea surrounding the State capital,
11
The Arakan forest turtle – the rarest and
most unique of Arakan’s many endan-
gered species
One of many victims (dolphin) of the regime’s disregard for natural habi- tats
Arakan State is situated in the Bay
of Bengal, a triangular section of
the Indian Ocean that stretches
from Sri Lanka, up to Bangladesh
and across to Sumatra. In addition
to its historical significance,
which dates back many millennia,
the region is revered by marine
biologists worldwide as a unique
centre of biodiversity and natural
beauty.
Photo by Chuck Dresner
Site-tway has been preserved and is still home to many undisturbed nektonic and
benthic species.
These species are important not only for scientific study but also as the main
source of food for many local residents. To allow large vessels to reach the sea-
port at Site-tway, an approach channel will need to be created. Therefore, 12,216
cubic metres of material from the bottom of the sea will be dredged (dug up). A
further 549,738 cubic metres directly around the port area will also be dredged.
The majority of the dredged material (waste) will then be dumped at sea.
26
This whole process will have devastating effects on many integral nektonic and
benthic species, which are crucial to local food supplies. Thousands of worms,
snails, shrimp, mollusks, mussels, barnacles, clams and oysters living in the sea-
bed will be killed instantly, both in the areas being dredged and at the dumpsites.
Many other species such as fish and squid will also suffer enormously from
rapid changes in oxygen levels, increased turbidity (cloudiness) and the destruc-
tion of plants such as seaweed. Smaller fish like shellfish are likely to die while
bigger fish will often leave the area completely.
River Dredging – To allow large vessels to travel along the Kaladan, 225 km of
the waterway will need to be dredged, destroying many mangrove forests and
fish.
a) The Estuary
River estuaries across the globe are home to some the world’s most diverse and
productive ecosystems. Therefore, in areas where people largely rely on the
12
Proposed Port area of Kaladan Multi-Modal Transit Transport Project
along the Strand Road of Site-tway
ARN ARN
benthic species.
These species are important not only for scientific study but also as the main
source of food for many local residents. To allow large vessels to reach the sea-
port at Site-tway, an approach channel will need to be created. Therefore, 12,216
cubic metres of material from the bottom of the sea will be dredged (dug up). A
further 549,738 cubic metres directly around the port area will also be dredged.
The majority of the dredged material (waste) will then be dumped at sea.
26
This whole process will have devastating effects on many integral nektonic and
benthic species, which are crucial to local food supplies. Thousands of worms,
snails, shrimp, mollusks, mussels, barnacles, clams and oysters living in the sea-
bed will be killed instantly, both in the areas being dredged and at the dumpsites.
Many other species such as fish and squid will also suffer enormously from
rapid changes in oxygen levels, increased turbidity (cloudiness) and the destruc-
tion of plants such as seaweed. Smaller fish like shellfish are likely to die while
bigger fish will often leave the area completely.
River Dredging – To allow large vessels to travel along the Kaladan, 225 km of
the waterway will need to be dredged, destroying many mangrove forests and
fish.
a) The Estuary
River estuaries across the globe are home to some the world’s most diverse and
productive ecosystems. Therefore, in areas where people largely rely on the
12
Proposed Port area of Kaladan Multi-Modal Transit Transport Project
along the Strand Road of Site-tway
ARN ARN
natural environment for food supplies, these areas are perhaps the most impor-
tant of all. The estuary of the Kaladan River is no different; it is home to thou-
sands of species, many of which have never been studied before and could hold
a wealth of biological information. For the locals, these species play a much
more urgent role, as they are the sole source of food for hundreds of thousands
of impoverished families.
Dredging an estuary for the first time can trigger massive changes to an ecosys-
tem, damaging many different species. Digging up material from the riverbed
will first kill benthic creatures living in the river bed and will completely destroy
the long established habitats of numerous species of crab. Next, the most serious
damage will be caused by suspended sediments and a sudden increase in turbid-
ity. This change will decrease light penetration to the area on which many plants
depend. Furthermore, dredging leads to the extinction of smaller fish and forces
bigger fish to leave the area.
The other possible consequences are extensive, including a decrease in oxygen
levels, eutrophication (the over-abundant growth of plants), unnatural mixing of
salt water and freshwater, and the ‘armouring’ of the river bed and banks making
the area less susceptible to natural erosion.
Loss of mangroves & Direct Consequences
The estuary is also home to large tracts of mangrove forests, which are essential
for preserving natural habitats. Often dominating coastlines in tropical and sub-
tropical areas, mangroves are a bridge between terrestrial and marine environ-
ments. They provide the perfect conditions for extremely diverse and productive
ecosystems. The forests transfer organic matter and energy from the land to the
sea, forming the base of many marine food webs. They are also home to a wide
13
Two young girls catching fish on a bank of
the Kaladan River
Buffaloes eating grass along a bank of
the Kaladan River
ARN
ARN
tant of all. The estuary of the Kaladan River is no different; it is home to thou-
sands of species, many of which have never been studied before and could hold
a wealth of biological information. For the locals, these species play a much
more urgent role, as they are the sole source of food for hundreds of thousands
of impoverished families.
Dredging an estuary for the first time can trigger massive changes to an ecosys-
tem, damaging many different species. Digging up material from the riverbed
will first kill benthic creatures living in the river bed and will completely destroy
the long established habitats of numerous species of crab. Next, the most serious
damage will be caused by suspended sediments and a sudden increase in turbid-
ity. This change will decrease light penetration to the area on which many plants
depend. Furthermore, dredging leads to the extinction of smaller fish and forces
bigger fish to leave the area.
The other possible consequences are extensive, including a decrease in oxygen
levels, eutrophication (the over-abundant growth of plants), unnatural mixing of
salt water and freshwater, and the ‘armouring’ of the river bed and banks making
the area less susceptible to natural erosion.
Loss of mangroves & Direct Consequences
The estuary is also home to large tracts of mangrove forests, which are essential
for preserving natural habitats. Often dominating coastlines in tropical and sub-
tropical areas, mangroves are a bridge between terrestrial and marine environ-
ments. They provide the perfect conditions for extremely diverse and productive
ecosystems. The forests transfer organic matter and energy from the land to the
sea, forming the base of many marine food webs. They are also home to a wide
13
Two young girls catching fish on a bank of
the Kaladan River
Buffaloes eating grass along a bank of
the Kaladan River
ARN
ARN
variety of marine and terrestrial life, and serve as nurseries for coral reefs and
commercially important fish species. In addition, mangrove forests play a vital
role in trapping sediments, thereby stabilising coastlines and protecting coral
reefs and seagrass meadows. Arakan’s once-abundant mangrove forests are al-
ready becoming rapidly depleted due to government shrimp farming initiatives
and infrastructure development. As progress is made on the river development
projects and the Shwe Gas Project these unique forests are coming perilously
under threat.
There are three main areas of mangrove forests in Burma. They are Arakan
State, Irrawaddy Division and Tanintharyi Division. According to an article writ-
ten by Kyunt Thar Nga Mann in 2003, there are a total of 414,477.86 acres of
mangrove forests in Arakan State.
27
Notably, there are 107,718 acres of man-
grove forests in Mraybon Township alone. The majority of these are based in
river estuaries. As one of the few trees able to grow in half saltwater / half fresh-
water conditions, mangroves are essentially the basis of estuary ecosystems.
Their leaves, which fall into the water, are broken down by plankton for food.
Plankton is then eaten by worms, snails, shrimp, mollusks, mussels, barnacles,
Threatened mangrove forests on the bank of the Kaladan River
14
AASYC Tab
Tab Tab
commercially important fish species. In addition, mangrove forests play a vital
role in trapping sediments, thereby stabilising coastlines and protecting coral
reefs and seagrass meadows. Arakan’s once-abundant mangrove forests are al-
ready becoming rapidly depleted due to government shrimp farming initiatives
and infrastructure development. As progress is made on the river development
projects and the Shwe Gas Project these unique forests are coming perilously
under threat.
There are three main areas of mangrove forests in Burma. They are Arakan
State, Irrawaddy Division and Tanintharyi Division. According to an article writ-
ten by Kyunt Thar Nga Mann in 2003, there are a total of 414,477.86 acres of
mangrove forests in Arakan State.
27
Notably, there are 107,718 acres of man-
grove forests in Mraybon Township alone. The majority of these are based in
river estuaries. As one of the few trees able to grow in half saltwater / half fresh-
water conditions, mangroves are essentially the basis of estuary ecosystems.
Their leaves, which fall into the water, are broken down by plankton for food.
Plankton is then eaten by worms, snails, shrimp, mollusks, mussels, barnacles,
Threatened mangrove forests on the bank of the Kaladan River
14
AASYC Tab
Tab Tab
oysters and small fish. These animals are then eaten by carnivores such as crabs
and bigger fish, which in turn are eaten by people.
As well as their importance as a source of food, these ecosystems support a
wealth of fascinating biodiversity, including many species that are globally
threatened. Arakanese mangroves, a subset of the Burma coastal mangroves, are
particularly recognized for their biodiversity. During the dry summer, wild Asian
elephants come down from the mountains to these areas to drink salt water. They
also contain a vast number of migrant and resident water birds.
There are a number of other ways that mangroves drive their surrounding eco-
systems:
Rich soils transported downstream with the river current are collected in the
mangrove area, making the low land higher and higher, building many natu-
ral habitats.
The mangroves prevent the erosion of river banks by tidal waves and the
river current.
As mangrove trees bear fruit and flowers, these fruits and flowers become a
nutritious supply of food for the fish and other creatures living among the
mangrove forests.
Mangrove forests provide wood, essential for daily living (fuel for cooking
and heating), housing and fishing materials.
The mangroves are home to many land animals such as monkeys, insects,
deer, wild pigs, snakes, and different kinds of fish-eating birds.
Mangrove forests provide vital natural protection against cyclones, storm
15
http://www.tumbybay.com/attractions/
and bigger fish, which in turn are eaten by people.
As well as their importance as a source of food, these ecosystems support a
wealth of fascinating biodiversity, including many species that are globally
threatened. Arakanese mangroves, a subset of the Burma coastal mangroves, are
particularly recognized for their biodiversity. During the dry summer, wild Asian
elephants come down from the mountains to these areas to drink salt water. They
also contain a vast number of migrant and resident water birds.
There are a number of other ways that mangroves drive their surrounding eco-
systems:
Rich soils transported downstream with the river current are collected in the
mangrove area, making the low land higher and higher, building many natu-
ral habitats.
The mangroves prevent the erosion of river banks by tidal waves and the
river current.
As mangrove trees bear fruit and flowers, these fruits and flowers become a
nutritious supply of food for the fish and other creatures living among the
mangrove forests.
Mangrove forests provide wood, essential for daily living (fuel for cooking
and heating), housing and fishing materials.
The mangroves are home to many land animals such as monkeys, insects,
deer, wild pigs, snakes, and different kinds of fish-eating birds.
Mangrove forests provide vital natural protection against cyclones, storm
15
http://www.tumbybay.com/attractions/
surges, and tidal waves. Tidal surges up the estuaries of the Arakan’s
rivers caused much damage when Arakan was hit by Cyclone Nargis in
2008.
28
In recent years a number of the junta’s money-making initiatives have devas-
tated mangroves in Arakan State, in complete disregard of their significance to
local livelihoods. At the M Block oil exploration site in Kyauk-phru Township
on Ramree Island, a number of roads were recently built straight through flour-
ishing mangrove forests. This development was executed by a consortium of
companies managed by Asia World Co. Ltd., which is also leading the explora-
tion for oil. Large parts of the area, 60,000 square acres in total, had already
been devastated by the establishment of army infrastructure, shrimp and prawn
farms and the harvesting of firewood.
29
Environmental analysts have predicted that both the new oil and gas pipelines
and the river dredging for the Kaladan Multi-Modal Transit Transport Project
will cause further destruction. These projects will directly cause the people of
Arakan State to become more vulnerable to damage from food shortages and
storm surges.
The dredging of the estuary at Site-tway
30
will uproot many mangrove plants and
damage their habitat, hindering the chance that they will be replenished. Man-
grove forests in Arakan are already decreasing rapidly due to government shrimp
farm projects, which have noticeably depleted fish stocks.
b) Up-river
Further up the river, the banks of the Kaladan are lined with the homes of hun-
dreds of thousands of people, the majority of which eat fish from the river every
day. Many of the effects on ecology in this area will be the same as in the estu-
ary area. However, there are other risks involved between Paletwa and Kaletwa,
where the river will be made wider as well as dredged.
People’s livelihoods up-river on the Kaladan
16
ARN ARN
rivers caused much damage when Arakan was hit by Cyclone Nargis in
2008.
28
In recent years a number of the junta’s money-making initiatives have devas-
tated mangroves in Arakan State, in complete disregard of their significance to
local livelihoods. At the M Block oil exploration site in Kyauk-phru Township
on Ramree Island, a number of roads were recently built straight through flour-
ishing mangrove forests. This development was executed by a consortium of
companies managed by Asia World Co. Ltd., which is also leading the explora-
tion for oil. Large parts of the area, 60,000 square acres in total, had already
been devastated by the establishment of army infrastructure, shrimp and prawn
farms and the harvesting of firewood.
29
Environmental analysts have predicted that both the new oil and gas pipelines
and the river dredging for the Kaladan Multi-Modal Transit Transport Project
will cause further destruction. These projects will directly cause the people of
Arakan State to become more vulnerable to damage from food shortages and
storm surges.
The dredging of the estuary at Site-tway
30
will uproot many mangrove plants and
damage their habitat, hindering the chance that they will be replenished. Man-
grove forests in Arakan are already decreasing rapidly due to government shrimp
farm projects, which have noticeably depleted fish stocks.
b) Up-river
Further up the river, the banks of the Kaladan are lined with the homes of hun-
dreds of thousands of people, the majority of which eat fish from the river every
day. Many of the effects on ecology in this area will be the same as in the estu-
ary area. However, there are other risks involved between Paletwa and Kaletwa,
where the river will be made wider as well as dredged.
People’s livelihoods up-river on the Kaladan
16
ARN ARN
Destruction of the riverbanks will not only directly encroach on people’s homes
and destroy cultivated farmland but will also release large amounts of suspended
sediment into the river, which will severely disrupt natural habitats. Much of
this sediment will then be carried downstream and deposited along the way. This
will lead to the unnatural contamination of other areas of the riverbed and could
introduce new species into areas that have been undisturbed for hundreds or even
thousands of years.
Highway – Deforestation to make way for the 62 km highway will threaten
many rare endangered species
Chin State is a mountainous region, covered by some of the world’s most bio-
logically diverse forests. These forests include evergreen, deciduous and pine
areas and are home to a wealth of unique flora and fauna. Furthermore, the rapid
destruction of forests like these can cause floods, destroying farmland and homes
or even droughts which can lead to famine.
Living in these vast habitats are tigers, bears, wild boar, leopards, goar, serow,
gibbons, and many reptiles and butterflies. Tigers and gibbons are already con-
sidered endangered species in the region and their numbers are rapidly shrinking.
Perhaps most unique to the region are its 159 different bird species, many of
which cannot be found elsewhere in the world and have not been properly stud-
ied. A large area of the state is considered an Important Bird Area (IBA) by
Birdlife International and efforts are being made by that and other international
ecological institutions to conserve the area for this reason.
The military junta has shown before it has little regard for ecologically important
areas and it is likely nothing will be different here. A 62 km stretch of forest
will have to be cleared so that asphault can be laid down, encroaching on the
natural habitats of many already endangered species.
People’s livelihoods and forests along the Kaladan River
17
ARN ARN
and destroy cultivated farmland but will also release large amounts of suspended
sediment into the river, which will severely disrupt natural habitats. Much of
this sediment will then be carried downstream and deposited along the way. This
will lead to the unnatural contamination of other areas of the riverbed and could
introduce new species into areas that have been undisturbed for hundreds or even
thousands of years.
Highway – Deforestation to make way for the 62 km highway will threaten
many rare endangered species
Chin State is a mountainous region, covered by some of the world’s most bio-
logically diverse forests. These forests include evergreen, deciduous and pine
areas and are home to a wealth of unique flora and fauna. Furthermore, the rapid
destruction of forests like these can cause floods, destroying farmland and homes
or even droughts which can lead to famine.
Living in these vast habitats are tigers, bears, wild boar, leopards, goar, serow,
gibbons, and many reptiles and butterflies. Tigers and gibbons are already con-
sidered endangered species in the region and their numbers are rapidly shrinking.
Perhaps most unique to the region are its 159 different bird species, many of
which cannot be found elsewhere in the world and have not been properly stud-
ied. A large area of the state is considered an Important Bird Area (IBA) by
Birdlife International and efforts are being made by that and other international
ecological institutions to conserve the area for this reason.
The military junta has shown before it has little regard for ecologically important
areas and it is likely nothing will be different here. A 62 km stretch of forest
will have to be cleared so that asphault can be laid down, encroaching on the
natural habitats of many already endangered species.
People’s livelihoods and forests along the Kaladan River
17
ARN ARN
Logging in Burma: a Historic Path to Devastation
In past years, Burma was home to the world’s most abundant teak forests
(80% of the world’s total in 1994). These forests have been a key source of
income for successive rulers ever since the days of British rule.
31
Practices
such as the use of elephants for logging, which were abandoned by most
Asian countries years ago, continue to take place in Burma as we see forests
disappear at an alarming rate.
32
At the beginning of the twentieth century, 80% of the country was covered
by forests. By the late 1990s this figure had dropped to just 36% and then
continued to decrease at the third highest rate of deforestation in the world.
At this time, the export of teak, primarily for Scandinavian style furniture
and luxury yachts was the military regime’s second largest legal source of
revenue.
33
This rapid change of terrain has triggered a number of damaging knock-on
effects in rural areas, where citizens are reliant on their natural environment.
Various studies have shown that in the absence of forests floods have fre-
quently occurred, forcing people to leave their farms and homes. In other
areas, logging has had the opposite effect, provoking long droughts.
Logging operations have also caused much damage to the country’s wildlife.
Encroachment of human development on forests has disrupted the habitats,
and thus the lives, of many wild animals which are considered to be endan-
gered species internationally. Furthermore, elephants, which are already
close to extinction in Southeast Asia, are often drugged with methampheta-
mines so that they work harder. These drugs are very addictive and over
time make the animals very weak, leading to illness and death.
Htoo Company, owned by Burmese tycoon U Te Za, has been illegally exporting teak
from western Burma to Bangladesh
18
AASYC Tab
In past years, Burma was home to the world’s most abundant teak forests
(80% of the world’s total in 1994). These forests have been a key source of
income for successive rulers ever since the days of British rule.
31
Practices
such as the use of elephants for logging, which were abandoned by most
Asian countries years ago, continue to take place in Burma as we see forests
disappear at an alarming rate.
32
At the beginning of the twentieth century, 80% of the country was covered
by forests. By the late 1990s this figure had dropped to just 36% and then
continued to decrease at the third highest rate of deforestation in the world.
At this time, the export of teak, primarily for Scandinavian style furniture
and luxury yachts was the military regime’s second largest legal source of
revenue.
33
This rapid change of terrain has triggered a number of damaging knock-on
effects in rural areas, where citizens are reliant on their natural environment.
Various studies have shown that in the absence of forests floods have fre-
quently occurred, forcing people to leave their farms and homes. In other
areas, logging has had the opposite effect, provoking long droughts.
Logging operations have also caused much damage to the country’s wildlife.
Encroachment of human development on forests has disrupted the habitats,
and thus the lives, of many wild animals which are considered to be endan-
gered species internationally. Furthermore, elephants, which are already
close to extinction in Southeast Asia, are often drugged with methampheta-
mines so that they work harder. These drugs are very addictive and over
time make the animals very weak, leading to illness and death.
Htoo Company, owned by Burmese tycoon U Te Za, has been illegally exporting teak
from western Burma to Bangladesh
18
AASYC Tab
7. India – Burma (Myanmar) Relations
Over the years, Burma’s relationship with India has been inconsistent. In the
past, various issues have caused problems, such as a brief dispute over Coco Is-
land, in the Andaman Sea, which is internationally considered to be part of
Burma. In recent years, however, Indo-Burmese relations have improved signifi-
cantly as trade has increased. Indian companies such as Essar and ONGC are
among the investors which have begun to capitalise on Burma’s abundance of
natural resources.
In 1992, following the break-up of the Soviet Union, The Indian government
launched its “Look East Policy”, which in the words of the then prime minister
was “a strategic shift in India's vision of the world and India's place in the evolv-
ing global economy". From then on a number of initiatives have been put in
place to increase ties, largely in trade relations, between India, members of the
Association of Southeast Asian Nations (ASEAN) and other Asian states. As
India’s gateway to East Asia, the Burmese Regime has found itself in a key geo-
strategic position, giving it a strong card to play in negotiations with India. Be-
fore the agreement for the Kaladan project was signed, a series of efforts by In-
dia’s Ministry of External Affairs to improve transport had hit a brick wall, as it
was unable to meet the Burmese junta’s demands.
By the year 2000, India was the largest buyer of Burmese exports, purchasing
around US $220 million worth of goods. Ties were further strengthened later
that year with the formation of the Mekong-Ganga Cooperation. The next year,
in 2001, the Indo-Myanmar Friendship Road was completed, marking a signifi-
cant stage in India’s efforts to open up trade routes with Southeast Asia.
34
This
trend has continued throughout the past decade with further deals being brokered
on a regular basis.
“India has two main reasons for this project: one is to connect with ASEAN and
the other is to compete with China,” says Kim, a long-term observer of Indo-
Burma relations and author of “Unfair Deal”.
As well as the transportation and trade opportunities made available by a closer
relationship with Burma, India also has a keen interest in Burma’s abundance of
natural resources as a way to fuel its rapidly expanding hunger for electricity and
gas. The Burmese regime seems equally eager on brokering such deals as they
offer quick and easy profits, much of which are then spent expanding the mili-
tary (over 40% of all government spending in 2006-2007). As well as their wide
participation for the exploitation of Burmese oil and gas reserves, Indian compa-
nies are involved in a number of hydropower developments such as the Taman-
thi Dam in Sagaing division.
19
Over the years, Burma’s relationship with India has been inconsistent. In the
past, various issues have caused problems, such as a brief dispute over Coco Is-
land, in the Andaman Sea, which is internationally considered to be part of
Burma. In recent years, however, Indo-Burmese relations have improved signifi-
cantly as trade has increased. Indian companies such as Essar and ONGC are
among the investors which have begun to capitalise on Burma’s abundance of
natural resources.
In 1992, following the break-up of the Soviet Union, The Indian government
launched its “Look East Policy”, which in the words of the then prime minister
was “a strategic shift in India's vision of the world and India's place in the evolv-
ing global economy". From then on a number of initiatives have been put in
place to increase ties, largely in trade relations, between India, members of the
Association of Southeast Asian Nations (ASEAN) and other Asian states. As
India’s gateway to East Asia, the Burmese Regime has found itself in a key geo-
strategic position, giving it a strong card to play in negotiations with India. Be-
fore the agreement for the Kaladan project was signed, a series of efforts by In-
dia’s Ministry of External Affairs to improve transport had hit a brick wall, as it
was unable to meet the Burmese junta’s demands.
By the year 2000, India was the largest buyer of Burmese exports, purchasing
around US $220 million worth of goods. Ties were further strengthened later
that year with the formation of the Mekong-Ganga Cooperation. The next year,
in 2001, the Indo-Myanmar Friendship Road was completed, marking a signifi-
cant stage in India’s efforts to open up trade routes with Southeast Asia.
34
This
trend has continued throughout the past decade with further deals being brokered
on a regular basis.
“India has two main reasons for this project: one is to connect with ASEAN and
the other is to compete with China,” says Kim, a long-term observer of Indo-
Burma relations and author of “Unfair Deal”.
As well as the transportation and trade opportunities made available by a closer
relationship with Burma, India also has a keen interest in Burma’s abundance of
natural resources as a way to fuel its rapidly expanding hunger for electricity and
gas. The Burmese regime seems equally eager on brokering such deals as they
offer quick and easy profits, much of which are then spent expanding the mili-
tary (over 40% of all government spending in 2006-2007). As well as their wide
participation for the exploitation of Burmese oil and gas reserves, Indian compa-
nies are involved in a number of hydropower developments such as the Taman-
thi Dam in Sagaing division.
19
2004 -General Than Shwe (centre) becomes the first senior Burmese official to visit In-
dia for over 20 years
India’s relationship with Burma is also largely based on a need to counter
China’s influence in the region. China has recently become Burma’s largest for-
eign investor and has built its own port in Kyauk-phru, just 40 km from Site-
tway.
As well as the Kaladan Multi-Modal Transit Transport Project, India has re-
cently extended a US $124 million line of credit (LoC) to Burma, 100% of
which will be paid to Indian companies for the construction various electricity
projects and an aluminium wire factory in Burma.
35
India has also been trying to
secure deals for the construction of an Indo-Myanmar railway line and the re-
opening of the Stillwell Road from India to China. However, at this stage the
Burmese regime seems reluctant to pursue those projects. Nevertheless, esti-
mates from 2006- 2007 pitched India and Burma’s trading total at US $650 mil-
lion,
36
a figure which is certain to increase significantly in coming years.
8. Our Aims and Recommendations to the media
8.1. Our Aims
On behalf of all people from Arakan and Chin States, the ARN aims to protect
regional ecosystems from deterioration and prevent the destruction of habitats
that are home to endangered species. Moreover, we endeavour to bring an end to
the persistent abuse inflicted on the people of Arakan and Chin States as a result
of development projects that favour Burma’s oppressive military regime.
20
dia for over 20 years
India’s relationship with Burma is also largely based on a need to counter
China’s influence in the region. China has recently become Burma’s largest for-
eign investor and has built its own port in Kyauk-phru, just 40 km from Site-
tway.
As well as the Kaladan Multi-Modal Transit Transport Project, India has re-
cently extended a US $124 million line of credit (LoC) to Burma, 100% of
which will be paid to Indian companies for the construction various electricity
projects and an aluminium wire factory in Burma.
35
India has also been trying to
secure deals for the construction of an Indo-Myanmar railway line and the re-
opening of the Stillwell Road from India to China. However, at this stage the
Burmese regime seems reluctant to pursue those projects. Nevertheless, esti-
mates from 2006- 2007 pitched India and Burma’s trading total at US $650 mil-
lion,
36
a figure which is certain to increase significantly in coming years.
8. Our Aims and Recommendations to the media
8.1. Our Aims
On behalf of all people from Arakan and Chin States, the ARN aims to protect
regional ecosystems from deterioration and prevent the destruction of habitats
that are home to endangered species. Moreover, we endeavour to bring an end to
the persistent abuse inflicted on the people of Arakan and Chin States as a result
of development projects that favour Burma’s oppressive military regime.
20
8.2. Recommendations to the media
In order to give a voice to the affected communities in Western Burma and to
ensure that an unbiased overview of this project can be communicated world-
wide we recommend that all domestic and international media outlets:
Follow the development of the Kaladan Multi-Modal Transit Transport Pro-
ject throughout and endeavour to keep the Burmese and international com-
munity informed of all its implications.
The ARN will continue to meticulously monitor the project and its impacts so it
can supply the media with up-to-date information on request at any time.
9. About the Organisation
9. 1. Background of Arakan Rivers Network (ARN)
The Arakan Rivers Network (ARN) was founded in July 2009 by the All Arakan
Students’ and Youths’ Congress (AASYC) as an emergency response to the
challenging calls to sustain the use of water resources vital for the livelihoods of
waterside dwellers.
Spurred by profit motive alone, transnational corporations have been vigorously
seeking to exploit our natural resources. This is done with the backing of
Burma’s notorious dictators who in turn enjoy the opportunity to expand their
military and entrench their power with the revenue generated from foreign in-
vestments.
Thus, the potential implications of such projects are manifold, affecting impor-
tant social, cultural, and economic aspects of local people’s lives. This will take
place as ecosystems are adversely changed and the junta’s oppression of democ-
ratic forces is intensified. Summarised in one word, these projects spell a “curse”
for the Burmese people.
The ARN’s information collectors, researchers and report writers have been
monitoring the progress of so-called development projects along Arakan’s rivers
since early 2007. We endeavour to inform both local and international communi-
ties about the detrimental impacts of these projects on the powerless people
whose lives are affected but not improved by such “development”. ARN is open
to the participation of all Arakanese people, regardless of their sex, colour, relig-
ion, or political affiliation; it is dedicated to the common good of humanity.
21
In order to give a voice to the affected communities in Western Burma and to
ensure that an unbiased overview of this project can be communicated world-
wide we recommend that all domestic and international media outlets:
Follow the development of the Kaladan Multi-Modal Transit Transport Pro-
ject throughout and endeavour to keep the Burmese and international com-
munity informed of all its implications.
The ARN will continue to meticulously monitor the project and its impacts so it
can supply the media with up-to-date information on request at any time.
9. About the Organisation
9. 1. Background of Arakan Rivers Network (ARN)
The Arakan Rivers Network (ARN) was founded in July 2009 by the All Arakan
Students’ and Youths’ Congress (AASYC) as an emergency response to the
challenging calls to sustain the use of water resources vital for the livelihoods of
waterside dwellers.
Spurred by profit motive alone, transnational corporations have been vigorously
seeking to exploit our natural resources. This is done with the backing of
Burma’s notorious dictators who in turn enjoy the opportunity to expand their
military and entrench their power with the revenue generated from foreign in-
vestments.
Thus, the potential implications of such projects are manifold, affecting impor-
tant social, cultural, and economic aspects of local people’s lives. This will take
place as ecosystems are adversely changed and the junta’s oppression of democ-
ratic forces is intensified. Summarised in one word, these projects spell a “curse”
for the Burmese people.
The ARN’s information collectors, researchers and report writers have been
monitoring the progress of so-called development projects along Arakan’s rivers
since early 2007. We endeavour to inform both local and international communi-
ties about the detrimental impacts of these projects on the powerless people
whose lives are affected but not improved by such “development”. ARN is open
to the participation of all Arakanese people, regardless of their sex, colour, relig-
ion, or political affiliation; it is dedicated to the common good of humanity.
21
9.2. Vision of ARN
We envisage a future where the people of Arakan have the knowledge and the
right to protect their rivers from destruction, enjoying total sovereignty over their
main source of food and means of travel.
9.3. Mission of ARN
To educate and inform local and international communities about develop-
ment projects with seemingly negative impacts on the local people and envi-
ronment
To ensure that the voices of affected people are heard by establishing sys-
tematic networks, and endeavouring to secure as much media coverage as
possible on relevant themes
Prevent the exploitation of Arakan’s Rivers for profit motive alone, by en-
suring that all responsible parties are held to internationally recognised la-
bour and environmental standards
Provide concrete evidence of the Burmese military regime’s incompetence
and mismanagement of natural resources, and failure to pay any heed to pub-
lic well-being
9.4. Core Values of ARN
1. Grassroots ownership
It is of the highest importance that the Arakan Rivers Network (ARN) is an out-
let for the Arakan people at large. Therefore, the people of Arakan will maintain
ownership of the network at all costs, keeping our actions in the hands of people
local to the affected rivers.
2. Technology transfer
We believe that, to guard against exploitation, all developments that bring im-
proved technology to the region for use by corporations, must also bring such
opportunities to the local people.
3. Inclusiveness
To ensure that the needs and rights of local people are of paramount concern at
all times, we believe that all those affected by the development of Arakan’s riv-
ers should have an equal say in any action taken regarding them.
22
We envisage a future where the people of Arakan have the knowledge and the
right to protect their rivers from destruction, enjoying total sovereignty over their
main source of food and means of travel.
9.3. Mission of ARN
To educate and inform local and international communities about develop-
ment projects with seemingly negative impacts on the local people and envi-
ronment
To ensure that the voices of affected people are heard by establishing sys-
tematic networks, and endeavouring to secure as much media coverage as
possible on relevant themes
Prevent the exploitation of Arakan’s Rivers for profit motive alone, by en-
suring that all responsible parties are held to internationally recognised la-
bour and environmental standards
Provide concrete evidence of the Burmese military regime’s incompetence
and mismanagement of natural resources, and failure to pay any heed to pub-
lic well-being
9.4. Core Values of ARN
1. Grassroots ownership
It is of the highest importance that the Arakan Rivers Network (ARN) is an out-
let for the Arakan people at large. Therefore, the people of Arakan will maintain
ownership of the network at all costs, keeping our actions in the hands of people
local to the affected rivers.
2. Technology transfer
We believe that, to guard against exploitation, all developments that bring im-
proved technology to the region for use by corporations, must also bring such
opportunities to the local people.
3. Inclusiveness
To ensure that the needs and rights of local people are of paramount concern at
all times, we believe that all those affected by the development of Arakan’s riv-
ers should have an equal say in any action taken regarding them.
22
4. Sustainable development
Any developments that take place on the river must be sustainable and not bring
rapid degradation to any of Arakan’s rivers or the land surrounding them. Any
project designed for short-term profit, without giving consideration for long-term
risks should not go ahead.
9.5. Activities of ARN
To achieve our goals we aim to:
Closely monitor and document the unethical practices of the regime and the
transnational corporations involved with the development projects affecting
Arakan’s Rivers
Educate local people through campaigns, publications, and issue-awareness
classes on relevant environmental issues
To effectively and efficiently conduct internal and external advocacy
To cooperate with other organizations with a similar vision, mission and
values to strengthen our voices
10. Endnotes
1. Srinivasan, V., “Indian, Myanmar Sign Pact on Kaladan Project” The Hindu Business
Line 03 April 2008, at: <http://www.thehindubusinessline.com/2008/04/03/
stories/2008040350591200.htm>
2. The Inland Water Authority of India (IWAI), “Executive Summary of Detailed Project
Report for Port & Inland Water Terminal”, at: <http://iwai.gov.in/misc/portiwt.pdf>
3. IWAI, “Presentation on Indo-Myanmar Kaladan Multimodal Transit Transport Pro-
ject” 22 June 2009, at: <http://iwai.gov.in/nit/
KaladanPresentationprebidon220609.pdf>
4. IWAI, above note 2, Sections 1.2, 5.1
5. Ibid., Sections 1.2, 3.2, 5.2
6. IWAI, “Executive Summary of Detailed Project Report for a Highway from Setpyit-
pyin (Kaletwa) to India – Myanmar Border in Myanmar”, Section 0.7, at: <http://
iwai.gov.in/misc/highway.pdf>
7. “Framework Agreement Between the Government of the Republic of India and the
Government of the Union of Myanmar for the Construction and Operation of a Multi-
Modal Transit Transport Facility on Kaladan River Connecting the Sittwe Port in
Myanmar with the State of Mizoram in India” 02 April 2008, at: <http://iwai.gov.in/
nit/Frameworkagreement.pdf>
8. IWAI, above note 2
9. IWAI, “List of Contractors Short Listed For Participation in Bid Process for Con-
struction of Port & IWT Components of Kaladan MultiModal Transit Transport Pro-
ject in Myanmar” at: <http://iwai.gov.in/
CONTRACTORSSHORTLISTEDFORPORT&IWTCOMPONENTS100909.pdf>
10. IWAI, above note 3, p.20
23
Any developments that take place on the river must be sustainable and not bring
rapid degradation to any of Arakan’s rivers or the land surrounding them. Any
project designed for short-term profit, without giving consideration for long-term
risks should not go ahead.
9.5. Activities of ARN
To achieve our goals we aim to:
Closely monitor and document the unethical practices of the regime and the
transnational corporations involved with the development projects affecting
Arakan’s Rivers
Educate local people through campaigns, publications, and issue-awareness
classes on relevant environmental issues
To effectively and efficiently conduct internal and external advocacy
To cooperate with other organizations with a similar vision, mission and
values to strengthen our voices
10. Endnotes
1. Srinivasan, V., “Indian, Myanmar Sign Pact on Kaladan Project” The Hindu Business
Line 03 April 2008, at: <http://www.thehindubusinessline.com/2008/04/03/
stories/2008040350591200.htm>
2. The Inland Water Authority of India (IWAI), “Executive Summary of Detailed Project
Report for Port & Inland Water Terminal”, at: <http://iwai.gov.in/misc/portiwt.pdf>
3. IWAI, “Presentation on Indo-Myanmar Kaladan Multimodal Transit Transport Pro-
ject” 22 June 2009, at: <http://iwai.gov.in/nit/
KaladanPresentationprebidon220609.pdf>
4. IWAI, above note 2, Sections 1.2, 5.1
5. Ibid., Sections 1.2, 3.2, 5.2
6. IWAI, “Executive Summary of Detailed Project Report for a Highway from Setpyit-
pyin (Kaletwa) to India – Myanmar Border in Myanmar”, Section 0.7, at: <http://
iwai.gov.in/misc/highway.pdf>
7. “Framework Agreement Between the Government of the Republic of India and the
Government of the Union of Myanmar for the Construction and Operation of a Multi-
Modal Transit Transport Facility on Kaladan River Connecting the Sittwe Port in
Myanmar with the State of Mizoram in India” 02 April 2008, at: <http://iwai.gov.in/
nit/Frameworkagreement.pdf>
8. IWAI, above note 2
9. IWAI, “List of Contractors Short Listed For Participation in Bid Process for Con-
struction of Port & IWT Components of Kaladan MultiModal Transit Transport Pro-
ject in Myanmar” at: <http://iwai.gov.in/
CONTRACTORSSHORTLISTEDFORPORT&IWTCOMPONENTS100909.pdf>
10. IWAI, above note 3, p.20
23
11. Framework Agreement, above note 7, Article 3
12. Ibid., Articles 3(a), 5(a), 12
13. Ibid., Article 14
14. Ibid., Article 15
15. Shwe Gas Movement (SGM), “Supply and Command: Natural Gas in Burma Set to
Entrench Military Rule” July 2006, pp.29-32, at: <http://www.shwe.org/media-
releases/publications/file/SUPPLYANDCOMMAND.pdf>
16. Project Maje, “Rats and Kyats: Bamboo Flowering Causes a Hunger Belt in Chin
State, Burma” 29 July 2008, at: <http://www.projectmaje.org/mautam.htm>
17. Free Burma Rangers, “More than 5,000 IDPs on the run from the Burma Army in
Arakan State, 100,000 villagers suffer from food shortages” Free Burma Rangers
Report 31 August 2009, at: <http://www.freeburmarangers.org/
Reports/2009/20090831.html>
18. “UPDATE 1- Myanmar Rice Exports Double on African Buying”12 February 2009,
at: <http://news.alibaba.com/article/detail/agriculture/100050645-1-update-1-
myanmar-rice-exports-double.html>
19. SGM, “Corridor of Power: China’s Trans-Burma Oil and Gas Pipelines” September
2009, at: <http://www.shwe.org/Attachments/CorridorofPower.pdf>
20. AASYC, PYO & MYPO et. al., “Holding Our Ground: Land Confiscation in Arakan
& Mon States, and the Pa-O Area of Southern Shan State” March 2009, at: <http://
www.burmalibrary.org/docs07/HOLDING_OUR_GROUND%28en%29.pdf >
21. Free Burma Rangers, above note 17
22. Macan-Markar, M., “ILO Turns Spotlight on Officials to End Forced Labour” Inter-
Press Third World News Agency (IPS) 03 September 2009, at: <http://
www.reliefweb.int/rw/rwb.nsf/db900SID/SNAA-7VN5GT?OpenDocument>
23. “Zee Chang Dam May Destroy Nearby Villages: MOC 9” The Kaladan Press 06
March 2009, at: <http://www.bnionline.net/news/kaladan/5937-zee-chang-dam-may-
destroy-nearby-villages-moc-9.html>
24. Framework Agreement, above note 7, Article 12
25. Schwartz, M. (ed.), Encyclopaedia of Coastal Science. Dordrecht: Springer, 2005, p.
61
26. IWAI, above note 3
27. Article written in Burmese by Kyunt Thar Nga Mann in 2003
28. Masters, J., “Thousands Dead in Myanmar Tropical Cyclone” 05 May 2008, at:
<http://www.wunderground.com/blog/JeffMasters/comment.html?
entrynum=934&tstamp=200805>
29. Kyunt Thar Nga Mann, above note 27
30. IWAI, above note 2, Section 3 “Waterway”
31. Johansen, B., “Burma (Myanmar): Forced Labour in the World’s Last Teak Forest”
2003, at: <http://www.ratical.org/ratville/IPEIE/Burma.html>
32. Hile, J., “Logging Keeps Asian Elephants in Business…For Now” 13 September
2005, at: <http://www.grist.org/article/hile/>
33. Johansen, above note 31
34. Allison, T., “Myanmar Shows India the Road to Southeast Asia” The Asia Times 21
February 2001, at: <http://www.atimes.com/reports/CB21Ai01.html>
35. Exim Bank of India, “Exim Bank’s Operative Lines of Credit”, 07 October 2009 at:
<http://www.eximbankindia.com/locstat071009.doc>
36. “Myanmar, India Finalising River Transportation Project” Indo-Burma News 28 Au-
gust 2007, at: <http://www.indoburmanews.net/archives-1/2007/august/myanmar-
india-finalising-river-transportation-project/>
24
12. Ibid., Articles 3(a), 5(a), 12
13. Ibid., Article 14
14. Ibid., Article 15
15. Shwe Gas Movement (SGM), “Supply and Command: Natural Gas in Burma Set to
Entrench Military Rule” July 2006, pp.29-32, at: <http://www.shwe.org/media-
releases/publications/file/SUPPLYANDCOMMAND.pdf>
16. Project Maje, “Rats and Kyats: Bamboo Flowering Causes a Hunger Belt in Chin
State, Burma” 29 July 2008, at: <http://www.projectmaje.org/mautam.htm>
17. Free Burma Rangers, “More than 5,000 IDPs on the run from the Burma Army in
Arakan State, 100,000 villagers suffer from food shortages” Free Burma Rangers
Report 31 August 2009, at: <http://www.freeburmarangers.org/
Reports/2009/20090831.html>
18. “UPDATE 1- Myanmar Rice Exports Double on African Buying”12 February 2009,
at: <http://news.alibaba.com/article/detail/agriculture/100050645-1-update-1-
myanmar-rice-exports-double.html>
19. SGM, “Corridor of Power: China’s Trans-Burma Oil and Gas Pipelines” September
2009, at: <http://www.shwe.org/Attachments/CorridorofPower.pdf>
20. AASYC, PYO & MYPO et. al., “Holding Our Ground: Land Confiscation in Arakan
& Mon States, and the Pa-O Area of Southern Shan State” March 2009, at: <http://
www.burmalibrary.org/docs07/HOLDING_OUR_GROUND%28en%29.pdf >
21. Free Burma Rangers, above note 17
22. Macan-Markar, M., “ILO Turns Spotlight on Officials to End Forced Labour” Inter-
Press Third World News Agency (IPS) 03 September 2009, at: <http://
www.reliefweb.int/rw/rwb.nsf/db900SID/SNAA-7VN5GT?OpenDocument>
23. “Zee Chang Dam May Destroy Nearby Villages: MOC 9” The Kaladan Press 06
March 2009, at: <http://www.bnionline.net/news/kaladan/5937-zee-chang-dam-may-
destroy-nearby-villages-moc-9.html>
24. Framework Agreement, above note 7, Article 12
25. Schwartz, M. (ed.), Encyclopaedia of Coastal Science. Dordrecht: Springer, 2005, p.
61
26. IWAI, above note 3
27. Article written in Burmese by Kyunt Thar Nga Mann in 2003
28. Masters, J., “Thousands Dead in Myanmar Tropical Cyclone” 05 May 2008, at:
<http://www.wunderground.com/blog/JeffMasters/comment.html?
entrynum=934&tstamp=200805>
29. Kyunt Thar Nga Mann, above note 27
30. IWAI, above note 2, Section 3 “Waterway”
31. Johansen, B., “Burma (Myanmar): Forced Labour in the World’s Last Teak Forest”
2003, at: <http://www.ratical.org/ratville/IPEIE/Burma.html>
32. Hile, J., “Logging Keeps Asian Elephants in Business…For Now” 13 September
2005, at: <http://www.grist.org/article/hile/>
33. Johansen, above note 31
34. Allison, T., “Myanmar Shows India the Road to Southeast Asia” The Asia Times 21
February 2001, at: <http://www.atimes.com/reports/CB21Ai01.html>
35. Exim Bank of India, “Exim Bank’s Operative Lines of Credit”, 07 October 2009 at:
<http://www.eximbankindia.com/locstat071009.doc>
36. “Myanmar, India Finalising River Transportation Project” Indo-Burma News 28 Au-
gust 2007, at: <http://www.indoburmanews.net/archives-1/2007/august/myanmar-
india-finalising-river-transportation-project/>
24
Photos
Front cover:
A typical trading boat and a village along the Kaladan River
Back cover:
Site-tway’s current port & Kolkata seaport, India, and a traditional trading boat
along the Kaladan River
Front cover:
A typical trading boat and a village along the Kaladan River
Back cover:
Site-tway’s current port & Kolkata seaport, India, and a traditional trading boat
along the Kaladan River
3/26/2018 ‘Kaladan project, key to India-Myanmar economic ties’ - Business Line
https://www.thehindubusinessline.com/economy/kaladan-project-key-to-indiamyanmar-economic-ties/article8102804.ece 1/5
‘Kaladan project, key to India-Myanmar
economic ties’
M RAMESH
The ₹2,904-cr road-river-port cargo transport project crucial to both
nations
CHENNAI, JAN 13
The Kaladan multi-modal transit transport project is cornerstone of India-Myanmar economic ties, feels
Win Aung, President, Federation of Chambers of Commerce and Industry, Myanmar.
“We are anxious to see the project materialise,” Aung said, in an interaction today with journalists, on the
occasion of the Federation’s signing of a business facilitation MoU with India’s Associated Chambers of
Commerce and Industry, here.
The ₹2,904-crore Kaladan project, which has been in the works for long, is a road-river-port cargo
transport project that India will build for Myanmar. Aung, who is also the Chairman of the Dagon group of
companies, observed that the project would make economic ties between the two countries “meaningful”.
He said that Myanmar was keen on India’s participation in Myanmar’s energy sector, especially renewable
energy. Taking note of India’s expertise in solar, he said Myanmar would like Indian companies to set up
solar projects in the country. He said that the Ngwe Saung resort at Pathein on the Bay of Bengal, would
soon be fully powered by renewable energy.
Vinod Surana, Co-Chairman, Assocham’s Tamil Nadu Chapter, said that Assocham would set up an Indo-
Myanmar Trade Desk in Chennai.
https://www.thehindubusinessline.com/economy/kaladan-project-key-to-indiamyanmar-economic-ties/article8102804.ece 1/5
‘Kaladan project, key to India-Myanmar
economic ties’
M RAMESH
The ₹2,904-cr road-river-port cargo transport project crucial to both
nations
CHENNAI, JAN 13
The Kaladan multi-modal transit transport project is cornerstone of India-Myanmar economic ties, feels
Win Aung, President, Federation of Chambers of Commerce and Industry, Myanmar.
“We are anxious to see the project materialise,” Aung said, in an interaction today with journalists, on the
occasion of the Federation’s signing of a business facilitation MoU with India’s Associated Chambers of
Commerce and Industry, here.
The ₹2,904-crore Kaladan project, which has been in the works for long, is a road-river-port cargo
transport project that India will build for Myanmar. Aung, who is also the Chairman of the Dagon group of
companies, observed that the project would make economic ties between the two countries “meaningful”.
He said that Myanmar was keen on India’s participation in Myanmar’s energy sector, especially renewable
energy. Taking note of India’s expertise in solar, he said Myanmar would like Indian companies to set up
solar projects in the country. He said that the Ngwe Saung resort at Pathein on the Bay of Bengal, would
soon be fully powered by renewable energy.
Vinod Surana, Co-Chairman, Assocham’s Tamil Nadu Chapter, said that Assocham would set up an Indo-
Myanmar Trade Desk in Chennai.
3/26/2018 ‘Kaladan project, key to India-Myanmar economic ties’ - Business Line
https://www.thehindubusinessline.com/economy/kaladan-project-key-to-indiamyanmar-economic-ties/article8102804.ece 2/5
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TOPICS
Later, speaking to BusinessLine, Than Win, Director, Myanmar Kyauk Phyu SEZ Holding Public Company
Ltd, stressed the importance of the Kaladan project. He said that Essar, which is building the Sittwe port as
part of the project, would soon complete the construction. Dredging work on the Kaladan river has begun,
he said.
The project involves a waterway route from Sittwe Port to Kaletwa (225 km) along the Kaladan River and
thereafter a roadway from Kaletwa to the India-Myanmar border (62 km). The Cabinet approved the
project at a cost of ₹535.91 crore in its meeting held in March 2008 and cleared in October 2015, a revised
cost estimate of ₹2,904 crore.
The Kaladan project is of crucial importance to India too. Apart from boosting the economy of Myanmar,
the project will also make for an alternative route for goods from India’s North-East to rest of the (country
and) world. Furthermore, the project will help India counterbalance China’s growing in?uence in
Myanmar.
Published on January 13, 2016
foreign relations Myanmar trade
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TOPICS
Later, speaking to BusinessLine, Than Win, Director, Myanmar Kyauk Phyu SEZ Holding Public Company
Ltd, stressed the importance of the Kaladan project. He said that Essar, which is building the Sittwe port as
part of the project, would soon complete the construction. Dredging work on the Kaladan river has begun,
he said.
The project involves a waterway route from Sittwe Port to Kaletwa (225 km) along the Kaladan River and
thereafter a roadway from Kaletwa to the India-Myanmar border (62 km). The Cabinet approved the
project at a cost of ₹535.91 crore in its meeting held in March 2008 and cleared in October 2015, a revised
cost estimate of ₹2,904 crore.
The Kaladan project is of crucial importance to India too. Apart from boosting the economy of Myanmar,
the project will also make for an alternative route for goods from India’s North-East to rest of the (country
and) world. Furthermore, the project will help India counterbalance China’s growing in?uence in
Myanmar.
Published on January 13, 2016
foreign relations Myanmar trade
Previous Story
Pilot project on DBT for kerosene to start soon: Pradhan
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IASB releases new lease accounting standard
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3/26/2018 Sittwe Seaport: Progress Of Kaladan Multi-Modal Transit Transport Project | Ministry Of Information
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Sittwe Seaport: Progress Of Kaladan Multi-Modal Transit Transport
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Construction of Sittwe Seaport has been completed 95 %, and will be completed cent
percent in December according to Myanmar Port Authority.
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Sittwe Seaport: Progress Of Kaladan Multi-Modal Transit Transport
Project
news_image:
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Construction of Sittwe Seaport has been completed 95 %, and will be completed cent
percent in December according to Myanmar Port Authority.
Home News Announcement Reference About MOI
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3/26/2018 Sittwe Seaport: Progress Of Kaladan Multi-Modal Transit Transport Project | Ministry Of Information
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Sittwe Seaport is part of Kaladan multi-modal transit transport project which is
implementing under the agreement between the Governments of Myanmar and India in
2008.
The implementation of the project started in December 2010.
This project will connect Kolkata and Mizoram of India and Sittwe of Myanmar, and it will
reduce distance from Kolkata to Sittwee by approximately 1328 Kilometers.
It will help promote development of transportation sector, friendly relations, economic
cooperation between the two countries.
The project will also bring more trade opportunities for the two countries, as it could
connect not only India but also with other countries. It will also help better
transportation for Rakhine and Chin States along with the development of tourism
industry, and will create job opportunities for the locals.
The project is estimated to cost about 480 million US dollars.
Ref; mitv News
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Myanma Alinn
The Mirror
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http://www.moi.gov.mm/moi:eng/?q=news/10/11/2016/id-9138 2/3
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0
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Sittwe Seaport is part of Kaladan multi-modal transit transport project which is
implementing under the agreement between the Governments of Myanmar and India in
2008.
The implementation of the project started in December 2010.
This project will connect Kolkata and Mizoram of India and Sittwe of Myanmar, and it will
reduce distance from Kolkata to Sittwee by approximately 1328 Kilometers.
It will help promote development of transportation sector, friendly relations, economic
cooperation between the two countries.
The project will also bring more trade opportunities for the two countries, as it could
connect not only India but also with other countries. It will also help better
