FINAL ENVIRONMENTAL IMPACT ASSESSMENT REPORT
For Expansion of Lucknow Airport in respect of Construction of New Integrated Terminal Building and Allied Facilities at Lucknow, Uttar Pradesh.
Project Proponent: Airports Authority of India, Lucknow
Environment Consultant: Greencindia Consulting Private
Limited
PAGE
1
RISK ASSESSMENT
RISK ASSESSMENT
Risk analysis (RA) deals with the identification and quantification of risks of the airport equipment/ facilities
and airport personnel and nearby human being who may get exposed to accidents resulting from the
hazards at the airport.
Risk analysis and risk assessment provides details on Risk Assessment techniques used to determine risk
posed to people who work inside or live near hazardous facilities, and to aid in preparing effective
emergency response plans by delineating a Disaster Management Plan (DMP).
Hence, RA is an invaluable method for making informed risk based process safety and environmental
impact planning decisions, as well as being fundamental to any decisions while siting a facility.
Risk Assessment may be carried out to serve the following objectives:
Identification of safety areas
Identification of hazard sources
To find out values of magnitude and severity of consequences for each hazard.
Suggest risk mitigation measures based on engineering judgement, reliability and risk analysis
approaches as appropriate to each hazard.
Disaster Management Plan.
Purpose of Risk Assessment
Although the purpose of risk assessment includes the prevention of occupational risks, and this should
always be goal, it will not always be achievable in practice. Where elimination of risks is not possible, the
risks should be reduced and the residual risk controlled. At a later stage, as part of a review programme,
such residual risk will be reassessed and the possibility of elimination of the risk, perhaps in the light of new
knowledge, can be reconsidered.
The purpose of this risk assessment is to evaluate the adequacy of the airport and aircraft security. This
risk assessment provides a structured qualitative assessment of the operational environment. It addresses
sensitivity, threats, vulnerabilities, risks and safeguards. The assessment recommends cost-effective
safeguards to mitigate threats and associated exploitable vulnerabilities. Conceptual Framework of risk
assessment is shown in Figure 1.
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Figure 1: Conceptual Framework of Risk Assessment
HAZARD IDENTIFICATION
Identification of causes and types of hazards is the primary task for planning for risk assessment. Hazard
can happen because of the nature of fuels/ chemicals handled and also the nature of process involved,
associated toxic release, fire and explosion and aircraft accidents.
An aviation accident is the worst nightmare of every pilot, crew or passenger that has ever ridden in an
aircraft. Although air travel is one of the safest forms of transportation, accidents do happen with dramatic
and terrifying results. The causes of these aviation accidents vary greatly depending on specific
circumstances and problems that may develop during the flight process.
Human error, Runway, Descent and landing accidents, taxi and takeoff mishaps, mechanical failures, pilot
errors, fuel mismanagement, and poor weather are only some of the many plights that can lead to injuries
or death in the sky. In many situations these incidents can be completely avoided through careful
preparation and effective safety techniques. When flight crew and pilots do their jobs correctly, aviation
accidents are much less likely to occur.
Hazard during Construction Phase
The main risks associated with the construction hazards of theairport project are mainly electrical and
mechanical failures or lack of safety precautions. During the construction phase, the responsibility of
maintaining safety is jointly on the project developer and the deployed contractors. The risks and hazards
associated with various construction activities and their control measures/ mitigation measures or safe
working practices are listed in Table 2.
Table 1: Risk & Hazard Associated and Control Measures Risks & Hazards Associated with Construction Control Measures
Manual Handling
Strains and sprains
Incorrect lifting
Exercise/warm up
Get help when needed
Control loads
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Risks & Hazards Associated with Construction Control Measures
Too heavy loads
Twisting
Bending
Repetitive movement
Rest breaks/ no exhaustion
No rapid movement/ twisting/ bending/ repetitive movement
Good housekeeping
Falls - Slips - Trips
Falls on same level
Falls to surfaces below
Poor house-keeping
Slippery surfaces
Uneven surfaces
Poor access to work areas
Unloading materials
Wind
Falling objects
Good Housekeeping
Tidy workplace
Guardrails, handholds, harnesses, hole cover, hoarding, no
slippery floors/ trip hazards
Clear/ safe access to work areas & egress from work areas
Dust/ water controlled environment as much as possible
Fire
Flammable liquids/gases like LPG, diesel storage
area and combustible building materials
Poor housekeeping
Grinding sparks
Open flames, absence of fire hydrant network.
Combustible/ flammable materials properly stored/ used
Good housekeeping
Fire extinguishers made available & fire hydrant network
with reserve Fire water (as per NFPA Code)
Emergency preparedness plan in case of fire or collapse of
structure.
Regular mock drills
Absence of Personal Protective Equipment
Lack of adequate footwear
Head protection
Hearing/eye protection
Respiratory protection
Gloves, goggles
Head/face - footwear - hearing/ eye - skin – respiratory
protection provided
Training for use of PPEs
Proper maintenance of PPEs
Electricity
Electrocution
Overhead/underground services
Any leads damaged or poorly insulated
Temporary repairs
No testing and tagging
Circuits overloaded
Nonuse of protective devices.
All electrical equipment in good condition and earthed
No temporary repairs
No exposed wires & good insulation
No overloading
Use of protective devices
Testing and tagging
No overhead/ underground services
Scaffolding
Poor foundation
Lack of ladder access
Insufficient planking
Lack of guardrails and toe boards
Insufficient ties or other means
All scaffolds incorrectly braced or stabilized to
prevent overturning.
All scaffolds correctly braced and stabilized
3:1 height to base ratio
Firm foundation, plumb and level
Ladder access provided and used
Proper platform
Planks secured
Guardrails and toe boards
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Risks & Hazards Associated with Construction Control Measures
Ladders
Carrying loads
Not secured against dislodgement
Defective ladders
Not sufficient length
Wrong positions
Incorrectly placed (angles, in access ways, vehicle
movements
Secured against movement or footed
Ladders in good condition and regularly inspected for faults
Extend 1m above platform and placed at 4:1 angle
Out of access ways, vehicle movements
No carrying loads while climbing
3 points of contact
Use for access only, not working platforms
Excavations
Trench collapse
Undetected underground services
Falls
Hazardous atmosphere
Knowledge of Soil stability
No water accumulation and pumping facilities
Material 600mm from edge
Clear of suspended loads
Hard hats/PPE
Ladders
Atmospheric testing
Traffic controls
Emergency Plan.
Noise
Unknown noise levels
Known noise levels over 85 decibels
Levels below 85 decibels
Proper protections.
Falling Material
Fall during carrying / lifting materials
Dislodged tools and materials from overhead work
areas.
Materials to be secured
kept away from edge
toe boards
Use of hard hats
Cranes & Lifts
Display of carrying capacity i.e. loads (No. Of
person), incorrectly slung, defective lifting
equipment, unsecured loads, craning in close
proximity to building
Falls
Falling materials.
Periodic testing by competent authority
Correctly slung/secured loads, lifting equipment good
condition
Use of proper hand signals
Falls while unloading controlled
Visitors Presence at site
Falls
Struck by dropped materials
Road accidents
Insufficient hoarding or fencing - pedestrian access
past site
Mechanical plant movement on and off site
Sufficient hoarding
Fencing and barricades
Safe pedestrian access past site traffic management for
loading and delivery
Construction separated from occupied areas of projects.
Hazard during Operation Phase
Natural Disasters
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Natural Disasters are often sudden and intense and results in considerable destruction, injuries and death
disrupting normal life as well as the process of development. Disasters due to natural calamity could be as
follows:
Earthquake
Flood
Storms/ Cloud burst/lightning/extreme weather conditions
Aircraft Accident Related Disasters
Aircraft accident occurs near and within the airport during landing/take-off/taxing due to malfunctioning of
some mechanism like undercarriage, failure of hydraulic power supply, non-functioning of one or more
engines, malfunctioning of landing gear, sudden fire in aircraft while enrooting, unforeseen circumstances
in which pilot loses control over aircraft and improper signaling by air traffic control tower (ATC). Disasters
due to emergencies could be as follows:
Aircraft accident at airport;
Aircraft accident off airport; and
Hazardous material emergency, hydrocarbon spills followed by fire
Terror Attack, Plane Hijack, Sabotage
The threat of bombing vital installations by enemy action or sabotage cannot be ruled out near and within
the airport. Since airports are vital facilities prone to terror attack/ sabotage or plane hijacking, the threat to
an airport could be from ground as well as from the air. Disasters due to external factors are on account of
unlawful seizure, sabotage and bomb threat.
FUEL STORAGE AT AIRPORT
Fuel storage area has been one of the prime concerns as far as airport risk and hazards are concerned.
There will be no fuel storages at the proposed airport site but drums of High Speed Diesel (HSD) for the
DG sets will be available at the site. It is proposed that the oil company which will supply the fuel for the
proposed airport will will bring oil tankers inside and provide the necessary arrangements for filling. Any
accident the tanker meets during filling inside airport will cause accidental spillage on concrete surface and
related risks as mentioned below.
RISK MODELLING
Simulation of each identified hazardous chemical for consequence analysis has been done by using
ALOHA. ALOHA (Areal Locations of Hazardous Atmospheres) is a computer program designed to model
chemical releases for emergency responders and planners. It can estimate how a toxic cloud might
disperse after a chemical release—as well as several fires and explosions scenarios.
ALOHA is designed to produce reasonable results quickly enough to be of use to responders during a real
emergency. Therefore, ALOHA’s calculations represent a compromise between accuracy and speed. Many
of ALOHA’s features were developed to quickly assist the responder. For example, ALOHA:
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• Minimizes data entry errors by cross-checking the input values and warning the user if the value is
unlikely or not physically possible.
• Contains its own chemical library with physical properties for approximately 1,000 common hazardous
chemicals so that users do not have to enter that data.
In the present case, a prediction has been done assuming most unfavorable meteorological condition like
low wind speed of 1 m/s and stable atmospheric condition F. In case of an accident of tanker, the aviation
fuel will spill on ground, may cause toxic fume dispersion, may catch fire and cause thermal radiation or the
vapor cloud may travel and meeting an ignition source, may explode causing pressure waves and
damaging structures. All these possible situations have been predicted with affected distance of Level of
Concern (LOC).
Key Program Features
• Generates a variety of scenario-specific output, including threat zone pictures, threats at specific
locations, and source strength graphs.
• Calculates how quickly chemicals are escaping from tanks and puddles, and predicts how those
release rates change over time.