transportation for Rakhine and Chin States along with the development of tourism
industry, and will create job opportunities for the locals.
The project is estimated to cost about 480 million US dollars.
Ref; mitv News
0
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NEWSPAPERS
Myanma Alinn
The Mirror
The Global New Light Of Myanmar
NEW
KMTT Project EIA/SIA Study Report and EMP 1
Environmental and Social Impact
Assessment (EIA/SIA)
and
Environmental Management Plan
(EMP)
for
Port & IWT components of
Kaladan Multi-modal Transit
Transport Project
Prepared by
MyAsia Consulting Co Ltd,
41, Nawaday Street,
Yangon, Myanmar.
Environmental and Social Impact
Assessment (EIA/SIA)
and
Environmental Management Plan
(EMP)
for
Port & IWT components of
Kaladan Multi-modal Transit
Transport Project
Prepared by
MyAsia Consulting Co Ltd,
41, Nawaday Street,
Yangon, Myanmar.
KMTT Project EIA/SIA Study Report and EMP 2
0.1 Contents
Serial No Topic Page
0.1 Contents 2
0.2 Abbreviations and Acronyms 4
1.0 Executive summary (Myanmar Language Version) 6
1.0 Executive Summary (English Language Version) 15
2.0 Introduction 20
2.1 Presentation of the Project Concept 20
2.2 Related Projects and development 20
2.3 Presentation of the Project proponent & EIA Consultants 22
2.4 Presentation of Associated Organisations-Laboratories 23
2.5 Presentation of the health impacts and expert 24
3.0 Policy, Legal and Institutional Framework 25
3.1 Corporate, Environmental and Social Policies 25
3.2 Policy & Legal Framework in Myanmar 25
3.3 Contractual and other commitments 26
3.4 Institutional framework in Myanmar 26
3.5 Project’s Environmental and Social Standards 27
3.6 Health Standards for Project with health Impacts 27
4.0 Project Description and Alternatives Selection 28
4.1 Project Rationale & Background 28
4.2 Project Location, overview map and site layout 29
4.3 Project Development and Implementation time schedules 32
4.4 Description of the Project size, installations and technology 33
4.5 Description of the selected alternative in phases 44
4.6 Comparison and selection of alternative 49
5.0 Description of the Surrounding Environment 51
5.1 Setting the study limits 51
5.2 Methodology and Objectives 51
5.3 Public Administration and planning 57
5.4 Legally protected National, Regional or state areas 58
5.5 Physical Components 60
5.6 Biological Components 74
5.7 Infrastructure and Services 84
5.8 Socio-economic components 85
5.9 Public Health components 95
5.10 Cultural Components 97
5.11 Visual components 98
6.0 Impact and Risk Assessment, and Mitigation Measures 99
6.1 Impact Assessment and Methodology 99
6.2 Potential Project Impacts by phases 108
6.3 Bio-Physical Impacts 133
6.4 Social Impacts 136
6.5 Cultural Impacts 147
6.6 Visual Impacts 149
0.1 Contents
Serial No Topic Page
0.1 Contents 2
0.2 Abbreviations and Acronyms 4
1.0 Executive summary (Myanmar Language Version) 6
1.0 Executive Summary (English Language Version) 15
2.0 Introduction 20
2.1 Presentation of the Project Concept 20
2.2 Related Projects and development 20
2.3 Presentation of the Project proponent & EIA Consultants 22
2.4 Presentation of Associated Organisations-Laboratories 23
2.5 Presentation of the health impacts and expert 24
3.0 Policy, Legal and Institutional Framework 25
3.1 Corporate, Environmental and Social Policies 25
3.2 Policy & Legal Framework in Myanmar 25
3.3 Contractual and other commitments 26
3.4 Institutional framework in Myanmar 26
3.5 Project’s Environmental and Social Standards 27
3.6 Health Standards for Project with health Impacts 27
4.0 Project Description and Alternatives Selection 28
4.1 Project Rationale & Background 28
4.2 Project Location, overview map and site layout 29
4.3 Project Development and Implementation time schedules 32
4.4 Description of the Project size, installations and technology 33
4.5 Description of the selected alternative in phases 44
4.6 Comparison and selection of alternative 49
5.0 Description of the Surrounding Environment 51
5.1 Setting the study limits 51
5.2 Methodology and Objectives 51
5.3 Public Administration and planning 57
5.4 Legally protected National, Regional or state areas 58
5.5 Physical Components 60
5.6 Biological Components 74
5.7 Infrastructure and Services 84
5.8 Socio-economic components 85
5.9 Public Health components 95
5.10 Cultural Components 97
5.11 Visual components 98
6.0 Impact and Risk Assessment, and Mitigation Measures 99
6.1 Impact Assessment and Methodology 99
6.2 Potential Project Impacts by phases 108
6.3 Bio-Physical Impacts 133
6.4 Social Impacts 136
6.5 Cultural Impacts 147
6.6 Visual Impacts 149
KMTT Project EIA/SIA Study Report and EMP 3
7.0 Cumulative Impact Assessment 151
7.1 Methodology and approach 151
7.2 Cumulative Impact Assessment 151
8.0 Environmental Management Plan 153
8.1 Project Description by phases 153
8.2 Project’s Environmental & socio economic impacts 153
8.3 Summary of Impacts and mitigating measures 155
8.4 Overall budget for Implementation of EMPs 156
8.5 Management and Monitoring Plans 157
8.6 Management plan-Formats and checklists 158
8.7 Emergency preparedness and response Plan 186
8.8 Public consultation, awareness and Disclosure 192
9.0 Public Consultation and Disclosure 193
9.1 Overview, Methodology and Approach 193
9.2 Summary of Public Consultations 193
9.3 Results of consultations 196
9.4 Further On going consultations 201
9.5 Disclosure 201
10.0 Conclusions and Recommendations 202
Appendix-A Current Status of the Construction phase 203
Appendix-B Profile of Specialists 213
7.0 Cumulative Impact Assessment 151
7.1 Methodology and approach 151
7.2 Cumulative Impact Assessment 151
8.0 Environmental Management Plan 153
8.1 Project Description by phases 153
8.2 Project’s Environmental & socio economic impacts 153
8.3 Summary of Impacts and mitigating measures 155
8.4 Overall budget for Implementation of EMPs 156
8.5 Management and Monitoring Plans 157
8.6 Management plan-Formats and checklists 158
8.7 Emergency preparedness and response Plan 186
8.8 Public consultation, awareness and Disclosure 192
9.0 Public Consultation and Disclosure 193
9.1 Overview, Methodology and Approach 193
9.2 Summary of Public Consultations 193
9.3 Results of consultations 196
9.4 Further On going consultations 201
9.5 Disclosure 201
10.0 Conclusions and Recommendations 202
Appendix-A Current Status of the Construction phase 203
Appendix-B Profile of Specialists 213
KMTT Project EIA/SIA Study Report and EMP 4
0.2 Abbreviations & Acronyms
°C Degree Celsius
APHA American Public Health Association
ASEAN Association of South East Asian Nations
NH3 Ammonia
BOD Biological Oxygen demand
CDM Clean Development Mechanism
CNF Chin National Front
CPR Cardiopulmonary Resuscitation
CO Carbon Monoxide
CO2 Carbon Dioxide
COD Chemical Oxygen demand
CSR Corporate Social Responsibility
dB Decibel
DGPS Differential global positioning system
DMH Department of Meteorology and Hydrology
DO Dissolved Oxygen
DPR Detail Project report
DIWR Department of Irrigation and Water Resources
DWT Dead Weight Tonnes
EAV Exposure Action Value
ECD Environmental conservation department
EIA Environmental Impact Assessment
EMP Environmental management Plan
ELV Exposure Limit Value
FAO Food and Agricultural Organisation
FSSAI Food Safety and Standards Authority of India
Ha Hector
ICUN International Union for Conservation of Nature
IFC International Finance Corporation
ILO International Labour Organisation
IMO International Maritime Organisation
IPCC Inter-Governmental Panel on Climate Change
ISO International Organisation for Standardisation
IWAI Inland water Authority of India
IWT Inland Water Transport
km Kilo Metre
Km/hr Kilo Metre per hour
KMTT Kaladan Multimodal Transit Transport
KL Kilo Litre
kV Kilo Volt
kVA Kilo Volt Ampere
kWhr Kilo Watt hour
LDC Least Developed Countries
m Metre
m/s
2
Metre per square second
0.2 Abbreviations & Acronyms
°C Degree Celsius
APHA American Public Health Association
ASEAN Association of South East Asian Nations
NH3 Ammonia
BOD Biological Oxygen demand
CDM Clean Development Mechanism
CNF Chin National Front
CPR Cardiopulmonary Resuscitation
CO Carbon Monoxide
CO2 Carbon Dioxide
COD Chemical Oxygen demand
CSR Corporate Social Responsibility
dB Decibel
DGPS Differential global positioning system
DMH Department of Meteorology and Hydrology
DO Dissolved Oxygen
DPR Detail Project report
DIWR Department of Irrigation and Water Resources
DWT Dead Weight Tonnes
EAV Exposure Action Value
ECD Environmental conservation department
EIA Environmental Impact Assessment
EMP Environmental management Plan
ELV Exposure Limit Value
FAO Food and Agricultural Organisation
FSSAI Food Safety and Standards Authority of India
Ha Hector
ICUN International Union for Conservation of Nature
IFC International Finance Corporation
ILO International Labour Organisation
IMO International Maritime Organisation
IPCC Inter-Governmental Panel on Climate Change
ISO International Organisation for Standardisation
IWAI Inland water Authority of India
IWT Inland Water Transport
km Kilo Metre
Km/hr Kilo Metre per hour
KMTT Kaladan Multimodal Transit Transport
KL Kilo Litre
kV Kilo Volt
kVA Kilo Volt Ampere
kWhr Kilo Watt hour
LDC Least Developed Countries
m Metre
m/s
2
Metre per square second
KMTT Project EIA/SIA Study Report and EMP 5
MEA Ministry of External Affairs
Mg/Nm
3
Milli Gram per Normal cubic Metre
Mg/l Milli gram per litre
MICS Multiple Indicator Cluster survey
MJ Mega Joule
ml Milli litre
MWhr Mega Watt Hour
MNPG Myanmar National Power Grid
MOECAF Ministry of Environmental Conservation & Forestry
MoEF Ministry of Environment and Forest
MOT Ministry of Transport
MPA Myanma Port Authority
MSL Mean Sea Level
NA Not Applicable
NABET National Accreditation board for Education and Training
NABL National Accreditation Board for Laboratories
NDL Not at Detectable level
NRHM National Rural Health Mission
NIO National Institute of Oceanography
NOAA National Oceanic and Atmospheric Administration
NTU Nephelometric Turbidity Unit
OHSAS Occupational Health & Safety Accreditation Series
OPS Onshore Power Supply
PDC Project Development Consultant
PM Particulate Matter
PPE Personal protective Equipment
ppm Parts per million
RNDP Rakhine Nationalities Development Party
SEZ Special economic zones
SIA Social Impact Assessment
SU Standard Unit
tCO2e Tonne of carbon dioxide equivalent
TJ Terra Joules
TSHD Trailing Suction Hopper Dredgers
TSS Total Suspended solids
UNDP United Nations Development Program
UNFCCC United Nations Framework Convention for Climate change
UNICEF United Nations International Children’s emergency Fund
US-EPA United States Environmental Protection Agency
USCS Unified soil classification system
UXO Unexploded Ordinance
WHO World Health Organisation
WMO World Meteorological Organisation
WWF World wildlife Fund
MEA Ministry of External Affairs
Mg/Nm
3
Milli Gram per Normal cubic Metre
Mg/l Milli gram per litre
MICS Multiple Indicator Cluster survey
MJ Mega Joule
ml Milli litre
MWhr Mega Watt Hour
MNPG Myanmar National Power Grid
MOECAF Ministry of Environmental Conservation & Forestry
MoEF Ministry of Environment and Forest
MOT Ministry of Transport
MPA Myanma Port Authority
MSL Mean Sea Level
NA Not Applicable
NABET National Accreditation board for Education and Training
NABL National Accreditation Board for Laboratories
NDL Not at Detectable level
NRHM National Rural Health Mission
NIO National Institute of Oceanography
NOAA National Oceanic and Atmospheric Administration
NTU Nephelometric Turbidity Unit
OHSAS Occupational Health & Safety Accreditation Series
OPS Onshore Power Supply
PDC Project Development Consultant
PM Particulate Matter
PPE Personal protective Equipment
ppm Parts per million
RNDP Rakhine Nationalities Development Party
SEZ Special economic zones
SIA Social Impact Assessment
SU Standard Unit
tCO2e Tonne of carbon dioxide equivalent
TJ Terra Joules
TSHD Trailing Suction Hopper Dredgers
TSS Total Suspended solids
UNDP United Nations Development Program
UNFCCC United Nations Framework Convention for Climate change
UNICEF United Nations International Children’s emergency Fund
US-EPA United States Environmental Protection Agency
USCS Unified soil classification system
UXO Unexploded Ordinance
WHO World Health Organisation
WMO World Meteorological Organisation
WWF World wildlife Fund
KMTT Project EIA/SIA Study Report and EMP 6
Executive Summary (Myanmar)
အက်ဥ္းခ်ဳပ္တင္ျပခ်က္
၁။ အိႏၵိယႏုိင္ငံအစုိးရသည္ ျပည္ေထာင္စုျမန္မာႏုိ္င္ငံေတာ္အစုိးရႏွင့္ မူေဘာင္ပါ၀င္ေသာ သေဘာ
တူညီခ်က္တစ္ရပ္ လက္မွတ္ေရးထုိးခဲ့ၿပီး စစ္ေတြဆိပ္ကမ္းမွ ပလက္၀ၿမိဳ႕သုိ႔
ကုလားတန္ျမစ္ေၾကာင္းအတုိင္း ကုန္းတြင္းေရလမ္းေဖာက္လုပ္ျခင္း၊ ပလက္၀မွ အႏိၵိယ-ျမန္မာ မီဇုိရမ္သုိ႔
ကားလမ္းေဖာက္လုပ္ျခင္းတုိ႔ ပါ၀င္ေသာ “ကုလားတန္ဘက္စုံ တဆင့္ခံပုိ႔ေဆာင္ေရးစနစ္”
အေကာင္အထည္ေဖာ္ရန္ ေဆာင္ရြက္ခဲ့ ပါသည္။ အဆုိပါ
“ကုလားတန္ဘက္စုံတဆင့္ခံသယ္ယူပုိ႔ေဆာင္ေရး” Kaladan Multimodal transit Transport (KMTT)
စီမံကိန္းသည္ ျမန္မာႏွင့္အိႏၵိယႏွစ္ႏုိင္ငံပူးေပါင္း အေကာင္အထည္ေဖာ္မည့္ က်ယ္ျပန္႔ေသာျမစ္ေၾကာင္း
ဖြင့္ၿဖိဳးတုိးတက္ေသာစီမံကိန္း၏ တစ္စိတ္တစ္ေဒသျဖစ္ၿပီး၊ ျမန္မာႏုိင္ငံ စစ္ေတြၿမိဳ႕ ႏွင့္ အေရွ႕အိႏၵိယရိွ
ကာလကတားၿမိဳ႕တို႕ကုိ ပင္လယ္ေရေၾကာင္းလမ္းျဖင့္ခ်ိတ္ဆက္ကာ စစ္ေတြႏွင့္ မီဇုိရမ္ကုိ ျမစ္ေၾကာင္းႏွင့္
ကားလမ္းမ်ားျဖင့္ ခ်ိတ္ဆက္ရန္ရည္ရြယ္ပါသည္။
၂။ စီမံကိန္းတြင္အက်ံဳး၀င္သည့္ ကုန္းတြင္းေရေၾကာင္းလမ္းမ်ားႏွင့္ ဆိပ္ခံမ်ားေဆာက္လုပ္ျခင္း
လုပ္ငန္းမ်ားအား အိႏၵိယအစုိးရ၊ ျပည္ပေရးရာ၀န္ႀကီးဌာန၏ ေစခုိင္းခ်က္အရ အိႏိၵိအစုိးရလက္ေအာက္ခံ
ပင္လယ္ကူးသေဘၤာ၀န္ႀကီးဌာန (Ministry of Shipping) ကုန္းတြင္းေရးေၾကာင္းအာဏာပုိင္ (IWAI) က
စီမံကိန္းဖံြ႕ၿဖိဳးတုိးတက္ေရး အတုိင္ပင္ခံဌာနအျဖစ္ ေဆာင္ရြက္ေစခဲ့ပါသည္။
လုပ္ငန္းအေကာင္အထည္ေဖာ္ ေဆာင္ရြက္သည့္ ကန္ထ႐ိုက္တာအိႏၵိယႏုိင္ငံ
အစုိးရျပည္ပေရးရာ၀န္ႀကီးဌာန၊ ဤစီမံကိန္းေၾကာင့္ ျဖစ္ေပၚလာႏိုင္သည့္ ပတ္၀န္းက်င္ထိခုိက္မႈႏွင့္
လူမႈစီးပြားထိခုိက္မႈအေပၚဆန္းစစ္ၿပီး လုပ္ငန္းလုပ္ကုိင္ရန္ အတြက္ MyAsia Consulting Co., Ltd. အား
အပ္ႏွံလုပ္ကုိင္ေစခဲ့ပါသည္။
၃။ လက္ရိွကုလားတန္ျမစ္ေၾကာင္းအတြင္း သယ္ယူပုိ႔ေဆာင္ေရးလုပ္ငန္းအေျခအေနသည္ အျမင့္ဆုံး
အသုံးျပဳႏုိင္သည့္ ေရအားကုိ ေရာက္ရိွျခင္းမရိွေသးသျဖင့္ ျမစ္ေၾကာင္းကုိ ဖံြ႔ၿဖိဳးတုိးတက္ေအာင္ ေဆာင္ရြက္
ႏုိင္ပါက ျမစ္ကမ္းနားပတ္၀န္းက်င္ရိွ ၿမိဳ႕မ်ားႏွင့္ ေဒသခံျပည္သူမ်ား၏ စီးပြားေရးႏွင့္ လုပ္ငန္းအဆင့္
အတန္းမ်ား ပုိမုိတုိးတက္ေျပာင္းလဲႏုိင္ေၾကာင္း ေတြ႔ရပါသည္။ စီမံကိန္းနယ္ေျမသည္ ရခုိင္ျပည္နယ္အျပင္
ဆက္သြယ္ေရးညံ့ဖ်င္းေသာ၊ ျမစ္ေၾကာင္းသြားလာေရး အေျခခံအေဆာက္အဦမ်ား နည္းပါးေနေသာ၊
ဆင္းရဲမဲြေတမႈႏွင့္ လူမႈေရး၊ ပညာေရး၊ က်န္းမာေရး ဘက္စုံနိမ့္က်ေနေသာ ခ်င္းျပည္နယ္တုိ႔တြင္
ပါ၀င္လွ်က္ရိွပါသည္။
၄။ KMTT စီမံကိန္း၏ အေကာင္အထည္ေဖာ္မည့္လုပ္ငန္းမ်ားတြင္ တန္ ၆၀၀၀ ေရယာဥ္မ်ား
ဆုိက္ကပ္ႏုိင္ေသာ ေရနက္ဆိပ္ကမ္းတည္ေဆာက္ျခင္း (ေနာင္တြင္ တန္ ၂၀၀၀၀ ေရယာဥ္မ်ား ဆုိက္ကပ္
Executive Summary (Myanmar)
အက်ဥ္းခ်ဳပ္တင္ျပခ်က္
၁။ အိႏၵိယႏုိင္ငံအစုိးရသည္ ျပည္ေထာင္စုျမန္မာႏုိ္င္ငံေတာ္အစုိးရႏွင့္ မူေဘာင္ပါ၀င္ေသာ သေဘာ
တူညီခ်က္တစ္ရပ္ လက္မွတ္ေရးထုိးခဲ့ၿပီး စစ္ေတြဆိပ္ကမ္းမွ ပလက္၀ၿမိဳ႕သုိ႔
ကုလားတန္ျမစ္ေၾကာင္းအတုိင္း ကုန္းတြင္းေရလမ္းေဖာက္လုပ္ျခင္း၊ ပလက္၀မွ အႏိၵိယ-ျမန္မာ မီဇုိရမ္သုိ႔
ကားလမ္းေဖာက္လုပ္ျခင္းတုိ႔ ပါ၀င္ေသာ “ကုလားတန္ဘက္စုံ တဆင့္ခံပုိ႔ေဆာင္ေရးစနစ္”
အေကာင္အထည္ေဖာ္ရန္ ေဆာင္ရြက္ခဲ့ ပါသည္။ အဆုိပါ
“ကုလားတန္ဘက္စုံတဆင့္ခံသယ္ယူပုိ႔ေဆာင္ေရး” Kaladan Multimodal transit Transport (KMTT)
စီမံကိန္းသည္ ျမန္မာႏွင့္အိႏၵိယႏွစ္ႏုိင္ငံပူးေပါင္း အေကာင္အထည္ေဖာ္မည့္ က်ယ္ျပန္႔ေသာျမစ္ေၾကာင္း
ဖြင့္ၿဖိဳးတုိးတက္ေသာစီမံကိန္း၏ တစ္စိတ္တစ္ေဒသျဖစ္ၿပီး၊ ျမန္မာႏုိင္ငံ စစ္ေတြၿမိဳ႕ ႏွင့္ အေရွ႕အိႏၵိယရိွ
ကာလကတားၿမိဳ႕တို႕ကုိ ပင္လယ္ေရေၾကာင္းလမ္းျဖင့္ခ်ိတ္ဆက္ကာ စစ္ေတြႏွင့္ မီဇုိရမ္ကုိ ျမစ္ေၾကာင္းႏွင့္
ကားလမ္းမ်ားျဖင့္ ခ်ိတ္ဆက္ရန္ရည္ရြယ္ပါသည္။
၂။ စီမံကိန္းတြင္အက်ံဳး၀င္သည့္ ကုန္းတြင္းေရေၾကာင္းလမ္းမ်ားႏွင့္ ဆိပ္ခံမ်ားေဆာက္လုပ္ျခင္း
လုပ္ငန္းမ်ားအား အိႏၵိယအစုိးရ၊ ျပည္ပေရးရာ၀န္ႀကီးဌာန၏ ေစခုိင္းခ်က္အရ အိႏိၵိအစုိးရလက္ေအာက္ခံ
ပင္လယ္ကူးသေဘၤာ၀န္ႀကီးဌာန (Ministry of Shipping) ကုန္းတြင္းေရးေၾကာင္းအာဏာပုိင္ (IWAI) က
စီမံကိန္းဖံြ႕ၿဖိဳးတုိးတက္ေရး အတုိင္ပင္ခံဌာနအျဖစ္ ေဆာင္ရြက္ေစခဲ့ပါသည္။
လုပ္ငန္းအေကာင္အထည္ေဖာ္ ေဆာင္ရြက္သည့္ ကန္ထ႐ိုက္တာအိႏၵိယႏုိင္ငံ
အစုိးရျပည္ပေရးရာ၀န္ႀကီးဌာန၊ ဤစီမံကိန္းေၾကာင့္ ျဖစ္ေပၚလာႏိုင္သည့္ ပတ္၀န္းက်င္ထိခုိက္မႈႏွင့္
လူမႈစီးပြားထိခုိက္မႈအေပၚဆန္းစစ္ၿပီး လုပ္ငန္းလုပ္ကုိင္ရန္ အတြက္ MyAsia Consulting Co., Ltd. အား
အပ္ႏွံလုပ္ကုိင္ေစခဲ့ပါသည္။
၃။ လက္ရိွကုလားတန္ျမစ္ေၾကာင္းအတြင္း သယ္ယူပုိ႔ေဆာင္ေရးလုပ္ငန္းအေျခအေနသည္ အျမင့္ဆုံး
အသုံးျပဳႏုိင္သည့္ ေရအားကုိ ေရာက္ရိွျခင္းမရိွေသးသျဖင့္ ျမစ္ေၾကာင္းကုိ ဖံြ႔ၿဖိဳးတုိးတက္ေအာင္ ေဆာင္ရြက္
ႏုိင္ပါက ျမစ္ကမ္းနားပတ္၀န္းက်င္ရိွ ၿမိဳ႕မ်ားႏွင့္ ေဒသခံျပည္သူမ်ား၏ စီးပြားေရးႏွင့္ လုပ္ငန္းအဆင့္
အတန္းမ်ား ပုိမုိတုိးတက္ေျပာင္းလဲႏုိင္ေၾကာင္း ေတြ႔ရပါသည္။ စီမံကိန္းနယ္ေျမသည္ ရခုိင္ျပည္နယ္အျပင္
ဆက္သြယ္ေရးညံ့ဖ်င္းေသာ၊ ျမစ္ေၾကာင္းသြားလာေရး အေျခခံအေဆာက္အဦမ်ား နည္းပါးေနေသာ၊
ဆင္းရဲမဲြေတမႈႏွင့္ လူမႈေရး၊ ပညာေရး၊ က်န္းမာေရး ဘက္စုံနိမ့္က်ေနေသာ ခ်င္းျပည္နယ္တုိ႔တြင္
ပါ၀င္လွ်က္ရိွပါသည္။
၄။ KMTT စီမံကိန္း၏ အေကာင္အထည္ေဖာ္မည့္လုပ္ငန္းမ်ားတြင္ တန္ ၆၀၀၀ ေရယာဥ္မ်ား
ဆုိက္ကပ္ႏုိင္ေသာ ေရနက္ဆိပ္ကမ္းတည္ေဆာက္ျခင္း (ေနာင္တြင္ တန္ ၂၀၀၀၀ ေရယာဥ္မ်ား ဆုိက္ကပ္
KMTT Project EIA/SIA Study Report and EMP 7
ႏုိင္ရန္ ဒီဇုိင္းျပဳလုပ္ထားသည္)၊ ကုန္းတြင္းသြားေရယာဥ္မ်ားဆုိက္ကပ္ႏုိင္ေသာ ဆိပ္ခံတံတား (၂)စင္းကုိ
ပလက္၀ႏွင့္ စစ္ေတြၿမိဳ႕ တြင္တည္ေဆာက္ျခင္း၊ အဆုိပါဆိပ္ခံတံတား (၂)ခုၾကား ေရေၾကာင္းလမ္းအား
ဖြံ႔ၿဖိဳး တုိးတက္ေအာင္ေဆာက္ရြက္ျခင္းႏွင့္ ဆိပ္ခံတံတား(၂)ခုၾကား ေျပးဆဲြေပးမည့္ တန္ ၃၀၀၀
ၾကားေရယာဥ္ (barges) ၆-စင္း တည္ေဆာက္လဲႊေျပာင္းေပးျခင္းတုိ႔ပါ၀င္ပါသည္။
စီမံကိန္းတည္ေဆာက္အေကာင္ အထည္ေဖာ္ရာတြင္ ေရေၾကာင္းလမ္းဖံြ႔ၿဖိဳးတုိးတက္ေစရန္ ေဘာင္တူးျခင္း၊
ဆိပ္ခံတံတားႏွင့္ ဆိပ္ကမ္း အေဆာက္အဦမ်ားတည္ေဆာက္ရန္ ေျမသားလုပ္ငန္းမ်ားေဆာင္ရြက္ျခင္း၊
ကုလားတန္ျမစ္အား တစ္ႏွစ္ ပတ္လုံး အသုံးျပဳႏုိင္ေစရန္ ၄-ေနရာတြင္
ေဘာင္တူးလုပ္ငန္းေဆာင္ရြက္ျခင္းႏွင့္ ပလက္၀တြင္ ဆိပ္ခံ တံတားႏွင့္ ဆိပ္ကမ္းအေဆာက္အဦမ်ား
တည္ေဆာက္ျခင္းလုပ္ငန္းမ်ား ပါ၀င္ပါသည္။
၅။ အဆုိပါစီမံကိန္းအား ၂၀၁၀ ခုႏွစ္တြင္ စတင္ခဲ့သျဖင့္ “စီမံကိန္းမ်ားမစတင္မီွ ပတ္၀န္းက်င္ထိခုိက္မႈ
စမ္းစစ္ျခင္း (EIA) ႏွင့္ လူမႈ႔စီးပြားဘ၀ထိခုိက္မႈစမ္းစစ္ျခင္း (SIA) မ်ားအားတင္ျပရန္” ဟူေသာ
ျမန္မာႏုိင္ငံပတ္၀န္းက်င္ထိမ္းသိန္း ေရးဦးစီးဌာန (ECD) ၏ ၂၀၁၂ ပတ္၀န္းက်င္ထိန္းသိမ္းေရးဥပေဒသစ္
မထုတ္ျပန္မီွ ေဆာင္ရြက္ခဲ့သည္ဟု ဆုိႏုိင္ပါသည္။ သုိ႔ေသာ္လည္း စီမံကိန္းေဆာင္ရြက္သူ (Developer)
ႏွင့္ ေဆာက္လုပ္ေရးလုပ္ငန္းမ်ားေဆာင္ရြက္သည့္ ကန္ထ႐ုိက္တာမ်ားသည္ ျမန္မာ့အစုိးရမွ ဖဲြ႔စည္း
ေပးေသာ လုပ္ငန္းေကာ္မတီထံ လုပ္ငန္းမ်ားတုိးခ်ဲ႕ ေဆာင္ရြက္မႈအဆင့္ဆင့္ႏွင့္ ေဆာက္လုပ္ေရးလုပ္ငန္း
ေၾကာင့္ ျဖစ္ေပၚလာႏိုင္သည့္ ပတ္၀န္းက်င္ဆုိင္ရာ အေျခအေနမ်ားအား ေစာင့္ၾကည့္ေနမႈတုိ္႔ကုိ အခ်ိန္မွန္
ထိေတြ႕သတင္းေပးပုိ႔ခဲ့ပါသည္။ ထုိ႔ေၾကာင့္ ယခုအခါ စီမံကိန္းလုပ္ငန္းတစ္ခုလုံးၿပီးစီးေနၿပီျဖစ္ၿပီး ၂၀၁၇
ခုႏွစ္ ႏွစ္စပုိင္းတြင္း လုပ္ငန္းမ်ားစတင္လည္ပတ္ေဆာင္ရြက္ႏုိင္မည္ျဖစ္ပါသည္။
စီမံကိန္းဆုိင္ရာ ေရြးခ်ယ္ခဲ့ရေသာ သမ႐ုိးက်မဟုတ္သည့္ နည္းလမ္းမ်ား (Alternatives)
၆။ ကနဦးစီမံကိန္းဒီဇုိင္းသည္ စစ္ေတြမွ ကလက္၀ (စစ္ပစ္ျပင္)အထိ ၂၂၅ ကီလုိမီတာအား
ကုလားတန္ျမစ္ေၾကာင္း တစ္ေလွ်ာက္ ေရလမ္းေၾကာင္းေဖာက္လုပ္ရန္ စီစဥ္ထားခဲ့သည့္အတြင္း ပလက္၀မွ
ကလက္၀အထိ ၆၈ ကီလုိမီတာေရ ေၾကာင္းလမ္းအား တစ္ႏွစ္ပတ္လုံးသေဘၤာမ်ား
သြားလာႏိုင္ေရးအတြက္ ေဘာင္တူးျခင္း (Dredging) ႏွင့္ ေက်ာက္မ်ား ခဲြဆိပ္ဖယ္ရွားျခင္း ျပဳလုပ္ရန္
လုိအပ္ခဲ့ပါသည္။ သုိ႔ေသာ္ လည္း ပတ္၀န္းက်င္ထိခုိက္မႈမ်ား ျဖစ္ေပၚလာႏိုင္သျဖင့္
စီမံကိန္းေဖာ္ေဆာင္သူမ်ားသည္ မူလစီမံကိန္း တည္ေဆာက္ေရး ဒီဇုိင္းအားေျပာင္းလဲခဲ့ၿပီး
မူလပုံမွန္ေရလမ္းေၾကာင္းရိွေသာ ပလက္၀အထိသာ ေရေၾကာင္းလမ္းကုိ တုိးခ်ဲ႕ေဖာ္ေဆာင္ရန္
ဆုံးျဖတ္ခဲ့ေၾကာင္းေတြ႔ရပါသည္။ ထုိအသစ္ေရြးခ်ယ္ခဲ့ေသာ ဒီဇုိင္းက ကုလားတန္ျမစ္အတြင္း
ေဘာင္တူးျခင္းႏွင့္ ျမစ္ေၾကာင္းထိန္းသိမ္းေရးလုပ္ငန္းမ်ားအား (၉၅) ရာခုိင္ႏႈန္းခန္႔ ေလ်ာ့ခ်ခဲ့ရေၾကာင္း
သိရပါသည္။
ႏုိင္ရန္ ဒီဇုိင္းျပဳလုပ္ထားသည္)၊ ကုန္းတြင္းသြားေရယာဥ္မ်ားဆုိက္ကပ္ႏုိင္ေသာ ဆိပ္ခံတံတား (၂)စင္းကုိ
ပလက္၀ႏွင့္ စစ္ေတြၿမိဳ႕ တြင္တည္ေဆာက္ျခင္း၊ အဆုိပါဆိပ္ခံတံတား (၂)ခုၾကား ေရေၾကာင္းလမ္းအား
ဖြံ႔ၿဖိဳး တုိးတက္ေအာင္ေဆာက္ရြက္ျခင္းႏွင့္ ဆိပ္ခံတံတား(၂)ခုၾကား ေျပးဆဲြေပးမည့္ တန္ ၃၀၀၀
ၾကားေရယာဥ္ (barges) ၆-စင္း တည္ေဆာက္လဲႊေျပာင္းေပးျခင္းတုိ႔ပါ၀င္ပါသည္။
စီမံကိန္းတည္ေဆာက္အေကာင္ အထည္ေဖာ္ရာတြင္ ေရေၾကာင္းလမ္းဖံြ႔ၿဖိဳးတုိးတက္ေစရန္ ေဘာင္တူးျခင္း၊
ဆိပ္ခံတံတားႏွင့္ ဆိပ္ကမ္း အေဆာက္အဦမ်ားတည္ေဆာက္ရန္ ေျမသားလုပ္ငန္းမ်ားေဆာင္ရြက္ျခင္း၊
ကုလားတန္ျမစ္အား တစ္ႏွစ္ ပတ္လုံး အသုံးျပဳႏုိင္ေစရန္ ၄-ေနရာတြင္
ေဘာင္တူးလုပ္ငန္းေဆာင္ရြက္ျခင္းႏွင့္ ပလက္၀တြင္ ဆိပ္ခံ တံတားႏွင့္ ဆိပ္ကမ္းအေဆာက္အဦမ်ား
တည္ေဆာက္ျခင္းလုပ္ငန္းမ်ား ပါ၀င္ပါသည္။
၅။ အဆုိပါစီမံကိန္းအား ၂၀၁၀ ခုႏွစ္တြင္ စတင္ခဲ့သျဖင့္ “စီမံကိန္းမ်ားမစတင္မီွ ပတ္၀န္းက်င္ထိခုိက္မႈ
စမ္းစစ္ျခင္း (EIA) ႏွင့္ လူမႈ႔စီးပြားဘ၀ထိခုိက္မႈစမ္းစစ္ျခင္း (SIA) မ်ားအားတင္ျပရန္” ဟူေသာ
ျမန္မာႏုိင္ငံပတ္၀န္းက်င္ထိမ္းသိန္း ေရးဦးစီးဌာန (ECD) ၏ ၂၀၁၂ ပတ္၀န္းက်င္ထိန္းသိမ္းေရးဥပေဒသစ္
မထုတ္ျပန္မီွ ေဆာင္ရြက္ခဲ့သည္ဟု ဆုိႏုိင္ပါသည္။ သုိ႔ေသာ္လည္း စီမံကိန္းေဆာင္ရြက္သူ (Developer)
ႏွင့္ ေဆာက္လုပ္ေရးလုပ္ငန္းမ်ားေဆာင္ရြက္သည့္ ကန္ထ႐ုိက္တာမ်ားသည္ ျမန္မာ့အစုိးရမွ ဖဲြ႔စည္း
ေပးေသာ လုပ္ငန္းေကာ္မတီထံ လုပ္ငန္းမ်ားတုိးခ်ဲ႕ ေဆာင္ရြက္မႈအဆင့္ဆင့္ႏွင့္ ေဆာက္လုပ္ေရးလုပ္ငန္း
ေၾကာင့္ ျဖစ္ေပၚလာႏိုင္သည့္ ပတ္၀န္းက်င္ဆုိင္ရာ အေျခအေနမ်ားအား ေစာင့္ၾကည့္ေနမႈတုိ္႔ကုိ အခ်ိန္မွန္
ထိေတြ႕သတင္းေပးပုိ႔ခဲ့ပါသည္။ ထုိ႔ေၾကာင့္ ယခုအခါ စီမံကိန္းလုပ္ငန္းတစ္ခုလုံးၿပီးစီးေနၿပီျဖစ္ၿပီး ၂၀၁၇
ခုႏွစ္ ႏွစ္စပုိင္းတြင္း လုပ္ငန္းမ်ားစတင္လည္ပတ္ေဆာင္ရြက္ႏုိင္မည္ျဖစ္ပါသည္။
စီမံကိန္းဆုိင္ရာ ေရြးခ်ယ္ခဲ့ရေသာ သမ႐ုိးက်မဟုတ္သည့္ နည္းလမ္းမ်ား (Alternatives)
၆။ ကနဦးစီမံကိန္းဒီဇုိင္းသည္ စစ္ေတြမွ ကလက္၀ (စစ္ပစ္ျပင္)အထိ ၂၂၅ ကီလုိမီတာအား
ကုလားတန္ျမစ္ေၾကာင္း တစ္ေလွ်ာက္ ေရလမ္းေၾကာင္းေဖာက္လုပ္ရန္ စီစဥ္ထားခဲ့သည့္အတြင္း ပလက္၀မွ
ကလက္၀အထိ ၆၈ ကီလုိမီတာေရ ေၾကာင္းလမ္းအား တစ္ႏွစ္ပတ္လုံးသေဘၤာမ်ား
သြားလာႏိုင္ေရးအတြက္ ေဘာင္တူးျခင္း (Dredging) ႏွင့္ ေက်ာက္မ်ား ခဲြဆိပ္ဖယ္ရွားျခင္း ျပဳလုပ္ရန္
လုိအပ္ခဲ့ပါသည္။ သုိ႔ေသာ္ လည္း ပတ္၀န္းက်င္ထိခုိက္မႈမ်ား ျဖစ္ေပၚလာႏိုင္သျဖင့္
စီမံကိန္းေဖာ္ေဆာင္သူမ်ားသည္ မူလစီမံကိန္း တည္ေဆာက္ေရး ဒီဇုိင္းအားေျပာင္းလဲခဲ့ၿပီး
မူလပုံမွန္ေရလမ္းေၾကာင္းရိွေသာ ပလက္၀အထိသာ ေရေၾကာင္းလမ္းကုိ တုိးခ်ဲ႕ေဖာ္ေဆာင္ရန္
ဆုံးျဖတ္ခဲ့ေၾကာင္းေတြ႔ရပါသည္။ ထုိအသစ္ေရြးခ်ယ္ခဲ့ေသာ ဒီဇုိင္းက ကုလားတန္ျမစ္အတြင္း
ေဘာင္တူးျခင္းႏွင့္ ျမစ္ေၾကာင္းထိန္းသိမ္းေရးလုပ္ငန္းမ်ားအား (၉၅) ရာခုိင္ႏႈန္းခန္႔ ေလ်ာ့ခ်ခဲ့ရေၾကာင္း
သိရပါသည္။
KMTT Project EIA/SIA Study Report and EMP 8
စီမံကိန္းေၾကာင့္ျဖစ္ေပၚလာႏုိင္ေသာ အက်ိဳးသက္ရာက္မႈမ်ား
၇။ ဤကုလားတန္ဘက္စံုတဆင့္ခံ ပို႔ေဆာင္ေရးစနစ္သည္ အက်ိဳးသက္ေရာက္မႈ (Positive Impact)
မ်ားစြာ ေတြ႔ရွိရပါသည္။
၎တို႔မွာ -
(က) ဆိပ္ကမ္းႏွင့္ ေရေၾကာင္းခရီးသြားလာမႈမ်ားေၾကာင့္ အလုပ္အကိုင္အခြင့္အလမ္းမ်ား
တိုက္ရိုက္ သို႔မဟုတ္ သြယ္၀ိုက္ေသာအားျဖင့္ ျဖစ္ေပၚလာေစၿပီး ေဒသခံျပည္သူမ်ား၏
လူမႈစီးပြားေရးမ်ား ဖံြ႔ၿဖိဳးတိုးတတ္ေစျခင္း။
(ခ) ေဒသအတြင္းေရေၾကာင္းလမ္းကိုသယ္ယူပို႔ေဆာင္ေရး က႑အားပိုမို ေရြးခ်ယ္လာႏိုင္
ေသာေၾကာင့္စို္က္ပ်ိဳးေရး၊ ကုန္သြယ္ေရးႏွင့္ကူးသန္းေရာင္း၀ယ္ေရးလုပ္ငန္းမ်ားကို ဖြံၿဖိဳး
တိုးတတ္ေစျခင္း။
(ဂ) ကူးသန္းေရာင္း၀ယ္ေရးပိုမိုအဆင္ေျပလာသျဖင့္ အစားအေသာက္ႏွင့္ ကုန္ပစၥည္းမ်ားကို
ေစ်းႏႈန္းမ်ား က်ဆင္းေစျခင္း။
(ဃ) ခရီးသြားလုပ္ငန္းဖြံ႔ၿဖိဳးတိုးတတ္လာေစျခင္း။
(င) ဆက္စပ္လွ်က္ရွိေသာခ်င္းျပည္နယ္ႏွင့္ မီဇိုရမ္ျပည္နယ္တို႔အတြင္း ဆက္သြယ္ေရး
လမ္းေၾကာင္း ကြန္ယက္အသစ္မ်ား ျဖစ္ေပၚေစႏိုင္ၿပီး အဆိုပါေဒသမ်ား၏ ကုန္သြယ္ေရး၊
ကူးသန္းေရာင္း၀ယ္ေရး၊ ခရီးသြားလုပ္ငန္းမ်ားႏွင့္ လူမႈစီးပြားဘ၀ ဖြံံ႔ၿဖိဳးတိုးတတ္မႈမ်ားကို
ျဖစ္ေပၚလာေစျခင္း။
(စ) ျဖစ္ေပၚလာသည့္ မီဇိုရမ္ျပည္နယ္ႏွင့္ ျမန္မာႏိုင္ငံၾကား ဆက္သြယ္ေရးလမ္းေၾကာင္းက
ေဒသတြင္းျပည္သူမ်ား၏ ယဥ္ေက်းမႈႏွင့္ လူမႈဘ၀တုိးတက္ျမင့္မားေရးတုိ႔ကုိ အေထာက္
အကူျဖစ္ေစျခင္း။
(ဆ) အိႏၵိယႏုိင္ငံအေရွ႕ေျမာက္ပုိင္းႏွင့္ ျမန္မာႏိုင္ငံအၾကားနယ္စပ္တြင္ ကုန္သြယ္ေရးႏွင့္
ကူးသန္းေရာင္း၀ယ္ေရးရပ္၀န္းတစ္ခု ျဖစ္ေပၚလာေစသည္သာမက ႏွစ္ေပါင္းမ်ားစြာ
ၾကာလာသည္ႏွင့္အမွ် ေဒသတြင္းႏုိင္ငံမ်ားျဖစ္ေသာ အေရွ႕ေတာင္အာရွႏုိင္ငံမ်ားႏွင့္ပါ
ခ်ိတ္ဆက္လာႏုိင္ေသာ ရပ္၀န္းတစ္ခုျဖစ္ေပၚလာေစမည္ျဖစ္ျခင္း။
(ဇ) အဆုိပါအိႏၵိယႏုိင္ငံမွ အဆင့္ျမင့္တင္တည္ေဆာက္ေပးခဲ့ေသာ စစ္ေတြဆိပ္ကမ္းသည္
မီဇုိရမ္ျပည္နယ္အတြက္ တဆင့္ခံလမ္းေၾကာင္း ျဖစ္ေပၚခဲ့သည္ဆုိျခင္းထက္ ျမန္မာႏုိင္ငံ
စီမံကိန္းေၾကာင့္ျဖစ္ေပၚလာႏုိင္ေသာ အက်ိဳးသက္ရာက္မႈမ်ား
၇။ ဤကုလားတန္ဘက္စံုတဆင့္ခံ ပို႔ေဆာင္ေရးစနစ္သည္ အက်ိဳးသက္ေရာက္မႈ (Positive Impact)
မ်ားစြာ ေတြ႔ရွိရပါသည္။
၎တို႔မွာ -
(က) ဆိပ္ကမ္းႏွင့္ ေရေၾကာင္းခရီးသြားလာမႈမ်ားေၾကာင့္ အလုပ္အကိုင္အခြင့္အလမ္းမ်ား
တိုက္ရိုက္ သို႔မဟုတ္ သြယ္၀ိုက္ေသာအားျဖင့္ ျဖစ္ေပၚလာေစၿပီး ေဒသခံျပည္သူမ်ား၏
လူမႈစီးပြားေရးမ်ား ဖံြ႔ၿဖိဳးတိုးတတ္ေစျခင္း။
(ခ) ေဒသအတြင္းေရေၾကာင္းလမ္းကိုသယ္ယူပို႔ေဆာင္ေရး က႑အားပိုမို ေရြးခ်ယ္လာႏိုင္
ေသာေၾကာင့္စို္က္ပ်ိဳးေရး၊ ကုန္သြယ္ေရးႏွင့္ကူးသန္းေရာင္း၀ယ္ေရးလုပ္ငန္းမ်ားကို ဖြံၿဖိဳး
တိုးတတ္ေစျခင္း။
(ဂ) ကူးသန္းေရာင္း၀ယ္ေရးပိုမိုအဆင္ေျပလာသျဖင့္ အစားအေသာက္ႏွင့္ ကုန္ပစၥည္းမ်ားကို
ေစ်းႏႈန္းမ်ား က်ဆင္းေစျခင္း။
(ဃ) ခရီးသြားလုပ္ငန္းဖြံ႔ၿဖိဳးတိုးတတ္လာေစျခင္း။
(င) ဆက္စပ္လွ်က္ရွိေသာခ်င္းျပည္နယ္ႏွင့္ မီဇိုရမ္ျပည္နယ္တို႔အတြင္း ဆက္သြယ္ေရး
လမ္းေၾကာင္း ကြန္ယက္အသစ္မ်ား ျဖစ္ေပၚေစႏိုင္ၿပီး အဆိုပါေဒသမ်ား၏ ကုန္သြယ္ေရး၊
ကူးသန္းေရာင္း၀ယ္ေရး၊ ခရီးသြားလုပ္ငန္းမ်ားႏွင့္ လူမႈစီးပြားဘ၀ ဖြံံ႔ၿဖိဳးတိုးတတ္မႈမ်ားကို
ျဖစ္ေပၚလာေစျခင္း။
(စ) ျဖစ္ေပၚလာသည့္ မီဇိုရမ္ျပည္နယ္ႏွင့္ ျမန္မာႏိုင္ငံၾကား ဆက္သြယ္ေရးလမ္းေၾကာင္းက
ေဒသတြင္းျပည္သူမ်ား၏ ယဥ္ေက်းမႈႏွင့္ လူမႈဘ၀တုိးတက္ျမင့္မားေရးတုိ႔ကုိ အေထာက္
အကူျဖစ္ေစျခင္း။
(ဆ) အိႏၵိယႏုိင္ငံအေရွ႕ေျမာက္ပုိင္းႏွင့္ ျမန္မာႏိုင္ငံအၾကားနယ္စပ္တြင္ ကုန္သြယ္ေရးႏွင့္
ကူးသန္းေရာင္း၀ယ္ေရးရပ္၀န္းတစ္ခု ျဖစ္ေပၚလာေစသည္သာမက ႏွစ္ေပါင္းမ်ားစြာ
ၾကာလာသည္ႏွင့္အမွ် ေဒသတြင္းႏုိင္ငံမ်ားျဖစ္ေသာ အေရွ႕ေတာင္အာရွႏုိင္ငံမ်ားႏွင့္ပါ
ခ်ိတ္ဆက္လာႏုိင္ေသာ ရပ္၀န္းတစ္ခုျဖစ္ေပၚလာေစမည္ျဖစ္ျခင္း။
(ဇ) အဆုိပါအိႏၵိယႏုိင္ငံမွ အဆင့္ျမင့္တင္တည္ေဆာက္ေပးခဲ့ေသာ စစ္ေတြဆိပ္ကမ္းသည္
မီဇုိရမ္ျပည္နယ္အတြက္ တဆင့္ခံလမ္းေၾကာင္း ျဖစ္ေပၚခဲ့သည္ဆုိျခင္းထက္ ျမန္မာႏုိင္ငံ
KMTT Project EIA/SIA Study Report and EMP 9
ရခုိင္ေဒသႏွင့္ ဆက္စပ္လွ်က္ရိွ ေသာ ကုန္းတြင္းပုိင္းေဒသမ်ားအတြက္ တံခါးေပါက္အျဖစ္
ပြင့္လမ္းလာေစမည္ျဖစ္ေစျခင္း။
(စ်) ဤစီမံကိန္းက အေရွ႕ေတာင္အာရွႏုိင္ငံမ်ား၏ ဆက္သြယ္ေရးကြန္ယက္ကုိ ပုိ၍
အဆင့္ျမင့္ ေစႏိုင္ျခင္း။
(ည) ဤစီမံကိန္းသည္ ျမန္မာႏုိင္ငံစစ္ေတြၿမိဳ႕ကုိဗဟုိျပဳ၍ စက္မႈလက္မႈလုပ္ငန္းမ်ား ဖံြ႔ၿဖိဳး
တုိးတက္ေရးႏွင့္ ကုန္သြယ္ေရးတြင္အက်ိဳးသက္ေရာက္မႈမ်ား ျဖစ္ေပၚလာေရးအတြက္
အေထာက္ အကူျဖစ္ေစသည္သာမက ေရရွည္တြင္ အိႏၵိယႏုိင္ငံသည္ပင္ အဆုိပါဖံြံ႔ၿဖိဳး
တုိးတက္မႈ ျဖစ္စဥ္တြင္ ပူးေပါင္းပါ၀င္ၿပီး စီးပြားေရးအခြင့္အလမ္းမ်ား ရရိွႏုိင္ေစျခင္း။
(ဋ) ဤကုလားတန္ဘက္စုံ တဆင့္ခံသယ္ယူပုိ႔ေဆာင္ေရးသည္ သဘာ၀အရင္းအျမစ္ တစ္ခု
ျဖစ္ေသာ ကုလားတန္ျမစ္ကဲ့သုိ႔ပင္ ရခုိင္ျပည္နယ္အတြက္ အျမင့္ဆုံးထုတ္ယူသုံးစဲြ
ႏုိင္ေသာ အရင္းအျမစ္တစ္ခုအျဖစ္ ေပၚထြက္လာမည္ျဖစ္ျခင္း။
(ဌ) ဤကုလားတန္ဘက္စုံ တဆင့္ခံသယ္ယူပုိ႔ေဆာင္ေရး စီမံကိန္းၿပီးစီးသြားပါက ေဒသ
အတြင္း အခ်က္အခ်ာက်ေသာ သယ္ယူပုိ႔ေဆာင္ေရးလမ္းေၾကာင္းအျဖစ္သာမက ႏွစ္ႏုိင္ငံ
ၾကား ဆက္သြယ္ေရးျပႆနာေၾကာင့္ျဖစ္ေပၚလာေသာ အေျခအေနမ်ားကုိ
ေျဖရွင္းႏုိင္မည္ ျဖစ္ျခင္း။
၈။ ဤစီမံကိန္းစတင္တည္ေဆာက္ခဲ့ခ်ိန္မွ ၿပီးဆုံးခ်ိန္ ၂၀၁၆ ဇူလုိင္လအထိ ေဒသခံကန္ထ႐ုိက္တာ
မ်ားႏွင့္ လုပ္သားမ်ား၏ အင္အားျဖင့္ ၄၆၃၀၇၇၅ man hour ႏွင့္ညီမွ်ေသာ လုပ္ငန္းၿပီးစီးမႈကုိ
ေဆာင္ရြက္ႏိုင္ခဲ့ပါသည္။ စီမံကိန္းတည္ေဆာက္ေရးလုပ္ငန္းမ်ား စတင္ခ်ိန္မွစ၍ ေဒသခံမ်ားအတြက္
တုိက္႐ုိက္ျဖစ္ေစ သြယ္၀ုိက္၍ျဖစ္ေစ အလုပ္အကိုင္မ်ားရရိွေစခဲ့သည္မက လုပ္ငန္းေဆာင္ရြက္စဥ္
အခ်ိန္အတြင္း ေဒသခံျပည္သူမ်ား၊ အဖဲြ႕ အစည္းမ်ားႏွင့္ ျပႆနာတစ္စုံတစ္ရာျဖစ္ပြားျခင္း၊ ထိခုိက္ေစျခင္း
မ်ား မရိွခဲ့ေၾကာင္း ေတြ႔ရိွရပါသည္။
၉။ ျဖစ္ေပၚလာႏုိင္ေသာ ထိခုိက္မႈမ်ားႏွင့္ ေလ်ာ့ပါးကုစားႏုိင္ေသာနည္းလမ္းမ်ား ေဖာ္ထုတ္ျခင္း
(က) ေဘာင္တူးလုပ္ငန္း (Dredging) ေၾကာင့္ စစ္ေတြဆိပ္ကမ္းရိွ ေရေနသတၱ၀ါမ်ား
ဆုံး႐ႈံးႏုိင္မႈႏွင့္ ေရေနာက္က်ိႏုိင္မႈအေျခအေန။
၂၀၁၂-၂၀၁၃ ခုႏွစ္အတြင္း ဆိပ္ခံတံတားတည္ေဆာက္ေရးလုပ္ငန္းအတြက္ သဲေသာင္ပမာဏ
၁.၀၆သန္း ကုဗမီတာတူးေဖာ္ခဲ့ၿပီး ေရေၾကာင္းလမ္းဖံြ႔ၿဖိဳးေရးအတြက္ သဲ ၁၂၃၀၀၀ ကုဗမီတာ
တူးေဖာ္ခဲ့ရပါသည္။ တူးေဖာ္ခဲ့ေသာသဲမ်ားအား ပင္လယ္ၾကမ္းျပင္စုပုံသည့္စနစ္ bottom dump
method ကုိ အသုံးျပဳ၍ ဖယ္ရွားခဲ့ပါသည္။ အဆုိပါ တူးေဖာ္ရွင္းလင္းခဲ့သည့္ ၾကမ္းျပင္အနက္မွာ
၁၉၈၀ ခုႏွစ္မ်ားကေရအနက္ျဖစ္ၿပီး ထိန္းသိမ္းမႈအားနည္းသျဖင့္ ယခုကဲ့သုိ႔ တိမ္သြားခဲ့ျခင္း
ျဖစ္သျဖင့္ မူလအနက္အတုိင္း ျပန္လည္တူးေဖာ္ခဲ့ျခင္းျဖစ္ေၾကာင္း ေတြ႔ရိွရပါသည္။ စီမံကိန္း
ရခုိင္ေဒသႏွင့္ ဆက္စပ္လွ်က္ရိွ ေသာ ကုန္းတြင္းပုိင္းေဒသမ်ားအတြက္ တံခါးေပါက္အျဖစ္
ပြင့္လမ္းလာေစမည္ျဖစ္ေစျခင္း။
(စ်) ဤစီမံကိန္းက အေရွ႕ေတာင္အာရွႏုိင္ငံမ်ား၏ ဆက္သြယ္ေရးကြန္ယက္ကုိ ပုိ၍
အဆင့္ျမင့္ ေစႏိုင္ျခင္း။
(ည) ဤစီမံကိန္းသည္ ျမန္မာႏုိင္ငံစစ္ေတြၿမိဳ႕ကုိဗဟုိျပဳ၍ စက္မႈလက္မႈလုပ္ငန္းမ်ား ဖံြ႔ၿဖိဳး
တုိးတက္ေရးႏွင့္ ကုန္သြယ္ေရးတြင္အက်ိဳးသက္ေရာက္မႈမ်ား ျဖစ္ေပၚလာေရးအတြက္
အေထာက္ အကူျဖစ္ေစသည္သာမက ေရရွည္တြင္ အိႏၵိယႏုိင္ငံသည္ပင္ အဆုိပါဖံြံ႔ၿဖိဳး
တုိးတက္မႈ ျဖစ္စဥ္တြင္ ပူးေပါင္းပါ၀င္ၿပီး စီးပြားေရးအခြင့္အလမ္းမ်ား ရရိွႏုိင္ေစျခင္း။
(ဋ) ဤကုလားတန္ဘက္စုံ တဆင့္ခံသယ္ယူပုိ႔ေဆာင္ေရးသည္ သဘာ၀အရင္းအျမစ္ တစ္ခု
ျဖစ္ေသာ ကုလားတန္ျမစ္ကဲ့သုိ႔ပင္ ရခုိင္ျပည္နယ္အတြက္ အျမင့္ဆုံးထုတ္ယူသုံးစဲြ
ႏုိင္ေသာ အရင္းအျမစ္တစ္ခုအျဖစ္ ေပၚထြက္လာမည္ျဖစ္ျခင္း။
(ဌ) ဤကုလားတန္ဘက္စုံ တဆင့္ခံသယ္ယူပုိ႔ေဆာင္ေရး စီမံကိန္းၿပီးစီးသြားပါက ေဒသ
အတြင္း အခ်က္အခ်ာက်ေသာ သယ္ယူပုိ႔ေဆာင္ေရးလမ္းေၾကာင္းအျဖစ္သာမက ႏွစ္ႏုိင္ငံ
ၾကား ဆက္သြယ္ေရးျပႆနာေၾကာင့္ျဖစ္ေပၚလာေသာ အေျခအေနမ်ားကုိ
ေျဖရွင္းႏုိင္မည္ ျဖစ္ျခင္း။
၈။ ဤစီမံကိန္းစတင္တည္ေဆာက္ခဲ့ခ်ိန္မွ ၿပီးဆုံးခ်ိန္ ၂၀၁၆ ဇူလုိင္လအထိ ေဒသခံကန္ထ႐ုိက္တာ
မ်ားႏွင့္ လုပ္သားမ်ား၏ အင္အားျဖင့္ ၄၆၃၀၇၇၅ man hour ႏွင့္ညီမွ်ေသာ လုပ္ငန္းၿပီးစီးမႈကုိ
ေဆာင္ရြက္ႏိုင္ခဲ့ပါသည္။ စီမံကိန္းတည္ေဆာက္ေရးလုပ္ငန္းမ်ား စတင္ခ်ိန္မွစ၍ ေဒသခံမ်ားအတြက္
တုိက္႐ုိက္ျဖစ္ေစ သြယ္၀ုိက္၍ျဖစ္ေစ အလုပ္အကိုင္မ်ားရရိွေစခဲ့သည္မက လုပ္ငန္းေဆာင္ရြက္စဥ္
အခ်ိန္အတြင္း ေဒသခံျပည္သူမ်ား၊ အဖဲြ႕ အစည္းမ်ားႏွင့္ ျပႆနာတစ္စုံတစ္ရာျဖစ္ပြားျခင္း၊ ထိခုိက္ေစျခင္း
မ်ား မရိွခဲ့ေၾကာင္း ေတြ႔ရိွရပါသည္။
၉။ ျဖစ္ေပၚလာႏုိင္ေသာ ထိခုိက္မႈမ်ားႏွင့္ ေလ်ာ့ပါးကုစားႏုိင္ေသာနည္းလမ္းမ်ား ေဖာ္ထုတ္ျခင္း
(က) ေဘာင္တူးလုပ္ငန္း (Dredging) ေၾကာင့္ စစ္ေတြဆိပ္ကမ္းရိွ ေရေနသတၱ၀ါမ်ား
ဆုံး႐ႈံးႏုိင္မႈႏွင့္ ေရေနာက္က်ိႏုိင္မႈအေျခအေန။
၂၀၁၂-၂၀၁၃ ခုႏွစ္အတြင္း ဆိပ္ခံတံတားတည္ေဆာက္ေရးလုပ္ငန္းအတြက္ သဲေသာင္ပမာဏ
၁.၀၆သန္း ကုဗမီတာတူးေဖာ္ခဲ့ၿပီး ေရေၾကာင္းလမ္းဖံြ႔ၿဖိဳးေရးအတြက္ သဲ ၁၂၃၀၀၀ ကုဗမီတာ
တူးေဖာ္ခဲ့ရပါသည္။ တူးေဖာ္ခဲ့ေသာသဲမ်ားအား ပင္လယ္ၾကမ္းျပင္စုပုံသည့္စနစ္ bottom dump
method ကုိ အသုံးျပဳ၍ ဖယ္ရွားခဲ့ပါသည္။ အဆုိပါ တူးေဖာ္ရွင္းလင္းခဲ့သည့္ ၾကမ္းျပင္အနက္မွာ
၁၉၈၀ ခုႏွစ္မ်ားကေရအနက္ျဖစ္ၿပီး ထိန္းသိမ္းမႈအားနည္းသျဖင့္ ယခုကဲ့သုိ႔ တိမ္သြားခဲ့ျခင္း
ျဖစ္သျဖင့္ မူလအနက္အတုိင္း ျပန္လည္တူးေဖာ္ခဲ့ျခင္းျဖစ္ေၾကာင္း ေတြ႔ရိွရပါသည္။ စီမံကိန္း
KMTT Project EIA/SIA Study Report and EMP 10
လုပ္ငန္းမ်ားမဆာင္ရြက္မီွ မူလပင္လယ္ေရ၏အေရအေသြးကုိ တုိင္းတာစီစစ္မႈမ်ားျပဳလုပ္ထား
ေၾကာင္းေတြ႔ရိွရၿပီး ယခုေဆာက္လုပ္ေရးလုပ္ငန္းမ်ားၿပီးစီးခ်ိန္တြင္ တုိင္းတာမႈမ်ားအရ အရည္
အေသြးေျပာင္းလဲမႈမရွိေၾကာင္း ေတြ႔ရပါသည္။
(ခ) ေျမျပဳျပင္ျခင္းႏွင့္ ေျမဖုိ႔ျခင္းလုပ္ငန္းမ်ားေၾကာင့္ ေျမမ်က္ႏွာသြင္ျပင္ေျပာင္းလဲျခင္း။
ဆိပ္ခံတံတားတည္ေဆာက္ေရးလုပ္ငန္းအတြက္ စစ္ေတြဆိပ္ကမ္းတြင္ ေျမျပဳျပင္မႈ ၇၀၀၀၀
စတုရန္းမီတာျပဳလုပ္ခဲ့ရၿပီး ေျမသားစုစုေပါင္း ၀.၂၆၅သန္း တန္ ဖုိ႔ခဲ့ရပါသည္။ ေျမျပဳျပင္ျခင္း
လုပ္ငန္းတြင္ ဒီေရေတာမ်ားပ်က္စီးေစျခင္း၊ ပင္လယ္ၾကမ္းျပင္မ်ားပ်က္စီးမႈမ်ားေၾကာင့္ မဟုတ္
ေၾကာင္း သိရိွခဲ့ရပါသည္။ အဆုိပါေျမျပဳျပင္ျခင္းအတြက္ အၿမဲတမ္းေျမမ်က္ႏွာျပင္ပုံစံေျပာင္းလဲမႈ
ျဖစ္ေပၚေစသည္မဟုတ္ေၾကာင္းႏွင့္ ျမစ္ေၾကာင္းလမ္းအား ထိခုိက္ေျပာင္းလဲမႈမ်ား ျဖစ္ေပၚေစမည္
မဟုတ္ေၾကာင္း ေတြ႔ရိွရပါသည္။
(ဂ) ေဆာက္လုပ္ေရးလုပ္ငန္းေၾကာင့္ ေရႊ႕ေျပာင္းလုပ္သားဦးေရတုိးတက္လာျခင္း။
၂၀၁၆ ခုႏွစ္ ဇူလုိင္လအထိ ေဆာက္လုပ္ေရးလုပ္ငန္းအတြက္ ၅၅၂၆၆၄၃ man hour အသုံးျပဳ
ခဲ့ရသည္။ ၎တုိ႔အနက္ ၄၆၃၀၇၅၅မွာ ေဒသခံတဆင့္ခံကန္ထ႐ုိက္တာမ်ားက ေဆာင္ရြက္ခဲ့
ၾကျခင္းျဖစ္ပါသည္။ အဆုိပါ တဆင့္ခံကန္ထ႐ုိက္တာလုပ္ငန္းမ်ားေၾကာင့္ စစ္ေတြႏွင့္ ပလက္၀
ေဒသမ်ားသုိ႔ ေရႊ႕ေျပာင္းလုပ္သားမ်ား ၀င္ေရာက္ခဲ့ၾကပါသည္။ အဆုိပါေရႊ႕ေျပာင္းလုပ္သား
မ်ားေၾကာင့္ ေဒသအတြင္း ကူးဆက္ေရာဂါႏွင့္ကပ္ေရာဂါမ်ား ျဖစ္ပြားမႈမရိွခဲ့ေၾကာင္း ေတြ႔ရိွရပါ
သည္။ ကန္ထ႐ိုက္တာမ်ားကလည္း လုပ္သားမ်ားအတြက္ သန္႔ရွင္းမႈရိွေသာအိမ္သာမ်ား
ျပည့္စုံေသာ ေသာက္သုံးေရရရိွႏုိင္ေသာစခန္းမ်ား ေဆာက္လုပ္သုံးဆဲြေစခဲ့ေၾကာင္း ေတြ႔ရိွရပါ
သည္။
(ဃ) ႐ုပ္ၾကြင္းေလာင္စာသုံးစဲြမႈေၾကာင့္ Green House Gas GHG ထြက္ေပၚမႈ
ၾကြင္းေလာင္စာမ်ားမွာ မွတ္တမ္းယူေလာက္သည္အထိ မ်ားျပားမႈမရိွျခင္း (သုိ႔မဟုတ္) အမ်ားအား
ျဖင့္ တဆင့္ခံကန္ထ႐ိုက္တာမ်ား၏ ယာဥ္မ်ားကသာ သုံးစဲြၾကသည္ျဖစ္ရာ ပတ္၀န္းက်င္
ထိန္းသိမ္းေရးဆုိင္ရာ စံခ်ိန္စံညြန္းမ်ားကုိ သီးျခားထိန္းေက်ာင္းေပးခဲ့ရမႈမ်ားသာ ရိွခဲ့ပါသည္။
တဆင့္ခံကန္ထ႐ိုက္မ်ားမွာလည္း ပုံမွန္ညစ္ညမ္းမႈကာကြယ္ရန္ ျပဳျပင္ထိန္းသိမ္းျခင္းမ်ားႏွင့္
ေမာင္းႏွင္သူမ်ားအတြက္ လုံေလာက္ေသာအကာအရံမ်ား ျပဳလုပ္သုံးစဲြေစျခင္း၊ ႐ုပ္ၾကြင္းေလာင္စာ
သုံးစဲြမႈကုိ စီစစ္ၾကပ္မတ္ျခင္းမ်ား ေဆာင္ရြက္ခဲ့ေၾကာင္း ေတြ႔ရပါသည္။ လုပ္ငန္းမ်ား ေဆာင္ရြက္
ေတာ့မည့္အခ်ိန္တြင္မူ ယာဥ္ယႏၱရားစက္အားလုံးအတြက္ တၿပိဳင္တည္း ေန႔စဥ္ခန္႔မွန္း႐ုပ္ၾကြင္း
ေလာင္စာလုိအပ္ခ်က္မွာ စစ္ေတြၿမိဳ႕တြင္ ၂၁၈၄ လီတာႏွင့္ ပလက္၀ၿမိဳ႕တြင္ ၁၀၄၈ လီတာခန္႔
သုံးစဲြရမည္ျဖစ္ေၾကာင္း ေတြ႔ရိွရပါသည္။ စစ္ေတြဆိပ္ခံတံတားအတြက္ ၁ႏွစ္စာအျမင့္ဆုံး ႐ုပ္ၾကြင္း
ေလာင္စာလုိအပ္ခ်က္မွာ ၇၉၇၁၀၀ လီတာျဖစ္ၿပီး ပလက္၀ဆိပ္ခံတံတားအတြက္မူ ၃၈၂၅၂၀
လီတာခန္႔ျဖစ္ေၾကာင္း ေတြ႔ရိွရပါသည္။ ၀မ္းျပားေရယာဥ္ (Barge) မ်ားသည္ ၁ႏွစ္လွ်င္ ပ်မ္းမွ်
လုပ္ငန္းမ်ားမဆာင္ရြက္မီွ မူလပင္လယ္ေရ၏အေရအေသြးကုိ တုိင္းတာစီစစ္မႈမ်ားျပဳလုပ္ထား
ေၾကာင္းေတြ႔ရိွရၿပီး ယခုေဆာက္လုပ္ေရးလုပ္ငန္းမ်ားၿပီးစီးခ်ိန္တြင္ တုိင္းတာမႈမ်ားအရ အရည္
အေသြးေျပာင္းလဲမႈမရွိေၾကာင္း ေတြ႔ရပါသည္။
(ခ) ေျမျပဳျပင္ျခင္းႏွင့္ ေျမဖုိ႔ျခင္းလုပ္ငန္းမ်ားေၾကာင့္ ေျမမ်က္ႏွာသြင္ျပင္ေျပာင္းလဲျခင္း။
ဆိပ္ခံတံတားတည္ေဆာက္ေရးလုပ္ငန္းအတြက္ စစ္ေတြဆိပ္ကမ္းတြင္ ေျမျပဳျပင္မႈ ၇၀၀၀၀
စတုရန္းမီတာျပဳလုပ္ခဲ့ရၿပီး ေျမသားစုစုေပါင္း ၀.၂၆၅သန္း တန္ ဖုိ႔ခဲ့ရပါသည္။ ေျမျပဳျပင္ျခင္း
လုပ္ငန္းတြင္ ဒီေရေတာမ်ားပ်က္စီးေစျခင္း၊ ပင္လယ္ၾကမ္းျပင္မ်ားပ်က္စီးမႈမ်ားေၾကာင့္ မဟုတ္
ေၾကာင္း သိရိွခဲ့ရပါသည္။ အဆုိပါေျမျပဳျပင္ျခင္းအတြက္ အၿမဲတမ္းေျမမ်က္ႏွာျပင္ပုံစံေျပာင္းလဲမႈ
ျဖစ္ေပၚေစသည္မဟုတ္ေၾကာင္းႏွင့္ ျမစ္ေၾကာင္းလမ္းအား ထိခုိက္ေျပာင္းလဲမႈမ်ား ျဖစ္ေပၚေစမည္
မဟုတ္ေၾကာင္း ေတြ႔ရိွရပါသည္။
(ဂ) ေဆာက္လုပ္ေရးလုပ္ငန္းေၾကာင့္ ေရႊ႕ေျပာင္းလုပ္သားဦးေရတုိးတက္လာျခင္း။
၂၀၁၆ ခုႏွစ္ ဇူလုိင္လအထိ ေဆာက္လုပ္ေရးလုပ္ငန္းအတြက္ ၅၅၂၆၆၄၃ man hour အသုံးျပဳ
ခဲ့ရသည္။ ၎တုိ႔အနက္ ၄၆၃၀၇၅၅မွာ ေဒသခံတဆင့္ခံကန္ထ႐ုိက္တာမ်ားက ေဆာင္ရြက္ခဲ့
ၾကျခင္းျဖစ္ပါသည္။ အဆုိပါ တဆင့္ခံကန္ထ႐ုိက္တာလုပ္ငန္းမ်ားေၾကာင့္ စစ္ေတြႏွင့္ ပလက္၀
ေဒသမ်ားသုိ႔ ေရႊ႕ေျပာင္းလုပ္သားမ်ား ၀င္ေရာက္ခဲ့ၾကပါသည္။ အဆုိပါေရႊ႕ေျပာင္းလုပ္သား
မ်ားေၾကာင့္ ေဒသအတြင္း ကူးဆက္ေရာဂါႏွင့္ကပ္ေရာဂါမ်ား ျဖစ္ပြားမႈမရိွခဲ့ေၾကာင္း ေတြ႔ရိွရပါ
သည္။ ကန္ထ႐ိုက္တာမ်ားကလည္း လုပ္သားမ်ားအတြက္ သန္႔ရွင္းမႈရိွေသာအိမ္သာမ်ား
ျပည့္စုံေသာ ေသာက္သုံးေရရရိွႏုိင္ေသာစခန္းမ်ား ေဆာက္လုပ္သုံးဆဲြေစခဲ့ေၾကာင္း ေတြ႔ရိွရပါ
သည္။
(ဃ) ႐ုပ္ၾကြင္းေလာင္စာသုံးစဲြမႈေၾကာင့္ Green House Gas GHG ထြက္ေပၚမႈ
ၾကြင္းေလာင္စာမ်ားမွာ မွတ္တမ္းယူေလာက္သည္အထိ မ်ားျပားမႈမရိွျခင္း (သုိ႔မဟုတ္) အမ်ားအား
ျဖင့္ တဆင့္ခံကန္ထ႐ိုက္တာမ်ား၏ ယာဥ္မ်ားကသာ သုံးစဲြၾကသည္ျဖစ္ရာ ပတ္၀န္းက်င္
ထိန္းသိမ္းေရးဆုိင္ရာ စံခ်ိန္စံညြန္းမ်ားကုိ သီးျခားထိန္းေက်ာင္းေပးခဲ့ရမႈမ်ားသာ ရိွခဲ့ပါသည္။
တဆင့္ခံကန္ထ႐ိုက္မ်ားမွာလည္း ပုံမွန္ညစ္ညမ္းမႈကာကြယ္ရန္ ျပဳျပင္ထိန္းသိမ္းျခင္းမ်ားႏွင့္
ေမာင္းႏွင္သူမ်ားအတြက္ လုံေလာက္ေသာအကာအရံမ်ား ျပဳလုပ္သုံးစဲြေစျခင္း၊ ႐ုပ္ၾကြင္းေလာင္စာ
သုံးစဲြမႈကုိ စီစစ္ၾကပ္မတ္ျခင္းမ်ား ေဆာင္ရြက္ခဲ့ေၾကာင္း ေတြ႔ရပါသည္။ လုပ္ငန္းမ်ား ေဆာင္ရြက္
ေတာ့မည့္အခ်ိန္တြင္မူ ယာဥ္ယႏၱရားစက္အားလုံးအတြက္ တၿပိဳင္တည္း ေန႔စဥ္ခန္႔မွန္း႐ုပ္ၾကြင္း
ေလာင္စာလုိအပ္ခ်က္မွာ စစ္ေတြၿမိဳ႕တြင္ ၂၁၈၄ လီတာႏွင့္ ပလက္၀ၿမိဳ႕တြင္ ၁၀၄၈ လီတာခန္႔
သုံးစဲြရမည္ျဖစ္ေၾကာင္း ေတြ႔ရိွရပါသည္။ စစ္ေတြဆိပ္ခံတံတားအတြက္ ၁ႏွစ္စာအျမင့္ဆုံး ႐ုပ္ၾကြင္း
ေလာင္စာလုိအပ္ခ်က္မွာ ၇၉၇၁၀၀ လီတာျဖစ္ၿပီး ပလက္၀ဆိပ္ခံတံတားအတြက္မူ ၃၈၂၅၂၀
လီတာခန္႔ျဖစ္ေၾကာင္း ေတြ႔ရိွရပါသည္။ ၀မ္းျပားေရယာဥ္ (Barge) မ်ားသည္ ၁ႏွစ္လွ်င္ ပ်မ္းမွ်
KMTT Project EIA/SIA Study Report and EMP 11
၁၂၀ ႀကိမ္ေျပးဆဲြမည္ျဖစ္ၿပီး ႐ုပ္ၾကြင္းေလာင္စာလုိအပ္ခ်က္မွာ ၁၆၃၅၇၉၇ လီတာခန္႔ျဖစ္ေၾကာင္း
ေတြ႔ရိွရပါသည္။ ထုိ႔ေၾကာင့္ စုစုေပါင္း Green House Gas (GHG) ထုတ္လုပ္မႈမွာ ၇၅၅၅ တန္
(ကာဗြန္ဒုိင္ေအာက္ဆုိဒ္) ျဖစ္ေၾကာင္း ေတြ႔ရိွရပါသည္။ အဆုိပါတြက္ခ်က္မႈတြင္ ဆိပ္ခံတံတားသုိ႔
ေရာက္ရိွလာႏိုင္ေသာ ျပည္ပမွေရယာဥ္မ်ားႏွင့္ ကုန္တင္ရန္ေရာက္ရိွလာမည့္ ကုန္တင္ေမာ္ေတာ္
ယာဥ္မ်ားမွထုတ္လႊတ္မည့္ ကာဗြန္ဒုိင္ေအာက္ဆုိဒ္မ်ား ထည့္သြင္းတြက္ခ်က္ထားမႈမရိွေသး
ေၾကာင္း သိရပါသည္။ အဆုိပါ ထုတ္လႊတ္မႈမ်ားတြင္ ေရယာဥ္မ်ား၏ ဆိပ္ကမ္းတြင္ ေမာင္းႏွင္ျခင္း၊
ေစာင့္ဆုိင္းျခင္း၊ ဆုိက္ကပ္ျခင္း၊ ကုန္တင္ကုန္ခ်ျပဳလုပ္ျခင္းႏွင့္ အျခားအေၾကာင္း အမ်ိဳးမ်ိဳးေပၚမူ
တြင္ ေျပာင္းလဲႏုိင္ေသာ္လည္း စစ္ေတြဆိပ္ကမ္းတစ္ခုလုံးထုတ္လႊင့္မႈ၏ ၃၀%ခန္႔ ျဖစ္ႏုိင္ေၾကာင္း
သိရိွရပါသည္။ ထုိ႔ေၾကာင့္ သေဘၤာမ်ားဆုိက္ကပ္ျခင္းႏွင့္ ကုန္တင္ေမာ္ေတာ္ယာဥ္မ်ား ၀င္ေရာက္
လုပ္ကုိင္မႈေၾကာင့္ တစ္ႏွစ္လွ်င္ ကာဗြန္ဒုိင္ေအာက္ဆုိက္ CO2 equivalent ၁၂၅၄၈ တန္
ထုတ္လြတ္ႏုိင္ေၾကာင္း ခန္႔မွန္းတြက္ခ်က္ရရိွပါသည္။
(င) တည္ေဆာက္ျခင္းႏွင့္ လုပ္ငန္းလည္ပတ္ျခင္းျပဳလုပ္ရာတြင္ ေလထုညစ္ညမ္းႏုိင္မႈအေျခအေန
တည္ေဆာက္ေရးကာလအတြင္း ေဆာက္လုပ္ေရးလုပ္ငန္းလုပ္ကုိင္ခဲ့သည့္ ကုမၸဏီတြင္ ေလထု
ညစ္ညမ္းမႈအေျခအေနကုိ အခ်ိန္မွန္တုိင္းတာစစ္ေဆး မွတ္တမ္းတင္ထားခဲ့ၿပီး အဆုိပါမွတ္တမ္း
မ်ားအရ ေရသတ္မွတ္စံခ်ိန္စံညြန္းမ်ားေအာက္တြင္ရိွခဲ့ေၾကာင္း ေတြ႔ရွိရပါသည္။ တည္ေဆာက္
ေနစဥ္ကာလတြင္လည္း Catalytic Converter မ်ားအသုံးျပဳျခင္း၊ ယာဥ္မ်ားတြင္ mufflers
မ်ားတပ္ဆင္ျခင္း၊ လုပ္ငန္းခြင္အား တစ္ေန႔လွ်င္ႏွစ္ႀကိမ္ ေရျဖန္းေဆးေၾကာျခင္း၊ ဖုန္မႈန္႔မ်ား
ေလထုအတြင္းမေရာက္ရိွေစရန္ ယာဥ္မ်ားတြင္ တာေပၚလစ္အုပ္၍ သယ္ယူပုိ႔ေဆာင္ေစျခင္းမ်ား
စသည့္ ထိခိုက္မႈေလ်ာ့နည္းေစသည့္နည္းလမ္းမ်ား က်င့္သုံးေဆာင္ရြက္ခဲ့ေၾကာင္း ေတြ႔ရိွခဲ့ရ
ပါသည္။ လုပ္ငန္းလည္ပတ္လုပ္ေဆာင္သည့္ကာလတြင္မူ ေလထုညစ္ညမ္းမႈဆုိင္ရာ တုိင္းတာ
စစ္ေဆးမႈမ်ားသည္ ပတ္၀န္းက်င္စီမံခန္႔ခဲြေရးအစီအစဥ္၏ (EMP) ၏ အစိတ္ပုိင္းတစ္ရပ္အျဖစ္
ႏွစ္စဥ္ေဆာင္ရြက္သြားရမည္ ျဖစ္ပါသည္။
(စ) ေဆာက္လုပ္ေရးလုပ္ငန္းမ်ားေၾကာင့္ အသံဆူညံမႈအေျခအေန
ေဆာက္လုပ္ေရးလုပ္ငန္းမ်ားကုိ ေဆာင္ရြက္ခဲ့ေသာ ကန္ထ႐ုိက္ကုမၸဏီတြင္ တည္ေဆာက္ေရး
ကာလအတြင္း အသံဆူညံမႈအဆင့္ကုိ အခ်ိန္အခါအလုိက္ တုိင္းတာေစာင့္ၾကည့္ ထိန္းသိမ္း
ခဲ့ေၾကာင္းေတြ႔ရိွရၿပီး မွတ္တမ္းမ်ားအရ သတ္မွတ္ထားေသာအဆင့္ကုိ ေက်ာ္လြန္ေဆာင္ရြက္
ခဲ့ျခင္းမရိွေၾကာင္း ေတြ႔ရိွရပါသည္။ ထုိ႔အျပင္ ေဆာက္လုပ္ေရးကုမၸဏီသည္ ေလမႈတ္စက္မ်ားတြင္
Muffler မ်ားတပ္ဆင္ျခင္း၊ အင္ဂ်င္မ်ားအား chassis မ်ားေပၚမွျဖဳတ္ခ်အသုံးျပဳျခင္း၊ အလွည့္က်
စနစ္ျဖင့္ ေဆာင္ရြက္ျခင္း၊ နားၾကပ္မ်ားတပ္ဆင္ေစျခင္း နည္းမ်ားျဖင့္ လုပ္သားမ်ားအား
ကာကြယ္ခဲ့ ေၾကာင္း ေတြ႔ရပါသည္။ လုပ္ငန္းမ်ားလည္ပတ္ေဆာင္ရြက္မည့္အခ်ိန္တြင္လည္း
ပတ္၀န္းက်င္ စီမံခန္႔ခြဲမႈဆုိင္ရာစီမံခ်က္ (EMP) ၏ အစိတ္အပို္င္းတစ္ရပ္အျဖစ္
ႏွစ္စဥ္အသံဆူညံမႈအား တုိင္းတာ ေစာင့္ၾကည့္သြားရမည္ျဖစ္ပါသည္။
၁၂၀ ႀကိမ္ေျပးဆဲြမည္ျဖစ္ၿပီး ႐ုပ္ၾကြင္းေလာင္စာလုိအပ္ခ်က္မွာ ၁၆၃၅၇၉၇ လီတာခန္႔ျဖစ္ေၾကာင္း
ေတြ႔ရိွရပါသည္။ ထုိ႔ေၾကာင့္ စုစုေပါင္း Green House Gas (GHG) ထုတ္လုပ္မႈမွာ ၇၅၅၅ တန္
(ကာဗြန္ဒုိင္ေအာက္ဆုိဒ္) ျဖစ္ေၾကာင္း ေတြ႔ရိွရပါသည္။ အဆုိပါတြက္ခ်က္မႈတြင္ ဆိပ္ခံတံတားသုိ႔
ေရာက္ရိွလာႏိုင္ေသာ ျပည္ပမွေရယာဥ္မ်ားႏွင့္ ကုန္တင္ရန္ေရာက္ရိွလာမည့္ ကုန္တင္ေမာ္ေတာ္
ယာဥ္မ်ားမွထုတ္လႊတ္မည့္ ကာဗြန္ဒုိင္ေအာက္ဆုိဒ္မ်ား ထည့္သြင္းတြက္ခ်က္ထားမႈမရိွေသး
ေၾကာင္း သိရပါသည္။ အဆုိပါ ထုတ္လႊတ္မႈမ်ားတြင္ ေရယာဥ္မ်ား၏ ဆိပ္ကမ္းတြင္ ေမာင္းႏွင္ျခင္း၊
ေစာင့္ဆုိင္းျခင္း၊ ဆုိက္ကပ္ျခင္း၊ ကုန္တင္ကုန္ခ်ျပဳလုပ္ျခင္းႏွင့္ အျခားအေၾကာင္း အမ်ိဳးမ်ိဳးေပၚမူ
တြင္ ေျပာင္းလဲႏုိင္ေသာ္လည္း စစ္ေတြဆိပ္ကမ္းတစ္ခုလုံးထုတ္လႊင့္မႈ၏ ၃၀%ခန္႔ ျဖစ္ႏုိင္ေၾကာင္း
သိရိွရပါသည္။ ထုိ႔ေၾကာင့္ သေဘၤာမ်ားဆုိက္ကပ္ျခင္းႏွင့္ ကုန္တင္ေမာ္ေတာ္ယာဥ္မ်ား ၀င္ေရာက္
လုပ္ကုိင္မႈေၾကာင့္ တစ္ႏွစ္လွ်င္ ကာဗြန္ဒုိင္ေအာက္ဆုိက္ CO2 equivalent ၁၂၅၄၈ တန္
ထုတ္လြတ္ႏုိင္ေၾကာင္း ခန္႔မွန္းတြက္ခ်က္ရရိွပါသည္။
(င) တည္ေဆာက္ျခင္းႏွင့္ လုပ္ငန္းလည္ပတ္ျခင္းျပဳလုပ္ရာတြင္ ေလထုညစ္ညမ္းႏုိင္မႈအေျခအေန
တည္ေဆာက္ေရးကာလအတြင္း ေဆာက္လုပ္ေရးလုပ္ငန္းလုပ္ကုိင္ခဲ့သည့္ ကုမၸဏီတြင္ ေလထု
ညစ္ညမ္းမႈအေျခအေနကုိ အခ်ိန္မွန္တုိင္းတာစစ္ေဆး မွတ္တမ္းတင္ထားခဲ့ၿပီး အဆုိပါမွတ္တမ္း
မ်ားအရ ေရသတ္မွတ္စံခ်ိန္စံညြန္းမ်ားေအာက္တြင္ရိွခဲ့ေၾကာင္း ေတြ႔ရွိရပါသည္။ တည္ေဆာက္
ေနစဥ္ကာလတြင္လည္း Catalytic Converter မ်ားအသုံးျပဳျခင္း၊ ယာဥ္မ်ားတြင္ mufflers
မ်ားတပ္ဆင္ျခင္း၊ လုပ္ငန္းခြင္အား တစ္ေန႔လွ်င္ႏွစ္ႀကိမ္ ေရျဖန္းေဆးေၾကာျခင္း၊ ဖုန္မႈန္႔မ်ား
ေလထုအတြင္းမေရာက္ရိွေစရန္ ယာဥ္မ်ားတြင္ တာေပၚလစ္အုပ္၍ သယ္ယူပုိ႔ေဆာင္ေစျခင္းမ်ား
စသည့္ ထိခိုက္မႈေလ်ာ့နည္းေစသည့္နည္းလမ္းမ်ား က်င့္သုံးေဆာင္ရြက္ခဲ့ေၾကာင္း ေတြ႔ရိွခဲ့ရ
ပါသည္။ လုပ္ငန္းလည္ပတ္လုပ္ေဆာင္သည့္ကာလတြင္မူ ေလထုညစ္ညမ္းမႈဆုိင္ရာ တုိင္းတာ
စစ္ေဆးမႈမ်ားသည္ ပတ္၀န္းက်င္စီမံခန္႔ခဲြေရးအစီအစဥ္၏ (EMP) ၏ အစိတ္ပုိင္းတစ္ရပ္အျဖစ္
ႏွစ္စဥ္ေဆာင္ရြက္သြားရမည္ ျဖစ္ပါသည္။
(စ) ေဆာက္လုပ္ေရးလုပ္ငန္းမ်ားေၾကာင့္ အသံဆူညံမႈအေျခအေန
ေဆာက္လုပ္ေရးလုပ္ငန္းမ်ားကုိ ေဆာင္ရြက္ခဲ့ေသာ ကန္ထ႐ုိက္ကုမၸဏီတြင္ တည္ေဆာက္ေရး
ကာလအတြင္း အသံဆူညံမႈအဆင့္ကုိ အခ်ိန္အခါအလုိက္ တုိင္းတာေစာင့္ၾကည့္ ထိန္းသိမ္း
ခဲ့ေၾကာင္းေတြ႔ရိွရၿပီး မွတ္တမ္းမ်ားအရ သတ္မွတ္ထားေသာအဆင့္ကုိ ေက်ာ္လြန္ေဆာင္ရြက္
ခဲ့ျခင္းမရိွေၾကာင္း ေတြ႔ရိွရပါသည္။ ထုိ႔အျပင္ ေဆာက္လုပ္ေရးကုမၸဏီသည္ ေလမႈတ္စက္မ်ားတြင္
Muffler မ်ားတပ္ဆင္ျခင္း၊ အင္ဂ်င္မ်ားအား chassis မ်ားေပၚမွျဖဳတ္ခ်အသုံးျပဳျခင္း၊ အလွည့္က်
စနစ္ျဖင့္ ေဆာင္ရြက္ျခင္း၊ နားၾကပ္မ်ားတပ္ဆင္ေစျခင္း နည္းမ်ားျဖင့္ လုပ္သားမ်ားအား
ကာကြယ္ခဲ့ ေၾကာင္း ေတြ႔ရပါသည္။ လုပ္ငန္းမ်ားလည္ပတ္ေဆာင္ရြက္မည့္အခ်ိန္တြင္လည္း
ပတ္၀န္းက်င္ စီမံခန္႔ခြဲမႈဆုိင္ရာစီမံခ်က္ (EMP) ၏ အစိတ္အပို္င္းတစ္ရပ္အျဖစ္
ႏွစ္စဥ္အသံဆူညံမႈအား တုိင္းတာ ေစာင့္ၾကည့္သြားရမည္ျဖစ္ပါသည္။
KMTT Project EIA/SIA Study Report and EMP 12
(ဆ) စြန္႔ျပစ္ပစၥည္းမ်ား ေဆာင္ရြက္မႈအေျခအေန
တည္ေဆာက္ေရးကာလတြင္ ေန႔စဥ္စြန္႔ပစ္ပစၥည္း ၁.၅ တန္ ထြက္ရိွခဲ့ၿပီး ျပည္တြင္းအမိႈက္သယ္ယူ
ပုိ႔ေဆာင္ေရးစနစ္ျဖင့္ စြန္႔ပစ္ခဲ့ပါသည္။ အႏၱရာယ္ရိွေသာ စြန္႔ပစ္ပစၥည္းမ်ားအားလည္း အဆုိပါ
အမိႈက္က်ံဳးစနစ္ျဖင့္ပင္ စြန္႔ပစ္ပါသည္။ ေရယာဥ္မ်ားႏွင့္ ပင္လယ္ကူးသေဘၤာမ်ားမွ
ထြက္ရိွလာမည့္ စြန္႔ပစ္ပစၥည္းမ်ားအား MARPOL လုပ္ထံုးလုပ္နည္းမ်ားႏွင့္အညီ
စီစစ္ေဆာင္ရြက္သြားမည္ျဖစ္ ပါသည္။ လုပ္ငန္းလည္ပတ္ေဆာင္ရြက္မည့္အခ်ိန္တြင္မူ
ပတ္၀န္းက်င္စီမံခန္႔ခဲြေရးစီမံခ်က္ (EMP) ၏ အစိတ္အပိုင္းတစ္ရပ္အျဖစ္ ႏွစ္စဥ္ေျမေအာင္ေရႏွင့္
ေျမျပင္ေပၚရိွေရမ်ား၏ အရည္အေသြးမ်ား ကုိ စစ္ေဆးေစာင့္ၾကည့္သြားရမည္ျဖစ္ပါသည္။
(ဇ) လွ်ပ္စစ္ဓါတ္အားသုံးစဲြမႈေၾကာင့္ သြယ္၀ုိက္ျဖစ္ေပၚလာႏုိင္ေသာ GHG Green House Gas
ထုတ္လုပ္မႈအေျခအေန
တည္ေဆာက္ေရးကာလ (Construction Phase) တြင္ လုပ္ငန္းခြင္ေ၀းကြာသျဖင့္ လွ်ပ္စစ္ဓါတ္
အားသုံးစဲြမႈမွာ အကန္႔အသတ္ျဖင့္သာ ေဆာင္ရြက္ခဲ့ပါသည္။ ဓါတ္အားသုံးစဲြမႈမွာ စစ္ေတြဆိပ္ကမ္း
တြင္ ၉၂၂ kVA ႏွင့္ ပလက္၀ဆိပ္ကမ္းတြင္ ၂၉၉ kVA ရိွႏုိင္ၿပီး စီမံကိန္းဒီဇုိင္းေရးဆဲြစဥ္ကပင္
စစ္ေတြအတြက္ ၁၀၀၀ kVA ႏွင့္ ပလက္၀အတြက္ ၅၀၀ kVA လုိအပ္မည္ျဖစ္ေၾကာင္း တြက္ခ်က္
ေဆာက္လုပ္ခဲ့ပါသည္။ စစ္ေတြႏွင့္ ပလက္၀ဆိပ္ကမ္းမ်ားတြင္ တစ္ရက္လွ်င္၂၄ နာရီ မနားတမ္း
အခ်ိန္ျပည့္လုပ္ငန္းေဆာင္ရြက္ပါက လွ်ပ္စစ္စြမ္းအင္လုိအပ္္ခ်က္မွာ တစ္ႏွစ္လွ်င္ ၅၂၁၉၅၈ kWhr
ျဖစ္ၿပီး GHG Green House Gas ထုတ္လႊတ္မႈမွာ ၂၀၆၀ တန္ (CO2 Equivalent) ျဖစ္ေၾကာင္း
ေတြ႔ရိွရပါသည္။
(စ်) ေရအရင္းအျမစ္မ်ားအေပၚ ထိခုိက္မႈအေျခအေန
ေဆာက္လုပ္ေရးလုပ္ငန္းျပဳလုပ္စဥ္တြင္ ကြန္ကရစ္ေဖ်ာ္ျခင္း၊ သန္႔ရွင္းေရးျပဳလုပ္ျခင္းႏွင့္ လုပ္သား
မ်ား တကို္ယ္ေရအသုံးျပဳျခင္းတုိ႔တြင္ သုံးစြဲခဲ့သည့္ ေရပမာဏမွာ မွတ္တမ္းတင္ႏုိင္သည့္ ပမာဏ
မရိွခဲ့ေၾကာင္း ေတြ႔ရပါသည္။ သုိ႔ရာတြင္ လုပ္ငန္းမ်ားစတင္လည္ပတ္သည့္ကာလတြင္( Operation
Phase) တြင္မူ ေန႔စဥ္ လူတုိ႔၏ ေသာက္သုံးေရးသုံးစဲြမႈ ၉၀ လီတာ အၿမဲရိွႏုိင္ၿပီး စစ္ေတြဆိပ္ကမ္း
တစ္ခုလုံးအတြက္ တစ္ေန႔လွ်င္ ၁၀၀၀၀၀ လီတာႏွင့္ ပလက္၀ဆိပ္ကမ္းအတြက္ ၆၅၀၀၀ လီတာ
သုံးစဲြသြားရမည္ျဖစ္ပါသည္။ ဆိပ္ကမ္းမ်ားတြင္တပ္ဆင္ထားေသာ မီၿငိမ္းသတ္မႈစနစ္မ်ားတြင္
လည္း ေရသုိေလွာင္မႈရိွမည္။
(ည) (ျမစ္တြင္းသြား) ၀မ္းျပားေရယာဥ္ (Barges) မ်ား၏ ဧရာပ်က္စီးမႈေၾကာင့္ျဖစ္ေပၚလာမည့္
အႏၱရာယ္ ရိွေသာ ကုန္ပစၥည္းမ်ား ျမစ္အတြင္း ဖိတ္စဥ္ႏုိင္မႈအေျခအေန
လုပ္ငန္းမ်ားလည္ပတ္လုပ္ေဆာင္ေနခ်ိန္တြင္ ၀မ္းျပားေရယာဥ္မ်ား၏ မေတာ္တဆမႈမ်ား ျဖစ္ေပၚ
ႏုိင္မႈေၾကာင့္ ၎မွတဆင့္အႏၱရာယ္ရိွပစၥည္းမ်ား၊ ဓါတုေဗဒပစၥည္းမ်ား ျမစ္အတြင္း ဖိတ္စဥ္
(ဆ) စြန္႔ျပစ္ပစၥည္းမ်ား ေဆာင္ရြက္မႈအေျခအေန
တည္ေဆာက္ေရးကာလတြင္ ေန႔စဥ္စြန္႔ပစ္ပစၥည္း ၁.၅ တန္ ထြက္ရိွခဲ့ၿပီး ျပည္တြင္းအမိႈက္သယ္ယူ
ပုိ႔ေဆာင္ေရးစနစ္ျဖင့္ စြန္႔ပစ္ခဲ့ပါသည္။ အႏၱရာယ္ရိွေသာ စြန္႔ပစ္ပစၥည္းမ်ားအားလည္း အဆုိပါ
အမိႈက္က်ံဳးစနစ္ျဖင့္ပင္ စြန္႔ပစ္ပါသည္။ ေရယာဥ္မ်ားႏွင့္ ပင္လယ္ကူးသေဘၤာမ်ားမွ
ထြက္ရိွလာမည့္ စြန္႔ပစ္ပစၥည္းမ်ားအား MARPOL လုပ္ထံုးလုပ္နည္းမ်ားႏွင့္အညီ
စီစစ္ေဆာင္ရြက္သြားမည္ျဖစ္ ပါသည္။ လုပ္ငန္းလည္ပတ္ေဆာင္ရြက္မည့္အခ်ိန္တြင္မူ
ပတ္၀န္းက်င္စီမံခန္႔ခဲြေရးစီမံခ်က္ (EMP) ၏ အစိတ္အပိုင္းတစ္ရပ္အျဖစ္ ႏွစ္စဥ္ေျမေအာင္ေရႏွင့္
ေျမျပင္ေပၚရိွေရမ်ား၏ အရည္အေသြးမ်ား ကုိ စစ္ေဆးေစာင့္ၾကည့္သြားရမည္ျဖစ္ပါသည္။
(ဇ) လွ်ပ္စစ္ဓါတ္အားသုံးစဲြမႈေၾကာင့္ သြယ္၀ုိက္ျဖစ္ေပၚလာႏုိင္ေသာ GHG Green House Gas
ထုတ္လုပ္မႈအေျခအေန
တည္ေဆာက္ေရးကာလ (Construction Phase) တြင္ လုပ္ငန္းခြင္ေ၀းကြာသျဖင့္ လွ်ပ္စစ္ဓါတ္
အားသုံးစဲြမႈမွာ အကန္႔အသတ္ျဖင့္သာ ေဆာင္ရြက္ခဲ့ပါသည္။ ဓါတ္အားသုံးစဲြမႈမွာ စစ္ေတြဆိပ္ကမ္း
တြင္ ၉၂၂ kVA ႏွင့္ ပလက္၀ဆိပ္ကမ္းတြင္ ၂၉၉ kVA ရိွႏုိင္ၿပီး စီမံကိန္းဒီဇုိင္းေရးဆဲြစဥ္ကပင္
စစ္ေတြအတြက္ ၁၀၀၀ kVA ႏွင့္ ပလက္၀အတြက္ ၅၀၀ kVA လုိအပ္မည္ျဖစ္ေၾကာင္း တြက္ခ်က္
ေဆာက္လုပ္ခဲ့ပါသည္။ စစ္ေတြႏွင့္ ပလက္၀ဆိပ္ကမ္းမ်ားတြင္ တစ္ရက္လွ်င္၂၄ နာရီ မနားတမ္း
အခ်ိန္ျပည့္လုပ္ငန္းေဆာင္ရြက္ပါက လွ်ပ္စစ္စြမ္းအင္လုိအပ္္ခ်က္မွာ တစ္ႏွစ္လွ်င္ ၅၂၁၉၅၈ kWhr
ျဖစ္ၿပီး GHG Green House Gas ထုတ္လႊတ္မႈမွာ ၂၀၆၀ တန္ (CO2 Equivalent) ျဖစ္ေၾကာင္း
ေတြ႔ရိွရပါသည္။
(စ်) ေရအရင္းအျမစ္မ်ားအေပၚ ထိခုိက္မႈအေျခအေန
ေဆာက္လုပ္ေရးလုပ္ငန္းျပဳလုပ္စဥ္တြင္ ကြန္ကရစ္ေဖ်ာ္ျခင္း၊ သန္႔ရွင္းေရးျပဳလုပ္ျခင္းႏွင့္ လုပ္သား
မ်ား တကို္ယ္ေရအသုံးျပဳျခင္းတုိ႔တြင္ သုံးစြဲခဲ့သည့္ ေရပမာဏမွာ မွတ္တမ္းတင္ႏုိင္သည့္ ပမာဏ
မရိွခဲ့ေၾကာင္း ေတြ႔ရပါသည္။ သုိ႔ရာတြင္ လုပ္ငန္းမ်ားစတင္လည္ပတ္သည့္ကာလတြင္( Operation
Phase) တြင္မူ ေန႔စဥ္ လူတုိ႔၏ ေသာက္သုံးေရးသုံးစဲြမႈ ၉၀ လီတာ အၿမဲရိွႏုိင္ၿပီး စစ္ေတြဆိပ္ကမ္း
တစ္ခုလုံးအတြက္ တစ္ေန႔လွ်င္ ၁၀၀၀၀၀ လီတာႏွင့္ ပလက္၀ဆိပ္ကမ္းအတြက္ ၆၅၀၀၀ လီတာ
သုံးစဲြသြားရမည္ျဖစ္ပါသည္။ ဆိပ္ကမ္းမ်ားတြင္တပ္ဆင္ထားေသာ မီၿငိမ္းသတ္မႈစနစ္မ်ားတြင္
လည္း ေရသုိေလွာင္မႈရိွမည္။
(ည) (ျမစ္တြင္းသြား) ၀မ္းျပားေရယာဥ္ (Barges) မ်ား၏ ဧရာပ်က္စီးမႈေၾကာင့္ျဖစ္ေပၚလာမည့္
အႏၱရာယ္ ရိွေသာ ကုန္ပစၥည္းမ်ား ျမစ္အတြင္း ဖိတ္စဥ္ႏုိင္မႈအေျခအေန
လုပ္ငန္းမ်ားလည္ပတ္လုပ္ေဆာင္ေနခ်ိန္တြင္ ၀မ္းျပားေရယာဥ္မ်ား၏ မေတာ္တဆမႈမ်ား ျဖစ္ေပၚ
ႏုိင္မႈေၾကာင့္ ၎မွတဆင့္အႏၱရာယ္ရိွပစၥည္းမ်ား၊ ဓါတုေဗဒပစၥည္းမ်ား ျမစ္အတြင္း ဖိတ္စဥ္
KMTT Project EIA/SIA Study Report and EMP 13
ႏုိင္ပါသည္။ စီစစ္ခ်က္မ်ားအရ တည္ေဆာက္လွ်က္ရိွေသာ ၀မ္းျပားေရယာဥ္ (Barges) မ်ားမွာ
ဧရာ (၂) ထပ္ တည္ေဆာက္ထားၿပီး ပင္လယ္အတြင္း သြားလာႏုိင္မႈရိွ/မရိွ တတိယပါတီျဖင့္
စီစစ္အသိအမွတ္ျပဳလက္မွတ္ရရိွႏုိင္ရန္ စီစဥ္ေဆာင္ရြက္ေနေၾကာင္း ေတြ႔ရပါသည္။ အထက္ပါ
အခ်က္မ်ားအျပင္ လုပ္ငန္းမ်ားလည္ပတ္ေဆာင္ရြက္သည့္ကာလ (Operation Phase) တြင္
မေတာ္တဆ မီးေလာင္မႈ၊ ဆိပ္ကမ္းျမစ္ႏွင့္လမ္းမ်ားအတြင္း ယာဥ္ေၾကာၾကပ္တည္းမႈတုိ႔ကဲ့သုိ႔
မေမွ်ာ္မွန္းႏုိ္င္ေသာ ပတ္၀န္းက်င္သက္ေရာက္မႈမ်ား ျဖစ္ေပၚလာႏုိင္ပါသည္။ အဆုိပါ မလုိလားအပ္
သည့္ ပတ္၀န္းက်င္ဆုိင္ရာသက္ေရာက္မႈမ်ားအတြက္ (Negative Environment Impact) မ်ား
အတြက္ ေဆာင္ရြက္ရမည့္ ပတ္၀န္းက်င္ စီမံခန္႔ခဲြမႈဆုိင္ရာစီမံခ်က္ (EMP) အား Section (8)
အခန္း (၈) တြင္ ေဖာ္ျပထားပါသည္။
ေလ့လာစမ္းစစ္ခ်က္အေပၚတင္ျပခ်က္
၉။ ၿပီးစီးလုနီးပါးျဖစ္ေသာ တည္ေဆာက္ေရးကာလအတြင္း ေဆာက္လုပ္ေရးကန္ထ႐ိုက္တာကုမၸဏီ
ႏွင့္ စီမံကိန္းေဖာ္ေဆာင္သူတုိ႔သည္ ေဆာက္လုပ္ေရးလုပ္ငန္းေၾကာင့္ျဖစ္ေပၚလာမည့္
ပတ္၀န္းက်င္ ဆုိင္ရာလုပ္ငန္းမ်ားကုိ လုံေလာက္ေသာေစာင့္ၾကည့္တုိင္းတာမႈ၊
တုံ႔ျပန္ေဆာင္ရြက္မႈႏွင့္ ထိန္းခ်ဳပ္မႈ လုပ္ငန္းစဥ္မ်ားကုိ ေဆာင္ရြက္ခဲ့ေၾကာင္းေတြ႔ရိွရပါသည္။
ေဆာင္ရြက္ခဲ့ေသာ တုိင္းတာမႈမွတ္တမ္း မ်ားကုိ ေလ့လာစီစစ္ျခင္း၊ EIA
ေလ့လာဆန္းစစ္မႈျပဳလုပ္စဥ္ နမူနာေကာက္ယူ စစ္ေဆး မွတ္တမ္း တင္ေလ့လာျခင္းမ်ားအရ
ေဆာက္လုပ္ေရးလုပ္ငန္း ေဆာင္ရြက္ခဲ့မႈေၾကာင့္ ပတ္၀န္းက်င္ညစ္ညမ္း မႈျဖစ္ေပၚေစျခင္း၊
ဇီ၀မ်ိဳးစုံမ်ိဳးကဲြမ်ား ထိခုိက္ပ်က္စီးေစျခင္း၊ ျပည္သူမ်ားႏွင့္ လူမႈအဖဲြ႕အစည္းမ်ား၏ ဘ၀ေနထုိင္မႈကုိ
ေႏွာင့္ယွက္ဖ်က္စီးေစျခင္းမ်ားမရိွခဲ့ေၾကာင္း အတည္ျပဳႏုိင္ခဲ့ပါသည္။ ထုိ႔အျပင္
စီမံကိန္းတည္ေဆာက္မႈေၾကာင့္ ေျပာင္းေရႊ႕ေနထုိင္ရျခင္း (resettlement)၊ ေျမသိမ္းပုိက္ျခင္း
(Land Acquisition) အတင္းအၾကပ္ေစခုိင္းျခင္း (forced labour) ျဖစ္စဥ္မ်ားလည္း
မျဖစ္ေပၚခဲ့ေၾကာင္းေတြ႕ရပါသည္။ စီမံကိန္းလုပ္ငန္းမ်ား လည္ပတ္ေဆာင္ရြက္ခ်ိန္တြင္မူ ေဖာ္ထုတ္
ေရးဆဲြထားေသာ ပတ္၀န္းက်င္စီမံခန္႔ခဲြမႈစီမံခ်က္ (EMP) အရ ေကာင္းစြာစီမံခန္႔ခဲြ၊ ေစာင့္ၾကပ္
ၾကည့္႐ႈ၊ ထိန္းခ်ဳပ္ႏုိင္သည့္ ပတ္၀န္းက်ငအေပၚ သက္ရာက္မႈတစ္ခ်ိဳ႕ ရိွေၾကာင္း ေတြ႔ရိွရပါသည္။
အဆုိပါ ပတ္၀န္းက်င္စီမံခန္႔ခဲြမႈ စီမံခ်က္ (EMP) အရ ဆိပ္ကမ္းလုပ္ငန္းမ်ားေဆာင္ရြက္စဥ္ ေလထု
အရည္အေသြး၊ ေျမေအာက္ႏွင့္ ေျမေပၚေရအရည္အေသြး၊ အသံဆူညံမႈအဆင့္၊ ေသာင္တူးျခင္းမွ
ျဖစ္ေပၚလာမည့္ ေျမအေရအေသြး စစ္ေဆးျခင္းမ်ားကုိ လြတ္လပ္ေသာ
တတိယအဖဲြ႕အစည္းမ်ား၏ ဓါတ္ခဲြစစ္ေဆးမႈမ်ားျဖင့္ အခ်ိန္ႏွင့္တေျပးညီ စစ္ေဆးစီစစ္ၾကပ္မတ္ၿပီး
ပတ္၀န္းက်င္ဆုိင္ရာ လုိအပ္ခ်က္မ်ားကုိ တိက်စြာျပည့္မီွေအာင္ ေဆာင္ရြက္သြားရမည္ျဖစ္ပါသည္။
စီမံကိန္းလုပ္ငန္းမ်ား လည္ပတ္ေဆာင္ရြက္ခ်ိန္ (Operation Phase) တြင္
ပတ္၀န္းက်င္စီမံခန္႔ခဲြမႈအစီအစဥ္ (EMP) အရ ေဆာင္ရြက္ရမည့္ လုပ္ငန္းမ်ားအား
ေအာက္ပါအတုိင္း ေဖာ္ထုတ္ရရွိခဲ့ပါသည္ -
ႏုိင္ပါသည္။ စီစစ္ခ်က္မ်ားအရ တည္ေဆာက္လွ်က္ရိွေသာ ၀မ္းျပားေရယာဥ္ (Barges) မ်ားမွာ
ဧရာ (၂) ထပ္ တည္ေဆာက္ထားၿပီး ပင္လယ္အတြင္း သြားလာႏုိင္မႈရိွ/မရိွ တတိယပါတီျဖင့္
စီစစ္အသိအမွတ္ျပဳလက္မွတ္ရရိွႏုိင္ရန္ စီစဥ္ေဆာင္ရြက္ေနေၾကာင္း ေတြ႔ရပါသည္။ အထက္ပါ
အခ်က္မ်ားအျပင္ လုပ္ငန္းမ်ားလည္ပတ္ေဆာင္ရြက္သည့္ကာလ (Operation Phase) တြင္
မေတာ္တဆ မီးေလာင္မႈ၊ ဆိပ္ကမ္းျမစ္ႏွင့္လမ္းမ်ားအတြင္း ယာဥ္ေၾကာၾကပ္တည္းမႈတုိ႔ကဲ့သုိ႔
မေမွ်ာ္မွန္းႏုိ္င္ေသာ ပတ္၀န္းက်င္သက္ေရာက္မႈမ်ား ျဖစ္ေပၚလာႏုိင္ပါသည္။ အဆုိပါ မလုိလားအပ္
သည့္ ပတ္၀န္းက်င္ဆုိင္ရာသက္ေရာက္မႈမ်ားအတြက္ (Negative Environment Impact) မ်ား
အတြက္ ေဆာင္ရြက္ရမည့္ ပတ္၀န္းက်င္ စီမံခန္႔ခဲြမႈဆုိင္ရာစီမံခ်က္ (EMP) အား Section (8)
အခန္း (၈) တြင္ ေဖာ္ျပထားပါသည္။
ေလ့လာစမ္းစစ္ခ်က္အေပၚတင္ျပခ်က္
၉။ ၿပီးစီးလုနီးပါးျဖစ္ေသာ တည္ေဆာက္ေရးကာလအတြင္း ေဆာက္လုပ္ေရးကန္ထ႐ိုက္တာကုမၸဏီ
ႏွင့္ စီမံကိန္းေဖာ္ေဆာင္သူတုိ႔သည္ ေဆာက္လုပ္ေရးလုပ္ငန္းေၾကာင့္ျဖစ္ေပၚလာမည့္
ပတ္၀န္းက်င္ ဆုိင္ရာလုပ္ငန္းမ်ားကုိ လုံေလာက္ေသာေစာင့္ၾကည့္တုိင္းတာမႈ၊
တုံ႔ျပန္ေဆာင္ရြက္မႈႏွင့္ ထိန္းခ်ဳပ္မႈ လုပ္ငန္းစဥ္မ်ားကုိ ေဆာင္ရြက္ခဲ့ေၾကာင္းေတြ႔ရိွရပါသည္။
ေဆာင္ရြက္ခဲ့ေသာ တုိင္းတာမႈမွတ္တမ္း မ်ားကုိ ေလ့လာစီစစ္ျခင္း၊ EIA
ေလ့လာဆန္းစစ္မႈျပဳလုပ္စဥ္ နမူနာေကာက္ယူ စစ္ေဆး မွတ္တမ္း တင္ေလ့လာျခင္းမ်ားအရ
ေဆာက္လုပ္ေရးလုပ္ငန္း ေဆာင္ရြက္ခဲ့မႈေၾကာင့္ ပတ္၀န္းက်င္ညစ္ညမ္း မႈျဖစ္ေပၚေစျခင္း၊
ဇီ၀မ်ိဳးစုံမ်ိဳးကဲြမ်ား ထိခုိက္ပ်က္စီးေစျခင္း၊ ျပည္သူမ်ားႏွင့္ လူမႈအဖဲြ႕အစည္းမ်ား၏ ဘ၀ေနထုိင္မႈကုိ
ေႏွာင့္ယွက္ဖ်က္စီးေစျခင္းမ်ားမရိွခဲ့ေၾကာင္း အတည္ျပဳႏုိင္ခဲ့ပါသည္။ ထုိ႔အျပင္
စီမံကိန္းတည္ေဆာက္မႈေၾကာင့္ ေျပာင္းေရႊ႕ေနထုိင္ရျခင္း (resettlement)၊ ေျမသိမ္းပုိက္ျခင္း
(Land Acquisition) အတင္းအၾကပ္ေစခုိင္းျခင္း (forced labour) ျဖစ္စဥ္မ်ားလည္း
မျဖစ္ေပၚခဲ့ေၾကာင္းေတြ႕ရပါသည္။ စီမံကိန္းလုပ္ငန္းမ်ား လည္ပတ္ေဆာင္ရြက္ခ်ိန္တြင္မူ ေဖာ္ထုတ္
ေရးဆဲြထားေသာ ပတ္၀န္းက်င္စီမံခန္႔ခဲြမႈစီမံခ်က္ (EMP) အရ ေကာင္းစြာစီမံခန္႔ခဲြ၊ ေစာင့္ၾကပ္
ၾကည့္႐ႈ၊ ထိန္းခ်ဳပ္ႏုိင္သည့္ ပတ္၀န္းက်ငအေပၚ သက္ရာက္မႈတစ္ခ်ိဳ႕ ရိွေၾကာင္း ေတြ႔ရိွရပါသည္။
အဆုိပါ ပတ္၀န္းက်င္စီမံခန္႔ခဲြမႈ စီမံခ်က္ (EMP) အရ ဆိပ္ကမ္းလုပ္ငန္းမ်ားေဆာင္ရြက္စဥ္ ေလထု
အရည္အေသြး၊ ေျမေအာက္ႏွင့္ ေျမေပၚေရအရည္အေသြး၊ အသံဆူညံမႈအဆင့္၊ ေသာင္တူးျခင္းမွ
ျဖစ္ေပၚလာမည့္ ေျမအေရအေသြး စစ္ေဆးျခင္းမ်ားကုိ လြတ္လပ္ေသာ
တတိယအဖဲြ႕အစည္းမ်ား၏ ဓါတ္ခဲြစစ္ေဆးမႈမ်ားျဖင့္ အခ်ိန္ႏွင့္တေျပးညီ စစ္ေဆးစီစစ္ၾကပ္မတ္ၿပီး
ပတ္၀န္းက်င္ဆုိင္ရာ လုိအပ္ခ်က္မ်ားကုိ တိက်စြာျပည့္မီွေအာင္ ေဆာင္ရြက္သြားရမည္ျဖစ္ပါသည္။
စီမံကိန္းလုပ္ငန္းမ်ား လည္ပတ္ေဆာင္ရြက္ခ်ိန္ (Operation Phase) တြင္
ပတ္၀န္းက်င္စီမံခန္႔ခဲြမႈအစီအစဥ္ (EMP) အရ ေဆာင္ရြက္ရမည့္ လုပ္ငန္းမ်ားအား
ေအာက္ပါအတုိင္း ေဖာ္ထုတ္ရရွိခဲ့ပါသည္ -
KMTT Project EIA/SIA Study Report and EMP 14
(က) ေလထုအေရအေသြး (Air quality)၊ ေျမေအာက္ေျမေပၚ ေရအရည္အေသြး (Ground/Surface
Water quality)၊ အသံဆူညံမႈအဆင့္ (Noise Level ၊ တူးေဖာ္မႈျပဳလုပ္ခဲ့သည့္ ေျမအေျခအေန
(Soil from dredging) တုိ႔အား ႏွစ္စဥ္ သုိ႔မဟုတ္ (၆)လတစ္ႀကိမ္ လြတ္လပ္ေသာ တတိယပါတီ
ဓါတ္ခဲြခန္းတြင္ စမ္းသပ္စစ္ေဆးစီစစ္မွတ္တမ္းတင္ျခင္း။
(ခ) လွ်ပ္စစ္စြမ္းအား ႐ုပ္ၾကြင္းေလာင္စာႏွင့္ ေရတုိ႔ကုိ ထိေရာက္စြာ အသုံးျပဳမႈ ရွိ/မရိွအား ႏွစ္စဥ္
စာရင္း စစ္အဖဲြ႔ျဖင့္ ေစာင့္ၾကည့္စစ္ေဆးမႈမ်ား ျပဳလုပ္ျခင္း။
(ဂ) ဆိပ္ကမ္းလုပ္ငန္း လုပ္ကုိင္မည့္အခ်ိန္ (Port time) ႏွင့္ ဆိပ္ကမ္းကပ္ရန္ ေခၚယူခ်ိန္ (Berth time
for the ship calling the port) ေလ်ာ့နည္းသြားေစရန္ ေဆာင္ရြက္ျခင္း။
(ဃ) ဆိပ္ကမ္းသုိ႔ဆုိက္ကပ္မည့္ ပင္လယ္ကူးသေဘၤာအားလုံး MARPOL 73/78 regulations လုပ္ထုံး
လုပ္နည္းမ်ားအတုိင္း တိက်စြာ လုိက္နာေစရန္ေဆာင္ရြက္ျခင္း။
(င) ႀကိဳတင္ကာကြယ္ေရး ျပဳျပင္ထိန္းသိမ္းမႈမ်ားႏွင့္ အေရးေပၚအေျခအေနအတြက္
ႀကိဳတင္ဇာတ္တုိက္ ေလ့က်င့္ ျပင္ဆင္ထားမႈအေျခအေနကုိ ႏွစ္စဥ္စစ္ေဆးျခင္း။
(စ) ျပည္တြင္းေရေၾကာင္းသြားလာေရး IWT ၏ ၀မ္းျပားေရယာဥ္မ်ား ပင္လယ္ေရျပင္တြင္ သြားလာ
အသုံးျပဳႏုိင္မႈ ရိွ/မရိွအား တတိယအဖဲြ႔အစည္းျဖင့္ စစ္ေဆး၍ အဆင့္သတ္မွတ္ အသိအမွတ္ျပဳ
လက္မွတ္ထုတ္ေပးထားျခင္း။
(ဆ) မီးေဘးအႏၱရာယ္ကာကြယ္တားဆီးေရးစနစ္ႏွင့္ ၀မ္းျပားေရယာဥ္မ်ားအား လစဥ္ ေဘးကင္းလုံျခံဳမႈ
ဆုိင္ရာ စစ္ေဆးေရးအဖဲြ႔ျဖင့္ စစ္ေဆးျခင္း။
(ဇ) ဆိပ္ကမ္း၊ ဆိပ္ခံတံတားႏွင့္ ၀မ္းျပားေရယာဥ္မ်ားမွ ၀န္ထမ္းမ်ားအား သက္ဆုိင္ရာဘာသာရပ္
အလိုက္ ပုံမွန္သင္တန္းမ်ားေပးျခင္း။
(က) ေလထုအေရအေသြး (Air quality)၊ ေျမေအာက္ေျမေပၚ ေရအရည္အေသြး (Ground/Surface
Water quality)၊ အသံဆူညံမႈအဆင့္ (Noise Level ၊ တူးေဖာ္မႈျပဳလုပ္ခဲ့သည့္ ေျမအေျခအေန
(Soil from dredging) တုိ႔အား ႏွစ္စဥ္ သုိ႔မဟုတ္ (၆)လတစ္ႀကိမ္ လြတ္လပ္ေသာ တတိယပါတီ
ဓါတ္ခဲြခန္းတြင္ စမ္းသပ္စစ္ေဆးစီစစ္မွတ္တမ္းတင္ျခင္း။
(ခ) လွ်ပ္စစ္စြမ္းအား ႐ုပ္ၾကြင္းေလာင္စာႏွင့္ ေရတုိ႔ကုိ ထိေရာက္စြာ အသုံးျပဳမႈ ရွိ/မရိွအား ႏွစ္စဥ္
စာရင္း စစ္အဖဲြ႔ျဖင့္ ေစာင့္ၾကည့္စစ္ေဆးမႈမ်ား ျပဳလုပ္ျခင္း။
(ဂ) ဆိပ္ကမ္းလုပ္ငန္း လုပ္ကုိင္မည့္အခ်ိန္ (Port time) ႏွင့္ ဆိပ္ကမ္းကပ္ရန္ ေခၚယူခ်ိန္ (Berth time
for the ship calling the port) ေလ်ာ့နည္းသြားေစရန္ ေဆာင္ရြက္ျခင္း။
(ဃ) ဆိပ္ကမ္းသုိ႔ဆုိက္ကပ္မည့္ ပင္လယ္ကူးသေဘၤာအားလုံး MARPOL 73/78 regulations လုပ္ထုံး
လုပ္နည္းမ်ားအတုိင္း တိက်စြာ လုိက္နာေစရန္ေဆာင္ရြက္ျခင္း။
(င) ႀကိဳတင္ကာကြယ္ေရး ျပဳျပင္ထိန္းသိမ္းမႈမ်ားႏွင့္ အေရးေပၚအေျခအေနအတြက္
ႀကိဳတင္ဇာတ္တုိက္ ေလ့က်င့္ ျပင္ဆင္ထားမႈအေျခအေနကုိ ႏွစ္စဥ္စစ္ေဆးျခင္း။
(စ) ျပည္တြင္းေရေၾကာင္းသြားလာေရး IWT ၏ ၀မ္းျပားေရယာဥ္မ်ား ပင္လယ္ေရျပင္တြင္ သြားလာ
အသုံးျပဳႏုိင္မႈ ရိွ/မရိွအား တတိယအဖဲြ႔အစည္းျဖင့္ စစ္ေဆး၍ အဆင့္သတ္မွတ္ အသိအမွတ္ျပဳ
လက္မွတ္ထုတ္ေပးထားျခင္း။
(ဆ) မီးေဘးအႏၱရာယ္ကာကြယ္တားဆီးေရးစနစ္ႏွင့္ ၀မ္းျပားေရယာဥ္မ်ားအား လစဥ္ ေဘးကင္းလုံျခံဳမႈ
ဆုိင္ရာ စစ္ေဆးေရးအဖဲြ႔ျဖင့္ စစ္ေဆးျခင္း။
(ဇ) ဆိပ္ကမ္း၊ ဆိပ္ခံတံတားႏွင့္ ၀မ္းျပားေရယာဥ္မ်ားမွ ၀န္ထမ္းမ်ားအား သက္ဆုိင္ရာဘာသာရပ္
အလိုက္ ပုံမွန္သင္တန္းမ်ားေပးျခင္း။
KMTT Project EIA/SIA Study Report and EMP 15
Executive Summary
The government of India has entered into a framework agreement with the government
of Myanmar to construct a Multimodal transit transport system from Sittwe port to India-
Myanmar border in Mizoram by inland water transport (IWT) through the river Kaladan
and a road highway from Paletwa to Mizoram. The project named “Kaladan Multimodal
Transit Transport” (KMTT) comes as part of a comprehensive development plan of the
river by Myanmar and India and it aims to connect the eastern Indian seaport of Kolkata
with Sittwe port in Myanmar by sea and link Sittwe to Mizoram via Kaladan River and
highway.
The Inland water Authority of India (IWAI) under the Ministry of Shipping, Government of
India is the Project Development Consultant appointed by the Ministry of External Affairs,
Government of India to implement the Port and Inland Water Transport components of
the project. The project developer, Ministry of External affairs, Government of India is
conducting an Environmental and Social Impact study to assess the potential impacts of
the project and has engaged the consultants, MyAsia Consulting Co., Ltd to perform this
assessment.
The waterway transportation in the river Kaladan is underutilised and the economy and
the livelihood of the people in the towns around the river have huge potential to improve.
The project region that falls in the Rakhine and Chin states has been suffering from lack
of connectivity and infrastructure in inland water transportation that has rendered the
region poverty stricken and backward in terms of social, educational and economic
parameters.
The Port and Inland Waterway components of the KMTT project will have a deep sea
port at Sittwe with an initial capacity to dock vessels of 6,000 Dead Weight Tonnes
(DWT) and designed to handle 20,000 DWT in future, inland water terminal at Sittwe and
Paletwa with capacity to dock Inland vessels, improved waterway that connects these
two terminals and six barges of capacity 300 Tonnes to ply between these two terminals.
The project construction is done with dredging in the sea channel and reclamation work
at Sittwe to make the jetties and port facilities, dredging the Kaladan River at four points
to make it navigable throughout the year, construction work at Paletwa to make terminal
and related facilities.
The project construction had commenced in 2010 prior to the passing of Environmental
Conservation Law in 2012 in Myanmar that stipulates the submission of an
Environmental and Social Impact Assessment (EIA/SIA) of the project prior to start of
construction to Environmental Conservation Department (ECD) of Myanmar. However,
the project developer and the construction contractor had kept the working committee
formed by the government of Myanmar regularly updated and informed about the project
progress and the environmental performance monitoring of construction. The project was
expected to be complete and start operation by the start of the year 2017. As per the
review in mid-March 2017, 1% civil works is pending to be completed in the port and IWT
terminals in Sittwe and Paletwa and 5% work is pending for the 6 IWT barges.
Executive Summary
The government of India has entered into a framework agreement with the government
of Myanmar to construct a Multimodal transit transport system from Sittwe port to India-
Myanmar border in Mizoram by inland water transport (IWT) through the river Kaladan
and a road highway from Paletwa to Mizoram. The project named “Kaladan Multimodal
Transit Transport” (KMTT) comes as part of a comprehensive development plan of the
river by Myanmar and India and it aims to connect the eastern Indian seaport of Kolkata
with Sittwe port in Myanmar by sea and link Sittwe to Mizoram via Kaladan River and
highway.
The Inland water Authority of India (IWAI) under the Ministry of Shipping, Government of
India is the Project Development Consultant appointed by the Ministry of External Affairs,
Government of India to implement the Port and Inland Water Transport components of
the project. The project developer, Ministry of External affairs, Government of India is
conducting an Environmental and Social Impact study to assess the potential impacts of
the project and has engaged the consultants, MyAsia Consulting Co., Ltd to perform this
assessment.
The waterway transportation in the river Kaladan is underutilised and the economy and
the livelihood of the people in the towns around the river have huge potential to improve.
The project region that falls in the Rakhine and Chin states has been suffering from lack
of connectivity and infrastructure in inland water transportation that has rendered the
region poverty stricken and backward in terms of social, educational and economic
parameters.
The Port and Inland Waterway components of the KMTT project will have a deep sea
port at Sittwe with an initial capacity to dock vessels of 6,000 Dead Weight Tonnes
(DWT) and designed to handle 20,000 DWT in future, inland water terminal at Sittwe and
Paletwa with capacity to dock Inland vessels, improved waterway that connects these
two terminals and six barges of capacity 300 Tonnes to ply between these two terminals.
The project construction is done with dredging in the sea channel and reclamation work
at Sittwe to make the jetties and port facilities, dredging the Kaladan River at four points
to make it navigable throughout the year, construction work at Paletwa to make terminal
and related facilities.
The project construction had commenced in 2010 prior to the passing of Environmental
Conservation Law in 2012 in Myanmar that stipulates the submission of an
Environmental and Social Impact Assessment (EIA/SIA) of the project prior to start of
construction to Environmental Conservation Department (ECD) of Myanmar. However,
the project developer and the construction contractor had kept the working committee
formed by the government of Myanmar regularly updated and informed about the project
progress and the environmental performance monitoring of construction. The project was
expected to be complete and start operation by the start of the year 2017. As per the
review in mid-March 2017, 1% civil works is pending to be completed in the port and IWT
terminals in Sittwe and Paletwa and 5% work is pending for the 6 IWT barges.
KMTT Project EIA/SIA Study Report and EMP 16
The project selection and alternatives
In the initial design, the waterway in the Kaladan River was planned to be from Sittwe
port till Kaletwa (Sitpitpyin) that is 225 km of which the 68km stretch between Kaletwa
and Paletwa requires dredging and rock blasting to make it navigable throughout the
year for the barges. Considering these environmental impacts, the project developer
decided to have the design changed to have the waterway only till Paletwa which is
already under regular navigation. In the revised design of the project till Paletwa, the
dredging and conservatory measures were reduced by 95%.
Positive Impacts of the Project
The Kaladan Multimodal transit transport project has many positive impacts such as
Improvement of the livelihoods of the local population in terms of direct and indirect
employment from port and waterway operations,
Improvement of agriculture, trade and commerce in the region due to better
transportation and shipping options,
Lower prices for the food and commodities due to better access,
Development of the tourism sector,
Creation of an alternate connectivity is expected to facilitate the beneficiary region
(Mizoram and adjoining states) to realize higher growth in trade, commerce, tourism
and socio-economic spheres.
Road link between Mizoram and Myanmar will pave way for enhanced cultural and
social integration at the regional level.
New avenues for enhanced trade and commerce across the border between North
East India and Myanmar and even with other ASEAN Countries are expected to
emerge over the years.
The Port being developed by India at Sittwe may have potential to serve as a
gateway to serve hinterland in Myanmar other than the transit route to Mizoram.
The project has potential for integration with the larger connectivity map of ASEAN
under consideration.
The project is expected to act as a catalyst for industrialization and new trade
opportunities centered on Sittwe. India may also find immense opportunities to
participate in this process in the long run.
The multi-modal transport project makes optimum use of naturally available resource
like Kaladan River. There are no adverse environmental impacts or displacement of
people arising out of the project.
The Kaladan project once completed is expected to be a trendsetter for regional and
bilateral cooperation in resolving connectivity problems.
The construction phase of the project has yielded a total of 4,630,775 man hours of work
to local contractors and labourers from the commencement of work till end of July 2016.
Once operational, the project will provide more work/jobs to the local people, directly and
indirectly all the while not disrupting the livelihood of people and communities.