• Models many release scenarios like:
1. Toxic gas clouds,
2. BLEVEs (Boiling Liquid Expanding Vapor Explosions),
3. Jet fires,
4. Vapor cloud explosions, and
5. Pool fires.
6. Evaluates different types of hazard (depending on the release scenario): toxicity, flammability,
thermal radiation, and overpressure.
ALOHA is developed jointly by the National Oceanic and Atmospheric Administration (NOAA) and the U.S.
Environmental Protection Agency (EPA).
ALOHA model needs site specific information to calculate solar insolation like location name, latitude and
longitude of location and its elevation. It can model both light gases using Gaussian Model and heavy
gases using DEGADIS. It also needs building type, building surroundings, wind speed, direction (from
meteorological measurement), wind measuring heights, ground roughness, cloud cover, stability class,
inversion and humidity. It also needs storage tank type and orientation, tank dimension, state of chemical,
temperature inside the stank, diameter of assumed or actual accidental opening in tank, leak type and
assumed or actual height of opening ALOHA software was used to model the effects of each scenario
taking into consideration the usual atmospheric conditions as well as the worst case atmospheric
conditions. ALOHA is a computer program designed especially for use by people responding to chemical
releases when an accident has taken place, as well as for emergency planning. ALOHA models key
hazards - toxicity, flammability, thermal radiation (heat) and overpressure (explosion, blast force) - related
to chemical releases that result in toxic gas dispersions, fires and/or explosions. ALOHA allows for the
specification of concentration limits for the purpose of consequence assessment (e.g., assessment of
human health risks from contaminant plume exposure).
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Damage Criteria used in the project
The hazardous categories is modeled in Table 3.
Table 2: Hazard categories modeled in ALOHA Scenario\Source Tank Puddle
Vapor cloud (flash fire) Flammable area Flammable area
Vapor cloud (explosion) Overpressure Overpressure
Vapor cloud (Dispersion of Toxic vapor) Toxic vapors Toxic vapors
Pool fire Thermal radiation Thermal radiation
BLEVE (fireball) Thermal radiation NA
(A) Thermal Damage
The thermal radiation effects on people depend upon the length of time they are exposed to a specific
thermal radiation level. ALOHA uses three threshold values (measured in kilowatts per square meter) to
create the default threat zones:
Red: >10 kW/ m2. -- potentially lethal within 60 sec;
Orange: >5 kW/ m2 -- second-degree burns within 60 sec; and
Yellow: >2 kW/ m2 -- pain within 60 sec.
Longer exposure durations, even at a lower thermal radiation level, can produce serious physiological
effects. The threat zones displayed by ALOHA represent thermal radiation levels of certain hazardous
chemicals in the environment in case it is under fire.
(B) Overpressure:
This is a case of explosion due to overpressure in tank or a vapour cloud explosion when it meets a spark
on the way. The threat zones are as follows:
Red: 8.0 psi (Destruction to Buildings)
Orange: 3.5 psi (Serious Injury Likely)
Yellow: 1.0 psi (Shatters Glass)
(C) Toxic release:
For toxic release, there are several hazard classification systems in use. Some chemicals have not been
classified in every system. ALOHA determines its default toxic Level of Concern (LOC) values based on the
following:
PACs: Protective Action Criteria
This dataset combines all three common public exposure guideline systems (AEGLs, ERPGs, and TEELs)
and implements a hierarchy-based system. (AEGLs are used preferentially, followed by ERPGs, and then
TEELs.) If ALOHA is defaulting to the PAC values, it means that there are no AEGL or ERPG values in the
ALOHA chemical library for that substance. In this case, the PAC values will be the TEEL values. TEELs
are derived using existing LOCs and by manipulating current data. This process is less intensive than the
AEGL or ERPG process, and TEELs have been defined for more than 3,000 chemicals.
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1) Acute Exposure Guideline Levels (AEGLs)
Acute Exposure Guideline Levels (AEGLs) are Toxic Levels of Concern (LOCs) that is used to predict the
area where a toxic gas concentration might be high enough to harm people. The guidelines define three-
tiered AEGLs as follows:
AEGL-1: The airborne concentration of a substance above which it is predicted that the general population,
including susceptible individuals, could experience notable discomfort, irritation, or certain asymptomatic
non-sensory effects. However, the effects are not disabling and are transient and reversible upon cessation
of exposure.
AEGL-2: The airborne concentration of a substance above which it is predicted that the general population,
including susceptible individuals, could experience irreversible or other serious, long-lasting adverse health
effects or an impaired ability to escape.
AEGL-3: The airborne concentration of a substance above which it is predicted that thegeneral population,
including susceptible individuals, could experience life-threatening health effects or death.
2) The Emergency Response Planning Guidelines (ERPGs)
The American Industrial Hygiene Association (AIHA) has issued three levels of ERPG values based on
toxic effect of the chemical for use in evaluating the effects of accidental chemical releases on the general
public. The Emergency Response Planning Guidelines (ERPGs) are Toxic Levels of Concern (LOCs) that
is used to predict the area where a toxic gas concentration might be high enough to harm people. The
ERPGs are three tiered guidelines with one common denominator: 1-hour contact duration. Each guideline
identifies the substance, its chemical and structural properties, animal toxicology data, human experience,
existing exposure guidelines, the rationale behind the selected value, and a list of references.
ERPG 1: The maximum airborne concentration below which it is believed that nearly all individuals could
be exposed for up to 1 hour without experiencing other than mild transient adverse health effects or
perceiving a clearly defined, objectionable odour.
ERPG 2: The maximum airborne concentration below which it is believed that nearly all individuals could be
exposed for up to 1 hour without experiencing or developing irreversible or other serious health effects or
symptoms which could impair an individual's ability to take protective action.
ERPG 3: The maximum airborne concentration below which it is believed that nearly all individuals could
be exposed for up to 1 hour without experiencing or developing life threatening health effects.
The most important point about the ERPGs is that they do not contain safety factors usually incorporated
into exposure guidelines. Rather, they estimate how the general public would react to chemical exposure.
Just below the ERPG-1, for example, most people would detect the chemical and may experience
temporary mild effects. Just below the ERPG-3, on the other hand, it is estimated that the effects would be
severe, although not life-threatening. The ERPG should serve as a planning tool, not a standard to protect
the public.
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3) Temporary Emergency Exposure Levels (TEELs)
There are three TEEL levels that are important for responders to consider:
TEEL-1: Maximum concentration in air below which it is believed nearly all individuals could be exposed
without experiencing other than mild transient health effects or perceiving a clearly defined objectionable
odour.
TEEL-2: Maximum concentration in air below which it is believed nearly all individuals could be exposed
without experiencing or developing irreversible or other serious health effects or symptoms that could
impair their abilities to take protective action.
TEEL-3: Maximum concentration in air below which it is believed nearly all individuals could be exposed
without experiencing or developing life-threatening health effects.
4) Immediate Dangerous to Life or Health (IDLH)
Immediately Dangerous to Life or Health (IDLH) level is a limit originally established for selecting
respirators for use in workplaces by the National Institute for Occupational Safety and Health (NIOSH). A
chemical's IDLH is an estimate of the maximum concentration in the air to which a healthy worker could be
exposed without suffering permanent or escape-impairing health effects. It was recommended that
appropriate respirator (as per NIOSH) be kept handy/easily available.
The IDLH was not designed to be an exposure limit for the general population. It does not take into account
the greater sensitivity of some people, such as children and the elderly.
For AEGLs, ERPGs and TEELs, the rank number increase with the hazard level, so that AEGL-3 is more
hazardous than AEGL-1. Typically, the “3” values are used for the most hazardous (red) threat zones
because they represent the threshold concentration above which health effects may be life threatening.
Input Used For ALOHA Modeling
SITE DATA:
Location: Chillawan Village, Lucknow, Uttar Pradesh
ATMOSPHERIC DATA: (MANUAL INPUT OF DATA)
Wind: 1 m/s from North (NNE).
Ground Roughness: Open Country
Air Temperature: 22.9° C
Stability Class: F
Relative Humidity: 50 %
Consequences Analysis for Failure Scenarios of Hazardous Chemicals
CHEMICAL NAME: N-Heptane and Isooctane are major constituents of Aviation Fuel. The
modelling has been done for both as follows:
N-Heptane:
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Molecular Weight: 100.20 g/mol.
CAS Number: 142-82-5
PAC-1: 500 ppm PAC-2: 830 ppm PAC-3: 5000 ppm
IDLH: 750 ppm LEL: 10500 ppm UEL: 67000 ppm
Ambient Boiling Point: 97.9° C
Vapor Pressure at Ambient Temperature: 0.011 atm.
Source Strength:
Tank Diameter/Length: 2 meters/9.55 meters
Source State: Liquid
Source Temperature: 22.9 Degree Celsius
A. Leaking Tank, Chemical is not burning & forms an evaporating puddle
Case I: Toxic Area of Vapor Cloud
THREAT ZONE:
Model Run: Heavy Gas
Red : 35 meters --- (5000 ppm = PAC-3)
Note: Threat zone was not drawn because effects of near-field patchiness make dispersion predictions less
reliable for short distances.
Orange: 149 meters --- (830 ppm = PAC-2)
Yellow: 216 meters --- (500 ppm = PAC-1)
Figure 2: Toxic Release threat zone for N-Heptane
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Case II: Flammable Area of Vapor Cloud
THREAT ZONE:
Threat Modeled: Flammable Area of Vapor Cloud
Model Run: Heavy Gas
Red : 29 meters --- (6300 ppm = 60% LEL = Flame Pockets)
Note: Threat zone was not drawn because effects of near-field patchiness make dispersion predictions less
reliable for short distances.
Yellow: 125 meters --- (1050 ppm = 10% LEL)
Figure 3:Flammable area of Vapor Cloud for N-Heptane
Case III: Blast: Vapor Cloud Explosion
THREAT ZONE:
Threat Modeled: Overpressure (blast force) from vapor cloud explosion
Type of Ignition: Ignited by spark or flame
Level of Congestion: Congested
Model Run: Heavy Gas
Red : LOC was never exceeded --- (8.0 psi = destruction of buildings)
Orange: 19 meters --- (3.5 psi = serious injury likely)
Yellow: 44 meters --- (1.0 psi = shatters glass)
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Figure 4: Blast Vapor Cloud Explosion for N-Heptane
B. Leaking Tank, Chemical is burning & forms a pool fire
THREAT ZONE:
Threat Modeled: Thermal radiation from pool fire
Red : 23 meters --- (10.0 kW/(sq m) = potentially lethal within 60 sec)
Orange: 34 meters --- (5.0 kW/(sq m) = 2nd degree burns within 60 sec)
Yellow: 54 meters --- (2.0 kW/(sq m) = pain within 60 sec)
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Figure 5: Thermal Radiation from Pool Fire for N-Heptane
C. BLEVE, tank explodes & Chemical burns in a fireball
THREAT ZONE:
Threat Modeled: Thermal radiation from fireball
Red : 323 meters --- (10.0 kW/(sq m) = potentially lethal within 60 sec)
Orange: 456 meters --- (5.0 kW/(sq m) = 2nd degree burns within 60 sec)
Yellow: 711 meters --- (2.0 kW/(sq m) = pain within 60 sec)
Figure 6: BLEVE, Thermal Radiation from Fireball for N-Heptane
Isooctane
Molecular Weight: 100.20 g/mol.