The project selection and alternatives
In the initial design, the waterway in the Kaladan River was planned to be from Sittwe
port till Kaletwa (Sitpitpyin) that is 225 km of which the 68km stretch between Kaletwa
and Paletwa requires dredging and rock blasting to make it navigable throughout the
year for the barges. Considering these environmental impacts, the project developer
decided to have the design changed to have the waterway only till Paletwa which is
already under regular navigation. In the revised design of the project till Paletwa, the
dredging and conservatory measures were reduced by 95%.
Positive Impacts of the Project
The Kaladan Multimodal transit transport project has many positive impacts such as
Improvement of the livelihoods of the local population in terms of direct and indirect
employment from port and waterway operations,
Improvement of agriculture, trade and commerce in the region due to better
transportation and shipping options,
Lower prices for the food and commodities due to better access,
Development of the tourism sector,
Creation of an alternate connectivity is expected to facilitate the beneficiary region
(Mizoram and adjoining states) to realize higher growth in trade, commerce, tourism
and socio-economic spheres.
Road link between Mizoram and Myanmar will pave way for enhanced cultural and
social integration at the regional level.
New avenues for enhanced trade and commerce across the border between North
East India and Myanmar and even with other ASEAN Countries are expected to
emerge over the years.
The Port being developed by India at Sittwe may have potential to serve as a
gateway to serve hinterland in Myanmar other than the transit route to Mizoram.
The project has potential for integration with the larger connectivity map of ASEAN
under consideration.
The project is expected to act as a catalyst for industrialization and new trade
opportunities centered on Sittwe. India may also find immense opportunities to
participate in this process in the long run.
The multi-modal transport project makes optimum use of naturally available resource
like Kaladan River. There are no adverse environmental impacts or displacement of
people arising out of the project.
The Kaladan project once completed is expected to be a trendsetter for regional and
bilateral cooperation in resolving connectivity problems.
The construction phase of the project has yielded a total of 4,630,775 man hours of work
to local contractors and labourers from the commencement of work till end of July 2016.
Once operational, the project will provide more work/jobs to the local people, directly and
indirectly all the while not disrupting the livelihood of people and communities.
KMTT Project EIA/SIA Study Report and EMP 17
The Negative Impacts of the Project and the mitigating measures
Habitat loss and turbidity increase in Sittwe water due to dredging- The total dredging
done in 2012-2013 at Sittwe during construction phase was 1.06 Million cubic metres
and the dredging in the navigational channel was 123,000 cubic metres. The disposal of
the dredged material was done with submerged bottom dump method. This deepening is
only restoration of the depth in the port in the 1980s which reduced due to absence of
maintenance dredging for a long time.
The marine water quality tests before and after the dredging indicates that the water
quality has not been affected. The estimated yearly maintenance dredging is around
250,000 to 300,000 cubic metres in the sea channel and around 30,000 cubic metres in
the river.
Change in topography due to reclamation by sand and soil- The total reclamation done
at Sittwe during the construction phase was for an area of 70,000 m
2
and required a
volume of 0.265 Million cubic metres of soil. The reclamation has not resulted in
destruction of mangroves or seagrass. The change in topography is irreversible; but the
effect of this reclamation on the river flow is not very significant.
Increased population due to migrant workers for construction- A total of 5,526,643 man
hours have been spent till the end of July 2016 for the construction of which 4,630,775
was performed by subcontractors. These subcontracted works would have resulted in an
increase in population in the construction areas in Sittwe and Paletwa. There was no
reported incident of an epidemic or a contagious disease due to the migrant workers.
The contractor had maintained a base camp for the workers that had proper sanitation
and potable drinking water with adequate number of toilets.
Greenhouse Gas (GHG) Emission from the fossil fuels used- In the construction phase,
the quantification of the fossil fuels used by the vehicles and equipment is not recorded
or maintained separately for the environmental objectives as many of them are owned by
the subcontractors; however, the construction contractor had measures such as a
regular preventive maintenance, use of mufflers in equipment, no idle running policy to
reduce the fuel usage.
For the operational phase, the estimated fuel consumption considering all the equipment
being used at the same time is 2184 Litres for Sittwe and 1048 Litres for Paletwa. The
maximum possible fuel consumption at the terminals is 797,160 litres per year in Sittwe
and 382,520 litres per year in Paletwa. The fuel used by barges considering a maximum
120 trips in a year per barge, is 1,635,297 Litres per year. The total greenhouse gas
emission is estimated as 7,555 tonnes of CO2 equivalent.
The estimation does not include the fuel usage emissions from the international ships
calling the deep sea port and the cargo trucks that come to the port for material
movement. This emission depends on the time the ships spend at the port for
manoeuvring, waiting, berthing, productive time and idle time and in a general scenario,
the port and its equipment constitute only around 30% of the total emissions in Sittwe
Port. Hence the total emissions considering the docking ships and the movement of
The Negative Impacts of the Project and the mitigating measures
Habitat loss and turbidity increase in Sittwe water due to dredging- The total dredging
done in 2012-2013 at Sittwe during construction phase was 1.06 Million cubic metres
and the dredging in the navigational channel was 123,000 cubic metres. The disposal of
the dredged material was done with submerged bottom dump method. This deepening is
only restoration of the depth in the port in the 1980s which reduced due to absence of
maintenance dredging for a long time.
The marine water quality tests before and after the dredging indicates that the water
quality has not been affected. The estimated yearly maintenance dredging is around
250,000 to 300,000 cubic metres in the sea channel and around 30,000 cubic metres in
the river.
Change in topography due to reclamation by sand and soil- The total reclamation done
at Sittwe during the construction phase was for an area of 70,000 m
2
and required a
volume of 0.265 Million cubic metres of soil. The reclamation has not resulted in
destruction of mangroves or seagrass. The change in topography is irreversible; but the
effect of this reclamation on the river flow is not very significant.
Increased population due to migrant workers for construction- A total of 5,526,643 man
hours have been spent till the end of July 2016 for the construction of which 4,630,775
was performed by subcontractors. These subcontracted works would have resulted in an
increase in population in the construction areas in Sittwe and Paletwa. There was no
reported incident of an epidemic or a contagious disease due to the migrant workers.
The contractor had maintained a base camp for the workers that had proper sanitation
and potable drinking water with adequate number of toilets.
Greenhouse Gas (GHG) Emission from the fossil fuels used- In the construction phase,
the quantification of the fossil fuels used by the vehicles and equipment is not recorded
or maintained separately for the environmental objectives as many of them are owned by
the subcontractors; however, the construction contractor had measures such as a
regular preventive maintenance, use of mufflers in equipment, no idle running policy to
reduce the fuel usage.
For the operational phase, the estimated fuel consumption considering all the equipment
being used at the same time is 2184 Litres for Sittwe and 1048 Litres for Paletwa. The
maximum possible fuel consumption at the terminals is 797,160 litres per year in Sittwe
and 382,520 litres per year in Paletwa. The fuel used by barges considering a maximum
120 trips in a year per barge, is 1,635,297 Litres per year. The total greenhouse gas
emission is estimated as 7,555 tonnes of CO2 equivalent.
The estimation does not include the fuel usage emissions from the international ships
calling the deep sea port and the cargo trucks that come to the port for material
movement. This emission depends on the time the ships spend at the port for
manoeuvring, waiting, berthing, productive time and idle time and in a general scenario,
the port and its equipment constitute only around 30% of the total emissions in Sittwe
Port. Hence the total emissions considering the docking ships and the movement of
KMTT Project EIA/SIA Study Report and EMP 18
cargo trucks, is estimated as 12,548 Tonnes of CO2 equivalent. The port time for the
ships will be monitored to reduce this emission.
Indirect Greenhouse gas emission from electricity usage-The use of electricity during
construction is limited as the sites are remote. For the operational phase, the power load
estimation at Sittwe and Paletwa is 922 kVA and 399kVA respectively and the project
design is for 1000kVA and 500kVA to cater to this requirement. The total electricity
estimation considering very busy operations at Sittwe and Paletwa for 24 hours a day is
5,219,500 kWhr per year amounting to greenhouse gas emissions of 2,060 tonnes of
CO2 equivalent.
Depletion of water resource- The construction water consumption due to concreting,
cleaning, and personal use by the workforce was controlled by the contractor all the
while not compromising the quality of work. The water usage estimation during the
operational phase is 90 litres per day per person of drinking water and service water
requirement is 100,000 litres per day in Sittwe and 65,000 Litres per day in Paletwa. The
fire protection system also will be storing water for its hydrants.
Air Pollution from construction and operation-During the construction phase, the air
quality was periodically monitored by the construction contractor which is found to be
within acceptable limits. They had mitigation measures such as catalytic converters and
mufflers fitted in vehicles, water sprinkling twice a day at site, covering the trucks with
tarpaulin to reduce the dust emissions. In the operational phase, the air quality
measurement is part of the yearly monitoring through Environmental Management Plan
(EMP).
Noise from Construction-During the construction phase, the noise levels was periodically
monitored by the construction contractor and the records indicate that the limits have not
been crossed. The contractor had mitigating measures such as mufflers fitted to
compressors, engine isolation from chassis, job rotation, use of ear plugs etc. In the
operational phase, the noise level measurement is part of the yearly monitoring through
Environmental Management Plan (EMP).
Waste Generation- The waste generation during the construction phase was around 1.5
tonnes per day and the disposal were through agencies. The hazardous waste was
disposed through local vendors. The disposal of waste from ships and vessels used was
as per the MARPOL regulations. In the operational phase of the project, the ground
water and surface water quality measurement is part of the yearly monitoring through
Environmental Management Plan (EMP).
Spillage of hazardous cargo in to the river water from hull failure of the barges- In the
operational phase, there is a chance of barge accidents that can cause spillage of
hazardous cargo and chemicals to water. The barges are fabricated with double bottom
hull to prevent spillage and will be classified by third party for its sea worthiness.
The operational phase will also have non quantified environmental impacts such as
potential fire accidents at port and increased traffic in the harbour, river and the nearby
roads. The environment Management Plans (EMP) formulated to mitigate these negative
impacts during the project operations are provided in section 8 of the report.
cargo trucks, is estimated as 12,548 Tonnes of CO2 equivalent. The port time for the
ships will be monitored to reduce this emission.
Indirect Greenhouse gas emission from electricity usage-The use of electricity during
construction is limited as the sites are remote. For the operational phase, the power load
estimation at Sittwe and Paletwa is 922 kVA and 399kVA respectively and the project
design is for 1000kVA and 500kVA to cater to this requirement. The total electricity
estimation considering very busy operations at Sittwe and Paletwa for 24 hours a day is
5,219,500 kWhr per year amounting to greenhouse gas emissions of 2,060 tonnes of
CO2 equivalent.
Depletion of water resource- The construction water consumption due to concreting,
cleaning, and personal use by the workforce was controlled by the contractor all the
while not compromising the quality of work. The water usage estimation during the
operational phase is 90 litres per day per person of drinking water and service water
requirement is 100,000 litres per day in Sittwe and 65,000 Litres per day in Paletwa. The
fire protection system also will be storing water for its hydrants.
Air Pollution from construction and operation-During the construction phase, the air
quality was periodically monitored by the construction contractor which is found to be
within acceptable limits. They had mitigation measures such as catalytic converters and
mufflers fitted in vehicles, water sprinkling twice a day at site, covering the trucks with
tarpaulin to reduce the dust emissions. In the operational phase, the air quality
measurement is part of the yearly monitoring through Environmental Management Plan
(EMP).
Noise from Construction-During the construction phase, the noise levels was periodically
monitored by the construction contractor and the records indicate that the limits have not
been crossed. The contractor had mitigating measures such as mufflers fitted to
compressors, engine isolation from chassis, job rotation, use of ear plugs etc. In the
operational phase, the noise level measurement is part of the yearly monitoring through
Environmental Management Plan (EMP).
Waste Generation- The waste generation during the construction phase was around 1.5
tonnes per day and the disposal were through agencies. The hazardous waste was
disposed through local vendors. The disposal of waste from ships and vessels used was
as per the MARPOL regulations. In the operational phase of the project, the ground
water and surface water quality measurement is part of the yearly monitoring through
Environmental Management Plan (EMP).
Spillage of hazardous cargo in to the river water from hull failure of the barges- In the
operational phase, there is a chance of barge accidents that can cause spillage of
hazardous cargo and chemicals to water. The barges are fabricated with double bottom
hull to prevent spillage and will be classified by third party for its sea worthiness.
The operational phase will also have non quantified environmental impacts such as
potential fire accidents at port and increased traffic in the harbour, river and the nearby
roads. The environment Management Plans (EMP) formulated to mitigate these negative
impacts during the project operations are provided in section 8 of the report.
KMTT Project EIA/SIA Study Report and EMP 19
Assessment Conclusion
The construction contractor and the project owner has adequately monitored, measured
and controlled the impacts during the construction phase that is nearing completion. The
records reviewed and the tests of samples done during the EIA study confirms that the
construction has not resulted in contamination of the environment, destruction of
biodiversity and/or disruption to livelihood of people and communities. The project
construction has not resulted in resettlement, land acquisition, and or forced labour.
The project during the operational phase will have environmental impacts that can be
managed effectively by regular monitoring through the environmental monitoring plans
(EMP) developed. The EMPs require the port operations to periodically test the air
quality, ground and surface water quality, noise levels, soil from dredging through a
recognized third party laboratory to ensure compliance to the environmental
requirements.
Recommended actions as per EMPs during the operational phase
Half yearly testing of the air quality, ground and surface water quality, noise levels,
soil from dredging by a recognized third party testing laboratory
Yearly audits to monitor the efficient use of electricity, fossil fuels and water
Reduce the port time and gross berth time for the ships calling the port
Ensure compliance to MARPOL 73/78 regulations for all the ships calling the port
Yearly audit of the preventive maintenance and the emergency preparedness
Third party classification of the IWT barges for their seaworthiness
Monthly safety audit of the fire protection system and the barges
Regular training for the staff at the ports, terminals and barges
Assessment Conclusion
The construction contractor and the project owner has adequately monitored, measured
and controlled the impacts during the construction phase that is nearing completion. The
records reviewed and the tests of samples done during the EIA study confirms that the
construction has not resulted in contamination of the environment, destruction of
biodiversity and/or disruption to livelihood of people and communities. The project
construction has not resulted in resettlement, land acquisition, and or forced labour.
The project during the operational phase will have environmental impacts that can be
managed effectively by regular monitoring through the environmental monitoring plans
(EMP) developed. The EMPs require the port operations to periodically test the air
quality, ground and surface water quality, noise levels, soil from dredging through a
recognized third party laboratory to ensure compliance to the environmental
requirements.
Recommended actions as per EMPs during the operational phase
Half yearly testing of the air quality, ground and surface water quality, noise levels,
soil from dredging by a recognized third party testing laboratory
Yearly audits to monitor the efficient use of electricity, fossil fuels and water
Reduce the port time and gross berth time for the ships calling the port
Ensure compliance to MARPOL 73/78 regulations for all the ships calling the port
Yearly audit of the preventive maintenance and the emergency preparedness
Third party classification of the IWT barges for their seaworthiness
Monthly safety audit of the fire protection system and the barges
Regular training for the staff at the ports, terminals and barges
KMTT Project EIA/SIA Study Report and EMP 20
2.0 Introduction
The purpose of this report is to present the Environmental and Social Impact
Assessment (EIA/SIA) and formulate the Environmental Management Plan (EMP) for the
Port and Inland Water transport (IWT) components of the Kaladan Multimodal Transit
Transport (KMTT) Project in Myanmar. The project is as per the fame work agreement
1
on 2
nd
April 2008 between Government of India and Government of Myanmar
2
for
construction of Multimodal transit transport system from Sittwe port to India-Myanmar
border in Mizoram. The KMTT project has two components, namely i) Port & Inland
Water Transport (IWT) through the river Kaladan and ii) Highway.
2.1 Presentation of the Project and its justification
The project comes as part of a comprehensive development plan by the governments of
Myanmar and India as per their framework agreement to enhance the bilateral trade
between the two neighbouring nations.
The project under the EIA/SIA study is for the port and inland waterway components of
the KMTT project that consist of the Sittwe deep sea port in Rakhine state, IWT terminal
in Sittwe, IWT terminal at Paletwa in Chin state and the inland waterway through the
River Kaladan that connect these two IWT ports. The waterway of the river Kaladan is
158 km long and is entirely in the states of Rakhine and Chin states
The Detail Project report (DPR), preliminary surveys and feasibility assessments were
prepared by Rail India Technical and Economic Services (RITES)
3
in 2003. The Inland
water Authority of India (IWAI) under the Ministry of Shipping, Government of India is the
Project Development Consultant (PDC) appointed by the Ministry of External Affairs
(MEA), Government of India to implement the port and IWT components of the project.
The construction of the project had commenced in December 2010 which was before the
Myanmar Environmental Conservation Law (Law No. 9, 2012) was passed. The project
is nearing completion of the construction phase with 1% civil works pending and 5%
work in Barge construction pending.
2.2 Related Projects and Developments
The Union of Myanmar is rich in water resources with an abundant amount of around
2,228 km (1385 miles)
4
of coastline (1930 km as per worldmaps.org) along the Indian
Ocean and more than 5,000 km of rivers that are navigable for inland water transport.
There are currently 9 seaports in Myanmar that serves the ocean trade which are in the
cities Sittwe, Kyaukpyu, Thandwe, Pathein, Yangon, Mawlamyine, Dawer, Myeik and
Kawthoung. Industrial manufacturing facilities and new special economic zones (SEZs)
are emerging alongside the ports to attract foreign investment in large scale.
1
http://pib.nic.in/newsite/PrintRelease.aspx?relid=65335
2
http://www.worldlibrary.org/article/WHEBN0036592213/Kaladan%20Multi-modal%20Transit%20Transport%20Project
3
http://www.rites.com/project_portsCompleted.htm
4
http://www.csostat.gov.mm/myanmar.asp
2.0 Introduction
The purpose of this report is to present the Environmental and Social Impact
Assessment (EIA/SIA) and formulate the Environmental Management Plan (EMP) for the
Port and Inland Water transport (IWT) components of the Kaladan Multimodal Transit
Transport (KMTT) Project in Myanmar. The project is as per the fame work agreement
1
on 2
nd
April 2008 between Government of India and Government of Myanmar
2
for
construction of Multimodal transit transport system from Sittwe port to India-Myanmar
border in Mizoram. The KMTT project has two components, namely i) Port & Inland
Water Transport (IWT) through the river Kaladan and ii) Highway.
2.1 Presentation of the Project and its justification
The project comes as part of a comprehensive development plan by the governments of
Myanmar and India as per their framework agreement to enhance the bilateral trade
between the two neighbouring nations.
The project under the EIA/SIA study is for the port and inland waterway components of
the KMTT project that consist of the Sittwe deep sea port in Rakhine state, IWT terminal
in Sittwe, IWT terminal at Paletwa in Chin state and the inland waterway through the
River Kaladan that connect these two IWT ports. The waterway of the river Kaladan is
158 km long and is entirely in the states of Rakhine and Chin states
The Detail Project report (DPR), preliminary surveys and feasibility assessments were
prepared by Rail India Technical and Economic Services (RITES)
3
in 2003. The Inland
water Authority of India (IWAI) under the Ministry of Shipping, Government of India is the
Project Development Consultant (PDC) appointed by the Ministry of External Affairs
(MEA), Government of India to implement the port and IWT components of the project.
The construction of the project had commenced in December 2010 which was before the
Myanmar Environmental Conservation Law (Law No. 9, 2012) was passed. The project
is nearing completion of the construction phase with 1% civil works pending and 5%
work in Barge construction pending.
2.2 Related Projects and Developments
The Union of Myanmar is rich in water resources with an abundant amount of around
2,228 km (1385 miles)
4
of coastline (1930 km as per worldmaps.org) along the Indian
Ocean and more than 5,000 km of rivers that are navigable for inland water transport.
There are currently 9 seaports in Myanmar that serves the ocean trade which are in the
cities Sittwe, Kyaukpyu, Thandwe, Pathein, Yangon, Mawlamyine, Dawer, Myeik and
Kawthoung. Industrial manufacturing facilities and new special economic zones (SEZs)
are emerging alongside the ports to attract foreign investment in large scale.
1
http://pib.nic.in/newsite/PrintRelease.aspx?relid=65335
2
http://www.worldlibrary.org/article/WHEBN0036592213/Kaladan%20Multi-modal%20Transit%20Transport%20Project
3
http://www.rites.com/project_portsCompleted.htm
4
http://www.csostat.gov.mm/myanmar.asp
KMTT Project EIA/SIA Study Report and EMP 21
Figure 1: Deep sea ports in Myanmar
Yangon is the busiest and the most important port of Myanmar and it has a newly
developed second port in Thilawa around 16 km south of Yangon port.
There is an existing port at Sittwe and there is another deep sea port being developed in
Kyaukphyu, a natural harbour around 100km south of Sittwe in Rakhine state.
The port in Dawei around 610 km south of Yangon and 350 km west of Thailand is also
under development along with a special economic zone.
Figure 1: Deep sea ports in Myanmar
Yangon is the busiest and the most important port of Myanmar and it has a newly
developed second port in Thilawa around 16 km south of Yangon port.
There is an existing port at Sittwe and there is another deep sea port being developed in
Kyaukphyu, a natural harbour around 100km south of Sittwe in Rakhine state.
The port in Dawei around 610 km south of Yangon and 350 km west of Thailand is also
under development along with a special economic zone.
KMTT Project EIA/SIA Study Report and EMP 22
2.3 Presentation of the Project Proponent and the EIA Consultant
The project is implemented by
5
Ministry of External Affairs (MEA), Government of India
and Inland water Authority of India (IWAI) under the Ministry of Shipping, Government of
India is appointed by MEA as the Project Development Consultant (PDC) for the port and
IWT component of the project. The responsibilities of the PDC cover the Preparation for
selection of main contractor, and overall project management and Co-ordination / Liaison
between Nodal agencies and Contractors.
Essar Projects (India) Limited is the appointed as the contractor for the construction of
Ports and IWT Components of KMTTP by MEA and URS Scott Wilson India Pvt Ltd is
appointed as the technical consultant for quality assurance and work supervision by
IWAI.
The consultant engaged for the EIA study and reporting is MyAsia Consulting Co Ltd
6
,
based in Myanmar specialising in advisory services related to Environment,
Sustainability, Health & Safety and Climate change. The biodatas and qualifications of
the EIA study team is provided in the Appendix A of the report.
EIA Consultant Team for the EIA/SIA Study- MyAsia Consulting Co Ltd
Name Expertise and role
Mr Syju Alias
EIA and Climate change, ISO 14001, OHSAS 18001, Energy,
Social impacts of development
Dr Mon Myat Jetty, Port & Terminal Management, Biodiversity, water quality
Mr VP Kuriakose Construction expert
Mr Lyju Elias Meteorology, Hydrology, Oceanography and Dredging expert
The EIA consultant organisation and the team performing the study do not have any
conflict of interest related to the project. None of the employees of MyAsia consulting co
Ltd, members in the EIA team and/or their family members has any stake in the project.
No members in the team and/or any employee of MyAsia consulting Co Ltd have
provided any other services for the design, construction or consulting services for the
project.
5
http://mdoner.gov.in/content/introduction-1
6
www.myasiaconsulting.com
2.3 Presentation of the Project Proponent and the EIA Consultant
The project is implemented by
5
Ministry of External Affairs (MEA), Government of India
and Inland water Authority of India (IWAI) under the Ministry of Shipping, Government of
India is appointed by MEA as the Project Development Consultant (PDC) for the port and
IWT component of the project. The responsibilities of the PDC cover the Preparation for
selection of main contractor, and overall project management and Co-ordination / Liaison
between Nodal agencies and Contractors.
Essar Projects (India) Limited is the appointed as the contractor for the construction of
Ports and IWT Components of KMTTP by MEA and URS Scott Wilson India Pvt Ltd is
appointed as the technical consultant for quality assurance and work supervision by
IWAI.
The consultant engaged for the EIA study and reporting is MyAsia Consulting Co Ltd
6
,
based in Myanmar specialising in advisory services related to Environment,
Sustainability, Health & Safety and Climate change. The biodatas and qualifications of
the EIA study team is provided in the Appendix A of the report.
EIA Consultant Team for the EIA/SIA Study- MyAsia Consulting Co Ltd
Name Expertise and role
Mr Syju Alias
EIA and Climate change, ISO 14001, OHSAS 18001, Energy,
Social impacts of development
Dr Mon Myat Jetty, Port & Terminal Management, Biodiversity, water quality
Mr VP Kuriakose Construction expert
Mr Lyju Elias Meteorology, Hydrology, Oceanography and Dredging expert
The EIA consultant organisation and the team performing the study do not have any
conflict of interest related to the project. None of the employees of MyAsia consulting co
Ltd, members in the EIA team and/or their family members has any stake in the project.
No members in the team and/or any employee of MyAsia consulting Co Ltd have
provided any other services for the design, construction or consulting services for the
project.
5
http://mdoner.gov.in/content/introduction-1
6
www.myasiaconsulting.com
KMTT Project EIA/SIA Study Report and EMP 23
2.4 Presentation of the Associate Organisations-Laboratory (including accreditations)
Water quality measurement is done by AMD, the representative of Australian Medical &
Diagnostics (Australia) and is an expert in water treatment design, supply and
installation. They have more than 200 installations in Myanmar that include large drinking
water manufacturers, UNICEF projects, boutique hotels and housing estates. They have
a state of the art laboratory to test the water quality in line with the international
standards.
Water quality measurement is also done by ISO-Tech Laboratory and Authentic Trading
Co Ltd. ISO Tech Laboratory that has UKAS accredited ISO 9001:2008 certificate for
their operations and is consulted by Mr U Saw Christopher Maung, a former member of
UNICEF water quality monitoring and surveillance in Myanmar. They have a state of the
art laboratory to test the water quality in line with the international standards.
During the feasibility studies and construction phase, the project owner has used the
testing services of third party laboratories. The marine water quality and the sediments
were tested by the laboratories MET-CHEM Laboratories
7
from Baroda in India and
Goldfinch Engineering Systems Pvt Ltd
8
in December 2012. Both are certified for ISO
9001:2008 and the latter is certified for OHSAS 18001:2007 as well. Goldfinch
Engineering Systems Pvt Ltd is approved as EIA consultant by the National Accreditation
board for Education and Training (NABET), India and is an approved laboratory by the
Ministry of Environment and Forest (MoEF), India.
The ambient air quality testing was performed by Pollucon Laboratories Pvt Ltd
9
. They
are recognized by Ministry Of Environment and Forest (MoEF), India and accredited by
National Accreditation Board for Laboratories (NABL), India for ISO 17025 for Chemical
& Biological field. They are approved by the Food Safety and Standards Authority of
India (FSSAI) and hold accredited certifications for ISO 9001:2008, ISO 14001:2004 and
OHSAS 18001:2007.
The soil quality measurement was done by Civil Engineer’s Construction Cooperative
Limited, Suntac technologies and Mya Yar Pin, Yangon, three reputed soil and
geological analysis and testing organisations in Yangon.
7
http://www.indiamart.com/met-chem-laboratories/#
8
http://www.goldfinchengg.com/
9
http://www.polluconlab.com/
2.4 Presentation of the Associate Organisations-Laboratory (including accreditations)
Water quality measurement is done by AMD, the representative of Australian Medical &
Diagnostics (Australia) and is an expert in water treatment design, supply and
installation. They have more than 200 installations in Myanmar that include large drinking
water manufacturers, UNICEF projects, boutique hotels and housing estates. They have
a state of the art laboratory to test the water quality in line with the international
standards.
Water quality measurement is also done by ISO-Tech Laboratory and Authentic Trading
Co Ltd. ISO Tech Laboratory that has UKAS accredited ISO 9001:2008 certificate for
their operations and is consulted by Mr U Saw Christopher Maung, a former member of
UNICEF water quality monitoring and surveillance in Myanmar. They have a state of the
art laboratory to test the water quality in line with the international standards.
During the feasibility studies and construction phase, the project owner has used the
testing services of third party laboratories. The marine water quality and the sediments
were tested by the laboratories MET-CHEM Laboratories
7
from Baroda in India and
Goldfinch Engineering Systems Pvt Ltd
8
in December 2012. Both are certified for ISO
9001:2008 and the latter is certified for OHSAS 18001:2007 as well. Goldfinch
Engineering Systems Pvt Ltd is approved as EIA consultant by the National Accreditation
board for Education and Training (NABET), India and is an approved laboratory by the
Ministry of Environment and Forest (MoEF), India.
The ambient air quality testing was performed by Pollucon Laboratories Pvt Ltd
9
. They
are recognized by Ministry Of Environment and Forest (MoEF), India and accredited by
National Accreditation Board for Laboratories (NABL), India for ISO 17025 for Chemical
& Biological field. They are approved by the Food Safety and Standards Authority of
India (FSSAI) and hold accredited certifications for ISO 9001:2008, ISO 14001:2004 and
OHSAS 18001:2007.
The soil quality measurement was done by Civil Engineer’s Construction Cooperative
Limited, Suntac technologies and Mya Yar Pin, Yangon, three reputed soil and
geological analysis and testing organisations in Yangon.
7
http://www.indiamart.com/met-chem-laboratories/#
8
http://www.goldfinchengg.com/
9
http://www.polluconlab.com/
KMTT Project EIA/SIA Study Report and EMP 24
2.5 Presentation of the health expert and health impacts of the project
The health impacts of the project are water borne diseases from the effect on water
quality due to the effluent discharge, respiratory diseases from effect on air quality from
the air emissions from the use of fossil fuels and hearing problems from noise impacts
from the operation.
Dr Mon Myat who is the expert for water quality and the biodiversity has assessed the
effect on public health and health of animals, fishes and livestock. The consultant used
to take expert inputs about the health impacts was Dr Cecil Kunnappilly
10
, MBBS, MD,
Government surgeon, Kerala State, India. The doctor used by the construction contractor
at Sittwe for regular medical check-ups was also consulted during the study.
The project study made use of the data and reports by international organisations such
as United Nations Development Program (UNDP), United Nations Children’s Emergency
fund (UNICEF), United Nations Framework Convention for Climate change (UNFCC)
11
,
World Health organisation (WHO)
12
, Food and Agricultural Organisation (FAO),
International Union for Conservation of Nature (ICUN)
13
and International Finance
Corporation (IFC)
14
.
10
http://www.mciindia.org/ViewDetails.aspx?ID=697133
11
http://unfccc.int/2860.php
12
http://www.who.int/en/
13
http://www.iucn.org/
14
http://www.ifc.org/
2.5 Presentation of the health expert and health impacts of the project
The health impacts of the project are water borne diseases from the effect on water
quality due to the effluent discharge, respiratory diseases from effect on air quality from
the air emissions from the use of fossil fuels and hearing problems from noise impacts
from the operation.
Dr Mon Myat who is the expert for water quality and the biodiversity has assessed the
effect on public health and health of animals, fishes and livestock. The consultant used
to take expert inputs about the health impacts was Dr Cecil Kunnappilly
10
, MBBS, MD,
Government surgeon, Kerala State, India. The doctor used by the construction contractor
at Sittwe for regular medical check-ups was also consulted during the study.
The project study made use of the data and reports by international organisations such
as United Nations Development Program (UNDP), United Nations Children’s Emergency
fund (UNICEF), United Nations Framework Convention for Climate change (UNFCC)
11
,
World Health organisation (WHO)
12
, Food and Agricultural Organisation (FAO),
International Union for Conservation of Nature (ICUN)
13
and International Finance
Corporation (IFC)
14
.
10
http://www.mciindia.org/ViewDetails.aspx?ID=697133
11
http://unfccc.int/2860.php
12
http://www.who.int/en/
13
http://www.iucn.org/
14
http://www.ifc.org/
KMTT Project EIA/SIA Study Report and EMP 25
3.0 Policy, Legal and Institutional Framework
3.1 Corporate, Environmental and Social Policies
The governments of Myanmar and India made the agreement for the comprehensive
development of a multimodal transit transport project to enable development of both the
countries and the regions. Bodies representing both the governments have policies that
take care of the environmental and social aspects all the while working towards the
business interests.
Sustainable development is the prime focus of the ministry of external affairs and its
associate bodies taking into account the parameters of environment, climate change,
livelihoods and public health. The government of India has ratified the Kyoto Protocol
and is a signatory to the United Nations Framework Convention for Climate Change
(UNFCCC) which shows their commitment to sustainability and environmental
conservation.
The government of India has always extended their support to the Least Developed
Countries (LDCs) ever since the group was formed in 1971. The government of India has
been pursuing to have better trade and diplomatic relation with its neighbouring countries
on its eastern side termed as "Look East Policy" since 1990s. There has been
continuous progress in the relationship between India and the ASEAN since the initiation
of this policy in 1991. India became a sectoral dialogue partner of ASEAN in 1992, a full
dialogue partner in 1996 and since 2002, engages in annual Summits with ASEAN.
3.2 Policy and Legal Framework
The projects in Myanmar related to the Ports and Inland water are under the Ministry of
Transport (MOT). The coastal ports are under the department Myanma Port Authority
(MPA) and other departments in the ministry related to the project are Directorate of
Water Resources and Improvement of River Systems, Inland Water Transport (IWT) and
Department of Marine Administration.
As per the sector in which the project falls, the applicable laws are
The Territorial Sea and Maritime Zones Law, 1977
The Ports Act, 1908
The Yangon Port Act, 1905
15
The Conservation of Water Resources Law, 2006
Law regarding Inland Water Transport Vessels - Pyidaungsu Hluttaw Law No.
29/2015
16
The policy of the Myanmar government is to make development in a sustainable manner
taking into account the environmental and social parameters and to enable this; the
government has taken keen interest in making relevant legal framework. The projects in
Union of Republic of Myanmar have to comply with the environmental conservation law
“Myanmar Environmental Conservation Law (Law No. 9, 2012)”.
15
https://archive.org/stream/burmacode00burmiala/burmacode00burmiala_djvu.txt
16
http://www.burmalibrary.org/docs21/2015-05-19-Myanmar_Law%20_regarding_Water_Transport_Vessels-29-bu.pdf
3.0 Policy, Legal and Institutional Framework
3.1 Corporate, Environmental and Social Policies
The governments of Myanmar and India made the agreement for the comprehensive
development of a multimodal transit transport project to enable development of both the
countries and the regions. Bodies representing both the governments have policies that
take care of the environmental and social aspects all the while working towards the
business interests.
Sustainable development is the prime focus of the ministry of external affairs and its
associate bodies taking into account the parameters of environment, climate change,
livelihoods and public health. The government of India has ratified the Kyoto Protocol
and is a signatory to the United Nations Framework Convention for Climate Change
(UNFCCC) which shows their commitment to sustainability and environmental
conservation.
The government of India has always extended their support to the Least Developed
Countries (LDCs) ever since the group was formed in 1971. The government of India has
been pursuing to have better trade and diplomatic relation with its neighbouring countries
on its eastern side termed as "Look East Policy" since 1990s. There has been
continuous progress in the relationship between India and the ASEAN since the initiation
of this policy in 1991. India became a sectoral dialogue partner of ASEAN in 1992, a full
dialogue partner in 1996 and since 2002, engages in annual Summits with ASEAN.
3.2 Policy and Legal Framework
The projects in Myanmar related to the Ports and Inland water are under the Ministry of
Transport (MOT). The coastal ports are under the department Myanma Port Authority
(MPA) and other departments in the ministry related to the project are Directorate of
Water Resources and Improvement of River Systems, Inland Water Transport (IWT) and
Department of Marine Administration.
As per the sector in which the project falls, the applicable laws are
The Territorial Sea and Maritime Zones Law, 1977
The Ports Act, 1908
The Yangon Port Act, 1905
15
The Conservation of Water Resources Law, 2006
Law regarding Inland Water Transport Vessels - Pyidaungsu Hluttaw Law No.
29/2015
16
The policy of the Myanmar government is to make development in a sustainable manner
taking into account the environmental and social parameters and to enable this; the
government has taken keen interest in making relevant legal framework. The projects in
Union of Republic of Myanmar have to comply with the environmental conservation law
“Myanmar Environmental Conservation Law (Law No. 9, 2012)”.
15
https://archive.org/stream/burmacode00burmiala/burmacode00burmiala_djvu.txt
16
http://www.burmalibrary.org/docs21/2015-05-19-Myanmar_Law%20_regarding_Water_Transport_Vessels-29-bu.pdf
KMTT Project EIA/SIA Study Report and EMP 26
The EIA study and the formulated Environmental Management Plans (EMP) are done as
per the EIA Procedure and the Environmental Quality (Emissions) Guidelines dated
29/12/2015. These guidelines have provided the environmental emission limits sector
wise and the limits for port and harbours are also provided. However, the project
construction has started before the enactment of the environmental conservation law in
Myanmar that stipulates the conduct of an environmental impact assessment. The
project developer has reported the environmental performance during their review
meetings with the Myanmar authorities.
The project has also considered the Land Acquisition Law 1894, Vacant, Fallow and
Virgin Land Law 2012, Farmland Law 2012, Labour Organization Law 2011, Labour
Dispute Law 2012, Minimum Wage Law 2013, Protection and Preservation of Cultural
Heritage Regions Law 1998 (Amended by Law No. 1 of 2009) .
Myanmar has ratified
17
the MARPOL 73/78
18
, the maritime convention to prevent marine
pollution including dumping, oil and air pollution. The vessels and port facilities operating
in Myanmar have to comply with the regulation.
3.3 Contractual and other commitments
The project is as per the fame work agreement
19
on 2
nd
April 2008 between Government
of India and Government of Myanmar
20
for construction of Multimodal transit transport
system from Sittwe port to India-Myanmar border in Mizoram. The KMTT project has two
components, namely i) Port & Inland Water Transport (IWT) through the river Kaladan
and ii) Highway.
3.4 Institutional Framework
Government of the Republic of the Union of Myanmar has constituted a Working
Committee comprising of Members from its various Ministries & Departments for
facilitating the implementation and monitoring the implementation of works under the
Kaladan Project. The Committee meets regularly at Yangon in which representatives
from Inland Waterways Authority of India (IWAI), Indian Embassy and the Construction
Contractor also participate.
The regular meetings of the Committee since the start of the conceptual stage have
ensured continuous monitoring of the project. The IWAI and the Contractor maintains
close coordination with the local government and departments in the Rakhine state also.
The Port Officer at Sittwe is the Nodal Officer for the project, nominated by the
Government of Myanmar.
17
https://upload.wikimedia.org/wikipedia/commons/a/ab/MARPOL_73-78_signatories.png
18
http://www.imo.org/en/About/Conventions/ListOfConventions/Pages/International-Convention-for-the-Prevention-of-Pollution-
from-Ships-(MARPOL).aspx
19
http://iwai.nic.in/showfile.php?lid=198
20
http://www.worldlibrary.org/article/WHEBN0036592213/Kaladan%20Multi-modal%20Transit%20Transport%20Project
The EIA study and the formulated Environmental Management Plans (EMP) are done as
per the EIA Procedure and the Environmental Quality (Emissions) Guidelines dated
29/12/2015. These guidelines have provided the environmental emission limits sector
wise and the limits for port and harbours are also provided. However, the project
construction has started before the enactment of the environmental conservation law in
Myanmar that stipulates the conduct of an environmental impact assessment. The
project developer has reported the environmental performance during their review
meetings with the Myanmar authorities.
The project has also considered the Land Acquisition Law 1894, Vacant, Fallow and
Virgin Land Law 2012, Farmland Law 2012, Labour Organization Law 2011, Labour
Dispute Law 2012, Minimum Wage Law 2013, Protection and Preservation of Cultural
Heritage Regions Law 1998 (Amended by Law No. 1 of 2009) .
Myanmar has ratified
17
the MARPOL 73/78
18
, the maritime convention to prevent marine
pollution including dumping, oil and air pollution. The vessels and port facilities operating
in Myanmar have to comply with the regulation.
3.3 Contractual and other commitments
The project is as per the fame work agreement
19
on 2
nd
April 2008 between Government
of India and Government of Myanmar
20
for construction of Multimodal transit transport
system from Sittwe port to India-Myanmar border in Mizoram. The KMTT project has two
components, namely i) Port & Inland Water Transport (IWT) through the river Kaladan
and ii) Highway.
3.4 Institutional Framework
Government of the Republic of the Union of Myanmar has constituted a Working
Committee comprising of Members from its various Ministries & Departments for
facilitating the implementation and monitoring the implementation of works under the
Kaladan Project. The Committee meets regularly at Yangon in which representatives
from Inland Waterways Authority of India (IWAI), Indian Embassy and the Construction
Contractor also participate.
The regular meetings of the Committee since the start of the conceptual stage have
ensured continuous monitoring of the project. The IWAI and the Contractor maintains
close coordination with the local government and departments in the Rakhine state also.
The Port Officer at Sittwe is the Nodal Officer for the project, nominated by the
Government of Myanmar.
17
https://upload.wikimedia.org/wikipedia/commons/a/ab/MARPOL_73-78_signatories.png
18
http://www.imo.org/en/About/Conventions/ListOfConventions/Pages/International-Convention-for-the-Prevention-of-Pollution-
from-Ships-(MARPOL).aspx
19
http://iwai.nic.in/showfile.php?lid=198
20
http://www.worldlibrary.org/article/WHEBN0036592213/Kaladan%20Multi-modal%20Transit%20Transport%20Project
KMTT Project EIA/SIA Study Report and EMP 27
3.5 Project’s Environmental and social standards
The construction of the project is as per the international standards in maritime and
inland water project management for quality, environment and safety. The construction
contractor Essar Projects India Limited is certified as per the management system
standards ISO 9001:2008 (Quality Management System), ISO 14001:2004
(Environmental Management Systems) and OHSAS 18001:2007 (Occupational Health &
Safety Management system) and is a member of British Safety council
21
.
3.6 Health standards of the project with health impacts
The health impacts due to the project are the water borne diseases due to effluent
discharges, respiratory diseases due to depletion in air quality and hearing problems
from noise. The guidelines and standards set by organisations used for the assessment
were
World Health Organisation (WHO),
American Public Health Association (APHA)
22
,
Faculty of Public Health, United Kingdom
23
European Commission on Public Health
24
National Rural Health Mission (NRHM)
25
,
Public Health Foundation of India (PHFI)
26
,
International Finance Corporation (IFC), and
Food and Agricultural Organisation (FAO)
21
https://www.britsafe.org/sites/default/files/editor/International%20Safety%20Awards%202014%20-%20Winner.pdf
22
https://www.apha.org/what-is-public-health
23
http://www.fph.org.uk/professional_standards
24
https://ec.europa.eu/health/
25
http://nrhm.gov.in/nhm/nrhm/guidelines/indian-public-health-standards.html
26
http://www.phfi.org/
3.5 Project’s Environmental and social standards
The construction of the project is as per the international standards in maritime and
inland water project management for quality, environment and safety. The construction
contractor Essar Projects India Limited is certified as per the management system
standards ISO 9001:2008 (Quality Management System), ISO 14001:2004
(Environmental Management Systems) and OHSAS 18001:2007 (Occupational Health &
Safety Management system) and is a member of British Safety council
21
.
3.6 Health standards of the project with health impacts
The health impacts due to the project are the water borne diseases due to effluent
discharges, respiratory diseases due to depletion in air quality and hearing problems
from noise. The guidelines and standards set by organisations used for the assessment
were
World Health Organisation (WHO),
American Public Health Association (APHA)
22
,
Faculty of Public Health, United Kingdom
23
European Commission on Public Health
24
National Rural Health Mission (NRHM)
25
,
Public Health Foundation of India (PHFI)
26
,
International Finance Corporation (IFC), and
Food and Agricultural Organisation (FAO)
21
https://www.britsafe.org/sites/default/files/editor/International%20Safety%20Awards%202014%20-%20Winner.pdf
22
https://www.apha.org/what-is-public-health
23
http://www.fph.org.uk/professional_standards
24
https://ec.europa.eu/health/
25
http://nrhm.gov.in/nhm/nrhm/guidelines/indian-public-health-standards.html
26
http://www.phfi.org/
KMTT Project EIA/SIA Study Report and EMP 28
4.0 Project Description
4.1 Project Rationale and Background
The rationale of the KMTT project is to improve the trade between India and Myanmar
that share more than 1300 km of boundary. The bilateral trade between them has been
showing an improving trend in the past few years; however, the cross border trade
accounts for less than 1% of the total trade. The land locked north eastern states of India
and the adjacent western Myanmar states of Rakhine and Chin have been deprived of
development due to their isolation from the transportation and port infrastructure.
Figure 2: The Kaladan Multimodal Transport Transit (KMTT) Project schematic
27
The Kaladan multimodal transit transport (KMTT) project plans to connect the Port at
Kolkata to Sittwe Port by sea route and the inland water transport through Kaladan River
connect between Sittwe port and Paletwa. The road highway from Paletwa then will
connect this waterway to the India-Myanmar border improving the trade between the two
countries an also developing the region. This KMTT project is divided into two
components; one is the Port and Inland Water Transport component and the other is the
Highway. This EIA/SIA study deals with the Port and Inland Water Transport component
of the KMTT project only.
The Port and the Inland Water Transport components of the Kaladan Multimodal transit
transport project (KMTTP) consists of construction of deep sea port, an inland water
terminal and related facilities at Sittwe, developing the transport channel in the Kaladan
river from Sittwe till Paletwa, construction of inland water transport terminal at Paletwa
and construction of 6 numbers of 300T barges for transportation between Sittwe and
Paletwa.
27
http://ris.org.in/pdf/Border%20connectivity%20Background%20Note.pdf
4.0 Project Description
4.1 Project Rationale and Background
The rationale of the KMTT project is to improve the trade between India and Myanmar
that share more than 1300 km of boundary. The bilateral trade between them has been
showing an improving trend in the past few years; however, the cross border trade
accounts for less than 1% of the total trade. The land locked north eastern states of India
and the adjacent western Myanmar states of Rakhine and Chin have been deprived of
development due to their isolation from the transportation and port infrastructure.
Figure 2: The Kaladan Multimodal Transport Transit (KMTT) Project schematic
27
The Kaladan multimodal transit transport (KMTT) project plans to connect the Port at
Kolkata to Sittwe Port by sea route and the inland water transport through Kaladan River
connect between Sittwe port and Paletwa. The road highway from Paletwa then will
connect this waterway to the India-Myanmar border improving the trade between the two
countries an also developing the region. This KMTT project is divided into two
components; one is the Port and Inland Water Transport component and the other is the
Highway. This EIA/SIA study deals with the Port and Inland Water Transport component
of the KMTT project only.
The Port and the Inland Water Transport components of the Kaladan Multimodal transit
transport project (KMTTP) consists of construction of deep sea port, an inland water
terminal and related facilities at Sittwe, developing the transport channel in the Kaladan
river from Sittwe till Paletwa, construction of inland water transport terminal at Paletwa
and construction of 6 numbers of 300T barges for transportation between Sittwe and
Paletwa.
27
http://ris.org.in/pdf/Border%20connectivity%20Background%20Note.pdf
KMTT Project EIA/SIA Study Report and EMP 29
4.2 Project Location, overview map and site layout maps
Fig 3: Port and IWT components of the Kaladan Multimodal transit transport project
The Port and Inland Water Transport component of the project has the following parts;
(1) Port and an IWT terminal at Sittwe with ancillary facilities harbour,
(2) Inland waterway navigational channel in the river Kaladan from Sittwe till Paletwa,
(3) IWT terminal with ancillary and related facilities at Paletwa and
(4) 6 nos. of 300T cargo vessels.
The deep seaport of the project that is under construction is located at Sittwe harbour,
the capital of the Rakhine state on the western coast of Myanmar at the mouth of
Kaladan River where it meets the Bay of Bengal.
The Kaladan River from Sittwe till Paletwa that is 158 km is the inland waterway for the
project from the Sittwe seaport till the inland water transport port at Paletwa. The river
passes through six townships of which Sittwe, Pauktaw, Ponnagyun, Mrauk-U, and
Kyauktaw are in Rakhine state and Paletwa is in Chin state.
4.2 Project Location, overview map and site layout maps
Fig 3: Port and IWT components of the Kaladan Multimodal transit transport project
The Port and Inland Water Transport component of the project has the following parts;
(1) Port and an IWT terminal at Sittwe with ancillary facilities harbour,
(2) Inland waterway navigational channel in the river Kaladan from Sittwe till Paletwa,
(3) IWT terminal with ancillary and related facilities at Paletwa and
(4) 6 nos. of 300T cargo vessels.
The deep seaport of the project that is under construction is located at Sittwe harbour,
the capital of the Rakhine state on the western coast of Myanmar at the mouth of
Kaladan River where it meets the Bay of Bengal.
The Kaladan River from Sittwe till Paletwa that is 158 km is the inland waterway for the
project from the Sittwe seaport till the inland water transport port at Paletwa. The river
passes through six townships of which Sittwe, Pauktaw, Ponnagyun, Mrauk-U, and
Kyauktaw are in Rakhine state and Paletwa is in Chin state.
KMTT Project EIA/SIA Study Report and EMP 30
Figure 4: The Google view of the Sittwe port-
Latitude 20
0
08’19.36”, Longitude 92
0
54’04.37”
Adjacent to the project jetty, there is an existing jetty in Sittwe built in 2006 after the old
wooden jetty constructed in 1917 was destroyed in cyclone in 2004. It is used to serve
the domestic ships that come from Yangon, and other ports in Myanmar.
Figure 5: The existing jetty at Sittwe port on Kaladan River
Figure 4: The Google view of the Sittwe port-
Latitude 20
0
08’19.36”, Longitude 92
0
54’04.37”
Adjacent to the project jetty, there is an existing jetty in Sittwe built in 2006 after the old
wooden jetty constructed in 1917 was destroyed in cyclone in 2004. It is used to serve
the domestic ships that come from Yangon, and other ports in Myanmar.
Figure 5: The existing jetty at Sittwe port on Kaladan River
KMTT Project EIA/SIA Study Report and EMP 31
Figure 6: The Deep seaport jetty under construction at Sittwe port
The IWT jetty at Paletwa is being built on the eastern bank of the Kaladan River. The
Paletwa township is on the western bank of the river and directly opposite to the jetty
being constructed there is a small jetty that serves as docking point for small boats.
Figure 7: The IWT jetty under construction at Paletwa
Latitude 21
0
18’18.25”, Longitude 92
0
51’36.14”
Figure 6: The Deep seaport jetty under construction at Sittwe port
The IWT jetty at Paletwa is being built on the eastern bank of the Kaladan River. The
Paletwa township is on the western bank of the river and directly opposite to the jetty
being constructed there is a small jetty that serves as docking point for small boats.
Figure 7: The IWT jetty under construction at Paletwa
Latitude 21
0
18’18.25”, Longitude 92
0
51’36.14”
KMTT Project EIA/SIA Study Report and EMP 32
4.3 Project Development and Implementation Time schedules
The project feasibility studies, bathymetric surveys, topography and hydrographic
surveys were done in the period February 2002 to April 2002. The construction started
with the construction of deep seaport at Sittwe in December 2010. The work
commenced with the reclamation of area for port and jetty and dredging of the area near
the jetty and approach channel. The dredging work was done in 2012 December to
February 2013. The IWT terminal construction in Paletwa started in 2013. At the time of
field surveys in August and September, the construction phase is almost completed with
only the final stages of work such as the office buildings and firefighting system is
remaining. The estimated completion of the whole port and IWT component is April
2017. Once the work is completed, the project will be handed over to the Myanmar
authorities.
No Bill of Quantity as per the project
Project Progress
Status
Completed Pending
1 Dredging at Sittwe 100% 0% Completed
2 Dredging of Navigational channel 100% 0% Completed
3 Dyke wall at Sittwe 100% 0% Completed
4 Navigational Aids 100% 0% Completed
5
Port at Sittwe
99% 1% By March 2017
(Civil works & Handling Equipment)
6
IWT Terminal at Sittwe
99% 1% By March 2017
(Civil works & Handling Equipment)
7
IWT Terminal at Paletwa
99% 1% By March 2017
(Civil works & Handling Equipment’s)
8
Design, Construction and supply of 6 no’s
300 T. Cargo Vessels.
95% 5% By March 2017
9 Reclamation at Sittwe 100% 0% Completed
10 Construction of Box Drain (Additional work) 100% 0% Completed
Overall Progress of Project 99% 1%
4.3 Project Development and Implementation Time schedules
The project feasibility studies, bathymetric surveys, topography and hydrographic
surveys were done in the period February 2002 to April 2002. The construction started
with the construction of deep seaport at Sittwe in December 2010. The work
commenced with the reclamation of area for port and jetty and dredging of the area near
the jetty and approach channel. The dredging work was done in 2012 December to
February 2013. The IWT terminal construction in Paletwa started in 2013. At the time of
field surveys in August and September, the construction phase is almost completed with
only the final stages of work such as the office buildings and firefighting system is
remaining. The estimated completion of the whole port and IWT component is April
2017. Once the work is completed, the project will be handed over to the Myanmar
authorities.
No Bill of Quantity as per the project
Project Progress
Status
Completed Pending
1 Dredging at Sittwe 100% 0% Completed
2 Dredging of Navigational channel 100% 0% Completed
3 Dyke wall at Sittwe 100% 0% Completed
4 Navigational Aids 100% 0% Completed
5
Port at Sittwe
99% 1% By March 2017
(Civil works & Handling Equipment)
6
IWT Terminal at Sittwe
99% 1% By March 2017
(Civil works & Handling Equipment)
7
IWT Terminal at Paletwa
99% 1% By March 2017
(Civil works & Handling Equipment’s)
8
Design, Construction and supply of 6 no’s
300 T. Cargo Vessels.
95% 5% By March 2017
9 Reclamation at Sittwe 100% 0% Completed
10 Construction of Box Drain (Additional work) 100% 0% Completed
Overall Progress of Project 99% 1%
KMTT Project EIA/SIA Study Report and EMP 33
4.4 Description of the project size, installations and technology
The Port construction at Sittwe
The deep seaport and related facilities at Sittwe on the western bank of river Kaladan will
have a 219 metre long port jetty with an apron width of 15.2 metre, 54 metre long IWT
jetty with an apron width of 15.2 metre, 136 metre long, 9.5 metre wide approach to the
port jetty, 136 metre long, 9.8 metre wide approach to IWT jetty and buildings for port
offices that include warehouses. These dimensions are chosen to accommodate the
future development of the port to accommodate ships of capacity up to 20,000 dead
weight tonnes (DWT) in the port jetty and up to 300 Tonne barges at the IWT jetty.
Figure 8: The dimensions of the Port Jetty, IWT Jetty and their approaches (Plan view).
The port jetty will have a level luffing type 10 Tonne capacity crane with a maximum
outreach of 25.5 metre for loading and unloading. The IWT jetty will have mobile crane of
10 Tonne capacity and a maximum outreach of 12 metres.
4.4 Description of the project size, installations and technology
The Port construction at Sittwe
The deep seaport and related facilities at Sittwe on the western bank of river Kaladan will
have a 219 metre long port jetty with an apron width of 15.2 metre, 54 metre long IWT
jetty with an apron width of 15.2 metre, 136 metre long, 9.5 metre wide approach to the
port jetty, 136 metre long, 9.8 metre wide approach to IWT jetty and buildings for port
offices that include warehouses. These dimensions are chosen to accommodate the
future development of the port to accommodate ships of capacity up to 20,000 dead
weight tonnes (DWT) in the port jetty and up to 300 Tonne barges at the IWT jetty.
Figure 8: The dimensions of the Port Jetty, IWT Jetty and their approaches (Plan view).
The port jetty will have a level luffing type 10 Tonne capacity crane with a maximum
outreach of 25.5 metre for loading and unloading. The IWT jetty will have mobile crane of
10 Tonne capacity and a maximum outreach of 12 metres.
KMTT Project EIA/SIA Study Report and EMP 34
Figure 9: Layout of the port facilities (plan view)-source-Essar Projects (India) Limited
The port facilities at Sittwe are built on reclaimed land with a total area of 70,000 m
2
requiring 0.265 million cubic metres of sand/soil. The proposed related facilities and
buildings to be built at the back up area of the port terminal are
Two covered transit storage sheds of size 24 metre X 36 metre with suitable
partitions for food grains, cement, fertilizer and other agricultural products.
Provision for future covered area of size 24 metre X 36 metre for cement and food
grains
Open storage with an area of 40 metre X 30 metre for timber logs.
The proposed facilities to be built at the back up area of the IWT terminal are
One covered storage shed of size 24 metre X 26 metre with suitable partitions for
segregation of food grains, cement, fertilizer and other agricultural products
Open storage area of size 20 metre X 30 metre for Iron and steel components,
machinery and general cargo
Parking area of size 20 metre X 25 metre for trucks
Figure 9: Layout of the port facilities (plan view)-source-Essar Projects (India) Limited
The port facilities at Sittwe are built on reclaimed land with a total area of 70,000 m
2
requiring 0.265 million cubic metres of sand/soil. The proposed related facilities and
buildings to be built at the back up area of the port terminal are
Two covered transit storage sheds of size 24 metre X 36 metre with suitable
partitions for food grains, cement, fertilizer and other agricultural products.
Provision for future covered area of size 24 metre X 36 metre for cement and food
grains
Open storage with an area of 40 metre X 30 metre for timber logs.
The proposed facilities to be built at the back up area of the IWT terminal are
One covered storage shed of size 24 metre X 26 metre with suitable partitions for
segregation of food grains, cement, fertilizer and other agricultural products
Open storage area of size 20 metre X 30 metre for Iron and steel components,
machinery and general cargo
Parking area of size 20 metre X 25 metre for trucks
KMTT Project EIA/SIA Study Report and EMP 35
Dredging requirements in the port and approach channel
Figure 10: Sittwe Port and approach channel with dredging requirements
28
28
source-Essar Projects (India) Limited
Dredging requirements in the port and approach channel
Figure 10: Sittwe Port and approach channel with dredging requirements
28
28
source-Essar Projects (India) Limited
KMTT Project EIA/SIA Study Report and EMP 36
Historically, the port of Sittwe had a maximum draught of over 7 metres enabling the
docking of ships of capacity 6,000 to 7,000 Tonnes in the late 1980s. Currently, due to
absence of maintenance dredging, the siltation over the years has reduced the depth to
a maximum draught of 4.5 metre in the approach channel and only ships of capacity
2,000 to 2,500 tonnes can dock here.
The capital dredging estimated near the jetty and the approach channel is 1.2 Million
Cubic metres to maintain a maximum draught of 7.9 metre. The estimation of the
dimension of the approach channel is as per the size of general cargo vessels. The
Sittwe port once completed will have capacity to handle 6,000 DWT in the initial period
and 20,000 DWT in the future.
Channel
6000 DWT
(16.9 m beam)
10,000 DWT
(19.4 beam)
20,000 DWT
(21.7 beam)
Width at draft level 59.15 m 67.9 m 75.95 m
Bed width 52.15 m 60.9 m 68.95 m
Depth below chart datum 7.9 m 8.9 m 9.8 m
Side slopes 1:5 1:5 1:5
Full loaded draft 7.2 m 8.2 m 9.1 m
Table 1: Depth dimensions of the approach channel
The actual capital dredging performed in the approach channel and port jetty at Sittwe
during the construction phase is 1.06 Million cubic metres. This dredging was done in
2013 after detailed study of the sediments and marine water quality by third party
laboratories for its potential effect. The disposal of the dredged material was done by
trailing suction Hopper dredger (TSHD) with submerged disposal method to reduce the
increase in turbidity due to dredging and disposal.
Figure 11: Trailer suction Hopper Dredger-Source Jan De Nul Group
Historically, the port of Sittwe had a maximum draught of over 7 metres enabling the
docking of ships of capacity 6,000 to 7,000 Tonnes in the late 1980s. Currently, due to
absence of maintenance dredging, the siltation over the years has reduced the depth to
a maximum draught of 4.5 metre in the approach channel and only ships of capacity
2,000 to 2,500 tonnes can dock here.
The capital dredging estimated near the jetty and the approach channel is 1.2 Million
Cubic metres to maintain a maximum draught of 7.9 metre. The estimation of the
dimension of the approach channel is as per the size of general cargo vessels. The
Sittwe port once completed will have capacity to handle 6,000 DWT in the initial period
and 20,000 DWT in the future.
Channel
6000 DWT
(16.9 m beam)
10,000 DWT
(19.4 beam)
20,000 DWT
(21.7 beam)
Width at draft level 59.15 m 67.9 m 75.95 m
Bed width 52.15 m 60.9 m 68.95 m
Depth below chart datum 7.9 m 8.9 m 9.8 m
Side slopes 1:5 1:5 1:5
Full loaded draft 7.2 m 8.2 m 9.1 m
Table 1: Depth dimensions of the approach channel
The actual capital dredging performed in the approach channel and port jetty at Sittwe
during the construction phase is 1.06 Million cubic metres. This dredging was done in
2013 after detailed study of the sediments and marine water quality by third party
laboratories for its potential effect. The disposal of the dredged material was done by
trailing suction Hopper dredger (TSHD) with submerged disposal method to reduce the
increase in turbidity due to dredging and disposal.
Figure 11: Trailer suction Hopper Dredger-Source Jan De Nul Group
KMTT Project EIA/SIA Study Report and EMP 37
TSHD is mainly used for dredging loose and soft soils such as sand, gravel, silt or clay
29
.
One or two suction tubes, equipped with a drag head, are lowered on the seabed, and
the drag head is trailed over the bottom. A pump system sucks up a mixture of sand or
soil and water, and discharges it in the ‘hopper’ or hold of the vessel. Once fully loaded,
the vessel sails to the unloading site
30
. The material can be deposited on the seabed
through bottom doors, or reclaimed by using the ‘rain-bowing’ technique. The material
can also be discharged through a floating pipeline to shore, and used for reclaiming land.
Figure 12-Disposal of the dredged material by submerged method.
Figure 13: Sebastiano Caboto, the TSHD used in Sittwe
29
http://www.marineinsight.com/types-of-ships/different-types-of-dredgers-used-in-the-maritime-industry/
30
https://www.youtube.com/watch?time_continue=1&v=aj6v4hEgq8U
TSHD is mainly used for dredging loose and soft soils such as sand, gravel, silt or clay
29
.
One or two suction tubes, equipped with a drag head, are lowered on the seabed, and
the drag head is trailed over the bottom. A pump system sucks up a mixture of sand or
soil and water, and discharges it in the ‘hopper’ or hold of the vessel. Once fully loaded,
the vessel sails to the unloading site
30
. The material can be deposited on the seabed
through bottom doors, or reclaimed by using the ‘rain-bowing’ technique. The material
can also be discharged through a floating pipeline to shore, and used for reclaiming land.
Figure 12-Disposal of the dredged material by submerged method.
Figure 13: Sebastiano Caboto, the TSHD used in Sittwe
29
http://www.marineinsight.com/types-of-ships/different-types-of-dredgers-used-in-the-maritime-industry/
30
https://www.youtube.com/watch?time_continue=1&v=aj6v4hEgq8U
KMTT Project EIA/SIA Study Report and EMP 38
The channel development in the river Kaladan
Figure 14: Dredging in the Kaladan River for channel-Essar Projects (India) Limited
The channel development in the river Kaladan
Figure 14: Dredging in the Kaladan River for channel-Essar Projects (India) Limited
KMTT Project EIA/SIA Study Report and EMP 39
The Kaladan River is around 650 km long that originates in the Lushai hills of Myanmar
and flows into the state of Mizoram in India along the Indo-Myanmar border and then
flows back to Myanmar and move through Chin and Rakhine states to meet the Bay of
Bengal at Sittwe. The river is tidal up to Paletwa and mechanized vessels ply regularly
through the river. The channel is not a newly introduced waterway because of the
project, but only an improvement works such as the de-siltation at shallow points for
efficient navigation.
The navigation channel from Sittwe till Paletwa is 158 km long and passes through 6
townships of which Sittwe, Pauktaw, Ponnagyun, Mrauk-U, and Kyauktaw are in Rakhine
state and Paletwa is in Chin state. The channel is planned to be 37.5 metre wide at
bottom. The channel navigation width at draft level W required for two-way navigation is
calculated from the width of the barge B that is 8.5 metre.
W=BM+BM1+C+ 2C1, where
BM=Manoeuvring zone for the vessel considering the directional stability
BM1= Manoeuvring zone for the upcoming vessel considering the directional stability
C= Separating zone width between the vessels
C1= Security area width, between the manoeuvring zone and the channel side
considering environmental and human factors (eg: bank suction).
The recommended values of these parameters are expressed as factor of vessel width B
BM=1.3 B to 3.0 B
BM=BM1
C=0.5 B to 1.0 B
C1= 0.3 B to 1.5 B
Based on the experience of the waterway experts the values considered in the design
were
BM= 1.3B
BM= BM1
C= 0.5B
C1= 0.95B
Hence, W= 1.3B+1.3B+0.5B+ (2X0.95B) =5B. W=5X8.5m= 42.5m
Figure 15: The two-way waterway navigation channel width requirement
The Kaladan River is around 650 km long that originates in the Lushai hills of Myanmar
and flows into the state of Mizoram in India along the Indo-Myanmar border and then
flows back to Myanmar and move through Chin and Rakhine states to meet the Bay of
Bengal at Sittwe. The river is tidal up to Paletwa and mechanized vessels ply regularly
through the river. The channel is not a newly introduced waterway because of the
project, but only an improvement works such as the de-siltation at shallow points for
efficient navigation.
The navigation channel from Sittwe till Paletwa is 158 km long and passes through 6
townships of which Sittwe, Pauktaw, Ponnagyun, Mrauk-U, and Kyauktaw are in Rakhine
state and Paletwa is in Chin state. The channel is planned to be 37.5 metre wide at
bottom. The channel navigation width at draft level W required for two-way navigation is
calculated from the width of the barge B that is 8.5 metre.
W=BM+BM1+C+ 2C1, where
BM=Manoeuvring zone for the vessel considering the directional stability
BM1= Manoeuvring zone for the upcoming vessel considering the directional stability
C= Separating zone width between the vessels
C1= Security area width, between the manoeuvring zone and the channel side
considering environmental and human factors (eg: bank suction).
The recommended values of these parameters are expressed as factor of vessel width B
BM=1.3 B to 3.0 B
BM=BM1
C=0.5 B to 1.0 B
C1= 0.3 B to 1.5 B
Based on the experience of the waterway experts the values considered in the design
were
BM= 1.3B
BM= BM1
C= 0.5B
C1= 0.95B
Hence, W= 1.3B+1.3B+0.5B+ (2X0.95B) =5B. W=5X8.5m= 42.5m
Figure 15: The two-way waterway navigation channel width requirement
KMTT Project EIA/SIA Study Report and EMP 40
For efficient movement, as per the German code of practice, a 30 cm water column
below the keel of the vessel is required for manoeuvrability. As a factor of safety, the
project design has considered 50 cm or 0.5 m of water column below the vessel keel.
Hence for a vessel with loaded draft of 1.5 m, a minimum depth of 2 metre is to be
maintained in the channel
Shoal Name Length Dredging Volume
Paletwa 700 m 78,000 m
3
Laungadoo 300 m 24,000 m
3
Upper Tinma 350 m 6,000 m
3
Sanghataung 400 m 15,000 m
3
Total 1,750 m 123,000 m
3
Table 2: Dredging requirement in the river for waterway
To enable the channel to have the minimum depth of 2.0 m throughout, soil and/or sand
will be removed in four places. The estimated dredging requirement is around 120,000
cubic metres of soil/sand and the total length of shallow patches in need of dredging is
less than 2 km in the 158 km long navigation channel. There is no land acquisition,
submergence of any land or displacement of any people along the river between Sittwe
and Paletwa on account of implementation of the project. The actual dredging performed
in the waterway accounted for 115,000 cubic metres of soil and other related material.
The IWT terminal construction in Paletwa
The IWT terminal at Paletwa with a 70 metre long jetty is proposed to be constructed on
the east bank of river Kaladan, opposite to the Paletwa village. It will be an RCC jetty of
height 4 metre from the chart datum with stepped up height of 6 metre from the chart
datum to make half of the jetty suitable for operation during the heavy flood time. Design
of the structure has been made keeping in view the river characteristics and also best
practices for construction of river terminals. The highway road that connects with India-
Myanmar border will meet at this point when constructed.
Figure 16: The elevation view of stepped IWT jetty at Paletwa
For efficient movement, as per the German code of practice, a 30 cm water column
below the keel of the vessel is required for manoeuvrability. As a factor of safety, the
project design has considered 50 cm or 0.5 m of water column below the vessel keel.
Hence for a vessel with loaded draft of 1.5 m, a minimum depth of 2 metre is to be
maintained in the channel
Shoal Name Length Dredging Volume
Paletwa 700 m 78,000 m
3
Laungadoo 300 m 24,000 m
3
Upper Tinma 350 m 6,000 m
3
Sanghataung 400 m 15,000 m
3
Total 1,750 m 123,000 m
3
Table 2: Dredging requirement in the river for waterway
To enable the channel to have the minimum depth of 2.0 m throughout, soil and/or sand
will be removed in four places. The estimated dredging requirement is around 120,000
cubic metres of soil/sand and the total length of shallow patches in need of dredging is
less than 2 km in the 158 km long navigation channel. There is no land acquisition,
submergence of any land or displacement of any people along the river between Sittwe
and Paletwa on account of implementation of the project. The actual dredging performed
in the waterway accounted for 115,000 cubic metres of soil and other related material.
The IWT terminal construction in Paletwa
The IWT terminal at Paletwa with a 70 metre long jetty is proposed to be constructed on
the east bank of river Kaladan, opposite to the Paletwa village. It will be an RCC jetty of
height 4 metre from the chart datum with stepped up height of 6 metre from the chart
datum to make half of the jetty suitable for operation during the heavy flood time. Design
of the structure has been made keeping in view the river characteristics and also best
practices for construction of river terminals. The highway road that connects with India-
Myanmar border will meet at this point when constructed.
Figure 16: The elevation view of stepped IWT jetty at Paletwa
KMTT Project EIA/SIA Study Report and EMP 41
Figure 17: The IWT Jetty construction in process at Paletwa-September 2016
Figure 18: Layout plan of Paletwa Jetty- source-Essar Projects (India) Limited
Figure 17: The IWT Jetty construction in process at Paletwa-September 2016
Figure 18: Layout plan of Paletwa Jetty- source-Essar Projects (India) Limited
KMTT Project EIA/SIA Study Report and EMP 42
The total land requirement for the IWT terminal at Paletwa is 3 Ha. There is no land
acquisition or displacement of any people for the terminal construction as the identified
land is not occupied. The double level terminal will cater to operation of 300 tonne inland
barges throughout the year. Provisions at the terminal will include facilities for receiving
and disposing of waste, measures to tackle oil spillage, fire or any such hazard.
Construction & Operation of IWT barges
The waterway will be used by six inland water transport barges that are 40 metre long
and 8.5 metre wide with a maximum loaded draft of 1.5 metres. They can carry 300
Tonnes and have a speed of 9 Knots (16.8 km/hour)
Specification Parameter Measure
Length Overall 40.00m
Beam moulded 8.50m
Depth moulded 2.30m
Draft Loaded 1.50m
Speed 9 Knot (16.8km/hour)
Main engine BHP 2X275
Cargo capacity at 1.5 m draft 300 Tons
Air draft (Vertical clearance) 6m
Fuel Oil capacity 10 Tons
Fresh water capacity 5 Tons
Table 3: Technical specifications of the IWT vessels
Figure 19: The elevation and plan of the barges being built-Detail Project Report by RITES
The total land requirement for the IWT terminal at Paletwa is 3 Ha. There is no land
acquisition or displacement of any people for the terminal construction as the identified
land is not occupied. The double level terminal will cater to operation of 300 tonne inland
barges throughout the year. Provisions at the terminal will include facilities for receiving
and disposing of waste, measures to tackle oil spillage, fire or any such hazard.
Construction & Operation of IWT barges
The waterway will be used by six inland water transport barges that are 40 metre long
and 8.5 metre wide with a maximum loaded draft of 1.5 metres. They can carry 300
Tonnes and have a speed of 9 Knots (16.8 km/hour)
Specification Parameter Measure
Length Overall 40.00m
Beam moulded 8.50m
Depth moulded 2.30m
Draft Loaded 1.50m
Speed 9 Knot (16.8km/hour)
Main engine BHP 2X275
Cargo capacity at 1.5 m draft 300 Tons
Air draft (Vertical clearance) 6m
Fuel Oil capacity 10 Tons
Fresh water capacity 5 Tons
Table 3: Technical specifications of the IWT vessels
Figure 19: The elevation and plan of the barges being built-Detail Project Report by RITES
KMTT Project EIA/SIA Study Report and EMP 43
The barges are constructed at Yangon shipyard and will have double bottom to manage
potential spillage of cargo being transported due to hull failure. This kind of barges is
usually used to transport hazardous cargo that ply in waterways with rocky bottoms.
Even though the project operation does not fall under above category, such barges are
used as a safety measure.
The system of double bottom is a method in ship construction design where the bottom
will have two layers of hull surface that are water tight. The outer layer forms the normal
hull of the vessel and the inner one or the second hull forms a barrier to the water in
case of failure of the outer hull. Usually, the space between the two hulls was used as
storage for fuel or water; however the regulation MARPOL 73/78 does not allow storage
in this space since 2007.
Figure 20: Double Hull bottom vessel
Double bottom designs are significantly safer than single bottoms and in case of
grounding or other underwater damage, most of the time the damage is limited to
flooding the bottom compartment and the remaining areas of the vessel remain intact. A
double bottom also conveniently forms a stiff and strong girder or beam structure with
the two hull plating layers as upper and lower plates for a composite beam. This greatly
strengthens the hull in secondary hull bending and strength, and to some degree in
primary hull bending and strength.
Some of the advantages of double bottom in vessels are:
provide protection to hull in case of grounding
provide great longitudinal strength
can be used as tanks to carry oil, ballast water or fresh water (ventilated by a
Gooseneck )
helps to prevent pollution in case of liquid cargo (like oil in tankers)
helps to maintain stability of ship
the tank top acts as a platform for machinery and cargo
The barges are constructed at Yangon shipyard and will have double bottom to manage
potential spillage of cargo being transported due to hull failure. This kind of barges is
usually used to transport hazardous cargo that ply in waterways with rocky bottoms.
Even though the project operation does not fall under above category, such barges are
used as a safety measure.
The system of double bottom is a method in ship construction design where the bottom
will have two layers of hull surface that are water tight. The outer layer forms the normal
hull of the vessel and the inner one or the second hull forms a barrier to the water in
case of failure of the outer hull. Usually, the space between the two hulls was used as
storage for fuel or water; however the regulation MARPOL 73/78 does not allow storage
in this space since 2007.
Figure 20: Double Hull bottom vessel
Double bottom designs are significantly safer than single bottoms and in case of
grounding or other underwater damage, most of the time the damage is limited to
flooding the bottom compartment and the remaining areas of the vessel remain intact. A
double bottom also conveniently forms a stiff and strong girder or beam structure with
the two hull plating layers as upper and lower plates for a composite beam. This greatly
strengthens the hull in secondary hull bending and strength, and to some degree in
primary hull bending and strength.
Some of the advantages of double bottom in vessels are:
provide protection to hull in case of grounding
provide great longitudinal strength
can be used as tanks to carry oil, ballast water or fresh water (ventilated by a
Gooseneck )
helps to prevent pollution in case of liquid cargo (like oil in tankers)
helps to maintain stability of ship
the tank top acts as a platform for machinery and cargo
KMTT Project EIA/SIA Study Report and EMP 44
4.5 Description of Selected Alternative in phases
4.5.1 Preconstruction activities
The project owner performed the feasibility studies of the project by detail survey of the
port and harbour, seabed, the approach channel, the river and the port area at Sittwe,
Kaletwa and Paletwa in the period February 2002 to April 2002.
The bathymetric surveys were carried out in the sea for the approach channel to the
Sittwe port and for the port terminals and jetties. The hydrography and topographic
surveys were conducted from Sittwe till Kaletwa in the river Kaladan using the state of
the art equipment such as Dual frequency Echo sounder- Echotrac
31
, Real Time
Differential global positioning system (DGPS)
32
and Autolevel. The laser profiling of the
boulders and rapids were performed
Figure 21: Geological testing at Sittwe- source-Essar Projects (India) Limited
Geo-technical investigations were carried out at the proposed terminal locations at
Sittwe, Paletwa and Kaletwa. Four bore holes were drilled at each of the proposed
locations to collect the soil samples for testing. The soil, water and air samples were
taken for laboratory testing for the assessment of the technical and environmental
31
http://www.odomhydrographic.com/product/echotrac-cv100/
32
https://www.amsa.gov.au/navigation/services/dgps/
4.5 Description of Selected Alternative in phases
4.5.1 Preconstruction activities
The project owner performed the feasibility studies of the project by detail survey of the
port and harbour, seabed, the approach channel, the river and the port area at Sittwe,
Kaletwa and Paletwa in the period February 2002 to April 2002.
The bathymetric surveys were carried out in the sea for the approach channel to the
Sittwe port and for the port terminals and jetties. The hydrography and topographic
surveys were conducted from Sittwe till Kaletwa in the river Kaladan using the state of
the art equipment such as Dual frequency Echo sounder- Echotrac
31
, Real Time
Differential global positioning system (DGPS)
32
and Autolevel. The laser profiling of the
boulders and rapids were performed
Figure 21: Geological testing at Sittwe- source-Essar Projects (India) Limited
Geo-technical investigations were carried out at the proposed terminal locations at
Sittwe, Paletwa and Kaletwa. Four bore holes were drilled at each of the proposed
locations to collect the soil samples for testing. The soil, water and air samples were
taken for laboratory testing for the assessment of the technical and environmental
31
http://www.odomhydrographic.com/product/echotrac-cv100/
32
https://www.amsa.gov.au/navigation/services/dgps/
KMTT Project EIA/SIA Study Report and EMP 45
feasibility. The project neither did not require any acquisition of land and agricultural
fields nor there any resettlement or evacuation of the people.
4.5.2 Construction Activities
The project owner began the construction activities in December 2010 at the port site in
Sittwe.
Figure 22: The ceremony at the start of the construction
Figure 23: The reclamation work at Sittwe port site
feasibility. The project neither did not require any acquisition of land and agricultural
fields nor there any resettlement or evacuation of the people.
4.5.2 Construction Activities
The project owner began the construction activities in December 2010 at the port site in
Sittwe.
Figure 22: The ceremony at the start of the construction
Figure 23: The reclamation work at Sittwe port site
KMTT Project EIA/SIA Study Report and EMP 46
The land was reclaimed for the jetty and the area near the jetty, approach channel and
the port was dredged to have the required depth. Trailing Suction Hopper Dredgers
(TSHD) was used for the dredging activity. A total of 1.2 Million cubic metres was
dredged and disposed using submerged disposal methods in four designated areas as
agreed with the local authorities. The sailing distance to the centre of sea disposal area
is approximately 2.0 km away. Earlier the plan was to use the dredged soil for the
reclamation. But the property of the dredged material was not suitable enough to be
used for reclamation.
Figure 24: The reclamation work at Sittwe port site after the start of construction
Figure 25: The piling work at Sittwe port during the construction phase
The land was reclaimed for the jetty and the area near the jetty, approach channel and
the port was dredged to have the required depth. Trailing Suction Hopper Dredgers
(TSHD) was used for the dredging activity. A total of 1.2 Million cubic metres was
dredged and disposed using submerged disposal methods in four designated areas as
agreed with the local authorities. The sailing distance to the centre of sea disposal area
is approximately 2.0 km away. Earlier the plan was to use the dredged soil for the
reclamation. But the property of the dredged material was not suitable enough to be
used for reclamation.
Figure 24: The reclamation work at Sittwe port site after the start of construction
Figure 25: The piling work at Sittwe port during the construction phase
KMTT Project EIA/SIA Study Report and EMP 47
The Kaladan River was dredged at four points to maintain the depth of 2 metres for
navigation. The total dredged material is 88,000 cubic metres and the total length of the
dredging is less than 2 km for a waterway of length 158 km.
Figure 26: excavation at Paletwa port site after the start of construction
A seaport jetty of length 219 metres and an inland water transport jetty of length 54
metres is under construction at Sittwe harbour and a 70 metre inland water transport
jetty is being constructed at Paletwa. The construction is at the final stages with the only
remaining work is the construction of the buildings and port facilities. The pending work
is only 1% of the project plan.
Figure 27: The Sittwe port jetty and facilities construction in progress-September 2016
Six barges of length 40 metre and 8.5 metre width are being fabricated in the Yangon
shipyard to be used in the waterway for inland water transport. 5% work is pending in the
barge fabrication.
The Kaladan River was dredged at four points to maintain the depth of 2 metres for
navigation. The total dredged material is 88,000 cubic metres and the total length of the
dredging is less than 2 km for a waterway of length 158 km.
Figure 26: excavation at Paletwa port site after the start of construction
A seaport jetty of length 219 metres and an inland water transport jetty of length 54
metres is under construction at Sittwe harbour and a 70 metre inland water transport
jetty is being constructed at Paletwa. The construction is at the final stages with the only
remaining work is the construction of the buildings and port facilities. The pending work
is only 1% of the project plan.
Figure 27: The Sittwe port jetty and facilities construction in progress-September 2016
Six barges of length 40 metre and 8.5 metre width are being fabricated in the Yangon
shipyard to be used in the waterway for inland water transport. 5% work is pending in the
barge fabrication.
KMTT Project EIA/SIA Study Report and EMP 48
4.5.3 Operation activities
Once the project is operational, ships of up to 20,000 DWT will dock at the deep sea port
in Sittwe and the six barges will transport the cargo between Sittwe and Paletwa through
the Kaladan River. 6000 Tonnes ships are expected to dock at Sittwe port in the initial
years of operation. Maintenance dredging will be performed to maintain the depth at the
seaport as 7.9 metres.
The expected maintenance dredging per year is estimated as 2.5 Lakhs to 3 Lakhs cubic
metres of silt in the harbour and approach channel. The dredging in navigational channel
is limited and estimated as a maximum of 30,000 cubic metres
The power load estimated for Sittwe and Paletwa ports are 1000kVA and 500kVA
respectively including all standby and spares. The power load requirement for operations
is around 800kVA in Sittwe and around 300kVA in Paletwa.
The operations will result in an estimated fossil fuel consumption of around 2200 Litres
per day in Sittwe and around 1050 Litres per day in Paletwa. The barges will consume
around 600 gallons of fuel per trip.
4.5.4 Decommissioning/Post Closure
Upon closure or decommissioning of the port, the vessels, equipment for utilities shall be
sold for reuse elsewhere. When the equipment is found to be non-usable, it will be
scrapped.
4.5.3 Operation activities
Once the project is operational, ships of up to 20,000 DWT will dock at the deep sea port
in Sittwe and the six barges will transport the cargo between Sittwe and Paletwa through
the Kaladan River. 6000 Tonnes ships are expected to dock at Sittwe port in the initial
years of operation. Maintenance dredging will be performed to maintain the depth at the
seaport as 7.9 metres.
The expected maintenance dredging per year is estimated as 2.5 Lakhs to 3 Lakhs cubic
metres of silt in the harbour and approach channel. The dredging in navigational channel
is limited and estimated as a maximum of 30,000 cubic metres
The power load estimated for Sittwe and Paletwa ports are 1000kVA and 500kVA
respectively including all standby and spares. The power load requirement for operations
is around 800kVA in Sittwe and around 300kVA in Paletwa.
The operations will result in an estimated fossil fuel consumption of around 2200 Litres
per day in Sittwe and around 1050 Litres per day in Paletwa. The barges will consume
around 600 gallons of fuel per trip.
4.5.4 Decommissioning/Post Closure
Upon closure or decommissioning of the port, the vessels, equipment for utilities shall be
sold for reuse elsewhere. When the equipment is found to be non-usable, it will be
scrapped.
KMTT Project EIA/SIA Study Report and EMP 49
4.6 Comparison and selection of alternatives
The Kaladan River flows from Indo-Myanmar border to Sittwe Port and 275 km of this
stretch lies entirely in Myanmar. The part from Indo-Myanmar border till Kaletwa has a
rocky terrain with boulders and rapids and is navigable only during eight or nine months
in a year with country boats of capacity around 50 Tonnes. Hence when the project was
designed initially, the waterway in the Kaladan River was planned to be from Sittwe port
till Kaletwa (Sitpitpyin).
The stretch between Kaletwa and Paletwa is around 68 km and requires dredging and
rock blasting to make it navigable throughout the year for the barges. Considering these
environmental impacts, the project developer decided to have the design changed to
have the waterway only till Paletwa which is already under regular navigation and
chances of environmental impact by means of blasting of rock, land sliding of hills etc.
has been nullified. In the revised design of the project till Paletwa, the impacts were
reduced significantly.
Hence the alternative of the project activity is considered as the scenario of building and
operating port and waterway till Kaletwa. Another alternative is not to build the project
and maintain status quo.
4.6.1 Methodology
The three scenarios for the project are
1. Absence of the project activity and maintain status quo.
2. Port at Sittwe and Inland waterway till Kaletwa
3. Port at Sittwe and Inland waterway till Paletwa
In the absence of the project activity, the transportation infrastructure in the region will
remain to be underutilised and the river will be used by the current inland water transport
vessels. The number of ships that dock at Sittwe port will continue to be low and the
trade and commerce of the region will remain the same. Hence this scenario is not
considered for the comparison of alternatives.
As per the initial detail project report (DPR) in 2003, the project was to have the
waterway till Kaletwa (Sitpitpyin) that is 225 km from Sittwe. The river is wide from Sittwe
till Paletwa with a width range of 8,800 metres to 175 metres with least available depths
around 2.5 metre to 2.2 metre below chart datum except at Langadoo shoal with a depth
of 1.5 metre. . The width of the river is reduced to a range of 250 metre to 75 metre for
the stretch from Paletwa to Kaletwa and the least available depths are around 1.5 metre
to 1.0 metre. To make the waterway navigable, the removal of shoals, boulders, rapids
and rocks is necessary and the DPR proposed to have the following activities
Dredging of the river bed
Blasting for exposed rocks
Drilling and blasting for submerged rocks
Plaster shooting of small rapids
4.6 Comparison and selection of alternatives
The Kaladan River flows from Indo-Myanmar border to Sittwe Port and 275 km of this
stretch lies entirely in Myanmar. The part from Indo-Myanmar border till Kaletwa has a
rocky terrain with boulders and rapids and is navigable only during eight or nine months
in a year with country boats of capacity around 50 Tonnes. Hence when the project was
designed initially, the waterway in the Kaladan River was planned to be from Sittwe port
till Kaletwa (Sitpitpyin).
The stretch between Kaletwa and Paletwa is around 68 km and requires dredging and
rock blasting to make it navigable throughout the year for the barges. Considering these
environmental impacts, the project developer decided to have the design changed to
have the waterway only till Paletwa which is already under regular navigation and
chances of environmental impact by means of blasting of rock, land sliding of hills etc.
has been nullified. In the revised design of the project till Paletwa, the impacts were
reduced significantly.
Hence the alternative of the project activity is considered as the scenario of building and
operating port and waterway till Kaletwa. Another alternative is not to build the project
and maintain status quo.
4.6.1 Methodology
The three scenarios for the project are
1. Absence of the project activity and maintain status quo.
2. Port at Sittwe and Inland waterway till Kaletwa
3. Port at Sittwe and Inland waterway till Paletwa
In the absence of the project activity, the transportation infrastructure in the region will
remain to be underutilised and the river will be used by the current inland water transport
vessels. The number of ships that dock at Sittwe port will continue to be low and the
trade and commerce of the region will remain the same. Hence this scenario is not
considered for the comparison of alternatives.
As per the initial detail project report (DPR) in 2003, the project was to have the
waterway till Kaletwa (Sitpitpyin) that is 225 km from Sittwe. The river is wide from Sittwe
till Paletwa with a width range of 8,800 metres to 175 metres with least available depths
around 2.5 metre to 2.2 metre below chart datum except at Langadoo shoal with a depth
of 1.5 metre. . The width of the river is reduced to a range of 250 metre to 75 metre for
the stretch from Paletwa to Kaletwa and the least available depths are around 1.5 metre
to 1.0 metre. To make the waterway navigable, the removal of shoals, boulders, rapids
and rocks is necessary and the DPR proposed to have the following activities
Dredging of the river bed
Blasting for exposed rocks
Drilling and blasting for submerged rocks
Plaster shooting of small rapids
KMTT Project EIA/SIA Study Report and EMP 50
The dredging requirement estimated in the river is 1,683,886 cubic metres of soft and
coarse material and 330,746 cubic metres of rocks.
Project Activity Alternative to Project
Scenarios-IWT component Sittwe-Paletwa Sittwe-Kaletwa
Economic feasibility Medium Medium
Dredging requirements Low High
Environmental impact Low High
Employment contribution High High
Contribution to Economy High High
Construction feasibility Moderate Difficult
Development of region High High
Table 4: comparison of alternatives
The previously listed conservatory measures in the river section between Paletwa and
Kaletwa was identified as activity having significant environmental consequences and
hence the DPR was revised in 2009 to have the waterway only till Paletwa in the design.
After this change of the IWT segment from Sittwe-Kaletwa to Sittwe-Paletwa, the
dredging requirements in the Kaladan River was reduced by 95% to that of the initial
design.
The project owner has compared the economic feasibility, environmental feasibility,
employment generation, contribution to country’s economy and environmental impacts in
both the scenarios and has made a decision to select the IWT segment from Sittwe-
Paletwa (158km) over Sittwe-Kaletwa (225km).
The dredging requirement estimated in the river is 1,683,886 cubic metres of soft and
coarse material and 330,746 cubic metres of rocks.
Project Activity Alternative to Project
Scenarios-IWT component Sittwe-Paletwa Sittwe-Kaletwa
Economic feasibility Medium Medium
Dredging requirements Low High
Environmental impact Low High
Employment contribution High High
Contribution to Economy High High
Construction feasibility Moderate Difficult
Development of region High High
Table 4: comparison of alternatives
The previously listed conservatory measures in the river section between Paletwa and
Kaletwa was identified as activity having significant environmental consequences and
hence the DPR was revised in 2009 to have the waterway only till Paletwa in the design.
After this change of the IWT segment from Sittwe-Kaletwa to Sittwe-Paletwa, the
dredging requirements in the Kaladan River was reduced by 95% to that of the initial
design.
The project owner has compared the economic feasibility, environmental feasibility,
employment generation, contribution to country’s economy and environmental impacts in
both the scenarios and has made a decision to select the IWT segment from Sittwe-
Paletwa (158km) over Sittwe-Kaletwa (225km).
KMTT Project EIA/SIA Study Report and EMP 51
5.0 Description of the Surrounding Environment
5.1 Setting the study limits
The port and waterway components of the KMTT project covers the complete area of the
port facilities in Sittwe, jetties, project buildings, the approach channel, Kaladan River
and the IWT port facilities in Paletwa.
The impact area of the project extends to comprise the nearby neighbourhood townships
along the Kaladan River. The methods of the EIA study included taking samples of air,
soil, and water from the project site for testing, interviewing local people and government
officials, reviewing the project data, referring the published data and assessments made
by international bodies. The environmental and social study of the impacts will be
restricted to this limit.
5.2 Methodology and Objectives
5.2.1 Related Environmental issues
The environmental issues related to the project activity identified from the scoping phase
of the study were the depletion of natural and public resources such as fossil fuels, water
and electricity, maintenance dredging in the port and the river, increased traffic in the
river, waste generation due to the port operations and potential fire break-out accidents.
The construction of the project activity started in 2010 and the impacts of the
construction has been monitored by the construction contractor and is been periodically
reported to the Myanmar authorities during the review meetings.
5.2.2 Objectives of the study
The objectives of the EIA study are to assess the risk of the port and IWT project
operations and plan mitigating measures and formulate environmental management
plans (EMP) related to the environment of the region and the social aspects of the
people living in the project affected areas.
5.2.3 Scope of the study
The scope of the study covers the port and IWT components of the project, its related
environmental and social aspects, potential impacts, measures for mitigation of these
impacts and developing an effective environmental management and monitoring plan for
project operations.