CAS Number: 142-82-5
PAC-1: 500 ppm PAC-2: 830 ppm PAC-3: 5000 ppm
IDLH: 750 ppm LEL: 10500 ppm UEL: 67000 ppm
Ambient Boiling Point: 97.9° C
Vapor Pressure at Ambient Temperature: 0.011 atm.
Source Strength:
Tank Diameter/Length:2 meters/9.55 meters
Source State: Liquid
Source Temperature: 22.9 Degree Celsius
A. Leaking Tank, Chemical is not burning & forms an evaporating puddle
Case I: Toxic Area of Vapor Cloud
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THREAT ZONE:
Model Run: Heavy Gas
Red : 72 meters --- (5000 ppm = PAC-3)
Orange: 188 meters --- (830 ppm = PAC-2)
Yellow: 366 meters --- (230 ppm = PAC-1)
Fig 7: Toxic area of Vapor cloud for Isooctane
Case II: Flammable Area of Vapor Cloud
THREAT ZONE:
Threat Modeled: Flammable Area of Vapor Cloud
Model Run: Heavy Gas
Red : 66 meters --- (5700 ppm = 60% LEL = Flame Pockets)
Yellow: 175 meters --- (950 ppm = 10% LEL)
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Figure 8: Flammable area of vapor cloud for Isooctane
Case III: Blast, Vapor Cloud Explosion
THREAT ZONE:
Threat Modeled: Overpressure (Blast force) from vapor cloud explosion
Type of Ignition: Ignited by spark or flame
Level of Congestion: Congested
Model Run: Heavy Gas
Red : LOC was never exceeded --- (8.0 psi = destruction of buildings)
Orange: 52 meters --- (3.5 psi = serious injury likely)
Yellow: 80 meters --- (1.0 psi = shatters glass)
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Figure 9: Thermal Radiation from Fireball for Isooctane
B. Leaking Tank, Chemical is burning & forms a pool fire
THREAT ZONE:
Threat Modeled: Thermal radiation from pool fire
Red : 20 meters --- (10.0 kW/(sq m) = potentially lethal within 60 sec)
Orange: 31 meters --- (5.0 kW/(sq m) = 2nd degree burns within 60 sec)
Yellow: 50 meters --- (2.0 kW/(sq m) = pain within 60 sec)
Figure 10: Thermal Radiation from Pool Fire for Isooctane
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C. Leaking Tank, Chemical is burning & forms a pool fire
THREAT ZONE:
Threat Modeled: Thermal radiation from fireball
Red : 323 meters --- (10.0 kW/(sq m) = potentially lethal within 60 sec)
Orange: 457 meters --- (5.0 kW/(sq m) = 2nd degree burns within 60 sec)
Yellow: 712 meters --- (2.0 kW/(sq m) = pain within 60 sec)
Figure 11: BLEVE, Thermal Radiation from Pool Fire for Isooctane
SUMMARY OF ALOHA RESULTS
The summarization of the results obtained from Risk Modelling Assessment if given in Table 3.
Table 3: Summarization of ALOHA Results
Situation Affected Distance (m) Remarks
Red Orange Yellow
N- HEPTANE
Leaking Tank,
Chemical is
not burning
&forms an
evaporating
puddle
Toxic Area of
Vapor Cloud 35 149 216
Flammable Area
of Vapor Cloud 29 125
Blast: Vapor
Cloud Explosion 0 19 44
Leaking Tank,
Chemical is
burning &
forms a pool
Thermal radiation
23 34 54
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Situation Affected Distance (m) Remarks
Red Orange Yellow
fire.
BLEVE, tank
explodes &
Chemical
burns in a
fireball.
Thermal radiation 323 456 711
ISOOCTANE
Leaking Tank,
Chemical is
not burning &
forms an
evaporating
puddle
Toxic Area of
Vapor Cloud 72 188 366
Flammable Area
of Vapor Cloud 66 175
Blast: Vapor
Cloud Explosion 0 52 80
Leaking Tank,
Chemical is
burning &
forms a pool
fire
Thermal
radiation
20 31 50
BLEVE, tank
explodes&
Chemical
burns in a
fireball.
Thermal
radiation
323 457 712 Say 1000m
Conclusion: As per the result obtained from ALOHA, it has been interpreted that the worst case scenario
will be explosion of tank and the chemical will burn in a fireball (BLEVE). The effect of this scenario
will be up to a distance of 712m. Therefore it requires immediate evacuation of population say up to 1000m
and provide immediate medical facilities for injured persons as mentioned in Disaster Management Plan.