5.2.4 Method of Study
Methodology to carry out EIA study involves following stages:
• Survey and visit to the ports sites at Sittwe and Paletwa, and the Kaladan River
• Review of available literature
• Compliance to statutory requirements
• Baseline environmental monitoring
5.0 Description of the Surrounding Environment
5.1 Setting the study limits
The port and waterway components of the KMTT project covers the complete area of the
port facilities in Sittwe, jetties, project buildings, the approach channel, Kaladan River
and the IWT port facilities in Paletwa.
The impact area of the project extends to comprise the nearby neighbourhood townships
along the Kaladan River. The methods of the EIA study included taking samples of air,
soil, and water from the project site for testing, interviewing local people and government
officials, reviewing the project data, referring the published data and assessments made
by international bodies. The environmental and social study of the impacts will be
restricted to this limit.
5.2 Methodology and Objectives
5.2.1 Related Environmental issues
The environmental issues related to the project activity identified from the scoping phase
of the study were the depletion of natural and public resources such as fossil fuels, water
and electricity, maintenance dredging in the port and the river, increased traffic in the
river, waste generation due to the port operations and potential fire break-out accidents.
The construction of the project activity started in 2010 and the impacts of the
construction has been monitored by the construction contractor and is been periodically
reported to the Myanmar authorities during the review meetings.
5.2.2 Objectives of the study
The objectives of the EIA study are to assess the risk of the port and IWT project
operations and plan mitigating measures and formulate environmental management
plans (EMP) related to the environment of the region and the social aspects of the
people living in the project affected areas.
5.2.3 Scope of the study
The scope of the study covers the port and IWT components of the project, its related
environmental and social aspects, potential impacts, measures for mitigation of these
impacts and developing an effective environmental management and monitoring plan for
project operations.
5.2.4 Method of Study
Methodology to carry out EIA study involves following stages:
• Survey and visit to the ports sites at Sittwe and Paletwa, and the Kaladan River
• Review of available literature
• Compliance to statutory requirements
• Baseline environmental monitoring
KMTT Project EIA/SIA Study Report and EMP 52
• Identification and Prediction of Impacts
• Risk Assessment and Management Plan
• Environmental Management Plan formulation
5.2.4.1 Compilation of secondary data
The secondary data collected during the study phase were
The records and data related to the project progress, infrastructure requirement,
resource requirements, and communications to the government departments.
The data, technical specifications and reports available for the equipment to be
installed at site
The historical weather and climate data of Sittwe
33
, Kyauktaw
34
and Paletwa
35
from
Meteoblue
36
, World Meteorological Organisation (WMO)
37
, National Oceanic and
Atmospheric Administration (NOAA)
38
, Department of Meteorology and Hydrology
(DMH), Myanmar,
The data and reports related to ports and harbours from United Nations Framework
Convention for Climate change (UNFCC)
39
, World Health organisation (WHO)
40
, and
International Finance Corporation (IFC)
41
.
The report published by United Nations Development Program (UNDP)
42
and their
specific reports for Kyauktaw
43
, Mrauk Oo
44
, Paletwa
45
United Nations International Children’s emergency Fund (UNICEF) on Rakhine
46
and
Chin
47
state, Paletwa, and Sittwe.
New Species discoveries in the eastern Himalayas
48
, volume II-2009-2014 published
by World wildlife fund (WWF).
The Status and Distribution of Freshwater Biodiversity in the Eastern Himalaya
49
by
D.J. Allen, S. Molur and B.A. Daniel
Assessment reports on the project by the Kaladan Movement
50
, Arakkan Rivers
network
51
and reports about Paletwa social conditions by Chin Human rights
Organisation
52
.
The presentation River basin management in Myanmar by U Zaw Win, Department
of Irrigation and Water Resources (DIWR)
53
on 20/01/2014
33
https://www.meteoblue.com/en/weather/forecast/modelclimate/sittwe_myanmar-%5Bburma%5D_1295765
34
https://www.meteoblue.com/en/weather/forecast/modelclimate/kyauktaw_myanmar-%5bburma%5d_1316499
35
https://www.meteoblue.com/en/weather/forecast/modelclimate/paletwa_myanmar-%5bburma%5d_1302316
36
https://www.meteoblue.com/en
37
http://www.wmo.int/pages/index_en.html
38
http://www.noaa.gov/
39
http://unfccc.int/2860.php
40
http://www.who.int/en/
41
http://www.ifc.org/wps/wcm/connect/corp_ext_content/ifc_external_corporate_site/home
42
http://www.mm.undp.org/content/dam/myanmar/docs/Publications/UNDP_MM_Annual_Report_2014ENG_web.pdf
43
http://www.mm.undp.org/content/dam/myanmar/docs/Documents/HDI%20Profiles/UNDP_MM_Kyauktaw_HDI.pdf
44
http://www.mm.undp.org/content/dam/myanmar/docs/Documents/HDI%20Profiles/UNDP_MM_MraukOo_HDI.pdf
45
http://www.mm.undp.org/content/dam/myanmar/docs/Documents/HDI%20Profiles/UNDP_MM_HDIprofile_Paletwa.pdf
46
http://www.unicef.org/myanmar/Rakhine_State_Profile_Final.pdf
47
http://www.unicef.org/myanmar/Chin_State_Profile_30-07-15.pdf
48
https://www.wwf.de/fileadmin/fm-wwf/Publikationen-PDF/WWF_Report_2015_-
_New_species_discoveries_in_the_Eastern_Himalayas.pdf
49
https://cmsdata.iucn.org/downloads/iucn_eastern_himalaya_report_30dec__2_.pdf
50
http://www.kaladanmovement.org/index.php/latest-news/item/17-the-kaladan-multimodal-transit-transport-project/17-the-
kaladan-multimodal-transit-transport-project
51
http://host268.hostmonster.com/suspended.page/disabled.cgi/burmabloggers.net
52
http://www.chro.ca/
• Identification and Prediction of Impacts
• Risk Assessment and Management Plan
• Environmental Management Plan formulation
5.2.4.1 Compilation of secondary data
The secondary data collected during the study phase were
The records and data related to the project progress, infrastructure requirement,
resource requirements, and communications to the government departments.
The data, technical specifications and reports available for the equipment to be
installed at site
The historical weather and climate data of Sittwe
33
, Kyauktaw
34
and Paletwa
35
from
Meteoblue
36
, World Meteorological Organisation (WMO)
37
, National Oceanic and
Atmospheric Administration (NOAA)
38
, Department of Meteorology and Hydrology
(DMH), Myanmar,
The data and reports related to ports and harbours from United Nations Framework
Convention for Climate change (UNFCC)
39
, World Health organisation (WHO)
40
, and
International Finance Corporation (IFC)
41
.
The report published by United Nations Development Program (UNDP)
42
and their
specific reports for Kyauktaw
43
, Mrauk Oo
44
, Paletwa
45
United Nations International Children’s emergency Fund (UNICEF) on Rakhine
46
and
Chin
47
state, Paletwa, and Sittwe.
New Species discoveries in the eastern Himalayas
48
, volume II-2009-2014 published
by World wildlife fund (WWF).
The Status and Distribution of Freshwater Biodiversity in the Eastern Himalaya
49
by
D.J. Allen, S. Molur and B.A. Daniel
Assessment reports on the project by the Kaladan Movement
50
, Arakkan Rivers
network
51
and reports about Paletwa social conditions by Chin Human rights
Organisation
52
.
The presentation River basin management in Myanmar by U Zaw Win, Department
of Irrigation and Water Resources (DIWR)
53
on 20/01/2014
33
https://www.meteoblue.com/en/weather/forecast/modelclimate/sittwe_myanmar-%5Bburma%5D_1295765
34
https://www.meteoblue.com/en/weather/forecast/modelclimate/kyauktaw_myanmar-%5bburma%5d_1316499
35
https://www.meteoblue.com/en/weather/forecast/modelclimate/paletwa_myanmar-%5bburma%5d_1302316
36
https://www.meteoblue.com/en
37
http://www.wmo.int/pages/index_en.html
38
http://www.noaa.gov/
39
http://unfccc.int/2860.php
40
http://www.who.int/en/
41
http://www.ifc.org/wps/wcm/connect/corp_ext_content/ifc_external_corporate_site/home
42
http://www.mm.undp.org/content/dam/myanmar/docs/Publications/UNDP_MM_Annual_Report_2014ENG_web.pdf
43
http://www.mm.undp.org/content/dam/myanmar/docs/Documents/HDI%20Profiles/UNDP_MM_Kyauktaw_HDI.pdf
44
http://www.mm.undp.org/content/dam/myanmar/docs/Documents/HDI%20Profiles/UNDP_MM_MraukOo_HDI.pdf
45
http://www.mm.undp.org/content/dam/myanmar/docs/Documents/HDI%20Profiles/UNDP_MM_HDIprofile_Paletwa.pdf
46
http://www.unicef.org/myanmar/Rakhine_State_Profile_Final.pdf
47
http://www.unicef.org/myanmar/Chin_State_Profile_30-07-15.pdf
48
https://www.wwf.de/fileadmin/fm-wwf/Publikationen-PDF/WWF_Report_2015_-
_New_species_discoveries_in_the_Eastern_Himalayas.pdf
49
https://cmsdata.iucn.org/downloads/iucn_eastern_himalaya_report_30dec__2_.pdf
50
http://www.kaladanmovement.org/index.php/latest-news/item/17-the-kaladan-multimodal-transit-transport-project/17-the-
kaladan-multimodal-transit-transport-project
51
http://host268.hostmonster.com/suspended.page/disabled.cgi/burmabloggers.net
52
http://www.chro.ca/
KMTT Project EIA/SIA Study Report and EMP 53
The presentation Current Status on River Transport and Challenges in Myanmar
54
by
Inland water transport on 07/03/2014
The data on the ports in Myanmar available in international maritime websites.
5.2.4.2 Survey for Primary Data Collection
a) For physical and biological surveys
The EIA consultant made a site visit to the project sites on 26
th
, 27
th
and 28
th
of July 2016
to perform field survey of the current situation of the land for the scoping phase. They
reviewed the project data related to the progress, infrastructure requirement, and had
interacted with the project engineers, managers and operators. There was no sampling
and analysis done and there were no laboratory analysis done during the scoping
activity.
The second site visit was performed on 8
th
, 9
th
and 10
th
of September 2016 to Sittwe
port, Paletwa port, Kyauktaw and the waterway in the Kaladan River. The samples of
water, and air were taken for testing.
The construction contractor Essar Projects India Ltd keep monitoring the environmental
parameters as part of their ISO 14001 certified management system and the records are
available to be reviewed. The test reports are reviewed and approved by URS Scott
Wilson India Ltd, the consultant appointed by the IWAI, Ministry of Shipping, India to
supervise the project construction.
Report
Date
Tested
item Location Laboratory Name
22/12/2012
Marine
water
Dredging area,
Disposal site
MET-CHEM Laboratories, India
22/12/2012 Sediment
Dredged
sediment
MET-CHEM Laboratories, India
29/12/2012
Marine
water
Dredging area,
Disposal site,
IWT Jetty,
Port Jetty
Goldfinch Engineering systems Pvt Ltd,
India
29/12/2012 Sediment
Dredged
sediment
Goldfinch Engineering systems Pvt Ltd,
India
6/5/2013
Ambient
Air
Workshop,
Port Jetty,
IWT Jetty
Pollucon Laboratories Ltd, India
1/11/2015
Drinking
water
Sittwe, Paletwa ISO Tech Laboratory, Yangon
12/03/2016
22/03/2016
12/04/2016
Water,
Air,
Noise
IWT Jetty,
Port Jetty,
Workshops
Essar internal testing as per ISO 14001
Table 5: The list of reviewed third party laboratory reports
53
http://www.ifc.org/wps/wcm/connect/48d77c00471bb512b04efc57143498e5/2.3.Zaw+Win.pdf?MOD=AJPERES
54
http://www.jterc.or.jp/koku/koku_semina/pdf/140307_presentation-02.pdf
The presentation Current Status on River Transport and Challenges in Myanmar
54
by
Inland water transport on 07/03/2014
The data on the ports in Myanmar available in international maritime websites.
5.2.4.2 Survey for Primary Data Collection
a) For physical and biological surveys
The EIA consultant made a site visit to the project sites on 26
th
, 27
th
and 28
th
of July 2016
to perform field survey of the current situation of the land for the scoping phase. They
reviewed the project data related to the progress, infrastructure requirement, and had
interacted with the project engineers, managers and operators. There was no sampling
and analysis done and there were no laboratory analysis done during the scoping
activity.
The second site visit was performed on 8
th
, 9
th
and 10
th
of September 2016 to Sittwe
port, Paletwa port, Kyauktaw and the waterway in the Kaladan River. The samples of
water, and air were taken for testing.
The construction contractor Essar Projects India Ltd keep monitoring the environmental
parameters as part of their ISO 14001 certified management system and the records are
available to be reviewed. The test reports are reviewed and approved by URS Scott
Wilson India Ltd, the consultant appointed by the IWAI, Ministry of Shipping, India to
supervise the project construction.
Report
Date
Tested
item Location Laboratory Name
22/12/2012
Marine
water
Dredging area,
Disposal site
MET-CHEM Laboratories, India
22/12/2012 Sediment
Dredged
sediment
MET-CHEM Laboratories, India
29/12/2012
Marine
water
Dredging area,
Disposal site,
IWT Jetty,
Port Jetty
Goldfinch Engineering systems Pvt Ltd,
India
29/12/2012 Sediment
Dredged
sediment
Goldfinch Engineering systems Pvt Ltd,
India
6/5/2013
Ambient
Air
Workshop,
Port Jetty,
IWT Jetty
Pollucon Laboratories Ltd, India
1/11/2015
Drinking
water
Sittwe, Paletwa ISO Tech Laboratory, Yangon
12/03/2016
22/03/2016
12/04/2016
Water,
Air,
Noise
IWT Jetty,
Port Jetty,
Workshops
Essar internal testing as per ISO 14001
Table 5: The list of reviewed third party laboratory reports
53
http://www.ifc.org/wps/wcm/connect/48d77c00471bb512b04efc57143498e5/2.3.Zaw+Win.pdf?MOD=AJPERES
54
http://www.jterc.or.jp/koku/koku_semina/pdf/140307_presentation-02.pdf
KMTT Project EIA/SIA Study Report and EMP 54
Water
The water samples were drawn from the Kaladan River at Sittwe port from three points
on 08
th
September 2016, Paletwa port on 09
th
September 2016 from two points to test
the turbidity, salinity, dissolved oxygen and pH. The contractor is monitoring these
parameters once in every 10 days during the construction period and the records at site
were sampled and reviewed.
Parameter Unit Equipment
Turbidity NTU Lutron TU-2016
55
Salinity % Lutron PSA-311
56
Dissolved Oxygen (DO) mg/Litre Lutron DO-5512SD
57
pH - Lutron pH-222
58
Table 6: water testing during the site visit
Ambient air
Air ambient quality test was done taking samples from three points in Sittwe, namely The
workshop area, Port Jetty and IWT jetty north end with the GPS locations N20º 8.257',
E92º 53.974', N20º 8.239', E92º 54.150' and N20º 1.371', E92º 54.175' respectively on
8
th
September 2016. The parameters tested as per the table provided below. These
points were selected because it is as suitable as per the wind rose diagram of Sittwe.
The ambient air quality testing was performed at the same points in March-April 2013 at
Sittwe by Pollucon Laboratories Pvt Ltd.
Parameter Unit Limits Methodology
Suspended particulate matter µg/m
3
Not specified IS 5182 Part 16
Respirable particulate matter PM10 µg/m
3
100 IS 5182 Part 23
Sulphur Dioxide as SO2 µg/m
3
80 IS 5182 Part II
Oxides of Nitrogen as NO2 µg/m
3
80 IS 5182 Part IV
Hydrocarbon as HC µg/m
3
Not specified Digital Gas analyser
Carbon Monoxide as CO mg/m
3
2 Digital Gas analyser
Table 7: ambient air quality testing during site visit
55
http://www.lutron.com.tw/ugC_ShowroomItem_Detail.asp?hidKindID=1&hidTypeID=148&hidCatID=&hidShowID=1032&hidPr
dType=&txtSrhData=
56
http://www.lutron.com.tw/ugC_ShowroomItem_Detail.asp?hidKindID=1&hidTypeID=55&hidCatID=&hidShowID=894&hidPrdT
ype=&txtSrhData=
57
http://www.lutron.com.tw/ugC_ShowroomItem_Detail.asp?hidKindID=3&hidTypeID=157&hidCatID=&hidShowID=1192&hidPr
dType=&txtSrhData=
58
http://www.lutron.com.tw/ugC_ShowroomItem_Detail.asp?hidKindID=1&hidTypeID=45&hidCatID=&hidShowID=290&hidPrdT
ype=&txtSrhData=
Water
The water samples were drawn from the Kaladan River at Sittwe port from three points
on 08
th
September 2016, Paletwa port on 09
th
September 2016 from two points to test
the turbidity, salinity, dissolved oxygen and pH. The contractor is monitoring these
parameters once in every 10 days during the construction period and the records at site
were sampled and reviewed.
Parameter Unit Equipment
Turbidity NTU Lutron TU-2016
55
Salinity % Lutron PSA-311
56
Dissolved Oxygen (DO) mg/Litre Lutron DO-5512SD
57
pH - Lutron pH-222
58
Table 6: water testing during the site visit
Ambient air
Air ambient quality test was done taking samples from three points in Sittwe, namely The
workshop area, Port Jetty and IWT jetty north end with the GPS locations N20º 8.257',
E92º 53.974', N20º 8.239', E92º 54.150' and N20º 1.371', E92º 54.175' respectively on
8
th
September 2016. The parameters tested as per the table provided below. These
points were selected because it is as suitable as per the wind rose diagram of Sittwe.
The ambient air quality testing was performed at the same points in March-April 2013 at
Sittwe by Pollucon Laboratories Pvt Ltd.
Parameter Unit Limits Methodology
Suspended particulate matter µg/m
3
Not specified IS 5182 Part 16
Respirable particulate matter PM10 µg/m
3
100 IS 5182 Part 23
Sulphur Dioxide as SO2 µg/m
3
80 IS 5182 Part II
Oxides of Nitrogen as NO2 µg/m
3
80 IS 5182 Part IV
Hydrocarbon as HC µg/m
3
Not specified Digital Gas analyser
Carbon Monoxide as CO mg/m
3
2 Digital Gas analyser
Table 7: ambient air quality testing during site visit
55
http://www.lutron.com.tw/ugC_ShowroomItem_Detail.asp?hidKindID=1&hidTypeID=148&hidCatID=&hidShowID=1032&hidPr
dType=&txtSrhData=
56
http://www.lutron.com.tw/ugC_ShowroomItem_Detail.asp?hidKindID=1&hidTypeID=55&hidCatID=&hidShowID=894&hidPrdT
ype=&txtSrhData=
57
http://www.lutron.com.tw/ugC_ShowroomItem_Detail.asp?hidKindID=3&hidTypeID=157&hidCatID=&hidShowID=1192&hidPr
dType=&txtSrhData=
58
http://www.lutron.com.tw/ugC_ShowroomItem_Detail.asp?hidKindID=1&hidTypeID=45&hidCatID=&hidShowID=290&hidPrdT
ype=&txtSrhData=
KMTT Project EIA/SIA Study Report and EMP 55
Noise
The noise levels were measured from three points in Sittwe, namely The workshop area,
Port Jetty and IWT jetty north end with the GPS locations N20º 8.257', E92º 53.974',
N20º 8.239', E92º 54.150' and N20º 1.371', E92º 54.175' respectively on 08
th
September
2016. The noise levels in Paletwa were measured on 9
th
September 2016 at three points,
namely the jetty, main building site and the site office. The equipment used was AR814
Sound Level Meter
59
.
The records of noise monitoring performed by the project construction contractor at
seven points in Sittwe port was reviewed for the dates 17/01/2013 and 22/03/2016. The
noise monitoring records in Paletwa kept by the construction contractor was reviewed for
the date 22/03/2016.
b) For socio-Economic surveys
The EIA consultants during their site visit on 26
th
, 27
th
and 28
th
of July 2016, had
performed a field survey of the surrounding townships near the project area. In Kyauktaw
Township, they met with the local authority offices related to general administration,
agriculture, jetty and port management, and forest.
Further meetings were done during the visit on 8
th
, 9
th
and 10
th
of September 2016 with
the secretary of Rice Association of Sittwe, the mayor of Sittwe, Blue Green consultant at
Sittwe, Timber association in Kyauktaw, port officer at Sittwe, and Township officer at
Paletwa.
5.2.4.3 Mapping
The EIA consultant team performed the mapping of the project during the time of field
surveys along with the review of the records and established the project location,
boundaries, and the project affected area.
5.2.4.4 Levels of effort
5.2.4.4.1 Qualifications of specialists
The qualifications of the study team consisted of
EIA and climate change expert
Expert on the international standards for environment & safety
Expert on jetty and port management
Expert on dredging, seabed surveys and hydrology
Local expert conversant in the native language and customs
59
http://en.smartsensor.cn/products_detail/&productId=163.html
Noise
The noise levels were measured from three points in Sittwe, namely The workshop area,
Port Jetty and IWT jetty north end with the GPS locations N20º 8.257', E92º 53.974',
N20º 8.239', E92º 54.150' and N20º 1.371', E92º 54.175' respectively on 08
th
September
2016. The noise levels in Paletwa were measured on 9
th
September 2016 at three points,
namely the jetty, main building site and the site office. The equipment used was AR814
Sound Level Meter
59
.
The records of noise monitoring performed by the project construction contractor at
seven points in Sittwe port was reviewed for the dates 17/01/2013 and 22/03/2016. The
noise monitoring records in Paletwa kept by the construction contractor was reviewed for
the date 22/03/2016.
b) For socio-Economic surveys
The EIA consultants during their site visit on 26
th
, 27
th
and 28
th
of July 2016, had
performed a field survey of the surrounding townships near the project area. In Kyauktaw
Township, they met with the local authority offices related to general administration,
agriculture, jetty and port management, and forest.
Further meetings were done during the visit on 8
th
, 9
th
and 10
th
of September 2016 with
the secretary of Rice Association of Sittwe, the mayor of Sittwe, Blue Green consultant at
Sittwe, Timber association in Kyauktaw, port officer at Sittwe, and Township officer at
Paletwa.
5.2.4.3 Mapping
The EIA consultant team performed the mapping of the project during the time of field
surveys along with the review of the records and established the project location,
boundaries, and the project affected area.
5.2.4.4 Levels of effort
5.2.4.4.1 Qualifications of specialists
The qualifications of the study team consisted of
EIA and climate change expert
Expert on the international standards for environment & safety
Expert on jetty and port management
Expert on dredging, seabed surveys and hydrology
Local expert conversant in the native language and customs
59
http://en.smartsensor.cn/products_detail/&productId=163.html
KMTT Project EIA/SIA Study Report and EMP 56
5.2.4.4.2 Time for literature review
The estimated time for literature review was 15 man days spread across two to three
weeks. The actual total time spent for literature review was 15 man days for the EIA
team. These 15 man days was spread across a period of three weeks’ time.
5.2.4.4.3 Time for field surveys by specialists
The total time estimated for the field surveys was 14 man days which is spread across a
period of 2 to three weeks. The actual time spent was 16 man days made as two visits of
3 days each.
5.2.4.4.4 Time for reporting by specialists
The total time estimated for the reporting of the assessment is 10 days that is spread
across a period of 3 weeks’ time after the completion of the field survey and sample
collections. The time for testing the samples is not included as it is performed by
external laboratories. The testing will move simultaneously with the reporting time. The
actual time spent on the reporting was 9 man days spread across 3 weeks.
5.2.4.4.5 Number of field surveys
The field survey had to cover the ports facilities at Sittwe and Paletwa, and the townships
on the Kaladan River. The review of socio-economic parameters required interactions
with people of surrounding townships, non-governmental organisations and the local
government departments related to the project. These visits were managed by two field
surveys.
5.2.4.4.2 Time for literature review
The estimated time for literature review was 15 man days spread across two to three
weeks. The actual total time spent for literature review was 15 man days for the EIA
team. These 15 man days was spread across a period of three weeks’ time.
5.2.4.4.3 Time for field surveys by specialists
The total time estimated for the field surveys was 14 man days which is spread across a
period of 2 to three weeks. The actual time spent was 16 man days made as two visits of
3 days each.
5.2.4.4.4 Time for reporting by specialists
The total time estimated for the reporting of the assessment is 10 days that is spread
across a period of 3 weeks’ time after the completion of the field survey and sample
collections. The time for testing the samples is not included as it is performed by
external laboratories. The testing will move simultaneously with the reporting time. The
actual time spent on the reporting was 9 man days spread across 3 weeks.
5.2.4.4.5 Number of field surveys
The field survey had to cover the ports facilities at Sittwe and Paletwa, and the townships
on the Kaladan River. The review of socio-economic parameters required interactions
with people of surrounding townships, non-governmental organisations and the local
government departments related to the project. These visits were managed by two field
surveys.
KMTT Project EIA/SIA Study Report and EMP 57
5.3 Public Administration and Planning
The port and IWT components lie entirely in two least developed states of Rakhine and
Chin in Myanmar.
Rakhine State
Among the states and regions of Myanmar, Rakhine is ranked eighth in size and second
in population
60
. The state is ranked
61
16
th
in poverty among 17 states of the country and
is only better than the Chin state which is also the project affected area. The state has 5
districts, 17 townships, 3 sub-townships, 138 wards, 1036 village tracts and 3760
villages with an average population density of 86.7 persons per km
2
.
Agriculture and fishery related functions are the main economic activities in the state.
Paddy is the major crop in the state with an approximate coverage of 85% of the
agricultural fields. The fishing industry is big, but the catch is transported to the major city
Yangon for trade. The Shwe Gas pipeline project in Kyauk Phyu is around 100 miles
south of Sittwe town and the development of the seaport is expected to improve the
overall socio-economic parameters of the state. The development in the state has been
affected by lack of good roads, electrification, connectivity and conflicts between
communities. The electrification in the state capital Sittwe happened only in 2014 and
hence the industrial development is poor in comparison with many of the states.
The conflict in the state has put the area in focus and many international agencies and
organisations have come forward to help solve the issues. The government of Myanmar
has constituted many committees to resolve the issues related to the conflict of the
communities in Rakhine. As per the assessment by United Nations Development
Program (UNDP), the state has made improvements in service delivery in the key areas
of education, health and clean water as well as in the area of safety and security despite
the recent violence in the state.
Chin State
Chin is the least developed state in Myanmar with the highest poverty rate. The state has
3 Districts, 9 Townships, 40 Wards, 470 Village Tracts, and 1,501 Villages. The state has
six ethnic groups Asho, Cho, Khum, Laimi, Mizo and Zomi and the population density is
very low with 13.3 persons per km
2
.
Agriculture is the main livelihood of the people; the lack of infrastructure, difficult terrain
along with conflicts with the Myanmar government kept the state under extreme poverty.
A ceasefire agreement in 2012 between the Myanmar government and the Chin National
Front has resulted in start of steps towards development. Paletwa, the township where
the project falls will be the only port for the whole state once developed.
60
http://www.themimu.info/sites/themimu.info/files/documents/Report_Local_Governance_Mapping_Rakhine_UNDP_Feb2015.pd
f
61
https://www.unicef.org/myanmar/Rakhine_State_Profile_Final.pdf
5.3 Public Administration and Planning
The port and IWT components lie entirely in two least developed states of Rakhine and
Chin in Myanmar.
Rakhine State
Among the states and regions of Myanmar, Rakhine is ranked eighth in size and second
in population
60
. The state is ranked
61
16
th
in poverty among 17 states of the country and
is only better than the Chin state which is also the project affected area. The state has 5
districts, 17 townships, 3 sub-townships, 138 wards, 1036 village tracts and 3760
villages with an average population density of 86.7 persons per km
2
.
Agriculture and fishery related functions are the main economic activities in the state.
Paddy is the major crop in the state with an approximate coverage of 85% of the
agricultural fields. The fishing industry is big, but the catch is transported to the major city
Yangon for trade. The Shwe Gas pipeline project in Kyauk Phyu is around 100 miles
south of Sittwe town and the development of the seaport is expected to improve the
overall socio-economic parameters of the state. The development in the state has been
affected by lack of good roads, electrification, connectivity and conflicts between
communities. The electrification in the state capital Sittwe happened only in 2014 and
hence the industrial development is poor in comparison with many of the states.
The conflict in the state has put the area in focus and many international agencies and
organisations have come forward to help solve the issues. The government of Myanmar
has constituted many committees to resolve the issues related to the conflict of the
communities in Rakhine. As per the assessment by United Nations Development
Program (UNDP), the state has made improvements in service delivery in the key areas
of education, health and clean water as well as in the area of safety and security despite
the recent violence in the state.
Chin State
Chin is the least developed state in Myanmar with the highest poverty rate. The state has
3 Districts, 9 Townships, 40 Wards, 470 Village Tracts, and 1,501 Villages. The state has
six ethnic groups Asho, Cho, Khum, Laimi, Mizo and Zomi and the population density is
very low with 13.3 persons per km
2
.
Agriculture is the main livelihood of the people; the lack of infrastructure, difficult terrain
along with conflicts with the Myanmar government kept the state under extreme poverty.
A ceasefire agreement in 2012 between the Myanmar government and the Chin National
Front has resulted in start of steps towards development. Paletwa, the township where
the project falls will be the only port for the whole state once developed.
60
http://www.themimu.info/sites/themimu.info/files/documents/Report_Local_Governance_Mapping_Rakhine_UNDP_Feb2015.pd
f
61
https://www.unicef.org/myanmar/Rakhine_State_Profile_Final.pdf
KMTT Project EIA/SIA Study Report and EMP 58
5.4 Legally Protected National, Regional or State Areas
5.4.1 Forest conservation areas (including biodiversity reserved areas)
The project affected area falls in the Kaladan River and the biodiversity corridors of Chin
Hills Complex corridor and Rakhine Yoma Corridor are near the project area. The project
does not result in wide spread removal of forest cover for construction or submergence
of forest due to change in hydrology.
5.4.2 Public forests
The project affected plains are covered by forest cover that belongs to the people of
Myanmar. However, project does not result in wide spread removal of forest cover for
construction or submergence of forest due to change in hydrology.
5.4.3 Parks (including marine parks)
There are no national parks or marine parks in the project area.
5.4.4 Mangrove swamps
In the state of Rakhine, along the coastline, on the sheltered side of islands, river mouths
and inland areas with streams and creeks, there are a lot of mangrove habitats that
cover an area of around 223,506 Ha of which Sittwe Township has around 2997 Ha. The
mangrove cover has reduced to more than 50% in comparison with the mangrove cover
in 1900. The reduction in Mangrove cover in the period from 2000 to 2015 is around
23%. However, the reduction in the mangrove cover is very less in the Sittwe region. The
project does not require removal of mangroves for construction.
5.4.5 Other sensitive coastal areas
Seagrass is found in river waters across Rakhine state and these seagrass act as the
breeding areas for several fishes and invertebrates. However, project activity does not
require the clearance of forest area or the removal of mangrove in the harbour.
The project area does not coral reef ecosystem to be affected by the project. The coral
reefs in the state are found in the southern parts of Rakhine.
5.4.6 Wildlife sanctuaries
There are no wild life sanctuaries in the project area
5.4.7 Scientific reserves
There are no scientific reserves in the project area
5.4.8 Nature reserves
There are no nature reserves in the project area
5.4 Legally Protected National, Regional or State Areas
5.4.1 Forest conservation areas (including biodiversity reserved areas)
The project affected area falls in the Kaladan River and the biodiversity corridors of Chin
Hills Complex corridor and Rakhine Yoma Corridor are near the project area. The project
does not result in wide spread removal of forest cover for construction or submergence
of forest due to change in hydrology.
5.4.2 Public forests
The project affected plains are covered by forest cover that belongs to the people of
Myanmar. However, project does not result in wide spread removal of forest cover for
construction or submergence of forest due to change in hydrology.
5.4.3 Parks (including marine parks)
There are no national parks or marine parks in the project area.
5.4.4 Mangrove swamps
In the state of Rakhine, along the coastline, on the sheltered side of islands, river mouths
and inland areas with streams and creeks, there are a lot of mangrove habitats that
cover an area of around 223,506 Ha of which Sittwe Township has around 2997 Ha. The
mangrove cover has reduced to more than 50% in comparison with the mangrove cover
in 1900. The reduction in Mangrove cover in the period from 2000 to 2015 is around
23%. However, the reduction in the mangrove cover is very less in the Sittwe region. The
project does not require removal of mangroves for construction.
5.4.5 Other sensitive coastal areas
Seagrass is found in river waters across Rakhine state and these seagrass act as the
breeding areas for several fishes and invertebrates. However, project activity does not
require the clearance of forest area or the removal of mangrove in the harbour.
The project area does not coral reef ecosystem to be affected by the project. The coral
reefs in the state are found in the southern parts of Rakhine.
5.4.6 Wildlife sanctuaries
There are no wild life sanctuaries in the project area
5.4.7 Scientific reserves
There are no scientific reserves in the project area
5.4.8 Nature reserves
There are no nature reserves in the project area
KMTT Project EIA/SIA Study Report and EMP 59
5.4.9 Geo-physically significant reserves
There are no geo-physically significant reserves in the project area
5.4.10 Other nature reserve nominated by the Minister
There are no nature reserves nominated by any ministers in the project area
5.4.11 Protected cultural heritage areas
The cultural heritage site in Mrauk U is near the project area; however the project has no
effect on the heritage site.
5.4.12 Protected archaeological areas or areas of historical significance.
The archaeological site in Mrauk U is near the project area; however the project has no
effect on the heritage site.
5.4.9 Geo-physically significant reserves
There are no geo-physically significant reserves in the project area
5.4.10 Other nature reserve nominated by the Minister
There are no nature reserves nominated by any ministers in the project area
5.4.11 Protected cultural heritage areas
The cultural heritage site in Mrauk U is near the project area; however the project has no
effect on the heritage site.
5.4.12 Protected archaeological areas or areas of historical significance.
The archaeological site in Mrauk U is near the project area; however the project has no
effect on the heritage site.
KMTT Project EIA/SIA Study Report and EMP 60
5.5 Physical Components
5.5.1 Outline of the content
The physical components assessed consist of the landscape, soil, topography, water
resources, climate, and water quality.
5.5.2 Climate/Meteorology
The project area’s climate is categorized as tropical, Am as per the Köppen and Geiger
climate classification
62
system. The variation in temperature and rainfall is observed in
the project affected areas from Sittwe Township to Paletwa.
Sittwe
The capital of Rakhine state, receives significant rainfall for most months in the year, with
a short dry season. The average annual temperature is 25.7 °C and the rainfall here
averages 4,664 mm per year. Precipitation is the lowest in January, with an average of 5
mm. In July, the precipitation reaches its peak, with an average of 1,173 mm. At an
average temperature of 28.7 °C, April is the hottest month of the year. At 21.1 °C on
average, January is the coldest month of the year.
Figure 28: The rainfall and temperature for Sittwe (source-weather station No: 319
63
)
62
http://koeppen-geiger.vu-wien.ac.at/
63
http://en.climate-data.org/location/319/
5.5 Physical Components
5.5.1 Outline of the content
The physical components assessed consist of the landscape, soil, topography, water
resources, climate, and water quality.
5.5.2 Climate/Meteorology
The project area’s climate is categorized as tropical, Am as per the Köppen and Geiger
climate classification
62
system. The variation in temperature and rainfall is observed in
the project affected areas from Sittwe Township to Paletwa.
Sittwe
The capital of Rakhine state, receives significant rainfall for most months in the year, with
a short dry season. The average annual temperature is 25.7 °C and the rainfall here
averages 4,664 mm per year. Precipitation is the lowest in January, with an average of 5
mm. In July, the precipitation reaches its peak, with an average of 1,173 mm. At an
average temperature of 28.7 °C, April is the hottest month of the year. At 21.1 °C on
average, January is the coldest month of the year.
Figure 28: The rainfall and temperature for Sittwe (source-weather station No: 319
63
)
62
http://koeppen-geiger.vu-wien.ac.at/
63
http://en.climate-data.org/location/319/
KMTT Project EIA/SIA Study Report and EMP 61
Figure 29: Wind rose diagram for Sittwe (Source from Metroblue)
64
Kyauktaw
Kyauktaw is situated at 65 miles (105 km) far from the north of Sittwe, the capital city of
Rakhine State. Kyauktaw has three seasons; the monsoon or rainy season is from May
to October; the cool season or winter from November to February and the hot season or
summer from March to May. The average temperature range during the summer is from
32 to 40 °C. The average rainfall range during the rainy season is from 431 to 482
centimetres.
64
https://www.meteoblue.com/en/weather/forecast/modelclimate/sittwe_myanmar-%5Bburma%5D_1295765
Figure 29: Wind rose diagram for Sittwe (Source from Metroblue)
64
Kyauktaw
Kyauktaw is situated at 65 miles (105 km) far from the north of Sittwe, the capital city of
Rakhine State. Kyauktaw has three seasons; the monsoon or rainy season is from May
to October; the cool season or winter from November to February and the hot season or
summer from March to May. The average temperature range during the summer is from
32 to 40 °C. The average rainfall range during the rainy season is from 431 to 482
centimetres.
64
https://www.meteoblue.com/en/weather/forecast/modelclimate/sittwe_myanmar-%5Bburma%5D_1295765
KMTT Project EIA/SIA Study Report and EMP 62
Figure 30: Wind rose diagram for Kyauktaw (source-Metroblue)
65
Mrauk U
In Mrauk U, the average annual temperature is 26.0 °C. About 4192 mm of precipitation
falls annually with January being the driest month with average 1mm and in July, the
precipitation reaches its peak, with an average of 1265 mm. With an average of 29.2 °C,
April is the warmest month and at 21.2 °C on average, January is the coldest month of
the year.
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Figure 30: Wind rose diagram for Kyauktaw (source-Metroblue)
65
Mrauk U
In Mrauk U, the average annual temperature is 26.0 °C. About 4192 mm of precipitation
falls annually with January being the driest month with average 1mm and in July, the
precipitation reaches its peak, with an average of 1265 mm. With an average of 29.2 °C,
April is the warmest month and at 21.2 °C on average, January is the coldest month of
the year.
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KMTT Project EIA/SIA Study Report and EMP 63
Figure 31: Rainfall and temperature-Mrauk U (source-weather station 747244)
66
Figure 32: Wind rose diagram for Mrauk U (Source-Metroblue)
67
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Figure 31: Rainfall and temperature-Mrauk U (source-weather station 747244)
66
Figure 32: Wind rose diagram for Mrauk U (Source-Metroblue)
67
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KMTT Project EIA/SIA Study Report and EMP 64
Paletwa
Figure 33: Rainfall and temperature-Paletwa (source weather station No 717984)
68
Figure 34: Wind rose diagram for Paletwa (Source from Metroblue)
69
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Paletwa
Figure 33: Rainfall and temperature-Paletwa (source weather station No 717984)
68
Figure 34: Wind rose diagram for Paletwa (Source from Metroblue)
69
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KMTT Project EIA/SIA Study Report and EMP 65
The average temperature in Paletwa is 25.6 °C with an average annual rainfall of 3615
mm. The driest month is January, with 2 mm of rain and July, the wettest month with an
average of 929 mm. April is the warmest month of the year with an average temperature
of 28.6 °C and at 20.5 °C on average January is the coldest month of the year.
5.5.3 Topography
The topography of the project zone that has the IWT terminals and the inland waterway
is low level plains on the River Kaladan. Sittwe is a seaport on the mouth of the river
where it joins the sea and the river flows from north east to south west direction from
Paletwa to Sittwe.
The Kaladan River flows from Indo-Myanmar border to Sittwe Port and the entire stretch
of 275 km lies entirely in Myanmar. The part from Indo-Myanmar border till Kaletwa has
a rocky terrain with boulders and rapids and is navigable only during eight or nine
months in a year with country boats of capacity around 50 Tonnes. The stretch between
Kaletwa and Paletwa is around 68 km and requires dredging and rock blasting to make it
navigable throughout the year for the barges.
The river is wide from Sittwe till Paletwa with a width range of 8,800 metres to 175
metres with least available depths around 2.5 metre to 2.2 metre below chart datum
except at Langadoo shoal with a depth of 1.5 metre. . The width of the river is reduced to
a range of 250 metre to 75 metre for the stretch from Paletwa to Kaletwa and the least
available depths are around 1.5 metre to 1.0 metre.
5.5.4 Geology/Seismology
Myanmar is located in a tectonic plate boundary region
70
where the Australian, Indian,
Eurasian, and Sunda Plates meet, with a major fault structure “Sagaing Fault line”
running north-south up the middle of the country. Even though, the project location has
not experienced any earth quakes in the near history, there happened an earth quake on
13
th
April 2016 of magnitude 6.9 on Ritcher scale in the upper part of Myanmar.
5.5.5 Soil
The soil in the Sittwe port is SM, SP-SM type as per the unified soil classification system
(USCS)
71
with 62% to 92% sand, 7% to 44% fines (silt) in the 9.00 metre to 15.00 metre
depth and is followed by layer of CL type with 2% to 13% sand, 87% to 98% fines (silt
and clay).
The liquid limit and plasticity index are in the ranges 32% to 36% and 10% to 14%
respectively whereas the Natural moisture content and dry density varies from 22% to
29% and 1.39gm/cc to 1.72gm/cc respectively. The direct shear tests on undisturbed
samples of soil indicate that the cohesion ‘C’ varies from 0.02 to 0.6kg/cm
2
and the angle
of internal friction ‘ɸ’ varies from 5
0
to 30
0
.
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0a/$FILE/Key%20to%20Test%20Data.pdf
The average temperature in Paletwa is 25.6 °C with an average annual rainfall of 3615
mm. The driest month is January, with 2 mm of rain and July, the wettest month with an
average of 929 mm. April is the warmest month of the year with an average temperature
of 28.6 °C and at 20.5 °C on average January is the coldest month of the year.
5.5.3 Topography
The topography of the project zone that has the IWT terminals and the inland waterway
is low level plains on the River Kaladan. Sittwe is a seaport on the mouth of the river
where it joins the sea and the river flows from north east to south west direction from
Paletwa to Sittwe.
The Kaladan River flows from Indo-Myanmar border to Sittwe Port and the entire stretch
of 275 km lies entirely in Myanmar. The part from Indo-Myanmar border till Kaletwa has
a rocky terrain with boulders and rapids and is navigable only during eight or nine
months in a year with country boats of capacity around 50 Tonnes. The stretch between
Kaletwa and Paletwa is around 68 km and requires dredging and rock blasting to make it
navigable throughout the year for the barges.
The river is wide from Sittwe till Paletwa with a width range of 8,800 metres to 175
metres with least available depths around 2.5 metre to 2.2 metre below chart datum
except at Langadoo shoal with a depth of 1.5 metre. . The width of the river is reduced to
a range of 250 metre to 75 metre for the stretch from Paletwa to Kaletwa and the least
available depths are around 1.5 metre to 1.0 metre.
5.5.4 Geology/Seismology
Myanmar is located in a tectonic plate boundary region
70
where the Australian, Indian,
Eurasian, and Sunda Plates meet, with a major fault structure “Sagaing Fault line”
running north-south up the middle of the country. Even though, the project location has
not experienced any earth quakes in the near history, there happened an earth quake on
13
th
April 2016 of magnitude 6.9 on Ritcher scale in the upper part of Myanmar.
5.5.5 Soil
The soil in the Sittwe port is SM, SP-SM type as per the unified soil classification system
(USCS)
71
with 62% to 92% sand, 7% to 44% fines (silt) in the 9.00 metre to 15.00 metre
depth and is followed by layer of CL type with 2% to 13% sand, 87% to 98% fines (silt
and clay).
The liquid limit and plasticity index are in the ranges 32% to 36% and 10% to 14%
respectively whereas the Natural moisture content and dry density varies from 22% to
29% and 1.39gm/cc to 1.72gm/cc respectively. The direct shear tests on undisturbed
samples of soil indicate that the cohesion ‘C’ varies from 0.02 to 0.6kg/cm
2
and the angle
of internal friction ‘ɸ’ varies from 5
0
to 30
0
.
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https://yosemite.epa.gov/r9/sfund/r9sfdocw.nsf/3dc283e6c5d6056f88257426007417a2/390208361838230e88257888006a37
0a/$FILE/Key%20to%20Test%20Data.pdf
KMTT Project EIA/SIA Study Report and EMP 66
Bore
No
Depth
(Metre)
Description Type
Cohesion
C (kg/cm
2
)
Angle of internal
friction ɸ
1
0.00-15.00 Silty sand SM 0.02 30º
15.00-25.50 Clayey Silt CL 0.6 5º
2
0.00-12.00 Silty sand SM 0.02 30º
12.00-25.00 Clayey Silt CL 0.6 5º
3
0.00-9.00 Silty sand SM 0.54 6º
9.00-50.00 Clayey Silt CL 0.56 5º
4
0.00-43.5 Clayey Silt CL 0.56 5º
43.5-50.00 Clayey Silt CL 0.54 6º
Table 8: The soil characteristics at Sittwe port
Figure 35: The sandy clayey soil at the reclaimed site for port facilities
The Kaladan River area falls in the Arakkan-Chin-Naga range of hills and the main
formations are composed of fine to medium grained sandstone, shale, and mudstone.
The strength varies considerably along and across the bedding of the rock mass.
The soil in the stretch from Sittwe to Paletwa is finer with lower grain size and the stretch
from Paletwa to Kaletwa is coarser. The project owner has changed the design to have
the waterway from Sittwe till only Paletwa and hence the soil characteristics of the
stretch from Paletwa to Kaletwa are not material for the project study.
Bore
No
Depth
(Metre)
Description Type
Cohesion
C (kg/cm
2
)
Angle of internal
friction ɸ
1
0.00-15.00 Silty sand SM 0.02 30º
15.00-25.50 Clayey Silt CL 0.6 5º
2
0.00-12.00 Silty sand SM 0.02 30º
12.00-25.00 Clayey Silt CL 0.6 5º
3
0.00-9.00 Silty sand SM 0.54 6º
9.00-50.00 Clayey Silt CL 0.56 5º
4
0.00-43.5 Clayey Silt CL 0.56 5º
43.5-50.00 Clayey Silt CL 0.54 6º
Table 8: The soil characteristics at Sittwe port
Figure 35: The sandy clayey soil at the reclaimed site for port facilities
The Kaladan River area falls in the Arakkan-Chin-Naga range of hills and the main
formations are composed of fine to medium grained sandstone, shale, and mudstone.
The strength varies considerably along and across the bedding of the rock mass.
The soil in the stretch from Sittwe to Paletwa is finer with lower grain size and the stretch
from Paletwa to Kaletwa is coarser. The project owner has changed the design to have
the waterway from Sittwe till only Paletwa and hence the soil characteristics of the
stretch from Paletwa to Kaletwa are not material for the project study.
KMTT Project EIA/SIA Study Report and EMP 67
Type of soil
Grain size
(Microns)
Composition
Sittwe-Paletwa
Composition
Paletwa-Kaletwa
Gravel >2000 Nil 19.27%
Very Coarse sand 1000-2000 0.25% 3.94%
Coarse sand 500-1000 Nil 1.48%
Medium sand 250-500 0.50% 48.4%
Fine sand 100-250 40.64% 16.52%
Very fine sand 50-100 33.41% 6.17%
Silt 2.0-50 10.70% 1.83%
Clay <2.0 14.50% 2.41%
Table 9: Gain size distribution of river bed sample
5.5.6 Natural Hazards
There project area is on Sittwe harbour and the stretch of Kaladan River that does not
have any natural hazards. There is a bridge across the river at Kyauktaw which is 92.7
km upstream from Sittwe to connect Kyauktaw to Mrauk U; the bridge has adequate
vertical and horizontal clearances for vessels to pass through even at high flood levels.
Particular Dimension
Length of the bridge 400m
Clear Span (Horizontal clearance 80m
Maximum High flood level (40 years data) 22.18m
Normal High flood level (NHFL) 20.85m
Low water level 16.69m
Vertical clearance above NHFL 15.24m
Total number of spans 5
Table 10: The dimensions of the bridge at Kyauktaw
The horizontal clearance between the spans of the bridge is 80 metre which is sufficient
to have two way navigation of the inland water barge with a beam width of 8.5 metre.
The vertical clearance is 15.24 metre above the normal high flood levels that is sufficient
to move the vessel of height 6 metres above the water level.
5.5.7 Hydrology
The project is on a perennial river that is tidal in nature and the port is on the mouth of
the river where it meets the sea. The seawater enters freely through the river confluence
at Sittwe harbour. The tidal range at Sittwe is 2.6 metre and at Paletwa it is 0.9 metre.
The six months from May to October will have adequate quantity of water in the river for
navigation and it recedes in the rest six months and requires conservancy works to have
efficient navigation.
The maximum high water levels in the period July to October is around 0.5 metre higher
compared to than that of high water levels in the period February to April. The minimum
Type of soil
Grain size
(Microns)
Composition
Sittwe-Paletwa
Composition
Paletwa-Kaletwa
Gravel >2000 Nil 19.27%
Very Coarse sand 1000-2000 0.25% 3.94%
Coarse sand 500-1000 Nil 1.48%
Medium sand 250-500 0.50% 48.4%
Fine sand 100-250 40.64% 16.52%
Very fine sand 50-100 33.41% 6.17%
Silt 2.0-50 10.70% 1.83%
Clay <2.0 14.50% 2.41%
Table 9: Gain size distribution of river bed sample
5.5.6 Natural Hazards
There project area is on Sittwe harbour and the stretch of Kaladan River that does not
have any natural hazards. There is a bridge across the river at Kyauktaw which is 92.7
km upstream from Sittwe to connect Kyauktaw to Mrauk U; the bridge has adequate
vertical and horizontal clearances for vessels to pass through even at high flood levels.
Particular Dimension
Length of the bridge 400m
Clear Span (Horizontal clearance 80m
Maximum High flood level (40 years data) 22.18m
Normal High flood level (NHFL) 20.85m
Low water level 16.69m
Vertical clearance above NHFL 15.24m
Total number of spans 5
Table 10: The dimensions of the bridge at Kyauktaw
The horizontal clearance between the spans of the bridge is 80 metre which is sufficient
to have two way navigation of the inland water barge with a beam width of 8.5 metre.
The vertical clearance is 15.24 metre above the normal high flood levels that is sufficient
to move the vessel of height 6 metres above the water level.
5.5.7 Hydrology
The project is on a perennial river that is tidal in nature and the port is on the mouth of
the river where it meets the sea. The seawater enters freely through the river confluence
at Sittwe harbour. The tidal range at Sittwe is 2.6 metre and at Paletwa it is 0.9 metre.
The six months from May to October will have adequate quantity of water in the river for
navigation and it recedes in the rest six months and requires conservancy works to have
efficient navigation.
The maximum high water levels in the period July to October is around 0.5 metre higher
compared to than that of high water levels in the period February to April. The minimum
KMTT Project EIA/SIA Study Report and EMP 68
low water levels in the period from December to April fall below the chart datum. The
chart datum for Sittwe is 1.30 metre below the mean sea level.
Parameter Expressed as Height above chart datum
Mean high water Springs MHWS 2.4m
Mean High water neaps MHWN 1.7m
Mean Low water neaps MLWN 0.8m
Mean Low water springs MLWS 0.1m
Mean sea level MSL 1.3m
Table 11: The water levels at Sittwe- source-Detail Project report by RITES
The project implementer had performed the hydrographic and topographic surveys of the
river using dual frequency echo sounder, Real time differential global positioning system
(DGPS) and Auto level. The width of the river varies from 8800 metre to 175 metre
between Sittwe and Paletwa and the least available depths are around 2.2. to 2.5 metre
below chart datum except at Langaddoo shoal where it is around 1.5 metre.
The flow regime in the harbour area of the river is predominant with flood and ebb
currents. The speeds of the tidal currents vary from 0.19 metre/second to 1.04
metre/second and the currents are low during the slack period. The currents are strong
during the mid-phase of the tide. Strong currents are recorded during the receding phase
of the tide.
The data about the wave characteristics at the port area are not available and hence
when the DPR was made, a numerical modelling method was used using the wind data.
The work was carried out by National Institute of Oceanography (NIO), Goa, India using
the wind data provided by the Myanmar authorities for the recorded period of January
1998 to December 2001 at Sittwe port.
The numerical prediction model “DOLPHIN” that used wind speed, direction and coastal
boundary as inputs was used in the study. The outputs from the study are the significant
wave height (Hs) and average wave period (Tz). The offshore wave characteristics were
studied and estimated at a depth of 15 metre and the waves at the shores studied were
those at the harbour.
Wave characteristic
At 15 metre
depth
At Sittwe
Harbour
Maximum Significant wave height 2.1m 1m
Minimum Significant wave height 0.1m 0.1m
Average Significant wave height 0.6m 0.2m
Average Wave period 3s 3s
Table 12: The wave characteristics at Sittwe- source-Detail Project report by RITES
low water levels in the period from December to April fall below the chart datum. The
chart datum for Sittwe is 1.30 metre below the mean sea level.
Parameter Expressed as Height above chart datum
Mean high water Springs MHWS 2.4m
Mean High water neaps MHWN 1.7m
Mean Low water neaps MLWN 0.8m
Mean Low water springs MLWS 0.1m
Mean sea level MSL 1.3m
Table 11: The water levels at Sittwe- source-Detail Project report by RITES
The project implementer had performed the hydrographic and topographic surveys of the
river using dual frequency echo sounder, Real time differential global positioning system
(DGPS) and Auto level. The width of the river varies from 8800 metre to 175 metre
between Sittwe and Paletwa and the least available depths are around 2.2. to 2.5 metre
below chart datum except at Langaddoo shoal where it is around 1.5 metre.
The flow regime in the harbour area of the river is predominant with flood and ebb
currents. The speeds of the tidal currents vary from 0.19 metre/second to 1.04
metre/second and the currents are low during the slack period. The currents are strong
during the mid-phase of the tide. Strong currents are recorded during the receding phase
of the tide.
The data about the wave characteristics at the port area are not available and hence
when the DPR was made, a numerical modelling method was used using the wind data.
The work was carried out by National Institute of Oceanography (NIO), Goa, India using
the wind data provided by the Myanmar authorities for the recorded period of January
1998 to December 2001 at Sittwe port.
The numerical prediction model “DOLPHIN” that used wind speed, direction and coastal
boundary as inputs was used in the study. The outputs from the study are the significant
wave height (Hs) and average wave period (Tz). The offshore wave characteristics were
studied and estimated at a depth of 15 metre and the waves at the shores studied were
those at the harbour.
Wave characteristic
At 15 metre
depth
At Sittwe
Harbour
Maximum Significant wave height 2.1m 1m
Minimum Significant wave height 0.1m 0.1m
Average Significant wave height 0.6m 0.2m
Average Wave period 3s 3s
Table 12: The wave characteristics at Sittwe- source-Detail Project report by RITES
KMTT Project EIA/SIA Study Report and EMP 69
5.5.8 Erosion and sedimentation
The project is in Kaladan River and the port is on the confluence that has heavy siltation
at the jetty area. Hence maintenance dredging will be conducted periodically. The depth
in the approach channel and jetty was around 4.5 metre and for the 6000 Tonne vessels
to come in, the depth was dredged to 7.9 metre in start of 2013.
To study the siltation pattern, the data and information in the report conducted by Japan
Overseas Consultants Co Ltd and Louis Berger International Inc. for Myanmar Outports
Project as provided by the Sittwe port authorities was used. The average depth for the
harbour area in the period 1963 to 1972 did not show significant change in the absence
of dredging activity. But the siltation rate at the bank near the wharf was around 0.45
metre per year from the period 1966 to 1970. A dredging operation was carried out in
1972; however, the rapid siltation in 1973 reduced the depth by 2 metres. The depth of
the port had a draft of around 8 metre in the late 1980s that enabled docking of ships of
around 6000 DWT that got reduced to 4.5 metre due to absence of dredging.
The project does not require the construction of breakwaters near the harbour or jetty.
Hence the erosion and sedimentation caused on the river bank is considerably reduced.
5.5.9 Surface and ground water quality
The water at Sittwe harbour is turbid due to movement of vessels and a climate dotted
with heavy monsoon, floods and cyclones. The Kaladan River is also well navigated with
mechanised vessels. The project operation is not going to significantly alter the surface
water quality of the region. The ground water quality in the nearby townships is not going
to be affected by the movement of the barges.
The waste disposal from the deep sea port facilities at Sittwe can affect the ground water
quality at Sittwe. The Environmental Management Plan for the port operations cover the
waste management and disposal of the waste generated from the docking ships and the
port offices and facilities. The project operations have to comply with the effluent limits
set in the environmental emission guidelines dated 29
th
December 2015.
Parameter Unit Guideline Value
Biochemical Oxygen Demand (BOD) mg/l 30
Chemical Oxygen Demand (COD) mg/l 125
Oil and Grease mg/l 10
pH SU
72
6 to 9
Total coliform bacteria 100ml 400
Total Nitrogen mg/l 10
Total Phosphorous mg/l 2
Total Suspended solids (TSS) mg/l 50
Table 13: Effluent limits for port, harbours and terminals
73
72
Standard Unit
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5.5.8 Erosion and sedimentation
The project is in Kaladan River and the port is on the confluence that has heavy siltation
at the jetty area. Hence maintenance dredging will be conducted periodically. The depth
in the approach channel and jetty was around 4.5 metre and for the 6000 Tonne vessels
to come in, the depth was dredged to 7.9 metre in start of 2013.
To study the siltation pattern, the data and information in the report conducted by Japan
Overseas Consultants Co Ltd and Louis Berger International Inc. for Myanmar Outports
Project as provided by the Sittwe port authorities was used. The average depth for the
harbour area in the period 1963 to 1972 did not show significant change in the absence
of dredging activity. But the siltation rate at the bank near the wharf was around 0.45
metre per year from the period 1966 to 1970. A dredging operation was carried out in
1972; however, the rapid siltation in 1973 reduced the depth by 2 metres. The depth of
the port had a draft of around 8 metre in the late 1980s that enabled docking of ships of
around 6000 DWT that got reduced to 4.5 metre due to absence of dredging.
The project does not require the construction of breakwaters near the harbour or jetty.
Hence the erosion and sedimentation caused on the river bank is considerably reduced.
5.5.9 Surface and ground water quality
The water at Sittwe harbour is turbid due to movement of vessels and a climate dotted
with heavy monsoon, floods and cyclones. The Kaladan River is also well navigated with
mechanised vessels. The project operation is not going to significantly alter the surface
water quality of the region. The ground water quality in the nearby townships is not going
to be affected by the movement of the barges.
The waste disposal from the deep sea port facilities at Sittwe can affect the ground water
quality at Sittwe. The Environmental Management Plan for the port operations cover the
waste management and disposal of the waste generated from the docking ships and the
port offices and facilities. The project operations have to comply with the effluent limits
set in the environmental emission guidelines dated 29
th
December 2015.
Parameter Unit Guideline Value
Biochemical Oxygen Demand (BOD) mg/l 30
Chemical Oxygen Demand (COD) mg/l 125
Oil and Grease mg/l 10
pH SU
72
6 to 9
Total coliform bacteria 100ml 400
Total Nitrogen mg/l 10
Total Phosphorous mg/l 2
Total Suspended solids (TSS) mg/l 50
Table 13: Effluent limits for port, harbours and terminals
73
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Standard Unit
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KMTT Project EIA/SIA Study Report and EMP 70
The summary of the marine water and sediment samples tested before the dredging
activity that was presented to the monitoring panel during the progress review meeting.
These third party laboratory reports were approved by URS Scott Wilson, the consultant
appointed for supervision of the construction quality.
Parameter tested Unit
Location of the sample
Existing
jetty
IWT
Jetty
Port
jetty
Dredgin
g area
Disposal
area
Sediment
sample
pH SU 6.5 7.1 7 7.3 7.2 6.5
Conductivity ms/cm 4.3 30.8 30.2 46.2 33.7 321
Turbidity mg/l 3 6 2.7 0 2.5 NA
74
Salinity mg/l 51.2 25.1 28.9 50.5 39.3 NA
Total suspended
solids
mg/l 524 912 1184 680 508 NA
Total dissolved
solids
mg/l 51272 25148 28996 50584 39344 NA
Biochemical oxygen
demand
mg/l 42.8 17.2 40 40 22.5 NA
Dissolved Oxygen mg/l 4.99 3.68 3.46 3.27 5.26 NA
Oil & Grease mg/l 34 52 56 26 12 38
Chemical Oxygen
demand
mg/l 88 52 60 128 76 NA
Chloride mg/l 14157 10254 11979 14429 11707 11979
Sulphate mg/l 1690 1474 8233 2098 8232 8233
Iron mg/l 31.24 21 33.1 5.18 12.55 33.1
Hexavalent
Chromium
mg/l Nil Nil Nil Nil Nil Nil
Zinc mg/l 0.045 0.035 0.03 0.405 0.054 0.03
Nickel mg/l 0.0015 Nil 0.0037 Nil Nil 0.0037
Manganese mg/l 0.024 0.044 0.056 0.025 0.024 0.056
Cadmium mg/l Nil Nil Nil Nil Nil Nil
Lead mg/l 0.486 0.324 0.601 0.694 0.786 0.601
Mercury µgm/l 1.69 1.67 2.03 1.67 2.07 2.03
Nitrogen mg/l Nil Nil Nil Nil Nil Nil
Phosphorus mg/l 108.5 62.8 97.1 Nil 11.4 97.1
Potassium mg/l 294.2 213.9 211.8 328.1 273.9 211.8
Magnesium mg/l 1144 834 834 1240 1048 834
Total coliforms cfu
75
/100ml 49 1600 542 17 348 1600
Organic Matter % NA NA NA NA NA 92.47
Table 14: Summary of marine water and sediment testing
74
Not Applicable
75
Colony forming unit
The summary of the marine water and sediment samples tested before the dredging
activity that was presented to the monitoring panel during the progress review meeting.
These third party laboratory reports were approved by URS Scott Wilson, the consultant
appointed for supervision of the construction quality.
Parameter tested Unit
Location of the sample
Existing
jetty
IWT
Jetty
Port
jetty
Dredgin
g area
Disposal
area
Sediment
sample
pH SU 6.5 7.1 7 7.3 7.2 6.5
Conductivity ms/cm 4.3 30.8 30.2 46.2 33.7 321
Turbidity mg/l 3 6 2.7 0 2.5 NA
74
Salinity mg/l 51.2 25.1 28.9 50.5 39.3 NA
Total suspended
solids
mg/l 524 912 1184 680 508 NA
Total dissolved
solids
mg/l 51272 25148 28996 50584 39344 NA
Biochemical oxygen
demand
mg/l 42.8 17.2 40 40 22.5 NA
Dissolved Oxygen mg/l 4.99 3.68 3.46 3.27 5.26 NA
Oil & Grease mg/l 34 52 56 26 12 38
Chemical Oxygen
demand
mg/l 88 52 60 128 76 NA
Chloride mg/l 14157 10254 11979 14429 11707 11979
Sulphate mg/l 1690 1474 8233 2098 8232 8233
Iron mg/l 31.24 21 33.1 5.18 12.55 33.1
Hexavalent
Chromium
mg/l Nil Nil Nil Nil Nil Nil
Zinc mg/l 0.045 0.035 0.03 0.405 0.054 0.03
Nickel mg/l 0.0015 Nil 0.0037 Nil Nil 0.0037
Manganese mg/l 0.024 0.044 0.056 0.025 0.024 0.056
Cadmium mg/l Nil Nil Nil Nil Nil Nil
Lead mg/l 0.486 0.324 0.601 0.694 0.786 0.601
Mercury µgm/l 1.69 1.67 2.03 1.67 2.07 2.03
Nitrogen mg/l Nil Nil Nil Nil Nil Nil
Phosphorus mg/l 108.5 62.8 97.1 Nil 11.4 97.1
Potassium mg/l 294.2 213.9 211.8 328.1 273.9 211.8
Magnesium mg/l 1144 834 834 1240 1048 834
Total coliforms cfu
75
/100ml 49 1600 542 17 348 1600
Organic Matter % NA NA NA NA NA 92.47
Table 14: Summary of marine water and sediment testing
74
Not Applicable
75
Colony forming unit
KMTT Project EIA/SIA Study Report and EMP 71
The current water tests performed for the water quality measurement for the marine and
river water by measuring the turbidity, salinity, Dissolved oxygen (DO) and pH value. The
guidance was taken from the EPA regulations for coastal water quality
76
.
Water test in Sittwe Port
Parameter Unit Upstream Downstream
Turbidity NTU 21.3 24.7
Salinity % 3.51 3.46
Dissolved Oxygen (DO) mg/Litre 38.33 39.12
pH - 7.34 7.55
River water test in Paletwa Terminal
Turbidity NTU 11.92 12.56
Salinity % 3.14 3.23
Dissolved Oxygen (DO) mg/Litre 36.55 37.12
pH - 7.76 7.51
Table 15: The water test at Sittwe and Paletwa
5.5.10 Mineral resources
The project is in a zone already under navigation and the project is only about improving
the infrastructure. The mineral resources are not found or heard of in the in the project
zone and any future discoveries are not going to be affected by the project activity.
5.5.11 Noise
Noise is expected during the construction phase; however, the construction was planned
to be done with proper environmental measures to make the area noise free during
construction for outsiders. The contractor is keeping a log of noise measurements and
the construction work is suspended during the night time. The equipment is fitted with
mufflers to reduce the noise whilst under operations.
Peak sound
(dB)
Number of
impulses
Sound
(dB)
Exposure
time (hrs)
140 100 90 8
135 315 92 6
130 1000 95 4
125 3160 97 3
120 10000 100 2
102 1.5
105 1
107 0.75
110 0.5
115 0.25
Table 16: The noise limits for instantaneous impulse and continuous exposure
76
http://mpcb.gov.in/images/pdf/CoastalwaterStandards.pdf
The current water tests performed for the water quality measurement for the marine and
river water by measuring the turbidity, salinity, Dissolved oxygen (DO) and pH value. The
guidance was taken from the EPA regulations for coastal water quality
76
.
Water test in Sittwe Port
Parameter Unit Upstream Downstream
Turbidity NTU 21.3 24.7
Salinity % 3.51 3.46
Dissolved Oxygen (DO) mg/Litre 38.33 39.12
pH - 7.34 7.55
River water test in Paletwa Terminal
Turbidity NTU 11.92 12.56
Salinity % 3.14 3.23
Dissolved Oxygen (DO) mg/Litre 36.55 37.12
pH - 7.76 7.51
Table 15: The water test at Sittwe and Paletwa
5.5.10 Mineral resources
The project is in a zone already under navigation and the project is only about improving
the infrastructure. The mineral resources are not found or heard of in the in the project
zone and any future discoveries are not going to be affected by the project activity.
5.5.11 Noise
Noise is expected during the construction phase; however, the construction was planned
to be done with proper environmental measures to make the area noise free during
construction for outsiders. The contractor is keeping a log of noise measurements and
the construction work is suspended during the night time. The equipment is fitted with
mufflers to reduce the noise whilst under operations.
Peak sound
(dB)
Number of
impulses
Sound
(dB)
Exposure
time (hrs)
140 100 90 8
135 315 92 6
130 1000 95 4
125 3160 97 3
120 10000 100 2
102 1.5
105 1
107 0.75
110 0.5
115 0.25
Table 16: The noise limits for instantaneous impulse and continuous exposure
76
http://mpcb.gov.in/images/pdf/CoastalwaterStandards.pdf
KMTT Project EIA/SIA Study Report and EMP 72
The noise producing equipment such as Diesel Generators shall be installed within noise
proof rooms to avoid the noise during the operational phase. The noise audit of the
equipment at site is performed by the contractor that is approved by third party
consultant.
5.5.13 Air quality
The construction phase is expected to generate dust pollution and the movement of
vehicles and other equipment that uses fossil fuels are going to emit exhaust gases to
the atmosphere. In the operation phase, the air quality is going to be affected by the road
traffic and the vessel traffic.
The contractor for construction is monitoring the ambient air quality in the construction
zone. The testing by third party is being done six monthly and is reviewed by the third
party consultant for supervision of quality. The air quality parameters to be tested are as
below
Parameter Unit Limits Method
Suspended particulate matter µg/m
3
NS IS 5182 Part 16
Respirable particulate matter PM10 µg/m
3
100 IS 5182 Part 23
Sulphur Dioxide as SO2 µg/m
3
80 IS 5182 Part II
Oxides of Nitrogen as NO2 µg/m
3
80 IS 5182 Part IV
Hydrocarbon as HC µg/m
3
NS
77
Digital Gas
analyser
Carbon Monoxide as CO mg/m
3
2
Digital Gas
analyser
Table 17: The ambient air quality testing
The records of the ambient air quality tests maintained at the project site were reviewed.
The tests done at the start of the construction phase by the third party laboratory,
Pollucon Laboratories Ltd was sampled.
The points chosen were at the workshop- N20º 8.257', E92º 53.974', at the port jetty-
N20º 8.239', E92º 54.150' and the IWT jetty- N20º 1.371', E92º 54.175'.
The samples were drawn from the period 21 March 2013 to 13 April 2013 at a three day
interval for the points. The results indicate that the ambient air quality in the construction
site is within the allowable limits of ambient air quality.
77
Not specified
The noise producing equipment such as Diesel Generators shall be installed within noise
proof rooms to avoid the noise during the operational phase. The noise audit of the
equipment at site is performed by the contractor that is approved by third party
consultant.
5.5.13 Air quality
The construction phase is expected to generate dust pollution and the movement of
vehicles and other equipment that uses fossil fuels are going to emit exhaust gases to
the atmosphere. In the operation phase, the air quality is going to be affected by the road
traffic and the vessel traffic.
The contractor for construction is monitoring the ambient air quality in the construction
zone. The testing by third party is being done six monthly and is reviewed by the third
party consultant for supervision of quality. The air quality parameters to be tested are as
below
Parameter Unit Limits Method
Suspended particulate matter µg/m
3
NS IS 5182 Part 16
Respirable particulate matter PM10 µg/m
3
100 IS 5182 Part 23
Sulphur Dioxide as SO2 µg/m
3
80 IS 5182 Part II
Oxides of Nitrogen as NO2 µg/m
3
80 IS 5182 Part IV
Hydrocarbon as HC µg/m
3
NS
77
Digital Gas
analyser
Carbon Monoxide as CO mg/m
3
2
Digital Gas
analyser
Table 17: The ambient air quality testing
The records of the ambient air quality tests maintained at the project site were reviewed.
The tests done at the start of the construction phase by the third party laboratory,
Pollucon Laboratories Ltd was sampled.
The points chosen were at the workshop- N20º 8.257', E92º 53.974', at the port jetty-
N20º 8.239', E92º 54.150' and the IWT jetty- N20º 1.371', E92º 54.175'.
The samples were drawn from the period 21 March 2013 to 13 April 2013 at a three day
interval for the points. The results indicate that the ambient air quality in the construction
site is within the allowable limits of ambient air quality.
77
Not specified
KMTT Project EIA/SIA Study Report and EMP 73
Parameters
Average value for eight samples
Workshop Port Jetty IWT Jetty
Suspended particulate matter 111.22 90.33 87.19
Respirable particulate matter PM10 42.97 35.07 29.97
Sulphur Dioxide as SO2 4.47 3.34 5.52
Oxides of Nitrogen as NO2 26.71 21.84 22.94
Hydrocarbon as HC NDL NDL NDL
Carbon Monoxide as CO NDL
78
NDL NDL
Table 18: Ambient air quality levels at Sittwe in March-April 2013
5.5.14 Others
Myanmar was affected by flood in July 2015 and cyclone Nargis in May 2008. The areas
near the river were affected by flood. However, the project is not amplifying impacts of
any natural disaster.
78
No detectable levels
Parameters
Average value for eight samples
Workshop Port Jetty IWT Jetty
Suspended particulate matter 111.22 90.33 87.19
Respirable particulate matter PM10 42.97 35.07 29.97
Sulphur Dioxide as SO2 4.47 3.34 5.52
Oxides of Nitrogen as NO2 26.71 21.84 22.94
Hydrocarbon as HC NDL NDL NDL
Carbon Monoxide as CO NDL
78
NDL NDL
Table 18: Ambient air quality levels at Sittwe in March-April 2013
5.5.14 Others
Myanmar was affected by flood in July 2015 and cyclone Nargis in May 2008. The areas
near the river were affected by flood. However, the project is not amplifying impacts of
any natural disaster.
78
No detectable levels
KMTT Project EIA/SIA Study Report and EMP 74
5.6 Biological Components
The International Union for Conservation of Nature (ICUN)
79
publishes a red list in which
they classify the level of threat to extinction faced by a species. The categorisation used
by ICUN is version 3.1
80
now and is summarised below. The EIA/SIA report also used
the same notation and classification used by the ICUN to express the endangered
species in the Project area.
Classification Notation
Extinct EX
Extinct in the wild EXW
Critically endangered CR
Endangered EN
Vulnerable VU
Near Threatened NT
Least concern LC
Data Deficient DD
Not Evaluated NE
Table 19: ICUN classification and notations
Figure 36: ICUN Criteria as per their latest version 3.1 (2000)
79
https://www.iucn.org/
80
http://www.iucnredlist.org/static/categories_criteria_3_1
5.6 Biological Components
The International Union for Conservation of Nature (ICUN)
79
publishes a red list in which
they classify the level of threat to extinction faced by a species. The categorisation used
by ICUN is version 3.1
80
now and is summarised below. The EIA/SIA report also used
the same notation and classification used by the ICUN to express the endangered
species in the Project area.
Classification Notation
Extinct EX
Extinct in the wild EXW
Critically endangered CR
Endangered EN
Vulnerable VU
Near Threatened NT
Least concern LC
Data Deficient DD
Not Evaluated NE
Table 19: ICUN classification and notations
Figure 36: ICUN Criteria as per their latest version 3.1 (2000)
79
https://www.iucn.org/
80
http://www.iucnredlist.org/static/categories_criteria_3_1
KMTT Project EIA/SIA Study Report and EMP 75
Figure 37: The Key Biodiversity corridors of Myanmar (Myanmar Environmental Portal)
Figure 37: The Key Biodiversity corridors of Myanmar (Myanmar Environmental Portal)
KMTT Project EIA/SIA Study Report and EMP 76
Figure 38: Priority of Biodiversity corridors of Myanmar (Myanmar Environmental Portal)
Figure 38: Priority of Biodiversity corridors of Myanmar (Myanmar Environmental Portal)
KMTT Project EIA/SIA Study Report and EMP 77
5.6.1 Terrestrial ecology/wildlife
Myanmar’s forests are habitats for numerous terrestrial animals of which a summary of
terrestrial biodiversity corridors in Myanmar is below. The Chin Hills Complex corridor
and Rakhine Yoma Corridor are near the project area.
Terrestrial Biodiversity Corridors in Myanmar
Name Area (Km
2
)
Chin Hills Complex Corridor 36,272
Bago Yoma Range corridor 16,143
Western Shan Yoma Range Corridor 27,742
Upper Chindwin Catchment Corridor 50,156
Lower Chindwin Forest Corridor 40,087
Thanintharyi Range Corridor 42,880
Rakhine Yoma Range Corridor 47,914
Upper Ayeyawady Catchment Corridor 101,394
Total 362,588
Table 20: Terrestrial Biodiversity corridors in Myanmar
There are 77 species of terrestrial mammals of Myanmar listed in the ICUN of which 3
are critically endangered, 19 are endangered, 23 are vulnerable and 15 are near
threatened. The three critically endangered species of terrestrial mammals are
Sl No Scientific Name Common name
Status in
Myanmar
1 Dicerorhinus sumatrensis
81
Sumatran Rhinoceros Probably extinct
2 Rhinoceros sondaicus
82
Javan Rhinoceros Probably extinct
3 Rhinopithecus strykeri
83
Myanmar Snub-Nosed Monkey 260-330 numbers
Table 21: Critically endangered terrestrial mammals in Myanmar
81
http://www.iucnredlist.org/details/6553/0
82
http://www.iucnredlist.org/details/19495/0
83
http://www.iucnredlist.org/details/13508501/0
5.6.1 Terrestrial ecology/wildlife
Myanmar’s forests are habitats for numerous terrestrial animals of which a summary of
terrestrial biodiversity corridors in Myanmar is below. The Chin Hills Complex corridor
and Rakhine Yoma Corridor are near the project area.
Terrestrial Biodiversity Corridors in Myanmar
Name Area (Km
2
)
Chin Hills Complex Corridor 36,272
Bago Yoma Range corridor 16,143
Western Shan Yoma Range Corridor 27,742
Upper Chindwin Catchment Corridor 50,156
Lower Chindwin Forest Corridor 40,087
Thanintharyi Range Corridor 42,880
Rakhine Yoma Range Corridor 47,914
Upper Ayeyawady Catchment Corridor 101,394
Total 362,588
Table 20: Terrestrial Biodiversity corridors in Myanmar
There are 77 species of terrestrial mammals of Myanmar listed in the ICUN of which 3
are critically endangered, 19 are endangered, 23 are vulnerable and 15 are near
threatened. The three critically endangered species of terrestrial mammals are
Sl No Scientific Name Common name
Status in
Myanmar
1 Dicerorhinus sumatrensis
81
Sumatran Rhinoceros Probably extinct
2 Rhinoceros sondaicus
82
Javan Rhinoceros Probably extinct
3 Rhinopithecus strykeri
83
Myanmar Snub-Nosed Monkey 260-330 numbers
Table 21: Critically endangered terrestrial mammals in Myanmar
81
http://www.iucnredlist.org/details/6553/0
82
http://www.iucnredlist.org/details/19495/0
83
http://www.iucnredlist.org/details/13508501/0
KMTT Project EIA/SIA Study Report and EMP 78
The project activity is spread across long stretch of river that is rich in biodiversity.
However, the project activity is only using the river for transport which was already under
navigation and does not result in any change to the land apart from the terminal
development at Paletwa and Sittwe. Hence the project operations are not going to
significantly affect the terrestrial ecology or wildlife of the region.
5.6.2 Forest/Vegetation Cover
The river Kaladan runs through forest areas and thick vegetation; mangroves and
seagrass are found throughout Rakhine state.
Along the coastline of the state, on the sheltered side of islands, river mouths and inland
areas with streams and creeks, there are a lot of mangrove habitats that cover an area of
around 223,506 Ha of which Sittwe Township has around 2997 Ha. Mangrove species
84
recorded from Rakhine State coast include Rhizophora, Xylocarpus, Avicennia,
Bruguiera, Sonneratia, Heritiera, Finlaysonia, Ceriops, Lumnitzera, Excoecaria, Nypa
and Aegiceras
85
.
Figure 39: Mangroves in Rakhine region in Myanmar (Photo by Dr San Tha Tun)
The mangroves prevent erosion and are important for the survival of coral reef fish
species. The development activities have resulted in reclamation of mangrove areas
mainly for firewood collection, agriculture and aquaculture. The mangrove cover has
reduced to more than 50% in comparison with the mangrove cover in 1900. The
reduction in Mangrove cover in the period from 2000 to 2015 is around 23%. However,
the reduction in the mangrove cover is very less in the Sittwe region.
84
http://www.themimu.info/sites/themimu.info/files/documents/Report_Socio_Ecological_Assessment_of_Mangrove_Areas_in_
Rakhine_REACH_Nov2015.pdf
85
http://www.lighthouse-foundation.org/fileadmin/LHF/PDF/Myanmar_-
_Scoping_Paper_Myanmar_Coastal_Zone_Management_211113_96dpi.pdf
The project activity is spread across long stretch of river that is rich in biodiversity.
However, the project activity is only using the river for transport which was already under
navigation and does not result in any change to the land apart from the terminal
development at Paletwa and Sittwe. Hence the project operations are not going to
significantly affect the terrestrial ecology or wildlife of the region.
5.6.2 Forest/Vegetation Cover
The river Kaladan runs through forest areas and thick vegetation; mangroves and
seagrass are found throughout Rakhine state.
Along the coastline of the state, on the sheltered side of islands, river mouths and inland
areas with streams and creeks, there are a lot of mangrove habitats that cover an area of
around 223,506 Ha of which Sittwe Township has around 2997 Ha. Mangrove species
84
recorded from Rakhine State coast include Rhizophora, Xylocarpus, Avicennia,
Bruguiera, Sonneratia, Heritiera, Finlaysonia, Ceriops, Lumnitzera, Excoecaria, Nypa
and Aegiceras
85
.
Figure 39: Mangroves in Rakhine region in Myanmar (Photo by Dr San Tha Tun)
The mangroves prevent erosion and are important for the survival of coral reef fish
species. The development activities have resulted in reclamation of mangrove areas
mainly for firewood collection, agriculture and aquaculture. The mangrove cover has
reduced to more than 50% in comparison with the mangrove cover in 1900. The
reduction in Mangrove cover in the period from 2000 to 2015 is around 23%. However,
the reduction in the mangrove cover is very less in the Sittwe region.
84
http://www.themimu.info/sites/themimu.info/files/documents/Report_Socio_Ecological_Assessment_of_Mangrove_Areas_in_
Rakhine_REACH_Nov2015.pdf
85
http://www.lighthouse-foundation.org/fileadmin/LHF/PDF/Myanmar_-
_Scoping_Paper_Myanmar_Coastal_Zone_Management_211113_96dpi.pdf
KMTT Project EIA/SIA Study Report and EMP 79
In Myanmar, the species of seagrass
86
found are Syringodium isoetifolium, Cymodocea
rotundata, C. serrulata, Cymodocea sp., Halodule uninervis, H. pinifolia, Enhalus
acoroides, Thalassia hemprichii, Halophila beccarii (IUCN Red list-Vulnerable), H.
decipiens, H. ovalis and H. major. Seagrass is found in river waters across Rakhine state
and these seagrass act as the breeding areas for several fishes and invertebrates.
However, project activity does not require the clearance of forest area or the removal of
mangrove in the harbour.
5.6.3 Aquatic Biota and Habitats
The lower part of the Kaldan River and its confluence area where the project operation
will be happening is rich in aquatic biota, seagrass and mangroves and is also explained
in the section 5.4.2 for forest vegetation.
Figure 40: The Coral reef Ecosystem in Myanmar
86
http://www.boblme.org/documentRepository/BOBLME-2015-Brochure-13.pdf
In Myanmar, the species of seagrass
86
found are Syringodium isoetifolium, Cymodocea
rotundata, C. serrulata, Cymodocea sp., Halodule uninervis, H. pinifolia, Enhalus
acoroides, Thalassia hemprichii, Halophila beccarii (IUCN Red list-Vulnerable), H.
decipiens, H. ovalis and H. major. Seagrass is found in river waters across Rakhine state
and these seagrass act as the breeding areas for several fishes and invertebrates.
However, project activity does not require the clearance of forest area or the removal of
mangrove in the harbour.
5.6.3 Aquatic Biota and Habitats
The lower part of the Kaldan River and its confluence area where the project operation
will be happening is rich in aquatic biota, seagrass and mangroves and is also explained
in the section 5.4.2 for forest vegetation.
Figure 40: The Coral reef Ecosystem in Myanmar
86
http://www.boblme.org/documentRepository/BOBLME-2015-Brochure-13.pdf
KMTT Project EIA/SIA Study Report and EMP 80
The coral reef ecosystem in Myanmar is found only in the Southern Rakhine and the
Thanintharyi region. The Ayeyarwady delta does not have coral reefs due to high
sedimentation. As per Flora and Fauna International (FFI) there are 380 species of
corals that support the coastal and marine fisheries. They also act as natural protective
barriers, deterring beach erosion, retarding storm waves and are good for tourism as
seen in other parts of the globe.
Figure 41: Coral Reefs in Myanmar (Source Flora and Fauna International)
Among the continents, the largest fisheries production is from Asia and many livelihoods
are dependent upon freshwater biodiversity which provide food security to the poorest of
communities. South and South East Asia is one of the most speciose areas on the planet
containing 20% of all known freshwater vertebrate species and 25% of known aquatic
The coral reef ecosystem in Myanmar is found only in the Southern Rakhine and the
Thanintharyi region. The Ayeyarwady delta does not have coral reefs due to high
sedimentation. As per Flora and Fauna International (FFI) there are 380 species of
corals that support the coastal and marine fisheries. They also act as natural protective
barriers, deterring beach erosion, retarding storm waves and are good for tourism as
seen in other parts of the globe.
Figure 41: Coral Reefs in Myanmar (Source Flora and Fauna International)
Among the continents, the largest fisheries production is from Asia and many livelihoods
are dependent upon freshwater biodiversity which provide food security to the poorest of
communities. South and South East Asia is one of the most speciose areas on the planet
containing 20% of all known freshwater vertebrate species and 25% of known aquatic
KMTT Project EIA/SIA Study Report and EMP 81
plants. The project zone falls in the Chin hills-Arakkan coast freshwater ecoregion as
categorised by ICUN
87
. There are 520 species listed in the ICUN red list category as
given below.
Global red list category Number of species
Extinct 0
Extinct in the wild 0
Critically endangered 5
Endangered 15
Vulnerable 50
Near threatened 46
Least concern 263
Data Deficient 141
Total 520
Table 21: The Eastern Himalayas freshwater fish fauna in the ICUN red list
The species “Garra Flavatra” in the Rakhine Yoma is the vulnerable category of the red
list stated above. The ornamental international fish trade has increased from Myanmar
since 2000 and has resulted in decline in the number of this species that is a popular
aquarium fish.
Figure 42: Garra Flavatra, the vulnerable fish species
There are around 28 to 40 endemic species in the region; however they fall in the high
number of data deficient species listed above because of lack of surveys and data in the
remote Myanmar region due to inaccessibility. “Channa pulchra”, one of the species
endemic to the western slopes of the Rakhine Yoma is one such Data Deficient species.
87
https://cmsdata.iucn.org/downloads/iucn_eastern_himalaya_report_30dec__2_.pdf
plants. The project zone falls in the Chin hills-Arakkan coast freshwater ecoregion as
categorised by ICUN
87
. There are 520 species listed in the ICUN red list category as
given below.
Global red list category Number of species
Extinct 0
Extinct in the wild 0
Critically endangered 5
Endangered 15
Vulnerable 50
Near threatened 46
Least concern 263
Data Deficient 141
Total 520
Table 21: The Eastern Himalayas freshwater fish fauna in the ICUN red list
The species “Garra Flavatra” in the Rakhine Yoma is the vulnerable category of the red
list stated above. The ornamental international fish trade has increased from Myanmar
since 2000 and has resulted in decline in the number of this species that is a popular
aquarium fish.
Figure 42: Garra Flavatra, the vulnerable fish species
There are around 28 to 40 endemic species in the region; however they fall in the high
number of data deficient species listed above because of lack of surveys and data in the
remote Myanmar region due to inaccessibility. “Channa pulchra”, one of the species
endemic to the western slopes of the Rakhine Yoma is one such Data Deficient species.
87
https://cmsdata.iucn.org/downloads/iucn_eastern_himalaya_report_30dec__2_.pdf
KMTT Project EIA/SIA Study Report and EMP 82
Figure 43: Channa Pulchra, another endemic fish from the region
Marine Mammals
The Myanmar waters have been reported with presence of 21 cetaceans (whale and
dolphin) and one (1) sirenian species. The Irrawaddy Dolphin (Orcaella brevirostris) and
Dugong (Dugong dugon), have been protected under the Myanmar Protection of Wildlife
and Conservation of Natural Areas Law since 1994 under the category “completely
protected”.
The Irrawaddy River Dolphins, is categorized in the ICUN red list as vulnerable
88
, are
reported to have been sighted in the river Kaladan. The data on the population,
distribution, habitat utilization and seasonality of marine mammals in this region in
Myanmar is limited due to fewer scientific surveys having been conducted and low
availability of stranding information.
Dugongs are found in the shallow and sheltered waters on the coastal region and are
migratory in nature and feed on seagrass. Rakhine waters have reported the presence of
Dugongs and there have been instances when they have been caught in fishing nets.
Marine Turtles
The Rakhine waters support five species of marine turtles, all of which are IUCN listed
threatened species
Olive Ridley turtle (Lepoidochely olivacea)
89
(Endangered),
Loggerhead turtle (Caretta caretta)
90
(Endangered),
Green turtle (Chelonia mydas)
91
(Vulnerable),
Hawksbill turtle (Eretmochelys imbricata)
92
(Critically Endangered), and
Leatherback turtle (Dermochelys coriacea)
93
(Endangered).
88
http://www.worldwildlife.org/species/irrawaddy-dolphin
89
http://www.iucnredlist.org/details/11534/0
90
http://www.iucnredlist.org/details/3897/0
91
http://www.iucnredlist.org/details/4615/0
92
http://www.iucnredlist.org/details/8005/0
Figure 43: Channa Pulchra, another endemic fish from the region
Marine Mammals
The Myanmar waters have been reported with presence of 21 cetaceans (whale and
dolphin) and one (1) sirenian species. The Irrawaddy Dolphin (Orcaella brevirostris) and
Dugong (Dugong dugon), have been protected under the Myanmar Protection of Wildlife
and Conservation of Natural Areas Law since 1994 under the category “completely
protected”.
The Irrawaddy River Dolphins, is categorized in the ICUN red list as vulnerable
88
, are
reported to have been sighted in the river Kaladan. The data on the population,
distribution, habitat utilization and seasonality of marine mammals in this region in
Myanmar is limited due to fewer scientific surveys having been conducted and low
availability of stranding information.
Dugongs are found in the shallow and sheltered waters on the coastal region and are
migratory in nature and feed on seagrass. Rakhine waters have reported the presence of
Dugongs and there have been instances when they have been caught in fishing nets.
Marine Turtles
The Rakhine waters support five species of marine turtles, all of which are IUCN listed
threatened species
Olive Ridley turtle (Lepoidochely olivacea)
89
(Endangered),
Loggerhead turtle (Caretta caretta)
90
(Endangered),
Green turtle (Chelonia mydas)
91
(Vulnerable),
Hawksbill turtle (Eretmochelys imbricata)
92
(Critically Endangered), and
Leatherback turtle (Dermochelys coriacea)
93
(Endangered).
88
http://www.worldwildlife.org/species/irrawaddy-dolphin
89
http://www.iucnredlist.org/details/11534/0
90
http://www.iucnredlist.org/details/3897/0
91
http://www.iucnredlist.org/details/4615/0
92
http://www.iucnredlist.org/details/8005/0
KMTT Project EIA/SIA Study Report and EMP 83
Annual turtle nesting activity in Rakhine waters is reported to occur between September
and March with the peak period of activity occurring from December to January. The
turtle eggs are collected by people in Myanmar for human consumption and are a threat
to their survival.
The biodiversity of the river Kaladan and the confluence area is highlighted by the
occurrence of water birds such as Spoon billed Sandpipers (Eurynorhynchus
pygmeus)
94
, Wintering Bar-headed Geese and breeding Sarus Cranes
95
on the river
banks.
The marine aquatic biota is going to be affected by the capital and maintenance dredging
activity for the project. However, the harbour environment is already busy with vessels
movement and periodic dredging and hence the addition of such impacts due to the
project is not very significant. The port historically had draft of more than 8 metre in the
late 1980s and the dredging due to the project is only going to restore the depth.
5.6.4 Wetlands
The delta of the river Kaladan is a complex network of streams and rivers throughout the
state and there are lot of marshy and swampy area near the river. The livelihood of the
people in the plains around the river is closely connected with these wetlands. However,
the project activity is not going to significantly alter the river flow and hence have little
effect on the wetlands.
5.6.5 Protected Areas
There are no protected areas or zones in the project area
5.6.6 Biodiversity
The biodiversity of Rakhine and Chine states fall under the Eastern Himalayas region
which is rich in biodiversity. The region has many endemic and threatened species. In
the six years period from 2009 to 2014, a total of 211 species (133 plants, 39
invertebrates, 26 fish, 10 amphibians, one reptile, one bird and one mammal) have been
found in the Eastern Himalayas. The discoveries comprise of new shy bird species,
Himalayan pitviper (Protobothrops himalayansus), miniature ‘dracula fish’ (Danionella
dracula) and dwarf ‘snake head’ fish (Channa Andrao), snub-nose monkey
(Rhinopithecus strykeri), strikingly blue eyed frog (Leptobrachium Bompu), and 133
plants from a diverse assemblage, including 15 beautiful orchids. The botanical
discoveries derive from some 35 different plant families.