DISASTER MANAGEMENT PLAN
Disaster
A disaster can be defined as an "occurrence of such magnitude so as to create a situation in which normal
pattern of life within a facility is suddenly disrupted, adversely affecting not only the personnel and property
within the facility but also in its vicinity."
A Disaster Management Plan (DMP) is an integral part of an Airport operation for effective and safe
management of technical and non-technical emergencies. This is important for effective management of an
emergency situation to minimize losses to people, property and both at and around the Airport.
The objectives of the emergency planning are to describe the Airport's emergency response organization,
the resources available and applicable response actions. Thus, the objectives of emergency response plan
can be summarized as follows:
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Rapid control and containment of the hazardous situation;
Minimizing the risk and impact of an event/accident; and
Effective rehabilitation of the affected persons, and prevention of damage to property.
Disaster control plan gives ideas to plan in advance to avoid & minimize the damage in all aspects. It is a
team effort & remarkably pays if due attention is paid in time to plan & execute the action plan for disaster
control.
On-site Incidents
Some of occurrence may result in on-site implications like:
Fire and/or explosion;
Leakage of flammable material;
Release of toxic material (accident/sabotage);
Crash landing;
Bomb threat; and
Natural calamities like earthquake, flooding, thunderstorms etc.
Off-site Incidents
Incidents having off-site effects can be:
Fire and/or explosion on site;
Leakage of flammable material on site;
Release of toxic material (accident/sabotage) on site;
Air raids; and
Crashing of aircraft i.e. while landing or Take-off.
Accidents may take place on site or off site. In case of accidents as mentioned in modeling, the effect may
spread upto about 1000m beyond the accident site, which is considered inside the airport. There should
be plans to evacuate population especially from downwind distances 1000m away from boundary as given
in Table 3.
Other Incidents
Other incidents, which can also result in a disaster, are:
Agitation/forced entry by external group of People;
Sabotage; and
Hijacking
An important aspect of the disaster is its unforeseen nature. Thus, by definition itself, a disaster is
impossible to control completely. However, occurrence of events, which lead to a disaster, may be
minimized through proper technology and engineering practices. The DMP plan should be prepared in
accordance with the Civil Aviation requirement laid down by the Director General of Civil Aviation (DGCA),
the National Disaster Management Act, 2005, the National Building Code as well as various code
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provisions of the International Civil Aviation Organization (ICAO) including other International conventions
and acts.
Emergency Resources and Equipment’s
High mast lighting on generator trailers is essential for protracted night operations. A source for fuel for
the generators should be identified.
A trailer equipped with sufficient backboards and stretchers to accommodate 250+ causalities.
Sufficient body bags and causality identification tags.
A trailer mounted medical disaster kit containing long shelf life items such as bandages, compresses,
splints, trauma kits etc.
Tents and tarpaulins for use during inclement weather.
A trailer / container with stakes, heavy hammer, colored tape and poles to mark are at an accident
site and to identify triage sites and evacuation routes. These stakes can also be used to mark
locations where bodies, voice and flight recorders, and aircraft parts are found.
Heavy cranes to lift debris during rescue activities
Buses and other vehicles to transport ambulatory passengers.
Vehicles to transport dead to temporary morgue.
Tow bars and wing / fuselage jacks for all aircraft types using airport.
Pneumatic lifting bags and compressors.
Heavy cranes and forklifts.
Aircraft loading equipment and tow tractors.
Emergency Procedures
Rough Weather Emergency
In case of storm approaching the area, prior warning will be received. Therefore, the radio room must
receive daily weather forecast, which must be signed by the Air Traffic Controller or his designated officer.
It is strongly suggested that specific weather report be prepared or obtained, as it would be more accurate
than general report and three stages of operation control shall be followed:
Green Status: This status applies when weather is good. Operations can go on smoothly as
planned.
Yellow Status: This is an alert stage when rough weather is expected or may be expected, hence
alert must be maintained with all precautions with emergency status but operations can continue.
Red Status: Emergency situation- operations suspended. All activities are to be controlled by the
designated officer of the Airport.
Aircraft Crash within Airport Fire Service Turn-out Area
The Airport Fire Service turnout area shall include the entire airport area as well as the areas in the vicinity
of the airport up to an arc of a circle centered at the runway threshold of 5 km radius, and 3 km from the
perimeter of the airport.
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Crash action is declared for aircraft accidents on the aerodrome as well as off the aerodrome. The Air
Traffic Controller shall activate the crash alarm immediately if one of the following events occurs:
When the aircraft accident/crash is sighted by the Air Traffic Controller or the sighting is reported to
the Air Traffic Control by any of the reliable sources.
When the aircraft has been cleared to land and fails to land within 5 minutes of the estimated time
of landing and the communication with the pilot is not able to be re-established.
During poor visibility- when the Air Traffic Controller is unable to sight the runway, and the aircraft,
which has been cleared for take-off or land, fails to respond to the Air Traffic Control's repeated
calls.
Aircraft Crash outside Airport Fire Service Turn-out Area
If an aircraft accident occurs outside the Turnout Area, the procedures for Crash Action outside the Airport
Fire Service Turnout Area shall be as followed.
The decision to declare the Crash Action rests with the Air Traffic Control.
Local Fire Service will be fully in charge and resume command of the aircraft fire-fighting and rescue
operations at the crash site.
State Authorities/District Administration will be overall in charge of all ground operations at the scene.