However, these discoveries are not in the Chin hills-Arakkan coast ecoregion where the
project zone is and the movement of barges and the development of the terminals in
Paletwa and Sittwe are not going to significantly affect the biodiversity. But the
development in the region and increase in population will hamper the biodiversity
because of habitat loss, irresponsible fishing and pollution.
93
http://www.iucnredlist.org/details/6494/0
94
http://birdlife.org/datazone/userfiles/file/babbler/Babbler_24_25_Mar2008.pdf
95
http://www.arccona.de/download/SBS%20Survey%20and%20workshop%20Myanmar%202008%20press%20relase.pdf
Annual turtle nesting activity in Rakhine waters is reported to occur between September
and March with the peak period of activity occurring from December to January. The
turtle eggs are collected by people in Myanmar for human consumption and are a threat
to their survival.
The biodiversity of the river Kaladan and the confluence area is highlighted by the
occurrence of water birds such as Spoon billed Sandpipers (Eurynorhynchus
pygmeus)
94
, Wintering Bar-headed Geese and breeding Sarus Cranes
95
on the river
banks.
The marine aquatic biota is going to be affected by the capital and maintenance dredging
activity for the project. However, the harbour environment is already busy with vessels
movement and periodic dredging and hence the addition of such impacts due to the
project is not very significant. The port historically had draft of more than 8 metre in the
late 1980s and the dredging due to the project is only going to restore the depth.
5.6.4 Wetlands
The delta of the river Kaladan is a complex network of streams and rivers throughout the
state and there are lot of marshy and swampy area near the river. The livelihood of the
people in the plains around the river is closely connected with these wetlands. However,
the project activity is not going to significantly alter the river flow and hence have little
effect on the wetlands.
5.6.5 Protected Areas
There are no protected areas or zones in the project area
5.6.6 Biodiversity
The biodiversity of Rakhine and Chine states fall under the Eastern Himalayas region
which is rich in biodiversity. The region has many endemic and threatened species. In
the six years period from 2009 to 2014, a total of 211 species (133 plants, 39
invertebrates, 26 fish, 10 amphibians, one reptile, one bird and one mammal) have been
found in the Eastern Himalayas. The discoveries comprise of new shy bird species,
Himalayan pitviper (Protobothrops himalayansus), miniature ‘dracula fish’ (Danionella
dracula) and dwarf ‘snake head’ fish (Channa Andrao), snub-nose monkey
(Rhinopithecus strykeri), strikingly blue eyed frog (Leptobrachium Bompu), and 133
plants from a diverse assemblage, including 15 beautiful orchids. The botanical
discoveries derive from some 35 different plant families.
However, these discoveries are not in the Chin hills-Arakkan coast ecoregion where the
project zone is and the movement of barges and the development of the terminals in
Paletwa and Sittwe are not going to significantly affect the biodiversity. But the
development in the region and increase in population will hamper the biodiversity
because of habitat loss, irresponsible fishing and pollution.
93
http://www.iucnredlist.org/details/6494/0
94
http://birdlife.org/datazone/userfiles/file/babbler/Babbler_24_25_Mar2008.pdf
95
http://www.arccona.de/download/SBS%20Survey%20and%20workshop%20Myanmar%202008%20press%20relase.pdf
KMTT Project EIA/SIA Study Report and EMP 84
5.7 Infrastructure and Services
The Project area lies entirely in two states of Rakhine and Chin and the river passes
through six townships of which Sittwe, Pauktaw, Ponnagyun, Mrauk-U, and Kyauktaw
are in Rakhine state and Paletwa is in Chin state. The transportation infrastructure is the
waterway and the road.
The Kaladan river waterway is wide from Sittwe till Kyauktaw with around 100 km
distance and boats plying regularly transporting people and goods. A road is running
parallel to the river on the west bank from Sittwe town till Kyauktaw town that connects
Ponnagyun town in between. The towns of Mrauk U and Pauktaw are not in the road or
waterway. The river narrows down after Kyauktaw and the transportation from Kyauktaw
to Paletwa is mainly through the Kaladan River which is around 60 km; the road route on
the east bank of the river is around 95 km and is not well developed.
Country boats connect Paletwa and Kyauktaw ferrying people and goods. The IWT
terminal developed in Paletwa will be the only port terminal for the state of Chin and the
project can significantly improve the socio economic parameters of the backward state.
Once the highway from India Myanmar border is developed, the terminal in Paletwa will
be a main point of transportation for Chin state.
5.7 Infrastructure and Services
The Project area lies entirely in two states of Rakhine and Chin and the river passes
through six townships of which Sittwe, Pauktaw, Ponnagyun, Mrauk-U, and Kyauktaw
are in Rakhine state and Paletwa is in Chin state. The transportation infrastructure is the
waterway and the road.
The Kaladan river waterway is wide from Sittwe till Kyauktaw with around 100 km
distance and boats plying regularly transporting people and goods. A road is running
parallel to the river on the west bank from Sittwe town till Kyauktaw town that connects
Ponnagyun town in between. The towns of Mrauk U and Pauktaw are not in the road or
waterway. The river narrows down after Kyauktaw and the transportation from Kyauktaw
to Paletwa is mainly through the Kaladan River which is around 60 km; the road route on
the east bank of the river is around 95 km and is not well developed.
Country boats connect Paletwa and Kyauktaw ferrying people and goods. The IWT
terminal developed in Paletwa will be the only port terminal for the state of Chin and the
project can significantly improve the socio economic parameters of the backward state.
Once the highway from India Myanmar border is developed, the terminal in Paletwa will
be a main point of transportation for Chin state.
KMTT Project EIA/SIA Study Report and EMP 85
5.8 Socio-Economic Components
5.8.1 Outline of content
The socio-economic components for the project comprise of the current status and effect
of the project in terms of direct and indirect employment generation. This covers the
social profile, demographics, economic activity and livelihoods, jobs, health,
infrastructure, housing, water use, roads and transportation, agriculture, aquaculture,
small scale industries, tourism, and religion.
Figure 44: poverty Incidence in Rakhine and Chin states of Myanmar
Among the 17 states and regions of Myanmar, Rakhine and Chin
96
states are ranked 10
th
and 17
th
in poverty with poverty rates of 43.5%
97
and 73.3%
98
against a national average
of 26%.
5.8.2 Administrative organisations and limits
The port and inland water transport is covered under various departments under the
ministry of transportation (MOT). The review of socio-economic parameters covered
interactions with these authorities.
5.8.3 Social Profile
The people in the nearby townships along the river have their livelihoods connected to
the Kaladan River and the region is poverty stricken which can be described as poorly
developed in comparison with other parts of the country. The project lies in two states,
namely Rakhine and Chin.
96
http://www.undp.org/content/dam/myanmar/docs/Publications/PovRedu/MMR_FA1_TargetingVulnerabe.pdf
97
https://www.unicef.org/myanmar/Rakhine_State_Profile_Final.pdf
98
https://www.unicef.org/myanmar/Chin_State_Profile_Final.pdf
5.8 Socio-Economic Components
5.8.1 Outline of content
The socio-economic components for the project comprise of the current status and effect
of the project in terms of direct and indirect employment generation. This covers the
social profile, demographics, economic activity and livelihoods, jobs, health,
infrastructure, housing, water use, roads and transportation, agriculture, aquaculture,
small scale industries, tourism, and religion.
Figure 44: poverty Incidence in Rakhine and Chin states of Myanmar
Among the 17 states and regions of Myanmar, Rakhine and Chin
96
states are ranked 10
th
and 17
th
in poverty with poverty rates of 43.5%
97
and 73.3%
98
against a national average
of 26%.
5.8.2 Administrative organisations and limits
The port and inland water transport is covered under various departments under the
ministry of transportation (MOT). The review of socio-economic parameters covered
interactions with these authorities.
5.8.3 Social Profile
The people in the nearby townships along the river have their livelihoods connected to
the Kaladan River and the region is poverty stricken which can be described as poorly
developed in comparison with other parts of the country. The project lies in two states,
namely Rakhine and Chin.
96
http://www.undp.org/content/dam/myanmar/docs/Publications/PovRedu/MMR_FA1_TargetingVulnerabe.pdf
97
https://www.unicef.org/myanmar/Rakhine_State_Profile_Final.pdf
98
https://www.unicef.org/myanmar/Chin_State_Profile_Final.pdf
KMTT Project EIA/SIA Study Report and EMP 86
Figure 45: Fishermen in Kaladan River in Kyauktaw
Rakhine is the second most populous state in the country with around 3.1 Million
population and the townships Sittwe, Pauktaw, Ponnagyun, Mrauk U and Kyauktaw are
along the Kaladan River. Agriculture and Fisheries is the major livelihood of the people.
Rice is the major crop cultivated with around 85% coverage of agricultural land. The
state is poorly connected by bad roads to rest of Myanmar which amplifies the poverty.
The capital city of Rakhine state, Sittwe was electrified only in 2014 which show the level
of development in the state.
Chin is the second smallest state with a population of around 465,000 and is one of the
poorest states in the country. The township of Paletwa is in the project zone and will be
the only port terminal in the state when the project is operational. A ceasefire agreement
in 2012 between the Chin National Front (CNF) and the Government of Myanmar has
been a starting point of development for the state. Crop farming is the major livelihood of
people in Paletwa.
5.8.4 Populations and communities
The project zone population is around a million people dependent on the Kaladan River
spread in six townships. The region comes in Rakhine and Chin states of Myanmar and
the population consist mostly of Arakkan (Rakhine), Bengali, Bamar and Chin tribes.
Figure 45: Fishermen in Kaladan River in Kyauktaw
Rakhine is the second most populous state in the country with around 3.1 Million
population and the townships Sittwe, Pauktaw, Ponnagyun, Mrauk U and Kyauktaw are
along the Kaladan River. Agriculture and Fisheries is the major livelihood of the people.
Rice is the major crop cultivated with around 85% coverage of agricultural land. The
state is poorly connected by bad roads to rest of Myanmar which amplifies the poverty.
The capital city of Rakhine state, Sittwe was electrified only in 2014 which show the level
of development in the state.
Chin is the second smallest state with a population of around 465,000 and is one of the
poorest states in the country. The township of Paletwa is in the project zone and will be
the only port terminal in the state when the project is operational. A ceasefire agreement
in 2012 between the Chin National Front (CNF) and the Government of Myanmar has
been a starting point of development for the state. Crop farming is the major livelihood of
people in Paletwa.
5.8.4 Populations and communities
The project zone population is around a million people dependent on the Kaladan River
spread in six townships. The region comes in Rakhine and Chin states of Myanmar and
the population consist mostly of Arakkan (Rakhine), Bengali, Bamar and Chin tribes.
KMTT Project EIA/SIA Study Report and EMP 87
Township
Name
State Population
99
Literacy
rate (%)
Female
Population
Working
population
Sittwe Rakhine 147,899 89 77,429 100,098
Pauktaw Rakhine 145,957 84.8 77,762 87,157
Ponnagyun Rakhine 129,753 85.1 69,774 78,794
Mrauk-U Rakhine 189,630 86.2 101,956 117,017
Kyauktaw Rakhine 173,100 84.7 95,059 105,969
Paletwa Chin 64,971
100
65.3 33,867 36,673
Table 22: The population in the project zone townships (Source Census 2014)
Figure 46: Chin women in Paletwa township carrying cement unloaded in the jetty
5.8.5 Economic activities
The major economic activity in the project zone is farming and fishing both of which are
related to the river Kaladan. Rice being the major crop, its mills are found in abundance
on the banks of the river from Sittwe till Paletwa. The villagers living near the River near
Kyauktaw, also rely on the timber that flows down the river for livelihood. The villages
near the river are poverty stricken and under developed with most of them non-
electrified.
99
http://www.dop.gov.mm/moip/index.php?route=product/product&path=54_52&product_id=117
100
http://www.dop.gov.mm/moip/index.php?route=product/product&path=54_52&product_id=89
Township
Name
State Population
99
Literacy
rate (%)
Female
Population
Working
population
Sittwe Rakhine 147,899 89 77,429 100,098
Pauktaw Rakhine 145,957 84.8 77,762 87,157
Ponnagyun Rakhine 129,753 85.1 69,774 78,794
Mrauk-U Rakhine 189,630 86.2 101,956 117,017
Kyauktaw Rakhine 173,100 84.7 95,059 105,969
Paletwa Chin 64,971
100
65.3 33,867 36,673
Table 22: The population in the project zone townships (Source Census 2014)
Figure 46: Chin women in Paletwa township carrying cement unloaded in the jetty
5.8.5 Economic activities
The major economic activity in the project zone is farming and fishing both of which are
related to the river Kaladan. Rice being the major crop, its mills are found in abundance
on the banks of the river from Sittwe till Paletwa. The villagers living near the River near
Kyauktaw, also rely on the timber that flows down the river for livelihood. The villages
near the river are poverty stricken and under developed with most of them non-
electrified.
99
http://www.dop.gov.mm/moip/index.php?route=product/product&path=54_52&product_id=117
100
http://www.dop.gov.mm/moip/index.php?route=product/product&path=54_52&product_id=89
KMTT Project EIA/SIA Study Report and EMP 88
Figure 47: A fisherman throwing his net in Kyauktaw
The people under poverty in the states of Rakhine and Chin are 43.5%
101
and 73.3%
102
of the population respectively whereas the national poverty rate of Myanmar is only
25.6%
Figure 48: Rice mills on the banks of Kaladan River
5.8.6 Employment
People in the project zone are employed mostly in the sectors of agriculture, fishing,
timber and transportation. Myanmar being a developing country is in need for more
employment opportunities and the project can contribute to direct and indirect
employment in the region that is backward and under developed. The transportation
101
https://www.unicef.org/myanmar/Rakhine_State_Profile_Final.pdf
102
http://www.unicef.org/myanmar/Chin_State_Profile_30-07-15.pdf
Figure 47: A fisherman throwing his net in Kyauktaw
The people under poverty in the states of Rakhine and Chin are 43.5%
101
and 73.3%
102
of the population respectively whereas the national poverty rate of Myanmar is only
25.6%
Figure 48: Rice mills on the banks of Kaladan River
5.8.6 Employment
People in the project zone are employed mostly in the sectors of agriculture, fishing,
timber and transportation. Myanmar being a developing country is in need for more
employment opportunities and the project can contribute to direct and indirect
employment in the region that is backward and under developed. The transportation
101
https://www.unicef.org/myanmar/Rakhine_State_Profile_Final.pdf
102
http://www.unicef.org/myanmar/Chin_State_Profile_30-07-15.pdf
KMTT Project EIA/SIA Study Report and EMP 89
infrastructure improvement can increase the trade and commerce of the region
contributing to poverty reduction and hunger eradication.
Figure 49: Timber as a livelihood for the people on the banks of Kaladan
Township Name
Graduates above
age 25
Government
jobs
Private jobs
Sittwe 10,708 11,367 16,227
Pauktaw 1,502 1,706 14,067
Ponnagyun 2,021 1,928 4,502
Mrauk-U 2,837 3,139 24,654
Kyauktaw 2,958 3,923 11,570
Paletwa 920 1,424 741
Table 23: The education and employment statistics (source-census 2014)
5.8.7 Vulnerable groups
The Bengali community is found in the Rakhine state on the banks of Kaladan who were
affected by the ethnic conflicts in the region. However, their vulnerability is neither
amplified by the project activity nor it has any significant effect.
infrastructure improvement can increase the trade and commerce of the region
contributing to poverty reduction and hunger eradication.
Figure 49: Timber as a livelihood for the people on the banks of Kaladan
Township Name
Graduates above
age 25
Government
jobs
Private jobs
Sittwe 10,708 11,367 16,227
Pauktaw 1,502 1,706 14,067
Ponnagyun 2,021 1,928 4,502
Mrauk-U 2,837 3,139 24,654
Kyauktaw 2,958 3,923 11,570
Paletwa 920 1,424 741
Table 23: The education and employment statistics (source-census 2014)
5.8.7 Vulnerable groups
The Bengali community is found in the Rakhine state on the banks of Kaladan who were
affected by the ethnic conflicts in the region. However, their vulnerability is neither
amplified by the project activity nor it has any significant effect.
KMTT Project EIA/SIA Study Report and EMP 90
5.8.8 Land Use (current and planning)
The land use in the project zone is mostly related to agriculture and fishing based
livelihoods. The project activity is not going to affect the land use of the area.
5.8.9 Infrastructure facilities
The infrastructure in the project zone is lacking development and the project can
contribute to improvement of the transportation infrastructure. The town of Sittwe which
is rich in natural resources is cut off from the rest of Myanmar due to poor road network.
The road conditions have improved in the recent times. The river is under navigation with
jetties in the townships for docking country boats and rafts.
Figure 50: Jetty in Kyauktaw on Kaladan River
Once operational Paletwa will be the only port terminal for Chin state. With the
development of road connectivity to the Mandalay highway from this port, the economic
potential to the township of Paletwa will be enormous having a supply chain to export
their agricultural produce.
5.8.10 Water use and water supply
The project zone is near the river and hence the access to water is satisfactory. The
water supply in Sittwe is provided by the municipal water supply. However, the clean
drinking water supply is a problem in most of the townships.
5.8.8 Land Use (current and planning)
The land use in the project zone is mostly related to agriculture and fishing based
livelihoods. The project activity is not going to affect the land use of the area.
5.8.9 Infrastructure facilities
The infrastructure in the project zone is lacking development and the project can
contribute to improvement of the transportation infrastructure. The town of Sittwe which
is rich in natural resources is cut off from the rest of Myanmar due to poor road network.
The road conditions have improved in the recent times. The river is under navigation with
jetties in the townships for docking country boats and rafts.
Figure 50: Jetty in Kyauktaw on Kaladan River
Once operational Paletwa will be the only port terminal for Chin state. With the
development of road connectivity to the Mandalay highway from this port, the economic
potential to the township of Paletwa will be enormous having a supply chain to export
their agricultural produce.
5.8.10 Water use and water supply
The project zone is near the river and hence the access to water is satisfactory. The
water supply in Sittwe is provided by the municipal water supply. However, the clean
drinking water supply is a problem in most of the townships.
KMTT Project EIA/SIA Study Report and EMP 91
Figure 51: Access to improved water for Rakhine and Chin
5.8.11 Transportation
Figure 52: The manual cycle ferry in front of Kyauktaw jetty
The townships are connected by both roads and waterways; the transportation
infrastructure in the project zone has improved in the recent times with road connectivity
and an existing waterway navigation; however the region need improvement in the
transportation infrastructure to have availability of food and other commodities at
cheaper rates.
Figure 51: Access to improved water for Rakhine and Chin
5.8.11 Transportation
Figure 52: The manual cycle ferry in front of Kyauktaw jetty
The townships are connected by both roads and waterways; the transportation
infrastructure in the project zone has improved in the recent times with road connectivity
and an existing waterway navigation; however the region need improvement in the
transportation infrastructure to have availability of food and other commodities at
cheaper rates.
KMTT Project EIA/SIA Study Report and EMP 92
5.8.12 Navigation
The project area is in the Kaladan River that is navigational and is used by the people of
the townships as a mode of transportation. The road networks are not very good and
hence people reply on the river to move around. The travel from Kyauktaw to Paletwa is
almost entirely through the Kaladan River. The road from Sittwe to Kyauktaw is repaired
in the recent years making it usable for transportation.
Figure 53: The country boats in the Kyauktaw jetty
5.8.13 Energy sources
The sources of energy for the people are electricity, fossil fuels, agricultural waste. The
electrification has happened only in the major townships and that too was made possible
in the recent years. The capital city of Rakhine state, Sittwe was electrified only in 2014.
The number of households that use electricity for lighting is highest in Sittwe Township
with 47.49% of the households. The other townships have very low electric lighting such
as 5.01% in Ponnagyun, 6.06% in Pauktaw, 7.83% in Mrauk U, 10.34% in Kyauktaw and
7.0% in Paletwa.
5.8.14 Agriculture
The main livelihood of the people in the project zone is farming and crops cultivated are
rice, pulses, beans, tapioca, sugar cane and ground nut. The project operations can
boost the overall agricultural market giving the villagers an option for transporting their
produce to sell for better prices to the other parts of the country. Rice is the most
dominant crop with maximum coverage share of the agricultural land.
5.8.12 Navigation
The project area is in the Kaladan River that is navigational and is used by the people of
the townships as a mode of transportation. The road networks are not very good and
hence people reply on the river to move around. The travel from Kyauktaw to Paletwa is
almost entirely through the Kaladan River. The road from Sittwe to Kyauktaw is repaired
in the recent years making it usable for transportation.
Figure 53: The country boats in the Kyauktaw jetty
5.8.13 Energy sources
The sources of energy for the people are electricity, fossil fuels, agricultural waste. The
electrification has happened only in the major townships and that too was made possible
in the recent years. The capital city of Rakhine state, Sittwe was electrified only in 2014.
The number of households that use electricity for lighting is highest in Sittwe Township
with 47.49% of the households. The other townships have very low electric lighting such
as 5.01% in Ponnagyun, 6.06% in Pauktaw, 7.83% in Mrauk U, 10.34% in Kyauktaw and
7.0% in Paletwa.
5.8.14 Agriculture
The main livelihood of the people in the project zone is farming and crops cultivated are
rice, pulses, beans, tapioca, sugar cane and ground nut. The project operations can
boost the overall agricultural market giving the villagers an option for transporting their
produce to sell for better prices to the other parts of the country. Rice is the most
dominant crop with maximum coverage share of the agricultural land.
KMTT Project EIA/SIA Study Report and EMP 93
Figure 54: The farming on the banks of Kaladan from Kyauktaw to Paletwa
5.8.15 Forestry
The river runs through forest and vegetation; however, the project activity does not need
the clearance of forest area or the mangrove in the harbour.
5.8.16 Fisheries/Aquaculture
Fishing and aquaculture is one major source of livelihood for the people in the project
zone. Sittwe is known for its seafood and fresh water fish resources.
5.8.17 Industries
Sittwe is the capital of Rakhine state and it has few industries mostly related to
processing of seafood and freshwater fishes. The river banks are dotted with rice mills
that dump the husk into the river.
5.8.18 Mineral Development
There is no mineral development in the project affected areas.
5.8.19 Tourism
The project is expected to boost up the tourism activity with better waterway navigation.
The ancient town of Mrauk U has old architectural remains and ruins from the 16
th
century and is a tourist destination.
Figure 54: The farming on the banks of Kaladan from Kyauktaw to Paletwa
5.8.15 Forestry
The river runs through forest and vegetation; however, the project activity does not need
the clearance of forest area or the mangrove in the harbour.
5.8.16 Fisheries/Aquaculture
Fishing and aquaculture is one major source of livelihood for the people in the project
zone. Sittwe is known for its seafood and fresh water fish resources.
5.8.17 Industries
Sittwe is the capital of Rakhine state and it has few industries mostly related to
processing of seafood and freshwater fishes. The river banks are dotted with rice mills
that dump the husk into the river.
5.8.18 Mineral Development
There is no mineral development in the project affected areas.
5.8.19 Tourism
The project is expected to boost up the tourism activity with better waterway navigation.
The ancient town of Mrauk U has old architectural remains and ruins from the 16
th
century and is a tourist destination.
KMTT Project EIA/SIA Study Report and EMP 94
Figure 55: Ancient pagoda in Mrauk U
5.8.20 Unexploded Ordinance (UXO)
The project area was under continuous inhabitation for years for residential purpose and
there is no history of use of land mines and other explosives in the project area.
Figure 55: Ancient pagoda in Mrauk U
5.8.20 Unexploded Ordinance (UXO)
The project area was under continuous inhabitation for years for residential purpose and
there is no history of use of land mines and other explosives in the project area.
KMTT Project EIA/SIA Study Report and EMP 95
5.9 Public Health Components
In Myanmar, the general state of health care
103
can be described as poor with the
spending on health care in the country being less than 3% of the GDP. The public
healthcare facilities lack basic facilities and related equipment. The location being
backward even in comparison with other parts of Myanmar, the people living nearby area
of the project area are in a worse situation. The access to healthcare in the project zone
is not satisfactory barring Sittwe town. People in the rural areas mostly make use of the
public healthcare facilities where as in the urban areas, there exist an option of a private
health care facility.
Figure 56: The child health Profile of Rakhine and Chin States
As per the data from Multiple Indicator Cluster survey MICS 2009-2010 by UNDP,
Rakhine and Chin states fare poorer in infant mortality, all three parameters of
malnutrition (underweight, stunting and wasting), and sanitation compared to the
national average.
Township Name
Access to improved
Sanitation (%)
Disability (%)
Sittwe 69.9 2.8
Pauktaw 11.2 2.0
Ponnagyun 13.6 2.6
Mrauk-U 20.2 6.8
Kyauktaw 21.7 5.6
Paletwa 28.0 6.3
Table 24: The sanitation and disability statistics (source-census 2014)
103
http://www.who.int/gho/countries/mmr.pdf?ua=1
5.9 Public Health Components
In Myanmar, the general state of health care
103
can be described as poor with the
spending on health care in the country being less than 3% of the GDP. The public
healthcare facilities lack basic facilities and related equipment. The location being
backward even in comparison with other parts of Myanmar, the people living nearby area
of the project area are in a worse situation. The access to healthcare in the project zone
is not satisfactory barring Sittwe town. People in the rural areas mostly make use of the
public healthcare facilities where as in the urban areas, there exist an option of a private
health care facility.
Figure 56: The child health Profile of Rakhine and Chin States
As per the data from Multiple Indicator Cluster survey MICS 2009-2010 by UNDP,
Rakhine and Chin states fare poorer in infant mortality, all three parameters of
malnutrition (underweight, stunting and wasting), and sanitation compared to the
national average.
Township Name
Access to improved
Sanitation (%)
Disability (%)
Sittwe 69.9 2.8
Pauktaw 11.2 2.0
Ponnagyun 13.6 2.6
Mrauk-U 20.2 6.8
Kyauktaw 21.7 5.6
Paletwa 28.0 6.3
Table 24: The sanitation and disability statistics (source-census 2014)
103
http://www.who.int/gho/countries/mmr.pdf?ua=1
KMTT Project EIA/SIA Study Report and EMP 96
Figure 57: The access to sanitation for Rakhine and Chin
The states of Chin and Rakhine fare poorly in access to improved sanitation and water
supply in comparison with country average like the other human development indices.
Figure 58: The access to improved water for Rakhine and Chin
State
Road accident Farm Injury Burns/scalds Drowning
Morbidity Mortality Morbidity Mortality Morbidity Mortality Morbidity Mortality
Rakhine
0.63 1.97 0.96 0.94 0.33 2.09 0.05 3.76
Chin
1.6 6.47 0.94 0.42 0.44 0.45 0.09 5.38
Myanmar
1.76 6.06 1.01 0.83 0.37 0.52 0.06 4.43
Table 25: Accident and Injury statistics (source Ministry of Health data 2012)
104
104
http://mohs.gov.mm/content/publication/list?category=Annual%20Hospital%20Statistics&pagenumber=1&pagesize=40
Figure 57: The access to sanitation for Rakhine and Chin
The states of Chin and Rakhine fare poorly in access to improved sanitation and water
supply in comparison with country average like the other human development indices.
Figure 58: The access to improved water for Rakhine and Chin
State
Road accident Farm Injury Burns/scalds Drowning
Morbidity Mortality Morbidity Mortality Morbidity Mortality Morbidity Mortality
Rakhine
0.63 1.97 0.96 0.94 0.33 2.09 0.05 3.76
Chin
1.6 6.47 0.94 0.42 0.44 0.45 0.09 5.38
Myanmar
1.76 6.06 1.01 0.83 0.37 0.52 0.06 4.43
Table 25: Accident and Injury statistics (source Ministry of Health data 2012)
104
104
http://mohs.gov.mm/content/publication/list?category=Annual%20Hospital%20Statistics&pagenumber=1&pagesize=40
KMTT Project EIA/SIA Study Report and EMP 97
5.10 Cultural Components
5.10.1 Archaeology
The archaeological sites of Mrauk U is near the project zone; however, the sites are far
from the river zone and the navigation of the barges cannot affect them
Figure 59: Heritage sites in Mrauk U
5.10.2 Temples, Monuments
The townships are dotted with monasteries, and Pagodas, and grave sites. However, the
project is inland waterway navigation and port which is not located in a way to have a
negative impact on any of them.
5.10.3 Minority Groups
There are no minority groups in the project affected area.
5.10 Cultural Components
5.10.1 Archaeology
The archaeological sites of Mrauk U is near the project zone; however, the sites are far
from the river zone and the navigation of the barges cannot affect them
Figure 59: Heritage sites in Mrauk U
5.10.2 Temples, Monuments
The townships are dotted with monasteries, and Pagodas, and grave sites. However, the
project is inland waterway navigation and port which is not located in a way to have a
negative impact on any of them.
5.10.3 Minority Groups
There are no minority groups in the project affected area.
KMTT Project EIA/SIA Study Report and EMP 98
5.11 Visual Components
5.11.1 Aesthetic
The port and waterway project will not affect the aesthetic beauty of the region.
5.11.2 Points of Interests
There are no existing points of interests in the area that could be obstructed with access
and/or view because of the project. The area near the deep sea port in Sittwe used to be
a view point and recreational space for the people. When the project construction
started, the river bank on the downstream of the river was provided by the authorities as
a place for recreation.
5.11.3 Landscape
The landscape of the region will not change significantly because of the project activity.
5.11.4 Others
There are no other visual components to be considered.
5.11 Visual Components
5.11.1 Aesthetic
The port and waterway project will not affect the aesthetic beauty of the region.
5.11.2 Points of Interests
There are no existing points of interests in the area that could be obstructed with access
and/or view because of the project. The area near the deep sea port in Sittwe used to be
a view point and recreational space for the people. When the project construction
started, the river bank on the downstream of the river was provided by the authorities as
a place for recreation.
5.11.3 Landscape
The landscape of the region will not change significantly because of the project activity.
5.11.4 Others
There are no other visual components to be considered.
KMTT Project EIA/SIA Study Report and EMP 99
6.0 Impact and risk Assessment and Mitigation Measures
6.1 Impact Assessment Methodology
6.1.1 Scope of Assessment
The scope of this assessment consists of the impacts, risks, and mitigation measures
due to the port and IWT components of the Kaladan project.
6.1.2 Geographical scope: Study area boundaries
The geographical project boundary for the assessment will be the ports, port buildings,
approach channel, Kaladan River, project land, the surrounding townships near the river.
6.1.3 Temporal scope
The temporal scope covers impacts during the phases of the pre -construction,
construction, operation and decommissioning of the port.
6.1.4 General Methodology
The methodology and approach applied for the preliminary identification and assessment
of impacts is from interaction and observation during visit made to the site on 26
th
, 27
th
and 28
th
of July 2016, review of data about the project, the review of the records of the
communications with interested parties, the past experience from other projects and
research about the project activity.
During the EIA study, a field survey was made to assess ports, river channel, and the
machines and equipment on 8
th
, 9
th
and 10
th
of September 2016. The interview and
consultations with the representatives of the people of the townships and related
government departments covered the social aspects of the project.
6.1.5 Methodology for the determination of Significance
The significance of the impacts shall be determined by reviewing the magnitude and
materiality of the impacts to the environment and the people living nearby. The risk
assessment based on the environmental management system standard ISO 14001:2015
and the risk assessment standard ISO 31000:2009 was considered for the study.
As per the ISO guide 73:2009
105
for vocabulary for the risk assessment,
Risk is defined as “effect of uncertainty on objectives”.
The aspects and their impacts were reviewed as per the severity and likelihood of
occurrence. Severity is the magnitude or the negative consequences of the impact on
the environment, flora, fauna and or health of people. The Likelihood is the probability of
that impact occurring.
105
http://www.iso.org/iso/catalogue_detail?csnumber=44651
6.0 Impact and risk Assessment and Mitigation Measures
6.1 Impact Assessment Methodology
6.1.1 Scope of Assessment
The scope of this assessment consists of the impacts, risks, and mitigation measures
due to the port and IWT components of the Kaladan project.
6.1.2 Geographical scope: Study area boundaries
The geographical project boundary for the assessment will be the ports, port buildings,
approach channel, Kaladan River, project land, the surrounding townships near the river.
6.1.3 Temporal scope
The temporal scope covers impacts during the phases of the pre -construction,
construction, operation and decommissioning of the port.
6.1.4 General Methodology
The methodology and approach applied for the preliminary identification and assessment
of impacts is from interaction and observation during visit made to the site on 26
th
, 27
th
and 28
th
of July 2016, review of data about the project, the review of the records of the
communications with interested parties, the past experience from other projects and
research about the project activity.
During the EIA study, a field survey was made to assess ports, river channel, and the
machines and equipment on 8
th
, 9
th
and 10
th
of September 2016. The interview and
consultations with the representatives of the people of the townships and related
government departments covered the social aspects of the project.
6.1.5 Methodology for the determination of Significance
The significance of the impacts shall be determined by reviewing the magnitude and
materiality of the impacts to the environment and the people living nearby. The risk
assessment based on the environmental management system standard ISO 14001:2015
and the risk assessment standard ISO 31000:2009 was considered for the study.
As per the ISO guide 73:2009
105
for vocabulary for the risk assessment,
Risk is defined as “effect of uncertainty on objectives”.
The aspects and their impacts were reviewed as per the severity and likelihood of
occurrence. Severity is the magnitude or the negative consequences of the impact on
the environment, flora, fauna and or health of people. The Likelihood is the probability of
that impact occurring.
105
http://www.iso.org/iso/catalogue_detail?csnumber=44651
KMTT Project EIA/SIA Study Report and EMP 100
The risk matrix used to denote the risk criteria is provided below. The four levels of
severity are Very high, High, Medium and Low with scores 4, 3, 2 and 1 respectively.
The four levels of likelihood are Always, Frequent, usual and rare with scores 4, 3, 2 and
1 respectively. The risk is determined as the product of the severity and likelihood of the
Impact from that aspect.
Risk=Severity X Likelihood
For example, if the severity of a particular aspect and impact are “High” and the
likelihood is “Frequent”, the risk is 3 X 3= 9. If the risk value is 4 or more, that aspect is
considered as significant.
Severity/Likelihood Always(4) Frequent (3) Usual(2) Rare(1)
Very High (4) 16 12 8 4
High (3) 12 9 6 3
Medium (2) 8 6 4 2
Low (1) 4 3 2 1
Significant Aspect
Non-significant Aspect
Figure 60: Risk criteria matrix used for the aspect impact analysis.
ISO 31000:2009 provides a list on risk treatment as below; Risk treatments that deal with
negative consequences are referred to as “risk mitigation”, “risk Elimination”, “risk
prevention” and “risk reduction”. Risk treatment can create new risks or modify existing
risks.
Avoiding the risk by deciding not to start or continue with the activity that gives rise to
the risk
Accepting or increasing the risk in order to pursue an opportunity
Removing the risk source
Changing the likelihood
Changing the consequences
Sharing the risk with another party or parties (including contracts and risk financing)
Retaining the risk by informed decision
The control of risk as per ISO 31000:2009 is by modifying the risk. Controls include any
process, policy, device, practice, or other actions which modify risk. The risk that remains
after the risk treatment is called as residual risk. To control them, it requires periodic
The risk matrix used to denote the risk criteria is provided below. The four levels of
severity are Very high, High, Medium and Low with scores 4, 3, 2 and 1 respectively.
The four levels of likelihood are Always, Frequent, usual and rare with scores 4, 3, 2 and
1 respectively. The risk is determined as the product of the severity and likelihood of the
Impact from that aspect.
Risk=Severity X Likelihood
For example, if the severity of a particular aspect and impact are “High” and the
likelihood is “Frequent”, the risk is 3 X 3= 9. If the risk value is 4 or more, that aspect is
considered as significant.
Severity/Likelihood Always(4) Frequent (3) Usual(2) Rare(1)
Very High (4) 16 12 8 4
High (3) 12 9 6 3
Medium (2) 8 6 4 2
Low (1) 4 3 2 1
Significant Aspect
Non-significant Aspect
Figure 60: Risk criteria matrix used for the aspect impact analysis.
ISO 31000:2009 provides a list on risk treatment as below; Risk treatments that deal with
negative consequences are referred to as “risk mitigation”, “risk Elimination”, “risk
prevention” and “risk reduction”. Risk treatment can create new risks or modify existing
risks.
Avoiding the risk by deciding not to start or continue with the activity that gives rise to
the risk
Accepting or increasing the risk in order to pursue an opportunity
Removing the risk source
Changing the likelihood
Changing the consequences
Sharing the risk with another party or parties (including contracts and risk financing)
Retaining the risk by informed decision
The control of risk as per ISO 31000:2009 is by modifying the risk. Controls include any
process, policy, device, practice, or other actions which modify risk. The risk that remains
after the risk treatment is called as residual risk. To control them, it requires periodic
KMTT Project EIA/SIA Study Report and EMP 101
monitoring and review. The formulation of Environmental management plans (EMP) are
to ensure that risk is treated adequately.
6.1.6 Mapping
The field survey study covered all the project affected areas and included the project
ports, harbour, jetties, port buildings, river and the nearby townships.
6.1.7 Key issues and selection of valued ecosystem components
The ecosystem in the project is very large and encompasses the stretch of the river
where the project extends and the ports at which the docking activities are going to
happen. This cover all kinds of flora and fauna (plants and animals) that get affected by
the port operations, inland water transport by the barges and emissions from the project.
6.1.8 Modeling requirements
6.1.8.1 Outline of content
The content of the modelling requirements cover the environmental emissions from fossil
fuel usage (greenhouse gas emissions), indirect emissions from the electricity usage,
and ground water quality and usage.
6.1.8.2 Air emissions
The project construction and later the port operations will result in air emissions from the
use of fossil fuels in the port, its equipment, vehicles, and the barges. The dust levels will
increase from the vehicle movements in the port area due to the loading, unloading and
transportation activities. During the construction phase, the reclamation and truck
movements will increase the dust in the atmosphere.
Parameter Unit Limits Method
Suspended particulate matter µg/m
3
NS IS 5182 Part 16
Respirable particulate matter PM10 µg/m
3
100 IS 5182 Part 23
Sulphur Dioxide as SO2 µg/m
3
80 IS 5182 Part II
Oxides of Nitrogen as NO2 µg/m
3
80 IS 5182 Part IV
Hydrocarbon as HC µg/m
3
NS
106
Digital Gas analyser
Carbon Monoxide as CO mg/m
3
2 Digital Gas analyser
Table 26: The ambient air quality testing
The test reports and records maintained by the contractor since the start of the
construction were reviewed. They have monitored the ambient air quality by a six
monthly third party laboratory tests and also periodic testing of air quality by the internal
EHS department which is reviewed by the consultant for project supervision.
106
Not specified
monitoring and review. The formulation of Environmental management plans (EMP) are
to ensure that risk is treated adequately.
6.1.6 Mapping
The field survey study covered all the project affected areas and included the project
ports, harbour, jetties, port buildings, river and the nearby townships.
6.1.7 Key issues and selection of valued ecosystem components
The ecosystem in the project is very large and encompasses the stretch of the river
where the project extends and the ports at which the docking activities are going to
happen. This cover all kinds of flora and fauna (plants and animals) that get affected by
the port operations, inland water transport by the barges and emissions from the project.
6.1.8 Modeling requirements
6.1.8.1 Outline of content
The content of the modelling requirements cover the environmental emissions from fossil
fuel usage (greenhouse gas emissions), indirect emissions from the electricity usage,
and ground water quality and usage.
6.1.8.2 Air emissions
The project construction and later the port operations will result in air emissions from the
use of fossil fuels in the port, its equipment, vehicles, and the barges. The dust levels will
increase from the vehicle movements in the port area due to the loading, unloading and
transportation activities. During the construction phase, the reclamation and truck
movements will increase the dust in the atmosphere.
Parameter Unit Limits Method
Suspended particulate matter µg/m
3
NS IS 5182 Part 16
Respirable particulate matter PM10 µg/m
3
100 IS 5182 Part 23
Sulphur Dioxide as SO2 µg/m
3
80 IS 5182 Part II
Oxides of Nitrogen as NO2 µg/m
3
80 IS 5182 Part IV
Hydrocarbon as HC µg/m
3
NS
106
Digital Gas analyser
Carbon Monoxide as CO mg/m
3
2 Digital Gas analyser
Table 26: The ambient air quality testing
The test reports and records maintained by the contractor since the start of the
construction were reviewed. They have monitored the ambient air quality by a six
monthly third party laboratory tests and also periodic testing of air quality by the internal
EHS department which is reviewed by the consultant for project supervision.
106
Not specified
KMTT Project EIA/SIA Study Report and EMP 102
Parameters
Average value for eight samples
Workshop Port Jetty IWT Jetty
Suspended particulate matter 111.22 90.33 87.19
Respirable particulate matter PM10 42.97 35.07 29.97
Sulphur Dioxide as SO2 4.47 3.34 5.52
Oxides of Nitrogen as NO2 26.71 21.84 22.94
Hydrocarbon as HC NDL NDL NDL
Carbon Monoxide as CO NDL
107
NDL NDL
Table 27: Ambient air quality levels at Sittwe in March-April 2013
The tests done at the start of the construction phase by the third party laboratory,
Pollucon Laboratories Ltd from 21 March to 13 April 2013 was sampled.
The points chosen were at the workshop- N20º 8.257', E92º 53.974', at the port jetty-
N20º 8.239', E92º 54.150' and the IWT jetty- N20º 1.371', E92º 54.175'. The samples
were drawn from the period 21 March 2013 to 13 April 2013 at a three day interval for
the points. The results indicate that the ambient air quality in the construction site is
within the allowable limits of ambient air quality. The air quality testing was done in the
same points as it was taken as per the wind rose diagram and air movement direction.
Sittwe, Rakhine state
Parameter (24 hour) Workshop Port Jetty IWT Jetty Limits
Respirable particulate matter PM10 34.50 32.10 26.20 50
Sulphur Dioxide as SO2 5.54 3.76 5.32 20
Oxides of Nitrogen as NO2 23.98 25.23 24.45 40
Carbon Monoxide as CO NDL
108
NDL NDL 2
Paletwa, Chin State
Parameter (24 hour) Workshop Jetty Office Limits
Respirable particulate matter PM10 33.66 31.91 20.02 50
Sulphur Dioxide as SO2 4.76 3.28 4.32 20
Oxides of Nitrogen as NO2 25.32 23.22 18.67 40
Carbon Monoxide as CO NDL NDL NDL 2
Table 28: Ambient air quality levels at Sittwe and Paletwa in September 2016
The emission levels specified in the environmental emission guidelines dated 29
th
December 2015 published by the Ministry of Environment and Conservation of Forests
(MOECAF) for ports and harbours was used as the reference and is part of the
Environment Management Plan.
107
No detectable levels
108
NDL is Not at detectable levels
Parameters
Average value for eight samples
Workshop Port Jetty IWT Jetty
Suspended particulate matter 111.22 90.33 87.19
Respirable particulate matter PM10 42.97 35.07 29.97
Sulphur Dioxide as SO2 4.47 3.34 5.52
Oxides of Nitrogen as NO2 26.71 21.84 22.94
Hydrocarbon as HC NDL NDL NDL
Carbon Monoxide as CO NDL
107
NDL NDL
Table 27: Ambient air quality levels at Sittwe in March-April 2013
The tests done at the start of the construction phase by the third party laboratory,
Pollucon Laboratories Ltd from 21 March to 13 April 2013 was sampled.
The points chosen were at the workshop- N20º 8.257', E92º 53.974', at the port jetty-
N20º 8.239', E92º 54.150' and the IWT jetty- N20º 1.371', E92º 54.175'. The samples
were drawn from the period 21 March 2013 to 13 April 2013 at a three day interval for
the points. The results indicate that the ambient air quality in the construction site is
within the allowable limits of ambient air quality. The air quality testing was done in the
same points as it was taken as per the wind rose diagram and air movement direction.
Sittwe, Rakhine state
Parameter (24 hour) Workshop Port Jetty IWT Jetty Limits
Respirable particulate matter PM10 34.50 32.10 26.20 50
Sulphur Dioxide as SO2 5.54 3.76 5.32 20
Oxides of Nitrogen as NO2 23.98 25.23 24.45 40
Carbon Monoxide as CO NDL
108
NDL NDL 2
Paletwa, Chin State
Parameter (24 hour) Workshop Jetty Office Limits
Respirable particulate matter PM10 33.66 31.91 20.02 50
Sulphur Dioxide as SO2 4.76 3.28 4.32 20
Oxides of Nitrogen as NO2 25.32 23.22 18.67 40
Carbon Monoxide as CO NDL NDL NDL 2
Table 28: Ambient air quality levels at Sittwe and Paletwa in September 2016
The emission levels specified in the environmental emission guidelines dated 29
th
December 2015 published by the Ministry of Environment and Conservation of Forests
(MOECAF) for ports and harbours was used as the reference and is part of the
Environment Management Plan.
107
No detectable levels
108
NDL is Not at detectable levels
KMTT Project EIA/SIA Study Report and EMP 103
Parameter averaging period
Guidance value limit
µg/m
3
Nitrogen Dioxide
1 year 40
1 hour 200
Ozone 8 hour daily maximum 100
Particulate matter PM10
1 year 20
24 hour 50
Particulate matter PM2.5
1 year 10
24 hour 25
Sulphur Dioxide
24 hour 20
10 minute 500
Table 29: air emission limits for as provided in Environmental emission guidelines
6.1.8.3 Greenhouse Gases
The vessels plying between the deep sea port and the IWT terminal, the machines and
equipment at the terminals use fossil fuels such as diesel, Liquefied Petroleum Gas
(LPG) and Compressed Natural Gas (CNG) and electricity that are source of greenhouse
gases (GHG) to the atmosphere. The emissions caused by fossil fuel combustion are
called as direct emissions and the emissions caused by electricity use are known as
energy indirect emissions. The calculation of the estimated greenhouse gases emissions
shall be done using the emission factors provided in the United Nations Framework
Convention for Climate change (UNFCCC) and the emissions will be monitored through
the use of Environment Management Plan (EMP).
Direct emissions from Fossil fuels
The project uses fossil fuels such as Diesel, gasoline and/or compressed natural gas
(CNG) etc for the operations or the machines or the equipment. Since Diesel is the major
fuel used and its emission factor is comparatively higher (Diesel is more environmentally
impacting than the other fossil fuels) compared to the other fuels, for conservativeness,
the calculations used for Diesel is used for all the fossil fuels.
Calculation 1
The default emission factor for Diesel fuel as per the inter-governmental Panel for
Climate Change (IPCC) guidelines is 74,100 kgCO2/TJ
109
or 74.10 kgCO2/MJ. The gross
calorific value for Diesel fuel is 44.80 KJ/Tonne whereas the Net Calorific Value is 43.40
KJ/Tonne
110
. The specific density of Diesel fuel is 0.823 kg/Litre and the emission factor
of Diesel per volume can be calculated by the product of emission factor, calorific value
and specific density.
The emission factor per volume for diesel is calculated as 2.646719kgCO2/Litre or
2.646719tCO2/KL. This calculation method is as per the guideline “Tool to calculate
109
http://www.ipcc-nggip.iges.or.jp/public/2006gl/pdf/2_Volume2/V2_2_Ch2_Stationary_Combustion.pdf
110
http://www.engineeringtoolbox.com/fuels-higher-calorific-values-d_169.html
Parameter averaging period
Guidance value limit
µg/m
3
Nitrogen Dioxide
1 year 40
1 hour 200
Ozone 8 hour daily maximum 100
Particulate matter PM10
1 year 20
24 hour 50
Particulate matter PM2.5
1 year 10
24 hour 25
Sulphur Dioxide
24 hour 20
10 minute 500
Table 29: air emission limits for as provided in Environmental emission guidelines
6.1.8.3 Greenhouse Gases
The vessels plying between the deep sea port and the IWT terminal, the machines and
equipment at the terminals use fossil fuels such as diesel, Liquefied Petroleum Gas
(LPG) and Compressed Natural Gas (CNG) and electricity that are source of greenhouse
gases (GHG) to the atmosphere. The emissions caused by fossil fuel combustion are
called as direct emissions and the emissions caused by electricity use are known as
energy indirect emissions. The calculation of the estimated greenhouse gases emissions
shall be done using the emission factors provided in the United Nations Framework
Convention for Climate change (UNFCCC) and the emissions will be monitored through
the use of Environment Management Plan (EMP).
Direct emissions from Fossil fuels
The project uses fossil fuels such as Diesel, gasoline and/or compressed natural gas
(CNG) etc for the operations or the machines or the equipment. Since Diesel is the major
fuel used and its emission factor is comparatively higher (Diesel is more environmentally
impacting than the other fossil fuels) compared to the other fuels, for conservativeness,
the calculations used for Diesel is used for all the fossil fuels.
Calculation 1
The default emission factor for Diesel fuel as per the inter-governmental Panel for
Climate Change (IPCC) guidelines is 74,100 kgCO2/TJ
109
or 74.10 kgCO2/MJ. The gross
calorific value for Diesel fuel is 44.80 KJ/Tonne whereas the Net Calorific Value is 43.40
KJ/Tonne
110
. The specific density of Diesel fuel is 0.823 kg/Litre and the emission factor
of Diesel per volume can be calculated by the product of emission factor, calorific value
and specific density.
The emission factor per volume for diesel is calculated as 2.646719kgCO2/Litre or
2.646719tCO2/KL. This calculation method is as per the guideline “Tool to calculate
109
http://www.ipcc-nggip.iges.or.jp/public/2006gl/pdf/2_Volume2/V2_2_Ch2_Stationary_Combustion.pdf
110
http://www.engineeringtoolbox.com/fuels-higher-calorific-values-d_169.html
KMTT Project EIA/SIA Study Report and EMP 104
project or leakage CO2 emissions from fossil fuel combustion” provided in the UNFCCC
website
111
. This method can be used to calculate the carbon emissions from combustion
of any fossil fuel.
74.10 kgCO2/MJ X 43.40 KJ/Tonne X 0.823 kg/Litre = 2.646719tCO2/KL
Parameter Denoted as Value Unit
Emission factor of Diesel EF 74.10 kgCO2/MJ
Net Calorific Value of Diesel NCV 43.40 KJ/Tonne
Specific Density of Diesel SD 0.823 kg/Litre
emission factor per weight EFw 3.21594 kgCO2/Tonne
Emission factor per volume EFv 2.646719 kgCO2/Litre
Table 30: Emission factor calculation for Diesel fuel
Calculation 2
As per the United States environmental assessment guidelines, the carbon emission
coefficient for diesel consumption
112
is 10.16 kgCO2 equivalents per US gallon;
considering that one US Gallon is 3.78541 Litres, for every 1000 litre (KL) of Diesel
combustion, there is greenhouse gas emission of 2.6840 tonneCO2 equivalent (tCO2e).
Carbon emission coefficient of Diesel=10.16 kgCO2/US gallon
Converting to Litre, the coefficient=10.16/3.78541 kgCO2/Litre=2.6840kgCO2/Litre
Hence for conservativeness, the higher value of 2.6840kgCO2/Litre is used for the
emission estimations in the project. The estimated volume of the fossil fuel usage in Kilo
Litre (KL) will be multiplied by this factor to arrive at the greenhouse gas emissions from
the combustion of the fossil fuels. For every 1000 litre (KL) of Diesel combustion, there
is greenhouse gas emission of 2.6840 tonneCO2 equivalent (tCO2e).
The estimates of the consumption of the fossil fuels and the electric power will be
multiplied by the corresponding emission factors to estimate the greenhouse gases
emissions from the project.
Indirect emissions from the use of electricity
The equipment used in the project uses electricity that is drawn from the national grid as
source of power. Electricity is produced by the national grid using a mix of various power
plants that uses different technologies and methods which can be broadly classified as
Renewable and non-renewable energy generation. The non-renewable energy systems
use fossil fuels such as diesel, and coal, whereas the renewable energy systems use
environmentally friendly sources such as wind, solar and hydropower as a source of
power. Each of the non-renewable sources results in emission of greenhouse gases to
the atmosphere when generated at different factors as per the emission factors and
calorific value of the fuel they use.
111
https://cdm.unfccc.int/methodologies/PAmethodologies/tools/am-tool-03-v2.pdf
112
https://www.eia.gov/environment/emissions/co2_vol_mass.cfm
project or leakage CO2 emissions from fossil fuel combustion” provided in the UNFCCC
website
111
. This method can be used to calculate the carbon emissions from combustion
of any fossil fuel.
74.10 kgCO2/MJ X 43.40 KJ/Tonne X 0.823 kg/Litre = 2.646719tCO2/KL
Parameter Denoted as Value Unit
Emission factor of Diesel EF 74.10 kgCO2/MJ
Net Calorific Value of Diesel NCV 43.40 KJ/Tonne
Specific Density of Diesel SD 0.823 kg/Litre
emission factor per weight EFw 3.21594 kgCO2/Tonne
Emission factor per volume EFv 2.646719 kgCO2/Litre
Table 30: Emission factor calculation for Diesel fuel
Calculation 2
As per the United States environmental assessment guidelines, the carbon emission
coefficient for diesel consumption
112
is 10.16 kgCO2 equivalents per US gallon;
considering that one US Gallon is 3.78541 Litres, for every 1000 litre (KL) of Diesel
combustion, there is greenhouse gas emission of 2.6840 tonneCO2 equivalent (tCO2e).
Carbon emission coefficient of Diesel=10.16 kgCO2/US gallon
Converting to Litre, the coefficient=10.16/3.78541 kgCO2/Litre=2.6840kgCO2/Litre
Hence for conservativeness, the higher value of 2.6840kgCO2/Litre is used for the
emission estimations in the project. The estimated volume of the fossil fuel usage in Kilo
Litre (KL) will be multiplied by this factor to arrive at the greenhouse gas emissions from
the combustion of the fossil fuels. For every 1000 litre (KL) of Diesel combustion, there
is greenhouse gas emission of 2.6840 tonneCO2 equivalent (tCO2e).
The estimates of the consumption of the fossil fuels and the electric power will be
multiplied by the corresponding emission factors to estimate the greenhouse gases
emissions from the project.
Indirect emissions from the use of electricity
The equipment used in the project uses electricity that is drawn from the national grid as
source of power. Electricity is produced by the national grid using a mix of various power
plants that uses different technologies and methods which can be broadly classified as
Renewable and non-renewable energy generation. The non-renewable energy systems
use fossil fuels such as diesel, and coal, whereas the renewable energy systems use
environmentally friendly sources such as wind, solar and hydropower as a source of
power. Each of the non-renewable sources results in emission of greenhouse gases to
the atmosphere when generated at different factors as per the emission factors and
calorific value of the fuel they use.
111
https://cdm.unfccc.int/methodologies/PAmethodologies/tools/am-tool-03-v2.pdf
112
https://www.eia.gov/environment/emissions/co2_vol_mass.cfm
KMTT Project EIA/SIA Study Report and EMP 105
When electricity is consumed by people and industries, there is an indirect greenhouse
gas emission to the atmosphere because the grid has generated a part of the electricity
using fossil fuel combustion. This equivalent emission of fossil fuels per unit of electricity
varies in different electricity generating grids as per this ratio mix of renewable and non-
renewable power plants they use for the generation. If the grid uses more of renewable
sources, the factor will be lower and vice versa.
This calculation is done as per the tool to calculate the emission factor for an electricity
system
113
as specified in the United Nations Framework Convention for Climate change
(UNFCCC) website. The grid emission factor to ascertain the amount of indirect
emissions for electricity consumption is calculated for Myanmar National grid for the
registered emission reduction project with the registered number 7731
114
. The emission
factor for electricity consumption is 0.39459 tonne CO2 equivalent per Mega Watt hour
(tCO2e/MWhr).
6.1.8.4 Surface water quality
The surface water quality in the Sittwe port can get affected by the maintenance
dredging to maintain the depth. The water turbidity, pH value, Carbon Monoxide,
dissolved oxygen, suspended solids, and salinity to be tested. The test reports and
records maintained by the contractor since the start of the construction shall be
reviewed. The samples to be drawn from the surface for shallow points and both surface
and sub-surface samples to be drawn for points those are deeper than 3 metres.
The water samples were drawn from the Kaladan River at Sittwe port from three points
on 08
th
September 2016, Paletwa port on 09
th
September 2016 from two points to test
the turbidity, salinity, dissolved oxygen and pH. The contractor is monitoring these
parameters once in every 10 days during the construction period and the records at site
were sampled and reviewed.
Parameter Unit Equipment Method
Turbidity NTU Lutron TU-2016
115
ISO 7027
Salinity % Lutron PSA-311
116
APHA 2520B
Dissolved Oxygen (DO) mg/Litre Lutron DO-5512SD
117
APHA 4500 OC
pH - Lutron pH-222
118
APHA 4500 H+B
Table 31: water testing during the site visit
113
https://cdm.unfccc.int/methodologies/PAmethodologies/tools/am-tool-07-v5.0.pdf
114
https://cdm.unfccc.int/filestorage/t/m/XVMU7R9ONJBAP2ZGD8L3C4FYE5KHW0.pdf/PDD.pdf?t=cW98b2p4ZTNvfDAqS3b4
6aGwGIQ2wXPzwhSJ
115
http://www.lutron.com.tw/ugC_ShowroomItem_Detail.asp?hidKindID=1&hidTypeID=148&hidCatID=&hidShowID=1032&hidP
rdType=&txtSrhData=
116
http://www.lutron.com.tw/ugC_ShowroomItem_Detail.asp?hidKindID=1&hidTypeID=55&hidCatID=&hidShowID=894&hidPrd
Type=&txtSrhData=
117
http://www.lutron.com.tw/ugC_ShowroomItem_Detail.asp?hidKindID=3&hidTypeID=157&hidCatID=&hidShowID=1192&hidP
rdType=&txtSrhData=
118
http://www.lutron.com.tw/ugC_ShowroomItem_Detail.asp?hidKindID=1&hidTypeID=45&hidCatID=&hidShowID=290&hidPrd
Type=&txtSrhData=
When electricity is consumed by people and industries, there is an indirect greenhouse
gas emission to the atmosphere because the grid has generated a part of the electricity
using fossil fuel combustion. This equivalent emission of fossil fuels per unit of electricity
varies in different electricity generating grids as per this ratio mix of renewable and non-
renewable power plants they use for the generation. If the grid uses more of renewable
sources, the factor will be lower and vice versa.
This calculation is done as per the tool to calculate the emission factor for an electricity
system
113
as specified in the United Nations Framework Convention for Climate change
(UNFCCC) website. The grid emission factor to ascertain the amount of indirect
emissions for electricity consumption is calculated for Myanmar National grid for the
registered emission reduction project with the registered number 7731
114
. The emission
factor for electricity consumption is 0.39459 tonne CO2 equivalent per Mega Watt hour
(tCO2e/MWhr).
6.1.8.4 Surface water quality
The surface water quality in the Sittwe port can get affected by the maintenance
dredging to maintain the depth. The water turbidity, pH value, Carbon Monoxide,
dissolved oxygen, suspended solids, and salinity to be tested. The test reports and
records maintained by the contractor since the start of the construction shall be
reviewed. The samples to be drawn from the surface for shallow points and both surface
and sub-surface samples to be drawn for points those are deeper than 3 metres.
The water samples were drawn from the Kaladan River at Sittwe port from three points
on 08
th
September 2016, Paletwa port on 09
th
September 2016 from two points to test
the turbidity, salinity, dissolved oxygen and pH. The contractor is monitoring these
parameters once in every 10 days during the construction period and the records at site
were sampled and reviewed.
Parameter Unit Equipment Method
Turbidity NTU Lutron TU-2016
115
ISO 7027
Salinity % Lutron PSA-311
116
APHA 2520B
Dissolved Oxygen (DO) mg/Litre Lutron DO-5512SD
117
APHA 4500 OC
pH - Lutron pH-222
118
APHA 4500 H+B
Table 31: water testing during the site visit
113
https://cdm.unfccc.int/methodologies/PAmethodologies/tools/am-tool-07-v5.0.pdf
114
https://cdm.unfccc.int/filestorage/t/m/XVMU7R9ONJBAP2ZGD8L3C4FYE5KHW0.pdf/PDD.pdf?t=cW98b2p4ZTNvfDAqS3b4
6aGwGIQ2wXPzwhSJ
115
http://www.lutron.com.tw/ugC_ShowroomItem_Detail.asp?hidKindID=1&hidTypeID=148&hidCatID=&hidShowID=1032&hidP
rdType=&txtSrhData=
116
http://www.lutron.com.tw/ugC_ShowroomItem_Detail.asp?hidKindID=1&hidTypeID=55&hidCatID=&hidShowID=894&hidPrd
Type=&txtSrhData=
117
http://www.lutron.com.tw/ugC_ShowroomItem_Detail.asp?hidKindID=3&hidTypeID=157&hidCatID=&hidShowID=1192&hidP
rdType=&txtSrhData=
118
http://www.lutron.com.tw/ugC_ShowroomItem_Detail.asp?hidKindID=1&hidTypeID=45&hidCatID=&hidShowID=290&hidPrd
Type=&txtSrhData=
KMTT Project EIA/SIA Study Report and EMP 106
6.1.8.5 Ground water quality
The ground water quality near the Sittwe port can be affected by the waste generation
from the docking ships and due to the port operations. The quality shall be compared
with the norms set by the World Health Organisation (WHO). The emission levels
specified in the environmental emission guidelines dated 29
th
December 2015 published
by the Ministry of Environment and Conservation of Forests (MOECAF) for ports and
harbours to be used as the reference and will be part of the Environment Management
Plan.
The project operations have to comply with the effluent limits set in the environmental
emission guidelines dated 29
th
December 2015. These values have to be also complied
with during the construction phase.
Parameter Unit Guideline Value
Biochemical Oxygen Demand (BOD) mg/l 30
Chemical Oxygen Demand (COD) mg/l 125
Oil and Grease mg/l 10
pH SU
119
6 to 9
Total coliform bacteria 100ml 400
Total Nitrogen mg/l 10
Total Phosphorous mg/l 2
Total Suspended solids (TSS) mg/l 50
Table 32: Effluent limits for port, harbours and terminals
120
6.1.8.6 Noise
The project construction will result in increase in the noise levels and the noise
monitoring logs kept by the contractor from the start of construction shall be reviewed
and also the noise levels in the current situation shall be monitored. The emission levels
specified in the environmental emission guidelines dated 29
th
December 2015 published
by the Ministry of Environment and Conservation of Forests (MOECAF) was used as the
reference and will be part of the Environment Management Plan. There is no specific
noise levels provided for the ports and harbours; however, there is a common guideline
given as below.
119
Standard Unit
120
http://www.ecd.gov.mm/?q=media/national-environmental-quality-emission-guidelines-final-draft-myanmar-version
6.1.8.5 Ground water quality
The ground water quality near the Sittwe port can be affected by the waste generation
from the docking ships and due to the port operations. The quality shall be compared
with the norms set by the World Health Organisation (WHO). The emission levels
specified in the environmental emission guidelines dated 29
th
December 2015 published
by the Ministry of Environment and Conservation of Forests (MOECAF) for ports and
harbours to be used as the reference and will be part of the Environment Management
Plan.
The project operations have to comply with the effluent limits set in the environmental
emission guidelines dated 29
th
December 2015. These values have to be also complied
with during the construction phase.
Parameter Unit Guideline Value
Biochemical Oxygen Demand (BOD) mg/l 30
Chemical Oxygen Demand (COD) mg/l 125
Oil and Grease mg/l 10
pH SU
119
6 to 9
Total coliform bacteria 100ml 400
Total Nitrogen mg/l 10
Total Phosphorous mg/l 2
Total Suspended solids (TSS) mg/l 50
Table 32: Effluent limits for port, harbours and terminals
120
6.1.8.6 Noise
The project construction will result in increase in the noise levels and the noise
monitoring logs kept by the contractor from the start of construction shall be reviewed
and also the noise levels in the current situation shall be monitored. The emission levels
specified in the environmental emission guidelines dated 29
th
December 2015 published
by the Ministry of Environment and Conservation of Forests (MOECAF) was used as the
reference and will be part of the Environment Management Plan. There is no specific
noise levels provided for the ports and harbours; however, there is a common guideline
given as below.
119
Standard Unit
120
http://www.ecd.gov.mm/?q=media/national-environmental-quality-emission-guidelines-final-draft-myanmar-version
KMTT Project EIA/SIA Study Report and EMP 107
Receptor
One Hour LAeq (dBA)
121
Day time Night time
Residential, institutional, educational 55 45
Industrial, Commercial 70 70
Table 33: Noise limits as per the environmental emission guidelines
The construction contractor for the project, Essar Projects (India) Ltd as part of their
environmental and health safety manual and related procedures, periodically monitor the
noise level at site.
Peak sound
(dB)
Number of
impulses
Sound
(dB)
Exposure
time (hrs)
140 100 90 8
135 315 92 6
130 1000 95 4
125 3160 97 3
120 10000 100 2
102 1.5
105 1
107 0.75
110 0.5
115 0.25
Table 34: The noise limits for instantaneous impulse and continuous exposure
6.1.8.7 Climate Change
The port operations result in the emission of greenhouse gases (GHG) to the
atmosphere that eventually contribute to climate change. The calculation of the
estimated greenhouse gases is done using the emission factor provided in the United
Nations Framework Convention for Climate change and will be part of the Environment
Management Plan. It is provided in the section 6.1.8.3 above
6.1.8.8 Natural Hazards
There project area is on Sittwe harbour and the stretch of Kaladan River that does not
have any natural hazards. There is a bridge across the river at Kyauktaw which is 92.7
km upstream from Sittwe to connect Kyauktaw to Mrauk U; the bridge has adequate
vertical and horizontal clearances for vessels to pass through even at high flood levels.
121
Equivalent continuous sound level in decibels
Receptor
One Hour LAeq (dBA)
121
Day time Night time
Residential, institutional, educational 55 45
Industrial, Commercial 70 70
Table 33: Noise limits as per the environmental emission guidelines
The construction contractor for the project, Essar Projects (India) Ltd as part of their
environmental and health safety manual and related procedures, periodically monitor the
noise level at site.
Peak sound
(dB)
Number of
impulses
Sound
(dB)
Exposure
time (hrs)
140 100 90 8
135 315 92 6
130 1000 95 4
125 3160 97 3
120 10000 100 2
102 1.5
105 1
107 0.75
110 0.5
115 0.25
Table 34: The noise limits for instantaneous impulse and continuous exposure
6.1.8.7 Climate Change
The port operations result in the emission of greenhouse gases (GHG) to the
atmosphere that eventually contribute to climate change. The calculation of the
estimated greenhouse gases is done using the emission factor provided in the United
Nations Framework Convention for Climate change and will be part of the Environment
Management Plan. It is provided in the section 6.1.8.3 above
6.1.8.8 Natural Hazards
There project area is on Sittwe harbour and the stretch of Kaladan River that does not
have any natural hazards. There is a bridge across the river at Kyauktaw which is 92.7
km upstream from Sittwe to connect Kyauktaw to Mrauk U; the bridge has adequate
vertical and horizontal clearances for vessels to pass through even at high flood levels.
121
Equivalent continuous sound level in decibels
KMTT Project EIA/SIA Study Report and EMP 108
6.2 Potential Impacts by phases
6.2.1 Pre-construction phase
Activity/Impact
Water quality
Air Quality
Soil contamination
Noise
habitat loss
Water depletion
Fossil fuel use
Electricity use
Waste generation
Population Increase
Threat to livelihood
Sample collection
Bathymetry
Hydrographic survey
Travel
Significant Impact
Insignificant Impact
No Impact
Table 35: Activities and impact during pre-construction
6.2.1.1 Potential Impacts
The pre-construction phase of the project involves only the technical feasibility studies,
survey of the river, port area and soil testing for determining the feasibility for
construction. There are no significant impacts from this activity.
6.2.1.2 Proposed mitigation measures
The environmental impacts during the pre-construction phase is negligibly small
6.2.1.3 Residual Impacts
There are no residual impacts from the pre-construction phase
6.2.1.4 Proposed monitoring
Not Applicable
6.2 Potential Impacts by phases
6.2.1 Pre-construction phase
Activity/Impact
Water quality
Air Quality
Soil contamination
Noise
habitat loss
Water depletion
Fossil fuel use
Electricity use
Waste generation
Population Increase
Threat to livelihood
Sample collection
Bathymetry
Hydrographic survey
Travel
Significant Impact
Insignificant Impact
No Impact
Table 35: Activities and impact during pre-construction
6.2.1.1 Potential Impacts
The pre-construction phase of the project involves only the technical feasibility studies,
survey of the river, port area and soil testing for determining the feasibility for
construction. There are no significant impacts from this activity.
6.2.1.2 Proposed mitigation measures
The environmental impacts during the pre-construction phase is negligibly small
6.2.1.3 Residual Impacts
There are no residual impacts from the pre-construction phase
6.2.1.4 Proposed monitoring
Not Applicable
KMTT Project EIA/SIA Study Report and EMP 109
6.2.2 Construction phase
The construction phase consists of construction activities such as dredging, reclamation,
piling, at the Sittwe harbour and Paletwa terminal, dredging of the shoals in the river for
navigational channel. A deep sea port and IWT jetty and related port facilities are under
construction at Sittwe harbour. The dredging in the navigational channel and the jetty
area was done to have a depth of 7.9 metre. The dredging in the river is reduced by 95%
after the project design was changed to have waterway only till Paletwa instead of
Kaletwa.
Activity/Impact
Water quality
Air Quality
Soil contamination
Noise
habitat loss
Water
depletion
Fossil fuel use
Electricity use
Waste generation
Population Increase
Threat to livelihood
Dredging at Harbour
Reclamation work
Piling for the jetty
Heavy Machinery
General Construction
river dredging
Significant Impact
Insignificant Impact
No Impact
Table 36: The activities and impacts during construction Phase
6.2.2.1 Potential Impacts
The construction phase commenced in December 2010 and the impacts during the
construction phase are
1. Habitat loss and turbidity increase in Sittwe water due to dredging-
The construction phase is expected to have capital dredging at the port, approach
channel and the river that will adversely affect the benthic habitats and also causes
increase in turbidity of the water. The total dredging done in 2012-2013 at Sittwe was
1.06 Million cubic metres and the dredging in the navigational channel was 123,000
cubic metres. The marine water quality was tested before and after the dredging started
in 2013 and the results of the water quality before and after the dredging activity is not
significantly different.
6.2.2 Construction phase
The construction phase consists of construction activities such as dredging, reclamation,
piling, at the Sittwe harbour and Paletwa terminal, dredging of the shoals in the river for
navigational channel. A deep sea port and IWT jetty and related port facilities are under
construction at Sittwe harbour. The dredging in the navigational channel and the jetty
area was done to have a depth of 7.9 metre. The dredging in the river is reduced by 95%
after the project design was changed to have waterway only till Paletwa instead of
Kaletwa.
Activity/Impact
Water quality
Air Quality
Soil contamination
Noise
habitat loss
Water
depletion
Fossil fuel use
Electricity use
Waste generation
Population Increase
Threat to livelihood
Dredging at Harbour
Reclamation work
Piling for the jetty
Heavy Machinery
General Construction
river dredging
Significant Impact
Insignificant Impact
No Impact
Table 36: The activities and impacts during construction Phase
6.2.2.1 Potential Impacts
The construction phase commenced in December 2010 and the impacts during the
construction phase are
1. Habitat loss and turbidity increase in Sittwe water due to dredging-
The construction phase is expected to have capital dredging at the port, approach
channel and the river that will adversely affect the benthic habitats and also causes
increase in turbidity of the water. The total dredging done in 2012-2013 at Sittwe was
1.06 Million cubic metres and the dredging in the navigational channel was 123,000
cubic metres. The marine water quality was tested before and after the dredging started
in 2013 and the results of the water quality before and after the dredging activity is not
significantly different.
KMTT Project EIA/SIA Study Report and EMP 110
Figure 62: Sebastiano Caboto
122
, the dredging vessel used in Sittwe
123
The disposal of this dredged material from the river, confluence or the sea is also a
significant environmental aspect. The disposal of the dredged material was done by
bottom dump method in the sea at locations mutually agreed with the local authorities to
reduce the increase in turbidity. The environmental testing results of the marine water
samples were presented to the authorities during the review meeting. The copy of the
records maintained by the construction contractor was reviewed (refer the picture below).
The data is also provided in the table 14 in section 5.3.9 for Surface and ground water
quality modelling.
The water in the Sittwe port was already turbid with a poor visibility of few centimetres
due to the presence of high content of suspended solids. The port of Sittwe is busy with
movement of boats used for fishing as well as transportation; further, the climate in the
region is dotted with cyclones, and heavy rainfall which contributes to increase in
turbidity in the water near to the jetty area.
Hence, the additional load due to dredging is unlikely to contribute significantly to the
prevailing high suspended solids and turbidity to reduce light penetration. Further, the
sediment sample tests indicate that the dredged material is low in organic carbon and it
can be concluded that the dredging has not resulted in significant removal of ocean
benthos.
122
https://www.dredgepoint.org/dredging-database/equipment/sebastiano-caboto
123
http://www.jandenul.com/sites/default/files/equipment-item/pdfs/01.tshd_en_-_v2013-2_-_sebastiano_caboto.pdf
Figure 62: Sebastiano Caboto
122
, the dredging vessel used in Sittwe
123
The disposal of this dredged material from the river, confluence or the sea is also a
significant environmental aspect. The disposal of the dredged material was done by
bottom dump method in the sea at locations mutually agreed with the local authorities to
reduce the increase in turbidity. The environmental testing results of the marine water
samples were presented to the authorities during the review meeting. The copy of the
records maintained by the construction contractor was reviewed (refer the picture below).
The data is also provided in the table 14 in section 5.3.9 for Surface and ground water
quality modelling.
The water in the Sittwe port was already turbid with a poor visibility of few centimetres
due to the presence of high content of suspended solids. The port of Sittwe is busy with
movement of boats used for fishing as well as transportation; further, the climate in the
region is dotted with cyclones, and heavy rainfall which contributes to increase in
turbidity in the water near to the jetty area.
Hence, the additional load due to dredging is unlikely to contribute significantly to the
prevailing high suspended solids and turbidity to reduce light penetration. Further, the
sediment sample tests indicate that the dredged material is low in organic carbon and it
can be concluded that the dredging has not resulted in significant removal of ocean
benthos.
122
https://www.dredgepoint.org/dredging-database/equipment/sebastiano-caboto
123
http://www.jandenul.com/sites/default/files/equipment-item/pdfs/01.tshd_en_-_v2013-2_-_sebastiano_caboto.pdf
KMTT Project EIA/SIA Study Report and EMP 111
Figure 63: An example of water quality tests maintained by Essar Projects (India) Ltd
2. Change in topography due to reclamation by sand and soil-
Figure 64: The reclaimed area where the port facilities are being constructed
Figure 63: An example of water quality tests maintained by Essar Projects (India) Ltd
2. Change in topography due to reclamation by sand and soil-
Figure 64: The reclaimed area where the port facilities are being constructed
KMTT Project EIA/SIA Study Report and EMP 112
The reclamation of the land changes the shoreline and the topography of the area
changes. The mangroves and seagrass on the shores if present will be destroyed during
the reclamation. The increase in dust particles also occur during the dry periods of
summer due to vehicle movement and wind erosion. Prior to commencement of dredging
physical survey is carried out to ensure mangroves patch at shoreline Survey indicates
absence of mangroves and seagrass patch at shoreline of proposed expansion.
The total reclamation done at Sittwe during the construction phase was for an area of
70,000 m
2
and required a volume of 0.265 Million cubic metres of soil. The dredged
material is not used for reclamation as it was not fit to be used for reclamation.
3. Increased population due to migrant workers for construction-
The workforce that comes to find jobs at the site from nearby townships and villages
during the construction phase will result in a surge in population at Sittwe and Paletwa
and hence environmental impacts related to waste disposal, poor sanitation and
contagious diseases can occur.
Figure 65: Workers at Paletwa terminal site during September 2016
A total of 5,526,643 man hours have been spent till the end of July 2016 for the
construction of which 4,630,775 was performed by subcontractors. These subcontracted
works would have resulted in an increase in population in the construction areas in
Sittwe and Paletwa. There was no reported incident of an epidemic or a contagious
disease due to the migrant workers.
4. Greenhouse Gas (GHG) Emission from the fossil fuels used-
There will be emissions from the use of fossil fuels in the vehicles and the construction
equipment during the construction phase. The operation of equipment by powering them
using a Diesel Generator set due to less access to electricity at the sites will add to this
fossil fuel usage.
The reclamation of the land changes the shoreline and the topography of the area
changes. The mangroves and seagrass on the shores if present will be destroyed during
the reclamation. The increase in dust particles also occur during the dry periods of
summer due to vehicle movement and wind erosion. Prior to commencement of dredging
physical survey is carried out to ensure mangroves patch at shoreline Survey indicates
absence of mangroves and seagrass patch at shoreline of proposed expansion.
The total reclamation done at Sittwe during the construction phase was for an area of
70,000 m
2
and required a volume of 0.265 Million cubic metres of soil. The dredged
material is not used for reclamation as it was not fit to be used for reclamation.
3. Increased population due to migrant workers for construction-
The workforce that comes to find jobs at the site from nearby townships and villages
during the construction phase will result in a surge in population at Sittwe and Paletwa
and hence environmental impacts related to waste disposal, poor sanitation and
contagious diseases can occur.
Figure 65: Workers at Paletwa terminal site during September 2016
A total of 5,526,643 man hours have been spent till the end of July 2016 for the
construction of which 4,630,775 was performed by subcontractors. These subcontracted
works would have resulted in an increase in population in the construction areas in
Sittwe and Paletwa. There was no reported incident of an epidemic or a contagious
disease due to the migrant workers.
4. Greenhouse Gas (GHG) Emission from the fossil fuels used-
There will be emissions from the use of fossil fuels in the vehicles and the construction
equipment during the construction phase. The operation of equipment by powering them
using a Diesel Generator set due to less access to electricity at the sites will add to this
fossil fuel usage.
KMTT Project EIA/SIA Study Report and EMP 113
The quantification of the fossil fuels used by the vehicles and equipment is not recorded
or maintained separately for the environmental objectives as many of them are owned by
the subcontractors; however, the construction contractor has made effort to minimise the
cost of the fossil fuels by efficient usage for economic benefits and as part of their
environmental management system.
Equipment Nos Litre/hr total Litre/hr
Excavator 1 29 29
Excavator-Tata Hitachi 1 14 14
Dozer-Caterpillar 1 18 18
Wheel Loader, caterpillar 1 17 17
Backhoe loader, JCB 1 5 5
Hydraulic crawler Crane-80 1 8 8
Hydraulic crawler Crane-35 3 4 12
Essar Tug 1 1 30 30
Welding machine 7 3 21
Diesel Generator 250 kVA 4 13 52
Diesel Generator 125 kVA 4 9 36
Diesel Generator 2 5 10
Concrete mixer machine 2 3 6
Air compressor 2 16 32
7.5 MT Double drum Power winch 12 7 84
Vibrator with needle set 3 0.4 1.2
Concrete Pump 2 6 12
Hydra 1 3 3
Low bed trailer 1 2 2
Flatbed trailer 2 2 4
Crane truck 2 3 6
Ambulance 1 6 6
Diesel Bowser 9KL 1 1.5 1.5
Car-Mahindra Scorpio 2 8
124
16
Transit mixers 3 4 12
Dump Trucks 2 4 8
Crusher machine 2 2 4
Tadano crane 1 5 5
20 kVA DG set 1 4 4
Table 37: Fuel consumption of the equipment at site
The average fuel consumption in litre per hour for the equipment at site is provided
above; the operating hours of the equipment is not being recorded and hence the
computation of the fuel usage during construction is not possible.
124
The fuel consumption data is in kilometer per Litre
The quantification of the fossil fuels used by the vehicles and equipment is not recorded
or maintained separately for the environmental objectives as many of them are owned by
the subcontractors; however, the construction contractor has made effort to minimise the
cost of the fossil fuels by efficient usage for economic benefits and as part of their
environmental management system.
Equipment Nos Litre/hr total Litre/hr
Excavator 1 29 29
Excavator-Tata Hitachi 1 14 14
Dozer-Caterpillar 1 18 18
Wheel Loader, caterpillar 1 17 17
Backhoe loader, JCB 1 5 5
Hydraulic crawler Crane-80 1 8 8
Hydraulic crawler Crane-35 3 4 12
Essar Tug 1 1 30 30
Welding machine 7 3 21
Diesel Generator 250 kVA 4 13 52
Diesel Generator 125 kVA 4 9 36
Diesel Generator 2 5 10
Concrete mixer machine 2 3 6
Air compressor 2 16 32
7.5 MT Double drum Power winch 12 7 84
Vibrator with needle set 3 0.4 1.2
Concrete Pump 2 6 12
Hydra 1 3 3
Low bed trailer 1 2 2
Flatbed trailer 2 2 4
Crane truck 2 3 6
Ambulance 1 6 6
Diesel Bowser 9KL 1 1.5 1.5
Car-Mahindra Scorpio 2 8
124
16
Transit mixers 3 4 12
Dump Trucks 2 4 8
Crusher machine 2 2 4
Tadano crane 1 5 5
20 kVA DG set 1 4 4
Table 37: Fuel consumption of the equipment at site
The average fuel consumption in litre per hour for the equipment at site is provided
above; the operating hours of the equipment is not being recorded and hence the
computation of the fuel usage during construction is not possible.
124
The fuel consumption data is in kilometer per Litre
KMTT Project EIA/SIA Study Report and EMP 114
5. Indirect Greenhouse gas emission from electricity usage-
There will be use of electricity during the construction phase of the project. Since the
project construction is being done at remote sites, the availability of electricity is limited;
the project construction work is mostly powered by using Diesel generator sets. This
electricity consumption is not in significant volume.
6. Depletion of water resource-
The construction will result in water consumption due to concreting, cleaning, and
personal use by the workforce. The water usage is controlled at the construction sites;
however, the quantification of water spent for the construction is not being recorded and
maintained.
7. Air Pollution from construction-
The major pollutant in the construction phase is suspended solids being air-borne due to
various construction activities. The vehicular movement generates pollutants such as
Oxides of Nitrate, Carbon Monoxide and Hydro carbons. But, the vehicular pollution is
not expected to lead to any major impacts. The fugitive emissions due to vehicular
movement will be 1 to 2 kg/km travelled by the vehicle. The soils in the project area are
sandy in texture, and are likely to generate dust when dry. However, the fugitive
emissions generated due to vehicular movement are not expected to travel beyond a
distance of 200 to 300 m. The wind-blown dust is also likely to be substantial, especially
during the summer months.
8. Noise from Construction-
The construction phase will make use of a variety of equipment such as Impact
hammers, dump trucks, cranes, generators, compressors, pumps and earth movers that
will generate noise whilst operations. The most widespread source of noise from typical
construction equipment is generally due to internal combustion engines that provide the
energy for operation. Other sources of noise associated with the equipment include the
mechanical and hydraulic transmission actuation systems that can sometimes produce
high sound levels. Construction related noises are usually of a temporary duration and
relatively intermittent.
The project site in Sittwe is at the periphery of the commercial market area and the
nearest residence is about a five hundred meter away. The site at Paletwa is on the
opposite bank of the town and there are no nearby houses that could be affected by the
noise.
The project construction contractor has done a noise level mapping for the sites and also
perform daily noise monitoring of the project site. The copies of records kept were
reviewed. They had conducted an audit of the noise generation from the equipment at
site by recording with idle run noise and the operational noise.
5. Indirect Greenhouse gas emission from electricity usage-
There will be use of electricity during the construction phase of the project. Since the
project construction is being done at remote sites, the availability of electricity is limited;
the project construction work is mostly powered by using Diesel generator sets. This
electricity consumption is not in significant volume.
6. Depletion of water resource-
The construction will result in water consumption due to concreting, cleaning, and
personal use by the workforce. The water usage is controlled at the construction sites;
however, the quantification of water spent for the construction is not being recorded and
maintained.
7. Air Pollution from construction-
The major pollutant in the construction phase is suspended solids being air-borne due to
various construction activities. The vehicular movement generates pollutants such as
Oxides of Nitrate, Carbon Monoxide and Hydro carbons. But, the vehicular pollution is
not expected to lead to any major impacts. The fugitive emissions due to vehicular
movement will be 1 to 2 kg/km travelled by the vehicle. The soils in the project area are
sandy in texture, and are likely to generate dust when dry. However, the fugitive
emissions generated due to vehicular movement are not expected to travel beyond a
distance of 200 to 300 m. The wind-blown dust is also likely to be substantial, especially
during the summer months.
8. Noise from Construction-
The construction phase will make use of a variety of equipment such as Impact
hammers, dump trucks, cranes, generators, compressors, pumps and earth movers that
will generate noise whilst operations. The most widespread source of noise from typical
construction equipment is generally due to internal combustion engines that provide the
energy for operation. Other sources of noise associated with the equipment include the
mechanical and hydraulic transmission actuation systems that can sometimes produce
high sound levels. Construction related noises are usually of a temporary duration and
relatively intermittent.
The project site in Sittwe is at the periphery of the commercial market area and the
nearest residence is about a five hundred meter away. The site at Paletwa is on the
opposite bank of the town and there are no nearby houses that could be affected by the
noise.
The project construction contractor has done a noise level mapping for the sites and also
perform daily noise monitoring of the project site. The copies of records kept were
reviewed. They had conducted an audit of the noise generation from the equipment at
site by recording with idle run noise and the operational noise.
KMTT Project EIA/SIA Study Report and EMP 115
Figure 66: The noise level map at Sittwe project site
Equipment
Idle run Noise Operational Noise
Near
machine
1.0
metre
away
2.0
metre
away
Near
machine
1.0
metre
away
2.0
metre
away
Excavator 78.10 73.90 70.90 89.60 85.20 80.30
Excavator with breaker 79.00 74.00 69.20 97.50 92.20 85.10
Wheel loader 86.60 80.50 78.10 97.40 85.50 83.90
Crusher machine 72.90 84.50 81.20 100.90 96.00 91.30
Grinding machine 101.10 90.30 88.50 105.90 98.30 93.40
Welding DG 95.00 86.70 83.00 96.00 87.20 83.70
Diesel Generator 80.10 77.00 75.00 82.30 78.50 72.10
Winch Machine-01 85.00 79.00 76.00 98.00 93.20 88.50
Winch Machine-02 84.60 76.00 77.00 104.00 96.00 92.60
Winch Machine-03 86.00 79.00 76.50 97.00 92.80 89.50
Winch Machine-04 87.00 74.00 73.20 99.00 93.10 89.00
Hydra Crane 84.10 76.20 71.90 92.20 80.40 79.20
Crawler Crane-35 T 81.30 76.10 72.80 89.10 81.70 78.30
Crawler Crane-80 T 79.70 68.70 66.80 95.30 72.40 71.30
Compressor-batching plant 90.20 85.40 80.30 90.10 86.40 81.60
Office-DG 88.00 80.20 79.00 85.40 81.50 79.80
Table 38: The result of the noise audit at site
Figure 66: The noise level map at Sittwe project site
Equipment
Idle run Noise Operational Noise
Near
machine
1.0
metre
away
2.0
metre
away
Near
machine
1.0
metre
away
2.0
metre
away
Excavator 78.10 73.90 70.90 89.60 85.20 80.30
Excavator with breaker 79.00 74.00 69.20 97.50 92.20 85.10
Wheel loader 86.60 80.50 78.10 97.40 85.50 83.90
Crusher machine 72.90 84.50 81.20 100.90 96.00 91.30
Grinding machine 101.10 90.30 88.50 105.90 98.30 93.40
Welding DG 95.00 86.70 83.00 96.00 87.20 83.70
Diesel Generator 80.10 77.00 75.00 82.30 78.50 72.10
Winch Machine-01 85.00 79.00 76.00 98.00 93.20 88.50
Winch Machine-02 84.60 76.00 77.00 104.00 96.00 92.60
Winch Machine-03 86.00 79.00 76.50 97.00 92.80 89.50
Winch Machine-04 87.00 74.00 73.20 99.00 93.10 89.00
Hydra Crane 84.10 76.20 71.90 92.20 80.40 79.20
Crawler Crane-35 T 81.30 76.10 72.80 89.10 81.70 78.30
Crawler Crane-80 T 79.70 68.70 66.80 95.30 72.40 71.30
Compressor-batching plant 90.20 85.40 80.30 90.10 86.40 81.60
Office-DG 88.00 80.20 79.00 85.40 81.50 79.80
Table 38: The result of the noise audit at site
KMTT Project EIA/SIA Study Report and EMP 116
9. Waste Generation-
The construction phase will result in effluent discharge from the spent oils, lubricants,
chemicals, concreting, and solid waste generation from the consumables such as
welding waste, building materials, plastic, packaging, chemicals, cut offs etc. The total
solid waste generation per was estimated at around 1.5 tonnes per day.
The construction contractor, as part of their Environmental Management system, records
the Monthly Waste Consignment Details at Project. All departments in operations
maintain a Register of the quantities and characteristics of the wastes sent to landfill,
Indicating origin, type, quantities and landfill Locations. The record sampled to review the
waste management during the site visit was for the months of November 2011, January
2013 and July 2016.
The waste disposal records for the dredging vessel used for the capital dredging at
Sittwe during 2012-13 were reviewed. The Vessel name was Sebastiano Caboto
125
and
the copies of the records reviewed were the hazardous waste disposal, onshore non-
hazardous waste disposal, oil log sheets and the training records for the crew.
125
https://www.dredgepoint.org/dredging-database/equipment/sebastiano-caboto
9. Waste Generation-
The construction phase will result in effluent discharge from the spent oils, lubricants,
chemicals, concreting, and solid waste generation from the consumables such as
welding waste, building materials, plastic, packaging, chemicals, cut offs etc. The total
solid waste generation per was estimated at around 1.5 tonnes per day.
The construction contractor, as part of their Environmental Management system, records
the Monthly Waste Consignment Details at Project. All departments in operations
maintain a Register of the quantities and characteristics of the wastes sent to landfill,
Indicating origin, type, quantities and landfill Locations. The record sampled to review the
waste management during the site visit was for the months of November 2011, January
2013 and July 2016.
The waste disposal records for the dredging vessel used for the capital dredging at
Sittwe during 2012-13 were reviewed. The Vessel name was Sebastiano Caboto
125
and
the copies of the records reviewed were the hazardous waste disposal, onshore non-
hazardous waste disposal, oil log sheets and the training records for the crew.
125
https://www.dredgepoint.org/dredging-database/equipment/sebastiano-caboto
KMTT Project EIA/SIA Study Report and EMP 117
6.2.2.2 Proposed Mitigation measures
1. The habitat loss and turbidity increase due to dredging-
The disposal of the dredged material will be done using submerged bottom disposal
methods employed by the Trailing Suction Hopper Dredger (TSHD). TSHD is mainly
used for dredging loose and soft soils such as sand, gravel, silt or clay. One or two
suction tubes, equipped with a drag head, are lowered on the seabed, and the drag head
is trailed over the bottom. A pump system sucks up a mixture of sand or soil and water,
and discharges it in the ‘hopper’ or hold of the vessel. Once fully loaded the vessel sails
to the unloading site. The material can be deposited on the seabed through bottom
doors, or reclaimed by using the ‘rain-bowing’ technique.
This was managed through a Disposal Management Plan. All material dredged from the
access channel shall be disposed of at designated sea disposal area. Disposal area
located along the 15.0 m Chart Datum depth contour length of 2500 m and width of 1000
m. The sailing distance to the centre of sea disposal area is approximately 2.0 km with a
bearing of approximately east south form the savage 1 (Old Light house).