All the other agencies and services involved will activate their respective emergency operations plans
to support the State Authorities/District Administration in the mitigation of the aircraft accident.
Fire on the Ground (Aircraft Movement Area)
An aircraft can catch fire when it is taxing in the movement area or parked at an aerobridge or remote bay.
Such a scenario can arise from a defect or malicious act, and may develop into a major disaster. The
resources required to mitigate are thus identical to that of an aircraft crash within the Airport Fire Service
Turnout Area.
When the aircraft on the ground catches fire and is sighted by the Air Traffic Controller or reported to the Air
Traffic Control by any reliable sources, the Air Traffic Controller shall activate the Airport Fire Service
through the crash alarm communication system and provide details of the aircraft fire, for example:
Location of aircraft;
Nature of fire (e.g. undercarriage fire, engine fire);
Number of Passenger on Board (POB); and
Presence of dangerous goods, if known.
The Air Traffic Controller shall give clearance to the responding fire vehicles to enter the runway/taxiway as
soon as possible.
Fire on the Ground (Airport Buildings & Installations)
Fire may occur at any of the airport installations and buildings. If out of control, such a fire may cripple the
key airport facilities and disrupt the normal airport operations. During a fire occurrence, however small it
may appear to be, person who discovers it shall:
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Raise the fire alarm via the nearest manual call point. If no manual call point is readily available, raise
the alarm by other available means;
Inform the Airport Fire Service immediately of the exact location of the fire; and
Operate a suitable fire extinguisher where readily available, or any water hose reel within range.
Bomb Emergency Management
Bomb threats by their very nature indicate the very real potential for serious damage to aircraft, buildings
and property, as well as the potential for serious injuries or loss of life. A bomb threat could be written,
recorded, or communicated orally. Every threat must be taken seriously and dealt with in such a way as to
not create panic. The call recipient must remember to do many things, all of which will aid in the search for
the device and provide authorities with as much information as possible for their later investigation. The
following immediate actions are suggested:
Any aircraft that is suspected of carrying a bomb should be parked in Isolated Bay Area.
All passengers should be evacuated immediately by the fastest means whilst the local or airport police
arrange for bomb disposal experts to attend and search the aircraft. All baggage should be left on
board until it has been searched and cleared. Airport rescue and fire services should be standby at
point no less than 300m from air craft and predetermined procedure for bomb alerts should take into
account the calling of local authority services of fire, police, ambulance and hospitals.
Air traffic control must maintain continuous communication with the rescue and firefighting services to
ensure that they are kept updated in relation to any change in distressed aircraft condition.
To attend to bomb threat calls received to aircraft, terminal building, vital installations and arising from
unclaimed observed insides/outside the airport and safe neutralization of explosives devices found.
As soon as an emergency is envisaged/occurs, the Emergency chief or his alternate shall promptly
communicate the information by a telephone or any other quickest mode of communication to the
Inspector of Police, highest administrative officer and Fire brigade. The information should include the
location in question and the degree of emergency (anticipated, eminent or actual).
To conduct regular training of airport security police and staff, airline agencies working at the airport.
This training is based for identification of explosives.
Forced Landing of Hijacked Aircraft
Every airport is faced with a threat of hijacked aircraft forced to land at the aerodrome all airports have
standard operating procedures to deal with such eventualities. An outline of the procedure to be followed to
manage this contingency is given below.
A separate isolated parking place away from the parking aprons and far away from the terminal
complex is earmarked for parking such aircraft after it has landed.
All messages from the hijackers are to be relayed by air traffic control to the concerned agencies.
Information must be promptly given to local police department, State Government Authorities and
concern Airline Company.
Information will also be passed to neighboring airports for alert through airport officials and IAF
authorities.
Fire tender and ambulance be kept ready for emergency situations.
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Local hospital, fire services and ambulance services made alert for possible aid.
Onsite and Offsite Emergency Plan
On-Site Emergency: If accident / incident takes places in an Airport, its effects are confined to the Airport
premises, involving only the persons working in the Airport and the property inside the Airport it is called as
On-site Emergency.
Off-Site Emergency: If the accident is such that it affects inside the Aircraft are uncontrollable and it may
spread outside the Airport and affect the premises, it is called as Off-site Emergency.
The main objectives of an emergency plan are to control and contain the incident/ accident and if possible,
eliminate it and to minimize the effects of the incident on person, property and environment. Each Airport
should prepare an emergency plan incorporating details of action to be taken in case of any major accident/
disaster occurring inside the Airport. The plan should cover all types of major accident/ occurrences and
identify the risk involved in the airport. Mock drills on the plan should be carried out periodically to make the
plan foolproof and persons are made fully prepared to fight against any incident in the airport.
The Emergency Control Centre (ECC) shall ensure a mock drill of the onsite emergency plan is conducted
at least one in every six months. A detailed report of the mock drill conducted under rule shall be made
immediately available to the Inspector and Chief Inspector. Main elements of On-site Emergency plans:-
Leadership and Administration,
Role and Responsibilities of Key Personnel,
Emergency action,
Light and Power,
Source of energy control,
Protective and rescue equipment,
Communication,
Medical care,
Mutual Aid,
Public relation,
Protection of vital records and
Training and
Periodical revision of plan.
Onsite Emergency Plan
The emergency action plan includes:
Emergency Control Centre: The operations to handle the emergency are directed and coordinated by
emergency control center. The facilities will be made available in the emergency control are:
a) Internal and external communication.
b) Computer and other essential records.
c) Daily attendance of workmen employed in Airport.
d) Pollution records.
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e) Walky-talky.
Assembly Points: A safe place far away from the Airport has been pre-determined as assembly point
where in case of emergency personnel evacuated from the affected areas are to be assembled. The Airport
workers, contract workers and visitors will assemble in assembly point in case of emergency and the time
office clerk should take their attendance so as to assess the missing person during emergency.
The Key Personnel for Onsite Emergency: The General Manager of the airport will act as main
controller. His duties are to
a) Assess the magnitude of the situation and decide whether the evacuation of staff from the Airport is
needed.
b) Exercise and direct operational control over areas other than those affected.
c) Direct and control rehabilitation of affected area after emergency.
d) Intimate Off-site Emergency controller if the emergency spreads beyond the Airport premises and
likely to affect the surrounding area etc.
Escape Route: The escape route from Airport should be clearly marked. The escape route is the shortest
route to reach out of the affected area to open area, which leads to assembly point. This route should be
indicated on the layout plan attached to the On-site Emergency Plan.
Evacuation Plan: All non-essential staff should be evacuated from the emergency site. As soon as the
emergency siren rings the staffs have to move to the assembly point. The closing procedure in case of
emergency should be prepared and kept ready and responsible person should be nominated for the
purpose.
Emergency Facilities: The following facilities will be provided at Airport to tackle any emergency at any
time.
Fire protection and firefighting facilities.
Emergency lighting and standby power.
Emergency equipment and rescue equipment
a. Breathing apparatus with compressed air cylinder.
b. Fire proximity suit.
c. Resuscitator.
d. Water gel Blanket.
e. Low temperature suit.
f. First aid kit.
g. Stretchers.
h. Torches.
i. Ladders.
Offsite Emergency Plan
Central Control Committee has the following actions to be executed:
Incident and Environment Control Committee.
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Fire Control Committee.
Traffic control, Law and order, Evacuation and Rehabilitation Committee.
Medical help, Ambulance and Hospital Committee.
Welfare, Restoration and Resumption Committee.
Utility and Engineering Services Committee.
Press, Publicity and Public Relations Committee.
TRAINING AND EDUCATION
Regular training would be provided to all personnel who have a role in planning and operational response
to an emergency. The main goal of training for emergencies is to enable the participants to understand their
roles in the response organization, the tasks associated with each position and the procedures for
maintaining effective communications with other response functions and individuals. The training objectives
are:
To familiarize personnel with the contents and manner of implementation of the plan and its
procedures;
To train personnel in the performance of the specific duties assigned to them in the plan and in the
applicable implementation procedures;
To keep personnel informed of any changes in the plan and the implementing procedures;
To maintain a high degree of preparedness at all levels of the Emergency Response Organization
Train new personnel who may have moved within the facility organization;
Test the validity, effectiveness, timing and content of the plan; and
Update and modify the plan on the basis of experience acquired through exercises and drills.
MOCK DRILLS AND EXERCISES
Mock drills constitute another important component of emergency preparedness. They refer to the re-
enactment, under the assumption of a mock scenario, of the implementation of response actions to be
taken during an emergency. Emergency drills and integrated exercises have the following objectives.
To test, efficiency, timing, and content of the plan and implementing procedures;
To ensure, that the emergency organization personnel are familiar with their duties and
responsibilities by demonstration;
Provide hands-on experience with the procedures to be implemented during emergency; and
Maintain emergency preparedness.
The frequency of the drills would vary depending on the severity of the hazard. However, drills would be
conducted once in a year. Scenarios may be developed in such a manner as to accomplish more than one
event objective. Drills and exercises will be conducted as realistically as is reasonably practicable.
Planning for drills and exercises would include:
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The basic objectives;
The dates, times and places;
The participating organizations;
The events to be simulated;
An approximate schedule of events;
Arrangements for qualified observers; and
An appropriate critique of drills/exercises with participants
Evaluation of drills and exercises would be carried out which would include comments from the participants
and observers. Discrepancies noted by the drill observers during the drill shall be pointed out during the
drill. The individual responsible for conducting the drill or exercise would prepare a written evaluation of the
drill or exercise. The evaluation would include assessments and recommendations on:
Areas that require immediate correction;
Areas where additional training is needed;
Suggested modifications to the plan or procedures; and
Deficiencies in equipment, training, and facilities.
The evaluation of a drill or exercise shall be submitted to the Terminal Manager for review and acceptance
who shall then determine the corrective actions to be taken and assign the responsibility to appropriate
personnel. The Safety In-charge would track all approved drill and exercise corrective actions as a means
of assuring that corrections are made in a reasonable amount of time, and shall advise the Terminal
Manager of the status of implementation of corrective actions.
Records of drills, exercises, evaluations, and corrective actions would be duly maintained.
UPDATING OF EMERGENCY PLAN
The Lucknow Airports Emergency Plan and implementing procedures would be reviewed and updated to
ensure compliance with relevant regulations and applicable state and local emergency plans. The need for
updating is based on following aspects:
Written evaluations of mock drills exercises which identify deficiencies or more desirable methods,
procedures, or organizations;
Changes in key personnel involved in the organization;
Changes in the facility organization structure;
Changes in regulations;
Recommendations received from other organizations and state agencies.