The water quality was tested by third party laboratory before and after the dredging
activity and the change in the quality parameters were not significant. The project
construction contractor has been monitoring the Salinity, Dissolved Oxygen, Turbidity,
and pH of the water near the jetty and is keeping the records. The surface water quality
is part of the Environmental Management Plan
2. Change in topography due to reclamation by sand and soil-
The reclamation in the harbour is only for the jetty and the port facilities covering an area
of 70,000 m
2
. The change in topography is irreversible; but the effect of this reclamation
on the river flow is not very significant. The water draining from the site will have high
suspended solids and can affect the water quality. To minimize this, the water draining
from the reclamation site is diverted away from the drainage channel preferably via sand
ponds to permit removal of excess suspended solids. This was managed through an
Environmental Management Plan (EMP) that monitors the water quality.
The reclamation plan was carefully examined prior to the commencement of sand in the
area nearest to shoreline. Bund wall was prepared and Provision of separate channel to
ensure the prevention of outflow of drained seawater along with sand.
Prior to commencement of dredging physical survey was carried out to ensure
mangroves patch at shoreline Survey indicates absence of mangroves patch at shoreline
of proposed expansion.
Turbidity, Dissolved Oxygen, pH and Salinity will be monitored once every week at four
locations, namely near the Dredging area, existing Jetty, and at both IWT & Port Gantry.
Records of monitoring are maintained. The monitoring will be continued during entire
construction phase of the port terminal.
The air and dust emissions are separately described in the sections below.
6.2.2.2 Proposed Mitigation measures
1. The habitat loss and turbidity increase due to dredging-
The disposal of the dredged material will be done using submerged bottom disposal
methods employed by the Trailing Suction Hopper Dredger (TSHD). TSHD is mainly
used for dredging loose and soft soils such as sand, gravel, silt or clay. One or two
suction tubes, equipped with a drag head, are lowered on the seabed, and the drag head
is trailed over the bottom. A pump system sucks up a mixture of sand or soil and water,
and discharges it in the ‘hopper’ or hold of the vessel. Once fully loaded the vessel sails
to the unloading site. The material can be deposited on the seabed through bottom
doors, or reclaimed by using the ‘rain-bowing’ technique.
This was managed through a Disposal Management Plan. All material dredged from the
access channel shall be disposed of at designated sea disposal area. Disposal area
located along the 15.0 m Chart Datum depth contour length of 2500 m and width of 1000
m. The sailing distance to the centre of sea disposal area is approximately 2.0 km with a
bearing of approximately east south form the savage 1 (Old Light house).
The water quality was tested by third party laboratory before and after the dredging
activity and the change in the quality parameters were not significant. The project
construction contractor has been monitoring the Salinity, Dissolved Oxygen, Turbidity,
and pH of the water near the jetty and is keeping the records. The surface water quality
is part of the Environmental Management Plan
2. Change in topography due to reclamation by sand and soil-
The reclamation in the harbour is only for the jetty and the port facilities covering an area
of 70,000 m
2
. The change in topography is irreversible; but the effect of this reclamation
on the river flow is not very significant. The water draining from the site will have high
suspended solids and can affect the water quality. To minimize this, the water draining
from the reclamation site is diverted away from the drainage channel preferably via sand
ponds to permit removal of excess suspended solids. This was managed through an
Environmental Management Plan (EMP) that monitors the water quality.
The reclamation plan was carefully examined prior to the commencement of sand in the
area nearest to shoreline. Bund wall was prepared and Provision of separate channel to
ensure the prevention of outflow of drained seawater along with sand.
Prior to commencement of dredging physical survey was carried out to ensure
mangroves patch at shoreline Survey indicates absence of mangroves patch at shoreline
of proposed expansion.
Turbidity, Dissolved Oxygen, pH and Salinity will be monitored once every week at four
locations, namely near the Dredging area, existing Jetty, and at both IWT & Port Gantry.
Records of monitoring are maintained. The monitoring will be continued during entire
construction phase of the port terminal.
The air and dust emissions are separately described in the sections below.
KMTT Project EIA/SIA Study Report and EMP 118
3. Increased population due to migrant workers for construction-
The contractor Essar maintains a base camp for the construction workers near the port
near to West San Pa quarter. This camp has proper sanitation and drinking water
facilities with adequate number of toilets and enough potable water.
The drinking water quality is tested periodically in a third party laboratory to ensure the
food safety. This is managed through an Environmental Management Plan (EMP) and is
also part of the occupational health and safety management. The water quality tests
were done for Sittwe and Paletwa by ISO Tech laboratories, Yangon in November 2015
for the BMG purified water and U Hla Maung Thein purified water respectively. The
results show that the water quality was well within the WHO limits.
Liquefied Petroleum Gas (LPG) is provided to the camp for cooking and an outside
caterer is engaged to supply the food.
4. Greenhouse Gas (GHG) Emission from the fossil fuels used-
The consumption of fossil fuels is managed by having the equipment at site under a strict
preventive maintenance regime and is subject to efficiency audits on a quarterly basis.
The Diesel generator sets are suitably serviced and maintained promptly to reduce the
usage and also the emissions. Essar Projects (India) Limited follows “No Idle Running”
policy to reduce the wastage of fuel. The environmental management plan contains the
measures taken.
Figure 67: Mufflers fitted to the equipment that uses fossil fuels
3. Increased population due to migrant workers for construction-
The contractor Essar maintains a base camp for the construction workers near the port
near to West San Pa quarter. This camp has proper sanitation and drinking water
facilities with adequate number of toilets and enough potable water.
The drinking water quality is tested periodically in a third party laboratory to ensure the
food safety. This is managed through an Environmental Management Plan (EMP) and is
also part of the occupational health and safety management. The water quality tests
were done for Sittwe and Paletwa by ISO Tech laboratories, Yangon in November 2015
for the BMG purified water and U Hla Maung Thein purified water respectively. The
results show that the water quality was well within the WHO limits.
Liquefied Petroleum Gas (LPG) is provided to the camp for cooking and an outside
caterer is engaged to supply the food.
4. Greenhouse Gas (GHG) Emission from the fossil fuels used-
The consumption of fossil fuels is managed by having the equipment at site under a strict
preventive maintenance regime and is subject to efficiency audits on a quarterly basis.
The Diesel generator sets are suitably serviced and maintained promptly to reduce the
usage and also the emissions. Essar Projects (India) Limited follows “No Idle Running”
policy to reduce the wastage of fuel. The environmental management plan contains the
measures taken.
Figure 67: Mufflers fitted to the equipment that uses fossil fuels
KMTT Project EIA/SIA Study Report and EMP 119
All Vehicles and Plant equipment used during Construction phase are fitted with
appropriate mufflers and catalytic converters to reduce air emissions.
5. Indirect emissions from Electricity usage-
The equipment at site is generally powered by the diesel generator sets as availability of
electricity is limited. The electricity consumption is limited to the project management
offices during the construction phase. The environmental management system of the
construction contractor aims to conserve the electricity by limited use and spread of
awareness.
6. Water usage-
This use of water at site is for the construction activities such as concreting, cleaning and
other personal uses by the labourers at site. The environmental management system of
the construction contractor aims to conserve water all the while meeting the quality
specifications and the general hygiene requirements by limited use and spread of
awareness.
7. Air pollution from construction-
The major pollutant in the construction phase is suspended solids being air-borne due to
various construction activities. The soils in the project area are sandy in texture, and are
likely to generate dust when dry. The vehicles and equipment are fitted with catalytic
converters and mufflers to reduce the air pollution. The trucks sprinkle water twice a day
to reduce the dust movement in the wind. The trucks transporting soil or sand are
covered with tarpaulin to avoid the emission of dust to air environment.
Figure 68: Sprinkling water to reduce the dust emissions
All Vehicles and Plant equipment used during Construction phase are fitted with
appropriate mufflers and catalytic converters to reduce air emissions.
5. Indirect emissions from Electricity usage-
The equipment at site is generally powered by the diesel generator sets as availability of
electricity is limited. The electricity consumption is limited to the project management
offices during the construction phase. The environmental management system of the
construction contractor aims to conserve the electricity by limited use and spread of
awareness.
6. Water usage-
This use of water at site is for the construction activities such as concreting, cleaning and
other personal uses by the labourers at site. The environmental management system of
the construction contractor aims to conserve water all the while meeting the quality
specifications and the general hygiene requirements by limited use and spread of
awareness.
7. Air pollution from construction-
The major pollutant in the construction phase is suspended solids being air-borne due to
various construction activities. The soils in the project area are sandy in texture, and are
likely to generate dust when dry. The vehicles and equipment are fitted with catalytic
converters and mufflers to reduce the air pollution. The trucks sprinkle water twice a day
to reduce the dust movement in the wind. The trucks transporting soil or sand are
covered with tarpaulin to avoid the emission of dust to air environment.
Figure 68: Sprinkling water to reduce the dust emissions
KMTT Project EIA/SIA Study Report and EMP 120
Figure 69: Trucks covered with tarpaulin to reduce the dust emission to air
8. Noise from construction-
The noise from construction phase is managed by below methods
Air compressors at the construction sites are fitted with exhaust mufflers and intake
mufflers.
Chassis and engine structural vibration will be dealt by isolating the engine from the
chassis and by covering various sections of the engines.
Exposure of workers near the high noise levels will be minimized by methods such as
job rotation, automation, use of personal protective equipment like ear plugs.
The noise levels are being regularly monitored by the EHS team of the construction
contractor Essar Projects (india) limited. The equipment sound level audits are done
periodically to monitor the defects. This shall be managed through an Environmental
Management Plan (EMP).
Figure 69: Trucks covered with tarpaulin to reduce the dust emission to air
8. Noise from construction-
The noise from construction phase is managed by below methods
Air compressors at the construction sites are fitted with exhaust mufflers and intake
mufflers.
Chassis and engine structural vibration will be dealt by isolating the engine from the
chassis and by covering various sections of the engines.
Exposure of workers near the high noise levels will be minimized by methods such as
job rotation, automation, use of personal protective equipment like ear plugs.
The noise levels are being regularly monitored by the EHS team of the construction
contractor Essar Projects (india) limited. The equipment sound level audits are done
periodically to monitor the defects. This shall be managed through an Environmental
Management Plan (EMP).
KMTT Project EIA/SIA Study Report and EMP 121
Figure 70: Example of a noise monitoring sheet maintained by Essar Projects (India) Ltd
9. Generation of waste-
The waste generated during the construction phase is disposed through subcontracted
disposal agents such as the municipality and or waste management agencies. The site
has bins and containers segregated for different types of waste for easy disposal. They
have an oil spill response plan to manage the liquid wastes, spent oils etc.
Figure 71: The spill kits and waste bins maintained in the dredging vessel
Figure 70: Example of a noise monitoring sheet maintained by Essar Projects (India) Ltd
9. Generation of waste-
The waste generated during the construction phase is disposed through subcontracted
disposal agents such as the municipality and or waste management agencies. The site
has bins and containers segregated for different types of waste for easy disposal. They
have an oil spill response plan to manage the liquid wastes, spent oils etc.
Figure 71: The spill kits and waste bins maintained in the dredging vessel
KMTT Project EIA/SIA Study Report and EMP 122
The garbage collection truck is located in the construction site. Hazardous waste (Used
Oil, Battery) from construction site is disposed to Local Vendors at Sittwe through buy
back Policy.
The disposal of the waste from the ships and vessels used such as dredgers is disposed
as per the MARPOL regulations as Myanmar is a signatory to MARPOL convention. As
per the MARPOL 73/78
126
regulations, the waste disposal in the sea is prohibited for
Discharge oil or oily water such as bilge water containing more than 15 ppm of oil
within 19 km of land.
Release of Category A hazardous chemicals to the sea
Type B, C and D may be discharged with conditions.
Plastics of any form
Harmful material in packed form
Untreated sewage
Garbage to the sea
6.2.2.3 Residual Impacts
There are no residual impacts from the construction phase
6.2.2.4 Proposed monitoring
Not Applicable
126
http://www.imo.org/en/About/Conventions/ListOfConventions/Pages/International-Convention-for-the-Prevention-of-
Pollution-from-Ships-(MARPOL).aspx
The garbage collection truck is located in the construction site. Hazardous waste (Used
Oil, Battery) from construction site is disposed to Local Vendors at Sittwe through buy
back Policy.
The disposal of the waste from the ships and vessels used such as dredgers is disposed
as per the MARPOL regulations as Myanmar is a signatory to MARPOL convention. As
per the MARPOL 73/78
126
regulations, the waste disposal in the sea is prohibited for
Discharge oil or oily water such as bilge water containing more than 15 ppm of oil
within 19 km of land.
Release of Category A hazardous chemicals to the sea
Type B, C and D may be discharged with conditions.
Plastics of any form
Harmful material in packed form
Untreated sewage
Garbage to the sea
6.2.2.3 Residual Impacts
There are no residual impacts from the construction phase
6.2.2.4 Proposed monitoring
Not Applicable
126
http://www.imo.org/en/About/Conventions/ListOfConventions/Pages/International-Convention-for-the-Prevention-of-
Pollution-from-Ships-(MARPOL).aspx
KMTT Project EIA/SIA Study Report and EMP 123
6.2.3 Operational phase
The operational phase will result in various environmental aspects and impacts related to
resource usage, wastage, emissions to air and water.
Activity/Impact
Water quality
Air Quality
Soil contamination
Noise
habitat loss
Water depletion
Fossil fuel u
se
Electricity use
Waste generation
Population Increase
Threat to livelihood
Dredging at Harbour
Barge Movement
Barge accident
Heavy Machinery
Port operations
river dredging
Significant Impact
Insignificant Impact
No Impact
Table 39: The activities and impacts during Operational Phase
6.2.3.1 Potential Impacts
Significant Impacts from the port Operations
Aspect Impact Severity Likelihood
Use of Fossil fuels
Air pollution High Very Frequent
Greenhouse Gases High Very Frequent
Depletion of resource High Very Frequent
Use of Electricity
Greenhouse Gases High Frequent
Depletion of resource High Frequent
Use of water Depletion of resource High Frequent
Waste Generation
Water pollution High Usual
Public Health degeneration High Usual
Equipment Operation Noise Generation Medium Usual
Maintenance Dredging
Water pollution Medium Rare
Destruction of biota and habitats Medium Rare
Fire Accident Loss of life and property Devastating Very Rare
Barge
Accident/Spillage
Water pollution Very High Very Rare
Public Health degeneration High Very Rare
Destruction of biota and habitats High Very Rare
Table 40: Significant impacts during Operational phase
6.2.3 Operational phase
The operational phase will result in various environmental aspects and impacts related to
resource usage, wastage, emissions to air and water.
Activity/Impact
Water quality
Air Quality
Soil contamination
Noise
habitat loss
Water depletion
Fossil fuel u
se
Electricity use
Waste generation
Population Increase
Threat to livelihood
Dredging at Harbour
Barge Movement
Barge accident
Heavy Machinery
Port operations
river dredging
Significant Impact
Insignificant Impact
No Impact
Table 39: The activities and impacts during Operational Phase
6.2.3.1 Potential Impacts
Significant Impacts from the port Operations
Aspect Impact Severity Likelihood
Use of Fossil fuels
Air pollution High Very Frequent
Greenhouse Gases High Very Frequent
Depletion of resource High Very Frequent
Use of Electricity
Greenhouse Gases High Frequent
Depletion of resource High Frequent
Use of water Depletion of resource High Frequent
Waste Generation
Water pollution High Usual
Public Health degeneration High Usual
Equipment Operation Noise Generation Medium Usual
Maintenance Dredging
Water pollution Medium Rare
Destruction of biota and habitats Medium Rare
Fire Accident Loss of life and property Devastating Very Rare
Barge
Accident/Spillage
Water pollution Very High Very Rare
Public Health degeneration High Very Rare
Destruction of biota and habitats High Very Rare
Table 40: Significant impacts during Operational phase
KMTT Project EIA/SIA Study Report and EMP 124
The potential impacts during the operational phase are
1. Indirect Greenhouse gas (GHG) emission from electricity usage
The port facilities will make use of equipment that consumes electricity for its operation
and the use of electricity will have indirect emissions to the atmosphere as greenhouse
gases (GHG). The power load estimation at Sittwe and Paletwa is 922 kVA and 399kVA
respectively and the project design is for 1000kVA and 500kVA to cater to this
requirement. However, this power load calculation is considering all the standby and
spare equipment and hence the actual working load at a time is much lesser to around
800kVA at Sittwe and 300kVA at Paletwa.
The actual electricity use at the port will be as per the use of equipment and the scale of
operations. If all the equipment at site runs throughout the day for all days in a year, the
electricity consumption will be 7008,000 kWhrs and 2628,000 kWhrs for Sittwe and
Paletwa respectively.
But many of the equipment at the ports are used only for less than one hour in a day (for
example drinking water pump or service water pump) and hence the power load that
may be required throughout the day is less than 400kVA for Sittwe and 150 for Paletwa.
Even this estimation considers that sets of equipment which runs for 24 hours of the day
and is a conservative estimation. Considering this load to run throughout the day and the
intermittent loads to run for 2 hours a day, the total electricity estimation is as below. This
estimation is on the higher side considering very busy operations at Sittwe and Paletwa
for 24 hours a day
Location
Full day power load Intermittent power load Total
kWhr kVA hours/day Total/year kVA hours/day Total/year
Sittwe 400 24 3,504,000 400 2 292,000 3,796,000
Paletwa 150 24 1,314,000 150 2 109,500 1,423,500
Total 550 24 4,818,000 550 2 401,500 5,219,500
Table 41: The maximum estimated power usage
The emission factor for the electricity usage in Myanmar is described in section 6.1.8.3
earlier in the report and is based on the modelling in the registered climate change
mitigation project reference number 7731 in the UNFCCC; the emission factor is
1 Mega Watt hour electricity usage=0.39459 tonne CO2 equivalent
Hence the total estimated GHG emissions per year from electricity usage for the project
operations is 5219.5 X 0.39459= 2059.563 tCO2e per year
This estimation is for a hypothetical situation where all the equipment at site is being run
throughout the year.
The potential impacts during the operational phase are
1. Indirect Greenhouse gas (GHG) emission from electricity usage
The port facilities will make use of equipment that consumes electricity for its operation
and the use of electricity will have indirect emissions to the atmosphere as greenhouse
gases (GHG). The power load estimation at Sittwe and Paletwa is 922 kVA and 399kVA
respectively and the project design is for 1000kVA and 500kVA to cater to this
requirement. However, this power load calculation is considering all the standby and
spare equipment and hence the actual working load at a time is much lesser to around
800kVA at Sittwe and 300kVA at Paletwa.
The actual electricity use at the port will be as per the use of equipment and the scale of
operations. If all the equipment at site runs throughout the day for all days in a year, the
electricity consumption will be 7008,000 kWhrs and 2628,000 kWhrs for Sittwe and
Paletwa respectively.
But many of the equipment at the ports are used only for less than one hour in a day (for
example drinking water pump or service water pump) and hence the power load that
may be required throughout the day is less than 400kVA for Sittwe and 150 for Paletwa.
Even this estimation considers that sets of equipment which runs for 24 hours of the day
and is a conservative estimation. Considering this load to run throughout the day and the
intermittent loads to run for 2 hours a day, the total electricity estimation is as below. This
estimation is on the higher side considering very busy operations at Sittwe and Paletwa
for 24 hours a day
Location
Full day power load Intermittent power load Total
kWhr kVA hours/day Total/year kVA hours/day Total/year
Sittwe 400 24 3,504,000 400 2 292,000 3,796,000
Paletwa 150 24 1,314,000 150 2 109,500 1,423,500
Total 550 24 4,818,000 550 2 401,500 5,219,500
Table 41: The maximum estimated power usage
The emission factor for the electricity usage in Myanmar is described in section 6.1.8.3
earlier in the report and is based on the modelling in the registered climate change
mitigation project reference number 7731 in the UNFCCC; the emission factor is
1 Mega Watt hour electricity usage=0.39459 tonne CO2 equivalent
Hence the total estimated GHG emissions per year from electricity usage for the project
operations is 5219.5 X 0.39459= 2059.563 tCO2e per year
This estimation is for a hypothetical situation where all the equipment at site is being run
throughout the year.
KMTT Project EIA/SIA Study Report and EMP 125
2. Greenhouse gas (GHG) from the use of fossil fuels
The project operations will consume the fossil fuels such as Diesel, gasoline, Liquefied
Petroleum Gas (LPG), Compressed Natural Gas (CNG) etc for the equipment, vehicles,
barges and kitchens. The estimated fuel consumption considering all the equipment
being used at the same time is 2184 Litres for Sittwe and 1048 Litres for Paletwa. The
maximum possible fuel consumption at the terminals is 797,160 litres in Sittwe and
382,520 litres in Paletwa.
Fuel Consumption Details for Sittwe
No Description Qty Litre / Hr Hours / Day Litre/day Litre/Year
1 500 KVA DG Set 1 72 16 1152 420,480
2 320 KVA DG Set 1 46 8 368 134,320
3 10T Mobile Crane 1 8 8 64 23,360
4 3T Forklift 6 2.5 8 120 43,800
5 40HP Tractors 6 10 8 480 175,200
Total 2,184 797,160
Fuel Consumption Details for Paletwa
No Description Qty Litre / Hr Hours / Day Litre/day Litre/Year
1 180 KVA DG Set 1 32 16 512 186,880
2 75 KVA DG Set 1 14 8 112 40,880
3 10T Mobile Crane 1 8 8 64 23,360
4 3T Forklift 2 2.5 8 40 14,600
5 10T Truck-tractors 4 10 8 320 116,800
Total 1048 382,520
Table 42: Fossil fuel consumption at terminals and jetty
The barges will take 28 hours for one trip and the total fuel required is 598 Gallon for fuel
and 2 gallon for engine oil. Considering that one US Gallon is 3.78541 Litres, the total
fossil fuel usage per trip of the barge is 2271.246 Litres. One barge takes 28 hours to
make the trip and hence we can assume that it can make a maximum of 120 trips in a
year. So for all the six barges, the maximum trips possible are 720 trips per year. The
total fuel consumption 2271.246 X 720= 1,635,297.12 Litres
Fuel consumption per trip in Gallons 600
Maximum number of trips in year 120
No of barges in the channel 6
Total trips possible in a year 720
Total fuel consumption in Gallons/year 432,000
Total fuel consumption in Litres/Year 1,635,297.12
Table 43: Fuel consumption of the barges in a year
2. Greenhouse gas (GHG) from the use of fossil fuels
The project operations will consume the fossil fuels such as Diesel, gasoline, Liquefied
Petroleum Gas (LPG), Compressed Natural Gas (CNG) etc for the equipment, vehicles,
barges and kitchens. The estimated fuel consumption considering all the equipment
being used at the same time is 2184 Litres for Sittwe and 1048 Litres for Paletwa. The
maximum possible fuel consumption at the terminals is 797,160 litres in Sittwe and
382,520 litres in Paletwa.
Fuel Consumption Details for Sittwe
No Description Qty Litre / Hr Hours / Day Litre/day Litre/Year
1 500 KVA DG Set 1 72 16 1152 420,480
2 320 KVA DG Set 1 46 8 368 134,320
3 10T Mobile Crane 1 8 8 64 23,360
4 3T Forklift 6 2.5 8 120 43,800
5 40HP Tractors 6 10 8 480 175,200
Total 2,184 797,160
Fuel Consumption Details for Paletwa
No Description Qty Litre / Hr Hours / Day Litre/day Litre/Year
1 180 KVA DG Set 1 32 16 512 186,880
2 75 KVA DG Set 1 14 8 112 40,880
3 10T Mobile Crane 1 8 8 64 23,360
4 3T Forklift 2 2.5 8 40 14,600
5 10T Truck-tractors 4 10 8 320 116,800
Total 1048 382,520
Table 42: Fossil fuel consumption at terminals and jetty
The barges will take 28 hours for one trip and the total fuel required is 598 Gallon for fuel
and 2 gallon for engine oil. Considering that one US Gallon is 3.78541 Litres, the total
fossil fuel usage per trip of the barge is 2271.246 Litres. One barge takes 28 hours to
make the trip and hence we can assume that it can make a maximum of 120 trips in a
year. So for all the six barges, the maximum trips possible are 720 trips per year. The
total fuel consumption 2271.246 X 720= 1,635,297.12 Litres
Fuel consumption per trip in Gallons 600
Maximum number of trips in year 120
No of barges in the channel 6
Total trips possible in a year 720
Total fuel consumption in Gallons/year 432,000
Total fuel consumption in Litres/Year 1,635,297.12
Table 43: Fuel consumption of the barges in a year
KMTT Project EIA/SIA Study Report and EMP 126
Location Consumption in Litres emission Factor tCO2e/Year
Sittwe 797160.00 2.684 2139.57744
Paletwa 382520.00 2.684 1026.68368
Barges 1635297.12 2.684 4389.13747
Total 2814977.12 2.684 7555.39859
Table 44: Estimated emissions from the use of fossil fuels
The total estimated emissions from the use of fossil fuels for the project operations are
7,555.40tCO2e/year. This estimation is considering the hypothetical situation of all
equipment working together for all the time.
The estimation does not include the fuel usage emissions from the international ships
docked at the deep sea port and the cargo trucks that come to the port for material
movement. This emission depends on the time the ships spend at the port for
manoeuvring, waiting, berthing, productive time and idle time. If the ship time at the ports
is reduced, the emissions from the ships at the port will be reduced.
Figure 72: Ship time at the port- source- International Maritime Organisation (IMO)
127
The equipment at port account for only 30% of the total fossil fuel usage and the rest
70% is from the ships calling the ports and the heavy trucks for cargo movement. Hence
the emissions from the deep sea port at Sittwe will be 2139.577/30%=7131.925 tCO2e
per year. The total emissions from the use of fossil fuel in the project are
7131.925+1026.68368+4389.13747=12,547.75 tCO2e per year.
127
http://www.imo.org/en/OurWork/Environment/PollutionPrevention/AirPollution/Documents/Air%20pollution/M5%20Port-
Ship%20interface%20IMO%20TTT%20course%20presentation%20final1.pdf
Location Consumption in Litres emission Factor tCO2e/Year
Sittwe 797160.00 2.684 2139.57744
Paletwa 382520.00 2.684 1026.68368
Barges 1635297.12 2.684 4389.13747
Total 2814977.12 2.684 7555.39859
Table 44: Estimated emissions from the use of fossil fuels
The total estimated emissions from the use of fossil fuels for the project operations are
7,555.40tCO2e/year. This estimation is considering the hypothetical situation of all
equipment working together for all the time.
The estimation does not include the fuel usage emissions from the international ships
docked at the deep sea port and the cargo trucks that come to the port for material
movement. This emission depends on the time the ships spend at the port for
manoeuvring, waiting, berthing, productive time and idle time. If the ship time at the ports
is reduced, the emissions from the ships at the port will be reduced.
Figure 72: Ship time at the port- source- International Maritime Organisation (IMO)
127
The equipment at port account for only 30% of the total fossil fuel usage and the rest
70% is from the ships calling the ports and the heavy trucks for cargo movement. Hence
the emissions from the deep sea port at Sittwe will be 2139.577/30%=7131.925 tCO2e
per year. The total emissions from the use of fossil fuel in the project are
7131.925+1026.68368+4389.13747=12,547.75 tCO2e per year.
127
http://www.imo.org/en/OurWork/Environment/PollutionPrevention/AirPollution/Documents/Air%20pollution/M5%20Port-
Ship%20interface%20IMO%20TTT%20course%20presentation%20final1.pdf
KMTT Project EIA/SIA Study Report and EMP 127
3. Depletion of water resources
The port operations will consume water which is a national resource.
Details of Water Supply Facilities at Sittwe
Sr. No Description Tank Capacity (Litre)
Consumption
Litre/per day
1 Drinking Water
90,000 (UGT)
128
30,000 (OHT)
129
90 / Person
2 Service Water
250,000 (UGT)
50,000 (OHT)
100,000
3 Fire Water 500,000 During Emergency
Details of Water Supply Facilities at Paletwa
Sr. No Description Tank Capacity (Litre)
Consumption
Litre/per day
1 Drinking Water
150,000 (UGT)
30,000 (OHT)
90 /person
2 Service Water
65,000 (UGT)
15,000 (OHT)
65,000
3 Fire Water 400,000 During Emergency
Table 45: Estimated water usage at Paletwa and Sittwe
The water use is categorised into three requirements, namely the drinking water that
include the personal uses, service water and the water for fire protection. Three different
pipelines are provided at both the terminals in Paletwa and Sittwe. The project
operations will use an estimated 100 KL at Sittwe and 65 KL at Paletwa for service water
and the personal uses is estimated as 90 litres per person per day. The tanks are
designed to cater to these water requirements with sufficient margin to accommodate
additional requirements in future.
This estimation does not take into account the water usage in the IWT barges that ply
between Sittwe and Paletwa as the water consumption at the port terminals include the
water supplied to the barges as well.
4. Air Pollution and noise due to port operations
The port operations will increase the air pollution due to fossil fuel usage and movement
of dust particles due to cargo trucks and other vehicle transportations. This will also be
amplified by the emissions from the ships calling the ports. Only 24% of the particulate
matter PM10 and 23% of the Oxides of Nitrogen are caused due to equipment in the port.
The rest are contributed by the cargo trucks and the ships calling the deep sea port.
128
UGT is Underground Tank
129
OHT is Overhead Tank
3. Depletion of water resources
The port operations will consume water which is a national resource.
Details of Water Supply Facilities at Sittwe
Sr. No Description Tank Capacity (Litre)
Consumption
Litre/per day
1 Drinking Water
90,000 (UGT)
128
30,000 (OHT)
129
90 / Person
2 Service Water
250,000 (UGT)
50,000 (OHT)
100,000
3 Fire Water 500,000 During Emergency
Details of Water Supply Facilities at Paletwa
Sr. No Description Tank Capacity (Litre)
Consumption
Litre/per day
1 Drinking Water
150,000 (UGT)
30,000 (OHT)
90 /person
2 Service Water
65,000 (UGT)
15,000 (OHT)
65,000
3 Fire Water 400,000 During Emergency
Table 45: Estimated water usage at Paletwa and Sittwe
The water use is categorised into three requirements, namely the drinking water that
include the personal uses, service water and the water for fire protection. Three different
pipelines are provided at both the terminals in Paletwa and Sittwe. The project
operations will use an estimated 100 KL at Sittwe and 65 KL at Paletwa for service water
and the personal uses is estimated as 90 litres per person per day. The tanks are
designed to cater to these water requirements with sufficient margin to accommodate
additional requirements in future.
This estimation does not take into account the water usage in the IWT barges that ply
between Sittwe and Paletwa as the water consumption at the port terminals include the
water supplied to the barges as well.
4. Air Pollution and noise due to port operations
The port operations will increase the air pollution due to fossil fuel usage and movement
of dust particles due to cargo trucks and other vehicle transportations. This will also be
amplified by the emissions from the ships calling the ports. Only 24% of the particulate
matter PM10 and 23% of the Oxides of Nitrogen are caused due to equipment in the port.
The rest are contributed by the cargo trucks and the ships calling the deep sea port.
128
UGT is Underground Tank
129
OHT is Overhead Tank
KMTT Project EIA/SIA Study Report and EMP 128
The noise levels in the port terminal area will increase because of busy cargo movement
related activities such as vehicle traffic, and operation of equipment at site.
5. Spillage of hazardous cargo in to the river water from hull failure of the barges
The barges that ply between the two terminals carry different types of cargo and in case
of an unlikely scenario of an accident or collision; the hull failure will cause the spillage of
hazardous material into the river which will be devastating.
The water quality will be affected, the aquatic flora and fauna will be destroyed, and the
health and livelihood of the people in the nearby townships will be affected.
6. Waste Generation from port and barge operations
The port operations that involve docking of international ships and IWT barges,
movement of cargo to and from the terminals and office and warehouse facilities will
generate the waste that need to be disposed without causing pollution. The ships and
barges will bring hazardous waste and cargo that include the spent oils, chemicals,
batteries, plastic and other synthetic material which is prohibited to be disposed in the
sea as per MARPOL 73/78.
The waste discharge of effluent and solid waste will affect the water quality in the river as
well as the ground water in case of land contamination from spillage.
7. Habitat loss and increase in water turbidity due to maintenance dredging
The deep sea port, approach channel and the waterway in the river needs maintenance
dredging to maintain the depth for navigation and this will cause the loss of habitat for
ocean benthos and also will increase the turbidity in the waters. The maintenance
dredging every year is estimated to be a maximum of 25% of the capital dredging done.
The approach channel and the port will need around 2.5 Lakhs to 3 lakhs cubic metres of
silt removal every year. The dredging in the river is estimated to be at only to a maximum
of 4 shoals where the depth is low and the maximum dredging anticipated is 30,000
cubic metres. The stretch from Sittwe to Kyauktaw will not need any dredging and the
four shoals are in the stretch from Kyauktaw to Paletwa.
8. Increased traffic in the river and the port area roads
The six barges being constructed to ply between Sittwe and Paletwa has a speed of 9
Knots (16.8 km/hr) and will take 28 hours per trip. Considering a vessel can make
maximum 120 such trips in a year, the total trips done are 720 which is a hypothetical
situation. The six barges in the river is not going to increase the traffic in the river
significantly. The river is already under navigation from mechanised vessels.
The traffic in the towns of Paletwa and Sittwe are going to increase because of
availability of a port facility which will bring cargo trucks, other related customer and
agent’s transportations. .
The noise levels in the port terminal area will increase because of busy cargo movement
related activities such as vehicle traffic, and operation of equipment at site.
5. Spillage of hazardous cargo in to the river water from hull failure of the barges
The barges that ply between the two terminals carry different types of cargo and in case
of an unlikely scenario of an accident or collision; the hull failure will cause the spillage of
hazardous material into the river which will be devastating.
The water quality will be affected, the aquatic flora and fauna will be destroyed, and the
health and livelihood of the people in the nearby townships will be affected.
6. Waste Generation from port and barge operations
The port operations that involve docking of international ships and IWT barges,
movement of cargo to and from the terminals and office and warehouse facilities will
generate the waste that need to be disposed without causing pollution. The ships and
barges will bring hazardous waste and cargo that include the spent oils, chemicals,
batteries, plastic and other synthetic material which is prohibited to be disposed in the
sea as per MARPOL 73/78.
The waste discharge of effluent and solid waste will affect the water quality in the river as
well as the ground water in case of land contamination from spillage.
7. Habitat loss and increase in water turbidity due to maintenance dredging
The deep sea port, approach channel and the waterway in the river needs maintenance
dredging to maintain the depth for navigation and this will cause the loss of habitat for
ocean benthos and also will increase the turbidity in the waters. The maintenance
dredging every year is estimated to be a maximum of 25% of the capital dredging done.
The approach channel and the port will need around 2.5 Lakhs to 3 lakhs cubic metres of
silt removal every year. The dredging in the river is estimated to be at only to a maximum
of 4 shoals where the depth is low and the maximum dredging anticipated is 30,000
cubic metres. The stretch from Sittwe to Kyauktaw will not need any dredging and the
four shoals are in the stretch from Kyauktaw to Paletwa.
8. Increased traffic in the river and the port area roads
The six barges being constructed to ply between Sittwe and Paletwa has a speed of 9
Knots (16.8 km/hr) and will take 28 hours per trip. Considering a vessel can make
maximum 120 such trips in a year, the total trips done are 720 which is a hypothetical
situation. The six barges in the river is not going to increase the traffic in the river
significantly. The river is already under navigation from mechanised vessels.
The traffic in the towns of Paletwa and Sittwe are going to increase because of
availability of a port facility which will bring cargo trucks, other related customer and
agent’s transportations. .
KMTT Project EIA/SIA Study Report and EMP 129
9. Fire break-out accidents
The port terminals and the office buildings are places that store flammable gases, fossil
fuels and other chemicals. Moreover, the vessels that call the port and terminals also
carry inflammable material and fluids that may cause accidents.
The port and terminal locations in Sittwe and Paletwa are prone to a fire breakout
accident. In the unlikely event of a fire accident, there will be large amount of losses to
life and property and will also affect the people living nearby. It will also cause significant
pollution in terms of air emissions and water pollution.
9. Fire break-out accidents
The port terminals and the office buildings are places that store flammable gases, fossil
fuels and other chemicals. Moreover, the vessels that call the port and terminals also
carry inflammable material and fluids that may cause accidents.
The port and terminal locations in Sittwe and Paletwa are prone to a fire breakout
accident. In the unlikely event of a fire accident, there will be large amount of losses to
life and property and will also affect the people living nearby. It will also cause significant
pollution in terms of air emissions and water pollution.
KMTT Project EIA/SIA Study Report and EMP 130
6.2.3.2 Proposed Mitigation measures
1. Indirect emissions from Electricity usage-
The electricity consumption will be monitored with clear objectives and targets which are
commensurate with the cargo being handled. The electricity consuming equipment shall
be brought under a good preventive maintenance and repair program to work efficiently
and consume less power. This monitoring shall be part of the Environmental
Management Plan (EMP)
2. Greenhouse Gases (GHG) Emission from the fossil fuels used-
The ship port time shall be monitored to reduce the emissions generated from the
docking ships. The equipment consuming the fossil fuels will be brought under a strict
preventive maintenance and repair to have efficient operations. The equipment will be
fitted with energy efficient retrofits wherever possible and practicable. This monitoring
shall be part of the Environmental Management Plan (EMP)
3. Water usage-
The operation of the port and offices will result in consumption of water for three
requirements, namely, drinking water, service water and fire system. The water is
planned to be drawn from the municipality water supply system and no water treatment
system has been planned to be constructed. The water usage shall be monitored and
periodic checks will be done to the piping and plumbing system and the pumps used
shall be under preventive maintenance to work efficiently. This monitoring of the water
consumption shall be part of the Environmental Management Plan (EMP)
4. Air Pollution and noise from port operations
The air pollution shall be tested once in six months using third party laboratory covering
the parameters such as respirable particulate matter, oxides of Nitrogen, and Oxides of
Sulphur. The ship port time will be monitored to reduce the emission from the docking
ships.
The noise levels shall be tested six monthly by third party testing body and the internal
monitoring and auditing of noise levels shall be done on a weekly basis. The
Environmental Management plan will have these monitoring requirements specified.
5. Spillage of Hazardous Cargo-
The barges will be transporting cargo that may contain the hazardous material through
the river. In case of a hull failure, the spillage of this material will pollute the river. As a
preventive measure, the six barges that are fabricated will be made with double bottom
to counter this hull failure. The barges shall be maintained as per the frequency
recommended by the manufacturer’s instructions and the international maritime norms
for quality, safety and environment.
6.2.3.2 Proposed Mitigation measures
1. Indirect emissions from Electricity usage-
The electricity consumption will be monitored with clear objectives and targets which are
commensurate with the cargo being handled. The electricity consuming equipment shall
be brought under a good preventive maintenance and repair program to work efficiently
and consume less power. This monitoring shall be part of the Environmental
Management Plan (EMP)
2. Greenhouse Gases (GHG) Emission from the fossil fuels used-
The ship port time shall be monitored to reduce the emissions generated from the
docking ships. The equipment consuming the fossil fuels will be brought under a strict
preventive maintenance and repair to have efficient operations. The equipment will be
fitted with energy efficient retrofits wherever possible and practicable. This monitoring
shall be part of the Environmental Management Plan (EMP)
3. Water usage-
The operation of the port and offices will result in consumption of water for three
requirements, namely, drinking water, service water and fire system. The water is
planned to be drawn from the municipality water supply system and no water treatment
system has been planned to be constructed. The water usage shall be monitored and
periodic checks will be done to the piping and plumbing system and the pumps used
shall be under preventive maintenance to work efficiently. This monitoring of the water
consumption shall be part of the Environmental Management Plan (EMP)
4. Air Pollution and noise from port operations
The air pollution shall be tested once in six months using third party laboratory covering
the parameters such as respirable particulate matter, oxides of Nitrogen, and Oxides of
Sulphur. The ship port time will be monitored to reduce the emission from the docking
ships.
The noise levels shall be tested six monthly by third party testing body and the internal
monitoring and auditing of noise levels shall be done on a weekly basis. The
Environmental Management plan will have these monitoring requirements specified.
5. Spillage of Hazardous Cargo-
The barges will be transporting cargo that may contain the hazardous material through
the river. In case of a hull failure, the spillage of this material will pollute the river. As a
preventive measure, the six barges that are fabricated will be made with double bottom
to counter this hull failure. The barges shall be maintained as per the frequency
recommended by the manufacturer’s instructions and the international maritime norms
for quality, safety and environment.
KMTT Project EIA/SIA Study Report and EMP 131
6. Waste Generation-
The port operations and the ships and barges docking will increase the solid waste and
the effluent generation that needs to be disposed of in a sustainable way. The monitoring
of waste management shall be part of the EMP with periodic third party testing of the
river water quality and the ground water quality.
7. The habitat loss and turbidity increase due to dredging-
The dredging will be done using trailing suction hopper dredgers and the disposal will be
done using the bottom dump method at the points mutually agreed with the authorities.
This monitoring shall be part of the Environmental Management Plan (EMP)
8. Increase in River Traffic and port area road traffic-
The barge operations will increase the traffic in the Kaladan River but will not result in
significant increase for a river that is already under regular navigation by mechanised
vessels. The trucks movements shall be monitored by efficient handling of the cargo by
minimising the transportation requirements.
9. Fire break-out accidents-
There are minimal chances of fire break accidents and there will be a fire management
plan established with proper training given to the employees, maintaining fire-fighting
equipment, and visitor management in the ports
6.2.3.3 Residual Impacts
There are no residual impacts
6.2.3.4 Proposed monitoring
Not applicable
6. Waste Generation-
The port operations and the ships and barges docking will increase the solid waste and
the effluent generation that needs to be disposed of in a sustainable way. The monitoring
of waste management shall be part of the EMP with periodic third party testing of the
river water quality and the ground water quality.
7. The habitat loss and turbidity increase due to dredging-
The dredging will be done using trailing suction hopper dredgers and the disposal will be
done using the bottom dump method at the points mutually agreed with the authorities.
This monitoring shall be part of the Environmental Management Plan (EMP)
8. Increase in River Traffic and port area road traffic-
The barge operations will increase the traffic in the Kaladan River but will not result in
significant increase for a river that is already under regular navigation by mechanised
vessels. The trucks movements shall be monitored by efficient handling of the cargo by
minimising the transportation requirements.
9. Fire break-out accidents-
There are minimal chances of fire break accidents and there will be a fire management
plan established with proper training given to the employees, maintaining fire-fighting
equipment, and visitor management in the ports
6.2.3.3 Residual Impacts
There are no residual impacts
6.2.3.4 Proposed monitoring
Not applicable
KMTT Project EIA/SIA Study Report and EMP 132
6.2.4 Decommissioning phase/closure
6.2.4.1 Potential Impacts during decommissioning
Being a port and waterway project, the environmental impacts of decommissioning is
important. Upon closure or decommissioning of the port, the vessels and the equipment
for utilities shall be sold for reuse elsewhere. When the equipment is found to be non-
usable, it will be scrapped. The hazardous waste remaining shall be disposed in a
sustainable manner. The port under construction does not have a power generation
systems or Onshore Power Supply (OPS) to provide power to the vessels calling the
ports.
The decommissioning system shall be part of the environmental management plan
(EMP).
6.2.4.2 Proposed mitigation measures
Being a port and waterway project, the environmental impacts of decommissioning is
important. Upon closure or decommissioning of the port, the vessels and the equipment
for utilities shall be sold for reuse elsewhere. When the equipment is found to be non-
usable, it will be scrapped. The hazardous waste remaining shall be disposed in a
sustainable manner. The decommissioning system shall be part of the environmental
management plan (EMP).
6.2.4.3 Residual Impacts
There are no residual impacts from the post closure phase
6.2.4.4 Proposed monitoring
Not Applicable
6.2.4 Decommissioning phase/closure
6.2.4.1 Potential Impacts during decommissioning
Being a port and waterway project, the environmental impacts of decommissioning is
important. Upon closure or decommissioning of the port, the vessels and the equipment
for utilities shall be sold for reuse elsewhere. When the equipment is found to be non-
usable, it will be scrapped. The hazardous waste remaining shall be disposed in a
sustainable manner. The port under construction does not have a power generation
systems or Onshore Power Supply (OPS) to provide power to the vessels calling the
ports.
The decommissioning system shall be part of the environmental management plan
(EMP).
6.2.4.2 Proposed mitigation measures
Being a port and waterway project, the environmental impacts of decommissioning is
important. Upon closure or decommissioning of the port, the vessels and the equipment
for utilities shall be sold for reuse elsewhere. When the equipment is found to be non-
usable, it will be scrapped. The hazardous waste remaining shall be disposed in a
sustainable manner. The decommissioning system shall be part of the environmental
management plan (EMP).
6.2.4.3 Residual Impacts
There are no residual impacts from the post closure phase
6.2.4.4 Proposed monitoring
Not Applicable
KMTT Project EIA/SIA Study Report and EMP 133
6.3 Biophysical Impact Assessment
6.3.1 Erosion and sedimentation
There will be siltation at the harbour; the silt formed at the jetty and the approach
channel will be removed by maintenance dredging periodically. The estimated dredging
is around 2.5 Lakhs to 3 Lakhs cubic metres of silt annually.
The port or jetty does not have any breakwaters made that may cause erosion of
shoreline on one side and sedimentation on the other side.
6.3.2 Water Resources
The water resources from the river Kaladan is an important factor for more than a million
people living in the project zone; however, the port and IWT operations is not going to
affect the water resources. The project is only using the river as a navigational channel
which already is under navigation with mechanised vessels.
Figure 73: The Water risk map from the World Resource Institute
The project area is classified as “Medium risk” and/or “Low to medium risk” by the World
Resource Institute
130
for the water resources. Water consumption is explained in the
potential impacts in section 6.1.9.3.2 above. The monitoring of water usage shall be part
of the Environmental Management Plan (EMP).
130
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8!WSV-4!SV-2!HFO-2!DRO-4!STOR-8!GW-4!WRI-8!ECOS-4!MC-8!WCG-4!ECOV-2!&tr=ind-1!prj-
1&l=4&b=terrain&m=group&init=y
6.3 Biophysical Impact Assessment
6.3.1 Erosion and sedimentation
There will be siltation at the harbour; the silt formed at the jetty and the approach
channel will be removed by maintenance dredging periodically. The estimated dredging
is around 2.5 Lakhs to 3 Lakhs cubic metres of silt annually.
The port or jetty does not have any breakwaters made that may cause erosion of
shoreline on one side and sedimentation on the other side.
6.3.2 Water Resources
The water resources from the river Kaladan is an important factor for more than a million
people living in the project zone; however, the port and IWT operations is not going to
affect the water resources. The project is only using the river as a navigational channel
which already is under navigation with mechanised vessels.
Figure 73: The Water risk map from the World Resource Institute
The project area is classified as “Medium risk” and/or “Low to medium risk” by the World
Resource Institute
130
for the water resources. Water consumption is explained in the
potential impacts in section 6.1.9.3.2 above. The monitoring of water usage shall be part
of the Environmental Management Plan (EMP).
130
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8!WSV-4!SV-2!HFO-2!DRO-4!STOR-8!GW-4!WRI-8!ECOS-4!MC-8!WCG-4!ECOV-2!&tr=ind-1!prj-
1&l=4&b=terrain&m=group&init=y
KMTT Project EIA/SIA Study Report and EMP 134
6.3.3 Fish and fish habitat
The confluence area of Kaladan River at the Sittwe harbour is a busy fishing zone with
lot of fish and aquatic fauna. The capital dredging done to have the draught of 7.9 metres
for the approach channel and the jetty will result in removal of habitat for some fishes
and organisms in the jetty area.
However, the harbour area is busy with movement of vessels and boats and there is
regular maintenance dredging that happen at the existing jetty and the environment is
already exposed to these kinds of impacts for years and hence the adverse effects will
be minimal in nature.
6.3.4 Ecosystem
Figure 74: The Eastern Himalayan Ecoregions
The project zone is in the Chin hills and Arakkan coast freshwater ecoregion and
stretches in a very large area and hence lot of plants and animals are going to be in the
project affected zone; however, the movement of barges in the inland waters of the river
that is already under navigation is not going to significantly affect the ecosystem.
6.3.5 Terrestrial Mammals, Amphibians and reptiles
The project zone stretches in a very large area and hence lot of terrestrial mammals,
amphibians and reptiles are going to be in the project affected zone; however, the
movement of barges in the inland waters of the river that is already under navigation is
not going to significantly affect these animals.
6.3.3 Fish and fish habitat
The confluence area of Kaladan River at the Sittwe harbour is a busy fishing zone with
lot of fish and aquatic fauna. The capital dredging done to have the draught of 7.9 metres
for the approach channel and the jetty will result in removal of habitat for some fishes
and organisms in the jetty area.
However, the harbour area is busy with movement of vessels and boats and there is
regular maintenance dredging that happen at the existing jetty and the environment is
already exposed to these kinds of impacts for years and hence the adverse effects will
be minimal in nature.
6.3.4 Ecosystem
Figure 74: The Eastern Himalayan Ecoregions
The project zone is in the Chin hills and Arakkan coast freshwater ecoregion and
stretches in a very large area and hence lot of plants and animals are going to be in the
project affected zone; however, the movement of barges in the inland waters of the river
that is already under navigation is not going to significantly affect the ecosystem.
6.3.5 Terrestrial Mammals, Amphibians and reptiles
The project zone stretches in a very large area and hence lot of terrestrial mammals,
amphibians and reptiles are going to be in the project affected zone; however, the
movement of barges in the inland waters of the river that is already under navigation is
not going to significantly affect these animals.
KMTT Project EIA/SIA Study Report and EMP 135
6.3.6 Birds and Bats
The project zone is classified by Birdlife International as an area that has 14 threatened
species of birds; however, the movement of barges in the inland waters of the river that
is already under navigation is not going to significantly affect the bird ecosystem. The
port development and reclamation of land has not destroyed any habitat or breeding
zones for water birds, marine mammals, turtles or fish fauna.
6.3.7 Protected Areas
The project zone does not have any protected areas
6.3.8 Others
There are no other biophysical impacts.
6.3.6 Birds and Bats
The project zone is classified by Birdlife International as an area that has 14 threatened
species of birds; however, the movement of barges in the inland waters of the river that
is already under navigation is not going to significantly affect the bird ecosystem. The
port development and reclamation of land has not destroyed any habitat or breeding
zones for water birds, marine mammals, turtles or fish fauna.
6.3.7 Protected Areas
The project zone does not have any protected areas
6.3.8 Others
There are no other biophysical impacts.
KMTT Project EIA/SIA Study Report and EMP 136
6.4 Social Impact Assessment
6.4.1 Communities and Services
The project will improve the trade and commerce and the agricultural sector in the region
with the better transport infrastructure and will indirectly improve the communities.
Figure 75: Typical houses on the banks of the river Kaladan
6.4.2 Population and communities
The project scenario does not have any significant negative impact on the population
and communities as there is no land acquisition, or resettlement is involved. The project
is in an existing inland waterway that is used by many mechanised vessels. The port
construction at Sittwe and Paletwa does not involve any land acquisition or resettlement.
Figure 76: Children playing in the Kaladan River-between Paletwa and Kyauktaw
6.4 Social Impact Assessment
6.4.1 Communities and Services
The project will improve the trade and commerce and the agricultural sector in the region
with the better transport infrastructure and will indirectly improve the communities.
Figure 75: Typical houses on the banks of the river Kaladan
6.4.2 Population and communities
The project scenario does not have any significant negative impact on the population
and communities as there is no land acquisition, or resettlement is involved. The project
is in an existing inland waterway that is used by many mechanised vessels. The port
construction at Sittwe and Paletwa does not involve any land acquisition or resettlement.
Figure 76: Children playing in the Kaladan River-between Paletwa and Kyauktaw
KMTT Project EIA/SIA Study Report and EMP 137
6.4.3 Economic activities
The project will improve the economic activity in the region by creation of direct and
indirect employment, improvement of related industries and transportation.
Figure 77: Fishing activities in the river Kaladan
6.4.5 Land Use
The land use of the neighbourhood is not affected by the project.
6.4.6 Infrastructure Facilities
Figure 78: Existing jetty at Paletwa on the western bank of the river for country boats
6.4.3 Economic activities
The project will improve the economic activity in the region by creation of direct and
indirect employment, improvement of related industries and transportation.
Figure 77: Fishing activities in the river Kaladan
6.4.5 Land Use
The land use of the neighbourhood is not affected by the project.
6.4.6 Infrastructure Facilities
Figure 78: Existing jetty at Paletwa on the western bank of the river for country boats
KMTT Project EIA/SIA Study Report and EMP 138
The project will improve the water transport infrastructure facilities in the region.
Currently there is no inland water terminal in the state of Chin and they have been
deprived of development for a long time with a high poverty rate of 73.5%.
6.4.7 Water use and water supply
The port operations will consume the water resources in Sittwe and the water is planned
to be drawn from the municipal water supplies.
6.4.8 Energy sources
Figure 79: People gather the flowing trees and branches for firewood and timber
The energy sources of people in the project zone are mostly fossil fuels such as
kerosene, firewood and agricultural residues. The electrification has happened only in
the urban areas. The project will not affect the energy sources of the neighbourhood.
6.4.9 Transportation
The project will increase the road traffic in the port and harbour areas in Sittwe, Paletwa
and Kyauktaw.
6.4.10 Navigation
Figure 80: The existing jetty and docked boas in Kyauktaw
The project will improve the water transport infrastructure facilities in the region.
Currently there is no inland water terminal in the state of Chin and they have been
deprived of development for a long time with a high poverty rate of 73.5%.
6.4.7 Water use and water supply
The port operations will consume the water resources in Sittwe and the water is planned
to be drawn from the municipal water supplies.
6.4.8 Energy sources
Figure 79: People gather the flowing trees and branches for firewood and timber
The energy sources of people in the project zone are mostly fossil fuels such as
kerosene, firewood and agricultural residues. The electrification has happened only in
the urban areas. The project will not affect the energy sources of the neighbourhood.
6.4.9 Transportation
The project will increase the road traffic in the port and harbour areas in Sittwe, Paletwa
and Kyauktaw.
6.4.10 Navigation
Figure 80: The existing jetty and docked boas in Kyauktaw
KMTT Project EIA/SIA Study Report and EMP 139
The project is inland water transport using barges in an existing waterway that has many
mechanised vessels and country rafts plying. The addition will be just 6 barges for the
transportation and this increase is negligibly small and insignificant.
Figure 81: country rafts plying in the river Kaladan
6.4.11 Public health and safety
The effluent discharges from the project may result in water borne diseases and the air
pollution may result in respiratory ailments to the public and livestock. The project
construction will result in migration of workers as labour force in the project and may
cause issues with public health. The project contractor had made accommodation for the
labourers with clean drinking water and food.
Figure 82: The land allocated for setting up workers camp- 2010
The project is inland water transport using barges in an existing waterway that has many
mechanised vessels and country rafts plying. The addition will be just 6 barges for the
transportation and this increase is negligibly small and insignificant.
Figure 81: country rafts plying in the river Kaladan
6.4.11 Public health and safety
The effluent discharges from the project may result in water borne diseases and the air
pollution may result in respiratory ailments to the public and livestock. The project
construction will result in migration of workers as labour force in the project and may
cause issues with public health. The project contractor had made accommodation for the
labourers with clean drinking water and food.
Figure 82: The land allocated for setting up workers camp- 2010
KMTT Project EIA/SIA Study Report and EMP 140
The environmental management plans formulated has monitoring to reduce the effluent
discharges and the air pollution due to the project which will mitigate the chances of a
public health issue due to the project.
6.4.12 Occupational health and safety
Figure 83: Contractor’s employees in Paletwa display their safety performance
The construction contractor is certified for the international standard for occupational
health and safety management-OHSAS 18001:2007 and is also a member of British
safety council. They had recently completed the recertification audit from their third party
certification body and the audit report was reviewed.
May-16 Jun-16 July-16 Cumulative hours
ESSAR (Construction contractor) 2,728 2,640 2,728 897,868
Local Contractors 107,384 111,360 106,888 4,630,775
Total Man hours 110,112 114,000 109,616 5,528,643
Safety performance of the Construction work till end of July 2016
Accident free Man days worked (days) 2,050
Near Misses (numbers) 400
First aid incidents (numbers) 77
Medical treatment cases (numbers) 9
Dangerous occurrences (numbers) 0
Fatality cases (numbers) 0
Lost time injury free distance driven (km) 603,919
Table 46: Safety performance of Construction phase
The environmental management plans formulated has monitoring to reduce the effluent
discharges and the air pollution due to the project which will mitigate the chances of a
public health issue due to the project.
6.4.12 Occupational health and safety
Figure 83: Contractor’s employees in Paletwa display their safety performance
The construction contractor is certified for the international standard for occupational
health and safety management-OHSAS 18001:2007 and is also a member of British
safety council. They had recently completed the recertification audit from their third party
certification body and the audit report was reviewed.
May-16 Jun-16 July-16 Cumulative hours
ESSAR (Construction contractor) 2,728 2,640 2,728 897,868
Local Contractors 107,384 111,360 106,888 4,630,775
Total Man hours 110,112 114,000 109,616 5,528,643
Safety performance of the Construction work till end of July 2016
Accident free Man days worked (days) 2,050
Near Misses (numbers) 400
First aid incidents (numbers) 77
Medical treatment cases (numbers) 9
Dangerous occurrences (numbers) 0
Fatality cases (numbers) 0
Lost time injury free distance driven (km) 603,919
Table 46: Safety performance of Construction phase
KMTT Project EIA/SIA Study Report and EMP 141
They keep records of all incidents, near misses and accidents along with lost time due to
injuries and incidents. The port operations present many occupational health hazards
that require proper risk assessment. The brief summary of OHS performance of the on-
going construction job is provided in the table 46.
The construction activity followed the requirements of the OHSAS 18001 standard and
ensured that the employees were provided with personal protective equipment (PPE)
and are trained in the safety norms. The OHS guidelines
131
provided in the IFC manuals
and International Labour Organisation (ILO)
132
are referred for the well-being of the
employees.
1. Air quality at workplace
Poor quality of air in the workplace due to the release of contaminants can result in
issues such as respiratory irritation, discomfort, or illness to workers. The guidelines are
provided by American Conference of Governmental Industrial Hygienists (ACGIH)
133
for
air and ventilation requirements in the factory or port facilities. Considering an average
exposure on the basis of a 8 hours per day, 40 hours per week work schedule the
threshold limit values (TLV) is as below
Chemical Unit TLV
Ammonia (NH3) ppm 25
Hydrogen Sulphide (H2S) ppm 10
Carbon Monoxide (CO) ppm 25
Carbon Dioxide (CO2) ppm 5,000
Total Particulate matter (PM10) mg/m
3
10
Respirable Dust mg/m
3
3
Table 47: Threshold limit values for indoor air quality for occupational health
2. Noise and vibration at workplace
When the construction is in process, no employee should be exposed to a noise level
greater than 90 Decibels for duration of more than 8 hours per day without hearing
protection. In addition, no unprotected ear should be exposed to a peak sound pressure
level (instantaneous) of more than 140 Decibels.
The use of hearing protection is enforced actively when the equivalent sound level over 8
hours reaches 90 Decibels, the peak sound levels reach 140 Decibels, or the average
maximum sound level reaches 110 Decibels. Hearing protective devices provided should
be capable of reducing sound levels at the ear to at least 90 Decibels. Periodic medical
hearing checks should be performed on workers exposed to high noise levels.
131
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ety.pdf?MOD=AJPERES
132
http://www.ilo.org/global/standards/subjects-covered-by-international-labour-standards/occupational-safety-and-health/lang-
-en/index.htm
133
http://www.acgih.org/
They keep records of all incidents, near misses and accidents along with lost time due to
injuries and incidents. The port operations present many occupational health hazards
that require proper risk assessment. The brief summary of OHS performance of the on-
going construction job is provided in the table 46.
The construction activity followed the requirements of the OHSAS 18001 standard and
ensured that the employees were provided with personal protective equipment (PPE)
and are trained in the safety norms. The OHS guidelines
131
provided in the IFC manuals
and International Labour Organisation (ILO)
132
are referred for the well-being of the
employees.
1. Air quality at workplace
Poor quality of air in the workplace due to the release of contaminants can result in
issues such as respiratory irritation, discomfort, or illness to workers. The guidelines are
provided by American Conference of Governmental Industrial Hygienists (ACGIH)
133
for
air and ventilation requirements in the factory or port facilities. Considering an average
exposure on the basis of a 8 hours per day, 40 hours per week work schedule the
threshold limit values (TLV) is as below
Chemical Unit TLV
Ammonia (NH3) ppm 25
Hydrogen Sulphide (H2S) ppm 10
Carbon Monoxide (CO) ppm 25
Carbon Dioxide (CO2) ppm 5,000
Total Particulate matter (PM10) mg/m
3
10
Respirable Dust mg/m
3
3
Table 47: Threshold limit values for indoor air quality for occupational health
2. Noise and vibration at workplace
When the construction is in process, no employee should be exposed to a noise level
greater than 90 Decibels for duration of more than 8 hours per day without hearing
protection. In addition, no unprotected ear should be exposed to a peak sound pressure
level (instantaneous) of more than 140 Decibels.
The use of hearing protection is enforced actively when the equivalent sound level over 8
hours reaches 90 Decibels, the peak sound levels reach 140 Decibels, or the average
maximum sound level reaches 110 Decibels. Hearing protective devices provided should
be capable of reducing sound levels at the ear to at least 90 Decibels. Periodic medical
hearing checks should be performed on workers exposed to high noise levels.
131
http://www.ifc.org/wps/wcm/connect/9aef2880488559a983acd36a6515bb18/2%2BOccupational%2BHealth%2Band%2BSaf
ety.pdf?MOD=AJPERES
132
http://www.ilo.org/global/standards/subjects-covered-by-international-labour-standards/occupational-safety-and-health/lang-
-en/index.htm
133
http://www.acgih.org/
KMTT Project EIA/SIA Study Report and EMP 142
Exposure to hand-arm vibration from equipment such as hand and power tools, or
whole-body vibrations from surfaces on which the worker stands or sits, should be
controlled through choice of equipment, installation of vibration dampening pads or
devices, and limiting the duration of exposure. Limits for vibration and action values, (i.e.
the level of exposure at which remediation should be initiated) are provided by the
ACGIH. Exposure levels should be checked on the basis of daily exposure time and data
provided by equipment manufacturers.
The Vibration Regulations include an exposure action value (EAV) and an exposure limit
value (ELV) based on a combination of the vibration at the grip point(s) on the equipment
or work-piece and the time spent gripping it. The exposure action and limit values are a
daily EAV of 2.5 m/s
2
that represents a clear risk requiring management; and a daily ELV
of 5 m/s
2
that represents a high risk above which employees should not be exposed.
3. Solid and hazardous waste
The organisation has a plan for waste management, handling, storage and disposal. The
contractor has been manging the waste generation during the construction phase. For
the management of solid waste, a garbage collection truck is placed on construction site
for collection. Garbage collected is then transferred to the common garbage collection
centre of Sittwe Municipal Corporation.
Hazardous solid waste from ships is being collected on board and will be disposed off to
approved recyclers (As there is no approved recycler at Sittwe). Hazardous Solid waste
(Used Oil, Battery) from construction site and is being disposed off to Local Vendors at
Sittwe through buy back Policy.
The waste segregation in the port facilities will be as below
Area Hazardous Non Hazardous
Industrial waste
Finished Oil Construction waste
Fuel Oil drags Cardboard
Mechanical Oil Packaging material
Absorbent Steel scrap, cut offs
Lights, tubes Tubes
Drums Wooden pallets
Industrial waste
Office Trash
Battery Furniture
Glass Paper & paper board
Cartridges Food waste
Electronic waste public area garbage
Table 48: Waste classification in the port facility
Exposure to hand-arm vibration from equipment such as hand and power tools, or
whole-body vibrations from surfaces on which the worker stands or sits, should be
controlled through choice of equipment, installation of vibration dampening pads or
devices, and limiting the duration of exposure. Limits for vibration and action values, (i.e.
the level of exposure at which remediation should be initiated) are provided by the
ACGIH. Exposure levels should be checked on the basis of daily exposure time and data
provided by equipment manufacturers.
The Vibration Regulations include an exposure action value (EAV) and an exposure limit
value (ELV) based on a combination of the vibration at the grip point(s) on the equipment
or work-piece and the time spent gripping it. The exposure action and limit values are a
daily EAV of 2.5 m/s
2
that represents a clear risk requiring management; and a daily ELV
of 5 m/s
2
that represents a high risk above which employees should not be exposed.
3. Solid and hazardous waste
The organisation has a plan for waste management, handling, storage and disposal. The
contractor has been manging the waste generation during the construction phase. For
the management of solid waste, a garbage collection truck is placed on construction site
for collection. Garbage collected is then transferred to the common garbage collection
centre of Sittwe Municipal Corporation.
Hazardous solid waste from ships is being collected on board and will be disposed off to
approved recyclers (As there is no approved recycler at Sittwe). Hazardous Solid waste
(Used Oil, Battery) from construction site and is being disposed off to Local Vendors at
Sittwe through buy back Policy.
The waste segregation in the port facilities will be as below
Area Hazardous Non Hazardous
Industrial waste
Finished Oil Construction waste
Fuel Oil drags Cardboard
Mechanical Oil Packaging material
Absorbent Steel scrap, cut offs
Lights, tubes Tubes
Drums Wooden pallets
Industrial waste
Office Trash
Battery Furniture
Glass Paper & paper board
Cartridges Food waste
Electronic waste public area garbage
Table 48: Waste classification in the port facility
KMTT Project EIA/SIA Study Report and EMP 143
4. Waste water/Effluent
The waste water generated in the project will be disposed complying with the effluent
norms set in the table given in section 6.1.8.4. The employees shall be trained to handle
and segregate the waste so that they are not exposed resulting in contaminations. The
monitoring is part of the Environmental Management Plan (EMP).
5. Drinking water
The workplace shall be provided with bottled water cans for the use of employees. The
quality of the water will meet the standards set by World Health Organisation (WHO)
134
for potable water. The periodic testing of the drinking water shall be performed at least
once in a year by third party laboratory. This shall be part of the Occupational Health
Safety Management plan. The tests reports of drinking water at Sittwe and Paletwa was
reviewed.
6. Safety management
Figure 84: The safety performance display board at project management office in Sittwe
The hazards at the workplace for the workers have been identified with mitigation
measures. The significant hazards are exposure to fire accidents, compressed gases,
electric shocks, rotating & moving equipment, hot components and heavy material
134
http://www.who.int/water_sanitation_health/publications/dwq-guidelines-4/en/
4. Waste water/Effluent
The waste water generated in the project will be disposed complying with the effluent
norms set in the table given in section 6.1.8.4. The employees shall be trained to handle
and segregate the waste so that they are not exposed resulting in contaminations. The
monitoring is part of the Environmental Management Plan (EMP).
5. Drinking water
The workplace shall be provided with bottled water cans for the use of employees. The
quality of the water will meet the standards set by World Health Organisation (WHO)
134
for potable water. The periodic testing of the drinking water shall be performed at least
once in a year by third party laboratory. This shall be part of the Occupational Health
Safety Management plan. The tests reports of drinking water at Sittwe and Paletwa was
reviewed.
6. Safety management
Figure 84: The safety performance display board at project management office in Sittwe
The hazards at the workplace for the workers have been identified with mitigation
measures. The significant hazards are exposure to fire accidents, compressed gases,
electric shocks, rotating & moving equipment, hot components and heavy material
134
http://www.who.int/water_sanitation_health/publications/dwq-guidelines-4/en/
KMTT Project EIA/SIA Study Report and EMP 144
handling. The construction workers and the port workers shall be given proper safety
training and personal protective equipment (PPE) to minimize the risks. The near
misses, incidents and accidents shall be logged and reviewed for corrective action
periodically. There is a fire prevention and emergency preparedness plan that covers
these risks that the employed may be exposed to.
7. Communicative diseases including HIV/AIDS
General awareness and education is essential for assisting employees to understand
potential exposure to infectious diseases, how they are transmitted, and know what to do
if an accidental exposure does occur in the workplace.
Utilize standard precautions in all situations where the risk of exposure to blood and
body fluids may be present. Dispose of all sharps (e.g. used needles, broken glass, and
razor blades) in sharps containers, and obtain immediate first aid and medical treatment
when required. Provide vaccinations to the employees as preventive measure. Develop
awareness programs for HIV/AIDS, Hepatitis, Tuberculosis, rabies, snake bites etc.
Figure 85: The PPE sets on display at Project Management office in Sittwe
6.4.13 Agriculture
The project will improve the agriculture industry in the region with better transportation
facilities and access to more markets.
handling. The construction workers and the port workers shall be given proper safety
training and personal protective equipment (PPE) to minimize the risks. The near
misses, incidents and accidents shall be logged and reviewed for corrective action
periodically. There is a fire prevention and emergency preparedness plan that covers
these risks that the employed may be exposed to.
7. Communicative diseases including HIV/AIDS
General awareness and education is essential for assisting employees to understand
potential exposure to infectious diseases, how they are transmitted, and know what to do
if an accidental exposure does occur in the workplace.
Utilize standard precautions in all situations where the risk of exposure to blood and
body fluids may be present. Dispose of all sharps (e.g. used needles, broken glass, and
razor blades) in sharps containers, and obtain immediate first aid and medical treatment
when required. Provide vaccinations to the employees as preventive measure. Develop
awareness programs for HIV/AIDS, Hepatitis, Tuberculosis, rabies, snake bites etc.
Figure 85: The PPE sets on display at Project Management office in Sittwe
6.4.13 Agriculture
The project will improve the agriculture industry in the region with better transportation
facilities and access to more markets.
KMTT Project EIA/SIA Study Report and EMP 145
6.4.14 Forestry
No part of forest is cleared for the project and the project operation is not going to affect
the existing forest cover of the region. The port construction causes reclamation of land
and this work has not resulted in any removal of mangroves.
6.4.15 Fisheries and aquaculture
The project is developed in an existing waterway and harbours; the adverse effect on
fisheries and aquaculture projects in the area is negligible. But the new port and
transportation infrastructure can result in more people investing in fisheries and
aquaculture
Figure 86: A boy fishing in Mrauk U
6.4.16 Industries
The presence of a deep sea port will increase the investment in factories and other
industrial units near to the port area. The related service industry such as transportation,
packaging, food material supply etc will improve because of the port and waterway
project. This can create lot of direct and indirect jobs and employment for the region.
The government of India has offered an aid of USD 150 Million to develop a Special
Economic Zone (SEZ) in Sittwe
135
. The SEZ is being planned at Ponnagyun Township
about 37 miles north of Sittwe town
136
.
135
http://pib.nic.in/newsite/mbErel.aspx?relid=96493
6.4.14 Forestry
No part of forest is cleared for the project and the project operation is not going to affect
the existing forest cover of the region. The port construction causes reclamation of land
and this work has not resulted in any removal of mangroves.
6.4.15 Fisheries and aquaculture
The project is developed in an existing waterway and harbours; the adverse effect on
fisheries and aquaculture projects in the area is negligible. But the new port and
transportation infrastructure can result in more people investing in fisheries and
aquaculture
Figure 86: A boy fishing in Mrauk U
6.4.16 Industries
The presence of a deep sea port will increase the investment in factories and other
industrial units near to the port area. The related service industry such as transportation,
packaging, food material supply etc will improve because of the port and waterway
project. This can create lot of direct and indirect jobs and employment for the region.
The government of India has offered an aid of USD 150 Million to develop a Special
Economic Zone (SEZ) in Sittwe
135
. The SEZ is being planned at Ponnagyun Township
about 37 miles north of Sittwe town
136
.
135
http://pib.nic.in/newsite/mbErel.aspx?relid=96493
KMTT Project EIA/SIA Study Report and EMP 146
6.4.17 Mineral Development
Not applicable for the project
6.4.18 Tourism
The project can improve the tourism sector by providing a better water travel
infrastructure. The archaeological and heritage sites of Mrauk U are near to the project
zone.
6.4.19 Vulnerability to Natural Hazards and climate change
The use of electricity and fossil fuels will result in greenhouse gas emissions that cause
climate change. The project location areas have not been subject specifically to
significant change in climate over the years. The use of electricity and fossil fuels shall
be monitored in the EMP.
136
http://economictimes.indiatimes.com/news/politics-and-nation/india-planning-to-set-up-sez-in-myanmars-
sittwe/articleshow/53496839.cms
6.4.17 Mineral Development
Not applicable for the project
6.4.18 Tourism
The project can improve the tourism sector by providing a better water travel
infrastructure. The archaeological and heritage sites of Mrauk U are near to the project
zone.
6.4.19 Vulnerability to Natural Hazards and climate change
The use of electricity and fossil fuels will result in greenhouse gas emissions that cause
climate change. The project location areas have not been subject specifically to
significant change in climate over the years. The use of electricity and fossil fuels shall
be monitored in the EMP.
136
http://economictimes.indiatimes.com/news/politics-and-nation/india-planning-to-set-up-sez-in-myanmars-
sittwe/articleshow/53496839.cms
KMTT Project EIA/SIA Study Report and EMP 147
6.5 Cultural Impact Assessment
6.5.1 Archaeology
Figure 87: The ruins of the fort and palace in Mrauk U
The township Mrauk U has archaeological sites of the old Rakhine kingdom; however,
the project zone is distant and the project cannot be considered to be affecting these
archaeological sites. The townships in the project zones are dotted with pagodas and
monasteries but the project activity will have no significant effect. No religious,
archaeological or grave sites shall be affected due to the project activity.
6.5.2 Temples, Monuments
Figure 88: Pagoda on top of the hill on the bank of Kaladan in Kyauktaw
6.5 Cultural Impact Assessment
6.5.1 Archaeology
Figure 87: The ruins of the fort and palace in Mrauk U
The township Mrauk U has archaeological sites of the old Rakhine kingdom; however,
the project zone is distant and the project cannot be considered to be affecting these
archaeological sites. The townships in the project zones are dotted with pagodas and
monasteries but the project activity will have no significant effect. No religious,
archaeological or grave sites shall be affected due to the project activity.
6.5.2 Temples, Monuments
Figure 88: Pagoda on top of the hill on the bank of Kaladan in Kyauktaw
KMTT Project EIA/SIA Study Report and EMP 148
The townships are dotted with monasteries, Pagodas, and grave sites. However, the
project is not located in a way to have a negative impact on any of them.
6.5.3 Minority groups
The Bengali community lives on the banks of the river Kaladan; however, they are no
way affected by the project operations.
6.5.4 Others
No other cultural impacts
The townships are dotted with monasteries, Pagodas, and grave sites. However, the
project is not located in a way to have a negative impact on any of them.
6.5.3 Minority groups
The Bengali community lives on the banks of the river Kaladan; however, they are no
way affected by the project operations.
6.5.4 Others
No other cultural impacts
KMTT Project EIA/SIA Study Report and EMP 149
6.6 Visual Impact Assessment
Not applicable for the project
6.6.1 Aesthetic
Not applicable for the project
6.6.2 Points of Interest
Not applicable for the project
6.6.3 Particular Landscape
Not applicable for the project
6.6.4 Others
No other Visual impacts
6.6 Visual Impact Assessment
Not applicable for the project
6.6.1 Aesthetic
Not applicable for the project
6.6.2 Points of Interest
Not applicable for the project
6.6.3 Particular Landscape
Not applicable for the project
6.6.4 Others
No other Visual impacts
KMTT Project EIA/SIA Study Report and EMP 150
6.7 Project Impact Area
Figure 89: The map of the project affected zone
6.7 Project Impact Area
Figure 89: The map of the project affected zone
KMTT Project EIA/SIA Study Report and EMP 151
7.0 Cumulative Impact Assessment
7.1 Methodology and Approach
The methodology used for the cumulative impact is the review of all other projects under
development that are nearby and/or that may have a relation to this project. The
guidelines provided in the handbook of cumulative impact assessments by IFC
137
were
referred. The environmental impacts that are experienced such as the climate change,
loss of biodiversity, depletion of resources, and depletion in air and water quality are
because of the cumulative effect of collection of many anthropogenic activities. To
identify these projects that contribute cumulatively, the infrastructure projects that are
within 100 miles from the project are considered.
7.2 Cumulative Impact Assessment
The port and inland waterway components is part of a large multimodal project that
connects between countries and vast stretch of area and people; the large project has a
sea route, port operations, inland water route and road highway of which the EIA/SIA
study covers only the port and inland waterway components of the project. There is
direct relation between other components of the project such as the road highway that
connect Paletwa terminal to Indo-Myanmar border and the sea route that connect Sittwe
to Kolkata in India.
Figure 90: The Kaladan Multimodal transit transport project
The negative impacts of the other components of the project that has a cumulative effect
are contribution to climate change and depletion of air quality from vehicle and ship
movement, depletion of resources such as fossil fuels and water for operations.
137
https://www.ifc.org/wps/wcm/connect/3aebf50041c11f8383ba8700caa2aa08/IFC_GoodPracticeHandbook_CumulativeImpactA
ssessment.pdf?MOD=AJPERES
7.0 Cumulative Impact Assessment
7.1 Methodology and Approach
The methodology used for the cumulative impact is the review of all other projects under
development that are nearby and/or that may have a relation to this project. The
guidelines provided in the handbook of cumulative impact assessments by IFC
137
were
referred. The environmental impacts that are experienced such as the climate change,
loss of biodiversity, depletion of resources, and depletion in air and water quality are
because of the cumulative effect of collection of many anthropogenic activities. To
identify these projects that contribute cumulatively, the infrastructure projects that are
within 100 miles from the project are considered.
7.2 Cumulative Impact Assessment
The port and inland waterway components is part of a large multimodal project that
connects between countries and vast stretch of area and people; the large project has a
sea route, port operations, inland water route and road highway of which the EIA/SIA
study covers only the port and inland waterway components of the project. There is
direct relation between other components of the project such as the road highway that
connect Paletwa terminal to Indo-Myanmar border and the sea route that connect Sittwe
to Kolkata in India.
Figure 90: The Kaladan Multimodal transit transport project
The negative impacts of the other components of the project that has a cumulative effect
are contribution to climate change and depletion of air quality from vehicle and ship
movement, depletion of resources such as fossil fuels and water for operations.
137
https://www.ifc.org/wps/wcm/connect/3aebf50041c11f8383ba8700caa2aa08/IFC_GoodPracticeHandbook_CumulativeImpactA
ssessment.pdf?MOD=AJPERES
KMTT Project EIA/SIA Study Report and EMP 152
Apart from the project under study, there are other infrastructure projects that are under
development in the state of Rakhine; namely the Shwe gas pipeline project in Kyauk
Phyu that is around 100 km south (on the coast) and Industrial zone development in
Ponnagyun that is 30 km from Sittwe and is near the Kaladan River.
Figure 91: Shwe Gas Pipeline project in Kyaukphyu
These two infrastructure projects will also have a cumulative effect on the air pollution,
climate change, water pollution and increased traffic as the industrial zone will result in
more vessel traffic in the port and more road traffic to and from the port.
However, the impacts due to the project under the study are estimated conservatively on
the higher side and the management plans are devised as per that. To manage the
cumulative effect of the projects, the project owner plans to share the environmental
management plans with the other project owners to have cooperation to implement
mitigating measures.
The road connectivity from North eastern states of India and the presence of the other
infrastructure and industrial zone project will increase the movement of commodities in
the waterway and will have an amplified positive effect of growth and job creation in the
region.
Apart from the project under study, there are other infrastructure projects that are under
development in the state of Rakhine; namely the Shwe gas pipeline project in Kyauk
Phyu that is around 100 km south (on the coast) and Industrial zone development in
Ponnagyun that is 30 km from Sittwe and is near the Kaladan River.
Figure 91: Shwe Gas Pipeline project in Kyaukphyu
These two infrastructure projects will also have a cumulative effect on the air pollution,
climate change, water pollution and increased traffic as the industrial zone will result in
more vessel traffic in the port and more road traffic to and from the port.
However, the impacts due to the project under the study are estimated conservatively on
the higher side and the management plans are devised as per that. To manage the
cumulative effect of the projects, the project owner plans to share the environmental
management plans with the other project owners to have cooperation to implement
mitigating measures.
The road connectivity from North eastern states of India and the presence of the other
infrastructure and industrial zone project will increase the movement of commodities in
the waterway and will have an amplified positive effect of growth and job creation in the
region.
KMTT Project EIA/SIA Study Report and EMP 153
8.0 Environmental Management Plan
8.1 Project Description by phases
There are four phases in the project; namely the preconstruction, construction, operation
and decommissioning.
The pre-construction phase is only the feasibility studies and surveys that do not
have any significant impacts.
The construction phase involves reclamation of part of the river at Sittwe for the jetty
and port, dredging of the approach channel and the docking area, capital dredging in
the river for waterway development, port and IWT terminal construction at Paletwa
and fabrication of six barges.
The operational phase involves the port operations at Sittwe and Paletwa,
transportation by barges between the two terminals and maintenance dredging
periodically to maintain the depths.
The decommissioning phase involves the removal of equipment and machinery
installed at the ports, and disposal of the hazardous items and materials.
The port and waterway operations have various environmental impacts as listed in the
previous section 6 in the report that cannot be avoided and the environmental
Management plan is to mitigate their effects when the project is in operation.
8.2 Project Proponent's Environmental and Social Policies and Commitments
8.2.1 Environmental and social standards
The project proponent aims to comply with the international standards like Occupational
Health & Safety (OHSAS), Environmental Management (ISO 14001) and other
international maritime and water transport guidelines. They have ensured that the
contractor engaged for the construction, Essar Projects (India) Limited is certified for ISO
14001:2015 (earlier ISO 14001:2004) and OHSAS 18001:2007 from third party
certification body. Their certification renewal audit was done a month before the field
study was undertaken by the EIA consultants and could review the corresponding audit
report and the environmental performance of Essar Projects (India) Limited.
8.2.2 Institutional Arrangements
The Ministry of environment and conservation of forests (MOECAF) has published
environmental emission guidelines for each industry sector of which port and water
transport is also included (page 105 to 106). This document defines the emissions to air,
water and soil with the acceptable emission levels for each sector.
8.2.3 Legal Requirements
The ports and inland water projects are under the Ministry of Transport (MOT). The
coastal ports are under the department Myanma Port Authority (MPA) and other
departments in the ministry related to the project are Directorate of Water Resources and
Improvement of River Systems, Inland Water Transport (IWT) and Department of Marine
Administration.
8.0 Environmental Management Plan
8.1 Project Description by phases
There are four phases in the project; namely the preconstruction, construction, operation
and decommissioning.
The pre-construction phase is only the feasibility studies and surveys that do not
have any significant impacts.
The construction phase involves reclamation of part of the river at Sittwe for the jetty
and port, dredging of the approach channel and the docking area, capital dredging in
the river for waterway development, port and IWT terminal construction at Paletwa
and fabrication of six barges.
The operational phase involves the port operations at Sittwe and Paletwa,
transportation by barges between the two terminals and maintenance dredging
periodically to maintain the depths.
The decommissioning phase involves the removal of equipment and machinery
installed at the ports, and disposal of the hazardous items and materials.
The port and waterway operations have various environmental impacts as listed in the
previous section 6 in the report that cannot be avoided and the environmental
Management plan is to mitigate their effects when the project is in operation.
8.2 Project Proponent's Environmental and Social Policies and Commitments
8.2.1 Environmental and social standards
The project proponent aims to comply with the international standards like Occupational
Health & Safety (OHSAS), Environmental Management (ISO 14001) and other
international maritime and water transport guidelines. They have ensured that the
contractor engaged for the construction, Essar Projects (India) Limited is certified for ISO
14001:2015 (earlier ISO 14001:2004) and OHSAS 18001:2007 from third party
certification body. Their certification renewal audit was done a month before the field
study was undertaken by the EIA consultants and could review the corresponding audit
report and the environmental performance of Essar Projects (India) Limited.
8.2.2 Institutional Arrangements
The Ministry of environment and conservation of forests (MOECAF) has published
environmental emission guidelines for each industry sector of which port and water
transport is also included (page 105 to 106). This document defines the emissions to air,
water and soil with the acceptable emission levels for each sector.
8.2.3 Legal Requirements
The ports and inland water projects are under the Ministry of Transport (MOT). The
coastal ports are under the department Myanma Port Authority (MPA) and other
departments in the ministry related to the project are Directorate of Water Resources and
Improvement of River Systems, Inland Water Transport (IWT) and Department of Marine
Administration.
KMTT Project EIA/SIA Study Report and EMP 154
As per the ports and harbour sector in which the project falls, the applicable laws are
The Territorial Sea and Maritime Zones Law, 1977
The Ports Act, 1908
The Yangon Port Act, 1905
138
The Conservation of Water Resources Law, 2006
Law regarding Inland Water Transport Vessels - Pyidaungsu Hluttaw Law No.
29/2015
The projects in Union of Republic of Myanmar have to comply with the environmental
conservation law “Myanmar Environmental Conservation Law (Law No. 9, 2012)”. The
EIA study will be as per the EIA Procedure and the Environmental Quality (Emissions)
Guidelines dated 29/12/2015.
However, the project construction has started in 2010 before the enactment of the
environmental conservation law in Myanmar in 2012 that stipulates the conduct of an
environmental impact assessment. The project developer has reported the
environmental performance during their review meetings with the Myanmar authorities.
This assessment report aims to formulate effective Environmental Management Plans
(EMP).
138
https://archive.org/stream/burmacode00burmiala/burmacode00burmiala_djvu.txt
As per the ports and harbour sector in which the project falls, the applicable laws are
The Territorial Sea and Maritime Zones Law, 1977
The Ports Act, 1908
The Yangon Port Act, 1905
138
The Conservation of Water Resources Law, 2006
Law regarding Inland Water Transport Vessels - Pyidaungsu Hluttaw Law No.
29/2015
The projects in Union of Republic of Myanmar have to comply with the environmental
conservation law “Myanmar Environmental Conservation Law (Law No. 9, 2012)”. The
EIA study will be as per the EIA Procedure and the Environmental Quality (Emissions)
Guidelines dated 29/12/2015.
However, the project construction has started in 2010 before the enactment of the
environmental conservation law in Myanmar in 2012 that stipulates the conduct of an
environmental impact assessment. The project developer has reported the
environmental performance during their review meetings with the Myanmar authorities.
This assessment report aims to formulate effective Environmental Management Plans
(EMP).
138
https://archive.org/stream/burmacode00burmiala/burmacode00burmiala_djvu.txt
KMTT Project EIA/SIA Study Report and EMP 155
8.3 Summary of Impacts and Mitigation Measures
The potential negative impacts of the projects are the depletion of water resources,
emissions from the usage of electricity and fossil fuels, turbidity increase due to
maintenance dredging, increase in river traffic, waste generation and fire break-out
accidents and barge accidents.
Significant Impacts from the port Operations
Aspect Impact Severity Likelihood
Use of Fossil fuels
Air pollution High
Very
Frequent
Greenhouse Gases High
Very
Frequent
Depletion of resource High
Very
Frequent
Use of Electricity
Greenhouse Gases High Frequent
Depletion of resource High Frequent
Use of water Depletion of resource High Frequent
Waste Generation
Water pollution High Usual
Public Health degeneration High Usual
Equipment Operation Noise Generation Medium Usual
Maintenance Dredging
Water pollution Medium Rare
Destruction of biota and habitats Medium Rare
Fire Accident Loss of life and property Devastating Very Rare
Barge
Accident/Spillage
Water pollution Very High Very Rare
Public Health degeneration High Very Rare
Destruction of biota and habitats High Very Rare
Table 49: Significant impacts of the project operations
The mitigation measures for these impacts are regular periodic monitoring of usage of
natural/national resources such as water, electricity and fuel, dredging disposal and
training the employees to reduce the waste generation, manage disposal, train
employees for managing fire break outs and other emergencies.
8.3 Summary of Impacts and Mitigation Measures
The potential negative impacts of the projects are the depletion of water resources,
emissions from the usage of electricity and fossil fuels, turbidity increase due to
maintenance dredging, increase in river traffic, waste generation and fire break-out
accidents and barge accidents.
Significant Impacts from the port Operations
Aspect Impact Severity Likelihood
Use of Fossil fuels
Air pollution High
Very
Frequent
Greenhouse Gases High
Very
Frequent
Depletion of resource High
Very
Frequent
Use of Electricity
Greenhouse Gases High Frequent
Depletion of resource High Frequent
Use of water Depletion of resource High Frequent
Waste Generation
Water pollution High Usual
Public Health degeneration High Usual
Equipment Operation Noise Generation Medium Usual
Maintenance Dredging
Water pollution Medium Rare
Destruction of biota and habitats Medium Rare
Fire Accident Loss of life and property Devastating Very Rare
Barge
Accident/Spillage
Water pollution Very High Very Rare
Public Health degeneration High Very Rare
Destruction of biota and habitats High Very Rare
Table 49: Significant impacts of the project operations
The mitigation measures for these impacts are regular periodic monitoring of usage of
natural/national resources such as water, electricity and fuel, dredging disposal and
training the employees to reduce the waste generation, manage disposal, train
employees for managing fire break outs and other emergencies.
KMTT Project EIA/SIA Study Report and EMP 156
8.4 Overall Budget for implementation of EMP
The resources required for the implementation of management plans in the port and IWT
components are categorised as the equipment, man hours and third party cost.
Equipment and machinery
The management plans and monitoring systems will need purchase of measuring
instruments, testing apparatus and analysis equipment. The waste water effluent
discharge monitoring system may plan to install a treatment plant to recycle the water in
future. The current plan does not have waste water treatment plant installations for the
port and waterway.
The effluent treatment plant that uses a membrane technology will cost around USD
50,000 to 60,000 for the volume of water used at the port. The cost of monitoring and
measuring instruments will be within USD 10,000.
Man hours of employees
The man hours of well-trained employees are required to be spent for the effective
monitoring, data collection, testing, training and reviews. Yearly the estimated man hour
spending for the monitoring systems will be around 4,800 man hours at Sittwe port,
2,400 man hours at Paletwa terminal and 200 man hours for each barge making it 1200
hours in total for barges.
Third party inspections and testing
The six monthly testing by third party bodies will cover the effluent discharge quality, air
quality, water quality in the river and groundwater, noise measurements and barge
inspection. The costing of these third party services will be around USD 5,000 for the
tests and around USD 10,000 for the barge inspections
8.4 Overall Budget for implementation of EMP
The resources required for the implementation of management plans in the port and IWT
components are categorised as the equipment, man hours and third party cost.
Equipment and machinery
The management plans and monitoring systems will need purchase of measuring
instruments, testing apparatus and analysis equipment. The waste water effluent
discharge monitoring system may plan to install a treatment plant to recycle the water in
future. The current plan does not have waste water treatment plant installations for the
port and waterway.
The effluent treatment plant that uses a membrane technology will cost around USD
50,000 to 60,000 for the volume of water used at the port. The cost of monitoring and
measuring instruments will be within USD 10,000.
Man hours of employees
The man hours of well-trained employees are required to be spent for the effective
monitoring, data collection, testing, training and reviews. Yearly the estimated man hour
spending for the monitoring systems will be around 4,800 man hours at Sittwe port,
2,400 man hours at Paletwa terminal and 200 man hours for each barge making it 1200
hours in total for barges.
Third party inspections and testing
The six monthly testing by third party bodies will cover the effluent discharge quality, air
quality, water quality in the river and groundwater, noise measurements and barge
inspection. The costing of these third party services will be around USD 5,000 for the
tests and around USD 10,000 for the barge inspections
KMTT Project EIA/SIA Study Report and EMP 157
8.5 Management and Monitoring Plans
The structure, content and the coverage of the management and monitoring plans to be
developed during the EIA is given below
8.5.1 Outline of Content
The EMPs made are laid out phase wise as the magnitude and significance is different in
various phases.
By Project Phases
Pre-Construction
Construction
Operation
Decommissioning/Closure/Post Closure
Methodology for Management Plans
Objectives
Context
Legal Requirements
Management Actions
Monitoring Plans
Implementation Schedule
Budgets and Responsibilities
8.5.2 Management and Monitoring Plans
The Management Plans that were developed in the EIA study for the project are
Dredging and Reclamation Management Plan (Section 8.6.1)
Water conservation plans (Section 8.6.2)
Electricity consumption management plan (Section 8.6.3)
Fossil fuel consumption management plan (Section 8.6.4)
Effluent and Waste Management and disposal plan (Section 8.6.5)
Noise and Air quality Management Plan (Section 8.6.6)
Occupational health and safety management plan (Section 8.6.7)
Worker accommodations management plan (Section 8.6.8)
Firefighting and fire accident management plan (Section 8.6.9)
Vessel accident response plan (Section 8.6.10)
8.5.3 Emergency Preparedness Plan
There should be an emergency preparedness plan as per the requirements in ISO 14001
developed during the EIA study for managing the emergency situations, disasters and
accidents.
8.5 Management and Monitoring Plans
The structure, content and the coverage of the management and monitoring plans to be
developed during the EIA is given below
8.5.1 Outline of Content
The EMPs made are laid out phase wise as the magnitude and significance is different in
various phases.
By Project Phases
Pre-Construction
Construction
Operation
Decommissioning/Closure/Post Closure
Methodology for Management Plans
Objectives
Context
Legal Requirements
Management Actions
Monitoring Plans
Implementation Schedule
Budgets and Responsibilities
8.5.2 Management and Monitoring Plans
The Management Plans that were developed in the EIA study for the project are
Dredging and Reclamation Management Plan (Section 8.6.1)
Water conservation plans (Section 8.6.2)
Electricity consumption management plan (Section 8.6.3)
Fossil fuel consumption management plan (Section 8.6.4)
Effluent and Waste Management and disposal plan (Section 8.6.5)
Noise and Air quality Management Plan (Section 8.6.6)
Occupational health and safety management plan (Section 8.6.7)
Worker accommodations management plan (Section 8.6.8)
Firefighting and fire accident management plan (Section 8.6.9)
Vessel accident response plan (Section 8.6.10)
8.5.3 Emergency Preparedness Plan
There should be an emergency preparedness plan as per the requirements in ISO 14001
developed during the EIA study for managing the emergency situations, disasters and
accidents.
KMTT Project EIA/SIA Study Report and EMP 158
8.5.4 Public Consultation and Disclosure
The port and waterway project views the surrounding townships and the local authorities
as the key stakeholder in the project and the environmental management plans will be
communicated.
8.5.5 Implementation Program
Employees and operators will be trained in the requirements of the EMP for better
implementation.
8.5.4 Public Consultation and Disclosure
The port and waterway project views the surrounding townships and the local authorities
as the key stakeholder in the project and the environmental management plans will be
communicated.
8.5.5 Implementation Program
Employees and operators will be trained in the requirements of the EMP for better
implementation.
KMTT Project EIA/SIA Study Report and EMP 159
8.6 Management Plans-Formats and checklists
8.6.1 Dredging and Reclamation Management Plan-KMTT
Objective
To describe the overall requirements for monitoring and measurement to ensure that
there is adequate control on the dredging, disposal & reclamation works and to achieve
objectives and targets of Environmental Management.
Context
The context of this EMP is for the port and waterway operations for Sittwe port and
harbour and related waterway in the Kaladan River. This is applicable in the stages of
construction, and operation of the project. The capital dredging is a one-time activity
during the construction phase and the maintenance dredging is every year during the
operational phase.
Legal requirements
The Conservation of Water Resources and Rivers Law, 2006 defines the norms related
to dredging in the Myanmar waters and its disposal. The dredging work also has to meet
the environmental emission guidelines dated 29
th
December 2015 published by the
Environmental Conservation Department (ECD) of Ministry of Environmental
conservation and Forestry (MOECAF)
Management Actions
a) Dredging
Capital and maintenance Dredging should only be conducted if necessary, and based on
An assessment of the need for new infrastructure components
Port navigation access to create or maintain safe navigations channels,
For environmental reasons, to remove contaminated materials to reduce risks to
human health and the environment;·
Prior to initiation of dredging activities, materials should be evaluated for their physical,
chemical, biological, and engineering properties to inform the evaluation of dredge
materials reuse or disposal options.
The choice of method used for the Excavation and dredging should be aimed to
minimize suspension of sediments, minimize destruction of benthic habitat, increase the
accuracy of the operation, and maintain the density of the dredge material, especially if
the dredge material includes contaminated areas. The trailing suction Hopper dredger
(TSHD) should be used for the harbour and the approach channel area with a
submerged bottom dumping method.
8.6 Management Plans-Formats and checklists
8.6.1 Dredging and Reclamation Management Plan-KMTT
Objective
To describe the overall requirements for monitoring and measurement to ensure that
there is adequate control on the dredging, disposal & reclamation works and to achieve
objectives and targets of Environmental Management.
Context
The context of this EMP is for the port and waterway operations for Sittwe port and
harbour and related waterway in the Kaladan River. This is applicable in the stages of
construction, and operation of the project. The capital dredging is a one-time activity
during the construction phase and the maintenance dredging is every year during the
operational phase.
Legal requirements
The Conservation of Water Resources and Rivers Law, 2006 defines the norms related
to dredging in the Myanmar waters and its disposal. The dredging work also has to meet
the environmental emission guidelines dated 29
th
December 2015 published by the
Environmental Conservation Department (ECD) of Ministry of Environmental
conservation and Forestry (MOECAF)
Management Actions
a) Dredging
Capital and maintenance Dredging should only be conducted if necessary, and based on
An assessment of the need for new infrastructure components
Port navigation access to create or maintain safe navigations channels,
For environmental reasons, to remove contaminated materials to reduce risks to
human health and the environment;·
Prior to initiation of dredging activities, materials should be evaluated for their physical,
chemical, biological, and engineering properties to inform the evaluation of dredge
materials reuse or disposal options.
The choice of method used for the Excavation and dredging should be aimed to
minimize suspension of sediments, minimize destruction of benthic habitat, increase the
accuracy of the operation, and maintain the density of the dredge material, especially if
the dredge material includes contaminated areas. The trailing suction Hopper dredger
(TSHD) should be used for the harbour and the approach channel area with a
submerged bottom dumping method.
KMTT Project EIA/SIA Study Report and EMP 160
The identification of areas sensitive for marine life such as feeding, breeding, calving,
and spawning areas should be done prior to the start of dredging. Where sensitive
species are present, dredging (and blasting) should be conducted in a manner so as to
avoid fish migration or spawning seasons, routes, and grounds.
Dredging is to be undertaken from well maintained and inspected vessels which are free
from structural defects and potential sources of leakages.
b) Disposal of dredged material
For disposal of the dredged material, an analysis of the material should be performed to
choose the appropriate disposal options (e.g. land reclamation, open water discharge, or
contained disposal). Beneficial reuse of uncontaminated, dredged material should be
considered (e.g. for wetland creation or enhancements, habitat restoration, or creation of
public access / recreational facilities).
Use of submerged discharges should be considered for hydraulic disposal of dredged
material; ·
Use of lateral containment in open water disposal should be considered. Use of borrow
pits or dikes reduces the spread of sediments and effects on benthic organisms; ·
Use of cap containment sediments with clean materials should be considered. Level
bottom capping or a combination of borrow pits / dikes with capping reduces the
underwater spread of contaminated material; ·
Confined disposal facilities should be used, either nearshore or upland, when open water
disposal is not feasible or desirable. If dredge spoil is contaminated, confined disposal
facilities should include liners or other hydraulic containment design options to prevent
leaching of contaminants into adjacent surface or groundwater bodies. Treatment of
dewatering liquids (e.g. metals and persistent organic pollutants) may be required prior
to discharge. Site-specific discharge quality standards should be established depending
on the type and toxicity of the effluents and the discharge location
The disposal method and location has to be mutually agreed with the local Myanmar
authorities prior to being carried out.
c) Reclamation
The reclamation work required for the port construction and any further developments
done during the operational phase will make sure that the reclamation does not result in
removal of mangroves and/or seagrass on the shores.
The water draining from the reclamation site is diverted away from the drainage channel
preferably via sand ponds to permit removal of excess suspended solids.
The identification of areas sensitive for marine life such as feeding, breeding, calving,
and spawning areas should be done prior to the start of dredging. Where sensitive
species are present, dredging (and blasting) should be conducted in a manner so as to
avoid fish migration or spawning seasons, routes, and grounds.
Dredging is to be undertaken from well maintained and inspected vessels which are free
from structural defects and potential sources of leakages.
b) Disposal of dredged material
For disposal of the dredged material, an analysis of the material should be performed to
choose the appropriate disposal options (e.g. land reclamation, open water discharge, or
contained disposal). Beneficial reuse of uncontaminated, dredged material should be
considered (e.g. for wetland creation or enhancements, habitat restoration, or creation of
public access / recreational facilities).
Use of submerged discharges should be considered for hydraulic disposal of dredged
material; ·
Use of lateral containment in open water disposal should be considered. Use of borrow
pits or dikes reduces the spread of sediments and effects on benthic organisms; ·
Use of cap containment sediments with clean materials should be considered. Level
bottom capping or a combination of borrow pits / dikes with capping reduces the
underwater spread of contaminated material; ·
Confined disposal facilities should be used, either nearshore or upland, when open water
disposal is not feasible or desirable. If dredge spoil is contaminated, confined disposal
facilities should include liners or other hydraulic containment design options to prevent
leaching of contaminants into adjacent surface or groundwater bodies. Treatment of
dewatering liquids (e.g. metals and persistent organic pollutants) may be required prior
to discharge. Site-specific discharge quality standards should be established depending
on the type and toxicity of the effluents and the discharge location
The disposal method and location has to be mutually agreed with the local Myanmar
authorities prior to being carried out.
c) Reclamation
The reclamation work required for the port construction and any further developments
done during the operational phase will make sure that the reclamation does not result in
removal of mangroves and/or seagrass on the shores.
The water draining from the reclamation site is diverted away from the drainage channel
preferably via sand ponds to permit removal of excess suspended solids.
KMTT Project EIA/SIA Study Report and EMP 161
Monitoring Plans and responsibility
The dredging logs, oil spent and the waste generated by the dredging vessels shall be
recorded. The third party laboratory tests of the sediments and marine water shall be
maintained.
The monitoring of capital dredging operation will be responsibility of the project director
of Essar Project (India) Limited during the construction phase with approvals from the
third party consultant for supervision URS Scott Wilson India Ltd.
The monitoring of maintenance dredging will be the responsibility of the port manager of
Sittwe port during the operational phase.
The effluent norms for the dredging, and reclamation is as below; this shall be tested by
a third party laboratory.
Parameter Unit Guideline Value
Biochemical Oxygen Demand (BOD) mg/l 30
Chemical Oxygen Demand (COD) mg/l 125
Oil and Grease mg/l 10
pH SU
139
6 to 9
Total coliform bacteria 100ml 400
Total Nitrogen mg/l 10
Total Phosphorous mg/l 2
Total Suspended solids (TSS) mg/l 50
139
Standard Unit
Monitoring Plans and responsibility
The dredging logs, oil spent and the waste generated by the dredging vessels shall be
recorded. The third party laboratory tests of the sediments and marine water shall be
maintained.
The monitoring of capital dredging operation will be responsibility of the project director
of Essar Project (India) Limited during the construction phase with approvals from the
third party consultant for supervision URS Scott Wilson India Ltd.
The monitoring of maintenance dredging will be the responsibility of the port manager of
Sittwe port during the operational phase.
The effluent norms for the dredging, and reclamation is as below; this shall be tested by
a third party laboratory.
Parameter Unit Guideline Value
Biochemical Oxygen Demand (BOD) mg/l 30
Chemical Oxygen Demand (COD) mg/l 125
Oil and Grease mg/l 10
pH SU
139
6 to 9
Total coliform bacteria 100ml 400
Total Nitrogen mg/l 10
Total Phosphorous mg/l 2
Total Suspended solids (TSS) mg/l 50
139
Standard Unit
KMTT Project EIA/SIA Study Report and EMP 162
Audit checklist for Dredging and reclamation-KMTT
Date of Dredging/Reclamation
Soil/Silt Quantity in m
3
Location-Latitude
Location-Longitude
Date of this audit
Check points for dredging and reclamation Yes/No?
The inspection report of the vessel used for dredging is satisfactory?
The survey of areas sensitive to marine life was identified prior to the
start of the dredging activity?
Is the dredging or reclamation resulting in destruction of mangroves or
seagrass?
The test reports of sediment and water quality is in line with the methods
used for dredging and disposal?
The dredge logs, records of oils spent and waste generated are
maintained by the vessel and are appropriately filled in?
The effluent tests reports confirm that the discharge is within the allowed
limits?
Is the waste disposal of the dredging vessel as per the MARPOL 73/78
convention?
The disposal area has been approved by the local authorities prior to
being carried out?
Remarks and corrective actions if any
Checked By
Audit checklist for Dredging and reclamation-KMTT
Date of Dredging/Reclamation
Soil/Silt Quantity in m
3
Location-Latitude
Location-Longitude
Date of this audit
Check points for dredging and reclamation Yes/No?
The inspection report of the vessel used for dredging is satisfactory?
The survey of areas sensitive to marine life was identified prior to the
start of the dredging activity?
Is the dredging or reclamation resulting in destruction of mangroves or
seagrass?
The test reports of sediment and water quality is in line with the methods
used for dredging and disposal?
The dredge logs, records of oils spent and waste generated are
maintained by the vessel and are appropriately filled in?
The effluent tests reports confirm that the discharge is within the allowed
limits?
Is the waste disposal of the dredging vessel as per the MARPOL 73/78
convention?
The disposal area has been approved by the local authorities prior to
being carried out?
Remarks and corrective actions if any
Checked By
KMTT Project EIA/SIA Study Report and EMP 163
8.6.2 Water consumption and conservation management plan-KMTT
Objective
To describe the overall requirements for monitoring and measurement to ensure that
there is adequate control on water consumption and to achieve objectives and targets.
Context
The context of this EMP is for the port construction and operations where there is water
consumption. This is applicable in construction and operation stages of the project.
During construction water would be used for:
General domestic purposes such as washing, drinking and amenities;
Washing down and cleaning equipment at localised work sites;
Concrete batching and curing;
Dust reduction measures; and
Fire water for use during emergencies
During operational phase, the water will be used for
General domestic purposes such as washing, drinking and amenities;
Washing down and cleaning equipment at localised work sites;
Fire water for use during emergencies
Legal requirements
There is no specific requirement related to water consumption in Myanmar.
Management Actions
Preventive maintenance of all pumps, motors, and other plumbing related equipment
has to be done at necessary intervals.
Change the oil and filter of the pumps according to manufacturer recommendations
Periodically check for pipeline leaks, missing nozzles, and nozzles that are not
working properly
Replace leaking gaskets and plug any holes in the pipeline
Prevent spillages that requires water for cleaning
Ensure the quality of the potable water by periodic testing by third party
Monitoring Plans and responsibility
The monitoring of the monthly water consumption shall be done and corrective actions
will be taken as deemed necessary. If the consumption shows a difference of more than
15%, a review will be undertaken and records kept. The preventive maintenance
schedule shall be monitored.
A yearly water consumption audit shall be performed for efficient operations. The port
manager shall be responsible to have the audits arranged at regular intervals.
8.6.2 Water consumption and conservation management plan-KMTT
Objective
To describe the overall requirements for monitoring and measurement to ensure that
there is adequate control on water consumption and to achieve objectives and targets.
Context
The context of this EMP is for the port construction and operations where there is water
consumption. This is applicable in construction and operation stages of the project.
During construction water would be used for:
General domestic purposes such as washing, drinking and amenities;
Washing down and cleaning equipment at localised work sites;
Concrete batching and curing;
Dust reduction measures; and
Fire water for use during emergencies
During operational phase, the water will be used for
General domestic purposes such as washing, drinking and amenities;
Washing down and cleaning equipment at localised work sites;
Fire water for use during emergencies
Legal requirements
There is no specific requirement related to water consumption in Myanmar.
Management Actions
Preventive maintenance of all pumps, motors, and other plumbing related equipment
has to be done at necessary intervals.
Change the oil and filter of the pumps according to manufacturer recommendations
Periodically check for pipeline leaks, missing nozzles, and nozzles that are not
working properly
Replace leaking gaskets and plug any holes in the pipeline
Prevent spillages that requires water for cleaning
Ensure the quality of the potable water by periodic testing by third party
Monitoring Plans and responsibility
The monitoring of the monthly water consumption shall be done and corrective actions
will be taken as deemed necessary. If the consumption shows a difference of more than
15%, a review will be undertaken and records kept. The preventive maintenance
schedule shall be monitored.
A yearly water consumption audit shall be performed for efficient operations. The port
manager shall be responsible to have the audits arranged at regular intervals.
KMTT Project EIA/SIA Study Report and EMP 164
Water consumption monitoring checklist
Date of check
Department/Function
Check points for electricity consumption
Yes/No
?
Is monthly consumption of water abnormal for the period of audit?
Is the preventive maintenance schedule adhered to for all plumbing related
equipment?
Are the oil and filter of the pumps changed according to manufacturer
recommendations?
Is spillage of liquid on the shop floor monitored to minimize cleaning?
Is there any pipeline leaks, missing nozzles, and nozzles that are not working
properly?
Is the water tested periodically for its fitness for drinking?
Remarks and corrective actions if any
Checked By
Water consumption monitoring checklist
Date of check
Department/Function
Check points for electricity consumption
Yes/No
?
Is monthly consumption of water abnormal for the period of audit?
Is the preventive maintenance schedule adhered to for all plumbing related
equipment?
Are the oil and filter of the pumps changed according to manufacturer
recommendations?
Is spillage of liquid on the shop floor monitored to minimize cleaning?
Is there any pipeline leaks, missing nozzles, and nozzles that are not working
properly?
Is the water tested periodically for its fitness for drinking?
Remarks and corrective actions if any
Checked By
KMTT Project EIA/SIA Study Report and EMP 165
8.6.3 Electricity consumption management plan-KMTT
Objective
To describe the overall requirements for monitoring and measurement to ensure that
there is adequate control on electricity consumption, compliance with legal and other
requirements, and to achieve objectives and targets.
Context
The context of this EMP is for the port construction and operations in Sittwe and
Paletwa. This is applicable in all stages of all phases of the project.
Legal requirements
There is no specific requirement related to electricity consumption in Myanmar.
Management Actions
Preventive maintenance of all machinery, equipment, pumps, motors, air
conditioners, and other equipment has to be done at necessary intervals.
Change the oil and filter of the pumps according to manufacturer recommendations
Annually the energy audit performed for the equipment.
Always Procure equipment with higher energy efficiency for operations and assess
the life cycle operational cost while making the buying decision.
Spread awareness and train the operator about the need for energy efficient
operations.
Set energy saving mode for all electrical equipment where possible
Avoid using compressed air for cleaning purposes
Switch off unnecessary lighting; and /or Switch off power supply when they are not in
use; and /or Switch off all power supply in the area while leaving.
Monitoring Plans and responsibility
The monitoring of the monthly electricity consumption shall be done and corrective
actions will be taken as deemed necessary. If the electricity consumption shows a
difference of more than 15%, a review will be undertaken and records kept. The
preventive maintenance schedule shall be monitored.
A yearly energy audit of the electrical equipment shall be performed for efficient energy
consumption. The port manager shall be responsible to have the audits arranged at
regular intervals.
8.6.3 Electricity consumption management plan-KMTT
Objective
To describe the overall requirements for monitoring and measurement to ensure that
there is adequate control on electricity consumption, compliance with legal and other
requirements, and to achieve objectives and targets.
Context
The context of this EMP is for the port construction and operations in Sittwe and
Paletwa. This is applicable in all stages of all phases of the project.
Legal requirements
There is no specific requirement related to electricity consumption in Myanmar.
Management Actions
Preventive maintenance of all machinery, equipment, pumps, motors, air
conditioners, and other equipment has to be done at necessary intervals.
Change the oil and filter of the pumps according to manufacturer recommendations
Annually the energy audit performed for the equipment.
Always Procure equipment with higher energy efficiency for operations and assess
the life cycle operational cost while making the buying decision.
Spread awareness and train the operator about the need for energy efficient
operations.
Set energy saving mode for all electrical equipment where possible
Avoid using compressed air for cleaning purposes
Switch off unnecessary lighting; and /or Switch off power supply when they are not in
use; and /or Switch off all power supply in the area while leaving.
Monitoring Plans and responsibility
The monitoring of the monthly electricity consumption shall be done and corrective
actions will be taken as deemed necessary. If the electricity consumption shows a
difference of more than 15%, a review will be undertaken and records kept. The
preventive maintenance schedule shall be monitored.
A yearly energy audit of the electrical equipment shall be performed for efficient energy
consumption. The port manager shall be responsible to have the audits arranged at
regular intervals.
KMTT Project EIA/SIA Study Report and EMP 166
Electricity consumption monitoring checklist
Date of check
Check points for electricity consumption Yes/No?
Is monthly consumption of electricity abnormal for the period?
Is the preventive maintenance schedule adhered to for all equipment?
Are the oil and filter of the machines, equipment and pumps changed
according to manufacturer recommendations?
Is there any machinery/equipment that showed poor performance in the
energy audit? List those machinery/equipment here and provide details of
corrective actions below
Are all the machinery and equipment in energy saving mode?
Are the operators aware about the need for electricity conservation?
The energy audit reports for the equipment are satisfactory?
Equipment
Rated
efficiency
Actual
efficiency
Repair required
Y/N?
Remarks and corrective actions if any
Checked By
Electricity consumption monitoring checklist
Date of check
Check points for electricity consumption Yes/No?
Is monthly consumption of electricity abnormal for the period?
Is the preventive maintenance schedule adhered to for all equipment?
Are the oil and filter of the machines, equipment and pumps changed
according to manufacturer recommendations?
Is there any machinery/equipment that showed poor performance in the
energy audit? List those machinery/equipment here and provide details of
corrective actions below
Are all the machinery and equipment in energy saving mode?
Are the operators aware about the need for electricity conservation?
The energy audit reports for the equipment are satisfactory?
Equipment
Rated
efficiency
Actual
efficiency
Repair required
Y/N?
Remarks and corrective actions if any
Checked By
KMTT Project EIA/SIA Study Report and EMP 167
8.6.4 Fossil fuels consumption management plan-KMTT
Objective
To describe the overall requirements for monitoring and measurement to ensure that
there is adequate control on fossil fuel consumption, compliance with legal and other
requirements, and to achieve objectives and targets.
Context
The context of this EMP is for port construction and operation at Sittwe and Paletwa
where there is fossil fuel consumption from the generators, vehicles, and heavy
machinery and equipment. This is applicable in all stages of all phases of the project.
Legal requirements
There is no specific requirement related to fossil fuel consumption in Myanmar.
Management Actions
The port time per vessel will be monitored to ensure that the ships spend less time at
the ports amounting to more GHG emissions to air.
The trucks movement also shall be monitored to reduce their running time inside the
port facilities.
Preventive maintenance of all Generators, equipment, machinery, vehicles, and other
equipment has to be done at necessary intervals.
Ensure that the engine fuel filters and air cleaners are been replaced or serviced as
recommended by the manufacturer
Always Procure equipment with higher fuel efficiency for operations and assess the
life cycle operational cost while making the buying decision.
Ensure that the cylinder, regulators, hoses, flash back arrestors etc are in good
condition and the regulators are free from grease and oil.
The fossil fuels should not be stored near the sources of heat or in the direct sun. It
has to be kept in a ventilated area.
Any leaks or spills of fossil fuels, lubricants and paints have to be recorded in the spill
register maintained.
Never drag the gas cylinders.
Optimize the welding machines for uniform flow of the welding gases
Monitoring Plans and responsibility
The monitoring of the monthly fossil fuel consumption shall be done and corrective
actions will be taken as deemed necessary. The preventive maintenance schedule shall
be monitored.
A yearly maintenance audit of the vehicles and equipment shall be performed for efficient
fuel consumption. The Port manager shall be responsible to have the audits arranged at
regular intervals.
8.6.4 Fossil fuels consumption management plan-KMTT
Objective
To describe the overall requirements for monitoring and measurement to ensure that
there is adequate control on fossil fuel consumption, compliance with legal and other
requirements, and to achieve objectives and targets.
Context
The context of this EMP is for port construction and operation at Sittwe and Paletwa
where there is fossil fuel consumption from the generators, vehicles, and heavy
machinery and equipment. This is applicable in all stages of all phases of the project.
Legal requirements
There is no specific requirement related to fossil fuel consumption in Myanmar.
Management Actions
The port time per vessel will be monitored to ensure that the ships spend less time at
the ports amounting to more GHG emissions to air.
The trucks movement also shall be monitored to reduce their running time inside the
port facilities.
Preventive maintenance of all Generators, equipment, machinery, vehicles, and other
equipment has to be done at necessary intervals.
Ensure that the engine fuel filters and air cleaners are been replaced or serviced as
recommended by the manufacturer
Always Procure equipment with higher fuel efficiency for operations and assess the
life cycle operational cost while making the buying decision.
Ensure that the cylinder, regulators, hoses, flash back arrestors etc are in good
condition and the regulators are free from grease and oil.
The fossil fuels should not be stored near the sources of heat or in the direct sun. It
has to be kept in a ventilated area.
Any leaks or spills of fossil fuels, lubricants and paints have to be recorded in the spill
register maintained.
Never drag the gas cylinders.
Optimize the welding machines for uniform flow of the welding gases
Monitoring Plans and responsibility
The monitoring of the monthly fossil fuel consumption shall be done and corrective
actions will be taken as deemed necessary. The preventive maintenance schedule shall
be monitored.
A yearly maintenance audit of the vehicles and equipment shall be performed for efficient
fuel consumption. The Port manager shall be responsible to have the audits arranged at
regular intervals.
KMTT Project EIA/SIA Study Report and EMP 168
Fossil fuel consumption monitoring checklist
Date of check
Check points for fossil fuel consumption Yes/No?
Is the port time per vessel managed effectively to reduce the time spent?
Is the truck movement in the port facilities monitored to reduce the
movement?
Is monthly consumption of fossil fuel abnormal for the period?
Is the preventive maintenance schedule adhered to for all equipment?
Is the spillage register maintained and updated regularly?
Are all the cylinders, flash back arresters, hoses, regulators, nozzles, valves
etc are leak free?
Are the engine fuel filters and air cleaners been replaced or serviced as
recommended by the manufacturer?
Has the welding gas flow has been optimized for better efficiency?
Are the fuel storage or gases in cylinders storage near sources of heat or
sun?
Fossil fuel/gases Quantity stored Spillage/leaks
Corrective
actions Yes/No?
Remarks and corrective actions if any
Checked By
Fossil fuel consumption monitoring checklist
Date of check
Check points for fossil fuel consumption Yes/No?
Is the port time per vessel managed effectively to reduce the time spent?
Is the truck movement in the port facilities monitored to reduce the
movement?
Is monthly consumption of fossil fuel abnormal for the period?
Is the preventive maintenance schedule adhered to for all equipment?
Is the spillage register maintained and updated regularly?
Are all the cylinders, flash back arresters, hoses, regulators, nozzles, valves
etc are leak free?
Are the engine fuel filters and air cleaners been replaced or serviced as
recommended by the manufacturer?
Has the welding gas flow has been optimized for better efficiency?
Are the fuel storage or gases in cylinders storage near sources of heat or
sun?
Fossil fuel/gases Quantity stored Spillage/leaks
Corrective
actions Yes/No?
Remarks and corrective actions if any
Checked By
KMTT Project EIA/SIA Study Report and EMP 169
8.6.5 Effluent and Waste Management plan-KMTT
Objective
To describe the overall requirements for monitoring and measurement to ensure that
there is adequate control on effluent and waste management and to achieve objectives
and targets.
Context
The context of this EMP is for the port construction and operation in Sittwe and Paletwa.
This is applicable in all stages of all phases of the project.
Legal requirements
The industries in Myanmar have to comply with the waste disposal guidelines and the
environmental emission norms provided by the Ministry. The limits set for effluent for
metal products industry will be used for monitoring
Effluent
The effluent levels set by the Ministry of environmental Conservation and forestry
(MOECAF) for shipping, ports and harbours is as below.
Parameter Unit Guideline Value
Biochemical Oxygen Demand (BOD) mg/l 30
Chemical Oxygen Demand (COD) mg/l 125
Oil and Grease mg/l 10
pH SU
140
6 to 9
Total coliform bacteria 100ml 400
Total Nitrogen mg/l 10
Total Phosphorous mg/l 2
Total Suspended solids (TSS) mg/l 50
Waste handling and disposal
The port facilities have a plan for waste management, handling, storage and disposal.
The waste will be segregated and disposed through approved waste management
service providers. The employees shall be trained to handle and segregate the waste so
that they are not exposed resulting in contaminations.
The vessels calling the ports and the vessels used for dredging or other services will also
generate waste as they cannot dispose the waste in the sea. This waste also will be
disposed as per the same plan. The waste disposal will be as per the MARPOL 73/78
convention.
140
Standard Unit
8.6.5 Effluent and Waste Management plan-KMTT
Objective
To describe the overall requirements for monitoring and measurement to ensure that
there is adequate control on effluent and waste management and to achieve objectives
and targets.
Context
The context of this EMP is for the port construction and operation in Sittwe and Paletwa.
This is applicable in all stages of all phases of the project.
Legal requirements
The industries in Myanmar have to comply with the waste disposal guidelines and the
environmental emission norms provided by the Ministry. The limits set for effluent for
metal products industry will be used for monitoring
Effluent
The effluent levels set by the Ministry of environmental Conservation and forestry
(MOECAF) for shipping, ports and harbours is as below.
Parameter Unit Guideline Value
Biochemical Oxygen Demand (BOD) mg/l 30
Chemical Oxygen Demand (COD) mg/l 125
Oil and Grease mg/l 10
pH SU
140
6 to 9
Total coliform bacteria 100ml 400
Total Nitrogen mg/l 10
Total Phosphorous mg/l 2
Total Suspended solids (TSS) mg/l 50
Waste handling and disposal
The port facilities have a plan for waste management, handling, storage and disposal.
The waste will be segregated and disposed through approved waste management
service providers. The employees shall be trained to handle and segregate the waste so
that they are not exposed resulting in contaminations.
The vessels calling the ports and the vessels used for dredging or other services will also
generate waste as they cannot dispose the waste in the sea. This waste also will be
disposed as per the same plan. The waste disposal will be as per the MARPOL 73/78
convention.
140
Standard Unit
KMTT Project EIA/SIA Study Report and EMP 170
The waste segregation in the port will be as below
Area Hazardous Non Hazardous
Industrial waste
Finished Oil Construction waste
Fuel Oil drags Cardboard
Mechanical Oil Packaging material
Absorbent Steel scrap, cut offs
Lights, tubes Tubes
Drums Wooden pallets
Industrial waste
Office Trash
Battery Furniture
Glass Paper & paper board
Cartridges Food waste
Electronic waste public area garbage
.
Management Actions
Monitor the spillage and wastage to minimize the waste generation
The employees are to be trained in waste handling, storage, segregation and
disposal
Engage approved third party for treatment and disposal of waste generated
Installation of an effluent treatment plant will be considered in future
Monitoring plans and responsibility
The monitoring of the waste generation shall be done and corrective actions will be taken
as deemed necessary. All storage tanks and equipment at site shall be inspected daily
for leakage by the corresponding operator in that area. The supervisors will do a bi-
weekly leakage inspection and this shall be recorded. The waste management
inspection shall be done by supervisors monthly and records shall be kept
A yearly third party laboratory test of the effluent shall be performed to determine the
discharge water quality as per the values stated above. The port manager shall be
responsible to have these tests and audits arranged at regular intervals.
The waste segregation in the port will be as below
Area Hazardous Non Hazardous
Industrial waste
Finished Oil Construction waste
Fuel Oil drags Cardboard
Mechanical Oil Packaging material
Absorbent Steel scrap, cut offs
Lights, tubes Tubes
Drums Wooden pallets
Industrial waste
Office Trash
Battery Furniture
Glass Paper & paper board
Cartridges Food waste
Electronic waste public area garbage
.
Management Actions
Monitor the spillage and wastage to minimize the waste generation
The employees are to be trained in waste handling, storage, segregation and
disposal
Engage approved third party for treatment and disposal of waste generated
Installation of an effluent treatment plant will be considered in future
Monitoring plans and responsibility
The monitoring of the waste generation shall be done and corrective actions will be taken
as deemed necessary. All storage tanks and equipment at site shall be inspected daily
for leakage by the corresponding operator in that area. The supervisors will do a bi-
weekly leakage inspection and this shall be recorded. The waste management
inspection shall be done by supervisors monthly and records shall be kept
A yearly third party laboratory test of the effluent shall be performed to determine the
discharge water quality as per the values stated above. The port manager shall be
responsible to have these tests and audits arranged at regular intervals.
KMTT Project EIA/SIA Study Report and EMP 171
Waste Management Audit checklist
Sl
No
Questions Port and
terminal Office Kitchen Storage
1 Waste segregation is performed?
2 Disposable plastic material is used?
3 Re-use and Recycling is done?
4 Waste disposal is OK?
5 New employee awareness is OK?
6 Is the area clean and neat?
7 Packaging material storage is OK?
8 Scrap storage is OK?
9 Empty cylinder storage is OK?
10 Is the consumption of material high?
11 The spillage records are available?
12 Any wastage since packet left open?
13 Disposal of batteries/cartridge is OK?
Generic Questions Yes/No?
1 Are the effluent test reports results are within the limits?
2 Are the waste management contractor is approved? List the names here
3 The bi-weekly leakage inspection records are available?
4 Is there any injuries reported due to exposure to hazardous waste?
5 Spill kits are available near the machines and equipment?
Remarks
Supervisor Date
Waste Management Audit checklist
Sl
No
Questions Port and
terminal Office Kitchen Storage
1 Waste segregation is performed?
2 Disposable plastic material is used?
3 Re-use and Recycling is done?
4 Waste disposal is OK?
5 New employee awareness is OK?
6 Is the area clean and neat?
7 Packaging material storage is OK?
8 Scrap storage is OK?
9 Empty cylinder storage is OK?
10 Is the consumption of material high?
11 The spillage records are available?
12 Any wastage since packet left open?
13 Disposal of batteries/cartridge is OK?
Generic Questions Yes/No?
1 Are the effluent test reports results are within the limits?
2 Are the waste management contractor is approved? List the names here
3 The bi-weekly leakage inspection records are available?
4 Is there any injuries reported due to exposure to hazardous waste?
5 Spill kits are available near the machines and equipment?
Remarks
Supervisor Date
KMTT Project EIA/SIA Study Report and EMP 172
Spillage Report form-KMTT
Parameter Details
Date of Spillage
Oil/Chemical Name
Department
Equipment
Quantity (Gal/Lit)
Description of the
incident
Root Cause of
spillage
Correction
Corrective action
Training needs if any
Supervisor Date
Spillage Report form-KMTT
Parameter Details
Date of Spillage
Oil/Chemical Name
Department
Equipment
Quantity (Gal/Lit)
Description of the
incident
Root Cause of
spillage
Correction
Corrective action
Training needs if any
Supervisor Date
KMTT Project EIA/SIA Study Report and EMP 173
8.6.6 Air emission, Noise and Vibration management plan
Objective
To describe the overall requirements for monitoring and measurement to ensure that
there is adequate control on emissions to the air, noise, and vibration and to achieve
objectives and targets.
Context
The context of this EMP is for the port construction and operations in Sittwe. This is
applicable in the stages of construction, operation and de-commissioning of the project.
Legal requirements
There is air emission norms set by the government for air emissions in the
Environmental (Emission) guidelines; there are no specific norms for ports and harbours.
The noise and vibration limits are formulated from the guidelines published by IFC,
AICGH and OHS-UK.
Management Actions
a) Construction phase
Construction shall be done with pre-engineered structures having assembly at site
which will reduce the air, noise and vibration emissions.
The work will be done during day time only to reduce nuisance to the public.
Provide protective equipment for workers who work near the equipment that emit
noise and vibration.
Noise monitoring shall be done on a daily basis. The noise level audit of the
equipment shall be performed once in six months.
The air quality testing will be done once in six months
b) Operational phase
Use noise reducing panels and canopies for machines and equipment as far as
practically possible.
Provide protective equipment for workers who work near the equipment that emit
noise and vibration.
Monitor the periodically the emissions to air, the noise and vibration of the machines.
Third party tests shall be done once in six months to monitor the air pollution and
noise.
8.6.6 Air emission, Noise and Vibration management plan
Objective
To describe the overall requirements for monitoring and measurement to ensure that
there is adequate control on emissions to the air, noise, and vibration and to achieve
objectives and targets.
Context
The context of this EMP is for the port construction and operations in Sittwe. This is
applicable in the stages of construction, operation and de-commissioning of the project.
Legal requirements
There is air emission norms set by the government for air emissions in the
Environmental (Emission) guidelines; there are no specific norms for ports and harbours.
The noise and vibration limits are formulated from the guidelines published by IFC,
AICGH and OHS-UK.
Management Actions
a) Construction phase
Construction shall be done with pre-engineered structures having assembly at site
which will reduce the air, noise and vibration emissions.
The work will be done during day time only to reduce nuisance to the public.
Provide protective equipment for workers who work near the equipment that emit
noise and vibration.
Noise monitoring shall be done on a daily basis. The noise level audit of the
equipment shall be performed once in six months.
The air quality testing will be done once in six months
b) Operational phase
Use noise reducing panels and canopies for machines and equipment as far as
practically possible.
Provide protective equipment for workers who work near the equipment that emit
noise and vibration.
Monitor the periodically the emissions to air, the noise and vibration of the machines.
Third party tests shall be done once in six months to monitor the air pollution and
noise.
KMTT Project EIA/SIA Study Report and EMP 174
Monitoring Plans and responsibility
Periodic monitoring of the noise levels, indoor air quality, and ambient air quality shall be
done. The limits set for the parameters are as below. The port manager shall be
responsible to have these testing done and have a periodic audit of the situation with the
checklist in the next page.
Parameter averaging period
Guidance value limit
µg/m
3
Nitrogen Dioxide
1 year 40
1 hour 200
Ozone 8 hour daily maximum 100
Particulate matter PM10
1 year 20
24 hour 50
Particulate matter PM2.5
1 year 10
24 hour 25
Sulphur Dioxide
24 hour 20
10 minute 500
The air quality limits as per the emission guidelines from ECD
Chemical Unit TLV
Ammonia (NH3) ppm 25
Hydrogen Sulphide (H2S) ppm 10
Carbon Monoxide (CO) ppm 25
Carbon Dioxide (CO2) ppm 5,000
Total Particulate matter (PM10) mg/m
3
10
Respirable Dust mg/m
3
3
Threshold limit values for indoor air quality
Workers and employees should not be exposed to a noise level that is greater than 90
Decibels for duration of more than 8 hours per day without hearing protection. In
addition, no unprotected ear should be exposed to a peak sound pressure level
(instantaneous) of more than 140 Decibels. The use of hearing protection should be
enforced actively when the equivalent sound level over 8 hours reaches 90 Decibels, the
peak sound levels reach 140 Decibels, or the average maximum sound level reaches
110 Decibels. Hearing protective devices provided should be capable of reducing sound
levels at the ear to at least 90 Decibels. Periodic medical hearing checks should be
performed on workers exposed to high noise levels.
The exposure action and limit values set are a daily exposure action value (EAV) of 2.5
m/s
2
and a daily exposure limit value (ELV) of 5 m/s
2
.
Monitoring Plans and responsibility
Periodic monitoring of the noise levels, indoor air quality, and ambient air quality shall be
done. The limits set for the parameters are as below. The port manager shall be
responsible to have these testing done and have a periodic audit of the situation with the
checklist in the next page.
Parameter averaging period
Guidance value limit
µg/m
3
Nitrogen Dioxide
1 year 40
1 hour 200
Ozone 8 hour daily maximum 100
Particulate matter PM10
1 year 20
24 hour 50
Particulate matter PM2.5
1 year 10
24 hour 25
Sulphur Dioxide
24 hour 20
10 minute 500
The air quality limits as per the emission guidelines from ECD
Chemical Unit TLV
Ammonia (NH3) ppm 25
Hydrogen Sulphide (H2S) ppm 10
Carbon Monoxide (CO) ppm 25
Carbon Dioxide (CO2) ppm 5,000
Total Particulate matter (PM10) mg/m
3
10
Respirable Dust mg/m
3
3
Threshold limit values for indoor air quality
Workers and employees should not be exposed to a noise level that is greater than 90
Decibels for duration of more than 8 hours per day without hearing protection. In
addition, no unprotected ear should be exposed to a peak sound pressure level
(instantaneous) of more than 140 Decibels. The use of hearing protection should be
enforced actively when the equivalent sound level over 8 hours reaches 90 Decibels, the
peak sound levels reach 140 Decibels, or the average maximum sound level reaches
110 Decibels. Hearing protective devices provided should be capable of reducing sound
levels at the ear to at least 90 Decibels. Periodic medical hearing checks should be
performed on workers exposed to high noise levels.
The exposure action and limit values set are a daily exposure action value (EAV) of 2.5
m/s
2
and a daily exposure limit value (ELV) of 5 m/s
2
.
KMTT Project EIA/SIA Study Report and EMP 175
Periodic Audit checklist for air emissions, noise and vibration control
Plot No
Date of check
Check points for air emissions, noise and vibration control Yes/No?
Has the periodic testing results crossed the limits set for air
emissions?
Has the periodic testing results crossed the limits set for noise
emissions?
Has the periodic testing results crossed the limits set for
vibrations?
Have the yearly medical reports of any worker shown deterioration
in respiratory and hearing related parameters?
Are the employees aware of the hazards of air emission, noise and
vibration? List the people interviewed.
Is there training records available?
Is the monitoring of ship’s port time carried out effectively with
improvement?
Is the monitoring of the truck movement monitored effectively with
improvement?
Remarks and corrective actions if any
Checked By
Periodic Audit checklist for air emissions, noise and vibration control
Plot No
Date of check
Check points for air emissions, noise and vibration control Yes/No?
Has the periodic testing results crossed the limits set for air
emissions?
Has the periodic testing results crossed the limits set for noise
emissions?
Has the periodic testing results crossed the limits set for
vibrations?
Have the yearly medical reports of any worker shown deterioration
in respiratory and hearing related parameters?
Are the employees aware of the hazards of air emission, noise and
vibration? List the people interviewed.
Is there training records available?
Is the monitoring of ship’s port time carried out effectively with
improvement?
Is the monitoring of the truck movement monitored effectively with
improvement?
Remarks and corrective actions if any
Checked By
KMTT Project EIA/SIA Study Report and EMP 176
8.6.7 Occupational health and safety management plan
Objective
To describe the overall requirements for monitoring and measurement to ensure that
there is adequate control on occupational health of the employees, compliance with legal
and other requirements, and to achieve objectives and targets.
Context
The context of this EMP is for port construction and operations where the employees and
workers are exposed to safety issues related to the equipment, machines, chemicals,
waste and fire. This is applicable in all stages of all phases of the project.
Legal requirements
There are no occupational health and safety regulations in Myanmar. However, the
project owner shall use the guidance documents from the international organisations
such as International Labour Organisation (ILO) for occupational safety of their
employees
Management actions
Employees will be trained to have awareness on the safety issues, reporting
requirements related to safety, and the use of personal protective equipment (PPE).
The PPE provided shall be of adequate quality and usable condition
The Hazard Identification and risk assessment for the operations shall be done with
adequate measures taken.
Make sure that the first aid kits maintained in the office is replenished in time to avoid
shortages.
The operators should be trained in first aid including handling snake bites
The operators should be trained in using the machines and equipment.
The operators should be trained in handling the chemicals and waste.
The contact numbers of the nearby hospitals and health centres should be available
in the office and/or the operator area.
Encourage the workers to report the near misses and incidents.
Have a grievance redress system for the workers
Periodic monitoring of air quality, noise, vibration, and availability of drinking water
shall be done.
8.6.7 Occupational health and safety management plan
Objective
To describe the overall requirements for monitoring and measurement to ensure that
there is adequate control on occupational health of the employees, compliance with legal
and other requirements, and to achieve objectives and targets.
Context
The context of this EMP is for port construction and operations where the employees and
workers are exposed to safety issues related to the equipment, machines, chemicals,
waste and fire. This is applicable in all stages of all phases of the project.
Legal requirements
There are no occupational health and safety regulations in Myanmar. However, the
project owner shall use the guidance documents from the international organisations
such as International Labour Organisation (ILO) for occupational safety of their
employees
Management actions
Employees will be trained to have awareness on the safety issues, reporting
requirements related to safety, and the use of personal protective equipment (PPE).
The PPE provided shall be of adequate quality and usable condition
The Hazard Identification and risk assessment for the operations shall be done with
adequate measures taken.
Make sure that the first aid kits maintained in the office is replenished in time to avoid
shortages.
The operators should be trained in first aid including handling snake bites
The operators should be trained in using the machines and equipment.
The operators should be trained in handling the chemicals and waste.
The contact numbers of the nearby hospitals and health centres should be available
in the office and/or the operator area.
Encourage the workers to report the near misses and incidents.
Have a grievance redress system for the workers
Periodic monitoring of air quality, noise, vibration, and availability of drinking water
shall be done.
KMTT Project EIA/SIA Study Report and EMP 177
Monitoring plans and responsibility
The indoor air quality, noise and vibration and the potable water quality shall be
periodically checked. The norms specified in the section 6.3.12 for Occupational Health
& Safety shall be used for this monitoring.
1. The limit for noise shall be 90 Decibels for 8 hour duration with a maximum
instantaneous value of 140 Decibels.
2. The exposure limit values for vibration will be 5m/s
2
with action value set at 2.5m/s
2
.
3. The limit values for indoor air quality is as below
Chemical Unit TLV
Ammonia (NH3) ppm 25
Hydrogen Sulphide (H2S) ppm 10
Carbon Monoxide (CO) ppm 25
Carbon Dioxide (CO2) ppm 5,000
Total Particulate matter (PM10) mg/m
3
10
Respirable Dust mg/m
3
3
Conduct a yearly audit of the occupational health and safety situation in the port. The
port manager shall be responsible to have this arranged in time.
Monitoring plans and responsibility
The indoor air quality, noise and vibration and the potable water quality shall be
periodically checked. The norms specified in the section 6.3.12 for Occupational Health
& Safety shall be used for this monitoring.
1. The limit for noise shall be 90 Decibels for 8 hour duration with a maximum
instantaneous value of 140 Decibels.
2. The exposure limit values for vibration will be 5m/s
2
with action value set at 2.5m/s
2
.
3. The limit values for indoor air quality is as below
Chemical Unit TLV
Ammonia (NH3) ppm 25
Hydrogen Sulphide (H2S) ppm 10
Carbon Monoxide (CO) ppm 25
Carbon Dioxide (CO2) ppm 5,000
Total Particulate matter (PM10) mg/m
3
10
Respirable Dust mg/m
3
3
Conduct a yearly audit of the occupational health and safety situation in the port. The
port manager shall be responsible to have this arranged in time.
KMTT Project EIA/SIA Study Report and EMP 178
Occupational health monitoring checklist
Date of check
Check points for Occupational health Yes/No?
Are the indoor air quality, noise and vibration test reports satisfactory?
Is adequate number of PPE available for the workers and they use it at
work?
The condition of the PPE is satisfactory?
The first aid kits are maintained in order with adequate supplies?
Is the number of injuries and lost time due to accidents in the factory
abnormal?
The employees are aware on safe handling of the machines and
equipment?
The contact of the nearby health centres and hospitals available and the
employees are aware of it?
The employees are trained in first aid including handling the snake bites?
Is there a system of grievance redress mechanism for the workers?
Remarks and corrective actions if any
Checked By
Occupational health monitoring checklist
Date of check
Check points for Occupational health Yes/No?
Are the indoor air quality, noise and vibration test reports satisfactory?
Is adequate number of PPE available for the workers and they use it at
work?
The condition of the PPE is satisfactory?
The first aid kits are maintained in order with adequate supplies?
Is the number of injuries and lost time due to accidents in the factory
abnormal?
The employees are aware on safe handling of the machines and
equipment?
The contact of the nearby health centres and hospitals available and the
employees are aware of it?
The employees are trained in first aid including handling the snake bites?
Is there a system of grievance redress mechanism for the workers?
Remarks and corrective actions if any
Checked By
KMTT Project EIA/SIA Study Report and EMP 179
8.6.8 Workers accommodation management plan
Objective
To describe the overall requirements for monitoring and measurement to ensure that
there is adequate control on conditions of the employees, compliance with legal and
other requirements, and to achieve objectives and targets.
Context
The context of this EMP is for port construction and operations where the employees and
workers are using the accommodation facilities. This is applicable in the construction and
operational of the project.
Legal requirements
There are no regulations in Myanmar related worker accommodation. However, the
guidelines of International Labour Organisation and International Finance Corporation
(IFC)
141
shall be referred.
Management actions
The workers shall be provided with adequate comfortable accommodation with
comfortable sleeping space, beds, lighting and ventilation
The workers shall be provided with and nutritious food and clean potable water.
The hygienic toilet facilities with water supply and proper drainage shall be provided
for the workers
Appropriately situated and furnished laundry facilities shall be provided to the
employees
Accommodation facilities shall be separate for different sexes.
They will be provided with adequate rest time
Monitoring plans and responsibility
Conduct a yearly audit of the accommodation facility situation in the accommodation
facilities. The port manager shall be responsible to have this arranged in time.
141
http://www.ifc.org/wps/wcm/connect/9839db00488557d1bdfcff6a6515bb18/workers_accomodation.pdf?MOD=AJPERES&C
ACHEID=9839db00488557d1bdfcff6a6515bb18
8.6.8 Workers accommodation management plan
Objective
To describe the overall requirements for monitoring and measurement to ensure that
there is adequate control on conditions of the employees, compliance with legal and
other requirements, and to achieve objectives and targets.
Context
The context of this EMP is for port construction and operations where the employees and
workers are using the accommodation facilities. This is applicable in the construction and
operational of the project.
Legal requirements
There are no regulations in Myanmar related worker accommodation. However, the
guidelines of International Labour Organisation and International Finance Corporation
(IFC)
141
shall be referred.
Management actions
The workers shall be provided with adequate comfortable accommodation with
comfortable sleeping space, beds, lighting and ventilation
The workers shall be provided with and nutritious food and clean potable water.
The hygienic toilet facilities with water supply and proper drainage shall be provided
for the workers
Appropriately situated and furnished laundry facilities shall be provided to the
employees
Accommodation facilities shall be separate for different sexes.
They will be provided with adequate rest time
Monitoring plans and responsibility
Conduct a yearly audit of the accommodation facility situation in the accommodation
facilities. The port manager shall be responsible to have this arranged in time.
141
http://www.ifc.org/wps/wcm/connect/9839db00488557d1bdfcff6a6515bb18/workers_accomodation.pdf?MOD=AJPERES&C
ACHEID=9839db00488557d1bdfcff6a6515bb18
KMTT Project EIA/SIA Study Report and EMP 180
Workers accommodation monitoring checklist
Date of check
Check points for workers accommodation Yes/No?
Is adequate number of beds and bedding available for the workers?
Is the accommodation facilities provided comfortable for the workers?
The food and water provided is hygienic?
The toilets are clean and hygiene?
The lighting and ventilation is comfortable for the workers?
There are laundry facilities available for the workers?
Remarks and corrective actions if any
Checked By
Workers accommodation monitoring checklist
Date of check
Check points for workers accommodation Yes/No?
Is adequate number of beds and bedding available for the workers?
Is the accommodation facilities provided comfortable for the workers?
The food and water provided is hygienic?
The toilets are clean and hygiene?
The lighting and ventilation is comfortable for the workers?
There are laundry facilities available for the workers?
Remarks and corrective actions if any
Checked By
KMTT Project EIA/SIA Study Report and EMP 181
8.6.9 Firefighting and fire break-out management plan-KMTT
Objective
To describe the overall requirements for monitoring and measurement to ensure that
there is adequate control on fire break out management, compliance with legal and other
requirements, and to achieve objectives and targets.
Context
The context of this EMP is for port construction and operations where there is a chance
of fire break out. This is applicable in all stages of all phases of the project. The Disaster
management and response plan also contain the fire management and evacuation.
Legal requirements
There are no regulations in Myanmar related to fire management apart from the basic
fire fighting requirements for any business enterprise.
Management actions
The fire procedures for employees will include Hot work permits, Storage and
handling of inflammable materials, Fire extinguishers, fire hazard identification,
housekeeping, fire wardens and fire co-ordinator responsibilities.
There will be a proper training given to the employees for managing fire and fire
fighting equipment, alarms, assembly areas, emergency shutdown, evacuation
routes etc
Fire drills shall be conducted at least one in a year
The assembling point in case of a fire will be the cleared area between the office
building and the storage sheds.
Fire exits, evacuation routes shall be illuminated or marked in fluorescent colour for
visibility. Doors and paths that could be mistaken for fire exits shall be appropriately
marked to prevent use in an emergency. The exit doors shall be side hinged and
open towards the travel of exit. It must be able to be opened without keys. At a
minimum, 2 exits per floor shall be provided.
The storage of fossil fuels and inflammable chemicals shall be fire safe. The gas
hoses, regulators, valves shall be inspected for leaks regularly. The cylinders shall be
stored in upright position. The cylinders carrying different gases shall be segregated
and the employees shall be trained in the colour coding of gas cylinders. Empty
cylinders shall be kept separate and no cylinder shall be left open for exposure in the
direct sun. All storage areas shall be adequately ventilated. The oxygen and
Acetylene cylinders shall be kept away from other gases maintaining a distance of at
least 20 feet or separated by a non-combustible barrier of 5 feet height.
All electrical equipment shall be energy audited and tested for safe earthing at least
once in a year. The recommended wire sizes and insulations shall be used and make
shift wiring repairs are not allowed. The fixtures, plugs, circuit breakers and other
equipment used shall be approved
8.6.9 Firefighting and fire break-out management plan-KMTT
Objective
To describe the overall requirements for monitoring and measurement to ensure that
there is adequate control on fire break out management, compliance with legal and other
requirements, and to achieve objectives and targets.
Context
The context of this EMP is for port construction and operations where there is a chance
of fire break out. This is applicable in all stages of all phases of the project. The Disaster
management and response plan also contain the fire management and evacuation.
Legal requirements
There are no regulations in Myanmar related to fire management apart from the basic
fire fighting requirements for any business enterprise.
Management actions
The fire procedures for employees will include Hot work permits, Storage and
handling of inflammable materials, Fire extinguishers, fire hazard identification,
housekeeping, fire wardens and fire co-ordinator responsibilities.
There will be a proper training given to the employees for managing fire and fire
fighting equipment, alarms, assembly areas, emergency shutdown, evacuation
routes etc
Fire drills shall be conducted at least one in a year
The assembling point in case of a fire will be the cleared area between the office
building and the storage sheds.
Fire exits, evacuation routes shall be illuminated or marked in fluorescent colour for
visibility. Doors and paths that could be mistaken for fire exits shall be appropriately
marked to prevent use in an emergency. The exit doors shall be side hinged and
open towards the travel of exit. It must be able to be opened without keys. At a
minimum, 2 exits per floor shall be provided.
The storage of fossil fuels and inflammable chemicals shall be fire safe. The gas
hoses, regulators, valves shall be inspected for leaks regularly. The cylinders shall be
stored in upright position. The cylinders carrying different gases shall be segregated
and the employees shall be trained in the colour coding of gas cylinders. Empty
cylinders shall be kept separate and no cylinder shall be left open for exposure in the
direct sun. All storage areas shall be adequately ventilated. The oxygen and
Acetylene cylinders shall be kept away from other gases maintaining a distance of at
least 20 feet or separated by a non-combustible barrier of 5 feet height.
All electrical equipment shall be energy audited and tested for safe earthing at least
once in a year. The recommended wire sizes and insulations shall be used and make
shift wiring repairs are not allowed. The fixtures, plugs, circuit breakers and other
equipment used shall be approved
KMTT Project EIA/SIA Study Report and EMP 182
The maintenance of fire-fighting equipment, alarms, extinguishers etc shall be
regular. The fire extinguishers shall be inspected monthly and the alarms shall be
tested weekly.
A hot work permit program will be developed and maintained for all hot works like
welding, brazing or cutting. The equipment shall be well maintained to avoid fire
risks.
All fire accidents shall be investigated and corrective actions taken. The near misses
and incidents shall be also recorded.
The visitors in the factory shall be briefed on fire risk and management.
The emergency contact numbers shall be displayed in all sections.
Monitoring plans and responsibility
Mock fire drills shall be conducted at least yearly.
The fire fighting equipment shall be checked every month for adequacy and the alarms
shall be tested weekly
There will be an audit done annually to assess the readiness for managing a fire break
out. The port manager shall be responsible to have the audits performed regularly.
The maintenance of fire-fighting equipment, alarms, extinguishers etc shall be
regular. The fire extinguishers shall be inspected monthly and the alarms shall be
tested weekly.
A hot work permit program will be developed and maintained for all hot works like
welding, brazing or cutting. The equipment shall be well maintained to avoid fire
risks.
All fire accidents shall be investigated and corrective actions taken. The near misses
and incidents shall be also recorded.
The visitors in the factory shall be briefed on fire risk and management.
The emergency contact numbers shall be displayed in all sections.
Monitoring plans and responsibility
Mock fire drills shall be conducted at least yearly.
The fire fighting equipment shall be checked every month for adequacy and the alarms
shall be tested weekly
There will be an audit done annually to assess the readiness for managing a fire break
out. The port manager shall be responsible to have the audits performed regularly.
KMTT Project EIA/SIA Study Report and EMP 183
Fire break out management monitoring checklist
Date of check
Check points for fire management Yes/No?
Are the fire equipment maintained in order and the equipment is available
in the office, storage sheds, hot work areas, production floor, and worker’s
accommodation area?
The employees are competent to operate the fire fighting equipment?
The alarm testing was done weekly for the period of audit?
The exits are clearly marked in and the doors that are side hinged are
opening towards the exit?
The employees are aware of the exits to be used in case of emergency?
The contact numbers of the fire station is provided in the shop floor, office,
storage sheds and the susceptible areas?
The fossil fuels and other flammable chemicals storage are adequate
enough with proper ventilation.
The cylinders are segregated with respect to gases and kept in upright
positions?
Employees/operators can differentiate between the gases?
Any cylinder is near a heat source, steam pipe, hot equipment?
Are the cylinders, hoses, valves and regulators well maintained and free
from worn off or leaks?
The electrical wiring and earthing has been done properly for all the
equipment?
Is the fire register maintained with near misses and incidents reported?
Remarks and corrective actions if any
Checked By
Fire break out management monitoring checklist
Date of check
Check points for fire management Yes/No?
Are the fire equipment maintained in order and the equipment is available
in the office, storage sheds, hot work areas, production floor, and worker’s
accommodation area?
The employees are competent to operate the fire fighting equipment?
The alarm testing was done weekly for the period of audit?
The exits are clearly marked in and the doors that are side hinged are
opening towards the exit?
The employees are aware of the exits to be used in case of emergency?
The contact numbers of the fire station is provided in the shop floor, office,
storage sheds and the susceptible areas?
The fossil fuels and other flammable chemicals storage are adequate
enough with proper ventilation.
The cylinders are segregated with respect to gases and kept in upright
positions?
Employees/operators can differentiate between the gases?
Any cylinder is near a heat source, steam pipe, hot equipment?
Are the cylinders, hoses, valves and regulators well maintained and free
from worn off or leaks?
The electrical wiring and earthing has been done properly for all the
equipment?
Is the fire register maintained with near misses and incidents reported?
Remarks and corrective actions if any
Checked By
KMTT Project EIA/SIA Study Report and EMP 184
8.6.10 Vessel accident management plan-KMTT
Objective
To describe the overall requirements for monitoring and measurement to ensure that
there is adequate control on fire break out management, compliance with legal and other
requirements, and to achieve objectives and targets.
Context
The context of this EMP is for the barge and other vessel operations where there is a
chance of an accident from collision resulting in a hull failure. This is applicable in
operational phase of the project.
Legal requirements
Myanmar is signatory to the MARPOL 73/78 convention and hence the disposal of waste
into the waters is prohibited. Myanmar is also party to International Convention for the
Safety of Life at Sea, 1974 (SOLAS) and the International Maritime Dangerous Goods
(IMDG) Code.
Management actions
The barges made will have double bottom hull as part of their design to prevent the
hazardous cargo being leaked into the waters in case of an accident
The periodic inspections and certification of the seaworthiness of the barges shall be
done regularly.
The crew in each barge will be trained to inspect their barge for leaks or any other
damage including the fire fighting and emergency response equipment.
The emergency contact numbers of the Ports and healthcare facilities in Sittwe,
Paletwa, Kyauktaw, Ponnagyun, Pauktaw and Mrauk U will be listed in the barge
There will be a 24 hour emergency contact helpline established in which the vessel
crew or other vessels can report the accidents or any oil spills they come across to
incident response teams.
The crew will be trained in managing the accidents and any spillage of the cargo
including the use of spill kits.
The Sittwe port, Paletwa terminal and the barges will maintain the spill containment
booms, absorbents and other relate spill management kit with periodic inspections for
quality.
Mock spill response drills shall be done by the barges at least once in a year.
Monitoring plans and responsibility
Mock drills shall be conducted at least yearly with records kept for audits
The spill response equipment shall be checked every month for adequacy
There will be an audit done annually to assess the readiness for managing an accident.
The vessel’s captain shall be responsible to have the audits performed regularly.
8.6.10 Vessel accident management plan-KMTT
Objective
To describe the overall requirements for monitoring and measurement to ensure that
there is adequate control on fire break out management, compliance with legal and other
requirements, and to achieve objectives and targets.
Context
The context of this EMP is for the barge and other vessel operations where there is a
chance of an accident from collision resulting in a hull failure. This is applicable in
operational phase of the project.
Legal requirements
Myanmar is signatory to the MARPOL 73/78 convention and hence the disposal of waste
into the waters is prohibited. Myanmar is also party to International Convention for the
Safety of Life at Sea, 1974 (SOLAS) and the International Maritime Dangerous Goods
(IMDG) Code.
Management actions
The barges made will have double bottom hull as part of their design to prevent the
hazardous cargo being leaked into the waters in case of an accident
The periodic inspections and certification of the seaworthiness of the barges shall be
done regularly.
The crew in each barge will be trained to inspect their barge for leaks or any other
damage including the fire fighting and emergency response equipment.
The emergency contact numbers of the Ports and healthcare facilities in Sittwe,
Paletwa, Kyauktaw, Ponnagyun, Pauktaw and Mrauk U will be listed in the barge
There will be a 24 hour emergency contact helpline established in which the vessel
crew or other vessels can report the accidents or any oil spills they come across to
incident response teams.
The crew will be trained in managing the accidents and any spillage of the cargo
including the use of spill kits.
The Sittwe port, Paletwa terminal and the barges will maintain the spill containment
booms, absorbents and other relate spill management kit with periodic inspections for
quality.
Mock spill response drills shall be done by the barges at least once in a year.
Monitoring plans and responsibility
Mock drills shall be conducted at least yearly with records kept for audits
The spill response equipment shall be checked every month for adequacy
There will be an audit done annually to assess the readiness for managing an accident.
The vessel’s captain shall be responsible to have the audits performed regularly.
KMTT Project EIA/SIA Study Report and EMP 185
Vessel accident management monitoring checklist
Date of check
Check points for fire management Yes/No?
The inspection and certification of the barges are done appropriately?
Are the fire and other emergency equipment maintained in order?
The employees are competent to operate the emergency equipment?
The contact points of the ports and townships provided are updated and
working?
The spill response kit equipment available in the ports and the barges are
in good condition?
The fossil fuels and other flammable chemicals storage are adequate
enough with proper ventilation.
The cylinders are segregated with respect to gases and kept in upright
positions?
The crew can differentiate between the gases and other chemicals?
Any cylinder is near a heat source, steam pipe, hot equipment?
Are the cylinders, hoses, valves and regulators well maintained and free
from worn off or leaks?
The electrical wiring and earthing has been done properly for all the
equipment?
Is the barge incident register maintained with near misses and incidents
reported?
Remarks and corrective actions if any
Checked By
Vessel accident management monitoring checklist
Date of check
Check points for fire management Yes/No?
The inspection and certification of the barges are done appropriately?
Are the fire and other emergency equipment maintained in order?
The employees are competent to operate the emergency equipment?
The contact points of the ports and townships provided are updated and
working?
The spill response kit equipment available in the ports and the barges are
in good condition?
The fossil fuels and other flammable chemicals storage are adequate
enough with proper ventilation.
The cylinders are segregated with respect to gases and kept in upright
positions?
The crew can differentiate between the gases and other chemicals?
Any cylinder is near a heat source, steam pipe, hot equipment?
Are the cylinders, hoses, valves and regulators well maintained and free
from worn off or leaks?
The electrical wiring and earthing has been done properly for all the
equipment?
Is the barge incident register maintained with near misses and incidents
reported?
Remarks and corrective actions if any
Checked By
KMTT Project EIA/SIA Study Report and EMP 186
8.7 Emergency Preparedness and Response Management Plan
Introduction and Purpose
The port operator has to be committed to the safety and well-being of its employees,
operators and customers. Upholding this commitment requires planning and practice.
This plan exists to satisfy those needs and to outline the steps to be taken to prepare for
and respond to an emergency affecting the organisation.
Objective
The objective of port operator in responding to an emergency situation include
The safety of all staff, operators, and visitors
The physical and emotional well-being of staff, operators and visitors
The timely stabilization of an emergency situation
The protection of facility, property, and the belongings of staff, operators, and guests
Applicability and Scope
This plan applies to all employees of the ports in Sittwe and Paletwa and any person
occupying the physical Port area, office, storage sheds, barges and accommodation
area. The scope of this plan is intended to encompass all hazards. This plan may be
consulted when responding to any and all emergencies. When encountering a situation
which has not been expressly addressed in this plan, use good judgment and the guiding
principles outlined below.
Responsibility
The emergency plan is the responsibility of the port manager or his/her assistant. This
plan will be reviewed and updated at least once annually. Revisions will be made as
needed throughout the year. Any suggestions, comments, or questions should be
directed to the factory manager or his assistant.
Order of Succession
Leadership authority during an emergency shall flow downward through the following list
of people:
1. Respective Port Manager
2. Assistant Port Manager
Emergency Communications
During an emergency, the ports will use the following means and methods of
communication.
Landline Telephones
Cell Phones (possible outages during emergency)
Texting (more reliable during an emergency)
Two-way Radios
8.7 Emergency Preparedness and Response Management Plan
Introduction and Purpose
The port operator has to be committed to the safety and well-being of its employees,
operators and customers. Upholding this commitment requires planning and practice.
This plan exists to satisfy those needs and to outline the steps to be taken to prepare for
and respond to an emergency affecting the organisation.
Objective
The objective of port operator in responding to an emergency situation include
The safety of all staff, operators, and visitors
The physical and emotional well-being of staff, operators and visitors
The timely stabilization of an emergency situation
The protection of facility, property, and the belongings of staff, operators, and guests
Applicability and Scope
This plan applies to all employees of the ports in Sittwe and Paletwa and any person
occupying the physical Port area, office, storage sheds, barges and accommodation
area. The scope of this plan is intended to encompass all hazards. This plan may be
consulted when responding to any and all emergencies. When encountering a situation
which has not been expressly addressed in this plan, use good judgment and the guiding
principles outlined below.
Responsibility
The emergency plan is the responsibility of the port manager or his/her assistant. This
plan will be reviewed and updated at least once annually. Revisions will be made as
needed throughout the year. Any suggestions, comments, or questions should be
directed to the factory manager or his assistant.
Order of Succession
Leadership authority during an emergency shall flow downward through the following list
of people:
1. Respective Port Manager
2. Assistant Port Manager
Emergency Communications
During an emergency, the ports will use the following means and methods of
communication.
Landline Telephones
Cell Phones (possible outages during emergency)
Texting (more reliable during an emergency)
Two-way Radios
KMTT Project EIA/SIA Study Report and EMP 187
Email
Media Inquiries
Inquiries from the media during or after an emergency will be addressed by the port
manager or his assistant.
Test, Training, and Exercises
The port officers will spend time, at the very least, discussing the contents of this and
other emergency plans with their employees. It is also recommended that at least once
annually the employees are briefed on it.
Emergency Contact Directory
Port Manager- To be determined
Assistant Port Manager- To be determined
Office Land line- To be determined
Emergency Protocols
Fire and Evacuation
In the Event of a fire, pull the Fire Alarm and Call the fire station
If you see smoke or flames, use CARE
Contain the fire
Activate the nearest Fire Alarm
Report the fire to fire station and the police
Evacuate or extinguish (In most cases, it is best to Evacuate)
Use a Fire Extinguisher only if:
You have been trained
You have your back to an unobstructed exit
You have a fully charged and proper type unit for the fire you are fighting
The fire is contained, and you have reported the fire
Everyone else has left the area
There is little smoke or flames
Never fight a fire if:
You lack a safe way to escape should your efforts fail
It has left its source of origin
You are unsure of the type of extinguisher you need or have
If you can’t control the fire within 30 seconds, abandon your efforts, close the door(s)
and evacuate immediately.
Media Inquiries
Inquiries from the media during or after an emergency will be addressed by the port
manager or his assistant.
Test, Training, and Exercises
The port officers will spend time, at the very least, discussing the contents of this and
other emergency plans with their employees. It is also recommended that at least once
annually the employees are briefed on it.
Emergency Contact Directory
Port Manager- To be determined
Assistant Port Manager- To be determined
Office Land line- To be determined
Emergency Protocols
Fire and Evacuation
In the Event of a fire, pull the Fire Alarm and Call the fire station
If you see smoke or flames, use CARE
Contain the fire
Activate the nearest Fire Alarm
Report the fire to fire station and the police
Evacuate or extinguish (In most cases, it is best to Evacuate)
Use a Fire Extinguisher only if:
You have been trained
You have your back to an unobstructed exit
You have a fully charged and proper type unit for the fire you are fighting
The fire is contained, and you have reported the fire
Everyone else has left the area
There is little smoke or flames
Never fight a fire if:
You lack a safe way to escape should your efforts fail
It has left its source of origin
You are unsure of the type of extinguisher you need or have
If you can’t control the fire within 30 seconds, abandon your efforts, close the door(s)
and evacuate immediately.
KMTT Project EIA/SIA Study Report and EMP 188
Building Evacuation
You should familiarize yourself with the evacuation routes posted in all buildings,
machines, office, storage sheds, and accommodation area. If an evacuation order is
issued for your building, or if it were necessary to evacuate due to an emergency, fully
cooperate with Safety and Security/emergency personnel and:
Take only the keys, wallets and essential belongings with you
If possible wear weather appropriate clothing
If you are the last one to exit your room close, and lock doors
Leave the building immediately
Do not investigate the source of the emergency
Walk; don’t run, to the nearest exit
Use stairs, not elevators
Assist people with special needs
If there is no immediate danger, persons with disability/mobility limitations should
shelter in place and call Safety and Security to report location and number of people
needing assistance
If there is imminent danger and evacuation cannot be delayed, the person with a
disability should be carried or helped from the building in the best and fastest manner
(the person with the disability is the best authority as to how to be moved out of the
building)
If you are unable to evacuate, call Safety and Security and report your location
As you make your way out, encourage those you encounter to exit as well
Follow instructions of the Safety and Security or other identified emergency
personnel
Wait for instructions before returning to your building after an evacuation
Medical Emergency
If someone is injured or becomes ill:
Stay Calm
Dial the hospital or health centre and explain the type of emergency, the location,
condition, and number of victims
Let the dispatcher know of any safety hazards - chemical spill, fire, fumes, etc.
Do not hang up unless told to do so by the dispatcher
Do not move the victim unless there is danger of further injury if s/he is not moved
Render first-aid or CPR only if you have been trained
Do not leave the injured person except to summon help
Comfort the victim until emergency medical services arrive
Have someone stand outside the factory to flag down the ambulance and/or Safety
and Security when they reach the vicinity
Hostile armed Intruder (s)
If a hostile armed intruder is outside your building, get to a room that can be locked;
close and lock windows and doors and turn off the lights. Try to get everyone down on
the floor (so that no one is visible from outside the room).
Building Evacuation
You should familiarize yourself with the evacuation routes posted in all buildings,
machines, office, storage sheds, and accommodation area. If an evacuation order is
issued for your building, or if it were necessary to evacuate due to an emergency, fully
cooperate with Safety and Security/emergency personnel and:
Take only the keys, wallets and essential belongings with you
If possible wear weather appropriate clothing
If you are the last one to exit your room close, and lock doors
Leave the building immediately
Do not investigate the source of the emergency
Walk; don’t run, to the nearest exit
Use stairs, not elevators
Assist people with special needs
If there is no immediate danger, persons with disability/mobility limitations should
shelter in place and call Safety and Security to report location and number of people
needing assistance
If there is imminent danger and evacuation cannot be delayed, the person with a
disability should be carried or helped from the building in the best and fastest manner
(the person with the disability is the best authority as to how to be moved out of the
building)
If you are unable to evacuate, call Safety and Security and report your location
As you make your way out, encourage those you encounter to exit as well
Follow instructions of the Safety and Security or other identified emergency
personnel
Wait for instructions before returning to your building after an evacuation
Medical Emergency
If someone is injured or becomes ill:
Stay Calm
Dial the hospital or health centre and explain the type of emergency, the location,
condition, and number of victims
Let the dispatcher know of any safety hazards - chemical spill, fire, fumes, etc.
Do not hang up unless told to do so by the dispatcher
Do not move the victim unless there is danger of further injury if s/he is not moved
Render first-aid or CPR only if you have been trained
Do not leave the injured person except to summon help
Comfort the victim until emergency medical services arrive
Have someone stand outside the factory to flag down the ambulance and/or Safety
and Security when they reach the vicinity
Hostile armed Intruder (s)
If a hostile armed intruder is outside your building, get to a room that can be locked;
close and lock windows and doors and turn off the lights. Try to get everyone down on
the floor (so that no one is visible from outside the room).
KMTT Project EIA/SIA Study Report and EMP 189
Call the police and provide information as detail as possible with the exact location,
number of intruders, etc.
Stay in place (calls from unfamiliar voices to come out may be the attacker attempting to
lure you). Do not respond to any voice commands until you are sure that they come from
a Police Officer, or a Safety & Security Officer
If a hostile intruder is INSIDE your building, exit (get out of) the building immediately and
notify anyone you may encounter to exit the building immediately. Call the police and
provide information as detailed as possible
If exiting the building is not possible, go to the nearest room or office. If you are locked
out of all rooms, seek refuge in the nearest restroom, lock yourself in a stall and keep
quiet. Close and lock the door and/or block it (try barricading the door with desks and
chairs). Call the police and provide information.
Keep quiet and silence the cell phones, watches, alarms etc. Do not answer the door
and do not respond to any voice commands until you are sure that they come from a
Police Officer, or a Safety & Security Officer
If a hostile intruder enters your office or room or shed, remain calm and dial the police. If
you can’t speak, leave the line open so the Dispatcher can listen to what’s taking place.
Try to overpower the intruder only if you are sure of success.
If the hostile intruder leaves your area, and as soon as it is safe to do so, close and lock
the door and/or block it (try barricading the door with desks and chairs) and call the
police
If you decide to flee during a hostile intruder situation, make sure you have an escape
route and plan in mind.
Do not carry anything while fleeing and do not attempt to remove injured people (leave
wounded victims where they are and notify authorities of their location as soon as
possible).
Move quickly, keep your hands up high and visible and follow the instructions of any
Police Officers you may encounter as the police or security staff may treat you as a
suspect. Do not leave until you have been interviewed and released
Utility Failure and Natural Disaster
Utility Failures
These may include electrical outages, plumbing failure/flooding, gas leaks, steam line
breaks, ventilation problems, elevator failures, etc. For your personal safety, in the event
of a utility failure, remain calm and immediately notify Safety and Security.
If the building must be evacuated, follow the instructions on Building Evacuation, unplug
all electrical equipment (including computers) and turn off light switches.
Call the police and provide information as detail as possible with the exact location,
number of intruders, etc.
Stay in place (calls from unfamiliar voices to come out may be the attacker attempting to
lure you). Do not respond to any voice commands until you are sure that they come from
a Police Officer, or a Safety & Security Officer
If a hostile intruder is INSIDE your building, exit (get out of) the building immediately and
notify anyone you may encounter to exit the building immediately. Call the police and
provide information as detailed as possible
If exiting the building is not possible, go to the nearest room or office. If you are locked
out of all rooms, seek refuge in the nearest restroom, lock yourself in a stall and keep
quiet. Close and lock the door and/or block it (try barricading the door with desks and
chairs). Call the police and provide information.
Keep quiet and silence the cell phones, watches, alarms etc. Do not answer the door
and do not respond to any voice commands until you are sure that they come from a
Police Officer, or a Safety & Security Officer
If a hostile intruder enters your office or room or shed, remain calm and dial the police. If
you can’t speak, leave the line open so the Dispatcher can listen to what’s taking place.
Try to overpower the intruder only if you are sure of success.
If the hostile intruder leaves your area, and as soon as it is safe to do so, close and lock
the door and/or block it (try barricading the door with desks and chairs) and call the
police
If you decide to flee during a hostile intruder situation, make sure you have an escape
route and plan in mind.
Do not carry anything while fleeing and do not attempt to remove injured people (leave
wounded victims where they are and notify authorities of their location as soon as
possible).
Move quickly, keep your hands up high and visible and follow the instructions of any
Police Officers you may encounter as the police or security staff may treat you as a
suspect. Do not leave until you have been interviewed and released
Utility Failure and Natural Disaster
Utility Failures
These may include electrical outages, plumbing failure/flooding, gas leaks, steam line
breaks, ventilation problems, elevator failures, etc. For your personal safety, in the event
of a utility failure, remain calm and immediately notify Safety and Security.
If the building must be evacuated, follow the instructions on Building Evacuation, unplug
all electrical equipment (including computers) and turn off light switches.
KMTT Project EIA/SIA Study Report and EMP 190
Use a flashlight: Do not light candles or use other kinds of flames for lighting
If passengers are trapped in an elevator (currently there is no plan for elevators in the
factory), advise them to stay calm and tell them you are getting help. If it is safe for you
to stay in the building, stay near the passengers until assistance arrives.
If you are trapped in an elevator, remain calm and use the Call Button of Phone to call
for help. Do not try to climb out or exit the elevator without assistance
Floods
Minor or area flooding could occur as a result of a water main break, loss of power to
sump pumps, or major multiple rainstorms. For imminent or actual flooding, and only if
you can safely do so:
Secure vital equipment, records, and other important papers
If present in your area, report all hazardous materials, chemicals to security officers.
Move to higher, safer ground
Shut off all electrical equipment
Do not attempt to drive or walk through flooded areas
Wait for further instructions on immediate action from Safety and Security
If the building must be evacuated, follow the instructions on Building Evacuation
Do not return to your building if you have been evacuated by flooding until you have
been instructed to do so by security officers
If you are assisting with flood clean-up, report immediately to Environmental Health
and Safety any oil, chemical, or hazardous materials suspected of mixing with flood
waters
Tornadoes
A “Tornado Watch” means that tornadoes could potentially develop. A “Tornado
Warning” means a tornado has actually been sighted. In case of a tornado,
Go to underground excavation, or lower floor of interior hallway or corridor (preferably
a steel-framed or reinforced concrete building)
Seek shelter under a sturdy workbench or heavy furniture if no basement is available
Listen for reports and siren/public address announcements
Avoid areas with glass windows or doors or areas with large, free-span roofs
If out in the open, do not wait out the storm in a vehicle and move away from the path
of the tornado at a right angle direction. Lie flat in the nearest depression, ditch, or
ravine if there is no time to escape
Earthquakes
In the event of an earthquake:
Stay away from large windows, shelving systems, or tall room partitions and get
under a desk, table, door arch, or stairwell. If none of these is available, move
Use a flashlight: Do not light candles or use other kinds of flames for lighting
If passengers are trapped in an elevator (currently there is no plan for elevators in the
factory), advise them to stay calm and tell them you are getting help. If it is safe for you
to stay in the building, stay near the passengers until assistance arrives.
If you are trapped in an elevator, remain calm and use the Call Button of Phone to call
for help. Do not try to climb out or exit the elevator without assistance
Floods
Minor or area flooding could occur as a result of a water main break, loss of power to
sump pumps, or major multiple rainstorms. For imminent or actual flooding, and only if
you can safely do so:
Secure vital equipment, records, and other important papers
If present in your area, report all hazardous materials, chemicals to security officers.
Move to higher, safer ground
Shut off all electrical equipment
Do not attempt to drive or walk through flooded areas
Wait for further instructions on immediate action from Safety and Security
If the building must be evacuated, follow the instructions on Building Evacuation
Do not return to your building if you have been evacuated by flooding until you have
been instructed to do so by security officers
If you are assisting with flood clean-up, report immediately to Environmental Health
and Safety any oil, chemical, or hazardous materials suspected of mixing with flood
waters
Tornadoes
A “Tornado Watch” means that tornadoes could potentially develop. A “Tornado
Warning” means a tornado has actually been sighted. In case of a tornado,
Go to underground excavation, or lower floor of interior hallway or corridor (preferably
a steel-framed or reinforced concrete building)
Seek shelter under a sturdy workbench or heavy furniture if no basement is available
Listen for reports and siren/public address announcements
Avoid areas with glass windows or doors or areas with large, free-span roofs
If out in the open, do not wait out the storm in a vehicle and move away from the path
of the tornado at a right angle direction. Lie flat in the nearest depression, ditch, or
ravine if there is no time to escape
Earthquakes
In the event of an earthquake:
Stay away from large windows, shelving systems, or tall room partitions and get
under a desk, table, door arch, or stairwell. If none of these is available, move
KMTT Project EIA/SIA Study Report and EMP 191
against an interior wall and cover your head with your arms. Remain under cover
until the movement subsides
After the shaking stops, survey your immediate area for trapped or injured persons
and ruptured utilities (water, gas, etc.). If damage has occurred in your area, inform
Safety and Security immediately
Do not evacuate until instructed by emergency personnel
If out in the open, stay in an open area away from buildings, power lines, trees or
roadways. If in a car, pull over and stop. Do not park under an overpass or near a
building. Be cautious about driving again, in the event roads are damaged
After an earthquake:
Put on enclosed shoes to protect against broken glass
If the power is out use a flashlight. Do not light a match or candle
Be alert for safety hazards such as fire, electrical wires, gas leaks, etc.
Check on others. If there are injuries or other urgent problems, report them to Safety
and Security
Give or seek first aid. Assist any disabled persons in finding a safe place for them
Evacuate if the building seems unsafe or if instructed to do so
Cooperate with emergency personnel, keep informed, and remain calm
against an interior wall and cover your head with your arms. Remain under cover
until the movement subsides
After the shaking stops, survey your immediate area for trapped or injured persons
and ruptured utilities (water, gas, etc.). If damage has occurred in your area, inform
Safety and Security immediately
Do not evacuate until instructed by emergency personnel
If out in the open, stay in an open area away from buildings, power lines, trees or
roadways. If in a car, pull over and stop. Do not park under an overpass or near a
building. Be cautious about driving again, in the event roads are damaged
After an earthquake:
Put on enclosed shoes to protect against broken glass
If the power is out use a flashlight. Do not light a match or candle
Be alert for safety hazards such as fire, electrical wires, gas leaks, etc.
Check on others. If there are injuries or other urgent problems, report them to Safety
and Security
Give or seek first aid. Assist any disabled persons in finding a safe place for them
Evacuate if the building seems unsafe or if instructed to do so
Cooperate with emergency personnel, keep informed, and remain calm
KMTT Project EIA/SIA Study Report and EMP 192
8.8 Public Consultation and Disclosure
The port project views the surrounding neighbourhood and the local authorities as the
key stakeholder in the project and the environmental management plans will be
communicated.
Employees and operators will be trained in the requirements of the EMP for better
implementation.
8.8 Public Consultation and Disclosure
The port project views the surrounding neighbourhood and the local authorities as the
key stakeholder in the project and the environmental management plans will be
communicated.
Employees and operators will be trained in the requirements of the EMP for better
implementation.
KMTT Project EIA/SIA Study Report and EMP 193
9.0 Public consultation and Disclosure
9.1 Overview, Methodology and Approach
Kaladan Multimodal Transit transport project, since the concept stage, has been a point
of interest and the project developers and contractors have ensured that the
government, local authorities and the surrounding township are well informed about the
progress of the project without fail. They have taken initiatives to have the news about
the project being published in newspapers and websites. Being a strategic project of
huge economic outcomes having great significance related to bilateral trade and
diplomatic relations between India and Myanmar, the project has caught the attention of
the national and international media. There are numerous articles and features related to
this project published in the print and online media in the past decade because of the
importance of the project.
Figure 92: open house forum about Kaladan Multimodal transit transport project
9.2 Summary of the Public Consultation
The project owner has kept continuous communication with the local NGOs and the local
government authorities disclosing the details of the project, development plans and has
taken keen interest to have the progress disclosed in the form of publishing in
newspapers and websites. The details of the project progress are publicly made
available in the websites of Ministry of Information-Myanmar
142
, Burma Rivers
Network
143
, Inland Waterways Authority of India
144
, Ministry of External Affairs-India
145
,
142
http://www.moi.gov.mm/moi:eng/?q=news/10/11/2016/id-9138
143
http://www.burmariversnetwork.org/index.php?option=com_content&view=article&id=489:india-starts-river-project-in-
myanmar&catid=11&Itemid=46
144
http://iwai.nic.in/
145
http://www.mea.gov.in
9.0 Public consultation and Disclosure
9.1 Overview, Methodology and Approach
Kaladan Multimodal Transit transport project, since the concept stage, has been a point
of interest and the project developers and contractors have ensured that the
government, local authorities and the surrounding township are well informed about the
progress of the project without fail. They have taken initiatives to have the news about
the project being published in newspapers and websites. Being a strategic project of
huge economic outcomes having great significance related to bilateral trade and
diplomatic relations between India and Myanmar, the project has caught the attention of
the national and international media. There are numerous articles and features related to
this project published in the print and online media in the past decade because of the
importance of the project.
Figure 92: open house forum about Kaladan Multimodal transit transport project
9.2 Summary of the Public Consultation
The project owner has kept continuous communication with the local NGOs and the local
government authorities disclosing the details of the project, development plans and has
taken keen interest to have the progress disclosed in the form of publishing in
newspapers and websites. The details of the project progress are publicly made
available in the websites of Ministry of Information-Myanmar
142
, Burma Rivers
Network
143
, Inland Waterways Authority of India
144
, Ministry of External Affairs-India
145
,
142
http://www.moi.gov.mm/moi:eng/?q=news/10/11/2016/id-9138
143
http://www.burmariversnetwork.org/index.php?option=com_content&view=article&id=489:india-starts-river-project-in-
myanmar&catid=11&Itemid=46
144
http://iwai.nic.in/
145
http://www.mea.gov.in
KMTT Project EIA/SIA Study Report and EMP 194
Ministry of Development of North Eastern Region-India
146
, Indian Embassy in Yangon
147
,
Press Information Bureau of India
148
. The news about the project has been reported
149
by
various national newspapers
150
.
The agreement between the Governments of India and Myanmar for the project was
widely covered in national and international newspapers and magazines.
9.2.1 Government
The project development is as per the framework agreement
151
between the
governments of India and Myanmar and the project since its concept stage has been
proceeding with the at most transparency as far as practically possible.
The review meetings about the project progress with the chosen delegation from both
the countries are regular. The environmental and safety performance of the construction
is being discussed in detail during these review sessions. Government of the Republic of
the Union of Myanmar has constituted a Working Committee comprising of Members
from its various Ministries & Departments for facilitating the implementation and
monitoring the implementation of works under the Kaladan Project.
The Committee meets regularly at Yangon in which representatives from Inland
Waterways Authority of India (IWAI), Indian Embassy and the Construction Contractor
also participate. So far, the Committee had 23 meetings through which a regular and
continuous monitoring of the project is being ensured. The IWAI and the Contractor
maintains close coordination with the local government and departments in the Rakhine
state also. The Port Officer at Sittwe is the Nodal Officer for the project, nominated by
the Government of Myanmar.
9.2.2 Affected Parties
The populations, communities and groups that are affected by the port and IWT
components of the KMTT project are the people in the six townships that are in the
project zone where the river Kaladan flows from Paletwa till Sittwe. This population is
well over a million and these people in the region are very much dependent on the river
Kaladan for the livelihood that mostly comprise of agricultural and fishing activities. The
project zone lies in the Rakhine and Chin states of Myanmar which is predominantly poor
and backward in most of human development indices (HDI) compared to not just rest of
the world, but to rest of Myanmar.
A Stakeholders public consultation
152
was held in U Ottama Hall in Sittwe on 10
th
April
2016 for taking the comments. Embassy of India and representatives of Government of
Myanmar held this public consultation which included local people, media and civil
society representatives. U Aung Kyaw Zan, the Rakhine State Minister for Electrical
146
http://mdoner.gov.in/content/introduction-1
147
http://www.indiaembassyyangon.net/index.php?view=category&catid=41&option=com_joomgallery&Itemid=137&lang=ENG
148
http://pib.nic.in/newsite/PrintRelease.aspx?relid=116864
149
http://www.mmtimes.com/index.php/national-news/10862-india-stands-by-controversial-kaladan-transport-project.html
150
http://www.globalnewlightofmyanmar.com/kaladan-transport-transit-project-expected-to-finish-next-month/
151
http://iwai.nic.in/showfile.php?lid=198
152
http://www.indiaembassyyangon.net/index.php?view=category&catid=41&option=com_joomgallery&Itemid=137&lang=ENG
Ministry of Development of North Eastern Region-India
146
, Indian Embassy in Yangon
147
,
Press Information Bureau of India
148
. The news about the project has been reported
149
by
various national newspapers
150
.
The agreement between the Governments of India and Myanmar for the project was
widely covered in national and international newspapers and magazines.
9.2.1 Government
The project development is as per the framework agreement
151
between the
governments of India and Myanmar and the project since its concept stage has been
proceeding with the at most transparency as far as practically possible.
The review meetings about the project progress with the chosen delegation from both
the countries are regular. The environmental and safety performance of the construction
is being discussed in detail during these review sessions. Government of the Republic of
the Union of Myanmar has constituted a Working Committee comprising of Members
from its various Ministries & Departments for facilitating the implementation and
monitoring the implementation of works under the Kaladan Project.
The Committee meets regularly at Yangon in which representatives from Inland
Waterways Authority of India (IWAI), Indian Embassy and the Construction Contractor
also participate. So far, the Committee had 23 meetings through which a regular and
continuous monitoring of the project is being ensured. The IWAI and the Contractor
maintains close coordination with the local government and departments in the Rakhine
state also. The Port Officer at Sittwe is the Nodal Officer for the project, nominated by
the Government of Myanmar.
9.2.2 Affected Parties
The populations, communities and groups that are affected by the port and IWT
components of the KMTT project are the people in the six townships that are in the
project zone where the river Kaladan flows from Paletwa till Sittwe. This population is
well over a million and these people in the region are very much dependent on the river
Kaladan for the livelihood that mostly comprise of agricultural and fishing activities. The
project zone lies in the Rakhine and Chin states of Myanmar which is predominantly poor
and backward in most of human development indices (HDI) compared to not just rest of
the world, but to rest of Myanmar.
A Stakeholders public consultation
152
was held in U Ottama Hall in Sittwe on 10
th
April
2016 for taking the comments. Embassy of India and representatives of Government of
Myanmar held this public consultation which included local people, media and civil
society representatives. U Aung Kyaw Zan, the Rakhine State Minister for Electrical
146
http://mdoner.gov.in/content/introduction-1
147
http://www.indiaembassyyangon.net/index.php?view=category&catid=41&option=com_joomgallery&Itemid=137&lang=ENG
148
http://pib.nic.in/newsite/PrintRelease.aspx?relid=116864
149
http://www.mmtimes.com/index.php/national-news/10862-india-stands-by-controversial-kaladan-transport-project.html
150
http://www.globalnewlightofmyanmar.com/kaladan-transport-transit-project-expected-to-finish-next-month/
151
http://iwai.nic.in/showfile.php?lid=198
152
http://www.indiaembassyyangon.net/index.php?view=category&catid=41&option=com_joomgallery&Itemid=137&lang=ENG
KMTT Project EIA/SIA Study Report and EMP 195
Energy, Transport and Communication also graced the occasion. Around 300 people
attended the program. The details of the meeting were also published in the social media
platforms
153
of the Indian Embassy in Myanmar
154
.
Figure 93: Open forum on Kaladan Multimodal Transit Transport project on 10 April 2016
Figure 94: The Indian Ambassador to Myanmar, Mr Gautam Mukhopadhaya addressing
the press during the public consultation.
153
https://www.facebook.com/IndiaInMyanmar/posts/1059111890849975
154
https://twitter.com/indiainmyanmar/status/719549353979940864
Energy, Transport and Communication also graced the occasion. Around 300 people
attended the program. The details of the meeting were also published in the social media
platforms
153
of the Indian Embassy in Myanmar
154
.
Figure 93: Open forum on Kaladan Multimodal Transit Transport project on 10 April 2016
Figure 94: The Indian Ambassador to Myanmar, Mr Gautam Mukhopadhaya addressing
the press during the public consultation.
153
https://www.facebook.com/IndiaInMyanmar/posts/1059111890849975
154
https://twitter.com/indiainmyanmar/status/719549353979940864
KMTT Project EIA/SIA Study Report and EMP 196
Figure 95: A basket weaver in Paletwa
9.3 Results of Consultations
The details of the project and the environmental assessment were communicated
publicly by the project owner and the EIA consultant in their websites.
The consultant performing the EIA study performed the consultation with the people
representatives of the neighbourhood townships, non-governmental organisations and
the local government bodies to assess the perception of the stake holders about the
project.
9.3.1 Meetings with local administrations
The consultation with the government departments related to the project was undertaken
by the EIA consultant during the field survey for the EIA study. The people interviewed
were the township officer at Kyauktaw, the forest officer at Kyauktaw, the jetty in charge
at Kyauktaw jetty, the port officer at Sittwe, the mayor of Sittwe, and the township officer
at Paletwa
As discussed with the local administrators in the project zone, people are looking forward
to the deep sea port being operational and they have a perception that it is going to
improve their trade opportunities. The people initially had an apprehension that since the
project construction is done by companies in India; operation of the port also will be
under the control of foreigners. The project owner has taken efforts to make awareness
that the port will be operated by Myanmar Port authorities once the construction is
complete.
Figure 95: A basket weaver in Paletwa
9.3 Results of Consultations
The details of the project and the environmental assessment were communicated
publicly by the project owner and the EIA consultant in their websites.
The consultant performing the EIA study performed the consultation with the people
representatives of the neighbourhood townships, non-governmental organisations and
the local government bodies to assess the perception of the stake holders about the
project.
9.3.1 Meetings with local administrations
The consultation with the government departments related to the project was undertaken
by the EIA consultant during the field survey for the EIA study. The people interviewed
were the township officer at Kyauktaw, the forest officer at Kyauktaw, the jetty in charge
at Kyauktaw jetty, the port officer at Sittwe, the mayor of Sittwe, and the township officer
at Paletwa
As discussed with the local administrators in the project zone, people are looking forward
to the deep sea port being operational and they have a perception that it is going to
improve their trade opportunities. The people initially had an apprehension that since the
project construction is done by companies in India; operation of the port also will be
under the control of foreigners. The project owner has taken efforts to make awareness
that the port will be operated by Myanmar Port authorities once the construction is
complete.
KMTT Project EIA/SIA Study Report and EMP 197
Name Location Department Designation
U Myo Thein Zaw Kyauktaw General Deputy Township Officer
U Than Lwin Kyauktaw Forest Forest Ranger
U Tun Zaw Kyauktaw Transport Jetty In-charge
Daw Awaine Chae Kyauktaw Agriculture Deputy Township Officer
U Kyaw Myo Naing Paletwa General Township Officer
U Htun Htay Sittwe Ports Port Officer
U Than Myint Sittwe General Mayor-Sittwe
Table 50: The list of local administrators met
The project construction has resulted in creation of jobs for the local people engaged as
labourers in construction work and transportation. The construction contractor has
provided their assistance to the local public in the form of monetary aid, lease of heavy
machinery, roofing and housing materials to the flood affected villagers, donation of
equipment to the public healthcare facilities in Sittwe and Paletwa.
9.3.2 Meetings with affected communities and people
The EIA consultant during the field surveys had detail interactions with the people
neighbourhood townships to assess the social impacts of the project. The team had
expert specialised in local language and customs to ensure smooth interaction.
Figure 96: Meeting with Secretary of Rakhine Rice Association, U Soe Khant
Name Location Department Designation
U Myo Thein Zaw Kyauktaw General Deputy Township Officer
U Than Lwin Kyauktaw Forest Forest Ranger
U Tun Zaw Kyauktaw Transport Jetty In-charge
Daw Awaine Chae Kyauktaw Agriculture Deputy Township Officer
U Kyaw Myo Naing Paletwa General Township Officer
U Htun Htay Sittwe Ports Port Officer
U Than Myint Sittwe General Mayor-Sittwe
Table 50: The list of local administrators met
The project construction has resulted in creation of jobs for the local people engaged as
labourers in construction work and transportation. The construction contractor has
provided their assistance to the local public in the form of monetary aid, lease of heavy
machinery, roofing and housing materials to the flood affected villagers, donation of
equipment to the public healthcare facilities in Sittwe and Paletwa.
9.3.2 Meetings with affected communities and people
The EIA consultant during the field surveys had detail interactions with the people
neighbourhood townships to assess the social impacts of the project. The team had
expert specialised in local language and customs to ensure smooth interaction.
Figure 96: Meeting with Secretary of Rakhine Rice Association, U Soe Khant
KMTT Project EIA/SIA Study Report and EMP 198
The meeting with the secretary of the Rakhine rice association, U Soe Khant which also
operate boats to Yangon and back was done on 8
th
September 2016 to understand the
perception of the businessmen and ship/boat operators in Sittwe. Currently the ships that
dock at Sittwe bring cement and take back agricultural produce or fishery products to
other ports. The recently improved roads have brought down the prices of transportation
between Sittwe and Kyauktaw and with the operation of the waterways; the cost of
commodities can further reduce.
The local businessmen look forward to the start of port operations to set up high
investment projects and industrial ventures near to the port.
Figure 97: Meeting with U Khin Maung Gree, Chairman of Green & Blue NGO
The EIA consultants also met with U Khin Maung Gree, Chairman of the NGO for
environmental conservation, Blue and Green Consultants. He is also a central committee
member of the Rakhine Nationalities Development Party (RNDP) and is a popular figure
in Rakhne state and Sittwe in particular.
The concerns raised by the affected parties
Blue and Green Consultants had expressed their concern about the possibility of change
in river flow due to the jetty construction and subsequent erosion and sedimentation on
the river banks. This concern was raised during the public meetings they had with the
project owner and contractor and they confirm that they were sufficiently explained about
the river flow changes and its effects up to their satisfaction.
The Blue and Green consultants and the Rakhine Rice Association had raised concern
about the port once operational, may be open exclusively for foreign companies,
specifically from India. They confirmed that the project owner has explained to them
The meeting with the secretary of the Rakhine rice association, U Soe Khant which also
operate boats to Yangon and back was done on 8
th
September 2016 to understand the
perception of the businessmen and ship/boat operators in Sittwe. Currently the ships that
dock at Sittwe bring cement and take back agricultural produce or fishery products to
other ports. The recently improved roads have brought down the prices of transportation
between Sittwe and Kyauktaw and with the operation of the waterways; the cost of
commodities can further reduce.
The local businessmen look forward to the start of port operations to set up high
investment projects and industrial ventures near to the port.
Figure 97: Meeting with U Khin Maung Gree, Chairman of Green & Blue NGO
The EIA consultants also met with U Khin Maung Gree, Chairman of the NGO for
environmental conservation, Blue and Green Consultants. He is also a central committee
member of the Rakhine Nationalities Development Party (RNDP) and is a popular figure
in Rakhne state and Sittwe in particular.
The concerns raised by the affected parties
Blue and Green Consultants had expressed their concern about the possibility of change
in river flow due to the jetty construction and subsequent erosion and sedimentation on
the river banks. This concern was raised during the public meetings they had with the
project owner and contractor and they confirm that they were sufficiently explained about
the river flow changes and its effects up to their satisfaction.
The Blue and Green consultants and the Rakhine Rice Association had raised concern
about the port once operational, may be open exclusively for foreign companies,
specifically from India. They confirmed that the project owner has explained to them
KMTT Project EIA/SIA Study Report and EMP 199
about the build and transfer method of the project which results in Myanmar Ports
Authority (MPA) having full control of the port.
The EIA consultants met with U Than Myint, the mayor of Sittwe town and a hotelier who
has chain of resorts and properties in Sittwe and Mrauk U. He explained that they are
looking forward to the deep sea port opening since they believe that the tourism sector
will have significant development and benefits from the project.
Figure 98: U Hla Maung, timber merchant from Kyauktaw
The EIA consultants met with U Hla Maung, a timber merchant and boat owner from
Kyauktaw. His business will be a direct beneficiary from the deep sea port operations in
Sittwe and is eagerly waiting for the project to be operational.
The EIA consultants met with Dr Thiri Aung, the National Project Coordinator for United
Nations Development Program (UNDP), in their Yangon office on 1
st
September 2016.
The UNDP team had completed projects related to socio economic progress and
governance in the project zone and provided valuable inputs about the conditions of the
people. They also assisted the EIA team with copy of the reports they had made during
their development projects in the region.
9.3.3 Presentation of the draft EIA report and the EMPs
The progress of the EIA study was communicated to the affected parties and the local
authorities by the EIA team and also their inputs were taken to draft the report. The EIA
report draft and the EMPs were presented to the representatives of the affected parties.
about the build and transfer method of the project which results in Myanmar Ports
Authority (MPA) having full control of the port.
The EIA consultants met with U Than Myint, the mayor of Sittwe town and a hotelier who
has chain of resorts and properties in Sittwe and Mrauk U. He explained that they are
looking forward to the deep sea port opening since they believe that the tourism sector
will have significant development and benefits from the project.
Figure 98: U Hla Maung, timber merchant from Kyauktaw
The EIA consultants met with U Hla Maung, a timber merchant and boat owner from
Kyauktaw. His business will be a direct beneficiary from the deep sea port operations in
Sittwe and is eagerly waiting for the project to be operational.
The EIA consultants met with Dr Thiri Aung, the National Project Coordinator for United
Nations Development Program (UNDP), in their Yangon office on 1
st
September 2016.
The UNDP team had completed projects related to socio economic progress and
governance in the project zone and provided valuable inputs about the conditions of the
people. They also assisted the EIA team with copy of the reports they had made during
their development projects in the region.
9.3.3 Presentation of the draft EIA report and the EMPs
The progress of the EIA study was communicated to the affected parties and the local
authorities by the EIA team and also their inputs were taken to draft the report. The EIA
report draft and the EMPs were presented to the representatives of the affected parties.
KMTT Project EIA/SIA Study Report and EMP 200
The executive summary was provided in Myanmar language and the explanation was
done in local language for better understanding.
The revised EIA reports and the EMPs were submitted in hard copies and electronic
formats to the following departments for their comments and suggestions. The
comments were reviewed and incorporated in the final report after discussions with these
departments.
The comments were raised mostly about the check points in the Environmental
management Plan for the effluent and waste control, spill control from barge accidents.
The scoping report and terms of reference used for the study had the spill control plan as
part of the waste management plan. However, as per the comments raised, a separate
EMP was made for the spill control from barge accidents and hull failures additional to
the waste management plan.
Sl No Organisation Name
1 Myanmar Port Authority, Myanmar
2 Directorate of Water Resources and Improvement of River Systems, Myanmar
3 Inland Water Transport, Myanmar
4 Inland water Authority of India, Directorate of Shipping, India
5 Indian Embassy, Yangon, Myanmar
6 ESSAR India Ltd, India
Table 51: The stakeholders that reviewed the EIA/SIA report
The executive summary was provided in Myanmar language and the explanation was
done in local language for better understanding.
The revised EIA reports and the EMPs were submitted in hard copies and electronic
formats to the following departments for their comments and suggestions. The
comments were reviewed and incorporated in the final report after discussions with these
departments.
The comments were raised mostly about the check points in the Environmental
management Plan for the effluent and waste control, spill control from barge accidents.
The scoping report and terms of reference used for the study had the spill control plan as
part of the waste management plan. However, as per the comments raised, a separate
EMP was made for the spill control from barge accidents and hull failures additional to
the waste management plan.
Sl No Organisation Name
1 Myanmar Port Authority, Myanmar
2 Directorate of Water Resources and Improvement of River Systems, Myanmar
3 Inland Water Transport, Myanmar
4 Inland water Authority of India, Directorate of Shipping, India
5 Indian Embassy, Yangon, Myanmar
6 ESSAR India Ltd, India
Table 51: The stakeholders that reviewed the EIA/SIA report
KMTT Project EIA/SIA Study Report and EMP 201
9.4 Further Ongoing Consultations
The Environmental Management plans will be communicated to local authorities and the
neighbouring projects in the area. The consultations with the other project developers
that include the other components of the Kaladan Multi modal transit transport project
and the industrial zone in Ponnagyun will be continuing to ensure adequate control over
the impacts.
9.5 Disclosure
The progress of the project as well as the EIA study was communicated to the affected
parties and the details were publicly posted in social media platforms of the EIA
consultant. The presentation was done in Myanmar language at Sittwe for the affected
parties as many people in Myanmar cannot follow English. The executive summary of all
reports, the scoping report, terms of reference and the draft EIA study report were in
Myanmar language.
The EIA report will be published for access to public in the websites of the project
developer, Government authorities related to the projects of both the countries and the
website of the EIA consultant.
9.4 Further Ongoing Consultations
The Environmental Management plans will be communicated to local authorities and the
neighbouring projects in the area. The consultations with the other project developers
that include the other components of the Kaladan Multi modal transit transport project
and the industrial zone in Ponnagyun will be continuing to ensure adequate control over
the impacts.
9.5 Disclosure
The progress of the project as well as the EIA study was communicated to the affected
parties and the details were publicly posted in social media platforms of the EIA
consultant. The presentation was done in Myanmar language at Sittwe for the affected
parties as many people in Myanmar cannot follow English. The executive summary of all
reports, the scoping report, terms of reference and the draft EIA study report were in
Myanmar language.
The EIA report will be published for access to public in the websites of the project
developer, Government authorities related to the projects of both the countries and the
website of the EIA consultant.
KMTT Project EIA/SIA Study Report and EMP 202
10.0 Conclusions and recommendations
The Port and Inland Waterway component of the Kaladan Multimodal Transit Transport
(KMTT) project is a major step in improving the shipping and transportation infrastructure
of the region. The project will result in overall economic growth of the region with creation
of direct and indirect jobs, improved transportation facilities and exporting options for the
people in the backward states, increased access to food and other essential
commodities and improvement of agriculture. Paletwa will be the only port in Chin State
and can contribute to its overall economic progress.
The project comes with some unavoidable negative impacts such as the depletion of
natural and national resources such as electricity and fossil fuels, & water, waste
generation, turbidity increase due to dredging, change in topography due to reclamation,
air and noise emissions, and possible fire break-out and barge accidents.
The construction contractor and the project owner has adequately monitored, measured
and controlled the impacts during the construction phase that is nearing completion. The
records reviewed and the tests of samples done during the EIA study confirms that the
construction has not resulted in contamination of the environment, destruction of
biodiversity, disruption to livelihood of people and communities, land acquisition and
resettlement and forced labour.
Recommended actions as per EMPs during the operational phase
Half yearly testing of the air quality, ground and surface water quality, noise levels,
soil from dredging by a recognized third party testing laboratory
Yearly audits to monitor the efficient use of electricity, fossil fuels and water
Reduce the port time and gross berth time for the ships calling the port
Ensure compliance to MARPOL 73/78 regulations for all the ships calling the port
Yearly audit of the preventive maintenance and the emergency preparedness
Third party classification of the IWT barges for their seaworthiness
Monthly safety audit of the fire protection system and the barges
Regular training for the staff at the ports, terminals and barges
To arrive at the final conclusions and opinion, MyAsia Consulting Co., Ltd carried out
review of the project documents, review of reports and technical documents published by
international organisations, field surveys and physical on site assessment of the project
site and interviewing the stakeholders. The assessment team confirm that the contents
of the report are true to best of their abilities and professional judgement and no
omissions or misstatements have been made. The consultant confirm that the
assessment was carried out using that degree of care and skill ordinarily exercised under
similar circumstances by members of the environmental assessment and auditing
profession.
Syju Alias,
EIA Specialist and Team Leader
MyAsia Consultant Co., Ltd, Myanmar
10.0 Conclusions and recommendations
The Port and Inland Waterway component of the Kaladan Multimodal Transit Transport
(KMTT) project is a major step in improving the shipping and transportation infrastructure
of the region. The project will result in overall economic growth of the region with creation
of direct and indirect jobs, improved transportation facilities and exporting options for the
people in the backward states, increased access to food and other essential
commodities and improvement of agriculture. Paletwa will be the only port in Chin State
and can contribute to its overall economic progress.
The project comes with some unavoidable negative impacts such as the depletion of
natural and national resources such as electricity and fossil fuels, & water, waste
generation, turbidity increase due to dredging, change in topography due to reclamation,
air and noise emissions, and possible fire break-out and barge accidents.
The construction contractor and the project owner has adequately monitored, measured
and controlled the impacts during the construction phase that is nearing completion. The
records reviewed and the tests of samples done during the EIA study confirms that the
construction has not resulted in contamination of the environment, destruction of
biodiversity, disruption to livelihood of people and communities, land acquisition and
resettlement and forced labour.
Recommended actions as per EMPs during the operational phase
Half yearly testing of the air quality, ground and surface water quality, noise levels,
soil from dredging by a recognized third party testing laboratory
Yearly audits to monitor the efficient use of electricity, fossil fuels and water
Reduce the port time and gross berth time for the ships calling the port
Ensure compliance to MARPOL 73/78 regulations for all the ships calling the port
Yearly audit of the preventive maintenance and the emergency preparedness
Third party classification of the IWT barges for their seaworthiness
Monthly safety audit of the fire protection system and the barges
Regular training for the staff at the ports, terminals and barges
To arrive at the final conclusions and opinion, MyAsia Consulting Co., Ltd carried out
review of the project documents, review of reports and technical documents published by
international organisations, field surveys and physical on site assessment of the project
site and interviewing the stakeholders. The assessment team confirm that the contents
of the report are true to best of their abilities and professional judgement and no
omissions or misstatements have been made. The consultant confirm that the
assessment was carried out using that degree of care and skill ordinarily exercised under
similar circumstances by members of the environmental assessment and auditing
profession.
Syju Alias,
EIA Specialist and Team Leader
MyAsia Consultant Co., Ltd, Myanmar
KMTT Project EIA/SIA Study Report and EMP 203
Appendix-A: Current Status of the Project Construction
Aerial View of the Sittwe Port and the IWT terminal
Port Facilities at Sittwe
PORT TERMINAL
IWT TERMINAL
Appendix-A: Current Status of the Project Construction
Aerial View of the Sittwe Port and the IWT terminal
Port Facilities at Sittwe
PORT TERMINAL
IWT TERMINAL
KMTT Project EIA/SIA Study Report and EMP 204
Port Office at Sittwe
IWT Office at Sittwe
Port Office at Sittwe
IWT Office at Sittwe
KMTT Project EIA/SIA Study Report and EMP 205
Electrical and Diesel Generator room at Sittwe
Canteen and Rest room at Sittwe
Electrical and Diesel Generator room at Sittwe
Canteen and Rest room at Sittwe
KMTT Project EIA/SIA Study Report and EMP 206
Covered Storage Shed-I at Sittwe
Covered Storage Shed-II at Sittwe
Covered Storage Shed-I at Sittwe
Covered Storage Shed-II at Sittwe
KMTT Project EIA/SIA Study Report and EMP 207
Covered storage shed-III at Sittwe
Overhead water tank at Sittwe
Covered storage shed-III at Sittwe
Overhead water tank at Sittwe
KMTT Project EIA/SIA Study Report and EMP 208
IWT Terminal at Paletwa
Jetty at Paletwa
IWT Terminal at Paletwa
Jetty at Paletwa
KMTT Project EIA/SIA Study Report and EMP 209
IWT Office at Paletwa
Crash barrier works in Paletwa jetty
IWT Office at Paletwa
Crash barrier works in Paletwa jetty
KMTT Project EIA/SIA Study Report and EMP 210
Electrical and Diesel Generator room in Paletwa
Canteen and rest room at Paletwa
Electrical and Diesel Generator room in Paletwa
Canteen and rest room at Paletwa
KMTT Project EIA/SIA Study Report and EMP 211
Supply of Equipment-10 Tonne ELL Crane (Anupam make)
Supply of Equipment-10 Tonne Mobile Crane (Escorts HK17)
Supply of Equipment-10 Tonne ELL Crane (Anupam make)
Supply of Equipment-10 Tonne Mobile Crane (Escorts HK17)
KMTT Project EIA/SIA Study Report and EMP 212
Supply of Equipment- 3 Tonne Forklifts (Godrej make)
Supply of Equipment- Tractors (Mahindra make)
Supply of Equipment- 3 Tonne Forklifts (Godrej make)
Supply of Equipment- Tractors (Mahindra make)
KMTT Project EIA/SIA Study Report and EMP 213
Appendix B: Profile of the specialists
Mr SYJU ALIAS
EIA Specialist and Climate change expert
+95 (0) 930399970, +91 (0) 9820723553 [email protected]
His expertise is in the field of operational excellence, quality, environment, and health-safety.
Currently, he works as Head of Assessments, Certifications and audits for MyAsia
Consulting Co Ltd in Myanmar. He also continues to work with Lloyd’s Register (UK) as
Lead Assessor (Lead Auditor) for Management system Certifications in India, Sri Lanka,
Thailand and Myanmar.
He has experience of managing projects across India, Sri Lanka, Thailand, Vietnam,
Indonesia, Bangladesh and Myanmar. He has completed Masters of Business
Administration (MBA) in Operations and project Management in 2004 from Cochin University
of Science & Technology (CUSAT) after graduating with Production Engineering (B-Tech
Production Engineering) in 2001, from University of Calicut.
PROFESSIONAL EXPERIENCE
Organization: MyAsia Consulting Co., Ltd, Yangon
Duration: From January 2014 to Present
Designation: Head- Management System Certifications and Assessments
Responsibilities:
Environmental Impact Assessments and Sustainability reporting
Consulting for implementation of ISO 9001, ISO 14001, OHSAS 18001, ISO 22000,
HACCP, BRC, GAP, GMP, ISO 14064 and ISO 50001
Verification of GHG inventories against ISO 14064 requirements.
Conducting Environment, Health, Safety and technical due diligence and audits
Sustainability Performance improvement through identification of abatement levers in
area of energy, GHG, water & waste
Organization: Lloyd’s Register Quality Assurance Ltd. (LRQA), Mumbai.
Duration: Dec 2008 – January 2014
Designation: Specialist - Climate Change & Sustainability Services
Responsibilities:
Project Management of more than 150 Green House Gas emission reduction CDM
projects on behalf of United Nations Frame work Convention on Climate Change
(UNFCCC)
Audit of more than 40 GHG/CDM projects on behalf of UNFCCC in the role of Team
Leader and team member
Validation of Environmental Impact Assessments and Sustainability
Assessment and certification of Industries for Quality, Environment and Safety
Standards
Assessment and Assurance of Corporate Social Responsibility (CSR) and
Sustainability Reports against GRI reporting guidelines applying AA1000AS
Appendix B: Profile of the specialists
Mr SYJU ALIAS
EIA Specialist and Climate change expert
+95 (0) 930399970, +91 (0) 9820723553 [email protected]
His expertise is in the field of operational excellence, quality, environment, and health-safety.
Currently, he works as Head of Assessments, Certifications and audits for MyAsia
Consulting Co Ltd in Myanmar. He also continues to work with Lloyd’s Register (UK) as
Lead Assessor (Lead Auditor) for Management system Certifications in India, Sri Lanka,
Thailand and Myanmar.
He has experience of managing projects across India, Sri Lanka, Thailand, Vietnam,
Indonesia, Bangladesh and Myanmar. He has completed Masters of Business
Administration (MBA) in Operations and project Management in 2004 from Cochin University
of Science & Technology (CUSAT) after graduating with Production Engineering (B-Tech
Production Engineering) in 2001, from University of Calicut.
PROFESSIONAL EXPERIENCE
Organization: MyAsia Consulting Co., Ltd, Yangon
Duration: From January 2014 to Present
Designation: Head- Management System Certifications and Assessments
Responsibilities:
Environmental Impact Assessments and Sustainability reporting
Consulting for implementation of ISO 9001, ISO 14001, OHSAS 18001, ISO 22000,
HACCP, BRC, GAP, GMP, ISO 14064 and ISO 50001
Verification of GHG inventories against ISO 14064 requirements.
Conducting Environment, Health, Safety and technical due diligence and audits
Sustainability Performance improvement through identification of abatement levers in
area of energy, GHG, water & waste
Organization: Lloyd’s Register Quality Assurance Ltd. (LRQA), Mumbai.
Duration: Dec 2008 – January 2014
Designation: Specialist - Climate Change & Sustainability Services
Responsibilities:
Project Management of more than 150 Green House Gas emission reduction CDM
projects on behalf of United Nations Frame work Convention on Climate Change
(UNFCCC)
Audit of more than 40 GHG/CDM projects on behalf of UNFCCC in the role of Team
Leader and team member
Validation of Environmental Impact Assessments and Sustainability
Assessment and certification of Industries for Quality, Environment and Safety
Standards
Assessment and Assurance of Corporate Social Responsibility (CSR) and
Sustainability Reports against GRI reporting guidelines applying AA1000AS
KMTT Project EIA/SIA Study Report and EMP 214
Sustainability Performance improvement through identification of abatement levers in
area of energy, GHG, water & waste
Countries worked in: India, Vietnam and Sri Lanka
Sectors worked in: Renewable Energy (Wind/Solar/Hydro/Biomass), Iron/Steel
industry, Waste Heat Recovery, Municipal Solid Waste, Landfill gas recovery.
Organization: Bureau Veritas, Mumbai.
Duration: From December 2006 to Dec 2008
Designation: Assessor and Verifier-Green House Gases (GHG) mitigation projects and
certifications
Responsibilities:
Onsite assessment of GHG mitigation projects
Validation, verification of CDM projects and technical reporting of the same
Assessment and certification of Industries for Quality, Environment and Safety
Standards
Organization: SGS India Pvt Ltd, Mumbai
Duration: From Dec 2005 to Dec 2006
Designation: Inspection Engineer
Responsibilities:
Onsite Inspection of equipment and components for Oil & Gas and Power & Energy
sector
Assessment and certification of Industries for Quality, Environment and Safety
Standards
Inspections of pressure vessels, Turbine blades, guide vents/wicket gates,
Transformers, Generators and Submersible pumps
Organization: JK Industries Limited, Tyres Division, Mysore
Duration: From May 2004 to Dec 2005.
Designation: Executive-Product Development
Responsibilities:
Product Engineer for truck radial tyres in Kerala-Southern Region
Inspection and claim analysis in the truck radial Tyres division.
Market research & product development for new innovative products
Competitor tracking and market segmentation studies for Business Intelligence
ACADEMIC QUALIFICATIONS:
B-Tech in Production Engineering from Government Engineering College, Thrissur, Calicut
University, Kerala State, India (1997-2001)
MBA in Operations & Marketing from CUSAT, Cochin University of Science & Technology,
Kerala State, India (2002-04)
Sustainability Performance improvement through identification of abatement levers in
area of energy, GHG, water & waste
Countries worked in: India, Vietnam and Sri Lanka
Sectors worked in: Renewable Energy (Wind/Solar/Hydro/Biomass), Iron/Steel
industry, Waste Heat Recovery, Municipal Solid Waste, Landfill gas recovery.
Organization: Bureau Veritas, Mumbai.
Duration: From December 2006 to Dec 2008
Designation: Assessor and Verifier-Green House Gases (GHG) mitigation projects and
certifications
Responsibilities:
Onsite assessment of GHG mitigation projects
Validation, verification of CDM projects and technical reporting of the same
Assessment and certification of Industries for Quality, Environment and Safety
Standards
Organization: SGS India Pvt Ltd, Mumbai
Duration: From Dec 2005 to Dec 2006
Designation: Inspection Engineer
Responsibilities:
Onsite Inspection of equipment and components for Oil & Gas and Power & Energy
sector
Assessment and certification of Industries for Quality, Environment and Safety
Standards
Inspections of pressure vessels, Turbine blades, guide vents/wicket gates,
Transformers, Generators and Submersible pumps
Organization: JK Industries Limited, Tyres Division, Mysore
Duration: From May 2004 to Dec 2005.
Designation: Executive-Product Development
Responsibilities:
Product Engineer for truck radial tyres in Kerala-Southern Region
Inspection and claim analysis in the truck radial Tyres division.
Market research & product development for new innovative products
Competitor tracking and market segmentation studies for Business Intelligence
ACADEMIC QUALIFICATIONS:
B-Tech in Production Engineering from Government Engineering College, Thrissur, Calicut
University, Kerala State, India (1997-2001)
MBA in Operations & Marketing from CUSAT, Cochin University of Science & Technology,
Kerala State, India (2002-04)
KMTT Project EIA/SIA Study Report and EMP 215
PROFESSIONAL QUALIFICATIONS:
IRCA registered Lead auditor from LRQA in December 2015 for ISO 9001:2015
IRCA registered Lead Auditor training from LRQA in March 2013 for ISO 9001:2008
Level of assurance and Materiality course in CSR assurance / ISO 14064 on 15-16
January 2013 at LRQA, Mumbai
Lead Verifier and Validator training from LRQA in Sep 2009 for Data Information
Verification analysis (DIVA) for Environmental, Social and Corporate Assessment
and reporting
IRCA registered Lead Auditor training from LRQA in Dec 2008 for ISO 14001:2004
IRCA registered Lead Auditor training from Bureau Veritas in Aug 2007 for ISO
9001:2000
Auditor training from Bureau Veritas in January 2007 for ISO 22000 and HACCP
PROFESSIONAL QUALIFICATIONS:
IRCA registered Lead auditor from LRQA in December 2015 for ISO 9001:2015
IRCA registered Lead Auditor training from LRQA in March 2013 for ISO 9001:2008
Level of assurance and Materiality course in CSR assurance / ISO 14064 on 15-16
January 2013 at LRQA, Mumbai
Lead Verifier and Validator training from LRQA in Sep 2009 for Data Information
Verification analysis (DIVA) for Environmental, Social and Corporate Assessment
and reporting
IRCA registered Lead Auditor training from LRQA in Dec 2008 for ISO 14001:2004
IRCA registered Lead Auditor training from Bureau Veritas in Aug 2007 for ISO
9001:2000
Auditor training from Bureau Veritas in January 2007 for ISO 22000 and HACCP
KMTT Project EIA/SIA Study Report and EMP 216
Dr MON MYAT
Jetty, Port & Terminal Management and Water quality expert
+95 (0) 9798155771, [email protected]
His expertise is in the field of jetty, port and terminal management, agriculture and livestock
management and water treatment and environmental management. Currently, he works as
EIA consultant for Impact Assessments for MyAsia Consulting Co Ltd in Myanmar. He also
continues to work with Wai International Development Co., Ltd as Executive director for the
waste water treatment, sanitation and management.
His has completed his graduation in Veterinary medical Science and Animal Husbandry and
holds diplomas in International law and business law along with a diploma in English
language.
PROFESSIONAL EXPERIENCE
Organization: MyAsia Consulting Co., Ltd
Duration: From June 2014 to Present
Designation: EIA consultant-Impact Assessments
Responsibilities:
Specialist for EIA/SIA projects as consultant for water and soil quality, jetty, ports,
agriculture, fisheries and livestock expert
Consultant for implementation of environmental management systems in industrial units
and food processing units
Interpreter for Myanmar language and local customs during public consultation meetings
in the Social impact assessments
Organization: Wai International Development Co., Ltd
Duration: From February 2013 to Present
Designation: Executive Director
Responsibilities:
Management of Primus solutions, Water sanitation and waste water treatment and
management wing
Advisor for Water quality analysis and treatment system designs
Dr MON MYAT
Jetty, Port & Terminal Management and Water quality expert
+95 (0) 9798155771, [email protected]
His expertise is in the field of jetty, port and terminal management, agriculture and livestock
management and water treatment and environmental management. Currently, he works as
EIA consultant for Impact Assessments for MyAsia Consulting Co Ltd in Myanmar. He also
continues to work with Wai International Development Co., Ltd as Executive director for the
waste water treatment, sanitation and management.
His has completed his graduation in Veterinary medical Science and Animal Husbandry and
holds diplomas in International law and business law along with a diploma in English
language.
PROFESSIONAL EXPERIENCE
Organization: MyAsia Consulting Co., Ltd
Duration: From June 2014 to Present
Designation: EIA consultant-Impact Assessments
Responsibilities:
Specialist for EIA/SIA projects as consultant for water and soil quality, jetty, ports,
agriculture, fisheries and livestock expert
Consultant for implementation of environmental management systems in industrial units
and food processing units
Interpreter for Myanmar language and local customs during public consultation meetings
in the Social impact assessments
Organization: Wai International Development Co., Ltd
Duration: From February 2013 to Present
Designation: Executive Director
Responsibilities:
Management of Primus solutions, Water sanitation and waste water treatment and
management wing
Advisor for Water quality analysis and treatment system designs
KMTT Project EIA/SIA Study Report and EMP 217
Organization: Myanmar Economic Holding Ltd
Duration: From March 2005 to February 2013
Designation: General Manager
Responsibilities:
Jetty, boats and trucks management of the Asia Prosperity Manufacturing Co Ltd
Management of the fishmeal factory operations including the purchase of raw material,
production, recruitment, and business development
Consulting the Dairy cattle farm (650 cattle) and the feed mill and condensed milk factory
Consultant to the sugarcane and corn plantations of Myanmar Economic Holding Ltd
Academic Qualification
Bachelor of Veterinary Science / Vet. Science & Animal Husbandry (BVS)from Institute
of Animal Husbandry & Veterinary Science (1982-1991)
Diploma in English (Dip. In Eng.) from Yangon university (2001-2002)
Diploma in Business Law (DBL) from Yangon University (2002-2003)
Diploma in International Law (DIL) from Yangon University (2004-2005)
Memberships and affiliations
Member of the Republic of the union of Myanmar Federation of Chambers of Commerce and
Industry (UMFCCI)
Member of the Myanmar Veterinary Association and Myanmar Veterinary Council
Organization: Myanmar Economic Holding Ltd
Duration: From March 2005 to February 2013
Designation: General Manager
Responsibilities:
Jetty, boats and trucks management of the Asia Prosperity Manufacturing Co Ltd
Management of the fishmeal factory operations including the purchase of raw material,
production, recruitment, and business development
Consulting the Dairy cattle farm (650 cattle) and the feed mill and condensed milk factory
Consultant to the sugarcane and corn plantations of Myanmar Economic Holding Ltd
Academic Qualification
Bachelor of Veterinary Science / Vet. Science & Animal Husbandry (BVS)from Institute
of Animal Husbandry & Veterinary Science (1982-1991)
Diploma in English (Dip. In Eng.) from Yangon university (2001-2002)
Diploma in Business Law (DBL) from Yangon University (2002-2003)
Diploma in International Law (DIL) from Yangon University (2004-2005)
Memberships and affiliations
Member of the Republic of the union of Myanmar Federation of Chambers of Commerce and
Industry (UMFCCI)
Member of the Myanmar Veterinary Association and Myanmar Veterinary Council
KMTT Project EIA/SIA Study Report and EMP 218
VP Kuriakose
Construction and Architecture Expert
+91 9895956705 e-mail: [email protected]
---------------------------------------------------------------------------------------------------------------------
He is experienced in the field of in design, construction, and project management of
commercial and infrastructure projects. Currently, he is working as the Managing Director of
Magic Pen Architects and Builders, Calicut, India after retiring from public works department
in the government sector after more than 30 years of service overseeing irrigation and hydro
projects in the state of Goa in India.
Professional Positions
2008 till present Managing Director of Magic Pen Architects and Builders, Calicut,
India
2014 till present Technical consultant to MyAsia Consulting Co Ltd for construction
projects
1976 to 2008 Public Works Department-Hydropower and Irrigation,
Government of Goa, India
Educational qualification
1967 Diploma in Civil Engineering from Calicut University, India
Major Consulting Project Experience
Construction supervision of various dams, bunds, irrigation canals and other related public
works in the state of Goa, India in the period from 1976 to 2008
Construction of Shopping mall with more than 70,000 square feet in Thamarassery, Calicut
India for City Group
Construction of St George Syrian Orthodox Church and parish hall in Puthuppady, Calicut,
India
Construction of St Mary’s Dialysis Centre and Hospital in Calicut, India
Construction of Thamarassery recreation Club and badminton centre, Calicut, India
VP Kuriakose
Construction and Architecture Expert
+91 9895956705 e-mail: [email protected]
---------------------------------------------------------------------------------------------------------------------
He is experienced in the field of in design, construction, and project management of
commercial and infrastructure projects. Currently, he is working as the Managing Director of
Magic Pen Architects and Builders, Calicut, India after retiring from public works department
in the government sector after more than 30 years of service overseeing irrigation and hydro
projects in the state of Goa in India.
Professional Positions
2008 till present Managing Director of Magic Pen Architects and Builders, Calicut,
India
2014 till present Technical consultant to MyAsia Consulting Co Ltd for construction
projects
1976 to 2008 Public Works Department-Hydropower and Irrigation,
Government of Goa, India
Educational qualification
1967 Diploma in Civil Engineering from Calicut University, India
Major Consulting Project Experience
Construction supervision of various dams, bunds, irrigation canals and other related public
works in the state of Goa, India in the period from 1976 to 2008
Construction of Shopping mall with more than 70,000 square feet in Thamarassery, Calicut
India for City Group
Construction of St George Syrian Orthodox Church and parish hall in Puthuppady, Calicut,
India
Construction of St Mary’s Dialysis Centre and Hospital in Calicut, India
Construction of Thamarassery recreation Club and badminton centre, Calicut, India
KMTT Project EIA/SIA Study Report and EMP 219
Lyju Elias
Meteorology, Hydrology, Oceanography and Dredging Expert
++91 976942195 e-mail: [email protected]
---------------------------------------------------------------------------------------------------------------------
He is experienced in the field of Meteorology, Climatology and hydrology having experience
in dredging and oceanography from Indian Navy now working as a consultant for
environmental impact and the feasibility studies of marine and inland water projects.
Professional Positions
2001-2016 Indian Navy
No Unit Duration Duties carried out
01 INS Rajali, Arakkonam,
Tamil Nadu, India
2002-2007 Meteorological Observer
In-charge, Climatology Section
02 Indian Naval Academy,
Ezhimala, Kerala, India
2007-2009 Instructor Meteorology
In-charge, Meteorology Section
In-charge, Training Office
03 Deputed to India
Meteorological Department,
MoES, New Delhi
2009-2010 Member of the Core Forecasting
Team for Common Wealth Games
2010
04 Integrated Headquarters of
the Ministry of Defence
(Navy), New Delhi
2010-2012 In-charge, Met Budget
In-charge, Procurement Projects
Divisional Petty Officer (HR)
05 INS Viraat, Aircraft Carrier 2012-2014 In-charge, Fire & Safety
In-charge, Meteorological Forecasting
Conduct of Educational Exams
Divisional Petty Officer
06 Headquarters, Western
Naval Command, Mumbai
2014-2016 Assistant Command Public Relations
Office (PRO)
In-charge, Met Budget & procurement
In-charge, Fire & Safety
Divisional Chief
Lyju Elias
Meteorology, Hydrology, Oceanography and Dredging Expert
++91 976942195 e-mail: [email protected]
---------------------------------------------------------------------------------------------------------------------
He is experienced in the field of Meteorology, Climatology and hydrology having experience
in dredging and oceanography from Indian Navy now working as a consultant for
environmental impact and the feasibility studies of marine and inland water projects.
Professional Positions
2001-2016 Indian Navy
No Unit Duration Duties carried out
01 INS Rajali, Arakkonam,
Tamil Nadu, India
2002-2007 Meteorological Observer
In-charge, Climatology Section
02 Indian Naval Academy,
Ezhimala, Kerala, India
2007-2009 Instructor Meteorology
In-charge, Meteorology Section
In-charge, Training Office
03 Deputed to India
Meteorological Department,
MoES, New Delhi
2009-2010 Member of the Core Forecasting
Team for Common Wealth Games
2010
04 Integrated Headquarters of
the Ministry of Defence
(Navy), New Delhi
2010-2012 In-charge, Met Budget
In-charge, Procurement Projects
Divisional Petty Officer (HR)
05 INS Viraat, Aircraft Carrier 2012-2014 In-charge, Fire & Safety
In-charge, Meteorological Forecasting
Conduct of Educational Exams
Divisional Petty Officer
06 Headquarters, Western
Naval Command, Mumbai
2014-2016 Assistant Command Public Relations
Office (PRO)
In-charge, Met Budget & procurement
In-charge, Fire & Safety
Divisional Chief
KMTT Project EIA/SIA Study Report and EMP 220
Educational qualification
B-Sc-Mathematics Bachelor of Science from Madras University, India
Dip-Meteorology
Diploma in Meteorology from the Cochin University of Science and
Technology in First Class with Distinction
Professional and Technical Qualifications:
Numerical Weather Prediction Course from Indian Air Force Centre for Numerical
Weather Prediction, New Delhi
Synergie Onsite Training Course by Meteo France International
Meteorological Instrument Servicing and Maintenance Course from India Meteorological
Department
Leadership Course by Indian Navy with distinction
Diploma in Security & Banking (DSB) from Cardinals Educational Society, Hyderabad
with ‘A’ grade
Secured above 80% marks in all my professional and Promotion based courses
conducted by the Indian Navy
Educational qualification
B-Sc-Mathematics Bachelor of Science from Madras University, India
Dip-Meteorology
Diploma in Meteorology from the Cochin University of Science and
Technology in First Class with Distinction
Professional and Technical Qualifications:
Numerical Weather Prediction Course from Indian Air Force Centre for Numerical
Weather Prediction, New Delhi
Synergie Onsite Training Course by Meteo France International
Meteorological Instrument Servicing and Maintenance Course from India Meteorological
Department
Leadership Course by Indian Navy with distinction
Diploma in Security & Banking (DSB) from Cardinals Educational Society, Hyderabad
with ‘A’ grade
Secured above 80% marks in all my professional and Promotion based courses
conducted by the Indian Navy
3/26/2018 Implementation of the Kaladan Multi Modal Transit Transport Project in Myanmar at the Revised Cost Estimate of Rs 2904.04 Crore
http://pib.nic.in/newsite/PrintRelease.aspx?relid=128699 1/2
Print
XClose
14-October-2015 14:00 IST
Press Information Bureau
Government of India
Cabinet
Implementation of the Kaladan Multi Modal Transit Transport Project in Myanmar at
the Revised Cost Estimate of Rs 2904.04 Crore
The Union Cabinet chaired by the Prime Minister Shri Narendra Modi, today gave
its approval for the Revised Cost Estimate (RCE) of Rs.2904.04 crores for the
Kaladan Multi Modal Transit Transport Project in Myanmar.
The project will provide an alternate access route to the North-Eastern region of
India and contribute towards the region's economic development. Being a key
connectivity project, it will promote economic, commercial and strategic links
between India and Myanmar.
Background:
The Kaladan Multi Modal Transit Transport Project was jointly identified by the
India and Myanmar to create a multi-modal mode of transport for shipment of
cargo from the eastern ports of India to Myanmar as well as to the North-Eastern
part of India through Myanmar. This project, which will connect Sittwe Port in
Myanmar to the India-Myanmar border, is expected to contribute to the economic
development of the North-Eastern States of India, by opening up the sea route
for the products. It also provides a strategic link to the North-East, thereby
reducing pressure on the Siliguri Corridor. In the absence of an alternate route,
the development of this project not only serves the economic, commercial and
strategic interests of India, but also contributes to the development of Myanmar,
and its economic integration with India. Since the project is of political and
strategic significance, it was decided to execute it through India's grant assistance
http://pib.nic.in/newsite/PrintRelease.aspx?relid=128699 1/2
XClose
14-October-2015 14:00 IST
Press Information Bureau
Government of India
Cabinet
Implementation of the Kaladan Multi Modal Transit Transport Project in Myanmar at
the Revised Cost Estimate of Rs 2904.04 Crore
The Union Cabinet chaired by the Prime Minister Shri Narendra Modi, today gave
its approval for the Revised Cost Estimate (RCE) of Rs.2904.04 crores for the
Kaladan Multi Modal Transit Transport Project in Myanmar.
The project will provide an alternate access route to the North-Eastern region of
India and contribute towards the region's economic development. Being a key
connectivity project, it will promote economic, commercial and strategic links
between India and Myanmar.
Background:
The Kaladan Multi Modal Transit Transport Project was jointly identified by the
India and Myanmar to create a multi-modal mode of transport for shipment of
cargo from the eastern ports of India to Myanmar as well as to the North-Eastern
part of India through Myanmar. This project, which will connect Sittwe Port in
Myanmar to the India-Myanmar border, is expected to contribute to the economic
development of the North-Eastern States of India, by opening up the sea route
for the products. It also provides a strategic link to the North-East, thereby
reducing pressure on the Siliguri Corridor. In the absence of an alternate route,
the development of this project not only serves the economic, commercial and
strategic interests of India, but also contributes to the development of Myanmar,
and its economic integration with India. Since the project is of political and
strategic significance, it was decided to execute it through India's grant assistance
3/26/2018 Implementation of the Kaladan Multi Modal Transit Transport Project in Myanmar at the Revised Cost Estimate of Rs 2904.04 Crore
http://pib.nic.in/newsite/PrintRelease.aspx?relid=128699 2/2
to Myanmar.
Following preparation of the Detailed Project Reports (DPR) for the waterways
component comprising Port and Inland Waterways Terminal (IWT) in April 2003
and the road component in March 2005, M/s RITES Limited, a Public Sector
Undertaking under the Ministry of Railways, suggested a waterway route from
Sittwe Port to Kaletwa (225 kms) along the Kaladan River and thereafter a
roadway from Kaletwa to the India-Myanmar border (62 kms). The Cabinet
approved the project at a cost of Rs. 535.91 crores in its meeting held in March
2008.
*****
NW/AKT/SH
http://pib.nic.in/newsite/PrintRelease.aspx?relid=128699 2/2
to Myanmar.
Following preparation of the Detailed Project Reports (DPR) for the waterways
component comprising Port and Inland Waterways Terminal (IWT) in April 2003
and the road component in March 2005, M/s RITES Limited, a Public Sector
Undertaking under the Ministry of Railways, suggested a waterway route from
Sittwe Port to Kaletwa (225 kms) along the Kaladan River and thereafter a
roadway from Kaletwa to the India-Myanmar border (62 kms). The Cabinet
approved the project at a cost of Rs. 535.91 crores in its meeting held in March
2008.
*****
NW/AKT/SH
3/26/2018 India-Myanmar Kaladan Multimodal Transportation Project in progress - Xinhua | English.news.cn
http://www.xinhuanet.com/english/2017-07/01/c_136409635.htm 1/3
Monday, March 26, 2018
Editions
India-Myanmar Kaladan Multimodal
Transportation Project in progress
Source: Xinhua| 2017-07-01 16:42:00|Editor: Song Lifang
By Feng Yingqiu
YANGON, July 1 (Xinhua) -- Six cargo vessels donated by India have
been transferred to the Myanmar side over the past two days as part of
the joint Myanmar-India Kaladan Multimodal Transportation Project.
Handed over by India at the Sittway Port in Myanmar's western Rakhine
state, the six cargo vessels, worth 81.29 million U.S. dollars, are in
readiness to transport goods and passengers along the river.
Dredging will be underway for the heavy vessels to embark at the port
which will accommodate goods from Rakhine and other states at the end
of this year.
The 45-meter-long and 9.5 meter-wide vessels, each having a cargo
capacity of 300 tons, were built at Dala, Dagon Seikkan and Dawbon
dockyards in Yangon.
Meanwhile, two industrial zones will also be built in Haka and Paletwa in
Chin state next year by the Chin state government as part of the Kaladan
project.
The 480-million-U.S. dollar Kaladan project is being implemented in three
phases with the first phase including construction of Sittway Deep
Seaport and Paletwa Jetty, dredging the Kaladan waterway and
construction of six vessels, while the second phase covers construction
of 109 km-long road to link Paletwa with the border region and the third
phase comprises construction of a 60-km highway between Laungtalai,
India's Mizoram State and Myanmar's Chin state.
According to officials, the completion of waterway and highway project
passing through Myanmar's Rakhine and Chin states would help support
Xi pledges firm
commitment to
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Monday, March 26, 2018
Editions
India-Myanmar Kaladan Multimodal
Transportation Project in progress
Source: Xinhua| 2017-07-01 16:42:00|Editor: Song Lifang
By Feng Yingqiu
YANGON, July 1 (Xinhua) -- Six cargo vessels donated by India have
been transferred to the Myanmar side over the past two days as part of
the joint Myanmar-India Kaladan Multimodal Transportation Project.
Handed over by India at the Sittway Port in Myanmar's western Rakhine
state, the six cargo vessels, worth 81.29 million U.S. dollars, are in
readiness to transport goods and passengers along the river.
Dredging will be underway for the heavy vessels to embark at the port
which will accommodate goods from Rakhine and other states at the end
of this year.
The 45-meter-long and 9.5 meter-wide vessels, each having a cargo
capacity of 300 tons, were built at Dala, Dagon Seikkan and Dawbon
dockyards in Yangon.
Meanwhile, two industrial zones will also be built in Haka and Paletwa in
Chin state next year by the Chin state government as part of the Kaladan
project.
The 480-million-U.S. dollar Kaladan project is being implemented in three
phases with the first phase including construction of Sittway Deep
Seaport and Paletwa Jetty, dredging the Kaladan waterway and
construction of six vessels, while the second phase covers construction
of 109 km-long road to link Paletwa with the border region and the third
phase comprises construction of a 60-km highway between Laungtalai,
India's Mizoram State and Myanmar's Chin state.
According to officials, the completion of waterway and highway project
passing through Myanmar's Rakhine and Chin states would help support
Xi pledges firm
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systems"
President Xi attends
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anniversary
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better transport and trade between the regional countries.
Myanmar and India signed the contract on Kaladan Multimodal
Transportation Project in 2008.
According to official statistics, India's investment in Myanmar amounted
to 739.705 million U.S. dollars.
Annual bilateral trade between the two countries reached 1.743 billion
dollars as of the near-end of the fiscal year 2016-17, of which Myanmar's
export to India stood at 865.948 million dollars, while its import from India
represented 877.052 million dollars.
In addition to the existing border trade zones operational in Tamu and
Reed, the two countries are discussing to open one more trade zone
each in Htantalan in Myanmar's western Chin State and in Pan Khwar,
Mizoram State in India.
KEY WORDS: Transportation
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better transport and trade between the regional countries.
Myanmar and India signed the contract on Kaladan Multimodal
Transportation Project in 2008.
According to official statistics, India's investment in Myanmar amounted
to 739.705 million U.S. dollars.
Annual bilateral trade between the two countries reached 1.743 billion
dollars as of the near-end of the fiscal year 2016-17, of which Myanmar's
export to India stood at 865.948 million dollars, while its import from India
represented 877.052 million dollars.
In addition to the existing border trade zones operational in Tamu and
Reed, the two countries are discussing to open one more trade zone
each in Htantalan in Myanmar's western Chin State and in Pan Khwar,
Mizoram State in India.
KEY WORDS: Transportation
YOU MAY LIKE
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Fishing boats
parade held to
celebrate 20th
anniv. of HK's
return to
motherland
China, Kyrgyzstan
hold anti-terror drill
in Xinjiang
In pics: woodblock
movable type
printing in C China
Muslims celebrate
Eid al-Fitr
worldwide
India donates cargo vessels to Myanmar to support transport project
Myanmar deregisters outdated public transport vehicles in Yangon
Myanmar, Cambodia to launch joint tourism action plan
Myanmar announces 10 prioritized areas for investment
3/26/2018 Kaladan Movement - About the Kaladan Multi-Modal Transit Transport Project
http://www.kaladanmovement.org/index.php/about-the-kaladan-multi-modal-transit-transport-project 1/5
(/)
(/index.php/enews-letter/user/modify)
About the Kaladan Multi-Modal Transit Transport Project
Print (/index.php/about-the-kaladan-multi-modal-transit-transport-project?tmpl=component&print=1) Email
(/index.php/component/mailto/?tmpl=component&template=t3_blank&link=d66c59d39e03c8746e12e5798a185e9109119a68)
The Kaladan Multi-Modal Transit Transport Project (hereafter “Kaladan Project”) will connect India’s eastern seaport of Kolkata with its
landlocked northeastern state of Mizoram by traversing Arakan and Chin States in Burma through a newly constructed river and highway
transport system.
The project was conceived by the Indian government as a means to develop a trade route between its mainland and Northeast Region,
and as a key element of its “Look East Policy.” The Indian government expects the Kaladan Project to lead to increased economic linkages
with Burma and the rest of Southeast Asia. The original plan conceptualized the Kaladan Project as a pre-cursor to establishing a gas
pipeline along the same route.
The financing for the entire Project - currently estimated at US $214 million - is being provided through the Indian Ministry of External
Affairs (MEA).
In April 2008, Burma and India signed a foundational agreement titled the “Framework Agreement between the Government of the
Republic of India and the Government of the Union of Myanmar for the construction and operation of a multi-modal transit transport
facility on Kaladan River connecting the Site-tway port in Myanmar with the state of Mizoram in India.”
Since the Framework Agreement work has progressed sporadically, and the Project is expected to be fully operational by 2015.
Approximately one million people live along the Kaladan river, the majority of who are dependent on the river for their livelihoods: as a
fishing-ground, a means of transport, and a source of water for irrigation and household consumption.
The Kaladan Project construction can be conceptualized as four major Phases:
Phase One is the construction of jetties and a port facility at Site-tway in Arakan State to accommodate large cargo ships. The Inland
Waterways Authority of India and ESSAR Projects Ltd. are the implementing partners, and the estimated completion date is June 2014.
Phase Two is the dredging and widening of stretches of the Kaladan river into a 160 km inland waterway transport system for cargo ships,
including the construction of a port and transshipment terminal at Paletwa Town in Chin State. The Inland Waterways Authority of India
and ESSAR Projects Ltd. are the implementing partners, and the estimated completion date is June 2014.
Phase Three is the construction of a 130 km two-lane highway from Paletwa Town to the Burma-India border crossing at
MyeikWa/Lomasu. The exact route of the highway on the Burma side is not known as the revised Detailed Project Report has never been
made public. The Burma Ministry of Construction and an as yet unnamed Burmese construction company - widely expected to be Max
http://www.kaladanmovement.org/index.php/about-the-kaladan-multi-modal-transit-transport-project 1/5
(/)
(/index.php/enews-letter/user/modify)
About the Kaladan Multi-Modal Transit Transport Project
Print (/index.php/about-the-kaladan-multi-modal-transit-transport-project?tmpl=component&print=1) Email
(/index.php/component/mailto/?tmpl=component&template=t3_blank&link=d66c59d39e03c8746e12e5798a185e9109119a68)
The Kaladan Multi-Modal Transit Transport Project (hereafter “Kaladan Project”) will connect India’s eastern seaport of Kolkata with its
landlocked northeastern state of Mizoram by traversing Arakan and Chin States in Burma through a newly constructed river and highway
transport system.
The project was conceived by the Indian government as a means to develop a trade route between its mainland and Northeast Region,
and as a key element of its “Look East Policy.” The Indian government expects the Kaladan Project to lead to increased economic linkages
with Burma and the rest of Southeast Asia. The original plan conceptualized the Kaladan Project as a pre-cursor to establishing a gas
pipeline along the same route.
The financing for the entire Project - currently estimated at US $214 million - is being provided through the Indian Ministry of External
Affairs (MEA).
In April 2008, Burma and India signed a foundational agreement titled the “Framework Agreement between the Government of the
Republic of India and the Government of the Union of Myanmar for the construction and operation of a multi-modal transit transport
facility on Kaladan River connecting the Site-tway port in Myanmar with the state of Mizoram in India.”
Since the Framework Agreement work has progressed sporadically, and the Project is expected to be fully operational by 2015.
Approximately one million people live along the Kaladan river, the majority of who are dependent on the river for their livelihoods: as a
fishing-ground, a means of transport, and a source of water for irrigation and household consumption.
The Kaladan Project construction can be conceptualized as four major Phases:
Phase One is the construction of jetties and a port facility at Site-tway in Arakan State to accommodate large cargo ships. The Inland
Waterways Authority of India and ESSAR Projects Ltd. are the implementing partners, and the estimated completion date is June 2014.
Phase Two is the dredging and widening of stretches of the Kaladan river into a 160 km inland waterway transport system for cargo ships,
including the construction of a port and transshipment terminal at Paletwa Town in Chin State. The Inland Waterways Authority of India
and ESSAR Projects Ltd. are the implementing partners, and the estimated completion date is June 2014.
Phase Three is the construction of a 130 km two-lane highway from Paletwa Town to the Burma-India border crossing at
MyeikWa/Lomasu. The exact route of the highway on the Burma side is not known as the revised Detailed Project Report has never been
made public. The Burma Ministry of Construction and an as yet unnamed Burmese construction company - widely expected to be Max
3/26/2018 Kaladan Movement - About the Kaladan Multi-Modal Transit Transport Project
http://www.kaladanmovement.org/index.php/about-the-kaladan-multi-modal-transit-transport-project 2/5
Myanmar
Group of
Companies based on the previous plan - will be the implementing partners for the road construction in Paletwa Township, and the
estimated completion date is 2015.
Phase Four is the construction of a 100 km two-lane highway in Mizoram State from Lomasu to Lawngtlai, at which point it will connect
with the existing Indian National Highway #54. Phase four also includes the construction of a Land Customs Station at Zorinpui in Mizoram
State. The Ministry for Development of North Eastern Region, the Mizoram State Public Works Department and local contractors Ram Dayal
Sharma and ARSS-Atlanta will be the implementing partners, and the estimated completion date is early 2014.
http://www.kaladanmovement.org/index.php/about-the-kaladan-multi-modal-transit-transport-project 2/5
Myanmar
Group of
Companies based on the previous plan - will be the implementing partners for the road construction in Paletwa Township, and the
estimated completion date is 2015.
Phase Four is the construction of a 100 km two-lane highway in Mizoram State from Lomasu to Lawngtlai, at which point it will connect
with the existing Indian National Highway #54. Phase four also includes the construction of a Land Customs Station at Zorinpui in Mizoram
State. The Ministry for Development of North Eastern Region, the Mizoram State Public Works Department and local contractors Ram Dayal
Sharma and ARSS-Atlanta will be the implementing partners, and the estimated completion date is early 2014.
3/26/2018 Kaladan Multi Modal Transit Transport Project- IASPOINT
https://academy.gktoday.in/article/kaladan-multi-modal-transit-transport/ 1/7
|
Kaladan Multi Modal Transit Transport Project
First Published: November 28, 2015 | Last Updated:January
8, 2018
In October 2015, the Union Cabinet has approved the
Revised Cost Estimate (RCE) of Rs.2904 Crores for Kaladan
Multi Modal Transit Transport project. The completion of
KMTT project will play a major role in economic
development of the North-East India and it will improve the
bilateral relations between India and Myanmar.
Contents [hide]
India’s Infrastructure Projects in Myanmar
Multimodal Transport
Funding
Construction
How Cargo will move?
Advantages
Issues
Current Status
India’s Infrastructure Projects in Myanmar
India has committed several infrastructure projects in
Myanmar – for example Tamanthi and Shwezaye
hydropower projects; Shwe oil and natural gas ?elds, which
Indian companies are involved in operating; and the Kaladan
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https://academy.gktoday.in/article/kaladan-multi-modal-transit-transport/ 1/7
|
Kaladan Multi Modal Transit Transport Project
First Published: November 28, 2015 | Last Updated:January
8, 2018
In October 2015, the Union Cabinet has approved the
Revised Cost Estimate (RCE) of Rs.2904 Crores for Kaladan
Multi Modal Transit Transport project. The completion of
KMTT project will play a major role in economic
development of the North-East India and it will improve the
bilateral relations between India and Myanmar.
Contents [hide]
India’s Infrastructure Projects in Myanmar
Multimodal Transport
Funding
Construction
How Cargo will move?
Advantages
Issues
Current Status
India’s Infrastructure Projects in Myanmar
India has committed several infrastructure projects in
Myanmar – for example Tamanthi and Shwezaye
hydropower projects; Shwe oil and natural gas ?elds, which
Indian companies are involved in operating; and the Kaladan
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3/26/2018 Kaladan Multi Modal Transit Transport Project- IASPOINT
https://academy.gktoday.in/article/kaladan-multi-modal-transit-transport/ 2/7
Multi-Modal Transport (KMMT). KMTT is largest and most
strategically important Indian investment in Myanmar.
Multimodal Transport
KMTT is essentially a multi-modal transport project having
three different stretches involving shipping, Inland Water
and road transport stretches. The longest among them is
Shipping segment from Kolkata to Sittwe port in Myanmar.
These stretches are shown in below table:
Funding
Government of India is funding this project and this is an
important investment of India in its neighbourhood.
Construction
The project was approved by Union Cabinet in 2008 and
initial investment was estimated to be Rs. 536 Crore.
Construction for KMTT began in 2010. The construction
had three general phases viz.
Dredging and modernizing the port at Sittwe in
Myanmar
Dredging sections of the Kaladan River to allow for
larger ships to pass
Linking Paletwa by road to the Indian state of Mizoram.
The third phase mentioned above would provide the
isolated northeast a second point of entry in addition to the
Siliguri Corridor.
How Cargo will move?
The cargo will start from Kolkata port and reach Sittwe port
in Myanmar by ship. The Sittwe Port would be linked to
Lashio (also in Maynmar) via the Kaladan river transport
route. Lashio would be connected to Mizoram via road
transport (National Highway 54).
https://academy.gktoday.in/article/kaladan-multi-modal-transit-transport/ 2/7
Multi-Modal Transport (KMMT). KMTT is largest and most
strategically important Indian investment in Myanmar.
Multimodal Transport
KMTT is essentially a multi-modal transport project having
three different stretches involving shipping, Inland Water
and road transport stretches. The longest among them is
Shipping segment from Kolkata to Sittwe port in Myanmar.
These stretches are shown in below table:
Funding
Government of India is funding this project and this is an
important investment of India in its neighbourhood.
Construction
The project was approved by Union Cabinet in 2008 and
initial investment was estimated to be Rs. 536 Crore.
Construction for KMTT began in 2010. The construction
had three general phases viz.
Dredging and modernizing the port at Sittwe in
Myanmar
Dredging sections of the Kaladan River to allow for
larger ships to pass
Linking Paletwa by road to the Indian state of Mizoram.
The third phase mentioned above would provide the
isolated northeast a second point of entry in addition to the
Siliguri Corridor.
How Cargo will move?
The cargo will start from Kolkata port and reach Sittwe port
in Myanmar by ship. The Sittwe Port would be linked to
Lashio (also in Maynmar) via the Kaladan river transport
route. Lashio would be connected to Mizoram via road
transport (National Highway 54).
3/26/2018 Kaladan Multi Modal Transit Transport Project- IASPOINT
https://academy.gktoday.in/article/kaladan-multi-modal-transit-transport/ 3/7
When completed, the KMTT will shorten the current time
taken to transport goods from Kolkata to Mizoram by three-
four days, and the distance by around 950 km. This is the
reason that KMMT for Mizoram and India, is called as
“Future gateway to South East Asia”.
Advantages
Once completed, the KMMT would allow goods from
eastern Indian ports such as Kolkata to reach India’s north-
eastern states more cheaply. The KMMT would also
enhance economic ties between coastal Indian urban hubs
and the Myanmar economy, an attractive prospect for India
as Myanmar’s 60 million people begin to consume more
foreign goods. It will also serve as cornerstone of India’s
“Look East Policy” aiming to expand India’s economic and
political in?uence in Southeast Asia.
Issues
Challenged by nature, people and bureaucracy, the KMTT
project is running at least two years behind schedule. One
issue is of cost overruns and delays. Further, Myanmar is
planning to construct hydro-electric projects on the
tributaries of the Kaladan River, which might affect the
project. Further, the project also faces a challenge from the
so called “Kaladan Movement“, which is an alliance of civil
society groups in Myanmar. This movement is demanding for
wider transparency and accountability in the project.
Though the project will also help Myanmar by providing
much needed transport access to the Chin and Arakan
states of Myanmar, the local issues such as forcible land
acquisition, environmental concerns, cultural heritage and
other such issues have tried to derail the project many times.
Current Status
In October 2015, the Indian Government has approved
revised cost estimate of Rs. 2,904 crore for KMTT. The
project is likely to be completed by end of 2016.
https://academy.gktoday.in/article/kaladan-multi-modal-transit-transport/ 3/7
When completed, the KMTT will shorten the current time
taken to transport goods from Kolkata to Mizoram by three-
four days, and the distance by around 950 km. This is the
reason that KMMT for Mizoram and India, is called as
“Future gateway to South East Asia”.
Advantages
Once completed, the KMMT would allow goods from
eastern Indian ports such as Kolkata to reach India’s north-
eastern states more cheaply. The KMMT would also
enhance economic ties between coastal Indian urban hubs
and the Myanmar economy, an attractive prospect for India
as Myanmar’s 60 million people begin to consume more
foreign goods. It will also serve as cornerstone of India’s
“Look East Policy” aiming to expand India’s economic and
political in?uence in Southeast Asia.
Issues
Challenged by nature, people and bureaucracy, the KMTT
project is running at least two years behind schedule. One
issue is of cost overruns and delays. Further, Myanmar is
planning to construct hydro-electric projects on the
tributaries of the Kaladan River, which might affect the
project. Further, the project also faces a challenge from the
so called “Kaladan Movement“, which is an alliance of civil
society groups in Myanmar. This movement is demanding for
wider transparency and accountability in the project.
Though the project will also help Myanmar by providing
much needed transport access to the Chin and Arakan
states of Myanmar, the local issues such as forcible land
acquisition, environmental concerns, cultural heritage and
other such issues have tried to derail the project many times.
Current Status
In October 2015, the Indian Government has approved
revised cost estimate of Rs. 2,904 crore for KMTT. The
project is likely to be completed by end of 2016.
3/26/2018 Kaladan Multi-Modal Transit Transport Project | Ministry of Development of North Eastern Region, North East India
http://www.mdoner.gov.in/content/introduction-1 1/5
Skip to Main ContentScreen Reader Access िही
Search..
Kaladan Multi-Modal Transit Transport
Project
Status Note- 25.04.2014
Kaladan Multimodal Transit Transport Project.
1. Ministry of External Affairs (MEA), Govt. of India
entered into a Framework Agreement with the Govt. of
Myanmar in April 2008 to facilitate implementation of the
project. The Framework Agreement is based on a
Detailed Project Report (DPR) for development of the
Multimodal Transit Transport system to the North Eastern
states through Myanmar prepared by Indian Consultant
M/s RITES during 2003. The transit route envisaged
between Kolkata (nearest Indian port / commercial hub)
and Mizoram as per the current implementation
programme (after revision of the DPR for Port & Inland
Water Transport components by Inland Waterways
Authority of India in 2009) comprises of following
segments.
Stretch
Mode Distance
(1) Kolkata to Sittwe port in Myanmar
Shipping 539 km
(2) Sittwe to Paletwa Inland Water
Transport (IWT) 158 km
(River Kaladan)
(3) Paletwa to Indo-Myanmar Border Road
110 km
(in Myanmar)
(4) Border to NH.54 (Lawngtlai)
Road 100 km
(in India)
(http://www.mdoner.gov.in/print/content/introduction-1)
INFRASTRUC
GENERAL
ROADS
RAILWAYS
CIVIL
AVIATION
INLAND
WATERWAYS
Inland
Waterways
in NER
Kaladan
Multi-
Modal
Transit
Transport
Project
Indo-
Bangladesh
Protocol
on Inland
Water
Transit &
Trade
Developmen
of Potential
Waterways
Maps
TELECOMMU
http://www.mdoner.gov.in/content/introduction-1 1/5
Skip to Main ContentScreen Reader Access िही
Search..
Kaladan Multi-Modal Transit Transport
Project
Status Note- 25.04.2014
Kaladan Multimodal Transit Transport Project.
1. Ministry of External Affairs (MEA), Govt. of India
entered into a Framework Agreement with the Govt. of
Myanmar in April 2008 to facilitate implementation of the
project. The Framework Agreement is based on a
Detailed Project Report (DPR) for development of the
Multimodal Transit Transport system to the North Eastern
states through Myanmar prepared by Indian Consultant
M/s RITES during 2003. The transit route envisaged
between Kolkata (nearest Indian port / commercial hub)
and Mizoram as per the current implementation
programme (after revision of the DPR for Port & Inland
Water Transport components by Inland Waterways
Authority of India in 2009) comprises of following
segments.
Stretch
Mode Distance
(1) Kolkata to Sittwe port in Myanmar
Shipping 539 km
(2) Sittwe to Paletwa Inland Water
Transport (IWT) 158 km
(River Kaladan)
(3) Paletwa to Indo-Myanmar Border Road
110 km
(in Myanmar)
(4) Border to NH.54 (Lawngtlai)
Road 100 km
(in India)
(http://www.mdoner.gov.in/print/content/introduction-1)
INFRASTRUC
GENERAL
ROADS
RAILWAYS
CIVIL
AVIATION
INLAND
WATERWAYS
Inland
Waterways
in NER
Kaladan
Multi-
Modal
Transit
Transport
Project
Indo-
Bangladesh
Protocol
on Inland
Water
Transit &
Trade
Developmen
of Potential
Waterways
Maps
TELECOMMU
3/26/2018 Kaladan Multi-Modal Transit Transport Project | Ministry of Development of North Eastern Region, North East India
http://www.mdoner.gov.in/content/introduction-1 2/5
The connectivity between mainland India and
Sittwe (Myanmar) could as well be with any other port on
the Indian coast.
2. Inland Waterways Authority of India (IWAI) is the
Project Development Consultant (PDC) appointed by the
MEA in March 2009 for implementation of the Port & IWT
components - the stretch (2) mentioned in para.1 above.
M/s Essar Projects India Limited, Mumbai is the main
Contractor for these components appointed by MEA in
April 2010. The Contract value is Rs. 342 crores.
Agreement was signed in the month of May 2010.
3. PRINCIPAL PROJECT COMPONENTS
(a) Port & IWT components
Construction of an integrated Port & Inland Water
Transport (IWT) terminal at Sittwe including
Dredging.
Development of navigational channel along river
Kaladan from Sittwe to Paletwa (158 km).
Construction of an IWT - Highway transhipment
terminal at Paletwa.
Construction of 6 IWT barges (300 Ton capacity) for
transportation of cargo between Sittwe and Paletwa.
(b) Highway component
Construction of a highway from Paletwa to India-
Myanmar border for 110 kms. [Agency (M/s. IRCON)
to execute Road component being arranged by MEA]
4. IMPLEMENTATION FRAMEWORK
MEA is the nodal agency on Indian side
Ministry of Foreign Affairs (MFA) is the nodal agency
on the Myanmar side.
Framework Agreement and two protocols (Protocol on
Transit Transport and Protocol on maintenance)
signed by the two sides on 2
nd
April 2008.
ABOUT
MINISTRY
INFRASTRUCTURE
ABOUT
NORTH EAST
POWER
http://www.mdoner.gov.in/content/introduction-1 2/5
The connectivity between mainland India and
Sittwe (Myanmar) could as well be with any other port on
the Indian coast.
2. Inland Waterways Authority of India (IWAI) is the
Project Development Consultant (PDC) appointed by the
MEA in March 2009 for implementation of the Port & IWT
components - the stretch (2) mentioned in para.1 above.
M/s Essar Projects India Limited, Mumbai is the main
Contractor for these components appointed by MEA in
April 2010. The Contract value is Rs. 342 crores.
Agreement was signed in the month of May 2010.
3. PRINCIPAL PROJECT COMPONENTS
(a) Port & IWT components
Construction of an integrated Port & Inland Water
Transport (IWT) terminal at Sittwe including
Dredging.
Development of navigational channel along river
Kaladan from Sittwe to Paletwa (158 km).
Construction of an IWT - Highway transhipment
terminal at Paletwa.
Construction of 6 IWT barges (300 Ton capacity) for
transportation of cargo between Sittwe and Paletwa.
(b) Highway component
Construction of a highway from Paletwa to India-
Myanmar border for 110 kms. [Agency (M/s. IRCON)
to execute Road component being arranged by MEA]
4. IMPLEMENTATION FRAMEWORK
MEA is the nodal agency on Indian side
Ministry of Foreign Affairs (MFA) is the nodal agency
on the Myanmar side.
Framework Agreement and two protocols (Protocol on
Transit Transport and Protocol on maintenance)
signed by the two sides on 2
nd
April 2008.
ABOUT
MINISTRY
INFRASTRUCTURE
ABOUT
NORTH EAST
POWER
3/26/2018 Kaladan Multi-Modal Transit Transport Project | Ministry of Development of North Eastern Region, North East India
http://www.mdoner.gov.in/content/introduction-1 3/5
Article 4 of the Framework Agreement provides for
appointment of a Project Development Consultant
(PDC).
Inland Waterways Authority of India (IWAI) has been
appointed as the PDC vide agreement dated
19.3.2009 between MEA and IWAI. The responsibility
of IWAI as PDC is at present for implementation of
the Port & IWT components.
5. RESPONSIBILITIES OF PDC
Preparation for selection of main contractor for Port
& IWT components (Agency to execute Road
component being arranged by MEA)
Construction supervision and overall project
management of Port & IWT components.
Co-ordination / Liaison between nodal agencies and
Contractors for Port & IWT component
6. Construction of integrated Port cum IWT jetty at
Sittwe is substantially completed. IWAI is performing the
overall project management and quality control for which
it has also engaged M/s URS Scott Wilson India Pvt. Ltd,
Gurgaon as its Supervision Consultant (appointed by
IWAI through tendering). The item wise present physical
progress are mentioned below:-
Sittwe :-
Reclamation of land for backup facilities – 96%
completed
Construction of Rubble mounted Dyke -85%
completed.
The Approach Jetty for both the Port & IWT Jetty –
100% completed..
Main Jetty piling work for both the Port & IWT – 100%
completed
Pre-cast concrete works for IWT & Port Jetty at
Sittwe - 100% completed.
Quantity of 10.6 Lakhs Cu.m.( Total quantity 12.0
lakhs Cu.m), which is about 90% of the dredging at
Sittwe port area has been completed.
http://www.mdoner.gov.in/content/introduction-1 3/5
Article 4 of the Framework Agreement provides for
appointment of a Project Development Consultant
(PDC).
Inland Waterways Authority of India (IWAI) has been
appointed as the PDC vide agreement dated
19.3.2009 between MEA and IWAI. The responsibility
of IWAI as PDC is at present for implementation of
the Port & IWT components.
5. RESPONSIBILITIES OF PDC
Preparation for selection of main contractor for Port
& IWT components (Agency to execute Road
component being arranged by MEA)
Construction supervision and overall project
management of Port & IWT components.
Co-ordination / Liaison between nodal agencies and
Contractors for Port & IWT component
6. Construction of integrated Port cum IWT jetty at
Sittwe is substantially completed. IWAI is performing the
overall project management and quality control for which
it has also engaged M/s URS Scott Wilson India Pvt. Ltd,
Gurgaon as its Supervision Consultant (appointed by
IWAI through tendering). The item wise present physical
progress are mentioned below:-
Sittwe :-
Reclamation of land for backup facilities – 96%
completed
Construction of Rubble mounted Dyke -85%
completed.
The Approach Jetty for both the Port & IWT Jetty –
100% completed..
Main Jetty piling work for both the Port & IWT – 100%
completed
Pre-cast concrete works for IWT & Port Jetty at
Sittwe - 100% completed.
Quantity of 10.6 Lakhs Cu.m.( Total quantity 12.0
lakhs Cu.m), which is about 90% of the dredging at
Sittwe port area has been completed.
3/26/2018 Kaladan Multi-Modal Transit Transport Project | Ministry of Development of North Eastern Region, North East India
http://www.mdoner.gov.in/content/introduction-1 4/5
Construction of backup facilities structures (Port
Office, IWT Office, Covered Storage, Electrical &
Generator room, Canteen/rest room etc.) is in
progress.
Construction of 6 Nos. of Barges 300 T capacity each
has started in March 2013 and is in progress at
Yangon through IWT, Govt. of Myanmar, who is the
sub- contractor for this component.
Construction of Drain (additional item) – 100%
completed.
Paletwa :-
Construction work of IWT terminal has started in April
2013
Major part of earthwork & excavation work is
completed.
The Approach Jetty pile work – 100% completed
Main Jetty piling work – 100 % completed
Backup facility works is in progress.
Pre-Dredging survey work for 3 Nos. of Shoal area
(Total 6 Nos. of Shoals) was completed in October
2013.
CSD Dredgers of M/s. DWIR, Govt. of Myanmar (Sub-
contractor for River dredging work) was Mobilised in
the month of February 2014 and Dredging at Paletwa
Shoal is under progress
7. The construction activities at Sittwe in Myanmar
started in December 2010. As on date, the physical
progress achieved is 79% (approx.) and financial
progress is 65% (approx.) i.e Rs. 224 crores has been
recorded till date. Original time schedule for completion
of this component was till June 2013 which has now
been extended till June 2014 due to delay in handing
over of land at Sittwe & Paletwa, custom clearances &
other approvals by Govt. of Myanmar. All items of works
under this component are progressing well.
8. The construction of stretch / component of road in
Myanmar is being arranged by MEA and it will have a
separate Project Development Consultant. The Border to
NH.54 (Lawngtlai) Road on Indian side in Mizoram is in
progress and under the overall control of Ministry of
Road Transport and Highways, Govt. of India.
http://www.mdoner.gov.in/content/introduction-1 4/5
Construction of backup facilities structures (Port
Office, IWT Office, Covered Storage, Electrical &
Generator room, Canteen/rest room etc.) is in
progress.
Construction of 6 Nos. of Barges 300 T capacity each
has started in March 2013 and is in progress at
Yangon through IWT, Govt. of Myanmar, who is the
sub- contractor for this component.
Construction of Drain (additional item) – 100%
completed.
Paletwa :-
Construction work of IWT terminal has started in April
2013
Major part of earthwork & excavation work is
completed.
The Approach Jetty pile work – 100% completed
Main Jetty piling work – 100 % completed
Backup facility works is in progress.
Pre-Dredging survey work for 3 Nos. of Shoal area
(Total 6 Nos. of Shoals) was completed in October
2013.
CSD Dredgers of M/s. DWIR, Govt. of Myanmar (Sub-
contractor for River dredging work) was Mobilised in
the month of February 2014 and Dredging at Paletwa
Shoal is under progress
7. The construction activities at Sittwe in Myanmar
started in December 2010. As on date, the physical
progress achieved is 79% (approx.) and financial
progress is 65% (approx.) i.e Rs. 224 crores has been
recorded till date. Original time schedule for completion
of this component was till June 2013 which has now
been extended till June 2014 due to delay in handing
over of land at Sittwe & Paletwa, custom clearances &
other approvals by Govt. of Myanmar. All items of works
under this component are progressing well.
8. The construction of stretch / component of road in
Myanmar is being arranged by MEA and it will have a
separate Project Development Consultant. The Border to
NH.54 (Lawngtlai) Road on Indian side in Mizoram is in
progress and under the overall control of Ministry of
Road Transport and Highways, Govt. of India.
3/26/2018 Kaladan Multi-modal Transit Transport Project. – IAS Current Affairs
https://iascurrentaffairsbyamityadav.wordpress.com/2016/12/11/kaladan-multi-modal-transit-transport-project/ 1/3
IAS Current Affairs
by Amit Yadav
Kaladan Multi-modal Transit Transport Project.
December 11, 2016· Er. Amit Yadav
Kaladan Multi-modal Transit Transport Project.
♢ The project will connect the Kolkata seaport to Siwe deep sea-port in Myanmar by sea, then from
Siwe to Paletwa (in Myanmar) through Kaladan river via boat route then from Paletwa to Mizoram via
roadways.
(hps://iascurrentaffairsbyamityadav.files.wordpress.com/2016/12/detailed-route-of-kaladan-multi-
modal-transit-transport-project-copy.jpg)
Kaladan Multi-modal Transit Transport Project. Credits: defenceforumindia.com
## Utility
https://iascurrentaffairsbyamityadav.wordpress.com/2016/12/11/kaladan-multi-modal-transit-transport-project/ 1/3
IAS Current Affairs
by Amit Yadav
Kaladan Multi-modal Transit Transport Project.
December 11, 2016· Er. Amit Yadav
Kaladan Multi-modal Transit Transport Project.
♢ The project will connect the Kolkata seaport to Siwe deep sea-port in Myanmar by sea, then from
Siwe to Paletwa (in Myanmar) through Kaladan river via boat route then from Paletwa to Mizoram via
roadways.
(hps://iascurrentaffairsbyamityadav.files.wordpress.com/2016/12/detailed-route-of-kaladan-multi-
modal-transit-transport-project-copy.jpg)
Kaladan Multi-modal Transit Transport Project. Credits: defenceforumindia.com
## Utility
3/26/2018 Kaladan Multi-modal Transit Transport Project. – IAS Current Affairs
https://iascurrentaffairsbyamityadav.wordpress.com/2016/12/11/kaladan-multi-modal-transit-transport-project/ 2/3
The N-E states are landlocked & the only route to N-E states in India is via Siliguri corridor (also known
as Chicken’s neck) which is very narrow. The main aim of the project is to provide beer connectivity &
faster transportation of goods to N-E states from Kolkata via Myanmar.
## Why multi-modal?
It is a multi-modal transport (or combined transport) project i.e. it involves sea route, boat route & road
transport.
Multi-modal transport = involves more than two means of transportation.
♡ Ministry of External Affairs, MEA is the nodal agency for the project.
With Great Love,
Er. Amit Yadav
hp://www.stayfoolish.in (hp://www.stayfoolish.in)
BLOG AT WORDPRESS.COM.
Report this ad
Report this adAdvertisements
https://iascurrentaffairsbyamityadav.wordpress.com/2016/12/11/kaladan-multi-modal-transit-transport-project/ 2/3
The N-E states are landlocked & the only route to N-E states in India is via Siliguri corridor (also known
as Chicken’s neck) which is very narrow. The main aim of the project is to provide beer connectivity &
faster transportation of goods to N-E states from Kolkata via Myanmar.
## Why multi-modal?
It is a multi-modal transport (or combined transport) project i.e. it involves sea route, boat route & road
transport.
Multi-modal transport = involves more than two means of transportation.
♡ Ministry of External Affairs, MEA is the nodal agency for the project.
With Great Love,
Er. Amit Yadav
hp://www.stayfoolish.in (hp://www.stayfoolish.in)
BLOG AT WORDPRESS.COM.
Report this ad
Report this adAdvertisements
3/26/2018 ASEAN-India Convergence: The Geostrategic Realities | The Diplomat
https://thediplomat.com/2018/01/asean-india-convergence-the-geostrategic-realities/ 1/2
age Credit: Flickr/Narendra Modi
ASEAN-India Convergence: The Geostrategic Realities
The closer ties between the two sides are occurring in the context of wider regional changes.
Leaders of the ten Association of Southeast Asian Nations (ASEAN) are in India for the 69th Republic Day celebrations. This is
the first time that India has hosted more than one head of state or government as guest of honor for its Republic Day events.
The fact that the ten leaders are in India together reflect India’s growing strategic profile and also the increasing strategic
convergence between India and Southeast Asia. India and ASEAN are celebrating 25 years of their partnership and 15 years of
their summit engagements. The two sides have grown a lot closer in the last decade, primarily driven by the China factor, but
questions still remain as to whether India has the will and capacity to make a strategic difference in Southeast Asia.
India’s current Act East Policy (AEP) was launched by Prime Minister Narendra Modi at the East Asia Summit in 2014. This
policy had its origins in an earlier initiative, the Look East Policy pronounced by Indian Prime Minister Narasimha Rao in
1992, which had a particular focus on economic and cultural relations. However, China’s continuing aggressive posturing,
especially with regard to the South China Sea, has driven Southeast Asia closer to India. Increasing numbers of security
dialogues, political consultations, joint military exercises and training between the two sides are a reflection of the growing
strategic partnership.
Enjoying this article? Click here to subscribe for full access. Just $5 a month.
Creating physical regional connectivity has been of specific interest to India and the ASEAN countries, especially Thailand and
Myanmar. The trilateral highway involving the three countries as well as the Kaladan multi-modal transit and transport
project are examples. However, they are also a reminder that projects that began with good intentions have not gone very far.
While the Modi government has given them a fresh impetus, the lack of progress on infrastructure projects has created
negative perceptions about India’s overall wherewithal to undertake and deliver on large projects.
Trade and economic interactions between India and ASEAN have grown in the last two decades, from $2 billion in 1992 to $12
billion in 2002 and around $76 billion today. While this is fairly impressive, ASEAN-China trade is many times larger than
trade with India.
Also, the more pressing interest between the two sides has to do with the emerging Asian strategic order and the respective
roles for India and Southeast Asia in it. India and Southeast Asia have an interest in developing a free and inclusive regional
architecture. The idea of an open and free Indo-Pacific has been articulated by India several times. For this, ASEAN’s role as a
By Rajeswari Pillai Rajagopalan
January 26, 2018
https://thediplomat.com/2018/01/asean-india-convergence-the-geostrategic-realities/ 1/2
age Credit: Flickr/Narendra Modi
ASEAN-India Convergence: The Geostrategic Realities
The closer ties between the two sides are occurring in the context of wider regional changes.
Leaders of the ten Association of Southeast Asian Nations (ASEAN) are in India for the 69th Republic Day celebrations. This is
the first time that India has hosted more than one head of state or government as guest of honor for its Republic Day events.
The fact that the ten leaders are in India together reflect India’s growing strategic profile and also the increasing strategic
convergence between India and Southeast Asia. India and ASEAN are celebrating 25 years of their partnership and 15 years of
their summit engagements. The two sides have grown a lot closer in the last decade, primarily driven by the China factor, but
questions still remain as to whether India has the will and capacity to make a strategic difference in Southeast Asia.
India’s current Act East Policy (AEP) was launched by Prime Minister Narendra Modi at the East Asia Summit in 2014. This
policy had its origins in an earlier initiative, the Look East Policy pronounced by Indian Prime Minister Narasimha Rao in
1992, which had a particular focus on economic and cultural relations. However, China’s continuing aggressive posturing,
especially with regard to the South China Sea, has driven Southeast Asia closer to India. Increasing numbers of security
dialogues, political consultations, joint military exercises and training between the two sides are a reflection of the growing
strategic partnership.
Enjoying this article? Click here to subscribe for full access. Just $5 a month.
Creating physical regional connectivity has been of specific interest to India and the ASEAN countries, especially Thailand and
Myanmar. The trilateral highway involving the three countries as well as the Kaladan multi-modal transit and transport
project are examples. However, they are also a reminder that projects that began with good intentions have not gone very far.
While the Modi government has given them a fresh impetus, the lack of progress on infrastructure projects has created
negative perceptions about India’s overall wherewithal to undertake and deliver on large projects.
Trade and economic interactions between India and ASEAN have grown in the last two decades, from $2 billion in 1992 to $12
billion in 2002 and around $76 billion today. While this is fairly impressive, ASEAN-China trade is many times larger than
trade with India.
Also, the more pressing interest between the two sides has to do with the emerging Asian strategic order and the respective
roles for India and Southeast Asia in it. India and Southeast Asia have an interest in developing a free and inclusive regional
architecture. The idea of an open and free Indo-Pacific has been articulated by India several times. For this, ASEAN’s role as a
By Rajeswari Pillai Rajagopalan
January 26, 2018
3/26/2018 ASEAN-India Convergence: The Geostrategic Realities | The Diplomat
https://thediplomat.com/2018/01/asean-india-convergence-the-geostrategic-realities/ 2/2
regional institution and that of individual member states such as Singapore and Indonesia are significant. The absence of an
overarching comprehensive regional architecture remains a possible agenda for both sides to work on.
Asia has also become a lot more complex strategically because of a couple of different factors. The obvious one is the
perception of U.S. decline and withdrawal. Though much exaggerated – the United States still remains the world’s largest
economy and has the world’s most advanced and capable military, indeed the only one with a global reach – such perceptions
have driven increasing insecurity in the region. Despite President Donald Trump’s rhetoric, his administration is illustrating
signs of greater activism and engagement, as witnessed in the newly released U.S. National Defense Strategy. But how the
region will react still remains to be seen.
A less obvious factor is Russia. How Russia positions itself in the coming years to the new Asian dynamics will have some
implications for Asian and global balance of power. As Russia’s strategic engagements with China become stronger, Moscow’s
role becomes more complicated. Russia sells weapons to Southeast Asian countries such as Malaysia and Vietnam but this
could be affected by Russia’s concern about not offending China. That would further increase the anxiety in the region, as will
Russia’s growing military relationships with China, including naval exercises, and Moscow’s increasing propensity to side with
China in international disputes. Even its seemingly neutral position can be seen as implicitly supporting China, the stronger
party in the dispute.
Given these uncertainties and new dynamics, there are some opportunities for India to shape Asian geostrategy. Indian
political leaders as well as those from the foreign affairs bureaucracy have articulated the need to see the emergence of an
Asian strategic order that is not dominated by one single power but this still needs to be affected beyond the rhetoric. As of
now, the gap between Indian declarations and its capacity is likely to limit how influential India will be, the symbolism of the
Republic Day parade aside.
https://thediplomat.com/2018/01/asean-india-convergence-the-geostrategic-realities/ 2/2
regional institution and that of individual member states such as Singapore and Indonesia are significant. The absence of an
overarching comprehensive regional architecture remains a possible agenda for both sides to work on.
Asia has also become a lot more complex strategically because of a couple of different factors. The obvious one is the
perception of U.S. decline and withdrawal. Though much exaggerated – the United States still remains the world’s largest
economy and has the world’s most advanced and capable military, indeed the only one with a global reach – such perceptions
have driven increasing insecurity in the region. Despite President Donald Trump’s rhetoric, his administration is illustrating
signs of greater activism and engagement, as witnessed in the newly released U.S. National Defense Strategy. But how the
region will react still remains to be seen.
A less obvious factor is Russia. How Russia positions itself in the coming years to the new Asian dynamics will have some
implications for Asian and global balance of power. As Russia’s strategic engagements with China become stronger, Moscow’s
role becomes more complicated. Russia sells weapons to Southeast Asian countries such as Malaysia and Vietnam but this
could be affected by Russia’s concern about not offending China. That would further increase the anxiety in the region, as will
Russia’s growing military relationships with China, including naval exercises, and Moscow’s increasing propensity to side with
China in international disputes. Even its seemingly neutral position can be seen as implicitly supporting China, the stronger
party in the dispute.
Given these uncertainties and new dynamics, there are some opportunities for India to shape Asian geostrategy. Indian
political leaders as well as those from the foreign affairs bureaucracy have articulated the need to see the emergence of an
Asian strategic order that is not dominated by one single power but this still needs to be affected beyond the rhetoric. As of
now, the gap between Indian declarations and its capacity is likely to limit how influential India will be, the symbolism of the
Republic Day parade aside.
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·
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